02 ATA-31,45 T1T2 E-Jets 317pg

Embraer S.A.
Customer Training
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MAINTENANCE TRAINING MANUAL

ATA 31 - INDICATING/RECORDING SYSTEMS
ATA 45 - CENTRAL MAINTENANCE SYSTEM
Copyright © 2011 by Embraer S.A.. All rights reserved.

This document shall not be copied or reproduced in whole or in part, in any form or by any means without the express written
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information of Embraer or third parties and shall not be used or disclosed to any third party without permission of Embraer.
July 2011 – Rev. 2

02_ATA-31,45_T1T 2_E-Jets_317pg.pdf
TABLE OF CONTENT APM OPTIONS DATA ........................................................................ 34

APM SETTINGS DATA....................................................................... 34
PRIMUS EPIC®.................................................................................... 2 MAU .................................................................................................... 36
GENERAL DESCRIPTION................................................................... 2 OPERATION ....................................................................................... 36
INDICATING/RECORDING SYSTEMS (31-00) .......................................... 6 ASCB BUS / STRAPS CONFIGURATION (31-42).................................... 38
INTRODUCTION .................................................................................. 6 GENERAL DESCRIPTION ................................................................. 38
GENERAL DESCRIPTION................................................................... 6 OPERATION ....................................................................................... 40
COMPONENTS .................................................................................... 6 COMPONENTS .................................................................................. 42
INSTRUMENT & CONTROL PANELS (31-10) .................................... 6 ASCB BUS COUPLER ....................................................................... 42
INDEPENDENT INSTRUMENTS (31-20) ............................................ 6 ASCB TERMINATORS ....................................................................... 44
RECORDERS (31-30) .......................................................................... 6 CENTRAL WARNING SYSTEM (CWS) (31-50)....................................... 48
CENTRAL COMPUTERS (31-40) ........................................................ 6 GENERAL ........................................................................................... 48
CENTRAL WARNING SYSTEMS (31-50)............................................ 6 CREW ALERTING SYSTEM .............................................................. 48
CENTRAL DISPLAY SYSTEMS (31-60).............................................. 6 CAS MESSAGES FIELD .................................................................... 48
INSTRUMENT AND CONTROL PANELS (31-10) ..................................... 8 OUT-OF-VIEW MESSAGES............................................................... 48
MAIN INSTRUMENT PANEL - GENERAL (31-11) .............................. 8 EFFECTIVITY: ON ACFT WITH PRIMUS EPIC LOAD 21.2 AND ON
GLARESHIELD PANEL - GENERAL (31-12) ...................................... 8 ............................................................................................................ 50
LIGHTING CONTROL PANEL - GENERAL (31-13) ............................ 8 INDICATION AND RECORDING SYSTEM DIAGNOSTIC TESTS ... 54
CONTROL PEDESTAL - GENERAL (31-14) ....................................... 8 SYSTEM DIAGNOSTICS MENU........................................................ 54
OVERHEAD PANEL - GENERAL (31-15) ........................................... 8 INDICATING AND RECORDING TESTS:.......................................... 56
CIRCUIT BREAKER PANEL - GENERAL (31-16)............................... 8 ASCB STATUS PAGE. ....................................................................... 56
MAU MODULAR AVIONICS UNIT (31-41)................................................ 14 LAN STATUS PAGE........................................................................... 56
GENERAL DESCRIPTION................................................................. 14 AURAL WARNING FUNCTION (31-51) .................................................... 58
COMPONENTS .................................................................................. 20 GENERAL DESCRIPTION ................................................................. 58
MAU CABINET ................................................................................... 20 GENERAL DESCRIPTION ................................................................. 60
MAU CABINET FANS ........................................................................ 20 COMPONENTS .................................................................................. 62
MAU POWER SUPPLY...................................................................... 22 TAKEOFF CONFIGURATION PANEL ............................................... 62
NIC + PROCESSOR MODULE.......................................................... 22 EMERGENCY / PARKING BRAKE TAKEOFF CONFIGURATION ... 62
NIC + PROCESSOR MODULE FUNCTIONS.................................... 24 SPOILERS TAKEOFF CONFIGURATION ......................................... 62
MAU AIR MANAGEMENT MODULE ................................................. 26 PITCH TRIM TAKEOFF CONFIGURATION ...................................... 62
CONTROL I/O MODULE.................................................................... 26 SLAT/FLAP TAKEOFF CONFIGURATION ........................................ 62
GENERIC I/O MODULE ..................................................................... 26 OPERATION ....................................................................................... 64
CUSTOM I/O MODULE...................................................................... 26 CENTRAL DISPLAY SYSTEM (31-60)...................................................... 66
CONTROL I/O MODULE.................................................................... 26 INTRODUCTION ................................................................................ 66
ACTUATOR INPUT-OUTPUT PROCESSOR.................................... 28 GENERAL DESCRIPTION ................................................................. 68
DATABASE MODULE (EFFECTIVITY: ON AIRCRAFT WITH PRIMUS EDS POWER SUPPLY....................................................................... 70
EPIC® VERSION UP TO 21.4) .......................................................... 28 COMPONENTS .................................................................................. 72
NON-AVIONICS MAU MODULES ..................................................... 28 DISPLAY UNIT ................................................................................... 72
AIRCRAFT PERSONALITY MODULES ............................................ 32 REVERSIONARY PANEL................................................................... 73
TOC
REVERSIONARY PANEL .................................................................. 74 OPERATION ..................................................................................... 126

EICAS FULL PANEL .......................................................................... 74 CVR................................................................................................... 126
DISPLAY CONTROLLER................................................................... 76 FDR................................................................................................... 126
CURSOR CONTROL DEVICE (CCD) (31-62) .......................................... 78 UNDERWATER LOCATOR BEACON ............................................. 128
PRIMARY FLIGHT DISPLAY (PFD)................................................... 80 DVDR CONTROL PANEL ................................................................ 130
DISPLAY CONTROLLER................................................................... 82 CVR / FDR RECORDING FUNCTION ............................................. 132
MULTI FUNCTION DISPLAY (MFD).................................................. 84 FDR RECORDING MENU ................................................................ 134
MULTI FUNCTION DISPLAY (CONTINUED) .................................... 86 HAND HELD DOWNLOAD UNIT...................................................... 136
ENGINE INDICATING AND CREW ALERT SYSTEM DISPLAY PCMCIA INTERFACE....................................................................... 138
(EICAS)............................................................................................... 94 DVDR DOWNLOAD PROCEDURE ................................................. 140
EICAS FULL PANEL .......................................................................... 96 DVDR PARAMETERS ...................................................................... 142
EDS ABNORMAL FUNCTION ........................................................... 98 NEW DVDR - UNIVERSAL............................................................... 144
CURSOR CONTROL DEVICES (CCD) ........................................... 100 DVDR CONTROL PANEL ................................................................ 146
CCD ON THE PFD - PFD CONTROL .............................................. 102 UNIVERSAL DVDR OPERATION .................................................... 148
CCD ON THE MFD - MFD CONTROL............................................. 102 QUICK ACCESS RECORDER SYSTEM (31-32)................................... 150
CCD ON THE EICAS - EICAS CONTROL....................................... 102 GENERAL DESCRIPTION ............................................................... 150
CCD FAILURE.................................................................................. 102 OPERATION ..................................................................................... 152
DISPLAYS MCDU TEST .................................................................. 104 COMPONENTS ................................................................................ 154
DESCRIPTION: ................................................................................ 104 OPERATION ..................................................................................... 156
CLOCK SYSTEM (31-21) ........................................................................ 106 QAR DATABASE .............................................................................. 158
GENERAL DESCRIPTION............................................................... 106 CENTRAL MAINTENANCE SYSTEM (45-00)......................................... 162
COMPONENT .................................................................................. 108 INTRODUCTION .............................................................................. 162
CLOCK ............................................................................................. 108 GENERAL DESCRIPTION ............................................................... 162
OPERATION..................................................................................... 110 MEMBER SYSTEM NAME DESCRIPTION ..................................... 164
CLOCK ............................................................................................. 110 CENTRAL MAINTENANCE SYSTEM COMPONENTS (45-45).............. 166
CHRONOMETER FUNCTION ......................................................... 110 CMCM (CMC MODULE)................................................................... 166
UTC TIME FUNCTION ..................................................................... 110 CMCF (CENTRAL MAINTENANCE COMPUTER FUNCTION)....... 166
ELAPSED TIME FUNCTION............................................................ 110 DATA BASE MODULE ..................................................................... 168
CLOCK SYSTEM SCHEMATIC ....................................................... 112 NIC + PROCESSOR 4 MODULE ..................................................... 168
RECORDERS (31-30) ............................................................................. 114 DMU (DATA MANAGEMENT UNIT) ................................................ 170
GENERAL DESCRIPTION............................................................... 114 RT (REMOTE TERMINAL) ............................................................... 172
INTRODUCTION .............................................................................. 114 LAN BUS........................................................................................... 174
GENERAL DESCRIPTION............................................................... 114 CENTRAL MAINTENANCE COMPUTER ........................................ 176
COMPONENTS ................................................................................ 114 LDI (LOADABLE DIAGNOSTIC INFORMATION) ............................ 176
DIGITAL VOICE-DATA RECORDER (DVDR) SYSTEM (31-31)..... 114 FHDB (FAULT HISTORY DATABASE) ............................................ 176
QUICK ACCESS RECORDER SYSTEM (31-32) ............................ 114 ACMS (AIRCRAFT CONDITION MONITORING SYSTEM) ............ 176
DVDR (31-31) .......................................................................................... 116 ACMF (AIRCRAFT CONDITION MONITORING FUNCTION)......... 178
GENERAL DESCRIPTION............................................................... 116 RB (REPORT BUILDER) .................................................................. 178
COMPONENTS ................................................................................ 118 RT (REMOTE TERMINAL) ............................................................... 178
TOC
CMC SYSTEM INTERFACE ............................................................ 178 AIRCRAFT LAN INTERFACE........................................................... 288

PRINTER (OPTIONAL) .................................................................... 180 OPTIONAL ENVIRONMENT ............................................................ 290
CMF (COMMUNICATION MANAGEMENT FUNCTION)................. 180 AIRCRAFT SETUP ........................................................................... 290
CMC - NORMAL OPERATION......................................................... 182 REMOTE TERMINAL START-UP .................................................... 290
MEMBER SYSTEM FAULTS ........................................................... 182 OPERATIONAL SOFTWARE LOADING OVERVIEW ..................... 290
CMC - MAINTENANCE MODE ........................................................ 184 OPERATIONAL CARACTERISTICS................................................ 292
CMC LEG INCREMENT LOGIC....................................................... 184 SPECIAL CONSIDERATIONS ......................................................... 292
ACCESSING THE MAINTENANCE SYSTEM ................................. 184 SAFETY CONSIDERATIONS DURING SOFTWARE LOADING .... 294
CMC SCREEN......................................................................................... 186 OPERATION ..................................................................................... 294
CMC MAIN MENU ............................................................................ 186 OPTIONS .......................................................................................... 296
CMC MAIN MENU ............................................................................ 188 EXAMPLE ......................................................................................... 296
MAINTENANCE MESSAGES DISPLAY .......................................... 192 CD-ROM LOADING SEQUENCE..................................................... 300
FLIGHT DECK EFFECT DETAIL SCREEN ..................................... 194 DATA LOAD VALIDATION ............................................................... 302
ACTIVE MAINTENANCE MESSAGES ............................................ 196 CONFIGURATION MONITORING SYSTEM ................................... 304
MAINTENANCE MESSAGE DETAILS............................................. 198 FUNCTIONS OF THE CMS.............................................................. 304
PRESENT LEG STORED MAINTENANCE MESSAGES................ 202 ITEMS THAT ARE TRACKED .......................................................... 304
HISTORICAL BY ATA ...................................................................... 210 ITEMS THAT ARE TRACKED (CONT) ............................................ 306
SYSTEM DIAGNOSTICS ................................................................. 216 GENERAL INFORMATION............................................................... 308
PASSIVE TESTS.............................................................................. 216 MASTER MINIMUM EQUIPMENT LIST........................................... 310
NON-INTERACTIVE TESTS ............................................................ 216 DISPATCH DEVIATIONS PROCEDURES MANUAL ...................... 311
RESET TESTS ................................................................................. 216
INTERACTIVE TESTS ..................................................................... 216
RESET TESTS (CONT) ................................................................... 226
ADDITIONAL TEST EXAMPLES ..................................................... 232
CONTROLLER TESTS (CONT)....................................................... 246
EXTENDED MAINTENANCE .................................................................. 250
CYCLIC REDUNDANCY CHECK .................................................... 260
SUMMARY OF THE CONFIGURATION SCREENS ....................... 262
TRAINING INFORMATION POINTS................................................ 276
MAU MODULES ............................................................................... 280
SOFTWARE REVIEW ...................................................................... 280
SOFTWARE REVIEW (CONT) ........................................................ 282
DR_PN FILES................................................................................... 284
OTHER PROGRAMS AND SOFTWARE TOOLS............................ 286
LOCAL AREA NETWORK COMPONENTS..................................... 286
FLIGHT DECK DLS RESOURCES .................................................. 286
REMOTE TERMINAL RESOURCES ............................................... 288
ADDITIONAL REMOTE TERMINAL EQUIPMENT REQUIRED...... 288
MEDIA RESOURCES ...................................................................... 288
TOC
Notes:
TOC
PRIMUS EPIC®
ATA 31-00 - Page 1

PRIMUS EPIC®
GENERAL DESCRIPTION
• The main component on the Primus EPIC® platform is the Modular

Avionics Unit (MAU). The MAU interfaces and controls displays,
communication systems, peripheral sensors and actuators,
through a system of data busses and discrete lines. The Primus
EPIC® for the E-Jets family is provided with three MAUs.
• MAUs are cabinets with Line Replaceable Modules (LRMs), which

integrate avionics and non-avionics functions and communicate
with each other primarily via the Avionics Standard Communication
Bus (ASCB). Those modules run an operational software called
DEOS (Digital Engine Operating-System).
• Two MRCs (Modular Radio Cabinet) are installed to provide

control over the communication and navigation radios.
• The primary interface to the system is through two MCDUs

(Multifunction Control Display Unit). The MCDUs are LCD displays,
capable of display text in color and are located on the pedestal for
easy access.
• Five Display Units (DUs) are also color LCD displays capable of
text and graphics. Two Primary Flight Display (PFDs), two Multi-
Function Display (MFDs) and one Engine Indicating and Crew
Alerting System (EICAS), all on the main instrument panel.
• Selection of a display and manipulation of the data displayed is

accomplished with two Cursor Control Devices (CCDs), a
touchpad style control unit.
• The Guidance/Display Control Panel (GP) allows to select their

own PFD display formats and to select the various Automatic Flight
Control System (AFCS) modes.
ATA 31-00 - Page 2

ATA 31-00 - Page 3

Notes:
ATA 31-00 - Page 4

ATA 31 - INDICATING/RECORDING SYSTEMS
ATA 31-00 - Page 5

INDICATING/RECORDING SYSTEMS (31-00)

RECORDERS (31-30)
Introduction
The recorders system receives voice and flight parameter data from
The indicating/recording systems include units which record, store, different systems. This data is recorded and kept for future results analysis.
compute data and give visual and/or aural warning of conditions in
unrelated systems. CENTRAL COMPUTERS (31-40)
General Description The central computers contain the CPU (Central Processing Unit)s and the
related circuits necessary to operate the digital avionics systems.
The INDICATING/RECORDING SYSTEMS includes these subsystems:
CENTRAL WARNING SYSTEMS (31-50)
• INSTRUMENT & CONTROL PANELS (AMM SDS 31-10-00/1)
• INDEPENDENT INSTRUMENTS (AMM SDS 31-20-00/1) The central warning system supplies system alerts to the pilots when
• RECORDERS (AMM SDS 31-30-00/1) unsatisfactory aircraft conditions occur. System alerts include EICAS
• CENTRAL COMPUTERS (AMM SDS 31-40-00/1) (Engine Indicating and Crew Alerting System) messages, visual
• CENTRAL WARNING SYSTEMS (AMM SDS 31-50-00/1) indications, and aural warning, or aural advisory messages.
• CENTRAL DISPLAY SYSTEMS (AMM SDS 31-60-00/1)
CENTRAL DISPLAY SYSTEMS (31-60)
Components
The central display system gives the flight crew integrated displays of
INSTRUMENT & CONTROL PANELS (31-10) primary flight data, navigation data, and engine and subsystem data. The
system also shows caution and warning indications if the crew alerting
The cockpit is designed for a pilot, a copilot and an observer. The system finds a problem or failure in one of the aircraft systems.
instrument and control panels include the instruments of the pilots and
panels that control the aircraft systems.
INDEPENDENT INSTRUMENTS (31-20)
The independent instruments system shows the instruments which are not
related to a particular subsystem.
ATA 31-00 - Page 6

Notes:
ATA 31-00 - Page 7

INSTRUMENT AND CONTROL PANELS

(31-10)
The cockpit is designed for a pilot, a copilot and an observer. The instrument and control
panels include the instruments of the pilots and panels that control the aircraft systems.
The panels are divided in:
MAIN INSTRUMENT PANEL - GENERAL (31-11)

The main instrument panel includes the primary instruments for the pilots.
GLARESHIELD PANEL - GENERAL (31-12)

The glareshield panel system includes Primary Flight Display information and AFCS
(Automatic-Flight Control System) function selection.
LIGHTING CONTROL PANEL - GENERAL (31-13)

The lighting control panel includes potentiometers to control the lighting brightness.
CONTROL PEDESTAL - GENERAL (31-14)

The control pedestal is responsible for controlling several aircraft systems. It is located
between the pilot and copilot seats in order to provide access for both of them.
OVERHEAD PANEL - GENERAL (31-15)

The overhead panel system consists of a panel for controlling most of the aircraft systems.
CIRCUIT BREAKER PANEL - GENERAL (31-16)

The circuit breaker panels include the circuit breakers of most of the equipment available on
the aircraft.
ATA 31-10 - Page 8

Cockpit Panels
E F
ATA 31-10 - Page 9

Overhead Panel
ATA 31-10 - Page 10

Main Instrument Panel / Glareshield Panel /

Lighting Control Panel
ATA 31-10 - Page 11

Pedestal
A B A A MULTIFUNCTION CONTROL DISPLAY UNIT (TYP)
B FLIGHT CONTROL MODE PANEL
C POWER PLANT CONTROL PANEL

C
D STEEP APROACH PANEL (OPTIONAL)
E TAKEOFF CONFIGURATION CHECK PUSHBUTTON
F EICAS FULL PANEL

G D E F G
G CURSOR CONTROL DEVICE (TYP)
H SPEED BRAKE HANDLE
I THRUST CONTROL QUADRANT ASSEMBLY
J RAM-AIR-TURBINE MANUAL RELEASE HANDLE

H I J
L PARKING BRAKE AND EMERGENCY BRAKE CONTROL HANDLE
L M
M GROUND PROXIMITY FLAP WARNING OVERRIDE CONTROL PANEL
N N
N DIGITAL AUDIO PANEL (TYP)
O SLAT/ FLAP CONTROL LEVER

O
P Q P TRIM CONTROL PANEL
Q REINFORCED COCKPIT DOOR CONTROL PANEL

S R PASSENGER ADDRESS PUSHBUTTON (TYP)
R R
S PRINTER (OPTIONAL)
T U T ELEVATOR DISCONNECT HANDLE
U AILERON DISCONNECT HANDLE
ATA 31-10 - Page 12

Circuit Breakers Panel
ATA 31-10 - Page 13

MAU MODULAR AVIONICS UNIT (31-41)

General Description
The MAU (Modular Avionics Unit) is a cabinet that holds multiple LRM
(Line Replaceable Module)s in one location.
The MAUs supplies the installation spaces, power sources and aircraft
interfaces necessary for operation and maintenance of the LRMs.
Each unit that communicates on ASCB is configured to receive data from

both primary busses and its on-side backup and to transmit data to its on-
side primary and backup busses.
The MAUs send and receive data to and from the DU (Display Unit)s and
MRC (Modular Radio Cabinet)s through the ASCB (Avionics Standard
Communication Bus). The modules in the MAU send to and receive data
from the weather radar, MCDU (Multifunction Control Display Unit)s and
other aircraft avionics systems.
ATA 31-41 Page 14

MAU
ATA 31-41 Page 15

General Description
Each MAU is a metal cabinet solidly grounded to the aircraft frame. Each
cabinet contains slots that line replaceable modules, (LRMs) are plugged
into to make contact with a virtual backplane bus for power and
communication.
Shielded connectors on the front of the modules provide protection against

the effects of lightning strike or HIRF.
As there are typically two or more modules for each function, the power
source for each module is chosen to be different from the other to further
ensure function availability.
Cooling fans on the rear part of the MAU provides the appropriate air
cooling.
There are three MAUs installed on the E-Jets:
MAU 1: 20 user slots, installed in the fwd e-bay

MAU 2: 16 user slots, installed in the fwd e-bay
MAU 3: 16 user slots, installed in the mid e-bay
ATA 31-41 Page 16

MAU 1, MAU 2 AND MAU3 - Location
ATA 31-41 Page 17

General Description (Cont.)
The three MAUs supply the mounting cabinet and the communications
backplane for a large number of avionics systems modules. The slots in
the MAU chassis have two channels, A and B, for supplying power
voltages and input/output signals to the modules.
The power supply modules in the MAUs do the conversion of the aircraft
DC (Direct Current) power to the necessary DC voltages suitable for the
avionics system modules inside the MAU.
ATA 31-41 Page 18

MAU Channels
ATA 31-41 Page 19

Components
MAU CABINET MAU CABINET FANS
The MAU cabinet is a rectangular metal container with slots that hold the The MAU cabinet fans supply the necessary airflow to the LRMs. MAU 1
different LRMs. Top and bottom guide rails in each slot keep the LRM has four fans, and MAUs 2 and 3 each have three fans.
aligned. Each LRM attaches to the MAU cabinet with two jack screws. The
MAU cabinet attaches directly to the aircraft structure with front clamps and The fans fit into a row of brackets attached to the inside rear panel of the
a rear wedge/bracket system. MAU. The rear panel opens on a hinge to give access to the fans. The fans
receive power from the power supply modules through electrical contacts
The MAU cabinet has no direct electrical connections to the aircraft system (not wires and connectors). When the rear panel is latched, the electrical
wiring. contacts of each fan engage with the electrical contacts on the MAU.
The MAU cabinet contains a two-channel (A/B) backplane that supplies the
necessary interfaces between the LRMs. The backplane contains the QUANTITY
ASCB, LAN (Local Area Network), and DC power buses. Each backplane DESIGNATION LOCATION USER SLOTS * CLAMPS FANS
channel uses a power supply module and a NIC (Network Interface MAU 1 FWD e-bay 20 5 4
Controller) + PROC module. Each electronic LRU (Line Replaceable Unit) MAU 2 FWD e-bay 16 4 3
has an internal BIC (Bus Interface Controller) that connects to the
MAU 3 MID e-bay 16 4 3
backplane.
The MAU cabinet only connects to the aircraft system wiring through the
front connectors on the LRMs. The MAU cabinet has fans attached to its * An “user” slot is that slot that does not contain a power supply module or
rear panel that supply the necessary airflow to the LRMs. The rear panel a NIC + PROC module.
easily unlocks and opens on a hinge to give access to the fans. Other than
the fans, the MAU cabinet contains no LRUs.
ATA 31-41 Page 20

MAUs- FANS
ATA 31-41 Page 21

MAU POWER SUPPLY NIC + PROCESSOR MODULE
The MAU power supply supplies power to the LRMs through the power The NIC (Network Interface Controller) + PROC module supplies the
buses in the backplane. It connects to the primary and secondary +28 VDC interface between the MAU backplane, aircraft ASCB, and LAN. The NIC +
(Volt Direct Current) aircraft power buses through its two front connectors. PROC module also supplies these special functions:
It converts the +28 VDC input voltage to +3.3 VDC, +5 VDC, ±14 VDC, and
+24 VDC. It can supply a maximum of 300 W for the LRMs and the fans. • Synchronizes the ASCB data
• Transmits the system configuration.
The rear connector of the power supply module connects to one of the two • Supplies the system time and date.
backplane channels. • Monitors the LRM channel configuration.
• Starts the power-up test and monitors the power supply module
Designation Slot identification operation.
MAU 1 MAU 2 MAU 3 • Monitors the fan operation.
MAU power supply PS 1 PS 1 PS 1
PS 2 PS 2 PS 2
PS 3 Designation Slot identification
MAU 1 MAU 2 MAU 3
NIC + PROC NIC 1 NIC 1 NIC 1
NIC 2 NIC 2 NIC 2
ATA 31-41 Page 22

MAU - Indicator
ATA 31-41 Page 23

virtual controller, radio tuning via PFD or MCDU or TCAS

NIC + PROCESSOR MODULE FUNCTIONS commands via virtual panel.
• CMS (Configuration Monitor System): The CMS is responsible

The Processor part of the NIC has, additionally, the software that follows:
for annunciating configuration failures and displaying configuration
identifiers thought the CMC. It is also responsible for verifying if the
• PROC 1: ADA 1, MWF 1, UTIL 1, CAL / MCDU 1, CMS 1 LRUs softwares are correct for the current aircraft configuration.
• PROC 2: CMF 2 (effectivity: on aircraft with the CMF 2 is installed) • CMF (Communication Management Function): This function
support data link service access between the on-board data link
• PROC 3: FMS 1, TOLD 1 and ground service provider, via ACARS network. NOTE: Both
CMF 1 and CMF 2 are optional.
• PROC 4: ADA 2, MWF 2, UTIL 2, CAL / MCDU 2, CMS 2, DB
function (effectivity: on aircraft with Pentium M in NIC+PROCs) • FMS 1 (Flight Management System): Performs several tasks,
including guidance and navigation to the aircraft and performance
• PROC 5: ADA 3, FMS 2, TOLD 2 calculations. The FMS also provides guidance and navigation
information for the DUs.
• PROC 6: CMF 1, ECL (effectivity: on aircraft with ECL installed)
• TOLD 1 (Takeoff and Landing Data): This function works
The main software functions are: together with the FMS, providing enhanced takeoff and landing
functions. Example: bleed system custom settings during takeoff.
• ADA (Air Data Application): This function processes raw air data
information from the ADSP into information like altitude, airspeed • ECL (Electronic Check List): Displays the QRH in the bottom
or angle of attack. part of the MFD. NOTE: This function is available upon customer’s
request and demands certification together to the local authority.
• MWF (Monitor Warning Function): Generates visual alerts
(EICAS messages), and also correlates these CAS messages with
aural alerts.
• UTIL (Utilities Function): This function allows non-avionics

systems to be integrated in the avionics platform. Example: when
the MAU controls the Engine Driven Pump depressurization valve
the SPDA system controls the hydraulic AC motor pumps.
• CAL / MCDU (Control Abstraction Layer / Multi-function

Control Display Unit): The CAL/MCDU tasks primarily consist in
translating physical command inputs into control commands used
by functions in the system. Examples: commands on the WX
ATA 31-41 Page 24

Notes:
ATA 31-41 Page 25

MAU AIR MANAGEMENT MODULE CONTROL I/O MODULE
The air management module is an empty LRM that does not contain Control I/O modules are similar to the previously mentioned I/O modules,
electrical components or wiring. Its primary function is to fill slots that do these Control I/O modules are specialized in that they contain controller
not contain electronic LRMs and to improve the airflow in the MAU. specific interfaces (such as interfaces to the system’s display controllers
and MCDUs) and host specific Control function software. In addition, the
CONTROL I/O MODULE control I/O module hosts aural warning circuitry which produces aural alerts
in the cockpit.
The control I/O module is an one-channel device that supplies the I/O
interfaces between the MAU and other aircraft systems. It contains the
ARINC (Aeronautical Radio Incorporated)-429, RS-422, RS-232, and
discrete I/O interfaces and related software. It also contains special I/O
interfaces for the preamp audio and GP (Guidance Panel).
GENERIC I/O MODULE
The generic I/O module is a two-channel device that supplies general I/O
interfaces between the MAU and other aircraft systems. It contains a large
number of ARINC-429, RS-422, RS-232, and discrete I/O interfaces with
related software.
CUSTOM I/O MODULE
The custom I/O module is a two-channel device that supplies special I/O
interfaces between the MAU and other aircraft systems. It contains an
ARINC 717 interface for the DVDR (Digital Voice-Data Recorder), and
Type-K thermocouple inputs for the BTM (Brake Temperature Monitor).
ATA 31-41 Page 26

MAU MODULES
ATA 31-41 Page 27

ACTUATOR INPUT-OUTPUT PROCESSOR
The Actuator Input-Output Processor Module is a dual slot, single lane

module that consists of two interconnected circuit cards (I/O card and
Processor card) with an optional mezzanine card. The I/O card contains no
software and the processor card communicates directly with the I/O card
via the PCI Local bus. Its function is related to SWPS (Stall Warning and
Protection System, Flight Guidance Control System and TMS (Thrust
Management System).
DATABASE MODULE (EFFECTIVITY: ON AIRCRAFT

WITH PRIMUS EPIC® VERSION UP TO 21.4)
A single database module is standard. The primary purpose for this

module is to store large data files that can be accessed by other devices in
the Avionics system via the file system core service. This module contains
copies of all Primus Epic® files which are used for data loading operations.
NON-AVIONICS MAU MODULES
The Avionics system contains several modules hosted in the system’s

MAUs that perform non-avionics functions and can be provided by non-
Honeywell suppliers. These modules include the following:
• Nose Wheel Steering Control Module (NWSCM) built by Liebherr

• Brake Control Module BCM built by Hydro-Aire
• Auto brake Module build by Hydro-Aire
• Proximity Sensor Evaluation Module (PSEM) built by Eldec
• Engine Vibration Monitoring built by Vibro-meter
• Flight Control Module built by Honeywell
ATA 31-41 Page 28

MAU CARDS
ATA 31-41 Page 29

ATA 31-41 Page 30

ATA 31-41 Page 31

AIRCRAFT PERSONALITY MODULES
There are four aircraft personality modules in the system: Two are located
inside of the backshell connectors on NIC 1 and on NIC 5 and two are
located in the Modular Radio Cabinet. The personality modules contain
information about the aircraft configuration such as the installed LRU
complement, serial numbers, software configurations and other pertinent
information.
These information are divided in two databases: APM OPTIONS DATA

and APM SETTINGS DATA.
ATA 31-41 Page 32

Aircraft Personality Modules
ATA 31-41 Page 33

APM OPTIONS DATA
The APMs contain information about which optional items are installed on
the aircraft. If the information from all four APMs are lost, it’s necessary to
upload the options data, through the OPTIONS DATABASE MEDIA CD. A
table with some of the options information that are stored in the APMs can
be found in WM 31-41-54.
APM SETTINGS DATA
The APM Settings data is a database of system information that can be set
by the customer, according to its preferences. If the information from all
four APMs are lost, it’s necessary to build up a new configuration file. The
new APM settings file must be prepared with the GSE 267 (APM Settings
Tool), based on the table found on the WM 31-41-53, and then uploaded to
the aircraft.
Note: The APM Settings Data and APM Options Data upload
procedures are necessary only when all four APMs are replaced or its
data are corrupted. When at least one APM is serviceable, its data can
be copied to the other APMs through the APM Restoration Tool
software (GSE 268).
ATA 31-41 Page 34

MAU Communication Schematic
ATA 31-41 Page 35

MAU
Operation
The MAU are important LRUs in the system because they hold the avionics
processors and utility functions. The MAUs send data to and from each
other on the ASCB and LAN buses. All module data within these MAUs is
broadcast onto the ASCB and is available to any unit. The LAN bus is used
for development, maintenance, and software loading. The ASCB bus
provides high capacity data throughput and consists of four buses to meet
system redundancy requirements.
The NIC modules within each MAU manage these buses. The NIC sends
and receives ASCB and LAN data and makes this data available to client
modules within the MAU through a backplane. The client modules may be
processor modules, I/O modules, memory modules, or other modules.
ATA 31-41 Page 36

MAU Communication Schematic
ATA 31-41 Page 37

ASCB BUS / STRAPS CONFIGURATION

(31-42)
General Description
The ASCB (Avionics Standard-Communication Bus) is the system data bus

that moves data among the avionics and (secondary) power distribution
assemblies. The ASCB supplies the wiring and connections for two-way
data transfer between the units at 10 Mb/s rates. The ASCB connects the
MAU (Modular Avionics Unit)s in the forward and mid e-bays with these
other major units:
• PFD (Primary Flight Display)s;

• MFD (Multi-Function Display)s;
• EICAS (Engine Indicating and Crew Alerting System);
• MRC (Modular Radio Cabinet)s;
• SPDA (Secondary Power Distribution Assembly)s;
Each unit that communicates on ASCB is to receive data from both primary
busses and its on-side backup and to transmit data to its on-side primary
and backup busses.
The ASCB is made up of two primary and two backup buses. Each unit
with the ASCB service connects to both the left and right primary buses.
Each unit also connects to either its left or right on–side backup bus. This
arrangement supplies both redundancy and fault isolation. The physical
and electrical separation of the backup buses decreases the probability of
a defective LRU (Line Replaceable Unit) disrupting communications on
these buses.
ATA 31-42 - Page 38

ASCB BUS
ATA 31-42 - Page 39

Operation
The ASCB supplies an aircraft-wide communications path between the

MAU, PFD, MFD, EICAS, SPDA, and MRC. Each unit uses a common
interface, called the NIC (Network Interface Controller), to send and
receive data over the ASCB. In the case of the MRC, the NIC function is
done by a NIM (Network Interface Module). The NIC acts as a gateway for
modules to access the ASCB.
Basically, the NIC supplies the interface between the backplane bus on
each unit and external ASCB. The NIC has functions that keep the traffic
on the data bus synchronized.
The NIC also controls data transmission to and from the LAN (Local Area
Network). The LAN is an Ethernet-based LAN used for data loads,
maintenance, and test purposes.
Each unit that communicates on ASCB is configured to receive data from

both primary busses and its on-side backup and to transmit data to its on-
side primary and backup busses.
Each MAU has an in-line bus coupler connected to a NIC between the
MAU and the cross-side ASCB. The bus coupler isolates the cross-side
ASCB from an MAU failure.
ATA 31-42 - Page 40

ASCB NETWORK
ATA 31-42 - Page 41

Components
ASCB BUS COUPLER
Each MAU has an in-line Bus Coupler connected between the MAU and a
cross-side ASCB bus.
The ASCB bus coupler isolates the cross-side ASCB from a MAU failure. It
uses a transformer coupler for isolation, and is impedance–matched to
both the ASCB and the MAU. The bus coupler has a HIRF (High Intensity
Radiation Frequency) proof container.
Isolation bus couplers also isolate the ASCB-D buses from each other to
prevent a short-circuit on one bus from having an effect on the other
buses.
Each bus coupler is electrically connected to the NIC on its corresponding

MAU. The bus coupler is mounted away from the NIC backshell connectors
to keep the cross-side bus physically separated from the MAU.
ATA 31-42 - Page 42

ASCB BUS COUPLER - Location
ATA 31-42 - Page 43

ASCB TERMINATORS
The ASCB terminators are devices attached to the end-points of each

ASCB with the purpose of absorbing signals so that they do not reflect
back down the line.
The aircraft has eight terminators: two are found in the cockpit, two in the
forward e-bay and four in the mid e-bay.
ATA 31-42 - Page 44

ASCB Terminators - Cockpit
ATA 31-42 - Page 45

ASCB Terminators - Forward E-Bay
ATA 31-42 - Page 46

ASCB Terminators - Mid E-Bay
ATA 31-42 - Page 47

CAS MESSAGES FIELD

CENTRAL WARNING SYSTEM (CWS)
The CAS messages field can show up to 15 lines of text, with a maximum
(31-50) of 22 characters per line. All of the CAS messages are justified on the left
and start in the second character space (from left to right). The END
GENERAL message is centered. The warning messages show on the top of the
message field, followed by the caution messages, the advisory messages,
CREW ALERTING SYSTEM and the status messages. The alert messages show from top to bottom in
chronological order for each category.
The CAS display is on the top right corner of the EICAS DU. The CAS A new message shows as the first message of the group (warning, caution,
display has a message field that shows the new messages, the out-of-view advisory, information /status). When new warning, caution, and advisory
messages, and the CCD (Cursor Control Device) focus. When the CCD messages are received, they come blinking from inverse video to the
focus is set to EICAS, the bottom left part of the CAS window becomes regular video until the flight crew reads and confirms the alert. The advisory
cyan. The CAS shows four types of messages as follows: messages automatically change from the inverse video to the regular video
after five seconds. The status messages show in white steady color (no
• The warning messages show in red. These messages show an blinking).
emergency condition that demands immediate action by the flight
crew.
OUT-OF-VIEW MESSAGES
• The caution messages show in amber. These messages indicate
that the aircraft operation or the condition of an aircraft system is The out-of-view message field shows the number of messages in each
not correct. The flight crew must take immediate action. Other level. The messages show in a specific color. An arrow shows if the
procedures may be necessary. message is above or below the window. The out-of-view message display
(digits and arrows) flashes continuously when messages that have not
• The advisory messages show in cyan. They indicate aircraft been read are out-of-view. If there are no messages out-of view the
systems that need to be monitored by the flight crew. message display is blank, except for the END message. The END
message lets the flight crew know that there are no more messages.
• The status messages show in white. They supply a cockpit
indication on an aircraft system status.
ATA 31-50- Page 48

Central Warning System (CWS)
ATA 31-50- Page 49

ROOT CAUSE MESSAGES

EFFECTIVITY: ON ACFT WITH PRIMUS EPIC LOAD
21.2 AND ON
When multiple CAS messages are triggered due to a common event and
displayed at the same time, the sign “>”, located at the first column of the
CAS messages window, is shown for every message eligible to be the root
cause of the event. Such CAS messages are called ROOT CAS
MESSAGES and shall help on the decision process.
ATA 31-50- Page 50

Root cause messages list
ATA 31-50- Page 51

OPERATION
Two MWFs (Monitor Warning Function) control the master warning /
caution indication.
The MWFs are in the two processor modules and operate as priority and
non-priority. One of them is located in the MAU (Modular Avionics Unit) 1
and the other is in MAU 2.
The MWF that is powered-up first is the priority MWF. The non-priority
MWF operates as a backup.
The MWF uses discrete outputs to operate the master warning and the
master caution indicators. The light flashes continuously (0.5 second ON
and 0.5 second OFF). The master warning or caution shows again with
three-second intervals between alerts. The light goes off when the
condition stops or when the pilot pushes the master warning / master
caution pushbutton.
ATA 31-50- Page 52

CAS Messages Generation Block Diagram
ATA 31-50- Page 53

INDICATION AND RECORDING SYSTEM

DIAGNOSTIC TESTS
SYSTEM DIAGNOSTICS MENU
• Using the CCD No.2 touch pad to move the curser to the System
Diagnostics Soft Key.
• Select the System Diagnostics Soft Key by pushing one of the

enter keys on CCD No.2.
• The System Diagnostics menu is displayed and a list of member

systems organized by ATA chapter that have system diagnostic
pages associated with them are presented.
ATA 31-50- Page 54

CMC Main Menu
ATA 31-50- Page 55

INDICATING AND RECORDING TESTS:
ASCB STATUS PAGE.
Selecting the ASCB status page gives information about each of the four
ASCB buses.
This page can be used to check ASCB connections to all ASCB users. If
any ASCB connection to an user is not working properly it will be indicated
as a red rectangle.
LAN STATUS PAGE.
Selecting the LAN status page gives information about each system
connected to the LAN network. If a user does not communicate on the
LAN, this would be indicated as a red rectangle.
ATA 31-50- Page 56

Indication and Recording Diagnostics
ATA 31-50- Page 57

AURAL WARNING FUNCTION (31-51)

General Description
Aural warnings are used when the pilots require immediate knowledge of
the condition without having to look at a visual display or indicator. Aural
warnings are alert tones, horns, bells, clicks, beeps and voice messages.
The aural warning system has two aural warning drivers, which are
responsible for generating and prioritizing aural warnings.
Aural warnings sound in a sequence, and are never truncated. Aural

warnings are cancelled automatically when the alerting situation no longer
exists, or when they are reset manually by the pilot. In the event of multiple
alerts, the highest priority alerts sound first.
ATA 31-51 - Page 58

AURAL Warnings
ATA 31-51 - Page 59

General Description
TABLE - AURAL WARNING FUNCTION - Aural Priorities
The aural warning system has two aural warning drivers and two softwares
PRIORITY CONDITION
called MWF (Monitor Warning Function)s. The aural warning drivers supply
3 Emergency
aural messages. The MWFs supply aural warning logic control. The MWF
2 Abnormal
controls all avionics aurals except TCAS (Traffic Alert and Collision
Avoidance System). 1 Advisory
0 Information
The MWFs are present in the two processor modules on MAU1 and MAU2.
The aural warning hardware is on the control I/O (Input/Output) module. All 3 – Emergency
MWF aurals are based on a priority. The MWF sequences through the
active MWF aurals and starts with the aurals that have the highest priority. The emergency alerts tell the flight crew of an emergency condition, such
If a higher priority MWF aural becomes active while a lower priority aural is as a dangerous aircraft configuration, or a serious system failure. The
being played, the higher priority aural is played after the lower priority aural master warning is repeated with three-second intervals between alerts until
ends. the master warning reset switch is pushed.
2 – Abnormal
Each aural warning is aurally distinct from all the other warnings. The
voices are clear and they use full words (they do not use abbreviations that The abnormal alerts are used in conditions (such as system malfunctions)
are used with any related visual message). There is a silent interval that have no immediate impact on safety. When an abnormal fault occurs,
(pause) between different aural warnings. When only one aural warning is the master caution tone is heard at five-second intervals until the master
active, a silent period follows the repeated single warning to make sure the caution reset switch is pushed.
repeated audio warning does not distract the pilots. The aural warnings are
heard in a monotone female voice. 1 – Advisory
The advisory alerts relate to a condition such as a system malfunction

leading to a loss of system redundancy, or an aircraft system not being
fully operational. A single alert signal is heard and cancels automatically.
0 – Information
The information alerts correspond to an information condition. A single

alert signal is heard and cancels automatically.
ATA 31-51 - Page 60

AURAL Warning Priority Table Example
PRIORITY ALERT TONE / VOICE MESSAGE TYPE CANCELABLE
3 Overspeed “HIGH SPEED” Continuous No
Autopilot disconnection (manual or

3 “AUTOPILOT” Continuous Yes
malfunction)
2 Master caution Single chime Continuous Yes
1 Altitude alert (capture) C chord Single No
0 Takeoff configuration check “TAKEOFF OK” Single No
0 Aural warning channel A test “AURAL WARNING TEST A” Single No
ATA 31-51 - Page 61

Components
TAKEOFF CONFIGURATION PANEL SPOILERS TAKEOFF CONFIGURATION
The Takeoff Configuration Monitor is a function of the aural warning system All surface panels must be retracted for takeoff and the speed brake lever
used on ground, to check if the aircraft is configured for takeoff. It is in the cockpit must be in the stowed position. If the spoilers are not stowed,
designed to prevent an attempted takeoff of the aircraft without the aircraft or are not commanded to stowed by the speed brake lever, the aircraft is
properly configured for takeoff. It is automatically activated during the initial out of takeoff configuration and the Takeoff Configuration Monitor is
portion of the takeoff roll as soon as the flight crew selects takeoff power. tripped. If any spoiler panel inadvertently opens without crew command the
The Takeoff configuration monitor checks the Emergency Parking Brake, Takeoff Configuration Monitor triggers the message “NO TAKEOFF
Spoiler, Pitch Trim and Flap/Slat position and provides visual and aural SPOILER”.
warnings to the crew as a result of an improper configuration. It can be
manually activated via the T/O CONFIG pushbutton installed in the
pedestal. PITCH TRIM TAKEOFF CONFIGURATION
The crew can manually activate a Takeoff Configuration check by pressing
the Takeoff Configuration push button in the cockpit. When the check is The pitch trim setting during takeoff factors into the Takeoff Configuration
completed and the aircraft is properly configured to takeoff, an aural alert Monitor. The pitch trim must be in the green band on the EICAS pitch trim
“TAKEOFF OK” is heard. In other hand, if the aircraft is not configured scale for takeoff. If the pitch trim is outside of the green band, the aircraft is
properly to takeoff, a warning (red) CAS message NO TAKEOFF CONFIG out of takeoff configuration and the Takeoff Configuration Monitor triggers
is displayed and an aural alert is generated, corresponding to the system the message “NO TAKEOFF TRIM”.
that is incorrectly configured.
SLAT/FLAP TAKEOFF CONFIGURATION

EMERGENCY / PARKING BRAKE TAKEOFF
CONFIGURATION The slat/flap setting during takeoff factors into the Takeoff Configuration
Monitor. For the final aircraft configuration, the flaps/slats must be in
position 1, 2, 3, or 4 for takeoff. If the flaps/slats are in position 0.5 FULL,
If pressure is applied to the Emergency/Park Brake, the aircraft is out of or in motion (green dashes), the aircraft is out of takeoff configuration and
takeoff configuration and the Takeoff Configuration Monitor triggers the the Takeoff Configuration Monitor triggers the message “NO TAKEOFF
message “NO TAKEOFF BRAKE”. FLAP”.
ATA 31-51 - Page 62

TAKEOFF Configuration Check Alerts
ATA 31-51 - Page 63

Operation
An aural warning channel comprises one MWF (Monitor Warning Function)

and one Control I/O. The channel A corresponds to the MWF 1 and the
Control I/O 1. The channel that boots first will be active channel, however
the channels swap in an event of any component on the active channel
fails. If the active channel fails, the standby channel takes place and stays
active until the failure is solved.
An aural warning mute signal from the TCAS computer is provided

because TCAS generate its own messages, and sends a mute signal to
the Control I/O to coordinate the generation of aural alerts, to avoid two
messages being played at the same time.
ATA 31-51 - Page 64

AURAL Warning Function - Block Diagram
ATA 31-51 - Page 65

CENTRAL DISPLAY SYSTEM (31-60)

Introduction
The Electronic Display System (EDS) presents primary flight, navigation,

and system information to the flight crew.
The EDS consists of:
• 5 display units, a guidance panel,

• 2 Cursor Control Devices (CCD),
• 2 Multi Function Control Display Units (MCDU),
• EICAS FULL panel,
• 2 reversionary panels,
• MAU hardware including Control input/output modules,
• EDS software on dedicated processor modules.
The five display units are located on the main instrument panel. There are
two Primary Flight Displays (PFD), two Multi function Displays (MFD), and
an Engine Instrument and Crew Alerting System (EICAS) display. The
display units are identical and they have the same part number, so they
are totally interchangeable.
ATA 31-60- Page 66

Electronic Display System (EDS)
ATA 31-60- Page 67

General Description
The EDS (Electronic Display System) supplies the flight crew with a visual
presentation on the DUs of the status of the various aircraft and avionics
systems. The system includes the controls to let the flight crew change
data and input for certain subsystems commands. The EDS also generates
the visual and aural warnings to alert the crew of the real or potential
hazards in the monitored systems.
The display system is an integrated package of five DUs that interconnect

directly to the ASCB (Avionics Standard-Communication Bus). This
interconnect lets each DU have the flexibility to receive, process, and show
any parameter that is available on the system bus. The DUs connect to the
CCD (Cursor Control Device) through the ARINC (Aeronautical Radio
Incorporated)-429 bus. The GP (Guidance Panel) and MCDU
(Multifunction Control Display Unit) connect to the DUs through an
interface in the MAU (Modular Avionics Unit). The data is sent from the
MAUs to the DUs through the ASCB.
ATA 31-60- Page 68

EDS Block Diagram
ATA 31-60- Page 69

EDS POWER SUPPLY
All of the components require 28 VDC power. The system is designed in a

way that even in the case of main power loss (batteries only configuration)
the displays 2 and 3 are energized.
The pilot's PFD, the copilot's MFD, the copilot's CCD, the pilot MCDU and
copilot's display controller are powered by DC Bus 1. The copilot's PFD is
powered by DC Bus 2.
The pilot's MFD and the pilot’s CCD are powered by the DC ESS Bus 2.
The EICAS is powered by the DC ESS Bus 1.
The pilot's display controller is powered by DC ESS Bus 2 via SPDA 2.
ATA 31-60- Page 70

EDS Power Supply
ATA 31-60- Page 71

COMPONENTS
DISPLAY UNIT
The display system has five DUs. The DUs are installed in the cockpit
panel. The DUs are identical but use pin strapping to know their positions.
They show different displays for the different system functions.
The function of each DU is related to its position in the cockpit panel.
The DU is an 8” x 10” LCD (Liquid-Crystal Display) that has an

autonomous processing capability and is directly connected to the ASCB
and LAN (Local Area Network).
The DUs contain the components that follow:
• LCD
• NIC (Network Interface Controller): The NIC controls the data
between the DU, ASCB, and LAN.
• Processor: The processor controls the I/O (Input/Output),
graphics, and display functions in the DU.
• I/O: The I/O supplies the necessary interfaces to the ARINC-429
buses and discrete signals.
• Backplane bus
• Cooling fan
ATA 31-60- Page 72

Display Unit
ATA 31-60- Page 73

REVERSIONARY PANEL
The display system reversionary panels are on the main panel, adjacent to
each PFD. The system has an automatic DU reversion with manual
override capability.
The reversionary panel groups the controls to revert the MFD, ADS (Air
Data System), and IRS (Inertial Reference System). The MFD can be
reverted through a four position rotary switch labeled as MFD MODE. The
flight crew uses the rotary switch to select the DU 2 or 4 to show the PFD,
MFD, or EICAS format.
EICAS FULL PANEL
The EICAS full panel is found on the control pedestal, next to the copilot
CCD.
The EICAS full panel pushbutton lets the flight crew override the automatic
declutter function.
ATA 31-60- Page 74

Reversionary and EICAS Full Panels
ATA 31-60- Page 75

Display Controller
The guidance panel houses two display controllers and a flight guidance
panel. The display controller enables the selection of primary flight display
HSI formats, navigation sources, weather display and bearing pointer
selection. The flight guidance portion allows selection of autopilot and yaw
damper engagement functions, flight director mode engagement and
selection of display data source for the flight director.
ATA 31-60- Page 76

Display Controller
ATA 31-60- Page 77

CURSOR CONTROL DEVICE (CCD) (31-62)

There are two CCDs, located on the Control Pedestal.
The CCD (Cursor Control Device) is an unit that allows the pilot or copilot
select functions on the PFD (Primary Flight Display), the MFD (Multi-
Function Display), and the EICAS (Engine Indicating and Crew Alerting
System) display. The CCD (Cursor Control Device) is part of the central
display system.
The CCDs have a touchpad, to move a cross-hair cursor or a cyan

highlight box on the five displays for selection. Each CCD has three format
location pushbuttons, a dual concentric range control knob, and two enter
keys. The three center pushbuttons choose the display. The middle format
location pushbutton has a different shape to help with the identification.
The control knob is used to scroll CAS messages or to change radio
frequencies and range. The two enter keys, one on either side of the palm
rest, are used to access the positions and the selections.
ATA 31-62- Page 78

Cursor Control Device (CCD)
ATA 31-62- Page 79

Operation
PRIMARY FLIGHT DISPLAY (PFD)
The Primary Flight Display (PFD) is the flight crew’s primary instrument. It
provides display of aviation and navigation information, as well as backup
radio tuning.
The PFD is divided into sections, each one presenting one group of
information such as information regarding attitude, heading, flight modes,
and tuning COM and NAV. On the guidance panel the display controller
portion allows the selection of primary flight display HSI formats, navigation
sources, weather display, and bearing pointer selection.
Certain PFD internal failures will result in a large red X covering the PFD
screen. In case of mismatched information between the two PFDs, no
information at all will be presented. In the event of a display failure,
information may be presented in the MFD by appropriately setting the
reversionary panel.
ATA 31-62- Page 80

Primary Flight Display - PFD
ATA 31-62- Page 81

DISPLAY CONTROLLER
The display controller has following controls:
The combined BARO SET/STANDARD/UNITS knob has three functions:

Turning the BARO knob sets barometric altimeter correction, pushing the
PUSH STD button sets baro correction to standard, and selecting the
IN/HPA switch selects baro correction format to inches of mercury or to
Hecto Pascals.
The combined RA/BARO-MINIMUM/MODE knob has three functions: The

outer knob selects the source, either barometric or from the radar altimeter
system. The inner knob when turned clockwise increases the Decision
Height (DH).
The HSI button toggles between full HSI and partial compass (arc)
displays.
The WX button selects weather data for display.
The FMS button selects FMS as the primary navigation source and toggles
between FMS sources.
The BRG buttons toggle between VOR, ADF and FMS bearing sources;
the upper button - circle - is for system 1, and the lower button - diamond -
is for system 2.
The PREV button selects navigation preview. When FMS is the selected
navigation source, it is used to display VOR/LOC lateral and vertical
deviation and distance on the HSI.
The V/L button toggles between available short-range navigation sources.
The FPR button turns the flight path reference line on the ADI on and off.
ATA 31-62- Page 82

Displays Controller Selections on PFD
ATA 31-62- Page 83

MULTI FUNCTION DISPLAY (MFD)
The Multi Function Display (MFD) presents navigation information, shows

aircraft's system parameters and status, can provide a pilot's checklist, and
enables maintenance personnel to access maintenance messages. The
MFD display consists of control and information areas.
The menu soft keys, on the top and bottom edges of the screen, are used
to select formats and control various systems. The selected information is
displayed on the split up screen.
The Cursor Control Device (CCD) in the center pedestal is used to control
the menu soft keys. Once a soft key is pushed, a pull down menu is
opened. Check boxes in the menu are used to select and deselect each
function.
For navigation you can choose between the map and plan format.
Weather radar, FMS, TCAS, and various other information can be shown
or alternatively switched on and off.
ATA 31-62- Page 84

Multi Function Display (MFD)
ATA 31-62- Page 85

MULTI FUNCTION DISPLAY (CONTINUED)
The SYSTEMS menu has 10 sub pages available
Seven sub-menus are synoptic displays for monitoring the respective

aircraft system and for fault isolation. These are the pages for:
Status, Flight Controls, Hydraulics, Fuel, Electrical, Environmental Control

System (ECS), and Anti-Ice.
One sub-menu dedicated to access the onboard maintenance system.
One sub-menu to access engine maintenance data.
One sub-menu to access some APM settings and aircraft configuration.
Pushing the bottom TCAS soft key opens the TCAS controller.
Pushing the weather button pops up the weather radar virtual controller.
Via the checklist soft key you access the electronic checklist, which allows
to select among normal, abnormal or emergency procedures indexes.
Note: The Electronic Checklist (ECL) is available upon customer’s request

and demands certification together to the local authority.
ATA 31-62- Page 86

Multi Function Display Menus.
ATA 31-62- Page 87

ATA 31-62- Page 88

ATA 31-62- Page 89

ATA 31-62- Page 90

ATA 31-62- Page 91

ATA 31-62- Page 92

Multi Function Display Virtual Control Panels
ATA 31-62- Page 93

ENGINE INDICATING AND CREW ALERT SYSTEM

DISPLAY (EICAS)
The Engine Indicating and Crew Alert System (EICAS) display presents
engine indications, system parameters and Crew Alerting System (CAS)
messages.
Each piece of data shows at a set location on the EICAS display. The
information found on the EICAS display are:
CAS Messages
Low Pressure Compressor Speed (N1) Display
Thrust Reverser Annunciation
ITT (Interstage Turbine Temperature)
High Pressure Compressor Speed (N2)
Fuel Display
Engine Oil Display
Engine Vibration
Slats/Flaps and Speedbrake
Trim Display
Landing Gear/Autobrake Status
APU (Auxiliary Power Unit) Display
Cabin display
ATA 31-62- Page 94

EICAS Display
ATA 31-62- Page 95

EICAS FULL PANEL
An automatic mode is supplied to declutter the EICAS display. The oil

pressure/temperature display, the vibration (LP/HP) display,
slat/flap/speedbake display, landing gear/autobrake display, and the pitch
trim green band after takeoff are decluttered. The automatic declutter
function operates only if all the conditions are valid and satisfied for more
than 30 seconds. The conditions are as follows:
The EICAS full panel override pushbutton is not pushed.

The left and right engines are both running.
The following must be valid:
• The left N1.

• The right N1.
• The left ITT.
• The right ITT.
• The left N2.
• The right N2.
• The left oil pressure.
• The right oil pressure.
• The left oil temperature.
• The left low pressure vibration.
• The right low pressure vibration.
• The left high pressure vibration.
• The right high pressure vibration.
• The slat commanded position pointer must be valid and show 0
degrees.
• The flap commanded position pointer must be valid and show 0
degrees.
• The landing gear must be commanded up.
• The autobrake must be selected off.
• The speedbrakes must be commanded stowed.
If any of these conditions are not satisfied, the EICAS is not decluttered
and full EICAS display is shown.
ATA 31-62- Page 96
EICAS Full Panel and EICAS Decluttered
ATA 31-62- Page 97

EDS ABNORMAL FUNCTION
In any event of DU failure, the Electronic Display System (EDS) has an

automatic reversion system that works either on automatic and manual
mode.
When the MFD MODE rotary knob on the reversionary panel is set to the
AUTO position, the system is in automatic reversion and if a failure on any
of the DUs 1, 3 and 5 happens the corresponding information is copied to
the DU 2 or 4 (depending on the display the failure occurs).
Setting the switch to a position other than AUTO forces that selection onto
the corresponding display (DU 2 or DU 4). In this case the reverted display
unit is shutdown and the display will be blank.
ATA 31-62- Page 98

Display Automatic Reversion Logic
ATA 31-62- Page 99

CURSOR CONTROL DEVICES (CCD)
The Cursor Control Devices (CCD) are installed on both sides of the
control pedestal panel. They allow the flight crew to quickly select the
displays and position the cursor within the different selectable menus.
The CCDs are primarily used on the MFD for selections of formats and
functions. They also provide radio tuning on the PFD and EICAS message
scrolling on the EICAS display.
The cursor control system touchpad is used to navigate in a DU

(Display Unit). The three format location pushbuttons are related to a
flight crew display. From the left to the right, the pilot CCD format
location pushbuttons are related to the pilot PFD, the MFD, and the
EICAS. From the right to the left, the copilot CCD format location
pushbuttons are related to the copilot PFD, the MFD, and the EICAS.
The range control knob on the CCD is used for the control on the
MFD, the PFD, and the EICAS. For the MFD, the inner knob is used for
the WX (Weather Radar) tilt angle and the outer knob is used for the
range selection. For the PFD, the outer knob is used for the radio
frequency tuning integer part, and the inner knob is used for the
decimal portion of the radio frequency. Turn the range control knob
clockwise to increase and counterclockwise to decrease. Both the
inner and the outer knobs can be used to scroll the CAS messages.
Turn the knob clockwise to scroll up and counterclockwise to scroll
down.
ATA 31-62- Page 100

Cursor Control Device
ATA 31-62- Page 101

The curl icon shows when the cursor control is on and is removed when
CCD ON THE PFD - PFD CONTROL the cursor control is not on.
The PFD shows the aviation and the navigation data, and on its bottom CCD FAILURE
part are found two radio boxes. The PFD radio boxes are accessed via the
touchpad portion on the CCD. The touchpad is used to move the cyan When there is a loss of a CCD, the on-side PFD and MFD remain
highlight box between the two radio boxes, and the tuning knob is used to operational, but no selections can be made anymore and the last data
adjust the desired radio frequency. selected remain active.
The cursor automatically goes to the default position (checklist button on When both the CCD units fail, control is lost for the CAS scroll control, the
the onside MFD), if there is no CCD operation after 20 seconds. PFD radio tuning control, and the MFD control.
CCD ON THE MFD - MFD CONTROL
The MFD shows the map and the plan navigation formats, and the various
synoptic formats set by the flight crew. The MFD permits access to six
menus. These menus are set through six permanent menu soft keys at the
top and the bottom of the MFD. A soft key can be set when the cursor is
put over it and the enter pushbutton is pushed on the CCD.
When a MFD menu button is set, it shows as pushed on the display (low
relief) and is highlighted by the cursor box.
To exit a MFD menu either put the cursor on the small box with an X label
on the right side of the pull down menus and push the enter key, or put the
cursor on the title button and push the enter key to remove a pull down
menu.
CCD ON THE EICAS - EICAS CONTROL
The EICAS shows the engine instruments, the systems display data, and
the CAS messages. When the cursor control system focus is on the
EICAS, the CAS field is highlighted and the out-of-view messages can be
seen. The pilot or copilot CCD can be used to scroll messages, but only
one CCD is on at a time. Both the inner and the outer knobs on the CCD
can be used to scroll messages.
ATA 31-62- Page 102

PFD/ MFD/ EICAS Control
ATA 31-62- Page 103

DISPLAYS MCDU TEST
Description:
When activated, the Display Test alternates between showing all the flags
and all the miscompares on the DUs. The MCDU Avionics Test page 2/2
displays a label DISPLAY, the options OFF and ON, and a Mutually
Exclusive symbol of two arrows pointing left and right.
ATA 31-62- Page 104

Display Test
ATA 31-62- Page 105

CLOCK SYSTEM (31-21)

General Description
The clock system comprises a digital clock installed on the right side of the
main instrument panel, which shows through three separate LCD (Liquid-
Crystal Display)s the UTC (Universal Time Coordinator), ET (Elapsed
Time), and CHR (Chronometer).
ATA 31-21 - Page 106

Clock - Location
ATA 31-21 - Page 107

Component
CLOCK
The clock display consist of a high contrast LCD with white segments on
dark blue background and control buttons. There are four digits for the
chronograph functions, six digits for UTC and date and four digits for
elapsed time. The LCD is back lighted and automatically dimmed using a
photo cell.
Two push buttons control the chronometer: Chronometer (CHR) and Reset
(RST). A three-position knob selects Global Positioning System time
(GPS), internal time (INT) or sets Universal Time Coordination and date
functions (SET) for the UTC display.
The DATE/SET push and turn button allows you to set the date. A two-
position mode selector for the elapsed time is used to select the automatic
mode (AUTO), or reset function (RST).
The display is blanked when the aircraft is de-energized.
ATA 31-21 - Page 108

Clock Display
ATA 31-21 - Page 109

Elapsed time function

Operation
Elapsed time counting is possible from 0 to 99 hours and 59 Minutes. The
CLOCK elapsed time counter starts if there is a WOW = FALSE condition. The ET
counter is zeroed and blanked when the knob is selected to the RESET
Chronometer function position.
Chronometer time is displayed from 0 to 99 Minutes and 59 Seconds.

Pushing the RST push button blanks the display. Pushing the CHR push
button enables the display and starts the chronometer from zero. Pushing
it a second time stops it.
UTC Time function
UTC is indicated from 0 to 23 hours 59 Minutes and 59 Seconds. A fixed

colon separates the hours from the minutes and comes on only when the
clock is initialized.
With the three-position selector set to:
• GPS: the clock synchronizes with GPS and displays UTC time.
When the GPS signal is invalid or not present, the clock displays
its internal time.
• INT, the clock displays its internally computed time. When the
three-position selector
• SET: the internal time can be adjusted by the SET rotary knob on
the LH side on the clock.
Note: There are no internal batteries on the clock. The internal time is
synchronized to the UTC time.
Pressing the DATE button displays the DAY/MONTH and YEAR in place of
the UTC, but the colon is not displayed. Leap years are taken into account.
ATA 31-21 - Page 110

Clock Functions
ATA 31-21 - Page 111

CLOCK SYSTEM SCHEMATIC
Power is supplied to the clock from the DC Essential Bus 1.The clock
receives UTC, date and WOW (Weight On Wheels signal) via an ARINC
429 Bus, from Generic I/O Module 2 in MAU2.
ATA 31-21 - Page 112

Clock System Schematic
ATA 31-21 - Page 113

RECORDERS (31-30)
General Description
Introduction
The recorders system receives voice and flight parameter data from
different systems. This data is recorded and kept for future results analysis.
General Description
The RECORDERS includes these subsystems:
• DIGITAL VOICE-DATA RECORDER (DVDR) SYSTEM (AMM

SDS 31-31-00/1)
• QUICK ACCESS RECORDER SYSTEM (AMM SDS 31-32-00/1)
Components
DIGITAL VOICE-DATA RECORDER (DVDR) SYSTEM

(31-31)
The DVDR (Digital Voice-Data Recorder) system keeps a record of the

critical flight data and voice communications in the cockpit area. The
system has two DVDR units, a control panel, and sensors that monitor the
acoustical or physical environment.
QUICK ACCESS RECORDER SYSTEM (31-32)
The QAR (Quick Access Recorder) is a piece of equipment that records a

large amount of data which can be either ARINC (Aeronautical Radio
Incorporated)-717 data or ARINC-429 data.
ATA 31-30 - Page 114

Recorders
ATA 31-30 - Page 115

DVDR (31-31)
General Description
The Digital Voice Data Recorder (DVDR) system is capable of receiving,

recording, and preserving all required flight data parameters and voice
recordings on board the aircraft. It combines the function of a Flight Data
Recorder with the function of a Cockpit Voice Recorder in a single solid-
state recording unit.
The Digital Voice Data Recorder Unit is capable of recording:
• 120 minutes (2 hours) of Audio;

• 25 hours of Flight Data;
• Greenwich Mean Time (GMT);
• 120 minutes (2 hours) of Digital Communication Messages (NOT
IMPLEMENTED).
There are two DVDRs, located in the FWD and AFT e-bays, respectively.
ATA 31-31 - Page 116

DVDR - Location
ATA 31-31 - Page 117

Components
The Digital Voice Data Recorder System has the following components:
Two identical Digital Voice Data Recorder units;
• DVDR 1 is installed in the forward e-bay,
• DVDR 2 is installed in the aft e-bay.
Two Impact Switches, one each mounted next to its respective Digital
Voice Data Recorder.
One Tri-axial Accelerometer, installed in the wing-stub area.
One DVDR Control Panel, located in the cockpit on the overhead

panel.
One Cockpit Area Microphone, mounted on the frame between both

windshields.
Ten Load Cells (force sensors),distributed as follows:
• four in the interconnection rods for the Rudder Pedal Systems;
• two in the interconnection rods for the Elevator Control Columns;
• four installed in the command cables for the Aileron Control

Wheels.
(The signals from load cells are used exclusively by the DVDR.)
Two ULBs (Underwater Locator Beacon), mounted in front of its

respective DVDR.
ATA 31-31 - Page 118

DVDRs 1 AND 2
ATA 31-31 - Page 119

Impact Switches
ATA 31-31 - Page 120

Triaxial Accelerometer
ATA 31-31 - Page 121

DVDR Control Panel and Cockpit Area

Microphone
ATA 31-31 - Page 122

Rudder Load Cells
ATA 31-31 - Page 123

Aileron Load Cells
ATA 31-31 - Page 124

Elevator Load Cells
ATA 31-31 - Page 125

The CVR data cannot be downloaded while the unit is installed on the
Operation aircraft. The CVR can be downloaded only on a maintenance shop.
The DVDR system is a combination of a FDR (Flight Data Recorder) and a FDR
CVR (Cockpit Voice Recorder).
The DVDR system contains a triaxial accelerometer and load cells that are
The FDR functions process, store, and preserve all the necessary flight the sensors dedicated only to the flight data recorder system. The triaxial
data. The CVR functions monitor, compress, store, and preserve the voice accelerometer on the wing stub measures the linear motion in the three
recordings from the cockpit crew and area microphones. Only the most axes. The load cells measure the forces applied by the pilot and copilot
recent voice and data is kept. The DVDR system keeps two hours of audio rudder pedals, elevator control columns and aileron control wheels. The
data, twenty five hours of flight data and two hours of digital outputs from the triaxial accelerometer and load cells are processed in the
communication messages (NOT IMPLEMENTED YET). Custom I/O modules in the MAUs and then sent to the DVDRs through a
ARINC 717 bus, together with other mandatory parameters, such as air
CVR data and flight controls commands.
The flight data can be downloaded only when the aircraft is on the ground.
The DVDR unit changes each incoming analog audio signal to a series of
digital samples. It compresses the digitized audio for storage using a
continuous method that preserves all received audio.
The DVDR unit continuously reconstructs the audio signals from the
digitized compressed samples and sums the result to create a composite
audio signal. The DVDR sends the composite audio signal to the
headphone jack on the DVDR control panel. The flight/ground crew can
plug a headset in the headphone jack to hear the composite audio that is
being recorded at anytime.
The pilot can then use the CVR ERASE button on the DVDR control panel
to erase the audio data. In order to manually erase the audio data, there
must be a WOW (Weight-On-Wheels) indication condition and the parking
brake must be set. However, this feature can be disabled according to the
local certification authority requirements.
The DVDR units receive the audio on three narrow band voice channels.
The inputs to the narrow band voice channels are the pilot, copilot, and
observer microphones. The DVDR receives a fourth wideband audio input
from the area microphone in the cockpit. The area microphone monitors
the ambient audio environment in the cockpit.
ATA 31-31 - Page 126

DVDR System - Block Diagram
ATA 31-31 - Page 127

UNDERWATER LOCATOR BEACON
The ULB is a cylinder-shaped module that attaches on the front of each of

the two DVDR units. The ULB sends a signal that can be found by the
emergency crews to help them find the DVDR unit in the event of an
accident.
The ULB operates at a frequency of 37.5 kHz ± 1 kHz, and a depth from
the surface to 20,000 feet (30 days minimum life-span). The ULB starts in
fresh or salt water.
The ULB operates continuously on the power supplied by an internal

battery. The life of the internal battery is six years. A label on the outside of
the ULB gives the battery replacement date data.
ATA 31-31 - Page 128

Underwater Locator Beacon
ATA 31-31 - Page 129

DVDR CONTROL PANEL
The DVDR control panel is on the overhead panel in the cockpit. The
DVDR control panel contains three operator control switches. The control
panel also contains the preamplifier module for the area microphone audio.
The DVDR control panel has a headphone jack that can be used to
monitor the composite audio output from the DVDR unit. The headphone
jack is compatible with a standard 600 Ω headset. The FWD/AFT switch on
the control panel sets the source of the headphone audio: DVDR 1
(forward) or DVDR 2 (aft).
The DVDR TEST switch starts a BIT (Built-in Test) sequence of both the
DVDR units. If the test is successful, the DVDR units send an 800 Hz audio
tone to the headset in the cockpit.
The CVR data can be erased by pushing the CVR ERASE button on the
DVDR control panel on the overhead panel in the cockpit. The CVR
ERASE button sends an order to erase the recorded audio data in the
crash-survivable memory of both the DVDR units.
The CVR ERASE button must be pushed for at least one-half second in
order to start the erase function. This safeguards against an unintentional
erasure. This function does not erase ancillary system data such as
internal fault history, and does not erase the FDR data. Two conditions are
necessary before the CVR data can be erased: aircraft is on the ground
and parking brake is set.
The DVDR unit stops recording the flight data when the erase function
operates. The erase function is normally completed within five seconds
after activation. The completion is indicated by a 3 s, 400 Hz tone from the
headphone audio monitor output.
ATA 31-31 - Page 130

DVDR Control Panel
ATA 31-31 - Page 131

CVR / FDR RECORDING FUNCTION
The CVR starts to record as soon as the unit becomes energized.
The FDR records flight data according to the following logic:
• WOW = AIR, OR
• ENGINE 1 OR 2 RUNNING, OR
• START VALVES 1 OR 2 OPENED, OR
• FDR RECORDING ON set manually on the MCDU
The FDR starts to record immediately when any of those conditions is

TRUE, and stops recording 60s after all the conditions become FALSE.
ATA 31-31 - Page 132

FDR Recording Logic
ATA 31-31 - Page 133

FDR RECORDING MENU
The override command to the DVDR to s tart recording is done through

the MCDU (Multifunction Control Display Unit). In the MCDU MISC MENU
page, a DVDR menu selection is supplied. This menu selection is available
only when WOW is true, both engines are powered off (engine running not
indicated) and the starter valve of both engines is closed. If any of these
conditions is false, the DVDR is assumed to be recording and the DVDR
selection is not shown on the MISC MENU page.
The DVDR page contains the menu selection that starts the FDR recording
function (used for maintenance purposes). The LSK (Line Select Key) 1L is
pushed to select the FDR recording to ON or OFF. This selection affects
both the DVDRs identically. The record function is on or off for both the
FDRs.
ATA 31-31 - Page 134

FDR Recording Function on MCDU
ATA 31-31 - Page 135

HAND HELD DOWNLOAD UNIT
FDR data may be downloaded while still installed in the aircraft via the
download connector interface using the Hand-Held Download Unit
(HHDLU). The HHDLU also provides a display where the FDR data may be
displayed concurrently as it is being recorded. The FDR download is
activated when the “GBE Present” discrete from the 28-pin download
connector is connected. This interface also provides power to the HHDLU.
When the HHDLU is hooked up to the DVDR, the FDR data can be
downloaded with the FDR not enabled.
The HHDLU is connected to the download connector of the DVDR,

allowing the unit to remain installed in the aircraft and connected to aircraft
data sources via the main aircraft connector. In DOWNLOAD mode, the
flight data from the DVDR unit is copied from the crash survivable memory
module onto the cartridge memory installed in the HHDLU. Once the
DOWNLOAD is complete, the cartridge can be removed from the HHDLU
and installed into a ground-based personal computer for further processing
and data distribution.
ATA 31-31 - Page 136

Hand Held Down Unit
ATA 31-31 - Page 137

PCMCIA card. If the BUSY LED does not illuminate, then either the
PCMCIA INTERFACE recorder does not recognize that the PCMCIA card has been
inserted, or power has not been applied to the recorder.
To allow rapid flight data download with minimal operator interface, the Once the transfer process is completed, the BUSY LED will extinguish and
integral PCMCIA Interface will allow a rapid data transfer of the complete the DONE (Transfer Complete) LED will illuminate for a maximum time of
flight data memory contents to an extractable ATA-Type PCMCIA card. 30 seconds, or until the PCMCIA card is ejected. The PCMCIA card is
ejected by depressing the EJECT button located to the left of the PCMCIA
The PCMCIA Interface provides a Memory Cartridge slot that accepts slot.
removable PCMCIA cards for downloading the DVDR unit encrypted Flight
Data. Cartridge access is provided with a simple rubber cover that prevents
debris from inadvertently entering the cartridge slot. The cartridge insertion
and removal is assisted by an ejection mechanism, which provides a
simple push-to-release fingertip actuation. The cartridge is ejected a
sufficient distance to allow the operator to grasp when released.
The process to download flight data via the ATA-Type PCMCIA card is as
follows:
• With the recorder powered “ON”, the PCMCIA card is inserted into
the PCMCIA slot, which is accessed from the front panel via a
protective cover.
• The PCMCIA card is verified to contain sufficient available memory

to perform the transfer of the entire flight data contents of the
DVDR unit. If not enough physical memory exists on the card (i. e
capacity is less than the DVDR unit memory content or the card
cannot be accessed, a failure indication will be noted
(simultaneous flashing of both the BUSY (Transfer in Progress)
and DONE (Transfer Complete) LED’s on the DVDR front panel).
• If sufficient free memory space is available, a new file is

automatically created.
• Once the flight data transfer from the crash survivable memory to
the PCMCIA card begins, the BUSY (Transfer in Progress) LED
will illuminate and all recording operations (both cockpit voice and
flight data) will be suspended. The BUSY LED will remain
illuminated until all of the flight data has been transferred to the
ATA 31-31 - Page 138

DVDR Unit Interfaces
ATA 31-31 - Page 139

DVDR DOWNLOAD PROCEDURE Note 3: If the downloaded file has the extension .DLE, it means that
the downloaded data is encrypted, because the file ATC_KEY.TXT
was not found in the PCMCIA card or the encryption key on the file
• Lift the black cover on the DVDR front panel was not valid.
• Insert the PCMCIA card in the DVDR PCMCIA slot.
• Put the black cover on the DVDR front panel.
Note 1: Make sure that the PCMCIA card has the file ATC_KEY.TXT • If applicable, perform the complete power down procedure,
with the encryption key. If not, it’s necessary to create a new one. To according to AMM PART II.
create the key file, open any NOTEPAD application, type AT-COMBI in
the file; then, save as ATC_KEY.TXT and copy it to the PCMCIA card
root directory. If the PCMCIA card does not have the file, you will not
be able to read the downloaded data.
Note 2: The download will not start until the DVDR makes sure that
the PCMCIA card is compatible and it has enough memory space.
• Check if the BUSY light (amber color) on the DVDR front panel
comes on.
Note 1: The BUSY light comes ON during the data transfer to the
PCMCIA card. If the BUSY and BITE lights (amber and red,
respectively) flash alternately, there is a problem with the PCMCIA
card; it cannot be accessed or does not has enough memory space.
Note 2: The DVDR does not record during download, and the
complete download to the PCMCIA takes about 20 minutes.
• When the BUSY light goes off and the DONE light (green color)
comes on, push the EJECT button
Note 1: The DONE light stays on for 30 seconds or until you remove
the PCMCIA card.
Note 2: The downloaded filename is formatted as SSSS_YYY.DLU,

where SSSS is the serial number of the recorder and YYY is a
sequential number, from 000 to 999 (after 1000th download, 000 and
on again).
ATA 31-31 - Page 140

DVDR Download
ATA 31-31 - Page 141

DVDR PARAMETERS
After The DVDR has been downloaded to the PCMCIA card, the data can
then be downloaded to a PC and analyzed using analyzer software.
EMBRAER recommends the ADRAS software for Windows (GSE 274), but
other similar FDR-raw-data analyzer software can be used to process the
aircraft flight data.
ATA 31-31 - Page 142

DVDR Parameters Example
ATA 31-31 - Page 143

NEW DVDR - UNIVERSAL
General Description
New FAA regulations under the NPRM (Notice of Proposed Rulemaking)

FAA-2005-20245 require an extension of CVR recording (for those CVRs
that record less than 2h) and a recording method that continues recording
CVR even if the unit becomes de-energized by the aircraft normal power,
beyond other requirements.
Operators under such rules should have installed new DVDR units,
manufactured by Universal Avionics®.
The UNIVERSAL DVDR is capable of receiving, recording, and preserving

all required flight data parameters and voice recordings on board the
aircraft. It combines the function of a Flight Data Recorder with the function
of a Cockpit Voice Recorder in a single solid-state recording unit.
The Digital Voice Data Recorder Unit is capable of recording:
• 120 minutes (2 hours) of Audio;

• 25 hours of Flight Data;
• Greenwich Mean Time (GMT);
• 120 minutes (2 hours) of Digital Communication Messages; (NOT
IMPLEMENTED).
There are two UNIVERSAL DVDRs, located in the FWD and AFT e-bays.
ATA 31-31 - Page 144

Universal DVDR Location
ATA 31-31 - Page 145

DVDR CONTROL PANEL
The DVDR control panel is on the overhead panel in the cockpit.
The DVDR control panel contains
• three operator control pushbuttons:

• two CVR and FDR PASS / FAIL annunciators;
• two AUDIO LEDs.
The control panel also contains the preamplifier module for the area
microphone audio. The DVDR control panel has a headphone jack that can
be used to monitor the composite audio output from the DVDR unit.
ATA 31-31 - Page 146

DVDR Control Panel
ATA 31-31 - Page 147

UNIVERSAL DVDR OPERATION
The aircraft has two DVDR units, one unit in the forward avionics
compartment and a second unit in the aft avionics compartment. The
DVDR units are part of the emergency equipment on board the aircraft.
They are used to keep a record of the voice communications and flight
data in the event of an aircraft incident. The main feature of the DVDR
units is their crash-survivable memory.
The DVDR units operate in parallel to store the CVR data and FDR data.
The unit is cooled by convection and radiation; no forced air cooling is
necessary.
The UNIVERSAL DVDR system starts to record the CVR data as soon as
the power is applied to the DVDR units. The UNIVERSAL DVDR continues
to record the CVR data after the main power is removed from the unit. The
DVDR has an internal function called RIPS (Recorder Independent Power
Supply), which monitors the power supplied to the unit. When aircraft
power is lost, the RIPS will maintain the power to the CVR continuously for
the period of 10 minutes.
Each DVDR has an Ethernet port which allows downloading of the FDR
data through a specific software installed on a laptop computer.
ATA 31-31 - Page 148

Universal DVDR Cable Connection
ATA 31-31 - Page 149

QUICK ACCESS RECORDER SYSTEM

(31-32)
General Description
The QAR (Quick Access Recorder) is an unit that records a large amount
of data, and make this data available to be quickly accessed through a
PCMCIA card installed in the unit.
The QAR is installed on the equipment rack in the aft e-bay.
ATA 31-32 - Page 150

Quick Access Recorder
ATA 31-32 - Page 151

Operation
The QAR has two main blocks:
• The AFDAU (Auxiliary Flight Data Acquisition Unit), responsible for

determining the incoming transmission rate and for collecting the
data from the ARINC-717 and making it available for the DMU
(Data Management Unit) part.
• The DMU, responsible for collecting the ARINC-429 data,

composing it with the ARINC-717 data and recording it into the
QAR card.
• If one of the two blocks fails, it does not implicate that the other will
fail too. If the ARINC-717 acquisition function of the AFDAU fails,
ARINC-717 data will be lost, but the QAR record ARINC-429 data
normally. If the DMU fails in acquiring ARINC-429 data, the QAR
will still record data from ARINC-717.
ATA 31-32 - Page 152

QAR-Block Diagram
ATA 31-32 - Page 153

Components
QAR UNIT
The QAR unit consists of a LRU (Line Replaceable Unit) comprising a

chassis closed by two side panels. Openings on the top and lower panels
ensure air cooling capability. A connector attached to the back panel
allows connection with the aircraft systems.
The main components of the QAR unit are:
• An access door to a connector, used for QAR card access.

• One identification label.
• Three indicator status red lights (DMU FAIL, FDRS FAIL and
AFDAU FAIL).
• Two status LEDs (a green color and an amber color).
QAR CARD
The QAR card is a standard PCMCIA (Personal Computer Memory Card

International Association) card capable of holding more than 70 hours of
aircraft operation. The approved PCMCIA cards have the capacity of 256
MB and 512 MB.
ATA 31-32 - Page 154

QAR with PCMCIA Access Door Opened
ATA 31-32 - Page 155

Operation
The QAR is energized as soon as the Aircraft is powered ON. There are
three red lights on the unit front panel indicating the system status. No
provision has been made to warn the system status to the crew.
Once energized, the AFDAU will recognize the aircraft type through pin
programming and then will select the data frame in accordance with the
aircraft type. The QAR unit global status is displayed by the following three
LEDs located on the front panel:
• FDRS FAIL: lighted when no ARINC-717 input is detected and

when the AFDAU fails.
• AFDAU FAIL: lighted when the AFDAU fails. It indicates no QAR

installed or inappropriate installation, failure in detecting the
transmission rate or internal failures.
• DMU FAIL: lighted when DMU part of the QAR fails. The fails can
be in the ARINC-429 data acquisition, internal battery failure or
internal failures.
The internal power supply unit delivers the internal voltages required for
the functioning of the equipment.
When a PCMCIA card is inserted in the QAR card slot, the PCMCIA slot
green LED blinks at a frequency of 1 Hz approximately, as a manner of
recognize the card.
If there is a database in the QAR card, this database will be loaded to the
QAR unit and the PCMCIA slot green LED will blink at a higher frequency
during the loading procedure. The green LED stays on after the loading
procedure until the QAR is powered off.
If the QAR card is not correctly formatted, the PCMCIA slot amber LED
comes on.
ATA 31-32 - Page 156

QAR Indicators
ATA 31-32 - Page 157

it is full (i.e. the allocated memory space is full), the

QAR DATABASE recording stops.
Whenever a new QAR is installed, it’s necessary to upload a configuration

file into its internal memory. The standard configuration file can be found
on the FLYEMBRAER webpage, however depending on the operator
configuration or authority requirements, some QAR parameters and
configuration might change, so a custom database should be created.
To download the standard QAR configuration file from the Flyembraer

webpage, use the paths as follows:
• FLYEMBRAER webpage: Support Center / Download Center /

Commercial Jets / Maintenance / Technical Support / QAR /
<AIRCRAFT FAMILY> / QAR Configuration File_ All Loads
The database contains information to the QAR to operate according to the

operator’s needs. The standard database includes:
• Standard logic to START - STOP recording:

o Engine 1 N1 (Fan Rotor Speed) >10%, OR
o Engine 2 N1 > 10%, OR
o Left N2 (Core Rotor Speed) >10%, OR
o Right N2 > 10%, OR
o Air/Ground = FALSE.
• Standard rate of recording: by standard, the QAR record the same

parameters as the FDR records in the same data frame that is 256
wps (words per Second).
• Standard method of recording:

o Continuous Mode: data is continuously recorded on the
QAR card. When it is full (i.e. the allocated memory space
is full), the oldest data is deleted, allowing the recording to
continue;
o ALTERNATE METHOD OF RECORDING: Simple Mode:
data is continuously recorded on the QAR card. When the
ATA 31-32 - Page 158

Standard Database Location
ATA 31-32 - Page 159

Notes:
ATA 31-32 - Page 160

ATA 45 - CENTRAL MAINTENANCE SYSTEM
ATA 45-00 - Page 161

NOTE: The term “MEMBER SYSTEM” refers to any system installed

CENTRAL MAINTENANCE SYSTEM (45-00) on the aircraft that complies with the ARINC 429 or ASCB interface
requirements and implements the features of the CMC.
Introduction
The maintenance system is a combination of a fault recording system, a The CMC is connected to an aircraft battery (HOT BATT BUS 2) for
maintenance access system and the LRUs/ LRMs that are member backup power (shutdown procedures) purposes.
systems. Individual aircraft subsystems supply real-time and captured data The CMC system hosts:
to the maintenance system. The maintenance system collects the data so it • CMCF (Central-Maintenance-Computer Function).
can be retrieved by maintenance personnel and shown on the copilot MFD • ACMF (Aircraft Condition Monitoring Function), ACMS (Aircraft
(Multi-Function Display) or on the RT (Remote Terminal). The data Condition Monitoring System) ground support software.
recorded and the information supplied by the maintenance system helps
maintenance personnel do troubleshooting and repair of the aircraft. The CMC system has the components that follow:
• CMC module (AMM MPP 45-45-01/401)
The CMC (Central Maintenance Computer) system is a centralized
interface that the mechanic uses to do maintenance activities on the EFFECTIVITY: ON ACFT WITH PENTIUM II (PII) IN MAU 2
aircraft. The CMC system collects the maintenance data, while the NIC+PROC 4 MODULE
individual aircraft subsystems supply their real-time and captured data. • Data base module (AMM MPP 45-45-04/401)
The CMCS (Central Maintenance Computer System) is comprised of a EFFECTIVITY: ON ACFT WITH PENTIUM M (PM) IN MAU 2
CMC (Central Maintenance Computer) that hosts the CMCF (Central NIC+PROC 4 MODULE
Maintenance Computer Function) and the ACMF (Aircraft Condition • NIC (Network Interface Controller) + PROC (Processor) 4 module
Monitoring Function), the ACMS (Aircraft Condition Monitoring System) (AMM MPP 31-41-04/401)
ground support software RB (Report Builder) and Report Analyzer, an
optional RT (Remote Terminal), and an optional DMU (Data Management EFFECTIVITY: ON ACFT WITH DMU
Unit). • DMU (Data-Loader Management Unit)
(AMM MPP 45-45-03/401)
General Description
EFFECTIVITY: ON ACFT WITH PRINTER
• Printer (AMM MPP 23-24-01/401).
The CMC supplies the operator with access to the member systems from a
single user interface. The access can be made from the RT (Remote
Terminal) through the LAN (Local Area Network) or from the copilot’s MFD
(Multi-Function Display) through the RIB (Remote Image Bus). The MFDs
access is with the CCD (Cursor Control Device). The LAN ports are found
in the forward avionics compartment, cockpit, external AC power
receptacle and middle avionics compartment.
ATA 45-00 - Page 162

Central Maintenance System – Block Diagram
* Not used in airplanes with Pentium M

(PM) processor on NIC+PROC 4 module.
ATA 45-00 - Page 163

MEMBER SYSTEM Name Description
ATA 45-00 - Page 164

MEMBER SYSTEM Name Description
ATA 45-00 - Page 165

• System Diagnostics
CENTRAL MAINTENANCE SYSTEM • Extended Maintenance
• Remote Terminal
COMPONENTS (45-45) • On-line linked Maintenance Manuals
• In Air Diagnostic Downloads
CMCM (CMC Module)
The CMCM is the central controller for the CMC system.
The CMCM interfaces with other elements of the system through the virtual
backplane. It hosts the functional software, FDHB (Fault History Database),
LDI (Loadable Diagnostic Information) database, and ACMF (Aircraft
Condition Monitoring Function) data.
The CMCM is powered by the DC (Direct Current) bus 1. The CMCM is

powered by the MAU (Modular Avionics Unit) power supply through the
backplane and receives its data from the ASCB (Avionics Standard-
Communication Bus). If the MAU is not powered or the ASCB is not in use,
the maintenance function is not available. The CMCM is also connected to
the aircraft battery (HOT BATT BUS 2) for backup power purposes. The
aircraft battery connection is used to power down the CMC’s operating
system in the event that the CMCM loses electrical power from the DC bus
1. The CMCM has circuitry that prevents the CMCM from using more than
two minutes of the aircraft battery. In the event that the CMCF does not
power down within two minutes, the CMCM hardware automatically
disconnects the CMCM from the aircraft battery power.
CMCF (CENTRAL MAINTENANCE COMPUTER

FUNCTION)
The CMCF is the major software application for the ADMS (Aircraft
Diagnostic and Maintenance System) and is hosted on the CMCM (Central
Maintenance Computer Module). This application is the heart of the ADMS.
The CMCF offers the following functionalities.
• Maintenance Messages display
ATA 45-45 - Page 166

CMC Module Location
ATA 45-45 - Page 167

EFFECTIVITY: ON ACFT WITH PENTIUM II (PII) IN MAU 2 NIC+PROC 4

MODULE
DATA BASE MODULE
The data base module primary purpose is to store large data files that can
be accessed by other devices in the avionics system through the file
system core service. The module contains copies of all the files that are
used for data load operations. The data base module is found in the MAU
2.
EFFECTIVITY: ON ACFT WITH PENTIUM M (PM) IN MAU 2 NIC+PROC

4 MODULE
NIC + PROCESSOR 4 MODULE
The NIC + PROC 4 module has a Database Function. The database

function is used to store large data files that can be accessed by other
devices in the avionics system through the file system core service.
The module contains copies of SOME the files that are used for data load
operations. The NIC + PROC 4 module is found in the MAU 2.
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DATA BASE MODULE / NIC + PROC 4 Location
ATA 45-45 - Page 169

DMU (DATA MANAGEMENT UNIT)
The CMC has a LAN connection to the DMU. The DMU is a combination of
a DVD-ROM driver and two PCMCIA (Personal Computer Memory Card
International Association) type II and III slots. The drives supply the user
with the capability of transferring files to and from the aircraft. The software
loading is done through a data loading function on the CMCF. The DMU
DVD-ROM is enabled only while the aircraft is on the ground through a
discrete (WOW) from the MAU 1.
The DMU is a LRU (Line Replaceable Unit) installed in the RH (Right-

Hand) aft console. The DMU is powered by DC bus 2. The DMU can be
damaged if you use a PCMCIA card incorrectly to download data. Before
you use the PCMCIA card to download data, make sure that the card is not
damaged. Do not install a damaged card into the PCMCIA slot. Most
PCMCIA cards have a special orientation that is shown on the top of the
card. Do not force the cards if they are difficult to install, and make sure the
cards are straight and level. Be careful when you install or remove the
PCMCIA cards.
The DMU can only be used when the aircraft is on the ground (WOW) and
the protective door to the device must be closed for proper operation after
the software media has been inserted.
The DMU only recognizes the CD burning formats that follow:
• CDF
• ISO-9660
• Rock Ridge
• Microsoft Joliet
• UDF Bridge (not "UDF” only)
ATA 45-45 - Page 170

DMU Location
ATA 45-45 - Page 171

RT (REMOTE TERMINAL)
The RT is an optional user interface that can be connected to the aircraft at

several locations. The remote terminal ports are located in the cockpit,
external maintenance panel, and forward as well as mid electronic
compartments. This allows the mechanic access to the Aircraft Diagnostic
and Maintenance System while the pilot is in the cockpit or passengers are
loading or unloading from the aircraft. This also allows the mechanic to
access maintenance information close to the equipment under repair.
The RT is a laptop PC with a LAN (Local Area Network), Ethernet 10Base2

card and CD/DVD-ROM. In order to use the RT for ADMS functionality, the
CMC module needs to be operating. This requires the Central
Maintenance Computer (CMC) to be powered and the ASCB-D data bus
operating. If the CMC is not operating, the LAN and the RT can still be
used for functionality other than ADMS. If the CMC is operating but the
ASCB-D data bus is failed the FHDB can still be accessed but no other
maintenance functionality is available.
The remote terminal ADMS software functionality and GUI (Graphical User
Interface) is the same as that provided in the cockpit using the copilot’s
MFD and CCD. Additionally the Remote Terminal is the only display that
the mechanic can use to view aircraft maintenance manuals. Note that only
one user of the CMC is supported at any time. The remote terminal also
allows software loading to the aircraft via a Data Loading System (DLS)
function resident on the PC.
NOTE: 10BASE2 is a variant of Ethernet that uses thin coaxial cable

(RG-58A/U) or similar, terminated with BNC connectors. At each
physical end of the network a terminator is required. The name
10BASE2 is derived from several characteristics of the physical
medium. The 10 comes from the maximum transmission speed of 10
Mbit/s (millions of bits per second). The BASE stands for baseband
signaling, and the 2 represents the maximum segment length of 200
meters.
ATA 45-45 - Page 172

REMOTE TERMINAL - Ports
ATA 45-45 - Page 173

LAN BUS
The NIC is attached to a non-essential LAN (Local Area Network). This

connection is physically and electrically separate from the ASCB
connection. It provides an additional communication path for use between
the DUs/MAUs and peripheral items such as the printer and DMU. The
LAN network is used for maintenance and software loading.
The incorrect operation of the LAN network cannot impact system safety.
All software components that rely on data transferred via the LAN are
required to embed sufficient integrity checks within the data that would
allow them to detect LAN injected corruption. This relieves the LAN
software from having to guarantee data integrity. Additionally, software
components that require data availability for safe operation are required to
forego the LAN, and instead use the higher design assurance ASCB
conduit. This relieves the LAN component from having to ensure safety
driven data availability.
NOTE: Repair of ASCB and LAN harnesses is not recommended.

Refer to the Wiring Manual of these systems to find the splices that
connect each segment. Replace the damaged segment by
disconnecting the splices.
ATA 45-45 - Page 174

LOCAL AREA NETWORK (LAN)
ATA 45-45 - Page 175

The LDI can be updated by running an executable file from the remote
CENTRAL MAINTENANCE COMPUTER terminal. The executable file will delete the installed LDI and install the new
version. Integration of the LDI with data from all member systems and
configuration control is accomplished at Embraer.
The CMC communicates with and receives communication from the
Member Systems either directly through ASCB-D for ASCB Member
Systems or through ASCB-D via the MAU I/O and ARINC 429 buses for
ARINC 429 Member Systems. The CMCM hosts the CMCF software and FHDB (FAULT HISTORY DATABASE)
provides storage for the LDI, the FHDB (Fault History Database), ACMF
data, and Windows NT operating system. The CMC Module’s Bus Interface All fault occurrences are stored in the FHDB which is located in the CMC
Controller (BIC) ensures separation of the non-critical Level E Maintenance module. The FHDB is limited to 10 MB total which corresponds to an
System data from critical data that exists on ASCB-D. expected average year’s worth of aircraft fault storage. A maintenance
message record is equivalent to 57 bytes. Once the storage limit is
reached the oldest records are deleted first. FHDB redundancy and aircraft
LDI (LOADABLE DIAGNOSTIC INFORMATION) fault history are preserved by maintaining a copy of the FHDB in the
aircraft Database module.
Screen Builder is a ground-based Windows software application that
allows member system suppliers to define their maintenance data which in
turn is saved in a database known as the LDI stored in the CMCM. The ACMS (AIRCRAFT CONDITION MONITORING
Maintenance System uses the LDI as a data model or map that SYSTEM)
characterizes the Member Systems maintenance data, including
maintenance screens and messages. The ACMS is a function that is used to extend the capabilities of the
ADMS. ACMS is comprised by the ACMF (Aircraft Condition Monitoring
The logic for the CMCF to calculate flight phase and leg are also stored in Function) and RB (Report Builder). ACMF is a Level E data-driven software
the LDI. application that increases the OEM's (Original Equipment Manufacturer)
and operator's ability to isolate flight anomalies without the extra cost of
The LDI information is stored in a database that is not part of the CMCF installing test equipment. ACMF gathers a set of predefined data based on
executable code and does not get compiled into the CMCF, but instead a defined trigger event using the ground support software RB. The ACMS
resides as a separate file accessed by the CMCF. This design approach is provides the following functionality:
known as data driven software application, and provides a means for the
aircraft manufacturer to add or remove Member Systems from the Aircraft • Monitors aircraft parameters.
Diagnostic and Maintenance System without incurring the cost of • Records aircraft parameters based on real-time evaluation of
redesigning the system. Rather than requiring the Member System monitored aircraft parameters via trigger logic.
Supplier to generate code that would reside in the Member Systems’
• Provides access to reports via download and printout.
LRUs/LRMs they enter the maintenance messages and create
• Allows operators to develop additional custom monitoring
Maintenance Screens using Screen Builder.
capabilities for any aircraft system.
The information required to display the Maintenance Screens is stored in • Provides persistent storage for certain accumulated values.
the LDI. The LDI version is displayed in the configuration page of the CMC.
ATA 45-45 - Page 176

CENTRAL MAINTENANCE SYSTEM
ATA 45-45 - Page 177

ACMF (AIRCRAFT CONDITION MONITORING RT (REMOTE TERMINAL)

FUNCTION)
The RT is an application that runs on a notebook PC.
The ACMF runs on the CMC and supplies a procedure to complement the
CMCF. The ACMF supplies storage and analysis of system fault data, with The RT is a user interface that can be connected to the aircraft, through
storage of more data that is not directly associated with faults. This stored the LAN ports, located in the cockpit, external maintenance panel, forward
data can be downloaded through the CMC. avionics compartment, and middle avionics compartment. This lets the
mechanic access maintenance data close to the equipment under repair
The ACMF monitors the ASCB data to determine if conditions satisfy the while the passengers get on or off the aircraft.
trigger logic for any applications. Once a trigger condition is satisfied, data The RT functionality and graphic user interface is the same as that
associated with the trigger condition is stored in the CMC module. provided in the cockpit using the copilot’s MFD and CCD.
Periodically, the ACMF reports are stored on the data base module*. The By using the RT application, the mechanic will be able to access the CMC
stored data can be retrieved for an in-air download through the CMF pages, generate ACMF reports, and/or transfer field-loadable software to
(Communications Management Function) or the printout on the LAN the aircraft systems.
printer.
The CMC module lets up to 25 megabytes of storage for the ACMF CMC SYSTEM INTERFACE
reports. The reports can be categorized into storage families.
The ACMF supplies a memory full flag that is set when the total available The CMC system interfaces with the components and functions that follow:
storage exceeds 90% of available space.
• Copilot’s MFD
EFFECTIVITY: ON ACFT WITH PENTIUM M (PM) IN MAU 2 NIC+PROC The copilot’s MFD is a user interface for the CMCF with control of
4 MODULE the display supplied by the CCD. The CMCF data is only shown on
the copilot’s MFD.
*Periodically, the ACMF reports are stored on the NIC + PROC 4 module.
• RIB (Remote Image Bus)
The CMC module has a direct connection to the copilot’s MFD
RB (REPORT BUILDER) through a RIB. The DUs (Display Unit) software directs the
CMCF’s video to the display.
Report Builder is a Windows based software application that is used to
configure the data file that is used by the ACMF application. RB is used to • CCD
define the data parameters to monitor, what combination of data The copilot’s CCD is used to control the maintenance display.
parameters are required to trigger reports, and what parameters are to be
recorded in a report when a given report is triggered. RB runs on a
ground-based computer that uses the Windows NT operating system
and/or the remote terminal. RB allows for the transfer of applications, to
retrieve triggered reports, and clean-up storage in the CMCM.
ATA 45-45 - Page 178

CENTRAL MAINTENANCE SYSTEM
ATA 45-45 - Page 179

PRINTER (OPTIONAL)
• MWF (MONITOR WARNING FUNCTION)
The MWF continuously provides the CMCF a list of all CAS
The CMC interfaces with the printer through the LAN and the printer
messages and status of each message. The CMCF compares the
interfaces with the MAU 2 through the ARINC-429. All communications
CAS messages with the maintenance messages and stores this
with the printer from any other system, such as the CMF (Communications
data in the FHDB. The monitor warning system monitors the CMC
Management Function), are accomplished through the CMC. The printer
status through the ASCB.
receives print reports from the CMC system through the LAN, and sends all
fault reports through the ARINC-429 connection.
• NIC (NETWORK INTERFACE CONTROLLER)
The NIC supplies the gateway between the ASCB and then
During maintenance activities, the printer is used to print the maintenance
backplane. The NIC supplies time, date, aircraft serial number, and
data and other diagnostic data from the CMS (Central Maintenance
aircraft type to the CMCF and the member systems. The NIC also
System). All communications between the printer and other systems are
supplies timing data related to data transmissions within the
directed by the CMC.
system.
• MEMBER SYSTEM
The CMC member systems communicate with the CMCF through CMF (COMMUNICATION MANAGEMENT FUNCTION)
the ASCB and the ARINC-429. The member system parameter
group includes all fault and identification data related to the In Air Diagnostic Downloads are accomplished via the CMF. The
member system. The I/O (Input/Output) module helps the CMCF to communication between CMCF/ACMF and CMF is established via ASCB-
receive the ARINC-429 labels and place them onto ASCB in a D. The CMF contains two buffers to support CMCF/ACMF transmissions.
member system maintenance data parameter group. The I/O Each buffer supports only one transmission at the time. The file size is
modules also receive data on the ASCB from the CMCF. The equivalent to on average 3 maintenance messages being transmitted per
CMCF maintenance data parameter group transmits to the ARINC- CMCF/ACMF report. The buffers can only be cleared once the message
429 member systems. The I/O module supplies the support of the has been transmitted via one of the available channels, or the message life
file transfer from the ARINC-429 member systems. has expired. The message life is set to a maximum of 30 minutes. If no
channel becomes available within the message life the CMF will clear the
• GROUND INTERLOCK SWITCH contents of the buffer.
The member system uses the ground interlock switch as an
additional safety interlock when maintenance actions are done on The MCDU menus supply the option to print the CMF display messages on
the aircraft that require more safety. The member systems supply the printer, over the LAN.
the interlocks so that if the software in the CMC fails, the member
system cannot be commanded to any unsafe condition or start
tests while the aircraft is in flight.
ATA 45-45 - Page 180

PRINTER Location
ATA 45-45 - Page 181

CMC - NORMAL OPERATION another member system. Typically, these are bus failures, such as
the ARINC-429 between two member systems.
The CMC is powered and functional during all phases of flight and the
A smart LRU from one member system reports that a smart (or
CMCF monitors the ASCB-D bus for Fault Reports that are transmitted in
non-smart) LRU from another member system has failed.
real time from the member systems.
• Probe (sensor) Fault
Member systems gather, report to the CMCF, and store fault data when
A smart member system LRU monitors and reports when a non-
equipment failures occur. This is typically performed by the member
smart LRU has failed.
system’s continuous BIT and Power-up BIT. The system fault event data,
such as: Flight Leg Number, Date, Time and Aircraft Serial Number are
A smart member system LRU reports that a non-smart LRU is at
information which is recommended to be stored with the fault in the
fault. This situation occurs when the smart LRU is not able to
member system’s NVM. The data stored in the CMCF is used during
determine if it is sensor 1 or sensor 2 (or an actuator or a proximity
maintenance mode. The data stored in the member system’s NVM is used
switch etc.) that has failed. All LRUs are from the same system.
by the member system supplier for repair of their failed unit. The only
access to the data stored in the member system’s NVM is available
• BIT (Built-in Test)
through an NVM download. During normal operation the Member System
Fault reports are generated by the member systems from their
requirements can be defined by the following tasks:
internal BIT. All member systems do BIT to monitor the health of
the system to which it is responsible for. The BIT is defined as
• Transmission of the member system detected faults.
follows:
• Transmission of the Equipment ID, SDI, Hardware Part Number,
Software Part Number, and Serial Number information.
o Power-up Built-In Test
• Performance of Power-up and Continuous Built-In Test to detect o Continuous Built-In Test
faults. o Initiated Built-In Test
The member systems do at least one of the above types of BIT. The CMC
MEMBER SYSTEM FAULTS has the ability to command the member system to start the BIT function if
the member system supports it. This function can be accessed through the
The member systems supply fault reports that are an indication to the CMC system diagnostics in the CMC main menu. The member system has the
of a malfunction of a part of a system. The CMC shows the fault types that responsibility to make sure that it cannot start the BIT if it is unsafe for it to
follows: do so, and to report this condition to the CMC. The member system has
safety interlocks or the ability to prevent BIT when it would be unsafe to run
• Internal Fault that test.
A smart LRU reports a failure. The smart LRU complies with the
CMC interface requirements and uses the features of the CMC.
• External Fault
A smart LRU from one member system reports an interface
problem between itself and a smart (or non-smart) LRU from
ATA 45-45 - Page 182
MEMBER SYSTEM Faults
ATA 45-45 - Page 183

CMC - MAINTENANCE MODE CMC LEG INCREMENT LOGIC
Maintenance Mode is only accessible when the airplane is on-ground and The CMC leg increment number occurs every time the CMC flight-phase is
safety conditions are met. The CMC transmits a CMC Active command TAKEOFF and trust lever angle set to 70° or higher.
monitored by the member systems which if set to active indicates the
maintenance mode of operation The maintenance mode functions and The TAKEOFF flight-phase is defined when CMC met all the conditions:
access to maintenance screens are otherwise locked out by both the
CMCF and member systems. These provide necessary and sufficient • Ground Speed 50 knots
interlocks so that if the CMC fails, the member system can not be • Body Longitudinal acceleration > -0.1g
commanded to any unsafe condition or initiate tests when not in other than • Previous fight-phase TAXI (Engine running, parking brake release)
maintenance mode. This mode is used by the maintenance crew to help
diagnose and repair the airplane. When the CMCF is in the maintenance The CMC uses the flight leg for FHDB (Fault History Database) and CMC
mode it provides access for member systems to display fault information Maintenance Messages pages.
(Active Faults), command Systems Diagnostics using Initiated Built-In-
Tests and Member System Supplier Defined Passive Status Screens (real-
time display of system status), and to command the download of stored
fault data (NVM Download). During Maintenance Mode the Member
ACCESSING THE MAINTENANCE SYSTEM
System requirements can be defined by the following tasks:
The remote terminal ADMS functionality and GUI is the same as that
• Transmission of the member system detected faults, unless the provided in the cockpit using the co pilot’s MFD and CCD. In order to
Member System is performing a Commanded Test or NVM access the main CMCF menu in the cockpit, the following procedures
Download. should be followed:
• Transmission of the Equipment ID, SDI, Hardware Part Number, • Select the Maintenance menu for display on MFD No.2 by:
Software Part Number, and Serial Number information, unless the
Member System is performing a Commanded Test or NVM o Using the CCD No.2 touch pad to move the cursor to the
Download. Maintenance Soft Key.
• Performance of Power-up and Continuous Built-In Test to detect • Select the Maintenance Soft Key by pushing one of the enter
faults, unless the Member System is performing a Commanded keys on CCD No.2:
Test or NVM Download.
The main maintenance menu is displayed.
• Performance of Commanded Test (if commanded by the CMC and
necessary and sufficient interlocks are satisfied).
• Performance of NVM Download (if commanded by the CMC and

necessary and sufficient interlocks are satisfied).
ATA 45-45 - Page 184

Accessing the MAINTENANCE SYSTEM
ATA 45-45 - Page 185

CMC SCREEN
A CMC screen is comprised of many controls, which include text, virtual
buttons, logic trees, gauges, etc. Some controls are selectable and some
are not. Selectable controls are highlighted by a cyan cursor box. When
the user navigates with the pointer (mouse or touchpad), the nearest
control will be highlighted. When a control is highlighted, this implies that
the control has “focus” and is ready to accept input.
Controls that are not highlighted will not accept any input. All CMC screens
will always have one control (the one nearest to the pointer) highlighted at
all times.
Screens that require displaying data in a hierarchy fashion will use a “tree
control”. The tree control allows the data to be expanded or collapsed. If
the number of items exceeds the tree “window”, a scroll box will appear to
indicate that items are above and/or below the window. The scroll box is for
visual purposes only. It cannot be dragged Up or Down.
Screens that display “tree control” will utilize a cyan box that serves as a
cursor. Control of the cursor box is via Up/Down arrows on the RT or the
rotary knob on the CCD. By moving the cursor box to the desired menu
item and pressing the “ENTER” button the menu item is expanded or
activated as appropriate.
CMC MAIN MENU
The CMC main menu is accessed by selecting the “Maintenance” option

under the “Systems” menu on the MFD 2.
When using the RT application, the CMC main menu appears on the
notebook PC screen just after the RT connects to the CMC.
NOTE: The screen examples that follow do not represent a specific

airplane or an actual sequence. The purpose of those screens are let
the technician familiar with the screens arrangements.
ATA 45-45 - Page 186

Maintenance Screens
ATA 45-45 - Page 187

CMC SCREEN -COMMON SOFT KEYS

CMC MAIN MENU
NAME FUNCTION LOCATION
MAIN MENU Returns to “CMC Bezel
Through the CMC main menu, the following options can be accessed:
MAIN MENU”
PREV Returns to the Bezel
• Maintenance Messages Display – View active and historical
previous page
messages by Flight Leg, Date, or by ATA Chapter.
FWD Advances to next Bezel
page
• System Diagnostics – Opens Initiated Built-in-Test menus on most
FDE Switches to the Bezel
of the aircraft system and sub-systems. From this menu, the
applicable
technician has access to over 350 tests and maintenance
”CORRELATED
procedures.
FDES”page
MAINT MESG Switches to the Bezel
• Extended Maintenance – Opens a variety of maintenance
”MAINTENANCE
functions including the viewing of Member System status, NVM file
MESSAGES”page
transfer, confirming Configuration Data, and generating various
PAGE UP Moves up one page Bezel
maintenance reports.
PAGE DOWN Moves down one Bezel
page
• Data Loader – Entering the system for loading system software
and database files onto the aircraft. RETURN TO MAIN Returns to the ”CMC MAINTENANCE
MENU MAIN MENU” MESSAGE
The following table shows some common soft keys and its functions. MENU and
EXTENDED
MAINTENANCE
MENU
TEST COMPLETE Ends the test Bezel
TEST MENU Go to Test Menu Bezel
CONFIRM Conditions accept Bezel
ATA 45-45 - Page 188

CMC
ATA 45-45 - Page 189

Notes:
ATA 45-45 - Page 190

CMC – Screen Hierarchy
ATA 45-45 - Page 191

MAINTENANCE MESSAGES DISPLAY
The maintenance messages displays are classified as follows:
• Active
Active maintenance messages show all fault messages being reported in

real time during access. By selecting this option, the “ACTIVE
CORRELATED FDE (Flight Deck Effect)” page is displayed. These are
current CAS Messages that have a correlation to the aircraft systems that
are programmed in the Loadable Diagnostic Information Database (LDI).
The FDEs will be presented only if they are active and will be grouped
according to the severity of the CAS Message: i.e. Warning, Caution,
Advisory or Status. By selecting a message, the FDE DETAIL menu is
displayed, showing the details of the related message.
Use the Rotary Knob on CCD or the UP-DOWN Arrows on the Remote
Terminal to place the Cursor Box (Text Box) on any of the visible
indications.
Pressing the ENTER button will open the indication to present all active
CAS messages under that classification.
In this example Caution was selected. There are two messages: CREW
OXY LO PRESS and LG NO DISPATCH. By selecting LG NO DISPATCH,
the <FDE DETAILS> are shown. If there are no additional items listed
under <FDE DETAILS>, then there may have no failed components.
CAS (CREW ALERTING SYSTEM) MESSAGE CORRELATION
For every EICAS (Engine Indicating and Crew Alerting System) message
with an associated maintenance action, there is a corresponding
maintenance message. For example, if the CMC fails, a corresponding
CAS message will be set at the EICAS.
ATA 45-45 - Page 192

CMC
ATA 45-45 - Page 193

• Active (cont) The reporting unit is a code that represents the system or process that
detected and reported the fault to the CMC. In this example, PSS indicates
However, note that there are two lines of text under <FDE DETAILS> for that the PSEM sensed a communication problem with the forward right
the Caution fault. This means there is Active Maintenance Messages NLG door-sensor target and reported the failure to the CMC. This is a good
associated with this CAS Message. By moving the Cursor Box to one of indication that the problem is, in fact, with the sensor itself or sensor
these lines and pressing ENTER button, the technician will open a FDE misadjustment.
Detail Page that will present the fault name, the type of fault, and the fault
code. It will also list any possible Line Replaceable Units (LRUs) that may Possible LRU(s) at Fault - This area of screen will list any modules or Line
be at fault. Replaceable Units that the LDI has determined could be at fault. The units
will be listed in order of probably, if there are more than one listed. The first
listed unit would have the highest probability of fault the second would
FLIGHT DECK EFFECT DETAIL SCREEN have less probability, and so on. If this section contains many LRUs, the
scroll bar at the right of the section can be used to examine all the
applicable units.
The FDE Detail screen contains a wealth of information for the
maintenance technician. In this example there’s no LRU at Fault.
FDE Name – The name of the fault and the classification of the FDE. In Symptom – This section will list additional symptoms, if any, that might be
this case, the name is LG NO DISPATCH, and it is a CAUTION Fault. useful in verifying the fault. The scroll bar at right of the section should be
explored to view any additional symptoms that might be presented for a
Fault Name – The actual name of the fault based on the Fault Processing particular fault. In order to activate the scroll bar, the technician must move
and link to the LDI information. the focus of CCD to the SYMPTOM section. In this section, the technician
is looking for additional symptoms that would confirm the initial prognosis
Fault Type – In this example, the Fault Processing logic and the LDI have of the problem; i.e. confirmation that the module is indeed the failed LRU.
determined that the fault is a PROBE/SENSOR.
Documents – This section will list references to the Fault Isolation Manual.
Fault Code – This is the code that references the fault. The code can be The maintenance technician can reference this information and use it to
broken down into sections, each of which provides useful information in replace and retest the LRU and return the aircraft to service.
confirming the true nature of the problem.
When using a RT with Electronic FIM loaded, this section is used as a
ATA Chapter 32 The first two digits reference the ATA hyperlink to the applicable FIM TASKS.
Chapter.
ATA Sub-Chapter 61 The second pair of digits represent the ATA
Sub-Chapter.
Fault Code 1221 The next four digits are actual code of the
fault.
Reporting Unit PSS The last letters and digits represent the
reporting system.
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ACTIVE MAINTENANCE MESSAGES
Flight Deck Effect messages do not always represent the true maintenance
status of an aircraft. These messages only represent the active faults that
generate CAS messages for the crew. Many faults are not displayed as
CAS messages unless the faults directly affect safety-of-flight or affect a
system that is currently employed by the crew.
To view all Active Maintenance Messages, the technician must select the
proper screen. At the bottom of ACTIVE CORRELATED FDES screen,
there is a button labeled MAINT MSG. Selecting this button will open a
screen that displays all Active Maintenance messages for the aircraft.
When the ACTIVE MAINTENANCE MESSAGE screen is opened, only

ATA Chapters that have faulty systems are going to be displayed. By
placing the cursor over any chapter and pressing ENTER, the technician
can examine the actual faults within the chapter.
In this example, the fault list has been opened under Chapter 32:
LANDING GEAR, to show two active faults. One of these is the LG NO
DISPATCH fault that generated the Caution CAS Message.
The technician can now place the cursor over the fault and press enter.
This action will open the Maintenance Message Detail Page for the fault.
Note the Bezel Button at the bottom right of screen labeled FDE. This is a
toggle button that will allow the technician to view the Active Flight Deck
Effects. In the FDE screen, this button is labeled MAINT MSG.
This is a useful feature when viewing the effects of active faults on the
flight deck display and when the technician needs to see what is on the
CAS display on the flight deck, but is not in a position to actually view the
cockpit display. The button can be used to toggle back and forth between
the FDE EFFECTS screen and the MAINTENANCE MESSAGES screen.
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Maintenance Message Details
Data in the MAINTENANCE MESSAGE DETAIL page includes the fault

name, type and code, a field for the LRUs at fault, a field for symptom text
and a field for linked documents if any.
The MAINTENANCE MESSAGE DETAIL page is very similar to the FDE

Detail Page. The only difference is the lack of any reference to the Flight
Deck Effect, if any. Otherwise, the information on this page is the same
(see page 33 on this subject).
A printed copy of this screen is available thru airplane’s printer if the bezel
button PRINT SCREEN is pressed.
Note: No matter which patch is selected, the technician will always end at
the FDE Details, or Maintenance Message Details page. This is the page
that highlights all necessary data that the technician needs to troubleshoot
and resolve the system’s problem.
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• Present Leg
All maintenance messages that occurred during the last flight leg flown. By
selecting this option, the STORED MAINTENANCE MESSAGES page is
displayed and a list of FDE messages, organized by classification
(warning, caution, advisory or status), is presented. By selecting a
message, the “FDE DETAIL” menu is displayed showing the details of the
related message.
A flight leg is defined as the time from takeoff to takeoff.
Therefore, if the maintenance technician accesses the CMC after the last
flight, the Present Leg includes all maintenance messages from last flight.
A new flight leg does not begin until the next takeoff.
The Present Leg message list will capture all the maintenance messages
and display both Active Messages, and the Inactive Messages. The list is
vital in capturing and troubleshooting intermittent faults.
When opening the Present Leg Menu, the first screen is a list of all
Correlated Flight Deck Effects that occurred on the flight. The date and
Flight Leg number for the flight are also presented. If there are no FDE
messages the “NO FDE CORRELATIONS FOUND” message will be
displayed.
Even without any FDE messages present, the technician should examine
the total Maintenance Messages for the flight to insure that all messages
are addressed. To access the list of Maintenance Messages, move at the
lower right of the CMC display and press ENTER.
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PRESENT LEG STORED MAINTENANCE MESSAGES
The Stored Maintenance Messages screen, accessed from the Present

Leg FDE screen, presents all faults that have been captured by the system
arranged by ATA Chapter. The technician is able to open each Chapter
with the Cursor Box.
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• Maintenance Message Details
Data in the “MAINTENANCE MESSAGE DETAIL” page, including the fault

name, type and code, a field for the LRUs at fault, a field for symptom text,
a field for linked documents if any, and a field for the maintenance
message occurrences are shown in chronological order.
The Maintenance Message Detail page is almost identical to the

Maintenance Message Detail page that is accessed from the Active
Maintenance Message screen. The difference is at the lower portion of the
screen with the addition of a list of Maintenance Message Occurrences.
This will be a list of all occurrences of the fault on Present Leg. The list will
include the status of the fault, the date and time of occurrence, the Flight
Leg number, and the Phase of Flight where the fault occurred.
The importance of the screen is that intermittent faults, faults that occur
when components alternate between failed and normal states of operation,
will be captured along with the times and the Phases of Flight when faults
occurred. The list will include not only when the component failed, but also
the time when it returned to normal operation.
Otherwise, this screen will present the same date as FDE Detail Page and
the Active Maintenance Message Detail Page for the fault.
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• Historical By Date
All stored maintenance messages, whether active or inactive, are shown

sorted by date. Through this selection, the SELECT A FLIGHT LEG page
is displayed and a list of dates is first presented. Once a date is selected, a
list of flight legs is presented. By selecting a flight leg, a list of STORED
CORRELATED FDES messages, organized by classification (warning,
caution, advisory or status), is presented. By selecting a message, the
“FDE DETAIL” menu is displayed showing the details of the related
message.
When Maintenance Message are processed and recorded into the Fault
History Data Base, the messages are tagged by the Date of the fault
occurrence and the ATA Chapter under which the fault is categorized. As
long as the data exist within the memory of CMC, it can be accessed by
the technician and used as an historical reference for the aircraft tail
number.
Selection of the “HISTORICAL BY DATE” button will open a screen that

starts with the Year. The technician can open the Year, Month, Date, and
finally the Flight Leg through the use of the Rotary Knob.
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• Historical By Date (Cont)
As with the Fault Logs for the Present Leg, the first screen is the Stored
Correlated Flight Deck Effects page. At the lower right portion of the screen
is the bezel button listed MAINT MSG. Pressing this button will open the
Maintenance Message Detail page that is exactly like the other Detail
pages.
The Historical Data for the aircraft is maintained in the FHDB until it is
overwritten by newer data. Downloading the FDHB does not affect the
ability of the technician to view the information for troubleshooting
purposes. This will be further discussed in the section on Extended
Maintenance
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• Historical By ATA
All stored maintenance messages, whether active or inactive, are

displayed and a list of STORED CORRELATED FDES messages,
organized by classification (warning, caution, advisory or status), is
presented. By selecting a message, the FDE DETAIL menu is displayed
showing the details of the related message.
Selection of “HISTORICAL BY ATA” Chapter allows the technician to gain

a quick historical view of aircraft faults that have been categorized by each
ATA Chapter. This feature often is utilized for troubleshooting long-term
intermittent faults within the various specific aircraft systems.
Pressing the “HISTORICAL BY ATA” button will open the first screen to a
list of all Correlated Flight Data Effects that are stored in the FDHB. Note
the addition of “ALL FLIGHT LEGS” is in the screen header. This indicates
that the technician is viewing all the data stored in the FHDB for the
aircraft.
As with earlier pages, the technician will use the CCD Rotary Knob to open
and access the various faults displayed.
Opening all levels will take the maintenance technician to the Maintenance
Message Detail Page which is identical to the detail pages discussed
earlier.
The two Historical buttons (DATE & ATA) allow the technician to view all
the data that is currently stored in the FHDB. This data is not erased when
the FHDB is downloaded through the REPORTS button (discussed later).
The data remains in memory and can be accessed until the FHDB is full
and the oldest data overwritten by newer information. Depending on the
number of faults recorded on the aircraft, this stored period could range
from several months to more than a year.
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• Time Ordered Views (PRIMUS EPIC® LOAD 21.5 AND ON)
All stored maintenance messages, whether active or inactive, are shown

sorted by a range of dates. By selecting this option, the TIME ORDERED
VIEW page is displayed and a list of FDE messages, organized by time
(active, current leg, last 5 days, last 30 days, or a selectable date range),
are presented.
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• Time Ordered Views (CONT)
Each FDE message shows the phase of flight to the right of the message
as shown below:
PHASE OF FLIGHT DESCRIPTION

MNT Maintenance
UNC Uncertain
PFT Preflight
TAX Taxi
TO Take-Off
CMB Climb
CRS Cruise
APR Approach
RO Roll Out
RO Roll Out
The presentation is similar to a decoded FHDB on the CMC screen.
The lines are time-ordered, like those on a FHDB.
Lines in BOLD are related to CAS messages while lines in normal text are
CMC messages.
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• Reset Tests
SYSTEM DIAGNOSTICS • Interactive Tests
Whether the technician is performing troubleshooting activities or

conducting normal aircraft maintenance, s/he will utilize the System Passive Tests
Diagnostics capability of the Primus EPIC® system. Passive Tests (Status Screens) – The Passive Test is a very simple test for
the Member System. When the test is requested by technician through the
The System Diagnostic section of the Central Maintenance System CMC, the CMC sends a command to the Member System to perform an
contains about 380 tests and procedures. These procedures are used for IBIT (Initiated Built-In-Test). The Member System responds with a defined
everything in the aircraft from simple verification of system operation to the set of system parameters and data that help verify proper operation of the
rigging of the Fly-By-Wire flight control system. system. This test can be used to help verify operation of data bus lines and
discrete lines in some cases.
When the System Diagnostics button is pressed from the CMC Main Menu,
it opens the “Select a Test” a screen that lists all the ATA Chapters that Non-Interactive Tests
have system tests. The tests have been submitted to Honeywell by the
manufacturers of various systems and meet all the requirements for The Non-Interactive Tests are similar to the Passive Tests in that the CMC
certification and return to service. The tests are all referenced in the sends a command to the Member System to perform an IBIT. The tests
various sections of the AMM (Aircraft Maintenance Manual) and are performed by the Member System are more complex and thorough. Based
required as part of the normal servicing of the aircraft systems. o Member System programming the tests utilize a rigorous protocol and a
“dead man’s” timer to allow a member system to perform a predefined set
Move the Cursor to the desired ATA Chapter with the CCD Rotary Knob of actions to determine system health. In many cases, the result of Non-
and press the ENTER key to expand the Chapter into its Sub-Chapter Interactive are a simple “PASS” or “FAIL” based on the thorough test
components. procedure.
Move the Cursor to the desired Sub-Chapter to present all the test Reset Tests
procedures that may be performed to meet various maintenance The Reset Tests are designed to assist the technician by providing a quick
requirements. Each test and procedures is fully described in the AMM. In and easy method to “Reset” the processor(s) in a module or system. The
addition, most of the procedures in the CMC also contains full instructions Reset Test is the Primus EPIC® equivalent of a personal computer’s
and provides a steep-by-step process to conduct the test and log the “Control+Alternate+Delete” key sequence used to perform a soft-boot of
results. the microprocessor.
The tests are designed to provide sufficient information to the maintenance
technician to either return the aircraft to service, based on the results of the Interactive Tests
test, or troubleshooting the system to the failed component, LRU, or LRM. The Interactive Tests require the maintenance technician to follow a set of
The four types of test are: procedures and observe the results of the tests. The Interactive Tests
combine the display features of Passive Status Screens with the rigorous
• Passive Tests protocol required by the Non-Interactive tests.
• Non-Interactive Tests
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PASSIVE TESTS – STATUS SCREENS Possible Cell Indications:
Green – Operational
When the Passive Test is selected for a Member System, the CMC sends
a request to the system to perform a specific IBIT. In essence, the Member Red – Non-Operational
System responds with a limited set of parameters that provide a Status
Summary of the system. Typically, there is not a determination made by X – No Communication
the system of Pass or Fail status. It is the responsibility of the technician to
determine if a system is acceptable based on the data presented. When troubleshooting the ASCB Status Summary, the technician can use
the following guide lines along with this display.
Two examples of Passive Tests are the ASCB Status Summary and the
LAN Status Summary. A single Red Cell would represent a broken wire or bad stub connection
with the bus.
To enter the ASCB Status Summary, select Chapter 31 from the System
Diagnostic Menu. Open Chapter 31 and select Sub-Chapter 41, Avionics A column of Red Cells indicates the total loss of a bus. The most likely
Data Communications. Move the cursor to the ASCB Status Summary. cause is loss of the terminator resistor, breakage of the bus wire, or a sort
in the bus.
Selecting the ASCB Passive Test sends a request to all of the NICs and
NIMs on the four buses and requests certain verifying data. The CMC The Black “X” in a cell is an indication that the LRM is not communicating
summarizes the dada and presents it to the technician. information to the CMC regarding the connection. Additional testing may
be necessary.
Passive Screens are available for the ASCB/LAN buses, the Air Data
Systems, the Inertial Reference System, and many others. A row of Black “X” Cells would indicate a LRM that is not communicating to
the CMC. It may or may not be failed. Additional testing is necessary.
ASCB STATUS SUMMARY TEST
Shown is the expected presentation of Status Summary for the ASCB bus
network. There are four buses, displayed as four columns. Each LRM is
attached to the three of the buses (two Primary buses and one back-up
bus) and displayed as rows.
Note: The unidirectional cross-side primary bus is not shown in this

software version.
Each green cell represents a connection to a bus from a particular LRM.
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LAN STATUS SUMMARY TEST
The LAN (Local Area Network) bus also has a Status Summary page.
Select Chapter 31 and Sub-Chapter 41: Avionics Data Communications.
Select LAN Status Summary.
When the test is selected, the CMC evaluates the transmissions over the
LAN from the NIC and NIM modules as well as the other units attached to
the LAN. The screen displays all the units that are programmed on the
LAN and the color indicates the operational capability.
Green Cell – Unit is communicating over the LAN with the CMC.
Red Cell – Unit is not communicating over the LAN with CMC. In case of
the Printer, as shown here, it may be that the printer is not installed or is
not powered.
Column of Red Cells – The LAN as failed. Either the bus is open, shorted,
or there is a terminator resistor missing.
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When the test begins, there is a momentary pause while the ADF module,
NON-INTERATIVE TESTS or other unit, is contacted electronically. The system will allow ten seconds
for a response from the unit. If no response is received, the test will
automatically abort and the screen will present an error message to the
The Non-Interactive Tests in the Primus EPIC® system are designed to technician.
provide the technician with a PASS / FAIL indication for the system under
test. The test will run a pre-programmed IBIT when commanded.
Typically, there three basic screen associated with the Non-Interactive

Test.
• Pre-conditions – This is a list and explanation of the conditions

that the maintenance technician must set up prior to running the
test. This screen may be one to five pages in length depending on
the system’s interactions with other aircraft functions.
• Test in Progress – This screen advises the technician that the

test is in progress.
• Test PASS / FAIL – This screen advises the technician whether or

not the test completely successfully.
An example of a Non-Interactive Test is the test of the ADF (Automatic

Direction Finder).
Select Chapter 34 – Navigation.
Select Sub-Chapter 00 Modular Radio Cabinet 1 – Nav Cluster.
Finally Select the MRC 1 ADF IBIT.
The selection of the test will open a Precondition Screen for the ADF IBIT.
In this case, the only precondition is a caution for a momentary effect:
“Momentary Loss of ADF Functionality”.
When the technician has completed the precondition screen, there will be a
“CONFIRM” bezel button at bottom of the display. The technician will press
this button to start the actual test.
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RESET TESTS In this example, the technician will command the Reset Test on the
Actuator I/O Processor Module 1A located in MAU 1 Slot 2.
The Reset Test is a forced reset of a module and its processor(s). In many Select the System Diagnostic button from the Main CMC Menu.
ways, it is the Primus EPIC® system equivalent of the
“Control+Alternate+Delete” keystroke sequence that is sometimes used to Select Chapter 31 Indicating and Recording Systems.
restart a personal computer. However, the Reset Test is more extensive in
many regards. Move the Cursor down to Sub-Chapter 41 and select the MAU3 NIC1. This
will open and present the test name, MAU3 NIC5 MODULE RESET TEST.
When the Reset Test is invoked by the technician: Select this test to initiate the command.
• The processor(s) on the module are reset to their power-on
condition.
• The RAM (Random Access Memory) within the processor and on

the module is re-initialized and reset to the power-on state.
• The module is forced to exercise the PBIT (Power-On Built-In-

Test).
The Reset Test is a useful tool when troubleshooting individual modules

that may not indicate that they are correctly communicating with the Primus
EPIC® system. It allows the technician to restart an individual module
without powering-down the entire aircraft.
Additionally, the Reset Test can be helpful when performing Target Loads
of operating software or databases. The Test allows the technician to
restart an individual module after a software load without powering-down
the entire aircraft. This will be discussed further in the section on Software
Management.
Two points about the Reset Test procedure are:
• A NIC Reset will reset both the NIC and PROC cards that are
on the NIC/PROC Module.
• A PROC Reset will reset only the PROC portion of the

NIC/PROC Module.
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RESET TESTS (CONT)
The test will performed and a TEST PASS (TEST COMPLETE), or a TEST
FAIL, indication will be presented to the maintenance technician when the
test is complete. As with the Non-Interactive Test, the module is given ten
seconds to respond and active the test. If the module is failed or not
communicating with CMC, the test will be aborted and an error message
generated.
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INTERACTIVE TESTS
• Loaded
• Triggered
Interactive tests are those aircraft system tests that require the interaction
of the technician with the Primus EPIC® system before and during the test • Unloaded
procedure. This requires the technician to prepare and set some pre-
conditions for the test, similar to the Non-Interactive Tests, but then monitor Loaded Test – Will drive the Autopilot Servo with the clutch engaged. This
the test and perform additional functions depending on the test procedures. means that the control column (yoke) and control wheel, as well as the
As the test proceeds, the technician will perform the specified actions on external control surfaces, will move. During the test, the servo will move
the aircraft, observe the results, and confirm to the system, that the results the Control Yoke in one direction off-center, then move it in the opposite
are presented and accurate. direction, and return the Control Yoke to the center position. During the
test, the technician must observe the movement and validate that the
During the test, the technician will be presented with a series of Status movement was correct.
Screens. For each screen, there will be preconditions or a set of
instructions that must completed. For each screen, the technician must Triggered Test – Commands the servo to perform its internal Self Test
perform the activities or verify the conditions and then acknowledge that and returns a PASS/FAIL response to the technician through the CMC
the results are valid. display. There is no control wheel movement during this test.
Some examples of Interactive Tests include: Unloaded Test – Will drive the Autopilot but without engaging the servo
clutch. During this test, the internal servo monitoring circuitry is tested but
there will not be any control movement on the flight deck.
• ADA Functional Test
• Aileron Test
• Autopilot Test
• Elevator Test
• Fan Air Outlet Test
• Flaps and Brakes Tests
• Refueling Valve Tests
• Steering System Test
• Slats Test
Example of an Interactive Test Procedure
From the CMC Main Menu, Select ATA Chapter 22: Auto Flight
Select Sub-Chapter 11: Autopilot A1 or Autopilot A2
Opening the procedure reveals tests for all the three major control surfaces
and is further divided into three types of tests:
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AILERON LOADED TEST
Select the AFCS APA 1 Aileron Loaded Test from the menu. Press Enter
to begin.
The technician will be presented with the first of four screens representing
the four steps of the procedure. The technician must read the entire page,
then press the CONFIRM button at the bottom of the screen when ready to
proceed to the next step.
Normally, the first portion of the screen will be a list of Warning Message
regarding the procedure and the tests. This will be followed by a brief
explanation of the test purpose and then a description of the actual
procedure for the screen.
The test will first perform an IBIT procedure on the AIOP Module and then
proceed with the test. Each screen will require the technician to either
verify that the described motion of the control wheel occurred, or move the
wheel to a certain position. As each step is completed, the technician must
press the CONFIRM button at the bottom of the display before proceeding
to the next step.
At the end of the procedure, the last screen will offer a PASS/FAIL
message to indicate the overall status of the test. At this point, the
technician must verify if any additional steps are required by the AMM in
order to return the aircraft to service.
The tests for the Elevator and Rudder are similar to the Aileron tests.
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ADDITIONAL TEST EXAMPLES

CONFIGURATION MONITOR FUNCTION SOFTWARE STATUS
This is a validation of the operational software that is controlling the
CONFIGURATION MONITOR TEST Configuration Monitoring System in the aircraft.
The Configuration Monitor Test is used to validate the operational status of
the CMF (Configuration Monitoring Function) and the validity of the current CONFIGURATION STATUS
aircraft configuration. This will be either VALID or INVALID. Typically, if the CMF can read a
single APM, and verify that the rest of the system is functioning, this will be
NOTE: The acronym CMF is also used on ATA 23 as Communication VALID. If it is not valid, the display will indicate the total number of failures.
Management Function. If there are failures, the next several screens will direct the operator to the
failed components or software.
This test may be part of the aircraft’s Return-To-Service procedure
depending on the AMM.
If any failures are noted, the test will direct the technician to the failed
module and categorize the failure as either hardware or software. If the
failure is hardware related, the procedure is normally to replace the failed
component. If the failure is software related, the technician should attempt
to perform a Target Load of operating system for the failed module as the
first step.
APM STATUS – The status of each APM will be presented. All “X’s”, as
shown here, indicates that there is no communication between the CMC
and the APMs. Possible values are:
• VALID – The APM configuration is good and is proper for the

aircraft installation.
• INVALID – The APM configuration is not valid. Reload the APM

software for the aircraft.
• XXXXXX – The APM and the CMC are not able to communicate.
This could be a disconnected APM, a defective APM, or a network
bus issue.
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CONFIGURATION MONITOR TEST (CONT)
The second page, and subsequent pages of the Configuration Monitor

Test, will contain any failures detected by the system.
Note the presence of the NEXT and PREVIOUS buttons on the screen to
allow the technician to review any and all reported failures.
When the test is complete and the technician has review all the screens
and data, s/he should press the “TEST COMPLETE” bezel button at the
lower right portion of the display to signal the end of the test.
After completing the test, the technician can go to the Main Menu or back
to the Test Menu and proceed with additional maintenance activities with
the system.
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IRS STATUS TEST
The Inertial Reference System Status Test is another example of a Passive

Test but is one that has multiple pages, or screens, to convey all the
information desired. The IRS Status Test provides a multiple page
presentation of various IRS outputs. This is a good test if there is any
question as to data, or validity of the data, that is produced or utilized by
the IRS.
From the Test Menu, select Chapter 34 Navigation. Move the Cursor Box
down to Sub-Chapter 26 IRS 1 or 2 and press ENTER. Then select the
System Status Page.
The three IRS Status Pages provide a good view of all the relevant IRS
information to determine if the IRS is providing good data to the aircraft.
The test also validates the data buses that buses that feed the information
from the IRS units to the MAUs for distribution throughout the aircraft.
The first page of the data, shown here, provides the basic IRS information
plus some operational mode data.
When the technician is finished viewing the page, s/he should press the
“FWD” bezel button in the lower right portion of the screen to advance, or
go forward, to the next page.
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IRS STATUS TEST (CONT)
Information in this page includes reports of the 28 VDC power inputs as

well as the ARINC 429 bus inputs from the two GPS systems and the
General Purpose bus that contains the aircraft data needed by the IRS to
operate properly.
Finally, this page presents the Source Designation data that is read from
the pin programming in the connector.
After viewing this screen, the technician can press the Forward button to
go to the third page in the series.
The third page of the IRS Status presents data on the IRS Configuration
Module programming. This page validates the module programming and
operation in conjunction with the IRS Power-Up cycle.
The Global Positioning Hybrid Status provides data on the operation and
validity of the GPS Hybrid functions. This is a specialized output that sent
on the ARINC 429 output bus with specific ARINC 429 data labels and can
be used by any system that is designed and programmed to accept the
data.
The technician will press the “TEST COMPLETE” bezel button at the lower
right portion of the screen when finished with the test.
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EGPWM SELF TEST
The Enhanced Ground Proximity Warning System Module Self Test is an

example of an Interactive Test with multiple pages of preconditions.
Determination of the successful completion of the test is the responsibility
of the technician.
To enter the test, from the Test Menu, select Chapter 34, Navigation. Move
the cursor down to Sub-Chapter 41 and select the EGPWM Self Test.
The first page of the EGPWM Test is a screen with numerous notes and
preconditions.
The fist condition is that the EGPWM must be operational. This is

determined and verified by the operator as the system displays the status
of the EGPWM.
There are some notes to indicate that the test will be inhibited if the aircraft
is airborne or if other tests are active.
Whether or not the aircraft is “Airborne” is a function of the Monitor and

Warning System. This system has numerous inputs, including Weight-On-
Wheels, Airspeed, Radio Altitude, and more in order to determine if the
aircraft is flying. It is possible for the aircraft to be on ground yet the system
will indicate that it is “Airborne” for the purpose of this test and several
others.
After viewing the preconditions and notes the technician will press the
“CONFIRM” button to continue.
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CMC
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EGPWM SELF TEST (CONT)
The second page of the EGPWM preconditions is a list of aircraft systems

that provide operational information for the Terrain Awareness function. At
least one system within each group must be operational for the system to
pass the test.
It is the responsibility of the technician to verify that the systems are

functional and that the audio (Speaker or Headphone) has the volume
turned up to hear the audio warnings.
The third page of the EGPWM Test describes what is going to occur when
the test is started. The screen describes the display indications on the flight
deck displays as well as the audio warnings that are going to be heard and
exactly when the warnings will be issued.
When ready for the test, the technician needs to press the “START” button,
listen for the audios call-outs, and look at the cockpit displays.
The appearance of the word “TRUE” next to the START button indicates to
the technician that the system is in “TEST” and that the audio and video
displays should be available.
When the test finishes, it is the responsibility of the technician to validate

the successful completion of the test by pressing the TEST COMPLETE
bezel button in the lower right portion of the screen.
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CMC
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CONTROLLER TESTS
The CMC has a number of Interactive Tests for the controllers and
switches that are part of the Primus EPIC® system. The tests require that
the technician activates a switch, knob, or button, and monitor that action
on CMC display.
Some of the units that are tested in this manner are:
• Master Caution/ Warning PB Annunciator

• Air Data Reversion Switches
• Guidance Control Panel
• Cursor Control Devices
The results of each part of the tests are displayed on the Co-pilot’s MFD.
The Controller Test for the CCD is a good example of test procedures and
display indications.
To execute the test, Select Chapter 31 Indicating and then select the
appropriate touchpad controller.
The first screen is a precondition list of Circuit Breakers that must be

pushed in to power the displays and the MAUs that provide the control
links to the CCDs.
Press the “CONFIRM” bezel button to proceed.
On the CCD, the technician needs to verify operation of each button and
knob on device.
The operator will press a button or turn a knob and verify the action with
change in the CMC presentation on the MFD or Remote Terminal.
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CMC
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CONTROLLER TESTS (CONT)
Page 2 of the CCD Test presents a representation of the displays that are
controlled by the Co-Pilot CCD. The technician must verify that all displays
and CCD on the display are “GREEN”. This indicates that the displays and
the controller are all communicating with the CMC and with each other so
that the test can continue.
Once the screens are verified, the technician can press the “FWD” bezel
button in the lower right corner of the display to proceed to the next step.
Page 3 of the CCD Test presents a graphical representation of the CCD.

To test the device, the technician will press a button, turn a knob, and
touch the touchpad and look for a change on display.
With every motion, the button, the knob, or the touchpad will change color
to Green to indicate activity. The Inner and Outer Rotary Knobs have
coded digits presented. The technician will note that the numbers change
as the knobs are rotated.
With the touchpad, when the finger is placed on the touchpad, the pad will
turn Green and the X-Y position of the touch will be displayed. As the
finger is moved across the touchpad, the X_Y numbers will change to
demonstrate the movement.
Once the test is complete, the technician will press the TEST COMPLETE
bezel button in the lower right corner of the display to finish and return to
the Test Menu.
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CMC
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MONITOR WARNING/WEIGHT-ON-WHEELS
INTERFACE
The MWS (Monitor Warning System) provides the WOW (Weight-On-

Wheels) determination for the aircraft. This indication is utilized by a variety
of systems to determine the flight status of the airplane.
Since many systems utilize this WOW determination, it is best to have a

method of validating the WOW classification by viewing the status and the
input information that the MWS utilizes to make the classification.
To view the status of the MSW, select Chapter 31, Indicating Recording
Systems. Select Sub-Chapter 41 Avionics Data Communication. Then
move the Cursor to the Monitor Warn/WOW Status and press ENTER.
The Monitor Warning/WOW Interface Screen displays the operational

status of the two Monitor Warning Systems (MW 1 and MW 2) as well as
the WOW determination from both systems.
This screen provides functional information on the:
• MW 1 and MW 2
• PSEM 1 and PSEM 2
• Generic I/O Module in MAU 1
• Generic I/O Module in MAU 3
The various inputs that the MWS utilizes to determine WOW are listed. For
example, the MWS gets inputs from Proximity Sensor Electronic Module as
well as direct connections to sensors on the landing gear.
If an incorrect WOW indication is causing a system problem, this screen

may be utilized as part of the overall troubleshooting effort.
Press the “TEST COMPLETE” bezel button in the lower right corner of the
display to finish the test.
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CMC
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EXTENDED MAINTENANCE
In order to access the Extend Maintenance capabilities of the system, the
technician needs to access the Extended Maintenance button from the
Central Maintenance Computer Main Menu.
This will open a series of sub-menu items and software tools that the
maintenance technician can utilize to more thoroughly analyze potential
aircraft problems.
The extended maintenance has the following options:
o Enable or disable fault recording while the aircraft is on the ground.

o Access aircraft system information and system status quickly.
o Download non-volatile memory from various Member Systems.
o Check and confirm Member System configurations and total
system configuration.
o Create and download reports for printing and storage including
maintenance reports and FHDB (Fault History Database).
• STORAGE ENABLED/DISABLED
Inhibits storage of maintenance messages in the FHDB (Fault History
Database).
The first Menu Item under Extended Maintenance Menu is the Storage
Enable/Storage disable button. The purpose of this virtual button is to
toggle the storage of faults in the FHDB.
By selecting the STORAGE ENABLED PRESS TO DISABLED soft key,

the soft key label will change to STORAGE DISABLEDPRESS TO
ENABLE. In order to re-enable storage, press the soft key again.
In any event, the storage of faults in the FHDB will be automatically enable
on the next Power-Up or next Take Off.
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CMC
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For each system that is listed as NOT OPERATIONAL, LRU NO COM or

• MEMBER SYSTEM STATUS IOM NO COM, a maintenance message will be generated by the CMC.
The Member System Status selection is a quick way for the maintenance
technician to determine the overall operational health of the various aircraft
systems in addition to the CAS Message window on the EICAS display.
When selected, the screen will present a list of all ATA Chapters that
contain Primus EPIC® Member Systems. If any ATA Chapter has a system
that is not functioning correctly, That ATA Chapter will be highlighted in a
Cyan color.
The Status Summary offers color coding to correspond to one of four

states of system status. The four states are:
o OPERATIONAL – White
o TEST – White
o NOT OPERATIONAL – Cyan
o NO LRU COM or IOM (Input/Output Module) NO COM – Cyan
Normal White colors indicate that the Member System within the ATA
Chapter are performing normally and communicating with the CMC and
overall Primus EPIC® system. Systems that are in the TEST Mode are
also colored White until the test is complete. At the end of the test, the
system status will stay White or change to Cyan depending on its post-test
operational status.
Cyan colors indicate Member Systems that are non-operational or are not
communicating with the Primus EPIC® system.
In this example, ATA Chapter 49 Airborne Auxiliary Power (among others),

has detected a problem as indicated by the Cyan color. Selecting and
opening the chapter reveals that the problem is within the Sub-Chapter 61
APU FADEC. By opening the Sub-Chapter, the technician can find the
reason(s) why there’s no communication with the Primus EPIC® System.
This will require additional troubleshooting.
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CMC
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• FILE TRANSFER FROM LRU
Many of the various Member Systems have extensive BIT (Built-In-Test)

capability and contain Non-Volatile Memory circuits to retain information
and important data on faults and errors.
To accomplish this task, the technician will access the File Transfer
capability of the CMC.
EFFECTIVITY: ON ACFT WITH DMU
File Transfer - Lets the file transfer from the Member System to the DMU
(PCMCIA) or local drives of the notebook PC running on the RT.
EFFECTIVITY: ON ACFT WITHOUT DMU
File Transfer - Lets the file transfer from the member system to the local
drives of the notebook PC running on the RT.
First select the FILE TRANSFER FROM LRU button on CMC Extended
Maintenance Menu.
Next move the Cursor to the desired ATA Chapter of the system that needs
to be downloaded.
Select the system to be downloaded.
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CMC
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• FILE TRANSFER FROM LRU (CONT)
Select the proper file. In this example, the technician is going to download
the cbnicidreg.txt file. The Cursor should be moved over the file name and
ENTER button pressed.
At this point, a screen will appear asking the technician where the
downloaded file should be transferred. The options are going to be:
o LOCAL STORAGE
o [DMU] PCMCIA1
o [DMU] PCMCIA2
Local Storage is the Remote Terminal. The File will be transferred to a file
in the CMC Folder.
DMU is the optional Data Management Unit that may be installed in the
aircraft. If installed, the DMU offers two slots where the technician can
insert a blank PCMCIA memory card and download the file to the card.
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CMC
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• FILE TRANSFER FROM LRU (CONT)
After the file transfer, a screen will open and show where the file is, as well
as the name of the file.
Do not rename the copied files.
If a PCMCIA memory card was used, now is safe to remove the card from
the DMU.
The card can then be sent to a shop for data transfer to another computer
or sent directly to the Member System manufacturer.
The data is in a format specified by the system manufacturer. It is normally

not easily read by the maintenance technician on a standard computer
without special software.
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CMC
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• CONFIGURATION Cyclic Redundancy Check

The purpose of the Configuration is to allow the technician access to
The cyclic redundancy check, or CRC, is a technique for detecting errors in
configuration data about various Member Systems in the aircraft.
digital data, but not for making corrections when errors are detected. It is
used primarily in data transmission. In the CRC method, a certain number
To access the data, the technician will press the Configuration button on
of check bits, often called a checksum, are appended to the message
the Extended Maintenance Menu.
being transmitted. The receiver can determine whether or not the check
bits agree with the data, to ascertain with a certain degree of probability
The next screen will display the ATA Chapters that contain Member
whether or not an error occurred in transmission.
System that have configuration data. The technician will move the Cursor
down to the desired ATA Chapter and open it. The technician will then
select the desired system by moving the Cursor and selecting it with the
ENTER button.
The display will expand to show the configuration data for the system.
There are 30 fields for the display of related data that are pre-defined as:
equipment ID (Identification), destination identifier, hardware part number,
software part number, serial number, and software version.
Any additional fields are defined by the equipment manufacturer and

represent data that the manufacturer may need to have access to through
the maintenance technician’s activities.
One example is the configuration for a functional Member System. This

system displays the ASCB-D ID data as well as the hardware part number,
software part number and serial number of the AIOP Module.
A second example is information from a Federated System, in this case,

the Inertial Reference System. Here the system configuration contains
similar information on the IRS units as well as the configuration Cyclic
Redundant Check number from the IRS Configuration Module. The CRC
number may be of value in troubleshooting an IRS start-up issue.
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result of this, the configuration data on the CMC is for maintenance

• CONFIGURATION (CONT) purpose only and should not be used to verify the airworthiness of the
aircraft.
A Final example is the configuration of the CMCM (Central Maintenance
Computer Module). The list for the CMC includes 18 configurations The ADMS Configuration Pages are for maintenance reference only. To
parameters. verify the aircraft configuration for airworthiness or to return an aircraft to
flight, the technician needs to refer to Aircraft System Configuration from
Some important data on this screen: the MFD display in the cockpit.
o CMC Software Version – This number, on the aircraft,

and the version of the Remote Terminal software, must be
the same for the RT to connect to the aircraft over the
LAN.
o LDI Part Number – This number is key to insuring that the

CMC will function properly with this aircraft and display the
maintenance data it should.
o Flight Phase – On the aircraft, this is where the technician

can validate the proper Phase of Flight for the aircraft and
assure that it is correct. On the Remote Terminal, the
Phase of Flight is displayed at the bottom of the Laptop
screen.
o FHDB % Full – This is the only place where the technician

can view exactly how much data is stored in the Fault
History Database. The number represents the amount of
data stored since last time the FHDB was off-loaded
versus the total capacity of the system.
Summary of the configuration Screens
When the aircraft is initially powered, the configuration data is sent from the
various systems but at a very slow rate. The configuration information for
the CMC is considered “non-essential” and takes a low priority when
compared to the operational data. After power-up, it can take up to 15
minutes before all configuration is sent from the various Member Systems,
assembled by the CMC, classified, and made ready for presentation. As
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CMC
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open the screen to the next level. This next level varies slightly between
• REPORTS the various reports.
The Reports page is designed to assemble data, format the information, ACMF Reports are those that are created as a result of the interaction of
and allow it to be printed or transferred to the Remote Terminal or other the ACMF (Aircraft Conditioning Monitor Function) programming and the
data device for distribution as required. activities of the aircraft. Data for these reports (trend and exceedance) are
stored in files whenever the pre-programmed trigger conditions exist over
To access the Report Page, press the Reports virtual button on the the ASCB-D bus. Once stored, data can be retrieved using the RT or DMU
extended Maintenance Menu. or retrieved for in-air download via the CMF (Communications
Management Function).
The CMC Reports screen allows the technician to generate reports for a
variety purposes. The reports are filed within two major groups: ACTIVE MAINTENANCE MESSAGE REPORT is a list of all the currently
active flight deck effects and active maintenance messages at the moment
o ACMF Reports the report is requested.
o CMC Reports CURRENT LEG FAILURES REPORT is a list of all flight deck effects and
maintenance messages that occurred on the current flight leg. The current
Within these two groups are numerous reports that can be generated by flight leg is defined as the time from takeoff to takeoff so all messages from
the maintenance technician for use by the airline, the aircraft manufacturer, the last flight would be within this report.
or other interested and authorized parties.
CONFIGURATION REPORT is a report of data and equipment information
The Reports that can be generated are: from all the Member Systems on the aircraft.
o ACMF REPORTS EXPORT FAULT HISTORY will download the machine readable file to RT
or DMU’s PCMCIA Card for eventual transfer to the aircraft manufacturer
o ACTIVE MAINTENANCE MESSAGE REPORT or for archival storage.
o CURRENT LEG FAILURES REPORT
NOTE: The FHDB report generates a report that is not directly accessible.
o CONFIGURATION REPORT All other reports are generated as plain text files.
o EXPORT FAULT HISTORY
ACTIVE ORDERED FDE/MM -See AMM II Chapter 45
o ACTIVE ORDERED FDE/MM
CURRENT LEG ORDERED FDE/MM-See AMM II Chapter 45
o CURRENT LEG ORDERED FDE/MM
o EXPORT MS NVM FILES EXPORT MS NVM FILES-See AMM II Chapter 45
To generate the report, the technician should move the Cursor over the
desired report on the CMC Reports screen and press ENTER. This will
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CMC
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ACMF REPORTS If the data is sent to the RT, a file will be created on the C: Drive of the
hard disk under the CMC Directory, in a folder called Reports.
The Aircraft has a series of ACMF (Aircraft Condition Maintenance If the data is sent to the DMU, the information will be stored by its file name
Function) programs loaded into the memory of the CMC. These ACMF on the PCMCIA memory card. The memory card can be of any memory
programs are designated to monitor the ASCB-D bus data for size and may be any type of card that fit into the PCMCIA slot through an
preprogrammed or triggers conditions of interest to the aircraft adapter. There are many types of memory cards on the market and these,
manufacturer, Member System manufacturer or even to the airliner. along with the appropriate adapter, can be used for file storage in the
DMU.
When the conditions exist that meet the program’s requirements, an ACMF
report is generated and stored within the CMC. To access these reports, ACMF DATA
the technician will open the ACMF Reports page and select the report or
reports to be downloaded. Shown are some data examples extracted from a Cruise Data ACMF
Report. The data is downloaded from the aircraft as a machine readable
If there are no ACMF reports that have been generated, the display will file. The file is imported into the Report Analyzer software program on a
indicate that fact. personal computer. The Report Analyzer program assigns the data to the
specific named cells and allows the program operator the option of
Normally, the aircraft will generate a large number of separated ACMF presenting or formatting the data for further use.
Reports over a short period of time and these should be downloaded on a
regular basis. The reports themselves are designed to be evaluated by the
Report Analyzer Software and are in a machine readable format. The data
is normally not in a printable format without first being reformatted by the
Report Analyzer program.
The normal baseline aircraft contains a series of ACMF programs that are
designed to look for and record data on:
o Engine Operation Data

o Exceedances: Engine and Airframe
o Cruise Reports
The data is grouped and sorted. Data within a group, Cruise Reports for
example, is sorted by Data and Time. Each report must be downloaded
separately but can be sent to the same destination drive or folder.
When selected for downloading, the report listing will expand to show the
potential destinations for the information. In this case the data can be
retrieved using the RT or DMU or retrieved for in-air download via the CMF
(Communications Management Function).
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ACMF
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CMC REPORTS – FILE NAME DETAILS
ACTIVE MAINTENANCE MESSAGE REPORT The file stored in the REPORTS folder under the CMC Directory on the
hard rive of the RT.
To generate reports on the Active FDE and Maintenance Messages, the
technician should move the Cursor over the ACTIVE FDE/MAINT MSG line The file can be retrieved and opened by any word processing program
and press the ENTER key. This will expand the item to show where the such as MS Word, Notepad, or WordPad.
various reports can be sent.
When viewed on a word processing program screen, the file will have a
The sending options for this report are: print header that identifies the file, the aircraft, date, time, and other
important information.
o Cockpit Printer
The header information identifies the aircraft and date and time it was
o Local Storage
printed. Additional information includes the LDI Version and the CMC
o DMU 1 PCMCIA Slot 1 Software Version. Also, the total FDEs and Actives Messages included in
the report are listed.
o DMU 1 PCMCIA Slot 2
The maintenance information presented for each message item is all the
The options will only be listed if they are installed and active. If the optional data that exist on the Detailed Maintenance Message Page from the CMC.
Cockpit Printer or Data Management Unit is not installed, them the item will
not be listed as a report destination.
The technician will select the destination for the report by moving the
Cursor over the desired output and press the ENTER key. The report will
be generated and sent to the desired location. In this case, the report is
sent to Local Storage which means the Hard Drive of the Remote Terminal.
It will be saved and the name of the saved file is presented at the bottom of
the display. The progress of the transfer and the name of the file generated
by the transfer will be presented at the lower portion of the display.
The Report Status indicates that the report is complete. The file is stored
on the “C” drive of the RT, in the CMC Directory and Reports Folder. The
name of file is AMM followed by date code and the RPT file extension.
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Reports
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CURRENT LEG FAILURES REPORT
The Current Leg Report lists the both active and historical FDEs and
Maintenance Message data for the current flight. A flight leg is defined as
the period of time from takeoff to takeoff. The current Leg includes all data
from the last flight of the aircraft as well as any active messages occurring
while the technician examines the CMC. One requirement to generate the
list is the aircraft transition from the Airborne Mode to any of the Ground
Modes as determined by the MWS or the Central Maintenance Function.
To access the Current Leg Report, move the Cursor over the desired
report and Press ENTER. Select the desired output destination with the
Cursor and again press ENTER.
The Report Status, in the lower portion of the display, will indicate the
successful transfer of data to RT. Please note the name of the file as
stored.
The format of the printout is shown.
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Current Leg Failures Report
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CONFIGURATION REPORT
To generate reports on the System Configuration, the technician should

move the Cursor over the SYSTEM CONFIGURATION line and press the
ENTER key. This will expand the item to show where the various reports
can be sent.
As with the other reports, this can be sent to a variety of destinations. If the
aircraft is equipped with a Cockpit Printer, and the file is sent there for
printing, the file will be limited to 5 pages. This is done to avoid wasting of
the printer’s thermal paper and applies to all files sent to the printer.
The Configuration Report can be very lengthy when printed out. The
header of the printout names the report and provides the aircraft, date,
time, LDI Version, and Software versions of the CMC. This information can
be useful if there are configurations issues with the aircraft.
The data for this report builds slowly at about two characters per second.
This is done to avoid conflicts with the other system requirements and
needs for data in the aircraft. As mentioned early, this file can take 10 – 15
minutes after power-on to fully generate.
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System Configuration Report
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EXPORT FAULT HISTORY FHDB - DATA ERASE
The Fault History Database can be downloaded in much the same way as Since the management of the FHDB is automatic, the CMF does not allow
other reports. However, the overall file is downloaded as a ZIP the user to manually modify or delete the FHDB.
Compressed, machine readable, file ready to be Emailed to Embraer or
Honeywell or even sent to the Airline’s Engineering Dept for If necessary to erase the FHDB, a RT should be used.
troubleshooting the aircraft. This file can be quite large depending on the
number of faults recorded and the amount of time that has elapsed since On the RT application screen, select the menu “Settings” and then select
the last time the file was downloaded. The file can take several seconds to “Administrative Tools”.
transfer to the RT or PCMCIA card.
As result the Administrative Options screen is shown.
Because the file is compressed, it is not available for printing. There will be Type the password ERJ170 or ERJ 190 and select “Execute”.
no printing option as a destination for this file.
The “Clear FHDB?” screen is shown, then . . .
The file will be stored as a ZIP compressed file in the same folder on RT
hard drive as the other files but will have a slightly different name. Only a Select the “YES” button.
portion of the name is visible on the CMC display.
The “FHDB Cleared” screen is shown, then . . .
NOTE: Do not rename the FHDB ZIP file. This result in file corruption and it
can not be used anymore. Select the “OK” button.
The FHDB is not cleared or erased after a download. Through the CMC or The CMC module restarts.
RT, the technician can still access all available history for the aircraft after
a download. NOTE: Wait until the CMC starts before you remove the power supply from
the aircraft.
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FHDB
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DECODING THE FHDB This page shows which member systems are operational and which ones
are not. Having the status OPERATIONAL in this page means that the
The contents of the ZIP file can be examined on the computer if desired member system is connected to the CMC and is reporting activity to the
but a special program will be required to actually read and organize the ADMS (Aircraft Diagnostic and Maintenance System) properly. If a member
data. system has the status of LRU NO COMM, it is not able to communicate
with the CMC, because the LRU that hosts the member system failed, has
been intentionally or unintentionally deactivated or the communication
channel between the CMC and the member system lost its functionality.
TRAINING INFORMATION POINTS
CMC CIRCUIT BREAKER
Be careful when you remove power from the CMC module. If power is
removed from the CMC module for more than 10 seconds, the module will
start its shutdown procedure. This procedure takes about 2 minutes. If you
open the CMC circuit breaker (CMC on the RH CBP (Circuit Breaker
Panel), HOT BATT BUS 2) while the CMC module is shutting down,
permanent damage to the CMC module can occur and it will need to be
repaired. When power is supplied to the CMC module again, it will start its
power-up procedure. The full power-up process takes approximately 5
minutes.
CMC FAIL CAS MESSAGE DURING AIRCRAFT POWER-UP
When the aircraft is powered-up, the advisory CAS message CMC FAIL
shows while the CMC module is starting up. After approximately 3 minutes,
the message automatically goes out of view and the CMC becomes
available.
TROUBLESHOOTING WITH THE CMC
The CMC has several test and status screens that may be useful when
performing troubleshooting activities. One page that may help you
troubleshoot aircraft systems is the MEMBER SYSTEM STATUS page,
under the EXTENDED MAINTENANCE option of the CMC.
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Decoding the FHDB
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DATA LOADING SYSTEM

• DATA LOADER
The DLS is a software program that allows the loading of entire Primus
The last option on the CMC MAIN MENU will allow the technician, using EPIC® application software and databases. It is driven by a GUI (Graphical
the DLS (Data Loading System), to load database and software in the User Application) that runs under the CMC application on the aircraft DMU
airplane’ systems. or a RT. The DLS is an independent operating system and does not
require that the CMC module in the aircraft be functional other than to
A brief explanation about the DLS architecture and operation will be support the LAN interface.
discussed as well as the role of the CMS in the avionics software
management. In this section will also be explained the normal routine The operator controls the GUI and selects either “Target Load” or “Full
database management and software loading procedures and how to Load”. Both loading modes load controlled software and/or data. However,
recognize a software configuration problem, select the proper software to the methods differ in the fact that the “Target Load” allows the loading of a
re-load, and verify that the software has been successfully installed. specific LRU, whereas a “Full Load” ensures the entire system (all
modules) is loaded with the correct files.
A combination of fast multi-tasking processors and functionality software is
used by Primus EPIC® to perform the multiple tasks required to operate The term “Full Load” is also used in reference to the Navigation Database
and control the aircraft. Loading procedure discussed later.
In a sense, the software is the key to attaining the high performance The DLS resides in 2 different places in the Primus EPIC® System.
levels and system reliability needed for full functionality and flight
safety. o Within the Remote Terminal application running on the CMC
Module, where only one loading thread is allowed to run at
More than ever, the successful management of software and ability to load one time. This copy of DLS is accessed via the cockpit’s CMC
the programs and databases that comprise the Primus EPIC® System will display (main menu).
determine the successful maintainability of the aircraft. The avionics
o On any personal computer that has the CMC’s Remote Terminal
technician will need a working knowledge of laptop computer utilization and
software. DLS on a truly “remote terminal” (not the CMC)
have the ability to perform data loading procedures.
allows up to 5 loadings threads to load at one time, an
advantage when Full Load is performed.
The data to be loaded will be on a CD/DVD ROM and can be located on

either the DMU or the RT PC Drive (preferred location). Copies of the data
files are also stored on Database Module (or NIC+PROC 4) and can be
transferred to other modules in some maintenance situations.
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Notes:
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MAU MODULES SOFTWARE REVIEW
All Primus EPIC® Modules are identified externally by their hardware part There are three types of software for the EPIC® system. The first is
number. The part number, along with the Modification Status and the module Boot, or start-up software. The second is Flight, or operational
module’s serial number, are printed on a label affixed to the faceplate of software. The third is the Database software, or support information
each module. The face plate is visible when the module is installed in the software.
MAU but may be partially hidden by the backshell connector for the
module. Each module uses Boot Software during the Power-Up cycle to start
operation of the module, initialize module communication within the MAU,
With exception of the Power Supply and Global Positioning Receiver MRC or SPDA, and perform basic processor checks. Boot software starts
modules, all modules of the MAU are shipped without software. The the operation of each module and provides basic monitoring of the
software that will be loaded on the module once it is installed in the aircraft module’s physical and electrical characteristics while in operation. The
is specific to the aircraft type and the aircraft serial number. In all cases, Boot software will change infrequently so that modules are shipped from
the software for a module is specific to the location of the module in each the factory or repair shop with this software already loaded. It is highly
MAU. unlikely that Boot Software will ever need to be loaded in the field by the
aircraft operator. Boot Software may need to be modified whenever there
The primary reasons for this design are the need to control costs by is a major software upgrade to the avionics.
providing common part numbers of modules and the desire to increase the
availability of spares to support the fleet of aircraft in service. Two modules, Flight, or operational software, is the computer code that allows each
with the same part number, can perform totally different functions processor and module in the Primus EPIC® system to perform the tasks
depending on the aircraft and the MAU slot in which the modules are expected. Each module in the MAU will have specific Flight Software
installed. The programming, or software of the module, determines the installed based on the module type and the location of the module in the
functions the module will perform. MAU. This is the software code that will need to be installed or re-installed
under normal maintenance situations whenever a module is changed or
Installation of software and databases can be performed by several two modules are swapped. Additional flight software is the Configuration
methods. The preferred method is to install all software and databases with File for the aircraft that is contained in the APM (Aircraft Personality
a Laptop Computer (PC) and the LAN on aircraft using the CD/DVD ROMs Module). Typically, the operational software will need to be installed, or
supplied by EMBRAER, JEPPESEN, and HONEYWELL. Alternately the loaded, on an aircraft under a variety of conditions. These situations will
technician can load software from Database (or NIC+PROC 4) module to require a software loading:
restore another MAU module to functionality or the CD/DVD ROMs can be
inserted in the DMU and loaded from there. o The installation of a new module.
o The swapping of modules for troubleshooting
o Whenever software upgrades or new functions are introduced.
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Notes:
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SOFTWARE REVIEW (CONT) Custom and Aircraft Databases – These databases reside on each of the
processor modules that handle the FMS functions. These databases store
the Custom data consisting of stored Flight Plans and Waypoints, and the
The Database Software consist of data used to create flight plans, support Aircraft data that is used as part of the Performance calculations and the
maintenance, manage the FMS, and other activities that require current, TOLD (Takeoff and Landing Data) function. The Custom data is generated
up-to-date information that may change frequently. There are a series of onboard the aircraft by the flight crew. The Aircraft database is supplied by
databases contained within the EPIC® system and each will need to be Honeywell and is based on aircraft performance information developed
installed or updated on regular basis. Some of the cycles will be very during flight test and provided by Embraer. If desired, the Aircraft Database
frequent; others will be only once or twice each year. can be modified over time by the SmartPerf® functions of the FMS
software if SmartPerf® learning is enabled in the FMS. If SmartPerf®
The Database Software used by EPIC® system now and in the future learning is enabled, the Aircraft Performance database should be
includes: downloaded and store on a regular basis for backup purposes.
o LDI (Loadable Diagnostic Information) Terrain and Obstacle Databases – These two databases are stored on
o Navigation Databases – FMS the EGPWM (Enhanced Ground Proximity Warning Modules) and consist
of topographical data and obstacle data for the entire Earth. The
o Custom and Aircraft Databases – FMS information for these databases is supplied by Honeywell as required and
o Terrain/Obstacle Databases – EGPWS is issued on CD-ROMs as part of the database subscription service.
o Airline Modifiable Information – AMI Airline Modifiable Information – This database controls the
o Electronic Checklist Communications Management Function. Included in this function is the
management of data communications between the aircraft and ground
over VHF, HF and SATCOM data channels.
LDI (Loadable Diagnostic Information) – This database is used by the
Central Maintenance Computer to link the messages displayed on the CAS Checklist Data - The ECL (Electronic Checklist System) utilizes a
(Cockpit Advisory System) with the plain language fault description, faulty database that is supplied by Embraer. The database can be modified in a
module or LRU, and recommended maintenance actions. This database limited manner by the operator using an optional Honeywell ECL program
file is managed by Embraer Support Engineers. The LDI will be updated as on the operator’s personal computer. The database will reside on the
necessary by Embraer and distributed on a CD-ROM. processor module that performs the ECL function. Fleet-wide changes to
checklist data will be supplied By Embraer on a CD-ROM as required.
Navigation Databases – There are two Navigation databases available for
the aircraft. One is the optional customer database that provides the
company routes. The second is the world-wide navigational database. This
database is related to the navigational function and will need to be loaded
on regular 28 day cycle. The FMS navigation database resides on each of
the processor modules that handle the FMS functions. The Navigation
Databases files are generated and produced by Honeywell and are
supplied on CD-ROM disks as part of the database subscription service.
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Software Loading
1. OPERATIONAL SOFTWARE - PRIMUS EPIC SYSTEM SOFTWARE - MEDIA IDENTIFICATION: EMBRAER LOAD XX.X
2. APM OPTIONS DATA - MEDIA IDENTIFICATION: EMBRAER OPTIONS DATA
4. CMC LDI DATABASE - MEDIA IDENTIFICATION: CMC LDI DATABASE
5. FOR AIRCRAFT WITH CMF INSTALLED - CMF DATABASE - MEDIA IDENTIFICATION: CMF AIRLINE MODIFIABLE
INFORMATION FOR ATS
6. PRIMUS EPIC DATABASES - MEDIA IDENTIFICATION: EPIC DATA SET
7. ACMF APPLICATION
8. FOR AIRCRAFT WITH ECL INSTALLED - ECL DATABASE - MEDIA IDENTIFICATION: ELECTRONIC CHECKLIST DB.
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DR_PN FILES There will be several CD-ROMs assigned to each aircraft. The original CD-
ROMs or authorized copies should be carried on the aircraft to insure
maintenance recovery capability when the aircraft is away from the
The files on the CD-ROMs that are to be loaded on the aircraft are
maintenance base.
organized as DR_PN files. Also known as Directory Part Number files, they
contain all information required for the Data Loading System to transfer the
Primus EPIC® – Also called the “Master Disk” or “Operational Software”
information from the CD-ROM to the aircraft. Essentially, these files are
contains all operational software for the Honeywell modules and is
computer script type files that provide direction, guidance, and automate
identified by a Master Load part number that corresponds to the certified
the data loading process when commanded by the maintenance
level of the software installed on the aircraft. This disk will only be re-issued
technician.
when a new certification level for the entire aircraft is achieved or a Service
Bulletin is issued for specific programs.
Within each DR_PN file is:
APM Settings and Options file – Created by Embraer for each individual
o Header Files
aircraft using the Honeywell APM Settings Tool, this CD-ROM contains all
- Identify compatibility, display load description, load content. the data that is stored on the APMs, being updated when there any major
o Master Load File change to the aircraft’s configuration.
- What Software gets loaded to which physical module location EPIC® Data Set – Supplied by Honeywell as part of the subscription
o Master Configuration File service, will be sent to the operator every 28 days. The disk contains the
Airspace and Communications data, The Navigational Data Base, and the
- Software part number and Cyclic Redundant Checks. Envelope Modulation and Thread files for the EGPWS module.
- Hardware part numbers.
CMF AMI for ATS – This disk contains the computer control operating
- Locations for Hardware and Software. instructions and database for the CMF.
The CMC (Configuration Management System) will be used to verify and LDI – Supplied by Embraer and delivered to the operator along with the
validate the loaded software of the system on every Power-Up. The CMS aircraft. Changes to this file will be made from time-to-time to address
will check the Software version of individual modules and will alert the maintenance displays changes and the Central Maintenance System.
operator if the software configuration has changed in any way since the
last cycle. Electronic Checklist - This CD-ROM is supplied by Embraer along with
the aircraft. It contains a backup copy of the Electronic Checklist file that
The operator will be prompted to load new or replacement software as a supports the Electronic Checklist feature of the EPIC® system.
result of the alert. The prompt will direct the operator to load the software
from the back-up files stored on Database Module (or NIC+PROC 4), from
the Software CD-ROM placed in the DMU, or from the CD-ROM placed in
the RT. In any event, the operator will have the option of using the CMC
display on the flight deck or the RT display on the laptop to manage the
software loading.
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Software Uploading, Primus Epic Avionic System
AIPC 31-41-00
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OTHER PROGRAMS AND SOFTWARE TOOLS Although the DLS software on the RT is controlling the data loading
process, the LAN bus operation is actually controlled by hardware located
on CMC module. Therefore, the CMC module must be installed and
Honeywell and Embraer will issue a Tools CD-ROM with the aircraft. The powered for the data loading process to work. The CMC module does not
Tools CD-ROM includes a copy of the Remote Terminal Operating need to have its operational software installed in order to control the LAN,
program, the Data Loading System software, the APM Settings Tool, and but the module must be installed and operational.
the Aircraft Personality Module Replication Tool. This will allow the
technician to copy and duplicate the information that is on the aircraft’s Each LAN connection within the circuit is the equivalent of a “T” connector.
APM. If the Backshell is not installed, or the connector is not attached, the circuit
is open and the LAN will not function. The LAN will also fail if one, or both,
The Data Loading System software is a program that comes with the of the 50 Ohm Terminator Resistor is not in place.
Remote Terminal program on the computer. It controls and runs the actual
data loading process on the aircraft.
FLIGHT DECK DLS RESOURCES
LOCAL AREA NETWORK COMPONENTS
It is possible to perform a limited data loading from the cockpit using the
DLS Resources located there, as:
Loading software on the various modules that are part of the EPIC® o Copilot’s MFD (DU 4)
system requires the use of the LAN (Local Area Network). The LAN
provides the data connection, or pathway, for initial loading, reloading, and o Copilot’s CCD
installation of databases in the aircraft.
o DMU (Data Management Unit)
The LAN addresses all the Field loadable modules, either directly or Loading the software from Flightdeck imposes some serious limitations that
indirectly, through the NICs (Network Interface Controllers). The LAN is a must be considered before the loading begins.
series circuit that is attached to most of the system including the Data o During the process the displays can be blank, true for a Full Load
Management Unit, the Cockpit Printer, and a Remote Terminal through one for example, and can cause a process fail if display 4 goes blank.
of the BNC connectors. Physically, the LAN addresses the Modules in the
o The DMU is much slower than the RT, quite noticeable during a
MAU 1, MAU 2, MAU 3, NIMs in the MRCs, SPDAs, and the Display Units.
Full Load of the aircraft’s operating system or when loading some
Electrically, the LAN addresses each processor in the EPIC® system.
Navigational Databases.
Some of the modules contain more than one processor and each major
processor will have a separated LAN address.
The CD-Rom information can be installed through the RT (preferred) or

through the DMU. DMU loading is significantly slower however.
The data will flow over the LAN, through NIC modules, to the ASCB-D bus,
and on the target module as directed by the DLS software. A copy of the
software will normally be installed on the Database Module (or NIC+PROC
4) as a backup if needed.
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Software Loading Setup
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MEDIA RESOURCES
REMOTE TERMINAL RESOURCES
The CMC Module normally controls the LAN and supplies the operating
The DLS software can be hosted on the CMC module and operated on software for the CMC and DLS on the LAN. If the CMC is not functional,
Flightdeck, or it can be hosted on a RT and operated from outside the the DLS on the RT can load the systems if required. This access is
aircraft or from the cabin. automatic and available as long as the LAN is accessible.,
The RT Laptop needs to meet certain minimum requirements such as: When a “Full Load” is performed, copies of the operational software for
each of the modules are stored on the Database Module (or on the
o Hardware NIC+PROC 4) and can be used to do “Target Loads” to the replaced or
moved modules.
- Laptop computer running Windows NT, Windows 98, Windows
2000 or Windows XP.
- Ethernet Card AIRCRAFT LAN INTERFACE
- LAN Interface Kit Through the LAN connection, the CMC or the RT can address each of the
modules that are located on each of the Channels within the MAUs.
o Software
- Remote Terminal Program There are four locations where the RT can be connected to the LAN. The
preferred one is that on the External AC Power Panel. The second is in the
- Data Loading System Mid E-Bay. Both can be accessed with ordinary BCN Coaxial cable
connector. The other two ports (Flightdeck and Fwd E-Bay) require a
ADDITIONAL REMOTE TERMINAL EQUIPMENT triaxial connector or a special adapter to mate with the Triaxial Ports
REQUIRED located there.
To connect the Laptop to the aircraft the operator will need:
o 50 ohm coaxial cable (25 – 100 feet in length)

o Coaxial “T” adapter
o Coaxial 50 ohm terminator
o Ethernet interface adapter
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LAN Interface Kit / LAN Connections
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o Check if the CMC Main Menu is visible. This verifies that the LAN
OPTIONAL ENVIRONMENT is operational.
Once connected the aircraft can be powered-down or powered-up as
The DLS is a Windows® based tool that is executed on an embedded needed without the need to disconnect or re-power the RT or to restart the
Windows NT® running on a CMC module, or on a RT running Windows operating system.
NT®, 2000, or XP Operating System. It requires no special hardware, and
no software other than that included in CMC release. The DLS does
require that the LAN on the aircraft is functional. Therefore, the CMC OPERATIONAL SOFTWARE LOADING OVERVIEW
module must be installed on the aircraft to support the LAN.
The Data Load is initiated by an operator.
The physical location of the RT is not important but should be positioned to
provide EPIC® access and a comfortable work environment for the
1. The operator installs the media containing the operational
technician. Typically, the data loading will occur in the aircraft hangar and
software then selects the proper DR_PN file identified on the
the RT can be positioned on a work bench outside of the aircraft. In some
aircraft level configuration paperwork.
cases, electrical noise from the hangar or Ground Power Unit may interfere
with the LAN and force the technician to position the RT inside the aircraft
2. The operator acknowledges the prompt to proceed with the
cabin.
load.
AIRCRAFT SETUP 3. The DLS determines the destination of all files using data from
the Master Load File on the media.
Prior to starting the Data Loading process (full coverage on MPP 45-45-00
Central Maintenance System - Maintenance Practices), the technician 4. The Load proceeds without further operator intervention.
should ensure that the aircraft meets the following criteria:
o A/C on ground – WOW and Monitor Warning determination 5. The receiving Target modules check safety interlocks before
entering load mode.
o Airspeed less than 60 knots
o A/C Power must be applied for a minimum of 15 minutes prior to 6. Data files transferred.
beginning a data load
7. Load progress is displayed.
o All MAU and MRC related circuit breakers in
8. Integrity of all files verified by the receiving Target Modules.
REMOTE TERMINAL START-UP
9. The operator is informed that the load is complete.
Connecting the Remote Terminal to the aircraft is a simple process:
o Turn on the laptop computer and start the Remote Terminal 10. The operator performs any Return to Service test required by
application. the AMM.
o Connect the laptop to the aircraft LAN
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Notes:
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OPERATIONAL CARACTERISTICS Once the “Short-Load” logic is complete, the DLS essentially knows what
files need to be loaded onto a module, what files need to be deleted, and
Depending on the platform the CMC Remote Terminal is running on (CMC what files should be preserved (i.e. not deleted because they are in
module or a PC), the user is given the ability to browse the physical media protected directories or the file is identical to the file called out on the
to load from, such as local hard drives, local CD-ROM drives, DMU (Data media). Based on the files that need be loaded and deleted, the DLS
Management Unit) CD-ROMs, and DB Modules, to find a DR file. The DR estimates the time it will take to perform these actions. The estimated time
files are the files containing the operating and database software. All to load is presented to the user and the user is given the option to continue
loading is directed via the use of “._DR” (Directory) files. These files or abort the loading process. If the user elects to continue, the DLS begins
identify what software is associated with a given module. In addition, DLS its loading operation. Once the DLS completes the loading operation, the
utilizes a MLF (Master Load File) that contains many different attributes, GUI displays any errors that occurred during the loading process, and
but one of its essential functions is to specify the DR files that are assigned allows the user to return to the main menu of the CMC.
to a given module and hence the individual files that are loaded on that
module.
SPECIAL CONSIDERATIONS
The DLS uses a concept referred to as “Short-Load” logic (defined as the
ability to load only what needs to be loaded). The “Short-Load” logic also
allows the following major tasks: The DLS operates in conjunction with and as a subordinate of the CMC
firmware installed on the module at the factory. The CMC module must be
o It circumvents the inefficiency of moving a file from the media operational for the DLS to function, but the CMC module does not need to
to the module in case that the files are identical to one another have its flight operational software installed. The DLS system on the RT is
(i.e. the files match). able load the operational software into a CMC module if necessary.
o It allows out of configuration files (i.e. files not previously During o Target Load, the DLS places the Target Module and its
identified) for the module to be loaded. associated NIC into the download mode of operation. Any modules that are
controlled through the NIC will cease operation and any associated display
o It allows new files to be added.
will blank.
o It deletes foreign files (extra files that should not be on the
module) from the module. Due to the potential display blanking, if the technician is going to attempt to
perform a data loading using the flight deck display, it is imperative that the
technician insure that the associated display is not going to be affected by
Before performing the “Short-Load” logic, the DLS checks to ensure the
the Target Load process.
hardware configuration of the module is correct. If the H/W configuration
check does not pass the module is not loaded. If it does pass, the DLS
begins its “Short-Logic” logic. To determine if a file is out of configuration, a
Software configuration check is performed. A file is deemed to be out of
configuration if it does not pass a defined S/W configuration check.
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Notes:
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SAFETY CONSIDERATIONS DURING SOFTWARE When the screen is first selected, the system must go through a “Pre-
Loading” process. This will be indicated by a “Working” Window on the
LOADING display. When the pre-load is complete, the screen will appear as shown.
It is very important the technician follow the Embraer approved loading Near the top the screen is the Part Number and DLS Version number for
procedures whenever performing any data loading process. The the software. The example shows the DLS Version 5.0.
procedures require the technician perform some additional steps on the
aircraft prior to beginning the data loading process (full coverage of this on
MPP 45-45-00 Central Maintenance System - Maintenance Practices).
o The technician is required to pull specific circuit breakers located in

the Mid E-Bay and on the Flightdeck.
o The technician must install a safety pin in the RAT (Ram Air
Turbine) to keep it from extending.
Failure to follow the procedure will result in the:
o RAT deployment.
o Landing Lights activation.
o Pitot heat ON.
OPERATION
Loading the Database Software or Flight Operational Software following a

module replacement or a service bulletin is straightforward. The following
example will indicate the procedure.
This is a generic example for the DLS. The displays shown may not
reflect the final changes in the software and level of certification for
your aircraft.
The screen is the top level DLS Menu, accessed through the Data Loader
Menu on CMC or RT. The operator is offered three options for loading: a
Full Load, a Target Load, or Force Load through “MAINT “option.
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CMC
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The term “Other Drives refers to the Database Module and any additional
OPTIONS drivers that may be on the RT or the aircraft and can be seen and
accessed by the DLS.
The data loader menu has the following options: The Database Module Files presentation may vary depending on the
LOAD installed on the aircraft. The example below shows a presentation
o Full load–“Full Load” allows the loading of the entire system. After for the LOAD 21.5.
selection “FULL LOAD” on the bezel, the “DLS INSTALLATION
FUNCTION” page is displayed, showing the system drives. By The file loading process is accomplished in two steps:
selecting the drive and the file which will be the source of the load,
the procedure is started. 1. Select the File to Load. Note that the access to all drives
o Target load – The “Target Load” allows the loading of a specific available on the LAN, including the DMU and RT. Move the
LRU. After selection of “TARGET LOAD” on the bezel, the “DLS cursor to the desired DR_PN file and press “ENTER”.
INSTALLATION FUNCTION” page is displayed, showing the
system drives. By selecting the drive and the file which will be the 2. Insure that the name of the file, shown at screen bottom, is
source of the load, the procedure is started. During a target load, corrected. Move the cursor to the “Select File” Bezel Button
the DLS looks at the software that is current loaded and the and press “ENTER”.
software that you want to load and it will only load the software that
is different. If the software on the LRM (Line Replaceable Module)
is already correct, the DLS will not update the LRM.
After selection of “FULL LOAD” or “TARGET LOAD” on the bezel, the “DLS
INSTALLATION FUNCTION” page is displayed, showing the system
drives. By selecting the drive and the file which will be the source of the
load, the procedure is started.
EXAMPLE
After selecting Full or Target Load, the operator will be offered a display of
available files. Using the cursor, the technician will move the cursor to
select the correct file.
The example below also indicates that the RT is not connected to the LAN.
In case of using the RT as a source, the files shown will depend on the
kind of CD-ROM is on the driver (FMS Database, Navigation Data, etc.).
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CMC
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EXAMPLE (CONT) The user is prompted to select the drive and the “DR-PN” file which
will be the source of the load. After the “DR-PN” file is selected, the
LRM (s) that will receive the “FORCE LOAD” are selected. A
With the two steps, the operator is selecting the proper file and starting the configuration check is done before the start of the load on each
loading process. Once the cursor is over the desired file, the technician LRM (s). If no errors, the selected LRM (s) receive the “FORCE
should press the “ENTER” key. The desired file should turn Green and the LOAD” update of their operational software.
name of the file should appear at the bottom of the display.
As the configuration check is underway, a “% Complete” indication will
Once the file is selected, a Hardware/Software Configuration check is appear at the upper portion of the display. This will increment upwards but
started. The Configuration Check can take several seconds to several may not to so in a uniform manner. It may also appear to hang at several
minutes. points before finally completing. As long the “WORKING” Bar is moving
and indicating activity, the Configuration Check is proceeding and should
At this point the system will validate the software desired and the target be left to finish.
hardware that the system will attempt to load to. The DLS “Short Load
Logic” is employed to help the system determine exactly which files are When loading software, it is best to be very patient and allow time for all
going to be transferred, (software already installed will be skipped). An the processes to perform their designated functions.
error message will result if the software and target system do not mach.
All the flight deck displays will Red “X”, then go blank during a
Part of the system control, to prevent an error in loading software onto the Configuration Check for a Full Load.
wrong module, is an extensive built-in validation routine. The software to
be loaded must agree with the hardware part number of the module to be
loaded.
EFF: ON ACFT WITH PRIMUS EPIC® LOAD 21.5 AND ON FORCE

LOAD UPDATE
A force load update of a LRM will overwrite the LRM even if the operational
software is the same as the current software in the “DR-PN” file. A force
load also clears the memory on the LRM.
This function is available on the data loader menu:
o Maint – After selection of “MAINT” on the bezel, the

“MAINTENANCE OPTIONS” page is displayed. The
“MAINTENANCE OPTIONS” page lets the user do a “CMS
CHECK” or a “FORCE LOAD” The “CMS CHECK” option validates
the correct installation of software for the CMS. After selection of
“FORCE LOAD” on the bezel, the “DLS INSTALLATION
FUNCTION” page is displayed, showing the system drives.
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CMC
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quickest method to attempt a re-load of data, but if three or more modules

EXAMPLE (CONT) failed, try a Full Load.
Once the Configuration Check is complete, as annunciated near the top of CD-ROM LOADING SEQUENCE
the screen, the center will list any modules that did not pass the check. The
modules that failed the check will not be loaded if the Data Loading A Full Load can be with just one CD-ROM, a single file on a CD-ROM, or
procedure process. At this point, if errors exist, the technician can elect to several of the disks. If performing a multiple CD-ROM loading, it is
back out the process by selecting the “DLS Menu”, (or selecting “Cancel important load the disks is a specific order:
Check”) key and entering back into the Full Load process. This will perform
another Configuration Check and the errant modules may respond to the 1. Operational Software
second test. 2. APM Settings
3. EPIC® Data Set
If the technician elects to proceed with the Data Loading, the listed 4. AMI
modules will need to be Target Loaded later. 5. LDI
6. Electronic Checklist (if installed)
In the lower part of the screen, a line shows the estimated time for the
desired load.
When the aircraft is ready, the technician selects the “Start Load” button
and the process begins.
It is critical that power be maintained to the aircraft during the entire

data loading process.
As the configuration check is underway, a “% Complete” indication will

appear at the upper portion of the display. This will increment upwards but
may not to so in a uniform manner. It may also appear to hang at several
points before finally completing.
One of the known “hang” points is 94% Complete. The loading may appear
to “hang” at 94% for several minutes. Again an active “Working” bar
indicates that everything is normal and the process should not be
interrupted.
When the data loading process is complete, the DLS will annunciate the
fact with a statement at top of the screen. In the center, it will list any
modules with errors that not receive the data and were not loaded. If only
one or two modules failed to load correctly, a Target procedure is the
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CMC
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DATA LOAD VALIDATION Make sure that the “SYS CONFIG FAIL” does not show on the CAS
message window.
Once all data has been loaded including the operational software and all This confirmation will update the configuration information for the aircraft
the required databases, the technician must perform a Data Validation to and write the new configuration data into the Configuration Monitoring
insure that all the data has been successfully installed. System. This action will establish the new configuration as proper and
certified for the aircraft and will be the new configuration that will be
NOTE: The following is part of the entire process, pay attention to the checked and verified every time the aircraft is powered-up as part of the
Job Set-Up and to the Job Close-Up, not explained here. Always power-up process.
follow the MPP instructions.
If you did a target upload of the operational software into the EGPWM,
De-energize the aircraft, wait 2 minutes, and energize it again. reload the threat and the envelope databases.
NOTE: It is not necessary to disconnect the external power supply If you uploaded an operational software, do a check of the “top-level
from the aircraft. system software part-number” and “configuration part number”.
If “VALIDATE CONFIG” caution message shows on the CAS message If you uploaded a DATABASE, do a check of the software version.
window, you need to validate the new configuration. To do this, on the
MFD, do the steps that follow: If you uploaded an ACMF application to the CMC, do the steps that follow:
NOTE: • If you did the full upload of the operational software, you a) Select the “EXTENDED MESSAGE” soft key.
can only validate the message after you upload the APM b) Select the “CONFIGURATION” soft key.
options. c) Move the cursor to “45 - CENTRAL MAINTENANCE SYSTEM”
• Only when the top level system part number is uploaded or and select it.
the MAU 1 PROCs module 1 or MAU 2 PROCs module 4 is d) Move the cursor to “45 - AIRCRAFT CONDITION MONITOR”
replaced, VALIDATE CONFIG message shows on the CAS and select it.
message window. e) Wait approximately 5 minutes and, on “APP P/N”, do a check
of the installed ACMF part number.
a) Select the Systems title button.
b) Select the Sys Config soft key. Reactivate any system previously deactivated; close any CB or SSPC
c) Select the Confirm Configuration soft key. opened before. Remove the RT if used.
Result: On the CAS message window, “VALIDATE CONFIG” message
goes out of view.
De-energize the aircraft, wait 2 minutes, and energize it again.
NOTE: It is not necessary to disconnect the external power supply

from the aircraft.
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CMC
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o Annunciates configuration failures via a CAS message or through

CONFIGURATION MONITORING SYSTEM Maintenance Messages for non-critical configuration issues.
The purpose of the CMS (Configuration Monitoring System) is to quickly

and accurately insure that the software and hardware installed on the o Displays configuration part numbers through the CMC. The
aircraft are correct and certified for operation. The system performs the technician can open the CMC Configuration Reporting function and
Configuration Monitoring task on every Power-up. check the part numbers of all the Member System on the aircraft.
The Epic® System contains a combination of traditional LRUs (Line

The hardware and field loadable software identification of each LRU and
Replaceable Units), that have the hardware part number and software
the LRMs are electronically controlled and covered by the Top Level Part
identified externally on the identification plate, and LRMs (Line
Number. The Part Numbers covers all the equipment and software that is
Replaceable Modules) that have only the hardware part number identified
installed, or can be installed through options, and is controlled by Embraer
externally.
and Honeywell.
When the software is loaded into the LRMs, they have a unique software
The resulting aircraft Configuration Definition defines all of the
part number that must be verified prior to flight. The configuration of the
electronically controlled portions of the Primus Epic® System.
system is complete after a generic hardware is installed and the software is
loaded.
ITEMS THAT ARE TRACKED
All the Devices report their configuration identification electronically to the
Configuration Monitoring System. The CMS monitors the electronic o Electronically Controlled Part Numbers – Are those parts of
configuration identification and will alert the operator if the configuration Member Systems that have hardware and software that needs to
changes. be tracked and controlled as part of the aircraft certification and
include:
The Configuration Monitoring System utilizes the Epic® Top Level Part
Number that is installed in the system when the Epic® software is first • MAU NIC/PROC
loaded on the aircraft. The Top Level Part Number may be updated by • AIOP Module
subsequent data loads on the aircraft. When the Configuration Monitoring
System performs its checks, it is comparing the current status of the • Control I/O Module
aircraft systems to the definition of the Top Level Part Number • Generic I/O Module
.
• Custom I/O Module
FUNCTIONS OF THE CMS • EGPWM
o Verifies that the software and hardware part numbers are correct
• Database Module (if used)
and compatible for the aircraft configuration. This task is performed
at every power-up. • CMC Module
• MRC NIM
ATA 45-45 - Page 304

Notes:
ATA 45-45 - Page 305

o SLDBs (Separately Loadable Databases) – Include all the

ITEMS THAT ARE TRACKED (CONT) navigational, terrain, and other databases that can be installed by
the operator in the field on a recurrent basis. These are identified
and monitored as part of the CMS process and include:
o Third Party Limited Load – These are parts that bare
manufactured by companies other than Honeywell but are part of • FMS
the EPIC® System. These parts have hardware part numbers and
- Database
requires registry on the system when they are installed in order to
work with the ASCB Bus structure. - Performance Database
The Third Party devices have Hardware and ASCB Registry • EGPWM
identification. This information is controlled electronically, reported
to the Configuration Monitoring System, and covered as part of the - Terrain Database
system’s Top Level Part Number. - Terrain Envelope Modulation Database
Typically, Limited Load modules do not contain any other field
loadable software except the ASCB Registry. The ASCB Registry • Communication Management Utility
information is distributed on the Operational Software CD-ROM by - AMI
Honeywell. Limited Load Modules in the EPIC® system include:
• PSEM (Proximity System Evaluation Module) • CMC
• Brakes Module - LDI
• NWS (Nose Wheel Steering Module) • Electronic Checklist
• EVM ( Engine Vibration Monitor Module)

The modules in the three MAUs and all the software are full monitored by
the CMS. The Displays and other systems that are directly attached to the
o Electronically Tracked Parts – Include those that are installed in ASCB Bus are also monitored. Within the MRC, the NIM as well the
the MAU and are Member Systems, but do not receive a software attached Audio Processing, are fully monitored. However, some of the
load (No Load). Additional Electronically Tracked Parts include other modules within the MRC are not monitored by the CMS nor do they
those that are outside of the MAU and not receive software loading need to be.
(Registry Only).
Typically these parts do not receive any Field Loadable ARINC 429 systems are not fully monitored by the CMS but still report their
Operational Software and normally must be removed from the part numbers and other important data when requested.
aircraft and returned to the manufacturer for any updates.
Examples of these parts include the modules in the MRC Modules
and GPS Module in the MAU.
ATA 45-45 - Page 306

Notes:
ATA 45-45 - Page 307

GENERAL INFORMATION • If the LRM fails three times, you must replace it.
• The CD of the FMS databases contains files that show the

• When you install a new version of the software, you must do the
directories and labels that you will select to install the EMBRAER
full upload and use an external media as the source. You cannot
databases. If the DB is customized, talk to personnel in your
use the aircraft database function to install new software.
internal department to select the correct one.
• When no software update is necessary, you can use the aircraft
database function. For example, you can do the software reload
after the replacement of a defective MAU module.
• When you replace a defective module, you can do the target

upload.
• When you do a full upload, a copy is also loaded to the aircraft

database function.
• You can use the same portable computer as user interface and
software source drive.
• The uploading time also depends on the software source drive.

The procedure via the portable computer is faster than the DMU,
which is faster than the aircraft database function.
• You can do multiple target uploads to modules/LRUs at the same

time.
• If one or two LRM(s) fail(s) during the full upload, do the target
upload to the modules.
• After two full uploads, if an LRM fails to upload, do the target

upload (after a power cycle).
• If multiple LRMs fail during the full upload, do the full upload again
or select Retry button.
• If an LRM fails during the target upload, do the target upload again
or select Retry button.
ATA 45-45 - Page 308

Central Maintenance System - Block Diagram
ATA 45-45 - Page 309

MASTER MINIMUM EQUIPMENT LIST
ATA 45-45 - Page 310

DISPATCH DEVIATIONS PROCEDURES MANUAL
ATA 45-45 - Page 311

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Embraer S.A.

MAINTENANCE TRAINING MANUAL

Copyright © 2011 by Embraer S.A.. All rights reserved.

July 2011 – Rev. 2

TABLE OF CONTENT APM OPTIONS DATA ........................................................................ 34

REVERSIONARY PANEL .................................................................. 74 OPERATION ..................................................................................... 126

CMC SYSTEM INTERFACE ............................................................ 178 AIRCRAFT LAN INTERFACE........................................................... 288

ATA 31-00 - Page 1

• The main component on the Primus EPIC® platform is the Modular

• MAUs are cabinets with Line Replaceable Modules (LRMs), which

• Two MRCs (Modular Radio Cabinet) are installed to provide

• The primary interface to the system is through two MCDUs

• Selection of a display and manipulation of the data displayed is

• The Guidance/Display Control Panel (GP) allows to select their

ATA 31-00 - Page 2

ATA 31-00 - Page 3

ATA 31-00 - Page 4

ATA 31 - INDICATING/RECORDING SYSTEMS

ATA 31-00 - Page 5

INDICATING/RECORDING SYSTEMS (31-00)

INDEPENDENT INSTRUMENTS (31-20)

ATA 31-00 - Page 6

ATA 31-00 - Page 7

INSTRUMENT AND CONTROL PANELS

The panels are divided in:

MAIN INSTRUMENT PANEL - GENERAL (31-11)

GLARESHIELD PANEL - GENERAL (31-12)

LIGHTING CONTROL PANEL - GENERAL (31-13)

CONTROL PEDESTAL - GENERAL (31-14)

OVERHEAD PANEL - GENERAL (31-15)

CIRCUIT BREAKER PANEL - GENERAL (31-16)

ATA 31-10 - Page 8

ATA 31-10 - Page 9

ATA 31-10 - Page 10

Main Instrument Panel / Glareshield Panel /

ATA 31-10 - Page 11

B FLIGHT CONTROL MODE PANEL

C POWER PLANT CONTROL PANEL

E TAKEOFF CONFIGURATION CHECK PUSHBUTTON

F EICAS FULL PANEL

H SPEED BRAKE HANDLE

I THRUST CONTROL QUADRANT ASSEMBLY

J RAM-AIR-TURBINE MANUAL RELEASE HANDLE

O SLAT/ FLAP CONTROL LEVER

Q REINFORCED COCKPIT DOOR CONTROL PANEL

T U T ELEVATOR DISCONNECT HANDLE

U AILERON DISCONNECT HANDLE

ATA 31-10 - Page 12

Circuit Breakers Panel

ATA 31-10 - Page 13

MAU MODULAR AVIONICS UNIT (31-41)

Each unit that communicates on ASCB is configured to receive data from

ATA 31-41 Page 14

ATA 31-41 Page 15

Shielded connectors on the front of the modules provide protection against

There are three MAUs installed on the E-Jets:

MAU 1: 20 user slots, installed in the fwd e-bay

ATA 31-41 Page 16

MAU 1, MAU 2 AND MAU3 - Location

ATA 31-41 Page 17

General Description (Cont.)

ATA 31-41 Page 18

ATA 31-41 Page 19