Complete DC-8 MM R36 Vol 2

AIR TRANSPORT INTERNATIONAL
DC-8 MAINTENANCE MANUAL
VOLUME 2
ATA 27 THRU 34
This manual is the property of Air Transport International, Limited Liability Company. It is
issued for the use of Air Transport International, Limited Liability Company authorized
personnel.
Revision Number: 36
Issued: 04/06/11
All rights reserved, including the right to reproduce this publication. No part may be reproduced: stored in any retrieval
system: or transmitted in any part or form by any means electronic, photocopying, microfilm, microfiche, mechanical, or
otherwise, without prior written permission of Air Transport International, Limited Liability Company.
CHAPTER 27- FLIGHT CONTROLS
TABLE OF CONTENTS
Page
27.01 ELEVATOR, GUST LOCK OFF WHILE PARKED-GUST LOCK 27.01.1
CHECK ---------------------------------------------------------------------------
27.02 SEAL AILERON AEROBALANCE REPAIR----------------------------------- 27.02.1
27.03 SEAL, CONTROL CABLE PRESSURE-WEAR LIMITS/EXTENSION/ 27.03.1
LIMITS/CLEANING/REPAIR-----------------------------------------------------
27.04 LONGITUDINAL TRIM JACKSCREW LUBRICATION & WEAR
CHECK -------------------------------------------------------------------------------- 27.04.1
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27-ii 04-27-10 Revision 34

27.01 – ELEVATOR, GUST LOCK OFF WHILE PARKED – GUST LOCK

CHECK
TABLE OF CONTENTS
Job Card Page

27.01-1 ELEVATOR GUST LOCK OFF WHILE PARKED CHECK------------ 27.01.1
Revision 19 12-05-03 27.01-i

INTENTIONAL
BLANK
27.01-ii 12-05-03 Revision 19

CHAPTER 27 – FLIGHT CONTROLS
ATI RECURRING NON-ROUTINE ATI-001
A/C NUMBER TAT TAC POS DATE STATION JOB CARD NUMBER
27.01-1
JOB TITLE
ELEVATOR GUST LOCK OFF WHILE PARKED CHECK
J/C Reviewed By: Date: Page 1 of 3
Mechanic Inspector
WARNING: DAMAGE CAN OCCUR TO THE ELEVATOR
TABS/LINKAGES IF THE AIRCRAFT GUST LOCK
IS NOT ON WHILE THE AIRCRAFT IS PARKED.
General Information
The following procedures must be adhered to any time DC-8 elevators
and/or geared tabs are found to be in a position other than faired with the
horizontal stabilizer while the airplane is parked.
NOTE: If both of the following conditions are met, it will be necessary
only to re-engage the gust lock and dispatch the airplane. If any
one condition is not met, the entire check MUST be
accomplished.
CONDITIONS (To be checked in order given):
(1) Engagement of the gust lock fairs both elevators and geared
(outboard) tabs.
(2) The airplane is known to have been parked in winds not
exceeding 15 knots for the entire time that the gust lock was
disengaged.
Tools and Materials
Two stands capable of reaching DC-8 elevators
Procedure
1. Gust Lock Check
a. In tail cone compartment, locate crank. (See Figure 2.)
b. Check visually that crank and adjacent parts have no cracks or
breaks.
c. Replace any cracked or broken parts found.
2. Check elevator geared tab crank assemblies.
NOTE: Cranks to be checked are located between leading edge of
elevator fairings, lower elevator surface, two locations each side.
(Ref. Figure 1.) One person will be required to move the elevator
trailing edge by hand, full throw both directions, while the other
person is performing the check. Check should be performed in
little or no wind.
a. Take necessary precautions to ensure safety of personnel and
equipment, then release gust lock.
Revision 19 12-05-03 27.01.1

27.01-1
JOB TITLE
Mechanic Inspector
b. With small mirror, visually check geared tab cranks (two each side)
from below for cracks, breaks, and any interference with adjacent
structure. This will require looking at cranks while elevator trailing
edge is moved from one extreme to the other.
c. Replace any cracked or broken cranks found. This will probably
not require elevator removal/replacement. (Test flight is required if
elevator is removed and replaced.)
d. If crank interferes with elevator leading edge cutout, make a
minimum of ¼ inch clearance by removing material from leading
edge cut-out.
e. If cranks have been nicked by previous contact with elevator
leading edge cut-out and no cracks are found, blend out nicks with
fine emery cloth. Maximum depth of bleed area is .060 inch.
Deeper nicks will require crank replacement. Contact LIT
Maintenance Control regarding cranks which require blending in a
previously blended area. FR prime areas reworked.
f. Engage gust lock.
3. Make aircraft logbook entry stating compliance with this job card and
any corrective action taken. Comply with Type 1 Airworthiness
Release Procedures per GMM 3.101. Attach this completed job card to
the log page and forward to the Aircraft Records Section.
27.01.2 12-05-03 Revision 19

27.01-1
JOB TITLE
Mechanic Inspector
GEARED TAB DRIVE LINKAGE

Figure 1
GUST LOCK MECHANISM

Figure 2
Revision 19 12-05-03 27.01.3

INTENTIONAL
BLANK
27.01.4 12-05-03 Revision 19

27.02 – SEAL AILERON AEROBALANCE REPAIR (AOL 8-1016)

TABLE OF CONTENTS
Paragraph Page
1. GENERAL----------------------------------------------------------------------- 27.02.1
2. SPECIAL TOOLS AND MATERIALS ------------------------------------- 27.02.1
3. REPAIR LIMITATIONS ------------------------------------------------------ 27.02.1
4. REPAIR PROCEDURE-------------------------------------------------------- 27.02.3
FIGURES
27.02-1 SEAL AILERON AEROBALANCE REPAIR MATERIALS ----------------- 27.02.5
Revision 14 12-03-01 27.02-i

INTENTIONAL
BLANK
27.02-ii 12-03-01 Revision 14

27.02 SEAL AILERON AEROBALANCE REPAIR (AOL 8-1016)
1. General
a. Aerobalance Seals (draft curtains) installed on ailerons prevent flutter at high mach
numbers and help effect aerodynamic balancing, thereby reducing control forces.
b. Draft holes are provided in the seals and are fully accounted for in the design, but
additional venting as might occur with cuts and tears cannot be tolerated. Immediate
repair of torn seals is mandatory. Refer to paragraph 3.a. for interim repair limits and
paragraph 4.a for interim repair procedure.
2. Special tools and materials
a. Tools – None required
b. Materials
(1) Fabric cap Part Number CRP2386 (aileron curtain). Recommend line stations stock
two lineal yards.
Note: Available from: Chemprene, Inc.

1360 Logan No. 103
Costa Mesa, California 92623
(213) 229-0709 or (714) 979-0709
(2) Adhesive EC776 (Butadiene Acrlonitrile BUNA-M oil resident elasttomer base.)
(3) Adhesive PR10051 Line STA Only (Fuel tank topcoat sealant BUNA-N type MIL-
S- 4383B.)
(4) Solvent E145S4 (Ethyl Acetate FED spec TT-E-751A.)
(5) Solvent AE0179 (Methyl Ethyl Ketone [MEK] FED Speck TT-M-261B S5)
WARNING: ABOVE ITEMS 2 THRU 5 ARE CLASS 1 MATERIAL –

EXTREMELY FLAMMABLE
(6) Cloth 309147
3. Repair Limitations
Notes: (1) Permanent Repairs may be done at line stations per paragraph 4.b.(following).
(2) The general intent of these limitations is to be certain that no aircraft flies for
more than 25 hours with more than one permanent tear repair and or 53 coating
repair.
Revision 4 12-01-97 27.02.1

27.02 SEAL AILERON AEROBALANCE REPAIR (AOL 8-1016)(cont’d)
a. Interim repair limits – Line Stations only
(1) Holes or tears of any size may be repaired per Paragraph 4.a.(following) if the patch
extends a minimum of one inch in every direction from the edge of the hole or from
the tear.
(2) No repairs need to be made to curtains with deteriorated rubber coating IF the
exposed fabric is intact and in good condition.
(3) If any interim repair is made the one of (a) or (b) following must be done with 25
hours of this time of the repair.
(a) If the repair was made to a single hole or tear of five inch or less in length, a
permanent repair must be made.
(b) If the repair was made to two or more holes or tears, of if the single hole or
tear was more than five inches in length, then the curtain must be replaced.
(4) Obtain Carry Over Item (Limited to 25 hours).
b. Permanent repair limits
Note: Permanent repairs must be done per paragraph 4.b.(following).
(1) Any curtain which has been repaired in any way and in addition has a tear of any
size must be replaced.
(2) Any curtain which has a two or more tears of any size(whether or not it has had
interim repairs) must be replaced.
(3) Any curtain which has a single tear more than five inches long (whether or not it has
had an interim repair) must be replaced.
(4) Any curtain with more than 5% of its area with the rubber coating dissolved by
hydraulic fluid or removed by abrasion must be replaced.
(5) Any curtain with a single tear five inches or less in length may be repaired so long
as it is in otherwise good condition.
(6) Any curtain with less than 5% of its area having the rubber coating dissolved by
hydraulic fluid or removed by abrasion may be repaired provided the underlying
fabric is not damaged.
27.02.2 12-01-97 Revision 4

4. Repair Procedure
a. Interim Repair
(1) Secure aileron in the full trailing edge down position.
(2) Cut a single patch CRP 2386 to extend at least one inch in all directions beyond the
edges of the defect.
(3) Clean the fraying surfaces of the patch and seal using a clean cloth 309147
dampened with E14594. Patch will be installed on the lower surface of seal.
(4) Apply a liberal coat of PR1005L to patch and seal. Then allow 15 minutes for
adhesive to become tacky.
(5) Firmly press patch into place on seal ensuring the edges of the patch are sealed. A
second application of adhesive around the edges may be desirable.
(6) Allow as much time as possible before flexing the seal after installation of the patch.
b. Permanent Repairs
(1) Patch dimensions and requirements shall be as follows:
(a) For cuts or tears up to 3 inches: a single patch which extends ½ inch in all
directions from the cut or tear.
(b) For cuts or tears 3 to 5 inches: a single patch which extends ¾ inch in all
directions from the cut or tear.
(c) Holes up to 1 ½ inches in diameter: (double patch on each side of the curtain)
which extends ¾ inch in all directions from the borders of the hole.
(2) Clean the fraying surfaces of the patch and seal, using a clean cloth 309147
dampened with E14554.
(a) Disconnect 2600 series camloc fasteners attaching the seal to wing structure to
gain access to upper surface of seal. On airplanes with removable seals it may
be easier to remove seal for bench repair.
(b) Be sure that run-off fluids on adjacent areas are cleaned up, thus obviating
contamination of freshly cleaned areas.
Revision 4 12-01-97 27.02.3

(c) Swab freshly cleaned areas with a cloth 309147 to prevent re-depositing of
oils and grime.
Note: An absolutely clean surface is the only surface to which the adhesive will
stick, if in doubt re-clean the fraying surfaces.
(d) apply two uniform brush coats of EC776 to the fraying surfaces of patch and
curtain.
(e) Assemble repair 30 minutes after application of second coat of adhesive. The
adhesive will exhibit pressure sensitive characteristics at end of this period.
1) If the second coat of adhesive becomes inadvertently tack free, it can be

activated by swabbing with a clean white cotton cloth dampened with
AE0179.
(f) In line maintenance where time is limited, the following recommended time
for curing may not be possible, less curing time is acceptable in service.
1) Reconnect camloc fasteners 4 hours after patch is applied. Do not flex

ailerons for 12 hours after patch is applied.
(g) Abrasion damage
1) Abrasion damage which is characterized by removal of coating from back

fabric but which has not resulted in damage to the fabric may be repaired
by applying one heavy coat of EC776.
2) Abrasion damage which is characterized by damage to the fabric and/or

holes in the fabric shall be repaired as per previous paragraphs on holes
installing a doubler patch.
27.02.4 12-01-97 Revision 4

L/H PART NUMBERS R/H PART NUMBERS

ID P/N DIM ID P/N DIM
3 5766710-3 1.5 ft 4 5766710-4 1.5 ft
5 5766710-5 3 ft 6 5766710-6 3 ft
7 5766710-7 1.5 ft 8 5766710-8 1.5 ft
9 5766710-9 2 ft 10 5766710-10 2 ft
11 5766710-11 2 ft 12 5766710-12 2 ft
13 5766710-13 7 ft 14 5766710-14 7 ft
17 ft 17 ft
SEAL AILERON AEROBALANCE REPAIR MATERIALS

Figure 27.02-1
Revision 4 12-01-97 27.02.5

INTENTIONAL
BLANK
27.02.6 12-01-97 Revision 4

27.03 – SEAL, CONTROL CABIN PRESSURE – WEAR LIMITS /

EXTENSION LIMITS / CLEANING / REPAIR
TABLE OF CONTENTS
Paragraph Page
1. GENERAL----------------------------------------------------------------------- 27.03.1
2. SPECIAL TOOLS AND MATERIALS ------------------------------------- 27.03.1
3. WEAR LIMITS ----------------------------------------------------------------- 27.03.2
4. EXTENSION LIMITS --------------------------------------------------------- 27.03.2
5. CLEANING OLD TYPE SEALS (WITH CABLE SLEEVES) ---------- 27.03.3
6. CLEANING NEW TYPE SEALS (BARE CABLE)----------------------- 27.03.4
7. REPAIR – GENERAL --------------------------------------------------------- 27.03.6
8. REPAIR – SPECIAL TOOLS AND MATERIALS------------------------ 27.03.6
9. REPAIR -------------------------------------------------------------------------- 27.03.6
FIGURES
27.03-1 PRESSURE SEAL SLEEVE EXTENSION -------------------------------------- 27.03.5

27.03-2 RUBBER DIAPHRAGM ------------------------------------------------------------ 27.03.8
Revision 14 12-03-01 27.03-i

INTENTIONAL
BLANK
27.03-ii 12-03-01 Revision 14

27.03 SEAL, CONTROL CABLE PRESSURE – WEAR LIMITS/EXTENSION
LIMITS/CLEANING/REPAIR
1. General
a. There are two types of cable pressure seals. Old type uses a swaged sleeve on the cable
which slides through a bras bushing. New type uses a two piece plastic bushing through
which the bare cable slides.
b. The two types of cable are interchangeable.
c. Wear limits for old (swaged) seals are as specified herein. Wear limits for new (bare
cable) seals are as specified in UAMM, Vol. 1 Bk. 3, GN/MM 1-0-1-3.
d. If, on old type seals, the swaged sleeve moves on the cable, the cable must be replaced.
e. Cable seals will be cleaned periodically to prevent control friction and damage to the
seal.
f. Repair damaged seals as per paragraphs 7 thru 9.
2. Special Tools and Materials
a. Special Tools – None Required
b. Materials
(1) Solvent, #840-0010-SOL3004-1
CAUTION: COMBUSTIBLE.
(2) Fluid #843-0233-FLU3003-2.
(3) Grease, #843-0026 GRE4503-6 (MIL-C-16173 Grade 2)
(4) Pad, #912-0042-PA134
(5) Oil, #843-0041-OIL4501-10SC
(6) Coating (Corrosion Protection), #843-0042-OIL4501-11SC (MIL-C-16173)
Revision 10 08-01-00 27.03.1

27.03 SEAL, CONTROL CABLE PRESSURE – WEAR LIMITS/EXTENSION LIMITS/
CLEANING/REPAIR (cont’d)
c. Referenced Procedures
(1) Required – None
(2) Optional
(a) Paragraph 7 thru 9/27.03-2, Seal Repair
3. Wear Limits (sleeved cables)
a. SFOOV:
(1) Cable sleeves – minimum acceptable outside diameter.
CABLE DIAMETER MINIMUM TUBE OD

1/16 INCH .140 INCH
3/32 INCH .140 INCH
1/8 INCH .205 INCH
(2) Seal bushings – no limit. Cable tube can be expected to wear out before bushings.
b. Line Stations
(1) Cable assembly will be replaced if tube swaged on cable is worn through to cable
wires and following condition is present at worn area:
(a) Any roughness or turned up edges at the worn area in tube.

(b) Any broken wires in cable at worn area.
4. Extension Limits (Aft Pressure Dome Only)
a. To enable measurement of minimum extension of a seal sleeve on both sides of a given

pressure seal, while working on one side, the following maximum extension table is
given. A seal sleeve is within limits if on one side of a seal the minimum extension is
.500 inch and the maximum is as specified. Table values are conservative so that any
sleeve which fails to meet the maximum limit should be checked on the other side of the
seal for a minimum of .500 inch extension, prior to repositioning cable. (Ref. Figure
27.03-2).
27.03.2 12-03-01 Revision 14

CABLE FUNCTION NO. OF MAXIMUM EXTENSION

CABLES LIMIT (INCHES)
Elevator Control 4 10.37
Rudder Control 2 14.53
Rudder Trim 2 73.66
Gust Lock 2 11.66
Rudder Throw Limiter 2 14.53
Rudder Power Shutoff 2 4.16
Horizontal Stabilizer Position Indicator 2 14.66
Horizontal Stabilizer Motor Control 2 5.16
Horizontal Stabilizer Fluid Supply 2 5.16
5. Cleaning Old Type Seals (With Cable Sleeves)
a. Using cloth and SOL3004-1,
(1) Use a lint-free cloth dampened in SOL3004-1 to clean the cable sleeve. Do not
allow SOL3004-1 to get into the cable strands. Wring out any excess fluid before
using cloth. If SOL3004-1 soaks into the cable strands, apply OIL4501-11SC
(MIL-C-16173) or GRE4503-6 (MIL-C-16173 Grade 2).
CAUTION: THESE OILS BECOME EXCEEDINGLY STIFF AT LOW

TEMPERATURES. AVOID SPRAYING ON MOVING PARTS.
REMOVE ANY OVERSPRAY OR BUILD-UP OF THESE
MATERIALS FROM MOVINGPARTS.
(2) Get proper clearance to move cables being cleaned and have the cable moved to
expose as much of the sleeve as possible on one side of the seal. Clean the exposed
part.
(3) Reverse the cable travel and clean the opposite end of the sleeve. It will be
necessary to work from both sides of the pressure seal to completely clean the
sleeves.
(4) After cleaning, apply a thin coat of FLU3003-2 to the entire length of the cable
sleeve. Move the cable to expose the sleeve inside the seal and coat that part of the
sleeve also.
Revision 10 08-01-00 27.03.3

b. Using special cleaning pad PA134.
(1) Apply FLU3003-2 to the cleaning material. Clean the cable sleeves as in Paragraph
5.A.(2), (3) and (4).
NOTE: Special solvent called out in Paragraph 5.A.(1) need not be used if the
cleaning pad, PA134, and fluid, FLU3003-2, are used.
(2) Discard cleaning pad after use.
6. Cleaning New Type Seals (Bare Cable)
a. Clean bare cable by spraying with OIL4501-10SC and wiping off with a dry cloth. Do
not rub with cleaning pad PA134 as the pad will remove cable plating.
NOTE: If OIL4501-10SC is not available, use SOL3004-1.
b. After cleaning, coat cables by spraying with OIL4501-11SC.
NOTE: If OIL4501-11SC (MIL-C-16173) is not available, use GRE4503-6 (MIL-

C-16173 Grade 2).
CAUTION: THESE OILS BECOME EXCEEDINGLY STIFF AT LOW

TEMPERATURES. AVOID SPRAYING ON MOVING PARTS.
REMOVE ANY OVERSPRAY OR BUILD-UP OF THESE
MATERIALS FROM MOVING PARTS.
27.03.4 12-03-01 Revision 14

PRESSURE SEAL SLEEVE EXTENSION

Figure 27.03-1
Revision 10 08-01-00 27.03.5

7. Repair – General
a. Pressure seals, consisting of a rubber diaphragm and brass brushing, through which the
aluminum tube swaged on the control cable passes, are inspected and cleaned
periodically. Cleaning , in accordance with specifications in Paragraphs 1 thru 6, is done
to remove tar deposits from cable tube and brass bushing in order to reduce friction and
to provide a lubricant at these parts. If cleaning and lubrication is neglected, binding of
cable tube within the brass bushing pulls bushing from the rubber diaphragm. With
bushing loose on the cable, it is possible for bushing to move along cable to a fair-lead or
pulley and cause high friction loads in cable system.
b. During routine inspection or cleaning, the following action will be taken if a brass
bushing has been pulled from rubber diaphragm portion of the pressure seal.
8. Repair – Special Tools and Materials
a. Special Tools – None Required
b. Materials
(1) Solvent, #840-0151-SOL3000-2
(2) Cloth, #912-0041-CL511
(3) Sealant, #841-0450-SEA3750-5
9. Repair
NOTE: REF TO UAMM Vol. 1 Bk. 3 GN/MM-6-0-2-9 for SEA3750-5 mixing and curing.
a. If rubber diaphragm is in good condition, bushing may be reinstalled as follows:
(1) Clean bushing surface that contacts rubber with a rag dampened in SOL300-2 and
wipe dry with a clean dry CL511.
CAUTIONS: (A) DO NOT ALLOW SOLVENT TO CONTACT THE CABLE
SURFACE BEYOND THE CABLE TUBE.
(B) DO NOT ALLOW SOLVENT TO PUDDLE ON SEALANT OR

RUBBER AS THESE MATERIALS WILL SWELL AND
DEGRADE.
(2) Check rubber diaphragm hole for loose particles of rubber and general condition.
(3) Coat bushing with a brush coat of SEA3750-5 around center part and push back into
rubber diaphragm.
27.03.6 12-03-01 Revision 14

b. If rubber diaphragm is torn or split it may be repaired with SEA3750-5 as long as there is
sufficient rubber left to form a good base.
(1) Clean away fragments or loose rubber parts.
(2) Clean and coat bushing with sealant as noted in 9. a. (3).
(3) Place bushing in rubber diaphragm and build up as necessary with SEA3750-5.
Insure that no sealant is allowed to contact or adhere to cable.
(4) Be sure no sealant forms on aluminum tube in cable.
c. If rubber diaphragm has deteriorated so as to require replacement and cables need not be
loosened or removed for another reason, proceed as follows:
NOTE: This procedure to be used only on diaphragms with four or fewer holes AND
support (by plate, skin, etc.) over their entire area. (Ref. Figure 27.03-2). If
diaphragm has more than four holes and/or is not supported over the entire
area, contact SFOEG.
(1) Carefully cut new diaphragm from the closest edge to each bushing hole. (Ref.
Figure 27.03-2 for a typical diaphragm showing cuts.)
(2) Cut out old diaphragm and remove fasteners.
(3) Install new diaphragm in place and coat cut edges with SEA3750-5 so that they will
adhere when cured. Add sealant over seam as necessary. Coat bushing and slip in
place.
(4) Be sure no sealant forms on aluminum tube on cable.
d. Clean and lubricate cable tube and bushing ID per Paragraphs 1 thru 6.
Revision 10 08-01-00 27.03.7

RUBBER DIAPHRAGM
Figure 27.03-2
27.03.8 12-03-01 Revision 14

27.04 – LONGITUDINAL TRIM JACKSCREW

LUBRICATION & WEAR CHECK
TABLE OF CONTENTS
Paragraph Page
A. GENERAL-------------------------------------------------------------------------- 27.04.1
RECURRING NON-ROUTINE JOB CARDS
Job Card Page

27.04-1 DC-8 LONGITUDINAL TRIM JACKSCREW LUBRICATION ---------- 27.04.2
27.04-2 DC-8 LONGITUDINAL TRIM JACKSCREW WEAR CHECK ----------- 27.04.10
Revision 34 04-28-10 27.04-i

INTENTIONAL
BLANK
27.04-ii 04-28-10 Revision 34

27.04 LONGITUDINAL TRIM JACKSCREW LUBRICATION & WEAR CHECK
1. General
a. Non-routine Job Cards DC8-27.04-1 and DC8-27.04-2 are applicable for the DC-8
longitudinal trim jackscrew.
b. Neither job card checks for a failure. Instead, JC DC8-27.04-1 provides a lubrication
procedure for the jackscrew. JC DC8-27.04-2 checks for wear to make certain that
longitudinal trim jackscrew wear has not exceeded the service limits.
c. Accomplishment Intervals:
(1) Accomplish Non-routine Job Card DC8-27.04-1 at intervals not to exceed 1,200
flight hours.
(2) Accomplish Non-routine Job Card DC8-27.04-2 at intervals not to exceed 8,500
flight hours.
Revision 34 04-28-10 27.04.1

(cont’d)
DC8-27.04-1
JOB TITLE
DC-8 LONGITUDINAL TRIM JACKSCREW LUBRICATION
Job Card Reviewed By: Date:
Page 1 of 8
References
Boeing Report MDC-02K9030, SCI 27-1 “DC-8 Longitudinal Trim Jackscrew Lubrication”
Mechanic Inspector
Procedure
1. General:
a. The grease removal and lubrication procedures must be
done together and in the sequence listed.
b. The use of clean, dry rags instead of solvent to remove the
grease from the jackscrews and jackscrew drive nuts is
recommended to prevent solvent contamination in the
jackscrew drive nuts.
c. When lubricating vented joints (grease can freely and
visibly flow out), apply grease to the fittings until only new
grease comes out of the joints.
d. Do not intermix different grease specifications or different
grease brands within the same specification.
e. When changing from one grease specification or brand to
another, follow the procedure “Lubrication Grease Change
– Maintenance Practices” in DC-8-60 (or 70) MM 12-80-0,
as applicable.
f. Refer to applicable DC-8-60 (or 70) MM, Chapter 12 for
general lubrication instructions.
g. The longitudinal trim jackscrews are located in the aft
fuselage section, forward of the horizontal stabilizer center
section. Access to the jackscrews is through the aft
fuselage access door.
2. Remove the used grease from the longitudinal trim jackscrews:
a. Move the horizontal stabilizer to the full aircraft nose down
(AND) position.
WARNING: BEFORE PRESSURIZING THE MAIN
HYDRAULIC POWER SYSTEM, MAKE
SURE THAT THE LANDING GEAR
GROUND LOCKPINS ARE INSTALLED AND
THAT APPLICABLE CONTROLS ARE IN
THE CORRECT POSITION TO PREVENT
INADVERTENT OPERATION FO THE
LANDING GEAR AND FLIGHT CONTROL
SYSTEMS.
(1) Pressurize the main hydraulic power system (see DC-
8-60 (or 70) MM, Chapter 29).
27.04.2 04-28-10 Revision 34

(cont’d)
DC8-27.04-1
JOB TITLE
Page 2 of 8
Mechanic Inspector
WARNING: BEFORE MOVING THE HORIZONTAL
STABILIZER, MAKE SURE THAT THE
AREAS AROUND THE STABILIZER ARE
CLEAR OF PERSONNEL AND EQUIPMENT.
(2) Using the longitudinal stabilizer trim slide buttons on
either aileron control wheel, move the stabilizer to the
full AND position.
(3) Depressurize the main hydraulic power system and
relieve the pressure from the system reservoir (see
DC-8-60 (or 70) MM, Chapter 29).
WARNING: TAG AND SAFETY CIRCUIT BREAKERS.
(4) Open and tag the following circuit breakers on the
EPC circuit breaker panel:
(a) Three Autopilot and Alternate Longitudinal
Trim CBs located in the radio AC bus section.
(b) Two Wheel Longitudinal Trim CBs located in
the radio AC and DC bus sections.
(c) One Auxiliary Hydraulic Pump Control CB
located in the cabin bus section.
(5) Put a “DO NOT OPERATE” tag on the longitudinal
trim control handles on the pilot’s control pedestal.
b. Clean the exposed threads on the left and right jackscrews
above the jackscrew drive nuts and the tops of the
jackscrew drive nuts with clean, dry rags to remove as
much grease as possible (see Figure 27.04-1).
c. Move the horizontal stabilizer to the full aircraft nose up
(ANU) position.
(1) Remove the safety tags and close the following circuit
breakers, as required, on the EPC circuit breaker
panel:
(a) Two Wheel Longitudinal Trim CBs located in
(b) One Auxiliary Hydraulic Pump Control CB
located in the cabin bus section. Do not close
this circuit breaker unless the auxiliary pump is
used to pressurize the hydraulic system.
Revision 34 04-28-10 27.04.3

(cont’d)
DC8-27.04-1
JOB TITLE
Page 3 of 8
Mechanic Inspector
INADVERTENT OPERATION OF THE
SYSTEMS.
(2) Pressurize the main hydraulic system (see DC-8-60
(or 70) MM, Chapter 29.
full ANU position.
d. Clean the exposed threads on the left and right jackscrews
below the jackscrew drive nuts and the bottoms of the
jackscrew drive nuts with clean, dry drags to remove as
much grease as possible.
3. Lubricate the longitudinal trim jackscrews (see Figure 27.04-1):
a. Put a layer of grease around the complete circumference of
the exposed threads on the left and right jackscrews. Make
sure grease is liberally applied to the threads, including the
flanks and bottom of the thread valley.
27.04.4 04-28-10 Revision 34

(cont’d)
DC8-27.04-1
JOB TITLE
Page 4 of 8
Mechanic Inspector
b. Move the horizontal stabilizer to the full AND position.
(1)
Remove the safety tags and close the following circuit
panel:
SYSTEMS.
(2) Pressurized the main hydraulic power system (see
DC-8-60 (or 70) MM, chapter 29.
full AND position.
Revision 34 04-28-10 27.04.5

(cont’d)
DC8-27.04-1
JOB TITLE
Page 5 of 8
Mechanic Inspector
c. Put a layer of grease around the complete circumference of
the exposed threads on the left and right jackscrews. Make
sure grease is liberally applied to the threads, including the
flanks and bottom of the thread valley.
d. Apply grease to the left and right bearing housings.
e. Move the horizontal stabilizer to distribute the grease
equally in the jackscrews.
(1) Remove the safety tags and close the following circuit
panel:
SYSTEMS.
(2) Pressurize the main hydraulic power system (see DC-
8-60 (or 70) MM, Chapter 29).
full ANU and then the full AND positions.
27.04.6 04-28-10 Revision 34

(cont’d)
DC8-27.04-1
JOB TITLE
Page 6 of 8
Mechanic Inspector
(4) Move the horizontal stabilizer to the neutral position.
f. Remove the grease that is not necessary from the left and
right jackscrews. Do not remove the grease from the
working surfaces.
g. Clean the structural areas around the jackscrews. Remove
any grease that is not necessary and any loose materials
(sand, dirt, drill shavings, etc.) that could contaminate the
jackscrews.
h. Remove the safety tags and close the following circuit
breakers on the EPC circuit breaker panel:
(1) Three Autopilot and Alternate Longitudinal Trim CBs
located in the radio AC bus section.
(2) Two Wheel Longitudinal Trim CBs located in the
radio AC and DC bus sections.
(3) One Auxiliary Hydraulic Pump Control CB located in
the cabin bus section.
i. Remove the “DO NOT OPERATE” tag from the
longitudinal trim control handles on the pilot’s control
pedestal.
4. Ensure all job card sign offs are complete.
Revision 34 04-28-10 27.04.7

(cont’d)
LONGITUDINAL TRIM JACKSCREWS

Figure 27.04-1 (1 of 2)
27.04.8 04-28-10 Revision 34

(cont’d)
NUMBER OF
ITEM ITEM DESCRIPTION LUBE
APPLICATION FITTINGS
NO. (NO. PER AIRCRAFT) TYPE
OR AREAS
1 Jackscrew (2) GMD Brush -
2 Bearing Housing (2) GMD Gun 2
LONGITUDINAL TRIM JACKSCREWS

Figure 27.04-1 (2 of 2)
Revision 34 04-28-10 27.04.9

(cont’d)
DC8-27.04-2
JOB TITLE
DC-8 LONGITUDINAL TRIM JACKSCREW WEAR CHECK
Page 1 of 8
References
Boeing Report MDC-02K9030, SCI 27-2 “DC-8 Longitudinal Trim Jackscrew Wear Check”
Tools Needed
ITEM NAME NUMBER MANUFACTURER USE
A Horizontal stabilizer 3965691-1 Boeing Apply load to jackscrew
jackscrew endplay during wear check.
tool
B Dial indicator and Local Measure end play.
clamps or magnetic
base
C Torque wrench Local Measure load applied to
75-100 ft-lb range jackscrew during wear
check.
D FR Primer or similar Local Mark roller and jackscrew
paint sprocket for reinstallation
Mechanic Inspector
Procedure
1. General:
a. The longitudinal trim jackscrews are located in the aft
fuselage section, forward of the horizontal stabilizer center
section. Access to the jackscrews is through the aft
fuselage access door.
b. The item numbers in parentheses in the following text refer
to items in Figures 27.04-2 and 27.04-3.
2. Inspection/Check Longituindal Trim Jackscrew Wear:
a. Lubricate the longitudinal trim jackscrews (see JC DC8-
27.04-1).
CLEAR OR PERSONNEL AND EQUIPMENT.
b. Using the alternate longitudinal trim control levers, move
the horizontal stabilizer to the 4-degree nose up (ANU)
position.
NOTE: The stabilizer is at the 4-degree ANU position when
the distance between the serrated mounting flanges
for the left jackscrew stops (1 and 2) is 7-7/32 (±
1/16) inches (see Figure 27.04-2, View B-B,
Dimension “A”).
27.04.10 04-28-10 Revision 34

(cont’d)
DC8-27.04-2
JOB TITLE
Page 2 of 8
Mechanic Inspector
c. Depressurize the main hydraulic power system and relieve
the pressure from the system reservoir (see DC-8-60 (or 70)
MM, Chapter 29).
d. Open and tag the following circuit breakers on the EPC
circuit breaker panel:
(1) Three Autopilot and Alternate Longitudinal Trim
circuit breakers located in the Radio AC bus section.
(2) Two Wheel Longitudinal Trim circuit breakers
located in the radio AC and DC bus sections.
(3) One Auxiliary Hydraulic Pump Control circuit
breaker located in the cabin bus section.
e. Put a “DO NOT OPERATE” tag on the longitudinal trim
control handles on the pilot’s control pedestal.
f. Loosen the bolts that attach the sprocket housing
sufficiently to allow the housing to move laterally (see
Figure 27.04-2).
g. Check the first jackscrew; either the left or right jackscrew
may be checked first:
(1) Loosen the bolts in the clamp that attached the roller
chain support to the turnbuckle, or remove the support
from the turnbuckle.
(2) Clean small, adjacent areas on the roller chain and the
jackscrew sprocket. Using FR primer or a similar
paint, put index marks on the chain and sprocket.
NOTE: The index marks will be used to reinstall the
chain at its original location on the jackscrew
sprocket.
Revision 34 04-28-10 27.04.11

(cont’d)
DC8-27.04-2
JOB TITLE
Page 3 of 8
Mechanic Inspector
CAUTION: DO NOT LET THE ROLLER CHAIN DISENGAGE
FROM THE DRIVE SPROCKET IN THE
SPROCKET HOUSING, WHILE THE CHAIN
TENSION IS RELIEVED AND THE CHAIN IS
REMOVED FROM THE JACKSCREW
SPROCKET. THE CHAIN CAN BE MISPLACED
WHEN IT IS REINSTALLED ON THE DRIVE
SPROCKET, CAUSING THE LEFT AND RIGHT
JACKSCREWS TO BECOME
UNSYNCHRONIZED. THIS CONDITION
COULD CAUSE INCORRECT JACKSCREW
STOP CONTACT AND/OR HORIZONTAL
STABILIZER BINDING.
IF THE ROLLER CHAIN BECOMES

DISENGAGED FROM THE DRIVE SPROCKET,
DO NOT MOVE THE HORIZONTAL
STABILIZER UNTIL THE JACKSCREWS AND
JACKSCREW STOPS HAVE BEEN ADJUSTED,
THE CHAINS ARE INSTALLED, AND THE
CHAIN TENSION (SLACK) IS ADJUSTED PER
THE JACKSCREW INSTALLATION
PROCEDURE (SEE DC-8-60 (OR 70) MM,
CHAPTER 27-41-1, AS APPLICABLE.
(3) Adjust the turnbuckle to relieve the roller chain
tension.
(4) Remove the roller chain from the jackscrew sprocket.
(5)
Remove the cotter pin (3), nut (4), and washer (5)
from the jackscrew attach bolt (6).
(6) Manually rotate the jackscrew sprocket to relieve the
load on the jackscrew attach bolt (6) and then remove
the bolt.
(7) Install the jackscrew endplay tool (see Figure 27.04-
3).
CAUTION: TIGHTEN THE ENDPLAY TOOL SCREW
ASSEMBLY BY HAND ONLY TO PREVENT
DAMAGE TO THE AIRCRAFT STRUCTURE.
(8) Tighten the endplay tool screw assembly by hand to
hold the tool against the horizontal stabilizer center
section structure.
27.04.12 04-28-10 Revision 34
(cont’d)
DC8-27.04-2
JOB TITLE
Page 4 of 8
Mechanic Inspector
NOTE: The screw assembly is sufficiently tightened if
the tool remains against the stabilizer structure
during the wear check.
(9) Clean any grease or loose material from the area of
the drive nut upper stop (2) where the dial indicator
probe will touch.
CAUTION: BE CAREFUL NOT TO DAMAGE THE SURFACE
OF THE JACKSCREW WHEN ATTACHING AND
REMOVING THE DIAL INDICATOR.
(10) Attach the dial indicator to the jackscrew using
clamps or a magnetic base.
(a) Place the indicator probe against the upper
surface of the drive nut upper stop (2).
(b) Make sure the dial indicator probe is placed
against the level (not sloped) portion of the stop
and that the probe is parallel to the jackscrew.
(11) Move the dial indicator toward the stop until the
probe is compressed approximately ½ travel and the
indicator needle is pointed up.
(12) Connect the torque wrench to the endplay tool. Align
the torque wrench parallel to the section of the tool
arm that points down, as shown in Figure 27.04-3.
(13) Pull up on the torque wrench to obtain a reading of
75-100 ft-lbs and then hold this load on the
jackscrew.
(14) While holding the load on the jackscrew, set the dial
indicator to indicate zero.
NOTE: When the load on the jackscrew is released, the
dial indicator indication may move away from
zero. Do not reset the indicator to zero when the
load is released.
(15) Push down on the torque wrench to obtain a reading
of 75-100 ft-lbs and then hold this load on the
jackscrew.
(16) Record the dimension shown on the dial indicator.
(17) Pull up on the torque wrench to obtain a reading of
75-100 ft-lbs and then hold this load on the
jackscrew.
Revision 34 04-28-10 27.04.13

(cont’d)
DC8-27.04-2
JOB TITLE
Page 5 of 8
Mechanic Inspector
(18) While holding the load on the jackscrew, check that
the dial indicator returned to zero. If it did not, reset
the indicator to zero before releasing the load.
(19) Repeat steps (15) through (18) until three consecutive
dial indicator dimensions are recorded that are no
more than 0.001 inch apart, with a return to zero each
time. Retain these three consecutive dimensions.
(20) Review the three consecutive dimensions retained in
step (19). If any of the dimensions are less than 0.004
inch or more than 0.045 inch, replace the jackscrew.
(21) Remove the dial indicator and attachment clamps or
magnetic base and the jackscrew endplay tool.
(22) Install the jackscrew attach bolt (6), washer (5), and
nut (4). Safty the nut with a new cotter pin (3).
(23) Install the roller chain on the jackscrew sprocket with
the painted index marks on the chain and sprocket
aligned. If necessary, manually rotate the jackscrew
sprocket to align the marks.
(24) Adjust the turnbuckle to provide enough tension in
the roller chain to prevent the chain from falling off
of the drive and jackscrew sprockets. This is a
preliminary chain adjustment.
h. Perform steps g(1) thru g(24) on the second jackscrew
being checked.
i. Alternately adjust the left and right turnbuckles until the
slack at the midspan position of each chain is ¼ to ½ inch
when a force of 8 to 10 pounds is applied.
j. Tighten the bolts that attach the sprocket housing.
k. Tighten the bolts in the clamps that attach the left and right
roller chain supports to the turnbuckles or, if removed,
install the supports on the turnbuckles.
l. Lubricate the left and right roller chains and the left and
right jackscrew attach bolts (6) and clevises (see DC-8-60
(or 70) MM, Chapter 12-82-1, as applicable).
m. Remove the safety tags and close the following circuit
breakers on the EPC circuit breaker panel:
(1) Three Autopilot and Alternate Longitudinal Trim
circuit breakers located in the Radio AC bus section.
27.04.14 04-28-10 Revision 34

(cont’d)
DC8-27.04-2
JOB TITLE
Page 6 of 8
Mechanic Inspector
(2) Two Wheel Longitudinal Trim circuit breakers
located in the radio AC and DC bus sections.
(3) One Auxiliary Hydraulic Pump Control circuit
breaker located in the cabin bus section.
n. Remove the “DO NOT OPERATE” tag from the
longitudinal trim control handles on the pilot’s control
pedestal.
o. Test the jackscrews (see DC-8-60 (or 70) MM Chapter 27-
41-1, paragraph 4.A. “Test Jackscrew,” as applicable).
Revision 34 04-28-10 27.04.15

(cont’d)
DC-8 LONGITUDINAL TRIM JACKSCREW & HOUSING

Figure 27.04-2
27.04.16 04-28-10 Revision 34

(cont’d)
DC-8 LONGITUDINAL TRIM JACKSCREW & ENDPLAY TOOL

Figure 27.04-3
Revision 34 04-28-10 27.04.17

INTENTIONAL
BLANK
27.04.18 04-28-10 Revision 34

CHAPTER 28 – FUEL
FUEL
TABLE OF CONTENTS
Page
28.01 SFAR 88 COMPLIANCE AND NON-ROUTINE JOB CARDS ----------- 28.01.1
28.02 ALTERNATE AND CENTER AUXILIARY TANK FUEL PUMP

CONTROL SYSTEMS CHECK------------------------------------------------- 28.02.1
Revision 34 04-28-10 28-i

CHAPTER 28 – FUEL
INTENTIONAL
BLANK
28-ii 04-28-10 Revision 34

CHAPTER 28 - FUEL
28.01 – SFAR 88 COMPLIANCE AND NON-ROUTINE

JOB CARDS
TABLE OF CONTENTS
Paragraph Page
A. GENERAL-------------------------------------------------------------------------- 28.01.1
B. DC8 AIRCRAFT------------------------------------------------------------------- 28.01.1
Job Card Page

28.01-1 DC-8 REPAIR WIRE GAUGE, TYPE, & INSTALLATION
INSPECTION ---------------------------------------------------------------------- 28.01.3
28.01-2 DC-8 FUEL QUANTITY INDICATION SYSTEM (FQIS) WIRE
ISOLATION INSPECTION------------------------------------------------------ 28.01.4
28.01-3 DC-8 IN-TANK WIRE SPLICE INSPECTION------------------------------- 28.01.5
28.01-4 DC-8 PROHIBITION OF POWER FEEDER SPLICES IN AREAS
ABOVE FUEL TANKS INSPECTION ---------------------------------------- 28.01.6
28.01-5 DC-8 FUEL TANK ACCESS DOOR BONDING INSPECTION ---------- 28.01.7
28.01-6 DC-8 FUEL TANK STRUCTURAL DESIGN INSPECTION-------------- 28.01.8
28.01-7 DC-8 WIRING NEAR FUEL TANKS & FUEL PIPES INSPECTION---- 28.01.9
28.01-8 DC-8 PROHIBITION OF SAFETY WIRE, LOCKWIRE, SAFETY
CABLE, OR COTTER PINS INSIDE FUEL TANKS INSPECTION ----- 28.01.10
28.01-9 DC-8 FUEL PUMP (BOOST OR TRANSFER) AND HOUSING
ASSEMBLIES INSPECTION --------------------------------------------------- 28.01.11
28.01-10 DC-8 FUEL PUMP (BOOST OR TRANSFER) AND HOUSING
ASSEMBLIES INSPECTION (WELDON FUEL PUMP)------------------- 28.01.13
28.01-11 DC-8 FUEL PUMP ELECTRICAL CONNECTOR WIRE/CONDUIT
ASSEMBLY INSPECTION------------------------------------------------------ 28.01.14
28.01-12 DC-8 OUTER WING SURFACE PREPARATION INSPECTION -------- 28.01.15
28.01-13 DC-8 FUEL QUANTITY MASTER INDICATORS INSPECTION ------- 28.01.17
28.01-14 DC-8 FUEL PUMP CONNECTOR INSPECTION --------------------------- 28.01.18
28.01-15 DC-8 FUEL PUMP CIRCUIT BREAKER RESET INSPECTION--------- 28.01.19
28.01-16 DC-8 FLOAT SWITCH CIRCUIT INSPECTION---------------------------- 28.01.20
Revision 36 04-06-11 28.01-i

CHAPTER 28 - FUEL
INTENTIONAL
BLANK
28.01-ii 04-06-11 Revision 36

CHAPTER 28 – FUEL
28.01 SFAR 88 COMPLIANCE AND NON-ROUTINE JOB CARDS [FAR 121.1113,
25.981(b), 25.1309(b)(d), 25.1529, 91.403(c), SFAR 88]
A. General – SFAR 88 requirements have been developed by the manufacturer to enhance the
inspection program and to define the process of maintenance being performed to ensure the
highest level of safety. The following guidelines will be followed for each aircraft within the
ATI fleet.
B. DC8 Aircraft - Report number MDC-02K9030 was written to provide guidance of Special
Compliance Items as required by FAR 121.1113 and 25.1529 and SFAR 88 Airworthiness
Limitation Instructions and Critical Configuration Control Limitations required by FAR
25.981 and 25.1529 and has been included in the ATI Continuous Airworthiness
Maintenance Program.
1. Critical Design Configuration Control Limitations
a. CDCCL’s are features that Boeing has identified that are not always obvious or
intuitive to the mechanic, that a change could impact safety. By identifying certain
design configuration features, Boeing developed these CDCCL’s that are intended
to preclude a fuel tank ignition source for the operational life of the aircraft.
b. The terms of the appropriate DC-8 Type Certificate are only valid when the design
configuration aspects specified by these CDCCL’s are maintained as stated.
c. CDCCL’s are mandatory and cannot be changed or deleted without the approval of
the FAA Engineering at the LA-ACO.
d. Recurring Non-Routines have been developed for each CDCCL and have been
incorporated in the ATI DC8 Maintenance Manual, Chapter 28 and must be
accomplished whenever repairs are accomplished to the fuel system.
2. Airworthiness Limitation Instructions
a. ALI’s are a means of detecting safety significant conditions potentially making the
aircraft non-compliant with SFAR 88 and FAR 25.981.
b. When an ALI detects such a condition, maintenance action to correct it is required.
c. ALI’s are mandatory and cannot be changed or deleted without the approval of the
FAA Engineering at the LA-ACO.
d. Recurring Non-Routines have been developed for each ALI and have been
incorporated in the ATI DC8 Maintenance Manual, Chapter 28.
NOTE: When accomplishing repairs relating to fuel system, each mechanic is responsible for
the adherence to and the accomplishment of the Recurrent Non-Routine for the type
work being performed.
3. Short Term Extensions
a. Short Term Extensions may be authorized in certain cases. Chapter 9 of the ATI
Reliability Control Program Manual (RCPM) details the limitations of such an
escalation. All escalations must have the concurrence of the FAA cognizant
inspector prior to entering the extension.
Revision 31 11-20-08 28.01.1
CHAPTER 28 – FUEL
28.01 SFAR 88 COMPLIANCE AND NON-ROUTINE JOB CARDS (cont’d)
4. Paragraph J, “ATI Accomplishment of Boeing SCIs, CDCCLs, & ALIs,” in the

Introduction to this Manual (Section 00) lists the recurring non-routines that will be used
when performing repairs on the fuel system. After completion of the job card, attach the
job card to the aircraft logbook page and forward to LIT Q.C.
28.01.2 04-28-10 Revision 34

CHAPTER 28 – FUEL
DC8-28.01-1
JOB TITLE
DC-8 REPAIR WIRE GAUGE, TYPE, & INSTALLATION INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 20-1 “DC-8 Repair Wire Gauges”
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 20-4 “DC-8 Repair Wire Types”
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 20-5 “DC-8 Wire Installation”
Applicability Mechanic Inspector
Procedure
1. Verify that all repair wiring used inside or within 6”
of the fuel tanks and fuel pipes uses the exact same Applicable
wire gauge as the wire being replaced. [Reference Not Applicable
CDCCL 20-1.]
2. Verify that any repair wiring used inside or within
6” of the fuel tanks and fuel pipes is not one of the
following wire types:
(a) DES-SM2006 (PVC/Nylon)

(b) 7484444 (“Quad 4,” PVC/Fiberglass/Nylon)
Applicable
(c) 7616964 (PVC/Nylon & PVC/Fiberglass/Nylon)
Not Applicable
(d) 7706560 (MIL-W-81044/9, XL-Polyolefin, XL-
Kynar)
(e) 7891145 (was Poly-X, then later was Stilan)
(f) BXS7007 (Aromatic Polyimide)
[Reference CDCCL 20-4.]

NOTE: Aircraft as originally built with previously approved wire types are
acceptable. New repairs should only be made with OEM approved
wire types.
3. Verify that all repair of wiring used inside or within
6” of the fuel tanks and fuel pipes uses the existing
wire routing and clipping established per OEM-
Applicable
approved wire installation or maintains wire
Not Applicable
clearances as prescribed in the applicable sections of
SWPM 20-00-06 and/or SWPM 10-10-01.
[Reference CDCCL 20-5.]
NOTES:
Revision 36 04-06-11 28.01.3

CHAPTER 28 – FUEL
DC8-28.01-2
JOB TITLE
DC-8 FUEL QUANTITY INDICATION SYSTEM (FQIS) WIRE ISOLATION INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 20-2 “DC-8 FQIS Wire Isolation”
Procedure
1. Verify that all FQIS wires are of wire type DA12266
Applicable
DA14286, 358-XE or equivalent, from the Master
Not Applicable
Indicator to the Tank entry point(s).
2. Verify that all FQIS wires maintain existing wire
routing established per OEM-approved wire
Applicable
installation drawings or maintain wire clearances as
Not Applicable
prescribed in the applicable sections of SWPM 20-
00-06 and/or SWPM 20-10-01.
3. Verity that all FQIS wires are isolated or separated
from other aircraft wiring in order to prevent chafing Applicable
that can lead to shorting to an incompatible power Not Applicable
source.
NOTES:
28.01.4 04-06-11 Revision 36

CHAPTER 28 – FUEL
DC8-28.01-3
JOB TITLE
DC-8 IN-TANK WIRE SPLICE INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 20-3 “DC-8 In-Tank Wire Splices”
Procedure
1. Verify that no wire splices of any type, including
crimp or solder type, are present on wires in the fuel Applicable
tank or on wires inside conduits that are in the fuel Not Applicable
tank.
NOTE: This includes (1) wiring going to AC and DC fuel pumps, (2) wiring
belonging to the Fuel Quantity Gauging System (FQGS), and (3)
wiring going to fuel high-level and low-level float switches, as
applicable; but this does not include wiring inside a LRU.
NOTES:
Revision 31 11-20-08 28.01.5

CHAPTER 28 – FUEL
DC8-28.01-4
JOB TITLE
DC-8 PROHIBITION OF POWER FEEDER SPLICES IN AREAS ABOVE FUEL
TANKS INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 20-6 “DC-8 Prohibition of Power Feeder Splices in
Areas Above Fuel Tanks”
Procedure
1. Verify that Power Feeders above any fuel tank are
maintained without splices. Any needed repair
Applicable
splice needs to be implemented at a location at least
Not Applicable
3 feet or 2 wire supports (whichever is further) from
the fuel tank boundaries.
NOTE: Power feeders are defined as any wire 10 gauge and larger (10, 8, 6,
4, 2, 0, 00, 000 and 0000 wire gauges).
NOTES:
28.01.6 11-20-08 Revision 31

CHAPTER 28 – FUEL
DC8-28.01-5
JOB TITLE
DC-8 FUEL TANK ACCESS DOOR BONDING INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 20-7 “DC-8 Fuel Tank Access Door Bonding”
Procedure
CAUTION: DEPARTING FROM THE OEM DESIGNED ELECTRICAL
CURRENT PATH ACROSS DIFFERENCE INTERFACES
COULD CREATE HAZARDOUS IGNITION SOURCES
INSIDE THE TANK.
1. Verify that the following are maintained as defined
in the applicable OEM design data which includes
Boeing design drawings or the Boeing SRM or the
Boeing AMM or Boeing approved repairs or any
combination of these:
(a) Conductive path design Applicable

(b) Surface treatments, sealants, sealing procedures, Not Applicable
seals, and O-rings
(c) Fastener types, materials, conductive rubstrips,
interference fit fasteners, and coatings
(d) Non-conductive features of the door installation,
including anodizing, priming and sealing, as well
as the seals on the door and the dome nuts
NOTES:
Revision 36 04-06-11 28.01.7

CHAPTER 28 – FUEL
DC8-28.01-6
JOB TITLE
DC-8 FUEL TANK STRUCTURAL DESIGN INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 20-8 “DC-8 Fuel Tank Structural Design”
Procedure
1. Verify that the following are maintained as defined
in the applicable OEM design data which includes
Boeing design drawings or the Boeing SRM or the
Boeing AMM or Boeing approved repairs or any
combination of these: Applicable
Not Applicable
(a) Conductive and non-conductive path design
(b) Surface treatments, sealants, and sealing
procedures
(c) Fastener types, and coatings
NOTES:
28.01.8 04-06-11 Revision 36

CHAPTER 28 – FUEL
DC8-28.01-7
JOB TITLE
DC-8 WIRING NEAR FUEL TANKS & FUEL PIPES INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 20-9 “DC-8 Wiring Near Fuel Tanks and Fuel
Pipes”
Procedure
1. Verify that all wires/wire assemblies, when installed
with 6 inches of any fuel tank or fuel pipe, conform
to Standard Wiring Practice Manual (Boeing Applicable
Document #D6-82481), Section 20-00-06, Not Applicable
“Inspection Instructions for Standard Wiring
Installations”.
NOTES:
Revision 31 11-20-08 28.01.9

CHAPTER 28 – FUEL
DC8-28.01-8
JOB TITLE
DC-8 PROHIBITION OF SAFETY WIRE, LOCKWIRE, SAFETY CABLE, OR
COTTER PINS INSIDE FUEL TANKS INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 28-1 “DC-8 Prohibit Safety Wire, Lockwire, Safety
Cable, or Cotter Pins Inside Fuel Tanks”
Procedure
1. Verify that no safety wire, lockwire, safety cable, or
cotter pins are installed inside the fuel tanks.
Applicable
Components or equipment installed inside fuel tanks
Not Applicable
shall not use safety wire or cotter pins for hardware
retention.
NOTE: Safety wire, lockwire, safety cable, and cotter pins may be used if
they are contained within the housing of an explosion proof, tank
mounted LRU and must be installed per applicable OEM
design/repair/maintenance documentation. In-shop LRU repairs
must adhere to OEM CMM documented procedures and sole use of
parts specified in the OEM’s CMM.
NOTES:
28.01.10 11-20-08 Revision 31

CHAPTER 28 – FUEL
DC8-28.01-9
JOB TITLE
DC-8 FUEL PUMP (BOOST OR TRANSFER) AND HOUSING ASSEMBLIES
INSPECTION
Page 1 of 2
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 28-2 “DC-8 Fuel Pump (Boost or Transfer) and
Housing Assemblies”
Procedure
NOTE: This card is applicable only to the following:
(1) Fuel Pump, Impeller, and Motor Assembly P/N 112-303-1, 112-303-11, 1711460, 1711461
(2) Fuel Pump, Scroll Assembly P/N 112-304, 112-332, 112-631
(3) Pump Inlet System Components
Any repair to the part numbers listed above must be made in accordance with the OEM’s
Component Maintenance Manuals (CMMs), 28-1-1, Revision 8, or an FAA approved service
bulletin. Any deviation from the OEM’s CMM must be justified by the modifier and approved
by the FAA LA-ACO.
CAUTION: EXPOSURE OF PUMP(S) AND VOLUTE/SCROLL ALUMINUM COMPONENTS TO
MERCURY MAY RESULT IN MATERIAL EMBRITTLEMENT, WHICH COULD
COMPROMISE CRITICAL DESIGN FEATURES OF THE PUMP OR
VOLUTE/SCROLL. EXPOSURE OF ANY PUMP OR HOUSING ASSEMBLY, OR
THEIR SUBCOMPONENTS, TO MERCURY IS PROHIBITED.
NOTE: Faulty pump stators must be replaced in strict adherence with OEM documentation to protect
the pump’s dry running and overheat performance as demonstrated in qualification tests.
1. Verify that the fuel pump(s) retain all features
designed by the OEM to provide explosion proof
properties. These include but are not limited to
Applicable
bearing materials and clearances, housing materials
Not Applicable
and thickness, size of vent and cooling holes and
installation of flame-arresting plates, and metal-to-
metal faying surfaces.
2. Verify that the fuel pump(s) retain all OEM features
of the inlet housing shape, clearances, and materials,
as well as the materials of all other rotating Applicable
components and stationary interfacing surfaces Not Applicable
(reprime impellers, liners, plates, bearings, bearing
assemblies, shaft, etc.).
3. Verify that pump volute/scroll and inlet screens are
Applicable
maintained as designed by Boeing and/or OEM
Not Applicable
where applicable in order to prevent FOD ingestion.
Revision 34 04-28-10 28.01.11

CHAPTER 28 – FUEL
DC8-28.01-9
JOB TITLE
INSPECTION
Page 2 of 2
Procedure
4. Verify that electrical connectors are repaired or
replaced in strict accordance with OEM Applicable
documentation to protect against electrical failures Not Applicable
and maintain explosion proof characteristics.
5. Verify that the pump stator lead wire routing inside
the pump is installed in strict accordance with OEM
documentation so that it cannot contact the rotor and
charge the rotor, which could lead to an electrical
Applicable
arc outside of the pump’s explosion proof volume.
Not Applicable
The protector, which provides a barrier between the
lead wires and rotor assembly and shaft, must be
installed in strict accordance with OEM
documentation.
6. Verify that the electrical bonding paths from the
motor assembly to the volute/scroll and to ground
are maintained per OEM, as changes to the material Applicable
coatings at motor housing joints, motor-to- Not Applicable
volute/scroll interface, and volute/scroll-to-structure
interface could defeat fault current bonding paths.
NOTES:
28.01.12 04-28-10 Revision 34

CHAPTER 28 – FUEL
DC8-28.01-10
JOB TITLE
INSPECTION (WELDON FUEL PUMP)
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 28-3 “DC-8 Fuel Pump (Boost or Transfer) and
Housing Assemblies”
Procedure
NOTE: This card is applicable only to the following:
(1) Weldon Fuel Pump Assembly, P/N 10045-A
1. Verify that the installation location of the fuel pump

Applicable
is as defined by the original aircraft OEM design
Not Applicable
data.
NOTE: Any repair to components that affect location of the fuel pump
relative to distance from the fuel tank wall or components mounted
between the pump and fuel tank wall must be made in accordance
with the airframer’s design documentation (e.g., installation
drawings and/or Illustrated Parts Catalog) or an FAA approved
service bulletin. Any changes or deviations to the features
described above must be justified by the modifier and approved by
the FAA LA-ACO.
NOTES:
Revision 31 11-20-08 28.01.13

CHAPTER 28 – FUEL
DC8-28.01-11
JOB TITLE
DC-8 FUEL PUMP ELECTRICAL CONNECTOR WIRE/CONDUIT ASSEMBLY
INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 28-4 “DC-8 Fuel Pump Electrical Connector
Wire/Conduit Assembly”
Procedure
1. Verify that only connector P/N’s 14158-1 or 14158-
Applicable
2 are used in a rebuilt or repaired pump conduit
Not Applicable
assembly.
NOTE: Repairs to the fuel pump conduit/wire assembly must be done with
the assembly removed from the aircraft and in accordance with
Douglas DC-8 Overhaul Manual, Chapter 28-10-2, Temporary
Revision 28-4 (dated July 15, 2000) or later. Assembly procedures
for the wire harness/conduit are to be used to maintain the design
intent to prevent connector, wiring, and conduit damage and/or
failure inside the tank.
NOTE: Not all DC-8 aircraft were in compliance with CDCCL 28-4 at
delivery. Boeing Service Bulletin DC8-28-83, Revision 2, dated
8/30/1975 or later is required to be completed on any aircraft not
conforming to CDCCL 28-4.
NOTES:
28.01.14 11-20-08 Revision 31

CHAPTER 28 – FUEL
DC8-28.01-12
JOB TITLE
DC-8 OUTER WING SURFACE PREPARATION INSPECTION
Page 1 of 2
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 28-5 “DC-8 Outer Wing Surface Preparation”
Procedure
NOTE: The outer outboard portion of the DC-8 wing, with skin thickness
less than 0.080 inch, is not capable of withstanding a severe
lightning channel attachment without melting through when it is
painted. Since all of the skin panels of the wing box are thicker than
0.064 inch, then can safely handle a potential lightning strike when
the skin is bare, anodized, alodined, or has aluminum clad finish.
1. Verify that all paint has been removed from the
exterior portion of the upper and lower skin panels Applicable
of the fuel tank box in the areas identified in the Not Applicable
following list:
APPLICABLE AIRPLANE FSNs PAINT REMOVAL
OUTBOARD OF STATION NO.
45410 Upper Panels: XRS = 589
Lower Panels: XRS = 589
45600-45606 Upper Panels: XRS = 624
45610-45624, 45636-45812, 45817- Upper Panels: XRS = 624
45881 Lower Panels: XRS = 624
45813, 45886, 45888, 45891, 45898, Upper Panels: XRS = 624
45900-45902, 45907, 45914-45915, Lower Panels: XRS = 659
45938-45939, 45944-45950, 45952,
45973-45978, 45979-45981, 45992-
45994, 46011-46012, 46015-46018,
46029-46032, 46037, 46040, 46048,
46055-46056, 46064-46065, 46072
45905, 45920-45921, 45925, 45953- Upper Panels: XRS = 659
45956, 46023-46024 Lower Panels: XRS = 693
Revision 34 04-28-10 28.01.15

CHAPTER 28 – FUEL
DC8-28.01-12
JOB TITLE
DC-8 OUTER WING SURFACE PREPARATION INSPECTION
Page 2 of 2
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 28-5 “DC-8 Outer Wing Surface Preparation”
Procedure
APPLICABLE AIRPLANE FSNs PAINT REMOVAL
OUTBOARD OF STATION NO.
45903-45904, 45909, 45922-45924, Upper Panels: XRS = 727
45926-45928, 45936, 45960-45969, Lower Panels: XRS = 727
45984, 45986, 45988-45991, 45999-
46008, 46013, 46019-46022, 46027,
46033-46036, 46041-46044, 46067-
46071, 46073-46082, 46085, 46086-
46115, 46117-46163
NOTE: These unpainted panels still require corrosion protection per AMM
structural processes.
NOTES:
28.01.16 04-28-10 Revision 34

CHAPTER 28 – FUEL
DC8-28.01-13
JOB TITLE
DC-8 FUEL QUANTITY MASTER INDICATORS INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 28-6 “DC-8 Fuel Quantity Master Indicators”
Procedure
NOTE: This card is applicable to all DC-8 airplanes with utilize the following fuel quantity gauging
system (FQGS) components:
(1) Master indicator P/N B118-xxx series for Goodrich/Simmonds/Liquidometer FQGS

(2) Master indicator P/N 206-001-001 thru 206-001-004 for Parker FQGS
1. Verify that any repair to a FQGS master indicator
was performed in accordance with the OEM’s Applicable
Component Maintenance Manual (CMM) listed Not Applicable
below or an FAA approved service bulletin:
PART NUMBER(S) CMM REVISION
206-001-001 thru 206-001-004 28-40-01 1
B118-xxx Series 28-40-007 C
NOTE: Any deviation from the OEM’s CMM must be justified by the
modifier and approved by the FAA LA-ACO.
NOTES:
Revision 34 04-28-10 28.01.17

CHAPTER 28 – FUEL
DC8-28.01-14
JOB TITLE
DC-8 FUEL PUMP CONNECTOR INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 28-7 “DC-8 Fuel Pump Connector”
Procedure
NOTE: This card is applicable to the following tank mounted electrically operated fuel pumps:
(1) Pesco Fuel Pump P/N 112-303-1, 112-303-11, 1711460, 1711461

NOTE: An under torqued connector may leak fuel into the connector or may
back off and open the connector, leading to short circuits of the
pump power wires and potentially an ignition source within the fuel
tank.
1. Every time a pump connector is installed, a second
Applicable
individual must witness inspection of pump
Not Applicable
connector/torquing.
NOTES:
28.01.18 04-28-10 Revision 34

CHAPTER 28 – FUEL
DC8-28.01-15
JOB TITLE
DC-8 FUEL PUMP CIRCUIT BREAKER RESET INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), ALI 20-1 “DC-8 Fuel Pump Circuit Breaker Reset”
Tools Needed
Standard Electrical Tools
Procedure
CAUTION: ANY TRIPPED FUEL PUMP CIRCUIT BREAKER(S) IS
NOT TO BE RESET UNTIL IT HAS BEEN DETERMINED
IT IS SAFE TO DO SO.
NOTE: This non-routine is to be accomplished only when the open circuit
breaker condition occurs in service.
NOTE: Tripped fuel pump circuit breakers shall be reported by the flight
crew and will generate maintenance action.
1. Verify that it is safe to reset the circuit breaker(s) by
following the applicable OEM troubleshooting
procedures. Fault(s) that resulted in circuit breaker Applicable
trip must be isolated and corrected prior to reset if Not Applicable
the fault(s) occurred inside the fuel tank or adjacent
to any fuel tank wall.
2. Check “pass” or “fail”.
Pass – It is safe to reset the circuit breaker(s) if the
troubleshooting procedures are successfully
Pass
completed and the problem has been corrected.
Fail
Fail – It is not safe to reset the circuit breaker(s) if
the troubleshooting procedures are not successfully
completed.
NOTES:
Revision 31 11-20-08 28.01.19

CHAPTER 28 – FUEL
NOTE: This jobcard is applicable after incorporation of Boeing Service Bulletin DC8-28-090.
DC8-28.01-16
JOB TITLE
DC-8 FLOAT SWITCH CIRCUIT INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030 (SFAR 88), CDCCL 20-10 “DC-8 Float Switch Circuit”
Boeing Service Bulletin DC8-28-090
FAA AD 2010-21-03
Procedure
1. Verify that any replacement fuse installed to protect
the float switch circuits is the same type as Applicable
prescribed in SB DC8-28-090, Revision New or Not Applicable
later, or Boeing approved part, per SWPM 20-20-02.
2. Verify that any replacement or repair of wiring or
sleeving from the fuse to tank penetration point has Applicable
DMS 2109 or DMS 2379 Type 4 sleeving installed Not Applicable
per SWPM 20-10-01.
NOTE: For fuse installations that incorporate a drip loop near the fuse,
sleeving will only extend from tank penetration point to bottom of
the drip loop.
NOTES:
28.01.20 04-06-11 Revision 36

CHAPTER 28 - FUEL
28.02 – ALTERNATE AND CENTER AUXILIARY TANK FUEL PUMP

CONTROL SYSTEMS CHECK
TABLE OF CONTENTS
Paragraph Page
A. GENERAL-------------------------------------------------------------------------- 28.02.1
Job Card Page

28.02-1 DC-8 ALTERNATE AND CENTER AUXILIARY TANK FUEL
PUMP CONTROL SYSTEMS CHECK---------------------------------------- 28.02.2
Revision 34 04-28-10 28.02-i

CHAPTER 28 - FUEL
INTENTIONAL
BLANK
28.02-ii 04-28-10 Revision 34

CHAPTER 28 - FUEL
28.02 ALTERNATE AND CENTER AUXILIARY TANK FUEL PUMP CONTROL
SYSTEMS CHECK
1. General
a. Non-routine Job Card DC8-28.02-1 “DC-8 Alternate and Center Auxiliary Tank Fuel
Pump Control Systems Check” is applicable to all Alternate and Center Auxiliary Tank
Fuel Pump Control System Switches, Control Relays, and wiring.
b. This Non-routine inspects for failures in the fuel pump control system that would allow
the fuel pump to continue to operate after it has been commanded OFF via the fuel pump
control switch on the FE’s panel. Failures could include welded contacts in the FE’s
Panel control switches, welded contacts in the Center Auxiliary Tank fuel pump control
relay, or wire shorts. Failures are found when the pressure in the engine fuel feed system
will not decrease after the fuel tank pump being tested is commanded OFF.
c. Accomplishment of Non-routine Job Card DC8-28.02-1 is not to exceed 8,000 flight

hours or 24 calendar months, whichever comes first.
Revision 34 04-28-10 28.02.1

CHAPTER 28 - FUEL
SYSTEMS CHECK (cont’d)
DC8-28.02-1
JOB TITLE
DC-8 ALTERNATE AND CENTER AUXILIARY TANK FUEL PUMP CONTROL
SYSTEMS CHECK
Page 1 of 4
References
Boeing Report MDC-02K9030, ALI 28-1 “DC-8 Alternate & Center Auxiliary Tank Fuel Pump Control
Systems Check”
FAA AD 2010-21-03
Mechanic Inspector
Procedure
Perform an ON/OFF check of the affected fuel pump(s) to verify
the pump is not running when it is commanded OFF. This can be
monitored from engine fuel feed pressure gauge when the pump is
commanded on or off.
1. Apply electrical power to the airplane and verify that all 4
electrical buses are powered.
NOTE: Suggest total fuel loaded on the airplane be at least 20,000
Lbs (9075 Kg) to be distributed in each individual fuel
tank as noted in the following check steps. A lesser total
amount can be used and transferred between tanks as
necessary to achieve the minimum amounts noted in the
following check steps.
2. Test No. 1 Alternate Tank Fuel Boost Pump:
a. Verify that at least 1200 Lbs (545 Kg) of fuel is available in
the subject tank.
b. Verify that the Fuel Panel is in the NORMAL
configuration:
• All fuel pumps are OFF,
• All Main Tank Fuel Selector Valves are in the MAIN
position,
• Center Wing Aux and Forward Aux Selector Valves
are in the “OFF” position,
• All the Crossfeed Valves are in the NORMAL position,
• All Fill Valves are in the CLOSED position,
• All Fire Handles are in the “NORMAL” position.
28.02.2 04-06-11 Revision 36

CHAPTER 28 - FUEL
DC8-28.02-1
JOB TITLE
SYSTEMS CHECK
Page 2 of 4
Mechanic Inspector
Procedure
c. Move the Number 1 fuel tank Selector Valve to the ALT
position.
d. Verify that the fuel pressure supplied to the number 1
engine on the fuel pressure gauge is less than 10 PSIG.
e. Select the Number 1 Alternate Tank Boost Pump switch to
the BOOST position.
f.Verify that the fuel pressure supplied to the number 1
engine on the fuel pressure gauge indicates greater than 15
PSIG.
NOTE: It may take up to 2.5 minutes for the fuel pump to
produce this pressure.
g. Select the Number 1 Alternate Tank Boost Pump switch to
the OFF position.
h. If the fuel pressure decays to less than 15 PSIG within 10
seconds, the test is satisfactory. If the pressure holds on the
number 1 engine fuel pressure gauge for longer than 15
seconds, momentarily place the number 1 Alternate Tank
Crossfeed Valve in the CROSSFEED position and open the
Number 1 Alternate Tank Fill Valve by placing the switch
in the FILL position to relieve the pressure to below 10
PSIG. After the pressure is relieved, place the Number 1
Alternate Tank Fill Valve in the CLOSED position and
move the crossfeed lever back to the NORMAL position.
Wait for at least 30 seconds and verify that the Number 1
engine fuel pressure does not climb above 15 PSIG.
i. If the fuel pressure again climbs above 15 PSIG, the test is
failed. Troubleshoot the cause of the uncommanded
operation of the fuel pump before further filght or
deactivate the defective fuel pump by removing all
electrical power from the pump by opening and collaring
the applicable fuel pump power circuit breakers.
j. For DC-8-71 Series airplanes, repeat steps 2.a through 2.i
for Alternate fuel tanks 2, 3 and 4.
NOTE: Use the Fuel Pressure Gauge, Crossfeed, Tank
Selector and Fill Valves, and Tank Boost Pump
associated with the respective engine position.
Revision 36 04-06-11 28.02.3
CHAPTER 28 - FUEL
DC8-28.02-1
JOB TITLE
SYSTEMS CHECK
Page 3 of 4
Mechanic Inspector
Procedure
k. For DC-8-62, -72, and –73 Series airplanes, repeat steps 2.a
through 2.i for Alternate fuel tank 4.
NOTE: Use the Fuel Pressure Gauge, Crossfeed, Tank
Selector and Fill Valves, and Tank Boost Pump
associated with the respective engine position.
3. Test Center Wing Auxiliary Tank Fuel Pumps if installed.
a. Verify that at least 3000 Lbs (1360 Kg) of fuel is available
in the subject tank (Center Wing Auxiliary Tank).
b. Verify that the Fuel Panel is in the NORMAL configuration
such as:
• All fuel pumps are OFF,
• All Fuel tank Selector Valves are in the NORMAL
(MAIN) position,
• All the Crossfeed Valves are in the NORMAL
(CLOSED) position,
• All Fill Valves are in the CLOSED position,
• All Fire Handles are in the NORMAL (OPEN)
position.
c. Verify that the fuel pressure supplied to the number 3
engine on the fuel pressure gauge is less than 10 PSIG.
d. Select the Center Wing Aux Manual Operated Gate Valve
to CENTER WING AUX position.
e. Select the Center Wing Aux Tank Fuel Boost Pump switch
to the BOOST position.
f. Select the No.3 Crossfeed Valve to the CROSSFEED
position.
g. Verify that the fuel pressure supplied to the number 3
engine on the fuel pressure gauge is greater than 15 PSIG.
NOTE: It may take up to 2.5 minutes for the fuel pump to
produce this pressure.
h. Select the Center Wing Aux Tank Boost Pump Switch to
the OFF position.
28.02.4 04-06-11 Revision 36

CHAPTER 28 - FUEL
DC8-28.02-1
JOB TITLE
SYSTEMS CHECK
Page 4 of 4
Mechanic Inspector
Procedure
i. If the fuel pressure to the number 3 engine decays to less
than 15 PSIG within 10 seconds, the test is satisfactory. If
the pressure holds on the number 3 engine fuel pressure
gauge for longer than 15 seconds, momentarily place the
Center Wing Auxiliary Tank fill valve to the FILL position
to relieve the pressure to below 10 PSIG. After the
pressure is relieved, place the Center Wing Auxiliary Tank
fill valve in the CLOSED position. Wait for at least 30
seconds and verify that the Number 3 engine fuel pressure
does not climb above 15 PSIG.
j. If the fuel pressure again climbs above 15 PSIG, the test is
failed. Troubleshoot the cause of the uncommanded
operation of the fuel pump(s) in the Center Wing Auxiliary
Tank before further flight or deactivate the defective fuel
pump by removing all electrical power from the pump by
opening and collaring the applicable fuel pump circuit
breakers.
k. After all test steps are done, redistribute fuel as necessary.
4. Ensure all job card sign offs are completed.
Revision 36 04-06-11 28.02.5

CHAPTER 28 - FUEL
INTENTIONAL
BLANK
28.02.6 04-06-11 Revision 36

AIR TRANSPORT INTERNATIONAL L. L. C.
CHAPTER 29- HYDRAULICS
TABLE OF CONTENTS
Page
29.01 VICKERS PV3-160-4 ENGINE DRIVEN HYDRAULIC PUMP
(STC SA4201NM-D, E.O. 29-DC8-82) ------------------------------------------- 29.01.1
29.02 FILTER, PUMP CASE DRAIN---------------------------------------------------- 29.02.1
29.03 VICKERS PV3-160-4 ENGINE DRIVEN HYDRAULIC PUMP -
BYPASS SOLENOID REPLACEMENT----------------------------------------- 29.03.1
29.04 FLIGHT CONTROL PRIORITY VALVE TEST ------------------------------- 29.04.1
Revision 22 05-20-05 29-i

CHAPTER 29- HYDRAULIC
INTENTIONAL
BLANK
29-ii 05-20-05 Revision 22

29.01 – VICKERS PV3-160-4 ENGINE DRIVEN HYDRAULIC PUMP

TABLE OF CONTENTS
Paragraph Page
1. GENERAL----------------------------------------------------------------------------- 29.01.1
2. TOOLS AND EQUIPMENT REQUIRED ---------------------------------------- 29.01.1
3. REMOVAL / INSTALLATION OF ENGINE DRIVEN HYDRAULIC
PUMPS --------------------------------------------------------------------------------- 29.01.1
FIGURES
29.01-1 PV3-160-4 ENGINE DRIVEN PUMP IPC (DC8-62/-63) ---------------------- 29.01.6

29.01-2 HYDRAULIC PUMP MOUNTING CLAMP & ADPATER IPC ------------- 29.01.7
29.01-3 CASE DRAIN FILTER ASSY., P/N 1732733 IPC ------------------------------ 29.01.8
Revision 14 12-03-01 29.01-i

INTENTIONAL
BLANK
29.01-ii 12-03-01 Revision 14

CHAPTER 29-HYDRAULICS
29.01 VICKERS PV3-160-4 ENGINE DRIVEN HYDRAULIC PUMP
1. General
a. Aircraft modified in accordance with STC SA4201NM-D or E.O. 29-DC8-82, which

installs the Vickers PV3-160-4 inline engine driven hydraulic pump. The long duct
aircraft case drain filter has been moved from the rear spar location to a location in the
Q.E.C. plumbing. The short duct aircraft filter remains the same.
b. Access to the hydraulic pumps is through the right hand side engine nacelle doors and
removal of the right hand side engine bypass duct (see Chapter 71).
c. Removal/installation/inspection procedures for the #2 and #3 engine hydraulic pumps are

identical, except as noted.
2. Tools and Equipment Required: Grease: Electro-Moly/92 (Electrofilm, Inc.) or equivalent,

is used for lubrication of hydraulic pump shaft splines.
3. Removal/Installation of Engine Driven Hydraulic Pumps
a. Remove engine driven hydraulic pump.

(1) Open 2 and 3 engine hydraulic pump bypass circuit breaker located on the
miscellaneous (dc bus) section of the EPC circuit breaker.
WARNING: TAG AND SAFETY CIRCUIT BREAKER(S).
(2) Place fire control handle(s) in fuel, air, and hydraulic shut-off position.
(3) Relieve hydraulic head pressure from the system using plunger located in left hand
wheel well.
(4) Disconnect case drain hose from case drain port.
CAUTION: THE FIRE DETECTOR SENSING ELEMENTS WHICH ARE
INSTALLED WITHIN THE ENGINE AREA ARE VERY
SNESITIVE. PHYSICAL CONTACT WITH THESE
ELEMENTS CAN CAUSE HIDDEN DAMAGE. A CONSTANT
DIMENSION MUST BE MAINTAINED BETWEEN
ELEMENTS AND THEIR SUPPORT STRUCTURE. A
MINIMUM CLEARANCE OF 3/4 INCH MUST BE
MAINTAINED BETWEEN ELEMENTS AND ENGINE
COMPONENTS AND LINES.
Revision 14 12-03-01 29.01.1

29.01 VICKERS PV3-160-4 ENGINE DRIVEN HYDRAULIC PUMP (CONT’D)
(4) Disconnect pressure line from outlet port.
(5) Disconnect suction hose from suction port.
(6) Disconnect electrical connector from bypass solenoid.
(7) Remove the mounting clamp, which attaches the pump body to the mount adapter
flange, while supporting the pump. Pull the pump straight back to disengage the
spline and the anti-rotation pins.
(8) Remove the pump.
(9) Remove the hydraulic fittings from the pump ports and retain for use on the new
pump.
Note: In the event the pump is removed due to a malfunction of the pump and
physical internal damage is suspected, the following filters and check
valves should be removed and cleaned or replaced.
(a) Dual filter and relief valve filter element.
(b) Hydraulic reservoir return fluid filter element.
(c) Engine driven case drain check valve, located in the pylon.
(d) Engine driven pump pressure line check valve, located in the pylon.
(e) Case drain filter element.
b. Install the Engine Driven Hydraulic Pump
(1) Make certain that engine 2 and 3 hydraulic pump bypass circuit breaker located on
the miscellaneous (dc bas) section of the EPC circuit breaker panel is open.
(2) Install the fittings in the pump pressure, suction, and case drain ports, replacing 0-
rings as required.
(3) Drive Spline Treatment
(a) PV3-160-4: Lubricate pump shaft spline with Eletro-Moly/92 or equivalent

grease.
29.01.2 12-01-97 Revision 4

29.01 VICKERS PV3-160-4 ENGINE DRIVEN HYDRAULIC PUMP (cont’d)
(b) PV3-160-4B: This spline has a plastic wear feature.
(4) Check the pump mount adapter flange for condition and security. Correct any
discrepancy prior to installing the pump.
(5) Fill the pump case with clean hydraulic fluid through the case drain port.
CAUTION: BEFORE OPERATING THE ENGINE DRIVEN HYDRAULIC
PUMP, THE PUMP MUST BE FILLED WITH CLEAN
HYDRAULIC FLUID THROUGH THE CASE DRAIN PORT TO
PREVENT THE PUMP FROM OPERATING WITHOUT
LUBRICATION DURING THE SELF-PRIMING PERIOD.
(6) Install the pump on the engine accessory pad and secure.
CAUTION: THE FIRE DETECTION SENSING ELEMENTS WHICH ARE

INSTALLED WITHIN THE ENGINE AREA ARE VERY
SENSITIVE. PHYSICAL CONTACT WITH THESE
ELEMENTS CAN CAUSE HIDDEN DAMAGE. A CONSTANT
DIMENSION MUST BE MAINTAINED BETWEEN
ELEMENTS AND THEIR SUPPORT STRUCTURE. A
MINIMUM CLEARANCE IF 3/4 INCH MUST BE
MAINTAINED BETWEEN ELEMENTS AND ENGINE
COMPONENTS AND LINES.
(a) Insert the pump spline into its gearbox drive. Align and engage the pump anti-
rotational pins. Confirm that the pump seats fully on its adapter flange without
any force being applied.
(b) Install the mounting clamp around the mated pump and mount adapter flanges.
Secure the “T” bolt, taking up all slack in the clamp.
(c) Inspect the pump-to-adapter flange mating. Make certain that the mounting
clamp has equally engaged all parts of the pump/adapter flange.
(d) Torque the “T” bolt to 45 to 55 inch/pounds and lockwire clamp.
(7) Connect the pressure line hose to the pump outlet port fitting.
(8) Connect the suction hose to the pump suction port fitting.
(9) Connect the case drain hose to the pump case drain port fitting.
Revision 5 01-15-98 29.01.3

(10) Connect the electrical connector to the pump bypass solenoid and lockwire.
(11) Return the fire control handle (s) to the normal position.
(12) Bleed the entrapped air from the pump by cracking the case drain line and allowing
fluid flow from the reservoir to establish itself. Re-secure the case drain hose at the
pump.
(13) Reset the generator which was tripped when the fire control handle was pulled.
(14) Close engine 2 and 3 hydraulic pump bypass circuit breaker located on the
miscellaneous (dc bus) section of the EPC circuit breaker panel.
(15) Check the operation of the hydraulic pump in accordance with paragraph 4 below.
(16) Service hydraulic head pressure to 35 psi IAW DACO MM Chapter 29.
c. Inspection/Check Engine Driven Hydraulic Pump
(1) Start engines No. 2 and 3. (Ref. DC-8 ERH.)
(2) Place the hydraulic system selector control lever in the general system (normal)
position.
(3) Check the main hydraulic pressure indicator for 2800 to 3000 psi system pressure.
(4) Operate the wing flaps through a complete cycle of operation.

WARNING: BEFORE OPERATING THE FLAPS, MAKE CERTAIN
THAT THE FLAP AREA IS CLEAR OF PERSONNEL AND
OBSTRUCTIONS.
(5) Place both engine driven pump control switches in the bypass position. Hydraulic
pressure should drop to approximately zero psi.
(6) Place one control switch in the on position. Hydraulic pressure should build up to
2800 to 3000 psi.
(7) Return that switch to the bypass position.
(8) Place the other switch in the on position. Hydraulic pressure should build up to
2800 to 3000 psi.
29.01.4 12-03-01 Revision 14

(9) Place both switches in the on position for normal operation, and observe that the
hydraulic pressure returns to the normal range.
(10) Confirm that the generators are operational.
(11) Shut down the engine (s).
(12) Perform a leak check of the pump and its hoses and fittings.
(13) Make a final inspection of the pump, hoses, and electrical connector for security.
Revision 5 01-15-98 29.01.5

ITEM NOMENCLATURE PART NUMBER(S)

1. CASE DRAIN HOSE ASSY. 170F005-6CR-0096 or AE2460201G0100
2. PRESSURE HOSE ASSY. 170F003-10CD-0130 or AE2460101J0134
3. SUCTION HOSE ASSY. AE6630M0091-037 or AE6647M0091
4. CLAMP (ATTACH) 374105
5. HYDRAULI C PUMP PV3-160-4 or PV3-160-4B
6. CONNECTOR (Bypass Solenoid) MS3106E-10SL-4S
7. BYPASS SOLENOID 411200
8. SUCTION FITTING
a. ELBOW AN833-20D
b. NUT AN924-20D
c. O-RING NAS1612-20
d. ADAPTER AN894D20-16
9. PRESSURE FITTING
a. ELBOW AN833-10
b. NUT AN924-10
c. O-RING NAS1612-10
10. CASE DRAIN FITTING
a. ELBOW AN833-6
b. NUT AN924-6
c. O-RING NAS1612-6
PV3-160-4 ENGINE DRIVEN PUMP IPC
FOR THE DC-8-62 AN DC-8-63 ONLY
Figure 29.01-1
29.01.6 12-01-97 Revision 4

ITEM NOMENCLATURE PART NUMBER

1 Adapter and Pin Assembly 387999
2 Clamp, Mounting 374105
3 Nut 138116
4 Bolt, T 393101
HYDRAULIC PUMP MOUNTING CLAMP AND ADAPTER IPC

Figure 29.01-2
Revision 5 01-15-98 29.01.7

NOTE: When P/N 7501227 is used

the following steps must be
performed:
A. Ensure Filter Element 7580341

has been installed.
B. Add a Union(AN815-6) with a

Packing(NAS1612-6) to the head of
the Filter Assembly. The head is
the larger diameter end of the

1 Filter Assy 1732733 or 7501227
2 Element 7580341
3 Spring A2808J
4 Packing NAS 1612-20
5 Packing 109661-1-6
CASE DRAIN FILTER ASSEMBLY

Figure 29.01-3
29.01.8 12-03-01 Revision 14

29.02 – FILTER, PUMP CASE DRAIN – REMOVAL/SERVICE/

INSTALLATION
TABLE OF CONTENTS
Paragraph Page
1. GENERAL----------------------------------------------------------------------------- 29.02.1
2. REMOVAL SERVICE / INSTALLATION--------------------------------------- 29.02.1
Revision 14 12-03-01 29.02-i

INTENTIONAL
BLANK
29.02-ii 12-03-01 Revision 14

29.02 FILTER, PUMP CASE DRAIN - REMOVAL/SERVICE/INSTALLATION
1. General
a. This procedure for DC8-61/-62 and -63 aircraft only.
b. The case drain filter assembly is located on the upper end of the Q.E.C. case drain hard
line in place of the union which was originally there. On the DC-8-61 series, the filter is
located on the upper case drain line just prior to the pylon in the flap well.
c. The disposable paper element is to be replaced whenever its related engine driven pump
is changed. Contamination found in this element during scheduled replacement shall be
used to determine the serviceability of its respective pump.
d. Inspection of this paper filter element will be accomplished by freeing the pleated portion
of the filter from its end caps and unfolding it in order to reveal the entire contents of the
element.
e. The spring installed on top of the filter element prevents bypassing, and subsequent
downstream contamination. It also prevents blockage of the case drain circuit if the filter
element is installed backwards.
2. Removal Service/Installation
a. Remove the Filter Assembly.
(1) Relieve hydraulic system pressure.
(2) Safety tag cockpit hydraulic and engine controls.
(3) Relieve the main hydraulic reservoir head pressure.
(4) Disconnect the hoses from both ends of the filter assembly. Cap/plug Q.E.C.
plumbing.
b. Service the Filter Assembly
(1) Unscrew the cap from the filter assembly.
(2) Carefully remove the filter element, and look for contamination in the case drain
filter assembly housing.
Revision 4 12-01-97 29.02.1

27.02 FILTER, PUMP CASE DRAIN - REMOVAL/SERVICE/INSTALLATION(cont’d)
(3) Clean the filter assembly housing and cap with Sroddard Solvent or equivalent, and
dry.
(4) Install a new packing (O-ring) on the housing parting surface.
(5) Install a new filter element and reassemble the filter assembly.
(a) Check that the spring is installed first, in the male half of the housing. The
large loop of the spring may be spread outward slightly to prevent the spring
from falling out of the housing.
(b) Insert the element with its open end away from the spring.
(c) Screw on the female half of the housing and tighten it.
(d) Re-safety the filter housing to the cap.
c. Installation
(1) Reconnect the filter assembly into its previous position in the Q.E.C. case drain
plumbing.
CAUTION: THE FILTER MUST BE INSTALLED SO THAT THE FLOW

WILL BE FROM THE OUTSIDE OF THE ELEMENT TO THE
INSIDE. THIS IS DONE BY INSTALLING THE ‘OUT’ OR
CAP END SO THAT IT IS EITHER UP OR AFT.
(2) Remove the cockpit safety tags.
(3) Check and service the main hydraulic reservoir fluid level and head pressure as
required.
(4) Pressure check the filter installation for no leakage by motoring or running the
engine.
29.02.2 12-01-97 Revision 4

29.03 – VICKERS PV3-160-4 ENGINE DRIVEN HYDRAULIC PUMP –

BYPASS SOLENOID REPLACEMENT
TABLE OF CONTENTS
Paragraph Page
1. GENERAL----------------------------------------------------------------------------- 29.03.1
2. REMOVAL / INSTALLATION OF ENGINE HYDRAULIC PUMP
BYPASS SOLENOID---------------------------------------------------------------- 29.03.1
3. INSPECTION / CHECK OF ENGINE DRIVEN HYDRAULIC PUMP
BYPASS SOLENOID---------------------------------------------------------------- 29.03.2
FIGURES
29.03-1 BYPASS SOLENOID IPC ---------------------------------------------------------- 29.03.3
Revision 14 12-03-01 29.03-i

INTENTIONAL
BLANK
29.03-ii 12-03-01 Revision 14

29.03 VICKERS PV3-160-4 ENGINE DRIVEN HYDRAULIC PUMP - BYPASS
SOLENOID REPLACEMENT
1. General
a. This procedure covers the removal and replacement of the engine driven hydraulic pump
bypass solenoid valve without removing the pump.
b. Extreme care must be taken during this action to prevent damage to the packings and
backup rings.
c. Access to the bypass solenoid is through the engine nacelle doors. (See chapter 71.)
d. Removal/installation/inspection/check procedures for the #2 and #3 engine driven

hydraulic pump solenoid valves are identical.
2. Removal /Installation of Engine Hydraulic Pump Bypass Solenoid (Refer Figure 29-5)
a. Remove engine driven hydraulic pump bypass solenoid.
(1) Open 2 and 3 engine hydraulic pump bypass circuit breaker located on the
miscellaneous (dc bus) section of the EPC circuit breaker panel.
WARNING: TAG AND SAFETY CIRCUIT BREAKER (S) AND ENGINE

CONTROLS
(2) Place fire control handle (s) in fuel, air, hydraulic shutoff position.
(3) Remove the bypass solenoid connector from the bypass valve.
(4) Remove and retain the three screws that attach the solenoid to the pump.
(5) Carefully withdraw the solenoid and value assembly from the pump housing port.
CAUTION: THE SOLENOID AND VALVE ARE A MATCHED SET AND

CANNOT BE INTERCHANGED WITH PARTS OF A
DIFFERENT ASSEMBLY.
b. Install engine driven hydraulic pump bypass solenoid assembly.
(1) Inspect the hydraulic pump bypass solenoid port interior for presence of foreign
objects or o-ring debris.
Revision 4 12-01-97 29.03.1

29.03 VICKERS PV3-160-4 ENGINE DRIVEN HYDRAULIC PUMP - BYPASS
SOLENOID REPLACEMENT(cont’d)
(2) Install packings and backup rings on the solenoid valve (ref. Figure 1).
(3) Lubricate the packings and backup rings with clean hydraulic fluid.
(4) Carefully withdraw the solenoid and valve assembly from the pump housing port.
CAUTION: THE PACKING OF THE SOLENOID VALVE ASSEMBLY

ARE EXTREMELY SUSCEPTIBLE TO DAMAGE DURING
ASSEMBLY.
(5) Install the three retaining screws and safety as required.
(6) Install bypass solenoid connector and safety.
(7) Place fire control handle in the cockpit to the normal position.
(8) Reset the bypass control circuit breaker for the 2 and 3 engine driven pumps
previously opened.
(9) Remove safety tags from controls and circuit breaker (s).
(10) Reset generator breaker on Flight Engineer’s panel.
3. Inspection/Check of Engine Driven Hydraulic Pump Bypass Solenoid
a. Motor the effected engine IAW JRH and cycle the effected pump switch on and off to
bleed entrapped air from the solenoid valve. Let the pump build up pressure to 3000 PSI
and turn the switch OFF. Let the pressure decrease to approximately 300 PSI and turn
the pump ON.
WARNING: DO NOT EXCEED STARTER DUTY LIMITS DURING

MOTORING.(Reference Jet Run Handbook)
b. Check the bypass solenoid for external leakage and security.
c. Check the bypass solenoid connector for security.
d. Close and secure engine nacelle doors.
29.03.2 12-01-97 Revision 4


1 Bypass Solenoid Valve 411200
2 Retaining Screw MS24678-10
3 Packing 271133
4 Ring-Backup MS28774-013
BYPASS SOLENOID IPC

Figure 29.03-1
Revision 4 12-01-97 29.03.3

INTENTIONAL
BLANK
29.03.4 12-01-97 Revision 4

29.04 – FLIGHT CONTROL PRIORITY VALVE TEST

TABLE OF CONTENTS
Paragraph Page
1. GENERAL----------------------------------------------------------------------------- 29.04.1
2. TEST ----------------------------------------------------------------------------------- 29.04.2
FIGURES
29.04-1 HYDRAULIC SYSTEM PRIORITY VALVE INSTALLATION------------- 29.04.2
Revision 22 05-20-05 29.04-i

INTENTIONAL
BLANK
29.04-ii 05-20-05 Revision 22

29.04 FLIGHT CONTROL PRIORITY VALVE TEST
1. General
a. The priority valve is installed in the hydraulic system between the left and right hand
manifolds and connected so as to provide hydraulic power to only the ailerons, rudder
and stabilizer in case the system pressure drops to a certain level. The purpose is to
prevent flight control reversion from power to manual configuration in case other systems
are operated in flight.
b. The valve operation may be tested by using the auxiliary pump or by using a hydraulic
bench. If the bench is used, the flow rate should be limited to approximately 5 gpm.
2. Test – Clear the airplane for hydraulic system pressure and for operation of the wing flaps,
ailerons, and/or the rudder. Operation of the wing flaps and ailerons should be sufficient.
a. Pressurize the hydraulic system.
b. Turn on power to the ailerons and/or rudder.
c. Operate the wing flaps, and while the flaps are moving, operate the selected control
(ailerons and/or rudder) at a rate to cause the test stand pressure or auxiliary pump
pressure to drop to below 1700 psi, as read on the main system accumulator pressure
gauge in the left wheel well.
d. Note that as the pressure drops below 1700 psi the flaps stop moving.
e. The ailerons or rudder should continue to move on power and not revert to manual
control.
NOTE: If controls are operated too fast, ailerons or rudder will revert to manual operation
when system pressure drops below 1100 (+100, -50) psi due to the aileron or
rudder low pressure shutoff valves.
f. Decrease or stop the operating rate of the controls to allow the test stand or auxiliary
pump pressure to build up.
g. At a maximum of 2250 psi, the priority valve should operate and allow the flaps to
continue moving. Read pressure on the accumulator gauge in the left wheel well.
Revision 22 05-20-05 29.04.1

29.04 FLIGHT CONTROL PRIORITY VALVE TEST (cont’d)
HYDRAULIC SYSTEM PRIORITY VALVE INSTALLATION

Figure 29-04-1
29.04.2 05-20-05 Revision 22

CHAPTER 31- INSTRUMENTS
TABLE OF CONTENTS
Page
31.01 DIGITAL FLIGHT DATA RECORDS - DATA RETENTION POLICY ---- 31.01.1
31.02 ARINC 542A DFDR EXPANDED PARAMETERS ---------------------------- 31.02.1
31.03 UNDERWATER ACOUSTIC BEACON TESTERS---------------------------- 31.03.1
31.04 UNDERWATER ACOUSTIC BEACONS --------------------------------------- 31.04.1
31.05 EXHAUST GAS TEMPERATURE INDICATOR UPGRADE---------------- 31.05.1
31.06 ADT 406S EMERGENCY LOCATOR TRANSMITTER (ELT)-------------- 31.06.1
Revision 27 03-05-07 31-i

INTENTIONAL
BLANK
31-ii 03-05-07 Revision 27

31.01 – DIGITAL FLIGHT DATA RECORDS – DATA RETENTION POLICY

TABLE OF CONTENTS
Paragraph Page
1. GENERAL----------------------------------------------------------------------------- 31.01.1
Revision 14 12-03-01 31.01-i

INTENTIONAL
BLANK
31.01-ii 12-03-01 Revision 14

CHAPTER 31-INSTRUMENTS
31.01 DIGITAL FLIGHT DATA RECORDS - DATA RETENTION POLICY
1. As digital flight data recorder units are changed either on a routine or non-routine basis, the
25 hour data retention requirement mandated by the F.A.R.’s can be interrupted. In order to
ensure that there is continuity of recorded flight data for any individual aircraft which
experiences the replacement of a DFDR unit, that unit will be retained by Stores in its
unserviceable condition for the period of time required for that aircraft to accumulate 25
flight hours. Only then can the unserviceable DFDR be released to the vendor for repair.
Revision 4 06-01-01 31.01.1

INTENTIONAL
BLANK
31.01.2 12-01-97 Revision 4

31.02 – ARINC 542A DFDR EXPANDED PARAMETERS

TABLE OF CONTENTS
Paragraph Page
1. DIGITAL FLIGHT DATA RECORDER------------------------------------------ 31.02.01
2. GENERAL----------------------------------------------------------------------------- 31.02.02
3. EQUIPMENT INSTALLED -------------------------------------------------------- 31.02.02
4. EQUIPMENT / AIRCRAFT SYSTEM INTERFACE--------------------------- 31.02.03
5. ELECTRICAL ------------------------------------------------------------------------ 31.02.03
6. EQUIPMENT LOCATION --------------------------------------------------------- 31.02.04
7. PART LIST ---------------------------------------------------------------------------- 31.02.10
8. DFDR CALIBRATION AND CORRELATION TEST ------------------------- 31.02.12
9. SENSOR ALIGNMENT------------------------------------------------------------- 31.02.12
FIGURES
31.02-1 WIRE RUNS AND SENSOR LOCATIONS ------------------------------------- 31.02.04

31-02-2 DC-8 RUDDER SURFACE --------------------------------------------------------- 31.02.05
31-02-3 DC-8 AILERON ---------------------------------------------------------------------- 31.02.06
31.02-4 DC-8 CONTROL WHEEL ---------------------------------------------------------- 31.02.07
31.02-5 DC-8 CONTROL COLUMN ------------------------------------------------------- 31.02.08
31.02-6 DC-8 RUDDER PEDAL------------------------------------------------------------- 31.02.09
TABLES
31.02-1 PARTS LIST -------------------------------------------------------------------------- 31.02.10
Revision 21 05-20-04 31.02-i

JOB CARDS
31.02-1 F800 DRDR GROUND TEST PROCEDURE – 17 PARAMETERS --------- 31.02.13

31.02-2 F1000 DRDR GROUND TEST PROCEDURE – 17 PARAMETERS -------- 31.02.21
31.02-3 SUNSTRAND 980-4120-RXUS – DFDR GROUND TEST PROCEDURE
(71CX)---------------------------------------------------------------------------------- 31.02.31
31.02-4 ALLIED-SIGNAL 980-4100 GQUS/RQUS – DFDR GROUND TEST
PROCEDURE (-73 SERIES ONLY)----------------------------------------------- 31.02.43
31.02-ii 05-20-04 Revision 21

CHAPTER 31 - INSTRUMENTS
31.02 ARINC 542A DFDR EXPANDED PARAMETERS
1. Digital Flight Data Recorder
a. Description. The Digital Flight Data Recorder is an expandable twenty-three parameter

unit which is currently operated by ATI with 17 parameters. It is essentially a “plug-in”
digital flight data recorder system contained in one unit. The data is stored digitally on
an endless loop of magnetic tape, very similar to the design of the CVR. All data
transducers are in the unit itself. When installed in an aircraft, the digital flight data
recorder records aircraft operating information consecutively on six tracks for a
maximum of 25 hours. All data is read out 3 seconds after recording and is fed into
Built-In Test Equipment (BITE), which continuously monitors such things as the
incoming data and power, internal operation of the DFDR, faulty track changes, and
other critical DFDR operating parameters. The cockpit warning light indicates the
operating status of the DFDR as determined by the BITE. This test circuitry also checks
to ensure that the DFDR is installed in the proper aircraft configuration. Because of the
endless loop design, the DFDR never stops, reverses, or changes speeds from the time it
is turned on until it is turned off, continuously recording all data without interruption.
The 25 hour tape loop meets the FAR requirement for flight data retention.
b. Removal and Installation. Because of the ARINC 542 interchangeability configuration

of this unit, it is externally identical to the foil medium recorder it replaced. Therefore,
all removal and replacement will be accomplished in accordance with the Douglas DC-8-
60 Series Maintenance Manual.
c. Operational Test. After installation, the BITE circuitry will be used to operationally test
this unit. With power on the aircraft, turn the DFDR switch to the “OFF” position. The
fail warning light should be on. Move the DFDR switch to the “ON” position. Observe
the fail warning light for a period of one minute, it should remain extinguished. This
means that the DFDR’s internal BITE test has determined that the unit is fully
operational.
d. System Operational Test. On special occasions such as heavy maintenance or problem

with a chronic system, it may be necessary to perform a test of the entire DFDR system.
This can be accomplished through the use of the Avionica RSU, P/N 802-0108, with
applicable cable.
Revision 20 02-16-04 31.02.01

31.02 ARINC 542A DFDR EXPANDED PARAMETERS (cont’d)
2. General
a. This section describes the modifications made to acquire 17 or 24 parameters from the
Digital Flight Recorder.
b. Prior to any flight control maintenance, i.e. “rigging” or movement of Flight Controls
beyond its normal operating condition, first retract the applicable sensor cable ends from
the appropriate flight control attachment ends.
3. Equipment Installed – The following information regarding the equipment installed is

presented as part of the installation description:
a. DFDR -The DFDR is a 25 hour (typically 30 hours) solid state unit that utilizes a digital
method of recording and storing data. It receives its data in an ARINC 542A format.
The DFDR acquires inputs from sensors and signals within the aircraft. The DFDR
contains an internal self-test circuitry (BITE), which invalidates the need of additional
pre-flight test procedure 31.02.
b. Part Numbers for Allied Signal or Loral-Fairchild DFDR (DC-8-62/-71/-72):
(1) PATRIOT P/N: 3001-01-101-2 (3001-01-111 799AL only), DUAL AXIS

ACCELEROMETER LONGITUDINAL, VERTICAL, AND LATERAL
SENSORS
(2) FSA 342418A CONTROL WHEEL SENSOR
(3) FSA 342419A RUDDER PEDAL POSITION SENSOR
(4) FSA 342446A LATERAL CONTROL SURFACE (AILERON) SENSOR
(5) FSA 342436A CONTROL COLUMN POSITION SENSOR
(6) FSA 342444A RUDDER SURFACE POSITION SENSOR
c. Part Numbers for ASM Installed ARINC 542A DFDR (DC-8-73)
(1) PATRIOT 3001-01-111-2 DUAL AXIS ACCELEROMETER LONGITUDINAL,

VERTICAL, AND LATERAL SENSORS
(2) ASM T0409-001, Designator T2-9205 CONTROL COLUMN POSITION SENSOR
31.02.02 07-29-09 Revision 33

(3) ASM T0409-001, Designator T2-9203 RUDDER PEDAL POSITION SENSOR
(4) ASM T0406-001, Designator T2-9202 LATERAL CONTROL INPUT SENSOR
(5) ASM T0406-001, Designator T2-9201 AILERON POSITION SENSOR
(6) ASM T0406-001, Designator T2-9204 RUDDER POSITION SENSOR
4. Equipment/Aircraft System Interface
a. The DFDR increases existing 11 parameters to 17 parameters acquiring data from sensors
installed in 3.b. through 3.g. and existing aircraft signal for the elevator surface.
b. The DFDR receives its parameters with the following interfaces with the aircraft.
(1) Time intervals are recorded from an internal clock in the DFDR.
(2) Altitude and airspeed are taken from the air data computer. Air temperature is
recorded from existing temperature sensor.
(3) Time of each radio transmission is obtained in the same manner as original design.
(4) Heading information is obtained in the same manner as the original design. Pitch
and roll attitude signals are derived from the first officer’s attitude director
indicator.
(5) Vertical, longitudinal and, if applicable, lateral acceleration are provided by the
triple axis accelerometer identified in 3.b.
(6) The five position sensors, rudder surface, aileron surface, rudder pedal, control
column, and control wheel identified in 3.c. through 3.g. provide the appropriate
signals. Elevator position is obtained from existing signal.
(7) Engine thrust is obtained from existing signals within the aircraft.
(8) Autopilot engagement status is an existing discrete signal made available.
5. Electrical – Wiring diagrams vary depending on manufacturer and model of DFDR. Refer to
individual Aircraft Wiring Diagram Manuals for particular electrical pin-out information.
Revision 33 07-29-09 31.02.03

6. Equipment Location
WIRE RUNS AND SENSOR LOCATIONS

Figure 31.02-1
31.02.04 02-16-04 Revision 20

DC-8 RUDDER SURFACE

Figure 31.02-2
Revision 20 02-16-04 31.02.05

DC-8 AILERON
Figure 31.02-3
31.02.06 02-16-04 Revision 20

DC-8 CONTROL WHEEL

Figure 31.02-4
Revision 20 02-16-04 31.02.07

DC-8 CONTROL COLUMN

Figure 31.02-5
31.02.08 02-16-04 Revision 20

DC-8 RUDDER PEDAL

Figure 31.02-6
Revision 20 02-16-04 31.02.09

7. Parts List
QTY. DESCRIPTION PART NUMBERS

1 ea Lat. Cont. Surface (Aileron) Sensor FSA 342446A
1 ea Rudder Pedal Sensor FSA 342419A
1 ea Cont. Column Sensor FSA 342436A
1 ea Cont. Wheel Sensor FSA 342418A
1 ea Rudder Surface Sensor FSA 342444A
10 ea Screw (For Potentiometer) NAS 1096-2-7
10 ea Nut (For Potentiometer) NAS 679-A08
10 ea Washer (For Potentiometer) NAS 960 8L
3 ea Cable Bracket FSA342437
1 ea Rudder Pedal Bracket FSA342420
760 ft Shielded Triple Conductor M27500-22-TG3T14
300 ft Shielded Double Conductor M27500-22-TG2T14
30 ft Single Wire 22 AWG Conductor M22759/16-22
1 ea Clamp (Rudder Pedal) MS21919WDG25
1 ea Bracket (Control Column) FSA342425
1 ea Torque tube (For Control Column & Control Wheel) FSA 342421
1 ea Aileron Attachment FSA342447
1 ea Rudder Surface Attachment FSA342448
1 ea Aileron Surface Bracket FSA342421
5 ea Spacer FSA3424123
PARTS LIST
Table 31.02-1
31.02.10 02-16-04 Revision 20

a. The following list reflects the alternate part numbers to the existing part numbers.
Existing P/N Alternate P/N

FSA342418 FSA342418A
FSA342419 FSA342419A
FSA342436 FSA342436A
FSA342444 FSA342444A
FSA342445 FSA342445A
FSA342446 FSA342446A
FSA342452 FSA342452A
FSA342454 FSA342454A
FSA342455 FSA342455A
FSA342458 FSA342458A
NOTE: It should be affirmed that the new alternate part number does not disqualify or
invalidate the in-service or to-be-in-service sensors, only to qualify the new part
number as an improved direct replacement of the existing part numbers.
Revision 21 05-20-04 31.02.11

8. DFDR Calibration and Correlation Test
a. Equipment and Materials: As listed on Job Card 31.02-X.
b. ARINC 542A DFDR on DC-8, 17 Parameters - Targeted values were derived from ideal
conditions, tolerance tighter than airframe manufacturers tolerance for “rigging.” As
such, readings may not be exact. However, general trend should match.
c. Parameters Checkouts
(1) To complete a full operational checkout, comply with Recurring Non-routine Job
Card 31.02-1 (F800), 31.02-2 (F1000), 31.02-3 (RXUS) or 31.02-4 (GQUS).
(2) However when replacing a DFDR itself, only a download and verification of values
in each of the 18 Parameter Words (in OCTAL) is required; not a full operational
checkout. Use only the applicable portions of the applicable Job Card.
(3) When replacing only a sensory unit, i.e. a stab position transmitter, only a check of
that parameter is required. Use only the applicable portions of Job Card 31.02-1
(F800), 31.02-2 (F1000), 31.02-3 (RXUS) or 31.02-4 (GQUS).
(4) Attach the completed Job Card to the aircraft log page and forward to LIT Q/C
Records.
9. Sensor Alignment – If a sensor output does not fall within the expected octal value during
test, adjust per the following procedures. If a sensor does not adjust to within expected octal
range, isolate the cause.
a. To adjust linear slide potentiometers:
(1) Secure the item being sensed in the neutral position.
(2) Loosen the clamp securing the potentiometer.
(3) Slide the potentiometer in the clamp until the desired readout is displayed on the
portable tester.
(4) Secure the clamp around the potentiometer.
(5) Verify that the readout displayed on the portable tester is within tolerance.
b. To adjust synchros:
(1) Secure the item being sensed in the neutral position.
(2) Loosen one of the screws that secure the synchro in the clamp.
(3) Rotate the synchro in the clamp until the desired readout is displayed on the
portable tester.
(4) Secure the potentiometer in the clamp.
(5) Verify that the readout displayed on the portable tester is within tolerance.
31.02.12 05-20-04 Revision 21

31.02-1
JOB TITLE
F800 DFDR GROUND TEST PROCEDURE – 17 PARAMETERS
Mechanic Inspector
A. GENERAL
This ground test verifies F800 DFDR inputs and the recording capability of the DFDR
unit.
Tools and Material
Avionica, Inc. RSU DFDR Tester/Transcriber P/N 802-0108, or Equivalent
Digital Protractor
Tilt Table and DG/VG Extender Harnesses (Optional)
Pitot-static Test Equipment
Signal Generator HP204D or equivalent
Work-stand capable of reaching the aft side of the horizontal stabilizer
The DFDR monitors and records 17 parameters (Checkout Location):
1. TIME (D) 10. HEADING/COMPASS (I)
2. VERT. ACCEL (M) 11. ALTITUDE (G)
3. LONG. ACCEL. (M) 12. AUTOPILOT (F)
4. ELEVATOR SURF. (Q) 13. CONTROL WHEEL POS (N)
5. MIC. KEY (E) 14. RUDDER PEDAL POS. (R)
6. AIRSPEED (H) 15. AILERON SURFACE (O)
7. PITCH ATTITUDE (K) 16. CONTROL COLUMN POS.
8. ROLL ATTITUDE (J) (P)
9. ENGINE ACCELERATION (L) 17. RUDDER SURFACE (S)
B. TEST SETUP
1. Record the following:
a. Aircraft Serial Number/Tail Number: __________________________
b. DFDR Part Number: __________________________
c. DFDR Serial Number: __________________________
d. Biaxial Accelerometer Part Number (Left Wheel Well): ____________
e. Biaxial Accelerometer Serial Number: __________________________
2. Check that the following aircraft systems are powered: DFDR power, 115
VAC Left Emergency Buss, 28 VAC Instrument Buss 2 & 3, 28 VDC Left
Emergency Buss, Pilots & Co-pilots Horizon & Heading, VHF
Communication Equipment
3. Connect front connector J1 on the DFDR to the DFDR test equipment.
WARNING: WHEN POWER TO THE DFDR IS ON, THE DFDR WILL
RECORD OVER PREVIOUSLY RECORDED DATA (25
HOURS EARLIER). TO MINIMIZE DESTRUCTION OF
PREVIOUSLY RECORDED DATA, ONLY HAVE DFDR ON
DURING TESTING.
4. Turn “ON” DFDR Switch and verify that the FLIGHT RECORDER OFF
light extinguishes.
Revision 20 02-16-04 31.02.13

31.02-1
JOB TITLE
Mechanic Inspector
5.Verify FDR ON/OFF switch panel lighting works from “BRIGHT” to “OFF”
using the FE panel light control.
C. SYNC WORD
1. Select Word 1.
2. Verify the following SYNC Octal reading by Frame:
FRAME # WORD #1
1 1107
2 2670
3 5107
4 6670
D. TIME
1. Select Word 17.
2. Verify that Word 17 counts upward.
E. MICROPHONE KEY
1. Select Word 16.
2. Set power to Captain’s and First Officer’s VHF and HF Radios.
NOTE: Select unused VHF and HF frequencies for keying tests.
3. Select and key Captain’s Audio Panel on VHF 1 and verify that Bit 1 toggles
to “0” or the OCTAL number changes down by 1.
4. Repeat step 3 for the Captain’s Audio Panel with HF 1 selected.
5. Verify that Bit 3 (counting from the right of the 12 bit word) is “1”. Key
F.O.’s Audio Panel on VHF 2 and verify that Bit 3 toggles to “0” or the
OCTAL number changes down by 4.
6. Key F.O.’s Audio Panel on HF 2 and verify that Bit 3 toggles to “0”.
F. AUTOPILOT ENGAGE STATUS
1. Select Word 16.
2. Verify that Bit 2 (second from right of 12 bit Word) is “0”.
3. Engage Autopilot and verify that Bit 2 toggles to “1” (or the OCTAL number
changes up by 2).
4.
AUTOPILOT OCTAL
POSITION READING
ENGAGED
DISENGAGED
G. ALTITUDE
1. Select Word 13 for Course and Word 29 for Fine.
2. Connect Pitot-static test equipment to the Pitot tube and Static port of the
Pitot-static system that is connected to CADC-1 and to the Captain’s Pitot-
static system for reference. Reference the Pitot-static section of the DC-8
Maintenance Manual for test procedure standards.
31.02.14 02-16-04 Revision 20

A/C NUMBER TAT TAC POS DATE STATION JOB CARD

NUMBER
31.02-1
JOB TITLE
Mechanic Inspector
3. Record Pitot and static system source used for CADC-1 air data.
Static: ____________________________________________
Pitot: ____________________________________________
4. Using the Pitot-static test box, step through the following altitudes, verifying that the
altitude displayed on the Captain’s Altimeter is the expected value:
ELECTRIC ALTITUDE
Word 13 Course Altitude
Frames 1 thru 4
ACTUAL
ALTITUDE CAPTAIN’S EXPECTED
OCTAL
±100 Feet ALTITUDE OCTAL
VALUE
4000 0235-0250
8000 0430-0445
22000 1165-1177
Word 29 Fine Altitude
Frames 1 thru 4
ACTUAL
OCTAL
VALUE
4000 6244-6507
8000 4553-4757
22000 3020-3244
H. AIRSPEED
1. Select Word 19.
2. Verify that Pitot-static test equipment is still connected to CADC-1 and Captain’s
pitot-static system.
3. Using the Pitot-static test box, step through the following airspeeds. Ensure that the
airspeed displayed on the Captain's Airspeed Indicator is the expected value as
selected with the Pitot-Static Test Set.
ELECTRIC AIRSPEED
Word 19
Frames 1 thru 4
ACTUAL
AIRSPEED ACTUAL EXPECTED
OCTAL
±5 Knots AIRSPEED OCTAL
VALUE
100 7110-0075
200 1250-1361
300 2721-3020
350 3417-3546
I. HEADING/COMPASS
1. Select Word 3.
Revision 20 02-16-04 31.02.15


NUMBER
31.02-1
JOB TITLE
Mechanic Inspector
2. Apply electrical power to the directional gyro compass system. Manually position
the First Officer’s RMI and verify reading on CAPT MHR Indicator to the
following:
HEADING
Word 3
Frames 1 thru 4
ACTUAL
HEADING ACTUAL EXPECTED
OCTAL
±1 ° HEADING OCTAL
VALUE
0 7755-0022
90 1755-2022
180 3755-4064
270 5755-6064
J. ROLL ATTITUDE
NOTE: If the aircraft has FOG gyros installed, substitute FOG gyro for Vertical Gyro in
the following steps.
1. Remove power to Vertical Gyro #2.
2. Remove Vertical Gyro #2 and set on tilt table or employ extender harness to keep
Vertical Gyro on mounting bracket. Reset power to Vertical Gyro #2.
3. Using a digital protractor, tilt Vertical Gyro #2 to the following angles. Verify that
roll is shown on the F.O.’s Horizon Indicator.
4. Select Word 20.
ROLL ATTITUDE
Word 20
Frames 1 thru 4
ACTUAL
ROLL ACTUAL EXPECTED
OCTAL
±1 ° ROLL OCTAL
VALUE
0° 7745-0022
30° right 0545-0600
60° right 1157-1222
30° left 7167-7224
60° left 6535-6600
K. PITCH ATTITUDE
1. Ensure that Vertical Gyro #2 is still sitting on tilt table or employ extender harness
to keep the Vertical Gyro on the mounting bracket.
2. Using a digital protractor, tilt Vertical Gyro #2 to the angles in the following table.
Verify that pitch is indicated on the F.O.’s Horizon Indicator.
3. Select Word 4.
31.02.16 02-16-04 Revision 20


NUMBER
31.02-1
JOB TITLE
Mechanic Inspector
PITCH ATTITUDE
Word 4
Frames 1 thru 4
ACTUAL
PITCH ACTUAL EXPECTED
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0020
30° Up 0545-0600
60° Up 1157-1222
30° Down 7167-7222
60° Down 6535-6600
L. ENGINE ACCELERATION
N1 (-70 SERIES ONLY)
1. Using the signal generator, inject the signal at N1 Speed Probe (Tach Generator)
pins 1 and 2 (or by running engines). Record N1 for the following Frame and
Word.
2. Monitor the N1 indicator for the engine under test for N1 settings.
N1
Frame 1
ENGINE #1 ENGINE #2
N1% FRAME 1 FRAME 1
Target WORD 11 WORD 27
OCTAL OCTAL
30
60
90
N1
Frame 2
ENGINE #3 ENGINE #4
N1% FRAME 2 FRAME 2
OCTAL OCTAL
30
60
90
EPR (60 SERIES A/C)
1. Using approved EPR test equipment per the maintenance manual or by running
engines, record EPR for the following Frame and Word.
Revision 20 02-16-04 31.02.17


NUMBER
31.02-1
JOB TITLE
Mechanic Inspector
2. Monitor the EPR indicator for the engine under test for EPR settings.
EPR
Frame 1
ENGINE #1 ENGINE #2
EPR FRAME 1 FRAME 1
OCTAL OCTAL
1.0
1.2
1.4
EPR
Frame 2
ENGINE #3 ENGINE #4
EPR FRAME 2 FRAME 2
OCTAL OCTAL
1.0
1.2
1.4
M. VERTICAL & LONGITUDINAL ACCELERATION
1. With the biaxial accelerometer (left-hand wheel well) in the normal position, verify
the following. Note expected values assume that the aircraft is approximately level.
ACCELERATION
ACTUAL
EXPECTED
ACCEL. WORD OCTAL
OCTAL
VALUE
Vert. 2,6,10, 14,18,22,26,30 3022-3715
Long. 7,15,23,31 3640-4277
2.Verify values change when the accelerometer is tilted vertically and longitudinally
respectively.
N. CONTROL WHEEL POSITION
1. Provide main system hydraulic power following General Precautions in Douglas
DC-8 MM, Chapter 27-00-00 “Maintenance Practices”.
2. Select Word 24.
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31.02-1
JOB TITLE
Mechanic Inspector
3. Enter OCTAL values for various control wheel positions indicated below.
CONTROL OCTAL
EXPECTED
WHEEL READING
OCTAL
POSITION WORD 24
NEUTRAL 4061-4163
FULL LEFT 2570-6261
FULL RIGHT 5360-6200
O. AILERON SURFACE
1. Select Word 8.
2. Enter OCTAL values for the aileron surface positions indicated below.
OCTAL
EXPECTED
AILERON SURFACE READING
OCTAL
POSITION WORD 8
NEUTRAL 2735-3555
FULL LEFT 0014-0634
P. CONTROL COLUMN POSITION

1. Select Word 12.
2. Enter OCTAL values for various control column positions indicated below.
CONTROL OCTAL
EXPECTED
COLUMN READING
OCTAL
POSITION WORD 12
NEUTRAL 1236-1362
FULL FORWARD 1676-2020
FULL AFT 1014-1136
Q. ELEVATOR SURFACE
1. Select Words 9 and 25.
2. Use Control Column Neutral pin position for the Neutral elevator position.
(Ref. MM 27-30, page 506.)
Revision 20 02-16-04 31.02.19

31.02-1
JOB TITLE
Mechanic Inspector
ELEVATOR POSITION
Word 9 and 25
Frames 1 thru 4
ACTUAL
EXPECTED
PITCH OCTAL
OCTAL
VALUE
NEUTRAL 4061-4163
FULL UP 6157-6261
FULL DOWN 3001-3103
R. RUDDER PEDAL POSITION
1. Provide main system hydraulic power following General Precautions in
Douglas DC-8 MM, Chapter 27-00-00 “Maintenance Practices”.
2. Select Word 28.
3. Enter OCTAL values for various rudder pedal positions indicated below:
OCTAL
RUDDER PEDAL EXPECTED
READING
POSITION OCTAL
WORD 28
NEUTRAL 2450-2760
FULL LEFT 1616-2160
S. RUDDER SURFACE
1. Select Word 32.
2. Enter OCTAL values for the rudder surface positions indicated below:
RUDDER OCTAL
EXPECTED
SURFACE READING
OCTAL
POSITION WORD 32
NEUTRAL 3146-3656
FULL LEFT 0244-0753
T. TEST CLOSEOUT
1. If actual “OCTAL VALUE/READING” fall outside “EXPECTED OCTAL”
range, generate a Non-Routine or Logbook entry and refer to L3 F800
Component Maintenance Manual for acceptable limitations.
2. Remove all test equipment, secure all LRU’s, and reinstall any panels that
were removed to accomplish this test.
3. Review pages of the Checkout for omissions, clarity, or errors, and return to
the Quality Control Department for retention in aircraft records file.
31.02.20 02-16-04 Revision 20

31.02-2
JOB TITLE
Mechanic Inspector
A. GENERAL
This ground test verifies F1000 DFDR inputs and the recording capability of the DFDR unit. This test is applicable
only to those aircraft with the Fairchild F1000 installed.
Tools and Material
Avionica, Inc. RSU DFDR Tester/Transcriber, Fairchild/Loral Portable Display Unit (PDDU), or Equivalent
Digital Protractor
Pitot/Static Test Equipment
1. TIME (D) 10. ENGINE THRUST (M, N)
2. RADIO TRANSMISSIONS (E) 11. VERTICAL ACCELERATION (O)
3. AUTOPILOT ENGAGE (F) 12. LONGITUDINAL ACCELERATION (O)
4. ALTITUDE (G) 13. CONTROL WHEEL POSITION (P)
5. AIRSPEED (H) 14. AILERON SURFACE (Q)
6. HEADING/COMPASS (I) 15. CONTROL COLUMN POS. (R)
7. ROLL ATTITUDE (J) 16. RUDDER PEDAL POSITION (S)
8. PITCH ATTITUDE (K) 17. RUDDER SURFACE (T)
9. ELEVATOR SURFACE (L)
B. TEST SETUP
VAC Right & Left Emergency Buss, 28 VAC Instrument Buss 2 & 3, 28
VDC Right & Left Emergency Buss, Pilots & Co-pilots Horizon & Heading,
VHF Communication Equipment
WARNING: WHEN POWER TO THE DFDR IS ON, THE DFDR WILL
RECORD OVER PREVIOUSLY RECORDED DATA (25
HOURS EARLIER). TO MINIMIZE DESTRUCTION OF
PREVIOUSLY RECORDED DATA, ONLY HAVE DFDR ON
DURING TESTING.
light extinguishes.
Revision 20 02-16-04 31.02.21

31.02-2
JOB TITLE
Mechanic Inspector
5.Verify FDR ON/OFF switch panel lighting works from “BRIGHT” to “OFF”
C. SYNC WORD
1. Select Word 1.
FRAME # WORD #1
1 1107
2 2670
3 5107
4 6670
D. TIME
1. Select Word 57.
E. MICROPHONE KEY
1. Select Word 11.
NOTES: Skip HF Testing if HF Systems are deactivated.
3. Verify that Bit 1 (counting from the right) is “1”.
NOTES: Select unused VHF and HF frequencies for keying tests.
4. Select and key Captain’s Audio Panel on VHF 1 or 2 and verify that Bit 1
toggles to “0” or the OCTAL number changes down by 1.
5. Repeat steps 3 and 4 for the Captain’s Audio Panel with HF 1 selected.
6. Verify that Bit 3 (counting from the right of the 12 bit word) is “1”. Key
F.O.’s Audio Panel on VHF 2 and verify that Bit 3 toggles to “0” or the
7. Repeat step 6 for F.O.’s Audio Panel with HF 2 selected.
1. Select Word 11.
changes up by 2).
4. Note the Octal Reading for each status:
AUTOPILOT OCTAL
POSITION READING
ENGAGED
DISENGAGED
G. ALTITUDE
1. Select Word 19 for Course Altitude and Word 58 for Fine Altitude.
2. Connect Pitot-static test equipment to the Pitot tube and Static port of the
Pitot-static system that is connected to DADC-1 and to the Captain’s Pitot-
static system for reference. Reference the Pitot-static section of the DACO
DC-8 Maintenance Manual for test procedure standards.
31.02.22 02-16-04 Revision 20


NUMBER
31.02-2
JOB TITLE
Mechanic Inspector
3. Record Pitot and static system source used for DADC-1 air data.
Static: ____________________________________________
Pitot: ____________________________________________
altitude displayed on the Captain’s Altimeter is the expected value. Ensure Captain’s
Altimeter is in self-sensing mode.
ELECTRIC ALTITUDE
Word 19 Coarse Altitude
Frames 1 thru 4
ACTUAL
OCTAL
VALUE
4000 0235-0250
8000 0430-0445
22000 1165-1177
Frames 1 thru 4
ACTUAL
OCTAL
VALUE
4000 6244-6507
8000 4553-4757
22000 3020-3244
H. AIRSPEED
1. Select Word 10.
2. Connect Pitot-static test equipment to the Pitot and Static Systems operating the #1
DADC. Reference the Pitot-static section of the DACO DC-8 Maintenance Manual
for test procedure standards.
3. Using the Pitot-static test box, step through the following airspeeds. Verify indicated
airspeed on Captain’s airspeed indicator is the expected value. Ensure that the
Captain’s ASI is in the remote sensing mode of operation.
ELECTRIC AIRSPEED
Word 10
Frames 1 thru 4
ACTUAL
OCTAL
VALUE
100 7110-0075
200 1300-1420
300 2760-3160
400 3665-4670
I. HEADING/COMPASS
1. Select Word 9.
Revision 20 02-16-04 31.02.23


NUMBER
31.02-2
JOB TITLE
Mechanic Inspector
2. Apply electrical power to the directional gyro compass system. Either rotate the
aircraft on a compass rose or manually position the F.O.’s Compass Indicator
(typically Captain’s RMI controls the F.O.’s Compass Indicator) to the following:
HEADING
Word 9
Frames 1 thru 4
ACTUAL
OCTAL
VALUE
0 7755-0022
90 1755-2022
180 3755-4064
270 5755-6064
J. ROLL ATTITUDE
2. Remove Vertical Gyro #2 and set on mounting bracket or employ extender harness
to sit Vertical Gyro on tilt table. Reset power to Vertical Gyro #2.
roll is shown on the First Officer’s Horizon Indicator.
4. Select Word 14 and 46 and note values in the tables below.
ROLL ATTITUDE
Word 14, Frames 1 thru 4
ACTUAL
OCTAL
±1 ° ROLL OCTAL
VALUE
0° 7754-0022
30° right 0545-0600
60° right 1157-1222
30° left 7167-7224
60° left 6535-6600
ROLL ATTITUDE
ACTUAL
OCTAL
±1 ° ROLL OCTAL
VALUE
0° 7754-0022
30° right 0545-0600
60° right 1157-1222
30° left 7167-7224
60° left 6535-6600
31.02.24 02-16-04 Revision 20


NUMBER
31.02-2
JOB TITLE
Mechanic Inspector
K. PITCH ATTITUDE
2. Remove Vertical Gyro and set on mounting bracket or employ extender harness
to sit Vertical Gyro on tilt table.
3. Reset power to Vertical Gyro #2.
4. Using a digital protractor, tilt Vertical Gyro #2 to the angles in the following
table. Verify that pitch is indicated on the First Officer’s Horizon Indicator.
5. Select Words, 13, 29, 45, and then 61 and note values in the tables below.
PITCH ATTITUDE
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0545-0600
60° Up 1157-1222
30° Down 7167-7222
60° Down 6535-6600
PITCH ATTITUDE
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0545-0600
60° Up 1157-1222
30° Down 7167-7222
60° Down 6535-6600
PITCH ATTITUDE
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0545-0600
60° Up 1157-1222
30° Down 7167-7222
60° Down 6535-6600
Revision 20 02-16-04 31.02.25


NUMBER
31.02-2
JOB TITLE
Mechanic Inspector
PITCH ATTITUDE
Word 61
Frames 1 thru 4
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0020
30° Up 0545-0600
60° Up 1157-1222
30° Down 7167-7222
60° Down 6535-6600
L. ELEVATOR SURFACE
1. Select Word 23 and 55.
2. Using a digital protractor, move the Elevator to the following positions.
3. Use Control Column Neutral pin position for the neutral elevator position.
ELEVATOR POSITION
Word 23
Frames 1 thru 4
PITCH ACTUAL
+1° VALUE
NEUTRAL
FULL UP
FULL DOWN
ELEVATOR POSITION
Word 55
Frames 1 thru 4
PITCH ACTUAL
+1° VALUE
NEUTRAL
FULL UP
FULL DOWN
M. ENGINE THRUST N1 TACH (DC-8-70 Series)
1. Remove the N1 engine TACH transmitter connector on each engine.
2. Using the signal generator, connect High to Pin 1, Low to Pin 2 to the TACH
transmitter shipside connector.
31.02.26 02-16-04 Revision 20


NUMBER
31.02-2
JOB TITLE
Mechanic Inspector
3.Using the following Frame, Word, and Frequencies, monitor the respective N1
indicator while taking data.
N1
FRAME 1
N1% ENGINE #1 ENGINE #2
TARGET FRAME 1-4 FRAME 1-4
WORD 8 WORD 40
30
60
90
N1
FRAME 2
WORD 24 WORD 56
30
60
90
4. Remove wiring from signal generator to the N1 transmitter and reconnect the
TACH Generator connector.
N. ENGINE THRUST EPR (DC-8-60 Series)
1. Locate and set-up an EPR Test Set or prepare the aircraft for an engine run if the
test set is not available.
2. Using the test set or the engine indicators set the EPR as shown in the table below.
3. Using the following Frame, Word, and Frequencies record the octal values in the
space provided:
EPR FRAME 1
ENGINE #1 ENGINE #2
EPR
FRAME 1-4 FRAME 1-4
Target
WORD 16 WORD 48
1.0
1.2
1.4
EPR FRAME 1
ENGINE #3 ENGINE #4
EPR
FRAME 1-4 FRAME 1-4
Target
WORD 32 WORD 64
1.0
1.2
1.4
Revision 20 02-16-04 31.02.27


NUMBER
31.02-2
JOB TITLE
Mechanic Inspector
O. ACCELERATION
1. With the Accelerometer in the normal position, verify the following:
ACCELERATION
EXPECTED ACTUAL
ACCEL WORD
OCTAL VALUE
Vert. 4,12,20,28,36,44,52,60 3022-3715

Long. 5,21,37,44,53 3640-4277
2. Verify values change when Accelerometer is tilted.

P. CONTROL WHEEL POSITION
1. Select Word 31.
REFERENCE ONLY: Null control wheel sensor to an approximate OCTAL
reading of 3777.
CONTROL WHEEL OCTAL READING

POSITION WORD 31
NEUTRAL
FULL LEFT
FULL RIGHT
Q. AILERON SURFACE POSITION

1. Select Word 18.
AILERON SURFACE OCTAL READING

POSITION WORD 18
NEUTRAL
FULL LEFT (Aileron Up)
FULL RIGHT (Aileron Down)
R. CONTROL COLUMN POSITION

1. Select Word 30.
31.02.28 02-16-04 Revision 20

31.02-2
JOB TITLE
Mechanic Inspector
NOTE: Use control column neutral rig-pin or put the gust lock in the “ON”
position to obtain neutral position.
CONTROL COLUMN OCTAL READING

POSITION WORD 30
NEUTRAL
FULL FORWARD
FULL AFT
S. RUDDER PEDAL POSITION

2. Select Words 6, 22, 38, and 54.
RUDDER PEDAL OCTAL READING

POSITION WORD 6
NEUTRAL
FULL LEFT
FULL RIGHT

POSITION WORD 22
NEUTRAL
FULL LEFT
FULL RIGHT

POSITION WORD 38
NEUTRAL
FULL LEFT
FULL RIGHT

POSITION WORD 54
NEUTRAL
FULL LEFT
FULL RIGHT
Revision 20 02-16-04 31.02.29

31.02-2
JOB TITLE
Mechanic Inspector
T. RUDDER SURFACE POSITION
1. Select Word 51.
RUDDER SURFACE OCTAL READING

POSITION WORD 51
NEUTRAL
FULL LEFT
FULL RIGHT
U. TEST CLOSEOUT
1. If actual “OCTAL VALUE/READING” falls outside “EXPECTED OCTAL”
range, generate a Non-Routine or Logbook entry and refer to L3 F1000
Component Maintenance Manual for acceptable limitations.
3. Review pages of the Checkout for omissions, clarity, or errors, and return to
31.02.30 02-16-04 Revision 20

31.02-3
JOB TITLE
SUNSTRAND 980-4120-RXUS - DFDR GROUND TEST PROCEDURE (71CX)
Mechanic Inspector
A. GENERAL
This ground test verifies 980-4120-RXUS inputs and the recording capability of the unit. This test is applicable to
71CX only.
Tools and Material
Avionica, Inc. RSU DFDR Tester/Transcriber, or Equivalent
Digital Protractor, Kell-Strom Pro 3600 or equivalent.
Rigging Protractor.
1. RUDDER PEDAL (C) 10. TIME (K)
2. CONTROL COLUMN (D) 11. RADIO TRANSMISSION (L)
3. LATERAL CONTROL INPUT (E) 12. AIRSPEED (M)
4. AILERON POSITION (F & S) 13. PITCH ATTITUDE (N)
5. ELEVATOR POSITION (G) 14. ROLL ATTITUDE (O)
6. RUDDER POSITION (H) 15. ENGINE THRUST (P)
7. VERTICAL ACCELERATION (I) 16. HEADING/COMPASS (Q)
8. LONGITUDINAL ACCELERATION (I) 17. ALTITUDE (R)
9. AUTOPILOT ENGAGE (J)
NOTE: If a sensor output does not fall within the expected octal value range during this test, refer to Section U for
adjustment procedures. If a sensor does not adjust to within expected octal value range, initiate a non-routine
discrepancy to isolate the cause.
B. TEST SETUP Mechanic Inspector
d. Biaxial Accelerometer Part Number (Left Wheel Well):____________
2. Check that the following aircraft systems are powered:
DFDR power; 115 VAC Right & Left Emergency Buss; 28 VAC Instrument
Buss 2 & 3; 28 VDC Right & Left Emergency Buss; Pilots & Co-pilots
Horizon & Heading; VHF Communication Equipment.
3. Connect the RSU to the DFDR front test connector using the Adapter Cable.
WARNING: WHEN POWER TO THE DFDR IS ON, THE DFDR WILL RECORD OVER PREVIOUSLY
RECORDED DATA(25 HOURS EARLIER). TO MINIMIZE DESTRUCTION OF
PREVIOUSLY RECORDED DATA, ONLY HAVE DFDR ON DURING TESTING.
4. Apply power to all the Allied Signal flight recorder system by setting the
flight recorder and DFDR Sensor Ref. circuit breakers.
5. Apply power to all of the appropriate systems that the DFDR monitors.
Revision 20 02-16-04 31.02.31

31.02-3
JOB TITLE
Mechanic Inspector
C. RUDDER PEDAL POSITION TEST
1. Ensure the rudder pedals are in the neutral position.
2. On the portable tester select word 29, subframe 0.
3. Verify that the position of the rudder pedals with reference to each other is the
same. Verify the portable tester readout is between 1210 and 1260 octal.
4. If the readout on the portable tester is not correct see Section U for adjustment
procedures.
5. Move the rudder pedals to the positions listed below and record the portable
tester readout as shown:
WORD SUBFRAME TEST CONDITION ACTUAL VALUE
29 1 (2,3,4) LEVEL (pedals even)
29 1 (2,3,4) FULL RIGHT
29 1 (2,3,4) FULL LEFT

6. Repeat step “5” and confirm that readings are within +/- 62 octal of the value
previously recorded.
D. CONTROL COLUMN POSITION TEST
1. Ensure the control column is in the neutral position.
3. Set the control column to it’s full forward position and verify that the readout
on the portable tester is between 7760 and 0030 octal.
4. If readout on the portable tester is not between 7760 and 0030 see Section U
for adjustment procedures.
5. Move the control column to the positions listed below and record the portable
17 1 (2,3,4) FULL FORWARD
17 1 (2,3,4) 10° AFT
17 1 (2,3,4) FULL AFT

31.02.32 02-16-04 Revision 20

ATI RECURRING NON-ROUTINE ATI-

001
31.02-3
JOB TITLE
Mechanic Inspector
E. LATERAL CONTROL INPUT POSITION TEST
1. Ensure the lateral movement of the yoke is in the neutral position.
3. Using the digital protractor to measure the yoke (0 degrees is referenced as vertical)
verify the yoke position is at 0 degrees. Verify the portable tester readout is
between 3100 and 3160 octal.
4. If the readout on the portable tester is not between 3100 and 3160 see Section U for
adjustment procedures.
5. Move the yoke to the right and left to the angles listed below and record the
portable tester readout as shown:
11 1 (2,3,4) LEVEL (0 degrees)
11 1 (2,3,4) RIGHT (+30 degrees)
11 1 (2,3,4) FULL RIGHT
11 1 (2,3,4) LEFT (+30 degrees)
11 1 (2,3,4) FULL LEFT
F. AILERON POSITION TEST (LEFT INBOARD)
1. Move the aileron to the trail position. With the digital protractor, measure the angle
of the aileron. Note this angle and use it as the reference angle for the following
steps.
3. Ensure the aileron is at its reference position per step 1. Verify the portable tester
readout is between 2720 and 3000 octal.
4. If readout on the portable tester is not between 2720 and 3000 octal, refer to Section
U for adjustment procedures.
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JOB TITLE
Mechanic Inspector
5. Manually move the aileron to the positions listed below and record the portable
8 1 (2,3,4) TRAIL (Ref. Pos.)
8 1 (2,3,4) 3” DOWN (from Ref. Pos.)
8 1 (2,3,4) FULL DOWN (from Ref. Pos.)
8 1 (2,3,4) 3” UP (from Ref. Pos.)
8 1 (2,3,4) FULL UP (from Ref. Pos.)

G. ELEVATOR POSITION TEST

1. Move the elevator to the trail position. With the digital protractor, measure the
angle of the elevator. Note this angle and use it as the reference angle for the
following steps.
3. Ensure the elevator is at its reference position per step 1. Verify the portable tester
readout is between 2300 and 2360.
4. If the readout on the portable tester is not between 2300 and 2360 see Section U
5.Manually move the elevator to the positions listed below and record the portable
30 1 (2,3,4) LEVEL (Ref. Pos.)
30 1 (2,3,4) 5” DOWN (from Ref. Pos.)
30 1 (2,3,4) 10” UP (from Ref. Pos.)
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31.02-3
JOB TITLE
Mechanic Inspector
H. RUDDER POSITION TEST
1. Move the rudder to the trail (reference) position. Note this position and use it as
the reference for the following steps. With a tape measure, measure the travel of
the trailing edge of the rudder.
2. Position the flaps at 10 degrees.
4. Ensure the rudder is at its reference position per step 1.
5. Verify the portable tester is between 5330 and 5377
6. If the readout on the portable tester is not between 5330 and 5377 see Section U
7. Move the rudder to the positions listed below and record the portable tester
readout is as shown:
22 1 (2,3,4) TRAIL (Ref. Pos.)
22 1 (2,3,4) 13” RIGHT (from Ref. Pos.)
22 1 (2,3,4) FULL RIGHT (from Ref. Pos.)
22 1 (2,3,4) 13” LEFT (from Ref. Pos.)
22 1 (2,3,4) FULL LEFT (from Ref. Pos.)

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JOB TITLE
Mechanic Inspector
I. ACCELERATION TEST
1. Disconnect the accelerometer from the aircraft and free the end of the wire
harness so that it can be turned in all directions.
2. With the accelerometer disconnected from the aircraft, turn it to the positions
indicated and record the readings on the portable tester for Vertical Acceleration
(Word 2), and Longitudinal Acceleration (Word 4) vary as the position changes
as follows:
TEST CONDITION SPEC. EXPECTED ACTUAL VALUE
a. Up +1g pointed up:
Vertical 1.000g +/- .2g 3520 to 3636
Longitudinal 0.000g +/- .2g 3614 to 4425
b. Forward +1g pointed up:
Vertical 0.000g +/- .2g 2633 to 2752
Longitudinal 1.000g +/- .2g 7704 to 7777

J. AUTOPILOT ENGAGE STATUS TEST
1. Ensure the autopilot is disengaged.
3. Record bit 1 of word 9 and verify that it is set to “0”.
4. Engage the autopilot. Verify that bit 1 of word 9 changes to “1” and record.
K. TIME TEST
1. Select word 14 or 37.
2. Verify that word 14 or 37 counts upwards.
L. RADIO TRANSMISSION TEST

2. Select and key VHF 1 on the Captain’s audio control panel and verify word 25
bit 2 toggles to 0.
3. If HF systems are activated: Select and key HF 1 on the Captain’s audio control
panel and verify that word 25 bit 2 toggles to 0.
4. Select and key VHF 2 on the First Officer’s audio control panel and verify that
word 25 bit 2 toggles to 0.
5. If HF systems are activated: Select and key HF 2 on the First Officer’s audio
control panel and verify that word 25 bit 2 toggles to 0.
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31.02-3
JOB TITLE
Mechanic Inspector
M. AIRSPEED TEST
1. On the portable tester select word 19 or 51.
2. Connect Pitot-static test equipment to the Pitot and Static Systems operating the
#1 DADC.
3. Using the Pitot-static test box, step through the following airspeeds. Verify
indicated airspeed on Captain’s airspeed indicator is the expected value.
ELECTRIC AIRSPEED
Word 19 or 51
Frames 1 thru 4
ACTUAL
OCTAL
VALUE
100 7750-0020
200 1350-1420
300 2750-3020
400 3760-4020
N. PITCH ATTITUDE
NOTE If the aircraft has FOG gyros installed, substitute FOG gyro for Vertical Gyro in
table. Verify that pitch is indicated on the Captain’s Horizon Indicator.
5. Select Words 9, 25, 41 and then 57 and note values in the tables below.
PITCH ATTITUDE
Word 9
Frames 1 thru 4
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0550-0620
60° Up 1160-1230
30° Down 7160-7230
60° Down 6540-6620
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JOB TITLE
Mechanic Inspector
PITCH ATTITUDE
Word 25
Frames 1 thru 4
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0550-0620
60° Up 1160-1230
30° Down 7160-7230
60° Down 6540-6620
PITCH ATTITUDE
Word 41
Frames 1 thru 4
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0550-0620
60° Up 1160-1230
30° Down 7160-7230
60° Down 6540-6620
PITCH ATTITUDE
Word 57
Frames 1 thru 4
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0550-0620
60° Up 1160-1230
30° Down 7160-7230
60° Down 6540-6620
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31.02-3
JOB TITLE
Mechanic Inspector
O. ROLL ATTITUDE
NOTE: If the aircraft has FOG gyros installed, substitute FOG gyro for Vertical Gyro
in the following steps.
2. Remove Vertical Gyro #1 and set on mounting bracket or employ extender
harness to sit Vertical Gyro on tilt table. Reset power to Vertical Gyro #1.
3. Using a digital protractor, tilt Vertical Gyro #1 to the following angles. Verify
that roll is shown on the Captain’s Horizon Indicator.
4. Select Word 13 and 45 and note values in the tables below.
ROLL ATTITUDE
Word 13 Frames 1 thru 4
ACTUAL
OCTAL
±1 ° ROLL OCTAL
VALUE
0° 7754-0022
30° right 0550-0620
60° right 1160-1230
30° left 7150-7220
60° left 6530-6610
ROLL ATTITUDE
ACTUAL
OCTAL
±1 ° ROLL OCTAL
VALUE
0° 7754-0022
30° right 0550-0620
60° right 1160-1230
30° left 7150-7220
60° left 6530-6610
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JOB TITLE
Mechanic Inspector
P. ENGINE THRUST TEST
1. Prepare each engine in turn for simulated EPR testing as per DC-8 MM chapter 77.
2. Pressurize the PT2 and PT7 line of each EPR transmitter to cause the cockpit
indicator to read EPR settings listed below.
3. Record the octal value for the words listed below.
EPR
FRAME 1
EPR ENGINE #1 ENGINE #2
WORD 33 WORD 35
1.0
1.4
2.0
EPR
FRAME 2
EPR ENGINE #3 ENGINE #4
WORD 7 WORD 15
1.0
1.4
2.0
4. Return the EPR systems to normal conditions.
Q. HEADING/COMPASS
1. Select Word 3.
2. Apply electrical power to the directional gyro compass system. Either rotate the
aircraft on a compass rose or manually position the F.O.’s RMI to the following:
HEADING
ACTUAL
OCTAL
VALUE
0 7755-0022
90 1755-2022
180 3755-4064
270 5755-6064
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31.02-3
JOB TITLE
Mechanic Inspector
R. ALTITUDE
1. Select Word 23 for Course Altitude and Word 5 for Fine Altitude.
2. Connect Pitot-static test equipment to the Pitot tube and Static port of the Pitot-static
system that is connected to DADC-1 and to the Captain’s Pitot-static system for
reference. Reference the Pitot-static section of the DACO Maintenance Manual for
test procedure standards.
3. Record Pitot and static system source used for DADC-1 air data.
Static: ____________________________________________
Pitot: ____________________________________________
ELECTRIC ALTITUDE
Word 23 Course Altitude
Frames 1 thru 4
ACTUAL
OCTAL
VALUE
4000 0110-0150
15000 0620-0660
30000 1640-1670
Frames 1 thru 4
ACTUAL
OCTAL
VALUE
4000 6220-6260
15000 7770-0040
35000 7730-7770
S. AILERON POSITION TEST (RIGHT INBOARD)

1. Move the aileron to the trail position. With the digital protractor, measure the angle of
the aileron. Note: this angle and use it as the reference angle for the following steps.
3. Ensure the aileron is at its reference position per step 1. Verify the portable tester
readout is between 2430 and 2470 octal.
4. If readout on the portable tester is not between 2430 and 2470 octal, refer to Section U
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Mechanic Inspector
5. Manually move the aileron to the positions listed below and record the portable tester
readout as shown:
16 1 (2,3,4) TRAIL (Ref. Pos.)
16 1 (2,3,4) 3” DOWN (from Ref. Pos.)
16 1 (2,3,4) 3” UP (from Ref. Pos.)
T. RETURN AIRCRAFT TO SERVICEABLE CONDITION

1. Remove all test equipment, secure all LRU’s, and reinstall any panels that were
removed to accomplish this test.
2. Review pages of this Job Card for omissions, clarity, or errors and return to the
Quality Control Department for retention in aircraft records file.
U. SENSOR ADJUSTMENT PROCEDURES
1. To adjust linear slide potentiometers;
a) Secure the item being sensed in the neutral position.

b) Loosen the clamp securing the potentiometer.
c) Slide the potentiometer in the clamp until the desired readout is displayed on the portable tester.
d) Secure the clamp around the potentiometer.
e) Verify that the readout displayed on the portable tester is within tolerance.
2. To adjust synchros;

b) Loosen one of the screws that secure the synchro in the clamp.
c) Rotate the synchro in the clamp until the desired readout is displayed on the portable tester.
d) Secure the potentiometer in the clamp
e) Verify that the readout displayed on the portable tester is within tolerance.
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31.02-4
JOB TITLE
ALLIED-SIGNAL 980-4100-GQUS - DFDR GROUND TEST PROCEDURE (-73 Series Only)
Mechanic Inspector
A. GENERAL
This ground test verifies 980-4100-GQUS DFDR inputs and the recording capability of the unit. This test is applicable
to DC-8-73 series only.
Tools and Material
Avionica, Inc. RSU DFDR Tester/Transcriber, or Equivalent
Digital Protractor, Kell-Strom Pro 3600 or equivalent.
Rigging Protractor.
1. TIME (D) 10. ENGINE THRUST (M)
2. RADIO TRANSMISSIONS (E) 11. VERTICAL ACCELERATION (N)
3. AUTOPILOT (F) 12. LONGITUDINAL ACCELERATION (N)
4. ALTITUDE (G) 13. CONTROL WHEEL POS. (O)
5. AIRSPEED (H) 14. AILERON SURFACE (P)
6. HEADING/COMPASS (I) 15. CONTROL COLUMN POS. (Q)
7. ROLL ATTITUDE (J) 16. RUDDER PEDAL POS. (R)
8. PITCH ATTITUDE (K) 17. RUDDER SURFACE POS. (S)
9. ELEVATOR SURF. (L)
NOTE: If a sensor output does not fall within the expected octal value range during this test, refer to Section U for
adjustment procedures. If a sensor does not adjust to within expected octal value range, initiate a non-routine
discrepancy to isolate the cause.
B. TEST SETUP Mechanic Inspector
VAC Right & Left Emergency Buss, 28 VAC Instrument Buss 2 & 3, 28
VDC Right & Left Emergency Buss, Pilots & Co-pilots Horizon & Heading,
VHF Communication Equipment
WARNING: WHEN POWER TO THE DFDR IS ON, THE DFDR WILL RECORD OVER PREVIOUSLY
RECORDED DATA (25 HOURS EARLIER). TO MINIMIZE DESTRUCTION OF
PREVIOUSLY RECORDED DATA, ONLY HAVE DFDR ON DURING TESTING.
light extinguishes.
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31.02-4
JOB TITLE
ALLIED-SIGNAL 980-4100-GQUS DFDR GROUND TEST PROCEDURE (-73 Series Only)
Mechanic Inspector
5. Verify FDR ON/OFF switch panel lighting works from “BRIGHT” to “OFF”
C. SYNC WORD
1. Select Word 1.
FRAME # WORD #1
1 1107
2 2670
3 5107
4 6670
D. TIME
1. Select Word 57.
E. MICROPHONE KEY
1. Select Word 9.
NOTES: Skip HF Testing if HF Systems are deactivated.
NOTES: Select unused VHF and HF frequencies for keying tests.
4. Select and key Captain’s Audio Panel on VHF 1 or 2 and verify that Bit 1
toggles to “0” or the OCTAL number changes down by 1.
5. Repeat steps 3 and 4 for the Captain’s Audio Panel with HF 1 selected.
6. Key F.O.’s Audio Panel on VHF 2 and verify that Bit 1 toggles to “0” or the
7. Repeat step 6 for F.O.’s Audio Panel with HF 2 selected.
1. Select Word 9.
changes up by 2).
4.
AUTOPILOT OCTAL
POSITION READING
ENGAGED
DISENGAGED
G. ALTITUDE
1. Select Word 6 for Altitude.
2. Reference the Pitot-static section of the DACO DC-8 Maintenance Manual
for test procedure standards.
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31.02-4
JOB TITLE
Mechanic Inspector
3. Using the Pitot-static text box, step through the following altitudes, verifying that the
NOTE: Set Captain’s & F/O’s altimeter baro correction to 29.92 In.Hg.
ALTITUDE
ACTUAL
OCTAL
VALUE
0 2204-2231
4,000 2715-2750
8,000 3365-3421
22,000 5020-5063
H. AIRSPEED
1. Select Word 21.
2. Reference the Pitot-static section of the DACO DC-8 Maintenance Manual for test
procedure standards.
3. Using the Pitot-static test box, step through the following airspeeds. Verify indicated
airspeed on Captain’s airspeed indicator is the expected value. Ensure that the
Captain’s ASI is in the remote sensing mode of operation.
AIRSPEED
ACTUAL
OCTAL
VALUE
100 1410-1444
200 2134-2162
300 3250-3311
400 5010-5044
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31.02-4
JOB TITLE
Mechanic Inspector
I. HEADING/COMPASS
1. Select Word 3.
2. Apply electrical power to the directional gyro compass system. Position the F.O.’s
Compass Indicator.
HEADING
ACTUAL
OCTAL
VALUE
0 7755-0022
90 1755-2022
180 3755-4064
270 5755-6064
J. ROLL ATTITUDE
NOTE If the aircraft has FOG gyros installed, substitute FOG gyro for Vertical Gyro in the
following steps.
2. Remove Vertical Gyro #1 and set on mounting bracket or employ extender harness to
sit Vertical Gyro on tilt table. Reset power to Vertical Gyro #1.
roll is shown on the Captain’s Horizon Indicator.
4. Select Word 13, 29,45, and 61 and note values in the tables below.
ROLL ATTITUDE
ACTUAL
OCTAL
±1 ° ROLL OCTAL
VALUE
0° 7754-0022
30° right 0420-0500
60° right 1260-1340
30° left 7300-7360
60° left 6430-6520
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31.02-4
JOB TITLE
Mechanic Inspector
ROLL ATTITUDE
ACTUAL
OCTAL
±1 ° ROLL OCTAL
VALUE
0° 7754-0022
30° right 0420-0500
60° right 1260-1340
30° left 7300-7360
60° left 6430-6520
ROLL ATTITUDE
ACTUAL
OCTAL
±1 ° ROLL OCTAL
VALUE
0° 7754-0022
30° right 0420-0500
60° right 1260-1340
30° left 7300-7360
60° left 6430-6520
ROLL ATTITUDE
ACTUAL
OCTAL
±1 ° ROLL OCTAL
VALUE
0° 7754-0022
30°
0420-0500
right
60°
1260-1340
right
30° left 7300-7360
60° left 6430-6520
Revision 22 05-20-05 31.02.47

31.02-4
JOB TITLE
Mechanic Inspector
K. PITCH ATTITUDE
NOTE If the aircraft has FOG gyros installed, substitute FOG gyro for Vertical Gyro
in the following steps.
table. Verify that pitch is indicated on the Captain’s Horizon Indicator.
5. Select Words, 9, 25, 41, and then 57 and note values in the tables below.
PITCH ATTITUDE
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0420-0500
60° Up 1300-1377
30° Down 7300-7377
60° Down 6410-6510
PITCH ATTITUDE
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0420-0500
60° Up 1300-1377
30° Down 7300-7377
60° Down 6410-6510
PITCH ATTITUDE
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0420-0500
60° Up 1300-1377
30° Down 7300-7377
60° Down 6410-6510
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31.02-4
JOB TITLE
Mechanic Inspector
PITCH ATTITUDE
ACTUAL
OCTAL
±1 ° PITCH OCTAL
VALUE
Neutral 7745-0022
30° Up 0420-0500
60° Up 1300-1377
30° Down 7300-7377
60° Down 6410-6510
L. ELEVATOR POSITION
1. Select Word 15 and 47.
2. Using a digital protractor, move the Elevator to the following positions.
3. Use Control Column Neutral pin position for the neutral elevator position.
ELEVATOR POSITION
PITCH ACTUAL
+1° VALUE
NEUTRAL
FULL UP
FULL DOWN
ELEVATOR POSITION
PITCH ACTUAL
+1° VALUE
NEUTRAL
FULL UP
FULL DOWN
M. ENGINE THRUST N1 TACH

1. Remove the N1 engine TACH transmitter connector on each engine.
2. Using the signal generator, connect High to Pin 1, Low to Pin 2 to the TACH
transmitter shipside connector.
3. Using the following Frame, Word, and Frequencies, monitor the respective N1
indicator while taking data.
N1
WORD 33 WORD 35
30
60
90
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31.02-4
JOB TITLE
Mechanic Inspector
N1
WORD 38 WORD 53
30
60
90
4. Remove wiring from signal generator to the N1 transmitter and reconnect the
TACH Generator connector.
N. ACCELERATION
1. With the Accelerometer in the normal position, verify the following:
ACCELERATION
EXPECTED ACTUAL
ACCEL WORD
OCTAL VALUE
Vert. 2,10,18.26,34,42,50,58 3022-3715

Long. 4,20,36,52 3640-4277
2. Verify values change when Accelerometer is tilted.

O. CONTROL WHEEL POSITION
1. Select Word 19, 51.
2. Verify the tester readout is between 7734 and 7777 or 0000 and 0042 in neutral, if
not reference section U for alignment procedures.
OCTAL OCTAL
CONTROL WHEEL
READING READING
POSITION
WORD 19 WORD 51
NEUTRAL
FULL LEFT
FULL RIGHT
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31.02-4
JOB TITLE
Mechanic Inspector
P. AILERON SURFACE POSITION
1. Select Word 7, 23, 39, 55.
2. Verify the tester readout is between 7734 and 7777 or 0000 and 0042 in
neutral, if not reference Section U for alignment procedures.

POSITION WORD 7
NEUTRAL
FULL LEFT
FULL RIGHT

POSITION WORD 23
NEUTRAL
FULL LEFT
FULL RIGHT

POSITION WORD 39
NEUTRAL
FULL LEFT
FULL RIGHT

POSITION WORD 55
NEUTRAL
FULL LEFT
FULL RIGHT
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31.02-4
JOB TITLE
Mechanic Inspector
Q. CONTROL COLUMN POSITION
1. Select Word 8,16,24,32,40,48,56, and 64.
2. Verify the tester readout is between 3605 and 3667 in neutral, if not reference
Section U for alignment procedures.
CONTROL OCTAL OCTAL

COLUMN READING READING
POSITION WORD 8 WORD 16
NEUTRAL
FULL FORWARD
FULL AFT
CONTROL OCTAL OCTAL

NEUTRAL
FULL FORWARD
FULL AFT
CONTROL OCTAL OCTAL

NEUTRAL
FULL FORWARD
FULL AFT
CONTROL OCTAL OCTAL

NEUTRAL
FULL FORWARD
FULL AFT
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31.02-4
JOB TITLE
Mechanic Inspector
R. RUDDER PEDAL POSITION
3. Select Words 17, and 49.
4. Verify the tester readout is between 3605 and 3667 in neutral, if not reference
Section U for alignment procedures.
OCTAL OCTAL
RUDDER PEDAL
READING READING
POSITION
WORD 17 WORD 49
NEUTRAL
FULL LEFT
FULL RIGHT
S. RUDDER SURFACE POSITION

1. Select Word 5.
2. Verify the tester readout is between 7734 and 7777 or 0000 and 0042 in
neutral, if not reference Section U for alignment procedures.
RUDDER SURFACE OCTAL READING

POSITION WORD 5
NEUTRAL
FULL LEFT
FULL RIGHT
T. TEST CLOSEOUT
2. Review pages of this Job Card for omissions, clarity, or errors, and return to
Revision 22 05-20-05 31.02.53

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JOB TITLE
Mechanic Inspector
U. SENSOR ALIGNMENT
1. To adjust linear slide potentiometers:

b) Loosen the clamp securing the potentiometer.
c) Slide the potentiometer in the clamp until the desired readout is
displayed on the portable tester.
d) Secure the clamp around the potentiometer.
e) Verify that the readout displayed on the portable tester is within
tolerance.
2. To adjust synchros:

b) Loosen one of the screws that secure the synchro in the clamp.
c) Rotate the synchro in the clamp until the desired readout is displayed
on the portable tester.
d) Secure the potentiometer in the clamp
e) Verify that the readout displayed on the portable tester is within
tolerance.
31.02.54 05-20-05 Revision 22

31.03 – UNDERWATER ACOUSTIC BEACON TESTERS

TABLE OF CONTENTS
Paragraph Page
1. DUKANE MODEL PL-1 ------------------------------------------------------------ 31.03.1
2. BENTHOS ATS-260 ACOUSTIC TEST SET ----------------------------------- 31.03.1
3. ALTERNATIVE BATTERY CHECK--------------------------------------------- 31.03.2
FIGURES
31.03-1 PINGLITE MODEL PL-1 TESTER ----------------------------------------------- 31.03.1

31.03-2 BENTHOS ATS-260 TESTER ----------------------------------------------------- 31.03.1
Revision 14 12-03-01 31.03-i

INTENTIONAL
BLANK
31.03-ii 12-03-01 Revision 14

31.03 UNDERWATER ACOUSTIC BEACON TESTERS
A. This chapter covers three methods of testing underwater acoustic beacons/batteries using
either the Dukane Model PL-1, the Benthos ATS-260, or a high impedance digital voltmeter.
1. Dukane Model PL-1. The Dukane
Model PL-1 Pinglite is designed to
check operational status of Underwater
Acoustic Beacons (pingers) in the 37.5
kHz range.
a. It includes a shorting tab on an
attached wire to prevent foreign
object damage due to loose articles
dropper(i.e., paper clips, braid,
wire) within the aircraft.
b. Using the shorting tab, short water
switch on beacon from center pin to
case. Press end of PL-1 to beacon
body approximately 1” from switch
end. Depress and hold operation
button. Light will flash with each
output pulse of beacon indicating it Pinglite PL-l
is operating. Figure 31.03-1
2. Benthos ATS-260 Acoustic Test Set. To

verify battery condition and to test the
operation of the beacon of the Benthos
ELP-362 Emergency Locator Beacon,
use the following procedures:
a. attach the cable clip directly to the
beacon housing as shown in Figure
31.03-2. It is not necessary to
remove the beacon from the mount
to conduct the test. Although the
cable clip can touch the beacon label,
it is important that at least part of the
clip touch the bare aluminum surface
of the beacon. Benthos ATS-260
Figure 31.03-2
b. apply the test set probe to the water
activation switch as shown.
Revision 12 06-01-01 31.03.1

31.03 UNDERWATER ACOUSTIC BEACON TESTERS(cont’d)
c. to test the battery, hold down the button labeled PUSH TO TEST on the test set handle.
Check the beacon battery condition by observing the green and red indicators on the test
set. If green, battery is good and if red battery should be replaced.
d. to test the beacon operating condition, listen for an audible tone from the test set and/or
observe the amber indicator. If there is an audible tone and/or the amber indicator is
flashing, the beacon is operating properly. If there is no tone or flashing amber indicator,
the beacon is not operating properly.
3. Alternative Battery Check. In addition to using the above test sets to check the beacon’s
battery condition, a high-impedance (minimum input impedance of 10 megohms) digital
voltmeter can be used to measure the battery voltage. Use the following procedure to
measure the battery voltage:
a. Place the negative meter lead on the water activation switch.
b. Place the positive meter lead on the bare aluminum surface of the beacon housing. Do
not place the meter lead on the label.
c. Measure the battery voltage. The beacon is operable at the given minimum acceptable
voltage as shown:
Manufacturer P/N Battery Code* Minimum Acceptable Voltage

Benthos ELP-362D NA 6.0 Volts
Dukane DK100/DK120 A 3.55 Volts
Dukane DK100/DK120 B 2.97 Volts
Dukane DK100/DK120 C 2.97 Volts
Dukane DK100/DK120 No Code 7.10 Volts
* Located on beacon label.
31.03.2 05-20-04 Revision 21

31.04 – UNDERWATER ACOUSTIC BEACONS

TABLE OF CONTENTS
Paragraph Page
1. DUKANE MODELS DK100 AND DK120--------------------------------------- 31.04.1
2. BENTHOS / DATASONICS MODEL ELP-362D------------------------------- 31.04.6
FIGURES
31.04-1 DK100 / DK120 UAB’s AND MOUNTING KIT-------------------------------- 31.04.1

31.04-2 BEACON BATTERY END COVER REMOVAL------------------------------- 31.04.3
31.04-3 BEACON EXPLODED VIEW ----------------------------------------------------- 31.04.5
Revision 15 06-03-02 31.04-i

INTENTIONAL
BLANK
31.04-ii 12-03-01 Revision 14

31.04 UNDERWATER ACOUSTIC BEACONS
A. This chapter contains description, theory and maintenance for Underwater Acoustic Beacons
manufactured by Dukane Corporation and Benthos, Inc. (formerly Datasonics).
1. Dukane Models DK100 and DK120
DK100/DK120 UAB’s AND MOUNTING KIT

Figure 31.04-1
a. The DK100/DK120 Beacon consists of a self-contained battery, an electronic module and
a transducer. It is housed in a cylindrical watertight aluminum case capable of
withstanding high-G impact shock and deep water immersion.
b. The Beacon is mounted to a flight recorder or the cockpit voice recorder by means of a
mounting kit. This mount consists of an extruded channel, which in conjunction with a
securing plate, retains the beacon.
c. DK-100 Maintenance. This section contains DK100 Beacon cleaning, battery testing,
disposal and storage procedures. Initially beacons must be tested at every installation or
beacon change. The recommended schedule for beacon cleaning and testing is every 24
months, when the beacon is installed on a recorder and the recorder is installed in
accordance with its TSO. Otherwise, the recommended schedule is every six months.
The required scheduled for battery replacement, available only at Dukane Corp. is every
6 years.
(1) Cleaning. Clean the switch end of the beacon with a soft cloth and mild detergent,
then dry thoroughly with a clean cloth. Clean the switch end insulator to prevent
leakage currents from occurring across the switch. This will affect battery life. The
water switch should be cleaned at any time if dirt or dust becomes apparent.
Revision 15 06-03-02 31.04.1

31.04 UNDERWATER ACOUSTIC BEACONS(cont’d)
(2) Precautions.
(a) The beacon must not be exposed to heat in excess of 160°F (71°C).
(b) The beacon must not be disassembled in any way. Although the beacon may be
removed from the mount, the water switch cap and battery cap must remain in
place at all times.
(c) Any situation that could possibly crush or penetrate the case of the beacon
should be avoided.
(3) Battery. Replace the beacon as an assembly. DK100 or DK120 may be used as a
replacement. The DK100 beacon requires NO battery maintenance. DO NOT
remove the battery at any time. The beacon must be taken out of service according to
the expiration date printed on the beacon case and returned to TOL Stores for
disposition.
WARNING: FAILURE TO OBSERVE THE ABOVE PRECAUTIONS COULD

RESULT IN THE RELEASE OF HAZARDOUS CHEMICALS.
(4) Disposal. Should it be necessary to dispose of the beacon for any reason DO NOT
THROW IT AWAY. Ship the beacon, in accordance with current IATA Dangerous
Goods Regulations, to TOL Stores for proper disposal.
(5) Storage. When long term storage of the DK100 beacon is required it should be stored
in the original shipping container (or equivalent) in a cool dry environment.
d. DK120 Maintenance. This section contains DK120 Beacon cleaning, battery testing,
battery replacement and testing, disposal and storage procedures. Initially beacons must
be tested at every installation. The required scheduled for battery replacement is every 6
years.
(1) Cleaning. Clean the switch end of the beacon with a soft cloth and mild detergent,
then dry thoroughly with a clean cloth. Clean the switch end insulator to prevent
leakage currents from occurring across the switch. This will affect battery life. The
water switch should be cleaned at any time if dirt or dust becomes apparent.
(2) Testing. Make sure the beacon case is clean and dry prior to testing. Test in
accordance with procedures in Section 31.03.
31.04.2 06-01-01 Revision 12

(3) Precautions.
(a) The beacon must not be exposed to heat in excess of 160°F (71°C).
(b) Any situation that could possibly crush or penetrate the case of the beacon
should be avoided.
(4) Disassembly. Disassembly of the beacon is limited to battery replacement, as
outlined in paragraph below.
(5) Battery Replacement and Testing. Battery replacement should be done under clean
conditions to prevent dust from contaminating O-ring and lubricant. Because the
old O-ring may have developed a set with age, O-ring replacement is mandatory at
the time of battery change. O-ring lubrication should be applied to new O-ring and
threads before installation.
WARNING: INCORRECT BATTERY INSTALLATION WILL CAUSE
PERMANENT DAMAGE TO THE BEACON.
CAUTION: TO AVOID INTERNAL DAMAGE, DO NOT CLAMP THE
BEACON IN A VISE, UNLESS A VISE-CLAMP (P/N 810-546) OR
EQUIVALENT IS USED.
Battery End Cover Removal with

Vise Clamp and Spanner Wrench
Figure 31.04-2
Revision 12 06-01-01 31.04.3

(a) Secure the beacon with Vise-Clamp (P/N 810-546) or equivalent as shown in
figure 31.04-2.
(b) Use Spanner Wrench (P/N 810-325) to remove end cover marked “BATTERY
ACCESS” by unscrewing counterclockwise. Break away torque is usually high
so spanner wrench should be held firmly in contact with battery end cover in
order to prevent damage to wrench holes.
(c) Remove shock cushion (P/N 810-419) from battery end of beacon if not
removed with cover. See Figure 31.04-3.
(d) Remove the old O-ring from the cover. Do not use steel screwdriver or sharp
tool because of danger of damaging O-ring groove.
(e) Remove the old battery. NOTE: Ensure shock cushion 810-371A remains in
beacon.
(f) Clean the threads, O-ring groove in the body and the threads on the cover by
wiping them thoroughly with solvent.
CAUTION: FOREIGN SUBSTANCES IN LUBRICANT ON SEALING
SURFACES MAY DAMAGE THREADS AND/OR ALLOW
WATER LEAKAGE THROUGH THE O-RING SEAL.
SCRATCHES OR GOUGES ON SEALING SURFACES WILL
ALSO CAUSE WATER LEAKAGE.
(g) Carefully install new O-ring (P/N 810-342) on battery cover. Apply a thin
coating of O-ring lubricant (P/N 810-346, 810-500 or 810-1168) to O-ring, O-
ring groove and threads. Note: O-ring, lubricant and battery are provided in
battery replacement kit 810-2007/K used with Battery Code B or 810-2008/K
used with Battery Code C.
(h) Install new battery. Be sure the end marked “INSERT THIS END FIRST” goes
in first. See Figure 31.04-4. Contact Dukane Corporation, Seacom Division at
(630) 584-2300, Ext. 860 for replacement 810-2007/K and 810-2008/K battery
kits.
WARNING: REPLACE BATTERY WITH 810-2007 USED WITH
BATTERY CODE B OR 810-2008 USED WITH BATTERY
CODE C BATTERY ONLY. USE OF ANOTHER BATTERY
MAY PRESENT A RISK OF FIRE OR EXPLOSION. USE
OF AN UNAUTHORIZED BATTERY WILL VOID THE
WARRANTY AND MAY CAUSE AN INOPERATIVE OR
DANGEROUS CONDITION
31.04.4 05-20-04 Revision 21

CAUTION: RISK OF FIRE, EXPLOSION, AND BURNS. DO NOT
RECHARGE, DISASSEMBLE, HEAT ABOVE 160°F (71°C) OR
INCINERATE. DISPOSE OF BATTERIES PROMPTLY, KEEP
AWAY FROM CHILDREN.
Beacon Exploded View Showing Relative

Location of Battery and Related Parts
Figure 31.04-3
(i) Position rubber shock cushion (P/N 810-419) around contact spring and on the
inside of the battery cover.
(j) Replace the end cover and tighten until the cover flange contacts the body or
leaves less than a 0.003 gap. Use hand force only on the wrench. Hold the
beacon in a vise clamp as shown in Figure 31.04-2. Clean beacon exterior of
excess O-ring grease.
(k) Perform operational test of beacon as outlined in section 31.03.
(l) Replace the battery replacement date label on the outside of the beacon case
with the new label supplied with the battery. Locate the label on the beacon
body in the space provided. Never put label on the water switch end of the
beacon.
(6) Battery Disposal. Dispose of battery in accordance with all local, state and federal
regulations. Dispose of batteries promptly, keep away from children.
(7) Beacon Storage. When long term storage of a beacon is required, it should be
stored in the original shipping container(or equivalent). Make sure it is stored in a
cool dry environment. Beacon may be stored without battery.
Revision 21 05-20-04 31.04.5

2. BENTHOS/Datasonics Model ELP-362D. This section covers the cleaning, recommended
testing interval, and disposal and storage procedures for the ELP-362D Emergency Locator
Beacon.
NOTE: The Benthos and Datasonics model ELP-362D beacons and batteries (listed
below) are interchangeable.
a. Cleaning. The end cap with the water switch should remain free and clear of dirt, grease
and dust. If necessary, should be cleaned with a detergent and dried thoroughly with a
clean cloth.
b. Maintenance Precautions. The following precautions should be exercised when handling
or storing the beacon:
(1) The beacon should not be exposed to temperatures in excess of 160 degrees F, as
the battery life can be reduces by storage in a high temperature environment. When
long-term storage is required, the beacon should be stored in a cool, dry
environment in its original shipping container.
(2) Any situation that could possibly crush or penetrate the case of the beacon should
be avoided.
c. Battery Maintenance.
(1) To determine the battery maintenance procedure, first check the serial number of
the beacon. If the unit does not have an “S” before the serial number:
(a) Replace the battery by the date stamped on the beacon label.
(b) Use the battery replacement procedure provided with the lithium battery
replacement kit P/N B362-06192-2(standard lithium battery) or P/N B362-
06192-1(optional lithium battery). The kit includes the battery and a lubricated
O-ring.
(2) If the unit does have an “S” before the serial number it must be returned to Benthos
for battery replacement.
WARNING: DO NOT REMOVE THE BATTERY WITH AN “S” BEFORE THE
SERIAL NUMBER UNDER ANY CIRCUMSTANCES. IF THE
BEACON IS DISASSEMBLED IN ANY WAY, THE WARRANTY
IS VOID.
WARNING: FAILURE TO OBSERVE THESE PRECAUTIONS COULD
RESULT IN THE RELEASE OF HAZARDOUS CHEMICALS.
31.04.6 10-22-01 Revision 13

d. Return Procedures. Do not throw the beacon away. If it is necessary to return the
beacon for service, battery replacement or disposal, contact RJE International or Benthos
for a Return Material Authorization number and shipping instructions:
RJE International, Inc. Benthos, Inc.

Tel: 949-727-9399 Tel: 508-563-1000
Fax: 949-727-0070 Fax: 508-563-6444
e-mail: sales@rjeint.com e-mail: sales@benthos.com
Revision 12 06-01-01 31.04.7

INTENTIONAL
BLANK
31.04.8 06-01-01 Revision 12

31.05 – EXHAUST GAS TEMPERATURE INDICATOR UPGRADE

(B&D 65016-003)
TABLE OF CONTENTS
Paragraph Page
1. GENERAL----------------------------------------------------------------------------- 31.05.1
2. OPERATING CHARACTERISTICS---------------------------------------------- 31.05.1
3. GROUND CHECK ------------------------------------------------------------------- 31.05.3
4. MAINTENANCE--------------------------------------------------------------------- 31.05.5
FIGURES
31.05-1 EGT INDICATOR-------------------------------------------------------------------- 31.05.2

31.05-2 LIGHT TRAY REPLACEMENT -------------------------------------------------- 31.05.5
TABLES
31.05-1 TAKE-OFF MAXIMUM TEMPERATURE-------------------------------------- 31.05.2

31.05-2 TEMPERATURE ADJUSTMENT CONTROL KNOB ROTATION--------- 31.05.4
Revision 14 12-03-01 31.05-i

INTENTIONAL
BLANK
31.05-ii 12-03-01 Revision 14

31.05 EXHAUST GAS TEMPERATURE INDICATOR UPGRADE (B&D 65016-003)
1. General
a. The ATI Engineering Order (77-DC8-920) installed a new technology digital/analog

EGT indicator (P/N 65016-003 made by B&D Instruments and Avionics), which
improved EGT system accuracy and reliability. In addition, it modified the aircraft
wiring in accordance with Douglas Service Bulletin 77-26, which removed the balance
resistor and the need to calibrate aircraft line resistance with the balance resistor.
Furthermore, installation of these indicators allowed an increase in EGT limitations to the
engine certification limit of 905° C.
2. Operating Characteristics
a. Start-Up
(1) Immediately after power is applied to the indicator a self-test shall occur. Four
dashes “----” on the digital display and no pointer movement indicates a failure.
Successful completion of the self-test results in a pointer reset and a digital display
test. Normal operation begins within 2 seconds for the analog display and the 0 to 5
VDC output. The digital display begins normal operation after one cycle of the
digit test, which has a duration of 5 ± 1 seconds.
b. EGT Process
(1) The data is sufficiently filtered to minimize pointer jittering and digital flickering.
The inputs are converted to outputs in accordance with the National Bureau of
Standards monograph 125, table A7.1.1. All digital indications of 906 ± 3° C and
above flash at a rate of 2 ± 1 Hz.
c. Take-Off Maximum Temperature
(1) The EGT Indicator continues to record the maximum temperature until the Weight
on Wheels switch (Pin A) is open for 50 (-1/+3) seconds. (Reference Table 31.05-
1)
Revision 11 11-01-00 31.05.1

31.05 EXHAUST GAS TEMPERATURE INDICATOR UPGRADE (cont’d)
CONDITION EGT LIMIT TIME LIMIT

Starting (ground and in-flight) 725°C Continuous
750°C 30 Seconds
800°C 10 Seconds
Maximum Continuous 835° C Continuous
870° C* Continuous
Takeoff 870° C 5 Minutes
905° C* 5 Minutes
* For aircraft incorporating Douglas Service Bulletin Number 77-26 or equivalent and using
digital/analog instruments, the Maximum Continuous EGT LIMIT is 870° C; the Takeoff EGT
LIMIT is 905° C.
TAKE-OFF MAXIMUM TEMPERATURE

Table 31.05-1
d. EGT Indicator Operation
EGT INDICATOR
Figure 31.05-1
(1) EGT Pointer: When the airplane is electrically powered, the EGT Pointer indicates
below 300° for approximately two seconds, then indicates static engine temperature.
No pointer movement indicates a failure.
31.05.2 11-01-00 Revision 11

(2) EGT Digital Display: When the airplane is electrically powered, the EGT Digital
Display cycles “0000,” “1111,” “2222,” “3333,” “4444,” “5555,” “6666,” “7777,”
“8888,” and “9999” for approximately 0.5 seconds of each number for a total of 5 ±
1 seconds. Four dashes “----” on the digital display indicates a failure.
(3) Recall Button: The EGT Indicator records the maximum temperature from the time
power is applied until 50 (-1/+3) seconds after the Weight on Wheels Switch (pin A)
is open. The maximum temperature is displayed on the digital display when the
recall button in the dial face is depressed. The digital display returns to normal
operation within 2 (± 0.5) seconds after the button is released. The pointer
continues to indicate the actual engine temperature during this period.
3. Ground Check
a. Equipment Required: EGT Test Set: Barfield TT 1000A, or equivalent
b. Materials: None
NOTE: Check each installation for secure mounting and proper electrical connections.
c. Procedure
NOTE: Check each instrument.
(1) Apply 28 VDC main power to the indicator(s) and 5 VAC/VDC lamp power to the
indicator(s).
(2) Self test: Power-up starts a self-test.
(a) Pass: The digital display cycles “0000,” “1111,” “2222,” “3333,” “4444,”
“5555,” “6666,” “7777,” “8888,” and “9999” for approximately 0.5 seconds of
each number for a total of 5 ± 1 seconds and the pointer resets to lowest
position.
(b) Fail: No pointer movement, four dashes “----” on digital display.
(3) Normal operation: Within two (2 ± 1) seconds for analog display; within six (6)
seconds for digital display. Indicator(s) will then display actual engine
temperature(s).
Revision 11 11-01-00 31.05.3

d. Calibration Test
(1) Disconnect the pylon interface connector.
NOTE: The indicator display may blank with an open in the thermocouple circuit.
(2) Connect the adapter cable (connector 10SL3-P) to the aircraft side of the pylon
connector.
(3) Turn the EGT Test Set on and set the function selector to “RESISTANCE
MEASURE” and the resistance range selector to 200 ohms (the tester display shows
1.)
(4) Short the test clips together and press the “PUSH TO SET” button. Adjust the
system resistance knob all the way counterclockwise until 2 ohms or less is
displayed. Release the “PUSH TO SET” button.
(5) Turn the function selector to Indicator Test; the display shows a 3-digit number and
a degree symbol.
(6) Connect the red clip to the chromel (+) (gold colored) wire and the black clip to the
alumel (-) (magnetic) wire.
(7) Rotate the temperature adjustment control knob for the values shown in Table
31.05-2. Record the values for the Number 1 Engine.
INPUT INDICATOR TOLERANCE

0 ± 15
500 ± 15
700 ± 5
900 ± 5
906* ± 5
50 ± 30
* Note: At 906° C the digital indication should start

flashing.
TEMPERATURE ADJUSTMENT CONTROL KNOB ROTATION

Table 31.05-2
31.05.4 11-01-00 Revision 11

(8) Return the system to normal.
(9) Repeat the calibration test procedure for each new indicator.
4. Maintenance
a. Light Tray Replacement
LIGHT TRAY REPLACEMENT

Figure 31.05-2
Revision 11 11-01-00 31.05.5

(1) Remove access door retaining screws (1).
(2) Remove access door (2) and gasket (3).
(3) Remove defective light tray assembly (4).
(4) Install a new light tray assembly (4).
(5) Align access door (2) and gasket (3) with screw holes.
(6) Install access door retaining screws (1) using Loctite #222 (or equivalent thread
locker) on the threads and secure.
(7) Light tray assembly replacement complete.
31.05.6 11-01-00 Revision 11

31.06 – ADT 406S EMERGENCY LOCATOR TRANSMITTER (ELT)

TABLE OF CONTENTS
Paragraph Page
A. GENERAL----------------------------------------------------------------------------- 31.06.1
B. DESCRIPTION ----------------------------------------------------------------------- 31.06.2
C. LABELS ------------------------------------------------------------------------------- 31.06.4
D. INSTALLATION AND CONFIGURATION OF THE BEACON IN
AUTOMATIC SURVIVAL MODE (WATER ACTIVATION) --------------- 31.06.6
E. UTILIZATION------------------------------------------------------------------------ 31.06.6
F. MAINTENANCE--------------------------------------------------------------------- 31.06.9
G. PARTS LIST -------------------------------------------------------------------------- 31.06.11
FIGURES
31.06-1 ELT ADT 406 AP DETAILED DESCRIPTION --------------------------------- 31.06.3

31.06-2 PRODUCT NAME IDENTIFICATION LABEL -------------------------------- 31.06.4
31.06-3 SERIAL NUMBER IDENTIFICATION LABEL-------------------------------- 31.06.4
31.06-4 BEACON CONTROL PANEL LABEL ------------------------------------------- 31.06.5
31.06-5 IDENTIFICATION LABEL -------------------------------------------------------- 31.06.5
31.06-6 BATTERIES LABEL ---------------------------------------------------------------- 31.06.5
31.06-7 BEACON REMOVAL #1 ----------------------------------------------------------- 31.06.7
31.06-8 BEACON REMOVAL #2 ----------------------------------------------------------- 31.06.8
31.06-9 BEACON REMOVAL #3 ----------------------------------------------------------- 31.06.8
Revision 27 03-05-07 31.06-i

INTENTIONAL
BLANK
31.06-ii 03-05-07 Revision 27

31.06 ADT 406S EMERGENCY LOCATOR TRANSMITTER (ELT)
CAUTION 1: THIS TRANSMITTER IS AUTHORIZED FOR USE ONLY DURING

SITUATIONS OF GRAVE AND IMMINENT DANGER.
CAUTION 2: IT IS IMPERATIVE THAT EACH BEACON OWNER REGISTERS THEIR

BEACON. CONTACT ELTA OR APPROVED AGENT TO OBTAIN THE
INFORMATION RELATIVE TO THIS REGISTRATION.
CAUTION 3: THE BEACON MUST BE IMPERATIVELY PROGRAMMED WITH THE

RELEVANT IDENTIFICATION AUTHORIZED BY THE LOCAL
AIRWORTHINESS.
CAUTION 4: ONCE THE BEACON HAS BEEN PROGRAMMED, IT IS GENERALLY

ASSIGNED TO AN AIRCRAFT (NAME AND IDENTIFICATION). IF THIS
BEACON IS USED ON ANOTHER AIRCRAFT, IT WOULD HAVE TO BE
PROGRAMMED (NEW NAME AND IDENTIFICATION).
CAUTION 5: BEFORE INSTALLING OR USING THIS EQUIPMENT, THE VALIDITY OF

THE INFORMATION ON THE BEACON LABEL MUST BE
IMPERATIVELY CHECKED.
A. General – The ELT ADT 406S consists of a beacon that incorporates means of attachment
and is designed to transmit a digital distress signal to satellites that are part of the
COSPAS/SARSAT System. These satellites transmit the captured signal to the reception
stations on the ground. This signal is transmitted on the 406.028 MHz frequency and is used
to precisely locate and identify the ELT ADT 406S. It also transmits a 121.5 MHz and 243
MHz signal to facilitate the final approach of the distress scene (homing process). It can be
manually or automatically triggered by means of a water sensor. This ELT meets the latest
JAR OPS and ICAO recommendation. Any encoding protocol defined by
COSPAS/SARSAT can be used with ELT ADT 406S, including country code assignment.
NOTE: ELT non-water activated batteries must be replaced after 1 hour of operation or 50
percent of the life or charge of the battery as per FAR 121.339.
Revision 33 07-29-09 31.06.1

31.06 ADT 406S EMERGENCY LOCATOR TRANSMITTER (ELT) (cont’d)
B. Description - This beacon from the ADT 406 family is based from the ADT 406 AF/AP
model. Consequently, this beacon features the functional capabilities of the AF/AP. In
addition to its flotation gear, the attachment interface and its flexible antenna are entirely
compatible with COSPAS/SARSAT. The ELT ADT 406 essentially consists of:
• ADT 406S beacon transmitter consisting of:
• Power supply module

• Electronic assembly
• Mechanical assembly
• Float
• Whip antenna
• Labels
• Water sensor/identification module
31.06.2 03-05-07 Revision 27

1 Whip Antenna 8 Back Face

2 TX LED (indicates beacon activation) 9 Metallic Strap
3 ARMED/OFF/ON Toggle Switch 10 Water Sensor/Identification Assy.
4 Front Face 11 Hoop Switch Guard
5 Float 12 Test Push Button
6 Velcro Strap 13 Polyester Strap
7 Support
ELT ADT 406 AP DETAILED DESCRIPTION

Figure 31.06-1
Revision 27 03-05-07 31.06.3

C. Labels
1. Identification Label – This label indicates:
• Beacon name, manufacturer details

• Condition in which the beacon may be used (warning)
• Approval number, identification, part number, service bulletin, serial number, and
conditions on the use of the beacon
PRODUCT NAME IDENTIFICATION LABEL

Figure 31.06-2
SERIAL NUMBER IDENTIFICATION LABEL

Figure 31.06-3
31.06.4 03-05-07 Revision 27

2. Beacon Control Panel Label – This label indicates the switch use and the location of the
connector on the front face of the electronic assembly.
BEACON CONTROL PANEL LABEL

Figure 31.06-4
3. Identification Label – This label is fixed to the water sensor/identification module.
IDENTIFICATION LABEL
Figure 31.06-5
4. Batteries Label – This label indicates the batteries’ expiration date (next battery
servicing).
BATTERIES LABEL
Figure 31.06-6
Revision 27 03-05-07 31.06.5

D. Installation and Configuration of the Beacon in Automatic Survival Mode (Water Activation)
CAUTION: TO BE OPERATIONAL, THE BEACON SHALL BE IN “ARMED” POSITION

ONCE IT HAS BEEN CORRECTLY INSTALLED.
1. Make sure that the antenna is correctly connected to the TNC connector.
2. Switch the Beacon ARMED/OFF/ON lockable toggle switch to ARMED (pull and slide)
so that the system is ready for use. The water sensor is then activated.
CAUTION: AS SOON AS THE BEACON IS ARMED, IT CAN BE

AUTOMATICALLY ACTIVATED BY THE WATER SENSOR.
E. Utilization
CAUTION: IN THE EVENT OF AN UNTIMELY BEACON ACTIVATION, SHUT DOWN

THE BEACON AND INFORM THE CLOSEST SEARCH AND RESCUE (SAR)
OR AIRPORT CONTROL TOWER IMMEDIATELY.
1. The ELT ADT 406 can be activated automatically when the water sensor is triggered or
manually by placing the beacon switch to the “ON” position.
a. Automatic Activation
(1) The aircraft has to be evacuated. The beacon is removed from its support or
bag and dipped into the water with the survivors.
(2) The water sensor has detected sufficient water to trigger it. The indicator light
(Figure 31.06-1, item 2) and the aural indicator indicate beacon activation.
(3) Do not do anything, and leave the beacon in operation until the rescue team
arrives.
b. Manual Activation
(1) There are two cases in which a distress signal may be triggered manually:
• The water sensor has not been triggered but a distress signal must be sent
(injured passengers, aircraft out of operation).
• The aircraft is on the ground and must be evacuated.
31.06.6 03-05-07 Revision 27

(2) From the beacon:
(a) Place the beacon switch (Figure 31.06-1, item 3) in the ON position (pull
and slide) and do not do anything.
(b) An automatic self-test sequence is performed.
(c) Then the beacon is positioned in a waiting condition for about 30
seconds. This state is displayed by flashing on the indicator light (Figure
31.06-1, item 2) 1.75 seconds ON, 0.25 seconds OFF. This delay will
avoid unwanted activation (false maneuver).
(d) Then the indicator light and the aural indicator detect beacon activation.
The actual distress signal is transmitted. This state is displayed by
flashing on the indicator light: 0.5 seconds ON, 0.5 seconds OFF.
CAUTION: IN THE TWO CASES OF ACTIVATION, MAKE SURE

THAT THE ANTENNA HAS DEPLOYED AND IS IN
VERTICAL POSITION. FOR MAXIMUM POWER
TRANSMISSION, THE ANTENNA MUST BE IN AN
UNOBSTRUCTED AREA FAR FROM ANY METALLIC
PIECES.
2. How to Remove the Beacon from the Bracket
a. If the aircraft has to be evacuated, follow these instructions:
(1) Unfasten the retaining Velcro strap (not illustrated).
BEACON REMOVAL #1
Figure 31.06-7
Revision 27 03-05-07 31.06.7

(2) Remove the beacon from its bracket.
BEACON REMOVAL #2
Figure 31.06-8
(3) Pull firmly to break the retaining metallic strap.
(4) Deploy the antenna, take the beacon with you, switch it ON, and evacuate
aircraft with the beacon.
BEACON REMOVAL #3
Figure 31.06-9
31.06.8 03-05-07 Revision 27

b. The best data transmission of the beacon is obtained in water floating conditions.
(Don’t forget to anchor the beacon to the survivors or to the life raft with the orange
lanyard attached to the beacon front panel.)
c. It is recommended to place the beacon in an unobstructed area (avoiding

transmission masks), and check regularly that the antenna is vertical. If necessary,
shim the beacon vertically (e.g., in case of windswept area).
3. Beacon Shutdown – In the event of a false maneuver or untimely operation, shut down
the beacon by placing the ARMED/OFF/ON toggle switch in OFF position.
CAUTION: THE BEACON MUST BE SHUTDOWN BEFORE ANY

MAINTENANCE OPERATIONS ARE PERFORMED. THE BEACON
MUST BE COMPLETELY SHUTDOWN BEFORE IT IS REMOVED.
ESTABLISH THAT ITS ARMED/OFF/ON TOGGLE SWITCH IS IN
OFF POSITION.
F. Maintenance – The following test has been added to the applicable “B” and “C” Check
Inspection Jobcards and should not be performed otherwise unless directed by Maintenance
Control.
1. Beacon Self-test
CAUTION 1: THE SELF-TEST PROCEDURE MUST BE RESPECTED TO AVOID

UNTIMELY BEACON ACTIVATION.
CAUTION 2: THE SELF-TEST SHALL BE PERFORMED WITHIN THE FIRST

FIVE MINUTES OF ANY HOUR BECAUSE THE ELT IS SENDING
A 121.5 MHZ SIGNAL FOR THOSE FIVE SECONDS DURING
THIS PROCESS (LIMITATION OF FALSE ALERT).
a. The ELT ADT 406S is designed to perform a self-test by using the TEST push
button when the ON/OFF/ARMED toggle switch is in ARMED position. Actual
test transmission on 121.5 MHz for five seconds can be accessed on any VHF
receiver.
b. Remove the beacon from its bracket and extend the antenna before performing the
self-test. Hold the beacon at arm’s length in the aisle to free the antenna from the
wall.
c. Place the beacon’s ARMED/OFF/ON toggle switch (Figure 31.06-1, item 3) in

ARMED position to authorize the self-test process.
Revision 27 03-05-07 31.06.9

d. Press the TEST pushbutton (Figure 31.06-1, item 12) until the two
acknowledgments blink on LED.
e. After the two short blinks (acknowledgment) and a delay of three seconds, check
that the indicator light (Figure 31.06-1, item 2) comes ON and the beacon’s buzzer
sounds during six seconds.
f. After a brief blink, the self-test report is displayed:
(1) 10 seconds permanent illumination of the indicator light for correct operation
(2) 20 seconds blinking condition of the indicator light for failure detection.
Blinking rate indicates the failure source detection as follows:
(a) 125 ms ON, 125 ms OFF (frequency 4 Hz), ELT Check Sum Failure
(software problem)
(b) 250 ms ON, 250 ms OFF (frequency 2 Hz), ELT power failure (UHF
and/or VHF)
(c) 500 ms ON, 500 ms OFF (frequency 1 Hz), signal identification missing
g. The self-test is finished and the beacon returns to ARMED mode.
h. Fold up the antenna, return the beacon to its bracket, and grip the strap.
2. Water Sensor Test
a. Place the ARMED/OFF/ON toggle switch (Figure 31.06-1, item 3) to ARMED, and
make a short circuit between the two hexagon socket screws of the water sensor
assy. This short circuit must last two to three seconds to activate the beacon.
b. When the beacon is activated, switch OFF the beacon and return to ARMED if
necessary. The water sensor works correctly.
3. Following completion of tests, fold up the antenna, return beacon to its bracket, and
secure in aircraft.
31.06.10 03-05-07 Revision 27

4. Unit Failure or Battery Replacement – The battery has a five year life as indicated on its
label (figure 31.06-6). When the battery reaches the end of its service life or if the ELT
fails a self-test, the entire ADT 406S ELT shall be returned to the manufacturer for
repair.
G. Parts List
Part Name Part Number

ADT 406S ELT 01N65920
Mounting Bracket 04N64250
Clear Protective ELT Cover 04N64265
Revision 27 03-05-07 31.06.11

INTENTIONAL
BLANK
31.06.12 03-05-07 Revision 27

CHAPTER 32- LANDING GEAR
TABLE OF CONTENTS
Page
32.01 STRUT SEALER PRACTICES ---------------------------------------------------- 32.01.1
32.02 DC-8 LANDING GEAR BOGIE LUBRICATION AND INSPECTION ---- 32.02.1
Revision 34 04-28-10 32-i

INTENTIONAL
BLANK
32-ii 04-28-10 Revision 34

32.01 – STRUT SEALER PRACTICES

TABLE OF CONTENTS
Paragraph Page
1. GENERAL -------------------------------------------------------------------------- 32.01.1
2. PROCEDURE----------------------------------------------------------------------- 32.01.1
Revision 14 12-03-01 32.01-i

INTENTIONAL
BLANK
32.01-ii 12-03-01 Revision 14

CHAPTER 32-LANDING GEAR
32.01 STRUT SEALER PRACTICES
1. General
a. Granville aircraft strut sealer is FAA approved for use on all aircraft. The fluid swells
the existing O-Rings, including any spares, installed in the strut. The amount of swelling
is controlled by the amount of sealant added.
b. This sealant will not stop leaks due to damaged O-Rings, piston chrome, or excessive
wear of internal components of the strut. Do not expect immediate results, it will take a
few days for the O-rings to swell. Leakage inspection will occur during normal routine
maintenance checks.
c. Do not proceed with this procedure if structural integrity of the landing gear strut is in
question. Excessive wear or damage to the strut may be indicated by large amounts of
fluid being expelled from the strut during push back or turns.
d. Initiate a Carry-Over item in accordance with the G.M.M. referencing this procedure.
Due at - next heavy maintenance visit. The affected strut should be repacked at the
earliest opportunity. The repack will also include replacing the spare seals.
2. Procedure. All normal maintenance functions to be accomplished in accordance with the

Douglas DC-8 maintenance manual.
a. Inspect the leaking strut for structural defects in and around the leak area. If any defects
are noted the strut must be repaired or replaced prior to flight.
b. Deflate the leaking strut completely.
c. Drain strut hydraulic fluid (MIL-H-5606) in order to replenish the fluid with the
Granville fluid.
d. Add Granville fluid in the following proportions:
(1) DC-8 Main Strut - 2 quarts

(2) DC-8 Nose Strut - 1 quart
e. Service the strut to full with hydraulic fluid (MIL-H-5606).

f. Inflate strut with dry nitrogen.
g. Advise Maintenance Control and initiate Carry-Over item.
Revision 4 12-01-97 32.01.1

CHAPTER 32-LANDING GEAR
INTENTIONAL
BLANK
32.01.2 12-01-97 Revision 4

CHAPTER 32 – LANDING GEAR
32.02 – DC-8 LANDING GEAR BOGIE LUBRICATION

AND INSPECTION
TABLE OF CONTENTS
Page
Paragraph Page
1. GENERAL-------------------------------------------------------------------------- 32.01.1
Job Card Page

32.02-1 DC-8 LANDING GEAR BOGIE ATTACH POINT LUBRICATION----- 32.02.2
32.02-2 DC-8 MAIN LANDING GEAR BOGIE INSPECTION --------------------- 32.02.3
Revision 34 04-28-10 32.02-i

INTENTIONAL
BLANK
32.02-ii 04-28-10 Revision 34

32.02 DC-8 LANDING GEAR BOGIE LUBRICATION & INSPECTION
1. General
a. Non-routine Job Cards DC8-32.02-1 “DC-8 Landing Gear Bogie Attach Point
Lubrication” and DC8-32.02-2 “DC-8 Main Landing Gear Bogie Inspection” are
applicable to DC-8 series aircraft with visits to Short Wavelength Roughness (SWR)
Level 2 Runways, as defined in the latest revisions of Service Letters DC-8-SL-32-112.
b. Accomplishment Interval
(1) Accomplish Job Card DC8-32.02-1 to lubricate the pivot bolts on both main landing
gear truck beams within 10 cycles before and within 10 cycles after each visit to a
SWR Level 2 runway. After completion of the lubrication within 10 cycles before
and after each SWR Level 2 visit, return to the standard lubrication interval.
(2) Accomplish Job Card DC8-32.02-2 to inspect the pivot bolts on or before 500 SWR
Level 2 Runway landings or 24 months of first SWR Lever 2 runway landing,
whichever comes first, after MLG overhaul.
Revision 34 04-28-10 32.02.1

32.02 DC-8 LANDING GEAR BOGIE LUBRICATION & INSPECTION (cont’d)
DC8-32.02-1
JOB TITLE
DC-8 LANDING GEAR BOGIE ATTACH POINT LUBRICATION
Page 1 of 1
References
Boeing Report MDC-02K9030, SCI 32-1 “DC-8 Landing Gear Bogie Attach Point Lubrication”
SL DC-8-SL-32-112
Douglas DC-8-60 (or –70) MM, 12-81-0
Mechanic Inspector
Procedure
1. Lubricate the Truck Beam Pivot Pin Attach Points on the Left
and Right Main Landing Gear Strut and Main Landing Gear
Truck per the Douglas DC-8-60 (or -70) MM, 12-81-0, as
applicable.
32.02.2 04-28-10 Revision 34

32.02 DC-8 LANDING GEAR BOGIE LUBRICATION & INSPECTION (cont’d)
DC8-32.02-2
JOB TITLE
DC-8 MAIN LANDING GEAR BOGIE INSPECTION
Page 1 of 1
References
Boeing Report MDC-02K9030, SCI 32-2 “DC-8 Main Landing Gear Bogie Inspection”
SL DC-8-SL-32-112
Douglas DC-8-60 (or –70) MM, 32-11-5
Mechanic Inspector
Procedure
1. Inspect the Bogie Pivot Pin and Pivot Pin Bushings:
a. Remove the left or right main gear bogie pivot pin for
inspection per DC-8-60 (or –70) MM, 32-11-5
“Removal/Installation Main Gear bogie Beam and Axle”
b. Do a detailed inspection of the bogie pivot pin and
bushings:
(1) Do a detailed inspection of the outer diameter of the
pivot pin. If cracks are found in the pivot pin, or if
the pivot pin has bronze transfer, corrosion, or
damage to the chrome plate, replace the pivot pin with
a new, overhauled, or serviceable pivot pin before
further flight.
(2) Do a detailed inspection of the pivot pin bushings in
the main landing gear truck assembly and the strut
assembly. If the bushing is out of limits, replace the
bushing by using Standard Overhaul Procedures
Manual 20-20-07.
c. Return landing gear to serviceable condition per DC-8-60
(or –70) MM, 32-11-5 “Removal/Installation Main Gear
Bogie Beam and Axle”.
d. Repeat steps a thru c for the other main landing gear.
2. Ensure if there is failure of inspection (cracks are found in the

pivot bolt, the pivot bolt exhibits bronze transfer, corrosion, or
damage to the chrome plate, or bushings out of tolerance), the
failure is corrected.
Revision 34 04-28-10 32.02.3

INTENTIONAL
BLANK
32.02.4 04-28-10 Revision 34

CHAPTER 33- LIGHTING
TABLE OF CONTENTS
Page
33.01 PASSENGER EMERGENCY ESCAPE PATH LIGHTING SYSTEM
(PEEPLS)------------------------------------------------------------------------------ 33.01.1
33.02 COMBI PHOTO LUMINESCENT AISLE PATH MARKING (STC
STO2001AT) ------------------------------------------------------------------------- 33.02.1
33.03 GRIMES STROBE UPPER & LOWER ANTI-COLLISION LIGHTS (STC
ST127CH) ----------------------------------------------------------------------------- 33.03.1
33.04 MAIN CARGO DECK LIGHTS MODIFICATION (LUFTHANSA E.O.
33012/1) 33.04.1
Revision 15 06-03-02 33-i

INTENTIONAL
BLANK
33-ii 06-03-02 Revision 15

33.01 – PASSENGER EMERGENCY ESCAPE PATH LIGHTING SYSTEM

(PEEPLS)
TABLE OF CONTENTS
Paragraph Page
1. DESCRIPTION --------------------------------------------------------------------- 33.01.1
2. TESTING ---------------------------------------------------------------------------- 33.01.1
3. TROUBLESHOOTING ----------------------------------------------------------- 33.01.1
4. ILLUSTRATED PARTS LIST --------------------------------------------------- 33.01.3
TABLES
33.01-1 PEEPLS TROUBLESHOOTING CHART---------------------------------------- 33.01.2
Revision 15 06-03-02 33.01-i

INTENTIONAL
BLANK
33.01-ii 06-03-02 Revision 15

AIR TRANSPORT INTERNATIONAL L.L.C.
CHAPTER 33-LIGHTING
33.01 PASSENGER EMERGENCY ESCAPE PATH LIGHTING SYSTEM (PEEPLS)
1. Description - The Bruce PEEPLS consists of Exit Indicators to assist passengers in quickly
locating the nearest exit during an emergency evacuation. Input power is provided by 6.0
Volt emergency power supplies charged and controlled by the existing aircraft emergency
system. The floor path lighting portion of the originally installed PEEPLS has been replaced
by a Photoluminescent System (reference Chapter 33.02).
2. Testing - To verify the system is in good working condition proceed as follows:
a. Perform continuity test between existing emergency power supply and PEEPLS
Emergency Supply per the respective wiring diagrams.
b. Turn on the PEEPLS input power by activating the aircraft emergency lighting system in
accordance with existing operating procedures for the particular aircraft involved.
c. All Exit indicators should be fully “ON”. With fully charged batteries they will remain
illuminated for a period in excess of 10 minutes. Daily testing should be of minimum
duration, one minute or less, to avoid depleting batteries.
NOTE: Discharged batteries will take a minimum of 16 hours of charging by the

aircraft electrical system to fully recover.
3. Troubleshooting. Refer to the following table for the troubleshooting procedures. A system
that fails to perform as indicated in the testing procedure should be visually inspected.
Check all electrical component and connections for possible damage. Fuse, diodes and
lamps should be checked with an ohmmeter.
Revision 18 06-16-03 33.01.1

CHAPTER 33-LIGHTING
(cont’d)
TROUBLE CAUSE ISOLATION PROCEDURE REMEDY

No Power Blown fuses Check Battery Pack fuses with Replace Fuses
(One or more Ohmmeter (5A, 125V, P/N 276005) (Make Sure they
outputs not are the correct
working) rating)
Loose Wiring Check Crimping Joints at the Replace Sockets

Connections at the Mating Sockets
Mailing Connector/
poor Crimp Joints
Bad Diode Check Diode With Ohmmeter Replace Diode
Poor Crimping Joint Check Continuity with Ohmmeter Replace the splice
with Butt
Connector
No Output on Battery not fully Charge Battery for minimum of 16
New Unit or Get charged hours and retest. See Battery Pack
Output for a short C.M.M. RPS1-B for Charging
time (less than 10 Procedure
minutes)
One/Several Bad Lamp Check Lamp with Ohmmeter Replace Lamp
Lamps
Inoperative Poor Connections at Check continuity with Ohmmeter Clean the contacts
lamp holder contacts
Check continuity with Ohmmeter
Poor Crimp Joints Replace the splice
Exit Identifiers Poor Connections at the Check continuity with Ohmmeter Replace the
Inoperative connector Crimping Pin/Socket
Joints (Pin/Socket)
Bad Lamp
Check Lamp with Ohmmeter Replace Lamp
Damaged Printed
Circuit Board/Or Check continuity with Ohmmeter Replace P.C. Board
Solder Joints
PEEPLS TROUBLESHOOTING CHART

Table 33.01-1
33.01.2 06-03-02 Revision 15

CHAPTER 33-LIGHTING
(cont’d)
4. Illustrated Parts List
a. Components of Exit Identifiers & Floodlights:
(1)
BASE
(Exit Identifier & Flood Light) 07950-() (-1 for BR9264 & -3 for BR9279)
NOTE: 07950-1 Superseded by 07950-3
(2)
PRINTED CIRCUIT BOARD

(Exit Identifier & Flood Light) 08030-() (-3 Pigtails & -4 with Connectors)
(3)
CONNECTOR PLUG & CONTACT SOCKET

AMP P/N 35077-1 350689-2
(4)
CONNECTOR CAP & CONTACT PIN

AMP P/N 350778-1 350690-2
Note: Pins & Sockets purchased separately, Require AMP tool:
(1) 455830-1 Insertion Tool
(2) 458994-1 Extraction Tool
(3) 90300-1 Crimping Tool
Revision 15 06-03-02 33.01.3

CHAPTER 33-LIGHTING
(cont’d)
(5)
LENS COVER
(without screw hole) 08031-Series
(6)
EXIT IDENTIFIER / FLOODLIGHT

BR9264 / BR9279 Series
Note: BR9264 Superseded by BR9279-Series
33.01.4 06-03-02 Revision 15

CHAPTER 33-LIGHTING
(cont’d)
(7)
GUARD, EXIT IDENTIFIER

08543-01
(8) Screws, Exit Identifier Mounting MA51957-28 (2 each required per Exit Identifier)
(Used to mount Exit Identifier and Flood Lights to Brackets or Structure)
Revision 15 06-03-02 33.01.5

CHAPTER 33-LIGHTING
(cont’d)
b. Emergency Power Supply
(1)
POWER SUPPLY
100865 (Radiant Illumination P/N RPS1-B)
(2) Reference Chapter 24.01 for battery pack maintenance requirements.
33.01.6 05-20-04 Revision 21

33.02 – COMBI PHOTO LUMINESCENT AISLE PATH MARKING

(STC STO2001AT)
TABLE OF CONTENTS
Paragraph Page
1. INTRODUCTION ------------------------------------------------------------------ 33.02.1
2. MINIMUM EQUIPMENT FOR INTERIOR LIGHTING -------------------- 33.02.3
3. MAINTENANCE REQUIREMENTS------------------------------------------- 33.02.3
4. MAINTENANCE LIMITATIONS AND INTERVALS ---------------------- 33.02.4
5. REQUIRED EQUIPMENT ------------------------------------------------------- 33.02.7
6. TRACK REMOVAL AND MAINTENANCE --------------------------------- 33.02.7
7. CLEANING OF SECTIONS------------------------------------------------------ 33.02.8
8. OPERATING PROCEDURES --------------------------------------------------- 33.02.8
FIGURES
33.02-1 TYPICAL PHOTO LUMINESCENT INSTALLATION ----------------------- 33.02.2

33.02-2 PHOTO LUMINESCENT TRACK REMOVAL--------------------------------- 33.02.7
TABLES
33.02-1 PHOTO LUMINESCENT INSPECTIONS & INTERVALS------------------- 33.02.5
Revision 14 12-03-01 33.02-i

INTENTIONAL
BLANK
33.02-ii 12-03-01 Revision 14

CHAPTER 33 - LIGHTING
33.02 COMBI PHOTO LUMINESCENT AISLE PATH MARKING (STC STO2001AT)
NOTE: Refer to Page xxi of this manual for aircraft effectivity.
1. INTRODUCTION
a. To provide a means of identifying the emergency escape path in the event of an
emergency evacuation, photo luminescent strips are installed along the cabin aisles. The
photo luminescent material is a strontium aluminate compound, the particles of which,
are excited by light and gradually dissipate this energy by glowing. This glow provides
the aisle path guidance. Upon reaching an exit, electrically operated lights and markers
provide general illumination to allow for identification of the exit. The electrically
operated markers are used in conjunction with the floor mounted photo luminescent strips
to create a hybrid conjunction with the floor mounted photo luminescent strips to create a
hybrid emergency escape path marking system.
b. The strips provide a continuous floor level cue to assist the occupants in locating the
exits. At each exit, an additional cue is used to guide the occupant to the proper direction
of the exit opening. These additional markings are in the form of contrasting arrows or
dots to indicate direction change along with an extension of the photo luminescent strip
and track system at the aft exit. Several segments are butted together to create a complete
system. Each photo luminescent strip is secured in a mounting and covering system. At
each aft exit, lateral extensions are fitted and an indicating sign of “EXIT” with an arrow
and the international sign of two dots is indicated in each track end.
c. The photo luminescent PATHFINDER Emergency Aisle Path Lighting System consists
of rigid photo luminescent strips (SG9422) enclosed in transparent protective casing/top
track. The protective covers snap onto a bottom track with clips extruded into the cover
material. The bottom tracks (SG9602) are adhered to the aircraft floor panels and are
extruded with a lip that is designed to accept the internal clips of the upper covers.
Application of a light pressure secures the two pieces together and sandwiches the photo
luminescent strip and any markings. Figure 33.02-1 shows a typical cross-section of the
installation onto the aircraft floor and general layout of aisle path marking.
d. The information on the PATHFINDER Emergency Aisle Path Lighting System described
in this section was compiled from the Installation Instructions and Maintenance Manual,
H72-10, dated April 6, 2000; the Interior Lighting Compliance Inspection Procedures &
Checklist Report, H72-12, dated April 6, 2000; the Dispatch Operating Procedures
Manual, H72-13, dated April 6, 2000; and the Airplane Flight Manual Supplement H72-
11, dated April 6, 2000, as published by:
STG Aerospace (USA)
6043 NW 167th Street, Suite A-14
Miami, FL 33015
Phone: (305) 828-9811
Fax: (305) 828-2939
Revision 23 12-07-05 33.02.1

(cont’d)
TYPICAL PHOTO LUMINESCENT INSTALLATION

Figure 33.02-1
33.02.2 02-02-00 Revision 9

(cont’d)
2. MINIMUM EQUIPMENT FOR INTERIOR LIGHTING
a. The effectiveness of the system requires the cabin lighting to meet prerequisite levels.
The equipment required to meet these values is dependent upon the actual aircraft
configuration and available light. The interior lighting requirements are established from
typical interior configurations, but areas missing significant lamps, bulbs, ballasts, etc.
may render the system ineffective.
b. Typical interior lighting in the DC-8-62/-72 COMBI allows for the following conditions
to exist:
(1) Cabin and work lights should be set in the “BRIGHT“ or “ON“ position for
charging prior to and during passenger boarding.
(2) The sidewall lighting may be inoperative. Lighting provided by the overhead
lighting is sufficient.
(3) The overhead ceiling lighting may contain one inoperative light. The inoperative
light must be clear of galley, cabinets, and life-raft storage areas.
(4) Entry way lighting (overhead lighting at aft cabin doors) must operate in the
“BRIGHT” setting.
c. The Electrical Exit Markers may have two of the five bulbs missing or inoperative. All
markers are required to be operational with at least 3 bulbs in each marker assembly
functioning.
3. MAINTENANCE REQUIREMENTS
a. The photo luminescent escape path system consists of two systems; a floor mounted
photo luminescent track system to guide evacuating passengers to the exit and an
electrically operated exit marker system at the exit to allow for evacuees to identify the
exit.
b. Maintenance of the floor track system includes routine inspection and simple cleaning.
The floor level system requires no electrical circuits to operate and this virtually
eliminates maintenance of the track system. The track system requires periodic cleaning
and daily inspection to ensure it is intact. The overhead lighting system is to be
maintained per the applicable maintenance manual. The cabin lighting is critical to the
performance of the system and it MUST BE PROPERLY MAINTAINED. Refer to the
DACO maintenance manual for procedures specific to the equipment. This system is
activated prior to each flight for system charging as noted below:
Revision 23 12-07-05 33.02.3

(cont’d)
(1) Prior to the FIRST DAILY flight, the system requires an initial charging. The
charging is provided by the interior cabin lighting. The charging requires all
overhead ceiling, sidewall window, entry, and work lights to be in the
“ON”/”BRIGHT” setting. Bright setting only applicable to switches having a
“DIM” or “NIGHT” setting. The PSU reading lights are not required to be on, and
the overhead bin doors should be closed. Once activated, the lights must remain on
for a minimum of 45 minutes prior to extinguishing.
NOTE: During initial charging, cabin activity is limited to minor aisle traffic of crew and
personnel. Passenger boarding may shadow the system during charging and IS NOT
ALLOWED DURING THE REQUIRED CHARGE TIME (45 MINUTES). The
cabin aisle must be clear of obstructions and overhead bin doors in the closed position
for initial charge.
(2) At EACH FLIGHT, the overhead ceiling lighting is to be activated while

passengers are being boarded or deplaning. Light setting is to be “ON” or
“BRIGHT”. Bright setting only applicable to switches having a “DIM” or
“NIGHT” setting.
c. The electrically operated exit markers and all components are to be maintained per the
DACO maintenance manual. All required checks and intervals for the electrically
operated exit markers specified by the DACO maintenance manual take precedent over
those noted herein.
4. MAINTENANCE LIMITATIONS AND INTERVALS

a. All inspections are general visual (unless otherwise noted) and limitations may not be
combined to increase damage limits. However, multiple damage and types may be
considered acceptable if within the constraints of the least acceptable limit. The intervals
and inspections are listed below.
(1) The photo luminescent elements (SG9422) are identified on the underside with the
part number and a batch number. The batch number (98/2344, for example) is used
to track the system elements and is used in conjunction with the SG9444 test coupon
to monitor the coating performance during its service life. The test coupon is a
piece of the track located in the forward cabin and measures 7.87”. A filler section
is to be installed while the test coupon is submitted to STG for evaluation.
(2) Current life expectancy is 10 years and is periodically monitored in accordance with
the maintenance program using the SG9444 Test Coupon.
33.02.4 11-01-00 Revision 11

(cont’d)
4. MAINTENANCE LIMITATIONS AND INTERVALS (continued)
INSPECTION & INTERVALS
TYPE INSPECTION INTERVAL LIMITS/ACTIONS
ITEM Preflight A B C 2 Years
Missing sections or
components
Missing edge flanges
Top Cover X X X X acceptable
Photoluminenscent Less than 10% of any 48”
Elements X X X X length may be missing.
Return to STG every 2 years
Test Coupon X X X X X for evaluation of elements.
Less than 6” missing
provided remainder is intact
& top cover is secured.
Replace missing segment at
Bottom Track X X X next “C” check.
Exit Indicators
(arrows, etc.) X X X X All items required.
All items required in
End Indicators X X X X extension segments. Mid
(dot markers) cabin aisle markers may be
missing.
Damage is acceptable if inner
End Caps or elements/inserts remain
Ramps X X X X secured.
Missing Exit All Marker assemblies
Marker X X X X required.
Acceptable if less than 10%
Damaged Sections over any 48” length. Clean
(cracks, stains or or replace item if greater than
scrapes) All Sections X X X X 10% of any 48” length.
Clean System Clean per Paragraph 7
Components X following.
INSPECTION AND INTERVALS

Table 33.02-1 (1 OF 2)
Revision 11 11-01-00 33.02.5

(cont’d)
4. MAINTENANCE LIMITATIONS AND INTERVALS (continued)
INSPECTION & INTERVALS

TYPE INSPECTION INTERVAL LIMITS/ACTIONS
ITEM Preflight A B C 2 Years
Interior Lighting
Measure & record using
survey procedures in STG
maintenance manual to
Output level of ensure 15 and 20 LUX
Interior Lighting X limitations
Missing Ceiling Per limitations in Paragraph
Lamps X X X X 2 above.
Missing Ceiling All lights must operate.
Lamps at Life Raft Replace or repair inoperative
area X X X X lamps.
Missing Sidewall Per limitations in Paragraph
Lamps X X X X 2 above.
Acceptable to have 2 of 5
bulbs missing per lamp
Missing bulbs in assembly(minimum of 3
Exit Marker X X X operative bulbs required.
INSPECTION AND INTERVALS

Table 33.02-1 (2 OF 2)
33.02.6 11-01-00 Revision 11

(cont’d)
5. REQUIRED EQUIPMENT. The photo luminescent aisle path system requires the following
minimum equipment to be installed. NO MORE THAN 4.8” OVER ANY 48” LENGTH
TRACK SECTION MAY BE STAINED OR OTHERWISE OBSCURED. NO
MARKINGS OR EXIT EXTENSIONS MAY BE OBSCURED.
a. SG9601 Top Cover along the main cabin aisle and exit extensions.
b. SG9602 Bottom Track along cabin aisle and exit extensions.
c. SG9422 Photo luminescent Insert along cabin aisle and all exit extensions.
d. Track Extensions at aft exits.
e. SG9342 “EXIT” marker at all extensions.
f. End Cap at all exit extensions.
g. Dot Markers at aft end of cabin aisle.
h. Electrically operated exit markers at each exit with a minimum of three operating bulbs
per assembly.
6. TRACK REMOVAL AND MAINTENANCE. The track system may be disassembled by

removing the top cover, which is secured with clips extruded into the section. The clips are
secured to mating flanges in the bottom track. A downward pressure secures the cover, and
an upward pressure releases the clips. A smooth non-marring release tool (plastic) can be
inserted into the end of a given top section to apply the initial upward force. Once released, a
smooth tool can be slid longitudinally under the cover to remove the top cover along with the
photo luminescent insert as shown in the figure below. AVOID LIFTING FROM ONE
END. This could cause damage to the semi-rigid insert rendering it unserviceable.
TRACK REMOVAL
Figure 33.02-2
Revision 9 02-02-00 33.02.7

(cont’d)
7. CLEANING OF SECTIONS
a. Cleaning of photo luminescent inserts (SG9422) is accomplished using mild detergent

and water. AVOID the used of solvents or petroleum based products. Chemicals that
may have a corrosive effect on the base metal (aluminum) should be avoided.
b. Cleaning of polycarbonate elements (covers, bottom track, exit markers, and indicators)
is accomplished using mild detergents and water. The use of naphtha or 1-1-1
trichloroethane is acceptable if prolonged exposure or soaking is avoided. AVOID the
use of abrasive material that will scratch the polycarbonate elements. AVOID using the
following elements:
Alkais Esters
Amines Ketones
Aromatic Hydrocarbons Halogenated Hydrocarbons
8. OPERATING PROCEDURES
a. Preflight Inspection
(1) Prior to commencement of flight, maintenance shall inspect the installation and
ensure the required equipment is in place. The installed components are described
in paragraph 5 above. Missing or inoperative equipment limitations are listed in
paragraph 4 above.
(2) Ensure there is no damage to the system that would allow a floor track to be
displaced during normal passenger operations. This type of damage would include
floor track that is not securely attached to the base and may be inadvertently
removed.
(3) Daily performance check for the emergency lighting system should be performed in
accordance with the electrical system’s operating instructions and maintenance
procedures.
(4) Perform preflight charging or activate cabin lights as discussed in Paragraph ‘b’
following.
33.02.8 02-02-00 Revision 9

(cont’d)
b. Preflight Charging
(1) The temperature of the cabin must be stabilized between +37 & +120º Fahrenheit
(+3 to +49ºC) at time of charging. Aircraft storage may be at any temperature.
(2) Prior to the FIRST DAILY flight, the system requires an initial charging. The
charging is provided by the interior cabin lighting. The charging requires ALL
overhead ceiling, sidewall window, entry, and work lights to be in the
“ON”/”BRIGHT” setting. The PSU reading lights are not required to be on, and the
overhead bin doors are to be closed for the initial daily charging. Once activated,
the lights must remain on for a minimum of 45 minutes prior to extinguishing.
Note: During initial charging, cabin activity is limited to minor aisle traffic of crew and
personnel. Passenger boarding may shadow the system during charging and IS NOT
ALLOWED DURING THE REQUIRED CHARGE TIME. The cabin aisle must be
clear of obstructions for the initial charge.
(3) At EACH FLIGHT, the overhead ceiling lighting is to be activated while passengers
are being boarded or deplaning. Light setting is to be “ON”/”BRIGHT”. Bright
setting only applicable to switches having a “DIM’ or NIGHT” setting.
c. Flight Duration
(1) The flight duration is limited by the effectiveness of the system charge. This
duration may be increased by providing additional charging to the system during the
flight. If no in flight lighting is utilized and the cabin is operated in complete
darkness (cabin lighting setting in “NIGHT” or “OFF”), the following limits apply:
Night Flight Duration 6.5 Hours (Without cabin lighting being

activated in flight)
(2) After 6.5 hours of night flight with complete cabin darkness, CEILING CABIN
LIGHTING MUST BE ACTIVATED. Additional charging can be accomplished
by allowing the interior cabin lights to remain on during flight. Activation for 15
minutes will increase flight duration an additional hour.
(3) Flight duration is not limited if overhead ceiling lighting is operated in the “ON”
and “BRIGHT” setting. Bright setting only applicable to switches having a “DIM”
or “NIGHT” setting.
Revision 11 11-01-00 33.02.9

(cont’d)
INTENTIONAL
BLANK
33.02.10 02-02-00 Revision 9

33.03 – GRIMES STROBE UPER AND LOWER ANTI-COLLISION

LIGHTS (STC ST127CH)
TABLE OF CONTENTS
Paragraph Page
1. PURPOSE --------------------------------------------------------------------------- 33.03.01
Revision 14 12-03-01 33.03-i

INTENTIONAL
BLANK
33.03-ii 12-03-01 Revision 14

CHAPTER 33 – LIGHTING
33.03 GRIMES STROBE UPPER AND LOWER ANTI-COLLISION LIGHTS
(STC ST127CH)
1. Purpose - To provide replacement part numbers for the upper and lower anti-collision lights
P/N 43325-(X) and P/N 43335-(X) respectively with the new Grimes P/N 30-1585-1 and 30-
1586-5 upper and lower positions respectively as detailed in ATI E.O. 33-CD8-786.
Revision 13 10-22-01 33.03.01

CHAPTER 33 – LIGHTING
33.03 GRIMES STROBE UPPER AND LOWER ANTI-COLLISION LIGHTS
(STC ST127CH) (cont’d)
INTENTIONAL
BLANK
33.03.02 11-01-00 Revision 11

33.04 – MAIN CARGO DECK LIGHTS MODIFICATION

(LUFTHANSA E.O. 33012/1)
TABLE OF CONTENTS
Paragraph Page
1. PURPOSE --------------------------------------------------------------------------- 33.04.1
2. PART NUMBERS------------------------------------------------------------------ 33.04.1
FIGURES
33.01-1 MODIFIED LIGHT ASSEMBLY 33.04.2
Revision 15 06-03-02 33.04-i

INTENTIONAL
BLANK
33.04-ii 06-03-02 Revision 15

CHAPTER 33-LIGHTING
33.04 MAIN CARGO DECK LIGHTS MODIFICATION (LUFTHANSA E.O. 33012/1)
1. Purpose – To provide replacement part numbers for the main deck cargo lights for Lufthansa
modified DC-8-73F’s. The modified light assemblies contain two independently powered
miniature halogen lamps. The lights are connected by four power circuits. If power is lost
on a single bus, every second lamp on the affected side (L/H or R/H) is still lighted.
(Reference WD 33-08-28.)
2. Part Numbers:
a. Light Assembly: 2LA007317-30

b. Lamp Holder: 9FH408642-01
c. Bulb: 8GH005448-28
Revision 15 06-03-02 33.04.1

CHAPTER 33-LIGHTING
33.04 MAIN CARGO DECK LIGHTS MODIFICATION (cont’d)
MODIFIED LIGHT ASSEMBLY

Figure 33.04-1
33.04.2 06-03-02 Revision 15

CHAPTER 34 - NAVIGATION
TABLE OF CONTENTS
Page
34.01 ELECTRONIC FLAT PANEL DISPLAY---------------------------------------- 34.01.1
34.02 ATC TRANSPONDER SYSTEM - RAMP TEST PROCEDURE ------------ 34.02.1
34.03 PULSE DME SYSTEM RAMP TEST PROCEDURE-------------------------- 34.03.1
34.04 RESERVED FOR FUTURE USE ------------------------------------------------- 34.04.1
34.05 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM - CAS-81 34.05.1
34.06 SUNSTRAND WINDSHEAR WARNING SYSTEM -------------------------- 34.06.1
34.07 SAFE FLIGHT WINDSHEAR WARNING SYSTEM ------------------------- 34.07.1
34.08 UNS-1D FLIGHT MANAGEMENT SYSTEM --------------------------------- 34.08.1
34.09 RESERVED FOR FUTURE USE ------------------------------------------------- 34.09.1
34.10 STANDBY MAGNETIC COMPASS --------------------------------------------- 34.10.1
34.11 LTR-97 FOG VERTICAL GYRO/DIRECTIONAL GYRO SYSTEM------- 34.11.1
34.12 REDUCED VERTICAL SEPARATION MINIMUMS (RVSM)
COMPLIANT DIGITAL AIR DATA SYSTEM -------------------------------- 34.12.1
34.13 COLLINS TCAS II TRAFFIC ALERT & COLLISION AVOIDANCE

SYSTEM ------------------------------------------------------------------------------ 34.13.1
34.14 HONEYWELL RDR-4A WEATHER RADAR --------------------------------- 34.14.1
34.15 BFGOODRICH MODEL AI-330 STANDBY ATTITUDE INDICATOR--- 34.15.1
34.16 TERRAIN AWARENESS & WARNING SYSTEM (TAWS) ---------------- 34.16.1
34.17 ELECTRONIC FLIGHT INSTRUMENT (EFI) 600---------------------------- 34.17.1
Revision 25 09-05-06 34-i

INTENTIONAL
BLANK
34-ii 09-05-06 Revision 25

34.01 – ELECTRONIC FLAT PANEL INSTRUMENT INSTALLATION

TABLE OF CONTENTS
Paragraph Page
1. INTRODUCTION ----------------------------------------------------------------- 34.01.1
2. GENERAL-------------------------------------------------------------------------- 34.01.1
3. DESCRIPTION -------------------------------------------------------------------- 34.01.1
4. SYSTEM FUNCTION ------------------------------------------------------------ 34.01.2
5. LRU LOCATIONS ---------------------------------------------------------------- 34.01.3
6. LRU FUNCTIONS ---------------------------------------------------------------- 34.01.4
7. TROUBLESHOOTING – MAINTENANCE PAGE PROCEDURES ----- 34.01.9
8. TROUBLESHOOTING PROCEDURE ---------------------------------------- 34.01.11
9. OPERATIONAL TEST PROCEDURES – LCD EADI/EHSI
INSTRUMENTS ------------------------------------------------------------------- 34.01.28
10. SYSTEM TEST PROCEDURES – LCD EADI/EHSI INSTRUMENTS -- 34.01.32
11. EHSI & EADI REMOVAL------------------------------------------------------- 34.01.47
12. EHSI & EADI INSTALLATION------------------------------------------------ 34.01.48
13. DISPLAY CONTROL PANEL REMOVAL ---------------------------------- 34.01.50
14. DISPLAY CONTROL PANEL INSTALLATION---------------------------- 34.01.50
15. DISPLAY CONTROL PANEL TEST ------------------------------------------ 34.01.51
16. PREFLIGHT DIFFERENCES --------------------------------------------------- 34.01.51
17. ELECTRONIC FLAT PANEL INSTRUMENTS IPC------------------------ 34.01.52
FIGURES
34.01-1 ELECTRONIC FLAT PANEL INSTRUMENT SYSTEM BLOCK

DIAGRAM ---------------------------------------------------------------------------- 34.01.3
34.01-2 EHSI DISPLAY MODES (TYPICAL) -------------------------------------------- 34.01.5
34.01-3 EADI DISPLAY MODES (TYPICAL)-------------------------------------------- 34.01.6
Revision 16 12-02-02 34.01-i

FIGURES (cont’d)
34.01-4 DCP-955 DISPLAY CONTROL PANEL ----------------------------------------- 34.01.7

34.01-5 LRU LOCATIONS ------------------------------------------------------------------- 34.01.8
34.01-6 DU STATUS PAGE ------------------------------------------------------------------ 34.01.10
34.01-7 EHSI FAILURE FLAGS & INDICATIONS-------------------------------------- 34.01.11
34.01-8 EADI FAILURE FLAGS & INDICATIONS ------------------------------------- 34.01.12
34.01-9 INDICATOR INSTALLATION ---------------------------------------------------- 34.01.49
34.01-10 ILLUSTRATED PARTS CATALOG---------------------------------------------- 34.01.53
34.01-ii 12-02-02 Revision 16

34.01 ELECTRONIC FLAT PANEL INSTRUMENT INSTALLATION
(S.T.C. ST00987LA-D)
1. Introduction - The Electronic Flat Panel Instruments are electronic displays that replace the
existing electromechanical Attitude Direction Indicator (ADI) and Horizontal Situation
Indicator (HSI) flight instruments.
2. General - The Configurable FPI-920 (Electronic Flat Panel Instruments) Flight Instrument
System is primarily a replacement for existing electromechanical Attitude Direction indicator
(ADI) and Horizontal Situation Indicator (HSI) flight instruments. The FPI 920 Flight
Instrument System provides the flight crew with primary flight instrument displays, including
pitch, roll, attitude, heading, flight director guidance, and radio navigation data (VOR/ILS),
FMS, and Flight Plan Leg Display. Depending on other avionics installed in the aircraft, the
FPI 920 system can also provide EFIS capabilities.
3. Description
a. The Electronic Flat Panel Instruments consists of the following equipment: four
Configurable Displays (FPI-920) and two Display Control Panels (DCP-955). The FPI-
920 is a flight deck mounted, Active Matrix/Liquid Crystal Display (AM/LCD) for both
daytime and nighttime readability.
b. The display unit is housed in an ARINC configurable Electronic Flat Panel Indicator size
9 inch deep case. Electrical connections are made through a circular 128 connector (J1)
and a circular 55-pin (J2) connector located at the rear of the unit. The unit has an
assembled aluminum chassis supporting a dot matrix liquid crystal display (LCD), a
fluorescent lamp reflector, a heat exchanger and a back assembly
c. A bezel surrounds the front of the flat panel LCD. The FPI-920 provides multicolor
(blue, red, green, yellow, cyan, white and magenta) LCD presentation of ADI and HSI
data as well as EFIS functionality.
d. The Display Control Panel (DCP-955) is used to control the modes used with the FPI-920
flat panel indicator. Electrical connections are made through an ARINC 55-pin
connector located at the rear of the unit. The DCP-955 is the primary control interface
between the pilot and the displays. The panel controls display modes (ADI, Compacted
ADI, HSI), navigation source selections, etc. through front panel switches, pushbutton
switches and rotary knobs. The DCP-955 has a mix of discrete, analog DC, and ARINC
429 interfaces. The DCP interfaces to the on side displays through a low speed ARINC
429 data bus.
e. In addition to the above listed components, ATI -73 aircraft also have two ARINC 429 to
ARINC 407 Converters. The two ARINC 429 to ARINC 407 (X, Y, Z Syncro)
converters are installed to convert pitch data for both Flight Directors. ARINC 429 HS
cross-talk data is taken from both EADI’s and converted to ARINC 407 (X, Y, Z Syncro)
data. The converters are programmed to convert only the pitch data, label 324. The X,
Y, Z Syncro signal is fed to both Flight Director Systems, Capt EADI pitch to the no. 1
FD and F/O EADI pitch to the no. 2 FD. This pitch information is fed to the Flight
Director Control panel and is used for Manual Pitch command.
Revision 18 06-16-03 34.01.1

34.01 ELECTRONIC FLAT PANEL INSTRUMENT INSTALLATION (cont’d)
4. System Function
a. The FPI-920 Configurable Displays and the DCP-955 Display Control Panel operate
together to provide the required displays and controls for the flight crew. The FPI-920
supports a wide range of interfaces via the two rear connectors. The 55 pin connector
(J2) generally models ADI I/O functions and the 128 pin connector (JI) models the HSI
and digital port requirements. Due to the flight critical nature of the instruments,
segregation rules are applied in the I/O channels. Refer to Figure 34.01-1 for a system
block diagram.
b. Analog synchro interfaces are provided to interface with existing attitude (pitch and roll),
compass, and navigation systems (VOR, ILS). For replacement HSI functions, heading,
azimuth (compass) and bearing source inputs are provided.
c. Analog AC heading and course datum outputs to the existing flight director system
and/or roll steering computer are provided. These datum outputs represent the error
between the selected heading or course and the current heading as determined by the
compass.
d. Analog DC signals are provided for localizer deviation, glideslope deviation, To/From,
and flags consistent with electromechanical instruments. Flag discretes are designed as
differential inputs to the flexibility to adapt to existing external systems.
e. The FPI-920 provides six ARINC 429 input channels and two ARINC 429 outputs. The
ARINC 429 inputs are used for FMS data, TCAS data (future growth), EGPWS control
data (future growth), cross-talk between instruments and DCP-955 control data. The
ARINC 429 outputs are used for instrument cross-talk and EGPWS data (future growth).
f. An ARINC 453 color weather radar is also provided (future growth). This input may also
be used to provide EGPWS terrain data (future growth).
g. The FPI-920 provides an ARINC 568 input for distance data from either DME or FMS
depending on the aircraft navigation mode.
h. The FPI-920 and DCP-955 are powered by 28 Vdc. Brightness of the displays is
controlled through the pilot DCP-955. Brightness of the EADI Turn/Slip indicator is
controlled by the individual instrument control panel.
i. The FPI-920 Flight Instrument System uses built-in test (BIT) to test the operational
integrity of the system. Monitoring occurs at power-up, is continuous during operation,
and may be initiated manually. BIT can be manually initiated only when the Aircraft is
on the ground by pressing the DU Test button on the DCP-955 control panel. Pressing
the DU Test button places both onside displays into diagnostics mode.
34.01.2 06-16-03 Revision 18

5. Line Replaceable Unit (LRU) – Locations - The Electronic Flat Panel Indicator Flight
Instrument System is composed of LRU’s which are installed in the following locations and
analytically shown in Figure 34.01-3.
Line Replaceable Unit Description Location

Captain’s EHSI & EADI Captain’s Instrument Panel
First Officer’s EHSI & EADI First Officer’s Instrument Panel
Display Control Panels Center Pedestal
429/407 Pitch Converter Radio Rack Shelf 5 Outbd.
ELECTRONIC FLAT PANEL INSTRUMENT SYSTEM BLOCK DIAGRAM

(CAPT SIDE SHOWN, F/O SAME)
Figure 34.01-1
Revision 18 06-16-03 34.01.3

6. Line Replaceable Unit (LRU) – Functions - The Electronic Flat Panel Flight Instrument
System is composed of LRU’s which perform the following functions:
NOTE: When on the ground, the screen(s) should be dimmed to prevent overheating.
a. EHSI (FPI-920)
(1) The EHSI presents a selectable, dynamic color display of flight progress and plan
view orientation. Various display modes presented include HSI, ARC, and Flight
Plan Leg Display (a function of FMS Map Mode). (Refer to Figure 34.01-2.)
(2) The HSI mode presents a standard compass rose with heading orientation. Heading
is supplied by the respective Compass or Flight Management System (FMS).
Selected range and system source annunciation are provided with conventional
VOR/ILS navigation information. FMS information may also be displayed in a
standard CDI format.
(3) The ARC mode presents an expanded compass rose with heading orientation.
Selected range and system source annunciation is provided with conventional
VOR/ILS navigation information. FMS information may also be displayed in a
standard CDI format.
(4) The EHSI displays Enhanced Ground Proximity Warning System (EGPWS) (future
growth) terrain data in three basic colors: green, yellow, and red. Red is used for
terrain threat area warnings with yellow used for caution. Reductions in threat are
indicated by a change in color from red to yellow to green. Terrain information can
only be displayed when the respective EHSI is in ARC or MAP mode.
(5) The bearing pointers supply bearing to station or bearing to way-point information.
The available bearing sources for each bearing pointer include (blank), VOR I, VOR
2, FMS 1, and FMS 2. The bearing information includes associated distances, if
applicable.
(6) DU TEST activates the EHSI status and self-test capability. The DU Test capability
is available only on the ground. To cancel or exit the DU Test function and return
to normal navigation display, press DATA SEL. The DU TEST capability and the
related status and fault pages are for ground maintenance proposes only.
34.01.4 06-16-03 Revision 18

HSI MODE
FLIGHT PLAN LEG DISPLAY

ARC MODE
FMS MAP MODE
EHSI DISPLAY MODES (TYPICAL)
Figure 34.01-2
b. EADI (FPI-920)
(1) The EADI presents a dynamic color display of the aircraft attitude. Attitude is
shown by the cyan-colored sky and brown-colored ground moving about the aircraft
symbol as the aircraft pitches and rolls. (Refer to Figure 34.01-3.)
(2) The artificial horizon has scaling for pitch and roll and also has a roll attitude
pointer. Flight director commands are presented as horizontal and vertical lines.
(3) A vertical deviation pointer and scale show vertical deviation from the ILS
glideslope or FMS generated vertical navigation. A lateral deviation pointer, scale
and rising runway show lateral course deviation guidance localize, VOR or FMS-
generated paths.
Revision 18 06-16-03 34.01.5

(4) A Fast/Slow speed pointer shows speed targets generated by the DADC.
(5) The EADI provides Navigation source annunciations and Navigation Comparator
Warning Monitor annunciations. Instrument Failure, Attitude Failure, Go-around,
Nav Source Failure, Radio Altitude Failure, Speed Command Failure, Glideslope
Failure and Autopilot Failure flags are displayed on the EADI. Windshear Caution
and Windshear Warning annunciations are displayed on the EADI. Minimum
Decision Altitude (MDA) annunciations are provided as well.
NORMAL MODE COMPACT MODE
EADI DISPLAY MODES (TYPICAL)

Figure 34.01-3
c. DCP-955 – There are two DCP’s, one for each flight instrument system. Each pilot (Capt
and F/O) has separate control of his/her system. The functions of the individual controls
are as follows. (Refer to Figure 34.01-4.)
(1) BRIGHT/DM Knob - Controls the brightness adjustment for both HSI and ADI.
Clockwise rotation increases the brightness. For aircraft having both the EADI and
EHSI, separate knobs adjust the brightness of each display.
(2) COMPACT Switch - Toggles the ADI full-view display and the ADI/HSI mode.
The ADI/HSI mode includes a combined ADI and HSI presentation on the ADI
display.
(3) TERRAIN Switch (Future Growth) - Selects the ground proximity terrain overlay
when the ARC-HSI display mode is selected. Currently inactive.
34.01.6 12-02-02 Revision 16

(4) DU (Display Unit) TEST Switch - Selects the Display Unit (DU) status page on
both the ADI and HSI. The DU status page shows software part numbers and
results of internal built-in tests (IBIT). After the DU status page is displayed,
reselection for two seconds or more will initiate the built-in test (BIT) function for
both the ADI and HSI. Use NAV DATA Switch to exit DU Test.
(5) CRS (Course) Knob [Inner knob] - Adjusts the selected course numeric readout and
corresponding pointer on the HSI when a radio is the navigation source.
(6) MODE Knob [Outer knob] - Selects the HSI display between HSI (full 360º
compass) and ARC-HSI (partial 80º compass) mode.
(7) HDG (Heading) Knob [Inner knob] - Selects the position of the heading bug on the
compass card and the heading in the selected heading numeric readout. This
function is available for both full and partial compass displays.
(8) RNG (Range) Knob [Outer knob] - Changes the full-scale range on the ARC-MAP
(80 degree compass with map overlay) display mode. The MAP ranges are 5, 10,
20, 40, 80, 160 and 320 nautical miles. (Visible range ring on display is ½ scale or
2.5, 5, 10, 20, 40, 80, and 160 nautical miles.) The map range is annunciated on the
outer full-scale ring of the plan map. Half-scale annunciations are on the inner ring
of the plan map and along side the range arc (or present track line) on the map
display.
(9) NAV DATA Switch – Selects different FMS navigation data for display on the HSI.
The data available depends on the FMS. The type of information displayed toggles
between (blank), GSPD, TAS, CRS (VHF Nav) or DTK (FMS), FMS (Distance)
and TTG.
DCP-955 DISPLAY CONTROL PANEL

Figure 34.01-4
Revision 16 12-02-02 34.01.7

LRU LOCATIONS
Figure 34.01-5
34.01.8 12-02-02 Revision 16

7. Troubleshooting – Maintenance Page Procedures - The Electronic Flat Panel instrument
incorporates self-monitoring and self-test capabilities. Access to the DU maintenance
capabilities is defined by this section.
a. The DU maintenance pages are organized as shown in the following table. The pages are
viewed in forward sequence only (next page). Once the last page is viewed, the paging
sequence begins again and may be repeated as many times as is required:
DU Maint. Pages Page(s) Maint Tests Description & Function
STATUS & FAULT
DU Status (**) 2 IBIT DU hardware and software status.
DU status displayed. IBIT self-test
run from this page.
DU BIT Fault Tally (*) 1-2 (*) DU BIT fault log. Pass/fail log. (*)
DU BIT Fault (*) 1 (*) I/O Synchro board temperatures
displayed. (*)
DETAIL
Discrete Outputs 1 CMD Discrete output details. Discrete
output command self-test run from
this page.
Discrete Inputs 1-2 Discrete input details.
AC Outputs 1-2 CMD AC output details. AC output
command self-test run from this
page.
Io2 AC Inputs 1-3 AC input details.
DC Outputs 1 CMD DC output details. DC output
command self test run from this
page.
DC Inputs 1-2 DC input details.
ARINC 429 Outputs 1 CMD ARINC 429 output details. ARINC
429 output command self-test run
from this page.
ARINC 429 Inputs 1 ARINC 429 input details.
NOTE(*): DU Fault Talley and Fault pages contain a fault log for the specific unit and
are for Factory or Service Center use only. The pass/fail status on these
pages may only be reset by Factory or Service Center procedures.
NOTE (**): Once the page sequence has been completed, the DU status will show the
following items in yellow: SYNCHROS N/A, AC OUT N/A, DC OUT
N/A, and DISCRETE OUT N/A. To reset the above items, return or exit to
the normal display mode by pressing NAV DATA on the DCP and re-enter
the test by pressing DU TEST. The DU STATUS page will be displayed
with the above items reset.
Revision 15 06-03-02 34.01.9

b. The DU TEST button provides access to the DU STATUS page. The DU STATUS page
shows software part numbers and results of internal built-in tests (IBIT). (The DU
STATUS page can only be accessed on the ground. Pushing the DU TEST button when
the aircraft is airborne has no effect on the display.)
DU STATUS PAGE
Figure 34.01-6
c. Access to the DU maintenance pages is accomplished from the DCP as follows:
(1) Press the DU TEST button to access the DU STATUS page.
(2) Press and hold the DU TEST button for at least two seconds. The “PRESS TEST
TO CONTINUE IBIT” prompt comes on for five seconds.
(3) While the prompt is being displayed, press and hold the DU TEST button for at
least two seconds. This starts the internal built-in test (IBIT).
(4) When the internal build-in test finishes, the DU STATUS page shows the test
results, which are color-coded. Items that passed are white and items that failed are
red. Items that show in yellow indicate the system is not monitoring signals from
those items. To restore monitoring, exit the DU STATUS page, and then enter the
DU STATUS page again.
(5) To exit the DU STATUS page, press and release NAV DATA switch. The button
to exit the DU STATUS page is identified on the upper right part of the DU
STATUS page.
(a) Exits maintenance pages and returns to normal flight display at any point in
the sequence. Upon exiting the DU STATUS page, it takes 7 to 8 seconds for
the display to return to the normal operating mode.
34.01.10 06-03-02 Revision 15

NOTE: If any fault table directs reference to data on a specific detail page(s), access the
applicable page by pressing the DU test switch. (See instructions above the title
on the DU status, fault and detail page(s).) Detailed tests may be accomplished
to function specific check items. Follow the instructions at the bottom of each
applicable detail page(s).
8. Troubleshooting Procedure - If any failure condition, message or flag is displayed during the
Operational or System Test(s) accomplish the following troubleshooting procedure.
a. EHSI Failure Flags and Indications
EHSI FAILURE FLAGS AND INDICATIONS

Figure 34.01-7
Refer to the Rockwell/Collins Air Transport Division, FPI-900/910/920, Pilot

Guide, Document No. 523-0780537-002117, dated February 12, 2001 (or later
appropriate revision) for additional description and operating details.
Revision 15 06-03-02 34.01.11

b. EADI Failure Flags & Indications
EADI FAILURE FLAGS AND INDICATIONS

Figure 34.01-8
Refer to the Rockwell/Collins Air Transport Division, FPI-900/910/920, Pilot

Guide, Document No. 523-0780537-002117, dated February 12, 2001 (or later
appropriate revision) for additional description and operating details.
34.01.12 06-03-02 Revision 15

c. If flags are displayed, refer to the following table:
DU Flag Table
DU Flag (Red) Cause of Malfunction Recommended Corrective Action
DU/DCP
DU Display Internal Failure Replace display
DCP Display Control Panel Check the applicable DCP
Communications Failure associated wiring, or replace DCP
or replace display
INTERFACE
HDG Loss of valid Heading Check the applicable interface
Information equipment, AC references and
associated wiring or replace display
LATERAL NAV Loss of valid Lateral Check the applicable interface
SOURCE (VOR, Navigation and Distance equipment and associated wiring or
ILS, FMS) Information replace display
VERTICAL Loss of valid Vertical Check the applicable interface
NAV SOURCE Navigation Information equipment and associated wiring or
(G/S, FMS) replace display
ATTITUDE Loss of valid Attitude Check the applicable interface
Reference Information equipment, AC references and
RADIO Loss of valid Radio Check the applicable interface
ALTITUDE Altitude Information equipment and associated wiring or
replace display
FLIGHT Loss of valid Flight Check the applicable interface
DIRECTOR Director Information equipment and associated wiring or
replace display
SPEED Loss of valid Speed Check the applicable interface
COMMAND Command Information equipment and associated wiring or
replace display
FLAG Fail flag displayed on Check the applicable interface
EADI/EHSI equipment and associated wiring or
replace display
AUTPILOT Loss of valid Autopilot Check the applicable interface
Information equipment and associated wiring or
replace display
AUTO- Loss of valid Auto- Not Used
THROTTLE throttle Information
INSTRUMENT 1 Instrument failure on Check the applicable interface
INSTRUMENT 2 Captain side (1) or First equipment and associated wiring or
Officer (2) side replace display
Revision 15 06-03-02 34.01.13

DU Flag Table (cont’d)
DU Flag (Red) Cause of Malfunction Recommended Corrective Action
GO-AROUND 1 Go-around Instrument Check the applicable interface
GO-AROUND 2 failure on Captain side equipment and associated wiring or
(1) or First Officer (2) replace display
side
NOTE: The IBIT and Detail Maintenance information contained in the DU Test
pages may be used to further identify the cause of display interface
fault(s).
d. Do these steps on the applicable DCP:
(1) Push the DU TEST button on DCP.
(2) Make sure the DU STATUS page shows on the EADI/EHSI.
(3) Push and hold the DU TEST button on the DCP for at least two seconds. When the
“PRESS TEST TO CONTINUE IBIT” prompt appears, release the DU TEST
button.
(4) While the “PRESS TEST TO CONTINUE IBIT” prompt is being displayed, push
and hold the DU TEST button for at least two seconds. (This starts the built-in test.
The display will blank momentarily and then display the results. When the BIT is
finished, the DU STATUS page is again displayed. Items displayed in white passed
and those in red failed. Items that show in yellow indicate the system is not
monitoring signals from those items. To restore monitoring, exit the DU STATUS
page and then enter the DU STATUS page again.)
(5) Make sure the DU STATUS page on the EADI/EHSI shows the following BIT
results: (white text = passed, red text = failed)
(a) All PROCESSOR status items displayed in white (Pass).
(b) All DISPLAY status items displayed in white (Pass).
(c) All INTERFACE status items displayed in white (Pass).
(6) Refer to the following DU fault table for corrective action of failed items.
NOTE: If any fault table directs reference to data on a specific detail page(s), access the
applicable page by pressing the DU test switch. (See instructions above the title
on the DU status, fault and detail page(s).) Detail tests may be accomplished to
function specific detail items. Follow the instructions at the bottom of each
applicable detail page(s).
DU Status Fault Table
DU Status Message
Cause of Malfunction Recommended Corrective Action
(Red)
PROCESSOR
CPU Processor Failure Replace display
RAM MEM RAM checksum or Replace display
read/write failure
34.01.14 06-03-02 Revision 15

DU Status Fault Table (cont’d)

DU Status Message
(Red)
EPROM EPROM Failure Replace display
EEPROM EEPROM Failure Replace display
DISPLAY
GRAPHIC Graphics Card Replace display failure
LCD DRIVER LCD Driver Failure Replace display
LAMP Lamp Failure Replace display
INTERFACE
AC REFERENCE 26 VAC reference Refer to the AC INPUTS detail page(s),
Failure (AC REF 1, 2 identify the failed 26 VAC input(s)
& 3) (AC REF 1, 2 & 3), check the
applicable input source and associated
wiring or replace display
SYNCHROS Synchro Failure Refer to the AC INPUTS detail page(s),
a) Synchro Failure identify the failed Synchro input(s),
b) 26 VAC reference check the applicable Synchro interface
failure (AC REF 1, equipment and associated wiring or
2 & 3) replace display
A/D CONVERTER Analog to Digital Replace display
Converter Failure
AC OUT a) 26 VAC ref Failure Refer to the AC INPUTS detail page(s),
(AC REF 4) identify the failed 26 VAC input(s)
b) AC Output Failure (AC REF 4), check the applicable input
source and associated wiring or replace
display
DC OUT DC Output failure Refer to the DC OUTPUTS detail
page(s), identify the failed DC
output(s), check the applicable DC
output interface equipment and
DISCRETE OUT Discrete Output Failure Refer to the DISCRETE OUTPUTS
detail page(s), identify the failed
discrete output(s), check the applicable
discrete output inter-face equipment
and associated wiring or replace display
NOTE: Once the page sequence has been completed, the DU status will show the
following items in yellow: SYNCHROS N/A, AC OUT N/A, DC OUT N/A,
and DISCRETE OUT N/A. To reset the above items, return or exit to the
normal display mode by pressing NAV DATA on the DCP and re-enter the test
by pressing DU TEST. The DU STATUS page will be displayed with the above
items reset.
Revision 15 06-03-02 34.01.15

(7) Make sure the DU STATUS page on each EHSI shows the following hardware and
software data:
(a) TYPE: FPI-920
(b) OFP: 091-2006-003
(c) FLXD: 091-1932-002
(d) CHAR: 091-2l’) 5-003
(e) SEL OPC: #1: EMERY DC-8
(f) CFG: 091-2007-Ofl
(8) Make sure no configuration messages show on the lower part of the DU STATUS
page of the EHSI.
(9) Refer to the following DU Configuration fault table for corrective action of
configuration messages.
DU Configuration Fault Table
DU Configuration
Fault Message
CONFIGURATION
NO CFG LOADED No OPC Loaded Replace display
(Black Text on Red)
CFG INVALID (Black OPC Checksum invalid Replace display
Text on Red)
UNUSED OPC SEL Incorrect strapping Check associated indicator strap
(White Text) wiring or replace display
TYPE
INVALID TYPE Incorrect type code file Replace display
CODE (Black Text on loaded
Red)
INVALID TYPE No type code file Replace display
(Black Text on Red) loaded
X COMP
UNABLE CONFIG X No x-side data received Refer to the ARINC 429 INPUTS
COMP (Black Text on detail page(s), check for labels and
Yellow) activity on Cross-side ARINC input,
check the applicable cross-side
equipment, cross-side EADI, EHSI,
DCP, C/B and associated wiring or
replace the appropriate display
CONFIG MISCOMP X-side configuration Check associated and x-side
(Black Text on Red) checksum indicator strap wiring or replace the
miscomparison appropriate display
NOTE: The DU does not contain field loadable software. If software errors are
suspected, replace the display.
34.01.16 06-03-02 Revision 15

(10) Press the DU test switch, as required, to show the desired detail page(s) for specific
input/output functions.
NOTE: DU BIT Fault Tally and DU BIT Fault pages contain a fault log for the specific
unit and are for Factory or Service Center use only. The pass/fail status on these
pages may only be reset by Factory or Service Center procedures.
(11) If Discrete Output information suspected as faulty or additional interface details
required, refer to the DISCRETE OUTPUTS fault table and make sure each
applicable discrete output operates correctly.
Discrete Output Fault Table
Discrete Output Cause of Recommended
Function
(Pin-out) Malfunction Corrective Action
NOT USED
DISCOUT 01 Open = N/A Not used Not used
(JI-108) Gnd = N/A
NOT USED
DISCOUT 02 Open = N/A Not used Not used
(J1-119) Gnd = N/A
VERT DEV VALID OUTPUT
DISCOUT 03 Open = Invalid No or incorrect Check the
(J1-118) 28VDC = Valid VERT DEV Valid applicable interface
out equipment and
associated wiring or
replace display
LAT DEV VALID OUTPUT
DISCOUT 04 Open = Invalid No or incorrect Check the
(J1-117) 28VDC = Valid LAT DEV Valid applicable interface
out equipment and
associated wiring or
replace display
LOC TUNED
DISCOUT 05 Open = VOR Not used Not used
(J1-116) 28VDC = ILS
NOTE: Access the applicable page by pressing the DU test switch. (See
instructions above the title on the DU status, fault and detail page(s).)
Detail tests may be accomplished to function specific detail items. Follow
the instructions at the bottom of each applicable detail page(s). The
outputs may be toggled between “Open” and “Active”. Active is “Gnd” or
“28VDC” as applicable with initial state being “Open”.
(12) If Discrete Input information suspected as faulty or additional interface details
required, refer to the DISCRETE INPUTS fault table and make sure each applicable
discrete input operates correctly.
Revision 15 06-03-02 34.01.17

Discrete Input Fault Table

Discrete Input Cause of Recommended
Function
lo1: (Page 1)
AUX ATT Select Open = Norm No or incorrect Check the applicable
DISCIN 01 Gnd = Aux Aux Attitude interface equipment and
(J2-024) Selected input associated wiring or
(ADI Only) replace display
WNDSHR WARN Open = Norm No or incorrect Check the applicable
DISCIN 02 Gnd = Warn Windshear interface equipment and
(J2-033) Warning input associated wiring or
FD VALID Open = Invalid No or incorrect Check the applicable
DISCIN 03 Gnd = Valid Flight Director interface equipment and
(J2-023) input associated wiring or
HDG BOTH ON 1 Open = Normal No or incorrect Check the applicable
DISCIN 04 Gnd = Both on 1 heading select interface equipment and
replace display
Not used DISCIN Open = N/A Not used Not used
05 (J2-022) Gnd = N/A
Not used DISCIN Open = N/A Not used Not used
06 (J2-028) Gnd = N/A
WNDSHR CAUT Open = Normal No or incorrect Check the applicable
DISCIN 07 Gnd = Caution Windshear interface equipment and
(J2-026) Caution input associated wiring or
DME HOLD Open = Normal Not used, Not used, Deactivated
DISCIN 08 Gnd = Hold Deactivated
(J2-027)
HDG BOTH ON 2 Open = Norm No or incorrect Check the applicable
DISCIN 09 Gnd = Both on 2 heading select interface equipment and
replace display
AT FAIL DISCIN Open = Norm Not used, Not used, Deactivated
10 (J2-016) Gnd = Fail Deactivated
(ADI Only)
MDA DISCIN 11 Open = Off No or incorrect Check the applicable
(J2-020) Gnd = On Minimum interface equipment and
(ADI Only) Decision Alt. associated wiring or
Input replace display
34.01.18 12-02-02 Revision 16

Discrete Input Fault Table (cont’d)
Discrete Input Cause of Recommended Corrective
Function
(Pin-out) Malfunction Action
AP FAIL DISCIN Open = Normal No or incorrect Check the applicable interface
12 (J2-015) Gnd = Fail Autopilot fail equipment and associated
(ADI Only) input wiring or replace display
CWM RESET Open = Normal No or incorrect Check the applicable interface
DISCIN 13 Gnd = Reset Comparator equipment and associated
(J2-019) Warn. Reset wiring or replace display
(ADI Only) input
VOR/LOC VALID Open = Invalid No or incorrect Check the applicable interface
DISCIN 14 28VDC = Valid VOR/LOC equipment and associated
(J2-014) Valid input wiring or replace display
FD OFF DISCIN Open = On No or incorrect Check the applicable interface
15 (J2-009) 28VDC = Off Flight Dir off equipment and associated
lo1: (Page 2)
SPD COM VALID Open = Invalid No or incorrect Check the applicable interface
DISCIN 16 28VDC = Valid Speed equipment and associated
(J2-013) Command input wiring or replace display
(ADI Only)
ATT VALID Open = Invalid No or incorrect Check the applicable interface
DISCIN 17 28VDC = Valid Attitude Valid equipment and associated
(J2-008) input wiring or replace display
(ADI only)
RAD/FMS SEL Open = Radio No or incorrect Check the applicable interface
DISCIN 18 28VDC = FMS Radio Nav/FMS equipment and associated
(J2-012) Nav input wiring or replace display
DME VALID Open = Invalid No or incorrect Check the applicable interface
DISCIN 19 28VDC = Valid DME Valid equipment and associated
(J2-007) input wiring or replace display
RAD ALT VALID Open = Invalid No or incorrect Check the applicable interface
DISCIN 20 28VDC = Valid Radio Alt. equipment and associated
(J2-011) Valid input wiring or replace display
(ADI only)
CMD BAR OUT Open = In view No or incorrect Check the applicable interface
OF VIEW DISCIN 28VDC = Out Command Bar equipment and associated
21 (J2-010) of view Bias input wiring or replace display lo2:
(ADI only)
Revision 15 06-03-02 34.01.19

Discrete Input Fault Table (cont’d)
Discrete Input Cause of Recommended
Function
lo2: (Page 1)
OPC LOAD Open = Normal No or incorrect Check the applicable
ENABLE DISCIN Gnd = Load Data Load Enable interface equipment and
01 (J1-087) Enable associated wiring or
(*) replace display
Weight on Wheels Open = Air No or incorrect Check the applicable
DISCIN 02 Gnd = Gnd Air/Gnd input interface equipment and
(J1-092) (*) associated wiring or
replace display
GS VALID Open = Invalid No or incorrect Check the applicable
DISCIN 03 28VDC = Valid Glideslope Valid interface equipment and
replace display
HDG VALID Open = Invalid No or incorrect Check the applicable
DISCIN 04 28VDC = Valid Heading Valid interface equipment and
replace display the title
on the detail page(s).
The associated input pin
and the state of the
discrete input may be
monitored on these
page(s).
NOTE: Access the applicable page(s) using the DU test switch. (See instructions
above.) The associated input pin and the state of the discrete input may be
monitored on these page(s).
NOTE (*): These discrete inputs are permanently assigned.
(13) If AC Output information suspected as faulty or additional interface details required,
refer to the AC OUTPUTS fault table and make sure each applicable AC output
operates correctly.
AC Output Fault Table
AC Output Cause of Recommended
Function
lo1: (Page 1)
NOT USED
AC_OUT 1 (P: J2-042) N/A Not Used Not Used
AC_OUT 1 (N: J2-043) N/A
NOT USED
WARNING 1 (J1-109) N/A Not Used Not Used
WARNING 2 (J1-111) N/A
34.01.20 12-02-02 Revision 16

AC Output Fault Table (cont’d)
AC Output Cause of Recommended
Function
lo2: (Page 2)
PITCH BOOTSTRAP X
AC-OUT 1 N/A Not Used Not Used
(J1-075)
(ADI Only)
PITCH BOOTSTRAP Y
AC-OUT 2 N/A Not Used Not Used
(J1-076)
(ADI Only)
CRS DATUM
AC_OUT 3 Course Deviation Incorrect Deviation Check the applicable
(P: J1-077) output Output interface equipment and
AC_OUT 3 associated wiring or
(N: J1-078) replace display
HDG DATUM
AC_OUT 4 Heading Incorrect Deviation Check the applicable
(P: J1-079) Deviation output Output interface equipment and
AC_OUT 4 associated wiring or
(N: J1-080) replace display
NOTE: Access the applicable page by pressing the DU test switch. (See instructions
above the title on the DU status, fault and detail page(s).) Detail tests may be
accomplished to function specific detail items. Follow the instructions at the
bottom of each applicable detail page(s). The outputs may be toggled between
“Minimum,” “Middle,” and “Maximum”. The initial state is “Minimum”.
(14) If AC Input information suspected as faulty or additional interface details required,
refer to the AC INPUTS fault table and make sure each applicable AC input
operates correctly.
AC Input Fault Table
Cause of Recommended Corrective
AC Input (Pin-out) Function
Malfunction Action
HEADING SYNCHRO
AC_IN_12_01 (J1-048) XYZ No or incorrect Check 26 VAC Ref 1, check
AC_IN_12_02 (J1-049) heading input the applicable interface
AC_IN_12_03 (J1-050) equipment and associated
wiring or replace display
Revision 16 12-02-02 34.01.21

AC Input Fault Table (cont’d)
Malfunction Action
PITCH ATT SYNCHRO
AC_IN_12_05 (J1-052) Pitch Attitude the applicable interface
AC_IN_12_06 (J1-053) input equipment and associated
(ADI Only) wiring or replace display
VOR BEARING SYNCHRO
AC_IN_12_08 (J1-044) VOR Bearing the applicable interface
ROLL ATT SYNCHRO
AC_IN_12_11 (J1-046) Roll Attitude the applicable interface
NOT USED SYNCHRO
AC_IN_12_13 (J1-055) XYZ Not Used Not Used
AC_IN_12_14 (J1-057)
AC_IN_12_15 (J1-063)
CAPT ON NAV 2 DISCRETE
AC_IW_12_16 (J1-067) Open = No or incorrect Check the applicable
Normal Capt On Nav 2 interface equipment and
28VDC = input associated wiring or replace
Capt Nav 2 display
GA 2 FAIL DISCRETE
AC_IN_12_17 (J1-059) Open = No or incorrect Check the applicable
(ADI Only) Normal Go-around fail interface equipment and
Fail display
INST 1 FAIL DISCRETE
(ADI Only) Normal instrument fail interface equipment and
Fail display
GA 1 FAIL DISCRETE
(ADI Only) Normal Go-around fail interface equipment and
Fail display
34.01.22 12-02-02 Revision 16

AC Input Fault Table (cont’d)
Cause of Recommended
Malfunction Corrective Action
INST 2 FAIL DISCRETE
AC_IN_12_20 (J1-064) Open = Normal No or incorrect Check the applicable
28VDC = Fail instrument fail interface equipment
input and associated wiring
or replace display
LOC TUNED DISCRETE
AC_IN_12_21 (J1-065) Open = Normal No or incorrect Check the applicable
28VDC = Loc Localizer interface equipment
Tuned energized input and associated wiring
or replace display
NOT USED DISCRETE
AC_IN_12AC_IN_22 Not Used Not Used Not Used
(J1-069)
AC_IN_12_23 (J1-071) Not Used Not Used Not Used
NOTE: A/C inputs ACIN 16 through 25 may be used as Open/28VDC discrete inputs.
(The value displayed will be 0.0 VDC for Open discrete inputs and 12.0 VDC
for 28 VDC discrete inputs.)
AC REF
HDG REF AC_REF 1 26 VAC Ref 1 Fail = No or Check the applicable
(J1-126) incorrect 26 source and associated
VAC Reference wiring or replace
display
ATT REF (EADI) 26 VAC Ref 2 Fail = No or Check the applicable
AC_REF 2 (J1-062) incorrect 26 source and associated
(EFTSI) Jump to Ref 3 VAC Reference wiring or replace
display
BEARING REF 26 VAC Ref 3 Fail = No or Check the applicable
VAC Reference wiring or replace
display
ATT REF (EADI) 26 VAC Ref 4 Fail = No or Check the applicable
(EHSI) Jump to Ref 3 VAC Reference wiring or replace
display
NOTE: Access the applicable page(s) using the DU test switch. (See instructions above
the title on the detail page(s).) The associated input pin(s) and the AC Synchro
and reference voltages may be monitored on these page(s).
Revision 16 12-02-02 34.01.23

(15) If DC Output information suspected as faulty or additional interface details required,
refer to the DC OUTPUTS fault table and make sure each applicable DC output
operates correctly.
DC Output Fault Table
Cause of Recommended
DC Output (Pin-out) Function
Malfunction Corrective Action
lo1:
VERT DEV
DC-OUT 1 (J1-121) Vertical Deviation No or incorrect Check the applicable
output Vertical interface equipment
Deviation and associated wiring
output or replace display
lo2:
LATDEV
DC-OUT 1 (J1-082) Lateral Deviation No or incorrect Check the applicable
output Lateral interface equipment
Deviation and associated wiring
output or replace display
bottom of each applicable detail page(s). The outputs may be toggled between
“Minimum,” “Middle,” and “Maximum”. The initial state is “Minimum”.
(16) If DC Input information suspected as faulty or additional interface details required,
refer to the DC INPUTS fault table and make sure each applicable DC input
operates correctly.
DC Input Fault Table
DC Input (Pin-out) Function
Malfunction Action
lo1: (Page 1)
NOT USED
DC_IN 1 (P: J2-035) N/A Not Used Not Used
DC_IN 1 (N: J2-034) N/A
FD ROLL STRG
DC_IN 2 (P: J2-039) + Right No or incorrect Check the applicable interface
DC_IN 2 (N: J2-038) + Left Roll Steering equipment and associated
NOT USED
DC_IN 3 (N: J2-040) N/A
DC_IN 4 (N: J1-125) N/A
34.01.24 12-02-02 Revision 16

DC Input Fault Table (cont’d)
DC Input (Pin-out) Function
Malfunction Action
DC_IN 5 (N: J1-123) N/A
TO/FROM
DC_IN 6 (P: J2-036) + To No or incorrect Check the applicable interface
DC_IN 6 (N: J2-037) + From To/From input equipment and associated wiring
or replace display
FD PITCH STRG
DC_IN 7 (P: J2-030) + Up No or incorrect Check the applicable interface
DC_IN 7 (N: J2-031) + Down Pitch Steering equipment and associated wiring
(ADI Only) input or replace display
RAD ALT
RAD ALT LOW Radio No or incorrect Check the applicable interface
(J2-018) Altitude Radio Altimeter equipment and associated wiring
RAD ALT HIGH input or replace display
(J2-017)
(ADI Only)
lo2: (Page 2)
Glideslope Dev (LL)
DC_IN 1 (P: J1-091) + Up No or incorrect Check the applicable interface
DC_IN 1 (N: J1-090) + Dn Glideslope equipment and associated wiring
(ADI Only) Deviation input or replace display
SPD DEV
DC_IN 2 (P: J1-091) + Fast No or incorrect Check the applicable interface
DC_IN 2 (N: J1-090) + Slow Speed Command equipment and associated wiring
(ADI Only) Deviation input or replace display
NOT USED
DC_IN 3 (N: J1-096) N/A
DC_IN 4 (N: J1-101) N/A
Lateral Dev (LL)
DC_IN 5 (P: J1-084) +Rt No or incorrect Check the applicable interface
DC_IN 5 (N: J1-083) +Lt Lateral Deviation equipment and associated wiring
input or replace display
NOT USED
DC_IN 6 (N: J1-088) N/A
DC_IN 7 (N: J1-094) N/A
DC_IN 8 (N: J1-099) N/A
NOTE: Access the applicable page(s) using the DU test switch. (See instructions above the title
on the detail page(s).) The associated input pin(s) and the DC input voltages may be
monitored on these page(s).
Revision 16 12-02-02 34.01.25

(17) If ARINC 429 Output information suspected as faulty or additional interface details
required, refer to the ARINC429 OUTPUTS fault table and make sure each
applicable data-bus has labels and activity.
ARINC429 Output Fault Table

ARINC429 Output Cause of Recommended
Function
On-side/Cross-side
Data Bus 1A (J1-039) ARINC 429 data No or incorrect Check the applicable
Data Bus 1B (J1-038) out (Bus 1) ARINC429 data interface equipment
output and associated wiring
or replace display
NOT USED
Data Bus 2A (J1-041) ARINC429 data out Not Used Not Used
Data Bus 2B (J1-040) (Bus 2)
bottom of each applicable detail page(s).
(18) If ARINC429 Input information suspected as faulty or additional interface

details required, refer to the ARINC429 INPUTS fault table and make sure
each applicable data-bus has labels and activity.
ARINC429 Input Fault Table

ARINC429 Input Cause of Recommended
Function
FMS
Data Bus 1A (J1-026) ARINC429 data in No or incorrect Check the applicable
Data Bus 1B (J1-025) (Bus 1) ARINC429 data interface equipment
or replace display
CROSS-SIDE
or replace display
ONSIDE
or replace display
34.01.26 06-03-02 Revision 15

ARINC429 Input Fault Table (cont’d)
ARINC429 Input Cause of Recommended Corrective
Function
(Pin-out) Malfunction Action
TCAS
Data Bus 4A (J1-032) ARINC429 data Not Used Not Used
Data Bus 4B (J1-031) in (Bus 4)
DCP
Data Bus 5A (J1-034) ARINC429 data No or incorrect Check the applicable interface
Data Bus 5B (J1-033) in ARINC429 data equipment and associated
(Bus 5) input wiring or replace display
EGPWS ALERT
Data Bus 6A (J1-037) ARINC429 data Not Used Not Used
Data Bus 6B (J1-036) in (Bus 6)
NOTE: Access the applicable page(s) using the DU test switch. (See instructions above the
title on the data page(s).) The associated input pin(s) and the ARINC429 input data
activity may be monitored on these page(s).
(19) If ARINC419 Input information suspected as faulty or additional interface details
required, refer to the ARINC419 INPUTS fault table and make sure each applicable
data-bus has labels and activity.
ARINC419 Input Fault Table
Function
DME
Clock 1 Hi (J2-045) ARINC419 data in No or incorrect Check the applicable
Clock 1 Lo (J2-044) (Bus 1) ARINC419 data interface equipment
Data 1 Hi (J2-049) input and associated wiring
Data 1 Lo (J2-048) or replace display
Sync 1 Hi (J2-051)
Sync 1 Lo (J2-050)
FMS
Clock 2 Hi (J2-046) ARINC419 data in Not Used Not Used
Clock 2 Lo (J2-052) (Bus 2)
Data 2 Hi (J2-053)
Data 2 Lo (J2-047)
Sync 2 Hi (J2-055)
Sync 2 Lo (J2-054)
the title on the detail page(s).) The associated input pin(s) and the ARINC419
input data activity may be monitored on these page(s).
(20) If ARINC-453) Input information suspected as faulty or additional interface details
required, refer to the ARINC 453 INPUTS fault table and make sure each applicable
data-bus has labels and activity.
Revision 16 12-02-02 34.01.27

ARINC453) Input Fault Table

Function
TERR/WXR IMAGE
Data Bus A (J1-021) ARINC453 data in Not Used Not Used
Data Bus B (J1-020)
the title on the detail page(s).) The associated input pin(s) and the ARINC453
input data activity may be monitored on these page(s). This information is
enabled by DCP button or controls.
(21) Push the NAV DATA button on the DCP.

(22) Make sure the EADI/EHSI returns to normal mode with no DU or DCP flag in
view.
(23) Repeat Operational or System Test(s), as applicable, after troubleshooting and fault
correction are completed.
e. End of Procedure.
9. Operational Test Procedures – LCD EADI/EHSI Instruments
a. Apply electrical power to the aircraft in accordance with the AMM.

b. Set all related circuit breakers in accordance with the AMM.
(1) Set the following circuit breakers:
(a) CAPT EADI (EPC LH Emergency DC)

(b) CAPT EHSI (EPC LH Emergency DC)
(c) CAPT DCP (EPC LH Emergency DC)
(d) F/O EADI (EPC RH Emergency DC)
(e) F/O EHSI (EPC RH Emergency DC)
(f) F/O DCP (EPC RH Emergency DC)
(2) Set any other related system circuit breakers.
c. Do these steps on both Captain’s and F/O’s DCP:
(1) Push the DU TEST button on both DCP’s.

(2) Make sure the DU STATUS page shows on Captain and F/O’s EADI and EHSI.
(3) Push and hold the DU TEST button on the Captain’s DCP for at least two seconds.
When the “PRESS TEST TO CONTINUE IBIT” prompt appears, release the DU
TEST button.
34.01.28 06-03-02 Revision 15

(4) While the “PRESS TEST TO CONTINUE IBIT” prompt is being displayed, push
and hold the DU TEST button for at least two seconds. (This starts the built-in test.
The display will blank momentarily and then display the results. When the BIT is
finished, the DU STATUS page is again displayed. Items displayed in white passed
and those in red failed.)
(5) Repeat steps 3 and 4 for the F/O’s DU IBIT test.
(6) Make sure the DU STATUS page on each EADI/EHSI shows the following BIT
results: white text = passed, red text = failed.
(a) All PROCESSOR status items displayed in white (Pass).

(b) All DISPLAY status items displayed in white (Pass).
(c) All INTERFACE status items displayed in white (Pass).
(7) Make sure the DU STATUS page on each EADI/EHSI shows the following
hardware and software data:
(a) TYPE: FPI-920

(b) OFP: 091-2006-003
(c) FIXD: 091-1932-002
(d) CHAR: 091-2135-003
(e) SEL OPC: #1: EMERY DC-8
(f) CFG: 091-2007-013
(8) Ensure none of the following configuration messages show on the lower part of the
DU STATUS page of either EHSI/EADI:
(a) NO CFG LOADED (black text on red)

(b) CFG INVALID (black text on red)
(c) UNUSED OPC SEL (white text)
(d) INVALID TYPE CODE (black text on red)
(e) INVALID TYPE (black text on red)
(f) UNABLE CONFIG X COMP (black text on yellow)
(g) CONFIG MISCOMP (black text on red)
(9) Push the NAV DATA button on both DCP’s.

(10) Ensure both EHSI’s return to HSI mode with no DU or DCP flags in view.
(11) Ensure both EADI’s return to ADI mode with no DU or DCP flags in view.
(12) Push the NAV DATA button on both DCP’s until the GSPD label is displayed on
both EHSI’s.
(13) Select a frequency of 108.0 on the Captain’s (F/O) VOR/DME control panel and
verify G/S flag or G/S pointer is not displayed.
(14) Set both HSI course pointers to 000 degrees using the course select knobs on the
DCP.
Revision 16 12-02-02 34.01.29

(15) Set Captain’s (F/O) EHSI and RMI compass cards to zero degrees using the SET
HDG control on Capt’s (F/O’s) compass controller.
(16) Press and hold the VOR 1 (2) test switch on the Captain’s (F/O’s) VOR/DME
control panel and observe the following:
(a) After approximately 5 to 9 seconds, the VOR 1 (2) Flag (black text on red)
will be replaced with VOR 1 (2) in white text.
(b) After VOR 1 (2) in white text is displayed:
1) VOR 1 (2) pointers in RMI’s indicate 180 (+ 4) degrees.
2) Captain’s (F/O’s) course pointer indicates 000 degrees.
3) Captain’s (F/O’s) deviation bar is centered (+ ½ dot).
4) Captain’s (F/O’s) TO/FROM pointer indicates FROM.
(c) Deleted.
(17) Release VOR 1 (2) test switch.
(18) Press and hold the DME test switch on the Captain’s VOR/DME Control Panel and
observe the following:
(a) EHSI’s DME 1 readouts (distance) must display three red dashes for one
second, followed by blanks for one second, followed by a display of 0.0 (+
0.1) nautical miles.
(b) Release DME 1 test switch. After 10 seconds, verify blanks on EHSI DME 1
readouts.
(c) Press and hold the DME test switch on the F/O’s VOR/DME Control Panel
and observe the following:
1) EHSI’s DME 2 readouts (distance) must display three red dashes for one
second, followed by blanks for one second, followed by a display of 0.0
(+ 0.1) nautical miles.
(d) Release DME 2 test switch. After 10 seconds, verify blanks on EHSI DME 2
readouts.
(19) Select a frequency of 108.1 on the Captain’s (F/O’s) VOR/DME control panel and
check the following:
(a) EHSI LOC 1 (2) and GS flags displayed (black text on red).
(b) EADI GS flag displayed (black text on red) and RWY not displayed.
(20) Press and hold the DN/RT ILS test switch on the VOR/DME control panel and
observe the following on Captain’s (F/O’s) ADI and HSI:
(a) After approximately five seconds, the LOC 1 (2) Flag (black text on red) will
be replaced with LOC 1 (2) in white text. After LOC 1 (2) in white text is
displayed:
34.01.30 12-02-02 Revision 16

1) EADI GS flag not displayed.
2) EHSI GS flag not displayed.
3) EADI runway displayed.
(b) EADI and EHSI GS pointers indicate one dot down + 1/8 inch.
(c) EHSI course bar indicates one dot right + 1/8 inch, EADI expanded LOC is
deflected full scale right and rising runway is fully extended.
(d) Deleted.
(e) Release the DN/RT test switch.
(21) Press and hold the UP/LT ILS test switch on the VOR/DME control panel and
observe the following on Captain’s (F/O’s) ADI and HSI:
(a) After approximately five seconds, the LOC 1 (2) Flag (black text on red) will
be replaced with LOC 1 (2) in white text.
(b) After LOC 1 (2) in white text is displayed:
1) EADI GS flag not displayed.
2) EHSI GS flag not displayed.
3) EADI runway displayed.
(c) EADI and EHSI GS pointers indicate one dot up + 1/8 inch.
(d) HSI course bar indicates one dot left + 1/8 inch, EADI expanded LOC is
deflected full scale left and rising runway is fully extended.
(e) Deleted.
(f) Release the UP/LT switch.
d. Select ARC on Capt’s (F/O’s) DCP and repeat steps (13) through (21).
e. Select MAP on both DCP’s and after 10 seconds, verify the MAP FAIL message is
displayed on each EHSI.
f. Secure the aircraft in accordance with the AMM.
g. End of Test.
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10. System Test Procedures – LCD EADI/EHSI Instruments
a. Apply electrical power to the aircraft in accordance with the AMM.

b. Set all related circuit breakers in accordance with the AMM:
(1) Set the following circuit breakers.
(a) CAPT EADI (EPC LH Emergency DC)

(b) CAPT EHSI (EPC LH Emergency DC)
(c) CAPT DCP (EPC LH Emergency DC)
(d) F/O EADI (EPC RH Emergency DC)
(e) F/O EHSI (EPC RH Emergency DC)
(f) F/O DCP (EPC RH Emergency DC)
(2) Set any other system related circuit breakers.
c. Set both Captain and F/O VHF/FMS annunciator switches to VHF.
NOTE: The VHF/FMS switch on the NAV Select Panel switches the navigation source
between radio (VOR or LOC) and FMS for both the EADI and EHSI.
d. Perform the following VHF Test Procedures:
(1) Initial Power On.
(a) Apply power to all related aircraft system equipment (VHF, COMM, NAV,
and DME).
NOTE: During Power-up. Control panel will perform a built-in test (BIT)
procedure. If a control panel function failure occurs, the displays
will annunciate “FAIL”. The panel must be removed from aircraft
for further testing.
(b) Turn on both COMM and NAV sides of Gables G7418-01

COMM/NAV/DME control panel by rotating clockwise both volume control
knobs (outer small knob found on both triple-stacked control knobs).
1) Functions tested by BIT on power-up are:
a) Controller functions.
b) Code space (Flash memory).
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2) Functions tested by BIT on power-up and continuously tested during

normal operation (a minimum of once every second):
a) Non-volatile storage (EEPROM).

b) Field Programmable Gate Array (FPGA).
c) +15 volt monitor.
(c) Verify both LCD backlighting and front panel illuminate. Front plastic panel
dimming will be controlled by cockpit dimming control (external to panel);
verify dimming functions properly.
(d) Verify both volume controls by adjusting the volume control (for both COMM
and NAV) as heard through the cockpit speakers.
(2) Frequency Selection Verification
(a) Verify using left knob stack (COMM side), full VHF COMM frequency
range.
1) Normal range mode with 8.33 KHz spacing mode.
a) Place front panel 8.33 KHz switch to 8.33 position.

b) Rotate large frequency selector knob and verify VHF COMM radio is
being tuned to upper limit of 135 MHz and a lower limit of 118 MHz.
c) Rotate middle frequency selector knob and verify VHF COMM radio
is being tuned to upper limit of .990 MHz and a lower limit of .000
MHz.
NOTE: When control panel is powered-up in 25 KHz spacing mode,

only two digits are displayed to the right of the decimal
point, number in parenthesis is not displayed. In 8.33 KHz
spacing mode, three digits to the right of the decimal point
will be displayed.
2) Rotate left VHF COMM volume control knob fully counterclockwise (to
the off position) and verify VHF COMM receiver as well as the display
lighting are powered off.
(b) Verify using right knob stack (NAV side), full NAV frequency range.
1) Rotate large frequency selector knob and verify VHF NAV radio is being
tuned to upper limit of 117 MHz and a lower limit of 108 MHz.
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2) Rotate middle frequency selector knob and verify VHF NAV radio is
being tuned to upper limit of .95(0) MHz and a lower limit of .00(0)
MHz.
NOTE: NAV frequency selection is set at 50 KHz spacing. Two digits are
displayed to the right of the decimal point. Shown in procedures
as .95(0).
3) Rotate right NAV volume control knob fully counterclockwise (to the off
position), and verify NAV receivers as well as the display lighting are
powered off.
a) Verify COMM TEST switch, when pressed, disables squelch in the

VHF COMM transceiver.
b) Verify DME TEST switch, when pressed, initiates a functional test of
the DME interrogator. Front panel displays are not affected by this
action.
c) Verify VOR TEST switch, when pressed, initiates a VOR functional
test.
d) Verify 4-position DME function switch as follows:
DME HOLD Position (This (1) Deleted

Function placarded (2) Deleted
“DEACT”.): (3) Deleted
(1) Verify NAV side of control
panel is turned on.
(2) With 4-poisition DME function
DME ORIDE Position:
switch set to ORIDE position,
200 mile limit of the DME
instrument is overridden.
panel is turned on.
(2) With 4-position DME function
DME NORM Position: switch set to NORM position,
DME range changes as the
frequency being dialed into the
control panel changes.
panel is turned on.
(2) With 4-position DME function
DME STBY Position:
switch set to STBY position,
DME interrogator is powered
but does not provide range.
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e. Captain’s DCP Display Control Function Test:
(1) Check the EADI turn/slip indicator and DCP integral lighting.
(2) Adjust the ADI - BRT control.
(3) Make sure the EADI display responds correctly to the control input.
(4) Adjust the HSI - BRT control.
(5) Make sure the EHSI display responds correctly to the control input.
(6) Rotate the MODE Selector Knob (outer) to HSI (full 360 degree compass).
(8) Rotate the CRS Selector Knob (inner).
(9) Make sure the Course Pointer and the digital CRS value on the EHSI respond
correctly to the control input. The CRS data will be displayed in the lower R/H
corner of the EHSI. Pressing the NAV DATA button on the associated DCP will
scroll through the information available.
(10) Rotate the HDG Selector Knob (inner).
(11) Make sure the Heading Bug on the EHSI responds correctly to the control input.
(12) Push the NAV DATA button (six times).
(13) Make sure the navigation data on the EHSI toggles between (blank), GSPD, TAS,
TTG, DME 1 (Distance), and CRS.
(14) Rotate the MODE Selector Knob (outer) to ARC-HSI (partial 80 degree compass).
(16) Rotate the MODE Selector Knob (outer) to ARC MAP (partial 80 degree compass
with map overlay). (This will bring up the Flight Plan Leg Display.)
(18) Rotate the RNG Selector Knob (outer).
(19) Make sure the Range value on the EHSI responds correctly to the control input (5,
10, 20, 40, 80, 160 and 320 nautical miles). Visible range ring on display is ½ scale
or 2.5, 5, 10, 20, 40, 80, and 160 nautical miles.
(20) Push the COMPACT mode button.
(21) Make sure the EADI changes to compact display mode (ADI/HSI data).
(23) Make sure the EADI returns to the normal ADI display.
f. F/O’s DCP Display Control Function Test:
(1) Check the EADI turn/slip indicator and DCP integral lighting.
(2) Adjust the ADI - BRT control.
(3) Make sure the EADI display responds correctly to the control input.
(4) Adjust the HSI - BRT control.
(8) Rotate the CRS Selector Knob (inner).
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(9) Make sure the Course Pointer and the digital CRS value on the EHSI response
correctly to the control input. The CRS data will be displayed in the lower R/H
corner of the EHSI. Pressing the “Nav Data” button on the associated DCP will
scroll through the information available.
(10) Rotate the HDG Selector Knob (inner).
(11) Make sure the Heading Bug on the EHSI responds correctly to the control input.
(12) Push the NAV DATA button six times.
(13) Make sure the navigation data on the EHSI toggles between (blank), GSPD, TAS,
TTG, FMS 1 (Distance), and CRS.
(14) Rotate the MODE Selector Knob (outer) to ARC-HSI (partial 80 degree compass).
(16) Rotate the MODE Selector Knob (outer) to ARC MAP (partial 80 degree compass
with map overlay). (This will bring up the Flight Plan Leg Display.)
(18) Rotate the RNG Selector Knob (outer).
(19) Make sure the Range value on the EHSI responds correctly to the control input (5,
10, 20, 40, 80, 160 and 320 nautical miles).
(21) Make sure the EADI changes to compact display mode (ADI/HSI data).
(23) Make sure the EADI returns to the normal ADI display.
g. Compass System Test – Accomplish the Compass System test in accordance with the
AMM (Chapter 34-42-0 or equivalent).
NOTE: “COMP” lights are deleted.
(1) Rotate both DCP MODE Selector Knobs to the HSI position.
(2) Verify proper operation of Compass #1 and the Captain’s EADI and EHSI.
(3) Verify proper operation of Compass #2 and the F/O’s EADI and EHSI.
(4) Trip the circuit breaker for Compass #1.
(5) Verify “HDG” displayed in red on the Captain’s EADI and EHSI.
(6) Select Compass Selector switch to “Both on Compass 2”.
(7) Verify “Mag 2” displayed in white on both EADI and EHSI.
(8) Verify “HDG” not displayed in red on the Captain’s EADI and EHSI.
(11) Set the circuit breaker for Compass #1.
(12) Select Compass Selector switch to “Normal”.
(13) Trip the circuit breaker for Compass #2.
(14) Verify “HDG” displayed in red on the F/O’s EADI and EHSI.
(15) Select Compass Selector switch to “Both on Compass 1”.
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(16) Verify “Mag 1” displayed in white on both EADI and EHSI.

(17) Verify “HDG” not displayed in white on both EADI and EHSI.
(20) Set the circuit breaker for Compass #2.
(21) Select Compass Selector switch to “Normal”.
(22) Verify “Mag 1” or “Mag 2” is not displayed on both the Captain and F/O’s EADI
and EHSI.
(23) Verify “HDG” is not displayed in red on both the Captain and F/O’s EADI and
EHSI.
NOTE: When Compass is manually set using the associated RMI, the EHSI may
respond as follows: the HDG flag may be displayed and the compass
card may freeze and may be removed from the display. This does not
indicate a fault or failure. The display should return to normal after the
desired heading is manually set.
(24) On #1 compass controller (F/O’s RMI), use SET HDG knob to rotate the Captain’s
RMI compass card to 90 degrees.
(25) On #2 compass controller (Capt’s RMI), use SET HDG knob to rotate the F/O’s
RMI compass card to 90 degrees.
(26) Make sure the HDG values on both RMI’s, EADI’s, and EHSI’s match within + 2
degrees. Verify rate of turn indicator responds correctly on both EADI’s.
(27) Repeat steps (24) through (26) for 180 degrees, 270 degrees, and 0 degrees.
(28) Set display mode to normal (non-compact).
(29) On #1 compass controller, use SET HDG knob to rotate the Captain’s RMI compass
card to 10 degrees.
(30) After approximately 10 seconds, verify the text message “HDG” is displayed in
yellow at the top of both EADI’s.
(31) Using the #1 compass controller, set the Captain’s RMI to 0 degrees.
(32) After approximately 10 seconds, verify “HDG” not displayed on either EADI.
h. LOC/GS (ILS) Test – Accomplish the test in accordance with the AMM (Chapter 34-31-
0 or equivalent).
NOTE: Accomplish this test in compact mode and normal mode, as applicable.
(1) Set the MODE Selector on both DCP’s to HSI or ARC-HSI, as desired.
(2) Adjust the CRS Selector Knob on both DCP’s to aircraft heading or as required
during this test. The CRS data will be displayed in the lower R/H corner of the
EADI/EHSI. Pressing the “Nav Data” button on the DCP will scroll through the
information available.
(3) Perform the following self-test steps on the Capt and F/O’s ILS systems:
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(a) Set both VOR/DME Control Panels to 108.1 or an inactive LOC frequency
and check the following:
1) EHSI LOC 1 (2) and GS flags displayed (black text on red).

2) EADI LOC 1 (2) and GS flag displayed (black text on red).
3) EADI runway not displayed.
(b) Press and hold the DN/RT ILS test switch on the Captain’s VOR/DME
Control Panel and observe the following on Captain’s EADI and EHSI:
1) After approximately five seconds, the LOC 1 Flag (black text on red) will
be replaced with LOC 1 in white text.
2) After LOC 1 in white text is displayed:
a) EADI GS flag not displayed.

b) EHSI GS flag not displayed.
c) EADI runway displayed.
3) EADI/EHSI GS pointers indicate one dot down + 1/8 inch.

4) EADI/EHSI course bar indicates one dot right + 1/8 inch, EADI
expanded LOC is deflected full scale right and rising runway is fully
extended.
5) Release the DN/RT test switch.
(c) Press and hold the UP/LT ILS test switch on the Captain’s VOR/DME Control
Panel and observe the following on Captain’s EADI and EHSI:

3) EADI/EHSI GS pointers indicate one dot up + 1/8 inch.

4) EADI/EHSI course bar indicates one dot left + 1/8 inch, ADI expanded
LOC is deflected full scale left and rising runway is fully extended.
5) Release the UP/LT test switch.
(d) Press and hold the DN/RT ILS test switch on the F/O’s VOR/DME Control
Panel and observe the following on F/O’s EADI and EHSI:
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3) EADI/EHSI GS pointers indicate one dot down + 1/8 inch.

4) EADI/EHSI course bar indicates one dot right + 1/8 inch, EADI
expanded LOC is deflected full scale right and rising runway is fully
extended.
5) Release the DN/RT test switch.
(e) Press and hold the UP/LT ILS test switch on the F/O’s VOR/DME Control
Panel and observe the following on F/O’s ADI and HSI:

3) EADI/EHSI GS pointers indicate one dot up + 1/8 inch.

4) EADI/EHSI course bar indicates one dot left + 1/8 inch, EADI expanded
LOC is deflected full scale left and rising runway is fully extended.
5) Release the UP/LT test switch.
(4) Perform the following ramp-test steps on the Captain and F/O’s ILS systems:
(a) Set both VOR/DME Control Panels to 108.1 or other equivalent ramp-test
LOC frequency.
(b) Set the ramp-test set to LOC and adjust the LOC switch to provide a centered
LOC signal and check the following:
1) LOC 1 (2) displayed in white text on EADI/EHSI.

2) EHSI course bars are centered + 1/8 inch.
3) EADI localizer pointers are centered + 1/8 inch.
(c) Adjust the ramp-test set to provide a two dots left LOC signal and check the
following:
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1) EHSI course bars indicate two dots left + 1/8 inch.

2) EADI localizer pointers indicate full scale left.
(d) Adjust the ramp-test set to provide a one dot left LOC signal and check the
following:
1) EHSI course bars indicate one dot left + 1/8 inch.

2) EADI localizer pointers indicate full scale left.
(e) Adjust the ramp-test set to provide two dots right LOC signal and check the
following:
1) EHSI course bars indicate two dots right + 1/8 inch.

2) EADI localizer pointers indicate full scale right.
(f) Adjust the ramp-test set to provide a one dot right LOC signal and check the
following:
1) EHSI course bars indicate one dot right + 1/8 inch.

2) EADI localizer pointers indicate full scale right.
(g) Adjust the ramp-test set to provide a centered LOC signal and check the
following:
1) EHSI course bars are centered + 1/8 inch.

2) EADI localizer pointers are center + 1/8 inch.
(h) Adjust the GS switch to provide a centered GS signal and check the following:
1) GS flags not displayed on EADI/EHSI.

2) EADI and EHSI GS pointers are centered + 1/8 inch.
(i) Adjust the ramp-test set to provide a two dots up GS signal and check the
following: EADI and EHSI GS pointers indicate two dots up + 1/8 inch.
(j) Adjust the ramp-test set to provide a one dot up GS signal and check the
following: EADI and EHSI GS pointers indicate one dot up + 1/8 inch.
(k) Adjust the ramp-test set to provide a two dots down GS signal and check the
following: EADI and EHSI GS pointers indicate two dots down + 1/8 inch.
(l) Adjust the ramp-test set to provide a one dot down GS signal and check the
following: EADI and EHSI GS pointers indicate one dot down + 1/8 inch.
(m) Adjust the GS switch to provide a centered GS signal and check the following:
EADI and EHSI GS pointers are center + 1/8 inch.
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(5) Set the ramp-test set to OFF and check the following: EADI and EHSI LOC 1 (2)
and GS flags displayed (black text on red).
(6) Select Radio Navigation switch to “Nav-2”.
(7) Set the ramp-test set to LOC, adjust the LOC switch to provide a centered LOC
signal, and check the following:
(a) LOC 2 displayed in white on Captain’s EADI/EHSI.

(b) EHSI course bars are centered + 1/8 inch.
(c) EADI localizer pointers are centered + 1/8 inch.
(8) Verify proper operation of LOC #2 and the Captain’s EHSI.

(9) Select Radio Navigation switch to “Nav-1”.
(10) Verify that “LOC 1” and “LOC 2” are displayed in white and not yellow or red on
the respective EADI/EHSI’s.
i. VOR Test – Accomplish the test in accordance with the AMM (Chapter 34-52-0 or
equivalent).
NOTE: Accomplish this test in compact mode.
(1) Set the MODE selector on both DCP’s to HSI or ARC-HSI, as desired.
(2) Adjust the CRS Selector Knob on both DCP’s as required during this test. The CRS
data will be displayed in the lower R/H corner of the EADI/EHSI. By pressing the
“Nav Data” button, the DCP will scroll through the information available.
NOTE: Compass magnetic heading information must match during set (3).
Select both compasses to DG and slew to match the Standby Compass
value. (Single compass reference may also be used during this test.)
(3) Set HSI course pointers to 000 degrees using the course select knobs on both
DCP’s.
(4) Rotate single pointer knob to VOR on both RMI’s.
(5) Rotate double pointer knob to VOR on both RMI’s.
(6) Perform the following self-test steps on the Captain and F/O’s VOR systems:
(a) Set both VOR/DME Control Panels to 108.0 or an inactive VOR frequency
and check the following:
1) EHSI and EADI GS flags and pointers not displayed.

2) VOR 1 (2) flag displayed (black text on red) on EADI/EHSI.
(b) Press and hold the VOR test switch on the Captain’s VOR/DME Control Panel
Revision 16 12-02-02 34.01.41

1) After approximately 5 to 9 seconds, the VOR 1 Flag (black text on red)

will be replaced with VOR 1 in white text.
2) After VOR 1 in white text is displayed:
a) VOR 1 pointers in RMI’s indicate 180 (+ 4) degrees.

b) Captain’s EADI/EHSI course pointer indicates 000 degrees.
c) Captain’s EADI/EHSI deviation bar is centered (+ ½ dot).
d) Captain’s EADI/EHSI TO/FROM pointer indicates FROM.
(c) Release VOR test switch.

(d) Press and hold the VOR test switch on the F/O’s VOR/DME Control Panel
1) After approximately 5 to 9 seconds, the VOR 2 Flag (black text on red)

will be replaced with VOR 2 in white text.
2) After VOR 2 in white text is displayed:
a) VOR 2 pointers in RMI’s indicate 180 (+ 4) degrees.

b) F/O’s EADI/EHSI course pointer indicates 000 degrees.
c) F/O’s EADI/EHSI deviation bar is centered (+ ½ dot).
d) F/O’s EADI/EHSI TO/FROM pointer indicates FROM.
(e) Release VOR test switch.
(7) Perform the following ramp-test steps on the Captain and F/O’s VOR systems:
(a) Set both VOR/DME Control Panels to 108.0 or other equivalent ramp-test
VOR frequency.
(b) Set both EHSI course pointers to 000 degrees using the course select knobs on
the DCP’s.
(c) Set the ramp-test set to VOR and adjust the VOR switches to provide a
centered VOR signal at 000 degrees/TO the station and check the following:
1) VOR 1 (2) displayed in white text on both EADI/EHSI’s.

2) Course deviation bars are centered.
3) TO/FROM pointers indicate TO.
4) RMI single and double pointers indicate 000 (+ 4) degrees.
(d) Rotate Captain’s course selector until EADI/EHSI course deviation bar
indicates two dots right. Verify EADI/EHSI CRS values read 350 + 2
degrees.
(e) Rotate Captain’s course selector until EADI/EHSI course deviation bar
indicates two dots left. Verify EADI/EHSI CRS values read 010 + 2 degrees.
34.01.42 12-02-02 Revision 16

(f) Rotate F/O’s course selector until EADI/EHSI course deviation bar indicates
two dots right. Verify EADI/EHSI CRS values read 350 + 2 degrees.
(g) Rotate F/O’s course selector until EADI/EHSI course deviation bar indicates
two dots left. Verify EADI/EHSI CRS values read 010 + 2 degrees.
(h) Repeat steps (b) and (c) for 030 degrees.
(i) Repeat steps (b) and (c) for 060 degrees.
(j) Repeat steps (b) and (c) for 090 degrees.
(k) Repeat steps (b) and (c) for 120 degrees.
(l) Repeat steps (b) and (c) for 150 degrees.
(m) Repeat steps (b) and (c) for 180 degrees.
(n) Adjust the VOR switches to provide a centered VOR signal at 180
degrees/FROM the station and check the following:
1) VOR 1 (2) displayed in white text on both HSI’s.

2) Course deviation bars are centered.
3) TO/FROM pointers indicate FROM.
4) RMI single and double pointers indicate 000 (+ 4) degrees.
(o) Repeat steps (b) and (c) for 210 degrees.

(p) Repeat steps (b) and (c) for 240 degrees.
(q) Repeat steps (b) and (c) for 270 degrees.
(r) Repeat steps (b) and (c) for 300 degrees.
(s) Repeat steps (b) and (c) for 330 degrees.
(8) Set the ramp-test set to OFF and check the following: VOR 1 and VOR 2 flags are
displayed (black text on red) on the respective EADI/EHSI’s.
k. DME Test – Accomplish the test in accordance with the AMM (Chapter 34-54-0 or
equivalent).
NOTE: Accomplish this test in compact mode.
(2) DME 1 distance is displayed on the upper left corner on both EHSI’s and on the
middle left of both EADI’s. DME 2 distance is displayed on the upper right corner
of both EHSI’s and on the middle left of both EADI’s.
(3) Perform the following self-test steps on the Captain and F/O’s DME systems:
(a) Set both VHF NAV selector panels to 108.0 or an inactive VOR frequency
and check the following: VOR 1 (2) flag displayed (black text on red) on
EADI/EHSI.
(b) Press and hold the DME test switch on the Captain’s VOR/DME Control
Panel and observe the following: EADI/EHSI’s DME 1 readouts (distance)
must display three red dashes for one second, followed by blanks for one
second, followed by a display of 0.0 (+ 0.1) nautical miles.
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(c) Release DME 1 test switch. After 10 seconds, verify blanks on EADI/EHSI
DME 1 readouts.
(d) Press and hold the DME test switch on the F/O’s VOR/DME Control Panel
and observe the following: EADI/EHSI’s DME 2 readouts (distance) must
display three red dashes for one second, followed by blanks for one second,
followed by a display of 0.0 (+ 0.1) nautical miles.
(e) Release DME 2 test switch. After 10 seconds, verify blanks on EADI/EHSI
DME 2 readouts.
(4) Tune both VOR/DME radios to a local station and verify the following:
(a) DME 1 results displayed in DME 1 readouts on both EADI/EHSI’s must agree
with know distance within + 1 NM.
(b) DME 2 results displayed in DME 2 readouts on both EADI/EHSI’s must agree
with know distance within + 1 NM.
(5) If no local stations available, accomplish the DME System Test in accordance with
AMM Chp. 34-54-0 (or equivalent).
l. WINDSHEAR System Test – Reference Honeywell or Safe-Flight AMM Supplement (or

equivalent).
(1) Accomplish the Windshear system test in accordance with the Honeywell or Safe
Flight AMM Supplement (or equivalent).
(2) When the Windshear Caution alert is triggered, “WINDSHEAR” will be displayed
in yellow on both Captain’s and F/O’s EADI’s. (Windshear caution annunciators
are deleted).
(3) When the Windshear Warning alert is triggered, “WINDSHEAR” will be displayed
in red on both Captain’s and F/O’s EDI’s. (Windshear warning annunciators are
deleted.)
m. NAV INSTRUMENT FAILURE System Test – Accomplish the test in accordance with
the AMM (Chapter 34-24-0 or equivalent).
(1) Verify both EADI’s are set to “Normal” mode (not “Compact” mode).
(2) Push the INST WARN TEST switch.
(3) Verify “INST 1”, “INST 2”, “GA 1”, and “GA 2” display in red on the Captain and
F/O’s EADI’s.
(4) Release the INST WARN TEST switch.
(5) Accomplish the Navigation Instrument Monitor system tests in accordance with the
AMM (Chp. 34-24-0 or equivalent).
NOTE: Bow-tie annunciators are deleted.
34.01.44 12-02-02 Revision 16

(6) Verify proper operation of Comparator.

(7) Verify “PITCH”, “ROLL”, “HDG”, “LOC”, and “GS”, as applicable, are displayed
in yellow at the top of both EADI’s during test. (“INSTR 1”, “INSTR 2”, “GA 1”,
and “GA 2” green annunciators are deleted. “SPD COMD”, “RAD ALT”,
“MONITOR”, and “GP EXT” amber annunciators are deleted.)
(8) Trip the circuit breakers for the Captain’s EADI/EHSI.
(9) Verify “COMP” displayed in red at the top of the F/O’s EADI.
(10) Set the circuit breaker for the Captain’s EADI/EHSI.
(11) Trip the circuit breakers for the F/O’s EADI/EHSI.
(12) Verify “COMP” displayed in red at the top of the Captain’s EADI.
(13) Set the circuit breaker for the F/O’s EADI/EHSI.
(14) Trip the circuit breaker for VG #1.
(15) Verify “INST 1” and “GA 1” are displayed in red on both EADI’s.
(16) Set the circuit breaker for VG #1.
(17) Verify “INST 1” and “GA 1” are extinguished on both EADI’s.
(18) Trip the circuit breaker for VG #2.
(19) Verify “INST 2” and “GA 2” are displayed in red on both EADI’s.
(20) Set the circuit breaker for VG #2.
(21) Verify “INST 2” and “GA 2” are extinguished on both EADI’s.
n. FLIGHT DIRECTOR System Test – Accomplish the test in accordance with AMM
Chapter 34-23-0 (or equivalent).
(2) Adjust the CRS Selector Knob on both DCP’s as required during this test. The CRS
data will be displayed in the lower R/H corner of the EHSI. Pressing the NAV
DATA button on the associated DCP will scroll through the information available.
(3) Adjust the HDG Selector Knob on both DCP’s as required during this test.
(4) Accomplish the Flight Director system tests in accordance with the AMM (Ch. 34-
23-0 or equivalent).
(5) Verify proper operation of Flight Director System #1 and the Captain and F/O’s
EADI/EHSI.
(6) Select Captain’s FD Selector to “HDG”.
(7) Verify director needles are displayed on the Captain’s EADI.
(8) Trip the AC Circuit breaker for FD #1.
(9) Verify director needles are not displayed on the Captain’s EADI.
(10) Verify “FD” displayed in red on the Captain’s EADI.
(11) Set the AC circuit breaker for FD #1.
(12) Verify “FD” is extinguished on the Captain’s EADI.
(13) Repeat steps (8) through (11) for DC Circuit Breaker FD #1.
(14) Select F/O’s FD Selector to “HDG”.
(15) Verify director needles are displayed on the F/O’s EADI.
(16) Trip the AC circuit breaker for FD #2.
Revision 16 12-02-02 34.01.45

(17) Verify director needles are not displayed on the F/O’s EADI.
(18) Verify “FD” displayed in red on the F/O’s EADI.
(19) Set the AC circuit breaker for FD #2.
(20) Verify “FD” is extinguished on the F/O’s EADI.
(21) Repeat steps (14) through (20) for DC Circuit Breaker FD #2.
o. RADIO ALTIMETER Test – Accomplish the test in accordance with AMM Chapter 34-
42-0 (or equivalent).
(1) Set the Captain and F/O’s MDA Bugs to 100 feet.
(2) Set both VOR/DME Control Panels to 108.1 or other unused LOC frequency.
(3) Set aircraft to “AIR” mode. (Trip weight on wheel circuit breakers.)
(4) Push “Press to Test” button on the Captain’s Radio Altimeter Indicator.
(5) Verify “Rising Runway” operation on the Captain’s EADI.
(6) Verify MDA alert illuminates on the Captain’s Radio Altimeter Indicator.
(7) Verify “MDA” is displayed momentarily in yellow on the Captain’s EADI.
(8) Push “Press to Test” button on the F/O’s Radio Altimeter Inidcator.
(9) Verify “Rising Runway” operation on the F/O’s EADI.
(10) Verify MDA alert illuminates on the F/O’s Radio Altimeter Indicator.
(11) Verify “MDA” is displayed momentarily in yellow on the F/O’s EADI.
(12) Return aircraft to “Ground” mode. (Set weight on wheels circuit breakers.)
p. AUTOPILOT Test – Accomplish the test in accordance with AMM Chapter 22 (or
equivalent).
(1) Set the MODE Selector on the Captain’s DCP to HSI or ARC-HSI, as desired.
(2) Adjust the CRS Selector Knob on the Captain’s DCP as required during this test.
The CRS data will be displayed in the lower R/H corner of the EHSI. Pressing the
NAV DATA button on the associated DCP will scroll through the information
available.
(3) Adjust the HDG Selector Knob on the Captain’s DCP as required during this test.
(4) Accomplish the Autopilot system tests in accordance with the AMM (Ch. 22 or
equivalent) and FMS autopilot test per AMM Supplement (or equivalent).
(5) Disconnect the autopilot and verify “AP” is displayed in red on both EADI’s.
(6) Push the Autopilot disconnect switch and verify that the red “AP” annunciation is
extinguished.
q. FMS/GPS Test – Reference UNS-1D FMS/GPS AMM Supplement and/or UNS-1D

Installation Manual (or equivalent). (Power-up EHSI display deviation test is not
applicable.)
NOTE: Accomplish the following test in compact mode.
34.01.46 12-02-02 Revision 16

(1) Verify that both FMS 1 and FMS 2 are not on. (FMS systems must be off for the
following steps.)
(3) Set both Captain and F/O’s VHF/FMS annunciator switches to FMS.
(4) Make sure “FMS1” distance and “DTK” data are displayed on the Captain’s EHSI
lower R/H corner. Pressing the NAV DATA on the Captain’s DCP will scroll
through the information available. The “FMS1” source label and VNAV pointers
are displayed on the Captain’s EADI and EHSI.
(5) Make sure “FMS2” distance and “DTK” data are displayed on the F/O’s EHSI
lower R/H corner. Pressing the NAV DATA button on the F/O’s DCP will scroll
through the information available. The “FMS2” source label and VNAV pointers
are displayed on the F/O’s EADI and EHSI.
(6) Energize the FMS systems and accomplish the FMS/GPS system tests in accordance
with the UNS-1D FMS/GPS AMM Supplement and the UNS-1D Installation
Manual (or equivalent).
(7) Verify proper operation of FMS #1 and the Captain’s EADI/EHSI.
(8) Verify proper operation of FMS #2 and the F/O’s EADI/EHSI.
(9) Set the MODE Selector on both DCP’s to ARC-MAP.
(10) Adjust the CRS Selector Knob on both DCP’s.
(11) Verify both EHSI displays do not respond to the control input.
(12) Verify “FMS 1” source label, “FMS 1” distance,” “DTK”, and map overlay are
displayed on the Captain’s EHSI.
(13) Verify “FMS 2” source label, “FMS 2” distance, “DTK”, and map overlay are
displayed on the F/O’s EHSI.
(14) Adjust the RNG Selector Knob on the DCP’s as required during this test.
(15) Accomplish the FMS/GPS system tests in accordance with the UNS-1D FMS/GPS
AMM Supplement and the UNS-1D Installation Manual (or equivalent).
(16) Verify proper map display operation of FMS #1 on the Captain’s EHSI.
(17) Verify proper map display operations of FMS #2 on the F/O’s EHSI.
r. Secure the aircraft in accordance with the AMM.

s. End of Test.
11. EHSI and EADI - Removal
a. There are two electronic horizontal situation indicators (EHSI) and two Electronic
Attitude Direction Indicators (EADI) located in the flight compartment: one EHSI and
EADI on the captain’s instrument panel, and one EHSI and EADI on the first officer’s
instrument panel.
b. Removal/installation for all indicators is identical except for circuit breakers, which must
be opened. If necessary, the captain and first officer’s instrument panels can be opened
for access to the indicator wiring.
Revision 16 12-02-02 34.01.47

(1) Open following circuit breakers as applicable to EHSI/EADI being removed:
(a) CAPT EHSI and CAPT EADI (Left Emergency 28V DC Bus)
(b) F/O EHSI and F/O EADI (Right Emergency 28V DC Bus)
(c) #1 & 2 Vertical Gyro on RT/LT Emergency A/C.
(d) #1 & 2 Directional Gyro on RT/LT Emergency A/C.
(e) Any other related system circuit breakers.
(2) Loosen clamp adjustment (indicator retaining) screws. (Refer to Figure 34.01-9.)
(3) Press loosened adjustment screws back flush against panel face.
(4) Loosen clamp attachment screws to relieve pressure of clamp on indicator.
NOTE: Airplanes with retaining clip on lower right screw rotate clip to clear instrument
when removing instrument.
CAUTION: THE EHSI AND EADI ARE ELECTROSTATIC SENSITIVE DEVICES

(ESD) AND PRECAUTIONS NECESSARY FOR HANDLING ESD’S
MUST BE ADDRESSED. WHEN REMOVING AND INSTALLING
AN ESD, THE TECHNICIAN MUST BE PROPERLY GROUNDED TO
AIRFRAME USING APPROVED BONDING WRIST STRAP.
EQUIPMENT ELECTRICAL CONNECTORS MUST HAVE
CONDUCTIVE CAPS INSTALLED WHEN REMOVED AND
EQUIPMENT MUST BE PLACED IN CONDUCTIVE BAGS WHEN
STORING OR SHIPPING
CAUTION: DO NOT PRY INDICATOR FROM PANEL WITH SCREWDRIVER

OR OTHER TOOL AS INDICATOR OR PANEL CAN BE DAMAGED.
REMOVE INDICATOR CAREFULLY TO AVOID STRIKING
CONTROL COLUMN AND DAMAGING GLASS.
(5) Pull indicator out of panel face, disconnect, and cap electrical connector.
12. EHSI and EADI - Installation
a. Ensure following applicable circuit breakers are opened, tagged and safetied:
(1) CAPT EHSI and CAPT EADI (Left Emergency 28V DC Bus)
(2) F/O EHSI and EADI (Right Emergency 28V DC Bus)
(3) #1 & 2 Vertical Gyro on RT/LT Emergency A/C.
(4) #1 & 2 Directional Gyro on RT/LT Emergency A/C.
(5) Any other related system circuit breakers.
NOTE: Observe special handling precautions for ESD devices described in removal
instructions.
34.01.48 12-02-02 Revision 16

b. Remove cap and connect electrical connector to back of indicator.

c. Insert indicator through panel face and mounting clamp.
NOTE: Instrument clamp should be checked for clamp rivet failure at eyelets before instrument
installation.
d. Secure clamp adjustment (indicator retaining) screws and clamp attachment screws.
Tighten to torque of 6-8 inch lbs. (Refer to Figure 34.01-9.)
CAUTION: ENSURE CLAMP ATTACHMENT SCREWS ARE TIGHT OR INDICATOR

MAY SLIDE FROM PANEL DURING AIRPLANE ACCELERATION.
CAUTION: VERIFY THAT INSTRUMENT COOLING HOLES ARE NOT OBSTRUCTED

BY INSTRUMENT MOUNTING CLAMP.
NOTE: Airplanes with retaining clip on lower right screw, position clip to engage corner of
instrument property before tightening screw.
e. Close following applicable circuit breakers and remove warning signs:
(1) CAPT EHSI and CAPT EADI (Left Emergency 28V DC Bus)
(2) F/O EHSI and EADI (Right Emergency 28V DC Bus)
(3) Any other related system circuit breakers.
f. Check EADI/EHSI integral lighting.

g. Set the Captain and F/O’s panel lighting control to the full clockwise position.
h. Do an operational test of the EADI/EHSI. (Refer to 34-20-00 Operational Test, pages
501 – 502.)
INDICATOR INSTALLATION
Figure 34.01-9
Revision 16 12-02-02 34.01.49

13. Display Control Panel – Removal – There are two Display Control Panels (DCP) located on
the pedestal in the cockpit. Removal/installation procedures for both DCP’s are identical.
a. Open and tag the following circuit breakers:
(1) CAPT DCP (Left Emergency 28V DC Bus)
(2) F/O DCP (Right Emergency 28V DC Bus)
(5) Any other related system circuit breakers
WARNING: TAG AND SAFETY CIRCUIT BREAKERS
CAUTION: THE DCP IS AN ELECTROSTATIC SENSITIVE DEVICE (ESD) AND
PRECAUTIONS NECESSARY FOR HANDLING ESD’S SHOULD BE
ADDRESSED. WHEN REMOVING AND INSTALLING AN ESD THE
TECHNICIAN MUST BE PROPERLY GROUNDED TO AIRFRAME USING
APPROVED BONDING WRIST STRAP. EQUIPMENT ELECTRICAL
CONNECTORS MUST HAVE CONDUCTIVE CAPS INSTALLED WHEN
REMOVED, AND EQUIPMENT MUST BE PLACED IN CONDUCTIVE BAGS
WHEN STORING OR SHIPPING.
b. Loosen four turn-lock fasteners.
c. Carefully remove the DCP from panel.
d. Rotate connector-locking ring on aircraft wiring connector counterclockwise and remove
connector from DCP.
e. Install cap plug on DCP connector.
14. Display Control Panel - Installation
NOTE: Observe special handling precautions for ESD devices described in removal
instructions.
a. Remove cap plug from DCP connector.
b. Connect aircraft wiring connector to DCP connector, then secure by rotating locking ring
clockwise.
c. Install DCP in panel and secure the four turn-lock fasteners.
d. Close the following circuit breakers:
(1) CAPT DCP (Left Emergency 28V DC Bus)
(2) F/O DCP (Right Emergency 28V DC Bus)
(5) Any other related system circuit breakers
34.01.50 12-02-02 Revision 16

15. Display Control Panel – Test
a. Check EHSI, EADI and DCP integral lighting.

b. Set the Captain and F/O’s panel lighting and center pedestal lighting control to the full
clockwise position.
c. Do an operational test of the EADI/EHSI. (Refer to Paragraph 9 – Operational Test
Procedures.)
16. Preflight Differences
a. On arrival at the aircraft, the displays should appear blank. Confirm EADI, EHSI, and
DCP circuit breaks on the left and right DC emergency busses are in. These circuit
breakers should be in at all times. Turn the bright control knob on the CAPT and F/O
DCP Panel and adjust the EADI and EHSI display to desired intensity.
b. Instrument Annunciator Indicator
(1) Instrument Annunciator Test Button – Press to test.
(a) Observe instrument red warning flags, INST 1, GA 1, INST 2, and GA 2

appear in both CAPT and FO’s EADI’s. Yellow comparator warning flags,
ROLL, HDG, G/S, and LOC will not appear. These are tested by the self-test.
(2) Annunciator Reset Button (Pilot’s Instrument Panel) – Press to reset.
(a) The reset button will reset the red warning flags.
c. Nav Receiver Checks – Receiver checks remain the same.
d. Flight Director Checks – Flight director checks remain the same, except the heading and
course select knobs are located on the DCP installed in the center pedestal.
e. Autopilot Checks – Autopilot checks remain the same, except the heading and course
select knobs are located on the DCP installed in the center pedestal. The EADI also has a
repeating red AP fail flag that will appear anytime that the autopilot fail light located on
the FO instrument panel is illuminated.
f. Windshear Warning System Checks – Windshear annunciation appears in the EADI;

discrete annunciation panel has been removed.
Revision 16 12-02-02 34.01.51

g. Display and Control Panel
(1) Rotate the BRT knobs clockwise to increase display brightness and
counterclockwise to decrease brightness.
(2) Press the COMPACT button to toggle the display between the basic EADI and the
compact flight display.
(3) Press the NAV DATA button to display different data available in the lower left
corner of the EHSI.
(4) Rotate the MODE selector switch between the different EHSI modes. Two
available displays are Basic EHSI and ARC EHSI.
(5) Rotate the HDG selector to adjust the position of the heading bug on the compass
card and the heading in the selected heading readout.
(6) Rotate the CRS selector to adjust the desired course readout and pointer. A radio
navigation source must be available.
(7) Rotate the RNG selector to change the range display of the FMS map display.
(8) Press the DU TEST button. This will activate the internal built-in test (IBIT). Press
the NAV DATA button to return to normal display. The DU TEST button is
deactivated in flight.
17. Electronic Flat Panel Instruments Illustrated Parts Catalog
a. This section contains information pertinent to the installation of Rockwell Collins

Electronic Flat Panel Instruments in DC-8 aircraft per Hollingsead MDL 2515-01.
b. The IPC data contained herein supplements or modifies the information contained in
McDonnell Douglas IPC. The information contained in this supplement will supersede
or modify the information in the McDonnell Douglas IPC only where specifically stated
in this document.
34.01.52 12-02-02 Revision 16

IPC: LRU INSTALLATION

Figure 34.01-10 (1 of 3)
Revision 16 12-02-02 34.01.53

Fig Effect Unit Per

Part Number 1234567 Nomenclature
Item From To Assy
Installation – Electronic Flat
10-1 2515-3420-103 RF
Panel Line Replaceable Unit
Panel, Flat, Indicator (FPI-920)
10 822-1624-012 A 4
(Rockwell-Collins)
Clamp, Electronic Flat Panel
(MSP Inc., Nashville, TN)
20 64624B A 4
Alt 64301B (MSP Inc.,
Nashville, TN)
30 MS35214-48 Screw, Claw Jack A 8
40 MS35214-49 Screw A 8
Display Control Panel
50 822-1255-401 A 2
(Rockwell-Collins)
2515-3915-501-
60 Blanking Plate A 2
101
NOTE A: Effectivity: N602AL, N603AL, N604BX, N605AL, N606AL
34.01.54 11-20-08 Revision 31

IPC: TERMINAL BLOCK INSTALLATION

Figure 34.01-10 (2 of 3)
Revision 16 12-02-02 34.01.55

Fig Effect Unit Per

Item From To Assy
2515-3444-100 Installation – Terminal Block
10-2 RF
2515-3420-101 Assembly
2515-3915-401- Mount Plate (Capt.)
10 A 1
101 (Hollingsead)
2515-3915-401- Mount Plate (F/O)
-15 A 1
103 (Hollingsead)
20 YHLZG-16-1 Ground Block (Burndy) A 12
21 MS20470AD3-5 Rivet, Universal Head A 48
30 YHLZE8-4 Terminal Block (Burndy) A 112
40 AAMC-6 End Clamp (Burndy) A 4
50 AMY720OT5 Rail 20” (Burndy) A 2
51 MS20426AD4-5 Rivet, Flush Head A 18
60 NAS1801-8-8 Screw A 8
NAS1
70 Washer A 8
149DO332J
80 DAT-18-502 Ref Designator Label (Brady) A 18
90 2515-1100400-
Placard (Hollingsead) A 2
105
NOTE A: Effectivity: N602AL, N603AL, N605AL, N606AL
34.01.56 06-16-03 Revision 18

GENERAL MAINTENANCE MANUAL
MAINTENANCE FORMS & REPORTS
IPC: CIRCUIT BREAKER INSTALLATION

Figure 34.01-10 (3 of 3)
Fig Effect Unit Per
Item From To Assy
2515-3420-100
10-3 2515-3420-101 Installation – Circuit Breakers RF
2515-3420-102
10 BACC18Z1R Circuit Breaker 1 Amp A 2
20 BACC18Z7R Circuit Breaker 7.5 Amp A 4
Revision 16 12-02-02 34.01.57

INTENTIONAL
BLANK
34.01.58 12-02-02 Revision 16

34.02 – ATC TRANSPONDER SYSTEM

TABLE OF CONTENTS
Paragraph Page
1. TEST REQUIREMENTS --------------------------------------------------------- 34.02.01
2. GENERAL-------------------------------------------------------------------------- 34.02.01
3. FRONT PANEL CONTROLS (ALL UNITS) --------------------------------- 34.02.02
34.02-1 FAR 43 ATC TRANSPONDER SYSTEM RAMP TEST RECORD---------- 34.02.05
Revision 28 05-11-07 34.02-i

INTENTIONAL
BLANK
34.02-ii 05-11-07 Revision 28

CHAPTER 34-NAVIGATION
34.02 ATC TRANSPONDER SYSTEM
1. Test Requirements
a. FAR Part 91 requires that every 24 months each aircraft transponder system be checked
in accordance with Appendix F of Part 43.
b. In addition to the FAR requirements, a transponder system check must be performed

when:
(1) replacing a component which provides data to the transponder system, such as:
(a) Digital Air Data Computer #1

(b) #2 FMS Digital Air Data Computer (-73 Series Aircraft Only)
(c) Altimeter (All Non-73 Series Aircraft)
(e) Control Head
(f) Transponder
(g) Antenna
NOTE: RVSM compliance requires two separate functioning altitude sources.
(2) repairing wiring for the above listed components and systems.
c. Test points of the component replacement test procedures will be used.
d. To verify ATC transponder operation, difference between ATC transponder and altitude
reporting equipment shall not exceed 125 feet (FAR 43 Appendix E, Para. (c)).
e. Documentation. Form 34.02-1 provides the required steps and space to record readings
of a system check. This form must be completed and attached to the action document
whenever a transponder/altitude reporting system check required above is performed.
f. Test Equipment.
(1) Use the T-48D/T-49/T-49C/T-49CF or equivalent. If equivalent is used, follow the

instructions contained with that equipment.
(2) For ELS equipped aircraft, use the TR-220 Multifunction Test Set or equivalent.
Refer to Section 2 of the TR-220 Operating/Maintenance Manual for operating
instructions. If the TR-220 Test Set or equivalent is not available, perform the test
using the T-48D/T-49/T-49C/T-49CF or equivalent test set, and a carryover must be
issued to show that the aircraft is not ELS compliant.
Revision 29 10-29-07 34.02.01

34.02 ATC TRANSPONDER SYSTEM (CONT’D)
2. General
a. The T-48D XPDR/DME Ramp Test Set is a battery powered, portable unit used to test
operation of transponder and DME systems antenna-to-antenna when installed in an
aircraft. A direct connection coupler is also provided so that the test set can be directly
connected to the antenna connector of the unit under test (UUT). The T-48D test set may
be operated in one of three modes of operation; (1) via the use of an Omni antenna to the
antenna connector, (2) via the implementation of the TAP-122 in a “direct-connection”
configuration between the test set and the UUT RF output connectors, and (3) by placing
the TAP-126 antenna fixture to the blade antenna of the UUT.
b. The T-49 series of TCAS/XPDR test equipment tests airborne ATCRBS (Mode A/C) and
Mode S transponders and TCAS I/II systems. They are self-contained battery-operated
test sets that require no direct connection to the equipment under test. The test set
receives and radiates signals to the UUT from an antenna. For Mode-S and ATCRBS, an
antenna coupler unit is provided to measure transponder transmitter power, frequency,
receiver sensitivity, and diversity operation.
c. Both the T-48D & T-49 series of test sets are equipped with an Accessories Connector
capable of connecting to a standard 9 pin serial communications cable for the purpose of
downloading stored data to an IBM PC or compatible.
3. Front Panel Controls (All Units)
a. DC Power Switch. All the T-48D/T-49 series units can be operated via AC ground
power or DC power supplied via an onboard battery pack. To engage battery power on
the T-48D, place the switch marked “DC” to the “ON” position. On the T-49 series test
sets, simply initiate the tests with the “AC Power” switch in the off position. This will
begin the test/interrogate sequence in the DC power mode of operation.
b. Interrogate Switch. Select the appropriate mode of operation with the mode selector
knob, and press the “Interrogate Switch” to initiate an automatic sequence of tests. The
test sequence continues until a failure occurs (error message displayed). After successful
completion of interrogate mode, the test data is stored in internal memory. This data can
later be sent to a computer for a hard copy.
c. Test Switch. Select the appropriate mode of operation with the mode selector knob, and
press the “Test Switch” once to start the first test of the sequence and display relevant
data after the completion of the test. The test will repeat continuously and the results
displayed until the test switch is pressed again to move onto the next test in the sequence.
d. Light Switch. When pressed to MOM (momentary) or ON, the display backlighting is
illuminated. Note: the use of the backlight feature significantly decreases battery life.
e. AC Power Switch. Line voltage On-Off switch for battery charging. On the T-48D, the
yellow AC Power lamp will light when the AC is turned on. On the T-49 series
equipment, a red LED will illuminate when the unit is charging.
34.02.02 10-29-07 Revision 29

f. AC Input Connector. AC plug for ground operation or charging of the internal battery.
g. Mode Switch. This rotary switch selects the time delay between P1 and P3, and thus the
interrogation Modes 1, 2, 3/A, B, C, and D.
h. Accessories Connector. Connect a standard 9-pin serial communications cable to an
IBM PC or compatible.
i. Data Display Window. An alpha-numeric display (two line, twenty character) which
provides operational instructions, error messages, scenario progress, and test data.
j. Antenna Connector. Connection point for the omni-directional dipole antenna,
directional (TAP) antenna, and antenna coupler (TAP) units.
k. T-48D Front Panel Features.
(1) Function Rotary Switch.
(a) Mode 3a. Interrogates Mode 3a Transponder
(b) Mode C. Interrogates Mode C Transponder
(c) Mode S. Interrogates Mode S Transponder
(d) DME 978MHz. Performs DME tests on channel 17X, 108.00 MHz
(e) DME 1104 MHz. Performs DME tests on channel 17Y, 108.05 MHz
(f) DME 979 MHz. Performs DME tests on channel 18X, 108.10 MHz
(2) DME Toggle Switches.
(a) IDENT. Adds identification tone
(b) To/From. Selects velocity direction
(3) Range/Velocity Rotary Switch (for use with DME tests only).
(a) 0 miles 0 knots
(b) 10 miles 10 knots
(c) 25 miles 25 knots
(d) 90 miles 90 knots
(e) 100 miles 100 knots
(f) 130 miles 130 knots
(g) 180 miles 180 knots
(h) 300 miles 300 knots
l. T-49 Series Front Panel Features.
(1) Function Rotary Switch.
(a) XPDR. Interrogates ATCRBS and/or Mode-S transponder. Performs a pre-
programmed test sequence which will continue unless a failure occurs (error
message displayed) or until the test is completed successfully (relevant data
displayed).
Revision 29 10-29-07 34.02.03

(b) TCAS. Simulates the approach of a TCAS equipped intruder. Works with
scenario selector to provide different intruder scenarios. The parameters for
each scenario are screened on the front panel. Provides Mode-S replies in
response to Mode-S interrogations. Response to uplink format with a Mode-S
reply which indicates a simulated intruder is TCAS equipped. Also supplies
Mode-S squitter transmissions and simulated replies, not in response to
interrogations.
(c) Mode-S. Simulates the approach of a Mode-S equipped intruder. Works

scenario selector as described in the previous “TCAS” description. Also
supplies Mode-S squitter transmissions and simulated replies, not in response
to interrogations.
(d) ATCRBS. Simulates the approach of an ATCRBS equipped intruder. Works

with the scenario selector as previously noted in the “TCAS” description.
Provides ATCRBS/C replies in response to valid ATCRBS/C interrogations.
(2) Scenario Selector. Simulates the approach of an intruder aircraft scenario. The
altitude and closing rate of speed for each scenario is screened on the front panel.
The T-49 Fixed Scenario Selector selects a fixed intruder at 4 nmi at ±1000 ft.
relative altitude. The T-49C/CF altitude offset selector selects the positive or
negative altitude offset for the scenario selected. Also note that the T-49C/CF can
stop (fixed intruder mode) and start any scenario in progress by pressing the Test
Switch.
(3) Data Storage Switch. Press after interrogate mode is completed test data in RAM.
This data can later be downloaded into a PC. Press after test mode is completed to
repeat the current test.
(4) Setup & Test Procedures. Carefully unpack and inspect the units for damage.
Release the latches securing the cover and check inside the cover compartment for
accessories such as the line cord, omni-directional dipole antenna, directional
antenna, and the appropriate antenna couplers (depends on the test set model) and
User Manual. Complete ATI Recurring Non-Routine Job Card 34.02-1 in
accordance with the appropriate test set user manual. If no manual is supplied with
test equipment, refer to the ATI Test Equipment Reference Manual or contact
Maintenance Control or the Director of Quality Control.
34.02.04 05-11-07 Revision 28

ATI RECURRING NONROUTINE ATI-001

34.02-1
JOB TITLE
FAR 43 ATC TRANSPONDER SYSTEM RAMP TEST RECORD
Job Card Reviewed By Date
Page 1 of 1
Mechanic Inspector
A. Record the following transponder information:
S/N: Type:
Reason for test:
Note: Refer to Section 2 of the applicable test equipment user manual for procedural reference.
B. Mode C and Mode S:
FAR 43
Description Record Readings
App. F
Paragraph
(a) Frequency Check (1090.0 MHz ±1) freq. = MHz
(b) (1) Suppression: P1 = P2 Pass/Fail
(b) (2) Suppression: P2 > P1 Pass/Fail
(c) (1) Receiver Sensitivity: Mode A = dbm/dbw
(A,C = -73 ±4 dbm/-103±4 dbw) Mode C = dbm/dbw
Mode S = dbm/dbw
(S = -74 ±3 dbm/-104±3 dbw)
(c) (2) Difference between Mode “A” and Mode “C” dbm/dbw
(Dif<1)
(d) (1) RF peak output power dbm/dbw
(between 51-57 dbm or 21-27 dbw)
C. Mode S Only:
(e) Diversity Transmission Pass/Fail
(f) Address Acft #
(g) Formats Pass/Fail
(h) All Call Interrogation Pass/Fail
(I) ATCRBS Pass/Fail
(j) Squitter Check Pass/Fail
D. ELS Mode S Only:
Flight number check (input ATN123 into assoc. FMS) Flt Number
E. Initiate Aircraft Logbook entry to record ramp test and attach Mechanic Inspector
completed job card to log page. Record log page Nr. ___________
Revision 29 10-29-07 34.02.05

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BLANK
34.02.6 10-29-07 Revision 29

34.03 – PULSE DME SYSTEM RAMP TEST PROCEDURE

TABLE OF CONTENTS
Paragraph Page
1. GENERAL-------------------------------------------------------------------------- 34.03.1
2. FRONT PANEL CONTROLS --------------------------------------------------- 34.03.1
3. PROCEDURES USING RADIATED SIGNALS ----------------------------- 34.03.3
4. OPERATION USING DIRECT CONNECTION ----------------------------- 34.03.5
FIGURES
34.03-1 TEST CONNECTION USING TAP-100 ADAPTER --------------------------- 34.03.5
Revision 14 12-03-01 34.03-i

INTENTIONAL
BLANK
34.03-ii 12-03-01 Revision 14

34.03 PULSE DME SYSTEM RAMP TEST PROCEDURE
1. General
a. The T-24A Ramp Test Set is a battery operated, hand held test set which enables DME
(distance measuring equipment) checks to be performed in the aircraft. This is
accomplished by receiving the interrogation from the unit under test and replying with a
delayed pulse pair. The entire DME system including antenna, antenna cable, and power
cable is checked for proper operation.
b. The T-24A will operate in both X and Y modes. The T-24A transmitter operates on
VOR 108.0 channel (978 MHz) for X mode, and 108.05 channel (1104 MHz) for Y
mode. The transmitted frequency is crystal controlled to within 0.002%.
c. Some of the characteristics of the unit under test which can be checked are proper
transmitter pulse spacing, echo rejection, distance lock-on from -1 to 399.9 nautical
miles, efficiency check from 10 to 100%, and PRF rate. A 1350 pulse pairs/sec
(equalized or non-equalized) Ident signal can also be transmitted to check the audio
portion of the DME.
d. Distance, velocity, and efficiency functions of the T-24A are controlled by easy-to-use
lever-wheel switches. These switches permit rapid setting to any desired range, velocity,
or efficiency. All other functions of the unit are controlled by push buttons. The ease of
operation of this unit enables the technician to check out a DME in just a few minutes.
e. A battery check meter on the front panel gives a visual indication of battery condition
while the unit is in operation. The unit is powered by a battery of seven D-size Ni-Cad
cells. Should the battery become depleted during a test, a built-in power supply/charger
can be utilized to operate the unit while charging the battery. Full recharge takes 14
hours but the battery may be left on charge indefinitely with no damage to the battery or
test set.
f. An automatic cutoff switch shuts off battery power when the unit is closed. this prevents
depletion of battery charge should the technician fail to turn the unit off after use.
g. An accessory, TAP-105, is for use with the T-24A. The TAP-105 is an antenna
mounting plate with suction cups, and allows the T-24A antenna to be mounted outside
the aircraft for increased signal strength.
2. Front Panel Controls
a. Power. A push button switch controls battery power to the unit. Power is automatically
shut off with closure of the cover.
Revision 5 01-15-98 34.03.1

34.03 PULSE DME SYSTEM RAMP TEST PROCEDURE(cont’d)
b. Battery Check. A miniature meter, with the left half of the scale red and the right half
white, monitors the status of the voltage regulators, and indicates when the battery is
exhausted. When the battery is fully charged the needle will move to the extreme right
hand side of the scale. As the battery becomes depleted the needle will move towards the
left. When the needle enters the red area the battery is near the end of its charge and
must be recharged.
c. Velocity - Distance. This push button switch controls the mode of operation of the T-
24A. when checking a DME the normal procedure is to verify that the range circuitry is
operating properly before attempting ground speed checks.
d. Distance - N.M. A set of four lever-wheel switches allow the range delay of the T-24A
to be set anywhere between zero and 399.9 nautical miles when the function switch is in
the DISTANCE position. when the function switch is in the VELOCITY position the
two most significant lever-wheels set the point (within 5 N.M.) at which the range delay
automatically reverses. Note that the actual reversal occurs 4.0 N.M above the setting of
the first two lever-wheels.
e. -1 N.M. This is a spring loaded push button switch which subtracts 1 N.M. from the
distance setting. This is useful to check marginal DME lock-on at distances slightly
below zero N.M.
f. Normal - Echo. This pair of push button switches control the reply of the T-24A. If
both push buttons are released or the NORMAL button only is in, the T-24A reply will
occur at the N.M. setting of the distance lever-wheel switches. The echo reply of the T-
24A occurs 10 N.M. above the distance setting of the lever-wheel switches and can be
activated by pushing the ECHO button in with the NORMAL button out. If both buttons
are pushed in, the T-24A reply will consist of both normal and echo pulses.
g. Velocity - Knots. A set of three level-wheel switches which become operational only
when the function switch is in VELOCITY position. Note that any velocity, 0 to 9990
knots, may be chosen in 10 knot increments.
h. Manual Reverse. This push button switch allows the velocity function to be set at TO or
FROM at any time as indicated by the TO - FROM lamps.
i. Efficiency. Defined as the ratio of reply pulses to interrogation pulses. This level-wheel
switch allows this ratio to be set anywhere from 10 to 100% in 10% increments.
j. Ident. This push button switch causes the T-24A to delete the reply and transmit and
Ident signal consisting of 1350 pulse pairs/sec, or 1350 double pulse pairs/sec, depending
upon the setting of equalization (EQUAL) switch.
Revision 5 01-15-98 34.03.2

k. Equalization. This push button switch (EQUAL) allows the Ident signal to be 1350
pulse pairs/sec, or 1350 pulse pairs/sec equalized, which is actually 2700 pulse pairs/sec
in groups of 2 so that the AGC circuit of the DME sees 2700 pulse pairs/sec while the
audio portion of the DME sees 1350 pulse pairs/sec.
l. Frequency. This push button switch controls the frequency of the transmitter and the
pulse spacing of the reply and squitter.
m. Meter. This push button switch selects the full scale range (0-30, or 0-150) of the PRF
meter, which indicates the interrogation rage of the DME under test.
n. Automatic Battery Cut-off. This switch, mounted to the front panel is actuated by a
plunger when the cover of the unit is closed. This feature prevents accidental discharge
of the battery should the technician fail to turn the unit off after use. It is important that
the battery in the T-24A not be completely discharged since permanent cell damage could
occur.
3. Procedure Using Radiated Signals
a. Before operating the T-24A remove the antenna from the cover. If the T-24A is equipped
with the TAP-105 antenna mounting plate this must first be removed to expose the
antenna. The checkout may be performed using the TAP-105 by placing it on the outside
of the aircraft. The T-24A antenna is inserted into the receptacle in the TAP-105 and the
cable connector inserted into the T-24A antenna jack. If the TAP-105 is not being used,
insert the antenna into the T-24A antenna receptacle. Screw all connectors down tight to
get a good ground connection.
b. Ascertain the status of the Ni-Cad cells by actuating the POWER switch to the ON
position and observing the position of the BATTERY CHECK meter needle. Do not
operate the unit unless the BATTERY CHECK indicator needle is in the white portion of
the scale. If necessary, the T-24A may be operated with an exhausted battery by
removing the line cord in the cabinet lid and connecting it to the unit and to a 115 volt
50-400 Hz receptacle.
c. The checkout is composed of two major categories: DME checkout and Ground Speed
checkout. Perform the DME checkout first, since the ground speed portion of the DME
requires correct DME operation.
(1) Turn the DME on, set it to 108.0 MHz, and allow sufficient warm up time.
(Minimum 60 seconds)
(2) Set the T-24A controls as follows:
Revision 5 01-15-98 34.03.3

DISTANCE 000.0 N.M

EFF 100%
FUNCTION DISTANCE (out)
NORMAL ON (in)
ECHO OFF (out)
SQUITTER 2700 (out)
FREQ 108.00 (out) or 108.05
(in)
METER 150 (out)
(3) Press the POWER switch and ascertain that the battery check meter is indicating in
the white portion of the scale. If not, charge the battery or operate the unit from a
115 volt 50-400 Hz power line.
(4) Note that the PRF meter is reading the interrogation rate of the DME; in search
mode, 146+ 2. When lock-on (track mode) is achieved note again the PRF rate, 21
+ 1, using the 0-30 scale.
(5) Select various distances by moving the four DISTANCE lever-wheel switches.
note that the DME unlocks after a memory time of about 8 seconds, and locks to the
new distance.
(6) Check for marginal operation of the DME at zero N.M. distance by pressing the -1
N.M. switch and setting the DISTANCE lever-wheel switches to 000.9. this is a
net distance of (0.9 - 1) or - 0.1 N.M. After lock-on, the net distance may be
reduced further by decreasing the 0.1 N.M. distance lever-wheel in 0.1 N.M.
increments until it reads zero. This will be a net distance of -1.0 N.M.
(7) Echo rejection of DME'S having echo protection circuitry (EPC) may be checked as
follows: Depress the ECHO switch and release the NORMAL switch on the T-
24A. Set the DISTANCE switches to any range less than 80 N.M. and allow the
DME to lock on to the echo reply pulse. Note that the DME indicator shows a
distance 10 N.M., greater than the distance setting. Press the NORMAL switch in.
The reply now consists of the normal distance pulse pair, and the echo pulse pair.
The DME, after a few seconds, should unlock and lock on to the normal reply pulse
pair. If the DME remains locked to the echo pulse, it may not contain echo
protection circuitry, or it is defective.
NOTE: An inoperative EPC will cause a flap to show on the cockpit indicator.
(8) Efficiency check may be made as follows: Set the DISTANCE switches to 100
N.M. and allow the DME to lock on at 100% efficiency. Set the efficiency (EFF)
Revision 5 01-15-98 34.03.4

switch to 90% and increase the distance by 10 N.M. After memory time, the DME
will lock on to the new distance setting. Repeat for 80%, 70%, and so on, until the
DME no longer can lock on to the reply. DME’s must be able to lock to a 70%
efficient reply.
(9) The audio portion of the DME may be checked at any time by pressing the IDENT
button. When IDENT is pressed, the reply pulse pairs of the T-24A are disabled. If
IDENT is held down longer than the DME memory time, it will resume the search
mode.
(10) If it is desired to start the velocity check at some particular distance setting, allow
the DME to lock to the T-24A in distance function at the desired distance. Then
press the FUNCTION switch to the VELOCITY or IN position. The T-24A reply
will then move from the selected distance setting in a direction either TO or FROM.
Once the T-24A is set to the VELOCITY function the AUTO REVERSE switch
can be used to select either TO or FROM as desired.
4. Operation Using Direct Connection. The T-24A may be operated with a direct connection to
the unit under test when it is undesirable to radiate a signal. When a direct connection is
made, it is important that sufficient attenuation be placed between the test set and DME, to
avoid damaging the test set. Use of a Tel-Instrument TAP-100 test accessory is
recommended. Ordinary attenuators and adapters may be used, providing that the attenuator
connected to the DME has sufficient peak power handling capability for the DME under test.
T-24A TAP-100 DME
TEST CONNECTION USING TAP-100 ADAPTER

Figure 34.03-1
Revision 5 01-15-98 34.03.5

INTENTIONAL
BLANK
Revision 5 01-15-98 34.03.6

34.04 RESERVED FOR FUTURE USE
Revision 25 09-05-06 34.04.1

INTENTIONAL
BLANK
34.04.2 09-05-06 Revision 25

34.05 – TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM –

CAS-81
TABLE OF CONTENTS
Paragraph Page
1. DESCRIPTION AND OPERATION-------------------------------------------- 34.05.1
2. EQUIPMENT ---------------------------------------------------------------------- 34.05.1
3. TEST PROCEDURES ------------------------------------------------------------ 34.05.5
4. FAULT ISOLATION ------------------------------------------------------------- 34.05.8
5. MAINTENANCE PROCEDURES---------------------------------------------- 34.05.17
6. REMOVAL AND REPLACEMENT ------------------------------------------- 34.05.17
7. MAINTENANCE REFERENCES ---------------------------------------------- 34.05.20
FIGURES
34.05-1 TCAS II COMPONENTS SYSTEM PLACEMENT RELATIONSHIP ------ 34.05.3

34.05-2 MINIMUM TCAS II CAS-81 EQUIPMENT SET AND OPTIONS ---------- 34.05.4
34.05-3 TCAS DISPLAY---------------------------------------------------------------------- 34.05.10
TABLES
34.05-1 MODE S LINE MAINTENANCE TROUBLESHOOTING PROCEDURE - 34.05.12

34.05-2 TCAS LINE MAINTENANCE TROUBLESHOOTING PROCEDURE----- 34.05.13
Revision 16 12-02-02 34.05-i

INTENTIONAL
BLANK
34.05-ii 12-02-02 Revision 16

34.05 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM - CAS-81
1. Description and Operation
a. TCAS II is an airborne traffic alert and collision avoidance advisory system that operates
without support from ATC ground stations. The system detects the presence of nearby
intruder aircraft equipped with transponders that reply to ATCRBS Mode C or Mode S
interrogations. TCAS tracks and continuously evaluates the threat potential of these
aircraft to own aircraft; displays the nearby transponder-equipped aircraft on a traffic
advisory display; and during threat situations, provides traffic advisory alerts and vertical
maneuvering resolution advisories to assist the pilot in avoiding mid-air collisions.
b. Detection and tracking of intruder aircraft is performed via transmission and receptions
on a top-mounted TCAS directional antenna and a bottom-mounted TCAS
omnidirectional or bottom-mounted TCAS directional antenna.
c. A TCAS-equipped aircraft includes a Mode S air traffic control transponder and a

transponder/TCAS control unit. The Mode S transponder performs the MODE S
transponder functions required by TCAS as well as the non-TCAS functions of existing
ATCRBS (Modes A and A/C) transponders.
d. TCAS II equipment operates at the same transmit and receive frequencies as ground
stations (1030 MHz transmit and 1090 MHz receive). TCAS and ground stations operate
at transmit and receive frequencies that are inverse to transponder transmit and receive
frequencies as shown below.
SYSTEM TRANSMIT FREQ RECEIVE FREQ

MODE S or Mode A/C ATCRBS XPDRS 1090 MHz 1030 MHz
TCAS II 1030 MHz 1090 MHz
GROUND STATION 1030 MHz 1090 MHz
e. TCAS interrogates only in Mode C and Mode S by transmitting 1030-MHz messages via
the top and bottom TCAS antennas. TCAS receives 1090-MHz messages from Mode S
and ATCRBS Mode A or Mode C transponders via the top directional antenna and the
bottom TCAS omni or directional antenna.
2. Equipment: Figure 34.05-1 shows the interconnect relationship for the system components.
Figure 34.05-2 shows the equipment required to meet minimum system requirements. The
required and optional TCAS II system, including aircraft systems are:
a. TCAS processor (required equipment)
b. Top-mounted omni or directional antenna (required equipment)
Revision 5 01-15-98 34.05.1

34.05 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM - CAS-81(cont’d)
c. Bottom-mounted omni or directional antenna (required equipment)
d. Installation selectable combinations of resolution advisory (TA/VSI or RA/VSI) and

traffic advisory displays (TA/VSI, PPI, dedicated, etc.) (required equipment)
e. Mode S transponder system components (required equipment)
f. Required (essential) aircraft equipment
g. Optional (non-essential) aircraft equipment
34.05.2 01-15-98 Revision 5

34.05 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM - CAS-81 (cont’d)
TCAS II COMPONENTS SYSTEM PLACEMENT RELATIONSHIP

Figure 34.05-1
Revision 25 09-05-06 34.05.3

34.05 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM - CAS-81 (cont’d)
DESCRIPTION OF MINIMUM TCAS II CAS-81 EQUIPMENT SET AND OPTIONS AS SHOWN ABOVE
ITEM # NAME PART NUMBER COMMENTS & EFFECTIVITY
1 TPA81-A TCAS Processor 066-50000-2120, or 41CX, 71CX, 721CX, 722CX & all Ex-
066-50000-2220 UAL DC-8-71’s
2 AN-81A Directional Antenna – 071-50001-8102 41CX, 71CX, 721CX, 722CX & all Ex-
Top/Bottom UAL DC-8-71’s
3 TRA 67A Mode S Transponder 1 066-01127-1602 41CX, 71CX, 721CX, & all Ex-UAL
DC-8-71’s
066-01127-1601 Alternate for 823BX, 825BX, 829BX
4a/5a IVA-81A TA/VSI Integrated Advisory 066-50001-1001, or 41CX, all Ex-UAL DC-8-71’s
Display/Indicator – Pilot/Co-Pilot 066-01171-1001, or
066-50001-0901
4b/5b IVA-81A RA/VSI Integrated Advisory 066-50002-8102 71CX
Display/Indicator – Pilot/Co-pilot
4c/5c IVA-81A TA/VSI Integrated Advisory 066-50001-3604 721CX, 722CX
Display/Indicator – Pilot/Co-Pilot
6 CTA-81, or KFS-578A Control Unit - 071-01503-0201 All Ex-UAL DC-8-71’s
Dual Mode S (TCAS Control Panel) 071-01480-0013/0017 41CX, 71CX
Single Mode S/TCAS Control Unit 071-01515-2601 721CX, 722CX
7a TRA 67A Mode S Transponder 2 066-01127-1601 All Ex-UAL DC-8-71’s
7b TRA 67A Mode C Transponder 2 622-2224-001 41CX
622-2224-002 71CX
8 PPI Radar with TCAS Mod Various See Applicable Radar MM.
MINIMUM TCAS II CAS-81 EQUIPMENT SET AND OPTIONS
Figure 34.05-2
34.05.4 05-11-07 Revision 28

3. Test Procedures. This test verifies the proper operation of the CAS-81 Traffic Alert and
Collision Avoidance System. Utilizing the self-test function and an optional ramp test, this
procedure is used after the system units have been initially installed and thereafter as an
operational check. This procedure is comprised of a pretest setup, self-test, manual test, and
ramp test. The following tests are performed on the ground. The Mode S transponder
system post-installation test is contained in the associated Mode S transponder maintenance
manual.
a. Pretest Setup. The following steps apply/check the CAS-81 system input power,
configure the operational controls, and verify that the system is ready for testing.
(1) Perform the Mode S transponder system post-installation test.
(2) Confirm that aircraft 115V 400 Hz or 28 Vdc and 26 Vac power sources are
operational; i.e., check power bus meter.
(3) Check the aircraft 5V ac or dc or 27 Vdc panel background lighting power source
and dimmer control are operational by adjusting the cockpit dimmer switch for
proper cockpit panel background illumination.
(4) Select transponder #1 and place transponder #1 and #2 in STANDBY mode as

follows:
(a) If CTA-81A Control Unit is used, set ATC 1/2 switch to ATC 1 position
(selects Mode S transponder # 1) and rotate function selector switch to STBY.
(b) If CTA-81B Control Unit is used, rotate function selector switch to ATC1
STBY.
(c) If KFS-578A Control Unit is used, press 1/2 pushbutton, if necessary, so that
transponder # 1 is indicated in the LCD display and rotate function select switch
to STBY.
(5) Operate appropriate aircraft circuit breakers to apply power to TCAS processor,
traffic and resolution advisory displays, Mode S transponder subsystem, and all
other aircraft equipment connected to the TCAS processor and Mode S transponder
subsystem, Check that circuit breakers remain closed.
(6) Allow enough time for equipment warm-up. Equipment in the TCAS system
requires one minute for equipment warm-up. External sensors may require more
than one minute warm-up time.
Revision 5 01-15-98 34.05.5

b. Manual Test
(1) On traffic display screen, TCAS STBY mode annunciation should be visible.
(2) Check that brightness of traffic display can be controlled by the appropriate control.
Brightness of traffic display on the TA/VSI is controlled by the aircraft dimmer
switch. Brightness of the traffic display on the PPI or dedicated display is
controlled by the BRT control on the display control panel.
(3) On transponder/TCAS control unit, the ATC FAIL lamp should be extinguished.
(4) On transponder/TCAS control unit, rotate function selector switch to TA position.

The following conditions should exist:
(a) Traffic display indicates TA ONLY.
(b) RA OFF flag is present on RA/VSI.
(c) Transponder/TCAS control panel ATC FAIL lamp is extinguished.
(d) TA/VSI and RA/VSI red and green eyebrows are extinguished.
(e) No fault or fail annunciations are present on traffic display.
(f) TA/VSI and RA/VSI vertical speed needle indicates "0" vertical speed.
(g) Traffic may be displayed on the traffic display depending upon TCAS processor
strapping configuration and whether traffic exists in the area:
• Non-threat Traffic, displayed as an open white diamond.
• Proximity Intruder traffic, displayed as a filled white diamond.
• Traffic Advisory (TA) traffic, displayed as a filled yellow circle.
Note: Except for TEST mode, Resolution Advisory (RA) traffic is never
displayed while the aircraft is on the ground. The RA symbol is a solid
red square.
34.05.6 01-15-98 Revision 5

(5) If CTA-81A Control Unit is used, select Mode S transponder #2 by setting ATC 1/2
switch to ATC 2 position. If KFS-578A Control Unit is used press 1/2 push button
so that transponder #2 is indicated in the LCD display. Note that the identical
conditions as outlined in paragraph d. above exist.
(6) At transponder/TCAS control unit set ABOVE / NORM / BELOW switch as

follows:
1) Set ABOVE-NORM-BELOW switch on transponder/TCAS control unit to
ABOVE. On traffic display screen, ABOVE should be annunciated.
2) Set switch to BELOW. Traffic display screen should annunciate BELOW in
place of the ABOVE annunciation.
3) Set switch to NORM. The traffic display screen area that annunciated ABOVE
and BELOW should be blank.
(7) On transponder/TCAS control unit, rotate function selector switch to TA/RA

position.
c. Self-test. On the transponder/TCAS control unit, initiate the TCAS system functional
test by rotating the spring-loaded function selector switch to the TEST (TST on KFS-
578A) position for one second and then release the switch. Refer to paragraph 2.B. in the
“Fault Isolation” section for a description of the functional test sequence.
d. Ramp Test (Optional). This test requires the use of a TCAS Ramp Tester. Specific
instructions for operating the ramp tester are contained in the applicable operator's
manual. In systems with dual transponders, configure the system to check each function.
Use the ATC 1/2 switch to select transponders. Using the TCAS Ramp Tester, exercise
the TCAS with the various intruder aircraft scenarios. Monitor the displays and aural
messages to verify that system response is correct.
Revision 5 01-15-98 34.05.7

4. Fault Isolation.
a. General.
(1) The TCAS processor is capable of detecting any malfunctions of TCAS

components that degrade or prevent possible collision avoidance protection. The
Mode S Transponder is capable of detecting any malfunction in the Mode S
Transponder system that would degrade normal TCAS functions. In the event of a
transponder system failure, the transponder causes the transponder FAIL or ATC
FAIL indicator on the control unit to light and also communicates the failure status
to the TCAS processor. A failure of either the Mode S or TCAS system during
normal operation results in the following actions by the TCAS processor:
• Provides an indication to flight crew that an abnormal condition exists.
• Causes any Mode S transmissions that report own aircraft status to indicate that
own aircraft has no on-board resolution capability.
• Prevents interrogations by own aircraft TCAS.
• Deactivates the normal TCAS display functions.

NOTE: Refer to pilot’s manual for specific failure indications that will appear on
TA/VSI, RA/VSI, dedicated TCAS traffic display, etc.
(2) There are two different methods of initiating and observing functional self test of
the TCAS/Mode S system. The first is initiated at the transponder/TCAS control
unit and detected failures are enunciated on the traffic display, with the exception of
the IVA-81A TA/VSI. The second method may be used for the TA/VSI or in the
event of inability of another traffic display to annunciate the failure because of
display malfunction or some other reason. The second method is initiated by
pressing the test button located on the front panel of the TCAS processor and
reading fault codes annunciated on a front-panel LED indicator.
(3) Prior to performing Mode S/TCAS system self test, ensure the following aircraft
systems are powered and operating with no failure flags on the appropriate cockpit
instruments:
• Air Data Systems
• Radio Altimeter Systems
• Altitude (Vertical Gyro) Systems
• Heading (Compass) Systems
34.05.8 01-15-98 Revision 5

(4) If the attitude and heading data supplied to the TCAS system is from an AHRS, IRS
or INS, they must be aligned and in an operational mode.
b. Using Transponder/TCAS Control Unit
NOTE: If a PPI Radar/TCAS display is used as the traffic display and has a TCAS
mode on the selector switch it must be turned to the TCAS position for the
test. If not, the selector switch should be turned to the OFF position to allow
the traffic display enable discrete (from the TCAS processor) to turn the
display on. It will require about 5 seconds after the test is initiated for the
display to warm up.
(1) In dual Mode-S-equipped aircraft, set transponder selector on CTA-81A Control

Unit to position 1 to test No. 1 transponder. Rotate function selector
counterclockwise to the TEST position (ATC 1 TEST position on CTA-81B) and
hold switch in this position for at least one second. Thereafter, the self-test
continues automatically for approximately 12 seconds. On the CTA-81( ) Control
Unit, the display window shows ATC12R and the ATC FAIL lamp lights for
approximately 3 seconds.
(2) If there are no malfunctions, the test sequence will be as follows:
(a) A test pattern appears on the displays to allow verification of each type of
intruder symbol. See Figure 34.02-3.
(b) For aircraft equipped with RA-VSI:
1) During the first few seconds of the test, the RA/VSI red and green
circumference lamps(Climb /Descend indicators) illuminate sequentially.
The TCAS flag is in view throughout the test period.
2) After the RA/VSI sequential lamp test, the red and green climb/descend
lamps display a fixed test command representing a typical resolution
advisory throughout the remainder of the test sequence.
NOTE: Loss of valid vertical speed input will cause the VSI flag to appear on
the RA/VSI. If a TA/VSI is used, the legend “VSI” will appear on the
display. A TCAS processor failure will cause the TCAS flag to appear
on the RA/VSI, and TCAS to be displayed on the TA/VSI.
Revision 5 01-15-98 34.05.9

TCAS DISPLAY
Figure 34.05-3
(c) For aircraft equipped with TA/VSI: The TA/VSI indicates a fixed Resolution
Advisory and the traffic symbol test pattern. A "TEST" message is indicated.
(d) For aircraft equipped with PPI Radar, TCAS or dedicated display: The PPI or
dedicated display indicates the TCAS display test pattern and "TEST" is
displayed.
(e) At the successful conclusion of self-test, the TCAS processor outputs onto the
audio bus the synthesized voice message, "TCAS System Test OK".
(3) In the event that a failure is detected during self-test, the voice message output from
the TCAS processor is, "TCAS System Test Fail". The PPI Radar/TCAS display or
dedicated display will annunciate the failed system component(s). Possible traffic
display fault annunciations are as follows:
• TCAS PROCESSOR
• UPPER ANTENNA
• LOWER ANTENNA
• RADIO ALT #1
• RADIO ALT #2
• RADIO ALT #1 and #2
• #1 XPNDR DATA BUS
• #2 XPNDR DATA BIS
• TRAFFIC DISPLAY
• RA DISPLAY #1
34.05.10 01-15-98 Revision 5

• RA DISPLAY #2
• RA DISPLAY #1 and #2
• SELECTED XPNDR
• XPNDR TOP ANT
• XPNDR LOWER ANT
• XPNDR TCAS DATA
• XPNDR CONTROL DATA
• XPNDR ALT #1 and #2
• #1 XPNDR ALT DATA
• #2 XPNDR ALT DATA
• ATTITUDE
• HEADING
• NO TCAS (NO DATA on some versions)
• TD FAIL
• TCAS FAIL
(4) If self test results are not met, perform the following:
(a) If PPI or dedicated display is used, check and record fault annunciation(s). For
Mode S transponder system and TCAS line maintenance troubleshooting
procedures, refer to Tables 34-6 and 34-7 respectively.
(b) In non-PPI or dedicated display aircraft, perform Mode S and TCAS processor
self tests on front of each unit for further clarification of problem.
(5) The following self-test information applies to the CTA-81 ( ) indicators:
(a) Control unit ATC FAIL lamp monitors transponder functions only.
(b) On control unit, letter R illuminates in TEST. In aircraft equipped with a non-
Mode S transponder, letter R illuminates in the ATC-2 position. Letter R does
not illuminate during normal Mode S operation in ATC-1 or ATC-2.
(c) TCAS will be inoperable anytime ATC FAIL lamp is illuminated. The TCAS
system must have an operative Mode S transponder selected in order to function
properly.
CAUTION: REMOVE POWER PRIOR TO REPLACING A MODE S OR

TCAS SYSTEM COMPONENT. DAMAGE TO THE
EQUIPMENT MAY OTHERWISE RESULT.
Revision 5 01-15-98 34.05.11

FAULT ANNUNCIATION REMEDY
XPNDR TOP ANT Check:

XPNDR LOWER ANT
Coaxial connectors
Coax cable
Coax Switches
Coax switch circuit defective
Transponder antenna
#1 XPNDR ALT DATA Check:

#2 XPNDR ALT DATA
XPNDR ALT DATA #1 and #2 Altitude source
Associated wiring
SELECTED XPNDR Check Mode S transponder/control

XPNDR CONTROL DATA unit - Denotes loss/incorrect data not
covered by other fault codes.
XPNDR TCAS DATA Check:

#1 XPNDR DATA BUS
#2 XPNDR DATA BUS Max airspeed program pins
Data bus wires (4)
Mode S address wires
Suppression coax cable
Power wires/circuit breaker
NOTE: If fault is indicated, perform front-panel test of Mode S transponder unit

for further clarification of these problems.
MODE S LINE MAINTENANCE TROUBLESHOOTING PROCEDURE

(Fault Indication on PPI or Dedicated Display)
Table 34.05-1
34.05.12 01-15-98 Revision 5

FAULT ANNUNCIATION REMEDY
TCAS PROCESSOR Perform TCAS processor self test

UPPER ANTENNA (Paragraph 6.) for specifics.
LOWER ANTENNA
ATTITUDE
HEADING
TCAS FAIL/NO TCAS PPI or dedicated display failure.

TRAFFIC DISPLAY
RA DISPLAY #1 A single RA DISPLAY or RADIO

ALT FAULT will not be annunciated
in a dual system unless other faults are
present.
RA DISPLAY #2 Check ADC's, VSI'S, wiring, power.

RA DISPLAY #1 and #2
RADIO ALT #1 and #2 Check both radio altimeters.

TD FAIL PPI failed.
NOTE: If fault is indicated, perform front-panel test of TCAS processor (Paragraph

6.) for further clarification of these problems.
TCAS LINE MAINTENANCE TROUBLESHOOTING PROCEDURE

(Fault Indication on PPI or Dedicated Display)
Table 34.05-2
c. Using TCAS Processor Front-Panel Test Button
Note: Refer to applicable Mode S transponder system maintenance manual for front
panel self tests of Mode S transponder.
Revision 5 01-15-98 34.05.13

(1) Press and hold test push button located at upper left corner of TCAS processor.
The test sequence begins by turning on all LED alphanumeric display segments for
3 seconds. The test pushbutton may be released as soon as the LED's light and the
test sequence will continue until completion.
(2) Both LED displays then turn off for 3 seconds.
(3) If no fault exists, the LED displays annunciate "OK". If a fault exists, the LED
displays annunciate the fault code corresponding to that fault. TCAS system
component faults are coded as follows:
Note: A BITE code label, conveniently located adjacent to the front-panel LED
displays, defines the fault codes.
FAULT CODE FAILURE
OK No failure
TP TCAS Processor
T1 Top Antenna Element #1
T4 Top antenna Element #4
B1 Bottom Antenna Element #1
X1 Mode S Transponder #1
X2 Mode S Transponder #2
RA Radio Altimeter #1 and #2
PT Pitch Altitude Data
RL Roll Altitude Data
HD Heading Data
RD RA Display #1 and #2
PP Program Pins
Note: An antenna element failure indicates loss of continuity or wrong resistor
value. If multiple faults exist, the LED displays annunciate in progression
the fault codes corresponding to each fault detected. The LED displays
will be blanked for one second between the display of each fault code. A
single radio altimeter or RA display fault, which is not annunciated when
no other faults exist, will be annunciated in the presence of other fault(s).
Do not replace TCAS processor unless fault code TP is annunciated.
34.05.14 01-15-98 Revision 5

d. TCAS Processor 02 Version Software. TCAS processor software in the 02 version

software has two BITE tests. These tests, the rf loopback test and the transmitter
calibration BITE, are designed to identify installation faults.
(1) RF Loopback Test Failure Fault Messages. When the rf loopback test fails and the
system is in the TCAS On mode, the following fault messages will be displayed:
PPI or Dedicated Display TCAS PROCESSOR

XPNDR TCAS DATA
Front Panel of the TCAS Processor TP
Front Panel of the TRA-67A Transponder TCAS (red LED) illuminated
Note: The TCAS ON mode is either TA ONLY or TA/RA mode. The rf

loopback test is not run in other transponder-only modes. Therefore, rf
loopback failures are cleared in those modes.
To Identify rf loopback installation faults, perform the following:
(a) Visually inspect all rf cables for signs of improper crimps, connectors not fully
tightened, and rf connectors not “floating” in the ARINC 600 tray connector
preventing a positive connection with the TCAS processor.
(b) Visually inspect the rf cables for the Mode S transponder, checking for the same
faults as described in paragraph 2.d.(1)(a).
(c) Check connections for the Mode S rf cables at the coaxial switches.
(d) Check the TCAS antenna for proper installation. The antenna should be
electrically bonded to the aircraft skin and show no more than 0.1 ohm of
resistance.
(e) If no problems have been found with the connections, cables, coaxial switches
or antenna installations, a cable failure should be suspected. Cables can be
tested using an HP 8753 Network Analyzer or equivalent.
Note: The rf loopback test has been found to fail when an aircraft is inside a
hangar with the TCAS system turned on. This is caused by the TCAS
system receiving “mixes” with the reflected distorted reply from the
hangar walls, causing received reply errors.
Revision 5 01-15-98 34.05.15

(2) Transmitter Calibration BITE test Failure Fault Messages. When the transmitter
calibration BITE test fails, and the system is in the TCAS ON mode, the following
fault messages will be displayed:
PPI or Dedicated Display UPPER ANTENNA or

LOWER ANTENNA
Front Panel of the TCAS T2 and T4, or, T1 and T3, or
Processor B2 and B4, or, B1 and B3
Previously, these fault messages were related to open antenna elements/path or

swapped antenna connections (antenna port impedance). In addition, with 02
version software, these fault messages occur if the associated reception is
considerably out of phase with the transmission. Causes of these faults are as
follows:
(a) Defective rf cables/connections
(b) Faulty directional antenna.
(c) Inadequate antenna bonding
(d) Faulty TCAS processor.
If there is any doubt that a TCAS installation contains an rf cable fault or antenna
installation fault, substitute a known good TCAS processor. If the same fault
indications occur, the fault is in the installation, not the TCAS processor. If a spare
TCAS processor is not available, substitute the suspect TCAS processor in a known
good installation previously tested with 02 version software. If the same fault
indication does not occur, the fault is in the installation, not the TCAS processor.
As an alternate check, rotate the control panel Function Selector to “STBY” and
perform the TCAS Processor Self Test At Unit. If no fault exists, an rf loopback
failure is confirmed and the problem is not the TCAS processor. In almost every
case, cables or connectors will be the cause of the fault. Therefore, premature
removal of antennas or the TCAS processor should be avoided.
34.05.16 01-15-98 Revision 5

5. Maintenance Procedures.
a. General. The purpose of this section is to provide service personnel with

installation and maintenance information pertaining to the Bendix / King TCAS II.
This information pertains to the following TCAS II CAS-81 components shown in
Figure 34.05-1:
TPA-81A TCAS Processor IVA-81B RA/VSI

ANT-81A Directional Antenna IVA-81A TA/VSI
ITA-81A Traffic Display ATC TCAS Omni Antenna
Maintenance information for the Mode S transponder, control units, and

transponder associated omni antennas are described in the applicable Mode S
transponder system maintenance manual.
b. In-Aircraft Adjustments. All alignment and adjustment procedures are

accomplished during bench maintenance. When unit performance indicates an
adjustment or an alignment is required the technician should remove the unit from
the aircraft, then reference should be made to the related Component Maintenance
Manual.
c. System Protection. There are no fuses integral to the TCAS II equipment. The
system is protected by circuit breakers located at the circuit breaker panel in the
aircraft.
d. Lubrication. There are no moving parts in the TCAS II; thus, no lubrication is
required.
e. Cleaning. When deemed necessary, depending upon the environment to which the
equipment is exposed and the intensity of use, periodic cleaning should be
performed. The exterior of the units should be wiped with a lint-free cloth
dampened with an approved cleaning agent.
Note: Any cleaning of equipment interiors should be limited to that required
when performing overhaul (bench-type) work.
6. Removal and Replacement
a. TPA-81A TCAS Processor
(1) Removal
(a) Loosen retaining screw clamps, located on front of the TCAS processor mount,
that secure the TPA-81A to the mount.
Revision 5 01-15-98 34.05.17

(b) Gently pull the TPA-81A forward until unit disconnects from rear connector on
mounting tray and unit slips out of guide pins on mount. Remove unit from
mount.
(2) Reinstallation
(a) Slide TPA-81A onto mount and then gently push unit toward rear until guide
pins are aligned and connector is fully engaged.
(b) Engage and tighten retaining screw clamps to secure unit firmly in place.
b. Directional Antenna
(1) Removal
(a) Detach four coaxial cables from connectors J1-J4.
(b) Remove four or eight screws securing antenna to airframe. Remove antenna
and antenna "0" ring.
(2) Reinstallation
(a) Clean aircraft antenna mounting surface.
(b) Install new antenna "0" ring.
(c) Secure antenna to aircraft using four or eight screws. Apply approved lock-
tight sealant to mounting screws.
(d) Connect the four coaxial cables to corresponding connectors J1-J4 on the
antenna.
(e) Apply approved sealing silicate around outer edge of antenna to seal antenna to
aircraft fuselage.
c. TA/VSI and RA/VSI (RII Required)
(1) Removal
(a) Loosen clamp fasteners on front of unit.
(b) Pull unit forward from cockpit panel and detach mating cable connector (and
pneumatic tube, if applicable) from rear of unit.
(2) Reinstallation
(a) Reconnect cable connector (and pneumatic tube, if applicable) to rear of unit.
(b) Gently reinsert unit into cockpit panel.
34.05.18 01-15-98 Revision 5

(c) Tighten clamp fasteners on front of unit.
(d) Perform leakage test of the static line.
(e) Ensure that unit is secure and check that rear cable is not twisted or kinked.
d. Dedicated TCAS Traffic Display
(1) Removal
(a) Loosen Dzus fasteners on front of unit.
(b) Pull unit forward from cockpit panel and detach mating cable connector from
rear of unit.
(2) Reinstallation
(a) Reconnect cable connector to rear of unit.
(b) Gently reinsert unit into cockpit panel.
(c) Tighten Dzus fasteners on front of unit.
(d) Ensure that unit is secure and check that rear cable is not twisted or kinked.
e. Omni Antenna
(1) Removal. Refer to antenna manufacturer's documentation.
(2) Reinstallation. Refer to antenna manufacturer's documentation.
f. System Functional Testing (Self-Test) - After removal and replacement of any

component of the TCAS System, perform a system functional test. On the
transponder/TCAS control unit, initiate the TCAS system functional test by rotating the
spring-loaded function selector switch to the test (TST on KFS-578A) position for one
second and then release the switch.
Revision 16 12-02-02 34.05.19

7. Maintenance References
a. Traffic Alert and Collision Avoidance System. For further information use the following
Bendix/King Maintenance Manuals:
(1) TCAS Maintenance Manual 34-45-00

(2) PPI-1U Maintenance Manual 34-41-23
b. Mode S ATC Transponder System. For further information use the following
Bendix/King Maintenance Manual:
(1) TRA-67 Maintenance Manual 34-54-11
c. TRA-67 ATC Mode S Transponder System Component Removal and Reinstallation –

Refer to TRA-67 ATC Mode S Transponder System Maintenance Manual, I.B. 1167.
34.05.20 12-02-02 Revision 16

34.06 – SUNSTRAND WINDSHEAR WARNING SYSTEM

TABLE OF CONTENTS
Paragraph Page
1. DESCRIPTION AND OPERATION-------------------------------------------- 34.06.1
2. COMPONENTS-------------------------------------------------------------------- 34.06.1
3. TROUBLESHOOTING----------------------------------------------------------- 34.06.4
4. MAINTENANCE PRACTICES ------------------------------------------------- 34.06.9
FIGURES
34.06-1 SUNDSTRAND WINDSHEAR WIRING DIAGRAM ------------------------- 34.06.12
TABLES
34.06-1 SUNDSTRAND WINDSHEAR WARNING SYSTEM COMPONENTS---- 34.06.3

34.06-2 SUNDSTRAND LEVEL II AND III FAULT MESSAGES -------------------- 34.06.6
Revision 14 12-03-01 34.06-i

INTENTIONAL
BLANK
34.06-ii 12-03-01 Revision 14

AIR TRANSPORT INTERNATIONAL, L.L.C.
34.06 SUNDSTRAND WINDSHEAR WARNING SYSTEM
a. The MK-VII Warning System provides the pilot with aural and visual warning of
potentially dangerous flight paths relative to the ground and wind shear conditions. The
MK-V11 can optionally provide Wind shear recovery guidance to the flight crew on the
existing Attitude Director Indicators.
b. The MK-VII Warning computer generates warnings and recovery guidance based on
information received from several sensors. This information can be in either digital or
analog form. Inputs required for warning modes 1-7 are as follows:
Altitude Above Ground Level Shaker Margin (Guidance Only)

Barometric Altitude Rate Static Air Temperature
Barometric Altitude ILS Select
Glideslope Deviation Sensor Validities
Airspeed Go-Around Switch (some Guidance installations only)
Pitch and Roll Attitude Autopilot engaged (some installations)
Longitudinal and Normal Acceleration Optional Pilot switches: G/S
Angle of Attack Cancel, Guidance Select, Flap Override
Flap and Gear Position
c. The lamps connected to the MK-V11 Warning computer are as follows:
Ground Proximity Warning (GPWS) Glideslope Alert (GSA)

Wind shear Warning (WSW) Wind shear Caution (WSC)
Guidance Enable (Green Button) MK-V11 Non-Operational (GPWS INOP) Optional
Optional
Wind shear Non-Operational (WS INOP)
2. Components
a. MK-V11 Warning Computer, 965-0876001/030-(XXX)-(XXX)
(1) The MK-VII Warning Computer is a digitally controlled computer housed in a 1/4
ATU enclosure. The MK-V11 Warning Computer processes sensor information
and generates aural and visual warnings and recovery guidance. The MK-VII
Warning computer front panel contains two removable modules that store program
and aircraft interface information. The Data Module numbers shown above as
(XXX) form part of the complete computer part number, as shown on the front
panel. For example, part number 965-0876-001-B01-B03 includes Program
Module -B01 and Data Module -B03.
Revision 5 01-15-98 34.06.1

34.06 SUNDSTRAND WINDSHEAR WARNING SYSTEM(cont’d)
(2) The MK-VII can receive sensor information in DC, AC, synchro, or ARINC 429
format. Discrete signals can be either Ground or +28V Discretes. The MK-VII
provides DC command outputs for recovery guidance and Lamp and Audio Outputs
for Warnings and Status. The MK-VII operates on 115 VAC, 400 Hz. The MK-
VII continuously monitors both the internal operations and the external sensor
inputs for detectable failure conditions.
b. Biaxial Accelerometer, 979-0223-001. The Sundstrand Data Control Biaxial

Accelerometer provides normal and longitudinal acceleration information required by the
MK-VII for wind shear calculations. The Biaxial Accelerometer operates on +/- 24 Volts
supplied by the MK-VII Warning Computer. The biaxial accelerometer is not installed
on aircraft in which acceleration information is available from an existing source.
c. CIC Airspeed Transducer, CIC P/N 02940, SDC P/N 964-0421-001. The CIC airspeed
transducer, SDC Part Number 964-0421-001 (CIC P/N 02940), provides airspeed
information to the MK-VII Warning Computer. The CIC Airspeed transducer is only
required on aircraft which do not contain an accessible airspeed source suitable for the
MK-VII.
d. CIC Mini Air Data Computer, CIC Part Number 02942. The CIC Mini Air Data Rate
information to the MK-VII Warning Computer. This transducer is only required on
aircraft that do not have suitable accessible airspeed and altitude sources.
e. Other Sensors. The remainder of the information required by the MK-VII Warning
computer can usually be received from existing sensors. These sensors can include the
following:
ARINC 565, 575, or 706 Air Data ARINC 552 or Collins ALT 50/55 Radio Altitude
Flap position Sensor (Synchro) Angle of Attach Sensor (Synchro, Pot, DC Ratio)
Pitch and Roll Gyros (Synchro) VHF Navigation Receiver
INS or IRS system (Synchro, 429) Shaker Margin (Synchro)
Flap and Gear Position (Discrete)
34.06.2 01-15-98 Revision 5

REF. NO. MFG. PART NO. KEYWORD VENDOR QTY

Assembly 982061 Light Base STACO 2
Caution 92P0065-1 Button Led " 2
Fail ST136-MD2-XX Lamp Assy. Korry 1
979-0223-001 Accelerometer Sundstrand 1
861CAL901FP4 AOA Rosemount 1
600-5705-002* Tray Sundstrand 1
SGA3D150P1201FO* Connector Cannon 2
02940 Sensor A/S CIC 1
965-0876-001 Computer Sundstrand 1
601-0433-001* Accel. Base " 1
646-5104-001 AOA Retainer " 1
652-4393-001 AOA Mount " 1
Ring
602-3904-001* A/S Sensor " 1
Bracket "
440-0513-016* Connector, " 1
Accel.
965-3025-001 RELAY " 1
440-0573-002* Connector, A/S " 1
AOA ST136-MD2-XX Lamp Assy. Korry 1
HEAT
755-7001-006 Installation. Kit Sundstrand 1
SUNDSTRAND WINDSHEAR WARNING SYSTEM COMPONENTS

Table 34.06-1
Revision 5 01-15-98 34.06.3

34.06 SUNDSTRAND WINDSHEAR WARNING SYSTEM (cont’d)
3. Troubleshooting
a. General. The MK-VII Warning Computer contains extensive Built-in Test (BIT) and
fault detection capabilities. The MK-VII Self-Test is initiated by pressing the PULL-UP
lamp or Self-Test switch and will then annunciate any detected faults over the cockpit
speaker. This section details the self-test operation and contains a description of each of
the fault messages. The self-test as described below will only operate when the aircraft is
on the ground and the airspeed is less than 80 knots (60 knots for Program Modules B02
and earlier). A limited self-test can be performed in flight when the aircraft is at least
1500 feet above ground level.
b. Preparation. Verify power is applied to the MK-VII Warning Computer and all
connected subsystems.
c. Self Test Overview. The MK-VII Self-Test is divided into four sections which must be
performed in consecutive order. The Level I Test must be completed before Level II Test
can start. The Self Test is initiated by depressing (5 seconds minimum) the GPWS TEST
control which may be a GPWS warning light assembly or a separate dedicated switch.
Each self-test level is briefly described below and then detailed in the following sections.
Level I Present Status: This is the normal pre-takeoff test performed by the flight crew.
Level II Maintenance Test: This test is usually done by maintenance personnel and is
used to help resolve system faults.
Level III Flight History Test: This test will annunciate faults and warning occurrences
that have happened during past flights. This information is used to resolve
system problems reported by the flight crews.
Level IV Configuration Information Test: This test is used to indicate configuration

status of the installation, the Warning Computer and associated software
programs.
d. Testing
(1) Level I testing annunciates the current status of each of the major functions of the
MK-VII Warning System. These functions include Ground Proximity Warning,
Descent Below Glideslope, Wind shear Detection (if enabled), and Wind shear
Guidance (if installed).
34.06.4 06-01-01 Revision 12

34.06 SUNDSTRAND WINDSHEAR WARNING SYSTEM (cont’d)
(2) The Level II test is initiated by pressing the GPWS Test Button within 3 seconds of
the completion of the Level I test. The GPWS self test button must be continuously
depressed for at least five seconds. If the Self-Test Button is pressed during the
annunciation of the maintenance messages "CANCEL" will be annunciated and
Level II test will be terminated.
(3) If no faults exist when a Level II test is initiated, "NO FAULTS" will be
annunciated and the Level II test will be terminated.
(4) If one or more faults exist then one or more annunciations describing the fault will
be heard. Each fault message and the corresponding sensor/wiring subsystem
detected as failing are listed in Table 34.06-2.
Revision 12 06-01-01 34.06.5

Fault Voice Message Indicated Subsystem
Warning Computer Fault MK-VII Warning Computer
Program Pins Changed Program Pin Wiring, MK-VII

Program Pins Wiring Fault Warning Computer
Radio Altitude Fault Radio Altimeter and Wiring

Radio Altitude Wiring Fault
Decision Height Fault Radio Altimeter Indicator

Decision Height Wiring Fault
Baro Rate One Fault Air Data Computer Number 1

Baro Altitude Rate One Wiring Fault
Baro Altitude One Fault
Baro Altitude One Wiring Fault
Baro Rate Two Fault Air Data Computer Number 2

Baro Altitude Rate Two Wiring Fault
Baro Altitude Two Fault
Baro Altitude Two Wiring Fault
Glideslope Fault VHF Navigation Receiver

Glideslope Wiring Fault
Glideslope Cancel Switch Fault
Accelerometer One Fault SDC Biaxial Accelerometer or

Accelerometer One Wiring Fault Normal Accelerometer No. 1
Longitudinal Accelerometer One Fault SDC Biaxial Accelerometer or

Longitudinal Accelerometer One Wiring Fault Longitudinal Accelerometer No. 2
Accelerometer Two Fault Normal Accelerometer No. 2

Accelerometer Two Wiring Fault
Longitudinal Accelerometer Two Fault Longitudinal Accelerometer No.

Longitudinal Accelerometer Two Wiring Fault
Height Rate One Fault Digital IRS/INS Computer 1

Height Rate One Wiring Fault
Height Rate Two Fault Digital IRS/INS Computer 2

Height Rate Two Wiring Fault
Airspeed One Fault Air Data Computer or CIC

Airspeed Two Fault Transducer
Airspeed One Wiring Fault
Airspeed Two Wiring Fault
SUNDSTRAND LEVEL II AND III FAULT MESSAGES
Table 34.06-2
34.06.6 01-15-98 Revision 5

Pitch One Fault Attitude Gyros or INS # 1
Roll One Fault
Pitch One Wiring Fault
Roll One Wiring Fault
Pitch Rate One Fault
Roll Rate One Fault
Pitch Rate One Wiring Fault
Roll Rate One Wiring Fault
Flap Switch Fault Flap Position Switch
Gear Switch Fault Gear Position Switch
Inop Switch Fault Self-Test Switch Fault
Guidance Cancel Switch One Fault TOGA and/or GUIDANCE Switch fault
Guidance Cancel Switch Two Fault
Guidance Switch Fault
Left Angle of Attack Fault Left AOA Sensor *

Left Angle of Attack Wiring Fault
Right angle of Attack Fault Right AOA Sensor *

Right angle of Attack Wiring Fault
Left Flap Angle Fault Left Flap Sensor *

Left Flap Angle Wiring Fault
Right Flap Angle Fault Right Flap Sensor *

Right Flap Angle Wiring Fault
Coarse Baro Altitude One Fault Air Data Computer One

Coarse Baro altitude One Wiring Fault
Coarse Baro Altitude Two Fault Air Data Computer Two

Coarse Baro Altitude Two Wiring Fault
Air Temp One Fault Air Data Computer or Temperature

Air Temp One Wiring Fault Sensor
Air Temp Two Fault Not Used in any Configuration

Air Temp Two Wiring Fault
Stall Margin One Fault Stall Margin Computer One

Stall margin One Wiring Fault
* When only one AOA or Flap Sensor is connected the computer will annunciate "Left
AOA Sensor" or "Left Flap Sensor" regardless of whether the left or right sensor is
connected.
Table 34.06-2 (cont’d)
Revision 5 01-15-98 34.06.7

Stall Margin Two Fault Stall Margin Computer Two
Stall Margin Two Wiring Fault
Bus Zero Inactive Digital Air data Computer or Digital
Bus One Inactive IRS/INS Computer
Bus Two Inactive
Bus Three Inactive
Guidance Switching Module One Fault Captain's ADI

Pitch Guidance Out One Fault Captain's GSU
Roll Guidance Out One Fault MK-VII Warning Computer
Stall Margin Guidance Out One Fault
Guidance Bus # 1 Invalid
Guidance Switching Module Two Fault First Officer's ADI

Pitch Guidance Out Two Fault First Officer's GSU
Roll Guidance Out Two Fault MK-VII Warning Computer
Stall Margin Guidance Out Two Fault
Guidance Bus # 2 Invalid

34.06.8 01-15-98 Revision 5

4. Maintenance Practices
a. General
(1) The trouble-shooting methods stated in section 4 will identify a general sensor or
subsystem. The specific faulty sensor or subsystem should be identified using the
aircraft installation and wiring diagrams. The interconnect wiring between the MK-
VII and the indicated sensor should be verified per normal maintenance procedures.
(2) The majority of the MK-VII inputs are from existing aircraft sensors. After the
correct subsystem has been identified using the aircraft wiring diagrams the
subsystem and/or sensor should be tested, adjusted, and/or replaced per existing
maintenance procedures. The test, adjustment, and replacement of Sensor and
Subsystems that were installed as part of the MK-VII Warning System and are
unique to it are explained in the following sections. Note: The MK-VII
monitoring function is more extensive than many existing older aircraft systems and
thus may detect more fault conditions such as an out of adjustment or sticking
sensor.
b. MK-VII Warning Computer. If the trouble shooting methods stated in section 4

determine that the MK-VII Warning Computer is faulty, the MK-VII should be replaced
per section 6 Removal/Installation.
c. SDC Biaxial Accelerometer
(1) The following information pertains only to MK-VII installations that receive
acceleration information from a Sundstrand Data Control Biaxial Accelerometer,
Part number 979-0223-001.
(2) There is no local testing that can be performed on the Biaxial Accelerometer. If the
MK-VII indicates the Accelerometer is faulty and the interconnect wiring is correct
then the Biaxial Accelerometer Assembly should be replaced.
(3) To replace the Accelerometer:
Step 1 Remove power from the MK-VII and disconnect the accelerometer from
the wiring harness.
Step 2 Remove the Four 10-32 lock nuts and remove the accelerometer from the
base plate. Note: Do not loosen or remove the three 1/4 inch nuts and
bolts that secure the base plate to the aircraft structure.
Revision 5 01-15-98 34.06.9

Step 3 Orient and position the replacement accelerometer to the base plate by
aligning location holes in accelerometer plate with the dowel pins in the
base plate.
Step 4 Secure accelerometer to base plate using the four 10-32 Lock nuts.
Step 5 Align the wiring harness connector key with the accelerometer socket and
secure the connectors together.
Step 6 Apply power to the MK-VII and all required sub-systems. Perform a MK-
VII self-test and verify proper MK-VII system and Biaxial Accelerometer
Operation.
(4) As long as the Accelerometer is removed and installed in accordance with the
above procedure then no alignment is necessary. If the base plate is inadvertently
loosened or moved than it should be realigned per the original base plate
installation instructions.
d. Removal/Installation
(1) Remove Ground Proximity Warning Computer
(a) Remove Power from MK-VII Warning Computer and all connected sensors and
subsystems.
(b) Remove Computer from Shelf.
(2) Install Ground Proximity Warning Computer
(a) Position computer in mounting tray and secure.
(b) Provide Power to MK-VII Warning Computer and all required sensors and
subsystems.
(c) Perform System self-test per Section 3, “Troubleshooting.”
34.06.10 06-01-01 Revision 12

INTENTIONAL
BLANK
Revision 5 01-15-98 34.06.11

34.06 SUNDSTRAND WINDSHEAR WARNING SYSTEM(CONT’D)
SUNDSTRAND WINDSHEAR WIRING DIAGRAM

Figure 34.06-1(1 of 2)
34.06.12 01-15-98 Revision 5

34.06 SUNDSTRAND WINDSHEAR WARNING SYSTEM(CONT’D)
SUNDSTRAND WINDSHEAR WIRING DIAGRAM

Figure 34.06-1(2 of 2)
Revision 5 01-15-98 34.06.13

INTENTIONAL
BLANK
34.06.14 01-15-98 Revision 5

34.07 – SAFE FLIGHT WINDSHEAR WARNING SYSTEM

(STC SA8333SW)
TABLE OF CONTENTS
Paragraph Page
1. INTRODUCTION ----------------------------------------------------------------- 34.07.1
2. EQUIPMENT REQUIRED------------------------------------------------------- 34.07.1
3. GROUND FUNCTIONAL TEST PROCEDURE ----------------------------- 34.07.2
4. EQUIPMENT LIST --------------------------------------------------------------- 34.07.4
FIGURES
34.07-1 SAFE FLIGHT WINDSHEAR TRANSDUCER INSTALLATION ---------- 34.07.5

34.07-2 SAFE FLIGHT WINDSHEAR WIRING DIAGRAM--------------------------- 34.07.6
Revision 14 12-03-01 34.07-i

INTENTIONAL
BLANK
34.07-ii 12-03-01 Revision 14

34.07 SAFE FLIGHT WINDSHEAR WARNING SYSTEM (STC SA8333SW)
1. Introduction
a. The Safe Flight windshear warning system continuously monitors aircraft performance
(loss or gain) due to the combined horizontal and vertical forces of windshear, on both
takeoff and landing approach, and gives an unmistakable warning as the aircraft starts to
enter a shear. Warning for performance loss is provided simultaneously in two ways: (1)
a discrete output illuminates an annunciator light on the instrument panel (Captain’s
EADI and F/O’s EADI if equipped) and (2) an audio output activates a simulated voice
alert to repeat the words WIND SHEAR three times over the cockpit audio system.
Caution for performance gain is provided as a discrete output to illuminate an
annunciator light on the instrument panel.
b. The computer contains internal longitudinal and vertical accelerometers. The

accelerometers provide the basic information required for computing horizontal and
vertical aircraft performance referenced to inertial space (that is, to ground).
c. The computer also receives input from the onboard air data and attitude systems, which
provide the information from which aircraft performance relative to the surrounding air
mass can be computed.
d. When aircraft performance relative to the ground is compared with aircraft performance
relative to the air mass, the effects of windshear are isolated. This difference is not
affected by a pilot action. The Safe Flight system, by discerning the windshear forces
applied to the aircraft, is able to sound its warnings before dangerous trends have had
time to build. This provides the early warning that can be essential for successful
recovery.
e. The computer is automatically armed with radio altitude between 50 and 1000 feet. If a
windshear of sufficient magnitude results in a predetermined level of aircraft
performance loss while the system is armed, both the audio and visual annunciations are
activated and the ground proximity audio will be inhibited during the audio portion of the
alert. If a predetermined level of aircraft performance gain is encountered, only the
visual windshear annunciator will be activated.
f. The windshear annunciators are canceled when the aircraft climbs through 1000 feet
radio altitude.
g. A self test switch is provided to test the system (if system is not armed) prior to takeoff
and during the landing approach phase of flight. This test will operate the audio warning
as well as the visual annunciators (WS CAUTION, WS WARNING, WS FAIL) or
“WINDSHEAR” annunciation on both EADI’s.
2. Equipment Required. The following list of equipment is required for the ground functional
test of the Safe Flight System:
Revision 18 06-16-03 34.07.1

34.07 SAFE FLIGHT WINDSHEAR WARNING SYSTEM (cont’d) (STC SA8333SW)
Installed Safe Flight Windshear Warning System, P/N 6502-1

AC/DC Digital Voltmeter, Fluke Model 8000A or equivalent.
Air pressure source for Pitot Static System,
Radio altimeter Simulator test set
Breakout box for connection to test plug
3. Ground Functional Test Procedure. Perform ground functional test on the installed system as
follows:
Note (1): Observe Aircraft Avionics systems for any adverse conditions and note any
discrepancies on attached data sheet.
Note (2) Pin G on breakout box will be connected to the low side of DVM.
Note (3) On –73 series A/C with EADI & EHSI, WS Warn = Windshear in Red; WS
Caution = Windshear in yellow on display, no other annunciators.
a. Establish that external power is supplied to the electrical system and that all avionics
circuit breakers are closed. The WS WARN, WS CAUTION and WS FAIL lamps
should be extinguished. Connect breakout box to connector on front of the windshear
computer. Connect jumper from pin C to pin G on breakout box.
b. Connect pressure source to the appropriate pitot static system and pressurize system for
145 Knots. The voltage from pin R to pin G on the breakout box shall be -7.30 + 1.00
VDC. Record value.
c. Adjust pressure for an airspeed of 120 knots. The voltage from pin R to pin G on the
breakout box shall be more positive than the voltage recorded in step 2 by 1.25 + 0.25
VDC.
d. Adjust pressure for an airspeed of 170 knots. The voltage from pin R to pin G on the
breakout box shall be more negative than the voltage recorded in step 2 by 1.25 + 0.25
VDC.
e. Remove jumper from pin C to pin G on the breakout box. Tilt the vertical gyro
approximately 10 degrees nose up. Measure the voltage from pin C to pin G on the
breakout box. The voltage shall be -2.50 + 1.00 VDC. Set the vertical gyro back to 0
degrees.
f. Depress and hold the WS test button for 15 seconds. Within this time, the windshear
alert shall announce "WINDSHEAR" three (3) times only. The WS FAIL and the WS
WARN as well as the WS CAUTION annunciators remain lit until the WS TEST button
is released.
g. Simultaneously depress and hold the WS test and the GPWS test buttons. The windshear
alert shall be heard three times and the GPWS should remain silent.
34.07.2 06-16-03 Revision 18

34.07 SAFE FLIGHT WINDSHEAR WARNING SYSTEM(cont’d) (STC SA8333SW)
h. Hold NLG Torque Links down to simulate an IN AIR condition. Set the radio altimeter
greater than 2500`. Depress and hold the WS TEST button for at least 30 seconds. The
windshear voice alert should be silent and the WS WARN annunciators shall remain
extinguished. Release the WS TEST button.
i. Set the airspeed to 150 knots and the radio altimeter to 1200' and repeat paragraph “f”.
j. Set the radio altimeter to 800’. Depress and hold the WS TEST button for at least 30
seconds. The windshear voice alert shall be silent and the WS WARN shall remain
extinguished. Release the WS TEST button.
k. Tilt the vertical gyro approximately 20 degrees RH roll. Connect jumper from pin M to
pin G on the breakout box. The voltage from pin F to pin G on breakout box shall be
0.00 + 0.25 VDC. Set gyro to 0 degrees and remove jumper from pin M to pin G.
Reinstall gyro per airframe manufacturers recommended procedures.
l. Set the radio altimeter to 80'. Adjust airspeed to 150 knots. Wait approximately one
minute. Decrease the airspeed at a rate of at least 4 knots per second until the airspeed is
approximately 100 knots. The WS WARN annunciators shall light and the windshear
voice alert shall be heard. The WS CAUTION annunciators shall remain extinguished.
Set the radio altimeter to 1200' and the WS WARN annunciators shall extinguish.
m. Set the radio altimeter to 80'. Adjust airspeed to 100 knots. Wait approximately one
minute. Increase the airspeed at a rate of 4 knots per second. The WS CAUTION
annunciator shall light, the WS WARN annunciator shall remain extinguished and the
windshear voice alert shall remain silent. Set the radio altimeter to 1200' and the WS
CAUTION annunciators shall extinguish.
n. Set the radio altimeter to 0' and the airspeed to 0 knots. Close the WOW switches and
open the VG circuit breaker; the WS FAIL lamp shall light. Close the VG circuit
breaker; the WS FAIL lamp shall extinguish. Open the radio altimeter circuit breaker.
The WS FAIL lamp shall light. Close the radio altimeter circuit breaker. The WS FAIL
lamp shall extinguish.
o. Test Air Speed Data:
(1) Open the ADC circuit breaker; the Windshear fail lamp shall light.
(2) Close the ADC circuit breaker; the Windshear fail lamp shall extinguish.
Revision 8 08-01-99 34.07.3

p. If the computer is receiving IAS from the supplied transducer then perform the following
steps:
(1) Remove electrical connector from IAS transducer; the WS FAIL lamp shall light.
Note: Do not reconnect connector until step q. has been accomplished.
q. Pull both WS system circuit breakers.
r. Reconnect electrical connector to IAS Transducer.
s. Remove pitot static pressure source and radio altimeter simulator test set. This concludes
the Windshear system ground functional test.
4. Equipment List
Description Part Number

ASM Z000-006
Windshear Caution Annunciator *
Eaton 58141A0B9C1-17211-2011
ASM Z000-009
Windshear Warning Annunciator *
Eaton 58141A0B9C1-17211-2012
ASM Z000-007
Windshear Fail Annunciator
Eaton 58141A2B7C1-17211-2010
Safe Flight Windshear Computer ASM Z6502-1
ASM Z000-011
CIC IAS Transducer
04062
* = Not equipped on –73 series A/C with Flat Panel Displays.
34.07.4 06-16-03 Revision 18

SAFE FLIGHT WINDSHEAR TRANSDUCER INSTALLATION

Figure 34.07-1
Revision 8 08-01-99 34.07.5

SAFE FLIGHT WINDSHEAR WIRING DIAGRAM

Figure 34.07-2(1 of 2)
34.07.6 06-16-03 Revision 18

SAFE FLIGHT WINDSHEAR WIRING DIAGRAM

Figure 34.07-2(2 of 2)
Revision 8 08-01-99 34.07.7

INTENTIONAL
BLANK
34.07.8 01-15-98 Revision 5

34.08 – UNS-1D+ FLIGHT MANAGEMENT SYSTEM

TABLE OF CONTENTS
Paragraph Page
1. SYSTEM DESCRIPTION -------------------------------------------------------- 34.08.1
2. INSTALLATION ------------------------------------------------------------------ 34.08.5
3. GPS RECEIVER AUTONOMOUS INTEGRITY MONITORING
(RAIM) ------------------------------------------------------------------------------ 34.08.9
4. RADIO REFERENCE SENSOR (RRS) ---------------------------------------- 34.08.13
5. DETAILED INTERFACE DESCRIPTIONS ---------------------------------- 34.08.17
6. SYSTEM CHECKOUT PROCEDURES --------------------------------------- 34.08.33
7. TROUBLESHOOTING----------------------------------------------------------- 34.08.39
8. CONFIGURATION DATA ------------------------------------------------------ 34.08.62
FIGURES
34.08-1 UNS-1D+ BLOCK DIAGRAM ---------------------------------------------------- 34.08.3

34.08-2 UNS-1D+ COMPONENT LOCATION ------------------------------------------- 34.08.4
34.08-3 UNS-1D+ FLAT PANEL CONTROL DISPLAY UNIT------------------------ 34.08.19
34.08-4 RESERVED FOR FUTURE USE
34.08-5 RESERVED FOR FUTURE USE
34.08-6 NAV SELECT PANEL LAYOUT ------------------------------------------------- 34.08.27
34.08-7 UNS-1D+ 37 PIN D-SUB CONNECTOR ---------------------------------------- 34.08.28
34.08-8 UNS-1D+ DADC TROUBLESHOOTING MATRIX --------------------------- 34.08.48
34.08-9 UNS-1D+ FMS NCU OUTPUT AUTOPILOT TROUBLESHOOTING----- 34.08.49
34.08-10 UNS-1D+ FMS WIRING DIAGRAMS ------------------------------------------ 34.08.53
TABLES
34.08-1 UNS-1D+ FMS MAJOR EQUIPMENT LIST ------------------------------------ 34.08.17

34.08-2 UNS-1D+ FMS SWITCHING MATRIX PRIMARY PARTS------------------ 34.08.26
Revision 23 12-07-05 34.08-i

TABLES
(CONT’D)
34.08-3 UNS-1D+ TEMP. PROBE RESISTANCE VS. OUTSIDE 34.08.28

TEMPERATURE ---------------------------------------------------------------------
34.08-4 UNS-1D+ FMS TROUBLESHOOTING CHART ------------------------------- 34.08.40
34.08-5 UNS-1D+ FMS SYNCRO OUTPUTS --------------------------------------------- 34.08.46
RECURRING NON-ROUTINE JOBCARDS
34.08-1 UNS-1D+ FMS DEACTIVATION OF GPS/RRS SYSTEM ------------------- 34.08.69

34.08-2 UNS-1D+ FMS REACTIVATION OF GPS/RRS SYSTEM ------------------- 34.08.70
34.08-ii 12-07-05 Revision 23

34.08 UNS-1D+ FLIGHT MANAGEMENT SYSTEM
1. SYSTEM DESCRIPTION: The Dual Universal Avionics Systems Corporation UNS-1D+

FMS/GPS Navigation System consists of two independently operational systems. The
systems are interfaced (Fig. 34.08-1) with existing VOR/NAV, DME, Flight Director and
Autopilot systems and displays. Installed components are located in the instrument panels,
forward pedestals, radio racks, circuit breaker panels and top exterior fuselage (Fig. 34.08-2).
Pilot interface is accomplished via the FPCDU and instrument panel mounted
switches/annunciators. Database updates and revisions are loaded via the DTU located in the
radio rack.
a. General.
(1) The basic UNS-1D+ FMS consists of the following components: a cockpit-mounted
Flat Panel Control Display Unit (FPCDU) [-73 only], a remotely mounted
Navigation Computer Unit (NCU), a Configuration Module, and a Data Transfer
Unit (DTU).
(2) The UNS-1D+ FMS uses a self-contained Jeppesen database stored in non-volatile
memory. It provides the FMS with information on Navaids, airports, NDBs,
enroute waypoints, intersections, airways, SIDs, STARs, approaches, and runways.
In addition, the database has the capacity to store up to 200 pilot defined locations,
200 pilot-defined routes and 100 (each) pilot-defined alignment points, airports,
approaches, and runways. The system will store 100 average-size pilot-entered
SIDs and STARs as well. The operator may subscribe to either worldwide or
regional database coverage. The Data Transfer Unit (DTU) is a zip disk drive
housed within a protective case that may be panel mounted in the cockpit for
convenient access. It is designed to update the standard and expanded Jeppesen
databases within minutes.
(3) The UNS-1D+ FMS has the capacity to use up to five long-range navigation
sensors. The system can also accept data from a Radio Reference Sensor (RRS) in
lieu of DME/VOR/TACAN receivers. The UNS-1D+ also receives true airspeed
and altitude information from a digital air data computer. The system supports both
digital and analog air data inputs.
(4) The best computed position of the UNS-1D+ is determined by using satellite
position inputs. The best computed position of the UNS-1D+ is a weighted average
of various sensor inputs. TAS is derived from the air data computer. Velocity
information is derived from the inertial sensors. These, along with heading
information, are integrated to arrive at the best computed position. After the best
computed position is obtained, secondary navigational functions such as course to
waypoint, ETA, distance to waypoint, wind, and ground speed are computed for
display.
Revision 19 12-05-03 34.08.1

34.08 UNS-1D+ FLIGHT MANAGEMENT SYSTEM (cont’d)
(5) A sensor "watchdog" automatically protects against a large error in a navigation

sensor which could cause the best computed position to slip. This is accomplished
continuously by monitoring the difference between the sensor, or second FMS
computed position, and the UNS-1D+'s best computed position. It also monitors the
position difference between the FMS and a second FMS. If any difference exceeds
a preset value, the "watchdog" will activate the appropriate messages to alert the
pilot.
(6) Both the computed and raw sensor data is output for display to the flight crew on
the Flat Panel Control Display Unit (FPCDU). The UNS-1D+ FMS provides
desired track, bearing, crosstrack, lateral deviation, vertical deviation, and related
data to the flight guidance system.
(7) The UNS-1D+ FMS is configured to its specific aircraft installation by the use of a
"Configuration Module" which is part of each aircraft installed NCU rack. At the
time of installation, the Configuration Module is programmed through FPCDU
inputs to completely define the sensor input ports, fuel flow type, air data type, etc.
b. System Internal Data Base. Each NCU has the internal storage capability of more than
100,000 locations. This data is supplied on a zip disk directly from Universal Avionics
Systems Corporation on a 28 day revision cycle. This data base will normally contain
data for the following:
(a) Standard
• Airports
• Navaids
• Enroute Waypoints
• Terminal Waypoints
• NDB Navaids
• LOW and HIGH Altitude Airways
• Plain language VOR & NDB names
• Plain language AIRPORT names
(b) Extended
• SIDs and STARs
• Approaches
• Runways
This data base is retained in non-volatile flash RAM which allows nearly instant
access time in aircraft data base loading. To load each revision cycle, a Data
Transfer Unit (DTU) is required.
34.08.2 06-16-03 Revision 18

UNS-1D+ Block Diagram

Figure 34.08-1
Revision 18 06-16-03 34.08.3

UNS-1D+ Component Location

Figure 34.08-2
34.08.4 06-16-03 Revision 18

2. INSTALLATION
a. Description.
(1) The UNS-1D+ installation on the ATI aircraft is a dual installation, meaning that
there are two separate, redundant UNS-1D+ systems installed. These systems are
connected for crosstalk and crossfill purposes but are separated and independent
aside from that. The UNS-1D+ installation consists of a Navigation Computer Unit
(NCU), a Flat Panel Control Display Unit (FPCDU) [-73 only], an antenna, a
switching matrix, an air data computer, a distance converter, an annunciator panel
and a dual Dim and Test unit. As installed, the UNS-1D+ is interfaced to the
Autopilot, Flight Director, HSI, Heading, Air/Gnd logic and receives air data
information from the dedicated DADC.
(2) The normal configuration has the #1 system installed on Shelf 7 INBD and the #2
system installed on either shelf 5 INBD or shelf 6 INBD. From left to right, as you
look at the #1 system the components are Switching Matrix, NCU, Distance
converter and Air Data Computer. The #2 system differs slightly as it also has a
Dim and Test Unit as part of the shelf assembly. From left to right, as you look at
the #2 system the components are Switching Matrix, NCU, Dim and Test, Distance
Converter and Air Data Computer. The units on the shelf are hard wired to each
other; i.e. the wires between them do not go through disconnects.
b. Switching Matrix
(1) The switching matrix is a bank of relays that provides switching or all aspects of the
GPS system. The matrix switches all the following signals:
(a) VHF Nav display logic (To/From, Up/Down)

(b) HSI deviation, G/S Flag
(c) Nav Flag
(d) Flight Director deviation
(e) Roll steering inputs for coupling the GPS systems to the Autopilot.
(2) The VHF NAV signal from the receiver to the displays is broken and the portion of
the signal from the receiver is routed to the input side of the switching matrix. The
segment of the wire that goes forward to the display is connected to the output side
of the switching matrix. The FMS signal is connected to the input side of the
switching matrix. By selecting between VHF or FMS on the annunciator panel the
operator is also switching the relays in the matrix to change from the VHF input
signal to the FMS input signal which is then carried to the display on the output side
of the matrix.
Revision 19 12-05-03 34.08.5

(3) The Autopilot switching is done on the #1 system switching matrix. It allows for
selection of either aircraft heading information or the GPS #1 or GPS #2 system
information to be supplied to the Autopilot for roll steering input.
c. Navigation Computer Unit (NCU). The NCU provides all FMS navigation data. It
drives all aspects of the cockpit displays for the FMS system. The left right, to from,
lateral and glideslope deviation information (HSI and Flight director), as well as the
system valids for the Nav Flag and Glideslope Flag. The NCU receives satellite data via
the coax connection at the rear of the unit. The NCU is the primary processor for the
system and is therefore the logical starting point for many problems. The signals coming
from the NCU are routed to the switching matrix. When FMS is selected for display, the
primary flight instruments are being driven by the NCU. There are many self test
functions that can be used to determine the operation of an NCU. These include the
Power up discrete test as well as the Static and Dynamic Tests.
d. Flat Panel Control Display Unit (FPCDU). The FPCDU is the display portion and data
entry portion of the system. It allows you to look at various aspects of the systems
information and also allows for the entry of information, flight plans, waypoints etc. The
FPCDU’s are located in the forward pedestal and each pilot has one to control his
respective GPS system. The FPCDU consists of a display screen as well as an
alphanumeric keyboard. It also has line select keys alongside the display screen for
selecting through various display options.
e. Antenna. There is a GPS antenna mounted on top of the aircraft fuselage for each
system. The antenna is a passive antenna used to receive signals from the constellation of
GPS satellites.
f. Distance Converter. The distance converter takes the miles to waypoint output from the
NCU and converts it to an analog format to allow for display on the HSI. The distance
converter is only driving the HSI display when FMS is selected for display. In normal
operations DME 1 and DME 2 are providing the information to the HSI.
g. Dim and Test Unit
(1) This unit is located on the shelf with the number 2 system. The dim and test unit
has two circuit boards inside of it. One board is used for the #1 system and the other
board is used for the #2 system. The unit is responsible for the dimming and testing
of the FMS annunciators.
(2) The controls for the unit are interfaced to the master dim and test controls for the
aircraft so they operate in conjunction with the rest of the cockpit displays. The test
function of the unit can be exercised at any time by pressing one of the FMS
annunciators. All the annunciators should illuminate when pressed.
34.08.6 06-16-03 Revision 18

h. Air Data Computer
(1) The air data computers provide Airspeed and altitude information to the GPS. Each
GPS has its own ADC. Each ADC is driven off of a different Pitot/Static system to
provide proper redundancy.
(2) The ADC is interfaced to the Outside Air Temperature probe, pitot/static systems,
and the FMS. It provides no other signals to existing aircraft systems.
i. Annunciators. The annunciators are a critical portion of the system. They are the visual
indications of display status, coupling status and operational issues. Following is a list of
the annunciators and their functions:
NOTE: The Captain’s UNS-1D+ annunciators may be tested by depressing any of the
momentary annunciator/switches located in the Captain’s instrument and the First
Officer’s UNS-1D+ annunciators may be tested by depressing one of the momentary
annunciator/switches located in the First Officer’s instrument panel.
(1) FMS 1 A/P - FMS 2 A/P split legend GREEN annunciator. This is a press to test
annunciator on the Captains and First Officers Instrument Panel. The annunciator
will illuminate the appropriate portion green dependent upon the position of the
FMS 1 A/P - FMS 2 A/P toggle switch, i.e. if FMS 1 is coupled to the Autopilot the
FMS 1 portion should be illuminated.
(2) VHF - FMS split legend GREEN annunciator. This is a push button annunciator/
switch that allows selection between VHF NAV and FMS as the navigation source
selected for display on the HSI. The selected navigation mode will be illuminated
in green.
(3) MSG - WPT split legend WHITE annunciator. This split legend annunciator serves
two functions. The MSG portion will illuminate in white when there is a message to
be acknowledged on the CDU MSG page. This portion of the annunciator serves as
an augmentation of the flashing message indication on the CDU. When the message
is cleared from the CDU the MSG annunciator extinguishes. The WPT portion will
illuminate in white at 15 seconds prior to the waypoint in enroute mode and at 5
seconds in approach mode.
(4) FUNCTIONS. The APPR portion illuminates in green when the UNS-1D+ is in
approach mode. The SXTK portion illuminates in green to indicate that the FMS is
in Selected Crosstrack mode, i.e. parallel offset tracking is active.
Revision 18 06-16-03 34.08.7

(5) FMS F/D - FMS A/P split legend GREEN annunciator. This split legend
annunciator serves two functions. FMS F/D annunciator will illuminate when the
UNS-1D+ is coupled to the Flight Director and the V-bar lateral commands are
received from the UNS-1D+. FMS A/P annunciator will illuminate when the UNS-
1D+ is coupled to the auto pilot. (I.e. HDG Mode is selected and the HSI HDG –
FMS HDG annunciator is in the FMS HDG position.)
(6) INTEG – HDG split legend WHITE/AMBER annunciator. The INTEG portion
illuminates amber whenever RAIM is not available and will remain on continuous
during the RAIM not available mode. The HDG portion illuminates when the FMS
is in Heading mode.
(7) HSI HDG – FMS HDG split legend GREEN annunciator. This is a push button
annunciator/ switch that allows selection between the HDG bug and FMS as the
source selected for heading error input to the auto pilot and flight director. The
selected source will be illuminated in green.
34.08.8 06-16-03 Revision 18

3. GPS RECEIVER AUTONOMOUS INTEGRITY MONITORING (RAIM)
a. A key element of Technical Standard Order C-129 approval for GPS equipment is
Receiver Autonomous Integrity Monitoring (RAIM). RAIM requires that additional
usable satellites be available to the system.
b. RAIM provides a function analogous to the flag for VOR or ILS equipment. In these
systems, the system integrity is provided by ground station equipment, which
continuously monitors the transmitted signal. If the ground monitor equipment detects an
out-of-tolerance condition, it shuts down the transmitter (or effects a transfer to standby
equipment). The signal loss causes the flag to be set in the cockpit instruments. Since
GPS does not incorporate this type of signal monitoring, the airborne equipment must be
capable of detecting out-of-tolerance conditions itself.
c. RAIM requires at least 5 usable satellites. RAIM is implemented by dropping one

satellite at a time out of the navigation solution to permit evaluation of its pseudo-range
data. Position is calculated using the remaining 4 satellites. Range to the satellite under
evaluation is then calculated on the basis of that position and the current almanac data for
the satellite in question. Received pseudorange is compared to the calculated data for a
validity test.
d. The FMS implements the functions required to provide a GPS Integrity monitor which
meets the requirements of TSO. The GPS Integrity monitor is implemented within the
FMS as a separate function from the FMS sensor monitor. It will independently monitor
and display the Integrity status for each GPS sensor using criteria based upon the current
phase of flight. It will also alert the aircrew with messages, INTEG annunciators, and,
under some conditions, the Nav flag when the monitor data for the GPS that is currently
being used for navigation is either unavailable or in an alarm state.
e. The GPS integrity monitor is defined for three phases of flight, each with a specified
Alarm Limit and Time to Alarm. The Enroute phase is the default phase, and is active
whenever the Terminal and Approach phases are not active. The Terminal and Approach
phases are defined the same as for the POSN UNCERTAIN message. Each phase of
flight limit and alarm time is specified as:
Phase of Flight Alarm Limit Time to Alarm

Enroute 2.0m 27 seconds
Terminal 1.0m 7 seconds
Approach 0.3nm 7 seconds
Revision 18 06-16-03 34.08.9

f. The RAIM based integrity monitoring function provides the status of each configured
GPS sensor when the GPS sensor is transmitting valid Horizontal Integrity Limits (HIL)
and that data less than or equal to 15.9 nm. If RAIM is available, the GPS Integrity status
will be RAIM when the HIL data is less than the phase of flight criteria (see above chart)
and the Satellite Failure Detected bit is not set. The GPS Integrity status will be ALARM
when the Satellite Failure Detected bit is set for the time specified for the phase of flight.
(1) GPS Status:

NAV GPS is in NAV mode
ACO GPS is acquiring satellites
INIT GPS is initializing its position from internal almanac
ALT GPS is using altitude to supplement poor satellite geometry
TEST GPS is in TEST mode
FAIL GPS has failed, or 429 data not received from GPS
(2) GPS Q factors - These are error estimates in tenths of nautical miles (i.e., a Q
factor of 01 is equal to 0.1 nm circular error estimate).
(3) # SATELLITES - The number of satellites currently being tracked by the GPS.
This page shows ARINC 429 data on labels 273 and 277 from the GPS sensor. The
operator may enter a five-digit hex address in the ADDRESS field to view four-digit
hex data in DATA field. This page is to be used for diagnostics and
troubleshooting. HDOP and VDOP are for reference only.
(4) SELECT/DESELECT GPS - Used to manually select or deselect the GPS sensor.
(5) INTEG - GPS Integrity status is displayed on this line and defined below.
RAIM Receiver Autonomous Integrity Monitoring

RADIO Radio based (i.e., DME-DME) integrity monitoring
NONE No integrity monitoring available. GPS position accuracy
is not affected and will continue to be used for navigation.
However, the pilot should monitor the FMS accuracy by
comparing to other nav sources, if available.
ALARM Integrity monitoring indicates a GPS error outside limits
(6) HIL - Horizontal Integrity Limit in nautical miles. RAIM is available when HIL is
equal to or less than 2nm enroute, 1nm terminal or 0.3nm approach.
(7) HDOP - Horizontal Dilution of Precision.
(8) VDOP - Vertical Dilution of Precision.
(9) VER - The internal GPS software version
34.08.10 06-16-03 Revision 18

(10) GPS Pages 1 through 4.
(a) These pages display the twelve satellites most likely to be in current use by the
GPS. Each line displays SV# (Satellite Vehicle Number), Azimuth (deg),
Elevation (deg), Signal to Noise Ratio (SNR) and STATus. (Azimuth will
always be true direction from the aircraft). Elevation is in degrees above the
horizon (90° is directly overhead the aircraft position). EL may be negative,
indicating a satellite below the horizon. SNR is a number from 0 to 63 in dB
Hz (The number of SNR 30 or higher is preferred).
(b) STATus is a number from 0 to 9 and is defined as follows:
Status Definition
0 Satellite is assigned to a channel
1 FIND command issued
2 Waiting to receive almanac and ephemeris data
3 Waiting to receive complete pseudo range data block
4 Performing the acquisition/tracking process
5 Fast sequencing of satellite signal (tracking mode)
6 Satellite is not assigned to a channel
7 Lost satellite lock during sequencing process
8 Waiting for clock message
9 Satellite not found
(c) This page is accessed using the PREV or NEXT key from other GPS Status
pages.
(d) In addition to displaying a list of deselected satellites, this page is also used to
manually select or deselect satellites.
(e) A list of satellites appears showing the satellite vehicle (SV) number and the
status of each. Status is shown as DES (deselected), REQ (requested for de-
selection by the FMS) or AUTO (automatically deselected by the G PS).
(f) The crew can deselect a satellite by pressing line select key [1R] to bring the
cursor over the DESEL SV# field. The satellite vehicle number is typed in at
the cursor location and entered by pressing the ENTER key. The list status
will read REQ until the GPS acknowledges the de-selection at which time the
status becomes DES.
(g) The crew can reselect a satellite by pressing line select key [3R] to bring the
cursor over the SESELT SV# field. The satellite vehicle number is typed in at
the cursor location and entered by pressing the ENTER key. The satellite will
be removed from the list once the GPS acknowledges.
Revision 18 06-16-03 34.08.11

INTENTIONAL
BLANK
34.08.12 06-16-03 Revision 18

4. RADIO REFERENCE SENSOR (RRS)
(a) Universal Avionics' Radio Reference Sensor (RRS) provides DME, VOR and TACAN
radio data to supplement GPS inputs for both FMS #1 and #2. The short-range
navigation sensors are capable of providing the FMS with accurate radio data for
navigation throughout enroute, terminal and approach operations.
(b) The RRS functions as a multi-channel DME/TACAN receiver/transmitter and VOR

receiver, able to provide radio data independently from four DME channels, two TACAN
channels and a VOR channel. The RRS provides the FMS with range information to all
responding DMEs, VORTACs, ILS-DMEs, LOC-DMEs and TACAN stations within 250
nautical miles of the FMS position.
(c) RRS inputs can be verified by tuning aircraft radios to local navigation frequencies while
monitoring respective FMS sensor data accessed from DATA page 2.
(d) Radials are referenced as the slant angle from the TACAN or VOR station to the
aircraft’s present position. Aircraft HSIs display radials to the station and thus 180° out
from the displayed RRS radial. If no TACAN or VOR radial is received, the radial field
will be blank.
(e) Operation
(1) System Integration
(a) The 28VDC powered 2 MCU RRS located on Shelf 7 Inboard provides the
required navigation information to the FMS NCUs via an ARINC 429 data bus
without interfering with the aircraft's existing navigation radios. RRS
operation is fully automatic, controlled through and by either FMS CDU.
(b) On the ground, the GPS inputs are selected and all other sensors are
deselected. Upon ground shift or when TAS reaches 150 knots, the ADC,
VOR, DME and TACAN sensors are automatically selected and provide data
used for navigation
(c) A two-way coupler splits the VHF 1 antenna coaxial cable between the VHF
NAV 1 Receiver and the RRS. A dedicated L-band DME antenna is
connected directly to the RRS. A coaxial “TEE” is installed between
Transponder 1 and Transponder 2 suppression line to the RRS.
(d) The NCU uses the aircraft position to determine the local NAVAIDS and send
tune labels to the RRS via ARINC 429 bus. Once tuned, the RRS send back
the received data over an ARINC 429 bus. The FMS 1 is the master controller
and FMS 2 is the slave controller.
Revision 19 12-05-03 34.08.13

(e) The RRS tracks 4 Stations simultaneously for range and 2 stations
simultaneously for bearing.
(f) GPS integrity is monitored by the DME-DME position solution. In those

cases where satellite-based RAIM is insufficient due to poor geometry or
unhealthy satellites, the integrity monitoring will revert to RADIO on the GPS
Status page accessed from DATA page 2.
(g) The radio-based integrity monitoring function provides the status of each
configured GPS sensor when the RAIM data from the particular GPS sensor is
not available and the Radio monitor is available. The Radio monitor is based
on the difference between the GPS sensor position and the independent radio
position solution within the FMS. The radio position solution is derived form
the DME, VOR and TACAN receivers.
(2) VOR
(a) The RRS's VOR receiver provides azimuth information from the selected
VOR navaid. This azimuth data combined with the scanning DME distances
provides accurate navigation information for the FMS throughout the enroute,
terminal and approach modes of operation when within range of the required
ground based navaids.
(b) RRS VOR Frequency Range: 108.00 to 117.95 MHz.
(c) Radials are referenced as the radial from the VOR station to the aircraft’s
present position. If no VOR radial is received, the radial field will be blank.
(d) IDENT - the VOR identifier. The LIST mode select key can be used to
manually select a station by identifier.
(e) The FMS automatically scans for VOR, DME and TACAN in the local area.
For testing purposes, 108.00 VOR can be used or a NAV402AP (or
equivalent) can be used to inject a local VOR into the VHF 1 splitter to
monitor operation.
34.08.14 06-16-03 Revision 18

(3) DME
(a) The RRS auto-scanning DME-DME-DME positioning function uses the

internal navigation database to continually map the stations surrounding the
aircraft, tuning and reading one every four seconds. The RRS provides the
FMS with range information to all responding DMEs, VORTACs, ILS-DMEs,
LOC-DMEs and TACAN stations within 250 nautical miles of the FMS
position. These ranges, corrected for slant range error by the FMS, provide
very accurate position fixes whenever operating in a multiple DME
environment.
DME and TACAN FREQUENCY RANGE:

Receiver: 962 to 1213 MHz CH X
Transmitter: 1025 to 1150 MHz CH Y
(b) Access from DATA Page 2, DME LSK selects the DME Status Page. A “(M)”
following a station identifier indicates a manually selected station. Dashes
indicate no response from the DME station.
(c) A question mark (?) indicates the distance received from the DME is
questionable. The system will not use this input.
(d) Parentheses ( ) are used for manually selected DME stations to indicate that
the distance shown is a computed distance from the aircraft to the DME
station, not an actual DME measurement. The parentheses disappear when a
DME lock on is established.
(e) When initially selected, the FMS estimate of what the DME distance should
be and will appear in parenthesis. When a DME lock-on is established, the
parenthesis will be removed.
(5) TACAN
(a) The RRS TACAN calculates distance and azimuth information from
referenced ground based Tactical Air Navigation (TACAN) stations through
one L band (DME type) antenna. These measurements, combined with the
FMS internal navigation database and corrections for slant range, provide
accurate enroute navigation from a single TACAN station.
Revision 18 06-16-03 34.08.15

(b) TACAN also offers an important redundancy advantage. VOR and TACAN
use separate, independent equipment in the aircraft and at the ground facility;
neither airborne nor ground station VOR failures will disable TACAN. A
TACAN-equipped aircraft will continue to receive navigation information
during a VOR equipment failure.
(c) The TACAN System is a line-of-sight, beacon-type, air navigation aid that
provides slant range, bearing, and identification information for determining
the aircraft’s position.
(d) Radials are referenced as the radial from the TACAN station to the aircraft’s
present position. If no TACAN radial is received, the radial field will be
blank.
(e) IDENT - the TACAN identifier. The LIST mode select key can be used to
manually select a station by identifier.
(f) TACAN also offers an important redundancy advantage. VOR and TACAN
use separate, independent equipment in the aircraft and at the ground facility;
neither airborne nor ground station VOR failures will disable TACAN.
34.08.16 06-16-03 Revision 18

5. DETAILED INTERFACE DESCRIPTIONS
a. Equipment Locations
(1) At the Inboard Radio Rack, shelves 5 or 6 and 7:
(a) two Navigation Computer Units (NCU)
(b) two Digital Air Data Computers (DADC)
(c) two Switching Matrix Assemblies (SMA) (-03 ATI configuration)
(d) two Distance Converters
(e) one Data Transfer Unit (DTU)
(f) one Dim and Test Unit.
(2) In the Flight Deck FWD Pedestal: UNS-1D+ Control Display Units (CDU) in the
left and right side.
(3) In the Upper EPC Circuit Breaker Panel: two 5 Amp, four 3 Amp, three 2 Amp and
five 1 Amp circuit breakers.
(4) On the Upper Fuselage, two GPS Antennas. On the Lower Fuselage, two B&D
Temperature Probes.
b. Major Equipment List
Part Number Description Quantity
9B-81010-13 Digital Air Data Computer (DADC1) 1
90004-00321111012 (62, 72, & 71 Series) Digital Air Data Computer (DADC2) 1
90004-00321111102 (62, 72, & 71 Series)
90004-00321111105 (73 Series Only)
1018-2-110 Flat Panel Control Display Unit 2
(CDU)
10704 GPS Antenna 2
11922-00-111101 Navigation Computer Unit (NCU) 2
11921 Configuration Module 2
1406-01-1 Data Transfer Unit (DTU)(Panel 1
Mounted)
2504-600 Temperature Probe 2
92-7001-1 Annunciator Dim and Test Unit 1
934500-01 DME Distance Converter 2
A3457-SM11115 Switching Matrix Assembly 1
(SMA)(FMS 1)
A3457-SM20084 Switching Matrix Assembly 1
(SMA)(FMS 2)
103002-0001 Auxiliary Switching Unit (A/C 6
603AL & 605AL have ASU’s Vice
Switching Matrix Assemblies)
Major Equipment List

Table 34.08-1
Revision 27 03-05-07 34.08.17

c. Operation. In the dual NCU installation, each system acts as the “master” of the
respective internal GPS. Each NCU system computes it own independent position and
provides selected information to be associated flight instruments, while remaining ready
to provide sensor control to all sensors in the event either system should fail. Each NCU
houses its own internal databases. These include charted data from suppliers such as
Jeppesen and pilot input data such as routes and approaches.
(1) Flat Panel Control Display Unit (CDU) Part Number 1018-2-110
(a) The 5” Flat Panel Control Display Unit (FPCDU or CDU), located in the
forward pedestal, provides the operator with all the controls necessary to
communicate with the navigation computer (NCU). The CDU allows manual
data entry, system mode selection, computed and raw data displays, control
(selection and deselection) of navigation sensors, and system message
displays. Certain annunciations concerning system and sensor faults are also
included in the CDU displays. The Configuration Module is programmed
through the CDU at installation.
(b) The CDU is an advanced display unit providing operator friendly versatility
through a complete (63 key) alphanumeric and function keyboard. The
daylight-readable 5-inch diagonal active matrix thin film transistor liquid
crystal display can display 16 foreground colors and one background color
though the number of colors actually used depends on which color list is
configured.
(c) The CDU supports data display on eleven lines with 24 characters each in two
different character sizes. Mode selection and data organization is in a “chapter
and page” format with menu selections being made by the use of the mode
select keys and/or “soft” line select keys. This allows two levels of selections
to exist on the same page (screen). Data is always entered into the system at a
cursor location, which is determined by the system computer program, with
certain operator-selected options.
(d) The CDU receives all required power for operation from the NCU (with the
exception of 5VAC keyboard backlighting which is provided from the aircraft
dimmer Bus).
34.08.18 03-05-07 Revision 27

(e) Flat Panel Control

Display Unit. The
UNS-1D+ FMS
Operator's Manuals
introduce the
FPCDU, explain the
FPCDU operating
philosophy, and
provide a detailed
explanation of the
keyboard keys and
their associated
functions. The
operator may adjust
display brightness.
Line select keys are
located on either side
of the display. We Front of FPCDU
refer to individual Figure 34.08-3
line select keys, in
this manual, by the
terms [1L] through
[5L] and [1R] through [5R] as illustrated. Function keys are immediately
below the display and an alphanumeric keyboard is below and to the right of
the function keys. The FPCDU provides for manual data entry, system mode
selection, computed and raw data displays control (selection and deselection)
of displays. The following paragraphs provide general information about
Operator-FPCDU interface which is applicable to installation and checkout of
the UNS-1D+ FMS.
1) Cursor. Data is always entered into the system at a cursor location. The
cursor marks variable parameters by means of reverse field. When
appropriate, the cursor location aligns with one of the ten line select keys
used to control the cursor. The home position of the cursor is usually off
the display when a page is initially accessed, although some pages have a
cursor default position that is on the screen. Pushing the ENTER key
completes the entry of data. If there is a logical next field for data entry,
the cursor will automatically advance to this next field when the ENTER
key is pushed.
Revision 18 06-16-03 34.08.19

2) Item Selection.
a) Selections are made with the line select keys whenever possible. In
some cases a combination of line select keys and reference numbers
are used on the same display page. This allows two levels of
selection to exist simultaneously on the same display. For example,
while the content or nature of a list is controlled by the line select
keys, an item from that list can be selected by using a reference
number. In the following illustration the reference numbers appear to
the left of the items available for selection. The cursor is on the dash
in the data entry field next to the pound (#) sign. To make a selection.
input the number corresponding to your choice and push [ENTER].
The arrow next to the word RETURN points to the adjacent line
select key [5R]. Pushing [5R] will return the display to the previous
page.
b) Any selection that will change the active flight plan, guidance of the
aircraft, or the stored data base requires confirmation. Confirmation
is accomplished by pushing the line select key a second time or by
pushing the ENTER key. Selection of fields that do not require
confirmation will cause the page or mode change to occur
immediately when the corresponding line select key is pushed.
3) Information Display. Color and graphics are used to draw attention to the
most important items on a display. Background colors and/or boxes are
used to group data into important areas such as control or selection boxes.
4) Display Control
a) Pushing the ON/OFF-DIM key for initial power-up will energize the
system and initiate self test of the navigation computer. When self
test is initiated, the Self-test page will appear. The Self-test page will
automatically be followed by the Initialization page if all tests are
successfully completed. If a failure that would cause the system to be
unusable occurs, the Initialization page will not appear. Once the
Initialization page appears, no other page can be displayed until the
initialization data is accepted.
b) After the system is turned on, pushing the ON/OFF-DIM key will
cause a control window to be displayed on the right side of the active
page with the options BRIGHT, DIM, CANCEL, OFFSET and OFF.
Pushing the line select key next to one of these options selects the
option.
34.08.20 06-16-03 Revision 18

BRIGHT Pushing the line select key for BRIGHT will cause the CRT to
steadily brighten as the key is held down.
DIM Pushing the line select key for DIM will cause the CRT display
to steadily dim as the key is held down.
CANCEL Pushing the line select key for CANCEL will cause the control
window to be removed from the active display page.
OFFSET Pushing the line select key for OFFSET will cause the parallax
adjustment window to be displayed.
OFF Pushing the line select key for OFF will cause the CONFIRM
OFF window to be displayed. This window has two options
(CONFIRM OFF and CANCEL) selectable using the line
select keys. Selecting CONFIRM OFF will turn the system
off. Selecting CANCEL will return the display to the main
(BRIGHT/DIM/CANCEL/OFFSET/OFF) window.
(2) Navigation Computer Unit (NCU) Part Number: 11922-00-111101
(a) The UNS-1D+ NCU is an ARINC 600, 2 MCU size, remotely mounted unit
which houses the system’s central processing unit (Master computer), the
navigation sensor interface circuits, the flight guidance system interface, fuel
flow interface, and the navigation database. The NCU can be removed from
the aircraft rack without loss of the database memory.
(b) The NCU supplies analog (ac and dc), digital (pulse or frequency), and
ARINC 429 digital and fuel flow interfaces.
(c) The NCU has no controls or displays of its own. It is operated indirectly
through the FPCDU as part of the FMS. The FPCDU provides all the controls
necessary to communicate with the navigation computer and associated
navigation sensors.
(3) Heading Source (Directional Gyro)
(a) The heading source is displayed on DATA page 4 (General Data). The
heading source is automatically selected upon system initialization.
NOTE: ANALOG represents the aircraft compass heading analog output converted to
digital format.
(b) The HDG SOURCE page is used for manual heading source selection. It is
accessed from DATA page 4 by pressing the LIST key with the cursor over
the HDG entry field.
Revision 18 06-16-03 34.08.21

(c) The current heading source is displayed just below the title line. Pressing a
line select key will activate that heading source and will return the display to
DATA page 4.
1) ANALOG [1 L] - This denotes the aircraft synchro compass heading
converted to digital format.
2) OTHER FMS [5L] - This selects the same heading source used by the
opposite system in a dual installation.
3) RETURN [5R] - This returns the display to DATA page 4 with no

change in the heading source.
(d) The system will not automatically switch away from a heading source that has
been manually selected, even if that source should fail. Also, the system will
never automatically switch to either another FMS or the MAN heading input
mode in search of a valid heading source. These choices do not appear on the
automatic selection priority list above and must be manually selected if
desired. The NO HEADING message will become active whenever the
system does not have a valid heading input.
(e) A manually selected heading source will not be automatically changed. To

select a heading source:
1) Access DATA pages 4 (General Data) by repeatedly pressing the DATA

function key. The current HDG (heading) source is listed in parentheses.
2) Access the HDG SRC page by using the [HDG] line select key to position
the cursor on the HDG entry field and then pressing the LIST key.
3) Use the line select keys to select the desired heading source.
(f) If the Directional Gyro heading source has failed, the following procedure
may be used to manually enter a heading.
1) Access DATA page 4 (General Data) by repeatedly pressing the DATA

function key. The current HDG (heading) source is listed in parentheses.
2) Press the [HDG] line select key to position the cursor on the HDG entry
field.
3) Enter the desired heading. When the heading is entered, (MAN) will be
displayed to indicate that HDG is a manual input.
34.08.22 06-16-03 Revision 18

(4) Configuration Module Part Number: 11921
(a) The Configuration Module has no controls or displays of its own.
(b) The configuration module is a serially connected EEPROM designed to store

configuration data that is specific to the aircraft installation. The EEPROM is
attached to the NCU mounting rack.
(c) The user is able to view and initialize the aircraft configuration through
specially designed menus that can be accessed through the CDU. The
Configuration Module receives and transmits data to the NCU via private RS-
422 serial communications busses. Subsequent modifications to the
configuration are possible but restricted through software interlocks. See
Configuration Programming Instructions for specific steps.
(5) Data Transfer Unit (DTU) Part Numbers: 1406-01-1(Panel Mounted)
(a) Part Number 1406-01-1 is radio rack mounted for convenient access. The
DTU is used to update the standard and expanded navigation databases within
minutes. The update is contained on zip disks, which are distributed
periodically. The DTU receives power from the NCU and communicates
directly with it through a digital bus.
(b) The DTU is also used to load aircraft specific performance data. The DTU
may also load pilot-defined flight plans and checklists created with off-line
flight planning software loaded into an IBM compatible computer. FMS in-
flight data parameters can be written to a disk utilizing the DTU. The
Maintenance Log stored in non-volatile memory also may be written to a disk.
(c) Disk Insertion and Removal
1) Open the Dust Cover (Model 1406 only) by pulling upward on the cover.
2) Grasp the disk by the edge away from the metal shutter so that the arrow
points away from you. Orient the disk so that the arrow points toward the
slot in the Disc Drive and the face of the disk is toward the top of the unit
and then insert the disk into the drive. Push on the exposed edge of disk
until it is fully inserted.
3) Push on the small button on the Disc Drive to eject the disk.
4) Grasp the disk and pull it out of the drive.
Revision 18 06-16-03 34.08.23

INTENTIONAL
BLANK
34.08.24 06-16-03 Revision 18

(6) Switching Matrix. Part Number: FMS #1 A3457-SM11115; FMS #2 A3457-

SM20084
NOTE: ASU operates in the same function as switching matrix with no removable
relays, only units.
(a) The switching matrix is a bank of 4PDT and DPDT relays that provides
switching and control logic for all aspects of the GPS system. The matrix
switches all the following signals:
1) Nav display logic (To/From, Up/Down)
2) HSI deviation, G/S Flag
3) Nav Flag, ILS Energize
4) Flight Director deviation
5) Roll steering inputs for coupling the GPS systems to the Autopilot.
Revision 18 06-16-03 34.08.25

(b) The VHF NAV signal from the receiver to the displays is broken and the NAV
signals are routed to the input side of the switching matrix. The segment of
the wire that goes forward to the display is connected to the output side of the
switching matrix. The FMS signal is connected to the input side of the
switching matrix. By selecting between VHF or FMS on the NAV SELECT
PANEL the operator is also switching the relays in the matrix to change from
the VHF input signal to the FMS input signal which is then carried to the
displays on the output side of the matrix.
(c) The Autopilot switching is done on the #1 system-switching matrix. It allows
for selection of either aircraft heading information or the FMS #1 or FMS #2
system information to be supplied to the Autopilot for roll steering input.
Item Part Number Description Manufacturer QTY*

1 F3457-SM11115 Nav Assembly Switching ASM 1
Matrix
2 YHLZG16-1 16-pin Ground Block Burndy 5
3 M12883/53-001 Relay Mounting Bracket Mil. Spec. 11
4 FCB405-AT4 4-pole Relay Struthers & Dunn 20
M6106/24-001 (Alternate) Mil. Spec.
5 M12883/52-002 4-pole Relay Socket Mil. Spec. 20
6 AMMC-6 End Clamp Assembly Burndy 4
7 YHLZE8-4 8-pin, 2-bus Terminal Module Burndy 9
8 YHLZE8-8 8-pin Terminal Module Burndy 3
TBH120510 (Alternate) PCD Industries 3
9 M12883/52-001 Single-pole Relay Socket Mil. Spec. 4
10 M6106/21-001 Single-pole Relay Mil. Spec. 3
Switching Matrix Primary Parts

Table 34.08-2
(*Quantities are for maximum capacity configuration. Selected quantities may be less than
shown in reality depending upon configuration or functionality of the Switching Matrix.)
Relay Extraction Tool: M6106/31-001; P.C.D. Part Number: CNA040301
Relay Socket Extraction Tool: M6106/32-001; P.C.D. Part Number: CNA081501
(7) Annunciator Dim/Test Unit Part Number: 92-70001-01
(a) The dual Annunciator Dim/Test Unit (ADU) provides a dedicated source of
adjustable dimming, power, and testing for both captain (FMS 1) and first
officer (FMS 2) annunciators in one unit.
34.08.26 06-16-03 Revision 18

(b) The ADU houses two separate P.C. boards that are identical but independent
from each other, including separate annunciator power sources. The Top Plug
(TP) is used for the FMS 1 system and Bottom Plug (BP) FMS 2. P.C. board
contains 25 diode isolated annunciator trigger / test lines, for +28vdc logic
(normally set to +14VDC), and one adjustable dimming circuit for ground
logic. These adjustable circuits eliminate a common problem encountered in
major avionics installation, namely matching the intensity of all the
annunciators during a night light condition.
NAV SELECT PANEL LAYOUT

Figure 34.08.6
(c) The Bright / Dim and Test mode is triggered by the ground supplied from the
master warning light dimming control.
(d) Annunciator power is supplied from the +28VDC circuit breaker through a
normally closed relay contact. Selecting Dim mode routes annunciator power
through a variable power circuit capable of supplying +28VDC to +10VDC
(factory set to +14VDC). Power from this circuit then travels to seven diode
isolated power outputs. Total current draw from this circuit should not exceed
1.5 Amps at +28VDC.
(3) Each board contains an adjustable ground potential circuit for dimming 28
VDC annunciators. During normal operation (bright light) a ground is
supplied through a normally closed relay contact. Selection of Dim mode
routes ground potential through a variable regulator circuit, adjustable from
+0.0VDC to +18VDC (also factory set to +14VDC).
(f) Total current draw on this circuit is limited to 0.5 amps at +28VDC. Each
board also contains 25 diode isolated input/output lines that are grounded
when any of the Push-to-Test (PTT) annunciators are pressed for the side
being tested.
Revision 18 06-16-03 34.08.27

(8) #2 Digital Air Data Computer Part Number: 90004-00321111012
NOTE: Reference ATI DC-8 MM Chapter 34.12 for DADC #1 info.
(a) The Penny & Giles Model 90004 Air Data Computer (ADC) computes air data
information from the pitot-static pneumatic system and aircraft temperature
probe. Baro correction wiring is provisioned for future use. Air Data
information is sent over an ARINC 429 bus directly to the on-side FMS NCU.
(b) Temperature Probe resistance can be measured by removing the ADC front 37
pin D-subminiature connector and measure resistance across pins 12 and 30.
For instance, at 30°C (86°F) the SAT probe resistance should be
approximately 2.4 k Ohms.
37 Pin D-Sub Connector

Figure 34.08-7
Temp °C Resistance Ohms

-60 421,470
-50 201,030
-40 100,950
-30 53,100
-20 16,599
-10 29,121
0 9,795
10 5,970
20 3,747
30 2,417
40 1,598
50 1,080
60 746
65 630
Temp Probe Resistance vs. Outside Temperature

B&D Temp Probe: Model 2504-600
Table 34.08-3
34.08.28 06-16-03 Revision 18

(c) The UNS-1D+ ADC status page, accessed from DATA Page 2, LSK 2R,
displays the status of the air data computer (ADC). The ADC is automatically
deselected during ground operations and is automatically selected at liftoff.
The ADC can be manually deselected or reselected by using line select key
[4R].
(d) The top of the page shows the page title (ADC) and the status of the system.
The status field (beneath “ADC”) will show NORMAL if the ADC is
operational and selected, FAILED if the ADC has failed, XFILL if the data is
cross-filled from a second ADC, and (1)) if the ADC has been deselected.
1) TAS - The true airspeed being used by the navigation computer. Dashes
will be displayed if there is no TAS input, (MAN) will be displayed if the
TAS is a manual entry and (XFL) will be displayed if the XFILL option
has been selected. A manually selected TAS overrides a sensor supplied
TAS input and will be used even if the ADC is deselected or failed. A
manual TAS entry is deleted by pressing the BACK and ENTER keys
with the cursor over the TAS entry field.
2) TAS ALT - The altitude in feet as supplied by the air data computer.
Dashes will be displayed if there is no altitude input, (MAN) will be
displayed if the altitude is a manual entry and (XFL) will be displayed if
the XFILL option has been selected. A manually selected altitude
overrides a sensor-supplied altitude. A manual ALT entry is deleted by
pressing the BACK and ENTER keys with the cursor over the ALT entry
field. BARO ALT is not currently available.
3) IAS - The indicated airspeed in knots as supplied by the air data
computer.
4) MACH - The Mach number as supplied by the air data computer.
5) XFILL/LOCAL - XFILL will be a line select key option when a second
FMS is installed, This will cause TAS, SAT and ALT to be displayed
from the other ADC. When [XFILL] is selected “(XFL)” will be
displayed next to the TAS, SAT and ALT values, the [AS and MACH
data and titles and the [SELECT/DESELECT ADC] option will be
removed from the display, and “LOCAL” will replace “XFILL” for
reselection of the associated ADC.
6) SAT - The static air temperature received from the air data computer.
Dashes are displayed if there is no input data. i.e. if temp probe was bad.
7) ISA - As displayed on the ADC page, is the difference between SAT and
ISA (International Standard Atmosphere) for the current altitude.
Revision 18 06-16-03 34.08.29

8) DESEL ADC / SELECT ADC [4R] - This line select key is used to
alternately select or deselect the ADC sensor. If deselected, “(D)” will be
displayed following the sensor status.
(e) The Air Data Computer (ADC) is automatically deselected during ground
operations and automatically selected at liftoff. The ADC can, however, be
manually deselected and reselected, and manual inputs for True Airspeed
(TAS) and altitude (ALT) can be made if necessary.
(9) DME Distance Converter Part Number: 934-500-01
(a) The purpose of the DME Converter is to convert the ARINC 429 distance
information received from the UNS-1D+ NCU to 3 synchro distance
information to the analog DME displays. Digital DME (ARINC 561/568)
displays do not require the converter and come by driven directly from the
UNS-1D+.
(b) The SHADIN ARINC 429 to 3 Synchro Distance Converter is powered from
115V 400Hz power. The system supplies 26 V 400Hz power and X and Y
inputs to drive the HSI DME and repeater DME three (3) decimal numeric
display wheels. A 25 VDC valid distance flag is supplied to the shutters.
(c) Under normal operation conditions the angles shown on the hundreds, tens and
one synchro’s will change as the distance to the waypoint data changes on the
ARINC bus. The system is capable of supplying distance information from 0-
999NM. Each 36 degrees on the syncro dials represents a unit of 1. Therefore
if the three synchros read 72 degrees on the hundred synchro, 36 degrees on
the tens synchro and 18 degrees on the ones synchro, then this represents
210.5NM.
(d) When the data is invalid, over 999NM or an ARINC parity error exists or the
ARINC sign matrix is not valid, the distance flag will shut the distance shutter.
The distance shutter is normally driven open by the 25V DC valid flag from
the converter.
(e) If the system detects an internal over-temperature condition (approx. 71° C),
then the shutter will blink. Every 15 seconds the shutter will blink twice, then
open. This operation indicates that there is a loss of cooling. The distance
information being supplied by the converter is still valid. The system is
certified to run indefinitely under a loss of cooling condition.
34.08.30 06-16-03 Revision 18

(f) Except for those aircraft with digital DME’s: The UNS-1D+ Configuration
Module on ARINC XMIT page A561 XMIT 1/1 specifies DIST ONLY and
ARINC 561 for DTG FORMAT. (No Distance Counter required)
Revision 20 02-16-04 34.08.31

INTENTIONAL
BLANK
34.08.32 06-16-03 Revision 18

6. SYSTEM CHECKOUT PROCEDURES
a. Power Up and Self Test
(1) Ensure all circuit breakers for applicable NAV Systems are set for this ground test.
(2) Supply electrical power to the aircraft
(3) Depress ON Key on the FPCDU. After about a five-second warm-up, verify self
test displays PASS for all elements.
(4) Verify the self-test page displays correct configuration data with regards to NAV
Data, and Software Revision 602.1 or later FAA approved revision.
(5) Verify no messages.
b. Initialization
NOTE: When all items on self-test page show PASS, another display, the Initialization
Page, will appear.
(1) On the Initialization Page, verify F252MS LAT/LON information against the
airport’s data after the UNS-1D+ has computed the position of the A/C. If the
position is incorrect, perform the initialization procedure per the Operator’s
Handbook.
NOTE: The PREV and NEXT keys are for moving back and forth through the pages.
(2) Press ACCEPT LSK of data if correct.
c. FPCDU Checkout
NOTE: The BRIGHT/DIM provides display dimming only and does not dim the key
back lighting. Key back lighting is dimmed along with aircraft instrument
dimming.
(1) With any display showing,, push [ON/OFF DIM]. Verify the dimming control
window is shown on the right side of the active page.
(2) Alternately, push and hold BRIGHT [1R] and DIM [2R]. Verify the display
brightens and dims accordingly as each key is held down.
(3) Push DISPLAY [4R]. Verify the Display Option window is shown on the right side
of the active page.
Revision 19 12-05-03 34.08.33

(4) Alternately, push and hold UP [1R] and DOWN [2R]. Verify the display moves up
and down respectively and can be adjusted to minimize parallax between the arrows
and the line select keys.
(5) With the Display Option window showing, push CANCEL [3R]. Verify the
dimming control window is shown.
(6) Push OFF. Verify the “Confirm Off” window is shown on the right side of the
active page.
(7) Push CANCEL [3R]. Verify the Dimming Control window is shown.
(8) Push CANCEL [3R]. Verify the active display page is shown in full.
(9) Verify aircraft panel dimmer control adjusts the FPCDU key back lighting.
d. System Check Out (NCU Replacement)
(1) Accomplish Initialization (Paragraph b. above).
(2) Check configuration for software match between what is stamped on the front of the
NCU and what is displayed on the Data Entry Page (see paragraph 6.a.(4) above):
(a) When the Initialization page at CDU appears, press ACCEPT line select key
(lsk) L5. If there is a message about CONFIG INVALID or UPDATE CONFIG
REQD or a software difference is noted, proceed with steps (b) through (h).
EXAMPLE: If software message appears as “602.1” and NCU is stamped
“602.5” the following steps are required to update the software.
(b) Press the DATE lsk and enter 456789 and ENTER. Now changes to
Configuration Module will be accepted.
(c) Press the DATA key, then the MAINT lsk, then the CONFIG lsk.
(d) Press the EDIT lsk which will then change to read STORE CONFIG. Do not
press this lsk again until all configuration inputs have been made.
(e) If software configuration code is different than what is stamped on the front of
the NCU, correct by entering code on NCU.
(f) When satisfied that all data is correct, press STORE CONFIG line select key. It
will take a few moments for the FMS to re-boot.
34.08.34 06-16-03 Revision 18

(g) Verify that all self-tests pass. It is sometimes normal for the RAM to show
FAIL. If this happens, wait until the initialization screen appears, then turn off
the FMS using the normal power down key sequence, then turn FMS back on
again. Verify that RAM passes, along with all other self- tests.
(h) Verify that no abnormal messages are on the MESSAGE page. Proceed with
normal system checkout from this point.
(3) Program a flight plan from the test point to an overseas destination and enter in an
ETA. (Use FPL, Menu)
(4) Go to the RAIM prediction and verify the display shows availability of navigation
mode for GPS for 15 minutes prior to ETA to 15 minutes past ETA.
(5) Display DATA Page 2.
(6) Select ADC Page 1.
(7) Select TAS. Enter 150 knots Manual.
(9) Select HDG. Enter 360° Manual Heading.
(10) Display NAV Page 1
(11) Verify the DIST is counting down.
(12) Verify Ground Speed (GS) is approximately 150 knots.
(14) Select ADC.
(15) Select TAS. Enter 0.
(17) Select HOLD POS.
(18) Select FMS position and enter N32.00.1, W100.00.00 and accept
(20) Select HDG. Enter 056°(Manual Heading).
Revision 18 06-16-03 34.08.35

(21) Display NAV Page 1 and verify bearing reads 056°.
NOTE: The following steps verify information concerning tracked Satellites,

location and quality. Position, and the Space Vehicle (SV) will be shown.
(22) Access DATA 2/5 page (sensor select page) and select GPS. GPS 1/4 page will
appear.
(23) Status should be either ACQ (acquiring) or INIT (initializing) or NAV.
NOTE: At times, it may take up to 30 minutes to acquire a valid almanac from the
satellites present.
(24) Wait until NAV appears on GPS 1/4 status.
(25) Record the following fields:
[Must be NAV] GPS __________
[Must be less than 99] Q __________
# STATS __________
(26) Go to GPS 2/4 and 3/4 pages. Record the following Satellite Vehicle (SV) status.
Record 7 satellite statuses.
SYSTEM
SV# AZ EV SNR STAT
_____ _____ _____ _____ _____
_____ _____ _____ _____ _____
_____ _____ _____ _____ _____
_____ _____ _____ _____ _____
_____ _____ _____ _____ _____
_____ _____ _____ _____ _____
_____ _____ _____ _____ _____
e. DADC System Check Out
NOTE: Ensure TAS is out of manual mode.
(1) Display DATA Page 2. Select ADC to override automatic de-selecting for ground
operations.
34.08.36 06-16-03 Revision 18

(2) Verify the ADC status page is displayed and status field (under “ADC”) shows
NORMAL.
(3) Using the pitot/static tester, increase pitot pressure until the IAS displayed on the
aircraft flight instruments reads 120 knots. Verify FPCDU reads the same value +/-
10 knots. Note: If ADC under test is interfaced into ALT Pitot then verify reading
to test box.
(4) Increase pitot pressure in 100 knot steps to 320 knots. Verify correct display of
TAS on the FPCDU for each step.
(5) Pull the circuit breaker for the TAS system under the Air Data section on the
appropriate circuit breaker panel labeled FMS DADC1 and FMS DADC2.
(6) Verify FPCDU MSG Annunciator illuminates.
(7) Verify FPCDU ADC status field shows ADC failed.
(8) Press MSG on the FPCDU, and verify message displays TAS INVALID.
(9) Reset the circuit breakers and ensure messages clear.
(10) Re-display DATA Page 2. Verify the ADC status shows NORMAL.
(11) Using the pitot/static test set, pump up the aircraft altitude to indicate 5,000 feet on
the test set. Verify the FPCDU display changes accordingly, with reference to
Baro.
(12) Take the system to an altitude of 25,000 feet, stopping every 5,000 feet, to verify
the FPCDU displays correct altitude within 100 feet.
(13) Reduce the Altitude pressure in the test box gradually stopping at zero.
f. Compass Checks
(1) Press DATA. Go to page 4 by pressing the LIST key with the cursor over the HDG
entry field.
Revision 18 06-16-03 34.08.37

(2) Locate the RMI’s on the instrument panel and with the top right knob of the RMI’s
slew the compass through 360°, pausing every 30° to verify the UNS-1D+ FPCDU
HDG is accurate to +/- 3°.
NOTE: Some aircraft have offside RMI interface that is maintained for the GPS
system, i.e., the F/O RMI is interfaced to the Captain’s GPS system.
(3) Pull the circuit breaker supplying Heading information(i.e., Directional Gyro or
Heading Compass) and verity the “MSG” illuminates on the FPCDU and HDG
status LSK on the FPCDU displays “---“ and MSG page status is No Heading.
(4) Reset circuit breakers and ensure failure clears.
34.08.38 06-16-03 Revision 18

7. TROUBLESHOOTING
a. UNS-1D+ System Messages
(1) When an UNS-1D+ generates a system failure message or fails any of the tests in
the checkout section, troubleshoot it per the procedures below.
(2) Troubleshooting instructions are provided in the form of a three-column table, one
column of which lists error messages, equipment symptoms, or describes the portion
of the checkout procedure which the unit did not pass. The error messages are
shown in alphabetical order while malfunction/symptoms are listed in
approximately the same sequence as were the checkouts. The second column lists
probable causes. The third column describes the corrective action(s) for the
malfunction.
(3) After performing the listed corrective action, repeat the failed test to ensure the
problem has been corrected. Then complete the checkout procedure from the point
where it was interrupted. Should the corrective action be of the type which could
affect tests already passed, redo those tests also.
(4) Where more than one corrective action is listed, the first action listed is the most
likely to be effective or is the simplest and should be performed first. However,
when replacement of a major component such as the NCU is recommended, it is
permissible to replace individual circuit boards instead if personnel are authorized to
do so.
(5) If, where there is more than one corrective action listed, performing the first action
does not correct the problem, perform the next action listed, etc.
NOTE 1: Ensure you have eliminated all other potential causes of trouble before returning
the UNS-1D+ NCU or other major component for repair. Verify the installation
wiring is correct. Determine whether the correct input and output voltages are
present. Verify that required ARINC labels are present on the data busses.
NOTE 2: Several FMS anomalies have been attributed to corruption of the FMS
configuration settings. Should the configuration setting validity be in question,
contact ATI Maintenance Control for procedures to verify the FMS
configuration settings.
Revision 18 06-16-03 34.08.39

(a) Self-Test Messages
TROUBLE PROBABLE CAUSE CORRECTION

The Self-Test Page shows This indicates a situation which Push [MSG] to display failure
a FAIL next to one or does not necessarily make the information which may lead to a
more of the items but navigation system unusable. quick correction.
after a short time the
Self-Test Page is replaced
by the Initialization Page.
The Self-Test Page shows This indicates a problem which Replace the NCU.
a FAIL but is not makes the navigation system
replaced by the unusable-NCU is defective.
Initialization Page.
One or more of the The annunciator(s) bulb is Push one of the momentary
annunciators does not burned out or annunciator is annunciators. If still INOP, replace
illuminate during self non seated correctly. bulbs and properly seat. If still
test. INOP, correct wiring or replace
Annunciator Dim/test Unit.
CDU brightness does not CDU is defective. Replace CDU.
respond properly to
dimming feature.
Keyboard brightness 1. Fault in Forward Pedestal 1. Repair radio lighting circuit.
cannot be controlled by lighting circuit. 2. Replace CDU.
the radio lighting. 2. CDU is defective.
Software is not the NCU has the wrong software Replace NCU with correct
correct version program software.
DEXP is out of date. 1. System date or time is 1. Enter the correct date and time
wrong on the Initialization
2. Worn Database 2. Update database per Operator's
Manual.
UNS-1D+ FMS Troubleshooting Chart

Table 34.08-4
34.08.40 06-16-03 Revision 18

(b) System Failure Messages
NOTE: For messages not on this chart, refer to the UNS-1D+ User Manual Message Chart.
400 Hz Ref Fail 1. No power to circuit pin 1.
Check / reset FMS 1 AC or
2. 400 Hz (AC) power has FMS 2 AC 26 VAC CB.
failed 2. 26 Vac voltage / frequency out
3. Wire faults of tolerance
4. Defective NCU. 3. Trouble shoot wiring and repair,
Sheet 1
4. Replace NCU.
A/D HEADING FAIL 1. System heading source, A/D 1. Check heading source to FMS,
(synchro analog-to digital), switch sources / reset systemas
has failed. required.
2. Wiring faults 2. Trouble shoot wiring and repair.
3. Defective NCU 3. Replace NCU.
ADC FAIL 1. An Air Data Computer 1. Check circuit breakers for Air
(ADC) failure is detected. Data Computer.
2. Wiring faults. 2. Trouble shoot wiring and repair.
3. Defective NCU. 3. Replace NCU
AIRPORT DATABASE A problem has been found in Reload Navigation Database
FAIL the airport section of the diskettes.
standard database
AIRWAY DATABASE A problem has been detected in Reload Navigation Database
FAIL the Airways database.
ALIGN PT DATABASE A problem has been detected in Reload pilot database diskettes.
FAIL the Align Points database.
ALTITUDE INVALID 1. Normal at power-on. 1. Clear message.
2. The altitude portion of the 2. Check circuit breakers / status
Air Data Computer is not of Air Data Computer. Replace
usable ADC. Perform Pitot/Static
3. Wiring faults. Leak Check.
4. Defective NCU 3. Trouble shoot wiring and repair.
4. Replace NCU.
ANALOG BOARD Faults on analog data outputs Replace NCU.
FAIL from FMS.
ANALOG INST FAIL 1. No power to circuit. 1. Check / reset 26 Vac FMS 1 AC
2. 400 Hz (AC) power has or FMS 2 AC, circuit breaker
failed 2. 26 Vac voltage / frequency out
3. Wiring faults. of tolerance
4. Defective NCU. 3. Trouble shoot wiring and repair.
4. Replace NCU
Revision 18 06-16-03 34.08.41

(b) System Failure Messages (cont’d)
ARINC FAIL 1. Faults on wiring from / to 1. Trouble shoot wiring and repair.
FMS ARINC 2. Replace NCU.
inputs/outputs.
2. Defective NCU.
BACKUP DATABASE Defective NCU. Replace NCU.
FAIL
CONFIG DATA 1.
Wiring faults on config. 1. Trouble shoot wiring and repair.
FAILED module. 2. Replace configuration module
2. Defective config. module 3. Replace NCU
3. Defective NCU.
CONFIG MODULE 1. Wiring faults on config. 1. Trouble shoot wiring and repair.
module. 2. Replace configuration module
2. Defective config. module 3. Replace NCU
3. Defective NCU.
CONFIG UPDATE Configuration Module and Reconfigure module to correct
REQUIRED FMS configuration data has settings. See ASM Configuration
failed requiring the FMS to be Programming procedure CM34500.
configured for installation.
CROSSFILL FAIL: BUS 1. Wiring faults in crossfill 1. Trouble shoot wiring and repair.
data lines between FMS 2. Replace NCU
systems
2. Defective NCU.
DATABASE EXPIRED The Current date is past the Load current Navigation database
NAV Database Expiration Date. diskettes.
DATABASE FAIL A part or all of the Navigation Reload Navigation database
data base has failed. diskettes
DEMONSTRATION The aircraft identification is Reconfigure system to normal
MODE configured as "DEMO" and mode before flight. Enter
sensor data is simulated Configuration Module
internally. programming and enter in Tail
Number into Aircraft Identification
page CONFIG 2/2
DISCRETE I/0 FAIL 1. Faults on wiring to FMS 1. Trouble shoot wiring and repair.
discrete input / output 2. Replace NCU
wiring.
2. Defective NCU
ENROUTES The Navigation data base Reload Navigation database
DATABASE FAIL containing Enroute intersections diskettes.
has failed.
34.08.42 06-16-03 Revision 18

FMC BATTERY LOW Defective NCU. Replace NCU.
FMS PART NUMBER The FMS installed has a Verify correct part number NCU is
MISMATCH different part number than the installed. Then, reconfigure as
configuration stored. required.
FUEL FLOW FAIL 1. Defective fuel flow input 1. Troubleshoot and. repair fuel
This will be indicated if flow input source. if necessary.
engine is shut down or flow
signal is lost for 4 minutes. 2. Troubleshoot and repair wiring.
2. Wiring faults on fuel flow
wiring.
FUEL FLOW SELF 1. Faults on fuel flow input 1. Verify configuration is correct.
TEST FAIL ports. 2. Replace NCU.
2. Defective NCU.
GPS FAILED 1. GPS position data is 1. Check status of GPS sensor on
missing or invalid or the DATA pages.
status label indicates a FAIL 2. Check condition of GPS
status exists. antenna/ coax and repair as
2. GPS antenna coax is required.
damaged or disconnected. 3. Troubleshoot and repair wiring.
3. Wiring faults on GPS input / 4. Replace NCU.
output wiring.
4. Defective GPS sensor.
HEADING FAIL 1. DG Heading Flag Invalid. 1. Check 28 VDC input to NCU
2. Compass Input Invalid. MP-9F.
3. Defective NCU. 2. Check Synchro input to NCU.
3. Replace NCU.
HEADING REF FAIL 1. No power to circuit. 1. Check / reset 26 Vac circuit
4. 400 Hz (AC) power has breakers
failed. 2. 26 Vac voltage / frequency out
5. Wiring faults. of tolerance
6. Defective NCU. 3. Trouble shoot wiring and repair.
4. Replace NCU.
INVALID FMS configuration data is Reconfigure module to correct
CONFIGURATION incorrect. settings.
INVALID FUEL The fuel flow sensor Reconfigure to correct settings.
CONFIG configuration is invalid or
incomplete.
JEPP DATABASES All of the navigation databases Reload navigation database.
FAILED are failed.
Revision 18 06-16-03 34.08.43

NDB DATABASE FAIL A problem has been found in Reload navigation database.
the NDB database.
NDB NAME An error was detected in the Reload navigation database.
DATABASE FAIL NDB plain language name
database.
NEW MAINT LOG This message is displayed one Download maintenance log to a
EXISTS minute after landing when any blank DOS formatted diskette and
diagnostic history event has view with ASCII text editor for
been recorded during the analysis.
previous flight.
NO DME RECEIVED 1. No DME Input 1. Troubleshoot RRS DME
antenna and coax.
2. Defective RRS 2. Replace RRS
NO VOR RECEIVED 1. No VOR Input on RRS and 1. Troubleshoot antenna, coax to
No VHF NAV 1 reception splitter, and splitter.
2. No VOR Input on RRS, but 2. Troubleshoot coax from splitter
VHF NAV 1 reception okay to RRS
3. Defective RRS DME 3. Replace RRS
Receiver
NO TACAN RECEIVED 1. No TACAN Input 1. Troubleshoot RRS L band
(DME type) antenna and coax.
2. Replace RRS
2. Defective RRS.
NONVOLATILE 1. The nonvolatile memory has 1. Recycle power to FMS system
MEMORY FAIL failed the power-up test due to attempt to clear. Pilot
to voltage transients performance & checklist
corrupting system RAM. databases will likely be lost and
2. Defective NCU. have to be reloaded as required.
2. Replace NCU.
OTHER FMS HEADING The FMS is using heading from Troubleshoot and repair heading
FAILED the other FMS, and that heading input sources to specified FMS.
has failed.
PERF DATABASE The performance database has Reload performance database.
FAILED failed.
PERF DB ID The performance database ID Reload correct performance
MISMATCH entered on the configuration database or reconfigure ID code in
pages does not agree with the configuration module to correct
performance database ID on the data.
disk that is loaded.
34.08.44 06-16-03 Revision 18

PILOT APPR A problem has been detected in Reload pilot database.
DATABASE FAIL the Pilot defined approach data
base.
RRS DATA BUS FAIL 1. Wiring faults in ARINC 429 4. Troubleshoot wiring and repair.
databus from the RRS to the
FMS. 5. Replace RRS
2. Defective RRS
RRS (DME, TACAN, 4. RRS has recovered from a 4. None if recover is an isolated
VOR) RECOVER failure. message.
5. Defective RRS 5. Replace RRS
RRS (DME, TACAN, 1. Wiring faults in ARINC 429 1. Troubleshoot wiring and repair
VOR) SELF TEST FAIL tune data from the FMS to
the RRS 2. Replace RRS
2. Defective RRS
RRS (DME, TACAN, 1. Wiring faults in ARINC 429 1. Troubleshoot wiring and repair
VOR) TUNE FAIL databus between the RRS to
the FMS. 2. Replace RRS
2. Defective RRS.
RRS RECOVER 1. Unit has recovered from a 1. None
failure.
2. Ground shift keeps aircraft 2. Troubleshoot wiring and repair.
in Air and sensor selected.
STEERING FAIL 1. Loss of TAS input to the 1. Check TAS output, Temp Probe
This failure may be reset FMS from the ADC input and repair as required
by positioning the cursor 2. Faulty wiring on roll 2. Troubleshoot wiring and repair
over the ROLL CMD line steering output from FMS
on DATA page 5 (short on output)
(General Data) and then 3. Defective NCU 3. Replace NCU
pushing [BACK] and
then [ENTER].
Revision 18 06-16-03 34.08.45

(c) Synchro Outputs. Synchros are used for DME display inputs (except for those
aircraft with digital DME’s) and Heading inputs to the NCU. The following
chart can be used to determine each leg-to-leg synchro AC voltage.
SYNCHRO
ANGLE 11.8 Vac LINE-TO-LINE OUTPUT
DEGREES X-Y LEG X-Z LEG Y-Z LEG
V = 11.8 SIN θ V =11.8 SIN (θ - V = 11.8 SIN (θ +
120) 120)
0 0.0 10.2 10.2
15 3.1 11.4 8.3
30 5.9 11.8 5.9
45 8.3 11.4 3.1
60 10.2 10.2 0.0
75 11.4 8.3 3.1
90 11.8 5.9 5.9
105 11.4 3.1 8.1
120 10.2 0.0 10.2
135 8.3 3.1 11.4
150 5.9 5.9 11.8
165 3.1 8.3 11.4
180 0.0 10.2 10.2
195 3.1 11.4 8.3
210 5.9 11.8 5.9
225 8.3 11.4 3.1
240 10.2 10.2 0.0
255 11.4 8.3 3.1
270 11.8 5.9 5.9
285 11.4 3.1 8.3
300 10.2 0.0 10.2
315 8.3 3.1 11.4
330 5.9 5.9 11.8
345 3.1 8.3 11.4
360 0.0 10.2 10.2
Syncro Outputs
Table 34.08-5
34.08.46 06-16-03 Revision 18

b. DADC Troubleshooting
(1) The Penny & Giles Model 90004 Air Data Computer (ADC) computes air data
information from the pitot-static pneumatic system and aircraft temperature probe.
If ADC page of the FMS shows a SAT from the DADC, then it can be assumed that
the ARINC 429 output from the DADC to the on-side FMS is operational.
(2) Just like the OMEGA system, the Temp Probe is required to calculate a Static Air
Temperature.
Revision 18 06-16-03 34.08.47

OLEO INPUT AT
ACCESS UNS-1D
NCU MP-15K GROUNDED
NO ADC PAGE FROM
WITH AIRCRAFT
DATA PAGE 2.
POWER ON.
YES
PULL
GROUND CONTROL ACCESS UNS-1D
CIRCUIT BREAKER TO NO ADC PAGE FROM
VERIFY AIR DATA PAGE 2.
CONDITION
YES
B&D 90004 CORRECT 115VAC

TAS PLUS NO FMS DADC
SYSTEM ON? POWER INPUT
YES
ACCESS UNS-1D
ADC PAGE FROM
DATA PAGE 2. REPLACE PROBE
NO
VERIFY
PROBE RESISTANCE MEASURE
VALID SAT? NO APPROX. 3K OHMS AT 25 NO RESISTANCE AT PROBE.
°C [MEASURED AT DADC APPROX. 3K OHMS?
PINS 12 TO 30]
YES
YES
ARINC 429 BUS

CONTINUITY FROM DADC
NO REPAIR WIRING
PINS 29 & 9 TO NCU
YES
MP-12C & MP-12D?
YES
REPLACE DADC.
PERFORM SPEED &
YES NO REPLACE NCU
ALTITUDE TESTS.
VALID SAT?
DADC Trouble Shooting Matrix

Figure 34.08-8
34.08.48 06-16-03 Revision 18

c. Autopilot Trouble Shooting
NCU Output Autopilot Trouble Shooting Matrix

Figure 34.08-9
Revision 18 06-16-03 34.08.49

d. FMS 1 Relay Functions Sorted By Signal
SIGNAL SIGNAL DESCRIPTION RELAY MATRIX SHEET
A/P
A/P ROLL INTERLOCK 3 A K10-9003 9
A/P ROLL INTERLOCK 3 B K10-9003 9
A/P ROLL INTERLOCK 3 C K10-9003 9
A/P ROLL STEERING 2 C K10-9003 9
A/P ROLL STEERING 2 A K10-9003 9
A/P ROLL STEERING 2 B K10-9003 9
APPR AUTO MODE 14 B K10-9001 8
APPROACH OVRD 14 C K10-9001 8
AUX NAV HOLDING RELAY;FMS VALID 6 A K10-9003 9
ENGAGES RELAY
FMS APPROACH CONTROL (spare) 15 A K10-9001 8
HDG INTERLOCK 5 B K10-9003 9
HEADING ERROR COM 13 D K10-9001 8
HEADING ERROR HI 13 C K10-9001 8
HEADING SIGNAL HI 12 C K10-9001 9
HEADING SIGNAL LO 12 D K10-9001 9
ILS ENERGIZE 3 C K10-9001 3,4
ILS ENERGIZE 3 D K10-9001 3,4
NAV/LOC MODE 14 A K10-9001 8
VHF/FMS HEADING SELECTION 12 A K10-9001 9
VHF/FMS INTERLOCK TO OPP SYSTEM 11 A K10-9001 3
VOR/LOC INTERLOCK 11 C K10-9001 3
VOR/LOC INTERLOCK DURING FMS 7 A K10-9003 9
APPROACH
ANNUNCIATOR
ANNUNCIATOR FMS 1 A/P 5 A K10-9003 9
ANNUNCIATOR FMS 2 A/P CONTROL 6 A K10-9003 9
APPROACH ANNUNCIATOR 9 A K10-9001 10
FMS F/D ANNUNCIATOR 13 B K10-9001 8
FMS FD ANNUNCIATOR 12 B K10-9001 9
HDG ANNUNCIATOR 9 C K10-9001 10
SXTX ANNUNCIATOR 9 B K10-9001 10
VHF/FMS ANNUNCIATOR 10 A K10-9001 11
WPT ANNUNCIATOR 10 C K10-9001 10,11
34.08.50 06-16-03 Revision 18

DISPLAY
DME HUND X (or SYNC Hi) 6 A K10-9001 7
DME HUND Y (or SYNC Lo) 6 B K10-9001 7
DME TENS X (or Data Hi) 6 C K10-9001 7
DME TENS Y (or Data Lo) 6 D K10-9001 7
DME UNITS X (or Data Clock Hi) 7 B K10-9001 7
DME UNITS Y (or Data Clock Lo) 7 C K10-9001 7
DME VALID (or spare) 8 A K10-9001 7
DME VALID RET (or spare) 8 B K10-9001 7
FMS SELECTED FD INTERLOCK 11 B K10-9001 3
LAT DEV VALID HI LVL 2 C K10-9001 3,4
LAT DEV VALID LO LVL 2 A K10-9001 3,4
LAT DEV VALID RET 2 B K10-9001 3,4
LT LAT DEV 1 B K10-9001 3,4
LT LAT DEV (spare) 1 D K10-9001 3,4
NAV FROM 3 B K10-9001 3,4
NAV TO 3 A K10-9001 3,4
RT LAT DEV 1 A K10-9001 3,4
RT LAT DEV (spare) 1 C K10-9001 3,4
SPARE (DME RANGE RATE H) 1 D K10-9003 6
SPARE (DME RANGE RATE L) 2 D K10-9001 3,4
SYNCHRO REF 8 C K10-9001 7
VALID HI LVL 5 B K10-9001 5,6
VALID LO LVL 4 C K10-9001 5,6
VERT DEV DN 1 B K10-9003 6
VERT DEV DN 4 B K10-9001 5,6
VERT DEV DN (spare) 5 A K10-9001 5,6
VERT DEV UP 1 A K10-9003 6
VERT DEV UP 4 A K10-9001 5,6
VERT DEV VALID RET 4 D K10-9001 5,6
SPARE
EMPTY 1 C K10-9003 6
EMPTY 2 D K10-9003 9
EMPTY 2 C K10-9003 9
EMPTY 6 B K10-9003 9
NO RELAY INSTALLED 4 K10-9003
Revision 18 06-16-03 34.08.51

SPARE Continued
NO RELAY INSTALLED 16 K10-9001
SPARE 5 C K10-9001 5,6
SPARE 5 D K10-9001 5,6
SPARE 5 D K10-9001 7
SPARE 5 D K10-9001 7
SPARE 7 A K10-9001 7
SPARE 7 D K10-9001 7
SPARE 8 D K10-9001 7
SPARE 9 D K10-9001 10
SPARE 10 B K10-9001 11
SPARE 10 D K10-9001 11
SPARE 11 D K10-9001 3
SPARE 13 A K10-9001 8
SPARE 14 D K10-9001 8
34.08.52 06-16-03 Revision 18

FMS WIRING DIAGRAMS

Figure 34.08-10(1 of 9)
Revision 18 06-16-03 34.08.53

FMS WIRING DIAGRAMS

Figure 34.08-10(2 of 9)
34.08.54 06-16-03 Revision 18

FMS WIRING DIAGRAMS

Figure 34.08-10(3 of 9)
Revision 18 06-16-03 34.08.55

FMS WIRING DIAGRAMS

Figure 34.08-10(4 of 9)
34.08.56 06-16-03 Revision 18

FMS WIRING DIAGRAMS

Figure 34.08-10(5 of 9)
Revision 18 06-16-03 34.08.57

FMS WIRING DIAGRAMS

Figure 34.08-10(6 of 9)
34.08.58 06-16-03 Revision 18

FMS WIRING DIAGRAMS

Figure 34.08-10(7 of 9)
Revision 18 06-16-03 34.08.59

FMS WIRING DIAGRAMS

Figure 34.08-10(8 of 9)
34.08.60 06-16-03 Revision 18

FMS WIRING DIAGRAMS

Figure 34.08-10(9 of 9)
Revision 18 06-16-03 34.08.61

8. Configuration Data
a. Setup
(1) Turn on FMS.

(2) When initialization page appears, press ACCEPT line select key (LSK).
(3) Press the DATE LSK and enter “456789” and ENTER.
(4) Press the DATA key, then the MAINT LSK, then the CONFIG LSK.
(5) Press the EDIT LSK which will then change to read STORE. (Do not press this
LSK again until all config inputs have been made.)
b. Configuration Information
(1) Select the corresponding line select key. Hit ENTER after each data entry.
(2) After entering the data and reviewing the screen, hit the RETURN LSK to go back
to the previous page so that the next LSK item may be selected.
(3) Whenever multiple screens exist, use the NEXT and PREV keys to toggle back and
forth between them.
(4) When A “.” is needed, press the +/- key.
c. Saving the Configuration
(1) When entire configuration is completed, press the STORE LSK twice.
(2) Verify the system reboots and all self-tests pass.
NOTE: The configuration data list starts on the next page. If using this document to
configure 801.X or 802.X software, some of the sections may not be available.
34.08.62 05-11-07 Revision 28

CONFIG 1/2
DISPLAY
DISPLAY TYPE FLAT PANEL
COLORS STANDARD
FMS CONFIG
FMS CONFIG 1/3
FUEL
FUEL OPT 1/1
FUEL MODE ENABLED
BASIC WEIGHT 155000 LBS
# OF ENG 4
DISPLAY UNITS LBS
FUEL FLOW NONE (on 62 series a/c select AC LINEAR)
FF SCALE NO CHANGE (on 62 series a/c only)
FF SCALING 1/1
INPUT RANGE 0-5VRMS
LOWER (FLOW RATE) 0
UPPER (FLOW RATE) 12000
LOWER (VOLTAGE) 0
UPPER (VOLTAGE) 5
MIN FF 400 PPH
APU NO CHANGE
PERF
PERF OPT 1/1
BASIC ENABLED
MANUAL DISABLED
ADVANCED DISABLED
MIN DIVERT 2000FT
CLIMB GRAD 500
VNAV
VNAV OPT 1/4
VNAV MODE ENABLED
ENRT FPA LIMIT -9.9
TGT V/S -0
APPR FPA LIMIT -9.0
TGT FPA -3.0
VDEV STOW ENABLED
TEMP COMP COLD (with 801.X SCN select ENABLED)
VDEV SCALE NORMAL
VNAV OPT 2/4
NO CHANGES
VNAV OPT 3/4
NO CHANGES
Revision 36 04-06-11 34.08.63

(Cont’d from previous page)
VNAV OPT 4/4

NO CHANGES
APPR
APPR OPT 1/1
APPR MODE ENABLED
REMOTE TUNE DISABLED
REMOTE ARM DISABLED
ROLL GAINS 3X
LAT STEER ROLL
APPR TYPES
APPR TYPES 1/2
NO CHANGES
APPR TYPES 2/2
NO CHANGES
NAV
NAV OPT 1/1
A/C TYPE FIXED WING
AC ROLL STR ENABLED
HDG SEL ENRT + APPR
AT OR BELOW 20000
BANK LIMIT 25
AT OR ABOVE 32000
BANK LIMIT 15
TUNE
TUNE OPT 1/1
# COMS 0
# NAVS 0
# ADFS 0
# ATC 0
COM RADIO 8.33/25 KHz
FMS CONFIG 2/3
XFILL
XFILL OPT 1/1 (72, 73 series) (62, 71 series)
MASTER DISABLED ENABLED
INIT DISABLED ENABLED
FUEL DISABLED ENABLED
FPL DISABLED ENABLED
XFILL MODE PULL PULL
TUNE PRESETS DISABLED DISABLED
34.08.64 04-06-11 Revision 36

EFIS
EFIS OPT 1/1 (72, 73 series) (62, 71 series)
TYPE 429 ADV 429 GAMA
890R DISPLAY DISABLED DISABLED
PL-4
PL-4 OPT 1/1
ALL N/A
TAWS
TAWS CONFIG 1/1
MODE/RANGE SEL A739
PAGE DISPLAY A739
VISION 1
NO CHANGES
SYNC
DISABLED
FMS CONFIG 3/3
STRUT SW ANALOG
NAV DB EXP 1200Z (803.X SCN ONLY)
EST POS DISP ANP/RNP (801.X AND 802.X SCN ONLY)
MAX STBY 2 hrs
PLT DB AT POWER UP CLEARED
FLIGHT INFO FLT NBR
FAA FIAS
NO CHANGE
NASA T38
NO CHANGE
DISCRETES
DISCRETE OPT 1/1
DISC IN
DISC IN 1/2
DISC IN 1 NONE
DISC IN 2 NONE
DISC IN 3 NONE
DISC IN 4 NONE
DISC IN 5 NONE
DISC IN 6 STRUT
DISC IN 7 NONE
DISC IN 8 NONE
DISC IN 2/2
DISC IN 9 NONE
DISC IN 10 NONE
Revision 36 04-06-11 34.08.65

DISC IN 11 NONE
DISC OUT
DISC OUT 1/2
DISC OUT 1 NONE
DISC OUT 2 NONE
DISC OUT 3 GPS INTEG
DISC OUT 4 WPT ANN
DISC OUT 5 APPR ANN
DISC OUT 6 SXTK ANN
DISC OUT 7 HDG ANN
DISC OUT 8 NONE
DISC OUT 2/2
DISC OUT 9 NONE
ARINC
ARINC OPT 1/1
RECEIVE
ARINC RECEIVE 1/1 (FMS 1) (FMS 2)
PORT 0 LS GPS 1 B1 LS GPS 2 B1
PORT 1 LS GPS 2 B1 LS GPS 1 B1
PORT 2 LS 429 ADC LS 429 ADC
PORT 3 RRS RRS
PORT 4 NO SENSOR NO SENSOR
PORT 5 TAWS A739 TAWS A739
PORT 6 NO SENSOR NO SENSOR
PORT 7 SYNC* SYNC*
*(select NO SENSOR on flat panel a/c)
TRANSMIT
ARINC TRANSMIT 1/1 (721CX) (73 series) (62, 71 series)
PORT 0 UNS HS 429-1 429 HS UNS HS 429-1
PORT 1 702-01 HS UNS HS 429-1 XPDR LS 429
PORT 2 429 LS 429 LS 429 LS
PORT 3 XPDR LS 429 XPDR LS 429 429 XFILL
561 XMIT
A561 XMIT 1/1
561 BUS DIST ONLY
DTG FORMAT ARINC 561
34.08.66 04-06-11 Revision 36

CSDB
CSDB OPT 1/1
NO CHANGE
ANALOG
ANALOG OPT 1/1
WPT BRG SIG WPT BRG
WPT BRG FMT NONE
OFFSET 0
RELATIVE TO NOSE
PITCH CMD NONE
DESIRED TRK NONE
RELATIVE TO NORTH
ANALOG ATT HDG ONLY
AIR DATA
AIR DATA 1/1
ALT DISPLAY PRESS ALT
A/S DISPLAY TAS and IAS
MINIMUM TAS 60 kts
SAT FORMAT DIGITAL
MACH FORMAT DIGITAL
BARO ALT FORMAT DIGITAL
PRESS ALT FORMAT DIGITAL
A/S FORMAT DIGITAL
CONFIG PG 2/2
SCN 803.0 (USE ACTUAL SCN OF UNIT INSTALLED.
ENTRY TO INCLUDE THE DECIMAL POINT
FOLLOWED BY THE ACTUAL REVISION.
FOR EXAMPLE, 802.5 OR 803.X
NOTE: NO INTERMIX OF 802.X & 803.X SCN UNITS
ALLOWED.)
AIRCRAFT ID N(TAILNUMBER) DC8 (MODEL NUMBER)
Revision 30 10-07-08 34.08.67

INTENTIONAL
BLANK
34.08.68 12-05-03 Revision 19


34.08-1
JOB TITLE
Deactivation of GPS/RRS System.
Job Card Reviewed By Date Page 1 of 1
Mechanic Inspector
I. General: Required Material
14 ea. Circuit breaker collars (or equivalent).
2 ea. Blanking plates.
2 ea. Cannon plug caps (or equivalent).
3 ea. Rack plugs (or equivalent).
II. Tasks:
A. Pull and collar the following circuit breakers for GPS and RRS
systems. FMS (AC) #1 & 2, FMS (DC) #1, & 2, FMS CTL #1 & 2,
FMS DADC #1 & 2, Capt.’s & F/O’s Dim & Test, DIST CONV #1
& 2, RRS, DTU.
B. If required, remove the following equipment:
1. GPS Control Display Unit(s) (CDU). Cap or bag the cannon plugs
and tie back so as not to interfere with aircraft operation. Install
blanking plates (locally manufactured) in place of the CDU.
2. GPS Navigational Computer Unit(s) (NCU). Place caps on rack

plugs.
3. Radio Reference System Control Unit (RRS). Place caps on rack

plugs.
C. Record removed equipment Serial Numbers:
#1 NCU ____________ CDU ____________ RRS ____________
#2 NCU ____________ CDU _____________
D. Return Removed Equipment to LIT Stores.
E. Advise LIT Quality Control Department for cumulative Weight &

Balance change.
Revision 19 12-05-03 34.08.69


34.08-2
JOB TITLE
Reactivation of GPS/RRS System.
Mechanic Inspector
I. General: Material to be Removed
14 ea. Circuit breaker collars (or equivalent).
2 ea. Blanking plates.
2 ea. Cannon plug caps (or equivalent).
3 ea. Rack plugs (or equivalent).
II. Tasks:
A. Install the following equipment as required:
1. Remove caps or bags on cannon plugs. Remove installed

blanking plates and replace the GPS Control Display Unit(s)
(CDU).
2. Remove caps on rack plugs. Install the GPS Navigational

Computer Unit(s) (NCU).
3. Remove caps on rack plugs. Install the Radio Reference System

Control Unit (RRS).
B. Remove the collars and reset the following circuit breakers for GPS
and RRS systems: FMS(AC)#1 & 2, FMS(DC) #1 & 2, FMS CTL
#1 & 2, FMS DADC #1 & 2, CAPT’S & F.O.’S Dim & Test, DIST
CONV #1 & 2, RRS, DTU.
C. Record installed equipment Serial Numbers:
#1 NCU ___________ CDU ___________ RRS ___________
#2 NCU ___________ CDU ___________
D. Perform operational check out on the installed system per the

instructions in the ATI DC-8 Maintenance Manual, Chapter 34.
E. Advise LIT. Quality Control Department for cumulative Weight &

Balance change.
34.08.70 12-05-03 Revision 19

34.09 RESERVED FOR FUTURE USE
Revision 25 09-05-06 34.09.1

INTENTIONAL
BLANK
34.09.2 09-05-06 Revision 25

34.10 – STANDBY MAGNETIC COMPASS

TABLE OF CONTENTS
Paragraph Page
1. GENERAL-------------------------------------------------------------------------- 34.10.1
2. SPECIAL TOOLS AND MATERIALS ---------------------------------------- 34.10.1
3. REMOVAL / INSTALLATION / SWING ------------------------------------- 34.10.1
4. CLOSE-UP ------------------------------------------------------------------------- 34.01.3
FIGURES
34.10-1 STANDBY COMPASS CALIBRATION RECORD ---------------------------- 34.10.4
Revision 14 12-03-01 34.10-i

INTENTIONAL
BLANK
34.10-ii 12-03-01 Revision 14

34.10 STANDBY MAGNETIC COMPASS
1. General
a. The magnetic standby compass contains a 2 axis magnetic compensating mechanism to

correct for magnetic deviation caused by the airplane structure. Compensating screws for
N-S (North-South) and E-W (East-West) adjustments are located on the compass face
and are accessible by rotating the dust cover plate.
2. Special Tools and Materials
a. Special Tools – Non-magnetic screwdriver
3. Removal/Installation/Swing
a. Removal
(1) Loosen instrument clamp around compass.

(2) Pull compass out of mount.
(3) Disconnect wiring.
b. Installation
Note: Use only non-magnetic hardware and tools during installation and adjustment.
(1) Connect electrical wiring.

(2) Insert instrument in mount.
(3) Tighten instrument clamp.
c. Preparation for Test
(1) Remove any equipment containing ferrous metal in area immediately surrounding
compass rose.
(2) Advise all personnel to remove tools and other ferrous metal objects from clothing.
(3) Position ground power unit and tow truck forward and to the right of nosewheel.
d. Swing Compass
(1) General
(a) It is necessary to accurately align the airplane on known magnetic headings to

swing the compass. The gyro compasses may be used as a reference, provided
they are functioning properly.
Revision 11 11-01-00 34.10.1

34.10 STANDBY MAGNETIC COMPASS (cont’d)
(2) Procedure
(a) Power the aircraft busses and ensure that HF, VHF COM., VHF NAV., and
ADF equipment is on.
(b) Using the Sync knob in the lower right corner of the compass indicator, set
both compass indicators to the heading where neither the cross nor the dot
appears in the annunciator window. Observe that the two indicators are within
one degree of a known heading.
1) Ground equipment under or near the wings and metal in the concrete
parking areas and in buildings may contribute to erroneous readings of
one or both systems. Whenever compass readings are taken, have the
airplane and ground equipment positioned for the most favorable
conditions.
2) If a runway or taxiway is used for a known heading, ask the lower tower
for the actual magnetic heading of a particular runway or taxiway.
3) If the compass indicators differ by more than one degree from the known
heading, correction must be made before they may be used as reference
for the compass swing.
(c) Using a Gyro compass indicator as a reference, taxi the airplane to the nearest
cardinal heading (magnetic N, E, S, or W).
(d) Remove all the error on this heading of the magnetic compass, using non-
magnetic screwdriver and the proper compensating screw. (Two slotted head
compensating screws, one for N-S correction and one of the E-W correction,
are located under the cover at the top of the lens ring.)
(e) Align the airplane to the next cardinal heading. Remove all the error on the
compass, using the proper compensating screw.
(f) Align the airplane to the third cardinal heading and remove ½ the compass
error.
(g) Align the airplane to the fourth cardinal heading and remove ½ the compass
error.
(h) Starting at this last cardinal heading and increments of 30°, record the
magnetic compass readings at each of the twelve headings. No deviation
(error) shall be more than 5° from the gyro compass reference of known
heading.
Note: Deviation of 10 degrees is permitted. Maximum deviation during

compass swing is 5°.
34.10.2 11-01-00 Revision 11

4. Close-Up
a. Complete three compass correction cards (Figure 34.10-1). It is most imperative that the
compass serial number or dash number be recorded.
b. Install one card in holder.
c. Install second (spare) card in Radio License holder on top of radio license, fully visible to
Flight Crews.
d. Attach third card to Log Page and forward to Q/C Records.
Revision 11 11-01-00 34.10.3

Compass Type: _____________

AIR TRANSPORT
INTERNATIONAL
Date: _____________________
HDG STEER HDG STEER STANDBY COMPASS
000 180 CALIBRATION RECORD
030 210
060 240 Airplane Type:
090 270 Airplane No:
120 300 Compass Ser:
150 330 Swung By:
“CALIBRATED WITH Facility:
RADIO RECEIVERS ON”

AIR TRANSPORT
INTERNATIONAL
Date: _____________________
030 210
150 330 Swung By:

AIR TRANSPORT
INTERNATIONAL
Date: _____________________
030 210
150 330 Swung By:
STANDBY COMPASS CALIBRATION RECORD

Figure 34.10-1
34.10.4 11-01-00 Revision 11

34.11 – LTR-97 FOG VERTICAL GYRO / DIRECTIONAL GYRO SYSTEM

TABLE OF CONTENTS
Paragraph Page
1. INTRODUCTION ----------------------------------------------------------------- 34.11.1
2. INSTALLATION / REMOVAL INSTRUCTIONS--------------------------- 34.11.25
3. CONTINUED AIRWORTHINESS TESTING -------------------------------- 34.11.28
4. TESTING AND FAULT MONITORING-------------------------------------- 34.11.31
5. BIT PROCEDURES--------------------------------------------------------------- 34.11.42
6. WIRING DIAGRAMS ------------------------------------------------------------ 34.11.46
7. PACKAGING / STORAGE ------------------------------------------------------ 34.11.47
FIGURES
34.11-1 FRONTISPIECE ---------------------------------------------------------------------- 34.11.1

34.11-2 INTERFACE DIAGRAM ----------------------------------------------------------- 34.11.6
34.11-3 MODE TRANSITION DIAGRAM ------------------------------------------------ 34.11.8
34.11-4 CAPTIVE SCREWS ON LTR-97 -------------------------------------------------- 34.11.26
34.11-5 LTR-97 OUTLINE AND MOUNTING DIAGRAM ---------------------------- 34.11.27
34.11-6 LTR-97 FRONT PANEL ------------------------------------------------------------ 34.11.31
34.11-7 HARDWARE INSTALLATION --------------------------------------------------- 34.11.44
34.11-8 LTR-97 HARNESS WIRING DIAGRAM ---------------------------------------- 34.11.47
TABLES
34.11-1 LIST OF ABBREVIATIONS AND SPECIAL SYMBOLS -------------------- 34.11.2

34.11-2 LTR-97 PART LIST------------------------------------------------------------------ 34.11.3
34.11-3 PITCH AND ROLL ACCURACY (STATIC CONDITIONS) ----------------- 34.11.3
34.11-4 PITCH AND ROLL ACCURACY (DYNAMIC CONDITIONS) ------------- 34.11.3
34.11-5 HEADING ACCURACY (DYNAMIC CONDITIONS) ------------------------ 34.11.3
Revision 28 05-11-07 34.11-i

TABLES (CONT’D)
34.11-6 LRU POWER CONSUMPTION --------------------------------------------------- 34.11.13

34.11-7 PROGRAM PINS--------------------------------------------------------------------- 34.11.14
34.11-8 AZIMUTH MOUNTING DISCRETES ------------------------------------------- 34.11.14
34.11-9 SOURCE DESTINATION IDENTIFIER ----------------------------------------- 34.11.15
34.11-10 SLAVING SIGNAL INPUT PIN ASSIGNMENT ------------------------------- 34.11.16
34.11-11 SLAVING AMPLIFIER LOAD ---------------------------------------------------- 34.11.16
34.11-12 SERVO NULL SENSOR PIN ASSIGNMENT----------------------------------- 34.11.17
34.11-13 SERVO NULL SENSOR LIMITS ------------------------------------------------- 34.11.17
34.11-14 ATTITUDE WARN DISCRETES-------------------------------------------------- 34.11.18
34.11-15 6° DEGREE INTERLOCK DISCRETES ----------------------------------------- 34.11.18
34.11-16 HEADING WARN DISCRETES--------------------------------------------------- 34.11.19
34.11-17 SYNCHRO OUTPUTS -------------------------------------------------------------- 34.11.19
34.11-18 TWO WIRE AC OUTPUTS--------------------------------------------------------- 34.11.20
34.11-19 CONNECTORS CONFIGURATION---------------------------------------------- 34.11.21
34.11-20 ELECTRICAL PIN ASSIGNMENT VG/J1 -------------------------------------- 34.11.22
34.11-21 ELECTRICAL PIN ASSIGNMENT DG/J2 -------------------------------------- 34.11.23
34.11-22 ELECTRICAL PIN ASSIGNMENT DG/J1 -------------------------------------- 34.11.23
34.11-23 ELECTRICAL PIN ASSIGNMENT J4-------------------------------------------- 34.11.24
34.11-24 MONITORING SUMMARY FOR THE PROCESSOR MODULE ----------- 34.11.32
34.11-25 MONITORING SUMMARY FOR THE SENSOR TESTS--------------------- 34.11.33
34.11-26 MONITORING SUMMARY FOR THE POWER SUPPLY MODULE------ 34.11.34
34.11-27 MONITORING SUMMARY FOR THE INTERFACE MODULE------------ 34.11.34
34.11-28 MONITORING SUMMARY FOR THE SYNCHRO MODULE-------------- 34.11.35
34.11-29 MONITORING SUMMARY FOR THE VARIOUS MODES ----------------- 34.11.36
34.11-ii 05-11-07 Revision 28

TABLES (CONT’D)
34.11-30 ANALOG SELF-TEST OUTPUTS ------------------------------------------------ 34.11.37

34.11-31 DISCRETE SELF-TEST OUTPUTS ---------------------------------------------- 34.11.37
34.11-32 FAILURE TRANSMISSION FRAMES------------------------------------------- 34.11.39
34.11-33 MAINTENANCE DISCRETE WORD 1, LABEL 350 ------------------------- 34.11.40
34.11-37 MATERIALS REQUIRED FOR PACKAGING THE LTR-97 ---------------- 34.11.48
JOB CARDS
34.11-1 REMOVAL OF THE DG/VG GYROS FOR INSTALLATION OF THE

LTR-97 FIBER OPTIC GYRO(S)-------------------------------------------------- 34.11.49
34.11-2 REMOVAL OF THE LTR-97 FIBER OPTIC GYRO(S) FOR
INSTALLATION OF THE DG/VG GYROS ------------------------------------- 34.11.51
34.11-3 LTR-97 FIBER OPTIC GYRO BIT HISTORY REVIEW REPAIR
ORDER--------------------------------------------------------------------------------- 34.11.53
Revision 28 05-11-07 34.11-iii

INTENTIONAL
BLANK
34.11-iv 05-11-07 Revision 28

34.11 LTR-97 FOG VERTICAL GYRO/DIRECTIONAL GYRO SYSTEM
1. Introduction
FRONTISPIECE
Figure 34.11-1
a. General – This section contains information required to install and maintain LTR-97
FOG Vertical Gyro/Directional Gyro System part numbers 142830-2001.
b. TSO Requirements – The LTR-97 is TSO compliant with TSO-C4c, C5e, and C6d.
Revision 25 09-05-06 34.11.01

34.11 LTR-97 FOG VERTICAL GYRO/DIRECTIONAL GYRO SYSTEM (cont’d)
c. Abbreviations and Special Symbols – Table 32.11-1 is a listing of all abbreviations and
special symbols used in this section.
Abbreviation/
Definition
Term/Symbol
ADC Analog to digital converter
ADI Attitude Director Indicators
AF Audio Frequency
ARINC Aeronautical Radio, Inc.
ATT Attitude
AWG American wire gauge
BCD Binary-coded decimal
BIT Built-in test
DAC Digital-to-analog converter
DG Directional gyro
DITS Digital Information Transfer System
EEPROM Electrically-Erasable Programmable Read-Only Memory
EMC Electromagnetic compatibility
ESD Electrostatic discharge
FOG Fiber optic gyro
HDG Heading
HIL Hardware in loop
HSI Horizontal Situation Indicator
I/F Interface
LCC Latitude Compass Controller
LRU Line Replaceable Unit
LSB Least significant bit
MAG Magnetic
RMI Radio Magnetic Indicator
MTBF Mean Time Between Failures
MUX Multiplexer
NCD No computed data
RF Radio frequency
RMS Root mean square
SAV Standard applied voltage
SDI Source Destination Identifier
SPI Short Power Interrupt
SSM Sign status matrix
TSO Technical Standard Order
VG Vertical Gyro
LIST OF ABBREVIATIONS AND SPECIAL SYMBOLS
Table 34.11-1
34.11.02 11-01-00 Revision 11

d. Equipment Details
PART PART NUMBER QTY.

Mounting Fixture 465861-01 1 ea.
Grounding Strap 465864-01 2 ea.
Screw MS51958-83 6 ea.
Screw MS51957-28 8 ea.
Extension Harness 464621-01 1 ea.
Gyro 142830-2001 2 ea.
LTR-97 PARTS LIST
Table 34.11-2
(1) System Accuracy – All accuracies provided are only applicable when the ATT and
HDG warn discretes are set to the valid conditions. The accuracy of the Attitude
and Heading include the synchro conversion error.
(a) Pitch and Roll Attitude Under Static Conditions
Pitch Range Pitch Accuracy Roll Accuracy

0° to ±85° 0.5° * 0.5° *
±85° to ±90° 0.5° * Not Specified
* The free real gyro drift rate (unaugmented) of Pitch and Roll is less than 1.3°/hour. If
pitch or roll attitude exceeds ±15°, the system is in the free inertial attitude mode and
the accuracy decreases by gyro drift, transport rate, and earth rate.
PITCH AND ROLL ACCURACY (STATIC CONDITIONS)
Table 34.11-3
(b) Pitch and Roll Attitude Under Transport Aircraft Dynamic Conditions
Pitch Range Pitch Accuracy Roll Accuracy

0° to ±85° 1.0° 1.0°
±85° to ±90° 1.0° Not Specified
PITCH AND ROLL ACCURACY (DYNAMIC CONDITIONS)
Table 34.11-4
(c) Heading Under Dynamic Conditions
Heading Heading Accuracy Remarks

In the SLAVED MODE 0.75° RMS-exclusive of MAG input error
In the DG MODE 1.3°/hour Exclusive of earth and transport rates
HEADING ACCURACY (DYNAMIC CONDITIONS)
Table 34.11-5
Revision 25 09-05-06 34.11.03

(2) Operating Limitations
(a) Angular Rates and Body Accelerations – The measurement range of the LTR-
97 is limited for angular rates up to ±600°/sec, for angular rate acceleration to
10.000°/sec², and for the body acceleration to ±5g. If the angular rate is
exceeded, the LTR-97 loses its reference and the warning annunciation will be
set. (Refer to Figures 34.11-3 and 34.11-4.) Until it has performed a
realignment (input power recycled), the LTR-97 cannot provide any valid
attitude and heading related data.
(b) Limitation on High Dynamic Flights – Augmentation data provided by the
magnetic sensor (Slaving Signal) and the lever sensor are reliable as
references in straight and level, non-accelerated flight conditions only. Under
continuous high dynamic flight conditions, the attitude and heading accuracy
will degrade. To regain the specified system accuracy, it is necessary to fly
the aircraft straight and level for a minimum period of 60 seconds.
(c) Attitude and Heading Range of Operation – The LTR-97 is an all-attitude
system that is capable of 360° of operation in roll and yaw axes and ±90° in
the pitch axis. The LTR0-97 continues to function in all aspects including
those in which the aircraft has passed through the zenith or nadir in pitch or
rolled completely through 360°. All outputs, including roll and platform
heading continue to be computed and output even though the y may be
imprecise.
(d) Velocity Limitation – The LTR-97 is designed to meet all specified values in
the subsonic velocity range. If the velocity limit is exceeded, the system
accuracy may be degraded.
e. Equipment Description
(1) A block diagram of the inputs/outputs of the LTR-97 is provided in Figure 34.11-2.
(2) The LTR-97 is an all-attitude inertial sensor system that provides aircraft attitude
and heading for use by display, flight control, weather radar antenna platform, and
other aircraft systems and instruments
(3) The LTR-97 is mechanized as a strap down inertial measurement system using fiber
optic gyros (FOGs) which are "strapped down" to the principal aircraft axes. A
digital computer mathematically integrates the rate data to obtain heading, pitch and
roll.
(4) A heading slaving signal, generated externally by the compass system using a flux-
valve input, and two level sensors within the LTR-97 provide long-term reference
for the LTR-97.
34.11.04 11-01-00 Revision 11

(5) The main inputs to the LTR-97 are the primary and secondary power supplies
(115Vac, 400Hz), which are also used as attitude and heading synchro reference
voltages. An optional latitude correction input signal is provided by the Latitude
Compass Controller (LCC) to compensate for the vertical earth rate. This signal is
switched by the LCC to indicate the Southern and Northern hemispheres. Slaving
signal data from the compass system is fed to the LTR-97 to be processed and fed
out as slaved platform heading. Test/Maintenance channels are used for the
monitoring of fault data and initialization of calibration protocols from the 2nd
Level Test Set by setting certain discretes at turn-on.
(6) The principal output data provided by the LTR-97 is:
(a) Pitch angle

(b) Roll angle
(c) Platform heading
(d) Attitude and heading monitors and warning signals
(e) 6° roll interlock signal
(f) Test/maintenance data via ARINC 429
(7) The ARINC out put is for test and maintenance only.
Revision 11 11-01-00 34.11.05

INTERFACE DIAGRAM
Figure 34.11-2
34.11.06 11-01-00 Revision 11

f. Mode of Operation
(1) Introduction - The LTR-97 provides the following modes of operation.
(a) Start-up Mode (Initialization)

(b) Alignment Mode
1) Static Alignment
2) Moving Alignment
3) Fast Alignment
(c) Operational Mode
1) Vertical Mode
2) Slave Mode
3) DG Mode
(d) Maintenance Mode
(e) Shut Down Mode
(2) Start-Up Mode
(a) The Start-Up Mode is activated with a power-up reset when power is applied
to the LTR-97. At the beginning of the start-up sequence, the output warn flag
discretes are set to the warn condition. A start-up BIT is initialized to
functionally check the LRU. When the test fulfills all of the conditions, the
Inertial sensors are initialized and started.
(b) If the LRU’s ambient temperature is outside of the range of +15° to +35°, a
FOG temperature stabilization phase, with a duration of up to a maximum of
15 seconds, will be implemented.
(c) The LTR-97 determines the presence of the LCC by detecting the current of
the Latitude Correction Excitation that is provided by the LTR-97. Depending
if the LCC is present or not, the LTR-97 uses connector pins DG/J1-N/U for
the latitude input or for the DG monitor interlock output 3, respectively.
(d) A transition to the fast alignment phase takes place if the start-up process
identifies a short power interrupt (SPI). A SPI is defined as a duration of less
than 500 milliseconds, angular rate during the SPI less than 15°/sec, and the
LTR-97 was in the operational mode before the SPI (initial) occurred.
Multiple SPI’s, not exceeding a total time of 500 milliseconds are also
tolerated.
(e) The Normal Alignment Mode (phase 1) is initiated after completion of a
successful Start-Up Mode.
Revision 11 11-01-00 34.11.07

MODE TRANSITION DIAGRAM

Figure 34.11-3
34.11.08 11-01-00 Revision 11

(3) Alignment Modes

(a) Normal Alignment
1) Alignment Phase 1
a) The Alignment Phase 1 is initiated after completion of a successful
Start-Up Mode. The attitude alignment will be performed where the
pitch and roll angles are determined via the local vertical derived
from the level sensor. The duration of the Alignment Phase 1 is less
than 10 seconds, independent of whether the aircraft is on the ground
or in the air. Within the Alignment Phase 1, the initialization of the
mechanization and filtering will be performed.
b) The pitch, roll and heading are first set to zero. After the initial filter
transient, the actual values of the attitude angles are output but the
warning flags remain invalid. When the Alignment Phase 1 is
completed, the Alignment Phase 2 is activated.
2) Alignment Phase 2
a) The Alignment Phase 2 is initiated automatically after completion of
the Alignment Phase 1. Within the Alignment Phase 2, the attitude
fine alignment will be performed. If the aircraft is in the air, attitude
alignment will be achieved under straight and level non-accelerated
flight conditions only.
b) The duration of the Alignment Phase depends on the motion intensity
during both Alignment Phase 1 and 2. If the aircraft motion does not
exceed the following limits:
Attitude ≤± 15 degrees
Angular rates ≤± 1 degree/sec
Period ≤ 1 sec
Alignment Time 25 seconds max.
static alignment takes place, otherwise moving alignment occurs. The
Actual attitude angles are output but marked as invalid.
c) The platform heading is output and marked as valid. If the slaving
signal input is detected as present, platform heading is slewed
according to the conditions stated in the Magnetic Slaved Sub-Mode
Paragraph and the latitude correction input, if available, will be used
to compensate the vertical earth rate.
d) At the completion of the Alignment Phase 2 (all outputs are valid),
the LTR-97 enters the Operational Modes.
Revision 11 11-01-00 34.11.09

3) Motion Conditions during Normal Alignment
a) Wind buffeting on the ground, cargo loading, etc. do not induce a
transition from static moving alignment:
Static Alignment
Angular Rates ≤± 5 degree/sec.
Period ≤ 1 sec.
Alignment Time∗ 25 seconds max.
Moving Alignment
Angular rates ≤± 5 degrees/sec.
Acceleration ≤ 0.01g
Period ≤ 2 seconds
Alignment Time∗ 120 seconds max.
∗ Alignment time comprises Alignment Phases 1 and 2.

Angular rates outside the above envelope extend the alignment time.
(b) Fast Alignment
1) The Fast Alignment Mode is initiated by the Start-Up Mode. In Fast
Alignment, attitude and heading will be realigned with the propagated
Euler Angles, based on the average aircraft motion. The Fast Alignment
will be completed within 50 milliseconds. When the Fast Alignment
Mode is completed, the Operational Mode is activated.
(4) Operational Modes
(a) Vertical Sub-Mode
1) The Vertical Sub-Mode is activated at the completion of the Alignment.
In the Vertical Sub-Mode, the LTR-97 continuously determines the
aircraft attitude. The LTR-97 operates in a “pendulous type” mode in the
vertical with appropriate gain scheduling and cut-off as required to meet
the required accuracies of pitch and roll under static and dynamic
conditions.
Note: In order to avoid a reduction of accuracy during accelerated flight
phases, the system will cut off the attitude augmentation loops in
accordance with internal cut off criteria.
2) The Vertical Sub-Mode is terminated by power off or if any flight critical
failures are detected.
34.11.10 11-01-00 Revision 11

(b) Magnetic Slaved Sub-Mode
1) The Magnetic Slaved Sub-Mode is activated after completion of the

Alignment or Fast Alignment if the slaving signal is detected as present
by determination of the availability of the Fixed Field Reference input
from the Slaving Amplifier Unit. The Magnetic Slaved Sub-Mode is
reactivated from the Directional Gyro Sub-Mode if the slaving signal is
detected as present by determination of the availability of the Fixed Field
Reference input from the Slaving Amplifier Unit.
2) In the Magnetic Slaved Sub-Mode, the LTR-97 slaves (torques) its
Platform Heading output to servo and null the amplitude of the variable
slave signal (heading error from the Slaving Amplifier Unit). The phase
of the slave’s signal relative to the Fix Field Reference input is used to
determine the direction of the servo rotation. This mode thus provides a
gyro stabilized heading output to the compass indicator.
3) The latitude correction input, if available, is used to improve the heading
accuracy by compensation of the vertical earth rate. If the Slaving
Amplifier Unit is not present, the Magnetic Slaved Sub-Mode is
suspended and the system automatically reverts to the Directional Gyro
Sub-Mode (heading outputs remain invalid). The Magnetic Slaved Sub-
Mode is terminated by power-off or if any flight critical failures are
detected.
(c) Directional Gyro Sub-Mode
1) The Directional Gyro Sub-Mode is activated after completion of the

alignment or the Fast Alignment and the Slaving Amplifier is not present.
The Directional Gyro Sub-Mode is activated from the Magnetic Slaved
Sub-Mode if the Slaving Amplifier is detected as not present.
2) In the Directional Gyro Sub-Mode, the LTR-97 will provide free drift
Platform Heading outputs no longer slaved to the slaving input and its
magnetic reference. The latitude correction input, if available, will be
used to improve the heading accuracy by compensation of the vertical
earth rate. The system enters the Magnetic Slaved Sub-Mode if the
slaving signal is detected as present.
3) The Directional Gyro Sub-Mode is terminated by power-off or if any
flight critical failures are detected.
Revision 11 11-01-00 34.11.11

(5) Maintenance Modes
(a) The Maintenance Modes are activated manually by setting the TEST
MAINTENANCE MODE DISCRETE and one of the following maintenance
discretes to select the corresponding Maintenance Mode:
1) MAINTENANCE DATA ENABLE Maintenance Data Mode

2) CAL PROG LOAD ENABLE CAL-Mode
3) PROGRAM LOAD ENABLE Download-Mode
4) HIL TEST ENABLE HIL-Mode
5) SELF-TEST DATA ENABLE Self-Test Data Mode
(b) The Maintenance Modes are only activated at switch-on, so the TEST
MAINTENANCE MODE DISCRETE and the corresponding Maintenance
Mode discrete must be set before power is applied. In the Maintenance Data
Mode (i.e. MAINTENANCE DATA ENABLE discrete is set), the LTR-97
outputs data of failure history and the elapsed time via the Test/Maintenance
Output Bus.
NOTE: The maintenance modes CAL-MODE, DOWNLOAD-MODE, and HIL-

MODE (hardware in the loop test mode) are for factory use only
(c) During Self-Test Mode the LRU outputs dedicated self-test values to the
digital and analog interfaces. During the Maintenance Modes the normal
system output is disabled and the output warn flags are set invalid.
(d) The Maintenance Mode can only be exited by a power-off condition.
(6) Shut Down Mode
(a) The Shut Down Mode is initiated automatically as soon as the LTR-97’s input
power on both the Primary and Secondary inputs drops below 80 Vac or any
flight critical failures have been detected.
(b) If the LRU was in the Operational Mode, the LTR-97 stores motion data in
order to enable a fast realignment after a short power interrupt. If at least one
fault has occurred during a current power-on/power down cycle, fault
information is stored in a non-volatile memory.
(c) If the shutdown was initiated by a power-down condition, the LTR-97 transits
into an idle state until a certain time has elapsed and then full Shut Down will
be executed.
34.11.12 11-01-00 Revision 11

(d) If the shutdown was initiated by a failure condition, the LTR-97 automatically
shuts down the power supply. A restart of the LTR-97 will be performed as
soon as the input power on the both Primary and Secondary inputs is manually
switched off and on again.
g. Power Requirements
(1) Primary Power and Attitude Synchro Reference
(a) 115 Vac, 400 Hz is the power supply for the primary power and also for the
Attitude (Pitch and Roll) synchro reference. Connectors VG/J1-44 and
VG/J1-46 are internally connected, as are VG/J1-01 and VG/J1-47.
(b) Table 34.11-6 provides the power consumption details of the LTR-97.
POWER CONSUMPTION WATTS VOLT-AMPS (VA)

No external load 35 40
Full external load 70 80
LRU POWER CONSUMPTION
Table 34.11-6
(2) Secondary Power and Heading Synchro Reference
(a) Secondary Power and Heading 1 Synchro Reference – A separate 115 Vac,
400 Hz input is used as a secondary system power as well as for the Heading 1
synchro reference. This input is isolated from the primary power input in
order to eliminate the possibility of phasing problems.
(b) Heading 2 Synchro Reference – A separate isolated 115 Vac, 400 Hz is used
as a reference for the Heading 2 Synchro supply.
(3) Power Interruptions
(a) The LTR-97 operates during under voltage conditions down to 80 Vac without
any loss of performance.
(b) Power interruptions with a duration of less than 5 milliseconds are buffered by
the LTR-97 power supply and cause no degraded performance.
(c) During power interruptions of more than 5 milliseconds or if the input voltage
drops below a threshold of a minimum of 80 Vac, the LTR-97 switches off.
(d) Once the power is restored and the input voltage increases above a 90 Vac
threshold, the LTR-97 automatically switches on again.
(e) Power interruptions with a duration of less than 500 milliseconds (15%) are
identified as short power interrupts.
Revision 11 11-01-00 34.11.13

h. Signal Inputs
(1) Digital Inputs (Currently not used on ATI DC-8 aircraft)
(a) ARINC 429 Inputs – The LTR-97 provides two independent ARINC 429 low
speed (12.5 kHz) input interfaces. These interfaces are incorporated for future
expansion.
(b) Discrete Inputs
1) Program Pins
a) General – There are six connector pins allocated for external control
as shown in Table 34.11-7.
PIN FUNCTION
J4-25 Program Pin Common*
J4-37 Mounting Position No. 1
J4-33 Mounting Position No. 2
J4-23 Source Destination Identifier (SDI) 1
J4-07 Source Destination Identifier (SDI) 2
J4-09 Parity Pin
* Program Pin Common is grounded inside the LRU. External jumpers from the other
program pins to Program Pin Common allow the LTR-97 to be programmed to get
various installations and customized functions, as shown in the following paragraphs.
PROGRAM PINS
Table 34.11-7
b) Azimuth Mounting Discretes – Azimuth Mounting Orientation in the

aircraft is identified by Mounting Position No. 1 or 2 pins.
PROGRAM PLUS PLUG PLUG AFT PLUG RT WING PLUG LT WING

FORWARD
Mount position 1 Open Jump to common Open Jump to common
(J4-37)
Mount position 2 Open Open Jump to common Jump to common
(J4-33)
AZIMUTH MOUNTING DISCRETES
Table 34.11-8
34.11.14 03-05-07 Revision 27

c) Source Destination Identifier
PROGRAM PLUS SYSTEM NO. 0 SYSTEM NO. 1 SYSTEM NO. 2 SYSTEM NO. 3
SDI 1 (J4-23) Open Jump to common Open Jump to common

SDI 2 (J4-07) Open Open Jump to common Jump to common
SOURCE DESTINATION IDENTIFIER
Table 34.11-9
d) Parity Check of Discrete Input Program Pins:

Parity = Mounting Position 1 + Mounting Position 2
+SDI 1 + SDI 2
+ Parity Pin
= even
If the number of selected pins is odd, then the parity pin J4-09 has to
be grounded in order to get an even parity.
2) Control Discretes
a) Test/Maintenance Discrete – An Open/Gnd discrete is provided to
activate the Test/Maintenance Mode. (Reference paragraph “f (5).”)
b) J4-08 Test/Maintenance
Gnd = Mode is active
Open = Mode is inactive
c) As a result of activating the Test/Maintenance Mode, the following
sub-modes are available to upon activating their respective discretes
by grounding to the Program Pin Common (J4-25):
J4-24 Maintenance Data Enable
J4-10 Self-test Data Enable
Calibration Program Load Enable (manufacture/test only)
Program Load Enable (manufacture/test only)
Hil-Test Enable (manufacture/test only)
d) Test/Maintenance Input Bus (J4-19, J4-01) - The LTR-97 provides

one Rs-422 input interface that is used for test and calibration
purposes. This bus is not active without setting the Test/Maintenance
Mode Discretes and either the Program Load Enable, the HIL Test
Revision 11 11-01-00 34.11.15

Enable, and/or the Calibration Program Load Enable in accordance

with the instructions in the Test/Maintenance Discrete paragraph
above.
Transmission Rate: 9600 Baud
Data: 8 Data Bits
Control: 1 Start Bit, 1 Parity Bit (odd), 2 Stop Bits
(2) Analog Inputs
(a) Slaving Signal Input
1) The pin assignment is provided in Table 34.11-10.
FUNCTION CONNECTOR/PIN
Reference voltage input Fixed field (DG/J1-H)
Variable voltage input Control field (DG/J1-S)
Variable voltage return Control field (DG/J1-D)
SLAVING SIGNAL INPUT PIN ASSIGNMENT
Table 34.11-10
2) The variable AC voltage is at an operating point of –15Vdc. The
amplitude and phase of this signal is compared with the reference voltage
input amplitude and phase and the resultant is a measure of the direction
of the compass indicator’s heading from the earth’s magnetic field. A
null, or zero, on the variable input indicates the compass card is in line
with the field. A slaving amplifier load as follows terminates the output
of the Slaving Amplifier
Fixed Field Reference (DG/J1-H) 12 VAC (RMS)
Slaving Amplifier Vcc (DG/J1-D) -30 VDC
Slaving Amplifier Load Impedance 200 Hz, 5 Watts
(DG/J1-S to DG/J1-D)
Signal Voltage (DG/J1-S) 0 to 1.75 Vac (rms) max. 400 Hz
Proportionality 1.0°/minute = 1.75 Vac 400 Hz
(lineage proportional from 0.0 to 1.75 Vac)
Slaving Rate limited to 1.0°/minute
Direction Index DG/J1-S to DG/J-H in phase
(±50°) = decrease Platform HDG
Pins DG/J1-H, DG/J1-S , DG/J1-D are protected against 115 Vac between each pin and
ground.
SLAVING AMPLIFIER LOAD
Table 34.11-11
34.11.16 11-01-00 Revision 11

(b) Servo Null Sensor
1) The pin assignment is provided in Table 34.11-12.
FUNCTION CONNECTOR/PIN
Servo Null Sensor Input High DG/J1-T
Servo Null Sensor Input Return (GND) DG/J1-V
SERVO NULL SENSOR PIN ASSIGNMENT
Table 34.11-12
2) An external servo null sensor fed back from the compass indicator will
provide a logic level input as a measure of the difference between the
heading output of the LTR-97 and the compass card. When this
difference exceeds the limits defined in Table 34.11-13, the Heading
Validity and Heading Monitor Interlock flags shall be set to invalid.
3) To provide hysteresis, the Heading Validity and Heading Monitor
Interlock flags are set to invalid when the Servo Null Sensor input
voltage exceeds 1.3 Vac and is set to valid when the signal has returned
to 0.8 Vac.
SERVO NULL SENSOR I/P VOLTAGE VALID/NOT VALID

0-1.3 Vac, 400 Hz Valid
Greater than 1.3 Vac Not Valid
Reset at <0.8 Vac Valid
SERVO NULL SENSOR LIMITS
Table 34.11-13
(c) Latitude Correction Input
1) The LTR-97 uses this signal from a Latitude Compass Controller (LCC)
to compensate the vertical component of earth rate if an LCC is detected
as present. The signal will be switched by the LCC between DG/J1-N
and DG/J1-U to indicate the Southern and Northern hemispheres
respectively. This signal is a variable resistance voltage divider with a
minimum impedance of 10 kHz. The excitation voltage is developed
within the LTR-97.
2) 0 volts = 0° Latitude
Max. Volts (20 kHz, 31 kHz ratio) = 90° Latitude
Revision 11 11-01-00 34.11.17

i. Signal Outputs
(1) Digital Outputs
(a) ARINC 429 Outputs (J4-05, J4-04; J421, J4-03; J4-20, J4-02) – The LTR-97
provides three identical two-wire digital data output buses in accordance with
ARINC 429-15 that are used for maintenance and test purposes. (Refer to
Section “2”.)
(b) Discrete Outputs – The LTR-97 discrete outputs are provided in Tables 34.11-
14 thru 34.11-16. All discrete outputs are capable of conducting 250 mA.
ATTITUDE DISCRETE CONNECTOR-PIN LOGIC

OUTPUT
Warn Discrete 1 VG/J1-14 Open = Attitude invalid
Closed = Attitude valid
VD/J1-16 Open = Attitude valid
Closed = Attitude invalid
Common VG/J1-15
Warn Discrete 2 VG/J1-17 Closed = Attitude valid
Open = Attitude invalid
Common VG/J1-18
Common VG/J1-50
Common VG/J1-50
Normal Operation SAV VG/J1-12/45 +228 Vdc = Attitude valid
Ground = Attitude invalid
Monitor Output SAV VG/J1-24 +28 Vdc = Attitude invalid
Open = Attitude valid
ATTITUDE WARN DISCRETES
Table 34.11-14
DISCRETE OUTPUT CONNECTOR-PIN LOGIC*

6° Interlock SAV Discrete VG/J1-25 +28 Vdc = Roll > ±6.1°
Open = Roll < ±5.9°
6° Interlock Discrete VG/J1-26 Closed = Roll > ±6.1°
Open = Roll < ±5.9°
Common VG/J1-27
* Logic to provide hysteresis is implemented.
6° ROLL INTERLOCK DISCRETES
Table 34.11-15
34.11.18 11-01-00 Revision 11

COMPASS DISCRETE CONNECTOR-PIN LOGIC
OUTPUT
Monitor Interlock 1 DG/J2-H Closed = Heading valid
Open = Heading invalid
Common DG/J2-J
Monitor Interlock 2 DG/J2-K Closed = Heading valid
Common DG/J2-L
Monitor Interlock 3* DG/J1-N Closed = Heading valid
Common DG/J1-U
Monitor Output SAV DG/J2-F *28 Vdc = Heading valid
Ground = Heading invalid
* Monitor is available if latitude correction input is not used.
HEADING WARN DISCRETES
Table 34.11-16
(c) Test/Maintenance Output Bus (J4-30, J4-18)
1) The LTR-97 provides one RS-422 output interface that is used for
maintenance data output and test and calibration purposes.
2) Transmission Rate: 9600 Baud
Data: 8 Data Bits
Control: 1 start Bit, 1 parity Bit (odd), 2 stop Bits
(2) Analog Outputs
(a) Synchro Outputs
Analog
D/A
Conv. Index Positive Scale Load
Range Reso- Signal
Output Signal Qty Accur. Refe- Direction Factor Capa-
(deg) lution Format
(deg) rence Sense (deg) bility (Hz)
(Bit)
95%
Pitch* 1 0–±180 16 0.3 0° = Nose up 1=1 3 passive 3-Wire
VG/J1-4,5,6 horizon synchro
(Y, X, Z) receiver
120+j450
Roll* 1 0–±180 16 0.3 0° = Right wing 1=1 3 passive 3-Wire
VG/J1=7,8,9 horizon down synchro
(X, Y, Z) receiver
120+j450
Heading 1 1 0–±360 16 0.3 0° = Nose right 1=1 3 passive 3-Wire
(Compass) initial synchro
DG/J1-J,K,L platform receiver
(Z, Y, X) heading 120+j450
SYNCHRO OUTPUTS
Table 34.11-17 (1 of 2)
Revision 11 11-01-00 34.11.19

Analog
D/A
Conv. Index Positive Scale Load
Range Reso- Signal
Output Signal Qty Accur. Refe- Direction Factor Capa-
(deg) lution Format
(deg) rence Sense (deg) bility (Hz)
(Bit)
95%
Heading 2 1 0–±360 16 0.3 0° = Nose right 1=1 3 passive 3-Wire
(Autopilot) initial synchro
DG/J2-C,D,E platform receiver
(X, Y, Z) heading 120+j450
* The output signal voltage (x, y, z) lead the reference voltage by +9.0° ± 3.0°.
SYNCHRO OUTPUTS
Table 34.11-17 (2 of 2)
1) Maximum voltage: 11.8 volts ±7.5%
Gradient: 0.205 volts/deg ±7.5%
Null voltage 0.03 volt max.
2) All three legs are floating.
(b) 2-Wire AC Outputs
Analog
D/A Scale Load
Conv. Index Positive
Range Reso- Factor Capa- Signal
Output Signal Qty Accur. Refe- Direction
(deg) lution (mV/deg) bility Format
(deg) rence Sense
(Bit) at 20° (kHz)
95%
Pitch 50 mV #1 1 0–±90 16 0.5 0V = Nose up 50 >10.4 2-wire
Two wire horizon AC**
VG/J1-32, 33
(C,H)
Roll 50 mV #1 1 0–±90 16 0.5 0V = Right wing 50 >10.4 2-wire
Two wire horizon down AC**
VG/J1-28,29
(H,C)
Pitch 50 mV #2 1 0–±90 16 0.5 0V = Nose up 50 >2.04 2-wire
Two wire horizon AC**
VG/J1-36,37
(C,H)
Roll 50 mV #2 1 0–±90 16 0.5 0V = Right wing 50 >2.04 2-wire
Two wire horizon down AC**
VG/J1-10,11
(H,C)
Pitch 200 mV 1 0–±90 16 0.5 0V = Nose up 200 >1.18 2-wire
Two wire* horizon AC**
VG/J1-34 (C),
35 (H), 43
TWO WIRE AC OUTPUTS
Table 34.11-18 (1 of 2)
34.11.20 11-01-00 Revision 11

Analog
D/A Scale Load
Conv. Index Positive
Range Reso- Factor Capa- Signal
Output Signal Qty Accur. Refe- Direction
(deg) lution (mV/deg) bility Format
(deg) rence Sense
(Bit) at 20° (kHz)
95%
Roll 200 mV 1 0–±90 16 0.5 0V = Right wing 200 >1.18 2-wire
Two wire* horizon down AC**
VG/J1-30 (H),
31 (C), 42
Notes:
The output signal voltages lead the reference voltage by +9.0°±3.0°.
* A 1.2 kHz Flight Director Impedance Load is connected between VG/J1-43 and VG/J1-35 (pitch) and VG/J1-42
and VG/J1-31 (roll). This resistor is rated at 0.5 Watt.
** Positive sense in phase with reference.
TWO WIRE AC OUTPUTS
Table 34.11-18 (2 of 2)
(c) Latitude Correction Excitation – This is a 32 Vdc output voltage (10%, open
circuit voltage) on DG/J1-W used to excite the Latitude Correction resistance
network within the LCC, if installed. The load impedance is a minimum 10
kHz. This excitation is referenced to DG/J1-A.
j. Connectors
(1) The LTR-97 connectors are provided in Table 34.11-19.
CONNECTOR FUNCTION CONNECTOR TYPE MATING CONNECTOR
VG/J1 To VG/J1 Cannon KOA2-21992-50 PN Cannon KOA6-21-50SN
connector
DG/J2 To DG/J2 Cannon KO2-16-10PN Cannon KO3-16-10SN
connector
DG/J1 To DG/J1 Cannon KO2-19-20PN Cannon KO3-19-20SN
connector
J4 For maintenance MS27599E14F35P MS27484E14F35S
& DC Backup MIL-C-38999, series 2, shell
(B727) size 14, (37 pins)
CONNECTORS CONFIGURATION
Table 34.11-19
(2) Connectors DG/J2, DG/J1, and J4 will be fitted with dust covers for those
installations in which the Directional Gyro is not connected.
(3) System Wiring
(a) The system interwiring is described and provided in Tables 34.11-20 through
34.11-23.
(b) In order to meet the EMC requirements, a low impedance path between the
LTR-97 and the aircraft structure is necessary. This is achieved by a
grounding strap on the front or rear side of the LTR-97.
Revision 11 11-01-00 34.11.21

a) Electrical Pin Assignment VG/J1
FUNCTION CONNECTOR- IN/OUT AWG COMMENTS
PIN
Power Ground VG/J1-01 I 22 ATT sync exc C
Pitch SynchroY VG/J1-04 O 22
Pitch Synchro X VG/J1-04 O 22
Pitch Synchro Z VG/J1-06 O 22
Pitch Synchro X VG/J1-07 O 22
Pitch Synchro Y VG/J1-08 O 22
Pitch Synchro Z VG/J1-09 O 22
Roll 2 Wire H VG/J1-10 O 22
Roll 2 Wire C VG/J1-11 O 22
Normal Operation SAV Discrete VG/J1-12 O 22 Tied to pin 45
Warn Discrete 1 VG/J1-14 O 22 Valid closed
Warn Discrete 1 Common VG/J1-15 O 22
Warn Discrete 1 VG/J1-16 O 22 Valid open
Warn Discrete 2 VG/J1-17 O 22
Warn Discrete 2 Return VG/J1-18 O 22
Monitor SAV Discrete VG/J1-24 O 22 +28 VDC Invalid
6° Roll Interlock SAV Discrete VG/J1-25 O 22
6° Roll Interlock Discrete VG/J1-26 O 22
6° Roll Interlock Discrete Return VG/J1-27 O 22
Roll 2 Wire H VG/J1-28 O 22 RADAR
Roll 2 Wire C VG/J1-29 O 22 RADAR
Roll 2 Wire H VG/J1-30 O 22 Flight director
Roll 2 Wire C VG/J1-31 O 22 Flight director
Pitch 2 Wire C VG/J1-32 O 22 RADAR
Pitch 2 Wire H VG/J1-33 O 22 RADAR
Pitch 2 Wire C VG/J1-34 O 22 Flight director
Pitch 2 Wire H VG/J1-35 O 22 Flight director
Pitch 2 Wire C VG/J1-36 O 22
Pitch 2 Wire H VG/J1-37 O 22
FD Impedance Match VG/J1-42 O 22 1.2 kHz to pin 31
FD Impedance Match VG/J1-43 O 22 1.2 kHz to pin 35
115V, 400 Hz Primary Power VG/J1-44 I 22 ATT sync exc H
Normal Operation SAV Discrete VG/J1-45 O 22 +28 VDC Valid
115V, 400 Hz Primary Power VG/J1-46 I 22 ATT sync exc H
Power Ground VG/J1-47 I 22 ATT sync exc C
Not used: pins 2, 3, 13, 21-23, 38-41, 49.
ELECTRICAL PIN ASSIGNMENT VG/J1
Table 34.11-20
34.11.22 11-01-00 Revision 11

b) Electrical Pin Assignment DG/J2
PIN
115V, 400 Hz Hdg 2 Sync Exc C DG/J2-A I 22 Autopilot
115V, 400 Hz Hdg 2 Sync Exc H DG/J2-B I 22 Autopilot
Heading Synchro 2 X DG/J2-C O 22 Autopilot
Heading Synchro 2 Y DG/J2-D O 22 Autopilot
Heading Synchro 2 Z DG/J2-E O 22 Autopilot
Monitor SAV Discrete DG/J2-F O 22 +28 VDC Valid
Monitor Interlock 1 DG/J2-H O 22 Valid closed
Monitor Interlock 1 Return DG/J2-H O 22
Monitor Interlock 2 DG/J2-K O 22 Valid closed
Monitor Interlock 2 Return DG/J2-L O 22
ELECTRICAL PIN ASSIGNMENT DG/J2
Table 34.11-21
c) Electrical Pin Assignment DG/J1

PIN
Power Ground DG/J1-A I 22 HDG 1 Sync Exc C
115V, 400 Hz Secondary Power DG/J1-C I 22 JDG 1 Sync Exc H
Slaving Control Field Return DG/J1-D I 22
Chassis Ground DG/J1-F I/O 22
Slaving Fixed Field DG/J1-H I 22 12 Vac
Heading Synchro 1Z DG/J1-J O 22
Heading Synchro 1Y DG/J1-K O 22
Heading Synchro 1X DG/J1-L O 22
Monitor Interlock 3/South Lat Cor DG/J1-N I/O 22
115V, 400 Hz Secondary Power DG/J1-P I 22 Tied to pin C
Slaving Control Field High DG/J1-S I 22
Servo Null Sensor DG/J1-T I 22
Monitor Interlock 3/North Lat Cor DG/J1-U I/O 22
Servo Null Sensor Return DG/J1-V I 22
Latitude Correction Excitation DG/J1-W O 22
Unusable: pins E, X.
Not used: pins B, M, R.
ELECTRICAL PIN ASSIGNMENT DG/J1
Table 34.11-22
Revision 11 11-01-00 34.11.23

PIN
Test/Maintenance Input Bus (B) J4-01 I/O 22
ARINC 429 Output Bus 3B J4-02 O 22
ARINC 429 Output Bus 1A J4-05 O 22
ARINC 429 Input Bus 2A J4-06 I 22
ARINC 429 SDI 2 J4-07 I 22
Test Maintenance Mode Discrete J4-08 I 22
Program Pin Parity J4-09 I 22
Self Test Data Enable J4-10 I 22
Signal Reference J4-11 I/O 22
Mag Hdg Exc In Hi J4-12 I 22 Future growth
Program Load Enable J4-13 I 22 Lab test only
Mag Hdg Exc In Common J4-14 I 22 Future growth
Mag Hdg In Z J4-15 I 22 Future growth
DC Power Return (P/N 142830-1000) J4-16 I 18
DC Power Return (P/N 142830-1000) J4-17 I 18
Maintenance Output Bus (B) J4-18 O 22
Test/Maintenance Input Bus (A) J4-19 I 22
ARINC 429 Input Bus 2B J4-22 I 22
ARINC 429 SDI 1 J4-23 I 22
Maintenance Data Enable J4-24 I 22
+28 Vdc Backup Power J4-26 I
(P/N 142830-1000)
Program Pin Common J4-25 O 22
Cal Program Load Enable J4-27 I 22 Lab test only
+28 Vdc Backup Power J4-28 I 18
(P/N 142830-1000)
+15 Vdc J4-29 I 18 Lab test only
Maintenance Output Bus (A) J4-30 O 22
ARINC 429 Input Bus 1B J4-31 I 22
ARINC 429 Input Bus 1A J4-32 I 22
Mounting Position 2 J4-33 I 22
HIL Test Enable J4-34 I 22 Lab test only
Mag Hdg In Y J4-35 I 22 Future growth
Mag Hdg In Z J4-36 I 22 Future growth
Mounting Position 1 J4-37 I 22
ELECTRICAL PIN ASSIGNMENT J4
Table 34.11-23
34.11.24 11-01-00 Revision 11

2. Installation/Removal Instructions
a. General – This section provides removal and installation procedures for the LTR-97.
NOTE: The removal of an LTR-97 from an aircraft must be accomplished using the steps
in paragraph “b.” The steps in paragraph “c” must be followed for the installation
of the LTR-97.
CAUTION: HANDLE UNITS WITH CARE AT ALL TIMES. MISHANDLING

COULD CAUSE DAMAGE TO SENSITIVE COMPONENTS OF THE
LTR-97.
CAUTION: TO PREVENT POSSIBLE DAMAGE TO THE LTR-97 ALWAYS

PULL ALL LTR-97 RELATED AIRCRAFT CIRCUIT BREAKERS
OUT (OFF) BEFORE REMOVING THE UNIT.
b. Removal of the LTR-97
(1) Open all circuit breakers for the Horizon and Compass System for the affected
system.
(2) Remove the three cannon plugs from the gyro.
(3) Remove the non-captive screws that secure the bonding strap from the gyro (refer to
Figure 34.11-4).
(4) Fit dust caps to all connectors on the LTR-97 and fit plug caps to all applicable
external cable connectors.
(5) Loosen the three captive screws (refer to Figure 34.11-4).
(6) Grasp the LTR-97 and lift the unit carefully from the cradle.
(7) Transport the LTR-97 in a suitable shipping container to prevent damage.
c. Installation of the LTR-97
CAUTION: WHEN PERFORMING THE FOLLOWING STEPS, DO NOT USE

SHARP-POINTED TOOLS TO PRY OUT THE PLUG CAPS BECAUSE
THE TOOLS MAY PIERCE THE PLUG CAP AND DAMAGE THE
CONNECTOR PINS.
(1) Ensure all LTR-97 related circuit breakers are open (off).
(2) Remove all dust caps from the gyro cannon plug connectors. Additional dust cap
may be installed on the new gyro.
Revision 11 11-01-00 34.11.25

CAUTION: FAILURE TO PERFORM THE FOLLOWING STEP MAY CAUSE

DAMAGE TO THE LTR-97 CONNECTORS AND/OR MATING
CONNECTORS.
(3) Ensure that all connector pins are undamaged and straight and that no foreign
objects are in the LTR-97 and aircraft cannon plugs.
(4) Ensure that no tools or other items are in the cradle.
(6) Carefully place the LTR-97 in the cradle.
(7) Tighten the three captive screws (refer to Figure 34.11-4).
(8) Install the grounding strap onto the LTR-97.
WARNING: ONLY GROUNDING STRAP P/N 465864-01 MUST BE

INSTALLED OR SEVERE GYRO DAMAGE WILL OCCUR.
(9) Install the cannon plug onto the LTR-97 as illustrated in Figure 34.11-5.
NOTE: Some aircraft are fitted with an electrical extension harness.
CAPTIVE SCREWS ON LTR-97

Figure 34.11-4
34.11.26 11-01-00 Revision 11

LTR-97 OUTLINE AND MOUNTING DIAGRAM

Figure 34.11-5
Revision 11 11-01-00 34.11.27

3. Continued Airworthiness Testing (DC-8)
a. General
(1) The following procedure accomplishes a system test of either a single or dual LTR-
97 installation and interfacing compass components. Interfacing compass systems
can be either a C-9, C-10, C-11, or MHRS.
(2) Testing of the LTR-97 requires that the compass system be operational. To assure
the air-worthiness of the compass system, a ground operational test must be
performed with existing directional gyros prior to installing LTR-97 units. Testing
of existing compass system is not covered in this testing procedure.
(3) Proper completion of this test also requires that the following systems or
components be operational during the test:
(a) Horizontal Situation Indicators (HSI) or Compass Indicators (CI) or Master

Heading Indicators (MHI)
(b) Compass systems
(c) Autopilot
(d) Attitude Director Indicators (ADI)
(e) Flight Director Systems or EFIS
b. Test Setup
(1) Provide electrical power. Ensure that all circuit breakers associated with the HSIs
(CI or MHI), ADIs, compass systems, vertical gyros, and power systems are closed.
NOTE: If the airplane is equipped with EFIS, set or ensure all related circuit breakers.
(2) Set or ensure the compass system, vertical gyro system, and NAV system transfer
switches are in the NORMAL positions (if installed).
NOTE: If the airplane is equipped with a Compass Controller, set or ensure the DG/MAG
switch is in the MAG mode.
(3) If necessary, synchronize both compass systems by turning the manual SET HDG
knob on the RMIs (C6-E) or, if equipped, on the Compass Indicator or, if equipped,
on the Master Heading Indicators.
(4) After 20 seconds following closing of the VG-1(2) and DG-1(2) circuit breakers,
verify that in the Pilot’s and F/O’s ADIs attitude is approximately ramp attitude and
the attitude flags are out of view.
(5) Push each of the LTR-97 unit’s Push-To-Test buttons, then verify on each unit the
red fault annunciator flashes five times and then extinguishes.
NOTE: If the annunciator remains on, the LTR-97 unit or interfaces are faulty.
34.11.28 03-05-07 Revision 27

c. Test Attitude
NOTE: During the following test, the Pilot’s and F/O’s NAV/INST Comparator Failure
Warning Annunciators will come on.
(1) Open the circuit breaker for VG-1, then verify that the Pilot’s ADI indicates that
attitude is invalid and the Gyro flags (or Attitude Fail annunciation) are in view.
(2) Open the circuit breaker for VG-2, then verify that the F/O’s ADI indicates that
attitude is invalid and the Gyro flags (or Attitude Fail annunciation) are in view.
(3) Close the circuit breaker for VG-1, then verify that the Pilot’s ADI indicates valid
attitude and the Gyro flag (or Attitude Fail annunciation) is out of view.
(4) Close the circuit breaker for VG-2, then verify that the F/O’s ADI indicates valid
attitude and the Gyro flag (or Attitude Fail annunciation) is out of view.
d. Test Compass System Failure Detection Monitoring
NOTE: During the following tests, on –72 and –73 series only, the NAV/INST Comparator
Failure Warning Annunciators will come on.
(1) Ensure that the Pilot’s and F/O’s compass systems are valid (all flags or Fail
annunciations are out of view) and synchronized.
(2) Open the DG-1 (Compass-1) circuit breaker, then verify that the Pilot’s HSI (CI or
MHI) and the F/O’s RMI indicate that heading is invalid and the heading flags (or
HDG Fail annunciation) is in view.
NOTE: Some airplanes may have both the Pilot’s and F/O’s HSI (CI or MHI) and RMI
integrated.
(3) Reset the DG-1 (Compass-1) circuit breaker, then verify that the Pilot’s HSI (CI or
MHI) and the F/O’s RMI indicate that heading is valid and the heading flags (or
HDG Fail annunciation) is not in view.
(4) Open the DG-2 circuit breaker, then verify that the F/O’s HSI and Pilot’s RMI
indicate that heading is invalid and the heading flags (or HDG Fail annunciation)
are in view.
(5) Reset the DG-2 circuit breaker, then verify that the F/O’s HSI and Pilot’s RMI
indicate that heading is valid and the heading flags (or HDG Fail annunciation) are
not in view.
e. Test Slaved Heading
(1) Turn the Pilot’s SET HDG knob (located on the RMI, the Compass Controller, or
the Radio Direction Indicator) in a decreasing direction to a five degree change from
the current airplane heading as viewed on the Pilot’s HSI. Within six minutes,
verify that the sync annunciator deflects left (or to the “+”), the HSI azimuth card
returns to airplane heading, and the sync meter shows null.
Revision 27 03-05-07 34.11.29

NOTE: Some airplanes may have both the Pilot’s and F/O’s HSI (CI or MHI) and
RMI integrated.
(2) Turn the Pilot’s SET HDG knob (located on the RMI, the Compass Controller, or
the Radio Direction Indicator) in an increasing direction to a five degree change
form current airplane heading as viewed on the Pilot’s HSI. Within six minutes,
verify that the sync annunciator deflects right (or to the “o”), the HSI azimuth card
returns to airplane heading, and the sync meter shows null.
(3) Repeat steps (1) and (2) for the F/O’s compass system using the F/O’s SET HDG
knob and HSI.
f. Test Compass Free/Slave Mode
(1) For airplanes equipped with a Latitude Correction Panel:
(a) Select DG mode on the Pilot’s Latitude Correction Controller.

(b) Using the Pilot’s SET HDG knob, change the current airplane heading, as
viewed on the Pilot’s HSI, increasing to 10 degrees.
(c) Verify that the Pilot’s sync meter shows null.
(d) Wait approximately six minutes, then verify that heading remains at current
heading plus 10 degrees.
(e) Repeat steps (a) through (d) for the F/O’s compass and HSI.
(f) Select SLAVE mode on the Pilot and F/O’s Compass Controllers.
g. Test Autopilot Interface
(1) Ensure that the airplane attitude on the ramp is not more than six degrees.
(2) Set or ensure that the TURN knob located on the autopilot control panel is in the
detent position.
(3) Engage the autopilot by selecting AUTOPILOT on the autopilot control panel’s
autopilot engage lever. Verify that the lever holds in the AUTOPILOT position.
(4) Open the VG-1 circuit breaker, then verify that the autopilot engage lever releases.
(5) Close the VG-1 circuit breaker and re-engage the autopilot control panel engage
lever to the AUTOPILOT mode. Verify that the handle stays engaged.
(6) Disengage the autopilot. If no longer required, remove electrical power.
34.11.30 03-05-07 Revision 27

4. Testing and Fault Monitoring
a. System Integrity
(1) General
(a) This section deals with the output state of the system during normal operation
and for any detected failure, either internal to the system or to the inputs. The
monitoring and warning criteria are stated and shown in Tables 34.11-24
through 29, summarizing the no computed data (NCD) conditions. Failure
indications on the DITS parameters are provided in Table 34.11-30.
(2) Start-Up and Continuous BIT
(a) Start-Up BIT is performed during the first five seconds of the system
initialization, which verifies the integrity of memory devices,
computer/interrupts, and functionality of internal modules.
(b) Continuous BIT is performed during alignment and normal operation to verify
the integrity of the I/O, internal modules, and external signals.
(3) Fault Indicator/BIT Pushbutton
(a) The chassis-mounted Fault Indicator is visible from the connector side, as
show in Figure 34.11-6.
LTR-97 FRONT PANEL

Figure 34.11-6
(b) The indicator is set and latched for detected BIT failures as specified in Tables
34.11-24 through 34.11-29 and can only be reset by pushing the BIT
pushbutton on the LTR-97 front panel (connector side) in Alignment or
Operational Mode. The indicator is not set during power-off but will set again
after power-on if the indicator was set before power-off.
Revision 11 11-01-00 34.11.31

c) Pushing the BIT pushbutton causes the fault indicator to flash five times at a 1
Hz rate. If a BIT failure, as specified in Tables 34.11-24 through 34.11-29,
still exists, the fault indicator is set and latched; otherwise, it is reset (turned-
off).
(4) BIT Failures
(a) Processor Module
DITS Action
Taken
Discrete Words
Bit Set = 1
Warn Discrete *=0
Output (2) Label
Fail
Monitoring Test Reaction Hdg ATT Fault Shut Latched
Test Phase Test # Time (1) Warn Warn Indic. Down =L 270 271
RAM Fail C 01 1 sec X X X X L 15,19 14,15,17
EEPROM Fail S 02 N/A X X X X L 15,19 14,15,17
Program Cycle 350 msec
Fail C 04 (3) X X X X L 15,19 14,15,17
Scheduler Fail C 05 2 sec X X X X L 15,19 14,15,17
Real Time
Interrupt Fail S 06 N/A X X X X L 15,19 14,15,17
Watch Dog
Timer Fail C 07 1 sec X X X X L 15,19 14,15,17
Power
Interrupt
Timer Fail S 08 N/A X L 19 17
Processor Test C 10 1 sec X X X X L 15,19 14,15,17
Elapsed Time
EEPROM
Access Test C 11 6 min X L
Illegal Trap
exception Test C 12 N/A X X X X L 15,19 14,15,17
NOTES:
S Start-up BIT
C Continuous BIT
(1) The reaction time is specified as time between the occurrence of a failure and the failure annunciation. If not
otherwise noted, tolerance is ±10%.
(2) Attitude Warn discretes are defined in Table 34.11-15, for Heading Warn discretes see Table 34.11-17.
(3) Tolerance is ±55% due to spread in the component characteristics and variation over the operating
temperature range.
MONITORING SUMMARY FOR THE PROCESSOR MODULE
Table 34.11-24
34.11.32 11-01-00 Revision 11

(b) Sensor Tests
DITS Action
Taken
Discrete Words
Bit Set = 1
Warn Discrete *=0
Output (2) Label
Fail
FOG
Auxiliary
Contr. Loop
Fail 1 C 21 50 msec X X X L 15,19 14,15,17
FOG
Auxiliary
Contr. Loop
Fail 2 C 22 60 sec X X X L 15,19 14,15,17
FOG Random
Pattern Sync
Test S 23 N/A X X X L 15,19 14,15,17
Max Angular
Rate Exceeded C 24 20 msec X X X L 15 14,15,17
Temp. Sensor
Fail C 25 1 sec X X X 15,19 14,15,17
Sensor Block
Temp. Limit
Exceeded C 26 1 sec X X X X L 15,19 14,15,17
Level Sensor
Fail C 27 1 sec X X X L 15,19 14,15,17
Attitude Plaus.
Fail C 28 N/A (3) X X X L 15,19 14,15,17
Sensor
MUX/ADC
Fail C 29 1 sec X X X L 15,19 14,15,17
NOTES:
S Start-up BIT
C Continuous BIT
otherwise noted, tolerance is 10%.
(3) Reaction time depends on flight dynamics.
MONITORING SUMMARY FOR THE SENSOR TESTS
Table 34.11-25
Revision 11 11-01-00 34.11.33

(c) Power Supply Module
DITS Action
Taken
Discrete Words
Bit Set = 1
Warn Discrete *=0
Output (2) Label
Fail
Power Supply
Monitor C 41 3 msec X X X X
NOTES:
S Start-up BIT
C Continuous BIT
MONITORING SUMMARY FOR THE POWER SUPPLY MODULE
Table 34.11-26
(d) Interface Module
DITS Action
Taken
Discrete Words
Bit Set = 1
Warn Discrete *=0
Output (2) Label
Fail
DITS Selftest
Fail S 51 N/A L 19
DITS
Transmitter
Not Ready C 52 0.1 sec L 19
DITS Wrap-
around Fail C 53 1 sec L 19
A/D Conv.
Fail C 54 1 sec X X X L 15,19 14,15,17
Slaving Input
Fail C 55 0.2 sec X X L 19 14,17
Discrete
Output Fail C 56 0.2 sec X X X X L 19 14,15,17
Program Pin
Monitor S 58 N/A X X X L 15,19 14,15,17
MONITORING SUMMARY FOR THE INTERFACE MODULE
Table 34.11-27 (1 of 2)
34.11.34 11-01-00 Revision 11

DITS Action
Taken
Discrete Words
Bit Set = 1
Warn Discrete *=0
Output (2) Label
Fail
Latitude
Correction
Fail C 59 0.2 sec X X L 19 14, 17
NOTES:
S Start-up BIT
C Continuous BIT
MONITORING SUMMARY FOR THE INTERFACE MODULE
Table 34.11-27 (2 of 2)
(e) Synchro Module
DITS Action
Taken
Discrete Words
Bit Set = 1
Warn Discrete *=0
Output (2) Label
Fail
Att Reference
Unavailable C (3) 61 1 sec X 15
Hdg Reference
1 Unavailable C (3) 62 1 sec X 14
Hdg Reference
2 Unavailable
(Hdg Aux
Output) C (3) 63 1 sec
Hdg Sync. 1
Fail C 64 1 sec X X 19 14, 17
Hdg Sync. 2
Fail (Hdg Aux
Output) C 65 1 sec X 19 17
Roll Synchro
Fail C 66 1 sec X X 19 15, 17
MONITORING SUMMARY FOR THE SYNCHRO MODULE
Table 34.11-28 (1 of 2)
Revision 11 11-01-00 34.11.35

Pitch Synchro
Fail C 67 1 sec X X 19 15, 17
Discrete
Output Fail C 70 1 sec X X X X L 15,19 14,15,17
DAC Wrap-
around Fail C 71 1 sec L 19 17
NOTES:
S Start-up BIT
C Continuous BIT
(3) Failure will not be stored in the malfunction memory.
MONITORING SUMMARY FOR THE SYNCHRO MODULE
Table 34.11-28 (2 of 2)
(f) Modes
DITS Action
Taken
Discrete Words
Bit Set = 1
Warn Discrete *=0
Output (2) Label
Fail
11,13*,
Align Phase 1 91 X X 15 14,15
11,13*,
Align Phase 2 92 X 15 15
Fast 11,13*,
Alignment 93 X X 15 14,15
11*,13,
Vertical Mode 94 15 15*
DG Mode 95 14*,13 14*
Slaved Mode 96 14*,13 14*

Maintenance
Mode 97 X X
Selftest Data
Mode 98 X X 14,15
MONITORING SUMMARY FOR THE VARIOUS MODES
Table 34.11-29 (1 of 2)
34.11.36 11-01-00 Revision 11

DITS Action
Taken
Discrete Words
Bit Set = 1
Warn Discrete *=0
Output (2) Label
Fail
Shut Down
Mode 99 X X
NOTES:
S Start-up BIT
C Continuous BIT
MONITORING SUMMARY FOR THE VARIOUS MODES
Table 34.11-29 (2 of 2)
b. Maintenance
(1) Self-Test Outputs
(a) Functional self-test can be activated when the Test Maintenance Mode and the
Self-Test Data Enable discretes are set. The self-test values are given in
Tables 34.11-30 and 34.11-31.
SYNCHRO/2-WIRE AC OUTPUTS DISCRETE SELF- WARNING

OUTPUT SIGNAL SELF-TEST TEST OUTPUT DEFINITION
VALUE Att Warn Attitude invalid
Heading 1 15 deg Hdg Warn Heading invalid
Heading 2 15 deg 6 deg I’ lock Set
Pitch 5 deg Fault Indicator Fault
Roll 45 deg DISCRETE SELF-TEST OUTPUTS
ANALOG SELF-TEST OUTPUTS Table 34.11-31
Table 34.11-30
(2) Failure Logging and Malfunction Storage
(a) The LTR-97 provides the capability for recording failure data. This is
achieved by storing data from maintenance labels 350 through 353 in an
EEPROM. The data is marked with a time tag derived from the elapsed time
counter. The EEPROM area is subdivided into records, each record consisting
of labels 350 through 353 and the time tag.
Revision 11 11-01-00 34.11.37

(b) The LTR-97 also periodically monitors the state of the maintenance words to
check if any new failures have occurred. All data is latched in the EEPROM
(an intermittent failure will not be removed), i.e. the failure record contains
the accumulated failure that occurred during one power ON phase. The stored
failure data and elapsed time in the EEPROM can be erased by special test
equipment.
(c) The failure memory is capable of storing up to 192 failure records. The oldest
failure records will be overwritten if more than 192 power cycle failures are
recorded.
(3) Elapsed Time Counter

(a) The elapsed time counter is software-implemented and readable via the RS-
422 test interface. The length of elapsed time recording is more than 100,000
hours.
(4) Failure History and Elapsed Time Output
(a) If the LTR-97 is in the Maintenance Mode and the discrete maintenance data
enable is selected, the failure history and the elapsed time will be provided via
the RS-422 output interface. The failure history and the elapsed time are
transmitted in cycles starting with the accumulated operating hours then
followed by the most recent failure record. After all records have been
transmitted, the program then waits for one second before repeating the cycle.
(b) Table 34.11-32 defines the transmission frames of the output. The LSB of the
elapsed time readout is equal to 0.1 hour. The significant 16 bits of each
maintenance word will be transmitted only. The checksum is the ones-
complement of the word accumulation of the record data words except the
checksum itself.
34.11.38 11-01-00 Revision 11

FRAME OUTPUT
1. Record Upper byte of record number 0
Lower byte of record number 0
Bits 32-25 of elapsed time
Upper byte of checksum
Lower byte of checksum
2. Record Upper byte of record number n
Lower byte of record number n
Bits 29-22 of label 350
Bits 32-25 of elapsed time at failure condition
3. Record Upper byte of record number n-1
Lower byte of record number n-1
m. Record Upper byte of record number max (1, n-191)
Lower byte of record number max (1, n-191)
m=2……193
n=1…….2^16-1
FAILURE TRANSMISSION FRAMES
Table 34.11-32
Revision 11 11-01-00 34.11.39

(5) Maintenance Discrete Outputs
(a) DITS labels 350-353 contain discrete information to assist in fault finding.
The information represents the actual failure status of the system and will be
provided during normal operation. The following tables (34.11-33 through
34.11-36) define the allocation of these bits with the possible cause of the
failure and the action to be taken to rectify the fault.
Bit No. Function Probable Cause Action
01-08 Label
09-10 SDI field
11-13 N/A
14 RAM fail LTR-97 defective Return LTR-97 for repair
15 EEPROM fail LTR-97 defective Return LTR-97 for repair
16 N/A
17 Program Cycle fail LTR-97 defective Return LTR-97 for repair
18 Scheduler fail LTR-97 defective Return LTR-97 for repair
19 Real Time Interrupt fail LTR-97 defective Return LTR-97 for repair
20 Watch Dog Timer fail LTR-97 defective Return LTR-97 for repair
21 Power Interrupt Timer fail LTR-97 defective Return LTR-97 for repair
22 N/A
23 Processor Test fail LTR-97 defective Return LTR-97 for repair
24 N/A LTR-97 defective Return LTR-97 for repair
25 Elapsed time EEPROM access
fail
26 Illegal trap exception LTR-97 defective Return LTR-97 for repair
27-28 N/A LTR-97 defective Return LTR-97 for repair
29 Fault indicator latch Latch for detected BIT failures Push BIT pushbutton
30-31 SSM (always 0)
32 Odd parity
MAINTENANCE DISCRETE WORD 1, LABEL 350
Table 34.11-33
01-08 Label
09-10 SDI field
11-13 N/A
14 FOG Auxiliary control loop fail 1 LTR-97 defective Return LTR-97 for repair
15 FOG Auxiliary control loop fail 2 LTR-97 defective Return LTR-97 for repair
16 FOG Random pattern sync fail LTR-97 defective Return LTR-97 for repair
17 Max angular rate exceeded Excessive rates
(>600°/sec) occurred. Check plausibility.
LTR-97 defective Return LTR-97 for repair
18 Temp sensor fail Excessive temps during
operation. Check ambient temps.
LTR-97 defective. Return LTR-97 for repair.
Table 34.11-34 (1 of 2)
34.11.40 11-01-00 Revision 11

19 Sensor temp limit exceeded Excessive temps during
operation. Check ambient temps.
LTR-97 defective. Return LTR-97 for repair
20 Level sensor fail LTR-97 defective Return LTR-97 for repair
21 Attitude Plausibility Test Excessive dynamics for
extended periods,
excessive drift. Check flight profile.
LTR-97 defective. Return LTR-97 for repair
22 Sensor MUX/ADC fail (instrument LTR-97 defective Return LTR-97 for repair
failure)
23-29 N/A
32 Odd parity
Table 34.11-34 (2 of 2)

01-08 Label
09-10 SDI Field
11-13 N/A
14 DITS self-test fail LTR-97 defective Return LTR-97 for repair
15 DITS transmitter not ready LTR-97 defective Return LTR-97 for repair
16 DITS wraparound fail LTR-97 defective Return LTR-97 for repair
17 A/D Converter fail (I/O) LTR-97 defective Return LTR-97 for repair
18 Latitude correction fail LCC defective Check LCC for correct operation
19 Discrete output fail (I/O) LTR-97 defective Return LTR-97 for repair
20 Slaving input fail Compass system defective Check compass system for
correct operation
21 Program Pin Monitor Parity of program pins Check installation
incorrect
22-29 N/A
30-31 SSM (always 0) Latch for detected BIT Push BIT pushbutton
failures
32 Odd parity
Table 34.11-35
Revision 28 05-11-07 34.11.41

01-08 Label
09-10 SDI Field
11-13 N/A
14 Attitude reference No external input Check wiring to/from 400 Hz
unavailable source and LTR-97
15 Heading reference 1 No external input Check wiring to/from 400 Hz
16 Heading synchro 1 fail Short circuit in wiring Check wiring to/from synchros
Return LTR-97 for repair
LTR-97 defective
17 Roll synchro fail Short circuit in wiring Check wiring to /from synchros
LTR-97 defective
18 Pitch synchro fail Short circuit in wiring Check wiring to/from synchros
LTR-97 defective
19-20 N/A
21 Discrete output fail LTR-97 defective Return LTR-97 for repair
(synchro)
22 Heading synchro 2 fail Short circuit in wiring Check wiring to/from synchros
LTR-97 defective
23 Heading reference 2 No external input Check wiring to/from 400 Hz
24-25 N/A
26 DAC wraparound fail LTR-97 defective Return LTR-97 for repair
27-29 N/A
32 Odd parity
Table 34.11-36
34.11.42 05-11-07 Revision 28

5. BIT Procedures
a. General. – This section provides operating instructions for the LTR-97 Built-In Test
(BIT) reader. This section and procedures are applicable to all LTR-97s with part
numbers 142830-000X, -100X, or –200X.
b. Purpose of Equipment. – This reader allows the stored BIT to be downloaded from the
LTR-97 while installed in the aircraft or on test bench using a laptop PC.
c. Applicable Documents and Required Hardware
(1) ATI Supplied:
(a) TP970 LTR-97 Installation/Line Maintenance Manual

(b) 260464-01 LTR-97 BIT Reader Kit, consisting of:
1) 260465-01 LTR-97 BIT Reader Cable

2) K422-99 RS422 to RS232 Adapter
3) 309452-1102-701 Level 1 Test Software Desk (revision C required for
–XXX1 LTR-97 part nos.)
(c) Laptop Computer with 3 ½” floopy drive, having LTR-LEV1 software
installed
(d) 110 Volt AC, 400 Hz Power supply with connection harness (if unit is already
removed from aircraft)
d. Software Verification
(1) To verify the installation, run the software using the command “START.”
(2) Verify during initialization that the checksum is as follows:
Software Disk
309452-1102-701 LTR-97 Part Nos. Software Checksum
Revision
C All 46203
(3) The checksum can be re-verified after initialization by selecting the menu
items/sub-items “ABOUT/SOFTWARE/APPLICATION-SW”. If the displayed
checksum does not match the value in step 5.d.(2) preceding, then re-install the
software or contact LITTON APD.
Revision 28 05-11-07 34.11.43

e. Hardware Installation
(1) Connect the RS422 to RS232 adapter (P/N K422-99) to the COM1 Serial port
on the PC (refer Figure 34.11-7). Ensure that the RS232 side of the adapter is
connected to the PC.
(2) Connect the BIT Reader cable (P/N 260465-01) to the RS422 to RS232
adapter installed in step 5.e.(1).
(3) The setup is now complete to use the LTR-97 BIT Reader to download the
BIT history from an LTR-97.
HARDWARE INSTALLATION
Figure 34.11-7
f. Test Procedure Set-Up
(1) Connect the BIT Reader cable to the J4 test connector on the LTR-97.
(2) Boot the BIT software on the PC by typing “START” and pressing “ENTER” while
in the “LTR_LEV1” sub-directory (DOS Mode) or double-clicking on the icon if
established previously.
(3) Initially, a “Welcome” screen will appear. (Pressing any key will bypass this
screen).
(4) A pop-up screen will request the entry of the LTR-97 part number (142830-0000,
142830-1000, or 142830-2000) and its serial number. Should an unacceptable part
number be entered, an error message is displayed and a request for re-entry is made.
(5) The operator’s menu will now appear. Menu items are selected with the ←→
cursor keys followed by the “ENTER” key. For the BIT reader, only the menu item
“LEVEL 1” is of interest.
(6) Select menu item “LEVEL 1” followed by the sub-items “MAINTENANCE
DATA” and “READ DATA”.
34.11.44 05-11-07 Revision 28

(7) The script at the bottom of the screen requires that two discretes be set and power to
the LTR-97 recycled. The discretes are automatically selected within the BIT
Reader cable. To cycle power on the LTR-97, both the VG and Compass (DG)
circuit breakers must be OFF simultaneously. Either or both circuit breakers can
then be pushed in to restore power to the LTR-97.
g. Test Procedure
(1) At the PC, press the “C” key to start the readout and display of the BIT history.
(2) For each cycle of the LTR-97 in which a fault was detected by a BIT, a record is
stored and displayed. Each record consists of ARINC Labels 350 to 353. If a bit is
set in a label indicating a fault, clear English text appears below the label to
translate its meaning. In addition, the Elapsed Time Indicator of the fault is
displayed. The most recent fault record is displayed first (nearest the top of the
screen).
(3) The displayed maintenance data is stored in a text file “OUTFILE.DAT” in the
subdirectory “LTR_LEV1”. The storage of this data will always overwrite any
previous data stored under this name. If it is desired to keep any previous file, it
must be moved or renamed.
(4) Reading the maintenance data is now complete. Press the “ESC” key until the
display returns to the main menu at “LEVEL 1”.
(5) The stored data in “OUTFILE.DAT” can be printed out by using the installed file
viewer utility located at the “FILE” menu. A pop-up window requests the file path
and filename of the data to be printed. The printer port will default to “LPT1,” the
PC’s parallel printer port if no port is specified.
(6) To exit the program, at the menu item “QUIT,” press “ENTER” followed by “Y”
and “ENTER” again. This will return the operator to DOS or Windows.
(7) The BIT Reader cable can now be disconnected from J4 of the LTR-97.
CAUTION: IN ORDER TO RETURN THE LTR-97 TO NORMAL OPERATION,

POWER MUST AGAIN BE RECYCLED AS IN STEP 5.F.(7) AFTER
THE CABLE HAS BEEN DISCONNECTED.
Revision 28 05-11-07 34.11.45

h. Return to Service/Confirm Failure Instructions – (If component is not removed from the
aircraft, this portion will not be required.)
(1) Procedure – Obtain Jobcard 34.11-3. Prior to performing bench test of removed
unit, contact ATI stores for Repair Order Number.
(2) Analyze BIT codes if any using BIT Chart in ATI DC-8 MM 34.11 to determine if
codes deem unit unserviceable (i.e., such codes will be followed by the statement
LTR-97 Defective”).
(3) If unit is found to be unserviceable, annotate as such on ATI Jobcard 34.11-3
(including the failing BIT Codes and service hours) and return unserviceable
component to ATI Stores.
(4) If unit is found to be serviceable, annotate as such on ATI Jobcard 34.11-3
including the service hours of the unit, and complete ATI Parts Control Tag and
return serviceable part to ATI stores.
34.11.46 05-11-07 Revision 28

6. Wiring Diagrams
LTR-97 HARNESS WIRING DIAGRAM

Figure 34.11-8
Revision 28 05-11-07 34.11.47

7. Packaging/Storage
a. General
(1) This section contains instructions for packaging the LTR-97 for storage and
shipment. This item can be stored for an unlimited amount of time without being
recalibrated.
(2) Materials required during this procedure are listed in Table 34.11-37. These are
basic materials; alternates may be used provided they are approved by Litton Aero
Products Division. The use of unapproved containers that do not provide sufficient
protection for the LTR-97 may result in it being damaged during handling and/or
shipping.
(a) Install the connector covers over the connectors to protect the pins.
(b) Open the top flaps of the box.
(c) Place the LTR-97, top up, in the center of the foam cushioning in the box.
(d) Insert foam cushioning on top of the LTR-97.
(e) Close the top flap of the box.
(f) Secure the box with fiberglass tape.
(g) Glue the shipping label to the box on the side marked “PLACE LABELS
HERE.”
(h) If THIS SIDE UP or FRAGILE labels are mutilated, glue new labels on.
MATERIAL PART OR SPEC NO.

Box, fiberboard, ATA-300 category II 450910-6266-000
Tape, fiberglass UUT-106
MATERIALS REQUIRED FOR PACKAGING THE LTR-97
Table 34.11-37
34.11.48 05-11-07 Revision 28


34.11-1
JOB TITLE
Removal of the DG/VG Gyros for Installation of the LTR-97 Fiber Optic Gyro(s)
Page 1 of 2
Mechanic Inspector
LTR-97 Fiber Optic Gyro Part No.: 142830-2001

II. Tasks:
NOTE: Both Vertical and Directional Gyro’s must be removed prior to

installation of the LTR-97 Fiber Optic Gyros.
A. Open the Captain and First Officer’s vertical gyro circuit breakers by
pulling the following circuit breakers located on the EPC circuit breaker
panel:
Horizon-1
Horizon-2
Autopilot Roll Computer
B. Open the Captain and First Officer’s compass systems circuit breakers
by pulling the following circuit breakers located on the upper EPC and
overhead circuit breaker panels:
Captain Compass / DG-1 / Compass-1
First Officer Compass / DG-2 / Compass-2
C. Remove the Vertical Gyro -1 & -2 and Directional Gyro -1 & -2 from
their mounts. Retain mount in its location within the aircraft. If
required modify the gyro mounts IAW Litton drawing 454863.
NOTE: Drawing 454863 may be obtained from ATI Engineering office.

D. If ATI Engineering Order 34-DC8-2364 has not been accomplished on
the aircraft, install extension harness, p/n 464621-01, in the #1 position.
E. Install the LTR-97 Fiber Optic Gyros and record unit information
below. N/A unused blocks.
#1 FOG S/N _______________________
#2 FOG S/N _______________________
Revision 29 10-29-07 34.11.49


34.11-1
JOB TITLE
Removal of the DG/VG Gyros for Installation of the LTR-97 Fiber Optic Gyro(s)
Page 2 of 2
Mechanic Inspector
F. Reset all pulled circuit breakers identified in Steps A & B.
G. Perform functional test IAW ATI DC-8 Maintenance Manual, Section
34.11.
H. Record removed Vertical Gyro -1 & -2 and Directional Gyro -1 & -2
unit information below. If removing serviceable parts, perform ATI
GMM 6.109 Continued Time Parts Procedure on all parts removed and
route to TOL Stores for disposition. If removing unserviceable parts,
complete a Parts Control Tag IAW ATI GMM, Section 4.02.06 and
route to TOL Stores. Record removal unit information below and N/A
unused blocks:
#1 DG P/N ________________________
S/N ________________________
#1 VG P/N ________________________
S/N ________________________
#2 DG P/N ________________________
S/N ________________________
#2 VG P/N ________________________
S/N ________________________
I. Make an entry in the aircraft logbook as to the accomplishment of this

non-routine job card.
34.11.50 10-29-07 Revision 29


34.11-2
JOB TITLE
Removal of the LTR-97 Fiber Optic Gyro(s) for Installation of the DG/VG Gyros
Mechanic Inspector
Directional Gyro Part No.: 2587566-XX

Vertical Gyro Part No.: 2587335-XX
II. Tasks:
NOTE: Both Vertical and Directional Gyros must be installed to

replace the LTR-97 Fiber Optic Gyro in affected system.
A. Locate and open the following circuit breakers:
Horizon-1
Horizon-2
Autopilot Roll Computer
Captain Compass / DG-1 / Compass-1
First Officer Compass / DG-2 / Compass-2
B. Remove existing LTR-97 Fiber Optic Gyro(s) IAW ATI DC-8
Maintenance Manual, Section 34.11. If removing serviceable parts,
perform ATI GMM 6.109 Continued Time Parts Procedure on all parts
removed and route to TOL Stores for disposition. If removing
unserviceable parts, complete a Parts Control Tag IAW ATI GMM,
Section 4.02.06 and route to TOL Stores. Record removal unit
information below and N/A unused blocks.
#1 FOG S/N _______________________
#2 FOG S/N _______________________
Revision 24 04-07-06 34.11.51


34.11-2
JOB TITLE
Removal of the LTR-97 Fiber Optic Gyro(s) for Installation of the DG/VG Gyro’s
Mechanic Inspector
C. Install Directional and Vertical Gyro(s) and record unit information
below:
#1 DG P/N ________________________
S/N ________________________
#1 VG P/N ________________________
S/N ________________________
#2 DG P/N ________________________
S/N ________________________
#2 VG P/N ________________________
S/N ________________________
D. If ATI Engineering Order 34-DC8-2364 has not been accomplished on

the aircraft, remove extension harness, P/N 464621-01, from the #1
position. Perform ATI GMM 6.109 Continued Time Parts Procedure
and stow extension harness in the Comat Box located in B pit.
E. Reset all pulled circuit breakers identified in Step A.
F. Perform functional test IAW DACO DC-8 Maintenance Manual, Chapter
34.
G. Make an entry in the aircraft logbook as to the accomplishment of this
non-routine job card.
34.11.52 04-07-06 Revision 24


34.11-3
JOB TITLE
LTR-97 FIBER OPTIC GYRO BIT HISTORY REVIEW REPAIR ORDER
RO#
DATE
P/N: 142830-2001 S/N: ELAPSED TIME:
PCT # REMOVED FROM A/C :
DISCREPANCIES:
MECHANIC: _____________________________________________
Findings:
MECHANIC:
MAINTENANCE MANUAL: ATI DC-8 MM 34.11
The component part identified above was inspected in accordance with current regulations of ATI and the
Manufacturer and have found this component [ ]is [ ]is not approved for return to service.
Signature & FAA Certificate Number Date
Revision 27 03-05-07 34.11.53

INTENTIONAL
BLANK
34.11.54 03-05-07 Revision 27

34.12 – REDUCED VERTICAL SEPARATION MINIMUMS (RVSM)

COMPLIANT DIGITAL AIR DATA SYSTEM
(STC ST09336SC, ST01073LA, & ST01707SE)
TABLE OF CONTENTS
Paragraph Page
1. INTRODUCTION ----------------------------------------------------------------- 34.12.01
2. THEORY OF OPERATION PITOT / STATIC SYSTEM ------------------- 34.12.02
3. MACH AIRSPEED INDICATOR (MASI) – TROUBLESHOOTING ---- 34.12.17
4. MAINTENANCE PRACTICES – MACH AIRSPEED INDICATOR
(MASI) ------------------------------------------------------------------------------ 34.12.24
5. ADJUSTMENT / TEST – MACH AIRSPEED INDICATOR (MASI) ---- 34.12.28
6. ALTIMETER – TROUBLESHOOTING --------------------------------------- 34.12.30
7. MAINTENANCE PRACTICES – ALTIMETER ----------------------------- 34.12.37
8. ADJUSTMENT / TEST – ALTIMETER --------------------------------------- 34.12.40
9. TROUBLESHOOTING – ALTITUDE ALERTER --------------------------- 34.12.44
10. MAINTENANCE PRACTICES – ALTITUDE ALERTER ----------------- 34.12.48
11. ADJUSTMENT / TEST – ALTITUDE ALERTER --------------------------- 34.12.51
12. DIGITAL AIR DATA COMPUTER (DADC) – TROUBLESHOOTING- 34.12.53
13. MAINTENANCE PRACTICES – DIGITAL AIR DATA COMPUTER -- 34.12.62
14. ADJUSTMENT / TEST – DIGITAL AIR DATA COMPUTER (DADC)- 34.12.65
15. PARTS LIST ----------------------------------------------------------------------- 34.12.68
FIGURES
34.12-1 PITOT / STATIC INTERFACE ---------------------------------------------------- 34.12.02

34.12-2 DIGITAL DATA INTERFACE ---------------------------------------------------- 34.12.06
34.12-3 FLIGHT DIRECTOR ALTITUDE HOLD INTERFACE ----------------------- 34.12.08
34.12-4 DADC “Q” SWITCHES ------------------------------------------------------------- 34.12.09
34.12-5 MACH AIRSPEED INDICATOR (MASI) --------------------------------------- 34.12.13
Revision 27 03-05-07 34.12-i

FIGURES (CONT’D)
34.12-6 ALTIMETER-------------------------------------------------------------------------- 34.12.15

34.12-7 ALTITUDE ALERTER -------------------------------------------------------------- 34.12.16
34.12-8 MACH AIRSPEED INDICATOR (MASI) --------------------------------------- 34.12.26
RECURRING NON-ROUTING JOB CARDS
34.12-1 RVSM AIR DATA SYSTEMS CHECK ------------------------------------------ 34.12.69

34.12-2 RVSM AUTOPILOT ALTITUDE HOLD CHECK ----------------------------- 34.12.73
34.12-ii 03-05-07 Revision 27

34.12 REDUCED VERTICAL SEPARATION MINIMUMS (RVSM) COMPLIANT
DIGITAL AIR DATA SYSTEM (STC ST09336SC, ST01073LA, & ST01707SE)
1. Introduction
a. The Digital Air Data System (DADS) has been designed to conform to the specialized
requirements necessary for operation in RVSM airspace. The system is comprised of a
single Digital Air Data Computer (DADC), located in the radio rack; an altimeter and
MACH airspeed indicator, located in the Captain’s instrument panel; an altimeter and
MACH airspeed indicator, located in the First Officer’s instrument panel; and an altitude
alerter, located in the glare shield.
b. The DADS is designed to provide triplex air data redundancy by providing crews a
maximum of three independent indications of air data. Both Captain and First Officer’s
indicators are designed to display air data as provided from the DADC or to operate
independently of the DADC in “Self-Sensing” mode. Self-Sensing mode is achieved
through the appropriate selections of the air data source on the MACH airspeed and
altimeter indicators. In Self-Sensing mode, the Captain’s (for example) MACH airspeed
and altimeter indicators share collected information between each other via an RS-232
data bus. This information is processed between the combined units and output is
displayed via the digital indicator. The First Officer’s instruments work in the same
manner.
c. The Altitude Alerter receives altitude data from the DADC via an ARINC 429 data bus.
In the event the 429 bus is invalid, altitude data is supplied via an RS-232 data bus from
the First Officer’s altimeter.
d. In all installations, the DADS will interface with the following aircraft systems in one
manner or another. Refer to maintenance manual block diagrams and aircraft specific
wiring diagrams to determine how those systems are interfaced:
(1) Flight Management Systems (FMS)

(2) ATCRBS Transponder
(3) MODE-S Transponder
(4) Ground Proximity Warning System (GPWS)
(5) Windshear Warning System
(6) Overspeed Warning System
Revision 27 03-05-07 34.12.01

DIGITAL AIR DATA SYSTEM (STC ST09336SC, ST01073LA, & ST01707SE) (cont’d)
2. Theory of Operation Pitot/Static System
PITOT/STATIC INTERFACE
Figure 34.12-1
34.12.02 03-05-07 Revision 27

INTENTIONAL
BLANK
Revision 27 03-05-07 34.12.03

a. Digital Data Buses
(1) ARINC 429 BUS A - This signal originates at the DADC J1B pins 20 and 21 and
provides the information listed below to the Captain’s airspeed indicator and
altimeter, the altitude alerter, and the number 1 FMS (when installed).
LABEL INFORMATION
201 Pressure altitude
204 Barometric altitude
205 Mach number
206 Indicated airspeed
207 Max allowable airspeed (VMO)
210 True airspeed
212 Altitude rate
213 Static air temperature
(2) ARINC 429 BUS B - This signal originates at the DADC J1B pins 24 and 25 and
provides the information listed below to the First Officer’s airspeed indicator and
altimeter.
LABEL INFORMATION
201 Pressure altitude
204 Barometric altitude
205 Mach number
206 Indicated airspeed
207 Max allowable airspeed (VMO)
210 True airspeed
212 Altitude rate
213 Static air temperature
(3) RS232 BUS 1 - This signal originates at the Captain’s airspeed indicator pin F and
transmits to the Captain’s altimeter pin X. This data line transmits MACH number,
static correction factor, and status bits.
(4) RS232 BUS 2 - This signal originates at the Captain’s altimeter pin W and transmits
to the Captain’s airspeed indicator pin G and the DADC J1A pin 43. This data line
transmits indicated static pressure, MACH number, static correction factor, and
status bits.
(5) RS232 BUS 3 - This signal originates at the altitude alerter pin D and transmits to
the DADC J1B pin 8. This data line transmits barometric altitude, target altitude,
cabin altitude, and status bits.
34.12.04 03-05-07 Revision 27

(6) RS232 BUS 4 - This signal originates at the F/O’s airspeed indicator pin F and
transmits to the F/O’s altimeter pin X. This data line DADC.
(7) RS232 BUS 5 - This signal originates at the F/O’s altimeter pin W and transmits to
the F/O’s airspeed indicator pin G and the altitude alterter pin E. This data line
transmits indicated static pressure, pressure altitude, barometric altitude, baro-
correction, and status bits to the airspeed indicator and altitude, barometric altitude,
baro-correction, and status bits to the airspeed indicator and DADC.
Revision 27 03-05-07 34.12.05

DIGITAL DATA INTERCONNECT - ALL
AIRCRAFT
34.12.06
RS232-5 S9-901
CAPTAIN'S
INSTRUMENTS
B/C D
F/O'S
RS232-5
k/m INSTRUMENTS
ARINC 429-A
W
RS232-2
W
X
RS232-1 k/m
X
RS232-4
S9-901
A
RS232-3
ARINC 429-
F
RS232-1 S9-901
U/T
ARINC 429-A F
G RS232-4
RS232-2 G
RS232-5
03-05-07
ARINC 429- U/T
B
S9-901 S9-901 S9-901 S9-901
Figure 34.12-2
DADC RR SHELF 7
INBD FMS-1 RR SHELF 7
DIGITAL DATA INTERFACE

INBD
J1A 43
RS232-2 MP 12C/12D
J1B 20/21 ARINC 429-A
ARINC 429-A
J1B 8
RS232-3
NOTE: Use aircraft specific
wiring diagrams for trouble-
shooting purposes. This
J1B 24/25 schematic is for training
ARINC 429-B purposes only
Revision 27
b. Flight Director Interface
(1) 60/-73 Series Altitude Hold:
(a) When the altitude hold switch in the flight director controller is selected to the
“ALT ON” position, 28Vdc is applied to the lines out of both P10-1026 pin S
and P10-1025 pin S. This signal is fed to the DADC and to both flight director
computers, which puts both flight directors and the DADC in the Altitude
Hold mode of operations, provided the ALT ERROR VALID signal is 28Vdc
and the 26Vac REF #1 and #2 is 26Vac.
(b) When the DADC is put into the “Altitude Hold” mode, the “Hold Altitude” is
set to be the current aircraft altitude. If the aircraft altitude drifts above or
below the “Hold Altitude,” the ALT HOLD ERROR signal is adjusted to drive
the flight director bars above or below the aircraft symbol in the ADI.
(c) If the aircraft drifts below the “Hold Altitude,” the ALT HOLD ERROR will
be output at a magnitude of 10mvac/ft of error, in phase with the 26Vac
reference signal input to the DADC. This in turn will cause the flight director
to drive the deviation bars above the aircraft symbol in the ADI.
(d) If the aircraft drifts above the “Hold Altitude,” the ALT HOLD ERROR will
be output at a magnitude of 10mvac/ft of error, 180° out of phase with the
26Vac reference signal input to the DADC. This in turn will cause the flight
director to drive the deviation bars below the aircraft symbol in the ADI.
(e) It is important to understand that the DADC must have the 26Vac reference
signal input in order to derive the ALT HOLD ERROR signal.
(2) 60/-73 Series Speed Command:
(a) Each MACH airspeed indicator supplies speed command and speed command
valid signals to its on-side ADI. When the airspeed bug is adjusted to an
airspeed, which is different than that of the pointer, a DC signal proportional
to the difference is output to the on-side ADI fast/slow pointer. Provided the
SPEED CMD VALID signal is 28Vdc, the fast/slow pointer in the ADI will
display the SPEED CMD signal sent from the MACH airspeed indicator.
(b) The speed command signal outputs 200 mVdc/knot of error, up to a maximum
of 4 Volts DC; therefore, a maximum of 20 kts error can be reported. The
signal is positive if the bug is at a greater speed than the pointer and negative
if the bug is at a lower speed than the pointer.
Revision 27 03-05-07 34.12.07

FD
FDPC1
CONTROLLER
INBD
P10-1026-S P10-1025-S
DADC RR
INBD R50-871
B-32
J1A-20
ALT HOLD ENGAGE
A-5/
J1A-3/4
ALT HOLD ERROR 6
J1A-1
26VAC REF #1 B-32
ALT ERROR VALID
FDPC2
J1A-33
INBD
R50-872
B-32
ALT ERROR VALID
J1A-22 ALT HOLD B-20

ENGAGE A-5/
J1A-7/8
ALT HOLD ERROR
J1A-5 26VAC REF 6
#2
REF AIRCRAFT WIRING

DIAGRAMS FOR 26VAC
TIE-IN
FLIGHT DIRECTOR ALTITUDE HOLD INTERFACE

Figure 34.12-3
(3) -71 Series:
(a) There is no flight director interface to the DADS on these aircraft.
34.12.08 03-05-07 Revision 27

c. DADC “Q” Switching
(1) The LOW and HI “Q” switching out of the DADC is used by the autopilot for
scaling purposes. For example, the roll computer uses it to reduce the amount of
drive to the aileron servo when at high speeds as compared to lower speeds. Each of
the two “Q” switches has an above and a below point which in total end up giving a
“Low Q”, a “Low & Mid Q”, a “Mid & High Q”, and a “High Q”.
(2) Each of the “Q” switches is a single pole, double throw (SPDT) switch with 28Vdc
on the center pole, which is output to either the above or below contact depending
on the airspeed. For example, looking at Figure 34.12-4, if the current airspeed is
200 kts, the lower switch would be in the above position and the higher switch
would be in the below position. This would give 28Vdc out on pin 29 and pin 28.
DADC “Q” SWITCHES

Figure 34.12-4
(3) It is important to properly understand the use of “Q” switches when trouble-
shooting auto pilot problems that may be related to signal scaling inside the auto
pilot computers. For instance, an auto pilot that oscillates in the pitch axis at high
speeds but not at low speeds could be a “Q” switch not switching from below to
above and causing high scaling at high speeds.
Revision 27 03-05-07 34.12.09

d. Automatic Pilot Interface
(1) IAS and MACH Hold Functions:
(a) Even though airspeed and MACH error signals are connected between the
DADC and the pitch computer, the interlocks to engage these signals are not
connected and therefore “IAS HOLD” and “MACH HOLD” functions will not
engage.
(2) Altitude Hold Modes:
(a) Provided the auto pilot controller pitch mode is selected to “VERT SPEED”
and the vertical speed wheel is in its detent position, the auto pilot is in the
altitude hold mode at all times while engaged. While in the altitude hold
mode, the auto pilot controller sends the 28Vdc ALT HOLD ENGAGE signal
out on pin 24 of J1. The ALT HOLD ENGAGE signal is sent to both the pitch
computer and the DADC to allow them both to be put into the “Altitude Hold”
mode.
(b) When the DADC is put into the “Altitude Hold” mode, the “Hold Altitude” is
set to be the current aircraft altitude. If the aircraft altitude drifts above or
below the “Hold Altitude,” the ALT ERROR signal is adjusted to cause the
elevator servo to drive the aircraft back to the “Hold Altitude”.
(c) If the aircraft drifts below the “Hold Altitude”, the ALT ERROR will be
output at a magnitude of 10mvac/ft of error, in phase with the 115Vac primary
power input to the DADC. This in turn will cause the pitch computer to drive
the yoke back/elevator up causing the aircraft to ascend back to the “Hold
Altitude”.
(d) If the aircraft drifts above the “Hold Altitude”, the ALT ERROR will be
output at a magnitude of 10mvac/ft of error, 180° out of phase with the
115Vac primary power input to the DADC. This in turn will cause the pitch
computer to drive the yoke forward/elevator down causing the aircraft to
descend back to the “Hold Altitude”.
(3) Vertical Speed Mode:
(a) Provided the auto pilot controller pitch mode is selected to “VERT SPEED”
and the vertical speed wheel is not in its detent position, the autopilot is in the
“VERT SPEED” mode. When in the “VERT SPEED” mode of operation, the
vertical speed wheel commands a specific vertical speed to the pitch computer.
When the DADC ALT RATE ERROR output signal matches the vertical
speed commanded, the pitch computer holds that vertical speed.
34.12.10 03-05-07 Revision 27

(b) The DADC ALT RATE ERROR signal is simply an AC voltage proportionate
to the vertical speed of the aircraft in the magnitude of 0.587Vac/1000 FPM,
in phase with the primary 115Vac input power for increasing altitude and out
of phase for decreasing altitudes. While the autopilot is not engaged, the ALT
RATE ERROR signal out of the DADC will drive the vertical speed wheel in
the direction of and amount equal to the signal’s amplitude. For instance if the
aircraft is descending at 1000 FPM, the vertical speed wheel would move
forward until –1000 is shown as the current vertical speed.
(c) When the autopilot is engaged, the operation is a little more complicated. As
can be seen in figure 34.12-5, the ALT RATE ERROR signal out of the
DADC is split and feeds both the auto pilot controller and the pitch computer.
When a vertical speed is to be commanded, the vertical speed wheel is moved
either back or forward, which in turn commands the pitch computer to ascend
or to descend. While the aircraft’s descent or ascent increases, the signal out of
the DADC increases in the appropriate direction; when the DADC signal is
exactly the same amplitude but opposite phase of the vertical speed wheel
signal, the commanded vertical speed has been met and the pitch computer
then holds that speed.
(d) What is important to remember is that inducing a constant vertical speed and
monitoring the vertical speed wheel can easily test the DADC ALT RATE
ERROR signal.
(4) Autopilot Engage DADC Interlock:
(a) When the DADC is operating normally, J1B pin 31 internally connects to J1B
pin 32, allowing a 28Vdc interlock to pass through, which allows the autopilot
to engage. If the DADC is not functioning properly and has been determined
to be invalid, these pins do not connect internally and therefore the autopilot
cannot be engaged.
e. Transponder Interface
(1) One or more altimeters provide gray code altitude information to the transponder(s).
For theory of operation reference the transponder section of the Douglas
Maintenance Manual.
f. GPWS Interface
(1) In all cases the DADC provides altitude rate information to the GPWS. In some
cases the Captain’s altimeter provides altitude information to the GPWS. For theory
of operation reference the GPWS section of this manual.
Revision 27 03-05-07 34.12.11

g. Mach Airspeed Indicator (MASI)
(1) The MASI normally functions to present a digital and analog display of airspeed
data, provide a signal output to indicate over-speed alarm conditions, provide an
interface to input and indicate the target desired airspeed, and provide signal outputs
indicating the airspeed to target airspeed deviation. The MASI performs these
functions while operating in either of two operating modes. The MASI in External
mode operation functions as a repeater to display air data received from the Digital
Air Data Computer (DADC) via an ARINC 429 interface. The MASI in Self-
Sensing mode operation functions independently of the DADC as a Self-Sensing
instrument to display airspeed data derived from the pitot and static pressure inputs
processed by its pressure transducer and from data received from the Altimeter via
an RS232 interface.
(2) During External mode of operation the STBY indicator is extinguished. The
airspeed information displayed during External mode of operation includes CAS or
TAS, MACH Number, and VMO. During External mode of operation, TAS/CAS
display may be toggled by pressing and holding the select button for more than 2
seconds and less than 10 seconds. If during External mode of operation the DADC
test is initiated, the MASI will display the DADC test values for the duration of the
test and the STBY indicator will flash to indicate that the instrument is in DADC
test mode. If during External mode of operation a DADC failure is detected, the
MASI will automatically revert to Self-Sensing mode of operation.
(3) The default operating mode (power on mode) is Self-Sensing and is indicated by the
STBY indicator illuminated. The airspeed information displayed during Self-
Sensing mode of operation includes CAS, MACH Number, and VMO. TAS may
not be displayed during Self-Sensing mode of operation because the MASI does not
have an independent TAT input. If during the Self-Sensing mode of operation the
DADC test is initiated, there will be no affect on the MASI displays.
(4) A flashing STBY indicator is used to indicate the detection of airspeed difference
faults and pointer positioning faults as described in the following. The flashing
STBY indicator resulting from the detection of an airspeed difference fault is used
to notify the flight crew that the DADC and MASI CAS values differ by more than
8 kts + 2% of the MASI CAS value and that a change of operating mode may be
advised to access the more accurate airspeed date source (Normal Mode: DADC,
Standby Mode: MASI). The STBY indicator will start flashing to indicate the
detection of pointer positioning faults. Pointer positioning faults can be recognized
if the Pointer is motionless, running continuously and/or has no correlation to CAS
values displayed by the Airspeed Counter. Pointer positioning faults will be
recorded in the fault history. The fault history can be displayed by pressing the
TEST Button at the conclusion of the display test. The presence of the fault code
FC3 in the fault history will confirm a pointer positioning fault had been detected.
Both faults can be acknowledged and the flashing of the STBY indicator can be
discontinued by pressing the PUSH SEL Button briefly (<1 second).
34.12.12 03-05-07 Revision 27

(5) The STBY indicator will start flashing to indicate the detection of airspeed
difference and pointer positioning faults. Both faults can be acknowledge and the
STBY indicator flashing can be discontinued by pressing the PUSH SEL Button
briefly (less than 1 second). Fault acknowledgement of the airspeed difference fault
will deactivate the airspeed difference check function. The airspeed difference
check function will remain deactivated until power to the MASI is cycled or until
either the MASI or DADC is put into Test mode operation (e.g., the operator
activates the MASI’s initiated BIT function by pressing the TEST Button).
MACH AIRSPEED INDICATOR (MASI)

Figure 34.12-5
Revision 27 03-05-07 34.12.13

h. Altimeter
(1) The altimeter functions to present a digital and analog display of altitude. The
altimeter computes, displays, and transmits pressure altitude data, which is corrected
for barometric and static source error (SSE) conditions. This altitude data, called
the static defect baro-corrected altitude, can be displayed in either English (feet) or
Metric (meters) scale units. The Altimeter operates in conjunction with other
sensing and alert equipment onboard the aircraft to form an integrated
instrumentation system.
(2) The altimeter can operate in the ARINC 429 (DADC interface) driven or pneumatic
(Self-Sensing Mach Airspeed Indicator (MASI) interface) driven mode to display
pressure altitudes ranging from –1,000 to +50,000 feet (-305 to +15,240 meters).
The Altimeter performs self-diagnostic built-in test (BIT) input data monitoring and
fault detection operations to prevent the display (or transmission) of faulty
information and to indicate its fault condition and operational status.
(3) The operating mode can be selected via operation of the PUSH SELECT
(Mode/Elevation) button. If faults are detected in the ARINC 429 system, the
altimeter will automatically switch to the Self-Sensing mode of operation. When
operating in the Self-Sensing mode, and if valid communications with the MASI are
available, the altitude display will include a static source error correction factor
(SSEC). This condition is indicated by illumination of the SSEC Active indicator
(A). When operating in the Self-Sensing Mode, and if valid communications with
the MASI are not available, the SSEC is not factored into the altimeter display.
This condition is indicated by illumination of the standby indicator. Self-Sensing
mode operation may be limited or prevented if pressure transducer faults are
present.
(4) During External Mode operation, the SSEC Active indicator (A) flashes when the
DADC’s computed altitude deviates from the altimeter’s computed altitude by an
altitude dependent threshold. This indicates to the operator that the altimetry
comparative circuits have identified an altitude split differential between the
altimeter(s) and DADC. To clear the SSEC Active indicator (A), press the PUSH
SELECT button. At this time, the altimeter is still acting on information provided
by the DADC. To put the altimeter(s) in Self-Sensing Mode, press the PUSH
SELECT button again. The SSEC Active Indicator (A) is now continuously
illuminated.
(5) Once the altimeter(s) has been activated to Self-Sensing Mode, the operator has the
option of operating and receiving altitude information in either the Self-Sensing
Mode or the External Mode (DADC providing information) by toggling the PUSH
SELECT button.
34.12.14 03-05-07 Revision 27

(6) If, however, in the External Mode and the DADC’s computed altitude deviates from
the altimeter’s computed altitude by an altitude dependent threshold and Self-
sensing Mode is NOT activated, then the SSEC active indicator “A” will continue to
flash (as long as the PUSH SELECT button has NOT been pressed) until the
difference between the DADC’s computed altitude and the altimeter’s computed
altitude is at least 25 feet less than the threshold value. When this occurs, the
illumination of the SSEC Active Indicator “A” will be cleared from operator view.
During this time, the altimeter(s) will still be functioning in the External Mode,
meaning the DADC is providing information to the altimeter(s).
Selects between
meters/feet.
Press to initiate BIT test
Baro select knob. Used to set the
Barometric correction. Selects airport altitude.
ALTIMETER
Figure 34.12-6
Revision 27 03-05-07 34.12.15

i. Altitude Alerter
(1) The Altitude Alerter provides two user selectable operating modes: ALTITUDE
ALERTING, both audio and visual, to annunciate conditions of approach to and
departure from a user selected altitude and MINIMUM DESCENT ALTITUDE
(MDA) to indicate approach to a minimum altitude.
(2) The operating mode is selected through the bezel-mounted pushbutton. The alerter
displays alert altitude or MDA on the top display and Cabin Altitude or SAT on the
bottom display. A short activation (<1 second) of the pushbutton prompts the upper
display to toggle between MDA and Alert Altitude. The lower display mode is
defined by pressing and holding the pushbutton for >1 second. When the display
changes, the pushbutton can be released.
(3) Cabin altitude is displayed to 500 ft resolution with audio and visual alerts when the
cabin altitude is >10,000 ft. The visual alert can be canceled by pressing the
pushbutton or reducing the cabin altitude below 9700 feet.
(4) The altitude alerter normally gets its altitude information from the DADC. If the
DADC is no longer able to supply altitude information, the altimeter will
automatically revert to the First Officer’s altimeter for altitude information. The
switch to the F/O’s altitude information is indicated by the display of an “R” in the
lower left hand section of the altitude alerter display.
Used to select the Alert

altitude
UsedortoMDA.
select the
Alert altitude or
During alert conditions, this button is
used to silence the alert.
During non-alert conditions, this button
is used to select between modes.
ALTITUDE ALERTER
Figure 34.12-7
34.12.16 03-05-07 Revision 27

3. MACH Airspeed Indicator (MASI) - Troubleshooting
WARNING: TO MAINTAIN RVSM CERTIFICATION FOLLOWING THE

REMOVAL AND/OR INSTALLATION OF THE MACH AIRSPEED
INDICATOR, RECURRING NON-ROUTINE JOB CARD 34.12-1 MUST
BE COMPLETED.
a. General - The following procedures will aid in isolating a failure in one of the MASI’s.
To use these procedures, find the description of the fault in the listing below and perform
the corresponding section of the Fault Isolation Chart.
b. MASI Fault Listing:
(1) MASI Does Not Successfully Perform BIT Test.

(2) Captain’s MASI Indicator Lighting Does Not Change With Adjustment of Aircraft
Instrument Dimming Circuit.
(3) F/O’s MASI Indicator Lighting Does Not Change With Adjustment of Aircraft
(4) MASI Airspeed Indication Differs From Offside Indicator By More Than 8 kts +
2% Of CAS Value.
(5) MASI CAS/TAS Counter Displays “Err”.
(6) MASI Airspeed Counter Displays “---”.
(7) MASI Mach Counter Displays “---”.
(8) MASI Mach Counter Displays fault code (FC0 through FC6).
(9) MASI Will Not Go Into External Mode.
(10) MASI Will Not Go Into Self-Sensing “STBY” Mode.
(11) Overspeed Alarm Will Not Sound When VMO Exceeded on Capt’s MASI.
(12) Overspeed Alarm Will Not Sound When VMO Exceeded on F/O’s MASI.
(13) Overspeed Alarm Sounds When VMO Not Exceeded.
Revision 27 03-05-07 34.12.17

c. MASI Fault Isolation Procedures.
SYMPTOM ISOLATION PROCEDURE CORRECTION

(1) MASI Does Not Perform BIT test per MASI test procedure. If any error occurs
Successfully Perform Verify that all functions of the BIT test operate during bit test, replace
BIT Test. properly. MASI.
At conclusion of BIT test, depress test button If any fault codes exist
again to view fault history. in the fault history,
replace the MASI.
(2) Captain’s MASI Remove the MASI and measure the 5 VAC If the voltage is not
Indicator Lighting between pins “D” and “E” of P10-9209 MASI there at all or does not
Does Not Change With connector. Vary the instrument panel lighting change, troubleshoot
Adjustment of Aircraft adjustment and ensure that the voltage varies and repair the wiring
Instrument Dimming from 0 to approximately 5 VAC. or dimming circuit per
Circuit. the DACO AMM.
If the appropriate
voltage is present,
replace the MASI.
(3) F/O’s MASI Indicator Remove the MASI and measure the 5 VAC If the voltage is not
Lighting Does Not between pins “D” and “E” of P10-9210 MASI there at all or does not
Change With connector. Vary the instrument panel lighting change, troubleshoot
Adjustment of Aircraft adjustment and ensure that the voltage varies and repair the wiring
Instrument Dimming from 0 to approximately 5 VAC. or dimming circuit per
Circuit. the DACO AMM.
If the appropriate
voltage is present,
replace the MASI.
(4) MASI airspeed Select Self-Sensing “STBY” mode on both the If both MASI’s
indication differs from CAPT and F/O MASI, if not already selected, engage in Self-Sensing
offside MASI by more by pressing and then releasing the mode select “STBY” mode and no
than 8 kts + 2% of button. Observe difference between MASI error exists, perform
CAS value in Self- airspeed indications. functional test and
Sensing “STBY” return to service.
mode.
34.12.18 03-05-07 Revision 27


(4) MASI airspeed Select Self-Sensing “STBY” mode on both the If Capt’s MASI will
indication differs from CAPT and F/O MASI, if not already selected, not engage in self
offside MASI by more by pressing and then releasing the mode select sensing “STBY” mode
than 8 kts + 2% of button. Observe difference between MASI but F/O’s MASI does
CAS value in Self- airspeed indications. (cont’d) engage in self sensing
Sensing “STBY” “STBY” mode,
mode. (cont’d) replace Capt’s MASI.
If F/O’s MASI will
not engage in self
sensing “STBY” mode
but Capt’s MASI does
engage in self sensing
“STBY” mode,
replace F/O’s MASI.
Select alternate static port on Capt’s side If error goes away,
instruments. troubleshoot and
repair the Capt’s Static
System.
Select External mode on Capt’s MASI by If error goes away,
pressing and then releasing the mode select replace the Capt’s
button. Self-Sensing STBY indication should MASI.
extinguish.
If error remains, return to the self sensing
“STBY” mode on the Capt’s MASI by
pressing and then releasing the mode select
button.
Select alternate static port on F/O’s side If error goes away,
repair the F/O’s Static
System.
Select External Mode on F/O’s MASI by If error goes away,
pressing and then releasing the mode select replace F/O’s MASI.
button. Self-Sensing STBY indication should
extinguish.
(5) MASI Airspeed This Symptom indicates either a Replace the MASI.
Counter Displays microprocessor or pressure transducer failure.
“Err”.
Revision 27 03-05-07 34.12.19


(6) MASI Airspeed This Symptom indicates that the MASI is
Counter Displays “---”. receiving a “no computed data” status word
from the DADC in the External operating
mode. This is a normal indication for CAS
under 40 kts and TAS under 100 kts.
Increase CAS to 200 kts on the pitot static test If indicator reads
set (alternate pitot and PTC static ports). “---”, troubleshoot the
Observe the CAS indication on the MASI DADC.
display.
(7) MASI Mach Counter Indicates that the DADC is sending “invalid”
Displays “---”. for the Mach status word in External mode and
that the Altimeter is not sending altitude data
in Self-Sensing mode.
Select Self-Sensing mode on the MASI (if not If Mach counter reads
already selected) by pressing and then “---“, test and repair,
releasing the mode select button. “STBY” as necessary, the
indication should illuminate. signal wires between
the MASI and the
altimeter.
If Mach counter still
reads “---“, replace the
onside altimeter.
Select External mode on the MASI (if not If Mach counter reads
already selected) by pressing and then “---“, test and repair,
releasing the mode select button. “STBY” as necessary, the
indication should extinguish. signal wires between
the MASI and the
DADC.
If Mach counter still
reads “---“, replace the
onside DADC.
(8) MASI Mach Counter MASI has detected a fault within its own Replace the MASI.
Displays fault code circuitry.
(FC0 through FC6).
(9) MASI Will Not Go Test and repair as necessary, the signal wires If MASI will still not
Into External Mode. between the MASI and the DADC. go into External
Mode, replace the
DADC.
34.12.20 03-05-07 Revision 27


(10)MASI Will Not Go MASI has detected a fault within its own Replace the MASI.
Into Self-Sensing circuitry.
“STBY” Mode.
(11)Overspeed Alarm Will Increase airspeed on pitot static test set to If overspeed alarm sounds,
Not Sound When VMO indicate above the VMO marker on the test complete.
Exceeded on Capt’s MASI.
MASI.
Open the Overspeed Warning circuit
breaker on the EPC circuit breaker panel.
Open all air data system circuit breakers as
listed in the MASI test procedure.
Remove the MASI per the Removal
instructions.
On the MASI interface connector (P10-
9209), carefully install a jumper between
pins “Y” and “d”.
Close the overspeed warning circuit If the overspeed horn
breaker on the EPC circuit breaker panel. sounds, replace the Capt’s
Listen for the overspeed horn, then open MASI.
the overspeed warning circuit breaker and
remove the jumper.
(11)Overspeed Alarm Will If the overspeed horn does
Not Sound When VMO not sound, troubleshoot
Exceeded on Capt’s and repair the wiring
MASI. between the Capt’s MASI
(cont’d) and the overspeed horn.
(12)Overspeed Alarm Will Increase airspeed on pitot static test set to If overspeed alarm sounds,
Not Sound When VMO indicate above the VMO marker on the test complete.
Exceeded on F/O’s MASI.
MASI.
Open the Overspeed Warning circuit
breaker on the EPC circuit breaker panel.
listed in the MASI test procedure.
Remove the MASI per the Removal
instructions.
Revision 27 03-05-07 34.12.21


(12)Overspeed Alarm Will On the MASI interface connector (P10-9210),
Not Sound When VMO carefully install a jumper between pins “Y”
Exceeded on F/O’s and “d”.
MASI. (cont’d)
Close the overspeed warning circuit breaker on If the overspeed horn
the EPC circuit breaker panel. Listen for the sounds, replace the
overspeed horn, then open the overspeed F/O’s MASI.
warning circuit breaker and remove the
jumper.
(12)Overspeed Alarm Will Close the overspeed warning circuit breaker on If the overspeed horn
Not Sound When VMO the EPC circuit breaker panel. Listen for the does not sound,
Exceeded on F/O’s overspeed horn, then open the overspeed troubleshoot and
MASI. warning circuit breaker and remove the repair the wiring
(cont’d) jumper. (cont’d) between the F/O’s
MASI and the
overspeed horn.
(13)Overspeed Alarm Ensure that neither MASI indicates above the
Sounds When VMO Not VMO arch.
Exceeded.
Open the Overspeed Warning circuit breaker
on the EPC circuit breaker panel.
listed in the MASI test procedure. Remove the
Capt’s MASI per the Removal instructions.
the EPC circuit breaker panel. Listen for the does not sound,
overspeed horn, and then open the overspeed replace the Capt’s
warning circuit breaker. MASI.
Open the Overspeed Warning circuit breaker
on the EPC circuit breaker panel.
listed in the MASI test procedure. Remove the
F/O’s MASI per the Removal instructions.
the EPC circuit breaker panel. Listen for the does not sound,
overspeed horn, and then open the overspeed replace the F/O’s
warning circuit breaker. MASI.
34.12.22 03-05-07 Revision 27


(13)Overspeed Alarm Close the overspeed warning circuit breaker on If the overspeed horn
Sounds When VMO Not the EPC circuit breaker panel. Listen for the still sounds,
Exceeded. overspeed horn, and then open the overspeed troubleshoot and
(cont’d) warning circuit breaker. (cont’d) repair the Overspeed
warning horn and
associated circuitry.
Revision 27 03-05-07 34.12.23

4. Maintenance Practices – Mach Airspeed Indicator (MASI)

REMOVAL AND/OR INSTALLATION OF THE MACH AIRSPEED
INDICATOR, RECURRING NON-ROUTINE JOB CARD 34.12-1 MUST
BE COMPLETED.
a. General:
(1) One Mach Airspeed Indicator (MASI) is installed in each pilot’s instrument panel.
(2) Following routine installation or replacement of the MASI, the instrument should be
tested per the MASI test procedure to determine acceptable operation of the MASI
as installed in this airplane.
(3) During the test, all equipment associated with the operation of the MASI should be
installed in the airplane and in operating condition.
b. Removal/Installation – Mach Airspeed Indicator:
(1) Remove Mach Airspeed Indicator (MASI).
(a) Remove power from the entire air data system by opening the following
circuit breakers located in the instrument circuit breaker panel:
Circuit Breaker Description
B10-9121 DADC #1 AC
B10-9120 Altitude Alerter - DC
B10-9115 Airspeed - 1 AC
B10-9117 Airspeed - 1 DC
B10-9111 Altimeter - 1 AC
B10-9113 Altimeter - 1 DC
WARNING: TAG AND SAFETY THE CIRCUIT BREAKERS.
CAUTION: WHILE REPLACING THE MASI, PERSONNEL SHOULD
EITHER WEAR A PROPERLY GROUNDED ESD STATIC
WRIST STRAP OR ENSURE THAT THE PINS ON
ELECTRICAL CONNECTOR J1 ARE NOT TOUCHED
DURING THE REMOVAL/REPLACEMENT PROCEDURE.
ASSEMBLIES INTERNAL TO THE MASI ARE SUSCEPTIBLE
TO DAMAGE FROM ELECTROSTATIC DISCHARGE WHICH
COULD BE CONDUCTED THROUGH THE REAR
ELECTRICAL CONNECTOR J1.
34.12.24 03-05-07 Revision 27

(b) Using a #2 Phillips screwdriver loosen the two Phillips pan head screws securing
the MASI to the 3-ATI instrument mounting clamp. Turn each screw
counterclockwise (CCW) until loose.
(c) Grasp the MASI by the edges of its bezel assembly and pull it gently from the
instrument panel until the rear electrical connector J1 and pitot port interfaces are
accessible.
(d) Disconnect the interface cable connected to the rear electrical connector J1, turning
its connector collar CCW until it can be disengaged.
(e) Install ESD cap on rear electrical connector J1.
(f) Install an ESD cap on the connector of the interface cable.
(g) Using an open-end wrench, loosen the static pressure inlet tube’s connector collar,
turning it CCW until it can be disengaged from the static port.
(h) Remove the reducer (if installed).
(i) Insert a hose fitting cover on the static pressure inlet tube.
(j) Using an open-end wrench, loosen the pitot pressure inlet tube’s connector collar,
turning it CCW until it can be disengaged from the pitot port.
(k) Insert a hose fitting cover in the pitot port, turning it clockwise (CW) until secure.
(l) Remove the MASI, grasping it by the bezel assembly and pulling it from the
instrument panel until free.
(m) Return the MASI to stores.
Revision 27 03-05-07 34.12.25

(2) Install Mach Airspeed Indicator (MASI).

B10-9121 DADC #1 AC
CAUTION: WHILE REPLACING THE MASI, PERSONNEL SHOULD

EITHER WEAR A PROPERLY GROUNDED ESD STATIC
WRIST STRAP OR ENSURE THAT THE PINS ON
ASSEMBLIES INTERNAL TO THE MASI ARE SUSCEPTIBLE
TO DAMAGE FROM ELECTROSTATIC DISCHARGE THAT
COULD BE CONDUCTED THROUGH THE REAR
ELECTRICAL CONNECTOR J1.
(b) Remove the hose fitting covers, if installed, in the static port and static
pressure inlet tube.
(c) Insert the static pressure inlet tube into the static port.
(d) Using an open-end wrench, tighten the static pressure inlet tube’s connector
collar, turning it clockwise (CW) until tight.
(e) Remove the hose fitting covers, if installed, in the pitot port and pitot pressure
inlet tube.
(f) Insert the pitot pressure inlet tube into the pitot port.
(g) Using an open-end wrench, tighten the pitot pressure inlet tube’s connector
(h) Remove the ESD caps, if installed, on the rear electrical connector J1 and
interfacing cable.
34.12.26 03-05-07 Revision 27

(i) Mate the aircraft interface cable’s connector with the rear electrical connector
J1, inserting it while observing keying (12 o’clock), and tighten, turning its
connector collar CW until secure.
(j) Insert the MASI into the 3 ATI instrument clamp until its bezel assembly is
flush with the aircraft instrument panel.
(k) Using the Phillips screwdriver, tighten the two Phillips pan head screws
securing the MASI to the 3 ATI instrument clamp, turning each CW until
tight.
(l) Ensure the 3-ATI instrument mounting clamp is properly secured. Using the
Phillips screwdriver, tighten the two clamp mounting screws, turning each CW
until tight as required.
(m) Perform a leak check of the affected aircraft pitot and static systems per the
ATI DC-8 Maintenance Manual.
(n) Perform a test of the MASI per this procedure.
Revision 27 03-05-07 34.12.27

5. Adjustment/Test – Mach Airspeed Indicator (MASI)
a. Required Equipment:
(1) Pitot-Static Test Set.

(2) Ball point pen or similar device.
b. Test Procedures:
(1) Power Up Self-Test.
(a) Apply power to the aircraft.

(b) Apply power to the entire air data system by closing the following circuit
breakers located in the instrument circuit breaker panel:

B10-9121 DADC #1 AC
(c) With a ballpoint pen (or similar device), press the recessed TEST button on
the front bezel of the MASI.
(d) Verify that “ERR” is not displayed.
(e) Ensure that the MASI display indicates the “STBY” mode.
(f) Press and release the mode select button.
(g) Ensure that the “STBY” indication on the MASI extinguishes, indicating the
“External” mode of operation.
(h) Remove power from the DADC by opening the DADC #1 AC circuit breaker
located on the instrument circuit breaker panel.
(i) Ensure that the MASI indicator reverts to the “STBY” mode again.
(j) Verify that the aircraft panel dim control adjusts the backlighting on the
airspeed indicator.
34.12.28 03-05-07 Revision 27

(2) SSEC Test.
(a) Connect the pitot-static test set to the on-side pitot and static ports. Drive the
test set to an altitude of 25,000 ft.
(b) Ensure that the Altimeter reads 25,000 ± 50 feet.
(c) Ensure that an “A” is displayed on the onside Altimeter.
(3) Airspeed Accuracy Test.
(a) Ensure that the airspeed displayed on the MASI is 250 ± 10 Kts.
(b) Increase airspeed on test set to 300 Kts.
(c) Ensure that the airspeed displayed on the MASI is 300 ± 10 Kts.
(d) Decrease airspeed on test set to 150 Kts.
(e) Ensure that the airspeed displayed on the MASI is 150 ± 10 Kts.
(4) Power Test.
(a) Open the ”Airspeed – (1/2) AC” circuit breaker located on the instrument
circuit breaker panel. Ensure that the MASI display is still illuminated.
(b) Open the ”Airspeed – (1/2) DC” circuit breaker located on the instrument
circuit breaker panel. Ensure that the MASI display is no longer illuminated.
(c) Remove pressure from the test set.
(d) Close all previously opened circuit breakers.
Revision 27 03-05-07 34.12.29

6. Altimeter – Troubleshooting

REMOVAL AND/OR INSTALLATION OF THE ALTIMETER,
RECURRING NON-ROUTINE JOB CARD 34.12-1 MUST BE
COMPLETED.
a. General - The following procedures will aid in isolating a failure in one of the altimeters.
To use these procedures, find the description of the fault in the listing below and perform
the corresponding section of the Fault Isolation Chart.
b. Altimeter Fault Listing:
(1) Altimeter Does Not Successfully Perform BIT Test.

(2) Captain’s Altimeter Indicator Lighting Does Not Change With Adjustment of
Aircraft Instrument Dimming Circuit.
(3) F/O’s Altimeter Indicator Lighting Does Not Change With Adjustment of Aircraft
(4) Altimeter Altitude Indication Differs From Offside Indicator By More Than 50 ft.
(5) Altimeter Altitude Counter Displays “Err”.
(6) Altimeter Altitude Counter Displays fault code (FC00 through FC07).
(7) Altimeter Will Not Go Into External Mode.
(8) Altimeter Will Not Go Into Self-Sensing “A” Mode.
(9) ATC Transponder Output Altitude Incorrect.
(10) ATC Transponder Does Not Output Altitude.
(11) Altimeter Displays Flashing “STBY”.
(12) Altimeter Displays Constant “STBY”.
(13) Baro Setting Cannot Be Adjusted With the Baro Knob.
(14) Non BARO Mode Indicator Illuminated.
34.12.30 03-05-07 Revision 27

c. Altimeter Fault Isolation Procedures

(1) Altimeter Does Not Perform BIT test per Altimeter test If any error occurs
Successfully Perform procedure. Verify that all functions of the during bit test,
BIT Test. BIT test operate properly. replace Altimeter.
At conclusion of BIT test, depress test If any fault codes
button again to view fault history. exist in the fault
history, replace the
Altimeter.
(2) Captain’s Altimeter Remove the Altimeter and measure the 5 If the voltage is not
Indicator Lighting VAC between pins “C” and “D”of P10- there at all or does
Does Not Change 9207 Altimeter connector. Vary the not change,
With Adjustment of instrument panel lighting adjustment and troubleshoot and
Aircraft Instrument ensure that the voltage varies from 0 to repair the wiring or
Dimming Circuit. approximately 5 VAC. dimming circuit per
the DACO AMM.
If the appropriate
voltage is present,
replace the
Altimeter.
(3) F/O’s Altimeter Remove the Altimeter and measure the 5 If the voltage is not
Indicator Lighting VAC between pins “C” and “D” of P10- there at all or does
Does Not Change 9208 Altimeter connector. Vary the not change,
With Adjustment of instrument panel lighting adjustment and troubleshoot and
Aircraft Instrument ensure that the voltage varies from 0 to repair the wiring or
Dimming Circuit. approximately 5 VAC. dimming circuit per
the DACO AMM.
If the appropriate
voltage is present,
replace the
Altimeter.
Revision 27 03-05-07 34.12.31


(4) Altimeter Altitude Select self sensing “A” mode on both the If both Altimeters
Indication Differs Capt’s and F/O’s Altimeter, if not already engage in self
From Offside selected, by pressing and then releasing the sensing “A” mode
Indicator By More mode select button. Observe difference and no error exists,
Than 50 ft. between Altimeter Altitude indications. perform functional
test and return to
service.
If Capt’s Altimeters
will not engage in
Self-Sensing “A”
mode but F/O’s
Altimeter does
engage in Self-
Sensing “A” mode,
replace Capt’s
Altimeter.
If F/O’s Altimeters
will not engage in
mode but Capt’s
Altimeter does
engage in Self-
Sensing “A” mode,
replace F/O’s
Altimeter.
Select alternate static port on Capt’s side If error goes away,
repair the Capt’s
Static System.
Select External mode on Capt’s Altimeter If error goes away,
by pressing and then releasing the mode replace the Capt’s
select button. “A” indication should Altimeter.
extinguish.
If error remains, return to the Self-Sensing
“A” mode on the Capt’s Altimeter by
pressing and then releasing the mode select
button.
34.12.32 03-05-07 Revision 27


(4) Altimeter Altitude Select alternate static port on F/O’s side If error goes away,
Indication Differs instruments. troubleshoot and
From Offside repair the F/O’s
Indicator By More Static System.
Than 50 ft.
(cont’d)
Select External mode on F/O’s Altimeter If error goes away,
by pressing and then releasing the mode replace F/O’s
select button. “A” indication should Altimeter.
extinguish.
(5) Altimeter Altitude This Symptom indicates either a Replace the
Counter Displays microprocessor or pressure transducer Altimeter.
“Err”. failure.
(6) Altimeter Altitude Altimeter has detected a fault within its Replace the
Counter Displays own circuitry. Altimeter.
fault code (FC00
through FC07).
(7) Altimeter Will Not Test and repair as necessary, the signal If Altimeter still will
Go Into External wires between the Altimeter and the not go into External
Mode. DADC. mode, replace the
DADC.
(8) Altimeter Will Not Open DADC – 1 AC circuit breaker. If Altimeter
Go Into Self-Sensing Displays “STBY”,
“A” Mode. inspect and repair
the wiring between
the Altimeter and the
MASI. If problem
persists, replace the
MASI.
If MASI does not
display an “A” or
“STBY”, replace the
Altimeter.
Revision 27 03-05-07 34.12.33


(9) ATC Transponder Swap Capt’s Altimeter and F/O’s If problem remains
Output Altitude Altimeter in accordance with the in the same position
Incorrect. removal/installation procedures. (Capt’s or F/O’s),
troubleshoot the
wiring between the
onside Altimeter and
transponder.
If the problem
moves to the other
position (Capt’s or
F/O’s), replace the
Altimeter.
(10)ATC Transponder Ensure that Altimeter is in Self Sensing
Does Not Output “A” mode.
Altitude.
Select External mode (if not already If Transponder
selected) on Altimeter by pressing and then begins to output
releasing the mode select button. “A” Altitude, replace
indication should extinguish. Altimeter.
Swap Capt’s Altimeter and F/O’s If problem remains
Altimeter in accordance with the in the same position
removal/installation procedures. (Capt’s or F/O’s),
troubleshoot and
repair the
transponder and the
wiring between the
transponder.
If the problem
moves to the other
Altimeter.
(11)Altimeter Displays Ensure that the DADC is not in the If the DADC is in
Flashing “STBY”. “TEST” mode. Test mode, operation
is normal.
34.12.34 03-05-07 Revision 27


(11)Altimeter Displays Set both Altimeters to the External mode If either altimeter
Flashing “STBY”. and both baro settings to 29.92. Note the will not go into
(cont’d) altitude readings. External mode.
Verify the wiring
between the
altimeter and the
DADC. If wiring is
OK, Replace the
DADC.
If the readings are
different replace the
DADC.
Set both altimeters to the Self-Sensing “A” If both altitude
mode. readings differ by
more than 50 ft.
from the readings in
the External Mode,
Replace the DADC.
If only one altitude
reading differs by
more than 50 ft.
from the reading in
the External mode,
replace that
Altimeter.
(12)Altimeter Displays Swap Capt’s MASI and F/O’s MASI in If problem remains
Constant “STBY”. accordance with the removal/installation in the same position
procedures. (Capt’s or F/O’s),
troubleshoot the
wiring between the
MASI.
If the problem
moves to the other
MASI.
Revision 27 03-05-07 34.12.35


(13)Baro Setting Cannot Confirm that the indicated altitude is below If altitude is above
Be Adjusted With the 27,000 ft. 27,000 ft, operation
Baro Knob. is normal.
If altitude is below
27,000 ft, replace the
Altimeter.
(14)Non Baro Mode Confirm that the indicated altitude is below If altitude is above
Indicator Illuminated. 27,000 ft. 27,000 ft, operation
is normal.
If altitude is below
27,000 ft, replace the
Altimeter.
34.12.36 03-05-07 Revision 27

7. Maintenance Practices - Altimeter

REMOVAL AND/OR INSTALLATION OF THE ALTIMETER,
RECURRING NON-ROUTINE JOB CARD 34.12-1 MUST BE
COMPLETED.
a. General:
(1) One Altimeter is installed in each pilot’s instrument panel.
(2) Following routine installation or replacement of the Altimeter, the instrument
should be tested per the Altimeter test procedure to determine acceptable operation
of the Altimeter as installed in this airplane.
(3) During the test, all equipment associated with the operation of the Altimeter should
be installed in the airplane and in operating condition.
b. Removal/Installation – Altimeter:
(1) Remove Altimeter.
B10-9121 DADC #1 AC
CAUTION: WHILE REPLACING THE ALTIMETER, PERSONNEL SHOULD
EITHER WEAR A PROPERLY GROUNDED ESD STATIC WRIST
STRAP OR ENSURE THAT THE PINS ON ELECTRICAL
CONNECTOR J1 ARE NOT TOUCHED DURING THE
REMOVAL/REPLACEMENT PROCEDURE. ASSEMBLIES
INTERNAL TO THE ALTIMETER ARE SUSCEPTIBLE TO
DAMAGE FROM ELECTROSTATIC DISCHARGE THAT COULD
BE CONDUCTED THROUGH THE REAR ELECTRICAL
CONNECTOR J1.
Revision 27 03-05-07 34.12.37

(b) Using a #2 Phillips screwdriver loosen the two Phillips pan head screws
securing the Altimeter to the 3 ATI instrument clamp. Turn each screw
counterclockwise (CCW) until loose.
(c) Grasp the Altimeter by the edges of its bezel assembly and pull it gently from
the instrument panel until the rear electrical connector J1 and static port
interfaces are accessible.
(d) Disconnect the interface cable connected to the rear electrical connector J1,
turning its connector collar CCW until it can be disengaged.
(e) Install ESD cap on rear electrical connector J1.
(j) Using an open-end wrench, loosen the static pressure inlet tube’s connector
collar, turning it CCW until it can be disengaged from the static port.
(k) Insert a hose fitting cover on the static pressure inlet tube.
(l) Remove the Altimeter, grasping it by the bezel assembly and pulling it from
the instrument panel until free.
(m) Return the Altimeter to stores for disposition.
(2) Install Altimeter.

B10-9121 DADC #1 AC
34.12.38 03-05-07 Revision 27

CAUTION: WHILE REPLACING THE ALTIMETER PERSONNEL

SHOULD EITHER WEAR A PROPERLY GROUNDED ESD
STATIC WRIST STRAP OR ENSURE THAT THE PINS ON
ASSEMBLIES INTERNAL TO THE ALTIMETER ARE
SUSCEPTIBLE TO DAMAGE FROM ELECTROSTATIC
DISCHARGE THAT COULD BE CONDUCTED THROUGH
THE REAR ELECTRICAL CONNECTOR J1.
(b) Remove the hose fitting covers, if installed, in the static port and static
(c) Insert the static pressure inlet tube into the static port.
(d) Using an open-end wrench, tighten the static pressure inlet tube’s connector
(e) Remove the ESD caps, if installed, on the rear electrical connector J1 and
interfacing cable.
(f) Mate the aircraft interface cable’s connector with the rear electrical connector
J1, inserting it while observing keying (12 o’clock) and tighten, turning its
(g) Insert the Altimeter into the 3 ATI instrument clamp until its bezel assembly is
flush with the aircraft instrument panel.
(h) Using the Phillips screwdriver, tighten the two Phillips pan head screws
securing the Altimeter to the 3 ATI instrument clamp, turning each CW until
tight.
(i) Ensure the 3-ATI instrument mounting clamp is properly secured. Using the
Phillips screwdriver, tighten the two clamp mounting screws, turning each CW
(j) Perform a leak check of the affected aircraft static system per the ATI DC-8
Maintenance Manual.
(k) Perform a test of the Altimeter per this procedure.
Revision 27 03-05-07 34.12.39

8. Adjustment/Test – Altimeter
(1) Pitot-Static Test Set

(2) Transponder Test Set
(3) Radio Altimeter Test Set
(4) Ballpoint pen or similar device
b. Test Procedures:
(1) Power Up Self-Test.


B10-9121 DADC #1 AC
the front bezel of the Altimeter.
(e) Ensure that the Altimeter display indicates the Self-Sensing mode by
displaying an “A”.
(f) Press and release the push select button.
(g) Ensure that the “A” indication on the Altimeter extinguishes, indicating the
External mode of operation.
(h) Remove power from the DADC by opening the DADC #1 AC circuit breaker
(i) Ensure that the Autopilot disengages and the Altimeter reverts to the Self-
Sensing mode by displaying an “A” again.
34.12.40 03-05-07 Revision 27

(j) If the First Officers altimeter is being tested, verify that an “R” is displayed on
the Altitude Alerter indicating that it is receiving altitude data from the F/O’s
Altimeter.
(k) Verify that the aircraft panel dim control adjusts the backlighting on the
Altimeter.
(2) FMS Test (if installed).
(a) Connect the pitot-static test set to the on-side pitot and static ports. Drive the
test set to an altitude of 25,000 ft.
(b) Set up the Transponder test set and configure to monitor altitude reporting
from the selected Transponder.
(c) Ensure that the Altimeter reads 25,000 ± 50 ft. and the Transponder is
outputting an altitude that is within ± 50 feet of the Altimeter reading.
(d) Set the onside FMS to monitor both baro and pressure altitude. (Reference
configuration procedures in the UNS1 manual)
(e) Verify that the readings for baro and pressure altitude are as expected.
(f) Move the baro knob on the onside Altimeter and verify that the baro altitude
changes accordingly.
(3) Accuracy.
(a) Ensure that the test set airspeed output is 0 Kts.

(b) Ensure that the altitude displayed on the Altimeter is within ± 50 Ft. of the
pitot static tester output.
(c) Increase altitude on test set to 35,000 Ft.
(d) Ensure that the altitude displayed on the Altimeter is within ± 50 Ft. of the
(e) Decrease altitude on test set to 15,000 Ft.
(f) Ensure that the altitude displayed on the Altimeter is within ± 50 Ft. of the
(4) Transponder Interface Test.
(a) Connect the pitot/static test set to the Capt’s pitot and static systems.
(b) Set the pitot static test set to the following altitudes and ensure that the Capt’s
Altimeter and the number 1 transponder output (as indicated on the
transponder test set) indicate the same altitude within ± 50 Ft:
Revision 27 03-05-07 34.12.41

#1
ALTITUDE CAPTAIN’S
TRANSPONDER
IN FEET ALTIMETER READING
READING
500
1000
2000
4000
6000
8000
10000
15000
20000
25000
30000
(c) Connect the pitot/static test set to the F/O’s pitot and static systems.
(d) Set the pitot static test set to the following altitudes and ensure that the F/O’s
Altimeter and the number 2 transponder output (as indicated on the
transponder test set) indicate the same altitude within ± 50 Ft:
#2
ALTITUDE FIRST OFFICER’S
TRANSPONDER
IN FEET ALTIMETER READING
READING
500
1000
2000
4000
6000
8000
10000
15000
20000
25000
30000
(5) If the Altimeter being tested is installed on the Captain’s side and the aircraft’s
GPWS is a Mark VII, perform the following GPWS test:
(a) Set the Captain’s Altimeter baro correction to 29.92. Note the altitude
displayed on the Captain’s Altimeter.
34.12.42 03-05-07 Revision 27

(b) Connect the pitot static test set to the Captain’s and alternate pitot tubes and
the Captain’s and PTC static ports.
(c) Pull the stick shaker and the ground control relay circuit breakers to simulate
an in-air condition.
(d) Connect a Radio Altimeter test set to the Radio Altimeter.
(e) Set the altitude on the pitot static test set to 2500 feet above the reading taken
in step (5)(a) for the Captain’s Altimeter. Set the Radio Altitude to 2500 feet.
(f) Set up both the pitot static and the Radio Altimeter test sets to descend at 1000
ft./min. then start both of them at the same time.
(g) You should not get a GPWS “PULL UP” warning.
(h) Reset the altitude on the pitot static test set to 2500 feet above the reading
taken in step (5)(a) for the Captain’s Altimeter. Set the Radio Altitude to 2500
feet.
(i) Set up both the pitot static and the Radio Altimeter test sets to descend at 1800
(j) At approximately 300 feet AGL you should get a GPWS “PULL UP”
warning.
(k) Remove pressure from the test set.
(6) Power Test.
(a) Open the “Altitude – (1/2) AC” circuit breaker located on the instrument
circuit breaker panel. Ensure that the Altimeter display is still illuminated.
(b) Open the “Altitude – (1/2) DC” circuit breaker located on the instrument
circuit breaker panel. Ensure that the Altimeter display is no longer
illuminated.
(c) Close all previously opened circuit breakers and disconnect all test equipment.
Revision 27 03-05-07 34.12.43

9. Troubleshooting – Altitude Alerter
a. General - The following procedures will aid in isolating a failure in one of the Altitude
Alerters. To use these procedures, find the description of the fault in the listing below
and perform the corresponding section of the Fault Isolation Chart.
b. Altimeter Fault Listing:
(1) Altitude Alerter Indicator Lighting Does Not Change With Adjustment of Aircraft
(2) Altitude Alerter Displays “---“ In The Target Altitude Counter While Trying To
Display SAT.
Display Cabin Altitude.
(4) Altitude Alerter Displays “OFF” In The Cabin Altitude/SAT Counter.
(5) Altitude Alerter Display Is Blank.
(6) Altitude Alerter Displays A Flashing Scale Indicator.
(7) Sonalert Will Not Sound When Appropriate.
(8) Sonalert Will Not Stop Sounding.
(9) Depressing The Mode Switch Does Not Change the Altitude Alerter Mode.
(10) Target Altitude Adjust Knob Does Not Adjust Target Altitude.
(11) Altitude Alerter Displays an “R” In The Lower Left Part Of The Display.
34.12.44 03-05-07 Revision 27

c. Altitude Alerter Fault Isolation Procedures.

(1) Altitude Alerter Remove the Altitude Alerter and measure If the voltage is not
Indicator Lighting the 5 VDC between pins “S” and “T” of there at all or does
Does Not Change P10-9205 Altitude Alerter connector. not change,
With Adjustment of Vary the instrument panel lighting troubleshoot and
Aircraft Instrument adjustment and ensure that the voltage repair the wiring or
Dimming Circuit. varies from 0 to approximately 5 VDC. dimming circuit per
the DACO AMM.
If the appropriate
voltage is present,
replace the altitude
alerter.
(2) Altitude Alerter If an “R” is displayed in the lower left Repair as necessary.
Displays “---“ In The hand part of the display, verify the wiring
Target Altitude between the Altitude Alerter and the
Counter While DADC.
Trying To Display
SAT.
If wiring is OK,
replace DADC.
If there is no “R” displayed and altitude Repair as necessary.
information is displayed on the Altitude
Alerter, inspect the Temperature Probe and
its wiring to the DADC.
If Wiring and Temp
Probe are OK,
replace the DADC.
(3) Altitude Alerter An Altitude Alerter Transducer fault is Replace the Altitude
Displays “---“ In The indicated. Alerter.
Target Altitude
Counter While
Trying To Display
Cabin Altitude.
Revision 27 03-05-07 34.12.45


(4) Altitude Alerter This display indicates that there is no valid Replace the Altitude
Displays “OFF” In altitude to the Altitude Alerter. Alerter.
The Cabin
Altitude/SAT
Counter.
(5) Altitude Alerter An Altitude Alerter Microprocessor fault is Replace the Altitude
Display Is Blank. indicated. Alerter.
(6) Altitude Alerter Verify the wiring between the Altitude Repair wiring as
Displays A Flashing Alerter and the F/O’s Altimeter. necessary.
Scale Indicator.
If wiring is OK,
Replace the Altitude
Alerter.
(7) Sonalert Will Not Verify that the altitude alerter is set to the
Sound When “TONE” mode of operation by performing
Appropriate. the setup procedure in the altitude alerter
maintenance section of this document.
Ensure that the Altitude Alerter – DC
circuit breaker (B10-9120) is pulled and
collared.
Remove the Altitude Alerter and
disconnect the rear connector P10-9205
per removal instructions.
Temporarily install a jumper wire between
P10-9205 pin “N” and chassis ground.
Momentarily close the Altitude Alerter – If the sonalert
DC circuit breaker (B10-9120) and listen sounds, Replace the
for the sonalert warning. Altitude Alerter.
If the sonalert does
not sound,
Troubleshoot the
wiring between the
circuit breaker and
the Altitude Alerter.
34.12.46 03-05-07 Revision 27


(8) Sonalert Will Not Ensure that the Altitude Alerter – DC
Stop Sounding. circuit breaker (B10-9120) is pulled and
collared.
Remove the Altitude Alerter and
disconnect the rear connector, P10-9205
per removal instructions.
Momentarily close the Altitude Alerter – If the sonalert does
DC circuit breaker (B10-9120) and listen not sound, Replace
for the sonalert warning. the Altitude Alerter.
If the sonalert
sounds,
Troubleshoot the
wiring between the
circuit breaker and
the Altitude Alerter.
(9) Depressing The Replace the Altitude
Mode Switch Does Alerter.
Not Change the
Altitude Alerter
Mode.
(10)Target Altitude Replace the Altitude
Adjust Knob Does Alerter.
Not Adjust Target
Altitude.
(11)Altitude Alerter This indicates that the Altitude Alerter is Repair wiring as
Displays an “R” In not getting Altitude information from the necessary.
The Lower Left Part DADC. Verify the wiring between the
Of The Display. Altitude Alerter and the DADC.
If problem persists,
replace the DADC.
Revision 27 03-05-07 34.12.47

10. Maintenance Practices – Altitude Alerter
a. General:
(1) One Altitude Alerter is installed in the glareshield.

(2) Following routine installation or replacement of the Altitude Alerter, the instrument
should be tested per the Altitude Alerter test procedure to determine acceptable
operation of the Altitude Alerter as installed in this airplane.
(3) During the test, all equipment associated with the operation of the Altitude Alerter
should be installed in the airplane and in operating condition.
b. Removal/Installation – Altitude Alerter:
(1) Remove Altitude Alerter.

B10-9121 DADC #1 AC
CAUTION: WHILE REPLACING THE ALTITUDE ALERTER, PERSONNEL

SHOULD EITHER WEAR A PROPERLY GROUNDED ESD
STATIC WRIST STRAP OR ENSURE THAT THE PINS ON
ELECTRICAL CONNECTOR J1 ARE NOT TOUCHED DURING
THE REMOVAL/REPLACEMENT PROCEDURE. ASSEMBLIES
INTERNAL TO THE ALTITUDE ALERTER ARE SUSCEPTIBLE
TO DAMAGE FROM ELECTROSTATIC DISCHARGE THAT
COULD BE CONDUCTED THROUGH THE REAR ELECTRICAL
CONNECTOR J1.
34.12.48 03-05-07 Revision 27

(b) Using a #2 Phillips screwdriver loosen the two Phillips pan head screws
securing the Altitude Alerter to the 1.5 X 3 ATI instrument mounting clamp.
Turn each screw counterclockwise (CCW) until loose.
(c) Grasp the Altitude Alerter by the edges of its bezel assembly and pull it gently
from the glareshield until the rear electrical connector is accessible.
(d) Disconnect the interface cable connected to the rear electrical connector,
turning its connector collar CCW until it can be disengaged.
(e) Install ESD cap on rear electrical connector.
(g) Remove the Altitude Alerter, grasping it by the bezel assembly, and pulling it
from the glareshield until free.
(h) Return the Altitude Alerter to stores for disposition.
(2) Install Altitude Alerter.

B10-9121 DADC #1 AC
CAUTION: WHILE REPLACING THE ALTITUDE ALERTER,

PERSONNEL SHOULD EITHER WEAR A PROPERLY
GROUNDED ESD STATIC WRIST STRAP OR ENSURE THAT
THE PINS ON ELECTRICAL CONNECTOR J1 ARE NOT
TOUCHED DURING THE REMOVAL/REPLACEMENT
PROCEDURE. ASSEMBLIES INTERNAL TO THE
ALTITUDE ALERTER ARE SUSCEPTIBLE TO DAMAGE
FROM ELECTROSTATIC DISCHARGE THAT COULD BE
CONDUCTED THROUGH THE REAR ELECTRICAL
CONNECTOR J1.
Revision 27 03-05-07 34.12.49

(b) Remove the ESD caps, if installed, on the rear electrical connector and
interfacing cable.
(c) Mate the aircraft interface cable’s connector with the rear electrical connector,
inserting it while observing keying (12 o’clock), and tighten, turning its
(d) Insert the Altitude Alerter into the 1.5 X 3 ATI instrument clamp until its
bezel assembly is flush with the aircraft glareshield.
(e) Using the Phillips screwdriver, tighten the two Phillips pan head screws
securing the Altitude Alerter to the 1.5 X 3 ATI instrument mounting clamp,
turning each CW until tight.
(f) Ensure the 1.5 X 3 ATI instrument clamp is properly secured. Using the
Phillips screwdriver, tighten the clamp mounting screws, turning each CW
(g) Perform a test of the Altitude Alerter per this procedure.
34.12.50 03-05-07 Revision 27

11. Adjustment/Test – Altitude Alerter

(2) Ballpoint pen or similar device
b. Test Procedures:
(1) Power On Self-Test.


B10-9121 DADC #1 AC
(c) Verify that “ERR” is not displayed on the First Officer’s Altimeter.
(2) Altitude Alerter Functional Test.
(a) Cycle power to the Altitude Alerter. At power up, press and release the ALT
(mode select) pushbutton switch. Verify that the Altitude Alerter cycles
through its display test.
(b) Remove power from the DADC by opening the DADC #1 AC circuit breaker
(c) Ensure the Altimeter reverts to the Self-Sensing mode by displaying an “A”.
(d) Verify that an “R” is displayed on the Altitude Alerter indicating that it is
receiving altitude data from the F/O’s Altimeter.
(e) Reapply power to the DADC by closing the DADC #1 AC circuit breaker
(f) Verify that the aircraft panel dim control adjusts the backlighting on the
Altitude Alerter.
Revision 27 03-05-07 34.12.51

(g) Connect the pitot-static test set to the alternate pitot and PTC static ports.
Drive the test set to an altitude of 25,000 ft.
(h) Ensure that the Altimeter reads 25,000 ± 50 ft.
(i) Using the target altitude adjust knob, set the target altitude to 25,000 ft.
(j) Press and release the mode select button on the Altitude Alerter as necessary
to select the altitude alert mode.
(k) Slowly reduce the altitude on the pitot/static test set. Ensure that the warning
annunciator light illuminates and the horn sounds at approximately 24,780 ft.
(l) Close all previously opened circuit breakers and disconnect all test equipment.
(3) Altitude Alerter Setup Procedure.
(a) At power up, press the ALT (mode select) push button and release. This will
activate the display test sequence.
(b) Press the ALT (mode select) push button at the conclusion of the display test
sequence that is immediately preceded by display of 9’s. This will activate the
audio alert type selection mode that is indicated by the audio alert type being
displayed in the target altitude counter.
(c) Set the audio alert mode to “TONE” by rotating the altitude adjust knob
counterclockwise.
(d) Press the ALT (mode select) push button to accept this mode and enter the
volume selection screen.
NOTE: If the Alt (Mode Select) Button is not pushed within 9 seconds of
the mode selection, the alerter will return to the previously stored
mode.
(e) The volume may be selected by rotating the target altitude adjust knob
clockwise (to increase) or counter-clockwise (to decrease).
(f) Press the ALT (mode select) button to accept the volume setting and return to
the previously selected operating mode.
34.12.52 03-05-07 Revision 27

12. Digital Air Data Computer (DADC) - Troubleshooting
WARNING: TO MAINTAIN RVSM CERTIFICATION FOLLOWING REMOVAL

AND/OR INSTALLATION OF THE DADC, RECURRING NON-
ROUTINE JOB CARD 34.12-1 MUST BE COMPLETED.
a. General:
(1) The following procedures will aid in isolating a failure in the DADC. To use these
procedures, find the description of the fault in the listing below and perform the
corresponding section of the Fault Isolation Chart.
b. DADC Fault Listing:
(1) MASI Does Not Successfully Perform BIT Test.

(2) MASI Indicator Lighting Does Not Change With Adjustment of Aircraft Instrument
Dimming Circuit.
(3) MASI Airspeed Indication Differs From Offside Indicator By More Than 8 kts +
2% Of CAS Value.
(4) MASI CAS/TAS Counter Displays “Err”.
(5) MASI Airspeed Counter Displays “---”.
(6) MASI Mach Counter Displays “---”.
(7) MASI Mach Counter Displays fault code (FC0 through FC6).
(8) MASI Will Not Go Into External Mode.
(9) MASI Will Not Go Into Self-Sensing “STBY” Mode.
(10) Overspeed Alarm Will Not Sound When VMO Exceeded on Capt’s MASI.
(11) Overspeed Alarm Will Not Sound When VMO Exceeded on F/O’s MASI.
(12) Overspeed Alarm Sounds When VMO Not Exceeded.
(13) Altimeter Does Not Successfully Perform BIT Test.
(14) Altimeter Indicator Lighting Does Not Change With Adjustment of Aircraft
(15) Altimeter Altitude Indication Differs From Offside Indicator By More Than 50 ft.
(16) Altimeter Altitude Counter Displays “Err”.
(17) Altimeter Altitude Counter Displays fault code (FC00 through FC07).
(18) Altimeter Will Not Go Into External Mode.
(19) Altimeter Will Not Go Into Self-Sensing “A” Mode.
(20) ATC Transponder Output Altitude Incorrect.
(21) ATC Transponder Does Not Output Altitude.
(22) Altimeter Displays Flashing “STBY”.
(23) Altimeter Displays Constant “STBY”.
(24) Baro Setting Cannot Be Adjusted With the Baro Knob.
(25) Non Baro Mode Indicator Illuminated.
(26) FMS Will Not Display Air Data.
(27) Autopilot Will Not Engage In Altitude Hold or Mach Hold Modes.
Revision 27 03-05-07 34.12.53

(28) Flight Director Will Not Engage in Altitude Hold Mode.

(29) GPWS Inop.
(30) Altitude Alerter Indicator Lighting Does Not Change With Adjustment of Aircraft
Display SAT.
Display Cabin Altitude.
(33) Altitude Alerter Displays “OFF” In The Cabin Altitude/SAT Counter.
(34) Altitude Alerter Display Is Blank.
(35) Altitude Alerter Displays A Flashing Scale Indicator.
(36) Sonalert Will Not Sound When Appropriate.
(37) Sonalert Will Not Stop Sounding.
(38) Depressing The Mode Switch Does Not Change the Altitude Alerter Mode.
(39) Target Altitude Adjust Knob Does Not Adjust Target Altitude.
(40) Altitude Alerter Displays an “R” In The Lower Left Part Of The Display.
c. DADC Fault Isolation Procedures:

(1) MASI Does Not See MASI
Successfully Perform troubleshooting
BIT Test. procedures.
(2) MASI Indicator See MASI
Lighting Does Not troubleshooting
Change With procedures.
Adjustment of
Aircraft Instrument
Dimming Circuit.
(3) MASI airspeed See MASI
indication differs troubleshooting
from offside MASI procedures.
by more than 8 kts +
2% of CAS value in
Self-Sensing
“STBY” mode.
(4) MASI Airspeed See MASI
Counter Displays troubleshooting
“Err”. procedures.
34.12.54 03-05-07 Revision 27


(5) MASI Airspeed This Symptom indicates that the MASI is
Counter Displays receiving a “no computed data” status
“---” in External word from the DADC in the “External/
Mode. Normal” operating mode. This is a normal
indication for CAS under 40 kts and TAS
under 100 kts.
Increase CAS to 200 kts on the pitot static If indicator reads
test set (alternate pitot and PTC static “---“, test and repair,
ports). Observe the CAS indication on the as necessary, the
MASI display. signal wires between
the MASI and the
DADC.
If indicator reads
“---“, replace the
DADC.
(6) MASI Mach Counter Indicates that the DADC is sending
Displays “---” in “invalid” for the Mach status word in
External mode. External mode.
Increase CAS to 300 kts on the pitot static If indicator reads
test set (alternate pitot and PTC static “---“, test and repair
ports). Observe the CAS indication on the as necessary, the
MASI display. signal wires between
the MASI and the
DADC.
If indicator reads
“---“, replace the
DADC.
(7) MASI Mach Counter See MASI
Displays fault code troubleshooting
(FC0 through FC6). procedures.
(8) MASI Will Not Go Test and repair, as necessary, the signal If MASI will still
Into External Mode. wires between the MASI and the DADC. not go into External
mode, replace the
DADC.
Revision 27 03-05-07 34.12.55


(9) MASI Will Not Go See MASI
Into Self-Sensing troubleshooting
“STBY” Mode. procedures.
(10)Overspeed Alarm See MASI
Will Not Sound troubleshooting
When VMO Exceeded procedures.
on Capt’s MASI.
Will Not Sound troubleshooting
When VMO Exceeded procedures.
on F/O’s MASI.
Sounds When VMO troubleshooting
Not Exceeded. procedures.
(13)Altimeter Does Not See Altimeter
Successfully Perform troubleshooting
BIT Test. procedures.
(14)Altimeter Indicator See Altimeter
Lighting Does Not troubleshooting
Change With procedures.
Adjustment of
Aircraft Instrument
Dimming Circuit.
(15)Altimeter Altitude Select Self-Sensing “A” mode on both the If both Altimeters
Indication Differs Capt’s and F/O’s Altimeter, if not already engage in Self-
From Offside selected, by pressing and then releasing the Sensing “A” mode
Indicator By More mode select button. Observe difference and no error exists,
Than 50 ft. in Self- between Altimeter Altitude indications. perform functional
Sensing mode. test and return to
service.
If either Altimeter
will not engage in
mode, see altimeter
troubleshooting
procedures.
34.12.56 03-05-07 Revision 27


(15)Altimeter Altitude Select Self-Sensing “A” mode on both the If both Altimeters
Indication Differs Capt’s and F/O’s Altimeter, if not already engage in Self-
From Offside selected, by pressing and then releasing the Sensing “A” mode
Indicator By More mode select button. Observe difference and the altitude error
Than 50 ft. in Self- between Altimeter Altitude indications. persists, see
Sensing mode. (cont’d) altimeter
(cont’d) troubleshooting
procedures.
Select External mode on Capt’s Altimeter If error returns,
by pressing and then releasing the mode replace the DADC.
select button. “A” indication should
extinguish.
(16)Altimeter Altitude See Altimeter
“Err”. procedures.
(17)Altimeter Altitude See Altimeter
fault code (FC00 procedures.
through FC07).
(18)Altimeter Will Not Test and repair, as necessary, the signal If Altimeter still will
Go Into External wires between the Altimeter and the not go into External
Mode. DADC. mode, replace the
DADC.
(19)Altimeter Will Not See Altimeter
Go Into Self-Sensing troubleshooting
“A” Mode. procedures.
(20)ATC Transponder See Altimeter
Output Altitude troubleshooting
Incorrect. procedures.
(21)ATC Transponder See Altimeter
Does Not Output troubleshooting
Altitude. procedures.
Revision 27 03-05-07 34.12.57


(22)Altimeter Displays Ensure that the DADC is not in the If DADC is not in
Flashing “STBY”. “TEST” mode. If the DADC is in Test Test mode,
mode, operation is normal. troubleshoot for
altitude difference
per this chart.
(23)Altimeter Displays See Altimeter
Constant “STBY”. troubleshooting
procedures.
(24)Baro Setting Cannot See Altimeter
Be Adjusted With the troubleshooting
Baro Knob. procedures.
(25)Non Baro Mode See Altimeter
Indicator Illuminated. troubleshooting
procedures.
(26)FMS Will Not Perform FMS operational testing and If FMS does not
Display Air Data. troubleshooting per the ATI DC-8 indicate the
Maintenance Manual. If a DADC problem appropriate altitude,
is indicated, perform the DADC self-test inspect and repair
by closing the DADC test switch on the the interface wiring
instrument panel and looking for a pressure between the DADC
altitude reading of 10,000 feet on the FMS and FMS as
air data page. necessary.
replace the DADC.
(27)Autopilot Will Not Perform Autopilot operational testing and If a DADC problem
Engage In Altitude troubleshooting per the DACO AMM. is indicated, inspect
Hold or Mach Hold and repair the
Modes. interface wiring
between the DADC
and Autopilot Pitch,
Roll and Yaw
Computers and the
Autopilot Controller
as necessary.
replace the DADC.
34.12.58 03-05-07 Revision 27


(28)Flight Director Will Perform Flight Director operational testing If a DADC problem
Not Engage in and troubleshooting per the DACO AMM. is indicated, inspect
Altitude Hold Mode. and repair the
interface wiring
between the DADC
and Flight Director
Pitch Computer and
the Flight Director
Controller as
necessary.
replace the DADC.
(29)GPWS Inop. Perform GPWS operational testing and If a DADC problem
troubleshooting per the DACO AMM. is indicated, inspect
and repair the
interface wiring
between the DADC
and GPWS as
necessary.
replace the DADC.
(30)Altitude Alerter See Altitude Alerter
Indicator Lighting troubleshooting
Does Not Change procedures.
With Adjustment of
Aircraft Instrument
Dimming Circuit.
(31)Altitude Alerter If an “R” is displayed in the lower left Repair as necessary.
Displays “---“ In The hand part of the display, verify the wiring
Target Altitude between the Altitude Alerter and the
Counter While DADC.
Trying To Display
SAT.
If wiring is OK,
replace DADC.
Revision 27 03-05-07 34.12.59


(31)Altitude Alerter If there is no “R” displayed and altitude Repair as necessary.
Displays “---“ In The information is displayed on the Altitude
Target Altitude Alerter, inspect and the Temperature Probe
Counter While and it’s wiring to the DADC.
Trying To Display
SAT.
(cont’d)
If Wiring and Temp
Probe are OK,
replace the DADC.
Displays “---“ In The troubleshooting
Target Altitude procedures.
Counter While
Trying To Display
Cabin Altitude.
Displays “OFF” In troubleshooting
The Cabin procedures.
Altitude/SAT
Counter.
Display Is Blank. troubleshooting
procedures.
Displays A Flashing troubleshooting
Scale Indicator. procedures.
(36)Sonalert Will Not See Altitude Alerter
Sound When troubleshooting
Appropriate. procedures.
(37)Sonalert Will Not See Altitude Alerter
Stop Sounding. troubleshooting
procedures.
34.12.60 03-05-07 Revision 27


(38)Depressing The See Altitude Alerter
Mode Switch Does troubleshooting
Not Change the procedures.
Altitude Alerter
Mode.
(39)Target Altitude See Altitude Alerter
Adjust Knob Does troubleshooting
Not Adjust Target procedures.
Altitude.
(40)Altitude Alerter This indicates that the Altitude Alerter is Repair wiring as
Displays an “R” In not getting Altitude information from the necessary.
The Lower Left Part DADC. Verify the wiring between the
Of The Display. Altitude Alerter and the DADC.
replace the DADC.
Revision 27 03-05-07 34.12.61

13. Maintenance Practices – Digital Air Data Computer

REMOVAL AND/OR INSTALLATION OF THE DADC, RECURRING
NON-ROUTINE JOB CARD 34.12-1 MUST BE COMPLETED.
a. General:
(1) One Digital Air Data Computer (DADC) is installed on Radio Rack 7 inboard.
(2) Following routine installation or replacement of the DADC, the instrument should
be tested per the DADC test procedure to determine acceptable operation of the
DADC as installed in this airplane.
(3) During the test, all equipment associated with the operation of the DADC should be
installed in the airplane and in operating condition.
b. Removal/Installation – Digital Air Data Computer:
(1) Remove Digital Air Data Computer (DADC).

B10-9121 DADC #1 AC
CAUTION: WHILE REPLACING THE DADC, PERSONNEL SHOULD

CONNECTOR ARE NOT TOUCHED DURING THE
INTERNAL TO THE DADC ARE SUSCEPTIBLE TO DAMAGE
CONNECTOR.
34.12.62 03-05-07 Revision 27

(b) Using an open-end wrench, loosen the static pressure inlet tube’s connector
collar, turning it CCW until it can be disengaged from the static port.
(c) Insert a hose fitting cover on the static pressure inlet port, turning it clockwise
(CW) until secure.
(d) Insert a hose fitting cover on the static pressure inlet tube.
(e) Using an open-end wrench, loosen the pitot pressure inlet tube’s connector
collar, turning it CCW until it can be disengaged from the pitot port.
(f) Insert a hose fitting cover in the pitot port, turning it clockwise (CW) until
secure.
(g) Insert a hose fitting cover on the static pressure inlet tube.
(h) Loosen the mounting tray hold-downs, turning each CCW until they are clear
of the DADC’s L-Bracket tabs.
(i) Grasp the DADC and pull it gently from the mounting tray, sliding it flush
along the mounting tray channel brackets, being careful not to damage the pins
of the rear connectors, until it is free of the mounting tray.
(j) Install ESD caps on rear electrical connectors J1A and J1B.
(k) Return the DADC to stores.
(2) Install Digital Air Data Computer (DADC).
B10-9121 DADC #1 AC
CAUTION: WHILE REPLACING THE DADC, PERSONNEL SHOULD
CONNECTOR ARE NOT TOUCHED DURING THE
INTERNAL TO THE DADC ARE SUSCEPTIBLE TO DAMAGE
CONNECTOR.
Revision 27 03-05-07 34.12.63

(b) Inspect the mounting tray channel brackets and J1A and J1B connector pins to
ensure they are undamaged and free of obstructions.
(c) Remove the ESD caps, if installed, on the rear electrical connectors J1A and
J1B.
(d) Place the DADC onto the mounting tray and push it gently, sliding it along the
mounting tray channel brackets, until the DADC’s rear connectors J1A and
J1B mate with the respective interface connectors being careful not to damage
the pins of the rear connectors.
(e) Tighten the mounting tray hold-downs, turning each CW until they are tight
on the DADC’s L-Bracket tabs and the DADC is secured in position.
(f) Remove the hose fitting covers, if installed, in the static port and static
(g) Insert the static pressure inlet tube into the static port.
(h) Using an open-end wrench, tighten the static pressure inlet tube’s connector
(i) Remove the hose fitting covers, if installed, in the pitot port and pitot pressure
inlet tube.
(j) Insert the pitot pressure inlet tube into the pitot port.
(k) Using an open-end wrench, tighten the pitot pressure inlet tube’s connector
(l) Perform a leak check of the affected aircraft pitot and static systems per the
ATI DC-8 Maintenance Manual.
(m) Perform a test of the DADC per this procedure.
34.12.64 03-05-07 Revision 27

14. Adjustment/Test – Digital Air Data Computer (DADC)

(2) Radio Altimeter Test Set
b. Test Procedures:
(1) Power On Self-Test.


B10-9121 DADC #1 AC
the front bezel of both Altimeters.
(e) Ensure that both Altimeters display indicates the Self-Sensing mode by
displaying an “A”.
(f) Press and release the push select button on each altimeter.
(g) Ensure that the “A” indication on both Altimeters extinguish, indicating the
“External” Mode of operation.
(h) With a ball point pen (or similar device), press the recessed TEST button on
the front bezel of both Mach Airspeed Indicators (MASI).
(i) Verify that “ERR” is not displayed.
(j) Ensure that both MASI displays indicate the “STBY” mode.
(k) Press and release the mode select button on both MASI’s.
(l) Ensure that the “STBY” indication on the MASI does extinguish, indicating
the “External” mode of operation.
Revision 27 03-05-07 34.12.65

(2) Autopilot / Flight Director Interface Test.
(a) Engage the autopilot in altitude hold mode.

(b) Remove power from the DADC by opening the DADC #1 AC circuit breaker
(c) Ensure that the Autopilot disengages, both Altimeters revert to the Self-
Sensing mode by displaying an “A”, and both MASI indicators revert to the
“STBY” mode.
(d) Reset both MASI’s to the “External” mode of operation. Ensure that the
“STBY” on each extinguishes.
(e) Reset both Altimeters to the “External” mode of operation. Ensure that the
“A” on each extinguishes.
(f) Connect the pitot-static test set to the appropriate pitot and static ports. Drive
the test set to an altitude of 25,000 ft.
(g) Ensure that the Altimeter reads within ± 50 feet of the test set reading.
(h) Drive the test set at 2000 feet per minute (fpm) up and verify that the autopilot
controller VERT SPEED wheel shows ASCEND 2000 ± 50 fpm.
(i) Drive the test set at 2000 feet per minute (fpm) down and verify that the
autopilot controller VERT SPEED wheel shows DESCEND 2000 ± 50 fpm.
(j) Set the test set altitude to 20,000 feet.
(k) Engage the autopilot altitude hold, and rotate the VERT SPEED wheel to the
zero vertical speed detent position.
(l) Engage the altitude hold function of the flight director, if equipped.
(m) Drive the air data test set to 19,500 feet. Ensure that the command bars on
both flight directors deflect above the aircraft icon (if the flight directors are
equipped with altitude hold function). Ensure that the autopilot pulls the yoke
back in order to try to return to the hold altitude.
(n) Drive the air data test set to 20,500 feet. Ensure that the command bars on
both flight directors deflect below the aircraft icon (if the flight directors are
equipped with altitude hold function). Ensure that the autopilot pushes the
yoke forward in order to try to return to the hold altitude.
(o) Disengage the autopilot and flight director.
(3) FMS Test (if installed).
(a) Set the onside FMS to monitor both baro and pressure altitude.
(b) Verify that the readings for baro and pressure altitude are as expected.
(c) Move the baro knob on the onside Altimeter and verify that the baro altitude
changes accordingly.
34.12.66 03-05-07 Revision 27

(4) Altitude and Airspeed Accuracy Test.
(a) Set the Captain’s Altimeter baro correction to 29.92. Note the altitude
displayed on the Captain’s Altimeter.
(b) Increase altitude on test set to 35,000 Ft.
(c) Ensure that the altitude displayed on both Altimeters is within ± 50 Ft. of the
(d) Decrease altitude on test set to 15,000 Ft.
(e) Ensure that the altitude displayed on both Altimeters is within ± 50 Ft. of the
(f) Increase the airspeed to 250 Kts.
(g) Ensure that the airspeed displayed on both MASI’s is within ± 10 Kts of the
(h) Increase airspeed on test set to 300 Kts.
(i) Ensure that the airspeed displayed on both MASI’s is within ± 10 Kts of the
(j) Decrease airspeed on test set to 150 Kts.
(k) Ensure that the airspeed displayed on both MASI’s is within ± 10 Kts of the
(5) GPWS Test.
(a) Connect the pitot/static test set to the Captain’s and alternate pitot tubes and
the Captain’s and PTC static ports.
(b) Pull the stick shaker and the ground control relay circuit breakers to simulate
an in-air condition.
(c) Connect a Radio Altimeter test set to the Radio Altimeter.
(d) Set the altitude on the pitot static test set to 2500 feet above the reading taken
in step (5)(a) for the Captain’s Altimeter. Set the Radio Altitude to 2500 feet.
(e) Set up both the pitot static and the Radio Altimeter test sets to descend at 1000
(f) You should not get a GPWS “PULL UP” warning.
(g) Reset the altitude on the pitot static test set to 2500 feet above the reading
taken in step (5)(a) for the Captain’s Altimeter. Set the Radio Altitude to 2500
feet.
(h) Set up both the pitot static and the Radio Altimeter test sets to descend at 1800
(i) At approximately 300 feet AGL you should get a GPWS “PULL UP”
warning.
(j) Remove pressure from the test set.
(k) Close all previously opened circuit breakers and disconnect all test equipment.
Revision 27 03-05-07 34.12.67

15. Parts List: Required avionics components for RVSM Operation.
Description (1 each required) Manufacturer Part No.

Altimeter [Note 2] IS&S 9D80110-16
9D80110-17 (Not Used)
Mach/Airspeed Indicator [Note 2] IS&S 9D-80210/16/17/39 [Note 1]
9D-80210-52 (821BX Only)
Digital Air Data Computer [Note 2] IS&S 9D-81010-13/15 [Note 1]
9B-81010-51 (821BX Only)
Automatic Flight Control System Honeywell/Sperry N/A
SP-30AL
Pitch Axis Computer Honeywell/Sperry 2588789-904
Altitude Alerter [Note 2] IS&S 9D80310-16
Transponder [Note 3] Various Various
Autopilot Control Head Sperry 1776001-354 Mod (71 Series)
1776001-154 (62, 72, 73 Series)
NOTES:
[1] PIN program/mod status must match the appropriate airframe. PIN program for the DC-8-
71/73 is different than the PIN program for the DC-8-62/-72.
[2] Removal and/or installation of the DADC, MASI, or Altimeter requires the completion of
Recurring Non-Routine Job Card 34.12-1.
[3] The transponder configuration must meet or exceed the requirements of one of the following
Technical Standard Orders (TSO):
TSO-C66a or TSO-C74c (Mode C)

TSO-C112 (Class 2a; Mode S)
TSO-C112a (Mode S)
If one transponder is installed in the aircraft it must be capable of reporting from either the
Captain (Pilot) or First Officer’s (CoPilot’s) air data system.
34.12.68 07-29-09 Revision 33

CHAPTER 34 – NAVIGATION
RECURRING NON-ROUTINE
ATI ATI-001
REG. NUMBER SERIAL TAT TAC POS DATE STATION JOB CARD NUMBER
NUMBER
34.12-1
JOB TITLE
RVSM Air Data Systems Check – Digital Air Data Computer/Altimeter
Job Card Completed By (Signature & Emp. Number) Date
Page 1 of 4
Print Mechanic’s Name & Employee Number Print Inspector’s Name & Employee Number
INSTRUCTIONS
This Job Card is to be completed by an RII authorized inspector AFTER each instance in which
the digital air data computer, either altimeter, or MASI have been replaced on any aircraft listed
as being RVSM certified (STC ST01073LA and ST01707SE) in the Effectivity Section of the
Introduction to the ATI DC-8 Maintenance Manual. This is an STC requirement in order to
maintain continued airworthiness compliance. Reference GMM Sections 3.117 and 3.202.
Fax the completed Job Card to AERO MECH, INC, (425-257-9756) and to MX Control. Attach
the original to the aircraft log page and forward to Q/C Records.
NOTES
1. DC-8-71/-73: Check altimeters in both External and Self-Sensing modes and record in Table 1.
2. DC-8-62/-72: Check altimeters in both External and Self-Sensing modes and record in Table 2.
3. N821BX (S/N 45811): Check altimeters in both External and Self-Sensing modes and record in Table 3.
4. Equipment Required: Digital Air Data Test Equipment. (Combined accuracy/repeatability specification for this
equipment cannot exceed ± 25 feet for the test altitude range {29,000 feet to 39,000 feet}.)
TEST PROCEDURE
To avoid damage to the aircraft instruments, follow all cautions and warnings in the DACO Maintenance
Manual. This test is to be performed for both Captain’s and First Officer’s systems, in the External
and Self-Sensing modes. The Static Source Error Correction (SSEC) function must be enabled.
Steps Procedure Mechanic Inspector
1. Perform a pitot static system leak check as described in the DACO
Maintenance Manual.
2. Verify that the altitude indicator baro is set to 29.92 in Hg
(1013.25mb).
3. Apply the reference altitude and Mach (or airspeed for the
condition).
4. Record the altitude displayed by the Captains and First Officer’s
altimeters.
5. Verify that indicated altitudes are within allowable tolerances.
6. Repeat steps 3 thru 5 for all conditions listed in the appropriate
Table.
7. FAX a copy of the Job Card to AeroMech and to MX Control.
Attach the original copy of this job card to the aircraft log page and
forward to Q/C Records.
Revision 29 10-29-07 34.12.69

ATI ATI-001
REG. NUMBER SERIAL NUMBER TAT TAC POS DATE STATION JOB CARD NUMBER
34.12-1
JOB TITLE
Page 2 of 4
DADC & Altimeter Functional Test Specification for DC-8-71/-73 (except N821BX-see page 4)
Allowable Altitude
Applied Captain’s F/O’s Nominal Tolerance
Condition Mach Airspeed
Altitude Altitude Altitude Altitude [SSEC Corrected
Number Number (kts)
(feet) (feet) (feet) (feet) Output]
(feet)
1 0.581 220.0 29000 29000 28932 to 29068
2 0.776 300.0 29000 29014 28946 to 29081
3 0.605 210.0 33000 33000 32932 to 33068
4 0.840 300.0 33000 33026 32958 to 33093
5 0.603 200.0 35000 35000 34932 to 35068
6 0.742 250.0 35000 35009 34941 to 35076
7 0.848 290.0 35000 35027 34960 to 35095
8 0.689 210.0 39000 39003 38936 to 39071
9 0.719 220.0 39000 39006 38938 to 39074
10 0.807 250.0 39000 39018 38950 to 39086
Table 1 – EXTERNAL MODE
Allowable Altitude
Number Number (kts)
(feet)
1 0.581 220.0 29000 29000 28932 to 29068
2 0.776 300.0 29000 29014 28946 to 29081
3 0.605 210.0 33000 33000 32932 to 33068
4 0.840 300.0 33000 33026 32958 to 33093
5 0.603 200.0 35000 35000 34932 to 35068
6 0.742 250.0 35000 35009 34941 to 35076
7 0.848 290.0 35000 35027 34960 to 35095
8 0.689 210.0 39000 39003 38936 to 39071
9 0.719 220.0 39000 39006 38938 to 39074
10 0.807 250.0 39000 39018 38950 to 39086
Table 1 – SELF SENSING MODE
34.12.70 10-29-07 Revision 29

ATI ATI-001
34.12-1
JOB TITLE
Page 3 of 4
DADC & Altimeter Functional Test Specification for DC-8-62/-72
Allowable Altitude
Number Number (kts)
(feet)
1 0.581 220.0 29000 29000 28916 to 29084
2 0.776 300.0 29000 29033 28948 to 29117
3 0.605 210.0 33000 33000 32910 to 33090
4 0.840 300.0 33000 33094 33004 to 33184
5 0.603 200.0 35000 35000 34908 to 35092
6 0.742 250.0 35000 35015 34922 to 35107
7 0.848 290.0 35000 35104 35012 to 35197
8 0.689 210.0 39000 39004 38906 to 39102
9 0.719 220.0 39000 39008 38910 to 39106
10 0.807 250.0 39000 39054 38956 to 39152
Allowable Altitude
Number Number (kts)
(feet)
1 0.581 220.0 29000 29000 28916 to 29084
2 0.776 300.0 29000 29033 28948 to 29117
3 0.605 210.0 33000 33000 32910 to 33090
4 0.840 300.0 33000 33094 33004 to 33184
5 0.603 200.0 35000 35000 34908 to 35092
6 0.742 250.0 35000 35015 34922 to 35107
7 0.848 290.0 35000 35104 35012 to 35197
8 0.689 210.0 39000 39004 38906 to 39102
9 0.719 220.0 39000 39008 38910 to 39106
10 0.807 250.0 39000 39054 38956 to 39152
Revision 29 10-29-07 34.12.71

ATI ATI-001
34.12-1
JOB TITLE
Page 4 of 4
DADC & Altimeter Functional Test Specification for N821BX (S/N 45811) ONLY
Allowable Altitude
Number Number (kts)
(feet)
1 0.581 220.0 29000 28820 28760 to 28900
2 0.776 300.0 29000 28840 28660 to 28790
3 0.605 210.0 33000 32820 32750 to 32890
4 0.840 300.0 33000 32720 32640 to 32780
5 0.603 200.0 35000 34820 34760 to 34890
6 0.742 250.0 35000 34760 34680 to 34820
7 0.848 290.0 35000 34720 34650 to 34780
8 0.689 210.0 39000 34780 38710 to 38850
9 0.719 220.0 39000 38780 38700 to 38840
10 0.807 250.0 39000 38720 38660 to 38800
Capt’s Allowable F/O’S Allowable

Altitude Altitude
Applied Captain’s F/O’s
Condition Mach Airspeed Tolerance Tolerance
Altitude Altitude Altitude
Number Number (kts) [SSEC Corrected [SSEC Corrected
(feet) (feet) (feet
Output] Output]
(feet) (feet)
1 0.581 220.0 29000 28830 to 28960 28770 to 28900
2 0.776 300.0 29000 28810 to 28950 28700 to 28840
3 0.605 210.0 33000 32830 to 32960 32750 to 32890
4 0.840 300.0 33000 32830 to 32970 32640 to 32780
5 0.603 200.0 35000 34820 to 34960 34760 to 34890
6 0.742 250.0 35000 34810 to 34950 34680 to 34820
7 0.848 290.0 35000 34840 to 34970 34650 to 34780
8 0.689 210.0 39000 38810 to 38950 38710 to 38850
9 0.719 220.0 39000 38810 to 38950 38700 to 38840
10 0.807 250.0 39000 38820 to 38960 38660 to 38800
34.12.72 10-29-07 Revision 29

ATI ATI-001
REG. NUMBER SERIAL TAT TAC POS DATE STATION JOB CARD NUMBER
NUMBER
34.12-2
JOB TITLE
RVSM Autopilot Altitude Hold Check
Job Card Completed By (Signature & Emp. Number) Date
Page 1 of 2
Print Mechanic’s Name & Employee Number Print Flight Engineer’s Name & Employee Number
INSTRUCTIONS
This Job Card is to be completed by the Flight Engineer every 24 months. The completion of
this Job Card is a STC requirement in order to maintain continued airworthiness compliance.
Fax the completed Job Card to AERO MECH, INC, (425-257-9756) and to MX Control. Attach
the original to the aircraft log page and forward to Q/C Records.
NOTES
RVSM operation requires that the autopilot system maintain selected altitude to within ± 75 feet during
normal cruise flight.
PERFORMANCE TEST PROCEDURE
Perform autopilot checks and/or maintenance in accordance with the component maintenance manual and
the DACO Maintenance Manual. Additionally, perform the following in-flight performance test:
Steps Procedure
Mechanic Flight
Engineer
1. Provide the Flight Engineer a copy of this card with the
accompanying tracking form to record the results of the inflight
test.
2. During normal cruise flight at an altitude between FL270 and
FL420 (Baro 29.92 in Hg or 1013.25 mb) activate altitude hold
mode. Allow the aircraft to stabilize on the selected altitude. The
air must be stable (no turbulence) during this check. Maintain
flight level and cruise mach number and be in “Self Sensing”
mode.
3. While the aircraft is cruising at constant flight level in altitude
hold mode, record the data from the primary displays (see
accompanying tracking form) every minute for a flight segment of
20 minutes. The maximum altitude deviation shown on the
display should not exceed ±75.
NOTE: If the autopilot cannot maintain altitude ±75 feet from the selected
cruise altitude, repeat the autopilot check once again ensuring the
mach number remains constant and the air remains stable during
the entire check.
Revision 33 07-29-09 34.12.73

ATI ATI-001
34.12-2
JOB TITLE
RVSM Autopilot Altitude Hold Check
Page 2 of 2
Steps Procedure
Mechanic Flight
Engineer
WARNING: IF ALTITUDE DEVIATION EXCEEDS ±75 FEET
FROM SELECTED CRUISE ALTITUDE AFTER
THE SECOND TEST, THE AIRCRAFT SHALL
BECOME NON-RVSM CERTIFIED AND A NEW
DISCREPANCY MUST BE ORIGINATED UPON
FLIGHT TERMINATION.
4. FAX a copy of the completed Job Card to AeroMech and to MX
Control. Sign off the Carry Over Item in accordance with the
GMM. Attach the original copy of this job card to the aircraft log
page and forward to Q/C Records.
RVSM Autopilot Performance Check Table

Cruise Conditions Assigned Altitude: _____________
First First First
Time Captain’s Captain’s Captain’s
Officer’s Officer’s Officer’s
(hr/min) Altimeter Mach KIAS
Altimeter Mach KIAS
0:00
0:01
0:02
0:03
0:04
0:05
0:06
0:07
0:08
0:09
0:10
0:11
0.12
0.13
0.14
0.15
0.16
0.17
0.18
0.19
0.20
Autopilot Performance Tracking Form – Cruise Test
34.12.74 07-29-09 Revision 33

34.13 – COLLINS TCAS II TRAFFIC ALERT & COLLISION AVOIDANCE

SYSTEM (STC: SA4866NM, SA5468NM, ST0081WI-D, & ST00988LA-D)
TABLE OF CONTENTS
Paragraph Page
1. DESCRIPTION -------------------------------------------------------------------- 34.13.1
2. EQUIPMENT ---------------------------------------------------------------------- 34.13.1
3. THEORY OF OPERATION ----------------------------------------------------- 34.13.6
4. TESTING AND FAULT ISOLATION ----------------------------------------- 34.13.10
5. ANTENNA REMOVAL & INSTALLATION -------------------------------- 34.13.34
6. TCAS COMPUTER REMOVAL & INSTALLATION ---------------------- 34.13.37
7. PARTS LIST ----------------------------------------------------------------------- 34.13.38
FIGURES
34.13-1 TCAS TRANSPONDER CONTROL ---------------------------------------------- 34.13.3

34.13-2 VERTICAL SPEED/TCAS INDICATOR----------------------------------------- 34.13.4
34.13-3 TYPICAL TCAS II SYSTEM DIAGRAM---------------------------------------- 34.13.7
34.13-4 FAULT ISOLATION PROCEDURES -------------------------------------------- 34.13.20
34.13-5 WORD READER DISPLAY EXAMPLE ----------------------------------------- 34.13.28
34.13-6 WORD READER INTERCONNECT CABLE FABRICATION
DIAGRAM ---------------------------------------------------------------------------- 34.13.33
34.13-7 TCAS DIRECTIONAL ANTENNA INSTALLATION------------------------- 34.13.35
34.13-8 PARTS LIST – COMPONENT LOCATIONS ----------------------------------- 34.13.38
TABLES
34.13-1 LABEL 357-TO-STRAPPING CONFIGURATION REFERENCE----------- 34.13.31
Revision 15 06-03-02 34.13-i

INTENTIONAL
BLANK
34.13-ii 06-03-02 Revision 15

34.13 COLLINS TCAS II TRAFFIC ALERT & COLLISION AVOIDANCE SYSTEM
(STC: SA4866NM, SA5468NM, ST00881WI-D, & ST00988LA-D)
1. Description
a. The TCAS II system monitors an altitude volume about the aircraft and, by interrogating
any intruding aircraft’s transponder, determines if a potential airspace conflict exists.
This is done by computing the point of closest approach using the range, altitude,
bearing, and closure rate of other transponder-equipped aircraft, with respect to the
TCAS-equipped aircraft.
b. Outputs from the TCAS II system are voice messages and visual displays on the
associated vertical speed/TCAS indicator or weather radar indicator.
c. A basic TCAS II system consists of the following equipment:
(1) 1 TTR-920 TCAS Transmitter-Receiver
(2) 2 TVI-920 Vertical Speed/TCAS Indicators
(3) 1 TTC-920 TCAS Transponder Control
(4) 2 TRE-920 TCAS Directional Antennas
(5) 2 TPR-900 or TPR-720 ATC/Mode S Transponder
(6) 2 L-Band Omnidirectional Antennas
NOTE: An ATC Transponder Test must be completed in accordance with Chapter 34.02 of
this manual (and documented on Form 34.02-1) when:
(1) removing or replacing a component which provides data to the transponder
system, or
(2) performing maintenance on any component that affects altitude reporting.
2. Equipment – The following is a list of equipment covered in this manual and a description of
the configurations of panel switches for the TVI-920 and TTC-920.
WARNING: THE TCAS II SYSTEM HAS BEEN DESIGNED TO EXHIBIT A VERY
HIGH DEGREE OF FUNCTIONAL INTEGRITY. NEVERTHELESS,
THE USER MUST RECOGNIZE THAT IT IS NOT PRACTICAL TO
PROVIDE MONITORING FOR ALL CONCEIVABLE FAILURES AND,
HOWEVER UNLIKELY, IT IS POSSIBLE THAT ERRONEOUS
OPERATION COULD OCCUR WITHOUT A FAULT INDICATION. IT
IS THE RESPONSIBILITY OF THE USER TO DETECT SUCH AN
OCCURRENCE BY MEANS OF CROSSCHECKS WITH REDUNDANT
OR CORRELATED INFORMATION.
a. TTR-920 TCAS Transmitter Receiver – The major component of the TCAS II system.
This LRU (Line Replaceable Unit) contains all circuits necessary for computing,
transmitting, and receiving functions of the TCAS system. It interfaces with the aircraft
transponders, TCAS antennas, TCAS resolution and traffic advisory displays, and IL-86
Analog Radio Altimeter. There is also an interface for ARINC 552A analog radio
altimeter output signals.
Revision 15 06-03-02 34.13.1

(STC: SA4866NM, SA5468NM, ST00881WI-D, & ST00988LA-D) (cont’d)
(1) TEST (pushbutton switch) – Switch for manually initiating BITE self-test. All
indicator lamps will be lit for a one second period following initiation of self-test.
For 10 seconds after “TEST” is released, the indicators associated with the self-test
results will be lit. Afterwards, indicators turn off and remain off until the next self-
test is initiated.
(2) TTR PASS (green LED indicator) – Lights on completion of TTR-920 self-test to
indicate TTR-920 has passed test.
(3) TTR FAIL (red LED indicator) – Lights on completion of TTR-920 self-test if
TTR-920 has failed test.
(4) XPNDR (red LED indicator) – Lights on completion of TTR-920 self-test if an
associated transponder or data link interface has failed test.
(5) UPPER ANT (red LED indicator) – Lights on completion of TTR-920 self-test if
upper TCAS antenna has failed test.
(6) LOWER ANT (red LED indicator) – Lights on completion of TTR-920 self-test if
lower TCAS antenna has failed test.
(7) RAD ALT (red LED indicator) – Lights on completion of TTR-920 self-test if no
radio altimeter information.
(8) HDNG (red LED indicator) – Lights on completion of TTR-920 self-test if no
heading information.
(9) R/A (red LED indicator – Lights on completion of TTR-920 self-test if resolution
advisory indicator has failed.
(10) T/A (red LED indicator) – Lights on completion of TTR-920 self-test if traffic
advisory indicator has failed.
b. TPR-900 or -720 ATC/Mode S Transponder – This LRU provides responses to all
ATCRBS and mode S interrogators. It has data link capabilities. It contains an on-board
maintenance system compatible with broadcast- and menu-mode systems. 73F series
aircraft use TPR-900; aircraft 799AL uses TPR-720.
(1) PASS Indicator (Green) – Illuminates to indicate BITE test is successful.
(2) FAIL Indicator (Red) – Illuminates to indicate BITE test detected a failure.
(3) LOWER ANT Indicator (Red) – Illuminates to indicate impedance of lower antenna
is excessive.
(4) UPPER ANT Indicator (Red) – Illuminates to indicate impedance of upper antenna
is excessive.
(5) ALT Indicator (Red) – Illuminates to indicate failure of altitude input source or
transponder data-bus line receiver circuits.
(6) CTL Indicator (Red) – Illuminates to indicate failure of control input source, wrong
control format, or failure of transponder data-bus line receiver circuits.
(7) TEST Switch – Initiates self-test of transponder. During self-test all indicators
illuminate for one second immediately after switch is depressed. During remainder
of time switch is depressed and for 10 seconds after its release, indicators associated
with results of BITE test illuminate. Afterward indicators turn off and remain off.
34.13.2 06-03-02 Revision 15

c. TRE-920 TCAS Directional Antenna – This antenna radiates and receives signals in the
1- to 1.1-GHz frequency range. It consists of four elements to permit directional
radiation and reception, controlled by the TTR-920 TCAS transmitter-receiver.
d. TTC-920 TCAS Transponder Control – This LRU controls two TPR-720/900
transponders and the TTR-920 TCAS transmitter-receiver. It permits selecting only
transponder operation, or transponder and TCAS system operation. Part number endings
vary with control position labels and panel colors.
TCAS TRANSPONDER CONTROL

Figure 34.13-1
(1) MODE Switch:
(a) STBY – Sets TCAS transmitter-receiver and transponder to standby mode.
(b) TA/RA – Sets TCAS and transponder to full operation.
(c) TA – Sets TCAS to display only TA alerts; transponder continues operation.
(d) XPDR – Sets TCAS to standby; transponder continues operation.
(2) TEST Switch – Initiates TCAS and transponder self-test when pressed.
(3) ATC Code Switches – Code-select switches for setting assigned ATC code.
(4) IDENT Switch – Transmits special identification code from transponder when
pressed.
(5) ATC Fail Indicator – Illuminates when selected transponder system has failed.
(6) XPDR 1/2 or L/R Switch* – Selects no. 1 or left transponder, or no. 2 or right
transponder.
(7) ALT 1/OFF/2 or ALT/OFF Switch* – Selects altitude source no. 1 or no. 2, or turns
off altitude information input to transponder used for altitude reporting.
(8) ABOVE-N-BELOW Switch – Switches TCAS between different altitude volume
displays.
Revision 22 05-20-05 34.13.3

e. TVI-920 Vertical Speed/TCAS Indicator – This LRU displays aircraft vertical speed in
addition to TCAS resolution advisory (RA) and traffic advisory (TA) information. The
display is a full-color, flat panel LCD. It interfaces with all common electric and
pneumatic VSI data sources as well as ARINC 429 data bus signals from the TTR-920.
Vertical speed is displayed in meters per second (MPS).
VERTICAL SPEED/TCAS INDICATOR

Figure 34.13-2
(1) Speed Indicator Marks – Index marks and numbers around scale indicate vertical
speed in range of 0 to 30 m/s.
(2) Pointer – Indicates present vertical speed of aircraft. Displayed only when vertical
speed data is valid, or during unit test.
(3) Colored Arc Along Speed Scale – Red arc indicates that pilot is advised to fly out
of, or not enter, indicated vertical speed range. Green arc advises vertical speed
range to be attained.
34.13.4 06-03-02 Revision 15

(4) V/S Flag – Indicates invalid vertical speed data, no computed data, test, or internal
failure.
(5) Aircraft Symbol, Range Ring, and Range Scale – Aircraft symbol is reference point
for traffic displays. Range ring indicates 2 nmi from own aircraft. Range scale is 6
nmi or 12 nmi, as selected by range switch.
(6) Red Square Symbol – Indicates range and bearing of traffic associated with
resolution advisory (RA) situation. Data tag indicates altitude and climb/descend
status of that traffic.
(7) Yellow Circular Symbol – Indicates range and bearing of traffic associated with
traffic alert (TA) situation. Data tag indicates altitude and climb/descend status of
that traffic.
(8) Cyan Solid Diamond Symbol – Indicates range and bearing of detected traffic
within + 1200 ft and 6 mi of own aircraft. Data tag indicates altitude and
climb/descend status.
(9) Cyan Open Diamond Symbol – Indicates range and bearing of any detected traffic
not classified as RA, TA, or proximity traffic. Data tag indicates this traffic altitude
and climb/descend status.
(10) RA Flag – Indicates resolution advisory function is unreliable.
(11) TCAS Flag – Indicates failure of all TCAS functions.
(12) TA ONLY Indicator – Indicates that TCAS system is operation in the TA-only
mode.
(13) TCAS OFF Flag – Indicates that TCAS system is on standby.
(14) TCAS TEST Flag – Indicates TCAS system is in test and that indicator is displaying
test data.
(15) M Pushbutton – Selects indicator POP-UP or FULL TIME display; POP-UP
selectable from FULL TIME only if no TA or RA exists.
(16) R Pushbutton – Selects display range: 6 nmi forward and 3 nmi back, or 12 nmi
forward and 6 nmi back.
f. L-Band Omnidirectional Antenna – This antenna radiates and receives signals in the 1- to
1.1-GHz frequency range. It is a blade-type antenna used by the transponder.
Revision 15 06-03-02 34.13.5

3. Theory of Operation
a. Principle of TCAS
(1) TCAS is intended as a supplementary aid to the pilot in detecting the presence of
nearby aircraft and determining their potential as an airspace threat. The system
interrogates the nearby aircraft’s transponder and uses its replies to compute a
predicted flight path for the aircraft. From this information, the TCAS can
determine the possibility of a traffic conflict.
(2) The TCAS directional antenna permits the system to determine the direction of the
other aircraft. Mode S or Mode C (altitude) data from the other aircraft’s
transponder reply gives altitude information. Receiving and processing several
transponder transmissions from the other aircraft allows the TCAS computer to
determine range and range rate. Once the direction, altitude, range, and range rate
are known, the TCAS computer outputs a traffic advisory display of bearing, range,
and altitude of the nearby aircraft for the flight crew. If the computer determines
that the other aircraft would be an imminent threat if it continued on its present
flight path, the computer outputs a resolution advisory (RA) display. This display
advises the flight crew of recommended vertical maneuvers to avoid the other
aircraft.
(3) In situations where both aircraft are TCAS equipped, the TCAS computers transmit
and receive messages over their transponder’s mode S data link to coordinate the
advisory maneuvers of each aircraft. This prevents each TCAS from independently
advising that its aircraft be flown in an avoidance climb, for example, which would
continue the traffic conflict.
(4) Collins TCAS II system consists of a TCAS transmitter-receiver, two TCAS
antennas, one or two mode S transponders and their associated L-band antennas, a
control panel, and TCAS displays.
b. TCAS II Theory of Operation
(1) The TTR-920 contains the transmitter, receiver, computer and control circuits that
are the primary TCAS circuits of the system. The associated TPR-720/900, in
addition to normally functioning as ATC/mode S transponders, transmit and receive
TCAS-related data (from the TTR-920) over the mode S data link. The TTC-920
provides control inputs to both the TTR-920 and the TPR-720/900. Resolution and
traffic advisory information is displayed to the flight crew on the TVI-920.
34.13.6 06-03-02 Revision 15

(2) When a TTR-920 in a TCAS II-equipped aircraft transmits an interrogation signal,

the transponders in aircraft receiving the signal reply. As the reply signal is
received by the interrogating aircraft (through the TRE-920 directional antenna),
processing circuits in the TTR-920 determine the direction of the replying aircraft.
From the altitude information encoded in the transponder reply, the TTR-920 can
also determine the reported altitude of the replying aircraft.
TYPICAL TCAS II SYSTEM DIAGRAM

Figure 34.13-3
(3) The TTR-920 uses several replies from the replying aircraft to compute the altitude
rate, range rate, and distance to the other aircraft. This information, along with the
direction toward the aircraft, is sufficient for the TTR-920 to predict the probable
flight path of the replying aircraft. Computation of the probable flight path is done
by the computer circuits in the TTR-920 through the use of algorithms programmed
into the computer. (An algorithm is a set of rules or equations used in processing
data.) From the computed data, the TTR-920 generates a traffic advisory output to
the traffic advisory display. If the predicted flight path of the other aircraft will
cause an imminent threat, the TTR-920 also outputs a resolution advisory output to
the resolution advisory display.
Revision 15 06-03-02 34.13.7

(a) TTR-920 TCAS Transmitter-Receiver
1) The TTR-920 contains circuits for receiving, transmitting, signal

processing (including computing), and interfacing with other components
of the TCAS II system. A frequency source generates 1030 MHz for the
transmitter output and receiver local oscillator. The receiver has four
individual RF and IF sections, one for each of the four directional
segments of the TRE-920 directional antenna. At the receiver detector,
the signals are combined to allow received-signal bearing information to
be determined. This information is passed to the signal processor.
2) The transmitter is a six-stage, solid-state circuit that develops 1800 watts.
The RF output is applied to a whisper/shout attenuator that controls the
transmitted power applied, through the diplexer, beam steering network
and top-/bottom-antenna switch to the antenna. The beam steering
network has a phase-shifter network which generates four outputs from
the transmitter RF and controls their phase relationships. The outputs are
connected to the four antenna elements through the top/bottom switch.
The phase of the four output signals shapes and points the beams of
radiated RF, or generates an omnidirectional pattern. The top/bottom
switch connects the beam steering network output to either the top or
bottom antenna. When an L-band omnidirectional antenna is used on the
bottom of the aircraft, only one switch terminal is connected to the
antenna. The other three terminals are unterminated.
3) A signal processor and CPU (central processing unit – the “computer”)
provide the control and data analysis necessary for the TTR-920
operation. The signal processor circuits serve as a preprocessor between
the system software and the RF circuits. The CPU is made up of three
microprocessors and their associated memories. This is the portion of the
TTR-920 that contains the algorithms for analyzing data developed as a
result of signals from the transponders of other aircraft. The CPU
generates the traffic and resolution advisories for output to the cockpit
displays. It is software-controlled and communicates with the signal
processor and input/output interface through the system bus.
4) The input/output interface circuits are the a/d, d/a, ARINC, discrete, and
analog circuits required to communicate with external TCAS equipment.
The interface has a CPU to control its operation.
(b) TVI-920 Vertical Speed/TCAS Indicator – The TTR-920 outputs ARINC 429-
format signals to the TVI-920 Vertical Speed/TCAS Indicator developing the
displays. The data received from the TTR-920 is processed through computer
circuits to generate the display data. Symbol generators make up the
characters to be shown on the crt. Refer to Figure 34.13-2 for typical display.
34.13.8 06-03-02 Revision 15

(c) TTC-920 TCAS Transponder Control – The TTC-920 develops outputs used
for controlling the TTR-920 and TPR-720/900 functions. All signals are in
digital format and carried over an ARINC 429 data bus. Outputs from the
front-panel switches are applied to a CPU which, in turn, addresses locations
in PROMs. The PROM outputs are applied through an interface to the
ARINC 429 data bus to be applied to the TPR-720/900. The TPR-720/900
retransmits control information to the TTR-920.
(d) TPR-720/-900 ATC/Mode S Transponder
1) The TPR-720/900 transponder has the capability of operating with both

mode S interrogators and ATCRBS interrogators. The mode S capability
permits sending and receiving messages via the interrogation/reply data
link. The TPR-720/900 has five major functional circuits: transmitter,
receiver, signal and message processor, CPU, and I/O.
2) The 1030-MHz interrogation/data uplinks are applied from the L-band
antennas to the receiver. In the receiver, the signal is mixed with a 1090-
MHz output from the local oscillator to produce a 60-MHz IF. The IF
signal is amplified, detected, and passed on to the signal and message
processor.
3) The processor decodes the interrogation to extract the message or
interrogation-request data. This data is input to the CPU circuits. Here
the data is further processed for output through the I/O circuits to
applicable components. The I/O circuits provide the interface
requirements between the CPU and aircraft buses. The CPU circuits also
receive data from various sources (altitude encoders, for example) for
processing in preparation to transmit it.
4) The modulator portion of the transmitter circuits receives the data, or
reply, to be transmitted from the signal and message processor. The
1090-Mhz local oscillator cw output is applied to switching diodes. As
the modulator biases these diodes on and off, the resulting 1090-MHz
output pulses are further amplified to a level of approximately 600 watts.
The signal is then output through the diplexer to the antenna for
transmission. If in mode C operation, the transponder reply will have
added pulses which encode the aircraft altitude. If in mode S, the added
pulses may encode such as TCAS coordination, TCAS output, or
acknowledge data information.
Revision 15 06-03-02 34.13.9

4. Testing and Fault Isolation
a. General
(1) The TCAS II system uses BITE in the TTR-920 TCAS Transmitter-Receiver and
TPR-720/900 ATC/Mode S Transponder to test the operational integrity of the
system. Monitoring occurs at power-up, is continuous during operation, and may be
initiated manually through TEST switches on the TTR-920 and TPR-720/900 front
panels or on the cockpit transponder control. When a failure is detected in a unit,
identification of the failed unit is stored in the transponder or transmitter-receiver
memory. When self-test is activated, front panel indicators show which unit or
function has failed. (For a critical failure, a TCAS FAIL flag will be displayed on
the active cockpit TCAS indicator(s).)
(2) In troubleshooting the TCAS system, it is important to remember that failure of a
system non-TCAS unit can cause a related TCAS unit to indicate a fault condition.
The technician may mistakenly remove a functioning unit when further
investigation would have led to the faulty unit. In aircraft having dual installations
of systems such as transponders, air data systems, and TCAS displays, both units of
a system must fail for the TCAS to indicate a failure of that function. If one unit
remains operating, that system is not shown as failed. Individual tests of the
suspected system will have to be performed to reveal which of the two units is
faulty.
(3) Troubleshooting procedures to aid in determining a faulty unit are given in flow-
chart format in Figure 34.13-4. A method of determining the strapping
configuration for the TCAS installation in individual aircraft is given in Table
34.13-1. Knowing the strapping configuration of the aircraft can be useful in
analyzing and troubleshooting reported TCAS problems.
b. System Test Procedures – Mode S Transponder
(1) 799AL Aircraft:
(a) Set all related circuit breakers and connect the required ramp test equipment.
(b) Evaluate ATC Transponder self-test features and failure annunciator.
1) On the Transponder/TCAS Control Panel:
a) Set Mode Switch to STBY, set the ATC code to 1200.

b) Set the altitude source select switch to ALT 1 position.
c) Select XPDR 1 and set the display switches to NORMAL and REL if
installed.
d) Verify the FAIL lamp is extinguished.
34.13.10 06-03-02 Revision 15

a) Select TEST for approximately one second.

b) Verify that the FAIL lamp illuminates and the display window
displays a transponder code of 8888.
c) After approximately one second, verify the FAIL extinguishes and the
display returns to 1200.
3) Trip the ATC-1 circuit breaker and verify the FAIL lamp illuminates.
4) Reset the circuit breakers and verify that the lamp extinguishes.
a) Select XPDR 2 and select TEST for approximately one second.

6) Pull the ATC-2 circuit breaker and verify the ATC FAIL lamp
illuminates.
7) Reset the circuit breaker and verify that the lamp extinguishes.
8) The aural annunciation “TCAS SYSTEM TEST OK” occurs at the end of
the self-test sequence.
(c) ATC Transponder No. 1 – Verify proper transponder operation, pressure

altitude srouce function, and correct Mode S identification code.
1) Trip the Ground Control circuit breaker to stimulate an airborne

condition.
2) Connect the Pitot-Static Test Set to the No. 1 Air Data System (DADC).
Apply static pressure to the aircraft to achieve a pressure altitude of 1,500
feet.
3) On the Transponder/TCAS Control Panel, set Mode Switches to XPDR,
XPDR 1, and ALT 1.
4) Using the ATCRBS/Mode S Transponder Ramp Test set, interrogate the
No. 1 transponder in the ATCRBS Reply Test mode. Verify the
transmitted pressure altitude is 1,500 feet ± 125 feet.
5) Vary the static pressure on the Pitot-Static Test set to achieve a pressure
altitude of 3,000 feet.
6) Verify on the ATCRBS/Mode S Transponder Ramp Test Set that the
attitude of 12,000 feet.
Revision 34 04-28-10 34.13.11


10) Verify on the ATCRBS/Mode S Transponder Test Set that the transmitted
pressure altitude is 25,000 feet ± 125 feet.
13) On the Transponder/TCAS Control Panel, place the altitude source select
switch to the OFF position.
14) Verify on the ATCRBS/Mode S Transponder Ramp Test Set that no
transmitted pressure altitude is displayed.
switch to the Alt 2 position and repeat steps 2) through 14) for ADC 2
(FMS 2 ADC).
16) Return the altitude source select switch to ALT 1.
17) On the Transponder/TCAS Control Panel, depress the IDENT push
button and verify on the ATCRBS/Mode S Transponder Ramp Test Set
that the transponder is transmitting the Special Position Identification
pulse.
18) On the Pitot-Static Test set, reduce the static pressure to achieve a
pressure altitude of the field elevation at 29.92 Hg.
19) On the Transponder/TCAS Control Panel, rotate the concentric code
selector knobs from 0 through 7 for each digit on the Mode A
identification code and verify the code is displayed correctly on the
ATCRBS/Mode S Transponder Ramp Test Set.
CAUTION: DO NOT SET THE ATC CODE TO EMERGENCY CODES

3100, 7500, 7600, 7700, OR 7777 WHEN PERFORMING ANY
OF THE FOLLOWING TESTS. DOING SO MAY CAUSE
EMERGENCY ALARMS IN THE AIR TRAFFIC CONTROL
SYSTEM.
20) Using the ATCRBS/Mode S Transponder Ramp Test Set, interrogate the
No. 1 transponder in the Mode S All Call format and verify on the Ramp
Test Set display that the transmitted Mode S Address is the same as the
Mode S Address assigned to the aircraft (record the code).
No. 1 transponder and verify the reply frequency of the transponder is
between 1909 MHz ± MHz.
34.13.12 06-03-02 Revision 15

22) Verify the peak power output of the transponder is between 51.0 dBm
(125 watts) and 57.0 dBm (500 Watts).
23) Verify the MTL of the system for Mode S is –74 dBm ± 3dB, for mode
“A/C” is 73 dBm ± 3dB, and the difference between Mode A MTL and
Mode C MTL should not exceed 1 dB.
(d) ATC Transponder No. 2 – Verify proper transponder operation, proper altitude
source function, and correct Mode S identification code.
1) On the Transponder/TCAS Control Panel, select XPDR 2 and ALT 1.

2) Apply static pressure to the aircraft to achieve a pressure altitude of 1,500
feet [ADC 2 (FMS 2 ADC)].
3) Using the ATCRBS/Mode S Transponder Ramp Test set, interrogate the
transmitted pressure altitude is 12,000 ± 125 feet.
switch to the Alt 2 position and repeat steps 2) through 15) for ADC 1
(DADC).
Revision 15 06-03-02 34.13.13


18) On the Pitot-Static Test Set, reduce the static pressure to achieve a
pulse.
selector knobs from 0 through 7 for each digit of the Mode A

3100, 7500, 7600, 7700, OR 7777 WHEN PERFORMING
ANY OF THE FOLLOWING TESTS. DOING SO MAY
CAUSE EMERGENCY ALARMS IN THE AIR TRAFFIC
CONTROL SYSTEM.
No. 2 transponder in the Mode S All Call format and verify on the Tamp
between 1090 MHz ± 1 MHz.
(125 watts) and 57.0 dBm (500 watts).
24) Verify the MTL of the system for Mode S is –74 dBm ± 3 dB, for Mode
“A/C” is –73 dBm ± 3 dB, and the difference between Mode A MTL and
25) Set the Ground Control circuit breaker and select STBY on the
TCAS/Transponder Control Panel.
(e) End of Test.
34.13.14 06-03-02 Revision 15

(2) 73F Series Aircraft:
(a) Set all related circuit breakers and connect the required ramp test equipment.
(b) Evaluate ATC Transponder self-test features and failure annunciator.
a) Set Mode Switch to STBY, set the ATC code to 1200.

b) Set the altitude source select switch to ALT 1 position.
c) Select XPDR 1 and set the display switches to NORMAL and REL if
installed.
d) Verify the FAIL lamp is extinguished.
a) Select TEST for approximately one second.

3) Trip the ATC-1 circuit breaker and verify the FAIL lamp illuminates.
4) Reset the circuit breakers and verify that the lamp extinguishes.
a) Select XPDR 2 and select TEST for approximately one second.

6) Pull the ATC-2 circuit breaker and verify the ATC FAIL lamp
illuminates.
7) Reset the circuit breaker and verify that the lamp extinguishes.
(c) ATC Transponder No. 1 – Verify proper transponder operation, pressure

altitude source function, and correct Mode S identification code.
1) Trip the Ground Control circuit breaker to simulate an airborne condition.

2) Connect the Pitot-Static Test Set to the No. 1 Air Data System (DADC).
Apply static pressure to the aircraft to achieve a pressure altitude of 1,500
feet.
Revision 15 06-03-02 34.13.15

3) On the Transponder/TCAS Control Panel, set Mode Switches to XPDR,

XPDR 1, and ALT 1.
5) Vary the static pressure on the Pitot-Static Test Set to achieve a pressure
10) Verify on the ATCRBS/Mode S Transponder Ramp Test Set tha thte
14) Verify on the ATCRBS/Mode S Transponder Ramp Test Set thtat the
pulse.
34.13.16 06-03-02 Revision 15


CONTROL SYSTEM.
1090 MHz ± 1 MHz.
24) Verify the MTL of the system for Mode S is –74 dBm ± 3 dB, for Mode
“A/C” is –73 dBm ± 3 dB, and the difference between Mode A MTL and
(d) ATC Transponder No. 2 – Verify proper transponder operation, pressure

altitude source function and correct Mode S identification code.
1) On the Transponder/TCAS Control Panel, select XPDR 2 and ALT 1.

2) Apply static pressure to the aircraft to achieve a pressure altitude of 1,500
feet (ADC 1).
transmitted pressure altitude is 1,500 ± 125 feet.
Revision 15 06-03-02 34.13.17

pulse.
ATCRBS Mode S Transponder Ramp Test Set.

CONTROL SYSTEM.
between 1090 MHz ± 1 MHz.
23) Verify the MTL of the system for Mode S is –74 dBm ± 3dB, for Mode
“A/C” is –73 dBm ± 3dB, and the difference between Mode A MTL and
34.13.18 06-03-02 Revision 15

24) Set the Ground Control circuit breaker and select STBY on the
TCAS/XPDR Control Panel.
25) End of Test.
c. Troubleshooting Procedures
(1) General – The procedures in Figure 34.13-4 aid in identifying possibly faulty
system-related LRUs through the use of the transponder and TCAS transmitter-
receiver self-test functions. The procedures use the unit self-test switches, front
panel indicators, and TCAS displays that have extended test capability.
(2) Test Setup – Before any operational self-testing or troubleshooting can be done, the
TCAS and all associated systems must be operating. Check to be sure that primary
power is applied, all related circuit breakers are engaged, and the systems are turned
on through their associated controls.
(3) Procedures – Refer to Figure 34.13-4 and perform the procedures as directed until a
faulty unit is identified and replaced, or a determination is made that the fault is not
detectable when the aircraft is on the ground. (Because of the operating
characteristics of TCAS, certain functions may only be available when the aircraft is
airborne or in landing configuration.)
Revision 15 06-03-02 34.13.19

FAULT ISOLATION PROCEDURES

Figure 34.13-4 (1 of 8)
34.13.20 06-03-02 Revision 15


Figure 34.13-4 (2 of 8)
Revision 15 06-03-02 34.13.21


Figure 34.13-4 (3 of 8)
34.13.22 06-03-02 Revision 15


Figure 34.13-4 (4 of 8)
Revision 15 06-03-02 34.13.23


Figure 34.13-4 (5 of 8)
34.13.24 06-03-02 Revision 15


Figure 34.13-4 (6 of 8)
Revision 15 06-03-02 34.13.25


Figure 34.13-4 (7 of 8)
34.13.26 06-03-02 Revision 15


Figure 34.13-4 (8 of 8)
d. Aircraft Wiring Strapping for TCAS
(1) General
(a) Procedures are given in paragraphs 4.c.(3) and 4.c.(4) and Table 34.13-1 for
determining how the aircraft wiring for the TCAS is strapped. The procedures
are written for use with a JcAIR ARINC 429 word reader, JcAIR model 429E
or 429EX. If a different model or manufacturer’s word reader is used, refer to
that manufacturer’s information for operation instructions.
Revision 15 06-03-02 34.13.27

(b) A cable for connecting between the TTR-920 data port (small connector in the
upper left of the TTR-920 front panel) and the word readers must be locally
fabricated. A schematic and parts information for this cable is given in Figure
34.13-6.
(2) Word Reader Data Interpretation
(a) Data on the JcAIR 429E or 429EX word reader is shown in four groups in a
display window. Figure 34.13-5 shows an example of a readout. The first
group, three digits, is the label of the ARINC 429 word being displayed.
Label 357 is the one to be used in the following procedures. The second
group, two digits, is not important to these procedures and may be ignored.
The third group, six digits, is the group of interest. The fourth group,
rightmost two digits, is not important to these procedures and may also be
ignored.
WORD READER DISPLAY EXAMPLE

Figure 34.13-5
(b) The third group indicates data parity (a validity-checking signal) by the
leftmost digit. This digit in this group may be ignored for these procedures.
The remaining five digits in the group indicate the word number and the data
showing the strapping configuration.
(c) The data displayed is in hexadecimal (hex) format and must be converted to
binary format for use with the information in Table 34.13-1. Each of the
single hex digits converts into four binary digits, thus the rightmost five digits
in the third display group convert to twenty binary digits. It is these digits
from which strapping is determined in Table 34.13-1. Hexadecimal digits
may be converted to binary digits by referring to the following list:
HEX EQUAL HEX EQUAL HEX EQUAL HEX EQUAL

DIGIT BINARY DIGIT BINARY DIGIT BINARY DIGIT BINARY
0 0000 4 0100 8 1000 C 1100

1 0001 5 0101 9 1001 D 1101
2 0010 6 0110 A 1010 E 1110
3 0011 7 0111 B 1011 F 1111
34.13.28 06-03-02 Revision 15

(d) Conversion of the 11801E group in the word reader display would be as
follows: The leftmost 1 is ignored. The next 1 is converted to 0001. The 8 is
converted to 1000. The 0 is converted to 0000. The rightmost 1 is converted
to 0001. The E is converted to 1110.
(e) The converted data is then written as: 0001 1000 0000 0001 1110.
(f) The position, or bit number, of each digit is numbered from right to left,
starting with 9 and going to 28. (The rightmost digit, 0, is bit 9; the second-
from-right digit, 1, is bit 10; the third-from-right 1 is bit 11, and so on. The
leftmost 0 is bit 28.)
(g) The leftmost group, bits 25 through 28, is the binary value of the word
number. In the example, the word number is 1. The rest of the data identifies
the bits, by position number, within that word.
(3) JcAIR 429E/429EX Operating Procedures – The following procedures are written
for the JcAIR 429E or 429EX word reader. If another reader is used, refer to that
manufacturer’s instructions.
(a) Turn on all units associated with the TCAS system (TCAS transmitter-
receiver, mode S transponder, air data system, radio altimeter, associated
display(s), and any other equipment which must be operating for the TCAS to
function). Allow any necessary warm-up time for any system unit(s) to
elapse.
(b) On the TTR-920 TCAS Transmitter-Receiver front panel, loosen the two
screws in the upper left corner securing the connector cover to the panel.
Swing the cover away and insert the multipin connector of the interconnect
cable into the data connector.
NOTE: The cable must be locally fabricated. Refer to Figure 34.13-6.
(c) Turn on the word reader. If the word reader is model 429EX, press TX/RX.
(d) Press TRAP.
(e) Type 357.
(f) For model 429E, press ENT two times. For 429EX, press ENT four times.
(g) Press TX/RX.
(h) Press↑.
(i) Press EDIT/DEL.
(j) Type 271.
(k) Press ENT.
(l) Press LAB/DAT.
(m) Press EDIT/DEL.
(n) Type 000400.
(o) Press ENT.
Revision 15 06-03-02 34.13.29

(p) Set top row of switches as follows:
TX TX RX
DISPLAY
PARITY SPEED SPEED
ODD LO LO HEX
(q) Insert MAINT OUT plug into word reader RX jack first. Then insert MAINT
IN plug into word reader TX jack.
(r) Press TX/RX.
(s) Observe word labels until word 6 begins, then press LAB/DAT. (If word label
display is not terminated, it continues until word reader buffer is filled.)
(t) Press ↑. Display shows 357 ISO ALPHA #5, momentarily changes to
TRAPPED WORD x {where “x” is between 1 and 5, or higher if word label
continues beyond 5 in step (s)}, then changes back to 357 ISO ALPHA #5.
The value of “x” identifies word number and associated data being displayed.
(u) Press LAB/DAT. This switches display from label information to data.
(v) Record 6-digit group of digits displayed. (This is the 11801E group used in
the example.)
(w) Press LAB/DAT. This switches display back to show label information.
(x) Repeat steps (t) through (w) until all data through word 5 has been displayed.
(y) When all data has been read, disable the transmitter-receiver word 357
transmissions by performing the following steps:
CAUTION: BE SURE TO PERFORM THE FOLLOWING PROCEDURES

BEFORE LEAVING THE TCAS EQUIPMENT. FAILURE TO
DISABLE DATA TRANSMISSIONS MAY AFFECT
OPERATION OF THE TCAS.
(z) Turn off word reader, then turn it back on.

(aa) If word reader is model 429E, press TX/RX; otherwise go to step (bb).
(bb) Press ↑.
(cc) Press EDIT/DEL.
(dd) Type 271.
(ee) Press ENT.
(ff) Press LAB/DAT.
(gg) Press EDIT/DEL.
(hh) Type 000000.
(ii) Press ENT.
(jj) Remove interconnect cable from TTR-920. Swing cover plate into closed
position and secure it.
34.13.30 06-03-02 Revision 15

(4) Strapping Configuration – For each group of data recorded in step (3)(v), convert it
to binary format to identify the word and bit numbers. Refer to the word and bit
numbers in Table 34.13-1 and determine the state of the strapped functions.
BIT LOGIC STATE CONNECTOR

WORD FUNCTION
NO OF BIT PIN NO
1 9 (word 2, bit 22 + Climb inhibited -
word 2, bit 23) or (logic state is AND/OR
(word 2, bit 24 + function of indicated
word 3, bit 9) words and bits)
1 10 1=OPEN; 0=GND Cancel advisory RMP-3D
1 11 1=OPEN; 0=GND On-ground RMP-5K
1 12 1=OPEN; 0=GND Performance limited RMP-6D
1 13 1=OPEN; 0=GND Landing gear down RMP-13F
1 14 1=OPEN; 0=GND Traffic advisory #1 RMP-7E
functional
1 15 1=OPEN; 0=GND Traffic advisory #2 RMP-7J
functional
1 16 1=OPEN; 0=GND Resolution advisory #1 RMP-14C
functional
1 17 1=OPEN; 0=GND Resolution advisory #2 RMP-13E
functional
1 18 1=VALID; 0=FAIL Magnetic heading valid RMP-6C
1 19 1=VALID; 0=FAIL Attitude valid RMP-4K
1 20 1=VALID; 0=FAIL Radio altitude #1 RMP-2K
functional
1 21 1=VALID; 0=FAIL Radio altitude #2 RMP-3C
functional
1 22 (word 3, bit 10 + Increase-climb -
word 3, bit 11) or inhibited (logic state is
(word 3, bit 12 + AND/OR function of
word 3, bit 13) indicated words & bits)
1 23 1=GND; 0=OPEN High-priority advisory RBP-5A
inhibited
1 24 1=OPEN; 0=GND Test mode inhibit RBP-8E
2 9-14 Not used
2 15 1=OPEN; 0=GND Send software number RBP-6D
LABEL 357-TO-STRAPPING CONFIGURATION REFERENCE

Table 34.13-1 (1 of 2)
Revision 15 06-03-02 34.13.31

BIT LOGIC STATE CONNECTOR

WORD FUNCTION
NO OF BIT PIN NO
2 16, 17 Not used
2 18 1=GND; 0=OPEN Simulator mode request RBP-6B
2 19 1=GND; 0=OPEN Data load request RBP-6A
2 20 1=GND; 0=OPEN Low-priority advisory RBP-5B, or –5C,
inhibit or-5D
2 21 1=OPEN; 0=GND Report RA/TA display RBP-4G
fails
2 22 1=OPEN; 0=GND Climb inhibit raw B0 RMP-1J
2 23 1=OPEN, 0=GND Climb inhibit raw B1 RMP-13G
2 24 1=OPEN; 0=GND Climb inhibit raw B2 RBP-5J
3 9 1=OPEN; 0=GND Climb inhibit raw B3 RBP-5K
3 10 1=OPEN; 0=GND Increase climb inhibit RBP-5E
raw B4
3 11 1=OPEN; 0=GND Increase climb inhibit RBP-5F
raw B5
3 12 1=OPEN; 0=GND Increase climb inhibit RBP-5G
raw B8
3 13 1=OPEN; 0=GND Increase climb inhibit RBP-5H
raw B9
4 9 1=OPEN; 0=GND Altitude limit 2000 RMP-6E
4 10 1=OPEN; 0=GND Altitude limit 4000 RMP-6F
4 11 1=OPEN; 0=GND Altitude limit 8000 RMP-6G
4 12 1=OPEN; 0=GND Altitude limit 16000 RMP-6H
4 13 1=OPEN; 0=GND Altitude limit 32000 RMP-6J
4 14 1=OPEN; 0=GND Audio tone enable RMP-6K
(false)
4 15 1=OPEN; 0=GND Traffic only on-ground RMP-7E
4 16 1=OPEN; 0=GND Display all traffic RMP-7F
4 17-24 Not used
5 9 1=OPEN; 0=GND TA RA symbols max 1 RBP-8K
5 10 1=OPEN; 0=GND TA RA symbols max 2 RBP-8J
5 11 1=OPEN; 0=GND TA RA symbols max 4 RBP-8H
5 12 1=OPEN; 0=GND TA RA symbols max 8 RBP-8G
5 13 1=OPEN; 0=GND TA RA symbols max RBP-8F
16
5 14-24 Not used
LABEL 357-TO-STRAPPING CONFIGURATION REFERENCE

Table 34.13-1 (2 of 2)
34.13.32 06-03-02 Revision 15

WORD READER INTERCONNECT CABLE FABRICATION DIAGRAM

Figure 34.13-6
Revision 15 06-03-02 34.13.33

5. Antenna Removal & Installation
a. Removal – The following is a general procedure for removal of the TRE-920 antenna.
(Removal of the L-Band Omnidirectional Antenna is the same.) The remover is referred
to the applicable aircraft maintenance manual for specific information regarding the
removal of the antenna and approved/recommended materials for use in fuselage surface
cleaning.
(1) Remove sealant, foam-rubber plugs, and screws from antenna base.
CAUTION: TO BREAK WEATHERPROOFING SEAL AT BASE OF ANTENNA,
EXTRA FORCE MAY BE REQUIRED. BEFORE APPLYING
FORCE, CAREFULLY PRY AROUND ANTENNA WITH ANTENNA
SEALANT-REMOVAL TOOL. BE CAREFUL; TOO MUCH FORCE
CAN CAUSE DAMAGE TO THE AIRPLANE SKIN, THE COAX
CABLES, OR THE ANTENNA.
(2) Pry around antenna base with sealant removal tool until seal is completely broken.
CAUTION: IN REMOVING ANTENNA, DO NOT PULL FORCEFULLY ON
CABLES. DAMAGE TO CABLES COULD RESULT. LIFT
ANTENNA ONLY FAR ENOUGH TO DISCONNECT CABLES.
(3) Lift antenna until antenna connectors are accessible.
(4) Disconnect antenna cables and remove antenna. Do not let the antenna cables
retract into the airplane.
WARNING: USE CLEANING SOLVENTS IN A WELL-VENTILATED AREA.

DO NOT INHALE VAPOR. DO NOT ALLOW FLUID TO
CONTACT THE SKIN. PROLONGED EXPOSURE MAY
RESULT IN LUNG OR SKIN IRRITATION OR
UNCONSCIOUSNESS.
(5) Remove old sealant from aircraft skin.
b. Installation – The following is a general procedure for installing the TRE-920 directional
antenna. (Installation of the L-Band Omnidirectional antenna is the same.) The installer
is referred to the applicable aircraft maintenance manual for specific information
regarding the installation of the antenna and the recommended/approved materials for use
in fuselage surface preparation and sealing.
WARNING: USE CLEANING SOLVENTS IN A WELL-VENTILATED AREA.
DO NOT INHALE VAPOR. DO NOT ALLOW FLUID TO
CONTACT THE SKIN. PROLONGED EXPOSURE MAY
RESULT IN LUNG OR SKIN IRRITATION OR
UNCONSCIOUSNESS.
34.13.34 06-03-02 Revision 15

TCAS DIRECTIONAL ANTENNA INSTALLATION

Figure 34.13-7
(1) Visually inspect mounting surfaces of antenna and airplane for corrosion and dirt.
Clean mounting surfaces as required. If antenna is mounted on painted surface,
thickness of paint should not exceed 0.50-mm (0.020-in) thickness.
(2) Apply corrosion-inhibiting compound, if approved, to mounting surfaces of antenna
and aircraft.
(3) Install O-ring, CPN 841-0004-010, in groove on bottom surface of antenna.
(4) Pack connector base area with grease from O-ring inward to connector flanges, up
to but not over, connector color identification band.
CAUTION: TO PREVENT DAMAGE TO ANTENNA CABLES, DO NOT PULL

FORCEFULLY ON THEM.
(5) Connect coaxial cables to antenna. Antenna connectors are color-coded as follows:
J1 – Yellow, J2 – Black, J3 – Blue, and J4 – Red.
Revision 15 06-03-02 34.13.35

(6) Position antenna in place and install four mounting screws through antenna
mounting boss. Tighten screws to near contact with bearing surface. Determine the
torque required to turn the screws before surface contact is made.
NOTE: Stainless steel socket head cap screws are recommended for mounting the
antenna. Zinc, cadmium-plated, or aluminum alloy screws are not
recommended.
(7) Use an ohmmeter to make sure the resistance from the antenna to the airplane skin
is not greater than 0.001 ohm.
(8) Torque screws to the step (6) torque plus 28.8 + 0.69 kg-cm (25 + 5 in-lb).
(9) Verify antenna bonding, if required, by removing one mounting screw and
measuring resistance from antenna mounting boss to aircraft skin. Resistance must
be within range given in aircraft maintenance manual. Reinstall antenna-mounting
screws.
WARNING: DO NOT ALLOW SEALANT TO CONTACT SKIN OR EYES.

PROLONGED EXPOSURE MAY RESULT IN SKIN OR EYE
IRRITATION.
(10) Apply a weather/aerodynamic fillet sealant to periphery of antenna and shape as

necessary. Height of bead should not exceed 2.5 mm (0.1 in). Remove any excess
sealant.
(11) Install four foam plugs, CPN 676-3291-002, in antenna mounting holes. Press plugs
down below antenna surface. Cover plugs with layer of Dow-Corning RTV-3145
sealant, or electrical equivalent, having dielectric constant of 2.8, or less, at 100 Hz.
Blend the sealant smooth with the mounting holes. Remove any excess.
(12) If an alternate plug, such as dry cotton, is used do not allow the sealant thickness to
be greater than 3.2 mm (1/8 in).
34.13.36 06-03-02 Revision 15

6. TCAS Computer Removal & Installation
a. Removal – The following is a general procedure for removal of the TCAS computer. The
TCAS computer is installed on the Radio Rack Shelf No. 5.
(1) Open the TCAS circuit breaker and attach a “DO NOT CLOSE” TAG.
CAUTION: DO NOT TOUCH THE CONNECTOR PINS OR OTHER

CONDUCTORS ON THE TCAS COMPUTER. IF YOU TOUCH
THESE CONDUCTORS, ELECTROSTATIC DISCHARGE CAN
CAUSE DAMAGE TO THE TCAS COMPUTER.
(2) Locate TCAS computer in the radio rack.

(3) Loosen hold-down fasteners at front of unit and remove TCAS computer.
(4) Install dust caps on the electrical connectors.
b. Installation - The following is a general procedure for installing the TCAS computer.
(1) Make sure the TCAS computer circuit breaker is open.
CAUTION: DO NOT TOUCH THE CONNECTOR PINS OR OTHER

CONDUCTORS ON THE TCAS COMPUTER. IF YOU TOUCH
THESE CONDUCTORS, ELECTROSTATIC DISCHARGE CAN
CAUSE DAMAGE TO THE TCAS COMPUTER.
(2) Remove the dust caps from the electrical connectors.

(3) Slide the TCAS computer into the rack and secure the hold down fasteners.
(4) Installation Test.
(a) Remove the “DO NOT CLOSE” tag and close the TCAS circuit breaker.
(b) Perform a TCAS self-test.
Revision 15 06-03-02 34.13.37

7. Parts List
NOTE: Parts designated neither “A” nor “B” nor “C” are effective for 799AL and all DC-8-73F
aircraft.
PARTS LIST – COMPONENT LOCATIONS

Figure 34.13-8
34.13.38 10-29-07 Revision 29

UNITS
ITEM
DESCRIPTION PART NO. EFFECTIVITY PER
NO.
ASSY
(1) TTR-920 TCAS Transmitter-
CPN 622-8971-022 1
Receiver
TPR-901 ATC/Mode S
(2) CPN 822-1338-003 2
Transponder
TRE-920 TCAS Directional
(3) CPN 622-8973-001 2
Antenna
TTC-920 TCAS Transponder
(4) CPN 622-8974-010 1
Control
TVI-920 Vertical Speed/TCAS
(5) CPN 622-9728-423 A 2
Indicator
Vertical Speed/TCAS Indicator 457400FA311/
(5) B 2
(1) 457400FA312
Dorne & Margolin
N/S L-Band Omnidirectional Antenna 2
type DM 1601354
Usage Codes
73F Series A
799AL B
603AL, 604BX, 605AL, 799AL C
(1) Per Hawaiian Air Master DWG. NR. DC8-349009-00 FAA Approved 01/29/93.
Revision 34 04-28-10 34.13.39

INTENTIONAL
BLANK
34.13.40 04-28-10 Revision 34

34.14 – HONEYWELL RDR-4A WEATHER RADAR

TABLE OF CONTENTS
Paragraph Page
1. INTRODUCTION --------------------------------------------------------------------- 34.14.1
2. RDR-4A RADIATION LEVELS/HAZARDS ------------------------------------- 34.14.1
3. DESCRIPTION AND OPERATION------------------------------------------------ 34.14.2
4. CONFIGURATIONS AVAILABLE------------------------------------------------ 34.14.6
5. LEADING PARTICULARS --------------------------------------------------------- 34.14.11
6. SYSTEM DESCRIPTION ------------------------------------------------------------ 34.14.17
7. SYSTEM COMPONENT DESCRIPTION----------------------------------------- 34.14.19
8. OPERATION --------------------------------------------------------------------------- 34.14.24
9. FAULT ISOLATION ----------------------------------------------------------------- 34.14.27
10. MAINTENANCE PRACTICES ----------------------------------------------------- 34.14.35
11. WIRING DIAGRAMS ---------------------------------------------------------------- 34.14.43
12. PARTS LIST --------------------------------------------------------------------------- 34.14.46
FIGURES
34.14-1 RDR-4A WEATHER RADAR SYSTEM, USING DAA-4A/REA-4B

ANTENNA ---------------------------------------------------------------------------- 34.14.3
34.14-2 PPI-4B RADAR INDICATOR, LOCATION OF DISPLAY LEGENDS----- 34.14.27
34.14-3 PPI-4B RADAR INDICATOR, LRU FAULT DISPLAY ---------------------- 34.14.32
34.14-4 RTA-4A FRONT PANEL FAULT INDICATOR, TEST SWITCH,
LOCATIONS AND FUNCTIONS ------------------------------------------------- 34.14.33
34.14-5 RADAR MAINTENANCE MENU ------------------------------------------------ 34.14.34
34.14-6 RDR-4A SINGLE SYSTEM, SIMPLIFIED AIRCRAFT CABLING
DIAGRAM ---------------------------------------------------------------------------- 34.14.35
34.14-7 PPI-4B INDICATOR TYPICAL TEST PATTERNS---------------------------- 34.14.40
Revision 23 12-07-05 34.14-i

FIGURES (CONT’D)
34.14-8 PPI-4B INDICATORS TYPICAL WEATHER PATTERN -------------------- 34.14.41

34.14-9 TYPICAL RADAR SYSTEM TEST PATTERN FOR PPI-4B
INDICATORS WITH OPTIONAL TURBULENCE DETECTION
CAPABILITY ------------------------------------------------------------------------- 34.14.42
34.14-10 TYPICAL TURBULENCE DISPLAY -------------------------------------------- 34.14.42
34.14-11 RDR-4A SINGLE RADAR SYSTEM WITH ONE
INDICATOR/CONTROLLER, INTERWIRING DIAGRAM 34.14.43
TABLES
34.14-1 RDR-4A SYSTEM COMPONENTS, TYPICAL SINGLE SYSTEM--------- 34.14.4

34.14-2 EQUIPMENT REQUIRED BUT NOT SUPPLIED ----------------------------- 34.14.4
34.14-3 RDR-4A ACCESSORIES ----------------------------------------------------------- 34.14.5
34.14-4 RTA-4A RECEIVER-TRANSMITTER CONFIGURATIONS
AVAILABLE-------------------------------------------------------------------------- 34.14.6
34.14-5 RTA-4A RECEIVER-TRANSMITTER FEATURES --------------------------- 34.14.7
34.14-6 PPI-4B WEATHER RADAR INDICATOR -------------------------------------- 34.14.8
34.14-7 DAA-4( ) DRIVE UNIT, CONFIGURATIONS AVAILABLE ---------------- 34.14.9
34.14-8 CON-4A CONTROL UNIT FEATURES ----------------------------------------- 34.14.9
34.14-9 CCA-4A CHECKLIST UNIT FEATURES --------------------------------------- 34.14.10
34.14-10 RTA-4A RECEIVER-TRANSMITTER LEADING PARTICULARS -------- 34.14.11
34.14-11 PPI-4B RADAR INDICATOR LEADING PARTICULARS------------------- 34.14.12
34.14-12 DAA-4A DRIVE UNIT/REA-4B PLANAR ARRAY LEADING
PARTICULARS ---------------------------------------------------------------------- 34.14.14
34.14-13 CON-RA CONTROL UNIT LEADING PARTICULARS---------------------- 34.14.15
34.14-15 FAULTED LRU LEGEND---------------------------------------------------------- 34.14.34
34.14-16 INSPECTION/CHECK PROCEDURE -------------------------------------------- 34.14.36
34.14-17 PARTS LIST -------------------------------------------------------------------------- 34.14.47
34.14-ii 12-07-05 Revision 23

34.14 HONEYWELL RDR-4A WEATHER RADAR
1. Introduction – This section contains information covering description, operation, and

checkout procedures for the AlliedSignal Commercial Avionics Systems RDR-4A Weather
Radar System, installed on the DC-8-73 Aircraft.
2. RDR-4A Radiation Levels/Hazards
WARNING: THIS INSTRUMENT GENERATES MICROWAVE RADIATION.

DO NOT OPERATE UNTIL YOU HAVE READ AND CAREFULLY
FOLLOWED ALL SAFETY PRECAUTIONS AND INSTRUCTIONS IN
THE OPERATION AND SERVICE MANUALS.
IMPROPER USE OR EXPOSURE MAY CAUSE SERIOUS BODILY
INJURY.
MAINTAIN PRESCRIBED SAFE DISTANCE WHEN STANDING IN
FRONT OF A RADIATING ANTENNA.
NEVER EXPOSE EYES OR ANY PART OF THE BODY TO AN
UNTERMINATED WAVEGUIDE.
a. Radiation hazards may be classified as either “ionizing” or “non-ionizing” types.

Microwaves fall into the latter group while X-rays and gamma rays are of the former
category.
b. The U.S. Government has established a microwave radiation protection guide of 10

mW/CM2. This level is based on thermal effects on human tissue and is therefore related
to the average power output of the microwave system.
c. The RF output of the RDR-4A radar system is less than 10 mW/CM2. However, FAA
AC No. 20-68B defines the near field, far field intersection as the minimum safe distance
for low average power radars. Based on these calculations, the minimum safe distance
for the RDR-4A system with REA-4B (30”) antenna is 4.03 meters, or 13.1 feet.
(The safe precautions outlined in AC No. 20-68B should be observed within these limits.)
d. RDR-4A radar components do not operate at sufficiently high enough voltage to generate
detectable X-rays (i.e., 15 kV). Therefore, they can be regarded as completely safe,
either in or out of their protection cases.
Revision 16 12-02-02 34.14.1

34.14 HONEYWELL RDR-4A WEATHER RADAR (cont’d)
a. General – This section contains descriptive information covering the AlliedSignal

Commercial Avionics Systems (CAS) RDR-4A Airborne Weather Radar System (Figure
34.14-1). The CAS part numbers for components making up typical single installations
are listed in Table 34.14-1. These equipment make-up a weather radar system; however,
they are separate units and, therefore, may be shipped, installed, and tested as separate
units or in a system configuration.
b. Purpose of Equipment
(1) The RDR-4A Airborne Weather Radar System is an X-band commercial radar made
for use in airline and large executive aircraft.
(2) The RDR-4A system is designed to provide the pilot with a visual indication of
storm conditions at ranges of up to 320 miles. This visual indication permits the
pilot to distinguish corridors of relatively calm air through storms, thereby enabling
him to avoid areas of high turbulence without making costly detours. In addition to
the principal function of weather mapping, the RDR-4A system can provide terrain-
mapping information.
34.14.2 12-02-02 Revision 16

RDR-4A WEATHER RADAR SYSTEM,

USING DAA-4A/REA-4B ANTENNA
Figure 34.14-1
Revision 16 12-02-02 34.14.3

b. Equipment
TYPE COMPONENT
RTA-4A Receiver-Transmitter
PPI-4B Indicator, Weather Radar
*DAA-4A Drive Unit (Antenna Mount), Single
**REA-4B Planar Array, 30”
CON-4A Control Unit (Optional)
MBA-4A Mount, Receiver-Transmitter
MBA-1L Mount, Indicator
MBA-4C Mount, Indicator (RDR-1D Wiring)
* A DAA-4B Lightweight Drive Unit, single, is also available.
** An REA-4A 24-inch planar array is also available.
RDR-4A SYSTEM COMPONENTS, TYPICAL SINGLE SYSTEM

Table 34.14-1
c. Equipment Required but Not Supplied – Table 34.14-2 lists the equipment required for
the RDR-4A system but not supplied by AlliedSignal Commercial Avionics Systems
(CAS) as part of the RDR-4A system.
EQUIPMENT DESCRIPTION
Pitch and Roll Input (RDR-4A 1. Two-wire digital serial word input per ARINC
accepts any of the three inputs) 429 from ARINC 704 (Inertial Reference) or
ARINC 705 (Attitude and Heading Reference
System).
2. Three-wire analog input per ARINC 407.
3. Two-wire analog input per ARINC 407.

Cooling Forced-air cooling is required for the RTA-4A; it
can be supplied by either ARINC 600 cooling or by
a blower motor on the MBA-4( ) mount. The PPI-
4B indicator can be forced-air cooled (ARINC 600)
or cooled by convection.
Radome X-band
EQUIPMENT REQUIRED BUT NOT SUPPLIED

Table 34.14-2 (1 of 2)
34.14.4 12-02-02 Revision 16

EQUIPMENT DESCRIPTION
Absorption Screen Type AN-73. Mat type; X-band; -23 dB absorption
level. Available from Emerson and Cumings, Inc.,
59 Walpole, Canton, MA 02021. Absorption
material should be used on any reflective surface
located within the vicinity of the scanned area of the
antenna.
Cables Power cable, control cables, and video cables as
shown in the RDR-4A System Interwiring
Diagrams.
Waveguide Type RG-67/U, RG-68, or rigid waveguide type
ARA-136 (as required, transmission line between
R-T unit and antenna). To avoid excessive signal
attenuation, the one-way insertion loss of the total
run (including bends) should be less than 1.25 dB.
Where long waveguide runs are required, the use of
type RG-68, large X-band, in place of RG-67/U will
reduce attenuation to about one-third. When
waveguide sections other than RG-67/U are used,
proper transitions and connections must be used.
EQUIPMENT REQUIRED BUT NOT SUPPLIED

Table 34.14-2 (2 of 2)
d. Accessories – Table 34.14-3 lists accessories available and describes their purpose for
use with the RDR-4A Airborne Weather Radar System.
CAS PART NUMBER DESCRIPTION

2039912-0501 Antenna adapter cable
2039913-0501 Indicator adapter cable
2039914-0501 Control panel adapter cable (single)
2040177-0501 Adapter cable for RDR-1E to ARINC 708
control panel retrofit
RDR-4A ACCESSORIES
Table 34.14-3
Revision 16 12-02-02 34.14.5

4. Configurations Available
a. RTA-4A Receiver-Transmitter – Table 34.14-4 lists the available configurations and

features of the RTA-4A. A brief description of each feature follows in Table 34.14-5.
CAS FEATURES
PART 35 40 MAX.
NUMBER TURB ANTENNA CFDS CUSTOMER
dBZ dBZ COMPATIBLE
WEIGHT
2041217- MODE COMPATIBILITY PART NO.
STC STC (LBS/KGS)
0401 X 24.5/11, 11
*S220T109-
0403 X 24.5/11, 11
101
0404 X X 26.8/12, 02
0405 X 24.5/11, 11
*S2205109-
0406 X X 24.5/11, 11
102
*S220T109-
0407 X 24.5/11, 11
103
0410 X X X 26.8/12, 02
0411 X X * 24.5/11, 11
0412 X X X * 26.8/12, 02
0413 X X 25.5/11, 59
0414 X X X 27.5/12, 50
0415 X X * 25.5/11, 59
0416 X X X * 27.5/12, 50
0417 X X X 25.5/11, 59
0418 X X X X 27.0/12, 27
0421 X X X 25.5/11, 59
0422 X X X X 27.0/12, 27
**0423 X X X 27.5/12, 50
**0424 X X X X 27.5, 12, 50
0428 X X X X 27.5/12, 50
NOTES: -0405 unit is a –401 with unit Mods 1 through 4.
-0407 unit is a –0403 or –405 with unit Mods 1 through 4, 9, and 11.
* Boeing Commercial Airplane Company.
** Unit contains dual tilt/mode operation.
RTA-4A RECEIVER-TRANSMITTER CONFIGURATIONS AVAILABLE

Table 34.14-4
34.14.6 12-02-02 Revision 16

FEATURE DESCRIPTION
TURB MODE Includes Doppler processing turbulence detection
capability.
ANTENNA Provides for compatible operation using any combination
COMPATIBILITY of REA-4A and REA-4B with DAA-4A Drive Unit.
35 dBZ STC Includes more sensitive red threshold level.
40 dBZ STC Includes less sensitive red threshold level.
CFDS Centralized Fault Display System (CFDS) provides
interface compatibility with aircraft containing centralized
BITE capability. The RTA-4A maintenance processor and
fault memory provides bit and fault reporting for the entire
RDR-4A radar system.
RTA-4A RECEIVER-TRANSMITTER FEATURES

Table 34.14-5
Revision 16 12-02-02 34.14.7

FEATURE DESCRIPTION
ALL CONTROLS ON Includes all control unit functions and controls as part of
INDICATOR indicator. To be used for single indicator installation without
control unit.
HOLD Additional HOLD/SCAN switch that allows weather display
to be held for observation. Display is not updated until
switch is placed in SCAN position.
STAB Antenna stabilization disable switch.
RANGE OFF An OFF position is added to the range selector which allows
POSITION the indicator to be turned off.
RANGE SWITCH
SETTINGS:
5-320 Allows selection of 5, 10, 20, 40, 80, 160, or 320 nautical
miles. The 5 nm range being no weather; TCAS range only.
Range marks at *2/5, 5, 5, 10, 20, 40, and 80 NM
respectively.
10-320 Allows selection of 10, 20, 40, 80, 160, or 320 NM with
range marks at 5, 5, 10, 20, 40, and 80 NM respectively.
15-240 Allows selection of 15, 30, 60, 120, or 240 NM with range
marks at 5, 10, 20, 30, 60 NM respectively.
30-300 Allows selection of 30, 80, 180, or 300 NM with range marks
at 10, 25, 50, and 50 NM respectively.
Z5 DISPLAY A fourth color, magenta, is added for displaying very intense
weather targets.
TURBULENCE Additional mode of operation that allows Doppler turbulence
DETECTION detection capability. Areas of indicated turbulence are
presented as a magenta overlay to the weather display.
DATA LINK Provides capability of automatically displayed up-link or
INTERFACE down-linked ACARS/AIRCOM data.
VAR. GAIN Provides for a variable gain control adjustment in the WX or
WX/TURB mode.
AUX. MODE Provides for mode switch selection of auxiliary input such as
data link.
COLOR:
GRAY Color of front panel mask.
BROWN, BLACK Optional colors for front panel mask.
ABOVE, BELOW Switch selects vertical display limits. Sequences traffic
volume above, normal, or below. Limits set TCAS system.
NOTE: No weather information. Range, range marks at 2 and 5 miles. Azimuth lines,
and NO WXR annunciation in top left corner.
PPI-4B WEATHER RADAR INDICATOR
Table 34.14-6
34.14.8 12-02-02 Revision 16

b. DAA-4( ) Drive Units – Table 34.14-7 lists the available configurations of the DAA-4( )
and the features contained in each configuration.
PART FEATURES
NUMBER WAVEGUIDE MAX WEIGHT
SINGLE DUAL
2041444- INPUT LOCATION (LBS/KG)
DAA-4A
0401 X BOTTOM 24/10, 88
0402 X BOTTOM 25/11, 34
0403 X TOP 24/10, 88
0404 X TOP 25/11, 34
0405 X BOTTOM 24/10, 88
0406 X BOTTOM 25/11, 34
0407 X CONVERTIBLE 23.75/11, 77
0408 X CONVERTIBLE 24.75/11, 27
**409 X BOTTOM 24.2/10, 98
**410 X BOTTOM 25.2/11, 43
**411 X TOP 24.2/10, 98
**412 X TOP 25.2/11, 43
*0422 X BOTTOM 28.3/12, 74
*0424 X TOP 28.3/12, 74
DAA-4B
361071-0401 X Lightweight Antenna Drive Unit 8.20/3, 72
NOTES:
* Contains dual drive motors.
** REA-4D Planar Array Compatible.
DAA-4( ) DRIVE UNIT, CONFIGURATIONS AVAILABLE

Table 34.14-7
c. CON-4A Control Unit
FEATURE DESCRIPTION
SINGLE Control unit for single system installation. Interface with R-T
unit is by 32-bit serial data control word #1 as specified by
ARINC Characteristics 429 and 708.
OFF POSITION Function selector OFF position allows radar system to be turned
off at control unit.
TURB or WX/TURB Function selector TURB (or WX/TURB) position allows
POSITION additional mode of operation for Doppler turbulence detection
capability.
CON-4A CONTROL UNIT FEATURES
Table 34.14-8 (1 of 2)
Revision 16 12-02-02 34.14.9

FEATURE DESCRIPTION
STAB ON/OFF Antenna stabilization disable switch.
VARIABLE GAIN Allows for adjustment of system gain in the weather (WX,
TURB, or WX/TURB) or MAP modes.
RANGE Allows selection of operating range (10, 20, 40, 80, 160, or 320
miles) of the weather radar unit.
SPECIAL SWITCH Includes three extra toggle switches that affect the ARINC 429
FUNCTIONS word.
ANT STAB ON/OFF switch allows antenna stabilization to

be disabled.
TURB DET ON/OFF switch allows selection of the

turbulence detection mode (only when radar system is in the
weather mode).
GND ELIM ON/OFF switch allows selection of the anti-

clutter mode.
SPECIAL TILT MARKING not graduated in degrees. Has

0 (degree) position with arrows pointing toward UP and DN
markings at the fully clockwise and counter-clockwise
settings, respectively.
CON-4A CONTROL UNIT FEATURES
Table 34.14-8 (2 of 2)
d. CCA-4A Checklist Unit – Table 34.14-9 provides a brief description of each feature.
FEATURE DESCRIPTION
Basic Unit Stores pre-defined pages of checklist or other data and presents
that data upon request on a multi-function radar display.
110 Pages of Text 32 characters each for a total of 384 characters per page.
Checklist Index Index provides a list of all checklists and page numbers. Access
to checklist is through pushing the front panel INDEX
pushbutton.
Line Down Advances the checklist to the next one.
Line Up Backs the line cursor up to the first un-checked line it finds
starting at the current line and working backward up the list.
Page Forward Advances the checklist to the next page.
Page Reverse Reverses the checklist to the previous page.
Color Color of unit.
CCA-4A CHECKLIST UNIT FEATURES
Table 34.14-9
34.14.10 12-02-02 Revision 16

5. Leading Particulars
a. RTA-4A Receiver-Transmitter – Table 34.14-10 lists the leading particulars of the RTA-
4A Receiver-Transmitter.
CHARACTERISTICS DESCRIPTION
Power Requirement 115 Vac + 10%, 400 Hz, 1.75 amperes including
DAA-4A and CON-4A
Weight See Table 34.14-4.
Form Factor 8 MCU, ARINC 708
Cooling ARINC 600
Transmitter Power Output 125 watts peak
Pulse Width 6 and 18 microseconds
Pulse Repetition Rate 363 Hz (Alternate 6 and 18 microseconds)
1600 Hz (Added for turbulence mode)
Operating Mode Pulsed coherent
Frequency 9345 + 5 MHz
Maximum Range 320 nautical miles
Noise Figure 5 dB maximum
Dynamic Range 60 dB minimum
Gain Control Automatic and manual
Attitude Inputs 1. Digital serial word input per ARINC 429 from
ARINC 704 (Inertial Reference) or ARINC 705
(Attitude and Heading Reference System).
2. Three-wire analog input per ARINC 407.
3. Two-wire analog input per ARINC 407.
Control Inputs Four ARINC 429 data buses per ARINC 708.
Data Outputs Three ARINC 453 data buses per ARINC 708.
Performance Index:
Penetration 112.4 dB with REA-4B; 108.4 dB with REA-4A.
Avoidance 123.3 dB with REA-4B; 120.4 dB with REA-4A.
Penetration Compensation Proportional to storm density; effective within range
of STC.
Self Test Automatic in all modes. Seven LED’s and a TEST
pushbutton on front panel provide fault indication.
CFDS Maintenance processor is always powered up to
(Applies to RTA-4A 2041217- respond to CFDS on demand over two dedicated
0417 and above) ARINC 429 data buses.
FAA Certification TSO C63b, Class 7
Environmental Certification TCA DO-160 Cat. A1A0XXXXXXAAZZ
RTA-4A RECEIVER-TRANSMITTER LEADING PARTICULARS

Table 34.14-10
Revision 16 12-02-02 34.14.11

b. PPI-4B Weather Radar Indicator – Table 34.14-11 lists the leading particulars of the PPI-
4B Radar Indicator.
Power Requirement 115 Vac + 10%, 400 Hz, 0.6 ampere
Form Factor ARINC 708
Cooling Convection or forced air with MBA-1L Mounting
Tray
Display Size 3.3” x 4.3”
Type of Scan X-Y raster
Display Storage Electronic memory – 294,912 bits
Display Update Synchronous with radar antenna;
Asynchronous with data link system
Refresh Rate 63 Hz
Azimuth Display Area + 90°
Range/Range Marks *5/2 & 5, 10/5, 15/5, 20/5, 30/10, 40/10, 60/20, 80/20,
or 25, 80/20, 120/40, 160/40, 180/50, 240/80, 300/50,
and 320/80
Display Colors Dark Screen – level 1
Green – level 2
Yellow – level 3
Red – level 4 and above
Blue – range marks, azimuth lines, and alphanumerics
Magenta – turbulence overlay
Display Colors (cont’d) With Z5 Display Option:
Dark Screen – level 1

Green – level 2
Yellow – level 3
Red – level 4
Magenta – level 5 and above, and turbulence overlay
Blue – range marks, azimuth lines, and alphanumerics
NOTE*: TCAS range only no weather.
PPI-4B RADAR INDICATOR LEADING PARTICULARS

Table 34.14-11 (1 of 2)
34.14.12 12-02-02 Revision 16

Controls Range selector
Brightness control
With Control Unit Built-in:

Range selector
Brightness control
Mode selector
Tilt control
Gain control
Stab ON/OFF control
Aux ON/OFF switch
With SCAN/HOLD Option:

HOLD/SCAN selector
Range selector
Brightness control
With TCAS Option:

All controls above (per options)
TCAS mode selector
Data Input Dual ARINC 453 data buses.
High-speed ARINC 429 bus for auxiliary data and
TCAS.
Control Output Low speed ARINC 429 bus
Environmental Certification RTCA D0-160 Cat. A1AKXXXXXXAAAZZ
PPI-4B RADAR INDICATOR LEADING PARTICULARS

Table 34.14-11 (2 of 2)
Revision 16 12-02-02 34.14.13

c. DAA-4A Drive Unit/REA-4B Planar Array – Table 34.14-12 lists the leading particulars
of the radar antenna consisting of the DAA-4A (or DAA-4B) Drive Unit and REA-4B
Planar Array.
DESCRIPTION
CHARACTERISTICS
DAA-4A DAA-4B
Power Requirements Included with RTA-4A power requirements. See Table
34.14-10
Weight See Table 34.14-7. Lightweight, 12 lbs < DAA-
4A.
Planar Array: Size Gain Beam Widths Size Gain Beam Widths
REA-4A 24” 33 dB 4.0° 24” 33 dB 4.0°

REA-4B 30” 35 dB 3.4° (Not used with DAA-4B)
Scan Range 180° 160°
Scan Rate 15 looks per minute 15 looks per minute
Frequency 9345 MHz + 10 MHz 9345 MHz + 10 MHz
Stabilization Range:
Manual Tilt + 15° + 15°

Pitch + 25° + 15°
Roll + 40° + 30°
Combined Tilt/Pitch/ + 43° + 35°
Roll
Stabilization Rate 20°/second 20°/second
Stabilization Accuracy:
Static + 0.25° + 0.50°

Dynamic + 0.50° follow-up error with
above stabilization rates. NOTE: Electrically
(These errors do not include interchangeable
gyro input errors, radome with DAA-4A and
beam distortion, or common RTA-4A.
installation alignment
errors.)
Environmental Certification RTCA D0-160 CAT. D0-160A
D2AJXXXXXXAAAZZ D2AJXXXXXXAAAZZ
DAA-4A DRIVE UNIT/REA-4B PLANAR ARRAY LEADING PARTICULARS

Table 34.14-12
34.14.14 12-02-02 Revision 16

d. CON-4A Control Unit – Table 34.14-13 lists the leading particulars of the CON-4A
Control Unit.
Power Requirement +12 Vdc and +28 Vdc generated by RTA-4A
Controls
Mode Selector: OFF (optional), TEST (optional), WX, TURB

(optional), or WX/TURB (optional), and MAP
TILT: Adjusts the elevation angle of the antenna.
GAIN: Adjusts gain of receiver.
Range (optional): Selects operating range of the unit (10, 20, 40, 80, 160,
320 miles).
Special Switch Functions See Table 34.14-8.
Output Low speed ARINC 429
Environmental Certification RTCA D0-160 Cat. A1AKXXXXXXAAAZZ
CON-4A CONTROL UNIT LEADING PARTICULARS

Table 34.14-13
Revision 16 12-02-02 34.14.15

INTENTIONAL
BLANK
34.14.16 12-02-02 Revision 16

6. System Description
a. The RTA-4A Receiver-Transmitter is a completely solid-state weather radar (including

the transmitter) that operates on a frequency of 9345 or 9346 MHz. The transmitter has a
peak power output of 125 watts. Radar returns are processed and transmitted to the
indicator in digital format over ARINC 453 data buses. Table 34.14-1 lists the
components required.
b. Built-in test circuitry provides a simple and rapid means of checking the RDR-4A system
performance. This feature permits a qualitative check of transmitter, receiver, and
indicator performance in the air or on the ground. Seven annunciator lights located on
the front of the R-T unit, in conjunction with the test pattern and fault legends on the
indicator, assist the technician in isolating the trouble to a line replaceable unit (LRU).
c. The PPI-4B Indicator is a high-resolution color indicator. It uses digital technology to

display information on a 5-inch CRT that has an X-Y raster scan. Controls on the
indicator select the operating range for the radar and adjust brightness of the display.
Digital processing enables presentation of several levels of rainfall density by using
different colors to represent each level. The rainfall rates and corresponding display
colors used in standard ARINC 564 and ARINC 708 displays in the weather mode are as
follows:
(1) Basic Unit:
(a) Level 1 – Black – Low or no precipitation (below 20 dBZ)

(b) Level 2 – Green – Light precipitation (20 dBZ to 30 dBZ)
(c) Level 3 – Yellow – Medium precipitation (30 dBZ to 40 dBZ)
(d) Level 4 – Red – Heavy precipitation (above 40 dBZ)
(2) Optional Color:
(a) Level 5 – Magenta – Very heavy precipitation (above 45 dBZ); also used for
Doppler turbulence detection overlay on basic unit.
d. The basic color designations (green, yellow, and red) are presently being used by all
airline and general aviation color radar indicators.
Revision 16 12-02-02 34.14.17

e. On indicator models with data link interface circuitry, additional control logic and
memory is provided to display up to 12 lines of 32 variable-size characters in multiple
colors. In this mode, the indicator displays high-speed ARINC 429 data messages in real
time. The pilot can see storm areas in his flight path and determine the intensity of the
storms by observing the color of the presentation. Thus it is possible to distinguish
corridors of relative calm through the storms. A sensitivity-time control (STC) circuit
automatically adjusts the receiver gain and video processor thresholds to allow nearby
echo signals to be displayed with approximately equal intensity to similar echo signals
received from greater distances. When an aircraft approaches storm cells that are aligned
one behind another, the signal strength of echo returns from the further storm cells may
be reduced during passage through the intervening storm cells. Without compensation,
the further storm cells might appear smaller and less intense than they actually are. A
penetration compensation circuit in the receiver analyzes the density of the intervening
cells and compensates for any loss of signal strength. Hence, storm cells of equal
intensity are displayed very nearly at their true size and intensity even though there may
be intervening storm cells.
f. The radar antenna can be equipped with either a 24-inch or 30-inch planar array as
determined by available space. The planar array radiates a pencil beam of RF energy. It
is swept back and forth by movement of the array. Elevation of the pencil beam is
controlled by the position of the TILT control on the control unit. The width of the pencil
beam provides adequate vertical coverage under normal weather mapping conditions.
However, it is occasionally desirable to scan the weather above and below the normal
beam coverage. Maximum range performance is best attained by adjusting the antenna
tilt down to a position where the lower edge of the beam just skims the earth’s surface.
The degree of downward tilt selected will vary with the altitude of the aircraft; i.e.,
increase downward tilt at high altitudes. At 5000 feet, line-of-sight range is
approximately 70 nautical miles; while at 40,000 feet it is 200 nautical miles.
34.14.18 12-02-02 Revision 16

7. System Component Description
a. RTA-4A Receiver- Transmitter
(1) The basic RTA-4A R-T unit [P/N 2041217-( )] is a lightweight airborne unit
consisting of a transmitter, receiver, video processing circuitry, digital interfaces,
stabilization servo-loop circuitry, system monitoring circuitry, and power supply.
The R-T unit is housed in a single 8 MCU package as specified by ARINC
Characteristic 708. The microwave connection to the unit is an integral part of the
unit main connector conforming to ARINC 600.
(2) The transmitter section contains no magnetron as in previous radar R-T units but is
solid-state throughout. The transmitter electronics consists of a crystal-controlled
reference oscillator, a driver stage, and a power amplifier output stage.
(3) Pulse width is either 6 microseconds or 18 microseconds. The 6-microsecond pulse

echoes are processed to produce the zero to 20 nautical mile targets on the indicator.
The 18-microsecond pulse echoes are processed to produce the targets greater than
40 nautical miles. Echoes from both the 6- and 18-microsecond pulses are
processed to produce targets between 20 and 40 nautical miles.
(4) The receiver section is also different in that it contains no afc circuit as in previous
radar units. Because the receiver and transmitter both operate from a crystal-
controlled reference oscillator, an afc circuit is unnecessary. The receiver is a triple-
conversion superheterodyne using two stages of Gallium-Arsenide FET amplifiers
(Ga-As FET) low-noise amplifiers in the front end. The third i-f amplifier is a
logarithmic amplifier that has a 60-dB dynamic range. It provides the capability to
detect and process weather targets having intensity levels form 0 dBZ to 60 dBZ.
The receiver design provides an overall MDS (minimum discernible signal) of –123
dBm (typical) for the RDR-4A system. The detected video output of the receiver is
digitized by an analog-to-digital converter. Digitized video is then processed by
three separate video processors to accommodate three indicators with independent
range selection. Output of each of the video processors is an ARINC 453 data bus
as prescribed by ARINC 708.
(5) The antenna stabilization system is a microprocessor-controlled servo loop. The

microprocessor receives inputs from roll and pitch of aircraft, selected tilt angle,
elevation, and azimuth scan angles of the antenna. The microprocessor solves a
line-of-sight equation from these inputs and predicts the new position of the antenna
elevation. The difference between the predicted position and the desired position is
used to derive the elevation motor drive signal. The azimuth drive is an open-loop
operation. For this, the microprocessor monitors the position of the antenna and
generates signals to reverse the direction of scan when the antenna reaches 90 or 80
degrees either side of dead ahead, depending on the drive unit used.
Revision 16 12-02-02 34.14.19

(6) Control (setting the operating mode, range, tilt, etc.) and monitoring of operational
status for the RDR-4A system is performed by a microprocessor-based system.
During each microprocessor program loop, up to five 32-bit serial control words
(two from the control unit and up to three from the indicators) are checked to
determine the mode of operation and range selected on the indicators. The
microprocessor then sends information on the data bus and control bus to set the
system to the selected operating conditions. Additionally, during the program loop,
selected inputs are checked or compared to determine the operational status of the
RDR-4A system. The results of these checks or comparisons are used to display
fault warning legends on the indicators and to light annunciator LED’s on the front
panel of the R-T unit. The fault annunciators on the front of the R-T unit are not
illuminated unless the TEST pushbutton is pressed. Initially, when the TEST
pushbutton is pressed (and held), all fault annunciators come on for one second to
perform a lamp test. They all go off if no fault is detected. If any of the fault
annunciator LED’s stay illuminated, a failure in that unit is indicated. Releasing the
pushbutton causes all annunciators to go off and remain off.
(7) Monitoring in the CFDS RDR-4A system is an expansion of the BITE used in the
present receiver-transmitter. The existing fault codes will be retained unmodified,
with additional fault codes being added to self-test the maintenance board.
(8) Centralized Fault Display System maintenance interface and control functions are
accomplished via a maintenance processor. Communication between the
maintenance processor and the CFDS is accomplished through a 429 bus. The
maintenance processor combines the BIT data received from other functions in the
RDR-4A System with the processor’s internal BIT, formats the complete BIT data,
and transmits the data to the CFDS on the 429 bus. Fault detection storage and
reporting is divided into three areas: one is for flight, the second for ground, and the
third is for the maintenance shop.
b. PPI-4B Radar Indicator
(1) The PPI-4B Radar Indicator provides a color display of weather and ground targets
within the area scanned by the radar antenna. Ground target displays are similar to
pilotage charts and are easily interpreted. Blue range marks appear as evenly spaced
concentric arcs on the X-Y raster to assist in determining range of the targets. The
selected range and mode of operation is displayed in the upper-left corner of the
raster. Range mark spacing and antenna tilt is displayed in the upper right hand
corner. In addition to the range marks and alphanumerics, the PPI-4B displays fixed
azimuth lines at 0°, + 30°, and + 60°. The alphanumerics and azimuth lines are also
displayed in blue.
34.14.20 12-02-02 Revision 16

(2) The purpose of the PPI-4B Weather Radar/TCAS Indicator is to provide a high
resolution “color” display of enroute weather and ground mapping information
within the area scanned by the radar antenna. PPI-4B Weather Radar Indicators
with a –24XX series part number in addition to the functions previously described
also provide a Traffic Alert and Collision Avoidance System (TCAS) display. The
PPI-4B TCAS display presents Resolution Advisory (RA), Traffic Advisory (TA),
proximity, and non-threat traffic. Each display can be presented independently or
overlaid. The PPI receives traffic display data from the TCAS processor via a high-
speed ARINC 429 data bus.
(3) A 32-bit serial word (ARINC 429) is sent from the indicator to the associated video
processor in the R-T unit on the control bus. The control word describes the range
selected on the indicator. Because each of the three video processors in the R-T unit
is dedicated to one display, range selection and display can be different for each
indicator. The video processor then sends the indicator the appropriate video data
on the data bus (ARINC 453). The data word consists of 1600 bits. The first 64 bits
of the data word contain an 8-bit label, system control fields, a range echo, various
system status fields, and a 12-bit scan-angle field. The remaining 1536 bits contain
radar intensity data formatted as 512 3-bit range bins over the selected range. The 3
bits provide up to eight intensity levels for each of the 412 range bins. The PPI-4B
processes each 512 x 3 data word for storage as 256 range bins (3 bits/range bin) by
averaging intensity data for each two contiguous 3-bit range bin field. By
processing the 512 x 3-bit data field in this manner, the PPI-4B remains independent
of the R-T range resolution (256 range bins).
(4) The X-Y raster consists of 256 horizontal lines x 385 vertical lines, which provide a
98,304-bit field. With a display capability of seven colors plus black for each cell
(3 bits), the total data memory capacity is 294,912 bits (98,304 x 3). This provides
capability to display magenta targets in the indicators.
(5) At the beginning of each display update (refresh), the X and Y addresses are set to
zero. This location is in the bottom-right corner of the display. The sweep is
generated from right to left and from bottom to top of the raster.
(6) Variable gain in the weather modes is provided on some indicators so that the GAIN
control can be adjusted to better analyze target information. The gain adjustment
provides a reduction in gain of up to 16 dB so that areas of the display may vary in
color as the GAIN control is rotated.
(7) In addition to the alphanumerics already mentioned (mode of operation, range

selected, range mark spacing, and antenna tilt angle), the PPI-4B also displays
alphanumerics that indicate system failures. These failure indications are illustrated
and described in Figure 34.14-2 and in the FAULT ISOLATION section.
Revision 16 12-02-02 34.14.21

(8) A sequence of 32-bit serial ARINC 429 input data words is received over auxiliary
data bus lines in those indicator models having data link system capability. For
example, high speed (100 kHz) input data words arrive asynchronously from the
CAS data link management unit (MUA-45A) so that the processing of radar weather
data can be interrupted at any time to display updated ACARS/AIRCOM data.
c. DAA-4A Drive Unit/REA-4B Planar Array
(1) The DAA-4A Drive Unit and the REA-4B Planar Array comprise the RDR-4A
radar system antenna. The antenna is used for both transmitting and receiving the
radar RF signals. The azimuth drive motor, elevation drive motor, azimuth position
synchro, and elevation position synchro are mounted on the DAA-4A. The REA-4B
is the radiating element.
(2) The REA-4B planar array develops the required pencil beam radiation pattern by
means of phase reinforcement/cancellation of energy from adjacent slots in the
planar array.
(3) The antenna is a line-of-sight antenna that combines the best features of both line-
of-sight and split-axis antennas. By using a micro-processor-controlled digital servo
loop (located in R-T unit) and extended elevation freedom, the antenna offers levels
of performance which could otherwise be achieved only with a split-axis antenna.
The DAA-4A antenna mount allows a total 90-degree elevation deviation freedom
and 180-degree azimuth scan. The antenna can be manually tilted +15 degrees from
the horizontal (zero degrees) and is stabilized over a combined tilt, pitch, and roll
input of +43 degrees.
(4) The REA-4B is the ARINC 708 standard 30-inch planar array. It has less gain and a
somewhat wider beam width.
(5) DAA-4A drive units are designed for use in single- or dual-system installations.
Table 34.14-17 lists the part numbers available and whether they are for use in
single or dual installations. The DAA-4B is designed for single installations.
d. CON-4A Control Unit
(1) The CON-4A Control Unit is designed for use in single-system installations. The
controls contain a mode selector, a TILT control, and a GAIN control. The CON-
4A, part number 2041223-0404, also has antenna stabilization, turbulence detection,
and ground elimination toggle switches.
34.14.22 12-02-02 Revision 16

(2) The control unit generates a 32-bit serial control word which describes the position
of the controls on the front panel and sends it to the R-T unit on the control bus.
(3) The mode selector is used to select the desired mode of operation: OFF, WX,
TURB (or WX/TURB), MAP, and TEST. OFF (if used) removes primary power
from the system. WX is used for observing weather conditions. MAP is used for
ground mapping. TEST places the system in self-test to determine the operational
status of the system. Operational TURB (or WX/TURB) position provides Doppler
turbulence detection as a magenta overlay to the weather map on the PPI-4B
indicator but is limited to a range of 40 nautical miles.
(4) The TILT control is used to manually control the elevation angle of the radar
antenna.
(5) The GAIN control is normally used to adjust the gain of the receiver in MAP mode.
Set to AUTO (automatic) position, gain is preset to provide optimum operation. In
WX mode, gain is automatic regardless of gain control position, except for control
units which allow for variable gain in the weather modes (WX, TURB, or
WX/TURB). Variable gain in the weather modes is provided so that the GAIN
control can be adjusted to better analyze target information. The gain adjustment
provides a reduction in gain of up to 16 dB so that areas of the display may vary in
color as the GAIN control is rotated.
(6) The CON-4A, part number 2041223-0419 and –0421, has dual tilt/mode operation.
The control contains two mode selectors, two TILT controls, and two GAIN
controls, one for each side, to be used by the pilot and co-pilot.
(7) The mode switches are used to select the desired mode of operation: WX/TURB,
WX, and MAP. WX/TURB position provides Doppler Turbulence detection as a
magenta overlay to the weather map on the PPI-4B indicator. WX is used for
observing weather conditions. MAP is used for ground mapping.
(8) The pushbutton GAIN controls are normally used to adjust the gain of the receiver.
Pushing the button in will lock it in the automatic position. In that position, gain is
present to provide optimum operation.
(9) The CONTROLS switch is used to select (L) left, DUAL (BOTH), or (R) right
mode of operation. (L) left position provides left side mode switch, TILT control,
and pushbutton GAIN control to operate; and controls both the left and right side
indicator display. DUAL (BOTH) position provides both left and right side mode
switches, TILT controls, and pushbutton GAIN controls to operate. The left side
controls and switch controls the left side indicator display, and the right side
controls the right side indicator display. (R) right position provides right side mode
switch, TILT control, and pushbutton GAIN control to operate and controls both the
left and right side indicator display.
Revision 16 12-02-02 34.14.23

(10) The OFF/TEST/ON switch is used to turn the unit on and off. OFF removes
primary power from the system. TEST places the system in self-test to determine
the operational status of the system. ON applies primary power to the system.
8. Operation
a. General
(1) The RDR-4A system is designed primarily to furnish continuous enroute weather
information relative to rainfall rate, thunderstorms, and areas of turbulence and icing
conditions.
(2) By observing the display of weather information on the radar indicator, the pilot can
select a path through “soft” spots in the weather. The selected course should be less
turbulent, allowing greater passenger comfort without serious reduction in speed.
(3) In addition to its primary purpose of weather mapping, the radar can be used, day or
night, for ground mapping even under adverse weather conditions.
b. Basic Theory
(1) The RDR-4A radar system operates by emitting very short intense pulses of
microwave energy which are reflected by objects having reflective characteristics
within the range of the system. This reflected energy is picked up by the radar
antenna and sent to the R-T unit. The signal is then amplified, detected, and
converted into digital signals which are routed to the indicator. In the indicator, the
digital signals produce visual indications that are representative of the size,
intensity, bearing, and distance of targets that reflect radar signals.
(2) In the weather mode of operation, visual indications on the radar indicator provide
three (or four) distinct levels of rainfall density by using three (or four) different
colors. In the turbulence mode, the fourth color (magenta) is superimposed on the
weather patterns to isolate areas of turbulence using Doppler processing techniques.
(3) The maximum range of the RDR-4A is dependent upon many factors. The most
important are antenna gain, beam width of radiated energy, transmitter power, pulse
width, prf, noise figure, receiver gain, radome, and interconnecting waveguide.
(a) Weather Mapping
1) The RDR-4A radar system provides storm detection up to a distance of

approximately 320 nautical miles under ARINC defined penetration
environment.
34.14.24 12-02-02 Revision 16

2) Cloud formations having less moisture content than is required to reflect a

minimum discernible echo signal will not appear on the indicator display.
3) The color presentation gives immediate indication of the location of
severe storm areas. These areas might contain air turbulence which
should be avoided.
(b) Ground Mapping
1) Ground mapping with the RDR-4A radar system provides a plan picture
of prominent landmarks and terrain features such as cities, shorelines,
mountains, islands, bays, bridges, etc. These terrain features are
presented on the indicator in slant range and azimuth bearing with respect
to the heading of the aircraft.
2) Of prime importance is the extended range of vision for the pilot and his
ability to see this terrain map during darkness and overcast conditions
when visibility is restricted. The display in ground mapping resembles a
pilotage chart and is easily interpreted. Cities, open ground, and bodies
of water are distinguished by the intensity of the signals they reflect back
to the antenna. Cities usually provide the most intense reflections. Open
ground and water provide progressively less intense reflections. It should
be noted that calm water reflects very little signal back to the antenna.
However, very rough water provides a signal return of considerable
strength.
3) The planar antenna array provides only pencil beam for both WX and
MAP modes. Terrain mapping for short ranges (less than 75 NM)
requires tilt adjustments to cover the scan area.
c. Self Test
NOTE: The aircraft vertical reference system circuit breaker must be engaged prior to
performing the following procedure.
(1) Set GAIN control on CON-4A or PPI-4B to AUTO.

(2) Set mode selector on CON-4A or PPI-4B to TEST. In a CFDS system, TEST is
selected via the CFDS panel.
(3) Adjust BRT control on PPI-4B or EFIS display for desired viewing level.
(4) Observe test pattern on display. A satisfactory test pattern, along with TEST OK on
the Multipurpose Control Display Unit (MCDU), indicates an operational system.
Revision 16 12-02-02 34.14.25

d. Weather Mapping
NOTE: The following procedure is typical for the weather-mapping mode of

operation.
(1) Set mode selector on CON-4A or PPI-4B to WX or TURB position. Set TILT to 0
degrees.
(2) Adjust BRT control on PPI-4B for desired brightness.
(3) Vary position of range selector on PPI-4B to observe weather targets. Any
superimposed turbulence information is limited to the first 40 nautical miles.
NOTE: Storm echoes within the area scanned by the antenna are displayed on the
indicator relative to the aircraft heading. Distance and bearing are determined
by the range marks and azimuth lines. The width of the radar beam provides
adequate vertical coverage under normal weather mapping conditions;
however, it is advisable to occasionally scan the weather above and below the
normal beam coverage. In such cases, proceed with steps (4) and (5).
Maximum range performance is best attained by adjusting the antenna tilt
downward until the lower edge of the beam is just skimming the earth’s
surface. The degree of downward tilt varies with the altitude at which the
aircraft is flying; i.e., the higher the aircraft, the greater the downward tilt.
(4) To scan above normal beam coverage, adjust TILT control on CON-4A or PPI-4B
upward in one-half degree increments.
(5) To scan below normal beam coverage, adjust TILT control on CON-4A downward
in one-half degree increments.
(6) Reposition TILT control on CON-4A or PPI-4B for optimum detection of weather
targets.
NOTE: Some indicators provide for a variable GAIN control in the weather mode
so that the gain can be adjusted to analyze target characteristics.
e. Ground Mapping
NOTE: The following procedure is typical for the ground-mapping mode of operation.
(1) Set mode selector on CON-4A or PPI-4B to MAP.

(2) Set range selector on PPI-4B to desired range.
(3) Adjust TILT control on CON-4A or PPI-4B to obtain most uniform display for the
range of the terrain being observed.
(4) If necessary, adjust GAIN control for optimum observation of terrain features.
NOTE: With pencil beam antenna, area covered by the radar beam and displayed on
the indicator is a narrow arc with width as a function of altitude and tilt angle.
Refer to RDR-4A Pilot’s Manual for additional information.
34.14.26 12-02-02 Revision 16

9. Fault Isolation
a. General – Fault isolation for the RDR-4A Airborne Weather Radar System is performed
by observing the indications on the PPI-4B Radar Indicator or by observing the fault
annunciator LED’s on the R-T unit.
b. Fault Isolation
(1) Using PPI-4B Radar Indicator:
(a) Rotate mode selector on CON-4A or PPI-4B to TEST position to turn system
on.
(b) The microprocessor-based monitor system in the R-T unit checks and/or
compares selected voltages/signals during each program loop. If these checks
or comparisons reveal any abnormality, one or more fault legends are
displayed on the PPI-4B. Figure 34.14-2 shows the locations of all legends
and explains the displays. Figure 34.14-3 illustrates an LRU failure display.
PPI-4B RADAR INDICATOR, LOCATION OF DISPLAY LEGENDS

Figure 34.14-2 (1 of 4)
Revision 16 12-02-02 34.14.27

FIELD DESCRIPTION COLOR LEGEND REMARKS
A Range Blue RNG XXX* See note 1.
B Range Marks Blue MRK XX See note 1.
C Mode Selected Blue WX, TURB, As selected.
MAP, or TEST
D Tilt Angle Selected Blue XX.X or See note 2.
or Stabilization Blue STAB Stab. off
Yellow STAB Stab. is disabled.
E R-T Cooling Warning Yellow COOL Cooling fault with R-T
“ON”
F Out of Calibration Yellow CAL R-T system out of
Warning calibration (see note 3).
or Out of Calibration Blue CAL GAIN control not set to
Annunciation AUTO.
G LRU Fault Warning Yellow ** Legend(s) identifies
faulty LRU. No other
legends or data displayed
on CRT.
H Gain Control Blue MIN, 1 thru 9, For systems with
Annunciation (CON- MAX variable gain in the
4A Controller) weather modes (WX,
TURB, or WX/TURB),
the characters MIN, 1
thru 9, and MAX should
be displayed below the
CAL legend (blue) as the
gain control is moved
clockwise from the
AUTO (detent) position.
Gain Control Blue MAX, 9 thru 1, For systems with
Annunciation (PPI- MIN variable gain in the
4B with Controller) weather modes (WX,
TURB, or WX/TURB),
the characters MAX, 9
thru 1, and MIN should
be displayed below the
CAL legend (blue) as the
GAIN control is moved
counter-clockwise from
the AUTO (detent)
position.
Figure 34.14-2 (2 of 4)
34.14.28 12-02-02 Revision 16


I Absolute Altitude Cyan Numeric Indicates absolute
Indication altitude or relative
altitude for intruder
aircraft. Controlled
by FL switch on
TCAS control
panel.
J Above/Below Cyan Arrow Pushbutton or
toggle switch selects
altitude display
limits. Three levels
to choose from.
L TCAS FAIL Yellow FAIL Failures include:
TCAS Processor or
Top or Bottom
TCAS Antenna.
Place Function
Selector to TCAS
for a list of faults.
M RA BEHIND/TA
BEHIND
Denotes RA or TA Red RA BEHIND RA condition exists

condition behind behind aircraft.
aircraft – Not Yellow TA BEHIND TA condition exists
shown on display. behind aircraft.
N NO BEARING
MESSAGES:
RA (DIST, ALT, Red RA XX.X NM/YYYZ Ra condition has

TREND ARROW) unknown bearing.
(RED)
TA (DIST, ALT, Yellow TZ XX.X NM/YYYZ TA condition has
TREND ARROW) unknown bearing.
(YELLOW)
* If R-T unit fails to receive an initial range selected input from the indicator, the R-T
unit comes up on the 80-mile range and legend flashes even though indicator has no
80-mile range select position. Legend also flashes any time a range input is not
received by the R-T unit. In this case, the R-T unit remains on last valid range input
received.
Figure 34.14-2 (3 of 4)
Revision 16 12-02-02 34.14.29


** LRU (line replaceable unit) fault warning legend may be one or more of the
following. See note 3.
R/T FAULT (R-T unit fault)
ANT FAULT (Antenna fault)
CON FAULT or CON/WG SW (Control fault or waveguide switch fault. Check
LED fault indicators on the R-T.)
ATT FAULT (Attitude input fault IND FAULT [Indicator Fault])
COOL FAULT (R-T cooling fault)
NOTES:
1. Range and range mark combinations given in nautical miles.
INDICATOR RANGE SELECTOR SETTINGS

5-320 10-320 15-240 30-300
Range Range Range Range
Range Range Range Range
Marks Marks Marks Marks
5 *2, 5 10 5 15 5 30 10
10 5 20 5 30 10 80 25
20 5 40 10 60 20 180 50
40 10 80 20 120 40 300 50
160 40 320 80
320 80
2. Amount of antenna tilt selected and direction, either up (↑) or down (↓), is displayed.
3. The indicator will annunciate a detected attitude, indicator, or calibration fault as an LRU
fault warning only in TEST mode. In an operational MODE, the indicator will
annunciate an attitude fault as STAB in yellow, in field D. A calibration fault will be
displayed as CAL, in yellow, in field F.
4. (*) No weather information. Range, range marks at and 5 miles. Azimuth lines, NO
WXR annunciation field C.

Figure 34.14-2 (4 of 4)
34.14.30 12-02-02 Revision 16

(2) Using RTA-4A R-T Unit:
(a) Rotate mode selector on CON-4A or PPI-4B to WX position to turn system

on.
(b) The microprocessor-based monitor system in the R-T unit checks and/or
compares selected voltages/signals during each program loop. If these checks
or comparisons reveal any abnormality, the annunciator control circuit stores
the fault information. The annunciator LED’s come on when the TEST
pushbutton is pressed.
(c) Press and hold TEST pushbutton on front of R-T unit. All seven annunciator
LED’s should illuminate for one second to verify their condition, then go off.
If there is a fault in one or more of the LRU’s, the associated LED(s) will
remain illuminated. Release pushbutton and all LED’s should go off. Refer to
Figure 34.14-4 for LED fault annunciator location and LRU failure
indications.
NOTE: A waveguide switch fault will appear as a CON FAULT display on

the indicator.
Revision 16 12-02-02 34.14.31

PPI-4B RADAR INDICATOR, LRU FAULT DISPLAY

Figure 34.14-3
34.14.32 12-02-02 Revision 16

INDICATOR FUNCTION
R/T RTA-4A fault indicator
ANT DAA-4A Antenna Drive unit fault indicator
IND PPI-4B Weather Radar indicator or display system fault
indicator
CON CON-4A control unit fault indicator
WG SW Waveguide switch fault indicator
GYRO Attitude inputs fault indicator
AIR RTA-4A cooling over-temperature indicator
TEST Fault indicators’ test switch.
RTA-4A FRONT PANEL FAULT INDICATOR,

TEST SWITCH, LOCATIONS AND FUNCTIONS
Figure 34.14-4
Revision 16 12-02-02 34.14.33

(3) Using CFDS Menu Display – Single System Test:
(a) Ensure aircraft 115 Vac, 400 Hz power is on.

(b) On the Multipurpose Control Display Unit (MCDU) select radar menu mode.
Refer to Figure 34.14-5.
(c) On the MCDU press SEL 5 TEST function button, MCDU will display “Test
in Progress”.
(d) At completion of test during MENU mode operation, failed LRU’s may be
identified as in Table 34.14-15.
RADAR MAINTENANCE MENU

Figure 34.14-5
LRU ATA
TRANSCEIVER 34-41-35
CONTROL UNIT 34-41-12
ANTENNA 34-41-11
NO DATA FROM ADIRU 34-10-00
NO DATA FROM EFIS1 PANEL 22-81-12
NO DATA FROM EFIS2 PANEL 22-81-12
NO DATA FROM CFDIU 31-32-34
NOTE: The above will be prefixed with either RADAR 1 or RADAR 2.
FAULTED LRU LEGEND

Table 34.14-15
34.14.34 12-02-02 Revision 16

10. Maintenance Practices
a. General – This section provides service personnel with maintenance information

pertaining to the RDR-4A Airborne Weather Radar System.
b. Interwiring and Cable Fabrication
RDR-4A SINGLE SYSTEM, SIMPLIFIED AIRCRAFT CABLING DIAGRAM

Figure 34.14-6
(1) Primary Power Requirements – The RDR-4A radar system operates from 115 Vac,
400 Hz, aircraft power. Connection of the ac input to various units that make up the
RDR-4A system is illustrated in system interwiring diagrams, Figures 34.14-11
through 34.14-12.
Revision 16 12-02-02 34.14.35

(2) Roll and Pitch Information – It is important that the aircraft attitude input (either
inertia reference or gyro) be made according to the system interwiring diagrams,
Figures 34.14-11 through 34.14-12. The attitude input can be either onside or
offside digital as defined by ARINC Characteristic 429 from an ARINC 704
(Inertial Reference) or ARINC 705 (Attitude and Heading Reference System)
source. However, if the attitude input is not available in digital format, either the
three-wire XYZ gyro input (ARINC 407) or two-wire gyro input can be used. The
system interwiring diagrams also show the connections for these two optional
attitude inputs. The 115 Vac reference phase input to the gyro shall be the same as
the radar if an analog gyro is used. Both pitch and roll input signals must be 50-
millivolts/degree for two-wire gyro input. Both pitch program pin (P1001-B9F) and
roll program pin (P1001-B13F) inputs should be grounded for two wire inputs and
left open for three wire inputs.
c. Inspection, System Checkout, and Flight Test Procedures
(1) Inspection – Table 34.14-16 is a visual inspection/check procedure that should be

performed as part of a system checkout. The procedure can also be used as a
maintenance inspection check.
EQUIPMENT INSPECTION/CHECK PROCEDURE

MBA-4A/B (1) Visually check for damaged, corroded, or
missing hardware.
(2) Check that mounting screws are tight.
(3) Check rear connector for bent, broken, or
corroded pins.
(4) Check that waveguide connection to mount is
secure.
(5) Units that have forced-air cooling: Check that
air hoses are firmly in place on intake nozzles.
(6) Units that have blower on mount: Check to
ensure that power connector for blower is
connected. Check air filter to ensure that it is
clean and that it is properly installed.
(7) Check blower operation prior to installing the
RTA-4A.
RTA-4A R-T Unit (1) Inspect dust cover for indication that unit has
not been damaged.
(2) Check that unit is installed properly and that
hold-down pins are tight.
INSPECTION/CHECK PROCEDURE
Table 34.14-16 (1 of 2)
34.14.36 12-02-02 Revision 16

EQUIPMENT INSPECTION/CHECK PROCEDURE

DAA-4A/REA-4B (1) Check that mounting screws for DAA-4A are
tight.
(2) Check that mounting screws for REA-4B are
tight.
(3) Check that waveguide connection to DAA-4A
is secure.
(4) Check that AZ and EL switches are in ON
position.
(5) Manually rotate antenna in tilt axis. Ensure
there is no binding or interference.
(6) Manually rotate antenna in azimuth. Ensure
there is no binding or interference.
MBA-1L Mounting Tray, (1) Visually check for damaged, corroded, or
MBA-4C Mounting Tray missing hardware.
(2) Check that mounting screws are tight.
(3) Check rear connector for bent, broken, or
corroded pins.
(4) Units that have forced-air cooling: Check that
air hoses are firmly in place.
PPI-4B Indicator (1) Inspect dust cover. Ensure unit is undamaged.
(2) Check that unit is installed properly and hold-
down pins are tight.
(3) Units that have an OFF position on range
selector: Place range in OFF position.
CON-4A Control Unit (If part (1) Check that connector(s) are firmly in place.
of installation) (2) Check that control is firmly mounted in place.
(3) Check that mode selector is in OFF position (if
available).
INSPECTION/CHECK PROCEDURE
Table 34.14-16 (2 of 2)
Revision 16 12-02-02 34.14.37

(2) System Checkout
WARNING: AC NO. 20-68B DEFINES MINIMUM SAFE LEVELS OF RF

ENERGY RADIATION. THE RF ENERGY RADIATED BY
THE RDR-4A IS LOW LEVEL. HOWEVER NO TESTS
SHOULD BE MADE IN THE VICINITY OF FUELING
OPERATIONS. FURTHER, TEST MODE FAILURES OF
THE RDR-4A SYSTEM EXIST WHICH CAN RESULT IN
FULL RF POWER RADIATION DURING TEST MODE.
OBSERVE MINIMUM SAFE DISTANCES DEFINED IN AC
NO. 20-68B DURING TESTS. IT IS RECOMMENDED
THAT THE ANTENNA BE DISCONNECTED FROM THE
WAVEGUIDE, AND THE WAVEGUIDE BE TERMINATED
WITH A DUMMY LOAD DURING GROUND TEST
OPERATIONS.
(a) General – This procedure assumes that a continuity check and visual
inspection of the harness and installation has been performed. It is also
assumed that the inspection/check procedure in Table 34.14-16 has been
accomplished.
(b) Ground Test:
NOTE: Attitude reference system circuit breaker on aircraft must be

energized.
1) Place mode selector on CON-4A or PPI-4B in TEST position; (if range

selector on indicator has an OFF position, set it to any position other than
OFF) antenna should begin scanning. Place GAIN control in AUTO
position. If there is no dedicated radar indicator, select weather radar
display mode on the EFIS.
2) Adjust BRT control on PPI-4B indicator(s) and EFIS indicator (if
included in installation) for a comfortable brightness level on the
indicator(s). All subsequent tests should be performed on all indicators in
the system.
3) Check that indicator sweep trace is scanning smoothly between 90 +3
degrees left and 90 +3 degrees right of dead ahead for DAA-4A in
approximately four seconds. The sweep on all indicators in the system
should be synchronized.
4) Observe that as the antenna sweeps from right-to-left, the sweep on the
indicator is moving in the same direction.
5) Adjust TILT control on CON-4A or PPI-4B from 0 degrees to +15
degrees up. Observe that antenna tilts upward.
34.14.38 12-02-02 Revision 16

6) Adjust TILT control on CON-4A or PPI-4B to –15 degrees down.

Observe that antenna tilts downward.
7) Observe test pattern on PPI-4B. It should appear similar to the test
pattern shown in Figure 34.14-7 or 34.14-9. If indicator displays an LRU
failure, refer to paragraph 9.b. of the FAULT ISOLATION section. If
test pattern on indicator is similar to that illustrated in Figure 34.14-7 or
34.14-9, consider the radar system fully operational. This includes
transmitter power output, receiver gain, power supply voltages, data bus,
control bus, stabilization servo loop, and various other monitored voltages
and signals. The color bands in the test pattern are not related to distance
but rather to relative position on the display. Therefore, as the position of
the range selector is changed, the position of the color bands does not
change.
8) Place mode selector on CON-4A or PPI-4B in OFF position.
(c) Flight Test Procedure
1) Place mode selector on CON-4A or PPI-4B in WX position and GAIN

control to AUTO position.
2) Adjust BRT control on PPI-4B indicator(s) and EFIS indicator (if
included in installation) for a comfortable brightness level on the
indicator(s). (If range selector on indicator has an OFF position, set it to
any position other than OFF.) All subsequent tests should be performed
on all indicators in the system.
3) Adjust antenna TILT control on CON-4A or PPI-4B to obtain the
maximum distance possible for the ground mapping return. Maximum
distance and amount of antenna tilt vary with altitude of aircraft.
Maximum distance that can be expected for a good radar system can be
approximated by taking the square root of the altitude of the aircraft. For
example, at 30,000 feet ground mapping can provide returns out to
approximately 175 miles (the square root of 30,000 = 173.2) if strong
ground targets exist.
4) Place mode selector on CON-4A or PPI-4B in MAP position.
5) Re-adjust antenna TILT control to optimize terrain-mapping return on
indicator display. Vary GAIN control on CON-4A or PPI-4B from
minimum to MAX to ensure strength of return can be varied.
6) Place mode selector on CON-4A or PPI-4B in WX position. Set GAIN to
AUTO. Adjust TILT control for 0 degrees.
7) If stormy weather conditions are present, observe that the display is
similar to that shown in Figure 34.14-8.
8) Place mode selector on CON-4A or PPI-4B in TURB position. Set GAIN
to AUTO. Adjust TILT control for 0 degrees.
Revision 16 12-02-02 34.14.39

9) If stormy weather conditions are present, observe that the display is

similar to that shown in Figure 34.14-10.
10) Place mode selector on CON-4A or PPI-4B in OFF position.
PPI-4B INDICATOR TYPICAL TEST PATTERNS

Figure 34.14-7
34.14.40 12-02-02 Revision 16

PPI-4B INDICATORS TYPICAL WEATHER PATTERN

Figure 34.14-8
Revision 16 12-02-02 34.14.41

TYPICAL RADAR SYSTEM TEST PATTERN FOR PPI-4B INDICATORS

WITH OPTIONAL TURBULENCE DETECTION CAPABILITY
Figure 34.14-9
TYPICAL TURBULENCE DISPLAY

Figure 34.14-10
34.14.42 12-02-02 Revision 16

11. Wiring Diagrams
NOTE: Wiring diagrams are for reference use only.
RDR-4A SINGLE RADAR SYSTEM WITH ONE INDICATOR/CONTROLLER,

INTERWIRING DIAGRAM
Figure 34.14-11 (1 of 3)
Revision 16 12-02-02 34.14.43


INTERWIRING DIAGRAM
Figure 34.14-11 (2 of 3)
34.14.44 12-02-02 Revision 16

NOTES:
1. Use only if digital attitude signals not available.

2. Power leads 0.5 ohms max resistance if Note 1 signals used. T-R power at C2 must be
in phase with gyro power.
3. Deleted.
4. Ground for 2 wire input configuration.
5. Ground for 24-inch array (non ARINC).
6. Wire size determined by length of cable. Run and I-R values indicated in ARINC 708
standard interwiring.
7. MIL-STD-1553 or equivalent.
8. Non-ARINC installations only mating connector MS3126E 10-65W.
9. Lower case pin letters denoted by asterisk (*) preceding upper case letter.
10. Must be connected to DC ground on all (4B) units.
11. Reserved for centralized fault display system (CFDS) bus.
12. Ground for centralized fault display system (CFDS) equipped aircraft.
13. Reserved for TCAS interface.

INTERWIRING DIAGRAM
Figure 34.14-11 (3 of 3)
Revision 16 12-02-02 34.14.45

12. Parts List
REA-4B SYSTEM COMPONENTS, TYPICAL SINGLE SYSTEM

TYPE COMPONENT QTY PART NUMBER
RTA-4A Receiver-Transmitter 1 2041217-( )
PPI-4B Indicator, Weather Radar 1 2041222-( )
Drive Unit (Antenna Mount),
*DAA-4A 1 2041444-( )
Single
**REA-4B Planar Array, 30” 1 2041446-( )
CON-4A Control Unit (Optional) 1 2041223-( )
MBA-4A Mount, Receiver-Transmitter 1 2041213-( )
MBA-1L Mount, Indicator 1 2070499-( )
Mount, Indicator (RDR-1E
MBA-4C 1 2041834-( )
Wiring)
* A DAA-4B Lightweight Drive Unit, P/N 3614071-0401 (Antenna Mount), single is
also available.
** An REA-4A 24-inch planar array P/N 2041445-( ) is also available.
RDR-4A ACCESSORIES
DESCRIPTION CAS PART NUMBER
Antenna adapter cable 2039912-0501
Indicator adapter cable 2039913-0501
Control panel adapter cable (single) 2039914-0501
Adapter cable for RDR-1E to ARINC 708
2040177-0501
control panel retrofit
PARTS LIST
Table 34.14-17
34.14.46 12-02-02 Revision 16

34.15 - BFGOODRICH MODEL AI-330 STANDBY ATTITUDE

INDICATOR
(STC SA5825NM)
TABLE OF CONTENTS
Paragraph Page
1. INTRODUCTION -------------------------------------------------------------- 34.15.1
2. MAINTENANCE CRITERIA ------------------------------------------------ 34.15.1
3. INSTALLATION--------------------------------------------------------------- 34.15.1
Revision 24 04-07-06 34.15-i

INTENTIONAL
BLANK
34.15-ii 04-07-06 Revision 24

34.15 BFGOODRICH MODEL AI-330 STANDBY ATTITUDE INDICATOR
(STC SA5825NM)
1. Introduction. ATI E.O. 34-DC8-516 incorporated the BFGoodrich, Model AI-330, P/N 501-
1568-17, Standby Attitude Indicator in Company aircraft. This section details the
maintenance criteria, installation and handling requirements of this instrument.
2. Maintenance Criteria. The indicator is maintained on a “Condition Monitored” basis.

Functional monitoring is based upon the following:
a. Observation of the warning flag for proper retraction.
b. Visual observation of attitude accuracy by the flight crew.
c. Abnormal noise level, indicating deterioration of spin bearings.
3. Installation.
a. Pre-installation Inspection.
CAUTION: KEEP THE ATTITUDE INDICATOR IN THE ORIGINAL FACTORY

SHIPPING CONTAINER UNTIL READY FOR IMMEDIATE INSTALLATION.
DO NOT STORE OR TRANSPORT TO AND FROM THE AIRCRAFT UNLESS
THE INDICATOR IS IN THE ORIGINAL FACTORY SHIPPING CONTAINER.
CAUTION: THE ATTITUDE INDICATOR MAY BE SEVERELY DAMAGED IF

SHIPMENT IS MADE USING MATERIALS OTHER THAN THE ORIGINAL
SHIPPING CONTAINER AND PACKING MATERIALS.
(1) Unpacking. Carefully remove attitude indicator from shipping container. The
shipping container and packing materials should be retained for use in shipping the
removed attitude indicator back to Stores.
(2) Inspect for Damage. Inspect the shipping container and attitude indicator for any
signs of damage sustained in transit. If necessary, return attitude indicator to Stores
using original shipping container and packing materials.
(a) Ensure power warning “OFF” flag is visible.

(b) Check the operation of the indicator “PULL TO CAGE” knob as follows:
CAUTION: THE INDICATOR MAY BE DAMAGED IF THE “PULL TO CAGE” KNOB IS

RELEASED WITH A “SNAP”. RELEASE “PULL TO CAGE” KNOB
AVOIDING A “SNAP” RELEASE.
Revision 36 04-06-11 34.15.1

(STC SA5825NM)(continued)
1) Uncage the indicator, which is locked in the extended position for

shipping, by pulling the caging knob to the extended position, turning the
caging knob in the counter-clockwise direction, and releasing the caging
knob avoiding a “SNAP” release. The indicator sphere should move
smoothly in both the pitch and roll axes.
2) Cage the indicator by pulling and holding the “PULL TO CAGE” knob in
the fully extended position, rotate the knob clockwise and release the
knob. The caging knob should remain in the extended position and the
display should remain fixed.
b. Installation.
WARNING: EACH AIRCRAFT INSTRUMENT PANEL IS SHIMMED FOR THAT

PARTICULAR AIRCRAFT. DO NO REMOVE/REPLACE THE SHIM.
IF NECESSARY, REFER TO ATI E.O. 34-DC8-516 FOR INDIVIDUAL
SHIM REQUIREMENTS.
(1) Connect connector J1 to the aircraft electrical system and insert the indicator into
the instrument panel cutout. Secure the indicator within the instrument panel.
(2) Apply 28 VDC input power to the caged attitude indicator.
(3) After two minutes, un-cage the indicator. The indicator presentation should be
stabilized and the power warning “OFF” flag should be out-of-view.
CAUTION: THE INDICATOR MAY BE DAMAGED IF THE “PULL TO CAGE” KNOB IS

RELEASED WITH A “SNAP”. RELEASE “PULL TO CAGE” KNOB
AVOIDING A “SNAP” RELEASE.
(4) Cage the indicator by pulling and holding the “PULL TO CAGE” knob in the fully
extended position. The indicator power warning “OFF” flag should appear
whenever the indicator is caged. Quickly release the “PULL TO CAGE” knob and
verify flag disappears from view.
(5) Remove power from the indicator by pulling the applicable circuit breaker. The
indicator power warning “OFF” flag should appear whenever power is removed.
Reapply power and ensure flag disappears from view.
(6) Verify indicator illumination is functional by shading the indicator face as required
to observe the internal lighting.
34.15.2 06-16-03 Revision 18

(STC SA5825NM)(continued)
(7) Remove all power applied to indicator. This completes the attitude indicator
installation.
c. Shipping. Carefully place the removed attitude indicator in the original shipping
container, using the original packaging materials, and return to Stores.
CAUTION: THE ATTITUDE INDICATOR MAY BE SEVERELY DAMAGED IF

SHIPMENT IS MADE USING MATERIALS OTHER THAN THE ORIGINAL
SHIPPING CONTAINER AND PACKING MATERIALS.
Revision 18 06-16-03 34.15.3

INTENTIONAL
BLANK
34.15.4 06-16-03 Revision 18

34.16 – TERRAIN AWARENESS & WARNING SYSTEM (TAWS)

TABLE OF CONTENTS
Paragraph Page
1. DESCRIPTION -------------------------------------------------------------------- 34.16.1
2. SYSTEM BLOCK DIAGRAM -------------------------------------------------- 34.16.2
3. COMPONENT DESCRIPTION ------------------------------------------------- 34.16.3
4. CONTROL OPERATION INFORMATION ---------------------------------- 34.16.5
5. TROUBLESHOOTING INFORMATION ------------------------------------- 34.16.6
6. REMOVAL AND INSTALLATION INFORMATION---------------------- 34.16.10
7. AIRWORTHINESS LIMITATION --------------------------------------------- 34.16.10
8. CONFIGURATION PROCESS-------------------------------------------------- 34.16.11
9. AIRPORT DATABASE UPDATES -------------------------------------------- 34.16.17
FIGURES
34.16-1 SYSTEM BLOCK DIAGRAM ----------------------------------------------------- 34.16.2

34.16-2 TAWS CONFIGURATION --------------------------------------------------------- 34.16.11
TABLES
34.16-1 TAWS COMPONENTS ------------------------------------------------------------- 34.16.1

34.16-2 TROUBLESHOOTING CHART --------------------------------------------------- 34.16.6
34.16-3 TERMINAL MONITOR COMMANDS ------------------------------------------ 34.16.9
Revision 22 05-20-05 34.16-i

INTENTIONAL
BLANK
34.16-ii 05-20-05 Revision 22

34.16 TERRAIN AWARENESS & WARNING SYSTEM (TAWS)
1. Description
a. The Universal Avionics Systems Corporation (UASC) Terrain Awareness Warning

System (TAWS) provides situational awareness relative to current and predicted airplane
position as well as an advanced ground proximity warning system. The system provides
visual and aural alert information to the flight crew. The TAWS consists of the following
components:
QTY NOMENCLATURE P/N

1 TAWS Computer with SCN 11.X 3010-00-00
1 Configuration Module 30101
2 TERR INOP/TERRAIN INHIB Annunciator (Amber/White) T0408-036
2 TERR Annunciators (Amber) T0408-038
2 PULL UP Annunciators (Red) T0408-033
1 Circuit Breaker MS22073-3
2 BELOW G/S, G/S INHIB Annunciators (Amber) T0408-034
1 FLAP OVRD Annunciator (Amber/White) T0408-039
1 GPWS INOP Annunciator (Amber) T0408-037
1 Video Relay M83536/15-022M
1 CDU1/CDU2 Annunciator T0408-040
1 TERRAIN SELECT Annunciator (White) T0408-035
TAWS COMPONENTS
Table 34.16-1
b. The purpose of the TAWS is to help prevent accidents caused by Controlled Flight into
Terrain (CFIT). This is achieved by accepting a variety of aircraft input parameters,
applying alerting algorithms, and then providing the flight crew with aural alert
messages, visual annunciations, and displays.
c. The TAWS computer outputs a display of terrain data in NTSC (RGBS) format. The
terrain is displayed on the existing FMS CDU. When the Terrain Display is activated, it
replaces what is being displayed on the CDU. The Terrain Display can be made available
to the flight crew at any time. The system has a “Pop Up” feature which means if a
Terrain Caution or Warning is activated, the display will automatically switch to the
Terrain mode of operation regardless of what is currently being displayed.
d. The performance of the TAWS terrain protection is limited in areas where terrain data is
not available, of where navigational accuracy is degraded. Terrain data, or airport
location data, might have errors inherent in the source of such data. Such errors can
delay a terrain alert or warning or might cause unwanted warnings. Such errors do not
affect the basic GPWS functions.
e. The Terrain Display is used for enhanced situation awareness only. The Terrain Display
is not used for navigation or escape maneuver purposes.
Revision 22 05-20-05 34.16.1

34.16 TERRAIN AWARENESS & WARNING SYSTEM (cont’d)
2. System Block Diagram
SYSTEM BLOCK DIAGRAM

Figure 34.16-1
34.16.2 05-20-05 Revision 22

3. Component Description – Control of the TAWS System as well as Warnings and Alerts are
provided via the system annunciators. The following is a brief description of the various
components and annunciators/switches and their intended location:
a. TAWS Computer – The TAWS computer is located on the avionics radio rack. The
computer processes information received from the FMS, GPS data, DADC, Radio
Altimeter, ILS Receiver, FLAP, GEAR, and AIR/GND position. With that information,
the computer is able to determine the aircraft’s state and intent; then provide warnings
and alerts well in advance of potential hazards. A terrain database is stored into the
computer via “FLASH” memory. The database contains a data point approximately
every 1/2 mile worldwide and every 1/10 mile at mountains airports.
b. Configuration Module – The Configuration Module is installed on the back of the TAWS
computer mounting tray and wired directly to the TAWS connector. The module
contains information about the aircraft, aircraft sensors, connectivity information
(port/sensor connections), and operator preferences. The module is programmed at the
time of installation (or any time thereafter) using a PC loaded with config. software,
cable, and connector connected to the TAWS tray connector.
c. “GPWS INOP” Annunciator – This annunciator is located on the F/O’s Instrument Panel.
This annunciator illuminates in AMBER when the TAWS computer determines that the
inputs necessary for basic Ground Proximity Warning (Modes 1-5) are insufficient.
d. “TERR INOP/TERR INHIB” Annunciator/Switch – This guarded annunciator/switch is

located on the Captain’s & F/O’s Instrument Panels. The “TERR INOP” portion will
illuminate AMBER when the TAWS computer has determined that inputs necessary for
Forward Looking Terrain Alert (FLTA) and Premature Descent Alerts (PDA) are
insufficient. Pressing the “TERR INHIB” switch on either side will illuminate the
“TERR INOP/TERR INHIB” portions in AMBER. When the annunciator is pressed, the
aural terrain and visual warnings only will be inhibited. The basic GPWS warnings will
not be inhibited. By pressing the Inhibit Switch again on either side will return the
TAWS to normal operation.
e. “PULL UP” Annunciator/Switch – There are two of these annunciators, one each located
on the Captain’s and First Officer’s instrument panels. The “PULL UP” annunciator
illuminates in RED to provide a visual alert of imminent impact with terrain. This
annunciator is also a momentary SELF-TEST switch. When pressed, the TAWS System
will perform a BIT TEST to ensure proper system operation. Ensure that the TERR
INHIBIT is NOT selected before self-test is activated.
f. “TERR” Annunciator – There are two of these annunciators, one each located on the
Captain’s and First Officer’s instrument panels. This annunciator illuminates in AMBER
to provide a visual alert of reduced required terrain clearance.
Revision 22 05-20-05 34.16.3

g. “BELOW G/S / G/S INHIBIT” Annunciator Switch – There are two of these
annunciators, one each located on the Captain’s and First Officer’s instrument panels.
The “BELOW G/S / G/S INHIBIT” annunciator is a momentary switch and the
“BELOW G/S” portion illuminates in AMBER to provide a visual alert of excessive
glideslope deviation. The “G/S INHIBIT” portion illuminates in AMBER and indicates
Mode 5 warnings have been cancelled or inhibited. The switch provides for
cancel/inhibit activation of the glideslope aural alert only.
h. “FLAP OVRD” Annunciator/Switch – This guarded annunciator/switch is located on the

F/O’s Instrument panel. The “FLAP OVRD” annunciator is an alternate action switch.
The “FLAP OVRD” is visible WHITE. When this annunciator is pressed, the “ON”
portion will illuminate in AMBER and the GPWS/Terrain warnings will be inhibited.
This function is used to inhibit the GPWS and Terrain warnings when landing the aircraft
with flaps set to any position other than a landing position.
i. “TERR SELECT” Annunciator/Switch – This annunciator is located on the pedestal

above the #1 FMS CDU display. The “TERR SELECT” annunciator is a momentary
switch with visible white letters, which illuminates in WHITE and displays the TAWS
information on the CDU display when pressed.
j. “CDU 1/CDU 2” Annunciator/Switch – This annunciator is located on the pedestal above

the #1 FMS CDU display. The “CDU 1/CDU 2” switch annunciator illuminates in
GREEN and switches the TAWS video output from the #1 FMS CDU display to the #2
FMS CDU display. This annunciator also controls the video switch discrete input to the
TAWS computer.
k. Additional system information is available in the Operator’s Manual, 34-40-01.03, on

board the aircraft.
34.16.4 05-20-05 Revision 22

4. Control Operation Information
a. Operation – Normal operating procedures are outlined in the Universal TAWS Operator’s
Manual, Report 34-40-01, dated January 16, 2002 (or later appropriate revision).
b. Power
(1) The TAWS is powered continuously as long as the TAWS computer circuit breaker
is closed. The TAWS can only be tested when the aircraft is on the ground (Weight
on Wheels).
(2) The TAWS and associated components are protected by the following circuit
breakers which are located on the EPC circuit breaker panel:
CB NAME RATING BUS

TAWS Computer 3 28VDC
Capt’s Dim & Test
3 28VDC
(Capt’s Annun.)
F/O’s Dim & Test
3 28 VDC
(F/O’s Annun.)
c. Pilot’s Display – The TAWS terrain data is displayed on the CDU’s. By selecting the
CDU 1/2 switch to the desired CDU and then pressing the “TERR SEL” annunciator on
the fwd pedestal, the pilots can view the surrounding terrain in three different ways (Map,
Profile, or 3D).
NOTE: Profile and 3D views will only be displayed on Universal system equipment
with the appropriate software.
Revision 22 05-20-05 34.16.5

5. Troubleshooting Information
a. Troubleshooting Chart – A prerequisite for accurately troubleshooting any system is to

have a good knowledge of system operation. Refer to the system description or block
diagram for review when required. The following troubleshooting chart lists the most-
likely-to-happen faults. For any faults not listed refer to the DACO AMM, Chapter 34.
NOTE: The following Troubleshooting Chart gives additional possible failures and
solutions. If the failure is not listed below or corrected, the system will need to be
checked using a PC with Terminal Monitor software (P/N A12015).
MOST PROBABLE
DISCREPANCY CORRECTIVE ACTION
CAUSE
GPWS INOP light on 1. TAWS Computer 1. Turn on FMS system initialize and ensure
(TERR INOP lights off) 2. FMS that FMS is receiving satellite signals and
3. DADC has accepted the present position.
4. System Wiring
2. Using the terminal monitor program, ensure
the following inputs are valid:
a. Groundspeed (from FMS)

b. Radio Altimeter
c. Altitude (DADC Valid)
If any one of the above parameters is

invalid, refer to the appropriate DACO/ATI
MM Chapter for further troubleshooting
procedures. If all parameters are valid,
replace TAWS computer.
TERR INOP lights on 1. FMS 1. Turn on FMS system, initialize and ensure
(GPWS INOP light off) 2. System Wiring that FMS is receiving satellite signals and
has accepted the present position.

that the following input(s) are valid.
a. LAT/LONG position coordinates.

If not OK, replace the FMS NCU.
TROUBLESHOOTING CHART
Table 34.16-2 (1 of 2)
34.16.6 05-20-05 Revision 22

MOST PROBABLE
DISCREPANCY CORRECTIVE ACTION
CAUSE
TERR INOP lights and 1. TAWS Computer 1. Turn on FMS system, initialize and ensure
GPWS INOP light on 2. FMS that FMS is receiving satellite signals and
3. DADC has accepted the present position.
4. System Wiring
that the following input(s) are valid:
a. LAT/LONG position coordinates

b. Groundspeed (from FMS)
c. Radio Altimeter
d. Baro Altitude (DADC Valid)
If any one of the above parameters is

invalid, refer to the appropriate DACO/ATI
MM Chapter for further troubleshooting
procedures. If all parameters are valid,
replace TAWS computer.
CDU will not display 1. TAWS Computer 1. Turn on FMS system, initialize and ensure
terrain 2. FMS that FMS is receiving satellite signals and
3. System Wiring has accepted the present position. Enter a
flight plan. Select terrain by pressing the
terrain select switch. If the display does not
show local terrain, proceed to step 2.
2. Check continuity of system wiring between

the TAWS computer and the CDU; also
between the Terrain Select switch and the
TAWS computer. If wiring is OK, replace
TAWS.
TROUBLESHOOTING CHART
Table 34.16-2 (2 of 2)
b. TAWS Troubleshooting Guide
(1) This guide should be used to assist troubleshooting problems. It is assumed that the
installation has been installed correctly and functioned correctly in the past. Normal
troubleshooting techniques such as re-seating rack connections, checking CB’s,
ensuring busses powered, etc. are not discussed below.
Revision 22 05-20-05 34.16.7

(2) Typical complaints are GPWS and/or TERR INOP lights illuminated, nuisance
alerts, or system totally inoperative.
NOTE: Don’t immediately swap the TAWS box with one in another airplane to see
if fault moves with box. Doing so will result in erasure of Fault and Event
Logs when system boots in a different airplane. Always download logs at
beginning of troubleshooting and prior to moving box.
(3) Step One – Functional Test
(a) Perform a complete functional test of the system. The exact sequence of aural
callouts varies with the installation, so refer to aircraft documentation specific
to the installation. The functional test is designed to validate that the TAWS
computer is functioning correctly; it doesn’t validate that all aircraft inputs are
valid. If a functional test can be performed correctly, even with the
GPWS/TERR INOP lights illuminated, the TAWS box is probably functional.
(b) If check passes, proceed to step two. If check fails, replace TAWS box.
(4) Step Two – Download Logs
(a) Download Fault/Alert logs via Data Transfer Unit (DTU). Insert disk in DTU,
then on FMS, select DATA-TAWS-NEXT to reach page with DISK key.
Press DISK to access TAWS DISK MENU. Press DOWNLOAD LOGS.
Remove disk for later use if necessary.
NOTE: When the DTU is copied, you will get copies of the Flight Log, Event
Log, and Configuration Module. If new information is downloaded onto
a disk with previously downloaded logs, the new information will append
the old flight logs. Therefore, new or blank disks should be used.
(b) If a laptop is available, proceed to 5.b. below. If a laptop is not available,

review the logs on any computer with a text editor, or send the logs via e-mail
attachment to braterink@uasc.com for analysis.
c. Terminal Monitor Operation
NOTE: A serial cable long enough to reach from the fwd radio rack to the jumpseat for
in-flight monitoring will be needed. The typical serial cable has a 9 pin male
connector on one end and a 9 pin female connector on the other end.
(1) Connect the PC to the test connector D9315 on the radio rack.
34.16.8 05-20-05 Revision 22

(2) Turn on the PC and start-up the Terminal Monitor program.
NOTE: If TAWS is running the Monitor program, it may open to a page displaying
only time. In this case use F1 or CTRL-L to synch the Monitor program to the
TAWS computer. This should bring up page 1. If the screen is totally blank
when the Monitor is opened, then either the TAWS computer is dead, the serial
connection is bad, or more than one window is trying to run the serial port.
(Do not run Terminal Monitor and Configuration Editor together.)
(3) Turn on the TAWS system and monitor the TAWS boot-up sequence.
(4) After boot up, page one will display the main menu and a description of the data
found on each page of the Terminal Monitor Program.
(5) Each page of the program gives data information on inputs, outputs, or status of the
system.
(6) Page 24 is the Fault Log and page 25 is the Flight/Event Log. Type 24/ENTER on
Monitor page 1 to go to the Fault Log page. Review the faults listed. The most
recent occurrence will be at the top of the list. If necessary, refer to the TAWS
Installation Manual, document 34-40-01, for information on decoding faults; or call
1-800-595-5906 (Tucson) or 1-800-255-0282 (Wichita) for assistance from
Universal Avionics.
Terminal Monitor Commands
CTRL-L Refresh page. Use for initial connection with TAWS already
running.
F1 HELP (Will also initially synch.)
F2 HOME (Immediately moves cursor to page # input field.)
F3 PAGE BACK (Moves to lower numbered page.)
PG UP PAGE BACK (Moves to lower numbered page.)
F4 PAGE FORWARD (Moves to higher numbered page.)
PG DN PAGE FORWARD (Moves to higher numbered page.)
TAB MOVE FORWARD TO NEXT FIELD
▼ MOVE FORWARD TO NEXT FIELD
▲ MOVE BACKWARD TO PREVIOUS FIELD
F8 APPEND CURRENT PAGE SCREEN DUMP TO TEXT FILE
ESC CANCEL FIELD ENTRY
SPACE BAR EXPAND or COLLAPSE FAULT/ALERT LOG ITEM
TERMINAL MONITOR COMMANDS
Table 34.16-3
(7) The data will change on the display each time the input, output, or status changes.
The display data is in a read-only format. No changes can be done to the system
with the Terminal Monitor software. To change the data, you must use the
configuration software and harness interfaced to the TAWS rack connector with the
TAWS computer removed.
Revision 22 05-20-05 34.16.9

6. Removal and Installation Information
a. Removal
(1) Pull and tag the TAWS circuit breaker and gain access to the TAWS computer on
the radio rack.
(2) Loosen the hold down thumbscrews and pull the computer out of the tray. Do not
touch the pins on the rear of the box. Static electricity may damage the components
inside.
(3) Install connector plug (from replacement computer), complete and attach a Parts
Control Tag, and return to Stores.
b. Installation
(1) Ensure the TAWS circuit breaker is pulled, locate the TAWS computer location,
and ensure the tray connector is free from any obstructions and debris.
(2) Remove the connector plug if installed on the back of the box. Do not touch the
pins on the rear of the box. Static electricity may damage the components.
(3) Slide the TAWS computer into the tray gently. Ensure the connector is aligned and
the box seats all the way into the tray. Once the box is in, use the hold down
thumbscrews to tighten.
(4) Perform self-test and ensure normal operation. If system passes self-test, close
maintenance action as required. If system fails, perform troubleshooting procedures
in paragraph 5.
7. Airworthiness Limitation
a. The terrain database used in this installation will be revised periodically as required.
Each time the database is revised, a service information letter will be issued by Universal
Avionics Systems Inc. containing all necessary information on how to obtain the new
database. The Universal Avionics Terrain database is a worldwide database and is not
region specific. All other information regarding the terrain database can be obtained
through Universal’s Website (uasc.com) or by calling their customer service department
at 1-800-321-5253.
b. The Airworthiness Limitations section is FAA approved and specifies maintenance

required under FAR 43.16 and 91.403 unless an alternative program has been FAA
approved. There is no other specific maintenance or inspection requirements regarding
the Universal TAWS.
34.16.10 05-20-05 Revision 22

8. Configuration Procedures
a. General – An external configuration module is installed on the rear of the TAWS
computer mounting tray. This module supplies aircraft configuration details to the
TAWS computer. The configuration module can only be programmed while the aircraft
is on the ground. The module is programmed via a PC with UASC’s TAWS
Configuration Editor software and interface harness.
b. Setup
(1) Procure laptop computer with Universal TAWS Configuration Editor Software
installed.
(2) Attach interface cable between the PC and TAWS computer rack connector.
(3) Pull up the Universal Configuration Editor program on your PC.
(4) Apply aircraft power and ensure that the TAWS/GPWS circuit breaker is closed.
NOTE: While configuring the TAWS configuration module, you will be asked to select
options for each devise, enable or disable devices, and assign values as shown
on the next page.
c. TAWS Configuration – Expand all of the folders on the opening menu by clicking on all
of the “+” signs as you scroll through the menu. See example below (Figure 34.16-2).
“-” indicates an open or expanded folder; “+” indicates a closed folder.
TAWS CONFIGURATION
Figure 34.16-2
Revision 22 05-20-05 34.16.11

(1) ANALOG Inputs Configuration – Configure the analog inputs as shown below.
NOTE: To change a specific device, double click on the device and a drop-down
menu will appear. Scroll through the menu and select the option as shown
below.
ADC
True Airspeed ........................................................................... NO DEVICE
Baro Altitude ............................................................................ NO DEVICE
Altitude Rate............................................................................. NO DEVICE
ILS
ILS 1
LOC Device.............................................................................. ILS 547
G/S Device................................................................................ ILS 547
ILS 2
LOC Device.............................................................................. ILS 547
G/S Device................................................................................ ILS 547
RA
RA 1.......................................................................................... RA 552A
RA 2.......................................................................................... NO DEVICE
ATT
Roll ........................................................................................... NO DEVICE
34.16.12 05-20-05 Revision 22

(2) DIGITAL Inputs and Outputs Configuration – Configure the digital inputs and
outputs as shown below:
A429 INPUTS
Port 1 ........................................................................................ PRI FMS 429 HS
Port 2 ........................................................................................ SEC FMS 429 HS
Port 3 ........................................................................................ GPS 429 LS
Port 4 ........................................................................................ NO DEVICE
Port 5 ........................................................................................ AIR DATA 429 LS
Port 6 ........................................................................................ NO DEVICE
Port 7 ........................................................................................ NO DEVICE
Port 8 ........................................................................................ NO DEVICE
Port 9 ........................................................................................ NO DEVICE
Port 10 ...................................................................................... NO DEVICE
Port 11 ...................................................................................... NO DEVICE
Port 12 ...................................................................................... NO DEVICE
A429 OUTPUTS
Port 1 ........................................................................................ FMS 429 HS
Port 2 ........................................................................................ NO DEVICE
Port 3 ........................................................................................ NO DEVICE
Port 4 ........................................................................................ NO DEVICE
CSDB INPUTS
Port 1 ........................................................................................ NO DEVICE
Port 2 ........................................................................................ NO DEVICE
WXPD SCI INPUTS
Port 1 ........................................................................................ NO DEVICE
Port 2 ........................................................................................ NO DEVICE
WXR OUTPUTS
Control
Device....................................................................................... NO DEVICE
Output
Device....................................................................................... NO DEVICE
Interleave
Status ........................................................................................ NO
Orientation
Type.......................................................................................... TRACK UP
Data Rates
Baro Alt. ................................................................................... 16 per sec.
True Track ................................................................................ 1 per sec.
Radio Alt. ................................................................................. 20 per sec.
Ethernet
Ethernet 10 T ............................................................................ DTU
GPS Altitude
Datum ....................................................................................... WGS84
Revision 22 05-20-05 34.16.13

(3) DISCRETE Inputs and Outputs Configuration – Configure the discrete inputs and
outputs as shown below:
DISCRETE I/O
Inputs
G/S Inhibit ......................................................................... Assert GND
Flap Inhibit ........................................................................ Assert GND
Gear Inhibit........................................................................ Not Installed
Terrain Inhibit.................................................................... Inhibit Alerts & Display
All Modes Inhibit .............................................................. Assert GND
Master Audio Cancel......................................................... Not Installed
Self Test............................................................................. Assert GND
ILS Mode 1........................................................................ Assert 28 VDC
ILS Mode 2........................................................................ Assert 28 VDC
Back Course 1.................................................................... Not Installed
Back Course 2.................................................................... Not Installed
Gear Position Down & Locked ......................................... Assert 28 VDC
Flaps in Landing ................................................................ Assert GND
On Ground ......................................................................... Assert GND
Captain’s Terrain Select .................................................... Assert GND
FO’s Terrain Select............................................................ Not Installed
Minimums.......................................................................... Not Installed
QFE.................................................................................... Not Installed
RWS Warning Input .......................................................... Assert GND
CDU Video Switch Discrete 1 .......................................... Not Installed
CDU Video Switch Discrete 2 .......................................... Assert GND
TOGA ................................................................................ Not Installed
Outputs
TAWS Warning Light ....................................................... Assert GND
TAWS Caution Light ........................................................ Assert GND
GPWS INOP Light ............................................................ Assert GND
Terrain INOP Light ........................................................... Assert GND
TCAS Audio Inhibit .......................................................... Assert GND
G/S Manual Inhibit ............................................................ Assert GND
Flap Manual Inhibit ........................................................... Assert GND
G/S Caution Light.............................................................. Assert GND
Captain’s Terrain Relay Driver ......................................... Not Installed
FO’s Terrain Relay Driver................................................. Not Installed
QFE Mode Light................................................................ Not Installed
Terrain Inhibit Light .......................................................... Assert GND
34.16.14 05-20-05 Revision 22

(4) Audio and Voice Configuration – Configure the audio and voice callouts as shown
below:
Alert Callouts
2000 ft....................................................................................... Disabled
1500 ft....................................................................................... Disabled
1000 ft....................................................................................... Disabled
900 ft......................................................................................... Disabled
800 ft......................................................................................... Disabled
700 ft......................................................................................... Disabled
600 ft......................................................................................... Disabled
500 ft......................................................................................... Enabled
400 ft......................................................................................... Disabled
300 ft......................................................................................... Disabled
200 ft......................................................................................... Disabled
100 ft......................................................................................... Enabled
90 ft........................................................................................... Disabled
80 ft........................................................................................... Disabled
70 ft........................................................................................... Disabled
60 ft........................................................................................... Disabled
50 ft........................................................................................... Enabled
40 ft........................................................................................... Enabled
30 ft........................................................................................... Enabled
20 ft........................................................................................... Enabled
10 ft........................................................................................... Enabled
Voice Parameters
Radio Altitude
Value......................................................................................... 2450
Status ........................................................................................ Disabled
Minimums
Value......................................................................................... 500
Status ........................................................................................ Disabled
Approaching Minimums
Value......................................................................................... 600
Status ........................................................................................ Disabled
Bank Angle Limit
Value......................................................................................... 35
Status ........................................................................................ Disabled
Callout Syntax
Callout Syntax .......................................................................... US
Aural Repeat
Status ........................................................................................ Disabled
Altimeter Setting
Status ........................................................................................ Enabled
Revision 22 05-20-05 34.16.15

Alert Envelopes
Mode 1...................................................................................... Envelope 1
Audio
Speaker
Low Output............................................................................... 1.5 W
High Output .............................................................................. 1.5 W
Delta Power 3.0 dB
Headset
Low Output............................................................................... 15 mW
High Output 25 mW
Delta Power 3.0 Db
Video Display
Output
Type.......................................................................................... NTSC
Destination................................................................................ FMS SWITCH
Pop-up
Type.......................................................................................... NTSC
Destination................................................................................ FMS SWITCH
Graphics
3-D Perspective Aircraft Symbol ............................................. Symbol 1
FMS Pages
Page Type ................................................................................. A739
Aircraft
Type.......................................................................................... Turbo Fan
Best Climb Rate @ 10,000 ft.................................................... 2000
Tail Number.............................................................................. Enter Tail Number
RA Maximum Altitude............................................................. 2500
(5) Save the Configuration
(a) Once all of the options have been selected, the configuration can be saved.
Select a file name that accurately describes your configuration. Pull down the
“File” menu and select “Save As”. The dialog box will open and the selected
file name can be entered.
(b) Click on SEND TO MODULE on the PC screen and your configuration file
will be sent to the configuration module.
(c) To confirm that the configuration module has received the file, click on
RECEIVE FROM MODULE and a copy of the current configuration will be
loaded into your PC.
(d) Pull the TAWS computer circuit breaker and remove the interface cable from
the TAWS computer tray.
34.16.16 05-20-05 Revision 22

(e) Re-install the TAWS computer and reset the circuit breaker.
NOTE: With using a laptop and TAWS 11.X software and later: The aircraft
configuration setup may be changed using the RS232 serial connector
after the initial aircraft configuration download using a harness attached to
the TAWS tray connector has been performed. Contact UNS for special
accomplishment instructions to perform these steps.
d. FMS Configuration
(1) On FMS #1 CDU, press line select key (LSK) 4L on FMS CONFIG. page 2/3 to
select TAWS.
(2) On TAWS CONFIG. page 1/1 (Mode/Range Select), press LSK 1L and select
Enable and Enter.
(3) On the same page (Page Display), press LSK 2L and select A739 and Enter.
(4) Press LSK 1R to store information and LSK 5R to return.
(5) Repeat steps on FMS #2 CDU.
9. Airport Database Updates
a. General
(1) Airport Database updates are available for installation into Universal Avionics’
TAWS Class A and B systems using SCN 11.0 and later. This database contains the
latest airport features to increase the effectiveness of your TAWS installation.
(2) The Airport Database is updated every 28 days and is available online from the ATI
maintenance webpage. Database updates are field loadable using a Universal
Avionics FMS or through a personal computer with Universal Avionics’ Terminal
Monitor Program (P/N A12015) and DTU-100 Zip disk drive.
b. Instructions
(1) Load Database via UASC FMS and DTU-100
(a) Turn on #1 FMS.

(b) Select the TAWS pages for viewing. Using the FMS PREV/NEXT keys to
select page 2/4.
(c) Open the TAWS DISK MENU by pressing the DISK line select key (lsk).
Revision 26 11-08-06 34.16.17

(d) Insert Disk into DTU-100 disk drive.

(e) To view information about the Terrain or Airport database on the disk inserted
in the disk drive, press the DISK CONTENTS lsk. This will display the
effective date, version and CRC value of the database stored on the disk.
Press RETURN to exit.
(f) Select DATABASE LOAD from the TAWS Disk Menu page to display the
page for loading the databases.
(g) Press the LOAD lsk.
(h) Once selected, the LOAD text will disappear from the display.
(i) During the database loading process, the text ERASING or LOADING is
displayed.
(j) COMPLETE will be displayed after successful loading of the entire database.
(k) Upon completion of load, TAWS will display a message to indicate TAWS is
about to shut down.
(l) Once load is completed, remove disk from DTU, shut down applicable
systems, and annotate all work performed in the aircraft logbook.
(2) Load Database via UASC Terminal Monitor Program and DTU-100:
(a) Connect and RS-232 cable to the TAWS RS-232 Monitor Port and the other
end to a personal computer (PC). The Terminal Monitor Program is only
displayed on the PC.
(b) Start the PC.
(c) Apply power to TAWS and the onboard DTU-100 or connect a portable DTU-
100 and apply power.
(d) On the PC, initiate the Terminal Monitor Program.
(e) From the Terminal Monitor menu, enter page 30 to select the DTU Options
page.
(f) Insert the Airport Database disk into the DTU-100.
(g) On the DTU Options page, tab down to the LOAD DB command and press
enter. The DTU Options page will display the Version, Effectivity Date, and
CRC for the database that is being loaded.
(h) On the DTU Options page, tab down to the CONTINUE command and press
Enter.
(i) The loading process will begin. When the database has finished loading,
LOAD COMPLETE is displayed, and after ten seconds, TAWS will begin
rebooting.
(j) After TAWS has completed rebooting and the Terminal Monitor Program is
displayed, enter page 26 to select the Misc. Data (SCN’s, CRC’s) to verify that
the Database and Effectivity Date of the database loaded is correct and no
errors occurred during loading.
(k) Disconnect and remove PC, Portable DTU-100 (if applicable), and cables.
34.16.18 11-08-06 Revision 26

34.17 – ELECTRONIC FLIGHT INSTRUMENT (EFI) 600

(STC ST105035C)
TABLE OF CONTENTS
Paragraph Page
A. DESCRIPTION AND OPERATION ---------------------------------------- 34.17.1
B. SYSTEM DATA INSTALLATION ----------------------------------------- 34.17.13
C. CHECKOUT PROCEDURES ------------------------------------------------ 34.17.13
D. CLEANING --------------------------------------------------------------------- 34.17.19
E. HANDLING AND PACKAGING ------------------------------------------- 34.17.20
F. EFI COMPONENTS ----------------------------------------------------------- 34.17.20
FIGURES
34.17-1 EFI INTERFACE BLOCK DIAGRAM ------------------------------------- 34.17.3
34.17-2 DISPLAY CONTROLLER --------------------------------------------------- 34.17.6
34.17-3 REVERSION/TEST/DH PANEL -------------------------------------------- 34.17.8
34.17-4 ADI & HSI REVERSIONARY MODE ------------------------------------- 34.17.9
34.17-5 HSI DISPLAY WITH DROP-DOWN MENUS---------------------------- 34.17.10
34.17-6 CRITICAL DISPLAY FAILURE -------------------------------------------- 34.17.14
34.17-7 VIDEO DISPLAY TEST PATTERN ---------------------------------------- 34.17.15
34.17-8 HARDWARE STATUS PAGE----------------------------------------------- 34.17.16
Revision 25 09-05-06 34.17-i

INTENTIONAL
BLANK
34.17-ii 09-05-06 Revision 25

34.17 ELECTRONIC FLIGHT INSTRUMENT (EFI) 600 (STC ST105035C)
A. Description and Operation
1. Description
a. General
(1) The EFI display is designed to serve as either an Attitude Director Indicator
(ADI) or a Horizontal Situation Indicator (HSI). EFIs offer large screen areas
and high resolution to optimize the display of complex specialized data. EFIs
are designed to interface with UASC’s Navigation and Flight Management
Systems to accept and display position and current data input information
from a variety of sources that include DME, VOR, Radar, etc.
(2) System circuitry provides for extensive self-diagnostic testing. On power up,
the system automatically performs a self-test routine. If any failures are
detected, the EFI will display the applicable failure annunciation upon
completion of testing. If no failures are detected, the system will enter its
operational mode. During the course of normal operation, the EFI
continuously performs self-monitoring for any error indications and will
annunciate any detected operational errors to the pilot. The EFI video display
can be tested manually by pressing the TEST key located on the bezel.
b. Standard Features – The EFI display system features are as follows:
(1) Full color, high resolution Active Matrix VGA displays.

(2) Wide horizontal viewing angle (±60°) and electronically adjustable vertical
viewing angle.
(3) No parallax error as found in electromechanical units.
(4) Solid state design.
(5) Internally air-cooled, external cooling not required.
(6) Navigation, Heading, Course, Ground Speed, Wind Vector, and Bearing
Pointer control and display.
(7) Excellent sunlight readability with greater than 10,000: 1 dimming range.
(8) Continuous Self-monitoring Built-In-Test (BIT).
Revision 25 09-05-06 34.17.1

34.17 ELECTRONIC FLIGHT INSTRUMENT (EFI) 600 (STC ST105035C) (cont’d)
c. Supported Functions – The EFI supports the following functions:
(1) Horizontal Situation Indicator (HSI)

(2) Attitude Director Indicator (ADI)
(3) Navigation
(4) Cross Cockpit and Same-Side Reversion
(5) Weather Radar
d. I/O Interface Capabilities
(1) Data Bus I/O - ARINC-429/419 (6 RX, 2 TX), ARINC-561/568 (1 port),

ARINC-453/708A (2 ports), and RS-422 (CSDB) (2 RX, 2 TX).
(2) Analog Inputs - 40 available depending on specific configuration (Standard
Configurations: Synchro, Rotor, Resolver, Pulse, Digital, Analog DC, and
Analog AC).
(3) Analog Ouputs – 6 available depending on specific configuration (Standard
Configurations: Syncho, Rotor, Resolver, Analog DC, and Analog AC).
(4) Discrete Inputs – 30 (11 28V/Open and 19 Ground/Open) (Other combinations
available).
(5) Discrete Outputs – 8 (One 28V/Open and 7 Ground/Open) (Other
combinations available).
(6) Configuration Module – EEPROM harness module for installation
configuration.
e. Power Requirements
(1) Each EFI is powered by 28 Volts DC from the aircraft’s electrical system.
The EFI unit requires a minimum of 18V DC and a maximum of 32V DC
operating power. The EFI uses approximately 90 Watts of power and draws
approximately 2.75 Amps operating at full bright with fans on.
(2) The EFI has been tested to Category B for Power Input, Section 16.0 of DO-
160D. To meet this requirement, the EFI must be connected to a power bus
with no interrupt greater than 50 milliseconds.
34.17.2 09-05-06 Revision 25

EFI INTERFACE BLOCK DIAGRAM

Figure 34.17-1
Revision 25 09-05-06 34.17.3

f. System Components
(1) EFI in HSI Mode – In HSI mode, the HSI duplicates the functionality of a
conventional HSI; the heading display is a 360-degree compass rose. The
cardinal headings are labeled N, S, E, and W. All other headings are labeled
with one or two digit degree markings (i.e., 6 = 060 degrees, 33 = 330
degrees). The scale markings are in 5-degree increments with the 10-degree
increments approximately twice as long. The HSI also provides these
additional functions in HSI mode:
(a) Heading (Compass Card) and Heading Bug

(b) Selected Heading (FMS Heading Bug)
(c) Heading Synch Indicator
(d) Heading Error Output
(e) Course Pointer and Digital Course Readout
(f) Course Error Output
(g) Course Resolver Output
(h) Course Deviation Indicator (CDI)
(i) Lateral Deviation and Flag
(j) Navigation Source Annunciator
(k) To/From
(l) Vertical Deviation and Flag
(m) Vertical Deviation Source Annunciator
(n) Digital Distance Readout
(o) Bearing Pointer
(p) Bearing Pointer Source Annunciator
(q) Wind Vector Display
(2) FMS Interface Functions – When operating in HSI mode, in conjunction with
an aircraft’s Flight Management System (FMS), the HSI will provide the
additional FMS specific functions in addition to those listed above:
(a) FMS Selected (FMS #1, #2, etc.)

(b) FMS Distance (Long-range)
(c) FMS Commanded Course
(d) FMS Commanded Heading
(e) Course Deviation Indicator (CDI)
(f) Remote Heading Select
(g) FMS Driven Annunciations
34.17.4 09-05-06 Revision 25

(3) EFI in Map Mode – When Map mode is selected on the HSI, a partial
Compass Card is displayed, offering a 90° arc view to the operator. This
mode offers the ability to view waypoints, flight path and Navaids, as well as
the option of viewing map graphics, weather radar, and range variables. The
functions displayed are as follows:
(a) FMS Waypoints, Identifiers, and Data Tags

(b) FMS Flight Path
(c) Heading Bug digital readout display if Heading Bug is positioned off
scale
(d) Navigational Aids
(e) Arc Mode Range Selection
(f) Graphics Functions
(g) Graphics Overlays (Radar, Map, and Video Source Selections)
(h) Range Selection from Control Panel
(4) ADI Mode – The ADI display provides the functionality of a conventional
ADI. In the ADI mode, a pictorial graphic display is presented of aircraft
attitude and flight information in a forward looking symbolic display while
offering additional features previously unavailable on typical ADI systems.
The features displayed on the ADI are as follows:
(a) Attitude Pitch and Roll Display

(b) Flight Director Steering Commands and Mode
(c) Fast/Slow Vertical Deviation
(d) Lateral Deviation/Rising Runway (in Approach Only)
(e) Decision Height Control
(f) Altitude Increase/Decrease Speed
(g) Radio Altitude Readout
(h) Rate of Turn
(i) Indicated Airspeed Advisory
(j) Navigation Source and Flight Director Annunciations
Revision 25 09-05-06 34.17.5

(5) Display Controller DC-1004 – The Display Controller panel is provided for
aircraft that already have an existing Heading/Course Selector panel. This
panel provides source, display mode and range selection. The control panel
functions are as follows:
DISPLAY CONTROLLER
Figure 34.17-2
(a) NAV SRC
1) The Nav SRC key is used to select the desired Navigation Data
Source (i.e., VOR 1, FMS 1, FMS 2, etc.). To change the current
navigation source, press the NAV SRC key once. Use the ↑/↓
Selection key to highlight the desired navigation source from the
menu, and once again press the NAV SRC key to enter selection.
NOTE: If activity does not occur for 5 seconds while the drop-down
menu is displayed, the menu will be removed from the
display and navigation source will return to the previously
selected source.
2) The actual navigation sources that are available to the operator for
selection are determined by the systems currently installed in the
individual aircraft and their initial configuration.
(b) BRG
1) The BRG key is used to select the desired bearing pointer data source.
To change the current BRG source, press the BRG key once. A drop-
down menu of available bearing pointer data sources will be
displayed on the EFI. Use the ↑/↓ Selection key to highlight the
desired BRG source from the menu and once again press the BRG
key to enter selection.
NOTE: If activity does not occur within 5 seconds while the drop-
down menu is displayed, the menu will be removed from
the display and BRG source will return to the previously
selected source.
34.17.6 09-05-06 Revision 25

2) The actual bearing pointer sources that are available to the operator
are determined by the systems currently installed in the individual
aircraft and their initial configuration.
(c) ↑/↓ Selection – The ↑/↓ Selection key is used as a multi-function control
to perform the following:
1) Map/Radar Modes – While in either Map or Radar mode, the

selection key is used to select the desired range to be displayed on the
EFI.
2) Menu Mode – The selection is also used to scroll through and make
selections from the drop-down menus when in source selection
modes.
(d) HSI – The HSI key is used to select HSI (full compass card) display
format and to select submenu options.
(e) MAP/GFX
1) The MAP/GFX key is used to select the pictorial data source for
graphics display on the EFI (i.e., Radar, FMS background waypoints,
etc.) and forces the display to Map Mode. To change the current
graphics source, press the MAP/GFX switch once. A drop-down
menu of available graphics sources will be displayed on the EFI. Use
the ↑/↓ selection key to highlight the desired graphics source from the
menu and again press the MAP/GFX key to enter selection.
NOTE: If activity does not occur within 5 seconds while the drop-
down menu is displayed, the menu will be removed from
the display and the graphics will return to the previously
selected source.
2) The actual graphics sources that are available to the operator for
selection are determined by the systems currently installed in the
individual aircraft and their initial configuration.
Revision 25 09-05-06 34.17.7

(6) Reversion/Test/DH Panel TD-1007 – The Reversion/Test/DH Panel provides

attitude and radio altimeter tests, reversion control, and decision height (DH)
set functions. The control panel functions are as follows:
REVERSION/TEST/DH PANEL
Figure 34.17-3
(a) ATT Test – The ATT Test is used to operate the vertical gyro self-test.
Resulting real-time attitude changes are displayed on the ADI while
testing is in progress. (Not used in ATI installation.)
(b) RALT Test – The RALT Test key is used to operate the radio altimeter
self-test.
(c) REVERT – The REVERT key is used to place the system into
Reversionary Mode. This mode is used in the unlikely event of a display
unit failure. Both the HSI and ADI display units are paired. If one unit
fails, REVERT is used to force the surviving display unit to combine and
display both AD and HSI information on one screen in order to enable
continued operations.
(d) DH SET – The DH SET key is used to set and/or adjust the desired
Decision Height (DH) on the EFI units.
2. Operations
a. Basic Operations
(1) Normal Operations – During normal power-up, the EFI automatically

performs a BIT that initializes software, clears memory, video, and sets timers.
In normal temperatures, the EFI is operational within ten seconds.
(2) Low Temperature Operations – When the temperature is less than –15 degrees
C, the AMLCD and fluorescent backlight need a warm up period before they
are operational.
(3) The HSI and ADI display information provided by navigation and other
avionics systems. For operation of those systems, refer to the manufacturer’s
Operating Instructions.
34.17.8 09-05-06 Revision 25

(4) Test Key – The TEST key provides the operator the ability to test the display
of the EFI. (For detailed instructions, refer to the EFI Operator’s Manual, 34-
20-01.01.)
(5) ± Key – The ± Key provides the operator the ability to set the display
brightness.
b. Reversionary Mode
(1) This mode is used in the unlikely event of a display unit failure. Both the HSI
and ADI display units are paired; therefore, if one unit fails, the operator has
the option of switching to Reversionary Mode.
(2) In the event of a failure of one of the EFIs, reversion can be selected by
pressing the REVERT key on the REVERSION/TEST/DH Panel. This will
force the information from the failed EFI to be displayed on the operational
EFI.
ADI & HSI REVERSIONARY MODE

Figure 34.17-4
Revision 25 09-05-06 34.17.9

c. Drop-down Menus
(1) Navigation sources available to the operator for selection are determined by
the systems currently installed in the individual aircraft and their initial
configuration.
(2) Depending upon configuration, selection of drop-down menus is accomplished

using the selection keys on the Integrated Course/Heading & Display
Controller IP-1006 or the Display Controller DC-1004.
NOTE: Only one drop-down menu can be selected at a time. All menus are
shown for illustration purposes only.
HSI DISPLAY WITH DROP-DOWN MENUS

Figure 34.17-5
34.17.10 09-05-06 Revision 25

(a) NAV SRC Selection
1) To change the current navigation source, on the Display Controller

press the NAV source key once. A drop-down menu of available
navigation data sources will be displayed on the EFI. Use the ↑/↓
Selection keys to highlight the desired navigation source from the
menu, and once again press the NAV source key to make selection.
2) If external switching is used to control navigation source selection,

only the currently selected navigation source will be shown on the
drop-down menu.
3) At power-up, initial default navigation source is the display that was

last selected.
(b) BRG Pointer Data Source Selection
1) To change the current BRG pointer data source, on the Display

Controller press the BRG key once. A drop-down menu of available
bearing pointer data sources will be displayed on the EFI. Use the ↑/↓
Selection keys to highlight the desired BRG source from the menu,
and once again press the BRG key to make selection.
2) If external switching is used to control navigation source selection,

only the currently selected navigation source will be shown on the
drop-down menu.
3) Bearing pointer selection is completely independent of selected

navigation source. At power-up, the initial bearing selection defaults
to the display that was last selected.
(c) HSI Dual Function Selection
1) On the Display Controller, this key is used to select HSI (full compass
rose) display format. If HSI mode is displayed, the HSI key when
pressed displays the selection of WIND X/Y, WIND VED, or
TTG/HDG. Use the ↑/↓ Selection keys to highlight the desired
option, and again press the HSI key to make selection.
2) At power-up, the display defaults to what was last selected.
Revision 25 09-05-06 34.17.11

(d) MAP/GFX Dual Function Selection
1) When in HSI Mode display, selection of the MAP/GFX key will

select Map Mode to be displayed. If Map Mode is displayed, pressing
the MAP/GFX key will display a drop-down menu of external sources
of graphics data for display, such as Radar. Use the ↑/↓ Selection
keys to highlight the desired graphics source from the menu, and once
again press the MAP/GFX key to make selection.
2) The Map Mode displays navigation information depending on which

navigation source is selected. If VOR mode is selected, the map
displays the short-range Navaid symbol and its selected course. If a
long-range source is selected (e.g., FMS, GPS, etc.) the map displays
flight plan waypoints only; background Navaids or airports are not
displayed, although they might be included on the input data bus.
(e) ↑/↓ Up/Down Selection Key – Used to select range of display when
pictorial data or FMS waypoints and Navaids are displayed. It is used as
a field selector when drop-down menus are displayed.
34.17.12 09-05-06 Revision 25

B. System Data Installation
1. Configuration Module Features
a. The Electronic Flight Instrument (EFI) Display provides an interface to a

configuration module that contains the information pertaining to the specific
installation configuration. The configuration module is located on the backshell of
the EFI connector P1 and remains with the aircraft when the EFI is removed.
b. The data from the configuration module is used to configure EFI ports and identify
other installation specific data.
c. The configuration module data is programmed or altered through the EFI.

Modification of the data contained in the configuration module requires entry of a
special code, defined in the user interface, to prevent inadvertent configuration
modification. Following modification of the configuration data, the EFI performs a
software commanded power-up sequence when the new configuration is stored.
d. The EFI maintains a copy of the configuration data in its memory. The
configuration data in EFI memory and the configuration module contain checksums
to assure their validity. Both sets of data are tested at power up, then compared to
each other.
C. Checkout Procedures
1. Introduction
a. The following describes the test procedures for Universal Avionics Systems
Corporation’s Electronic Flight Instrument (EFI). The procedures and requirements
in this document assure that the EFI system is properly installed, configured, and
ready for operation.
b. The EFI can interface with the Radar, FMS, TCAS, EGPWS, and Navigation
Receivers but may not do so in all installations because of configuration or
equipment type. Refer to system wiring diagrams to determine if the EFI is
interfaced to each system for the aircraft under test.
2. Post-Installation Checkout Procedures – The EFI is designed to display and interface with
the Radar, RMS, and Navigation Systems. These systems must be operational in order to
test the EFI. Disregard portions of these checkout procedures that do not apply to your
particular installation.
Revision 25 09-05-06 34.17.13

a. Initial Checkout
(1) Engage the EFI circuit breaker and verify the following power on defaults on
the EFI.
(2) Verify the proper display of heading.
(3) During power-up and throughout the normal operation of the EFI, a built-in-
test (BIT) is continually performed monitoring the operation of the EFI. Two
different annunciations are displayed to notify the operator of a malfunction.
(a) Critical Malfunction – During power-up and through the normal

operation of the EFI, a built-in-test (BIT) is continually performed
monitoring the operation of the EFI. If a critical malfunction is
monitored, a red box and the annunciation “DISPLAY FAIL” is
displayed as shown in Figure 34.17-6. The EFI will continue to operate.
The EFI should be repaired as soon as possible.
(b) Non-critical Malfunction
1) Non-critical malfunctions that occur do not affect the operation of the

EFIs. Non-critical malfunctions are recorded in the Flight Log. The
way Fault Log is displayed and the location vary between software
version.
2) EFIs configured with SCN 1010.2.1 and later, the FAULT LOG
message is displayed only by accessing the maintenance pages. The
Hardware Status page is a maintenance function and is accessed by
maintenance personnel only.
CRITICAL DISPLAY FAILURE

Figure 34.17-6
34.17.14 09-05-06 Revision 25

b. Video Display Checkout – The EFI video display can be tested by pressing the
TEST key on the lower left corner of the bezel. Pressing and holding the TEST key
will display the video display pattern. Examples of an unsatisfactory test pattern
are:
(1) Blank video or absence of test pattern

(2) Blurred text
(3) Distorted quadrant borders
(4) Asymmetrical quadrant areas
VIDEO DISPLAY TEST PATTERN

Figure 34.17-7
Revision 25 09-05-06 34.17.15

c. Initiated Built-In-Test (BIT) – Initiated BIT provides a thorough hardware check of

the EFI, which includes memory and lamp testing.
(1) To initiate BIT, simultaneously press and hold the minus “-” key and the
TEST key for more than one second but less than five seconds. During this
time, the Video Display Test will display. Simultaneously release the minus
“-” and TEST keys. The hardware status page will appear as shown in Figure
34.17-8 when the keys are released.
(2) The test display will last for approximately five seconds. The display then
changes to an all white screen. While viewing the white screen, the display
will flicker and the intensity will change. This is a sequence of half-filled
white pixels for pixel and memory testing. Then there is a sequence of all
filled white pixels for pixel and memory testing.
(3) The display will return to normal operations after approximately five seconds.
(4) If a non-critical fault results from this BIT check, the fault will be logged into
the Fault Log. “FAULT LOG” will appear in the upper right corner of the
display when the TEST key is pressed to view the Video Display Test.
(5) If a critical failure results from this BIT check, “DISPLAY FAIL” will be
displayed at the top center of the display.
HARDWARE STATUS PAGE

Figure 34.17-8
34.17.16 09-05-06 Revision 25

d. HSI System Checkout
(1) The HSI is utilized as an indicator in conjunction with flight management,

navigation, and weather radar systems. It is important to consider that the HSI
does not generate data. The HSI only processes and displays data provided by
other on-board systems.
(2) To ensure the operational integrity of the HSI, systems that are configured to
provide information to the HSI must be operated. Operation of those systems
is accomplished using the manufacturer’s operating instructions for those
systems.
(a) Navigation Source Selection
1) On the Display Controller, press the NAV SRC key to display the
drop-down menu on the HSI.
2) Use the ↑/↓ Selection key on the Display Controller to highlight
“VOR1,” and press the NAV SRC key to make selection.
3) Perform an operational check of the #1 VOR system in accordance
with applicable manufacturer’s operating instructions and verify the
Navigation Source and annunciators operate and display appropriately
on the HSI.
4) Repeat the above steps for each of the Navigation Sources (FMS1,
FMS1 + VOR1, VOR2, FMS).
(b) Bearing Pointer
1) Press the BRG key to display the drop-down menu on the HSI.
“VOR1,” and press the BRG key to make selection.
3) Perform an operational check of the #1 VOR system in accordance
with applicable manufacturer’s operating instructions, and verify that
the Bearing Pointer and annunciator operate and display appropriately
on the HSI.
4) Repeat the above steps for each of the Bearing Pointer signal sources
(FMS1).
(c) HSI Function Selection – Press the HSI key on the Display Controller to
change the display from HSI (full compass rose) display to MAP (arc)
display.
Revision 25 09-05-06 34.17.17

(d) Weather Radar Checkout
1) Press the MAP/GFX key on the Display Controller to change HSI

display to MAP mode.
2) Press the MAP/GFX key a second time to display the drop-down
menu on the HSI.
“RADAR”. Press the MAP/GFX key to make selection.
4) Perform an operational check of the weather radar system in
accordance with applicable manufacturer’s operating instructions, and
verify that weather radar operates and displays appropriately on the
HSI.
e. ADI System Checkout
(1) The ADI is utilized as an indicator in conjunction with flight management and
navigation systems. It is important to consider that the ADI does not generate
data. The ADI only processes and displays data provided by other onboard
systems.
(2) To ensure the operational integrity of the ADI, systems that are configured to
provide information to the ADI must be operated. Operation of those systems
is accomplished using applicable manufacturer’s operating instructions for
those systems.
34.17.18 09-05-06 Revision 25

D. Cleaning – The EFI does not require any routinely scheduled cleaning. If the unit becomes
contaminated with hydraulic fluid or other oily or chemical substance, return it to the factory.
1. Cleaning Agents and Materials
a. Very mild soap or dish washing detergent.

b. Vinegar and water (50/50 mixture).
c. Isopropyl alcohol and water (50/50 mixture).
NOTE: Equivalent substitutes may be used for listed items.
2. Materials
a. Lint-free fabric – This fabric may be woven or non-woven material.
b. Tissue wiper, e.g., Kimberly-Clark Kaydry® EX-L Laboratory Wipers – Wiper

should be low in lint, absorbent, non-abrasive, and anti-static.
3. Cleaning Procedures
CAUTION: DO NOT USE COMPRESSED AIR TO CLEAN THE EFI. DO NOT

ALLOW FLUID TO MIGRATE TO THE INTERIOR OF THE UNIT.
a. EFI Chassis
(1) Wipe with a clean lint-free fabric moistened with soap, detergent, or a mixture
of vinegar and water.
(2) Wipe with a clean lint-free fabric moistened with clear water.
(3) Dry with a clean lint-free fabric.
(4) Let the case stand open (or with cover removed) until any remaining moisture
evaporates before assembling the unit.
b. Display
(1) Wipe with a clean lint-free fabric moistened with a 50/50 mixture of isopropyl
alcohol and water.
(2) Dry with a clean lint-free fabric.
Revision 25 09-05-06 34.17.19

E. Handling and Packaging
1. Install conductive plug covers on two connectors on the back panel of the EFI.
2. Cover the display with Blue Poly Mask (film) to protect display.
Blue Poly Mask – P/N SPV-224C

Distributor: Ameritape, Jacksonville, FL (904) 565-9999
3. Put the EFI in an ESD shield bag.

4. Fold the bag over to enclose the EFI. Seal the bag with an ESD caution label.
5. Wrap the EFI and its ESD shielding bag in bubble wrap. If bubble wrap is not available,
wrap the unit with paper. Use enough paper to provide scratch and minor impact
protection
CAUTION: SELECT A CONTAINER OF SUFFICIENT STRENGTH AND SIZE

TO PROTECT THE EFI FROM DAMAGE DURING STORAGE OR
SHIPMENT. USE PACKING MATERIALS INSIDE THE
CONTAINER THAT CAN WITHSTAND FORCES THAT MAY
CRUSH SIDES, EDGES, OR CORNERS OF THE CONTAINER
WHILE PROTECTING THE EFI.
6. Place the wrapped EFI in the selected container with adequate packing materials.
7. Seal the container for moisture protection.
F. EFI Components
NOMENCLATURE P/N QTY

Electronic Flight Instrument 600 Display 6001-12111-01 4
Reversion/Test/DH Panel 1007-00-1 2
Display Controller Panel 1004-00-1 2
34.17.20 09-05-06 Revision 25

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AIR TRANSPORT INTERNATIONAL

DC-8 MAINTENANCE MANUAL

Revision 34 04-27-10 27-i

27-ii 04-27-10 Revision 34

27.01 – ELEVATOR, GUST LOCK OFF WHILE PARKED – GUST LOCK

Job Card Page

Revision 19 12-05-03 27.01-i

27.01-ii 12-05-03 Revision 19

ATI RECURRING NON-ROUTINE ATI-001

Revision 19 12-05-03 27.01.1

ATI RECURRING NON-ROUTINE ATI-001

27.01.2 12-05-03 Revision 19

ATI RECURRING NON-ROUTINE ATI-001

GEARED TAB DRIVE LINKAGE

GUST LOCK MECHANISM

Revision 19 12-05-03 27.01.3

27.01.4 12-05-03 Revision 19

27.02 – SEAL AILERON AEROBALANCE REPAIR (AOL 8-1016)

27.02-1 SEAL AILERON AEROBALANCE REPAIR MATERIALS ----------------- 27.02.5

Revision 14 12-03-01 27.02-i

27.02-ii 12-03-01 Revision 14

2. Special tools and materials

a. Tools – None required

Note: Available from: Chemprene, Inc.

(4) Solvent E145S4 (Ethyl Acetate FED spec TT-E-751A.)

WARNING: ABOVE ITEMS 2 THRU 5 ARE CLASS 1 MATERIAL –

(6) Cloth 309147

Revision 4 12-01-97 27.02.1

a. Interim repair limits – Line Stations only

(4) Obtain Carry Over Item (Limited to 25 hours).

b. Permanent repair limits

Note: Permanent repairs must be done per paragraph 4.b.(following).

27.02.2 12-01-97 Revision 4

(1) Secure aileron in the full trailing edge down position.

(1) Patch dimensions and requirements shall be as follows:

Revision 4 12-01-97 27.02.3

1) If the second coat of adhesive becomes inadvertently tack free, it can be

1) Reconnect camloc fasteners 4 hours after patch is applied. Do not flex

(g) Abrasion damage

1) Abrasion damage which is characterized by removal of coating from back

2) Abrasion damage which is characterized by damage to the fabric and/or

27.02.4 12-01-97 Revision 4

L/H PART NUMBERS R/H PART NUMBERS

SEAL AILERON AEROBALANCE REPAIR MATERIALS

Revision 4 12-01-97 27.02.5

27.02.6 12-01-97 Revision 4

27.03 – SEAL, CONTROL CABIN PRESSURE – WEAR LIMITS /

27.03-1 PRESSURE SEAL SLEEVE EXTENSION -------------------------------------- 27.03.5

Revision 14 12-03-01 27.03-i

27.03-ii 12-03-01 Revision 14

b. The two types of cable are interchangeable.

f. Repair damaged seals as per paragraphs 7 thru 9.

2. Special Tools and Materials

a. Special Tools – None Required

(1) Solvent, #840-0010-SOL3004-1

(2) Fluid #843-0233-FLU3003-2.

(3) Grease, #843-0026 GRE4503-6 (MIL-C-16173 Grade 2)

(4) Pad, #912-0042-PA134

(5) Oil, #843-0041-OIL4501-10SC

(6) Coating (Corrosion Protection), #843-0042-OIL4501-11SC (MIL-C-16173)

Revision 10 08-01-00 27.03.1

(1) Required – None

(a) Paragraph 7 thru 9/27.03-2, Seal Repair

3. Wear Limits (sleeved cables)