Rockwell Collins Beechcraft King Air C90GT C90GTi B200GT B200CGT Avionics System Manual

system
manual
Beechcraft King Air

C90GT/C90GTi/
B200GT/B200CGT
Avionics System
Export Control Classification Notice (ECCN) for this document is 7E994.
© Copyright 2011 Rockwell Collins. All rights reserved.

November 2, 2011
TO: HOLDERS OF ROCKWELL COLLINS® BEECHCRAFT KING AIR

C90GT/C90GTi/B200GT/B200CGT AVIONICS SYSTEM MANUAL (CPN 523-0808533)
REVISION NO 2 DATED NOVEMBER 2, 2011
This page shows all pages of the manual that are added, changed, or removed. Replace the
specified pages of the manual with the new pages supplied. Discard all replaced pages.
All changed pages keep data necessary to do maintenance on all equipment models. Black bars
on the side of the page identify changes.
PAGE NUMBER DESCRIPTION OF REVISION AND REASON FOR CHANGE

LEP, A through D Reflects current revision.
xxviii Warning paragraph deleted Inc. from the corporate identifier
4-13 Corrected Step 3.4 of Table 4-1
1/2
Beechcraft King Air
C90GT/C90GTi/
B200GT/B200CGT
Avionics System
system manual
Printed in the United States of America Rockwell Collins

© Copyright 2011 Rockwell Collins Cedar Rapids, Iowa 52498
All Rights Reserved.
523-0808533-20111A
1st Edition, 01 June 2007
(BE_C90GT-B200GT_SM_2_NOV_2011) 1st Ed, 2nd Rev, 02 November 2011
T-1
ROCKWELL COLLINS
SYSTEM MANUAL
Export Control Classification Notice (ECCN) for this document is 7E994.
PROPRIETARY NOTICE
FREEDOM OF INFORMATION ACT (5 USC 552) AND DISCLOSURE OF CONFIDENTIAL INFORMATION

GENERALLY (18 USC 1905)
This document and the information disclosed herein are proprietary data of Rockwell Collins. Neither this
document nor the information contained herein shall be used, reproduced, or disclosed to others without the
written authorization of Rockwell Collins, except to the extent required for installation or maintenance of recipient’s
equipment. This document is being furnished in confidence by Rockwell Collins. The information disclosed herein
falls within the exemption (b) (4) of 5 USC 552 and the prohibitions of 18 USC 1905.
SOFTWARE COPYRIGHT NOTICE

© COPYRIGHT 2011 ROCKWELL COLLINS. ALL RIGHTS RESERVED
All software resident in this equipment is protected by copyright.
We welcome your comments concerning this manual. Although every effort has been made to keep it free of
errors, some may occur. When reporting a specific problem, please describe it briefly and include the manual part
number, the paragraph or figure number, and the page number.
Send your comments to: Rockwell Collins

400 Collins Road NE, M/S 153-250
Cedar Rapids, IA 52498-0001
EMAIL: techmanuals@rockwellcollins.com
For product orders or inquiries, please contact: Rockwell Collins

Customer Response Center
400 Collins Road NE, M/S 133-100
TELEPHONE: 1.888.265.5467
INTERNATIONAL: 1.319.265.5467
FAX NO: 319.295.4941
EMAIL: response@rockwellcollins.com
T-2
INSERT LATEST CHANGED PAGES. DESTROY SUPERSEDED PAGES.
LIST OF EFFECTIVE PAGES NOTE: The portion of the text affected by the changes is indicated by a vertical line
in the outer margins of the page. Changes to illustrations are indicated by
shaded or screened areas, or by miniature pointing hands.
Dates of issue for original and changed pages are:
Original 0 . . . . . . . . . . . . 1 June 2007 Change 1 . . . . . . . 27 September 2007 Change 2 . . . . . . . . 2 November 2011
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 992 CONSISTING OF THE FOLLOWING:
Page *Change Page *Change Page *Change

No. No. No. No. No. No.
T-1 - T-2 . . . . . . . . . . . . . . . . . . . . . . . 2 1-53 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-49 - 2-55 . . . . . . . . . . . . . . . . . . . . . 0

A-D ..........................2 1-54 Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-56 Blank. . . . . . . . . . . . . . . . . . . . . . 0
i - xvii . . . . . . . . . . . . . . . . . . . . . . . . . 0 1-55 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-57 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
xviii Blank. . . . . . . . . . . . . . . . . . . . . . 0 1-56 Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-58 Blank. . . . . . . . . . . . . . . . . . . . . . 0
xix . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2-1 - 2-3 . . . . . . . . . . . . . . . . . . . . . . . 0 2-59 - 2-61 . . . . . . . . . . . . . . . . . . . . . 0
xx - xxv . . . . . . . . . . . . . . . . . . . . . . . . 0 2-4 Blank. . . . . . . . . . . . . . . . . . . . . . . 0 2-62 Blank. . . . . . . . . . . . . . . . . . . . . . 0
xxvi Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-63 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
xxvii . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-6 Blank. . . . . . . . . . . . . . . . . . . . . . . 0 2-64 Blank. . . . . . . . . . . . . . . . . . . . . . 0
xxviii . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2-7 - 2-9 . . . . . . . . . . . . . . . . . . . . . . . 0 2-65 - 2-69 . . . . . . . . . . . . . . . . . . . . . 0
xxix . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-10 Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-70 Blank. . . . . . . . . . . . . . . . . . . . . . 0
xxx Blank . . . . . . . . . . . . . . . . . . . . . . 0 2-11 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-71 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1-1 - 1-4 . . . . . . . . . . . . . . . . . . . . . . . 1 2-12 Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-72 Blank. . . . . . . . . . . . . . . . . . . . . . 0
1-5 - 1-17 . . . . . . . . . . . . . . . . . . . . . . 0 2-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-73 - 2-77 . . . . . . . . . . . . . . . . . . . . . 0
1-18 Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-14 Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-78 Blank. . . . . . . . . . . . . . . . . . . . . . 0
1-19 - 1-21 . . . . . . . . . . . . . . . . . . . . . 0 2-15 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-79 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-17 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-81 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-19 - 2-21 . . . . . . . . . . . . . . . . . . . . . 0 2-83 - 2-85 . . . . . . . . . . . . . . . . . . . . . 0
1-27 - 1-29 . . . . . . . . . . . . . . . . . . . . . 0 2-23 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-87 - 2-89 . . . . . . . . . . . . . . . . . . . . . 0
1-31 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-25 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-91 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1-33 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-27 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-93 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1-35 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-29 - 2-35 . . . . . . . . . . . . . . . . . . . . . 0 2-95 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1-37 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-37 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-97 - 2-99 . . . . . . . . . . . . . . . . . . . . . 0
1-38 Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-38 Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-100 Blank . . . . . . . . . . . . . . . . . . . . 0
1-39 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-39 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-101 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1-41 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-41 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-103 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1-43 - 1-45 . . . . . . . . . . . . . . . . . . . . . 0 2-43 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-105 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1-47 - 1-49 . . . . . . . . . . . . . . . . . . . . . 0 2-45 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-107 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1-51 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-47 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-109 - 2-111 . . . . . . . . . . . . . . . . . . . 0
1-52 Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-48 Blank. . . . . . . . . . . . . . . . . . . . . . 0 2-112 Blank. . . . . . . . . . . . . . . . . . . . . 0
*Zero in this column indicates an original page.
Change 2 A

2-113 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-172 Blank . . . . . . . . . . . . . . . . . . . . 0 2-235 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-114 Blank. . . . . . . . . . . . . . . . . . . . . 0 2-173 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-236 Blank . . . . . . . . . . . . . . . . . . . . 0
2-115 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-174 Blank . . . . . . . . . . . . . . . . . . . . 0 2-237 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-116 Blank. . . . . . . . . . . . . . . . . . . . . 0 2-175 - 2-177 . . . . . . . . . . . . . . . . . . . 0 2-238 Blank . . . . . . . . . . . . . . . . . . . . 0
2-117 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-178 Blank . . . . . . . . . . . . . . . . . . . . 0 2-239 - 2-245 . . . . . . . . . . . . . . . . . . . 0
2-118 Blank. . . . . . . . . . . . . . . . . . . . . 0 2-179 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-246 Blank . . . . . . . . . . . . . . . . . . . . 0
2-119 - 2-121 . . . . . . . . . . . . . . . . . . . 0 2-180 Blank . . . . . . . . . . . . . . . . . . . . 0 2-247 - 2-249 . . . . . . . . . . . . . . . . . . . 0
2-122 Blank . . . . . . . . . . . . . . . . . . . . 0 2-181 - 2-183 . . . . . . . . . . . . . . . . . . . 0 2-250 Blank . . . . . . . . . . . . . . . . . . . . 0
2-123 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-184 Blank . . . . . . . . . . . . . . . . . . . . 0 2-251 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-124 Blank . . . . . . . . . . . . . . . . . . . . 0 2-185 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-252 Blank . . . . . . . . . . . . . . . . . . . . 0
2-125 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-186 Blank . . . . . . . . . . . . . . . . . . . . 0 2-253 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-126 Blank . . . . . . . . . . . . . . . . . . . . 0 2-187 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-254 Blank . . . . . . . . . . . . . . . . . . . . 0
2-127 - 2-129 . . . . . . . . . . . . . . . . . . . 0 2-188 Blank . . . . . . . . . . . . . . . . . . . . 0 2-255 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-130 Blank . . . . . . . . . . . . . . . . . . . . 0 2-189 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-256 Blank . . . . . . . . . . . . . . . . . . . . 0
2-131 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-190 Blank . . . . . . . . . . . . . . . . . . . . 0 2-257 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-132 Blank . . . . . . . . . . . . . . . . . . . . 0 2-191 - 2-193 . . . . . . . . . . . . . . . . . . . 0 2-258 Blank . . . . . . . . . . . . . . . . . . . . 0
2-133 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-194 Blank . . . . . . . . . . . . . . . . . . . . 0 2-259 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-134 Blank . . . . . . . . . . . . . . . . . . . . 0 2-195 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-260 Blank . . . . . . . . . . . . . . . . . . . . 0
2-135 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-196 Blank . . . . . . . . . . . . . . . . . . . . 0 2-261 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-136 Blank . . . . . . . . . . . . . . . . . . . . 0 2-197 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-262 Blank . . . . . . . . . . . . . . . . . . . . 0
2-137 - 2-139 . . . . . . . . . . . . . . . . . . . 0 2-198 Blank . . . . . . . . . . . . . . . . . . . . 0 2-263 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-140 Blank . . . . . . . . . . . . . . . . . . . . 0 2-199 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-264 Blank . . . . . . . . . . . . . . . . . . . . 0
2-141 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-200 Blank . . . . . . . . . . . . . . . . . . . . 0 2-265 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-142 Blank . . . . . . . . . . . . . . . . . . . . 0 2-201 - 2-205 . . . . . . . . . . . . . . . . . . . 0 2-266 Blank . . . . . . . . . . . . . . . . . . . . 0
2-143 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-206 Blank . . . . . . . . . . . . . . . . . . . . 0 2-267 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-144 Blank . . . . . . . . . . . . . . . . . . . . 0 2-207 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-268 Blank . . . . . . . . . . . . . . . . . . . . 0
2-145 - 2-147 . . . . . . . . . . . . . . . . . . . 0 2-208 Blank . . . . . . . . . . . . . . . . . . . . 0 2-269 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-148 Blank . . . . . . . . . . . . . . . . . . . . 0 2-209 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-270 Blank . . . . . . . . . . . . . . . . . . . . 0
2-149 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-210 Blank . . . . . . . . . . . . . . . . . . . . 0 2-271 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-150 Blank . . . . . . . . . . . . . . . . . . . . 0 2-211 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-272 Blank . . . . . . . . . . . . . . . . . . . . 0
2-151 - 2-153 . . . . . . . . . . . . . . . . . . . 0 2-212 Blank . . . . . . . . . . . . . . . . . . . . 0 2-273 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-154 Blank . . . . . . . . . . . . . . . . . . . . 0 2-213 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-274 Blank . . . . . . . . . . . . . . . . . . . . 0
2-155 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-214 Blank . . . . . . . . . . . . . . . . . . . . 0 2-275 - 2-301 . . . . . . . . . . . . . . . . . . . 0
2-156 Blank . . . . . . . . . . . . . . . . . . . . 0 2-215 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-302 Blank . . . . . . . . . . . . . . . . . . . . 0
2-157 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-216 Blank . . . . . . . . . . . . . . . . . . . . 0 2-303 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-158 Blank . . . . . . . . . . . . . . . . . . . . 0 2-217 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-304 Blank . . . . . . . . . . . . . . . . . . . . 0
2-159 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-218 Blank . . . . . . . . . . . . . . . . . . . . 0 2-305 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-160 Blank . . . . . . . . . . . . . . . . . . . . 0 2-219 - 2-221 . . . . . . . . . . . . . . . . . . . 0 2-306 Blank . . . . . . . . . . . . . . . . . . . . 0
2-161 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-222 Blank . . . . . . . . . . . . . . . . . . . . 0 2-307 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-162 Blank . . . . . . . . . . . . . . . . . . . . 0 2-223 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-308 Blank . . . . . . . . . . . . . . . . . . . . 0
2-163 - 2-165 . . . . . . . . . . . . . . . . . . . 0 2-224 Blank . . . . . . . . . . . . . . . . . . . . 0 2-309 - 2-311 . . . . . . . . . . . . . . . . . . . 0
2-166 Blank . . . . . . . . . . . . . . . . . . . . 0 2-225 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-312 Blank . . . . . . . . . . . . . . . . . . . . 0
2-167 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-226 Blank . . . . . . . . . . . . . . . . . . . . 0 2-313 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-168 Blank . . . . . . . . . . . . . . . . . . . . 0 2-227 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-314 Blank . . . . . . . . . . . . . . . . . . . . 0
2-169 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-228 Blank . . . . . . . . . . . . . . . . . . . . 0 2-315 - 2-316 . . . . . . . . . . . . . . . . . . . 0
2-170 Blank . . . . . . . . . . . . . . . . . . . . 0 2-229 - 2-233 . . . . . . . . . . . . . . . . . . . 0 2-317 - 2-318 . . . . . . . . . . . . . . . . . . . 1
2-171 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-234 Blank . . . . . . . . . . . . . . . . . . . . 0 2-319 - 2-321 . . . . . . . . . . . . . . . . . . . 0
B Change 2

2-322 Blank . . . . . . . . . . . . . . . . . . . . 0 2-388 Blank . . . . . . . . . . . . . . . . . . . . 0 E -16 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-323 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-389 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -17 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-325 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-391 - 2-393 . . . . . . . . . . . . . . . . . . . 0 E -19 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-327 - 2-329 . . . . . . . . . . . . . . . . . . . 0 2-395 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -21 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-331 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-397 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -23 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-333 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-399 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -25 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-335 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-401 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -27 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-337 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-403 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -29 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-339 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-405 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -31 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-340 Blank . . . . . . . . . . . . . . . . . . . . 0 2-406 - 2-407 . . . . . . . . . . . . . . . . . . . 1 E -32 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-341 - 2-347 . . . . . . . . . . . . . . . . . . . 0 2-408 Blank . . . . . . . . . . . . . . . . . . . . 0 E -33 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-348 Blank . . . . . . . . . . . . . . . . . . . . 0 2-409 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -34 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-349 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 2-410 Blank . . . . . . . . . . . . . . . . . . . . 0 E -35 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-350 Blank . . . . . . . . . . . . . . . . . . . . 0 3-1 - 3-28 . . . . . . . . . . . . . . . . . . . . . . 0 E -36 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-351 - 2-353 . . . . . . . . . . . . . . . . . . . 0 4-1 - 4-7 . . . . . . . . . . . . . . . . . . . . . . . 0 E -37 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-354 Blank . . . . . . . . . . . . . . . . . . . . 0 4-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 E -38 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-355 - 2-357 . . . . . . . . . . . . . . . . . . . 0 4-9 - 4-12 . . . . . . . . . . . . . . . . . . . . . . 0 E -39 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-358 Blank . . . . . . . . . . . . . . . . . . . . 0 4-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 E -40 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-359 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 4-14 - 4-158 . . . . . . . . . . . . . . . . . . . . 0 E -41 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-360 Blank . . . . . . . . . . . . . . . . . . . . 0 A -1 - A -25 . . . . . . . . . . . . . . . . . . . . 0 E -42 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-361 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 A -26 Blank. . . . . . . . . . . . . . . . . . . . . 0 E -43 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-362 Blank . . . . . . . . . . . . . . . . . . . . 0 B -1 - B -82 . . . . . . . . . . . . . . . . . . . . 0 E -44 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-363 - 2-367 . . . . . . . . . . . . . . . . . . . 0 C -1 - C -61 . . . . . . . . . . . . . . . . . . . . 0 E -45 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-368 Blank . . . . . . . . . . . . . . . . . . . . 0 C -62 Blank. . . . . . . . . . . . . . . . . . . . . 0 E -46 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-369 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 D -1 - D -47 . . . . . . . . . . . . . . . . . . . . 0 E -47 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-370 Blank . . . . . . . . . . . . . . . . . . . . 0 D -48 Blank. . . . . . . . . . . . . . . . . . . . . 0 E -48 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-371 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -49 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-372 Blank . . . . . . . . . . . . . . . . . . . . 0 E -2 Blank . . . . . . . . . . . . . . . . . . . . . . 0 E -50 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-373 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -51 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-375 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -5 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -53 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-377 - 2-379 . . . . . . . . . . . . . . . . . . . 0 E -7 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -55 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-381 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -9 . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -57 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-382 Blank . . . . . . . . . . . . . . . . . . . . 0 E -10 Blank . . . . . . . . . . . . . . . . . . . . . 0 E -58 Blank . . . . . . . . . . . . . . . . . . . . . 0
2-383 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -11 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -59 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-385 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -13 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -61 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
2-387 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -15 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -63 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
Change 2 C

E -64 Blank . . . . . . . . . . . . . . . . . . . . . 0 E -72 Blank . . . . . . . . . . . . . . . . . . . . . 0 E -80 Blank . . . . . . . . . . . . . . . . . . . . . 0
E -65 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -73 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -81 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
E -67 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -75 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -83 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
E -69 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -77 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -85 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
E -71 . . . . . . . . . . . . . . . . . . . . . . . . . . 0 E -79 . . . . . . . . . . . . . . . . . . . . . . . . . . 0
D Change 2
TABLE OF CONTENTS
Chapter/Para Page
LIST OF ILLUSTRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . viii

LIST OF TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xii
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .xix
SAFETY SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xxvii
1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2 EQUIPMENT.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2.1 Equipment Covered. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.2.2 Associated Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.3 PURPOSE OF EQUIPMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.4 EQUIPMENT LOCATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.5 SYSTEM OVERVIEW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1.5.1 System Block Diagram.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
1.6 SUBSYSTEM DESCRIPTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
1.6.1 ADS (Air Data System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20
1.6.2 AHS (Attitude Heading System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
1.6.3 EFIS (Electronic Flight Instrument System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
1.6.4 EIS (Engine Indicating System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-31
1.6.5 FGS (Flight Guidance System).. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-35
1.6.6 FMS (Flight Management System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-39
1.6.7 IAPS (Integrated Avionics Processor System).. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-43
1.6.8 RSS (Radio Sensor System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-47
1.6.9 WXR (Weather Radar System). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-53
2 System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 ADC-3000 34-13-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.2.1 Air Data Computer No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.2.2 Air Data Computer No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.3 AIR DATA COMPUTER, ADC-3000, DATA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.3.1 ADC-3000 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.3.2 ADC-3000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.3.3 Installation and Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2.3.4 Internal Theory of Operation.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2.4 ADC-3010 34-13-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.4.1 Air Data Computer No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.4.2 Air Data Computer No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
2.5 AIR DATA COMPUTER, ADC-3010, DATA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2.5.1 ADC-3010 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2.5.2 ADC-3010 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2.5.3 Installation and Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2.5.4 Internal Theory of Operation.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2.6 ANT-462B 34-51-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
2.6.1 ADF Antenna, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25
2.7 ADF ANTENNA, ANT-462B, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2.7.1 ANT-462B Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2.7.2 ANT-462B Mating Connector Data.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2.8 AFD-3010/3010E 34-25-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
i
TABLE OF CONTENTS
Chapter/Para Page
2.8.1 Multifunction Display No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32
2.8.2 Primary Flight Display No. 1, External Theory of Operation.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
2.8.3 Primary Flight Display No. 2, External Theory of Operation.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
2.9 ADAPTIVE FLIGHT DISPLAY, AFD-3010/3010E, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
2.9.1 AFD-3010/3010E Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
2.9.2 AFD-3010/3010E Mating Connector Data.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
2.10 AHC-3000 34-21-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59
2.10.1 Attitude Heading Computer No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59
2.10.2 Attitude Heading Computer No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59
2.11 ATTITUDE HEADING COMPUTER, AHC-3000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
2.11.1 AHC-3000 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
2.11.2 AHC-3000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
2.12 ALT-4000 34-44-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69
2.12.1 Radio Altimeter No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69
2.13 RADIO ALTIMETER, ALT-4000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-73
2.13.1 ALT-4000 Illustration.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-73
2.13.2 ALT-4000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-73
2.14 CCP-3000 34-25-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-79
2.14.1 Cursor Control Panel No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-79
2.15 CURSOR CONTROL PANEL, CCP-3000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-83
2.15.1 CCP-3000 Illustration.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-83
2.15.2 CCP-3000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-83
2.16 CDU-3000 34-61-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87
2.16.1 Control Display Unit No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87
2.16.2 Control Display Unit No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-87
2.17 CONTROL DISPLAY UNIT, CDU-3000, DATA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
2.17.1 CDU-3000 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
2.17.2 CDU-3000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
2.18 CMU-4000 23-22-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
2.18.1 Communication Management Unit No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105
2.19 COMMUNICATION MANAGEMENT UNIT, CMU-4000, DATA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-109
2.19.1 CMU-4000 Illustration.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-109
2.19.2 CMU-4000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-109
2.19.3 Installation and Removal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-111
2.19.4 Internal Theory of Operation.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-111
2.20 CSU-3100 22-12-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-115
2.20.1 Configuration Strapping Unit No. 1 And 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-115
2.21 CONFIGURATION STRAPPING UNIT, CSU-3100, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-119
2.21.1 CSU-3100 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-119
2.21.2 CSU-3100 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-119
2.22 DBU-4100 34-61-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-123
2.22.1 Data Base Unit No. 1, External Theory of Operation.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-123
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2.23 DATA BASE UNIT, DBU-4100, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-127
2.23.1 DBU-4100 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-127
2.23.2 DBU-4100 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-127
2.24 DBU-5000 34-61-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-133
2.24.1 Data Base Unit No. 1, External Theory of Operation.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-133
2.25 DATA BASE UNIT, DBU-5000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-137
2.25.1 DBU-5000 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-137
2.25.2 DBU-5000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-137
2.26 DCP-3030 34-25-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-138
2.26.1 Display Control Panel No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-139
2.26.2 Display Control Panel No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-139
2.27 DISPLAY CONTROL PANEL, DCP-3030, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-145
2.27.1 DCP-3030 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-145
2.27.2 DCP-3030 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-145
2.28 DCU-3001 31-41-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-151
2.28.1 Data Concentrator Unit No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-151
2.28.2 Data Concentrator Unit No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-151
2.28.3 Engine Data Concentrator No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-152
2.28.4 Engine Data Concentrator No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-153
2.29 DATA CONCENTRATOR UNIT, DCU-3001, DATA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-163
2.29.1 DCU-3001 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-163
2.29.2 DCU-3001 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-163
2.30 DME-4000 34-53-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-169
2.30.1 Distance Measuring Equipment No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-169
2.30.2 Distance Measuring Equipment No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-169
2.31 DISTANCE MEASURING EQUIPMENT, DME-4000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-175
2.31.1 DME-4000 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-175
2.31.2 DME-4000 Mating Connector Data.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-175
2.32 FGC-3000 22-11-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-181
2.32.1 Flight Guidance Computer No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-181
2.32.2 Flight Guidance Computer No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-181
2.33 FLIGHT GUIDANCE COMPUTER, FGC-3000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-191
2.33.1 FGC-3000 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-191
2.33.2 FGC-3000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-191
2.34 FGP-3000 22-11-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-197
2.34.1 Flight Guidance Panel No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-197
2.35 FLIGHT GUIDANCE PANEL, FGP-3000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-201
2.35.1 FGP-3000 Illustration.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-201
2.35.2 FGP-3000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-201
2.36 FMC-3000 22-11-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-213
2.36.1 Flight Management Computer No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-213
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2.36.2 Flight Management Computer No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-213
2.37 FLIGHT MANAGEMENT COMPUTER, FMC-3000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-219
2.37.1 FMC-3000 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-219
2.37.2 FMC-3000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-219
2.38 FSU-5010 46-20-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-223
2.38.1 File Server Unit No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-223
2.39 FILE SERVER UNIT, FSU-5010, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-229
2.39.1 FSU-5010 Illustration.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-229
2.39.2 FSU-5010 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-229
2.40 GPS-4000A 34-58-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-233
2.40.1 Global Positioning System No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-233
2.40.2 Global Positioning System No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-233
2.41 GLOBAL POSITIONING SYSTEM, GPS-4000A, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-239
2.41.1 GPS-4000A Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-239
2.41.2 GPS-4000A Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-239
2.42 HF-9031A, HF-9041 23-12-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-244
2.42.1 HF Receiver Transmitter No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-244
2.43 HF RECEIVER TRANSMITTER, HF-9031A, AND HF ANTENNA COUPLER, HF-9041, DATA. . . . . . . . . . 2-247
2.43.1 HF-9031A and HF-9041 Illustrations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-247
2.43.2 HF-9031A and HF-9041 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-247
2.44 ICC-3000 22-12-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-253
2.44.1 IAPS Card Cage Side No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-253
2.44.2 IAPS Card Cage Side No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-253
2.45 IAPS CARD CAGE, ICC-3000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-275
2.45.1 ICC-3000 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-275
2.45.2 ICC-3000 Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-275
2.46 IEC-3001 22-12-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-305
2.46.1 IAPS Environmental Control Module No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-305
2.47 IAPS ENVIRONMENTAL CONTROL MODULE, IEC-3001, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-309
2.47.1 IEC-3001 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-309
2.47.2 IEC-3001 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-309
2.48 IOC-3100 22-12-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-315
2.48.1 Input/Output Concentrator No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-315
2.48.2 Input/Output Concentrator No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-316
2.49 INPUT/OUTPUT CONCENTRATOR, IOC-3100, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-319
2.49.1 IOC-3100 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-319
2.49.2 IOC-3100 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-319
2.50 MDC-3110 45-45-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-323
2.50.1 Maintenance Diagnostic Computer No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-323
2.51 MAINTENANCE DIAGNOSTIC COMPUTER, MDC-3110, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-327
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2.51.1 MDC-3110 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-327
2.51.2 MDC-3110 Mating Connector Data.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-327
2.52 NAV-4000/4500 34-51-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-331
2.52.1 VHF Navigation Receiver No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-331
2.52.2 VHF Navigation Receiver No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-331
2.53 VHF NAVIGATION RECEIVER, NAV-4000/4500, DATA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-341
2.53.1 NAV-4000/4500 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-341
2.53.2 NAV-4000/4500 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-341
2.54 PWR-3000 22-12-00.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-351
2.54.1 Power Supply Module No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-351
2.54.2 Power Supply Module No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-351
2.55 POWER SUPPLY MODULE, PWR-3000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-355
2.55.1 PWR-3000 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-355
2.55.2 PWR-3000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-355
2.56 RTA-800/852 34-41-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-359
2.56.1 Receiver Transmitter Antenna No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-359
2.57 RECEIVER TRANSMITTER ANTENNA, RTA-800/852, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-363
2.57.1 RTA-800/852 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-363
2.57.2 RTA-800/852 Mating Connector Data.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-363
2.58 RTU-4200/4220 23-81-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-371
2.58.1 Radio Tune Unit No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-371
2.59 RADIO TUNE UNIT, RTU-4200/4220, DATA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-377
2.59.1 RTU-4200/4220 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-377
2.59.2 RTU-4200/4220 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-377
2.60 TDR-94 34-54-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-385
2.60.1 Mode S Transponder No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-385
2.60.2 Mode S Transponder No. 2, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-385
2.61 MODE S TRANSPONDER, TDR-94, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-391
2.61.1 TDR-94 Illustration.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-391
2.61.2 TDR-94 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-391
2.62 VHF-4000 23-11-00. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-397
2.62.1 VHF Comm Transceiver No. 1, External Theory of Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-397
2.63 VHF COMM TRANSCEIVER, VHF-4000, DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-405
2.63.1 VHF-4000 Illustration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-405
2.63.2 VHF-4000 Mating Connector Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-405
3 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.2 CONTROLS AND DISPLAYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
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4 Maintenance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.2 MAINTENANCE SCHEDULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.2.1 RTA-800/852 Receiver Transmitter Antenna.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.2.2 SVO-3000 Servo/SMT-65 Servo Mount.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.2.3 ADC-3000/3010 Air Data Computer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.2.4 NAV-4000/4500 VHF Navigation Receiver. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.2.5 TDR-94 Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.2.6 Liquid Crystal Display Defects.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.2.7 Routine Display Cleaning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.3 FSU DATABASE UPDATE PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4.3.1 Data Bases. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4.3.2 Update the Data Bases. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
4.4 FMS DATA BASE UPDATE PROCEDURE WITH OPTIONAL DBU-5000. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
4.4.1 The FMS Data Base. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
4.4.2 Update the FMS Data Base. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
4.5 CHECKLIST EDIT PROCEDURE.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
4.6 CSU-3100 PROGRAMMING PROCEDURE.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
4.6.1 Program CSU Words 1 through 15.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
4.6.2 Program FCS Configuration Straps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
4.7 AHC-3000 HEADING COMPENSATION AND MOUNT LEVELING PROCEDURES. . . . . . . . . . . . . . . . . . . . 4-11
4.7.1 AHC-3000 Heading Compensation Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
4.7.2 AHC-3000 Mount Auto-Leveling Procedure.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.8 TEST/TROUBLESHOOTING EQUIPMENT.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
4.9 DIAGNOSTIC DESCRIPTION.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
4.9.1 Enter Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
4.9.2 Exit Diagnostics.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
4.9.3 Maintenance Main Menu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
4.9.4 Current Faults. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
4.9.5 Aircraft History. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
4.9.6 ATA Index.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37
4.9.7 LRU INDEX/OPERATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
4.9.8 MDC Setup.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
4.9.8 Hidden Menu Items Pass-code Sequence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
4.9.9 Configuration Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
4.9.10 Report Download and Download pages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-84
4.10 FCS DIAGNOSTICS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-88
4.10.1 Enter FCS Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-88
4.10.2 Navigate FCS Diagnostics.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-90
4.10.3 FCS Modes.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-90
4.10.4 Exit FCS Diagnostics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-90
4.10.5 Report Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-90
4.10.6 Input Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-107
4.10.7 Output Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-118
4.11 TESTING AND TROUBLESHOOTING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-122
4.11.1 Level 1 Test/Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-122
4.11.2 Level 2 Test/Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-126
Appendix A Faults and Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -1
A .1 MDC FAULTS.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -1
A .2 WARNINGS.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -19
Appendix B Maintenance Words . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -1
B .1 MAINTENANCE DIAGNOSTIC WORDS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -1
vi
TABLE OF CONTENTS
Chapter/Para Page
Appendix C All Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -1
C .1 BUS TYPES.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -1
Appendix D Equipment Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -1
D .1 EQUIPMENT CHARACTERISTICS.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -1
Appendix E Interconnect Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E -1
E .1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E -1
E .2 GROUNDING AND HIRF GUIDELINES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E -1
E .3 SYSTEM INTERCONNECT DIAGRAM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E -1
vii
LIST OF ILLUSTRATIONS
Number Title Page

1-1 B200GT/B200CGT Equipment Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-2 C90GTi Equipment Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1-3 Beechcraft King Air C90GTi/B200GT/B200CGT with IFIS Avionics System, Block Diagram . . . . . . . . . . . . . . . . . . . . . 1-17
1-4 ADS System, Block Diagram Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21
1-5 AHS System, Block Diagram Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25
1-6 EFIS System, Block Diagram Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29
1-7 EIS System, Block Diagram Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-33
1-8 FGS System, Block Diagram Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-37
1-9 FMS System, Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41
1-10 IAPS System, Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-45
1-11 RSS System Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51
1-12 WXR System, Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-55
2-1 Air Data Computer, ADC-3000 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2-2 Air Data Computer, ADC-3000 No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-3 ADC-3000. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-4 ADC-3000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-5 ADC-3000 Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-6 Air Data Computer, ADC-3010 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
2-7 Air Data Computer, ADC-3010 No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
2-8 ADC-3010. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2-9 ADC-3010 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2-10 ADC-3010 Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
2-11 ANT-462B External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
2-12 ANT-462B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2-13 ANT-462B Mating Connectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2-14 ADF Antenna, ANT-462B, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
2-15 Adaptive Flight Display, AFD-3010E, MFD No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-37
2-16 Adaptive Flight Display, AFD-3010, PFD No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
2-17 Adaptive Flight Display, AFD-3010, PFD No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
2-18 AFD-3010/3010E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
2-19 AFD-3010/3010E Mating Connectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
2-20 Adaptive Flight Display, AFD-3010/3010E, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
2-21 Attitude Heading Computer, AHC-3000, AHC No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
2-22 Attitude Heading Computer, AHC-3000, AHC No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63
2-23 AHC-3000. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
2-24 AHC-3000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66
2-25 AHC-3000 Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
2-26 Radio Altimeter, ALT-4000 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71
2-27 ALT-4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-73
2-28 ALT-4000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-74
2-29 Radio Altimeter, ALT-4000, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77
2-30 Cursor Control Panel, CCP-3000, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-81
2-31 CCP-3000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-83
2-32 CCP-3000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-84
2-33 CCP-3000 Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-85
2-34 Control Display Unit, CDU-3000, No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-89
2-35 Control Display Unit, CDU-3000, No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-93
2-36 CDU-3000. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
2-37 CDU-3000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98
2-38 CDU-3000 Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101
2-39 Communication Management Unit, CMU-4000 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-107
2-40 CMU-4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-109
2-41 CMU-4000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-110
viii
Number Title Page

2-42 CMU-4000 Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-113
2-43 Configuration Strapping Unit, CSU-3100 No. 1 or No. 2, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . 2-117
2-44 CSU-3100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-119
2-45 CSU-3100 Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-121
2-46 Data Base Unit, DBU-4100, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-125
2-47 DBU-4100. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-127
2-48 DBU-4100 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-128
2-49 Data Base Unit, DBU-4100, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-131
2-50 Data Base Unit, DBU-5000, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-135
2-51 DBU-5000. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-137
2-52 DBU-5000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-138
2-53 Display Control Panel, DCP-3030, DCP No. 1, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-141
2-54 Display Control Panel, DCP-3030, DCP No. 2, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-143
2-55 DCP-3030 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-145
2-56 DCP-3030 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-146
2-57 Display Control Panel, DCP-3030, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-149
2-58 Data Concentrator Unit, DCU-3001, No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-155
2-59 Data Concentrator Unit, DCU-3001, No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-157
2-60 Engine Data Concentrator, DCU-3001, No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-159
2-61 Engine Data Concentrator, DCU-3001, No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-161
2-62 DCU-3001. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-163
2-63 DCU-3001 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-164
2-64 Data Concentrator Unit, DCU-3001, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-167
2-65 Distant Measurement Equipment, DME-4000 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-171
2-66 Distant Measurement Equipment, DME-4000 No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-173
2-67 DME-4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-175
2-68 DME-4000 Mating Connectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-176
2-69 Distance Measurement Equipment, DME-4000, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-179
2-70 Flight Guidance Computer, FGP-3000 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-183
2-71 Flight Guidance Computer, FGP-3000 No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-187
2-72 FGC-3000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-191
2-73 Flight Guidance Computer, FGC-3000, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-195
2-74 Flight Guidance Panel, FGP-3000 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-199
2-75 FGP-3000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-201
2-76 FGP-3000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-202
2-77 Flight Guidance Panel, FGP-3000, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-207
2-78 Flight Management Computer, FMC-3000 No. 1, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-215
2-79 Flight Management Computer, FMC-3000 No. 2, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-217
2-80 FMC-3000. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-219
2-81 Flight Management Computer, FMC-3000, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-221
2-82 File Server Unit, FSU-5010 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-225
2-83 FSU-5010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-229
2-84 FSU-5010 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-231
2-85 Global Positioning System, GPS-4000A No. 1, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-235
2-86 Global Positioning System, GPS-4000A No. 2, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-237
2-87 GPS-4000A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-239
2-88 GPS-4000A Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-241
2-89 Global Positioning System, GPS-4000A, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-243
2-90 HF COMM Transceiver, HF-9031A No. 1 and HF COMM Coupler, HF-9041 No. 1, External Simplified Schematic 2-245
2-91 HF-9031A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-247
2-92 HF-9041 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-247
2-93 HF-9031A Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-248
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2-94 HF COMM Transceiver, HF-9031A, and HF COMM Coupler, HF-9041, Internal Simplified Schematic. . . . . . . . . . . . 2-251
2-95 IAPS Card Cage, ICC-3000 No. 1 Side, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-255
2-96 IAPS Card Cage, ICC-3000 No. 2 Side, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-265
2-97 ICC-3000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-275
2-98 ICC-3000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-277
2-99 ICC-3000 Backplane Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-280
2-100 IAPS Card Cage, ICC-3000, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-301
2-101 IAPS Environmental Control, IEC-3001 No. 1, External Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-307
2-102 IEC-3001. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-309
2-103 IAPS Environmental Control, IEC-3001, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-313
2-104 Input/Output Concentrator, IOC-3100 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-317
2-105 Input/Output Concentrator, IOC-3100 No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-318
2-106 IOC-3100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-319
2-107 Input/Output Concentrator, IOC-3100, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-321
2-108 Maintenance Diagnostic Computer, MDC-3110, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-325
2-109 MDC-3110 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-327
2-110 Maintenance Diagnostic Computer, MDC-3110, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-329
2-111 VHF Navigation Receiver, NAV-4000 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-333
2-112 VHF Navigation Receiver, NAV-4000 No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-337
2-113 NAV-4000. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-341
2-114 NAV-4500. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-341
2-115 NAV-4000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-343
2-116 NAV-4500 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-343
2-117 VHF Navigation Receiver, NAV-4000/4500, Internal Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-347
2-118 Power Supply Module, PWR-3000 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-352
2-119 Power Supply Module, PWR-3000 No. 2, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-353
2-120 PWR-3000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-355
2-121 Power Control Module, PWR-3000, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-357
2-122 Receiver Transmitter Antenna, RTA-800/852 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-361
2-123 RTA-800/852 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-363
2-124 RTA-800/852 Mating Connectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-364
2-125 Receiver Transmitter Antenna, RTA-800/852, Internal Simplified Schematic. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-367
2-126 Radio Tune Unit, RTU-4200/4220 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-373
2-127 RTU-4200/4220 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-377
2-128 RTU-4200/4220 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-378
2-129 Radio Tune Unit, RTU-4200/4220, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-381
2-130 Mode S Transponder, TDR-94 No. 1, External Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-387
2-131 Mode S Transponder, TDR-94 No. 2, External Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-389
2-132 TDR-94 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-391
2-133 TDR-94 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-392
2-134 Mode S Transponder, TDR-94, Internal Theory of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-395
2-135 VHF COMM Transceiver, VHF-4000 No. 1, External Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-399
2-138 VHF-4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-405
2-139 VHF-4000 Mating Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-406
2-140 VHF COMM Transceiver, VHF-4000, Internal Simplified Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-409
3-1 Controls and Displays, Cursor Control Panel, CCP-3000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3-2 Controls and Displays, Control Display Unit, CDU-3000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3-3 Controls and Displays, Data Base Unit, DBU-4100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3-4 Controls and Displays, Data Base Unit, DBU-5000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3-5 Controls and Displays, Display Control Panel, DCP-3030 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3-6 Controls and Displays, Flight Guidance Panel, FGP-3000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
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3-7 Controls and Displays, Multifunction Display, MFD Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
3-8 Controls and Displays, Primary Flight Display, PFD Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
3-9 Controls and Displays, Radio Tuning Unit, RTU-4200, Top Level Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
3-10 King Air C90GTi/B200GT/B200CGT, Cockpit Mounted Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
3-11 King Air C90GTi, Control Wheel Mounted Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
4-1 File Server Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4-2 CSU-3100 Configuration Strapping Unit, Side View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
4-3 Diagnostic Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
4-4 Maintenance Main Menu Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
4-5 CURRENT FAULTS Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4-6 ADVANCED DIAGNOSTICS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
4-7 DETAILED DIAGNOSTICS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-8 DATA READER Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
4-9 AIRCRAFT HISTORY Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4-10 FAULT HISTORY Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
4-11 FLIGHT LEG SUMMARY Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
4-12 FLIGHT LEG DETAIL Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
4-13 ATA INDEX Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
4-14 LRU INDEX Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
4-15 LRU OPERATIONS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42
4-16 MDC SETUP Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
4-17 SET AIRCRAFT IDENTIFICATION Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46
4-18 SET AIRCRAFT CLOCK Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4-19 LOAD FILES FROM DISK Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
4-20 FILE BROWSER Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
4-21 CONFIGURATION DATA Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
4-22 CSU-3100 and OCM-3100 Side View. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56
4-23 CONFIGURATION STRAPPING DATA Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
4-24 MDC VERSION INFORMATION Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-83
4-25 REPORT DOWNLOAD Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-85
4-26 DOWNLOAD Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-87
4-27 Enter FCS Diagnostics Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-89
4-28 Report Mode Diagnostic Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-92
4-29 Summary Mode Diagnostic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-93
4-30 Input Mode Diagnostic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-110
4-31 Output Mode Diagnostic Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-119
4-32 LRU Fault Isolation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-124
A -1 Controls and Displays, Primary Flight Display, Yellow Comparator Warnings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -21
A -2 MFD Multifunction Display, Yellow Comparator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -22
A -3 Controls and Displays, Primary Flight Display, Red Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -24
A -4 Controls and Displays, Radio Tuning Unit, RTU-4200, Failed Data Flags Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -25
E -1 ICC Label . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E -3
E -2 Beechcraft King Air C90GTi Avionics System, Interconnect Wiring Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E -5
xi
LIST OF TABLES
Number Title Page

1-1 Equipment Covered. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-2 Associated Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1-3 List of Illustrations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
2-1 ADC-3000 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-2 ADC-3010 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2-3 ANT-462B Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
2-4 AFD-3010/3010E Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
2-5 AHC-3000 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
2-6 ALT-4000 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-73
2-7 CCP-3000 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-83
2-8 CDU-3000 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97
2-9 CMU-4000 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-109
2-10 CSU-3100 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-119
2-11 DBU-4100 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-127
2-12 DBU-5000 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-137
2-13 DCP-3030 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-145
2-14 DCU-3001 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-163
2-15 DME-4000 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-175
2-16 FGC-3000 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-191
2-17 FGP-3000 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-201
2-18 FMC-3000 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-219
2-19 FSU-5010 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-229
2-20 GPS-4000A Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-239
2-21 HF-9031A and HF-9041 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-248
2-22 ICC-3000 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-275
2-23 J6 Backplane HDI Connector Pin Descriptions for the IEC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-281
2-24 J7 Backplane HDI Connector Pin Descriptions for the PWR No. 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-282
2-25 J8 Backplane HDI Connector Pin Descriptions for the FGC No. 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-283
2-26 J9 Backplane HDI Connector Pin Descriptions for the CSU No. 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-285
2-27 J10 Backplane HDI Connector Pin Descriptions for the FMC No. 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-286
2-28 J11 Backplane HDI Connector Pin Descriptions for the IOC No. 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-288
2-29 J12 Backplane HDI Connector Pin Descriptions for the MDC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-290
2-30 J13 Backplane HDI Connector Pin Descriptions for the PWR No. 2.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-291
2-31 J14 Backplane HDI Connector Pin Descriptions for the FGC No. 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-293
2-32 J15 Backplane HDI Connector Pin Descriptions for the CSU No. 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-295
2-33 J16 Backplane HDI Connector Pin Descriptions for the FMC No. 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-296
2-34 J17 Backplane HDI Connector Pin Descriptions for the IOC No. 2.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-298
2-35 IEC-3001 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-309
2-36 IOC-3100 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-319
2-37 MDC-3110 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-327
2-38 NAV-4000 and NAV-4500 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-342
2-39 PWR-3000 Mating Connector Hardware and Tooling.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-355
2-40 RTA-800/852 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-364
2-41 RTU-4200/4220 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-377
2-42 TDR-94 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-391
2-43 VHF-4000 Mating Connector Hardware and Tooling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-405
3-1 CCP-3000 Cursor Control Panel, Controls and Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3-2 CDU-3000 Control Display Unit, Control and Displays.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3-3 DBU-4100 Data Base Unit, Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3-4 DBU-5000 Data Base Unit, Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3-5 DCP-3030 Display Control Panel, Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3-6 FGP-3000 Flight Guidance Panel, Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3-7 MFD Multifunction Display, Controls and Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
xii
LIST OF TABLES
Number Title Page

3-8 MFD Multifunction Display, Checklist Index Page. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
3-9 PFD Primary Flight Display, Controls and Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
3-10 RTU-4200 Radio Tuning Unit, Top Level Displays.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
3-11 Cockpit Switches, Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
3-12 Control Wheel Switches, Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
4-1 AHS Heading Compensation Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
4-2 MMT Leveling Procedure.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4-3 Troubleshooting Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
4-4 Configuration Strapping Word 0. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-58
4-14 Configuration Strapping Word 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-72
4-20 FCS Strapping Word Explanations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-81
4-21 Report Mode Parameter List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-94
4-22 REPAIR Codes (Diagnostic Summary). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-96
4-23 AP DIS Codes (Latched Cause of AP Disengage). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-97
4-24 AP ENG Codes (Reasons AP Will Not Engage). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-98
4-25 YD DIS Codes (Latched Cause of YD Disengage). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-99
4-26 YD ENG Codes (Causes YD Will Not Engage). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-100
4-27 STEER Codes (Causes of FD Flag). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-101
4-28 BOOST Codes (Causes for Rudder Boost Failure). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-102
4-29 Description of Report Mode Monitors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-103
4-30 ARINC 429 Word Format.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-109
4-31 Input Mode Parameter List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-111
4-32 SSM and SDI Bits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-117
4-33 Output Mode Parameter List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-120
4-34 Troubleshooting Procedure.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-123
4-35 Level 1 Test/Troubleshooting Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-125
4-36 Level 2 Test/Troubleshooting Index. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-127
4-37 ICC Power Inputs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-143
4-38 IEC Module LEDs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-143
4-39 IOC Module LED.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-144
4-40 MDC Module LED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-145
4-41 Power Module LEDs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-149
A -1 Fault Message Explanations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -2
A -2 PFD Primary Flight Display, Yellow Comparator Warnings Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -20
A -3 MFD Multifunction Display, Yellow Comparator Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -22
A -4 PFD Primary Flight Display, Red Flags Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -23
A -5 RTU-4220 Radio Tuning Unit, HSI Page, Flags Page.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -25
B -1 LRU Diagnostic Data, Reporting LRUs.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -2
xiii
LIST OF TABLES
Number Title Page

B -2 Diagnostic Word Interpretation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -3
B -3 Hexadecimal to Binary Conversion Table. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -4
B -4 ADC-3010 Diagnostics Wd 2 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -5
B -5 ADC-3010 Diagnostics Wd 1 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -7
B -6 AHC-3000 Diagnostics WD #1 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -BLANK
B -7 AHC-3000 Diagnostics WD No 2 [DISC].. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -9
B -8 AHC-3000 Discrete WD 1 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -11
B -9 CCP Diagnostics [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -12
B -10 CDU-30XX Diagnostics Wd 1 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -13
B -11 Datalink Diag Word 1 (CMU) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -14
B -12 Datalink Diag Word 2 (CMU) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -15
B -13 DBU-400X Diagnostic Wd 1 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -16
B -14 DCP Transmitted Diagnostic Word [DISC].. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -17
B -15 DCU Diagnostic WD #1 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -BLANK
B -18 DCU Discrete WD 1 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -21
B -19 DME-4000 Diagnostics [DISC].. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -22
B -20 FGC Diagnostic Wd #1 [DISC].. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -BLANK
B -21 FGC Diagnostic Wd #2 (Boost Code) (FGC) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -BLANK
B -22 FGC Diagnostic Wd #2 (Repair Code) (FGC) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -BLANK
B -23 FGC Diagnostic Wd #2 (YD Engage Code) (FGC) [DISC].. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -BLANK
B -24 FGC Diagnostic Wd #2 (YD Disengage Code) (FGC) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -BLANK
B -25 FGC Diagnostic Wd #2 (AP Engage Code) (FGC) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -BLANK
B -26 FGC Diagnostic Wd #2 (AP Disengage Code) (FGC) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -BLANK
B -27 FMC-3000 Diagnostics [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -32
B -28 FSU Status [DISC].. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -34
B -29 Graphical Weather Faults (FSU) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -35
B -30 Enhanced Maps Faults (FSU) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -36
B -31 Electronic Charts Faults (FSU) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -37
B -32 XM Graphical Weather Faults (FSU) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -38
B -33 2D Terrain Application Faults (reserved) (FSU) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -39
B -34 2D Terrain DB Server Faults (reserved) (FSU) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -39
B -35 GPS Diagnostic (Arinc 743A) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -40
B -36 HF-9031A Diagnostics [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -42
B -37 IOC Diagnostics Wd 1 (IAPS IOC) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -43
B -38 IOC Diagnostics Wd 2 (IAPS IOC) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -44
B -39 IOC Diagnostics 3 Wd 0 (IAPS IOC) [DISC].. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -45
B -40 IOC Diagnostics 3 Wd 1 (IOC INPORTS) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -46
B -51 Lightning Cell Count / Diagnostics Wd (LDS) [BNR]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -57
B -52 MDC Diagnostic Word 1 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -58
B -53 MDC Diagnostic Word 2 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -59
B -54 AFD Diagnostics Wd 1 (MFD) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -60
xiv
LIST OF TABLES
Number Title Page

B -55 AFD Diagnostics Wd 2 (MFD) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -61
B -56 ADF-4000 Diagnostics (NAV) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -62
B -57 VIR-4000 Diagnostics (NAV) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -64
B -58 AFD Diagnostics Wd 1 (PFD) [DISC].. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -66
B -59 AFD Diagnostics Wd 2 (PFD) [DISC].. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -67
B -60 PFD Discrete Wd 2 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -68
B -61 ALT-4000 Diagnostics (RAD ALT) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -69
B -62 RTU-42XX Diagnostics Wd 1 (from TDR) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -70
B -63 RTU-42XX Diagnostics Wd 2 (from TDR) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -71
B -64 TAWS Fault Diagnostics Wd 1 [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -72
B -67 TCAS I Diagnostics (from EFIS) [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -75
B -68 Beacon Code (Echo) (TDR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -76
B -69 TDR-94 Diagnostics [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -77
B -70 VHF Diagnostics [DISC]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -79
B -71 WXT-8XX Diagnostics Wd 1 (WXR) [OCTAL]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B -81
C -1 Digital Bus Nomenclature and Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -2
C -2 LEFT AIR DATA COMPUTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -3
C -3 ATTITUDE/HEADING COMPUTER.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -4
C -4 CURSOR CONTROL PANEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -4
C -5 CONTROL DISPLAY UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -5
C -8 COMMUNICATION MANAGEMENT UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -8
C -11 DISPLAY CONTROL PANEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -10
C -12 DATA CONCENTRATOR UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -10
C -13 DME TRANSCEIVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -11
C -14 ENGINE DATA CONCENTRATOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -12
C -15 ENGINE DATA CONCENTRATOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -12
C -16 FLIGHT GUIDANCE COMPUTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -13
C -17 FLIGHT MANAGEMENT COMPUTER.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -14
C -18 FLIGHT MANAGEMENT COMPUTER.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -17
C -19 FILE SERVER UNIT.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -20
C -20 I/O CONCENTRATOR.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -20
C -23 GLOBAL POSITIONING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -29
C -24 HF RECEIVER/TRANSMITTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -31
C -30 INERTIAL REFERENCE UNIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -44
C -31 LIGHTNING DETECTION SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -46
C -32 MAINTENANCE DIAGNOSTIC COMPUTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -47
C -33 MAINTENANCE DIAGNOSTIC COMPUTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -48
C -34 MULTIFUNCTION DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -48
C -35 MULTIFUNCTION DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -48
C -36 MLS RECEIVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -49
xv
LIST OF TABLES
Number Title Page

C -37 PFD ADAPTIVE FLIGHT DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -50
C -38 PFD ADAPTIVE FLIGHT DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -52
C -39 RADIO ALTIMETER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -53
C -40 RADIO TUNE UNIT.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -53
C -41 RADIO TUNE UNIT.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -54
C -42 TACAN TRANCEIVER (ARN-154). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -55
C -43 TACAN TRANCEIVER (TCN-500). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -56
C -44 TERRAIN AWARENESS WARNING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -56
C -45 TERRAIN AWARENESS WARNING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -57
C -46 TCAS II T/R. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -57
C -47 TRANSPONDER.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -58
C -48 TRANSPONDER.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -59
C -49 TCAS II T/R. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -59
C -50 VHF COMM TRANSCEIVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -59
C -51 VHF COMM TRANSCEIVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -60
C -52 VOR/ILS/MKR/ADF RECEIVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -60
C -53 VOR/ILS/MKR/ADF RECEIVER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -60
C -54 WXR R/T/ANTENNA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C -61
D -1 Equipment Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -2
D -2 Certification Categories.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -3
D -3 Unit Weight, Power Requirements, and Size.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -7
D -4 ADC-3000 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -9
D -5 ADC-3010 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -10
D -6 AFD-3010 and AFD-3010E Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -11
D -7 AHC-3000 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -12
D -8 ALT-4000 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -13
D -9 ANT-462A Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -14
D -10 ANT-462B Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -15
D -11 CCP-3000 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -16
D -12 CDU-3000 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -17
D -13 CMU-4000 Environmental Qualification Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -18
D -14 CSU-3100 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -19
D -15 DBU-4100 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -20
D -16 DBU-5000 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -21
D -17 DCP-3030 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -22
D -18 DCU-3001 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -23
D -19 DME-4000 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -24
D -20 ECU-3000 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -25
D -21 FDU-3000 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -26
D -22 FGC-3000 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -27
D -23 FGP-3000 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -28
D -24 FMC-3000 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -29
D -25 FSU-5010 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -30
D -26 GPS-4000A Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -31
D -27 GPS Antenna Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -32
D -28 HF-9031A Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -33
D -29 HF-9041 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -34
D -30 ICC-3000 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -35
D -31 IEC-3001 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -36
D -32 IOC-3100 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -37
D -33 MDC-3110 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -38
D -34 NAV-4000 and NAV-4500 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -39
D -35 OCM-3100 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -40
xvi
LIST OF TABLES
Number Title Page

D -36 PWR-3000 Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -41
D -37 RTA-800/852 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -42
D -38 RTU-4200/4220 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -43
D -39 SMT-65/65D Environmental Qualification Form.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -44
D -40 SVO-3000 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -45
D -41 TDR-94 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -46
D -42 VHF-4000 Environmental Qualification Form. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D -47
xvii/(xviii Blank)
INTRODUCTION
1. HOW TO USE THIS BOOK.

This manual describes the Beechcraft King Air C90GT/C90GTi/B200GT/B200CGT airplane. All references to the C90GTi also
include the C90GT. The first chapter has general data. Each chapter that follows gets more detailed. The appendices contain tables
and diagrams for reference.
1.1. Airplane Avionics Overview.
Chapter one lists each piece of Rockwell Collins equipment and shows where the equipment is located on the airplane. Chapter one
gives an overall description of the airplane avionics, including an airplane block diagram. Chapter one also describes each avionics
subsystem, and includes a subsystem block diagram for each one.
1.2. How Each LRU Works.
Chapter two is divided into many sections. Each section describes one Line Replaceable Unit (LRU) as follows:
• A description of the signals that the LRU processes
• A schematic of the signals that the LRU processes
• Simple troubleshooting for the LRU
• The LRU model name
• The LRU function
• An illustration of the LRU
• The LRU connector details
• An illustration of the LRU connectors
• LRU removal/installation instructions
• The internal operations of the LRU
• The LRU internal block diagram.
1.3. How to Use Controls and Displays.

Chapter three describes the basic functions of those cockpit LRUs that have controls and/or displays.
1.4. Maintenance Information.
Chapter four describes general maintenance for the avionics system. This includes periodic inspection schedules, high-level trou-
bleshooting, how to operate the maintenance systems, how to load data into different systems, and how to calibrate the Aircraft
Heading System (AHS).
1.5. Appendices.
Each appendix describes very detailed information about the avionics system. Descriptions of the appendices follow.
APPENDIX CONTENTS
Faults and Warnings MDC faults, cockpit display flags
Maintenance Diagnostic Diagnostic word tables
Words
Bus Types Tables for every bus on the airplane
Equipment Characteris- LRU environmental, weight, dimension, and power tables
tics
Interconnect Diagram Beechcraft King Air C90GTi wiring diagram
Change 1 xix
introduction
2. ACRONYMS, ABBREVIATIONS, AND MNEMONICS.
The list that follows shows the abbreviations, acronyms, and mnemonics that are used in this publication to describe the avionics
system.
TERM MEANING
A Aileron
ABS Absolute
ABV Above
AC Advisory Circular
ACARS Airborne Communications Addressing and Reporting System
ACAS Airborne Collision Avoidance System
ACP Audio Control Panel
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADLP Airborne Data Link Processor
ADS Air Data System
ADV Advance
AFD Adaptive Flight Display
AFIS Airborne Flight Information System
AHC Attitude Heading Computer
AHRS Attitude Heading Reference System
AHS Attitude Heading System
AIL Aileron
ALI Altimeter
ALT Altitude
ALT SEL Altitude, Preselect
ALTS Altitude Select
AMS Avionics Management System
ANNUN Annunciator
ANP Actual Navigation Performance
ANT Antenna
AOA Angle Of Attack
AP Autopilot
APPR Approach
APR Automatic Performance Reserve
APU Auxiliary Power Unit
ARINC Aeronautical Radio Incorporated
ARP Air Data Reference Panel
ASCII American Standard Code for Information Interchange
ASI Airspeed Indicator
ATC Air Traffic Control
ATCRBS Air Traffic Control Radar Beacon System
ATR Air Transport Radio
ATT Attitude
AUT Autotune
AUTO Automatic
B/C Back Course (Localizer)
BARO Barometric Pressure
BAT Battery
BCD Binary Coded Decimal
BFO Beat Frequency Oscillator
BLO Below
BIT Built-In Test
BITE Built-In Test Equipment
BNK Bank
xx
introduction
BOC Bottom Of Climb

BRG Bearing
BRT Brightness (Stroke Intensity Control)
CAP Capture
CAS Crew Alerting System
CCP Cursor Control Panel
CCW Counter Clockwise
CDU Control Display Unit
CKLST Checklist
CLB Climb
CLR Clear
CMC Central Maintenance Computer
CMD Command
CMU Communications Management Unit
COM Communication
COMM Communication
COORD Coordinated
CPN Collins Part Number
CRS Course
CRT Cathode Ray Tube
CRZ Cruise
CSU Configuration Strapping Unit
CTL Control
CTRL Control
CVR Cockpit Voice Recorder
CW Continuous Wave or Clockwise
DA Drift Angle
DAC Digital-To-Analog Converter
DBU Data Base Unit
DCP Display Control Panel
DCU Data Concentration Unit
DEG Degree
DES Descend
DEV Deviation
DFDR Digital Flight Data Recorder
DG Directional Gyro
DH Decision Height
DIR Direct
DIS Distance
DISC Disconnect
DISP Display
DIST Distance
DME Distance Measuring Equipment
DME HLD DME Hold
DR Dead Reckoning
DSPL Display
E Elevator
ECU External Compensation Unit
EFD Electronic Flight Display
EFIS Electronic Flight Instrument System
EGPWS Enhanced Ground Proximity Warning System
EGT Exhaust Gas Temperature
EICAS Engine Indication and Crew Alert System
EIS Engine Indication System
ELEV Elevation
EMG Emergency
EMI Electro-Magnetic Interference
xxi
introduction
ENG Engage
ENT Enter
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
ETE Estimated Time En Route
FADEC Full Authority Digital Engine Control
FAR Federal Aviationr Regulation
FCC Flight Control Computer
FCP Flight Control Panel
FCS Flight Control System
FD Flight Director
FDU Flux Detector Unit
FF Fuel Flow
FGC Flight Guidance Computer
FGP Flight Guidance Panel
FL Flight Level
FLP Flight Plan
FLT PLN Flight Plan
FMC Flight Management Computer
FMS Flight Management System
FOM Figure Of Merit (Quality)
FPA Flight Path Angle
FPL Flight Plan
FPM Feet Per Minute
FT Forecast, Terminal
G Gain
GA Go Around
GCS Ground Clutter Suppression
GMT Greenwich Mean Time
GND Ground
GND CLTR SPRS Ground Clutter Suppression
GNSS Global Navigation Satellite System
GP General Purpose
GPS Global Positioning System
GPWS Ground Proximity Warning System
GS Glideslope
H Hold
HDG Heading
HF High Frequency
HIRF High Intensity Radiated Fields
HLD Hold
HPA Hecto Pascals
HSI Horizontal Situation Indicator
I/O Input/Output
IAPS Integrated Avionics Processor System
IAS Indicated Airspeed
ICC IAPS Card Cage
ICU Internal Compensation Unit
ID Ident
IDX Index
IEC IAPS Environmental Controller
ILS Instrument Landing System
IM Inner Marker Beacon
IMT Instrument Mounting Tray
IN HG Inches of Mercury
INDEP Independent
IOC Input/Output Concentrator
xxii
introduction
IRS Inertial Reference System

ISA International Standard Atmosphere
ITT Interstage Turbine Temperature
JS Joystick
KT Knots
L Left
LADV Line Advance
LAT Latitude
LDS Lightning Detection System
LG Leg
LNA Low Noise Amplifier
LOC Localizer
LON Longitude
LRM Line Replaceable Module
LRU Line Replaceable Unit
LVL CHG Level Change
M Mach Number
MAG Magnetic
MAN Manual
MB Marker Beacon
MDA Minimum Descent Altitude
MDC Maintenance Diagnostic Computer
MEM Memory Module
METAR Meteorological Report - Aviation Routine
MFD Multifunction Display
MGMT Management
MIC Microphone
MKR Marker Beacon
MLS Microwave Landing System
MM Middle Marker
MMO Mach, Maximum Overspeed
MNU Menu
MSG Message
MSI Mach Speed Indicator
MSL Mean Sea Level
NA Not Applicable
NAV Navigation
NCD No Computed Data
NDB Non-Directional Beacon
NEG Negative
NM Nautical Miles
NORM Normal
NOTAM Notice To Airmen
OAT Outside Air Temperature
OCM Options Configuration Module
OM Outer Marker Beacon
PADV Page Advance
PFD Primary Flight Display
PG Page
PIREP Pilot Reports
PIT Pitch
PMA Part Manufacturer Approval
PMAT Portable Maintenance Access Terminal
POS Position
PPM Preprogrammed Message
PRAIM Predictive RAIM
PRE Preset or Preselect
xxiii
introduction
PTCH Pitch
PTR Pointer
PTT Push To Talk
PWR Power
R Right
RA TCAS Resolution Advisory
RAD Radial
RAIM Receiver Autonomous Integrity Monitoring
RAT RAM Air Temperature
RB Rudder Boost
RDR Radar
REL Relative
REV Reversion
RMI Radio Magnetic Indicator
RMT Remote
ROL Roll
RPT Reporting Altitude
RSP Reversion Switch Panel
RSS Radio Sensor System
RTA Receiver/Transmitter Antenna
RTCA Radio Technical Committee for Avionics
RTN Return
RTU Radio Tuning Unit
RUD Rudder
RVSM Reduced Vertical Separation Minimums
SAT Static Air Temperature
SATCOM Satellite Communications
SDI Source Destination Identifier
SEL Select
SIGMETS Significant Meteorology Observations
SITA/AVICOM Communications Data Link System (Europe)
SMT Servo Mount
SPD Speed
SQ Squelch
SRC Source
SSM Sign Status Matrix
STBY Standby
STC Supplemental Type Certificate
STD Standard
SVO Servo
SYNC Synchronize
SYS CTRL System Control
T Tilt
TA Traffic Advisory
TAF Terminal Area Forecast (ICAO)
TAS True Airspeed
TAT Total Air Temperature
TAWS Terrain Awareness Warning System
TCAS Traffic Alert Collision Avoidance System
TDR Transponder
TEMP Temperature
TFC Traffic
TGT Target
TK Track
TOD Top Of Descent
TRB Turbulence
TRE TCAS II Directional Antenna
xxiv
introduction
TRK Track
TSO Technical Standard Order
TST Test
TTG Time To Go
TTR TCAS Transmitter/Receiver
TURB Turbulence
TWR Turbulence Weather Radar
UHF Ultra-High Frequency
UMT Universal Mount
USTB Unstabilized
UTC Universal Time Coordinated
V Airspeed
V1 Critical Engine Failure Velocity
V2 Takeoff Safety Speed
VDEV Vertical Deviation
VERT Vertical
VHF Very High Frequency
VIR VOR/ILS Receiver
VMO Velocity, Maximum Operating
VNAV Vertical Navigation
VNV Vertical Navigation
VOR VHF Omnirange
VR Takeoff Rotation Velocity
VS Vertical Speed
VSI Vertical Speed Indicator
VSPDS Airspeeds
VSR Vertical Speed Required
VT Target Reference Airspeed
VTK Vertical Track
VWPT Vertical Waypoint
WPT Waypoint
WX Weather
WXR Weather Radar System
XFR Transfer
XMIT Transmit
XTK Crosstrack
YD Yaw Damper
Z Zulu Time
To submit comments regarding this manual, please contact:
Rockwell Collins
400 Collins Rd NE, M/S 153-250
or send email to: techmanuals@rockwellcollins.com
xxv/(xxvi Blank)
SAFETY SUMMARY
1. GENERAL ADVISORIES FOR ALL UNITS.
Service personnel are to obey standard safety precautions, such as wearing safety glasses, to prevent personal
injury while installing or doing maintenance on this unit.
Use care when using sealants, solvents and other chemical compounds. Do not expose to excessive heat or open
flame. Use only with adequate ventilation. Avoid prolonged breathing of vapors and avoid prolonged contact with
skin. Observe all cautions and warnings given by the manufacturer.
Remove all power to the unit before disassembling it. Disassembling the unit with power connected is dangerous
to life and may cause voltage transients that can damage the unit.
This unit may have components that contain materials (such as beryllium oxide, acids, lithium, radioactive mate-
rial, mercury, etc.) that can be hazardous to your health. If the component enclosure is broken, handle the com-
ponent in accordance with OSHA requirements 29CFR 1910.1000 or superseding documents to prevent personal
contact with or inhalation of hazardous materials. Since it is virtually impossible to determine which components
do or do not contain such hazardous materials, do not open or disassemble components for any reason.
This unit exhibits a high degree of functional reliability. Nevertheless, users must know that it is not practical to
monitor for all conceivable system failures and, however unlikely, it is possible that erroneous operation could
occur without a fault indication. The pilot has the responsibility to find such an occurrence by means of cross-
checks with redundant or correlated data available in the cockpit.
Before handling any unit or unit component, ground the repair operator through a conductive wrist strap or other
device that uses a 470-kΩ or 1-MΩ series resistor to prevent operator injury.
xxvii
safety summary
Turn off power before disconnecting any unit from wiring. Disconnecting the unit without turning power off may
cause voltage transients that can damage the unit.
This unit contains electrostatic discharge sensitive (ESDS) components and ESDS assemblies that can be damaged
by static voltages. Although most ESDS components contain internal protection circuits, good procedures dictate
careful handling of all ESDS components and ESDS assemblies.
Obey the precautions given below when moving, touching, or repairing all ESDS components and units containing
ESDS components.
1. De-energize or remove all power, signal sources, and loads used with the unit.
2. Place the unit on a work surface that can conduct electricity (is grounded).
3. Ground the repair operator through a conductive wrist strap or other device using a 470-kΩ or 1-MΩ series
resistor to prevent unit or unit component damage.
4. Ground any tools (and soldering equipment) that will contact the unit. Contact with the operator's hand is a
sufficient ground for hand tools that are electrically isolated.
5. All ESDS replacement components are shipped in conductive foam or tubes and must be stored in their shipping
containers until installed.
6. ESDS devices and assemblies that are removed from a unit must immediately be put on the conductive work
surface or in conductive containers.
7. Place repaired or disconnected circuit cards in aluminum foil or in plastic bags that have a layer of, or are made
with, conductive material.
8. Do not touch ESDS devices/assemblies or remove them from their containers until they are needed. Failure to
handle ESDS devices as described above can permanently damage them. This damage can cause immediate or
premature device failure.
2. SPECIFIC ADVISORIES FOR THE BEECHCRAFT KING AIR C90GT/C90GTI/B200GT/B200CGT.
Rockwell Collins does not take the responsibility for certification of the APS-3000 when used with equipment
other than those covered by the Rockwell Collins Avionics safety analysis. The APS-3000 Autopilot System has
been certified with a safety analysis based on the use of the AHS-3000 attitude system. The use of any other
attitude system requires a new safety analysis to ensure that the safety requirements of the autopilot system are
met.
Electronic control systems, such as autopilots, engine controls, fuel controls, temperature sensors, etc. used for
aircraft control can be susceptible to transmissions from communications transceivers, DMEs, transponders, etc.
that can interfere with aircraft operations. If such a situation occurs, discontinue transmission or select a different
frequency. If necessary, turn off the radio.
xxviii Change 2
safety summary
The area within the scan arc and within 5 meters (15 feet) of an operating RTA-854 Weather Radar System con-
stitutes a hazardous area. Do not operate the system in any mode other than standby (STBY) or test (TEST) when
the antenna might scan over personnel within that range. Never turn on the transmitter while in a hanger. FAA
Advisory Circular 20-68B, or superseding documents, provide additional details regarding the radiation hazards
associated with ground operation of airborne weather radar.
Observe the following precautions when handling fiber-optic components:

1. The output from fiber-optic links can cause serious damage to the eye, and glass in the cable can pierce the skin.
2. Use caution when viewing fiber ends or optical ports under magnification. For further precautions and infor-
mation, see ANSI 2-136.1 1986.
3. Use caution when viewing the optical port without knowing the optical power level and the wave-length.
4. Handle bare optical fiber with care. The core end of the fiber is glass that can pierce the skin and break off.
This is a hazard only when terminating a fiber end with a connector or splice.
5. Potential eye problems result from invisible wavelengths, collimated light, and light intensity of unknown
sources. As a general rule, it is always safer and more accurate to use a meter to measure light output.
NOTE
The conditions and tests required for TSO approval of this article are minimum performance standards. It is the
responsibility of those desiring to install this article either on or within a specific type or class of aircraft to de-
termine that the aircraft installation conditions are within the TSO standards. The article may be installed only if
further evaluation by the applicant documents an acceptable installation and is approved by the administrator.
xxix/(xxx Blank)
CHAPTER 1
General Information
1.1. INTRODUCTION.
This chapter lists each piece of Rockwell Collins equipment, and shows what it looks like and where the equipment is located on the
airplane. This chapter gives an overall description of the airplane avionics, including an airplane block diagram. This chapter also
describes each avionics subsystem, and includes a block diagram for each one.
1.2. EQUIPMENT.
Equipment covered lists the airplane avionics and avionic software. Associated equipment lists the airplane mounts.
1.2.1. Equipment Covered.
NOTE
Refer to Service Information Letter (SIL) 523-0806505, FSU-5010 Field Loadable Software, for the current ap-
plicable version of File Server Application (FSA) software.
Refer to Table 1-1 for a complete list of the Rockwell Collins avionics equipment covered in this manual.
Table 1-1. Equipment Covered.

UNIT DESCRIPTION COLLINS PART STANDARD OPTIONAL
NUMBER QUANTITY QUANTITY
IAPS INTEGRATED AVIONICS PROCESSOR SYSTEM
CSU-3100 Configuration Strapping Unit 822-1363-002 2
ICC-3000 IAPS Card Cage 822-1129-001 1

IEC-3001 IAPS Environmental Controller 822-1167-001 1
IOC-3100 IAPS I/O Concentrator 822-1361-612, -613 2
-612: B200GT/B200CGT
-613: C90GTi
MDC-3110 Maintenance Diagnostic Computer 822-1987-005 1

MDT-3110 Maintenance Diagnostic Tables 810-0042-012 1
OCM-3100 Options Control Module 822-1484-201 2
PWR-3000 IAPS Power Supply 822-1137-001 2
ADS AIR DATA SYSTEM
ADC-3000 Air Data Computer (B200GT/B200CGT) 822-1109-011 2
ADC-3010 Air Data Computer (C90GTi) 822-2083-002 2
ADT-3010 Air Data Configuration Tables (C90GTi) 810-0044-009 2
AHS ATTITUDE HEADING SYSTEM

AHC-3000 Attitude Heading Computer 822-1110-002 2
Change 1 1-1
general information
Table 1-1. Equipment Covered. - Continued

ECU-3000 External Compensation Unit 822-1200-002 2
FDU-3000 Flux Detector Unit 822-1193-001 2
EFIS ELECTRONIC FLIGHT INSTRUMENT SYSTEM
AFD-3010 Adaptive Flight Display (PFD and MFD) 822-1084-353 2
AFD-3010E Adaptive Flight Display 822-1753-353 1
DCP-3030 Display Control Panel 822-1828-061, -161 2

-061 : Push autotilt button (for use with RTA-852)
-161 : No push autotilt button (for use with RTA-800)
IFIS INTEGRATED FLIGHT INFORMATION SYSTEM (P/O EFIS)
FSU-5010 File Server Unit 822-1543-101 1
FSA-5000 File Server Application Software 810-0001-008, -108 1

-008: Use with GWX-5000 (Universal Weather)
-108: Use with GWX-300X (XM Weather)
CCP-3000 Cursor Control Panel 822-1746-001 1
CMU-4000 Communications Management Unit 822-1739-002, -003 0 1
-002: Use with third VHF Data-link option
(B200GT/B200CGT)
-003: Use with third VHF Data-link option (C90GTi)
XMWR-1000 XM Receiver 822-2031-002 1
ECU-3000 External Compensation (P/O FSU mount) 822-1200-998, -999 1 1
-998: P/O FSU-4000 mount
-999: P/O CMU-4000 mount
GWX-3000 Broadcast Graphical Weather 810-0007-001 0 1
- XM Weather, XM receiver system required.
GWX-3001 Broadcast Graphical Weather 810-0058-001 1
- XM Weather, XM receiver system required.
GWX-5000 Graphical Weather 810-0004-001 0 1
- Universal Weather, third VHF Data-link required.
ECH-5000 Electronic Charts 810-0002-001 0 1
OVL-5000 Map Overlays 810-0003-001 0 1

CPAS-3000 Collins Portable Access Software 810-0032-002 0 1
EIS ENGINE INDICATION SYSTEM
DCU-3001 Data Concentration Unit 822-1483-102 4
FGS FLIGHT GUIDANCE SYSTEM
FGC-3000 Flight Guidance Computer 822-1108-031, -047 2
-031: B200GT/B200CGT
-047: C90GTi
FGP-3000 Flight Guidance Panel 822-1107-103 1
1-2 Change 1
general information

SVO-3000 Primary Servo (Aileron) 822-1168-001, -002 1
-001: C90GTi
-002: B200GT/B200CGT
SVO-3000 Primary Servo (Elevator) 822-1168-001, -002 1
-001: B200GT/B200CGT
-002: C90GTi
SVO-3000 Primary Servo (Rudder) 822-1168-002 1
SVO-3000 Pitch Trim Servo 822-1168-003 1
SMT-65D Servo Mount (Trim for C90GTi) 622-6411-002 1
SMT-65 Servo Mount (Aileron) 622-5735-001 1

SMT-65 Servo Mount (Elevator and Rudder) 622-5735-002 2 or 3
- B200GT/B200CGT has 3
FMS FLIGHT MANAGEMENT SYSTEM
FMC-3000 Flight Management Computer (Located in ICC) 822-0883-025 1 1
CDU-3000 Control Display Unit 822-0884-461, -461, -491, 1 1

-493
-461: FLT ID option, B200GT/B200CGT
-463: Baseline, B200GT/B200CGT
-491: Enhanced Surveillance option, C90GTi
-493: Baseline, C90GTi.
DBU-5000 Data Base Unit (C90GTi) 822-2215-201 1
DBU-4100 Data Base Unit (B200GT/B200CGT) 822-0014-103 1

RSS RADIO SENSOR SYSTEM
ALT-4000 Radio Altimeter 822-0615-002, -206 1
-002: B200GT/B200CGT
-206: C90GTi.
ANT-462A ADF Antenna (Single, B200GT/B200CGT) 622-7383-001 1 1
ANT-462B ADF Antenna (Dual, C90GTi) 622-7384-001 1
DME-4000 DME Transceiver 822-1466-001 1 1
GPS-4000A Global Positioning System 822-1377-001 1 1
GPS-ANT GPS Antenna (B200GT/B200CGT) 847-0006-010 1 1
HF-9031A HF Transceiver 822-0101-002 0 1
HF-9041 HF Antenna Coupler 685-0350-002 0 1
NAV-4000 VHF Navigation Receiver (VOR/ILS/MB/ADF) option replaces 822-1465-001, -101 1 1
NAV-4500
-001: B200GT/B200CGT
-101: C90GTi
NAV-4500 VHF Navigation Receiver (VOR/ILS/MB) option replaces 822-1579-001, -101 1 0
NAV-4500 with a NAV-4000 for dual ADF
-001: B200GT/B200CGT
-101: C90GTi
Change 1 1-3
general information

RTU-4200 Radio Tuning Unit (Baseline) 822-0668-251, -261 1 0
-251: Baseline.
-261: Flight ID option
RTU-4220 Radio Tuning Unit 822-0730-451, -461 0 1
- Option replaces RTU-4200
-451: HF option
-461: HF and Flight ID options
TDR-94 Mode S Transponder 622-9352-005, -008 2 0
-005: Baseline
-008: Optional. Replaces baseline. Use with TCAS. Improved
Flight ID option.
VHF-4000 VHF Communication Transceiver 822-1468-101, -102, -302 2 1
-101: Baseline for B200GT/B200CGT
-102: Improve COMM to COMM interference (SB 501)
-302: Optional 3rd VHF for Data-link option. Use with Univer-
sal Weather option GWX-5000.
WXR WEATHER RADAR SYSTEM
RTA-800 Receiver/Transmitter/Antenna, baseline for C90GTi 822-1050-004 1 0
RTA-852 RTA-852, Autotilt and turbulence detection, baseline for 622-8439-004 1 0
B200GT/B200CGT, option for C90GTi
1-4 Change 1
general information
1.2.2. Associated Equipment.

Refer to Table 1-2 for a list of the associated equipment.
Table 1-2. Associated Equipment.

GPS-MNT Mounting tray for the GPS-4000A 270-2712-010 1 1
IMT-3010 Mounting tray for the AFD-3010/3010E 822-1140-003, -004 1
2
-003: MFD mounting tray
-004: PFD mounting tray with cut-out for control wheel clear-
ance
MMT-125 1/2 ATR mount for the DME-4000, NAV-4000/4500, and 622-9670-002 5 2
VHF-4000
MMT-130 CMU mount 622-9671-001 0 1
VHF-4000/ MMT-125/MMT-130 piggyback mount kit 653-9078-106 0 1
CMU-4000
Mount Kit
MMT-150 1/2 ATR mount for the TDR-94 622-9672-003 2
MMT-3000 Mounting tray for the ADC-3000 or ADC-3010 822-1227-001 2

MMT-3010 Mounting tray for the AHC-3000 822-1290-003, -004 2
-003: B200GT/B200CGT
-004: C90GTi
MMT-5000 FSU mount 822-1811-003 1
MT-9030A Mounting tray for HF transceiver 622-8116-001 0 1
MT-9041A Single mounting tray for HF antenna coupler 622-8122-001 0 1
UMT-12 3/8 ATR mount for the ALT-4000 622-5212-001 1
1.3. PURPOSE OF EQUIPMENT.

The Beechcraft King Air C90GTi/B200GT/B200CGT with IFIS Avionics System is a fully integrated airplane system. This avionics
system contains an enhanced version of the traditional avionics, and includes new avionics units/models designed for this application.
The avionics system has the following features:
• Three display Electronic Flight Instrument System (EFIS)
• Fail-passive 3-axis autopilot with automatic pitch trim outputs
• Dual flight director (FGCs and FGP)
• Dual Attitude And Heading Reference System (AHRS) sensors
• Dual Air Data Computers (ADC)
• Radio Altimeter (RALT)
• Solid-state turbulence Weather Radar System (WXR)
• Single Flight Management System (FMS) navigator
• Single Global Positioning System (GPS) receiver
• Dual VOR/ILS/Marker NAV radios
• Single Automatic Direction Finder (ADF) receiver
• Single Distance Measuring Equipment (DME) transceiver
1-5
general information
• Dual Mode-S Transponders (TDR)

• Dual VHF COMM transceivers
• Maintenance diagnostic system including checklists
• Integrated Avionics Processor Assembly (IAPS)
• Engine Indication System (EIS) with Data Concentrator Units (DCU)
• Category II precision approach capability.
The optional systems and functional capabilities are:
• Third VHF Comm
• 25 kHz VHF Comm Tuning in lieu of 8.33 kHz Comm Tuning
• Second ADF
• Single HF-9000 Communications System
• Second FMS
• Second GPS
• Second DME
• Dual Mode S Diversity Transponders
• Air Traffic Control (ATC) Flight ID capability with elementary or enhanced surveillance
• Radio Tuning Unit (RTU) with Horizontal Situation Indication (HSI) page
• File Server Unit (FSU) with Graphical Weather (GWX), Electronic Charts (ECH) and Enhanced Map Overlays (OVL)
• Communication Management Unit (CMU) (VHF Data Link Mode 2)
• Weather Radar System with wet precipitation, moisture-based turbulence, and ground feature (WXR).
1.4. EQUIPMENT LOCATION.

Refer to Figure 1-1 (B200GT/B200CGT) and Figure 1-2 (C90GTi) for the location of each system unit and associated antenna on the
airplane. Sheet 1 of each illustration is a top view of the airplane and avionics locations. The weather-radar unit Receiver/Transmit-
ter/Antenna (RTA) and the glideslope antenna are in the nose radome. The flux detector units are in the horizontal stabilizer for the
B200GT/B200CGT and the in wing tips for the C90GTi. The attitude heading computers under the floor of the cabin of the C90GTi.
Each prim̀ary servo is located near the appropriate aileron, elevator, or rudder control surface. Sheet 2 is a side view of the airplane
and antenna locations. Sheet 3 shows the instrument panel and the pedestal mounted units. Sheet 4 shows the units located in the
nose avionics-bay. Sheet 5 (Figure 1-1 only) shows the Line Replaceable Modules (LRM) of the Integrated Avionics Processing
System (IAPS) located inside the IAPS Card Cage assembly (ICC). These LRMs are in the same configuration in the C90GTi. Some
components are in the avionics compartment located inside the tail of the airplane. These include the TDR-94s and the ALT-4000.
1-6
general information
Figure 1-1. B200GT/B200CGT Equipment Location (Sheet 1 of 5)
1-7
general information
1-8
general information
1-9
general information
1-10
general information
1-11
general information
Figure 1-2. C90GTi Equipment Location (Sheet 1 of 4)
1-12
general information
1-13
general information
1-14
general information
1-15
general information
1.5. SYSTEM OVERVIEW.

This section gives you an overview of the Beechcraft King Air C90GTi/B200GT/B200CGT with IFIS Avionics System.
1.5.1. System Block Diagram.
NOTE
Most units report maintenance information in a diagnostic word to the built-in diagnostic system. This section does
not refer to these diagnostic words. Refer to the maintenance section of this manual for diagnostic information.
The system schematics are not intended to replace bench level repair coverage. Component level coverage is
provided in the applicable repair manual.
Refer to Figure 1-3 for a comprehensive block diagram of the Beechcraft King Air C90GTi/B200GT/B200CGT with IFIS Avionics
System. Heavy solid-black borders identify all system units. The slashed border outlines identify the interfacing systems. Refer to
Table 1-3 for a list of illustrations.
1-16
general information
Figure 1-3. Beechcraft King Air C90GTi/B200GT/B200CGT with IFIS Avionics System, Block Diagram
1-17/(1-18 Blank)
general information
1.6. SUBSYSTEM DESCRIPTIONS.

The Beechcraft King Air C90GTi/B200GT/B200CGT with IFIS Avionics System has an IAPS assembly and the eight subsystems
that follow:
• ADS - Air Data System
• AHS - Attitude Heading System
• EFIS - Electronic Flight Instrument System
• EIS - Engine Indication System
• FGS - Flight Guidance System
• FMS - Flight Management System
• RSS - Radio Sensor System
• WXR - Weather Radar System.
When applicable, the figures show the signal paths from operating controls such as knobs, pushbuttons, and other sources to the
resulting indication displays, airplane control surfaces, etc. The system overview has broad scope and shows the units in a system
and the other system interfaces. The system schematic shows a schematic representation of each unit in a system. All airplane wiring,
including pin numbering is shown for each unit and interfacing system. Depth of coverage is tailored to the airplane flight-line
maintenance level.
Table 1-3. List of Illustrations.

FIGURE TITLE
Figure 1-4 ADS System, Block Diagram
Figure 1-5 AHS System, Block Diagram
Figure 1-6 EFIS System, Block Diagram
Figure 1-7 EIS System, Block Diagram
Figure 1-8 FGS System, Block Diagram
Figure 1-9 FMS System, Block Diagram
Figure 1-10 IAPS System, Block Diagram
Figure 1-11 RSS System, Block Diagram
Figure 1-12 WXR System, Block Diagram
1-19
general information
1.6.1. ADS (Air Data System).

This section gives you data about the Air Data System (ADS). The ADS is a dual system that senses and processes data derived from
the air mass around the airplane.
1.6.1.1. Overview. Refer to Figure 1-4. The ADS consists of two air data computers. The No. 1 (pilot-side) system is identical
to the number 2 (copilot-side) system. Each LRU is listed and described below:
• ADC-3000/3010, No. 1 ADC
• ADC-3000/3010, No. 2 ADC.
The No. 1 ADC is an instrument-grade air data sensor/processor. The pitot and static pneumatic inputs and a temperature sensor
input provide the raw air data information to the computer. The No. 1 ADC outputs the processed air data to the MFD/PFDs, IAPS
No. 1 IOC, both Attitude Heading Computers (AHC), and the TCAS I computer.
The No. 2 ADC is an instrument-grade air data sensor/processor. The pitot and static pneumatic inputs and a temperature sensor
input provide the raw air data information to the computer. The No. 2 ADC outputs the processed air data to the MFD/PFDs, IAPS
No. 2 IOC, and both AHCs.
The remote AIR DATA reversion switch is connected to the MFD and PFD displays. If the No. 1 ADC fails, set the ADC reversion
switch to the 2 position. The No. 1 PFD and MFD show the cross-side air data. If the No. 2 ADC fails, set the ADC reversion
switch to the 1 position. The No. 2 PFD shows the cross-side air data.
1-20
general information
Figure 1-4. ADS System, Block Diagram Schematic
1-21/(1-22 Blank)
general information
1.6.2. AHS (Attitude Heading System).

This section gives you data about the Attitude Heading System (AHS). The AHS is a dual strap-down Attitude and Heading Ref-
erence System (AHRS) that senses the airplane attitude, heading, and 3-axis rate/accelerations. The pilot-side system contains an
attitude heading computer, external compensation unit, and flux detector unit. The copilot-side system contains an attitude heading
computer, external compensation unit, and flux detector unit.
1.6.2.1. Overview. Refer to Figure 1-5. The AHS provides attitude gyro, Directional Gyro (DG) (compass), and accelerometer
functions. The AHS contains two Attitude Heading Computers (AHC), two External Compensation Units (ECU), and two Flux
Detector Units (FDU). The AHS is a dual system. The number 1 (pilot-side) system is identical to the number 2 (copilot-side)
system. Each LRU is described below:
• AHC-3000, No. 1 AHC
• AHC-3000, No. 2 AHC
• ECU-3000, No. 1 ECU
• ECU-3000, No. 2 ECU
• FDU-3000, No. 1 FDU
• FDU-3000, No. 2 FDU.
1.6.2.2. AHC-3000. The AHC-3000 Attitude Heading Computer (AHC) replaces a conventional vertical gyro, directional gyro,
three rate gyros, and three linear accelerometers.
The No. 1 AHC provides pitch, roll, and stabilized magnetic heading data to the EFIS displays, the flight guidance system, and TCAS
system. The No. 1 AHC also generates 3-axis body rate and linear acceleration outputs for use by the Flight Guidance Computer
(FGC). A battery provides backup power to sustain the AHC through short power outages.
The No. 1 AHC receives the digital TAS data from the air data system, magnetic flux sensor input from the onside No. 1 FDU,
compass compensation data from the onside No. 1 ECU, fast slave logic from remote switch, and ground/air logic from the airplane
Weight On Wheels (WOW) strut switch. The No. 1 AHC outputs the data buses to the TCAS transmitter-receiver and the IAPS No.
1 IOC, Flight Guidance Computer (FGC), and the EFIS displays.
The No. 2 AHC operates the same as the No. 1 AHC.
1.6.2.3. FDU-3000. The FDU-3000 Flux Detector Units (FDU) are mounted in the horizontal stabilizer of the airplane. The
FDU provides the magnetic flux measurements to the AHC. The AHC computes the airplane heading from the magnetic flux mea-
surements.
The No. 1 FDU senses the horizontal component of the earth’s magnetic field. The No. 1 AHC uses the FDU flux-sense outputs to
compute the airplane magnetic heading angle.
The No. 2 FDU operates the same as the No. 1 FDU.
1.6.2.4. ECU-3000. The ECU-3000 External Compensation Unit (ECU) stores the compensation data in nonvolatile memory.
The compensation data corrects magnetic heading errors caused by the airplane structure interfering with the earth’s magnetic field
and FDU misalignment.
The No. 1 ECU is remotely mounted. The ECU contains EEPROMs that store the compensation data for hard iron errors and flux
detector misalignment. The compensation data is obtained through an automatic compass swing procedure.
The No. 2 ECU operates the same as the No. 1 ECU.
1.6.2.5. The remote AHRS reversion switch toggles a discrete input to the EFIS displays. These units then use/display attitude
and heading data from the selected AHC computer.
The remote AHRS reversion switch is connected to the EFIS displays. If the No. 1 AHC fails, set the AHRS reversion switch to the
2 position. The No. 1 PFD and MFD show the cross-side attitude and heading data. If the No. 2 AHC fails, set the AHRS reversion
switch to the 1 position. The No. 2 PFD shows the cross-side attitude and heading data.
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Figure 1-5. AHS System, Block Diagram Schematic
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1.6.3. EFIS (Electronic Flight Instrument System).

This section gives you data about the Electronic Flight Instrument System (EFIS).
1.6.3.1. Overview. Refer to Figure 1-6. The EFIS consists of three large color Adaptive Flight Displays (AFD) that make the two
Primary Flight Displays (PFD) and one Multifunction Display (MFD). The EFIS has two Display Control Panels (DCP). Integrated
Flight Information System (IFIS) functions of the EFIS are provided by the File Server Unit (FSU) and a Cursor Control Panel
(CCP). Each LRU is described below:
• AFD-3010, No. 1 PFD (Primary Flight Display)
• AFD-3010E, No. 1 MFD (Multifunction Display)
• AFD-3010, No. 2 PFD
• DCP-3000, No. 1 DCP
• DCP-3000, No. 2 DCP
• CCP-3000
• FSU-5010.
1.6.3.2. Primary Flight Display. The Primary Flight Display (PFD) replaces a conventional Attitude Director Indicator (ADI),
HSI, Altitude Indicator (ALI), Airspeed Indicator (ASI), and Vertical Speed Indicator (VSI). Each PFD shows the data that follows:
• Baro-corrected altitude
• Airspeed
• Vertical speed
• Radio altitude
• Airplane attitude
• Lateral acceleration (slip/skid)
• Flight director commands
• Flight Guidance System (FGS) annunciations
• Heading (compass)
• Course (navigation)
• Bearing
• Preselect altitude
• Decision height
• Ram Air Temperature (RAT)
• Radio frequency
• Traffic Collision Avoidance System (TCAS) advisory information
• Terrain Awareness and Warning System (TAWS) (map overlay)
• Weather radar (map overlay)
• IFIS data and overlays
• Engine parameters (reversion).
The No. 1 PFD shows the attitude, navigation/compass, flight control, primary air data that consists of altitude, airspeed, and vertical
speed, and TCAS advisory functions for the pilot. The No. 1 PFD receives data bus inputs from both IOCs, both AHS, both ADS,
and the optional TCAS TTR transmitter-receiver. The No. 1 PFD provides a data bus output to the IAPS.
The No. 2 PFD operates the same as the No. 1 PFD.
1.6.3.3. Multifunction Display. The Multifunction Display (MFD) shows the following data:
• Engine Indication System (EIS) engine displays
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• Comprehensive navigation information in HSI or present position map formats

• Weather radar (map overlay)
• Enhanced terrain awareness warning system
• TCAS traffic map pictorial
• Maintenance information
• IFIS enhanced map overlays and present weather.
The MFD shows the engine indicating displays, navigation/compass, weather radar, flight management features such as map/sum-
mary, checklist, diagnostic, and optional TCAS pictorial information displays for the pilot. The MFD also provides a reversion
backup for the No. 1 PFD. The MFD receives the same data bus inputs as the No. 1 PFD. The MFD receives a data bus from the
MDC. The No. 1 MFD provides a data bus output to the IAPS. The MFD has a discrete connection to the CCP and an Ethernet
capability to interface with the FSU for IFIS services.
1.6.3.4. DCP-3030. The DCP-3030 Display Control Panel performs the following functions:
• Baro-correction setting
• Navigation source selection
• Bearing source selection
• V-speed reference setting
• Weather radar menu control
• Display range selection.
The No. 1 DCP provides the display control inputs for the No. 1 PFD and MFD. The pilot uses the No. 1 DCP to select barometric
pressure correction, V-speed reference setting, navigation source selection, bearing source selection, weather radar control, and
display range selection.
The No. 2 DCP operates the same as the No. 1 DCP.
1.6.3.5. CCP-3000. The CCP gives the pilot functional control of the IFIS screens on the No. 1 MFD.
1.6.3.6. FSU-5010. The FSU contains the software to operate the IFIS and manage data loading for the other airplane systems
as required. The IFIS obtains weather and other timely data through the optional XM weather receiver or the optional CMU and
VHF3.
1.6.3.7. Remote reversion switches allow the pilot or copilot to select normal or cross-side AHS source input and ADC source
input. The PILOT DISPLAY reversion switch enables the PFD compressed display on the pilot PFD or the MFD.
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Figure 1-6. EFIS System, Block Diagram Schematic
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1.6.4. EIS (Engine Indicating System).

This section gives you data about the Engine Indicating System (EIS).
1.6.4.1. Overview. Refer to Figure 1-7. The Engine Indicating System (EIS) contains four DCU-3001 Data Concentrator Units
(DCU). Two units are strapped to function as DCUs and two are strapped to function as Engine Data Concentrators (EDC). The
DCU/EDC combination gives a redundant engine data concentration function with two independent data channels for each engine.
Each LRU is described below:
• DCU-3001, No. 1 DCU
• DCU-3001, No. 2 DCU
• DCU-3001, No. 1 EDC
• DCU-3001, No. 2 EDC.
1.6.4.2. DCU-3001. The No. 1 DCU digitizes the airplane discrete and analog data inputs for use by the avionics system. The
No. 1 DCU contains a single channel. The No. 1 DCU communicates with the No. 2 DCU using the ARINC 429 high-speed
crosstalk bus. This allows the No. 1 DCU to output both number 1 and number 2 engine data. The data inputs are concentrated and
processed for transmission on three ARINC 429 high-speed buses. The No. 1 DCU outputs airplane and engine data to the No. 2
DCU, No. 1 IOC, the MFD, and both PFDs.
The No. 2 DCU operates like the No. 1 DCU.
A DCU is strapped to function as the No. 1 EDC. The No. 1 EDC digitizes the airplane discrete and analog data inputs for use
by the avionics system. The No. 1 EDC contains a single channel. The No. 1 EDC communicates with the No. 2 EDC using the
ARINC 429 high-speed crosstalk bus. This allows the EDC to output both number 1 and number 2 engine data. The data inputs are
concentrated and processed for transmission on three ARINC 429 high-speed buses. The No. 1 EDC outputs engine data to the No.
1 DCU, the MFD, and both PFDs.
The No. 2 EDC operates like the No. 1 EDC.
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Figure 1-7. EIS System, Block Diagram Schematic
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1.6.5. FGS (Flight Guidance System).

This section gives you data about the Flight Guidance System (FGS).
1.6.5.1. Overview. Refer to Figure 1-8. The FGS provides 3-axis Autopilot/Yaw Damper (AP/YD), dual flight director, and
automatic or manual pitch trim functions. The FGS contains two Flight Guidance Computers (FGC), three primary SVO (Servos)
and a pitch trim SVO. The Flight Guidance Panel (FGP) provides the AP/YD and flight guidance control functions. The FGS is a
dual system. The number 1 (pilot-side) system is identical to the number 2 (copilot-side) system. The two systems operate together
to drive the servos and the pitch trim system. Each LRU is described below:
• FGC-3000, No. 1 FGC
• FGC-3000, No. 2 FGC
• FGP-3000, FGP
• SVO-3000, aileron SVO
• SVO-3000, elevator SVO
• SVO-3000, rudder SVO
• SVO-3000, trim SVO.
1.6.5.2. FGC-3000. The No. 1 FGC is located in the IAPS Card Cage (ICC). The No. 1 FGC receives the flight director mode
select/engage data from the FGP, attitude and heading data from the No. 1 AHC, concentrator data from the IOCs, crosstalk data
from the No. 2 FGC, and discrete control data from cockpit switches.
The No. 1 FGC outputs the processed flight guidance data on the L-FGC-1 bus through the IOCs to the large displays. Flight director
command and autopilot mode/status indications are output through the IOCs to the EFIS displays.
The No. 1 FGC outputs the autopilot and yaw damper monitor-interlocks, and mode acknowledge data to the FGP. The No. 1 FGC
outputs the crosstalk data to the No. 2 FGC. The No. 1 FGC servo-amplifier circuits output the motor drive to one side of each SVO.
The No. 1 FGC receives the rate feedback from each servo.
The No. 2 FGC operates as described above for the number 1 computer, except that it functions with number 2 (copilot-side) units.
1.6.5.3. Roll SVO-3000. Two SVO-3000 Primary Servos (SVO) precisely move the airplane elevator and aileron control sur-
faces. The aileron SVO physically positions the airplane control surfaces in the roll axis. Differential motor drive is received from
each FGC computer. The servo outputs a rate feedback analog to the computation circuits in both computers. Clutch engage power
is supplied by the FGP.
The SMT-65 Servo Mounts (SMT) have low-friction capstans that move the control cables.
1.6.5.4. Yaw SVO-3000. The SVO-3000 primary servo moves the rudder control surface. The rudder SVO physically positions
the airplane control surface in the yaw axis. The servo outputs a rate feedback analog to the computation circuits in both computers.
Clutch engage power is supplied by the FGP.
The SMT-65 servo mount has a low-friction capstan that moves the control cable.
1.6.5.5. Pitch SVO-3000. The SVO-3000 trim servo moves the elevator trim surface in the pitch axis. The servo outputs a rate
feedback analog to the computation circuits in both computers. Clutch engage power is supplied by the FGP.
For manual trim operation, the yoke-mounted trim switches are used to drive the pitch trim servo. The manual trim switches are
connected to both FGC computers.
Both FGC computers provide the arm and command logic to the trim SVO. The pitch trim arm and command outputs cause the trim
system to automatically run and null the aerodynamic forces that the elevator SVO is required to hold. As the pitch trim runs, a rate
feedback is generated and output to the monitor circuits in both computers.
1.6.5.6. FGP-3000. The pilot and the copilot use the FGP to input the autopilot and yaw damper engage commands and flight
director modes to the system. The FGP contains the lateral and vertical mode select switches, the VS/pitch wheel, autopilot switches,
Flight Director (FD) switches, and various control knobs. The FGP has the circuitry that controls the clutch engage signals for the
autopilot and yaw damper functions. The FGP knobs control the speed reference, preselect altitude, heading, and course outputs to
the No. 1 and 2 DCPs.
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Figure 1-8. FGS System, Block Diagram Schematic
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1.6.6. FMS (Flight Management System).

This section gives you data about the Flight Management System (FMS).
1.6.6.1. Overview. Refer to Figure 1-9. The FMS provides the cockpit management and flight management functions. Cockpit
management functions include NAV sensor control, radio tuning, and Multifunction Function Display (MFD) control menus. Flight
management functions include lateral flight plan point-to-point navigation using multiple NAV sensors, Vertical Navigation (VNAV),
flight parameter computations, and lateral/vertical steering command outputs to the flight control system.
The FMS system contains a Data Base Unit (DBU), one or two Control Display Units (CDU), and one or two Flight Management
Computers (FMC). Each unit is described below:
• DBU-4100 or DBU-5000
• CDU-3000, No. 1 CDU
• CDU-3000, No. 2 CDU (optional)
• FMC-3000, No. 1 FMC
• FMC-3000, No. 2 FMC (optional).
1.6.6.2. DBU-4100 or DBU-5000. The DBU is a panel-mounted data loader with either a disk drive (DBU-4100) or a USB
adapter (DBU-5000) that is used with the FMS and the MDC. The FMS uses the DBU to load the data base updates from a storage
device into the FMS computers. The MDC uses the DBU to upload the checklist files from a storage device or download the main-
tenance data files to a storage device. The MDC data and FMC files can be uploaded and down loaded through the Integrated Flight
Information System (IFIS) system File Server Unit (FSU) described in this chapter in the EFIS system section.
1.6.6.3. CDU-3000. The CDU-3000 Control Display Unit (CDU) controls the FMS navigator. The No. 1 CDU provides the
primary control selections for the pilot-side FMC. Dedicated keys select a variety of flight plan functions and system index, message,
radio tuning, and MFD control pages. The No. 1 CDU also selects radio frequencies and transponder codes. The No. 1 CDU outputs
the primary radio tune bus for the copilot-side radios. The No. 1 CDU outputs the secondary radio tune bus for the left-side radios.
The No. 1 CDU outputs the crosstalk radio tune data on the L-CDU-3 bus to the RTU. The No. 1 CDU receives the crosstalk radio
tune data on the RTU-3 bus from the RTU.
The optional No. 2 CDU provides the primary control selections for the optional No. 2 FMC. Dedicated keys select a variety of
flight plan functions and system index, message, and MFD control pages. The No. 2 CDU does not have a radio tuning function.
1.6.6.4. FMC-3000. The FMCs are located in the ICC. The FMC is a lateral and vertical navigator used by the autopilot to fly
a programmed flight plan. The FMC provides coupled VNAV and NAV-to-NAV capture, navaid data base storage, and several
control/planning functions. Two computers are required to operate the optional Search and Rescue (SAR) functions.
The No. 1 FMC is the pilot-side FMC. The FMC receives the onside CDU control words on the L-CDU-1 bus, and returns the
processed page data to the CDU on the L-FMC-3 bus. Cross-side data is exchanged with the No. 2 FMC computer, if installed,
on the L-FMC-4 and R-FMC-4 buses. Both IOCs supply information to the FMC on the IOC-4 buses. These IOC buses provide
a redundant set of number 1 and number 2 side parameters that are required by the FMS system. The FMC outputs the navigation
and auto-tune data on the L-FMC-1 bus to the onside IOC. The FMC outputs the geographic map and selected page data on the
L-FMC-2 bus to the No. 1 PFD and MFD, and on the L-FMC-6 bus to the No. 2 PFD. The FMC requests the data loader service on
the L-FMC-5 bus to the DBU. The FMC receives the DBU diskette data on the DBU-1 bus.
The optional No. 2 FMC is the copilot-side FMC. The FMC receives onside CDU control words on the R-CDU-1 bus, and returns
the processed page data to the CDU on the R-FMC-3 bus. Cross-side data is exchanged with the No. 1 FMC computer on the
L-FMC-4 and R-FMC-4 buses. Both IAPS IOC supply information to the FMC on the IOC-4 buses. These IOC buses provide a
redundant set of number 1 and number 2 side parameters that are required by the FMS system. The FMC outputs the navigation and
auto-tune data on the R-FMC-1 bus to the onside IAPS I/O concentrator. The FMC outputs geographic map and selected page data
on the R-FMC-2 bus to the No. 2 PFD and on the R-FMC-6 bus to the No. 1 PFD and MFD. The FMC requests the data loader
service on the R-FMC-5 bus to the DBU. The FMC receives the DBU diskette data on the DBU-2 bus.
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Figure 1-9. FMS System, Block Diagram
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1.6.7. IAPS (Integrated Avionics Processor System).

This section gives you data about the Integrated Avionics Processor System (IAPS).
1.6.7.1. Overview. Refer to Figure 1-10. The IAPS does part of the integration function required to interface the various avionics
systems on the airplane. The IAPS is housed in the IAPS Card Cage (ICC). The ICC may be thought of as part of the wiring
harness that physically houses the IAPS Line Replaceable Modules (LRM). The IAPS is partitioned to provide signal redundancy
and independent power distribution. The IAPS also concentrates data by reading several avionics buses and distributing data words
to the Line Replaceable Units (LRU) and LRMs requiring that information.
Each of these components is an LRM. The IAPS assembly consists of the components that follow:
• ICC-3000 IAPS Card Cage
• CSU-3100 Configuration Strapping Unit, No. 1
• CSU-3100 Configuration Strapping Unit, No. 2
• IEC-3001 IAPS Environmental Controller
• IOC-3100 I/O Concentrator, No. 1
• IOC-3100 I/O Concentrator, No. 2
• MDC-3110 Maintenance Diagnostic Computer
• OCM-3100 Options Control Module, No. 1
• OCM-3100 Options Control Module, No. 2
• PWR-3000 IAPS Power Supply, No. 1
• PWR-3000 IAPS Power Supply, No. 2
• *FGC-3000 No. 1 Flight Guidance Computer
• *FGC-3000 No. 2 Flight Guidance Computer
• *FMC-3000 No. 1 Flight Management Computer
• *FMC-3000 No. 2 Flight Management Computer (optional).
*These LRMs are installed in the IAPS card cage, but are documented in this manual as part of the FGS and FMS systems.
1.6.7.2. ICC-3000.
NOTE
The ICC is a Line Replaceable Unit (LRU). Each power supply, concentrator, and computer installed in the card
cage is an individual line replaceable module (LRM). If any of these modules fail, replace that module and not the
entire IAPS and ICC assembly.
The IAPS Card Cage (ICC) provides an isolated interface between the resident LRMs and the external units. Each half of the ICC
motherboard has a temperature sensor. The ICC holds the LRMs.
1.6.7.3. CSU-3100. The CSU-3100 Configuration Strapping Unit (CSU) provides a matrix of configuration shunts that program
the IAPS specifically for operation on the Beechcraft King Air airplane.
1.6.7.4. IEC-3001. The IEC-3001 IAPS Environmental Controller (IEC) monitors the temperature sensors and operates a cool-
ing fan and/or heater to automatically regulate the IAPS environment.
1.6.7.5. IOC-3100. The IOC-3100 Input/Output Concentrators (IOC) provide a data management function by acting as a central
data collection and distribution point. These IOCs receive data bus inputs from each major LRU on the airplane. The IOCs process
and sort the data words, then transmit only the words of interest to the individual LRUs.
1.6.7.6. MDC-3110. The MDC-3110 Maintenance Diagnostic Computer (MDC) receives diagnostic words from the airplane
LRUs through the IOCs. The MDC processes and records the data for fault messages and LRU fault history. The stored maintenance
data can be downloaded to a USB drive with the DBU-5000 Data Base Unit (DBU) or to a personal computer through the File Server
Unit (FSU).
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1.6.7.7. PWR-3000. The PWR-3000 Power Supplies (PWR) provide two separate power sources that independently power the
left FGC, left IOC, right FGC, and right IOC. One PWR powers the left side LRMs and associated portions of the ICC. The other
PWR powers the right side LRMs and associated portions of the ICC.
1.6.7.8. The FGC-3000 Flight Guidance Computers (FGC) and Flight Management Computers (FMC) are part of the IAPS but
are covered in their separate system sections of this manual.
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Figure 1-10. IAPS System, Block Diagram
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1.6.8. RSS (Radio Sensor System).

This section gives you data about the Radio Sensor System (RSS).
1.6.8.1. Overview. Refer to Figure 1-11. The Radio Sensor System (RSS) contains the radios and controls used for VOR/ILS
NAV (navigation), Automatic Direction Finder (ADF) navigation, Radio Altitude (RALT) measurement, Distance Measuring Equip-
ment (DME) ,Global Positioning System (GPS) position fixing, Traffic Collision Avoidance System (TCAS) II with TCAS II Trans-
mitter-Receiver (TTR) and TCAS II Directional Antenna (TRE), Transponder (TDR) Mode-S communication, Very High Frequency
(VHF) voice Communication (COMM), and High Frequency (HF) Communications (COMM). The Radio Tune Unit (RTU), Con-
trol Display Unit (CDU), and Communication Management Unit (CMU) provide the radio tune inputs for the radios. The LRUs are
described below:
• ALT-4000, RALT
• ANT-462A, single ADF ANT or ANT-462B, dual ADF ANT
• CMU-4000, DATALINK and/or UNIVERSAL WEATHER CMU (optional)
• DME-4000, No. 1 DME
• DME-4000, No. 2 DME (optional)
• GPS-4000A, No. 1 GPS
• GPS-4000A, No. 2 GPS (optional)
• HF-9031A, HF COMM (optional)
• HF-9041, HF COUPLER (optional)
• NAV-4000, No. 1 NAV
• NAV-4500 or NAV-4000, No. 2 NAV
• RTU-4200, No. 1 RTU
• RTU-4220, No. 2 RTU (optional)
• TDR-94, No. 1 TDR
• TDR-94, No. 2 TDR (optional)
• VHF-4000, No. 1 VHF COMM
• VHF-4000, No. 2 VHF COMM
• VHF-4000, No. 3 VHF COMM (optional)
• VHF-4000, No. 3 VHF COMM (optional)
• XMWR-1000, XM WEATHER (optional).
1.6.8.2. ALT-4000. The RALT is a swept Frequency Modulated Continuous Wave (FMCW) altimeter that measures direct radio
height for use by the FGC computers, the TCAS system, and shows on the PFDs. The RALT transmits a reference signal, receives
the reflected signal, and compares the two signals to determine the airplane radio altitude. The RALT outputs the radio altitude to
the No. 1 IAPS I/O concentrator and the TCAS system.
1.6.8.3. ANT-462A or ANT-462B. The ANT-462A ADF Antenna is a single antenna, standard on the B200GT/B200CGT. The
ANT-462B ADF Antenna is a dual antenna, standard on the C90GTi. These provide rf inputs for the ADF receivers in the NAVs.
1.6.8.4. CMU-4000. The optional CMU provides a mobile data link service through various subnetworks between the on-board
data link application and the ground. It gathers onboard aircraft data from the External Compensation Unit (ECU) for use in downlink
messages as well as for event detection. Inputs may also come from the flight crew using the CDU.
1.6.8.5. DME-4000. The DME-4000 transceiver computes line-of-sight distance from the airplane to a ground station, relative
closure rate, and station identification.
The No. 1 DME is a 3-channel distance measuring equipment. Channel one of the DME is manually tuned by the RTU, but also may
be tuned by the No. 1 CDU. The DME outputs an audio signal to the airplane audio system and the L-DME-1 digital bus to the IAPS.
This bus contains the DME frequency echo and processed DME data. The IAPS completes the echo of the DME frequency back to
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the RTU and CDU. The IAPS IOC retransmit the processed DME data for display on the PFDs and MFD. A discrete SUPPRESSION
line provides the transmit inhibit logic between all L-band units.
The No. 2 DME is a 3-channel distance measuring equipment. Channel one of the DME is manually tuned by the No. 1 CDU, but
also may be tuned by the RTU. The DME outputs an audio signal to the airplane audio system and the R-DME-1 digital bus to the
IAPS. This bus contains DME frequency echo and processed DME data. The IAPS completes the echo of the DME frequency back to
the RTU and CDU. The IAPS IOC retransmit the processed DME data for display on the PFDs and MFD. A discrete SUPPRESSION
line provides the transmit inhibit logic between all L-band units.
1.6.8.6. GPS-4000A GPS navigation receiver system. The GPS-4000A GPS navigation receiver system processes the GPS
satellite signals to provide navigation data outputs. The GPS navigation receiver processes the GPS signals received from the antenna
together with inputs from other airplane sensors to provide position, velocity, and time outputs through the IOCs to the FMS system.
The active GPS antennas amplify and filter the GPS satellite signals. When you install the IFIS broadcast weather option (GWX-
3000), one GPS antenna is a third-party dual-element antenna with a satellite receiver antenna and GPS antenna element.
The No. 1 GPS processes the GPS signals received from the antenna to provide various navigation data to the No. 1 IAPS IOC. The
No. 1 GPS antenna actively filters and amplifies the GPS signals for the No. 1 GPS receiver.
The optional No. 2 GPS processes the GPS signals received from the antenna to provide various navigation data to the No. 2 IAPS
IOC. The No. 2 GPS antenna actively filters and amplifies the GPS signals for the No. 2 GPS receiver.
1.6.8.7. HF-9031A. The No. 1 HF COMM is a multichannel HF COMM voice transceiver. The HF COMM normally is tuned
by the No. 1 CDU, but also may be tuned by the RTU. The HF COMM outputs the digital bus to the IAPS. This bus contains the HF
COMM frequency, which is echoed back to the CDUs. The HF COMM transceiver outputs the analog voice audio and SELCAL
tones to the aircraft audio system. The No. 1 HF antenna coupler matches the antenna impedance to the selected frequency.
1.6.8.8. NAV-4000/4500. The airplane usually has one NAV-4000 and one NAV-4500 VHF NAV receiver. The NAV-4000 VHF
NAV receiver contains the VOR/LOC, glideslope, marker beacon, and ADF receivers. The NAV-4000 has the automatic direction
finder receiver that calculates the relative bearing from the airplane to a selected ground station. The ADF Antenna has one antenna
for each ADF receiver installation.
The No. 1 NAV is a VHF navigation receiver that contains the VOR/LOC, Glideslope (GS), Marker Beacon (MB), and ADF re-
ceivers. The No. 1 NAV is normally tuned by the RTU, but also may be tuned by the No. 1 CDU. The NAV outputs the VOR/LOC,
MB, and ADF audio outputs to the airplane audio system. The NAV outputs the L-NAV-VIR-1 and L-NAV-ADF-1 digital buses to
the IAPS and the EFIS systems. These buses contain the NAV frequency, echoed back to the RTU and CDU, and processed NAV
and ADF data that is used by the IAPS computers and shown on the PFD/MFD.
The No. 2 NAV operates like the No. 1 NAV, except that the ADF is optional.
1.6.8.9. RTU-4200/4220 Radio Tuning Unit. The RTU Radio Tuning Unit (RTU) controls the VHF COMM, NAV/DME, ADF,
and ATC radio subsystems. The RTU is normally used to select the COMM/NAV operating frequency, ATC code or Flight ID,
operating mode, and self-test functions of the radios. The RTU operates with the CDU-3000 control display unit to tune the pilot-side
and copilot-side radios.
The RTU is used by the pilot to tune the number 1 radios. The RTU outputs the ARINC control words to all number 1 and number
2 radios, but normally tunes the cross-side radios through the No. 1 CDU. The RTU outputs the primary radio tune bus, RTU-2, for
the number 1 side radios. The RTU outputs the secondary radio tune bus, RTU-1, for the number 2 side radios.
The RTU outputs the crosstalk radio tune data on the RTU-3 bus to the No. 1 CDU. The RTU receives the crosstalk radio tune data
on the L-CDU-3 bus from the No. 1 CDU. The RTU also receives the general purpose data buses from the IAPS. The L-GP-1 and
R-GP-1 buses provide the FMS auto-tune words, air data words, and frequency echo words from the radios.
The RTU monitors several cockpit switches and encodes these operator inputs onto the tune data outputs. The ATC switch selects
the active transponder. Either ATC IDENT (air traffic control identifier) switch causes the active transponder, through the RTU or
CDU, to transmit the airplane IDENT code pulse along with the normal reply. The RMT TUNE switch can disable the remote tune
function and cause the RTU and CDU to ignore radio tune inputs from the FMS.
The TUNE reversion switch is used if the RTU or No. 1 CDU fails. The TUNE reversion switch set to the CDU position, turns
off the RTU, and the number 1 bank of radios respond to the L-CDU-7 tune bus input. The TUNE reversion switch set to the RTU
position, turns off the No. 1 CDU, and the number 2 bank of radios respond to the RTU-1 tune bus input.
1.6.8.10. TDR-94 Mode-S Transponders. Two TDR-94 Mode-S Transponders (TDR) are installed, but only one is active at
a time. The selected TDR automatically transmits identification, altitude, and select information to air traffic control radar beacon
systems. Jumper wires (configuration strapping) in the airplane interconnect select the unique Mode-S identification.
1-48
general information
The No. 1 TDR is a Mode-A (ident), Mode-C (altitude), and Mode-S (select) transponder. This transponder is active when the ATC
switch is set to 1. When selected, the TDR automatically responds to all valid ATC radar interrogations with a coded identification
and/or reporting altitude reply. The TDR response code is selected on the RTU or CDU. The TDR outputs the L-TDR-1 digital bus
to the IAPS. This output contains the ATC code and it is echoed back to the RTU and CDU. A discrete SUPPRESSION line provides
the transmit inhibit logic between all L-band units.
The No. 2 TDR is a Mode-A (ident), Mode-C (altitude), and Mode-S (select) transponder. This transponder is active when the ATC
switch is set to 2. When selected, the TDR automatically responds to all valid ATC radar interrogations with a coded identification
and/or reporting altitude reply. The TDR response code is selected on the RTU or CDU. The TDR outputs the R-TDR-1 digital
bus to the IAPS. This output contains the ATC code and it is echoed back to the RTU and CDU). A discrete SUPPRESSION line
provides the transmit inhibit logic between all L-band units.
The TDRs also provide the airplane specific Mode-S transmissions. Each airplane is assigned a unique Mode-S identification code
that is set by the airplane interconnect strapping. This unique Mode-S (select) code allows tower/TCAS interrogation of a specific
airplane. Each TDR provides a TTR interface and the TDR uses the bottom antenna for Mode-S communication with the intruder
aircraft.
1.6.8.11. VHF-4000 VHF COMM transceivers. The VHF-4000 VHF COMM transceivers provide multi-channel VHF voice
communications.
The No. 1 VHF COMM is a multichannel VHF COMM voice transceiver. The VHF COMM normally is tuned by the RTU, but
also may be tuned by the No. 1 CDU if the RTU fails. The VHF COMM outputs an audio signal to the airplane audio system and
the L-VHF-1 digital bus output to the IAPS. This bus contains the COMM frequency, which is echoed back to the RTU on a general
purpose bus.
The No. 2 VHF COMM is a multichannel VHF COMM voice transceiver. The VHF COMM normally is tuned by the No. 1 CDU,
but also may be tuned by the RTU if the No. 1 CDU fails. The VHF COMM outputs an audio signal to the airplane audio system,
and the R-VHF-1 digital bus output to the IAPS. This bus contains the COM frequency, which is echoed back to the No. 1 CDU on
a general purpose bus.
The optional No. 3 VHF COMM is a multi-channel VHF COMM voice transceiver. The VHF COMM normally is tuned by the
RTU, but also may be tuned by the CDU. The VHF outputs an audio signal to the aircraft audio system, and the T-VHF-1 digital
bus output to the No. 1 IAPS and to the RTU. This bus contains the COM frequency.
1-49/(1-50 Blank)
general information
Figure 1-11. RSS System Schematic
1-51/(1-52 Blank)
general information
1.6.9. WXR (Weather Radar System).

This section gives you data about the Weather Radar System (WXR).
1.6.9.1. Overview. Refer to Figure 1-12. The WXR consists of a Receiver/Transmitter/Antenna (RTA) that detects wet precipi-
tation and precipitation based turbulence along the flight path and ahead of the airplane. The RTA-852 has an autotilt function. The
radar scan arc is the airplane heading angle ±60°. Push the RADAR button, on the DCP, to show the radar mode controls on the
PFD. The display range is selectable up to 300 nmi. The RTA-852 processes X-band weather radar/turbulence data into an ARINC
453 very-high-speed digital bus format that may be selected for display on the PFDs and MFD.
The RTA is an integrated receiver/transmitter/antenna unit located in the radome. The RTA consists of an antenna, an RF assembly,
a pedestal assembly, and a base assembly. The antenna is a 12-inch flat plate. The RF assembly contains the receiver and transmitter
circuits. This assembly attaches to the antenna and eliminates the need for a waveguide. The pedestal assembly contains tilt/scan
motors and optical feedback switches. The base assembly contains the power supply and signal processing circuits.
The RTA accepts radar control input data from the No. 1 PFD, MFD, and No. 2 PFD. The RTA operates in a split mode, where the
radar functions like two independent radars, each updating on alternate sweeps of the antenna. In this mode, the pilot PFD/MFD
and copilot PFD each controls one of the two radar channels.
The PFD/MFD outputs the radar control data to the onside IAPS IOC. The IOCs map the radar control data and AHRS attitude
data for stabilization to the RTA. The L-GP-4 input provides the pilot-side control and attitude data. The R-GP-4 input provides the
copilot side control and attitude data.
The RTA outputs the WXR video information on the WXT-1 data bus to the EFIS system. The WXT-1 data bus is input first to the
No. 1 PFD, the MFD, and then to the No. 2 PFD. This WXR video data may be selected for display on the PFDs and MFD.
1-53/(1-54 Blank)
general information
Figure 1-12. WXR System, Block Diagram
1-55/(1-56 Blank)
CHAPTER 2
System Components
2.1. INTRODUCTION.
NOTE
The names of some LRU-types, such as the DCU (Data Concentrator Unit) and AFD (Adaptive Flight Display),
are different from their functional names. For example, the MFD (Multifunction Display) and PFD (Primary Flight
Dispaly) are both types of an AFD, and are found under the AFD tab. The EDC (Engine Data Concentrator) is a
type of DCU, and is found under the DCU tab.
This section presents all the information for each LRU in the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
Each LRU-type has a tab. The tabs are in alphabetical order. The data in each tab is divided into sections. There is one section for
each unit of that type that is on the airplane, and an additional section that explains general data for that LRU-type. For example,
the ADC (Air Data Computer) tab contains sections about the No. 1 ADC, about the No. 2 ADC, and about general ADC data.
The first section under a tab shows the LRU-type numbers (for example, RTU-4200/4220) covered in the sections that follow. This
section title also contains the ATA number for the LRU-type.
The next sections explain external theory of operation for each LRU of that LRU-type. This includes all the sources of all the input
signals to the LRU, and all the output signals from the LRU. Then a simplified schematic diagram shows what pins are used for each
signal to and from the LRU. Next, a level two diagnostic test is given for each LRU.
The last section contains blocks of data that describe general details about each LRU as follows:
• LRU purpose
• LRU graphic
• LRU connector graphic
• LRU connector data
• LRU install and removal instructions
• LRU internal theory
• LRU internal block diagram.
2-1
system components
2.2. ADC-3000 34-13-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Air Data
Computers on the Beechcraft King Air B200GT/B200CGT Avionics System.
2.2.1. Air Data Computer No. 1, External Theory of Operation.
Refer to Figure 2-1. This sheet shows the power supply, discrete inputs, temperature sensor input, absolute sensor, and differential
sensor of the ADC No. 1.
The +28-V dc avionics triple-fed bus power provides the primary power to the number 1 ADC.
Rear connector straps provide the aircraft strap code, source destination identifier, and Vmo/Mmo select discrete data. The
B200GT/B200CGT aircraft strap code is the letters ABF. This corresponds to the following discrete connections to STRAPPING
GND (P1-17):
• AIRCRAFT STRAP CODE A (P1-1)
• AIRCRAFT STRAP CODE B (P1-2)
• AIRCRAFT STRAP CODE F (P1-6).
The source destination identifier SDI-L (P1-18) is connected to STRAPPING GND for the number 1 ADC.
The VMO/MMO SEL discretes set the Vmo/Mmo for the airplane. The B200GT/B200CGT has only the VMO/MMO SEL 0 (P1-13)
grounded.
The S/W LOAD ENABLE discrete is grounded when loading new software into the ADC.
The front assembly of the number 1 ADC contains the absolute (Ps) and the differential (Qc) air data sensors and supporting circuitry.
Two absolute sensors form an altitude sensor. Each of these absolute sensors receives air from the onside static port.
The IAPS IOC No. 1 sends selected air-data reference-values on the L-GP-1 data bus. The R-ADC S/W LOAD IN bus is used when
loading new software into the ADC.
The L-ADC-1 data bus is output to the TCAS I transmitter/receiver, IOC No. 1 in the IAPS, and the AHC No. 1. This bus provides
the air data parameters for use by other systems. This bus provides the True Airspeed (TAS) data to the Attitude Heading Reference
System (AHRS). The L-ADC-2 data bus is output to the PFD No. 1 and MFD No. 1. This bus provides the primary air data to the
pilot EFIS displays. The L-ADC-3 data bus is output to the PFD No. 1. This bus provides air data to the copilot side EFIS display.
The L-ADC S/W LOAD OUT bus is used when loading new software into the ADC.
Refer to Figure 2-2. This sheet shows the power supply, discrete inputs, temperature sensor input, absolute sensor, differential sensor
of the ADC No. 2 Air Data Computer.
The ADC No. 2 functions similar to the ADC No. 1, except as described in the paragraphs that follow.
The source destination identifier SDI-R (P1-19) is connected to STRAPPING GND for the ADC No. 2.
The IAPS IOC No. 2 sends selected air-data reference-values on the R-GP-1 data bus. The R-ADC S/W LOAD IN bus is used when
The R-ADC-1 data bus is output to the IAPS IOC No. 2 and the AHC No. 2. This bus provides the air data parameters for use by
other systems. This bus provides the TAS data to the AHRS. The R-ADC-2 data bus is output to the PFD No. 2. This bus provides
the primary air data to the copilot EFIS display. The R-ADC-3 data bus is output to the PFD No. 1 and MFD No. 1. This bus
provides air data to the pilot side EFIS displays. The R-ADC S/W LOAD OUT bus is used when loading new software into the
ADC.
2-2
system components
Figure 2-1. Air Data Computer, ADC-3000 No. 1, External Simplified Schematic
2-3/(2-4 Blank)
system components
2-5/(2-6 Blank)
system components
2.3. AIR DATA COMPUTER, ADC-3000, DATA.

The ADC is an instrument-grade air data sensor/processor. The pitot and static pneumatic inputs and a temperature sensor input
provide the raw air data information to the computer. The ADC outputs the processed air data to the onside AFDs, IAPS IOC, and
to both Attitude Heading Computers (AHC), and to the TCAS I computer.
2.3.1. ADC-3000 Illustration.
Refer to Figure 2-3 for an illustration of the ADC-3000.
Figure 2-3. ADC-3000
2.3.2. ADC-3000 Mating Connector Data.

Figure 2-4 shows a mating connector pictorial for the ADC-3000. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-5 for internal signals for the ADC-3000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-1 shows the mating connector hardware and tooling for the ADC-3000.
Table 2-1. ADC-3000 Mating Connector Hardware and Tooling.

ADC-3000 HARDWARE/TOOLING
Mating connector P1: MIL MS27484T18F35SB, CPN 359-0645-220
Contacts: MIL M39029/57-354, CPN 359-0608-110
Strain relief: MIL M85049/49-2-18N, CPN 859-6604-150
Insertion/extraction tooling: MIL M81969/14-01, CPN 359-8032-010
Crimp tool: MIL M22520/2-01, CPN 359-8102-010
Crimp positioner: MIL M22520/2-06, CPN 359-8102-060
Pitot fitting: 90 degree-number 4, MIL MS51527B4S, CPN 332-1922-170
O-ring, number 4: MIL MS28778-4, CPN 200-2333-030
Static fitting: 90 degree-number 6, MIL MS51527B6S, CPN 332-1922-180
2-7
system components
Figure 2-4. ADC-3000 Mating Connectors
2.3.3. Installation and Removal.

The ADC-3000 is rack mounted.
2.3.3.1. Installation.
NOTE
Do an airplane static system check if the pitot/static lines are removed from the ADC-3000 computer.
The procedure to install the ADC-3000 follows:
NOTE
After installation, do an integrity test of the pitot/static system in accordance with the AMM.
a. Remove electrical power from the airplane.

b. Slide the unit into the mount until the mating connectors are fully engaged.
c. Position the knurled knobs (on the front of mount) to engage the unit holddown hooks. Tighten the knurled knobs to secure the
unit to the mount. Safety-wire the knurled knobs.
d. Connect the pitot and static pneumatic fittings.
2.3.3.2. Removal. The procedure to remove the ADC-3000 follows:
b. Disconnect the pitot and static pneumatic fittings.
c. Remove the safety wire and loosen the knurled knobs that secure the unit to the mount.
d. Slide the unit straight out to disconnect it from the mount connectors.
2.3.4. Internal Theory of Operation.
Refer to Figure 2-5. This sheet shows the power supply, discrete inputs, temperature sensor input, absolute sensor, differential sensor,
microprocessor, and ARINC 429 interface of the ADC.
The +28-V dc input power is filtered, varistor protected, and input to a pulse-width modulator power supply. The power supply
generates the internally required voltage levels.
2-8
system components
The S/W LOAD ENABLE discrete inputs are diode isolated and input through a pullup resistor to a buffer. The microprocessor
reads the buffer over the data bus D0-D15.
An external temperature sensor provides a variable 500-Ohm impedance level input to the ADC. The specific sensor impedance
varies with temperature. The temperature sensor signal is input to an IMPEDANCE SENSE circuit. The IMPEDANCE SENSE
circuit outputs a voltage corresponding to the temperature. This voltage is input to the VOLTAGE TO FREQUENCY CONVERTER.
This circuit outputs a temperature frequency to the Field Programmable Gate Array (FPGA).
A single differential sensor contains two independent sensors that together form an airspeed sensor. One-half of the differential
sensor receives air from the onside static port, and the other half receives air from the onside pitot port. The supporting circuitry for
both the absolute and the differential sensors is identical.
The two absolute sensors operate together to detect and load an altitude air data output to the FPGA. Each sensor receives bias
(bridge voltage/chop) from a control circuit. The sensor contains loops that return Pressure (P) and Temperature (T) signals to the
controller. These signals are received and processed to apply variable duty cycle pulse-width outputs to a multiplexer at an 80-Hz
rate. An 80-Hz multiplexer provides calibration logic to both absolute sensors. Calibration control data is applied to the 80-Hz
multiplexer that functions as a calibration timer for both sensors. Every 15 seconds, only one sensor is put into calibration mode.
During this calibration period, the other sensor applies valid pressure and temperature outputs. Then, the previously active sensor is
put into calibration mode, and the previously calibrated sensor becomes active. This ensures that the active sensor is always properly
calibrated.
The differential sensor circuit is nearly identical to that described above. The two halves of the differential sensor operate like
individual absolute sensors. Inputs from the static and the pitot ports are used to provide the airspeed sensor function. This circuit
is controlled by and provides data to the FPGA.
The microprocessor operates a 16-bit bidirectional data bus. An address latch functions with a decoder circuit to generate the required
address and chip enables. A data bus transceiver provides 2-way data flow between the data bus and the input/output circuits. The
data bus gathers the following information for use by the processor: altitude sensor data, airspeed sensor data, temperature sensor
data, EEPROM data, nonvolatile RAM data, discrete strap data, identification data, and ARINC I/O data. The EEPROMs contain the
airplane type/binary codes, temperature sensor coefficients, maximum VMO/MMO, and various other airplane specific configuration
data. NVRAM memory stores the key data parameters during power down between flights.
The ADC handles all ARINC 429 interfaces using an ARIES ARINC chip. The ARIES circuit contains ARINC 429 receivers/trans-
mitters and RAM memory. The data buses are input through the ARINC receivers to the ARIES chip. This data is then read by the
microprocessor through the 16-bit data bus. When the ARIES is enabled to transmit, microprocessor generated data is input to the
ARIES, then serially transmitted to the four ARINC low-speed bus transmitters.
2-9/(2-10 Blank)
system components
Figure 2-5. ADC-3000 Internal Simplified Schematic
2-11/(2-12 Blank)
system components
2.4. ADC-3010 34-13-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Air Data
Computers on the Beechcraft King Air C90GTi Avionics System.
Refer to Figure 2-6. This sheet shows the power supply, discrete inputs, temperature sensor input, absolute sensor, and differential
sensor of the ADC No. 1.
The +28-V dc avionics triple-fed bus power provides the primary power to the number 1 ADC.
Rear connector straps provide the aircraft strap code, source destination identifier, and Vmo/Mmo select discrete data. The Beechcraft
King Air aircraft strap code is the letters ADE. This corresponds to the following discrete connections to STRAPPING GND (P1-17):
• AIRCRAFT STRAP CODE A (P1-1)
• AIRCRAFT STRAP CODE D (P1-4)
• AIRCRAFT STRAP CODE E (P1-5).
The source destination identifier SDI-L (P1-18) is connected to STRAPPING GND for the number 1 ADC.
The VMO/MMO SEL discretes set the Vmo/Mmo for the airplane. The C90GTi has only the VMO/MMO SEL 0 (P1-13) grounded.
The S/W LOAD ENABLE discrete is grounded when loading new software into the ADC.
The front assembly of the number 1 ADC contains the absolute (Ps) and the differential (Qc) air data sensors and supporting circuitry.
Two absolute sensors form an altitude sensor. Each of these absolute sensors receives air from the onside static port.
The IAPS IOC No. 1 sends selected air-data reference-values on the L-GP-1 data bus. The R-ADC S/W LOAD IN bus is used when
The L-ADC-1 data bus is output to the TCAS I transmitter/receiver, IOC No. 1 in the IAPS, and the AHC No. 1. This bus provides
the air data parameters for use by other systems. This bus provides the True Airspeed (TAS) data to the Attitude Heading Reference
System (AHRS). The L-ADC-2 data bus is output to the PFD No. 1 and MFD No. 1. This bus provides the primary air data to the
pilot EFIS displays. The L-ADC-3 data bus is output to the PFD No. 1. This bus provides air data to the copilot side EFIS display.
The L-ADC S/W LOAD OUT bus is used when loading new software into the ADC.
Refer to Figure 2-7. This sheet shows the power supply, discrete inputs, temperature sensor input, absolute sensor, differential sensor
of the ADC No. 2 Air Data Computer.
The ADC No. 2 functions similar to the ADC No. 1, except as described in the paragraphs that follow.
The source destination identifier SDI-R (P1-19) is connected to STRAPPING GND for the ADC No. 2.
The IAPS IOC No. 2 sends selected air-data reference-values on the R-GP-1 data bus. The R-ADC S/W LOAD IN bus is used when
The R-ADC-1 data bus is output to the IAPS IOC No. 2 and the AHC No. 2. This bus provides the air data parameters for use by
other systems. This bus provides the TAS data to the AHRS. The R-ADC-2 data bus is output to the PFD No. 2. This bus provides
the primary air data to the copilot EFIS display. The R-ADC-3 data bus is output to the PFD No. 1 and MFD No. 1. This bus
provides air data to the pilot side EFIS displays. The R-ADC S/W LOAD OUT bus is used when loading new software into the
ADC.
2-13/(2-14 Blank)
system components
2-15/(2-16 Blank)
system components
2-17/(2-18 Blank)
system components
2.5. AIR DATA COMPUTER, ADC-3010, DATA.

The ADC is an instrument-grade air data sensor/processor. The pitot and static pneumatic inputs and a temperature sensor input
provide the raw air data information to the computer. The ADC outputs the processed air data to the onside AFDs, IAPS IOC, and
to both Attitude Heading Computers (AHC), and to the TCAS I computer.
2.5.1. ADC-3010 Illustration.
Refer to Figure 2-8 for an illustration of the ADC-3010.
Figure 2-8. ADC-3010
2.5.2. ADC-3010 Mating Connector Data.

Figure 2-9 shows a mating connector pictorial for the ADC-3010. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-10 for internal signals for the ADC-3010. Also refer to the interconnect wiring diagram in the appendix.
Table 2-2 shows the mating connector hardware and tooling for the ADC-3010.
Table 2-2. ADC-3010 Mating Connector Hardware and Tooling.

ADC-3010 HARDWARE/TOOLING
Mating connector P1: MIL MS27484T18F35SB, CPN 359-0645-220
Pitot fitting: 90 degree-number 4, MIL MS51527B4S, CPN 332-1922-170
Static fitting: 90 degree-number 6, MIL MS51527B6S, CPN 332-1922-180
2-19
system components
Figure 2-9. ADC-3010 Mating Connectors

The ADC-3010 is rack mounted.
2.5.3.1. Installation.
NOTE
Do an airplane static system check if the pitot/static lines are removed from the ADC-3010 computer.
The procedure to install the ADC-3010 follows:
NOTE
After installation, do an integrity test of the pitot/static system in accordance with the AMM.

d. Connect the pitot and static pneumatic fittings.
2.5.3.2. Removal. The procedure to remove the ADC-3010 follows:
b. Disconnect the pitot and static pneumatic fittings.
c. Remove the safety wire and loosen the knurled knobs that secure the unit to the mount.
d. Slide the unit straight out to disconnect it from the mount connectors.
Refer to Figure 2-10. This sheet shows the power supply, discrete inputs, temperature sensor input, absolute sensor, differential
sensor, microprocessor, and ARINC 429 interface of the ADC.
The +28-V dc input power is filtered, varistor protected, and input to a pulse-width modulator power supply. The power supply
generates the internally required voltage levels.
2-20
system components
The S/W LOAD ENABLE discrete inputs are diode isolated and input through a pullup resistor to a buffer. The microprocessor
reads the buffer over the data bus D0-D15.
An external temperature sensor provides a variable 500-Ohm impedance level input to the ADC. The specific sensor impedance
varies with temperature. The temperature sensor signal is input to an IMPEDANCE SENSE circuit. The IMPEDANCE SENSE
circuit outputs a voltage corresponding to the temperature. This voltage is input to the VOLTAGE TO FREQUENCY CONVERTER.
This circuit outputs a temperature frequency to the Field Programmable Gate Array (FPGA).
A single differential sensor contains two independent sensors that together form an airspeed sensor. One-half of the differential
sensor receives air from the onside static port, and the other half receives air from the onside pitot port. The supporting circuitry for
both the absolute and the differential sensors is identical.
The two absolute sensors operate together to detect and load an altitude air data output to the FPGA. Each sensor receives bias
(bridge voltage/chop) from a control circuit. The sensor contains loops that return Pressure (P) and Temperature (T) signals to the
controller. These signals are received and processed to apply variable duty cycle pulse-width outputs to a multiplexer at an 80-Hz
rate. An 80-Hz multiplexer provides calibration logic to both absolute sensors. Calibration control data is applied to the 80-Hz
multiplexer that functions as a calibration timer for both sensors. Every 15 seconds, only one sensor is put into calibration mode.
During this calibration period, the other sensor applies valid pressure and temperature outputs. Then, the previously active sensor is
put into calibration mode, and the previously calibrated sensor becomes active. This ensures that the active sensor is always properly
calibrated.
The differential sensor circuit is nearly identical to that described above. The two halves of the differential sensor operate like
individual absolute sensors. Inputs from the static and the pitot ports are used to provide the airspeed sensor function. This circuit
is controlled by and provides data to the FPGA.
The microprocessor operates a 16-bit bidirectional data bus. An address latch functions with a decoder circuit to generate the required
address and chip enables. A data bus transceiver provides 2-way data flow between the data bus and the input/output circuits. The
data bus gathers the following information for use by the processor: altitude sensor data, airspeed sensor data, temperature sensor
data, EEPROM data, nonvolatile RAM data, discrete strap data, identification data, and ARINC I/O data. The EEPROMs contain the
airplane type/binary codes, temperature sensor coefficients, maximum VMO/MMO, and various other airplane specific configuration
data. NVRAM memory stores the key data parameters during power down between flights.
The ADC handles all ARINC 429 interfaces using an ARIES ARINC chip. The ARIES circuit contains ARINC 429 receivers/trans-
mitters and RAM memory. The data buses are input through the ARINC receivers to the ARIES chip. This data is then read by the
microprocessor through the 16-bit data bus. When the ARIES is enabled to transmit, microprocessor generated data is input to the
ARIES, then serially transmitted to the four ARINC low-speed bus transmitters.
2-21/(2-22 Blank)
system components
Figure 2-10. ADC-3010 Internal Simplified Schematic
2-23/(2-24 Blank)
system components
2.6. ANT-462B 34-51-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the ADF (Auto-
matic Direction Finder) Antenna on the Beechcraft King Air C90GTi Avionics System.
2.6.1. ADF Antenna, External Theory of Operation.
Refer to Figure 2-11. This sheet shows the ANT-462B ADF Antenna. The ANT-462B is used when two ADF receivers are installed.
The ANT-462B senses rf signals in the 190- to 1799-kHz band and provides a processed 50-ohm output signal to the ADF receivers.
The following paragraphs describe the ANT-462B.
The ANT-462B consists of a sense antenna, two loop antennas, and an output transformer. The sense antenna is an omnidirectional
antenna that provides signal reference in ADF mode and AM band radio reception in ANT mode. The output transformer combines
the sense output from the rf amplifier and the combined loop output from the loop amplifier into a 50-ohm rf output applied to the
ADF receiver.
The ADF receiver applies ANT B+ and LOOP B– power inputs to the antenna. The ANT B+ input is a filtered +15 V dc level. The
LOOP B– input is a filtered –12 V dc level that is switched to the antenna only in ADF mode. In ANT mode, the LOOP B– output
is switched off to disable the loop antenna circuits.
2-25/(2-26 Blank)
system components
Figure 2-11. ANT-462B External Simplified Schematic
2-27/(2-28 Blank)
system components
2.7. ADF ANTENNA, ANT-462B, DATA.

The ANT-462B is used on the C90GTi when two ADF receivers are installed. The ANT-462B senses rf signals in the 190- to
1799-kHz band and provides a processed 50-ohm output signal to the ADF receivers.
2.7.1. ANT-462B Illustration.
Refer to Figure 2-12 for an illustration of the ANT-462B.
Figure 2-12. ANT-462B
2.7.2. ANT-462B Mating Connector Data.

Figure 2-13 shows a mating connector pictorial for the ANT-462B. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-14 for internal signals of the ANT-462B. Also refer to the interconnect wiring diagram in the appendix.
Table 2-3 shows the mating connector hardware and tooling for the ANT-462B.
Table 2-3. ANT-462B Mating Connector Hardware and Tooling.

ANT-462B HARDWARE/TOOLING
Mating connector: MIL MS3126F12-10S, CPN 359-0301-050
Insertion tool: MIL MS24256A20, CPN 359-4078-010
Extraction tool: MIL MS24256R20, CPN 359-4078-020
Crimp tool positioner: MIL M22520/2-02, CPN 359-8102-020
Figure 2-13. ANT-462B Mating Connectors

The ANT-462B is a dual antenna that provides rf input to both ADF receivers.
Refer to Figure 2-14. This sheet shows the ANT-462B ADF Antenna. The following paragraphs describe the ANT-462B.
2-29
system components
The rf input signal from the ANT-462B is applied through one of six bandpass filters to the receiver input. The I/O processor reads
the tune frequency input and then generates BAND LOGIC, which switches the appropriate bandpass filter to the rf signal path.
The antenna switching circuit applies modulation and operating power to active circuits in the ANT-462B antenna. The ADF receiver
uses a null system to determine the bearing of the station relative to the aircraft. The instrumentation processor selects a bearing
angle and operates the antenna switching circuit to apply corresponding modulation signal outputs to balanced modulators located
in the antenna. The antenna circuits null when the selected bearing is correct.
The ANT-462B consists of a sense antenna, two loop antennas, and an output transformer. Each antenna contains processing circuits
that resolve induced voltages into the rf signal output used to measure the arrival direction of the received signal. Processing circuits
in the ADF receiver convert these induced voltages into bearing information.
The sense antenna is an omnidirectional antenna that provides signal reference in ADF mode and AM band radio reception in ANT
mode. The sense antenna consists of two independent sections; each section is individually filtered and amplified. This technique
provides double signal handling capability without intermodulation. The two amplified sense signals are then combined in a sum-
ming transformer, amplified, and applied to the output transformer.
The two loop antennas induce a directional signal. The loop antennas are offset 90 degrees from each other to provide a sine/cosine
phase relationship. Each output is applied through a low-noise amplifier to a balanced modulator. The balanced modulators mix the
loop antenna signals with the sine and cosine modulation signals from the receiver. These SIN MOD and COS MOD input signals
are synchronized representations of a bearing selected by the instrumentation processor in the ADF receiver. The two modulator
outputs are then summed together; if the selected bearing is the actual bearing to the station, the sum of the modulator outputs is
zero (null). The amplified loop output is applied to the output transformer.
The output transformer combines the sense output from the rf amplifier and the combined loop output from the loop amplifier into
a 50-ohm rf output applied to the ADF receiver.
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Figure 2-14. ADF Antenna, ANT-462B, Internal Simplified Schematic
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2.8. AFD-3010/3010E 34-25-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Adaptive
Flight Displays on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.8.1. Multifunction Display No. 1, External Theory of Operation.
Refer to Figure 2-15. This sheet shows the circuits to and from the MFD No. 1. The MFD No. 1 is also known as the MFD as there
is only one MFD in this installation.
The MFD is an AFD-3010E that is configured by mount strapping to function as an MFD. The MFD shows the engine instruments,
checklist pages, weather radar returns, IFIS information, and comprehensive navigation information in HSI or present position map
format for the pilot.
The interconnect show the strapping for the C90GTi aircraft type. The MFD No. 1 strapping for the B200GT/B200CGT aircraft
type grounds Aircraft Type pins B and D (P1-50 and P1-64).
The MFD input/output circuits contain 19 simultaneously active ARINC 429 input buses and two ARINC 429 output buses. The
MFD receives redundant noncritical flight data from each of the IOCs in the IAPS. These two ARINC 429 high-speed buses are
input to each PFD or MFD. The L-IOC-1 bus is from the side of the IAPS No. 1 Side. The R-IOC-1 bus is from the IAPS No. 2
Side. The MFD receives attitude data on the L-AHC-2 and the R-AHC-3 ARINC 429 high-speed data bus inputs from both attitude
heading computers. The MFD receives flight management data on the L-FMC-2 and R-FMC-6 ARINC 429 high-speed data bus
inputs from both flight management computers. The MFD receives airplane sensor data on the L-DCU-2 and R-DCU-3 ARINC
429 high-speed data bus inputs from both data concentrator units and on the L-EDC-2 and R-EDC-3 ARINC 429 high-speed data
bus inputs from both engine data concentrators. The MFD also receives crosstalk data on the L-PFD-3 and R-PFD-3 ARINC 429
high-speed data buses from both PFDs.
The MFD receives ARINC 429 low-speed data bus inputs from both air data computers on the L-ADC-2 and the R-ADC-3 buses.
The MFD receives NAV data on the L-NAV-VIR-1 ARINC 429 low-speed data bus input from the NAV No. 1. The MFD receives
display control panel inputs on the L-DCP-1 ARINC 429 low-speed data bus input from the DCP No. 1.
The MFD receives an ARINC 429 high-speed data bus input from the TCAS I or TCAS II computer on the TCAS DISPLAY-1 bus.
The MFD also provides a performance monitor discrete output to the TCAS unit. The RA DISPLAY STATUS discrete output is a
ground as long as the MFD can show the Resolution Advisory (RA) data.
The MFD transmits the L-MFD-1 data bus to the IOC No. 1 in the IAPS. The L-MFD-3 high-speed data bus supplies the crosstalk
data to both PFDs.
Several discretes are input to the MFD. These discretes include four configuration inputs, three display reversion switch inputs, three
source select reversion inputs, and three discrete inputs.
The four configuration discretes define the AFD-3010E as an MFD to internal software. For the MFD, configuration, inputs 1
(P2-43) and 4 (P2-46) are hard wired to ground and inputs 2 (P2-44) and 3 (P2-45) are open. If the MFD display fails, the DISPLAY
reversion switch is set to the PFD position. This PFD switch position applies a ground logic to the discrete input PFD REVERSION
(P2-35) and blanks the PFD display. The MAP ENABLE (P2-36) and ENGINE ENABLE (P2-37) discretes are always grounded.
This enables the MFD to show the MFD map and engine displays. If the MFD display fails, the DISPLAY reversion switch is set to
the PFD position, and the MFD blanks.
The three source select reversion switch inputs select the cross-side air data input, cross-side attitude heading input, and DCP source
control. The ADC reversion switch applies a ground to the PFD No. 1 and the MFD when set to the ADC 2 position. At this position,
the MFD shows the air data from the number 2 ADC. Normally, this input is open, and the MFD shows the air data from the onside
number 1 ADC. The AHS reversion switch applies a ground to the PFD No. 1 and MFD when set to the AHRS 2 position. At this
position, the MFD shows the attitude and heading data from the AHC No. 2. Normally, this input is open, and the MFD shows the
attitude and heading data from the onside AHC. The DCP SOURCE SEL is not connected in this installation.
The VBAR/XPNTER SELECT is set from the REFS 2/2 menu page. It selects the flight director cue as a V-bar or the cross-pointer
symbol displays. The L-MFD S/W LOAD SELECT discrete is grounded to enable the software load function.
The strapping of five aircraft type pins define the type of airplane installation. The MFD verifies the internal software matches the
airplane type.
The MFD provides discrete outputs to the TCAS system and the aural warning system. The RA DISPLAY STATUS discrete output
is a ground logic as long as the MFD can show the Resolution Advisory (RA) data. The OVERSPEED WARNING discrete to
the aural warn system is grounded when the warning is active. The DH/MDA ALERT WARN discrete to the aural warn system is
grounded when the warning is active. The ALTITUDE ALERT WARNING discrete to the aural warn system is grounded when the
warning is active.
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The I/O data bus interfaces with the system data bus through a bus transceiver. The system data bus carries the IAPS input, attitude
heading input, air data input, and discrete data input to the microprocessor. The system data bus also carries the output data from
the microprocessor to a ARINC MUX/TX for transmission on the L-MFD-1 and L-MFD-3 data buses.
The MFD contains a weather radar input circuit. The weather radar input has internal jumpers to route the weather radar bus to the
PFD No. 2.
Refer to Figure 2-15, Sheet 2. This sheet shows the circuits of the MFD.
The 5-V dc lighting bus controls the intensity of the panel pushbutton lighting. The intensity of the LCD panel is controlled by the
PILOT AFD LCD DIMMING potentiometer. The MFD outputs a +28-V dc LCD BRT reference voltage to the potentiometer. The
LCD BRT CNTRL IN voltage is input to the GREY SCALE/AUTO BRIGHTNESS circuits. The low side of the potentiometer is
biased at +3-V dc to prevent display blanking if the reference voltage is lost or shorted.
The +28-V dc avionics triple-fed bus powers the MFD. The POWER DOWN discrete is used to manually turn the power supply on
and off. The POWER DOWN discrete is connected to the DISPLAY reversion switch on the instrument panel. In the NORM or
MFD position, the discrete is open, and the power supply is turned on. In the PFD position, the discrete is grounded, and the power
supply is turned off.
2.8.2. Primary Flight Display No. 1, External Theory of Operation.
Refer to Figure 2-16. This sheet shows the circuits of the PFD No. 1. The AFD-3010 is configured by mount strapping to function
as the PFD No. 1. The PFD shows the following information:
• Attitude
• Heading
• Airspeed
• Altitude
• Vertical speed
• FGS annunciations
• Navigation data.
The PFD input/output circuits contain 18 simultaneously active ARINC 429 input buses and two ARINC 429 output buses. All the
ARINC 429 buses are configured to operate at either high or low speed.
The PFD receives attitude and heading data on the L-AHC-2 and the R-AHC-3 ARINC 429 high-speed data bus inputs from both
AHCs. The PFD receives engine and airplane sensor data on the L-DCU-2 and R-DCU-3 ARINC 429 high-speed data bus inputs
from both DCUs and on the L-EDC-2 and R-EDC-3 ARINC 429 high-speed data buses from both EDCs.
The PFD receives redundant noncritical flight data from each of the IOCs. These two ARINC 429 high-speed buses are input to
the PFDs and the MFD. The L-IOC-1 bus is from the IAPS No. 1 Side. The R-IOC-1 bus is from the IAPS No. 2 Side. The PFD
receives flight management data on the L-FMC-2 and R-FMC-6 ARINC 429 high-speed data bus inputs from both FMCs. The PFD
receives crosstalk data on the L-MFD-3 and R-PFD-3 ARINC 429 high-speed data bus inputs from the MFD and PFD No. 2.
The PFD receives ARINC 429 low-speed data bus inputs from both ADCs on the L-ADC-2 and the R-ADC-3 buses. The PFD
receives NAV data on the L-NAV-VIR-1 ARINC 429 low-speed data bus input from the NAV No. 1. The PFD receives the pilot
display control inputs on the L-DCP-1 ARINC 429 low-speed data bus input from the DCP No. 1.
The PFD receives an ARINC 429 high-speed data bus input from the TCAS I or TCAS II computer TCAS DISPLAY-1 bus.
The PFD outputs the L-PFD-1 high-speed data bus to the IOC No. 1 in the IAPS. The PFD outputs the crosstalk data on the L-PFD-3
high-speed data bus to the MFD and the PFD No. 2.
Several discretes are input to the PFD and read by the microprocessor through the I/O data bus. These discretes include four con-
figuration inputs, three display reversion switch inputs, three source select reversion inputs, three discrete inputs, and four airplane
type discrete inputs.
For the PFD No. 1 (pilot-side) configuration, inputs 1 (P2-43) and 3 (P2-45) are hard wired to ground, and inputs 2 (P2-44) and 4
(P2-46) are open. If the MFD display fails, the DISPLAY reversion switch is set to the PFD position. This PFD switch position
applies a ground to the discrete inputs PFD REVERSION (P2-35) and ENGINE ENABLE (P2-37). This enables the PFD No. 1 to
show the engine displays and blanks the MFD display. If the PFD display fails, the DISPLAY reversion switch is set to the MFD
position, and the PFD blanks.
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The three source select reversion switch inputs select the cross-side air data input, cross-side attitude heading input. The ADC
reversion switch applies a ground to the PFD No. 1 and MFD when set to the ADC 2 position. At this position, the PFD No. 1
shows the air data from the number 2 ADC. Normally, this input is open, and the PFD No. 1 shows the air data from the onside
number 1 ADC. The AHS reversion switch applies a ground to the PFD No. 1 and MFD when set to the AHRS 2 position. At this
position, the PFD No. 1 shows the attitude heading data from the AHC No. 2. Normally, this input is open, and the PFD shows the
attitude heading data from the onside AHC No. 1. The DCP reversion switch is not used in this installation.
symbol displays. The L-PFD S/W LOAD SELECT discrete is grounded to enable the software load function.
The strapping of the five airplane type pins defines the type of airplane installation. The PFD verifies the internal software matches
the airplane type. For data about configuration strapping of the C90GTi PFD refer to the airplane interconnect.
The interconnect show the strapping for the C90GTi aircraft type. The PFD No. 1 strapping for the B200GT/B200CGT aircraft type
grounds only Aircraft Type pins B and D (P1-50 and P1-64).
The PFD No. 1 provides discrete outputs to the TCAS system and the aural warning system. The RA DISPLAY STATUS discrete
output is a ground logic as long as the PFD can show the RA data. The OVERSPEED WARNING discrete to the aural warn system
is grounded when the warning is active. The DH/MDA ALERT WARN discrete to the aural warn system is grounded when the
warning is active. The ALTITUDE ALERT WARNING discrete to the aural warn system is grounded when the warning is active.
The PFD No. 1 contains a weather radar input circuit. The weather radar input has internal jumpers to route the WXT-1 ARINC
453 very-high speed data bus to the next AFD.
The PFD contains an Terrain Awareness Warning (TAWS) system input circuit. The TAWS input has internal jumpers to route
TERR-1 ARINC 453 very-high speed data bus to the next PFD/MFD.
Refer to Figure 2-16, Sheet 2. This sheet shows the circuits of the PFD No. 1.
The 5-V dc lighting bus controls the intensity of the panel pushbutton lighting. The intensity of the LCD panel is controlled by the
PILOT AFD LCD DIMMING potentiometer. The PFD No. 1 outputs a +28-V dc LCD BRT reference voltage to the potentiometer.
The LCD BRT CNTRL IN voltage is input to the GREY SCALE/AUTO BRIGHTNESS circuits. The low side of the potentiometer
is biased at +3 V dc to prevent display blanking if the reference voltage is lost or shorted.
The +28-V dc avionics triple-fed bus powers the PFD No. 1. The POWER DOWN discrete is used to manually turn the power
supply on and off. The POWER DOWN discrete is connected to the DISPLAY reversion switch on the instrument panel. In the
NORM or PFD position, the discrete is open and the power supply is turned on. In the MFD position, the discrete is grounded and
the power supply is turned off.
LCDs require a source of backlight to illuminate the image on the display. A fluorescent lamp, located behind the display, provides
the backlighting for the PFD display. Brightness of the lamp and thus the display may be controlled by an external dimming source,
the front panel auto dim light sensor, and/or the BRT/DIM switch on the PFD front panel.
2.8.3. Primary Flight Display No. 2, External Theory of Operation.
Refer to Figure 2-17. This sheet shows the circuits of the PFD No. 2. The PFD No. 2 functions the same as the PFD No. 1, except
as described in the paragraphs that follow.
The PFD No. 2 is an AFD-3010 that is configured by mount strapping to function as a PFD No. 2. The PFD No. 2 shows the
following primary flight information for the copilot:
• Attitude
• Heading
• Airspeed
• Altitude
• Vertical speed
• FGS annunciations
• Navigation data.
The PFD No. 2 input/output circuits contain 18 simultaneously active ARINC 429 input buses and two ARINC 429 output buses.
The PFD No. 2 receives attitude and heading data on the R-AHC-2 and the L-AHC-3 ARINC 429 high-speed data bus inputs (from
both attitude heading computers). The PFD No. 2 receives engine and airplane sensor data on the R-DCU-2 and L-DCU-3 ARINC
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429 high-speed data bus inputs from both Data Concentrator Units (DCU) and on the R-EDC-2 and L-EDC-3 ARINC 429 high-speed
data buses from both Engine Data Concentrators (EDC).
The PFD No. 2 receives redundant noncritical flight data from each of the input/output concentrators in the IAPS. These two ARINC
429 high-speed buses are input to each large display. The L-IOC-1 bus is from the IAPS No. 1 Side. The R-IOC-1 bus is from the
IAPS No. 2 Side. The PFD No. 2 receives flight management data on the L-FMC-6 and R-FMC-2 ARINC 429 high-speed data bus
inputs from both flight management computers. The PFD No. 2 receives crosstalk data on the L-MFD-3 and L-PFD-3 ARINC 429
high-speed data bus inputs from the MFD and PFD No. 1.
The PFD No. 2 receives ARINC 429 low-speed data bus inputs from both air data computers on the R-ADC-2 and the L-ADC-3
buses. The PFD No. 2 receives NAV data on the R-NAV-VIR-1 ARINC 429 low-speed data bus input from the NAV No. 2. The
PFD No. 2 receives the copilot display control inputs on the R-DCP-1 ARINC 429 low-speed data bus input from the DCP No. 2.
The PFD No. 2 receives an TCAS DISPLAY-1 ARINC 429 high-speed data bus input from the TCAS I or TCAS II computer. The
PFD No. 2 also provides a performance monitor discrete output to the TCAS unit. The RA DISPLAY STATUS discrete output is a
ground as long as the PFD can show the Resolution Advisory (RA) data.
The PFD No. 2 outputs the R-PFD-1 high-speed data bus to the IOC No. 2 in the IAPS. The PFD No. 2 outputs the crosstalk data
on the R-PFD-3 high-speed data bus to the MFD and PFD No. 1.
The four configuration discretes define the PFD No. 2 to internal software. For the PFD No. 2 configuration, inputs 2 (P2-44) and
3 (P2-45) are hard wired to ground, and inputs 1 (P2-43) and 4 (P2-46) are open. If the MFD display fails, the DISPLAY reversion
switch is set to the PFD position. This PFD switch position applies a ground to the discrete inputs PFD REVERSION (P2-35) and
ENGINE ENABLE (P2-37). This enables the PFD No. 2 to show the engine displays.
The strapping of the five airplane type pins defines the type of airplane installation. The PFD verifies the internal software matches
the airplane type. For data about configuration strapping of the C90GTi PFD refer to the airplane interconnect.
The interconnect show the strapping for the C90GTi aircraft type. The PFD No. 2 strapping for the B200GT/B200CGT aircraft type
grounds only Aircraft Type pins B and D (P1-50 and P1-64).
The PFD No. 2 has three source select discrete inputs from reversion switches. The three source-select switches set the cross-side
air data input and the cross-side attitude heading input. The ADC reversion switch applies a ground to the PFD No. 2 when set to
the ADC 1 position. At this position, the PFD No. 2 shows the air data from the ADC No. 1. Normally, this input is open, and the
PFD No. 2 shows the air data from the onside ADC No. 2. The AHS reversion switch applies a ground to the PFD No. 2 when
set to the AHRS 1 position. At this position, the PFD No. 2 shows the attitude heading data from the AHC No. 1. Normally, this
input is open, and the PFD shows the attitude heading data from the onside AHC No. 2. The DCP reversion switch is not used in
this installation.
symbol displays. The R-PFD S/W LOAD SELECT discrete is grounded to enable the software load function.
Refer to Figure 2-17, Sheet 2. This sheet shows the circuits of the PFD No. 2.
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Figure 2-15. Adaptive Flight Display, AFD-3010E, MFD No. 1, External Simplified Schematic (Sheet 1 of 2)
2-37/(2-38 Blank)
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Figure 2-15. Adaptive Flight Display, AFD-3010E, MFD No. 1, External Simplified Schematic (Sheet 2 of 2)
2-39/(2-40 Blank)
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Figure 2-16. Adaptive Flight Display, AFD-3010, PFD No. 1, External Simplified Schematic (Sheet 1 of 2)
2-41/(2-42 Blank)
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2-43/(2-44 Blank)
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2-45/(2-46 Blank)
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2-47/(2-48 Blank)
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2.9. ADAPTIVE FLIGHT DISPLAY, AFD-3010/3010E, DATA.

The AFD shows the engine instruments, checklist pages, weather radar returns, and comprehensive navigation information in HSI
or present position map format for the pilot.
2.9.1. AFD-3010/3010E Illustration.
Refer to Figure 2-18 for an illustration of the AFD-3010/3010E.
Figure 2-18. AFD-3010/3010E
2.9.2. AFD-3010/3010E Mating Connector Data.

Figure 2-19 shows a mating connector pictorial for the AFD-3010/3010E. Each connector shows pin locations to aid the troubleshoot-
ing effort. Refer to Figure 2-20 for internal signals for the AFD-3010/3010E. Also refer to the interconnect wiring diagram in the
appendix.
Table 2-4 shows the mating connector hardware and tooling for the AFD-3010/3010E.
Table 2-4. AFD-3010/3010E Mating Connector Hardware and Tooling.

AFD-3010/3010E HARDWARE/TOOLING
Mating connector P1: MIL MS27484T20F35S, CPN 359-0645-200

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Table 2-4. AFD-3010/3010E Mating Connector Hardware and Tooling. - Continued

AFD-3010/3010E HARDWARE/TOOLING
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Figure 2-19. AFD-3010/3010E Mating Connectors
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Refer to the paragraphs that follow for instructions to remove and install the AFD.
2.9.3.1. Installation. Install the AFD.
b. Use a 0.093-inch hex-key drive to loosen the two screws at the upper left and right corners of the display bezel and pull the
bezel handle out to the open position.
c. Connect the three mating connector cable assemblies to the unit rear connectors.
d. Slide the AFD into panel mount until the rails of the bezel handle engage the locking studs in the mounting tray.
e. While pushing on the front of the unit, raise the bezel handle until the locking mechanism latches.
f. Secure the bezel handle in the locked position by tightening the two screws in the upper left and right corners of the bezel
assembly.
2.9.3.2. Removal. Remove the AFD.
b. Use a 0.093-inch hex-key drive to loosen the two screws in the upper left and right corners of the bezel assembly and pull the
bezel handle out to the open position.
c. Carefully slide the AFD out of the panel mount.
d. Disconnect the three mating-connector cable assemblies.
e. Close the bezel handle and tighten the two screws in the upper left and right corners of the bezel assembly.
Refer to Figure 2-20. This sheet shows the circuits of the AFD. The AFD is mount-strapped to be either an AFD-3010 or an AFD-
3010E.
The AFD input/output circuits contain many ARINC 429 input buses and output buses. All the ARINC 429 buses are configured to
operate at either high or low speed. The ARINC 429 inputs are divided into three zones for left, center, and right. The data buses
are input through ARINC receivers to the ARINC MUX/TX (AMT) integrated circuit chip. The AMT chip contains ARINC 429
receivers, ARINC 429 transmitters, and RAM memory. The received data words are unloaded from the AMT chip onto the I/O data
bus (LD0-LD15) to the processor. The I/O data bus also brings microprocessor generated output data ARINC MUX/TX. The AMT
chip reads this data and applies serial output to an ARINC 429 transmitter.
Several discretes are input to the MFD and read by the microprocessor through the I/O data bus. All discrete inputs are diode isolated
and tied to a pullup resistor. The discretes are input through a Transistor-Transistor Logic (TTL) level converter to a latch circuit
that is read by the microprocessor through the I/O data bus.
The discrete input PFD REVERSION blanks the PFD display. The three source select reversion switch inputs select the cross-side
air data input, cross-side attitude heading input, and DCP source control.
The VBAR/XPNTER SELECT selects the flight director cue as a V-bar or the cross-pointer symbol displays. The L-MFD S/W
LOAD SELECT discrete is grounded to enable the software load function.
The strapping of five aircraft type pins define the type of airplane installation. The AFD verifies the internal software matches the
airplane type.
The MFD provides discrete outputs to the TCAS system and the aural warning system. The RA DISPLAY STATUS discrete output
is a ground logic as long as the AFD can show the Resolution Advisory (RA) data. The OVERSPEED WARNING discrete to the
aural warn system is grounded when the warning is active. The DH/MDA ALERT WARN discrete to the aural warn system is
grounded when the warning is active. The ALTITUDE ALERT WARNING discrete to the aural warn system is grounded when the
warning is active.
The I/O data bus interfaces with the system data bus through a bus transceiver. The system data bus carries the IAPS input, attitude
heading input, air data input, and discrete data input to the microprocessor. The system data bus also carries the output data from
the microprocessor to a ARINC MUX/TX.
The AFD contains a weather radar input circuit. The weather radar input has internal jumpers to route the weather radar bus to
another AFD. The ARINC 453 very-high speed data bus is input through an isolation transformer to the WX RECEIVERS. The
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receiver circuit serves as a level translator converting the ARINC 453 levels into a TTL compatible signal that is input to the WX
TRANSLATOR Field Programmable Gate Array (FPGA).
The AFD contains an Terrain Awareness Warning System (TAWS) input circuit. The ARINC 453 very-high speed data bus is input
through an isolation transformer to the receivers. The receiver circuit serves as a level translator converting the ARINC 453 levels
into a TTL compatible signal that is input to the WX TRANSLATOR FPGA. The FPGA chip decodes the weather radar and TAWS
video outputs for use by the graphics generator and a control data output for use by the microprocessor. The FPGA outputs the
weather radar and TAWS data on the system data bus, SD0-SD32, to the graphics generator and microprocessor.
Refer to Figure 2-20, Sheet 2. This sheet shows more of the circuits of the MFD.
The 5-V dc lighting bus controls the intensity of the panel pushbutton lighting. The intensity of the LCD panel is controlled by an
AFD LCD DIMMING potentiometer. The AFD outputs a +28-V dc LCD BRT reference voltage to the potentiometer. The LCD
BRT CNTRL IN voltage is input to the GREY SCALE/AUTO BRIGHTNESS circuits. The low side of the potentiometer is biased
at +3-V dc to prevent display blanking if the reference voltage is lost or shorted.
The +28-V dc avionics triple-fed bus powers the AFD. A zener diode regulates the power input, which is input through an emi
filter to the low-voltage power supply. The low-voltage power supply develops the internally required +12, –12, +5, and +28-V dc
voltage levels from the +28-V dc primary power input. The low-voltage power supply regulates all internal supplies except for the
backlighting power developed in the ARC driver circuit.
The POWER DOWN discrete is used to manually turn the power supply on and off. The POWER DOWN discrete is connected to
the DISPLAY reversion switch on the instrument panel.
The power supply provides a power warn signal to the microprocessor when a power supply shutdown is imminent. The power warn
signal allows the microprocessor to store data in the nonvolatile RAM chips before the supply voltage falls below the minimum
operating level.
The AFD uses the microprocessor to process the display data for the graphics generator. The microprocessor control section consists
of Programmable Array Logic (PAL) devices, which serve as decoders, and generate special signals within the unit. The micropro-
cessor applies an address output through address latches on the system address bus. The system address bus controls the PROM,
RAM, and NVRAM outputs to the CPU data bus.
The operating program for the AFD is stored in a flash PROM that is electrically erasable and reprogrammable through the rear
connector of the unit. The static RAM provides scratch pad memory for the microprocessor, and memory for the storage of system
operating parameters. When the AFD is turned off or shut down by the protection circuits and the power warn signal is applied to
the microprocessor, a data storage sequence is initiated to copy the data from the static RAM to the nonvolatile RAM.
The graphics engine consists of the GE3 graphics generator and frame buffer. Each display page is defined by a set of graphic
commands compiled in system RAM by the microprocessor. The display page refresh rate is 20-Hz. Graphic commands from
system RAM are transferred to the GE3 graphics generator on demand. These commands define the vectors, symbols, text, and fill
patterns that create the display page image. From these commands, the GE3 graphics generator creates the X/Y display coordinates
and intensity levels for all of the pixels that fall within the vector, symbol, text, or fill pattern being generated.
The graphics generator creates the bit-mapped image of the display page in memory by storing the pixel intensities in row/column
order according to the X/Y display coordinate of each pixel. The GE3 outputs the pixel information for the display image into one
of two banks of display RAM called frame buffers. The contents of the frame buffer memory is used to generate a pixel stream to
the display. The output formatter controls the row and column clocks of the display drivers, and outputs the red, green, and blue
pixel data to the gray scale/auto brightness circuits.
The AFD-3010E AFD (only) video card slot consists of an Ethernet Video Arbitration Controller (EVAC), FPGA, FLASH and
SSRAM memory, an MPC8260 processor, a video decoder, and level translators. The Ethernet/Video circuit card provides NTSC
video input from on-board cameras and provides high speed Ethernet communications between another ethernet-enabled LRU and
the AFD.
The LCD display assembly has internal column and row driver circuits and gray scale decoder circuits. Pixel information is written
to the column driver control circuits in raster fashion, similar to the way data is sent to a crt. The data for each pixel consists of a 3-bit
intensity value that is decoded into a gray-scale analog voltage. The decoded gray-scale analog voltage determines how translucent
(clear) the pixel will be. When all the gray-scale voltages have been setup for all columns across the display, the LCD controller
enables the row driver to output the voltages to all the pixels in that row. The sequence is repeated for each row on the display.
Liquid crystal displays require a source of backlight to illuminate the image on the display. A fluorescent lamp, located behind the
display, provides the backlighting for the AFD display. Brightness of the lamp and thus the display may be controlled by an external
dimming source, the front panel auto dim light sensor, and/or the BRT/DIM switch on the AFD front panel.
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Control of the lamp brightness is implemented by changing the frequency and amplitude of the ARC drive signal applied to the
electrodes of the lamp. The ARC driver circuit is controlled by a Voltage To Frequency Converter (VFC). The analog input voltage to
the VFC is produced by a D/A converter, using a digital brightness value supplied by the microprocessor. Lamp current, temperature,
and brightness levels are fed back to the microprocessor through the multiplexed Analog to Digital (A/D) converter to regulate lamp
brightness. The difference between the sensed lamp brightness and the referenced brightness level produces a digital error value that
is added to the brightness value sent to the Digital to Analog (D/A) converter. Changes made to the D/A converter input value drive
the lamp brightness toward the referenced brightness level.
The front panel BRT/DIM switch functions with the GREY SCALE/AUTO BRIGHTNESS circuits to trim the LCD display intensity
to match the other AFD displays in the cockpit. The AUTO DIM LIGHT SENSOR signal is also input to the GREY SCALE/AUTO
BRIGHTNESS circuit, and automatically adjusts the LCD lighting to match the cockpit ambient light level. The LINE SELECT
PUSHBUTTONS inputs are monitored by the FRONT CONTROL CPU and output on the system bus to the microprocessor.
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Figure 2-20. Adaptive Flight Display, AFD-3010/3010E, Internal Simplified Schematic (Sheet 1 of 2)
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Figure 2-20. Adaptive Flight Display, AFD-3010/3010E, Internal Simplified Schematic (Sheet 2 of 2)
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2.10. AHC-3000 34-21-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Attitude
Heading Computers on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.10.1. Attitude Heading Computer No. 1, External Theory of Operation.
Refer to Figure 2-21. This sheet shows the heading, compensation, and ARINC 429 I/O interface circuits of the AHC No. 1. It also
shows the ECU No. 1 and the FDU No. 1.
The +28-V dc avionics triple-fed bus power provides the primary power the AHC No. 1. The +28-V dc avionics triple-fed bus
power provides the backup power to the AHC No. 1.
• Box orientation straps are installed as shown since the AHC No. 1 is mounted with its front facing to the left (P1-74) These straps
define sensor axes to the processor.
• The source-destination-identifier SOURCE IDENT (LSB) (P1-106) is connected to a SOURCE IDENT COMMON (P1-95) for
the AHC No. 1.
• The L-MAIN GEAR WEIGHT-ON-WHEELS (P1-122) discrete input from the strut switch is grounded when the airplane is on
the ground, and open when the airplane is airborne.
• The AUTO LEVEL SELECT (P1-72) discrete is grounded during the AHS MMT leveling procedure to enable the leveling data
to be stored in the ECU.
• The COMPENSATION MODE SELECT (P1-117) discrete is grounded during an airplane compass swing to enable the compen-
sation data to be stored in the ECU.
• The S/W LOAD ENABLE (P1-71) discrete is grounded when loading new software into the AHC.
A remote DG FREE/NORM switch applies +28-V dc to select the DG FREE gyro mode or an open to select the SLAVE mode on the
DG MODE SELECT discrete input. In DG FREE mode, the AHC does not use the magnetic heading input from the FDU. When in
DG FREE mode, the SLEW L/R switch connects +28-V dc to slew the heading computations left or right. The compass rose turns
toward the selected direction. In NORM (slave) mode, the heading computations in the AHC are slaved to the magnetic heading
sensed by the FDU. When switching from DG FREE to NORM (slave), the AHC fast-slaves to the magnetic heading sensed by the
FDU.
The ADC No. 1 inputs an L-ADC-1 data bus through an ARINC receiver to the ARIES ARINC 429 UNLOADER. This air data
bus contains the TAS information that is used to compensate for false alignment errors that can occur during maneuvers. This data
is read by the processor on the data bus. The other receiver port is used for S/W LOAD IN, is not connected.
There are four ARINC 429 high-speed drivers:
• The L-AHC-1 data bus is output to the IOC No. 1 and the FGC in the IAPS, and the TCAS I or TCAS II.
• The L-AHC-2 output bus is output to the PFD No. 1 and MFD.
• The L-AHC-3 output bus is output to the PFD No. 2.
• The fourth bus is not connected.
The S/W LOAD OUT transmitter is used when loading new software into the AHC.
The ECU No. 1 is remotely mounted.The AHC supplies the ECU +12 V DC PWR input that powers the ECU No. 1.
The FDU No. 1 is a 2-axis sensor that measures the horizontal component of the earth’s magnetic field and generates outputs that
are used to detect the sine and the cosine of the airplane magnetic heading angle.
2.10.2. Attitude Heading Computer No. 2, External Theory of Operation.
Refer to Figure 2-22. This sheet shows the heading, compensation, and ARINC 429 I/O interface circuits of the AHC No. 2. It also
shows the ECU No. 2 and the FDU No. 2. These units operate the same as the AHC No. 1, ECU No. 1, and FDU No. 1, except as
explained in the paragraphs that follow.
The +28-V dc avionics right generator bus power provides the primary power the AHC No. 2. The +28-V dc avionics right generator
bus power provides the backup power to the AHC No. 2.
Discrete inputs are as follows:
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• Box orientation straps are installed as shown, since the AHC No. 2 is mounted with its front facing to the right (P1-109). These
straps define sensor axes to the processor.
• The source-destination-identifier SOURCE IDENT (MSB) (P1-61) is connected to a SOURCE IDENT COMMON (P1-95) for
the AHC No. 2.
• The R-MAIN GEAR WEIGHT-ON-WHEELS (P1-122) discrete input from the strut switch is grounded when the airplane is on
the ground, and open when the airplane is airborne.
• The AUTO LEVEL SELECT (P1-72) discrete is grounded during the AHS MMT leveling procedure to enable the leveling data
to be stored in the ECU.
• The COMPENSATION MODE SELECT (P1-117) discrete is grounded during an airplane compass swing to enable the compen-
sation data to be stored in the ECU.
• The S/W LOAD ENABLE (P1-71) discrete is grounded when loading new software into the AHC.
The ADC No. 2 inputs the R-ADC-1 data bus.

• The R-AHC-1 data bus is output to the IOC No. 2 and the FGC in the IAPS.
• The R-AHC-2 output bus is output to the PFD No. 2.
• The R-AHC-3 output bus is output to the PFD No. 1 and MFD.
The S/W LOAD OUT transmitter is used when loading new software into the AHC.
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Figure 2-21. Attitude Heading Computer, AHC-3000, AHC No. 1, External Simplified Schematic
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Figure 2-22. Attitude Heading Computer, AHC-3000, AHC No. 2, External Simplified Schematic
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2.11. ATTITUDE HEADING COMPUTER, AHC-3000, DATA.

The AHC-3000 provides attitude gyro, Directional Gyro (DG) (compass), and accelerometer functions.
2.11.1. AHC-3000 Illustration.
Refer to Figure 2-23 for an illustration of the AHC-3000.
Figure 2-23. AHC-3000
2.11.2. AHC-3000 Mating Connector Data.

Figure 2-24 shows a mating connector pictorial for the AHC-3000. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-25 for internal signals of the AHC-3000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-5 shows the mating connector hardware and tooling for the AHC-3000.
Table 2-5. AHC-3000 Mating Connector Hardware and Tooling.

AHC-3000 HARDWARE/TOOLING
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Figure 2-24. AHC-3000 Mating Connectors

The AHC-3000 is rack mounted.
2.11.3.1. Installation. The procedure to install the AHC-3000 follows:
2.11.3.2. Removal. The procedure to remove the AHC-3000 follows:
b. Remove the safety wire and loosen the knurled knobs that secure the unit to the mount.
c. Slide the unit straight out to disconnect it from the mount connectors.
The +28-V dc avionics triple-fed bus power provides the primary power the AHC. The +28-V dc avionics triple-fed bus power
provides the backup power to the AHC. The power supply circuits use switching and linear regulators to generate the internally
required voltage levels. The power supply also contains a power monitor circuit. This circuit causes the data bus outputs to indicate
invalid data should any of the various power supply outputs exceed preset limits.
The discrete I/O data is input to the I/O Field Programmable Gate Array (FPGA). Each of these inputs is tied to a pullup resistor and
diode-isolated.
The DG FREE/NORM fast slave switch logic and SLEW switch logic inputs are applied to the I/O FPGA. A remote DG
FREE/NORM switch applies +28-V dc to select the DG FREE gyro mode or an open to select the SLAVE mode on the DG MODE
SELECT discrete input. In DG FREE mode, the AHC does not use the magnetic heading input from the FDU. When in DG FREE
mode, the SLEW L/R switch connects +28-V dc. In NORM (slave) mode, the heading computations in the AHC are slaved to the
magnetic heading sensed by the FDU. When switching from DG FREE to NORM (slave), the AHC fast-slaves to the magnetic
heading sensed by the FDU. These inputs are all input to the I/O FPGA.
The Inertial Measurement Unit (IMU) uses a quartz based inertial sensor technology to measure the airplane movement. The IMU
provides the 3-axis body angular rates of body pitch rate, body roll rate, and body yaw rate, 3-axis Euler angular rates of Euler
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pitch rate, Euler roll rate, and Euler yaw rate, 3-axis body accelerations of longitudinal acceleration, lateral acceleration, and normal
acceleration, and 3-axis level accelerations along-heading acceleration, cross-heading acceleration, and vertical acceleration. The
IMU outputs the angular rates and accelerations to the Analog/Digital (A/D) converter. The A/D converter outputs the digitized data
to the I/O FPGA.
The microprocessor controls AHC operation using a 16-bit bidirectional data bus. This data bus gathers the following information
for use by the processor: NVRAM data, EPROM memory data, and discrete data. This bus also gathers sensor attitude data, heading,
and compensation data from the I/O FPGA. A memory decoder circuit allows the microprocessor to output the chip select enables
to various devices in the AHC.
The NVRAM stores the key AHS parameters during a power loss. The EEPROM memory contains the executable routines and
control algorithms required by the processor to do the AHC function. The I/O FPGA outputs the sensor attitude data with the pitch
rate, roll rate, yaw rate, and 3-axis acceleration information to the processor. The discrete data input provides the selectable options
and configuration information to the processor.
The ARINC 429 I/O interface consists of the ARINC receivers, the ARIES ARINC 429 UNLOADER, and the ARINC high-speed
transmitters.
The microprocessor generated data is output to the ARIES chip. This data contains the processed pitch/roll attitude, heading, body
rate, and linear acceleration parameters. The ARIES chip transmits this serial data to the four ARINC 429 high-speed drivers:
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Figure 2-25. AHC-3000 Internal Simplified Schematic
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2.12. ALT-4000 34-44-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Radio Al-
timeter on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.12.1. Radio Altimeter No. 1, External Theory of Operation.
Refer to Figure 2-26. This shows the RALT. Operating power is provided by the +28-V dc avionics right generator bus supply.
Processed radio altitude data is output to four ARINC 429 low-speed transmitters (ARINC XMTRS) and four transistor switches.
One of the ARINC XMTRS outputs the L-RALT-1 serial data bus to IOC No. 1 and the TCAS I system. The remaining three
ARINC XMTRS may be connected to optional non-Collins airplane systems. One or more of the four transistor switches may be
programmed to provide a discrete RAD ALT TRIP output to optional non-Collins airplane systems.
The MOD FREQ (modulation frequency) is set by strapping rear connector pins MOD FREQ 50 Hz, MOD FREQ 51 Hz, and MOD
FREQ PARITY. The RALT is strapped as shown for a 50 Hz modulation frequency.
The Airplane Installation Delay (AID) value in feet is set by strapping rear connector pins AID 20 FT, AID 40 FT, AID 57 FT, and
AID PARITY as required.
The momentary RAD ALT TEST button grounds the SELF TEST discrete.
2-69/(2-70 Blank)
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Figure 2-26. Radio Altimeter, ALT-4000 No. 1, External Simplified Schematic
2-71/(2-72 Blank)
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2.13. RADIO ALTIMETER, ALT-4000, DATA.

The RALT is an FMCW transceiver that measures the airplane radio altitude up to 2500 feet above the terrain during approach
mode. The RALT transmits a reference signal on one antenna, receives the reflected signal on another antenna, and then computes
the airplane altitude.
2.13.1. ALT-4000 Illustration.
Refer to Figure 2-27 for an illustration of the ALT-4000.
Figure 2-27. ALT-4000
2.13.2. ALT-4000 Mating Connector Data.

Figure 2-28 shows a mating connector pictorial for the ALT-4000. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-29 for internal signals for the ALT-4000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-6 shows the mating connector hardware and tooling for the ALT-4000.
Table 2-6. ALT-4000 Mating Connector Hardware and Tooling.

ALT-4000 HARDWARE/TOOLING
Mating connector kit: CPN 634-1021-001 or mating connector kit CPN 634-4192-017 with 46 contacts and 2 TNC connectors
Connector: 60-pin Thinline II, CPN 634-1112-001
Contacts: CPN 372-2514-110 (insulation up to 1.27 mm (0.050 in) diameter)
Contacts: CPN 372-2514-180 (insulation from 1.27 mm (0.050 in) to 2.03 mm (0.080 in) diameter)
TNC connectors (qty 2): Specialty 24P153-1, CPN 357-7204-010
Tooling *
*Thinline II Connector Tooling:
Insertion tool: Daniels DAK-188, CPN 359-0697-050
Extraction tool: Daniels DRK-188, CPN 359-0697-060
Crimp tool: Daniels GMT-221, CPN 359-0697-010
Coax extraction tool: Cannon CET-C6B, CPN 370-8040-030
Coax crimp tool: MIL M22520/5-01, CPN 359-8103-010
Crimp tool positioner: Daniels Y142, CPN 359-8103-050
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Figure 2-28. ALT-4000 Mating Connectors

The ALT-4000 is rack mounted.
2.13.3.1. Installation. The procedure to install the ALT-4000 follows:
2.13.3.2. Removal. The procedure to remove the ALT-4000 follows:
Refer to Figure 2-29. The RALT consists of a power supply, a digital section, transmitter, and receiver. The power supply converts
this voltage into the required supply levels for the RALT.
The digital section consists of the:
• Analog channel monitor
• ARINC 429 transceivers (four)
• Fault log nonvolatile memory
• Field Programmable Gate Array (FPGA)
• Microprocessor
• Modulation generator and control
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• Power monitor
• Signal presence detector
• Strap inputs
• System watchdog
• Variable low-pass filter
• Voltage and temperature references.
The analog channel monitor multiplexes several signals into a single analog-to-digital converter so the signals can be monitored for
proper operation of the RALT. The analog channel monitor is controlled by serial data from the FPGA. The signals monitored areas
follows:
• DC analog outputs 1 and 2
• Ground
• Signal presence detector
• Temperature of the voltage reference card
• Internal power supply levels.
The fault log nonvolatile memory is a serially controlled, Electrically Erasable And Programmable, Read-Only Memory (EEPROM).
The FPGA controls the memory and writes fault information into the EEPROM. The fault log memory can be read or erased using
the BITE interface and an external computer.
The FPGA and microprocessor share processing responsibilities using the ADDRESS BUS A (0-15). The FPGA contains the altitude
processor and ARINC 429 UARTs. The microprocessor is an 80188 processor that runs 12-MHz. Program memory is stored in the
EEPROM and RAM.
The MOD FREQ (Modulation Frequency) is set by strapping rear connector pins. These three discrete inputs are tied to pullup
resistors and applied to the FPGA.
The power monitor and system watch dog reset the ALT circuits as required to ensure proper operation. The power monitor causes
a reset if the supply voltage falls below 4.65-V dc for more than one second. The system watchdog causes a reset if the WDI
WATCHDOG input line has been high or low for more than 1.6 seconds.
The signal presence detector filters and tests the output signal to determine if the signal is valid. Altitude is reported with the sign/sta-
tus matrix bits set to normal operation only if the detector state is true.
The Airplane Installation Delay (AID) value in feet is determined during certification, and is set by strapping rear connector pins.
These four discrete inputs are tied to pullup resistors and applied to the FPGA. This strapping provides a customized airplane offset to
ensure accurate altitude indications when the airplane is in a touchdown attitude. This AID compensation is applied to an AID/self-
test switch. The AID normally is switched to both discriminators, but it is removed in self-test mode since the test function is
internally generated and not related to airplane characteristics.
The RALT test is inhibited when the autopilot is engaged. This discrete input is diode isolated, tied to a pullup resistor, and input
to the FPGA. A ground on this pin selects the RALT self-test function. When test mode is selected, a 50-foot altitude test signal is
switched to the preamplifier instead of the RALT input from the mixer. This test signal is an IF frequency corresponding to a 50-foot
above terrain RALT input.
The RALT has an antenna continuity test circuit that tests for the presence of properly connected ANT-52 RALT Antennas. The
ANTENNA MONITOR SELECT pin must be grounded to enable this function. The antenna continuity test circuit provides dc
voltages that pass through the XMT ANTENNA to the TRANSMITTER, and through the RCV ANTENNA to the RECEIVER.
The transmitter generates a 4250 to 4350-MHz swept deviation output to the transmit antenna. The transmitter consists of a Voltage
Controlled Oscillator (VCO), Power Amplifier (PA), frequency detector, isolator, antenna continuity test circuit , described above,
and low-pass filter.
The VCO is a common collector transistor oscillator that operates at 4.3-GHz. The MODULATION INPUT causes the transmit
frequency to sweep ±50-MHz. The PA buffers and amplifies the VCO output signal. Frequency detectors follow the PA and detect
when the signal is at the low, center, and high frequency points. The isolator prevents other signals from entering the transmitter
through the antenna.
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The receiver consists of an isolator, bandpass/low-pass filter, low-noise amplifier, diode mixer, self-test input switch, described
above, intermediate frequency amplifiers, and filtering. The isolator performs two functions. First, the isolator prevents the mixer
LO from leaking out of the receiver antenna port, reflecting from the antenna, and returning as a false altitude signal. Second, the
isolator provides a constant 50-ohm impedance to the low-noise amplifier. The bandpass and low-pass filter combine to prevent
unwanted rf energy from entering the receiver.
The low-noise amplifier reduces the receiver noise floor and allows operation of the RALT at high altitude with minimal transmitter
power. The diode mixer combines the low noise amplifier output with a sample of the current transmitted signal producing an output
signal with a frequency proportional to the airplane altitude, approximately 20-Hz/foot. This output signal is applied to the first
and second intermediate frequency amplifiers. The intermediate frequency amplifier gains are sensitive to frequency, and provide
more gain at higher frequencies to compensate for losses due to the longer transmission path of the signal. The filtering reduces
interference between altimeters at altitudes below 250 feet.
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Figure 2-29. Radio Altimeter, ALT-4000, Internal Simplified Schematic
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2.14. CCP-3000 34-25-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Cursor Control
Panels on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.14.1. Cursor Control Panel No. 1, External Theory of Operation.
Refer to Figure 2-30. This shows the system schematic of CCP. The CCP is a flight deck control panel with dedicated function keys
that provides the user interface for controlling the advanced features and formats on the MFD.
The CCP requires input power from an airplane +28-V dc power supply (P1-52/46). A +5-V dc airplane lighting bus provides
lighting power (P1-3/2) to the CCP. A CHASSIS GND (P1-51) is provided for safety purposes.
The CCP has two discrete strapping inputs listed below:
• The CONFIG 1 discrete (P1-28) is grounded
• The CONFIG 2 discrete (P1-29) is left open.
The CCP transmits ARINC 429 digital data through an ARINC 429 output port. This port provides data to external units over the
L-CCP-1 high-speed digital data bus (P1-17/25), and is transmitted to the MFD.
2-79/(2-80 Blank)
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Figure 2-30. Cursor Control Panel, CCP-3000, External Simplified Schematic
2-81/(2-82 Blank)
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2.15. CURSOR CONTROL PANEL, CCP-3000, DATA.

The CCP is a flight deck control panel with dedicated function keys that provides the user interface for controlling the advanced
features and formats on the MFD.
2.15.1. CCP-3000 Illustration.
Refer to Figure 2-31 for an illustration of the CCP-3000.
Figure 2-31. CCP-3000
2.15.2. CCP-3000 Mating Connector Data.

Figure 2-32 shows a mating connector pictorial for the CCP-3000. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-33 for internal signals of the CCP-3000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-7 shows the mating connector hardware and tooling for the CCP-3000.
Table 2-7. CCP-3000 Mating Connector Hardware and Tooling.

CCP-3000 HARDWARE/TOOLING
Mating Connector P1: MIL MS27484T16F35SA, CPN 359-0645-280
Contacts (#22D Sockets): MIL M39029/57-357, CPN 359-0608-030
Insertion/extraction tool: MIL M81969/14-11, CPN 359-8032-030
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Figure 2-32. CCP-3000 Mating Connectors

The CCP-3000 is installed in the instrument panel using screws.
2.15.3.1. Installation. The procedure to install the CCP-3000 follows:
b. Connect the mating connector cable assembly to the unit rear connector(s).
c. Insert the unit into the proper panel location and secure the unit with four screws.
2.15.3.2. Removal. The procedure to remove the CCP-3000 follows:
b. Remove the four screws, one in each corner, that secure the unit to the instrument panel.
c. Slide the unit out of the instrument panel and disconnect the mating connector cable assembly.
Refer to Figure 2-33. This shows the internal simplified schematic of the CCP.
The CCP requires input power from an airplane +28-V dc power supply. This +28-V dc is filtered and used by the power supply
circuit, where it is converted into supply levels of +12-V dc, –12-V dc, and +5-V dc for internal use. A +5-V dc airplane lighting
bus provides lighting power to the CCP. A CHASSIS GND is provided for safety purposes.
The CCP has two discrete strapping inputs. The discrete strapping inputs are applied through pullup resistors to the bus buffers. The
bus buffers output the discrete data over the I/O DATA BUS to the microprocessor and UART. The microprocessor provides the
control function and reads the bus buffers. The UART formats the discrete data for the digital bus output:
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Figure 2-33. CCP-3000 Internal Simplified Schematic
2-85/(2-86 Blank)
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2.16. CDU-3000 34-61-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Control
Display Units on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.16.1. Control Display Unit No. 1, External Theory of Operation.
Refer to Figure 2-34. This sheet shows the CDU No. 1.
The CDU No. 1 controls the pilot-side FMS and navigation sensor selection. The CDU No. 1 receives five ARINC 429 buses. The
L-FMC-3 bus brings the page display data from the FMC. The L-GPS-1 bus brings the GPS position data. The RTU-3 bus provides
the crosstalk radio-tune data from the Radio Tuning Unit (RTU). The R-GP-1 and L-GP-1 buses provide the radio-tune echo data to
the CDU.
The CDU No. 1 outputs four ARINC 429 buses. The L-CDU-1 high-speed output bus supplies the CDU No. 1 keyboard control
data to the FMC No. 1. The L-CDU-3 low-speed bus supplies the crosstalk radio-tune data to the RTU. The L-CDU-7 low-speed
bus supplies the radio tune data to the VHF, NAV (ADF), DME, and TDR No. 1. The L-CDU-6 low-speed output bus supplies the
radio tune data to the VHF, NAV (ADF), DME, and TDR No. 1.
Refer to Figure 2-34, Sheet 2. This sheet shows part of the CDU No. 1.
The CDU controls the (pilot-side) FMS No. 1.
When the remotely located TUNE reversion switch is set to the RTU position, a ground is applied to the CDU DISABLE line and
shuts down the power supply.
The remotely located TUNE switch selects the tune data bus source for the left and right side radios. In the NORM position, the
RTU tunes the number 1 radios and the CDU No. 1 tunes the number 2 radios. In the CDU No. 1 position, a ground logic is input to
the CROSS-SIDE TUNER DISABLE (P1-48) discrete to the CDU No. 1 and the port select discrete of the number 1 radios. This
indicates the RTU is blanked and the number 1 radios can be tuned by the CDU No. 1 tune bus. In the RTU position, a ground
logic is input to the NO. 1 TUNER OFF (P1-58) discrete to the CDU No. 1 and the port select discrete of the number 2 radios. This
indicates the CDU No. 1 is blanked and the number 2 radios can be tuned by the RTU tune bus.
The external ATC select switch selects either the number 1 or 2 transponder to be active. When the TDR No. 1 is selected as active,
an open logic is input to the TDR STBY (P1-18) and TDR NO. 2 SEL (P1-27) discretes. When the STBY position is selected, a
ground logic is input to the TDR STBY (P1-18) discrete. When the TDR No. 2 is selected, a ground logic is input to the TDR NO.
2 SEL (P1-27) discrete.
The remotely located RMT TUNE switch disables the FMS autotune of the radios. When the RMT TUNE switch is in the DISABLE
position, a ground logic is input to the L-CDU AUTO TUNE DISABLE (P1-49) discrete.
When the remote ATC IDENT switch is pushed, the REMOTE IDENT discrete input to the CDU No. 1 is grounded. The CDU
outputs the ident bit on the L-CDU-6 and L-CDU-7 data buses to the number 1 and 2 transponders. The active transponder transmits
the ATC IDENT code.
When the TUNE 121.5 switch is in the 121.5 position, the EMERGENCY 121.5 SELECT discrete is a ground logic to the CDU.
This indicates that the CDU No. 1 cannot tune the VHF COMM No. 1 radio.
The SIDE IDENT (P1-84) discrete input is grounded for the CDU No. 1. The other discrete inputs are not used in this installation.
The 5-V dc lighting bus controls the intensity of the panel pushbutton lighting. The +28-V dc lighting bus controls the intensity of
the LCD panel display.
the backlighting for the CDU No. 1 display. Brightness of the lamp, and thus the display, may be controlled by an external dimming
source and/or the BRT/DIM switch on the CDU front panel. A universal display dimming input circuit accepts dimming inputs from
+5-V dc, 5-V ac, or +28-V dc external dimming sources.
2.16.2. Control Display Unit No. 2, External Theory of Operation.
Refer to Figure 2-35. This sheet shows the CDU No. 2 Control Display Unit (CDU). The CDU No. 2 is optional equipment.
The CDU No. 2 controls the copilot-side FMS system and navigation sensor selection. The CDU No. 2 receives four ARINC 429
buses. The R-FMC-3 bus brings the page display data from the FMC No. 2. The R-GPS-1 bus brings the GPS position data. The
R-GP-1 and L-GP-1 buses provide the IAPS data to the CDU No. 2.
The CDU No. 2 outputs one ARINC 429 bus. The L-CDU-1 high-speed output bus supplies the CDU No. 2 keyboard control data
to the FMC No. 1.
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Refer to Figure 2-35, Sheet 2. This sheet shows part of the CDU No. 2.
The CDU No. 2 controls the copilot-side FMS No. 2.
The SIDE IDENT (P1-79) and SIDE IDENT (P1-84) discrete inputs are grounded for the CDU No. 2. The other discrete inputs are
not used in this installation.
Liquid crystal displays require a source of backlight to illuminate the image on the display. A fluorescent lamp, located behind the
display, provides the backlighting for the CDU No. 2 display. Brightness of the lamp, and thus the display, may be controlled by an
external dimming source and/or the BRT/DIM switch on the CDU No. 2 front panel.
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Figure 2-34. Control Display Unit, CDU-3000, No. 1, External Simplified Schematic (Sheet 1 of 2)
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2.17. CONTROL DISPLAY UNIT, CDU-3000, DATA.

The CDU controls the on-side FMS and navigation sensor selection.
2.17.1. CDU-3000 Illustration.
Refer to Figure 2-36 for an illustration of the CDU-3000.
Figure 2-36. CDU-3000
2.17.2. CDU-3000 Mating Connector Data.

Figure 2-37 shows a mating connector pictorial for the CDU-3000. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-38 for internal signals for the CDU-3000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-8 shows the mating connector hardware and tooling for the CDU-3000.
Table 2-8. CDU-3000 Mating Connector Hardware and Tooling.

CDU-3000 HARDWARE/TOOLING
Mating connector: MIL MS27484T22F35S, CPN 359-0645-440
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Figure 2-37. CDU-3000 Mating Connectors

The CDU-3000 is rack mounted.
2.17.3.1. Installation. The procedure to install the CDU-3000 follows:
2.17.3.2. Removal. The procedure to remove the CDU-3000 follows:
Refer to Figure 2-38. This sheet shows part of the CDU internal simplified schematic. The ARINC 429 data buses are input to
the ARINC receivers. The ARINC receivers condition the digital bus levels to Transistor-Transistor Logic (TTL) level signals and
output the data to the Application Specific Integrated Circuit (ASIC) gate arrays. The gate arrays output the received data on the
16-bit I/O data bus to the microprocessor.
The CDU uses a 16-bit microprocessor. The 16-bit data bus is multiplexed to function as an address and data bus. The upper four
address bits (A16-A19) are output through the bus cycle status port. Three 8-bit data latches form the 20-bit address bus. Address
data is written out to the address latches before each data transaction occurs on the data bus.
The operating program for the CDU is stored in a flash PROM that is electrically erasable and reprogrammable through the rear
connector of the unit. The static RAM provides scratch pad memory for the microprocessor, memory for the storage of system
operating parameters, and page buffer memory for defining the graphic commands which are supplied to the vector generator to
create the display page. When the CDU is turned off or shut down by the protection circuits and the power warn signal is applied to
the microprocessor. A data storage sequence is initiated to copy the data from the static RAM to the nonvolatile RAM.
The keyboard and line key assembly is monitored by a keyboard encoder. This encoder outputs the binary drive signals to the
keyboard/line keys, and monitors the discrete sense returns from these keys. When keyboard or line key action is detected, the
encoder stops the key scan cycle and alerts the Field Programmable Gate Array (FPGA). The encoder resumes the key scan cycle
after the keycode is read and the pushed key is released. The FPGA is used to interface the keyboard encoder outputs onto the I/O
data bus to the microprocessor. The FPGA also contains the LCD backlight ARC driver control circuits.
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The microprocessor uses the I/O data bus to output data to the ASIC gate arrays for serial formatting. After adding the appropriate
data label and calculating the parity bit, the formatted block of data is clocked out of the gate array through the appropriate transmitter
port to one of the ARINC 429 transmitters. The ARINC 429 transmitters convert the single wire TTL level bit stream to two-wire
ARINC 429 differential output logic levels.
Refer to Figure 2-38, Sheet 2. This sheet shows part of the CDU. The +28-V dc avionics power is input through the protection
circuits to the CDU power supply. The power supply develops the internal supply levels, power warn output, and filament supply
voltage.
The high/low voltage lockout monitor circuit shuts down the power supply automatically if the +28-V dc input drops below +16-V
dc or rises above +32-V dc. The voltage monitor circuit shuts down the power supply if the internal supply voltages deviate too far
from normal limits. A ground applied to the CDU DISABLE line shuts down the power supply.
The power supply provides a power warn signal to the microprocessor when a power supply shutdown is imminent. The power warn
signal allows the microprocessor to store data in the NVRAM chips before the supply voltage falls below the minimum operating
level.
When the TUNE 121.5 switch is in the 121.5 position, the EMERGENCY 121.5 SELECT discrete is a ground logic to the CDU.
This indicates that the CDU cannot tune the VHF COMM radio.
The discrete inputs are applied through an isolation diode and pullup resistor to the discrete input latches. The microprocessor reads
the latch data over the 16-bit I/O data bus.
the backlighting for the CDU display. Brightness of the lamp, and thus the display, may be controlled by an external dimming source
and/or the BRT/DIM switch on the CDU front panel. A universal display dimming input circuit accepts dimming inputs from +5-V
dc, 5-V ac, or +28-V dc external dimming sources. Outputs from the display dimming input circuit, +28-V dc sense, and filament
temperature brightness sense are multiplexed to an Analog to Digital (A/D) converter to establish a digital reference level to which
the display brightness is regulated. The digital reference level is output on the I/O data bus to the microprocessor.
Control of the lamp brightness is implemented by changing the frequency and amplitude of the ARC drive signal applied to the
electrodes of the lamp. The ARC driver circuit is controlled by a Voltage To Frequency Converter (VFC). The analog input voltage
to the VFC is produced by a Digital to Analog (D/A) converter, using a digital brightness value supplied by the microprocessor. Lamp
current, temperature, and brightness levels are fed back to the microprocessor through the multiplexed A/D converter to regulate
lamp brightness. The difference between the sensed lamp brightness and the referenced brightness level produces a digital error
value that is added to the brightness value sent to the D/A converter. Changes made to the D/A converter input value drive the lamp
brightness toward the referenced brightness level.
The graphics engine consists of the vector generator, LCD controller, and display RAM. Each display page is defined by a set of
graphic commands compiled in system RAM by the microprocessor. The display page refresh rate is 20-Hz. Graphic commands
from system RAM are transferred to the vector generator on demand. These commands define vectors, symbols, text, and fill patterns
that create the display page image. From these commands, the vector generator generates X/Y display coordinates and intensity
levels for all of the pixels that fall within the vector, symbol, text, or fill pattern being generated.
Pixel information is sent to the LCD controller for storage into the display RAM. The LCD controller creates the bit-mapped image
of the display page in memory by storing the pixel intensities in row/column order according to the X/Y display coordinate of each
pixel.
The LCD display assembly has internal column and row driver circuits and gray scale decoder circuits. Pixel information is written
to the column driver control circuits in raster fashion, similar to the way data is sent to a crt. The data for each pixel consists of a 3-bit
intensity value that is decoded into a gray scale analog voltage. The decoded gray scale analog voltage determines how translucent
or clear the pixel will be. Note that light from the fluorescent lamp must shine through the pixel to illuminate that dot on the display.
When all the gray scale voltages have been setup for all columns across the display, the LCD controller enables the row driver to
apply the voltages to all the pixels in that row. The sequence is repeated for each row on the display.
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Figure 2-38. CDU-3000 Internal Simplified Schematic (Sheet 1 of 2)
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Figure 2-38. CDU-3000 Internal Simplified Schematic (Sheet 2 of 2)
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2.18. CMU-4000 23-22-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Communica-
tion Management Unit (CMU) on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.18.1. Communication Management Unit No. 1, External Theory of Operation.
Refer to Figure 2-39. This sheet shows the external simplified schematic of the CMU. The optional CMU is a dual channel unit with
two independent power supplies, a +28-V dc POWER A bus and a +28-V dc POWER B bus.
The CMU receives the data that follows:
• Two ARINC 429 high-speed data buses from IOC No. 1 and No. 2. The L-GP-5 and R-GP-5 buses contain the various radio
frequency tune words, radio frequency echo, and concentrated IOC data.
• The ARINC 429 high-speed data buses from the IOC No. 1. The L-GP-1 bus contains the various radio frequency tune words,
radio frequency echo, and concentrated IOC data.
• The ARINC 429 high-speed data buses from the CDU. The L-CDU-1 bus contains the various CDU data words.
• The ARINC 429 high-speed data buses from the VHF No. 3. The T-VHF-3 bus contains the various VHF data words.
The CMU outputs the data that follows:
• The ARINC 429 high-speed data bus to the IOC, CDU, and FSU No. 1. The L-CMU-11 bus contains the ICAO airplane address
and flight ident words.
• The ARINC 429 high-speed data bus to the FSU. The L-CMU-13 bus contains the ICAO airplane address and flight ident words.
• The ARINC 429 data bus to the VHF No. 3. The L-CMU-2 bus contains the AFIS datalink information for transmission.
The communications management function uses the configuration data stored in the CMU Airplane Personality Module (APM).
The APM used by the CMU is the ECU. The CMU supplies the +8-V dc power and all of the control signals necessary to read and
write data into the APM. The CHIP SEL discrete outputs select the desired EEPROM to read or write data. The WRITE PROTECT
discretes are grounded to write data to the selected EEPROM. The CLOCK line is used to clock data on the SERIAL DATA TX and
SERIAL DATA RX lines.
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Figure 2-39. Communication Management Unit, CMU-4000 No. 1, External Simplified Schematic
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2.19. COMMUNICATION MANAGEMENT UNIT, CMU-4000, DATA.

The optional CMU provides a mobile data link service through various subnetworks between the on-board data link application and
the ground. It gathers onboard aircraft data from the External Compensation Unit (ECU) for use in downlink messages as well as
for event detection. Inputs may also come from the flight crew using the CDU.
2.19.1. CMU-4000 Illustration.
Refer to Figure 2-40 for an illustration of the CMU-4000.
Figure 2-40. CMU-4000
2.19.2. CMU-4000 Mating Connector Data.

Figure 2-41 shows a mating connector pictorial for the CMU-4000. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-42 for internal signals for the CMU-4000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-9 shows the mating connector hardware and tooling for the CMU-4000.
Table 2-9. CMU-4000 Mating Connector Hardware and Tooling.

CMU-4000 HARDWARE/TOOLING
Mating Connector: 90-pin Thinline II CPN 653-4004-001
Crimp Contacts: CPN 372-2514-110
Contacts: CPN 372-2514-180
Tooling *
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Figure 2-41. CMU-4000 Mating Connectors
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The CMU-4000 is rack mounted.
2.19.3.1. Installation. The procedure to install the CMU-4000 follows:
2.19.3.2. Removal. The procedure to remove the CMU-4000 follows:
Refer to Figure 2-42. This sheet shows the CMU. The +28-V dc POWER A bus gives the power to the power supply A. The +28-V
dc POWER B bus gives the power to the power supply B. The power supplies develop all of the required internal supply levels from
the +28-V dc airplane power.
The communications management function uses the configuration data stored in the CMU Airplane Personality Module (APM). The
APM used by the CMU is the ECU. The ECU consists of two EEPROMs. The CMU supplies the +8-V dc power and all of the
control signals necessary to read and write data into the APM. The CHIP SEL discrete outputs select the desired EEPROM to read
or write data. The WRITE PROTECT discretes are grounded to write data to the selected EEPROM. The CLOCK line is used to
clock data on the SERIAL DATA TX and SERIAL DATA RX lines.
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Figure 2-42. CMU-4000 Internal Simplified Schematic
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2.20. CSU-3100 22-12-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Configuration
Strapping Unit (CSU) Modules on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.20.1. Configuration Strapping Unit No. 1 And 2, External Theory of Operation.
NOTE
No pin numbers are shown on this sheet since the CSUs and all interfacing units are internal to the IAPS card cage.
The CSU No. 1 is described below, followed by the interface differences for the CSU No. 2.
Refer to Figure 2-43. This diagram shows the circuits of the CSU-3100 Configuration Strapping Units and the OCM-3100 Options
Control Modules (OCM). CSU No. 1 is shown.
The CSU No. 1 sets the IAPS No. 1 Side configuration straps. The CSU No. 2 sets the IAPS No. 2 Side configuration straps.
The CSU No. 1 consists of a 16 x 16 diode/DIP switch matrix and two banks of eight DIP switches. The IOC No. 1 uses the matrix
to read the programmed system configuration. The FGC No. 1 reads configuration data from one of the 8-switch banks. The second
bank is reserved for Yaw ATC. The CSU is programmed by physically setting each switch ON or OFF.
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Figure 2-43. Configuration Strapping Unit, CSU-3100 No. 1 or No. 2, External Simplified Schematic
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2.21. CONFIGURATION STRAPPING UNIT, CSU-3100, DATA.

The CSU-3100 Configuration Strapping Unit (CSU) defines the system configuration for its side of the IAPS.
2.21.1. CSU-3100 Illustration.
Refer to Figure 2-44 for an illustration of the CSU-3100.
Figure 2-44. CSU-3100
2.21.2. CSU-3100 Mating Connector Data.

Refer to Figure 2-45 for internal signals of the CSU-3000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-10 shows the mating connector hardware and tooling for the CSU-3000.
Table 2-10. CSU-3100 Mating Connector Hardware and Tooling.

CSU-3100 HARDWARE/TOOLING
N/A
Do not remove or install any IAPS module with the power applied to the module. Pull the appropriate circuit
breaker before removing/installing the module or the module may be damaged. Disconnecting the module without
turning the power off may cause voltage transients that can damage the module.
Refer to the paragraphs that follow for instructions to remove and install the CSU.
2.21.3.1. Installation. Install the CSU-3100 as follows:
b. Remove the ICC cover.
c. The CSU-3100 is retained by seating handles on each module. The handles are spring loaded to the open position to facilitate
installation. Grasp the handles and push the module straight into the card cage. Close the handles to seat the module in the card
cage. The handles are retained in the closed position by silicon rubber bumpers on the ICC cover.
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d. Install the ICC cover.

2.21.3.2. Removal. Remove the CSU-3100 as follows:
c. The CSU-3100 is retained by seating handles on each module. Lift the handles on the selected module to the open position.
The handles are spring loaded to stay in the open position. Grasp the handles and pull the module straight out of the card cage.
The CSU programming is not to be changed by unauthorized personnel.
Refer to Figure 2-45. This sheet shows the CSU. The CSU-3100 Configuration Strapping Unit (CSU) defines the system configu-
ration for its side of the IAPS. The CSU contains Dual In-line Package (DIP) switches that are set to program system operation for
the airplane. The on-side IOC and FGC read the configuration straps. The on-side Flight Guidance Computer (FGC) configuration
is set by the CSU.
The CSU No. 1 consists of a 16 x 16 diode/DIP switch matrix and two banks of eight DIP switches. The IOC No. 1 uses the matrix
to read the programmed system configuration. The FGC No. 1 reads configuration data from one of the 8-switch banks. The second
bank is reserved for Yaw ATC. The CSU is programmed by physically setting each switch ON or OFF.
The OCM No. 1 provides protected strapping that can not be changed. The OCM contains 16 diodes that set the configuration
strapping for WORD-0. The part number status determines which diodes are present or absent to set the bits as 0 or 1. The -200 status
OCM has CR1 absent and diodes CR2 through CR16 present. The WORD-0 bit 1 is logic 1, and indicates TERRAIN INSTALLED.
The IOC No. 1 uses the 16 x 16 diode/DIP switch matrix to read the King Air Avionics System configuration. The IOC applies a
ground strobe to a row of program switches in the CSU. This ground appears on the cathode of 16 diodes. The anode of each of these
diodes is connected through a DIP switch to an output that is read through a buffer by the IOC processor. Each of the 16 diode/DIP
switches provide 1 bit of data (16-bit data word) to the IOC. The IOC reads this data word and then applies a ground strobe to the
next row of program switches. This continues until all 16 rows are strobed and the program data is read. The IOC has a +5-V dc
pullup voltage to each data line input to the buffer. When a switch is closed and set to ON, the switch is a ground and that data bit
is a logic 0. When the switch is open and set to OFF, the bit is logic 1, +5-V dc.
The CSU has the Flight Control System (FCS) and Automatic Trim Coupler (ATC) configuration banks. The two 8-switch config-
uration banks return either an open or a ground to an IAPS resident computer. The FCS bank has the airplane configuration code
for the Flight Guidance Computer. The FGC No. 1 reads the configuration code and compares it with the internal FGC airplane
configuration code. The FCS bit 8 is hard-strapped to ground in the card cage to indicate the pilot-side. The second configuration
bank ATC is reserved.
The CSU No. 2 and OCM operate as described above. The diode/DIP switch matrix is read by the IOC No. 2. The FGC No. 2
reads configuration data from the FCS 8-switch configuration bank. The second configuration bank is reserved for ATC.
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Figure 2-45. CSU-3100 Internal Simplified Schematic
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2.22. DBU-4100 34-61-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Data Base
Unit on the Beechcraft King Air B200GT/B200CGT Avionics System.
2.22.1. Data Base Unit No. 1, External Theory of Operation.
Refer to Figure 2-46. This sheet shows the DBU.
The DBU contains a 3.5-inch high density disk drive that is used to upload the data base information into the FMS. The DBU is also
used to upload the maintenance tables to the MDC and download maintenance data from the MDC onto a diskette.
The DBU contains six full-duplex RS-422 serial interfaces, a power supply, microprocessor, and disk drive assembly. Only three
serial interfaces are used.
The FMC No. 1 outputs the read file requests on the L-FMC-5 bus to the DBU. This data bus is input through a protection circuit and
RS-422 receiver to a 1-of-8 select multiplexer. The multiplexer selects the L-FMC-5 input and outputs this data through a UART to
the processor. The DBU also receives the R-FMC-5 bus from the FMC No. 2, and the MDC-3 bus from the maintenance diagnostic
computer. The other five inputs are not used.
The DBU-1 bus is output to the FMC No. 1. The DBU-2 bus is output to the FMC No. 2. The DBU-3 bus is output to the
maintenance diagnostic computer. The other five outputs are not used.
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Figure 2-46. Data Base Unit, DBU-4100, External Simplified Schematic
2-125/(2-126 Blank)
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2.23. DATA BASE UNIT, DBU-4100, DATA.

The DBU contains a 3.5-inch high density disk drive that is used to upload the data base information into the FMS. The DBU is also
used to upload the maintenance tables to the MDC and download maintenance data from the MDC onto a diskette.
2.23.1. DBU-4100 Illustration.
Refer to Figure 2-47 for an illustration of the DBU-4100.
Figure 2-47. DBU-4100
2.23.2. DBU-4100 Mating Connector Data.

Figure 2-48 shows a mating connector pictorial for the DBU-4100. Each connector shows pin locations to aid the troubleshooting
effort.
Table 2-11 shows the mating connector hardware and tooling for the DBU-4100.
Table 2-11. DBU-4100 Mating Connector Hardware and Tooling.

DBU-4100 HARDWARE/TOOLING
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Figure 2-48. DBU-4100 Mating Connectors

The DBU-4100 is panel mounted.
2.23.3.1. Installation. The procedure to install the DBU-4100 follows:
b. Connect the mating connector cable assembly to the unit rear connectors.
c. Insert the unit into the proper panel location and secure with the Dzus® fasteners.
2.23.3.2. Removal. The procedure to remove the DBU-4100 follows:
b. Unlock the Dzus® fasteners and remove the panel from its mounting location.
c. Disconnect the mating connector cable assembly.
Refer to Figure 2-49. This sheet shows the circuits of the DBU. During a disk read operation, the processor applies the read file data
to the UART and enables the UART to transmit this data to a 1-of-8 select multiplexer. The multiplexer selects this input source and
outputs it through the RS-422 transmitter and protection circuit.
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The +28-V dc GEN L bus power is input through a protection circuit to an internal power supply. The power supply generates
the required voltages and provides the discrete monitor/valid outputs. The power supply provides a regulated +5-V dc voltage for
general use and a separate +5-V dc VDRV voltage to power the disk drive. The VDRV PWR output is enabled during disk operations.
The PWR WARN discrete alerts the processor to an undervoltage condition. The processor inhibits disk drive operation while the
voltage is unstable. The PWR VALID discrete provides a +5-V dc valid input to the monitor circuit. A temperature monitor alerts
the processor to an under-temperature condition. The processor inhibits disk drive operation if the temperature is below 0 °C.
A microprocessor controls internal operation using a bidirectional address/data bus. The processor uses this bus (AD0-AD7) to
transfer I/O data with the UART, memory data with PROM/RAM, and disk data with the disk drive assembly. A latch decodes the
device control logic and address to internal memory. A transceiver provides the interface with the disk controller. The processor
also generates a REFRESH clock to the monitors and a DRV PWR ENABL discrete to the power supply.
The heartbeat and power monitor resets the processor if a problem is detected. The monitor receives a REFRESH clock from the
processor and PWR VALID logic from the power supply. The monitor resets the processor if program execution time becomes
excessive, the internal self-test fails, or if +5-V dc power is invalid.
A disk controller operates the disk drive assembly. The disk controller handles the protocol and data transfer functions required to
operate the disk drive and communicate with the processor. The disk drive assembly accepts standard connector USB drives. This
unit contains the standard IN-USE indicator.
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Figure 2-49. Data Base Unit, DBU-4100, Internal Simplified Schematic
2-131/(2-132 Blank)
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2.24. DBU-5000 34-61-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Data Base
Unit on the Beechcraft King Air C90GTi Avionics System.
2.24.1. Data Base Unit No. 1, External Theory of Operation.
Refer to Figure 2-50. This sheet shows the DBU.
The USB drive assembly accepts standard connector USB drives. The DBUcomes equipped with two USB ports, two tri-color LEDs
(one for each port), and a protective door. The protective door may be a sliding door (shown) or a flip top door.
The DBU contains ports for two USB drives that are used to upload the data base information into the FMS. The DBU is also used
to upload the maintenance tables to the MDC and download maintenance data from the MDC onto a USB drive.
The DBU contains six full-duplex RS-422 serial interfaces, a power supply, microprocessor, and disk drive assembly. In the King
Air installation, only three serial interfaces are used.
The FMC No. 1 outputs the read file requests on the L-FMC-5 bus to the DBU. The DBU also receives the R-FMC-5 bus from the
FMC No. 2, and the MDC-3 bus from the maintenance diagnostic computer.
The DBU-1 bus is output to the FMC No. 1. The DBU-2 bus is output to the FMC No. 2. The DBU-3 bus is output to the
maintenance diagnostic computer.
2-133/(2-134 Blank)
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Figure 2-50. Data Base Unit, DBU-5000, External Simplified Schematic
2-135/(2-136 Blank)
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2.25. DATA BASE UNIT, DBU-5000, DATA.

The DBU contains two places for a USB device that is used to upload the data base information into the FMS. The DBU is also used
to upload the maintenance tables to the MDC and download maintenance data from the MDC onto a USB drive.
2.25.1. DBU-5000 Illustration.
Refer to Figure 2-51 for an illustration of the DBU-5000.
Figure 2-51. DBU-5000
2.25.2. DBU-5000 Mating Connector Data.

Figure 2-52 shows a mating connector pictorial for the DBU-5000. Each connector shows pin locations to aid the troubleshooting
effort.
Table 2-12 shows the mating connector hardware and tooling for the DBU-5000.
Table 2-12. DBU-5000 Mating Connector Hardware and Tooling.

DBU-5000 HARDWARE/TOOLING
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Figure 2-52. DBU-5000 Mating Connectors

The DBU-5000 is panel mounted.
2.25.3.1. Installation. The procedure to install the DBU-5000 follows:
b. Connect the mating connector cable assembly to the unit rear connectors.
c. Insert the unit into the proper panel location and secure with the Dzus® fasteners.
2.25.3.2. Removal. The procedure to remove the DBU-5000 follows:
b. Unlock the Dzus® fasteners and remove the panel from its mounting location.
c. Disconnect the mating connector cable assembly.
2.26. DCP-3030 34-25-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Display
Control Panels on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
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2.26.1. Display Control Panel No. 1, External Theory of Operation.

Refer to Figure 2-53. This sheet shows the circuits of the DCP No. 1.
The DCP No. 1 contains knobs and switches that allow the pilot to select the barometric pressure correction, V-speed reference
setting, navigation source selection, bearing source selection, weather radar control, and display range parameters.
The +28-V dc avionics triple-fed bus supplies power to the DCP No. 1. The panel lighting power is supplied by the 5-V dc panel
lighting bus. The DCP No. 1 ident is provided by strapping the DCP CONFIG 1 discrete to STRAP GROUND.
The DCP No. 1 receives discrete inputs from the Flight Guidance Panel (FGP). The PRESEL ALT, SPD SEL, HDG SEL, and CRS
SEL are 2-wire discrete inputs from the rotary 3-state logic generators in the FGP. The ALT ALERT CANCEL, IAS/MACH SEL,
HDG SYNC, and CRS DIRECT TO discretes are from the front-panel switches on the FGP.
The DCP No. 1 also receives the MAINT DIAG ENABLE, OVERSPEED WARN TEST, CHECKLIST ENABLE, and optional
CHECKLIST LINE ADV discrete inputs from external switches.
The DCP No. 1 front panel controls consist of the BARO knob with PUSH STD pushbutton, MENU ADV/DATA knobs with PUSH
SELECT pushbutton at the center, RANGE/TILT knobs, and the following pushbuttons: REFS, NAV/BRG, RADAR, and GCS.
The DCP for the RTA-852 has a PUSH AUTO TILT pushbutton at the center of the RANGE/TILT knobs.
The BARO knob with PUSH STD switch is a rotary knob and pushbutton switch assembly that sets the barometric correction value
and selects the standard barometric pressure correction.
The MENU ADV/DATA knobs with PUSH SELECT switch is two rotary knobs and pushbutton switch assembly. The DATA knob
sets a data value into the selected menu item on the PFD/MFD. Turn the MENU ADV switch to advance the menu focus to the next
item. The PUSH SELECT pushbutton sets the data entered with the DATA knob.
The TILT knob is a rotary knob assembly that selects the radar antenna tilt angle value. The PUSH AUTO TILT switch is a pushbut-
ton switch that turns the auto-tilt function on or off. The RANGE knob is a rotary knob that selects the onside display range value.
Turn the RANGE knob to change the range value on the PFD/MFD.
The DCP No. 1 transmits the L-DCP-1 ARINC 429 data bus to the PFD No. 1 and MFD No. 1.
2.26.2. Display Control Panel No. 2, External Theory of Operation.
Refer to Figure 2-54. This sheet shows the circuits of the DCP No. 2.
The DCP No. 2 contains knobs and switches that allow the copilot to select the barometric pressure correction, V-speed reference
setting, navigation source selection, bearing source selection, weather radar control, and display range parameters.
The +28-V dc avionics right-generator bus supplies power to the DCP No. 2. The +28-V dc power is input to the power supply that
generates the required internal supply levels. The panel lighting power is supplied by the 5-V dc panel lighting bus. The DCP No.
2 ident is provided by strapping the DCP CONFIG 2 discrete to STRAP GROUND.
The DCP No. 2 receives discrete inputs from the Flight Guidance Panel (FGP). The PRESEL ALT, SPD SEL, HDG SEL, and CRS
SEL are 2-wire discrete inputs from the rotary 3-state logic generators in the FGP. The ALT ALERT CANCEL, IAS/MACH SEL,
HDG SYNC, and CRS DIRECT TO discretes are from the front-panel switches on the FGP.
The DCP also receives the OVERSPEED WARN TEST discrete inputs from an external switch.
The DCP No. 2 front panel controls consist of the BARO knob with PUSH STD pushbutton, MENU ADV/DATA knobs with PUSH
SELECT pushbutton at the center, RANGE/TILT knobs, and the following pushbuttons: REFS, NAV/BRG, RADAR, and GCS.
The DCP for use with the RTA-852 has a PUSH AUTO TILT pushbutton at the center of the RANGE/TILT knobs.
The BARO knob with PUSH STD switch is a rotary knob and pushbutton switch assembly that sets the barometric correction value
and selects the standard barometric pressure correction.
The MENU ADV/DATA knobs with PUSH SELECT switch is two rotary knobs and pushbutton switch assembly. The DATA knob
sets a data value into the selected menu item on the PFD/MFD. Turn the MENU ADV switch to advance the menu focus to the next
item. The PUSH SELECT pushbutton sets the data entered with the DATA knob.
The TILT knob with PUSH AUTO TILT switch is a rotary knob and pushbutton switch assembly that selects the radar antenna tilt
angle value and turns the auto-tilt function on or off. The RANGE knob is a rotary knob that selects the onside display range value.
Turn the RANGE knob to change the range value on the PFD/MFD.
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Figure 2-53. Display Control Panel, DCP-3030, DCP No. 1, External Simplified Schematic
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Figure 2-54. Display Control Panel, DCP-3030, DCP No. 2, External Simplified Schematic
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2.27. DISPLAY CONTROL PANEL, DCP-3030, DATA.

The DCP contains knobs and switches that allow the pilot to select the barometric pressure correction, V-speed reference setting,
navigation source selection, bearing source selection, weather radar control, and display range parameters.
2.27.1. DCP-3030 Illustration.
Refer to Figure 2-55 for an illustration of the DCP-3030.
Figure 2-55. DCP-3030
2.27.2. DCP-3030 Mating Connector Data.

Figure 2-56 shows a mating connector pictorial for the DCP-3030. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-57 for internal signals of the DCP-3030. Also refer to the interconnect wiring diagram in the appendix.
Table 2-13 shows the mating connector hardware and tooling for the DCP-3030.
Table 2-13. DCP-3030 Mating Connector Hardware and Tooling.

DCP-3030 HARDWARE/TOOLING
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Figure 2-56. DCP-3030 Mating Connectors

The DCP-3030 is installed in the instrument panel using screws.
2.27.3.1. Installation. The procedure to install the DCP-3030 follows:
b. Connect the mating connector cable assembly to the unit rear connector.
2.27.3.2. Removal. The procedure to remove the DCP-3030 follows:
Refer to Figure 2-57. This sheet shows the circuits of the DCP.
The +28-V dc avionics triple-fed bus supplies power to the DCP. The +28-V dc power is input to the power supply that generates the
required internal supply levels. The panel lighting power is supplied by the 5-V dc panel lighting bus. The DCP ident is provided
by strapping the DCP CONFIG 1 or 2 discrete to STRAP GROUND.
The DCP receives discretes through pullup resistors to the bus buffers. The bus buffers output the discrete data over the data bus
to the microprocessor. The microprocessor provides the DCP control functions, decodes the knob speed and direction inputs, and
formats the discrete data for the digital bus output.
The RANGE knob is a rotary knob that selects the onside display range value. Turn the RANGE knob to change the range value on
the PFD/MFD. The knob outputs consist of 0.5-V dc or 5.0-V dc discrete levels set by a rotary 3-state logic generator. One of the
three following voltage pairs is sequentially generated at the output pins and applied to the bus buffers.
SET A SET B
0.5-V 0.5-V
5.0-V 0.5-V
0.5-V 5.0-V
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Pushing the REFS, NAV/BRG, RADAR, or GCS button connects a momentary discrete ground to the bus buffer input. The bus
buffers output the discrete data over the data bus to the microprocessor. The microprocessor decodes the knob speed and direction
inputs, reads the discrete inputs, and formats the discrete data for the digital bus output. The microprocessor outputs the discrete
data over the data bus to the MUX (Multiplexer). The MUX transmits the ARINC 429 data bus.
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Figure 2-57. Display Control Panel, DCP-3030, Internal Simplified Schematic
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2.28. DCU-3001 31-41-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Data Concen-
trator Units on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.28.1. Data Concentrator Unit No. 1, External Theory of Operation.
Refer to Figure 2-58. The DCU No. 1 is a data concentrator unit that receives the analog, discrete, and bus information from the
engines and airplane systems. This data is processed, put onto ARINC buses, and sent to the DCU No. 2, PFD/MFD displays, and
IAPS IOC.
The +28-V dc left generator bus power provides the DCU No. 1 operating power. The +28-V dc airplane battery provides backup
operating power to the DCU No. 1.
Strap pins provide the DCU configuration code. The external schematics show the strapping for the B200GT/B200CGT configura-
tion code. The DCU No. 1 strapping for the C90GTi configuration code grounds number 1, number 2, and number 5 straps (P2-26,
P2-23, and P2-79).
The A/P DISCONNECT discrete is output to the aural warn system.
The DCU No. 1 receives data on the L-GP-5 and R-GP-5 ARINC 429 high-speed data bus inputs from both input/output concen-
trators in the IAPS. The DCU No. 1 receives crosstalk data on the R-DCU-5 ARINC 429 high-speed data bus input from the DCU
No. 2. The DCU No. 1 receives engine data on the L-EDC-1 ARINC 429 low-speed data bus input from the EDC No. 1.
The L-DCU-1 ARINC 429 bus outputs the engine data to the IOC No. 1. The L-DCU-2 ARINC 429 high-speed bus outputs the
engine data to the PFD No. 1 and MFD No. 1. The L-DCU-3 ARINC 429 high-speed bus outputs the engine data to the PFD No.
2. The L-DCU-5 ARINC 429 high-speed bus outputs the crosstalk data to the DCU No. 2.
The DCU No. 1 receives data from the LEFT ENGINE N1 RPM, LEFT ENGINE PROP RPM, and LEFT ENGINE FUEL FLOW
FREQ analogs.
The DCU No. 1 receives data from the LEFT ENGINE OIL TEMPERATURE, LEFT ENGINE OIL PRESSURE, LEFT ENGINE
FUEL FLOW TEMP, and LEFT ENGINE TORQUE analogs.
The DCU No. 1 receives data from the LEFT ENGINE ITT CHROMEL and LEFT ENGINE ITT ALUMEL signals.
Discrete inputs are applied to the DCU No. 1. The discretes that follow have +28-V/OPEN logic states:
• LEFT ENGINE FIRE
• FLAPS LEVER POSITION UP
• FLAPS LEVER POSITION APPR
• FLAPS LEVER POSITION DOWN
• ANNUNCIATOR TEST.
The discretes that follow are GND/OPEN logic:
• L-MAIN GEAR WEIGHT-ON-WHEELS
• R-MAIN GEAR WEIGHT-ON-WHEELS
• FLAPS POSITION UP
• FLAPS POSITION APPR
• FLAPS POSITION DOWN
• AUTOFEATHER.
The ELEVATOR ENGAGED discrete input is +28-V/GND logic.
2.28.2. Data Concentrator Unit No. 2, External Theory of Operation.
Refer to Figure 2-59. The DCU No. 2 receives the analog, discrete, and bus information from the engines and airplane systems.
This data is processed, put onto ARINC buses, and sent to the DCU No. 1, PFD/MFD displays, and IAPS IOC.
The +28-V dc right generator bus power provides the DCU No. 2 operating power. The +28-V dc airplane battery provides backup
operating power to the DCU No. 2.
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Strap pins provide the DCU configuration code. The external schematics show the strapping for the B200GT/B200CGT configura-
tion code. The DCU No. 2 strapping for the C90GTi configuration code grounds number 2, number 4, and number 5 straps (P2-66,
P2-23, and P2-79).
The A/P DISCONNECT discrete is output to the aural warn system.
The DCU receives data on the L-GP-5 and R-GP-5 ARINC 429 high-speed data bus inputs from both input/output concentrators in
the IAPS. The DCU No. 2 receives crosstalk data on the L-DCU-5 ARINC 429 high-speed data bus input from the DCU No. 1. The
DCU No. 2 receives engine data on the R-EDC-1 ARINC 429 low-speed data bus input from the EDC No. 2.
The R-DCU-1 ARINC 429 bus outputs the engine data to the IOC No. 2. The R-DCU-2 ARINC 429 high-speed bus outputs the
engine data to the PFD No. 2. The R-DCU-3 ARINC 429 high-speed bus outputs the engine data to the PFD No. 2 and MFD No.
1. The R-DCU-5 ARINC 429 high-speed bus outputs the crosstalk data to the DCU No. 1.
The DCU No. 2 receives data from the RIGHT ENGINE N1 RPM, RIGHT ENGINE PROP RPM, RIGHT ENGINE FUEL FLOW
FREQ analogs.
The DCU No. 2 receives data from the RIGHT ENGINE OIL TEMPERATURE, RIGHT ENGINE OIL PRESSURE, RIGHT EN-
GINE FUEL FLOW TEMP, and RIGHT ENGINE TORQUE analogs.
The DCU No. 2 receives data from the RIGHT ENGINE ITT CHROMEL and RIGHT ENGINE ITT ALUMEL signals.
Discrete inputs are applied to the DCU. The discretes that follow have +28-V/OPEN logic states:
• RIGHT ENGINE FIRE
• FLAPS LEVER POSITION UP
• FLAPS LEVER POSITION APPR
• FLAPS LEVER POSITION DOWN
• ANNUNCIATOR TEST.
The discretes that follow are GND/OPEN logic:
• L-MAIN GEAR WEIGHT-ON-WHEELS
• R-MAIN GEAR WEIGHT-ON-WHEELS
• FLAPS POSITION UP
• FLAPS POSITION APPR
• FLAPS POSITION DOWN
• AUTOFEATHER.
The ELEVATOR ENGAGED discrete input is +28-V/GND logic.
2.28.3. Engine Data Concentrator No. 1, External Theory of Operation.
Refer to Figure 2-60. The EDC No. 1 is strapped to function as an engine data concentrator. The EDC No. 1 receives the analog,
discrete, and bus information from the engines. This data is processed, put onto ARINC buses, and sent to the DCU No. 1, EDC
No. 2, and PFD/MFD displays.
The +28-V dc left generator bus power provides the EDC No. 1 operating power.
Strap pins provide the EDC configuration code. The external schematics show the strapping for the B200GT configuration code.
The EDC No. 1 strapping for the C90GTi configuration code grounds only the number 5 strap (P2-79).
The EDC No. 1 input/output circuits contain four simultaneously active ARINC 429 input buses and four ARINC 429 output buses.
The EDC No. 1 receives data on the L-GP-5 and R-GP-5 ARINC 429 high-speed data bus inputs from both input/output concen-
trators in the IAPS. The EDC No. 1 receives the crosstalk engine data on the R-EDC-5 ARINC 429 high-speed data bus input from
the EDC No. 2.
The L-EDC-1 ARINC 429 bus outputs the engine data to the DCU No. 1. The L-EDC-2 ARINC 429 high-speed bus outputs the
engine data to the PFD No. 1 and MFD No. 1. The L-EDC-3 ARINC 429 high-speed bus outputs the engine data to the PFD No. 2.
The L-EDC-5 ARINC 429 high-speed bus outputs the crosstalk engine data to the EDC No. 2.
The EDC No. 1 receives data from the LEFT ENGINE N1 RPM, LEFT ENGINE PROP RPM, LEFT ENGINE FUEL FLOW FREQ
analogs.
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The EDC No. 1 receives data from the LEFT ENGINE OIL TEMPERATURE, LEFT ENGINE OIL PRESSURE, LEFT ENGINE
FUEL FLOW TEMP, and LEFT ENGINE TORQUE analog signals.
The EDC No. 1 receives data from the LEFT ENGINE ITT CHROMEL and LEFT ENGINE ITT ALUMEL signals.
Discrete inputs are applied to the EDC. The LEFT ENGINE FIRE discrete has the +28-V/OPEN logic states. The AUTOFEATHER
discrete input has gnd/open logic.
2.28.4. Engine Data Concentrator No. 2, External Theory of Operation.
Refer to Figure 2-61. The EDC No. 2 is strapped to function as an engine data concentrator. The engine data concentrator No. 2
receives the analog, discrete, and bus information from the engines. This data is processed, put onto ARINC buses, and sent to the
DCU No. 2, EDC No. 1, and PFD/MFD displays.
The +28-V dc right generator bus power provides the EDC No. 2 operating power.
Strap pins provide the EDC configuration code. The external schematics show the strapping for the B200GT/B200CGT configura-
tion code. The EDC No. 2 strapping for the C90GTi configuration code grounds number 1, number 2, and number 5 straps (P2-26,
P2-66, and P2-79).
The EDC No. 2 input/output circuits contain four simultaneously active ARINC 429 input buses and four ARINC 429 output buses.
The EDC No. 2 receives data on the L-GP-5 and R-GP-5 ARINC 429 high-speed data bus inputs from both input/output concen-
trators in the IAPS. The EDC No. 2 receives the crosstalk engine data on the L-EDC-5 ARINC 429 high-speed data bus input from
the EDC No. 1.
The R-EDC-1 ARINC 429 bus outputs the engine data to the DCU No. 2. The R-EDC-2 ARINC 429 high-speed bus outputs the
engine data to the PFD No. 2. The R-EDC-3 ARINC 429 high-speed bus outputs the engine data to the PFD No. 1 and MFD No.
1. The R-EDC-5 ARINC 429 high-speed bus outputs the crosstalk engine data to the EDC No. 1.
The EDC No. 2 receives data from the RIGHT ENGINE N1 RPM, RIGHT ENGINE PROP RPM, RIGHT ENGINE FUEL FLOW
FREQ analogs.
The EDC No. 2 receives data from the RIGHT ENGINE OIL TEMPERATURE, RIGHT ENGINE OIL PRESSURE, RIGHT EN-
GINE FUEL FLOW TEMP, and RIGHT ENGINE TORQUE analog signals.
The EDC No. 2 receives data from the RIGHT ENGINE ITT CHROMEL and RIGHT ENGINE ITT ALUMEL signals.
The RIGHT ENGINE FIRE discrete has the +28-V/OPEN logic states. The AUTOFEATHER discrete input has gnd/open logic,
diode isolated.
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Figure 2-58. Data Concentrator Unit, DCU-3001, No. 1, External Simplified Schematic
2-155/(2-156 Blank)
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Figure 2-59. Data Concentrator Unit, DCU-3001, No. 2, External Simplified Schematic
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Figure 2-60. Engine Data Concentrator, DCU-3001, No. 1, External Simplified Schematic
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Figure 2-61. Engine Data Concentrator, DCU-3001, No. 2, External Simplified Schematic
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2.29. DATA CONCENTRATOR UNIT, DCU-3001, DATA.

The DCU is a data concentrator unit that receives the analog, discrete, and bus information from the engines and airplane systems.
This data is processed, put onto ARINC buses, and sent to the DCU No. 2, PFD/MFD displays, and IAPS IOC.
2.29.1. DCU-3001 Illustration.
Refer to Figure 2-62 for an illustration of the DCU-3001.
Figure 2-62. DCU-3001
2.29.2. DCU-3001 Mating Connector Data.

Figure 2-63 shows a mating connector pictorial for the DCU-3001. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-64 for internal signals for the DCU-3001. Also refer to the interconnect wiring diagram in the appendix.
Table 2-14 shows the mating connector hardware and tooling for the DCU-3001.
Table 2-14. DCU-3001 Mating Connector Hardware and Tooling.

DCU-3001 HARDWARE/TOOLING
Mating connector P1: MIL D38999/26FG35SN, CPN 359-0680-060
Strain relief: MIL M85049/38S21N, CPN 859-6619-160
Mating connector P2: MIL D38999/26FG35SB, CPN 359-0680-230
Strain relief: MIL M85049/38S21N, CPN 859-6619-160
Alumel contact (P2-28): Cannon 031-1147-010, CPN 860-2911-030
Chromel contact (P2-1): Cannon 031-1147-011, CPN 860-2911-040
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Figure 2-63. DCU-3001 Mating Connectors

The DCU-3001 is rack mounted.
2.29.3.1. Installation. The procedure to install the DCU-3001 follows:
b. Secure the DCU-3001 to the mounting surface with six mounting screws.
c. Connect the two mating connector cable assemblies to the unit connector.
2.29.3.2. Removal. The procedure to remove the DCU-3001 follows:
b. Disconnect the two mating connector cable assemblies from the unit connector.
c. Remove the six mounting screws that secure the DCU-3001 to the mounting surface.
Refer to Figure 2-64. The DCU consists of a power supply, microprocessor, ARINC Multiplexer (MUX) Transmitter/Receiver
(TX/RX), analog receivers, and discrete inputs. The +28-V dc left/right generator bus power provides the on-side DCU operating
power. The +28-V dc airplane battery provides backup operating power to the DCU. The +28-V inputs are filtered and input to a
power supply that generates the required internal supply levels.
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A microprocessor controls the DCU operation. The processor uses a 16-bit AD0-AD15 data bus to read the ARINC bus data, analog
inputs, and discrete inputs. This bus also supplies the processor generated output data to an ARINC MUX. The address latch provides
the address outputs to RAM and EEPROM memory. The address latch provides the internal device enable and control. The RAM
provides addressable memory and the EEPROM provides the program memory. A reset timer resets the processor if execution time
becomes excessive or if an internal monitored power level becomes too low. The address bus is also connected to a latch that controls
the discrete outputs.
The data buses are input through an analog switch and ARINC receivers to the ARINC MUX integrated circuit. The analog switch
is used to wraparound test the ARINC bus outputs. The ARINC MUX chip contains the ARINC 429 receivers and transmitters and
RAM memory. The received data words are unloaded from the ARINC MUX onto the data bus (AD0-AD15) to the microprocessor.
The data bus also brings the microprocessor generated output data to the ARINC MUX. The ARINC MUX reads this data and
outputs the serial data to the ARINC 429 transmitters.
The ac analogs are input through ac analog receivers to a frequency-converter gate-array. The gate array is controlled by the address
bus. The gate array converts the analog signal to digital data and outputs it on the AD0-AD15 bus. The microprocessor reads the
data over the data bus.
Other analog signals are input through the analog receivers to analog multiplexers.
Chromel/alumel thermocouple inputs are maintained up to the analog receiver in the DCU.
+28-V/OPEN logic-state discrete inputs are applied to the DCU and read by the analog multiplexers.
GND/OPEN logic discretes are diode isolated, and tied to a pullup resistor.
+28-V/GND logic discrete-inputs are diode isolated, and tied to a pullup resistor. These discretes are input to analog multiplexers.
The analog multiplexers are controlled by the address latch. The analog multiplexer outputs are applied to the 16-bit analog-to-digital
converter. The analog signals and discretes are digitized and serial data is output to the Field Programmable Gate Array (FPGA). The
FPGA also receives two discrete configuration straps. The FPGA outputs the engine data on an ARINC bus to the ARINC MUX.
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Figure 2-64. Data Concentrator Unit, DCU-3001, Internal Simplified Schematic
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2.30. DME-4000 34-53-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Distance
Measuring Equipment Unit on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.30.1. Distance Measuring Equipment No. 1, External Theory of Operation.
Refer to Figure 2-65. This sheet shows the DME No. 1. The +28-V dc avionics left generator bus supplies the power to the DME
No. 1.
Channel 1 of the DME is manually tuned by the RTU, but also may be tuned by the CDU No. 1. Channels 2 and 3 are automatically
tuned by the FMC, and used for multisensor navigation. The DME transmits in the 1025-MHz to 1150-MHz frequency band. The
DME receives in the 960-MHz to 1215-MHz frequency band.
The RTU normally tunes the DME No. 1 through the port B input. The DME can also be tuned by the CDU No. 1. The DME
receives an ARINC 429 data bus from the RTU. The RTU-2 bus is connected to the DME No. 1 port B. The L-CDU-7 bus is
connected to the DME No. 1 port A. The RTU-2 and L-CDU-7 buses contain the DME frequency.
The DME No. 1 outputs an ARINC 429 low-speed data bus to the IOC No. 1. The L-DME-1 bus contains the time-to-go, ground
speed, DME frequency echo, DME diagnostics, distance, and DME audio ident. The DME No. 1 outputs an ARINC 429 low-
speed data bus to the Electronic Standby Instrument System (ESIS). The L-DME-2 bus contains the time-to-go, ground speed, DME
frequency echo, DME diagnostics, distance, and DME audio ident.
A suppression circuit prevents possible damage to other L-band receivers on the airplane when the DME is transmitting. This circuit
generates a blanking RF SUPPRESSION PULSE output when the DME transmits. The blanking pulse momentarily inhibits the
receivers in the DME No. 2, both TDRs, and the TCAS TTR. These units also generate a blanking pulse output when transmitting,
which temporarily inhibits the DME.
2.30.2. Distance Measuring Equipment No. 2, External Theory of Operation.
Refer to Figure 2-66. This sheet shows the DME No. 2. The +28-V dc avionics right generator bus supplies the power to the DME
No. 2.
Channel 1 of the DME is manually tuned by the CDU No. 1, but also may be tuned by the RTU. Channels 2 and 3 are automatically
tuned by the FMC, and used for multisensor navigation. The DME transmits in the 1025-MHz to 1150-MHz frequency band. The
DME receives in the 960-MHz to 1215-MHz frequency band.
The CDU No. 1 normally tunes the DME No. 2 through the port B input. The DME can also be tuned by the RTU. The DME
receives an ARINC 429 data bus from the CDU No. 1. The L-CDU-6 bus is connected to the DME No. 2 port B. The RTU-1 bus
is connected to the DME No. 2 port A. The L-CDU-6 and RTU-1 buses contain the DME frequency.
The DME receives the L-TUNER TAKE CMD (PORT A/B SEL), PORT C SELECT, and BURST TUNE ENABLE discretes. The
DME 1/2 SEL is ground for the DME No. 2.
The DME No. 2 outputs an ARINC 429 low-speed data bus to the IOC No. 2. The R-DME-1 bus contains the time-to-go, ground
speed, DME frequency echo, DME diagnostics, distance, and DME audio ident.
generates a blanking RF SUPPRESSION PULSE output when the DME transmits. The blanking pulse momentarily inhibits the
receivers in the DME No. 1, both TDRs, and the TCAS TTR. These units also generate a blanking pulse output when transmitting,
which temporarily inhibits the DME.
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Figure 2-65. Distant Measurement Equipment, DME-4000 No. 1, External Simplified Schematic
2-171/(2-172 Blank)
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Figure 2-66. Distant Measurement Equipment, DME-4000 No. 2, External Simplified Schematic
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2.31. DISTANCE MEASURING EQUIPMENT, DME-4000, DATA.

The DME is a 3-channel transceiver that measures slant range line-of-sight distance from the airplane to a ground station, computes
relative closure rate and time-to-station, and decodes the station identifier.
2.31.1. DME-4000 Illustration.
Refer to Figure 2-67 for an illustration of the DME-4000.
Figure 2-67. DME-4000
2.31.2. DME-4000 Mating Connector Data.

Figure 2-68 shows a mating connector pictorial for the DME-4000. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-69 for internal signals for the DME-4000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-15 shows the mating connector hardware and tooling for the DME-4000.
Table 2-15. DME-4000 Mating Connector Hardware and Tooling.

DME-4000 HARDWARE/TOOLING
Mating connector kit: CPN 653-9076-006
TNC connector: Automatic 301-T2100N, CPN 357-7351-010
Tooling *
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Figure 2-68. DME-4000 Mating Connectors

The DME-4000 is rack mounted.
2.31.3.1. Installation. The procedure to install the DME-4000 follows:
c. Position the knurled knob (on the front of mount) to engage the unit holddown hook. Tighten the knurled knob to secure the
unit to the mount. Safety-wire the knurled knob.
2.31.3.2. Removal. The procedure to remove the DME-4000 follows:
b. Remove the safety wire and loosen the knurled knob that secures the unit to the mount.
Refer to Figure 2-69. The DME transmits in the 1025-MHz to 1150-MHz frequency band. The DME receives in the 960-MHz to
1215-MHz frequency band.
The DME consists of an ASIC, DSP processor, FPGA, a transmitter, a receiver, and an audio circuit. An ASIC and DSP processor
controls the ARINC 429 I/O interface. The ARINC 429 low-speed data buses are input through the ARINC receivers to the ASIC.
The discrete inputs are diode isolated and input through a pullup resistor to the ASIC. The ASIC reads the discretes and selects
the active tune port. The ASIC then supplies the tune data from the selected input port to the DSP processor. The DSP processor
controls the receiver, transmitter, and the data processor functions. This DSP processor reads the selected tune data, source ident,
decoded receive data, and monitor parameters. The source ident strap input is buffered onto the data bus. A timing circuit resets the
DSP processor and FPGA if program execution time becomes excessive. The reset ensures that the processor is not hung up in an
endless loop.
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The processed DME data is output from the DSP processor to the ASIC, where it is transmitted on the output buses.
generates a blanking RF SUPPRESSION PULSE output when the DME transmits.
The transmitter circuit consists of a modulator, a digital synthesizer, and a power amplifier. After the DSP processor determines that
a DME ground station is in range, pairs of P1/P2 framing pulses are generated and applied onto the DSP bus. These pulses initiate
the transmit mode. These framing pulses are decoded and applied to the XMT modulator. The modulator provides pulsed drive bias
to the power amplifier. The digital synthesizer generates the CW frequency used to drive the power amplifier. The DSP processor
programs the synthesizer with the tune frequency using data, clock, and enable lines decoded from the DSP bus. The synthesizer
provides the proper CW interrogation frequency to the power amplifier. The power amplifier chops the CW interrogation frequency
using pulse drive bias from the modulator. The resulting 1025- to 1150-MHz pulse-pair output is amplified to a 300 watt level at
the antenna. This L-band interrogation output is transmitted through a transmit/receive switch to the DME No. 1 antenna. The
transmit/receive switch is a PIN diode circuit that is forward biased in transmit mode. This isolates the antenna from the receiver
circuits.
The receiver circuit consists of a preselector, a mixer, IF amplifier, IF filter, and a video detector. When the ground station transmits
a reply pulse pair, this 962- to 1213-MHz L-band signal is applied from the antenna through a low-pass filter and isolating diplexer to
the preselector. The transmit/receive switch PIN diode is reverse biased in receive mode to isolate the antenna from the transmitter
circuits. The preselector is a 5-pole bandpass filter that tracks the received reply frequency using a dc tune voltage. The filtered
preselector output is applied to the mixer along with the LO frequency from the transmitter. The mixer produces a 63-MHz difference
transmit-receive frequency. This IF is amplified and applied to a video detector and peak detector. The video detector applies the
detected reply signal to a DSP video processor.
The DSP processor decodes the detected video pulses, then performs a validity check. If the pulses are properly spaced and have
correct relative amplitudes, the DSP processor indicates reception of a valid reply. The DSP processor then begins DME computation
routines. The DME uses stored values from the signal presence detector, the AGC circuits, and the D/A converter receiver tune
voltage to cycle operation between three different channels. The DSP processor sequentially reads these three values. These results
are read and stored in memory. After these results are stored, the DSP processor begins operation at the next channel. The DME
cycles to the next station approximately every 37-ms. When called by the DSP processor, the three stored values then are read
sequentially from memory, used to retune the receiver, and then updated in memory.
The DSP processor determines if there is an audio identifier in the reply signal. If an identifier is detected, the output is gated to the
audio circuit. The Morse code station identifier is then decoded from the bus and output through an amplifier to the aircraft audio
system.
The +28-V dc avionics left/right generator bus supplies the power to the on-side DME. The power supply generates the required
internal supply levels.
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Figure 2-69. Distance Measurement Equipment, DME-4000, Internal Simplified Schematic
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2.32. FGC-3000 22-11-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Flight Guid-
ance Computer (FGC) Modules on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.32.1. Flight Guidance Computer No. 1, External Theory of Operation.
NOTE
The FGC is an LRM inside the ICC. ICC connector pin numbers are shown on this figure whenever a function can
be accessed on an external connector.
Refer to Figure 2-70. The channel A section of the FGP outputs the pilot control/mode request data to the FGC on the FGP-1 data
bus. The FGC No. 2 supplies the cross-side data on the R-FGC-3 data bus.
The ACIA outputs the pilot mode acknowledge data on the transmit port number 1. The RS-422 transmitter outputs the serial data
on the L-FGC-2 data bus to the channel A section of the FGP. The ACIA outputs the cross-side data on the transmit port number 2.
The RS-422 transmitter outputs the serial data on the L-FGC-3 data bus to the FGC No. 2.
The FGC receives ARINC 429 high-speed data buses from the AHS system and the IOC No. 1. The L-AHC-1 bus supplies the
airplane attitude and heading information. The L-IOC-3 bus supplies the air data and FMS parameters from the IOC No. 1.
The FGC outputs an ARINC 429 high-speed data bus to the IOC No. 1. The computed output data is read from the I/O data bus,
converted to serial format, and output through an ARINC transmitter to the IOC No. 1. This L-FGC-1 data bus contains the flight
director mode and steering information that is mapped to the EFIS display.
Discrete/analog input data is multiplexed to the I/O processor. This data consists of configuration and option status from the IAPS
strapping plug and several external, non-IAPS, inputs. The external inputs consist of discrete logic lines and 2-wire analog signals.
Servo-motor drive is applied from both channels of the servo amplifier as previously described. Channel A motor drive is provided
by the FGC No. 1, and channel B motor drive is provided by the FGC No. 2. The voltage differential across the motor leads causes
current to flow, which turns the servo motor.
The servo outputs the ELEV SVO RATE A signal to a summing amplifier in the FGC No. 1. The ELEV SVO RATE B signal is
output to a summing amplifier in the FGC No. 2.
When the autopilot is engaged, +28-V dc engage clutch power is applied from the FGP to energize the SVO clutch coil.
The aileron and the rudder servo-amplifier circuits are identical to those described for the elevator amplifier.
The aileron SVO and its associated SMT control the displacement of the airplane primary aileron control surfaces. Engage clutch
power is applied from the FGP.
The rudder SVO and its associated SMT control the displacement of the airplane primary rudder control surfaces. Engage clutch
power is applied from the FGP when the YD is engaged.
2.32.2. Flight Guidance Computer No. 2, External Theory of Operation.
NOTE
The FGC is inside the ICC. ICC connector pin numbers are shown on this figure whenever a function can be
accessed on an external connector.
Refer to Figure 2-71. Except as shown in the paragraphs that follow, FGC No. 2 works the same as FGC No. 1.
The channel B section of the FGP outputs the copilot control/mode request data to the FGC on the FGP-2 data bus. The FGC No. 1
supplies the cross-side data on the L-FGC-3 data bus. The L-FGC-3 data bus is input through a receiver to the ACIA receive port
number 2.
The ACIA outputs the pilot mode acknowledge data on the transmit port number 1. The RS-422 transmitter outputs the serial data
on the R-FGC-2 data bus to the channel B section of the FGP. The ACIA outputs the cross-side data on the transmit port number 2.
The RS-422 transmitter outputs the serial data on the R-FGC-3 data bus to the FGC No. 1.
The FGC receives ARINC 429 high-speed data buses from the AHS system and the IOC No. 2. The R-AHC-1 bus supplies the
airplane attitude and heading information. The R-IOC-3 bus supplies the air data and FMS parameters from the IOC No. 2.
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The FGC outputs an ARINC 429 high-speed data bus to the IOC No. 2. The computed output data is read from the I/O data bus,
converted to serial format, and output through an ARINC transmitter to the IOC No. 2. This R-FGC-1 data bus contains the flight
director mode and steering information that is mapped to the EFIS displays.
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Figure 2-70. Flight Guidance Computer, FGP-3000 No. 1, External Simplified Schematic (Sheet 1 of 2)
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2.33. FLIGHT GUIDANCE COMPUTER, FGC-3000, DATA.

The FGC provides 3-axis Autopilot/Yaw Damper (AP/YD), dual flight director, and automatic or manual pitch trim control.
2.33.1. FGC-3000 Illustration.
Refer to Figure 2-72 for an illustration of the FGC-3000.
Figure 2-72. FGC-3000
2.33.2. FGC-3000 Mating Connector Data.

Refer to Figure 2-73 for internal signals for the FGC-3000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-16 shows the mating connector hardware and tooling for the FGC-3000.
Table 2-16. FGC-3000 Mating Connector Hardware and Tooling.

FGC-3000 HARDWARE/TOOLING
N/A
Refer to the paragraphs that follow for instructions to remove and install the FGC.
2.33.3.1. Installation. Install the FGC-3000 as follows:
c. The FGC-3000 is retained by seating handles on each module. The handles are spring loaded to the open position to facilitate
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2.33.3.2. Removal. Remove the FGC-3000 as follows:
c. The FGC-3000 is retained by seating handles on each module. Lift the handles on the selected module to the open position.
Refer to Figure 2-73. This sheet shows the I/O processor circuits of the FGC No. 1. The 8-bit I/O processor controls the RS-422,
ARINC 429, analog, and discrete data interfaces. This processor also reads configuration PROM data, computes pitch trim relay/an-
nunciator control, and generates servo cutout and the 65 AP/YD monitor logic discretes. The I/O processor shares information with
the main processor through addressable Direct Memory Access (DMA) RAM and fast data link circuits.
The I/O processor reset pin is controlled by power valid logic from the PWR No. 1 module. The processor automatically re-initializes
if the FGC input power (+28, +5, ±12-V dc from PWR No. 1) varies from preset tolerances.
The RS-422 input and output data is handled by a dual Asynchronous Communications Interface Adapter (ACIA). When the ACIA
transmit mode is enabled, microprocessor generated data is read from the I/O data bus and formatted for serial transmission. The
ACIA outputs the pilot mode acknowledge data on the transmit port number 1. The ACIA outputs the cross-side data on the transmit
port number 2.
Airplane attitude and heading information is supplied to the microprocessor through a receiver/label remapper, or decoder, circuit.
Discrete/analog input data is multiplexed to the I/O processor. This data consists of configuration and option status from the IAPS
strapping plug and several external, non-IAPS, inputs. The strapping data is read by the I/O processor through a dedicated multi-
plexer. The external inputs consist of discrete logic lines and 2-wire analog signals. These inputs are level converted and read by
the processor through a multiplexer network.
The 16-bit main processor does the FGC computation functions and generates the channel A elevator, aileron, and rudder servo
commands. This processor also reads configuration PROM data, computes pitch trim control, and generates the 86 AP/YD monitor
logic discretes. The main processor shares information with the I/O processor through addressable DMA RAM and fast data link
circuits.
Computed digital servo commands are converted to analog signals, RC filtered, and output to the three servo-amplifier circuits. The
servo command is removed by the I/O processor during cutout conditions. The enabled servo amplifier processes this command
and outputs drive to one of the servo-motor terminals. The B channel of the servo amplifier from FGC No. 2 operates the same
way, but generates a servo-motor command that is equal in value, but opposite in polarity, to the channel A command. The voltage
differential at the two motor terminals causes the motor to run.
The analog elevator servo command is applied to an inverting input of the summing amplifier. The SVO RATE A analog feedback
from the rate generator in the elevator servo is applied to a non-inverting input of the summing amplifier. This SVO RATE A analog
is integrated to derive a servo-position reference, which is applied to an inverting input of the summing amplifier. The result of this
summing operation represents the channel A servo-error correction required to properly position the elevator servo. When the servo
moves the airplane elevators to the angular position specified by the computed servo command, the summing amplifier zeros, and
the servo nulls. The SVO ERROR A voltage is applied to the servo monitor and to midvalue voter circuits in both FGCs.
The midvalue voter circuit compares the SVO ERROR A voltage, the SVO ERROR B voltage from the other FGC, and ground.
The voter passes the middle voltage level to the torque limiter. The voter is a safety device that prevents faults from causing servo
rotation.
The torque limiter functions with the torque rate limiter to generate and output the programmed torque command voltage to the
power amplifier. The torque limiter limits the peak command voltage. The torque rate limiter integrates the voltage input to cause
it to build at a precisely controlled rate. The resulting programmed torque command voltage is power amplified and output as the
ELEV SVO MOTOR A voltage. The ELEV SVO MOTOR A voltage also is output to the servo monitor and to the cross-channel
FGC.
The power amplifier converts the torque command voltage input to a current output to drive the servo motor. When no input is
applied to the amplifier, the output is biased at approximately +14-V dc which is half the +28-V dc bus voltage. Since both motor
terminals are at +14-V dc, there is no motor current. When a nonzero torque command voltage is applied, the power amplifier
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converts this voltage to a specific servo-motor drive current. Because the B channel servo command is of the opposite polarity, one
power amplifier sources current, and the other sinks current. The resulting current flow causes the motor to run in the corresponding
direction until the servo-rate feedback equals the computed servo command (plus position), and the amplifier nulls.
The elevator SVO and Servo Mount (SMT) function as a precise drive mechanism to control the displacement of the airplane primary
elevator control surfaces. The SVO consists of a permanent magnet dc motor, a dual rate generator, an electromechanical engage
clutch, and a precision multistage gear train. The SMT consists of an override safety slip clutch and a capstan that connects the servo
to the airplane control surface.
Servo-motor drive is applied from both channels of the servo amplifier as previously described. Channel A motor drive is provided
by the FGC No. 1, and channel B motor drive is provided by the FGC No. 2. The voltage differential across the motor leads causes
current to flow, which turns the servo motor.
When the motor runs, the dual rate generator also runs a corresponding amount. This generator provides two individual feedback
outputs to the FGC servo-amplifier circuits.
When the SVO clutch coil is energized, the clutch couples the motor torque through the precision gear train to turn the capstan. The
capstan mechanically moves the linkage connected to the airplane control surface.
The aileron and the rudder servo-amplifier circuits are identical to those described for the elevator amplifier. The main micropro-
cessor generates aileron and rudder servo commands and applies them to the proper summing amplifier. These circuits output the
channel A motor drive to the aileron and the rudder servos, respectively.
The aileron SVO and its associated SMT control the displacement of the airplane primary aileron control surfaces. Engage clutch
power is applied from the FGP.
The rudder SVO and its associated SMT control the displacement of the airplane primary rudder control surfaces. Engage clutch
power is applied from the FGP when the YD is engaged.
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Figure 2-73. Flight Guidance Computer, FGC-3000, Internal Simplified Schematic
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2.34. FGP-3000 22-11-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Flight Guid-
ance Panel (FGP) on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.34.1. Flight Guidance Panel No. 1, External Theory of Operation.
Refer to Figure 2-74. This shows the FGP. It also shows the GO AROUND, AP DISC, SYNC, and pitch trim switches.
The FGP contains the lateral and vertical mode select switches, VS/pitch wheel, autopilot/yaw damper switches, FD switches, and
various control knobs. Each knob has a push switch in the center.
The FGS-A and FGS-B +28-V dc are power inputs. The FGS-A power supplies the SW +28-V DC A output. The FGS-B power
supplies the SW +28-V DC B output.
The SW +28-V DC A and SW +28-V DC B power outputs are connected to the control wheel AP DISC switches on both sides.
When AP DISC is pushed on either side, this disengages the autopilot elevator and aileron servos. When the GO AROUND switch
is pushed, this disengages the autopilot elevator and aileron servos.
The ELEVATOR ENGAGE clutch power is output to the elevator servo. The AILERON ENGAGE clutch power is output to the
aileron servo. Pushing the AP ENG button also engages the yaw damper if not already engaged. A second push of the AP ENG
button disengages the elevator and aileron clutch power. The AP BUTTON A and AP BUTTON B signals are output through the
latch to the FGCs.
The YD/AP DISC switch bar is located on the FGP front panel. Push the disconnect switch bar down to open the clutch power
circuits, disengage the servos, and ground the BAR UP A and BAR UP B inputs to the latches. The YD/AP DISC switch bar must
be returned to the up position before the autopilot or yaw damper can be engaged.
The yaw damper engage circuit does not have any external disengage inputs.
If the yaw damper is not engaged and the AP ENG button is pushed, the AP BUTTON A and AP BUTTON B signals cause the relay
K3 to close and engage the yaw damper at the same time as the autopilot.
The YD ENG A and YD ENG B signals are output through the latches/UARTS to the number 1 and 2 FGCs. The RUDDER
ENGAGE clutch power is output to the rudder servo. A second push of the YD ENG button disengages the rudder clutch power, and
if engaged, the autopilot elevator and aileron clutch power. The YD BUTTON A and YD BUTTON B signals are output through
the latch to the FGCs.
The FGP receives a RS-422 serial digital bus from the FGC No. 1. The L-FGC-2 bus is input through a receiver. The UART
transmits a RS-422 bus to the FGC No. 1. The FGP-1 bus contains data from the front panel pushbuttons, VS/pitch wheel direction
decoder/counter, AP monitor feedback A, AP clutch feedback A, disengage inputs, and remote switch data.
The FGP receives the R-FGC-2 bus, and outputs the FGP-2 bus back to the FGC No. 2.
The CRS1 knob is used to select the pilot’s course. The CRS1 knob is connected to a rotary 3-state logic generator. The logic
generator output is read by the Display Control Panel (DCP) No. 1 to determine the direction and speed of the knob. Push the
DIRECT TO switch on the CRS1 knob to connects a momentary ground on the CRS-1 DIRECT TO discrete to the DCP No. 1. The
DIRECT TO switch causes the course arrow to turn until the station deviation is zero. The CRS2 knob operates in the same manner,
except that it is connected to the DCP No. 2.
The HDG knob is connected to dual 3-state logic generators and the PUSH SYNC switch has dual switches. The HDG knob outputs
the HDG-1 SEL A/B discretes to the DCP No. 1 and the HDG-2 SEL A/B discretes to the DCP No. 2. The logic generator output
is read by the DCP to determine the direction and speed of the knob. Push the SYNC (synchronize) switch on the HDG (heading)
knob to connects a momentary ground on the HDG-1 SYNC discrete to the DCP No. 1 and HDG-2 SYNC discrete to the DCP No.
2. The SYNC switch causes the heading bug to position under the lubber line.
The SPEED knob and IAS/MACH switch operates as described above for the HDG knob, except that it functions with the DCPs
No. 1 and 2.
The ALT (altitude) knob and PUSH CANCEL switch operates as described above for the HDG knob, except that it functions with
the DCPs No. 1 and 2.
The IAPS Power (PWR) No. 1 module supplies isolated +5-V dc power to the channel A side of the FGP. The IAPS PWR No. 2
supplies isolated +5-V dc power to the channel B side of the FGP.
The FGP panel lights are directly dimmed by the +5-V DC LTG BUS airplane lighting bus.
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Figure 2-74. Flight Guidance Panel, FGP-3000 No. 1, External Simplified Schematic
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2.35. FLIGHT GUIDANCE PANEL, FGP-3000, DATA.

The FGP contains the lateral and vertical mode select switches, the VS/pitch wheel, AP/YD engage switches, flight director switches,
and various control knobs. The pilot and the copilot use the FGP to input the autopilot and yaw damper engage commands and flight
director modes to the system. The FGP provides AP/YD engage logic to the FGCs and clutch engage power to the SVOs. The FGP
knobs control the speed reference, preselect altitude, heading, and course outputs to the DCPs No. 1 and 2.
2.35.1. FGP-3000 Illustration.
Refer to Figure 2-75 for an illustration of the FGP-3000.
Figure 2-75. FGP-3000
2.35.2. FGP-3000 Mating Connector Data.

Figure 2-76 shows a mating connector pictorial for the FGP-3000. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-77 for internal signals for the FGP-3000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-17 shows the mating connector hardware and tooling for the FGP-3000.
Table 2-17. FGP-3000 Mating Connector Hardware and Tooling.

FGP-3000 HARDWARE/TOOLING
Mating connector P2: MIL MS27484T22F55SC, CPN 859-0013-020
Contacts: MIL M39029/57-357 CPN 359-0608-030
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Figure 2-76. FGP-3000 Mating Connectors

The FGP-3000 is installed in the instrument panel using screws.
2.35.3.1. Installation. The procedure to install the FGP-3000 follows:
b. Connect the mating connector cable assembly to the unit rear connector.
2.35.3.2. Removal. The procedure to remove the FGP-3000 follows:
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Refer to Figure 2-77. This sheet shows the FGP.
The FGS-A and FGS-B +28-V dc power inputs are filtered and varistor protected. The FGS-A power is input through interlocking
relays to provide the elevator clutch power. The FGS-A power supplies the SW +28-V DC A output. The FGS-B power is input
through interlocking relays to provide aileron clutch power. The FGS-B power supplies the SW +28-V DC B output.
The SW +28-V DC A and SW +28-V DC B power outputs are diode isolated and connected to the control wheel AP DISC switches
on both sides. The AP DISC switch is normally closed. When AP DISC is pushed on either side, an open-logic AP DISC SW A
discrete is input to the FGP channel A voter circuit and an open-logic AP DISC SW B discrete is input to the FGP channel B voter
circuit. This disengages the autopilot elevator and aileron servos.
The GO AROUND switch is normally open. When the GO AROUND switch is pushed, the GO AROUND SW A and GO AROUND
SW B discrete ground is input to the FGP channel A and channel B voter circuits. This disengages the autopilot elevator and aileron
servos.
The SYNC switch is normally open. When SYNC is selected on the pilot side, a ground SYNC SW A discrete is input to the latch
circuit in the FGP. When SYNC is selected on the copilot side, a ground SYNC SW B discrete is input to the latch circuit in the FGP.
The channel A voter circuit consists of six amplifiers, an AND-gate, relay K6, and a latch. The amplifiers receive inputs from
the AP DISC SW A (disengage open/engage +28-V dc) switch, GO AROUND SW A (gnd/open) switch, and STALL WARN AP
DISENGAGE (–) A (gnd/open). The amplifier outputs are applied to the AND-gate and a latch. If all the inputs are valid, the
AND-gate outputs a logic 1 and the AP ENGAGE CONTROL A transistor conducts. Relay K6 is powered by a +28-V dc AP
ENGAGE ENABLE A discrete from the FGC monitor circuit. When the transistor conducts, relay K6 is energized and the channel
A interlock contacts close. The latch outputs the voter circuit input states, AP ENG A, BAR UP A, and AP MON FDBK A data
onto the number 1 side INPUT DATA BUS A to the UART.
The channel B voter circuit operates as described above for channel A, except that it functions with the FGC No. 2 and controls the
interlock relay K7.
When the interlock relays K6 and K7 are closed, the autopilot is ready to be engaged. The following conditions must all occur for
the autopilot to remain engaged:
FGP RELAY FGP PIN NUMBER DESCRIPTION

P1-M = +28-V dc FGS-A Number 1 aircraft power present
P2-M = +28-V dc FGS-B Number 2 aircraft power present
P1-a = +28-V dc Valid AP ENGAGE ENABLE A logic from number 1 side FGC
P2-a = +28-V dc Valid AP ENGAGE ENABLE B logic from number 2 side FGC
P1-HH = +28-V dc Valid YD ENGAGE ENABLE A logic from number 1 side FGC
P2-HH = +28-V dc Valid YD ENGAGE ENABLE B logic from number 2 side FGC
K6: P1-AA = +28-V dc Neither AP DISC switch pushed
P1-GG = open GO AROUND switch not pushed
P1-BB = open Not connected
P1-DD = open Not connected
P1-EE = open Valid AUX AP DISENGAGE (+) A logic (not connected)
P1-FF = open Valid STALL WARN AP DISENGAGE (-) A logic (+28-V pullup
inside FGP)
K7: P2-AA = +28-V dc Neither AP DISC switch pushed
P2-GG = open GO AROUND switch not pushed
P2-BB = open Not connected
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FGP RELAY FGP PIN NUMBER DESCRIPTION

P2-DD = open Not connected
P2-EE = open Valid AUX AP DISENGAGE (+) B logic (not connected)
P2-FF = open Valid STALL WARN AP DISENGAGE (–) B logic (+28-V pullup
inside FGP)
Pushing the momentary contact AP ENG button grounds the bases of the channel A and B PNP transistors and causes them to
conduct. The channel A transistor outputs +28-V dc to the OR gate on one side of relay K5 and the AP BUTTON A signal to the
yaw damper engage circuit on sheet 2. The channel B transistor outputs +28-V dc to an OR gate and the AP BUTTON B signal
to the yaw damper engage circuit on sheet 2. The OR gate outputs +28-V dc to a NPN transistor connected to the ground side of
relay K5. The NPN transistor conducts and closes relay K5. When the relay K5 is closed, the FGS-A +28-V dc is connected to the
elevator servo clutch and the elevator engage discretes to the number 1 and 2 DCU. The relay K5 also connects the FGS-B +28-V
dc to the aileron servo clutch. The elevator and aileron clutch power feedback through the OR gates to hold the relay K5 closed.
AP ENG A and AP ENG B signals are input through the latches/UARTS. Pushing the AP ENG button also engages the yaw damper
if not already engaged. A second push of the AP ENG button disengages the elevator and aileron clutch power. The AP BUTTON
A and AP BUTTON B signals are output through the latch.
The YD/AP DISC switch bar is located on the FGP front panel. Push the disconnect switch bar down to open the clutch power
circuits, disengage the servos, and ground the BAR UP A and BAR UP B inputs to the latches. The YD/AP DISC switch bar must
The yaw damper engage circuit does not have any external disengage inputs. The AND-gate voter-circuit outputs a logic 1 to the
YD ENGAGE CONTROL A and YD CONTROL ENGAGE B transistors. The YD ENGAGE CONTROL A and YD ENGAGE
CONTROL B transistors ground one side of relays K2 and K1. The relay K2 is powered by the +28-V dc YD ENGAGE ENABLE
A signal from the FGC No. 1 monitor circuit. The relay K1 is powered by the +28-V dc YD ENGAGE ENABLE B signal from the
FGC No. 2 monitor circuit. When the transistors conduct, the relays K1 and K2 energize, and the yaw-damper interlock contacts
close. The yaw damper is now ready to be engaged.
The latch outputs the voter circuit input states, YD ENG A, and YD MON FDBK A discrete data onto the number 1 side INPUT
DATA BUS A to a UART. The other latch outputs the voter circuit input states, YD ENG B, and YD MON FDBK B discrete data
onto the number 2 side INPUT DATA BUS B to a UART.
Push the momentary-contact YD ENG button to supply the ground logic to the bases of the channel A and B PNP transistors and
turn them on. The channel A transistor outputs +28-V dc to the OR gate on one side of relay K3. The channel B transistor outputs
+28-V dc to an OR gate. The OR gate outputs +28-V dc to a NPN transistor connected to the other side of relay K3. The NPN
transistor conducts and closes relay K3. When the relay K3 is closed, the +28-V DC A is connected to the rudder servo clutch. The
+28-V DC B output is not used in this installation. The +28-V DC A and +28-V DC B feedback circuits connect the +28-V dc to
the OR gates that hold the relay K3 closed.
If the yaw damper is not engaged and the AP ENG button is pushed, the AP BUTTON A and AP BUTTON B signals cause the relay
K3 to close and engage the yaw damper at the same time as the autopilot.
The YD ENG A and YD ENG B signals are output through the latches/UARTS to the number 1 and 2 FGCs. The RUDDER
ENGAGE clutch power is output to the rudder servo. A second push of the YD ENG button disengages the rudder clutch power, and
if engaged, the autopilot elevator and aileron clutch power. The YD BUTTON A and YD BUTTON B signals are output through
the latch. The FGCs monitor for the second YD ENG button push and the FGCs remove the YD ENGAGE ENABLE and disengage
the rudder servo.
The YD/AP DISC switch bar is located on the FGP front panel. Pushing the disconnect switch bar down opens the clutch power
circuits, disengages the servos, and grounds the BAR UP A and BAR UP B inputs to the latches. The YD/AP DISC switch bar must
With the RUDDER BOOST ARM SWITCH in the ARM position, the FGP receives the +28-V dc signal on the RUDDER BOOST
ARM A and RUDDER BOOST ARM B discretes. The RUDDER BOOST ARM discretes are input to latch circuits and two AND-
gates. When the rudder boost is active, the RUD BOOST ENGAGE A and RUD BOOST ENGAGE B are a logic 1. When the RUD
BOOST ARM B and RUD BOOST ENGAGE B are a logic 1, the AND-gate outputs a logic 1 and the transistor conducts. This
connects the +28-V dc to one side of the relay K4. When the RUD BOOST ARM A and RUD BOOST ENGAGE A are a logic
1, the AND-gate outputs a logic 1 and the transistor conducts. The transistor grounds the other side of the relay K4 and the relay
closes. The relay K4 outputs the +28-V dc A to engage the rudder servo.
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An RS-422 serial digital bus is input through a receiver to the UART. The UART controls the I/O functions in the FGP. A control
circuit provides required chip enables and UART timing. The UART receives 8-bit parallel number 1 side input data from the front
panel pushbutton latches, VS/pitch wheel direction decoder/counter, and voter circuit buffer. The UART processes the received
RS-422 data and outputs 8-bit parallel data to a latch decoder. The UART transmits a RS-422 bus. The channel B UART I/O circuit
operates as described above for channel A.
Mode select discrete logic from the FGP pushbuttons is input through a latch circuit to the UART. When a FGP button is pushed, a
ground logic 0 is applied to the corresponding latch input. This pushbutton activity is latched, read by the UART.
The pitch knob is a wheel assembly that is tied mechanically to a rotary switch. The pitch wheel is turned to command an atti-
tude change in the pitch axis. The amount of pitch command is proportional to the amount of knob displacement. A direction
decoder/counter reads the switch movement and outputs the data to the UART.
The CRS1 knob is used to select the pilot’s course. The CRS1 knob is connected to a rotary 3-state logic generator. Push the DIRECT
TO switch on the CRS1 knob to connect a momentary ground on an output discrete. The CRS2 knob operates in the same manner.
The HDG knob is connected to dual 3-state logic generators and the PUSH SYNC switch has dual switches. The HDG knob outputs
the SEL A/B discretes and the HDG-2 SEL A/B discretes. Push the SYNC (synchronize) switch on the HDG (heading) knob to
connect a momentary ground on two output discretes.
The SPEED knob and IAS/MACH switch operates as described above for the HDG knob.
The ALT (altitude) knob and PUSH CANCEL switch operates as described above for the HDG knob.
The IAPS number 1 Power (PWR) module supplies isolated +5-V dc power to the channel A side of the FGP. The IAPS PWR No.
2 supplies isolated +5-V dc power to the channel B side of the FGP.
The FGP panel lights are directly dimmed by the +5-V DC LTG BUS airplane lighting bus.
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Figure 2-77. Flight Guidance Panel, FGP-3000, Internal Simplified Schematic (Sheet 1 of 3)
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2.36. FMC-3000 22-11-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Flight Man-
agement Computer Modules on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.36.1. Flight Management Computer No. 1, External Theory of Operation.
NOTE
The FMC is inside the IAPS card cage. IAPS pin numbers are shown on this figure whenever a function can be
accessed on an external connector. Other connections are internal to the IAPS.
An on-board battery provides voltage backup for the clock chip.
Refer to Figure 2-78. This sheet shows the FMC No. 1.

The L-CDU-1 high-speed data bus is input through the CDU UART receive port. This bus brings CDU keyboard data to the FMC.
The transmit port of the CDU UART outputs the L-FMC-3 high-speed data bus back to the CDU No. 1. This bus provides the page
data for display on the CDU.
A read diskette request is output on the L-FMC-5 data bus to the DBU. The DBU-1 data bus is input through a RS-422 receiver to
the UART receive port. This bus brings the data base information to the FMC.
The R-FMC-4 data bus brings number 2 side data that is required to synchronize the FMS display. Number 1 side data is transmitted
on the L-FMC-4 data bus to the cross-side FMC No. 2.
The L-IOC-4 data bus provides IAPS No. 1 Side data to the FMC. The L-FMC-1 high-speed data bus goes to the IOC No. 1 in the
IAPS.
The R-IOC-4 data bus provides number 2 side IAPS data to the FMC. The L-FMC-2 high-speed data bus goes to the PFD No. 1 and
MFD. The L-FMC-2 dedicated bus supplies the geographic map and selected page data directly to the PFD and MFD.
The L-FMC-6 dedicated output bus supplies geographic map and selected page data directly to the cross-side PFD and MFD.
The processor directly reads two discrete inputs. The PWR SHUTDOWN WARN is input from the PWR No. 1 module. A PWR
VALID discrete is from the PWR No. 1 module.
The system data base memory is loaded from a Personal Computer Dataloader (PCD) or through the DBU. The data base is updated
every 28 days.
2.36.2. Flight Management Computer No. 2, External Theory of Operation.
NOTE
The FMC is inside the IAPS card cage. IAPS pin numbers are shown on this figure whenever a function can be
Refer to Figure 2-79. This sheet shows the FMC No. 2. The FMC No. 2 is optional equipment, and works like FMC No. 1.
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Figure 2-78. Flight Management Computer, FMC-3000 No. 1, External Simplified Schematic
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system components
Figure 2-79. Flight Management Computer, FMC-3000 No. 2, External Simplified Schematic
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2.37. FLIGHT MANAGEMENT COMPUTER, FMC-3000, DATA.

The FMC receives the onside CDU control words, and returns processed page data to the CDU. Cross-side data is exchanged with the
off-side FMC, if installed. The FMC outputs the navigation and auto-tune data to the onside IOC. The FMC outputs the geographic
map and selected page data to the AFDs. The FMC receives the DBU data.
2.37.1. FMC-3000 Illustration.
Refer to Figure 2-80 for an illustration of the FMC-3000.
Figure 2-80. FMC-3000
2.37.2. FMC-3000 Mating Connector Data.

Refer to Figure 2-81 for internal signals for the FMC-3000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-18 shows the mating connector hardware and tooling for the FMC-3000.
Table 2-18. FMC-3000 Mating Connector Hardware and Tooling.

FMC-3000 HARDWARE/TOOLING
NA
Refer to the paragraphs that follow for instructions to remove and install the FMC.
2.37.3.1. Installation. Install the FMC-3000 as follows:
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c. The FMC-3000 is retained by seating handles on each module. The handles are spring loaded to the open position to facilitate
2.37.3.2. Removal. Remove the FMC-3000 as follows:
c. The FMC-3000 is retained by seating handles on each module. Lift the handles on the selected module to the open position.
Refer to Figure 2-81. A 16-bit I/O microprocessor controls FMC I/O operation using a bidirectional multiplexed address/data bus that
interfaces with an address latch and transceiver circuit. The latch/transceiver circuit provides communication with the I/O address
and data buses.
The address latch decodes address bus data from the multiplexed address/data bus. The transceiver provides 2-way data transfer
between the 16-bit I/O data bus and the multiplexed bus. The I/O data bus gathers program data from local RAM and PROM memory,
received data from five UARTs, and NAV processor data from the dual-port RAM. The I/O data bus also supplies processed data to
the local RAM, the nine UARTs, and the dual-port RAM.
Local memory consists of flash EEPROM and static RAM memory. The PROM contains executable routines required to perform
the I/O function. The SRAM provides temporary data storage.
Seven UARTs provide ARINC 429 communication with the CDU, DBU, IOCs, and MFD displays. High-speed data buses are input
through the CDU UART receive port. The transmit port of the CDU UART outputs high-speed data buses.
The RS-422 DUAL UART allows the FMC to communicate with file loader LRUs. One section of the UART controls the disk drive
interface. The transmit port of this section of the UART outputs a read diskette request. The other section of this UART is used for
FMC crosstalk data.
The transmit port of the RS-422 DUAL UART receive port outputs the number 1 side data.
A 32-bit navigation processor accesses the system data base memory and generates the MFD page data and FMS navigator outputs.
This processor controls the navigation circuits using separate address and data buses that interface with an address buffer and data
transceiver circuit. The buffers and transceivers provide communication with the buffered address (AB2-AB25) and data buses
(DB0-DB31). The processor directly reads two discrete inputs. The PWR SHUTDOWN WARN input from the PWR No. 1 module
becomes a ground level to warn the navigation processor that the PWR module is preparing to shut down. A PWR VALID discrete
from the PWR No. 1 module resets the processor if any power output varies from preset limits.
Data transceivers provide 2-way data transfer between the 32-bit data bus and the buffered data bus. This data bus gathers program
data from the navigation RAM and ROM memory, received data from the I/O processor via dual-port RAM, time/date from the
clock chip, and navaid data from the data base memory. The data bus supplies the processed output data through the dual-port RAM
interface to the I/O processor. The dual-port RAM may be accessed by both the I/O processor and the navigation processor.
Navigation processor memory consists of EPROM and RAM memory. The EPROM contains the executable routines required to do
the navigator function. The volatile RAM provides temporary data storage. The nonvolatile static RAM stores selected navigation,
flight plan, and radio tune values.
The data base memory stores waypoint information on VORs, DMEs, en route intersections, nondirectional beacons, and airports
including airport reference points, airport runway thresholds and airport terminal waypoints. In addition to waypoint data, the data
base contains the desired airways, SIDs, STARs, and holding patterns. The data base is updated every 28 days. Two data bases may
be loaded into the data base memory.
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Figure 2-81. Flight Management Computer, FMC-3000, Internal Simplified Schematic
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2.38. FSU-5010 46-20-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the File Server
Unit on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.38.1. File Server Unit No. 1, External Theory of Operation.
Refer to Figure 2-82. This schematic shows the FSU. Refer to Figure 2-82. The file server unit system consists of the FSU and
ECU-3000 External Compensation Unit (ECU). The FSU provides mass storage media using solid-state memory. The ECU is a
personality module that stores the FSU configuration information and the encrypted key functions that enable and disable features
of the FSU.
The +28-V dc power bus and the +28-V dc battery power bus supply power to the FSU. The BATTERY BUS OVERRIDE SWITCH
provides a discrete input to the FSU.
The FSU receives three discrete inputs from the DCU No. 1. The three discretes are tied together to the DCU Weight On Wheels
(WOW) output. The DATA LOAD ENABLE B WOW discrete is a ground logic to indicate on-ground and enable data loading. The
ON GROUND A WOW and ON GROUND B WOW discretes are a ground logic to indicate the airplane on-ground condition.
The FSU receives two ARINC 429 high-speed data buses. The IOC No. 1 outputs the L-GP-5 bus to the FSU. The L-GP-5 bus
contains IAPS data. The IOC No. 2 outputs the R-GP-5 bus to the FSU. The R-GP-5 bus also contains IAPS data. The FSU outputs
two ARINC 429 high-speed data buses. The FSU outputs the L-FSU-1 bus to the IOC No. 1 in the IAPS. The L-FSU-3 S/W
DATALOAD OUT bus provides the data load function to the EFIS displays. The L-FSU-3 bus is connected to a wafer switch that
selects the desired LRU for software data load. The wafer switch grounds the S/W LOAD ENABLE discrete to the selected LRU.
When an LRU is selected for S/W data load, the wafer switch also grounds the DATA LOAD ENABLE A (DISCRETE) input to
the FSU.
The FSU outputs the L-FSU (DBU)-1 RS-422 DATALOAD bus to the FMC No. 1. The FSU outputs the L-FSU (DBU)-2 RS-422
DATALOAD bus to the FMC No. 2. The FSU outputs the L-FSU (DBU)-3 RS-422 DATALOAD bus to the MDC.
The FSU receives four RS-422 data buses. The FMC No. 1 outputs the L-FMC-5 RS-422 DATALOAD bus. The FMC-5 bus contain
the data load status information from the FMC. The MDC outputs the MDC-3 RS-422 DATALOAD bus. The MDC-3 bus contains
the data load status information from the MDC. The XM Weather Receiver (XMWR) outputs the XM RS-422 bus to the FSU.
The FSU mount has an integral cooling fan. The cooling fan receives a +28-V dc power input. The cooling fan outputs the FAN
MONITOR discrete to the FSU. The FAN MONITOR discrete indicates the fan speed to the FSU.
The FSU supplies the +8-V dc power to the ECU. The CHIP SEL discrete outputs select the desired EEPROM to read or write data.
The WRITE PROTECT discretes are grounded to write data to the selected EEPROM. The CLOCK line is used to clock data on the
SERIAL DATA TX and SERIAL DATA RX lines. The FSU has the SLOT STRAP and SDI strap inputs. The SDI pins are grounded
to indicate the FSU No. 1.
The FSU has Ethernet connections to the MFD and to the USB-capable DBU. The FSU outputs the L-FSU-1 664 Ethernet bus to the
MFD. The FSU supplies the electronic charts, enhanced map overlays including geopolitical boundaries, lakes, rivers and oceans,
high and low level airways, restricted and controlled airspace, and obstacles, and graphical weather displays to the MFD. The data is
formatted for display on the MFD without additional processing. The MFD outputs the L-MFD-1 664 Ethernet bus to the FSU. The
FSU outputs the L-FSU-3 664 Ethernet bus to the USB-capable DBU. The USB-capable DBU outputs the DBU-13 664 Ethernet
bus to the FSU.
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Figure 2-82. File Server Unit, FSU-5010 No. 1, External Simplified Schematic (Sheet 1 of 2)
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system components
Figure 2-82. File Server Unit, FSU-5010 No. 1, External Simplified Schematic (Sheet 2 of 2)
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2.39. FILE SERVER UNIT, FSU-5010, DATA.

The FSU provides advanced display features to the cockpit such as electronic charts, enhanced map overlays including geopolitical
boundaries, lakes, rivers and oceans, high and low level airways, restricted and controlled airspace, and obstacles, and graphical
weather displays. Most of these features use relatively large databases, which the FSU accommodates with nonvolatile flash memory.
The FSU also provides a gateway service for the upload and download of data to other LRUs on the airplane using the DBU, or by
using a personal computer with CPAS.
2.39.1. FSU-5010 Illustration.
Refer to Figure 2-83 for an illustration of the FSU-5010.
Figure 2-83. FSU-5010
2.39.2. FSU-5010 Mating Connector Data.

Figure 2-84 shows a mating connector pictorial for the FSU-5010. Each connector shows pin locations to aid the troubleshooting
effort.
Table 2-19 shows the mating connector hardware and tooling for the FSU-5010.
Table 2-19. FSU-5010 Mating Connector Hardware and Tooling.

FSU-5010 HARDWARE/TOOLING
Mating connector P1: D38999/26FJ35SN, CPN 359-0680-090
Strain Relief: M85049/38S25N, CPN 859-6619-180
Crimp Contacts: M39029/56-34B, CPN 359-0608-130
Mating connector P2: Cannon CA140266-2, CPN 359-0715-010
Strain relief: M85049.38S21N, CPN 859-6619-160
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Table 2-19. FSU-5010 Mating Connector Hardware and Tooling. - Continued

FSU-5010 HARDWARE/TOOLING
Contacts (4 x 24 Sockets): Cannon 224-0011-000, CPN 359-0713-010
Insertion/extraction tooling: CPN 860-2527-060
Crimp tool: M22520/2-01, CPN 359-8102-010
Crimp positioner: M22520/2-37, Daniels P/N K709
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Figure 2-84. FSU-5010 Mating Connectors
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The FSU-5010 is rack mounted.
2.39.3.1. Installation. The procedure to install the FSU-5010 follows:
2.39.3.2. Removal. The procedure to remove the FSU-5010 follows:
The power supply develops the required internal supply levels. The power supply also has a holdup voltage circuit which supplies
backup power for shutting down the FSU when loss of power is imminent and the battery input voltage source is not available. The
battery bus input has a timer shutdown circuit. If the primary power is lost, the power supply switches to the battery power input.
The FSU runs for 2.5 minutes on battery power and then automatically shuts down the power supply. A ground on the BATTERY
BUS OVERRIDE SWITCH discrete causes the power supply to restart and use the battery bus power. An open on the BATTERY
BUS OVERRIDE SWITCH discrete allows the FSU to shutdown after 2.5 minutes on battery power.
The FSU has three full-duplex RS-422 serial interfaces. The FSU uses the RS-422 interface to load the monthly database updates
to the Flight Management Computers (FMC) and new diagnostic tables to the Maintenance Diagnostic Computer (MDC).
The ECU is remotely mounted. The ECU has two EEPROMs that store the FSU configuration data.
The FSU has four Ethernet channels. Three of four channels are capable of 10/100 Base-T Ethernet communications. The fourth
channel supports only 10 Base-T Ethernet communications.
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2.40. GPS-4000A 34-58-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Global Posi-
tioning System Sensor Units on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.40.1. Global Positioning System No. 1, External Theory of Operation.
Refer to Figure 2-85. This shows the power, discrete inputs, and ARINC 429 I/O interfaces of the GPS No. 1.
The +28-V dc avionics left generator bus powers the GPS No. 1. The discrete I/O data inputs consist of the OUTPUT BUS SPEED
SELECT and SDI logic. A ground on the OUTPUT BUS-1 SPEED SELECT (pin P1B-4C) discrete and an open on the OUTPUT
BUS-2 SPEED SELECT (pin P1C-5D) discrete selects the low-speed ARINC 429 bus outputs. The NO. 1 SDI is grounded and NO.
2 SDI is open for the GPS No. 1.
The IOC No. 1 outputs a L-GP-4 ARINC 429 low-speed data bus to the GPS receive port (pins P1B-2C/2D). The IOC No. 2 outputs
a R-GP-4 ARINC 429 low-speed data bus to the GPS receive port (pins P1B-12C/12D).
The GPS outputs the L-GPS-1 data bus to the CDU No. 1 and IOC No. 1.
2.40.2. Global Positioning System No. 2, External Theory of Operation.
Refer to Figure 2-86. The GPS No. 2 functions like the GPS No. 1.
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Figure 2-85. Global Positioning System, GPS-4000A No. 1, External Simplified Schematic
2-235/(2-236 Blank)
system components
Figure 2-86. Global Positioning System, GPS-4000A No. 2, External Simplified Schematic
2-237/(2-238 Blank)
system components
2.41. GLOBAL POSITIONING SYSTEM, GPS-4000A, DATA.

The GPS processes signals from the GPS antenna to give navigation data to the IOCs. The GPS antenna actively filters and amplifies
the GPS signals for the GPS receiver.
2.41.1. GPS-4000A Illustration.
Refer to Figure 2-87 for an illustration of the GPS-4000A.
Figure 2-87. GPS-4000A
2.41.2. GPS-4000A Mating Connector Data.

Figure 2-88 shows a mating connector pictorial for the GPS-4000A. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-89 for internal signals for the GPS-4000A. Also refer to the interconnect wiring diagram in the appendix.
Table 2-20 shows the mating connector hardware and tooling for the GPS-4000A.
Table 2-20. GPS-4000A Mating Connector Hardware and Tooling.

GPS-4000A HARDWARE/TOOLING
Mating connector: Cannon BKAD1-67400-72, CPN 859-3477-020
Contacts: 22 AWG pin, Cannon 030-2259-000, CPN 370-0066-060
Insertion/extraction tool: Cannon CIET 22, CPN 371-8445-020
Contacts: 16 AWG socket, Cannon 031-1303-000, CPN 370-0066-080
Insertion/extraction tool: Cannon CET-16-9, CPN 371-8445-080
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Table 2-20. GPS-4000A Mating Connector Hardware and Tooling. - Continued

GPS-4000A HARDWARE/TOOLING
Coax contact: No. 5 socket, (RG-58) Cannon 249-2077-000, CPN 370-0055-020 or (RG-142 or RG-400) Cannon 249-2078-000, CPN
370-0055-060
Insertion/extraction tool: Cannon CET-C8, CPN 370-8046-010
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Figure 2-88. GPS-4000A Mating Connectors

The GPS-4000A is rack mounted.
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2.41.3.1. Installation. The procedure to install the GPS-4000A follows:

2.41.3.2. Removal. The procedure to remove the GPS-4000A follows:
Refer to Figure 2-89. The ARINC 429 I/O interface consists of two IAPS IOC receive ports and one GPS transmitter port.
The GPS contains receiver UARTs, I/O processor, and the GPS ENGINE. The +28-V dc power input is applied to the power supply
that provides all required internal voltage levels. The active GPS antenna filters and amplifies the received GPS satellite signals.
The active GPS antenna is powered by +12-V dc on the antenna coax cable. The antenna applies the received GPS signal to the GPS
ENGINE. The GPS ENGINE calculates the airplane position.
The I/O processor outputs calculated position data through the UART on an ARINC 429 low-speed data bus.
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Figure 2-89. Global Positioning System, GPS-4000A, Internal Simplified Schematic
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2.42. HF-9031A, HF-9041 23-12-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the HF Receiver
Transmitter and HF Antenna Coupler on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.42.1. HF Receiver Transmitter No. 1, External Theory of Operation.
Refer to Figure 2-90. This sheet shows the HF COMM and the interface to the HF antenna coupler.
The CDU No. 1 normally tunes the HF COMM through the port B input. The HF COMM can also be tuned by the RTU. The HF
COMM receives an ARINC 429 data bus from the CDU No. 1. The L-CDU-7 bus is connected to the HF COMM port B. The
RTU-2 bus is connected to the HF COMM port A. The RTU-2 and R-CDU-7 buses contain the HF COMM frequency data.
The HF COMM usually receives the tune data through the port B input. The CDU No. 1 outputs the tune data to the HF COMM
port B. When the CDU reversion switch is set to the RTU position, the R TUNER TAKE CMD discrete is grounded. A ground on
the R TUNER TAKE CMD discrete causes the HF COMM to select the port A RTU tune data. The RTU outputs the tune data to
the HF COMM port A.
The processed tune data is input to an ARINC 429 low-speed transmitter and output to the IOC No. 1. The L-HF-1 data bus contains
the HF COMM frequency echo and HF COMM diagnostics.
The +28Vdc bus supplies the power to the HF COMM.
The power supply/audio module receives the L-HF KEY discrete and L-HF TRANSMIT AUDIO signals from the airplane audio
system. When the L-HF KEY discrete is grounded, the HF COMM transmits. The airplane audio system outputs the analog L-HF
TRANSMIT AUDIO signal to the HF COMM.
The power supply/audio module outputs the analog L-HF COMBINED AUDIO to the airplane audio system. The combined audio
output can be a 150-Ω or 600-Ω output. The HF COMM outputs the analog L-HF SELCAL AUDIO to the SELCAL decoder.
The power amplifier module amplifies the transmit signal and output the rf signal to the HF antenna coupler. The HF antenna coupler
receives the control data over the fiber optic cable from the HF COMM. The HF antenna coupler returns the status and diagnostic
data to the HF COMM over another fiber optic cable.
The HF antenna coupler outputs the rf signal thru the rear connector to the HF antenna coupler mount. The mount connects the
HF COMM system to the HF antenna. The antenna feedline is mounted on the HF antenna coupler mount. The antenna feedline
provides the connection to the HF COMM antenna.
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Figure 2-90. HF COMM Transceiver, HF-9031A No. 1 and HF COMM Coupler, HF-9041 No. 1, External Simplified
Schematic
2-245/(2-246 Blank)
system components
2.43. HF RECEIVER TRANSMITTER, HF-9031A, AND HF ANTENNA COUPLER, HF-9041, DATA.

The HF COMM is a multi-channel COMM transceiver that provides 2-way AM voice communications.
2.43.1. HF-9031A and HF-9041 Illustrations.
Refer to Figure 2-91 for an illustration of the HF-9031A. Refer to Figure 2-92 for an illustration of the HF-9041.
Figure 2-91. HF-9031A
Figure 2-92. HF-9041
2.43.2. HF-9031A and HF-9041 Mating Connector Data.

Figure 2-93 shows a mating connector pictorial for the HF-9031A. Each connector shows pin locations to aid the troubleshooting
effort. There is no mating connector pictorial for the HF-9041.
Refer to Figure 2-94 for internal signals for the HF-9031A. Refer to Figure 2-94 for internal signals for the HF-9041. Also refer to
the interconnect wiring diagram in the appendix.
Table 2-21 shows the mating connector hardware and tooling for the HF-9031A and for the HF-9041.
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Table 2-21. HF-9031A and HF-9041 Mating Connector Hardware and Tooling.
HF-9031A HARDWARE/TOOLING
HF-9041 HARDWARE/TOOLING
Mating connector Kit: CPN 685-0360-002
Mating connector P1: MIL MS3476L14-19S, CPN 359-7504-080
Strain relief: MIL MS3417-14N, CPN 359-7007-010
Fiber optic connector P2/P3: Ensign-Bickford CM-230-1.8, CPN 261-0054-010
Mating connector P4: MIL M39012/16-0101, CPN 357-9292-000
Figure 2-93. HF-9031A Mating Connectors

The HF-9031A and HF-9041 are rack mounted.
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2.43.3.1. Installation. The procedure to install the HF-9031A or HF-9041 follows:

2.43.3.2. Removal. The procedure to remove the HF-9031A or HF-9041 follows:
The HF COMM consists of a chassis and five major modules. The HF COMM has the modules that follow:
• ARINC 429 interface
• Control
• Power supply/audio
• Receiver/exciter
• Power amplifier.
The ARINC 429 interface module has the ARINC bus receivers, an ASIC, a UART, and the ARINC bus transmitters. The HF
COMM has three ARINC 429 receivers that pass the bus data to the ASIC circuit. The ASIC has two discrete inputs. The PORT
A/B SELECT and PORT C SELECT discretes select the tune data source.
The discrete inputs are diode isolated and input through a pullup resistor to the ASIC.
The ASIC reads the L-CDU TAKE CMD (PORT A/B SEL) and PORT C SELECT discretes and selects the active tune port. The
ASIC receives the two ARINC buses and passes the data from the selected bus to the UART. The UART does the label check and
passes the data to the control module.
The control module contains a microprocessor system including ROM, RAM, nonvolatile memory, timers, and parallel input/output
devices. The control module has access to the control and status lines to/from all other modules. On command from the ARINC
429 bus, the control module configures the transceiver and system for the selected frequency and mode of operation.
The ARINC 429 interface reads the tune/control data from the data buses, reformats the data, and outputs the data to the control
module. The control module issues system commands over the fiber-optic bus to the HF antenna coupler. Monitor data from the
transceiver modules and the rest of the system is sent by the control module to the ARINC 429 interface module. The interface
module UART formats the data and outputs the serial data to the ARINC transmitters.
The power supply portion of the power supply/audio module converts the +28Vdc primary power input to regulated voltages required
by other transceiver modules.
The SELCAL decoder decodes the L-HF SELCAL AUDIO signal.
The RF/IF portion of the receiver-exciter module employs a dual-conversion frequency scheme to translate the signal between the
audio spectrum and the desired radio frequency. The frequency synthesizer portion of the receiver-exciter module provides all the
injection frequencies required for the RF-to-audio and audio-to-RF frequency for the frequency synthesizer.
The HF COMM transmitter-receiver can operate either simplex or half duplex in modes including Upper Sideband Voice (UV),
Upper Sideband Data (UD), Lower Sideband Voice (LV), Lower Sideband Data (LD), Amplitude Modulation Equivalent (AME),
and Continuous Wave (CW).
The HF antenna coupler consists of three major modules. The modules include the control, discriminator, and RF tuner. The micro-
processor in the control module is directed by software to configure the RF tuner for proper phasing and minimum Voltage-Standing
Wave Ration (VSWR) in response to command signals from the transceiver, and error signals from the discriminator. Tuning data
from the previously tuned frequencies is stored by the microprocessor memory, and used to minimize future tuning times when that
frequency is used again.
2-249/(2-250 Blank)
system components
Figure 2-94. HF COMM Transceiver, HF-9031A, and HF COMM Coupler, HF-9041, Internal Simplified Schematic
2-251/(2-252 Blank)
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2.44. ICC-3000 22-12-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the IAPS Card
Cage on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.44.1. IAPS Card Cage Side No. 1, External Theory of Operation.
Refer to Figure 2-95. This sheet shows circuits of the of the ICC No. 1 Side.
The number 1 (pilot-side) IAPS data interfaces with all external systems through the connectors shown on this sheet. The number 1
side IAPS LRMs are the IEC and the CSU No. 1, IOC No. 1, and PWR No. 1. Resident computers in this half of the ICC are the
FGC No. 1 (part of FGS) and FMC (part of FMS).
The number 1 side IAPS circuits derive power from the number 1 +28-V dc airplane-supply.
Refer to the FGS portion of Figure 2-95 for IAPS pin numbers and functions that apply to FGS connections.
Refer to the FMS portion of Figure 2-95 for IAPS pin numbers and functions that apply to FMS connections.
2.44.2. IAPS Card Cage Side No. 2, External Theory of Operation.
NOTE
Refer to Figure 2-96. This shows the circuits of the ICC No. 2 Side. Number 2 side IAPS data interfaces with all external systems
through the connectors shown on this sheet.
The number 2 side IAPS circuits derive power from the number 2 +28-V dc airplane supplies.
Refer to Figure 2-96, Sheet 4 for IAPS pin numbers and functions that apply to FGS connections.
2-253/(2-254 Blank)
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Figure 2-95. IAPS Card Cage, ICC-3000 No. 1 Side, External Simplified Schematic (Sheet 1 of 5)
2-255/(2-256 Blank)
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2-257/(2-258 Blank)
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2-259/(2-260 Blank)
system components
2-261/(2-262 Blank)
system components
2-263/(2-264 Blank)
system components
2-265/(2-266 Blank)
system components
2-267/(2-268 Blank)
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2-269/(2-270 Blank)
system components
2-271/(2-272 Blank)
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2-273/(2-274 Blank)
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2.45. IAPS CARD CAGE, ICC-3000, DATA.

The ICC back plane circuit card contains the external connector plugs and provides the protection interface for the LRMs.
2.45.1. ICC-3000 Illustration.
Refer to Figure 2-97 for an illustration of the ICC-3000.
Figure 2-97. ICC-3000
2.45.2. ICC-3000 Connector Data.

Refer to Figure 2-98 for the mating connectors for the ICC-3000. Figure 2-99 shows the backplane connector for the ICC-3000.
Refer to Figure 2-100 for internal signals for the ICC-3000. Also refer to the interconnect wiring diagram in the appendix. Table
2-22 shows the mating connector hardware and tooling for the ICC-3000.
Table 2-22. ICC-3000 Mating Connector Hardware and Tooling.

ICC-3000 HARDWARE/TOOLING
Strain relief: MIL M85049/47N20, CPN 859-6604-070
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Table 2-22. ICC-3000 Mating Connector Hardware and Tooling. - Continued

ICC-3000 HARDWARE/TOOLING
Mating connector P101: MIL MS27484T20F35SA, CPN 359-0645-400
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Figure 2-98. ICC-3000 Mating Connectors
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Figure 2-98. ICC-3000 Mating Connectors
2-278
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2.45.2.1. IAPS Backplane Pin Connectors. Refer to Figure 2-99. The ICC-3000 IAPS Card Cage (ICC) is divided into number
1 and number 2 side IAPS circuits. The LRMs mate to twelve High-Density Interconnect (HDI) connectors on the ICC backplane
circuit card. The 2-row extender card is used with the ICC.
The following tables describe the ICC backplane HDI connector pin descriptions for each IAPS LRM:
• Refer to Table 2-23 for the IAPS Environmental Controller (IEC)
• Refer to Table 2-24 for the Power Supply No. 1 (PWR)
• Refer to Table 2-25 for the Flight Guidance Computer No. 1 (FGC)
• Refer to Table 2-26 for the Configuration Strapping Unit No. 1 (CSU)
• Refer to Table 2-27 for the Flight Management Computer No. 1 (FMC)
• Refer to Table 2-28 for the Input/Output Concentrator No. 1 (IOC)
• Refer to Table 2-29 for the Maintenance Diagnostic Computer (MDC)
• Refer to Table 2-30 for the Power Supply No. 2 (PWR)
• Refer to Table 2-31 for the Flight Guidance Computer No. 2 (FGC)
• Refer to Table 2-32 for the Configuration Strapping Unit No. 2 (CSU)
• Refer to Table 2-33 for the Flight Management Computer No. 2 (FMC)
• Refer to Table 2-34 for the Input/Output Concentrator No. 2 (IOC).
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Figure 2-99. ICC-3000 Backplane Connectors
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Table 2-23. J6 Backplane HDI Connector Pin Descriptions for the IEC.
PIN CHANNEL A CHANNEL B PIN CHANNEL A CHANNEL B
1 +28-V IEC PWR (HTR/FAN) +28-V IEC PWR (HTR/FAN) 39 RESERVED RESERVED
2 +28-V IEC PWR (HTR/FAN) +28-V IEC PWR (HTR/FAN) 40 ENV SPARE0 ENV SPARE3
3 HTR/FAN POWER GND HTR/FAN POWER GND 41 ENV SPARE1 ENV SPARE4
4 HTR/FAN POWER GND HTR/FAN POWER GND 42 ENV SPARE2 ENV SPARE5
5 QA-PWR POWER (+28-V DC) QA-PWR POWER (+28-V DC) 43 RESERVED ENV SPARE6
6 QA-PWR GND QA-PWR GND 44 RESERVED RESERVED
7 QB-PWR POWER (+28-V DC) QB-PWR POWER (+28-V DC) 45 RESERVED RESERVED
8 QB-PWR GND QB-PWR GND 46 RESERVED RESERVED
9 RESERVED RESERVED 47 RESERVED RESERVED
10 TEMP SENSOR QA (H) TEMP SENSOR QA (L) 48 RESERVED RESERVED
15 QA-PWR INHIBIT OUT QA-PWR INHIBIT OUT 53 RESERVED RESERVED
23 RESERVED RESERVED 61 QB-PWR INHIBIT OUT QB-PWR INHIBIT OUT
27 RESERVED IEC ENV MONITOR OUT TO IOC 65 RESERVED RESERVED
30 TEMP SENSOR QB (H) TEMP SENSOR QB (L) 68 RESERVED RESERVED
34 RESERVED RESERVED 72 PWR GND PWR GND
35 RESERVED RESERVED 73 PWR GND PWR GND
38 RESERVED RESERVED
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Table 2-24. J7 Backplane HDI Connector Pin Descriptions for the PWR No. 1.
2 RESERVED RESERVED 40 QA IAPS ISOL +12-V GND RTN QA IAPS ISOL +12-V GND RTN
11 RESERVED RESERVED 49 QA-PWR SHUTDOWN WARN QA-PWR SHUTDOWN WARN

OUT OUT
12 RESERVED RESERVED 50 QA-PWR OVERHEAT MON OUT QA-PWR OVERHEAT MON OUT
14 QA-PWR GND QA-PWR GND 52 QA-PWR GND QA-PWR GND
17 QA-PWR +28-V DC QA-PWR +28-V DC 55 QA-PWR +5-V DC QA-PWR +5-V DC
22 QA-PWR –12-V DC QA-PWR –12-V DC 60 QA-IAPS ISOL +5-V GND RTN QA-IAPS ISOL +5-V GND RTN
23 QA-IAPS ISOL +5-V GND RTN QA-IAPS ISOL +5-V GND RTN 61 QA-PWR INHIBIT QA-PWR INHIBIT
26 QA-IAPS ISOL +5-V DC QA-IAPS ISOL +5-V DC 64 QA-PWR GND QA-PWR GND
28 RESERVED RESERVED 66 QA-IAPS ISO +5-V DC QA-IAPS ISO +5-V DC
29 RESERVED RESERVED 67 QA-PWR +12-V DC QA-PWR +12-V DC
32 QA IAPS ISOL –12-V GND RTN QA IAPS ISOL –12-V GND RTN 70 QA-PWR VALID OUT QA-PWR VALID OUT
34 QA-PWR +5-V DC QA-PWR +5-V DC 72 QA-PWR GND QA-PWR GND
35 QA IAPS ISOL –12-V DC QA IAPS ISOL –12-V DC 73 QA-PWR GND QA-PWR GND
36 RESERVED FGS-MODE LOGIC POWER A 74 QA-PWR +28-V DC POWER QA-PWR +28-V DC POWER
37 RESERVED RESERVED 75 QA-PWR +28-V DC POWER QA-PWR +28-V DC POWER
38 QA IAPS ISOL +12-V DC QA IAPS ISOL +12-V DC
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Table 2-25. J8 Backplane HDI Connector Pin Descriptions for the FGC No. 1.
1 GND REF A GND REF A 39 L-AHC-1 (A) TO FGC L-AHC-1 (B) TO FGC
2 AIL SVO MOTOR A TO SVO AIL SVO MOTOR A TO SVO 40 FGC DISC IN 1 A MAN PITCH FGC DISC IN 0 A MAN
TRIM DOWN PITCH TRIM UP
3 QA-PWR +28-V DC YD POSITION A (L) 41 FGC ANA 2 (L) A PITCH FGC ANA 2 (H) A PITCH
TRIM POS TRIM POS
4 QA-PWR GND YD POSITION A (H) 42 QA-PWR +5-V DC QA-PWR +5-V DC
5 RESERVED RESERVED 43 AP ENGAGE ENABLE A FGC ANALOG 3 (H) A AIL
SURFACE POS (RESERVED)
6 OTHER AIL SVO ERROR B QA-PWR VALID IN 44 FGC ANALOG 3 (L) A AIL FGC OPTION STRAP 5 A
IN SURFACE POS (RESERVED)
7 RESERVED FGP-1 (L) A TO FGC (RS-422) 45 PITCH TRIM RELAY PWR PITCH TRIM INTERLOCK
+28-V A IN A
8 RESERVED FGP-1 (H) A TO FGC (RS-422) 46 QA-PWR GND RESERVED
9 QA-PWR +12-V DC QA-PWR +12-V DC 47 YD ENGAGE ENABLE A FGC OPTION STRAP 6 A
10 SERVO POWER GND RTN SERVO POWER GND RTN 48 OTHER ELE SVO ERROR B OTHER RUD SVO ERROR B
IN IN
11 AIL SVO PWR A AIL SVO PWR A 49 PITCH TRIM INTERLOCK PITCH TRIM ARM UP A
OUT A
12 QA-PWR GND RESERVED 50 FGC OPTION STRAP 7 FGC OPTION STRAP 1 A
ACORPORATE PACKAGE
13 ELE SVO MOTOR A TO SVO ELE SVO MOTOR A TO SVO 51 QA-PWR GND RESERVED
14 FGC DISC IN 6 A FGC CONFIG STRAP 0 52 OTHER AIL SVO MOTOR B FGC OPTION STRAP 3 A
IN
15 FGC CONFIG STRP 7 PILOT FGC CONFIG STRAP 5 53 OTHER ELE SVO MOTOR B FGC OPTION STRAP 0 A
(GND) IN
16 FGC CONFIG STRAP 2 FGC CONFIG STRAP 6 54 QA-PWR –12-V DC QA-PWR –12-V DC
17 QA-PWR +28-V DC FGC CONFIG STRAP 4 55 OTHER RUD SVO MOTOR B FGC A AIL TORQUE
IN COMMAND
18 L-IOC-3 (L) L-IOC-3 (H) 56 RUD SVO ERROR A OUT TO FGC OPTION STRAP 2 A
FGC 2
19 FGC CONFIG STRAP 1 FGC CONFIG STRAP 3 57 AIL SVO ERROR A OUT TO ELE SVO ERROR A OUT TO
FGC 2 FGC 2
20 ELE SVO PWR A ELE SVO PWR A 58 ELE TORQUE PROGRAM A AIL TORQUE PROGRAM A
21 QA-PWR +5-V DC QA-PWR +5-V DC 59 RUD TORQUE PROGRAM A QA-PWR +28-V DC
22 L-FGC-2 TO FGP (L) A L-FGC-2 TO FGP (H) A 60 FGC A ELE TORQUE PITCH TRIM DOWN CMD A
(RS-422) (RS-422) COMMAND
23 L-FGC-1 (L) TO IOC 1 L-FGC-1 (H) TO IOC 1 61 FGC A RUD TORQUE PITCH TRIM DOWN CMD
COMMAND (GND) A
24 QA-PWR GND RESERVED 62 QA-PWR GND RESERVED
25 R-FGC-3 CROSS CHAN BUS R-FGC-3 CROSS CHAN BUS 63 AIL SVO TACH A (L) FROM AIL SVO TACH A (H) FROM
(L) IN (H) IN SVO SVO
26 L-FGC-3 CROSS CHAN BUS L-FGC-3 CROSS CHAN BUS 64 ELE SVO TACH A (L) FROM ELE SVO TACH A (H) FROM
(L) OUT (H) OUT SVO SVO
27 QA-PWR SHUTDOWN RESERVED 65 RUD SVO TACH A (L) FROM RUD SVO TACH A (H) FROM
WARN IN SVO SVO
28 RESERVED RESERVED 66 FGC ANALOG 5 (L) A FGC ANALOG 5 (H) A
RESERVED RESERVED
29 RUD SVO MOTOR A TO RUD SVO MOTOR A TO SVO 67 SPARE SPARE
SVO
30 QA-PWR +28-V DC PITCH TRIM FAIL ANNUN A 68 SPARE SPARE
31 SERVO POWER GND RTN SERVO POWER GND RTN 69 SPARE SPARE
32 RUD SVO PWR A RUD SVO PWR A 70 SPARE SPARE
33 FGC ANALOG 0 (L) FGC ANALOG 0 (H) A 71 SPARE SPARE
A TRIMACTUATOR TRIMACTUATOR RELATIVE
RELATIVE POSITION POSITION
34 FGC OPTION STRAP 4 A FGC DISC IN 4 A SPARE 72 SPARE SPARE
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Table 2-25. J8 Backplane HDI Connector Pin Descriptions for the FGC No. 1. - Continued
35 FGC ANALOG IN 1 (L) A FGC ANALOG IN 1 (H) A 73 SPARE SPARE
RESERVED RESERVED
36 FGC DISC IN 5 A SPARE FGC DISC IN 3 A SPARE 74 SPARE SPARE
37 FGC ANALOG 4 (L) A FGC ANALOG 4 (H) A 75 SPARE SPARE
RESERVED RESERVED
38 FGC DISC IN 7 A FGC DISC IN 2 A
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Table 2-26. J9 Backplane HDI Connector Pin Descriptions for the CSU No. 1.
1 STRAP BIT0 STRAP BIT1 39 RESERVED RESERVED
3 STRAP BIT4 STRAP BIT5 41 STRAP STROBE WORD 2 STRAP STROBE WORD 6
6 STRAP STROBE WORD 4 STRAP STROBE WORD 0 44 STRAP STROBE WORD 3 STRAP STROBE WORD 7
9 RESERVED STRAP GND 47 RESERVED RESERVED
10 FGC CONFIG STRAP 0 FGC CONFIG STRAP 1 48 RESERVED RESERVED
13 RESERVED RESERVED 51 RESERVED STRAP GND
14 FGC CONFIG STRAP 4 FGC CONFIG STRAP 5 52 YAW/ROLL ATC CONFIG 0 A YAW/ROLL ATC CONFIG 1 A
16 FGC CONFIG STRAP 6 RESERVED 54 YAW/ROLL ATC CONFIG 2 A YAW/ROLL ATC CONFIG 3 A
18 RESERVED STRAP GND 56 YAW/ROLL ATC CONFIG 4 A RESERVED
19 FMS CONFIG 0 FMS CONFIG 1 57 RESERVED RESERVED
23 FMS CONFIG 4 RESERVED 61 YAW/ROLL ATC CONFIG 0 B YAW/ROLL ATC CONFIG 1 B
25 RESERVED RESERVED 63 YAW/ROLL ATC CONFIG 2 B YAW/ROLL ATC CONFIG 3 B
27 RESERVED RESERVED 65 YAW/ROLL ATC CONFIG 4 B RESERVED
37 STRAP STROBE WORD 13 STRAP STROBE WORD 9 75 RESERVED RESERVED
38 STRAP STROBE WORD 5 STRAP STROBE WORD 1
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Table 2-27. J10 Backplane HDI Connector Pin Descriptions for the FMC No. 1.
2 RESERVED RESERVED 40 RESERVED L-FMC-6 (A) TO PFD 2
3 RESERVED RESERVED 41 L-FMC-6 (B) TO PFD 2 RESERVED
4 QA-PWR GND QA-PWR GND 42 QA-PWR +5-V DC QA-PWR +5-V DC
6 RESERVED QA-PWR VALID IN 44 SPARE IN (B) RESERVED
8 RESERVED RESERVED 46 QA-PWR GND QA-PWR GND
9 QA-PWR +12-V DC QA-PWR +12-V DC 47 RESERVED RESERVED
10 FMC CONFIG STRAP 1 RESERVED 48 RESERVED L-FMC-2 (A) TO PFD/MFD 1
(OPEN)
11 RESERVED RESERVED 49 RESERVED L-FMC-2 (B) TO PFD/MFD 1
12 QA-PWR GND QA-PWR GND 50 L-FMC-8 (H) RESERVED L-FMC-8 (L) RESERVED
(RS-422) (RS-422)
13 RESERVED RESERVED 51 QA-PWR GND QA-PWR GND
14 RESERVED RESERVED 52 RESERVED DBU-10 (A) FROM DBU
(AFIS)
15 RESERVED RESERVED 53 CROSS-SIDE R-FMC-4 (H) IN CROSS-SIDE R-FMC-4 (L)
(RS-422) IN (RS-422)
16 RESERVED RESERVED 54 QA-PWR –12-V DC QA-PWR –12-V DC
17 RESERVED RESERVED 55 L-CDU-1 IN (A) L-CDU-1 IN (B)
18 RESERVED RESERVED 56 L-FMC-3 (B) TO CDU L-FMC-3 (A) TO CDU
19 RESERVED RESERVED 57 L-FMC-4 (H) TO FMC 2 L-FMC-4 (L) TO FMC 2
(RS-422) (RS-422)
20 RESERVED RESERVED 58 DBU-10 (B) FROM DBU RESERVED
(AFIS)
21 QA-PWR +5-V DC QA-PWR +5-V DC 59 RESERVED RESERVED
22 RESERVED RESERVED 60 L-FMC-7 (B) TO DBU (AFIS) SPARE IN (A)
23 RESERVED RESERVED 61 FMC CONFIG STRAP 0 RESERVED
(OPEN)
24 QA-PWR GND QA-PWR GND 62 QA-PWR GND QA-PWR GND
27 QA-PWR SHUTDOWN RESERVED 65 RESERVED RESERVED
WARN-F
29 L-FMC-1 (A) TO IOC 1 RESERVED 67 RESERVED RESERVED
32 RESERVED RESERVED 70 DBU-1 IN (L) (RS-422) DBU-1 IN (H) (RS-422)
33 RESERVED RESERVED 71 L-FMC-5 (H) TO DBU L-FMC-5 (L) TO DBU
(RS-422) (RS-422)
34 RESERVED RESERVED 72 L-IOC-4 (A) L-IOC-4 (B)
36 L-FMC-1 (B) TO IOC 1 L-IOC-4 IN (L) 74 R-IOC-4 (A) R-IOC-4 (B)
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Table 2-27. J10 Backplane HDI Connector Pin Descriptions for the FMC No. 1. - Continued
37 RESERVED RESERVED 75 R-IOC-4 (A) R-IOC-4 (B)
38 RESERVED L-FMC-7 (A) TO DBU (AFIS)
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Table 2-28. J11 Backplane HDI Connector Pin Descriptions for the IOC No. 1.
1 STRAP BIT1 SPARE 39 NC L-GP-5 (A) QA IOC PORT 2
2 STRAP STROBE WORD 14 SPARE 40 NC L-GP-5 (B) QA IOC PORT 2
3 STRAP STROBE WORD 11 SPARE 41 MDC-1 (H) TO QA IOC (TTL) MDC-1 (L) TO QA IOC (TTL)
4 QA-PWR GND SPARE 42 QA-PWR +5-V DC QA-PWR +5-V DC
5 STRAP STROBE WORD 13 STRAP BIT6 43 L-VHFCOM-1 (A) QA IOC L-VHFCOM-1 (B) QA IOC
PORT17 PORT17
6 STRAP BIT4 QA-PWR VALID IN 44 L-VIR-1 (B) QA IOC PORT10 L-VIR-1 (A) QA IOC PORT10
7 STRAP BIT7 STRAP BIT0 45 L-RALT-1 (B) QA IOC L-RALT-1 (A) QA IOC
PORT21 PORT21
8 STRAP BIT8 STRAP STROBE WORD 0 46 QA PWR GND QA PWR GND
9 QA +12-V DC PWR QA +12-V DC PWR 47 L-MFD-1 (B) QA IOC PORT8 L-MFD-1 (A) QA IOC PORT8
10 STRAP BIT14 STRAP BIT10 48 L-FMC-1 (B) TO IOC 1 L-FMC-1 (A) TO IOC 1
11 STRAP BIT12 STRAP BIT11 49 L-FGC-1 (L) TO IOC 1 L-FGC-1 (H) TO IOC 1
12 QA PWR GND RESERVED 50 RCV (B) QA L-CMU-11 RCV (A) QA L-CMU-11
HIGH-SPD HIGH-SPD
13 STRAP BIT9 STRAP BIT13 51 QA-PWR GND SPARE
14 STRAP STROBE WORD 12 NC 52 L-GP-4 (B) QA IOC PORT2 L-GP-4 (A) QA IOC PORT2
OUT OUT
15 STRAP BIT5 STRAP BIT3 53 L-IOC-1 (B) QA IOC PORT1 L-IOC-1 (A) QA IOC PORT1
OUT OUT
16 SPARE STRAP BIT2 54 QA –12-V DC PWR QA –12-V DC PWR
17 RESERVED (CSU MUX STRAP STROBE WORD 1 55 L-TDR-1 (A) QA IOC PORT9 L-TDR-1 (B) QA IOC PORT9
ARBITER)
18 STRAP STROBE WORD 5 STRAP STROBE WORD 2 56 SPARE IN (A) QA IOC SPARE IN (B) QA IOC
PORT18 PORT18
19 STRAP STROBE WORD 9 STRAP STROBE WORD 3 57 L-DME-1 (B) QA IOC PORT22 L-DME-1 (A) QA IOC
PORT22
20 STRAP STROBE WORD 10 STRAP STROBE WORD 4 58 L-ADF-1 (B) QA IOC PORT14 L-ADF-1 (A) QA IOC PORT14
21 RESERVED RESERVED 59 L-CDU-6 (B) QA IOC PORT12 L-CDU-6 (A) QA IOC PORT12
22 STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 L-GP-1 (A) QA IOC PORT6 L-GP-1 (B) QA IOC PORT6
OUT OUT
23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 L-AHC-1 (B) QA IOC PORT6 L-AHC-1 (A) QA IOC PORT6
24 QA-PWR GND SPARE 62 QA PWR GND RESERVED
25 SPARE QA-IOC CONFIG 0 A/B 63 L-MLS-1 (B) QA IOC PORT13 L-MLS-1 (A) QA IOC PORT13
(OPEN)
26 QB-PWR 2 OVERHEAT MON QA-IOC CONFIG 2 PARITY 64 L-PFD-1 (B) QA IOC PORT16 L-PFD-1 (A) QA IOC PORT16
(OPEN)
27 QA-IOC CONFIG 1 IEC ENVIRONMENTAL 65 L-DCU-1 (B) QA IOC PORT20 L-DCU-1 (A) QA IOC PORT20
LEFT/RIGHT (OPEN) MONITOR IN
28 NC NC 66 SPARE SPARE
29 STRAP BIT15 L-IOC-4 (A) QA TO FMC/EXT 67 SPARE SPARE
FMS
30 QA-PWR SHUTDOWN L-IOC-4 (B) QA TO FMC/EXT 68 SPARE SPARE
WARN IN FMS
31 SPARE IN (B) QA IOC SPARE IN (A) QA IOC PORT11 69 SPARE SPARE
PORT11
PORT19
PORT23
34 L-GPS-1 (B) QA IOC PORT15 L-GPS-1 (A) QA IOC PORT15 72 SPARE SPARE
35 SPARE SPARE 73 SPARE SPARE
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Table 2-28. J11 Backplane HDI Connector Pin Descriptions for the IOC No. 1. - Continued
36 L-ADC-1 (B) QA IOC PORT 7 L-ADC-1 (A) QA IOC PORT 7 74 SPARE SPARE
37 L-IOC-4 (L) QA TO MDC L-IOC-3 (H) QA TO FGC 1 75 SPARE SPARE
(TTL) (TTL)
38 L-IOC-4 (H) QA TO MDC L-IOC-3 (L) QA TO FGC 1
(TTL) (TTL)
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Table 2-29. J12 Backplane HDI Connector Pin Descriptions for the MDC.
2 RESERVED RESERVED 40 R-IOC-4-(L) (TTL) RESERVED
3 RESERVED RESERVED 41 RESERVED R-IOC-4-(H) (TTL)
4 QB-PWR GND QB-PWR GND 42 QB-PWR +5-V DC QB-PWR +5-V DC
6 RESERVED QB-PWR VALID 44 RESERVED RESERVED
7 RESERVED RESERVED 45 RESERVED L-IOC-4-(H) (TTL)
8 RESERVED RESERVED 46 QB-PWR GND QB-PWR GND
9 QB-PWR +12-V DC QB-PWR +12-V DC 47 MDC-1 (L) TO IOC 2 (TTL) MDC-1 (H) TO IOC 2 (TTL)
10 RESERVED RESERVED 48 RESERVED MDC-2 (A) TO MFD
11 RESERVED RESERVED 49 RESERVED MDC-2 (B) TO MFD
15 RESERVED RESERVED 53 DBU-3 (H) TO MDC (RS-422) DBU-3 (L) TO MDC (RS-422)
16 RESERVED RESERVED 54 QB-PWR –12-V DC QB-PWR –12-V DC
17 RESERVED RESERVED 55 SPARE IN (H) (RS-422) SPARE IN (L) (RS-422)
18 RESERVED RESERVED 56 SPARE OUT (H) (RS-422) SPARE OUT (L) (RS-422)
19 RESERVED RESERVED 57 MDC-3 (H) TO DBU (RS-422) MDC-3 (L) TO DBU (RS-422)
21 QB-PWR +5-V DC QB-PWR +5-V DC 59 RESERVED RESERVED
24 QB-PWR GND QB-PWR GND 62 QB-PWR GND QB-PWR GND
27 QB-PWR SHUTDOWN RESERVED 65 RESERVED RESERVED
WARN
30 R-IOC-4-(H) (TTL) RESERVED 68 RESERVED RESERVED
31 R-IOC-4-(L) (TTL) RESERVED 69 RESERVED RESERVED
34 RESERVED L-IOC-4-(H) (TTL) 72 RESERVED RESERVED
35 RESERVED L-IOC-4-(L) (TTL) 73 RESERVED RESERVED
36 RESERVED L-IOC-4-(L) (TTL) 74 RESERVED RESERVED
38 RESERVED RESERVED
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Table 2-30. J13 Backplane HDI Connector Pin Descriptions for the PWR No. 2.
2 RESERVED RESERVED 40 QB-IAPS ISOL +12-V GND QB-IAPS ISOL +12-V GND
RTN RTN
11 RESERVED RESERVED 49 QB-PWR SHUTDOWN WARN QB-PWR SHUTDOWN
OUT WARN OUT
12 RESERVED RESERVED 50 QB-PWR OVERHEAT MON QB-PWR OVERHEAT MON
17 QB-PWR +28-V DC QB-PWR +28-V DC 55 QB-PWR +5-V DC QB-PWR +5-V DC
22 QB-PWR –12-V DC QB-PWR –12-V DC 60 QB-IAPS ISOL +5-V GND QB-IAPS ISOL +5-V GND
RTN RTN
23 QB-IAPS ISOL +5-V GND QB-IAPS ISOL +5-V GND 61 QB-PWR INHIBIT QB-PWR INHIBIT
RTN RTN
26 QB-IAPS ISOL +5-V DC QB-IAPS ISOL +5-V DC 64 QB-PWR GND QB-PWR GND
28 RESERVED RESERVED 66 QB-IAPS ISOL +5-V DC QB-IAPS ISOL +5-V DC
29 RESERVED RESERVED 67 QB-PWR +12-V DC QB-PWR +12-V DC
32 QB-IAPS ISOL –12-V GND QB-IAPS ISOL –12-V GND 70 QB-PWR VALID QB-PWR VALID
RTN RTN
34 QB-PWR +5-V DC QB-PWR +5-V DC 72 QB-PWR GND QB-PWR GND
35 QB-IAPS ISOL –12-V DC QB-IAPS ISOL –12-V DC 73 QB-PWR GND QB-PWR GND
36 RESERVED FGS-MODE LOGIC POWER 74 QB-PWR +28-V DC POWER QB-PWR +28-V DC POWER
B
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Table 2-30. J13 Backplane HDI Connector Pin Descriptions for the PWR No. 2. - Continued
37 RESERVED RESERVED 75 QB-PWR +28-V DC POWER QB-PWR +28-V DC POWER
38 QB-IAPS ISOL +12-V DC QB-IAPS ISOL +12-V DC
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Table 2-31. J14 Backplane HDI Connector Pin Descriptions for the FGC No. 2.
1 GND REF B GND REF B 39 R-AHC-1 (A) TO FGC R-AHC-1 (B) TO FGC
2 AIL SVO MOTOR B TO SVO AIL SVO MOTOR B TO SVO 40 FGC DISC IN 1 B MAN PITCH FGC DISC IN 0 B MAN
TRIM DOWN PITCH TRIM UP
3 QB-PWR +28-V DC YD POSITION B (L) 41 FGC ANA 2 (L) B PITCH FGC ANA 2 (H) B PITCH
TRIM POS TRIM POS
4 QB-PWR GND YD POSITION B (H) 42 QB-PWR +5-V DC QB-PWR +5-V DC
5 RESERVED RESERVED 43 AP ENGAGE ENABLE B FGC ANALOG 3 (H) B
RESERVED
6 OTHER AIL SVO ERROR A QB-PWR VALID IN 44 FGC ANALOG 3 (L) B FGC OPTION STRAP 5 B
IN RESERVED
7 RESERVED FGP-1 (L) B TO FGC (RS-422) 45 PITCH TRIM RELAY PWR PITCH TRIM INTERLOCK
+28-V B IN B
8 RESERVED FGP-1 (H) B TO FGC (RS-422) 46 QB-PWR GND RESERVED
9 QB-PWR +12-V DC QB-PWR +12-V DC 47 YD ENGAGE ENABLE B FGC OPTION STRAP 6 B
10 SERVO POWER GND RTN SERVO POWER GND RTN 48 OTHER ELE SVO ERROR A OTHER RUD SVO ERROR A
IN IN
11 AIL SVO PWR B AIL SVO PWR B 49 PITCH TRIM INTERLOCK PITCH TRIM ARM DOWN B
OUT B
12 QB-PWR GND RESERVED 50 FGC OPTION STRAP 7 B FGC OPTION STRAP 1 B
13 ELE SVO MOTOR B TO SVO ELE SVO MOTOR B TO SVO 51 QB-PWR GND RESERVED
14 FGC DISC IN 6 B FGC CONFIG STRAP 0 52 OTHER AIL SVO MOTOR A FGC OPTION STRAP 3 B
IN
15 FGC CONFIG STRP 7 FGC CONFIG STRAP 5 53 OTHER ELE SVO MOTOR A FGC OPTION STRAP 0 B
COPILOT (OPEN) IN
16 FGC CONFIG STRAP 2 FGC CONFIG STRAP 6 54 QB-PWR –12-V DC QB-PWR –12-V DC
17 QB-PWR +28-V DC FGC CONFIG STRAP 4 55 OTHER RUD SVO MOTOR A FGC B AIL TORQUE
IN COMMAND
18 R-IOC-3 (L) R-IOC-3 (H) 56 RUD SVO ERROR B OUT TO FGC OPTION STRAP 2 B
FGC 1
19 FGC CONFIG STRAP 1 FGC CONFIG STRAP 3 57 AIL SVO ERROR B OUT TO ELE SVO ERROR B OUT TO
FGC 1 FGC 1
20 ELE SVO PWR B ELE SVO PWR B 58 ELE TORQUE PROGRAM B AIL TORQUE PROGRAM B
21 QB-PWR +5-V DC1 QB-PWR +5-V DC1 59 RUD TORQUE PROGRAM B QB-PWR +28-V DC
22 R-FGC-2 TO FGP (L) B R-FGC-2 TO FGP (H) B 60 FGC B ELE TORQUE PITCH TRIM UP CMD B
(RS-422) (RS-422) COMMAND
23 R-FGC-1 (L) TO IOC 2 R-FGC-1 (H) TO IOC 2 61 FGC B RUD TORQUE PITCH TRIM UP CMD (GND)
COMMAND B
24 QB-PWR GND RESERVED 62 QB-PWR GND RESERVED
25 L-FGC-3 CROSS CHAN BUS L-FGC-3 CROSS CHAN BUS 63 AIL SVO TACH B (L) FROM AIL SVO TACH B (H) FROM
(L) IN (H) IN SVO SVO
26 R-FGC-3 CROSS CHAN BUS R-FGC-3 CROSS CHAN BUS 64 ELE SVO TACH B (L) FROM ELE SVO TACH B (H) FROM
(L) OUT (H) OUT SVO SVO
27 QB-PWR SHUTDOWN RESERVED 65 RUD SVO TACH B (L) FROM RUD SVO TACH B (H) FROM
WARN IN SVO SVO
28 RESERVED RESERVED 66 FGC ANALOG 5 (L) B FGC ANALOG 5 (H) B
RESERVED RESERVED
29 RUD SVO MOTOR B TO SVO RUD SVO MOTOR B TO SVO 67 SPARE SPARE
30 QB-PWR +28-V DC PITCH TRIM FAIL ANNUN B 68 SPARE SPARE
31 SERVO POWER GND RTN SERVO POWER GND RTN 69 SPARE SPARE
32 RUD SVO PWR B RUD SVO PWR B 70 SPARE SPARE
33 FGC ANALOG 0 (L) FGC ANALOG 0 (H) 71 SPARE SPARE
B TRIMACTUATOR B TRIMACTUATOR
RELATIVE POSITION RELATIVE POSITION
34 FGC OPTION STRAP 4 B FGC DISC IN 4 B SPARE 72 SPARE SPARE
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Table 2-31. J14 Backplane HDI Connector Pin Descriptions for the FGC No. 2. - Continued
35 FGC ANALOG IN 1 (L) B FGC ANALOG IN 1 (H) B 73 SPARE SPARE
RESERVED RESERVED
36 FGC DISC IN 5 B SPARE FGC DISC IN 3 B SPARE 74 SPARE SPARE
37 FGC ANALOG 4 (L) B FGC ANALOG 4 (H) B 75 SPARE SPARE
RESERVED RESERVED
38 FGC DISC IN 7 B FGC DISC IN 2 B
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Table 2-32. J15 Backplane HDI Connector Pin Descriptions for the CSU No. 2.
9 RESERVED STRAP GND 47 RESERVED RESERVED
14 FGC CONFIG STRAP 4 FGC CONFIG STRAP 5 52 YAW/ROLL ATC CONFIG 0 A YAW/ROLL ATC CONFIG 1
A
16 FGC CONFIG STRAP 6 RESERVED 54 YAW/ROLL ATC CONFIG 2 A YAW/ROLL ATC CONFIG 3
A
18 RESERVED STRAP GND 56 YAW/ROLL ATC CONFIG 4 A RESERVED
23 FMS CONFIG 4 RESERVED 61 YAW/ROLL ATC CONFIG 0 B YAW/ROLL ATC CONFIG 1 B
25 RESERVED RESERVED 63 YAW/ROLL ATC CONFIG 2 B YAW/ROLL ATC CONFIG 3 B
27 RESERVED RESERVED 65 YAW/ROLL ATC CONFIG 4 B RESERVED
37 STRAP STROBE WORD 13 STRAP STROBE WORD 9 75 RESERVED RESERVED
38 STRAP STROBE WORD 5 STRAP STROBE WORD 1
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Table 2-33. J16 Backplane HDI Connector Pin Descriptions for the FMC No. 2.
2 RESERVED RESERVED 40 RESERVED R-FMC-6 (A) TO PFD/MFD 1
3 RESERVED RESERVED 41 R-FMC-6 (B) TO PFD/MFD 1 RESERVED
4 QB-PWR GND QB-PWR GND 42 QB-PWR +5-V DC QB-PWR +5-V DC
6 RESERVED QB-PWR VALID IN 44 SPARE IN (B) RESERVED
10 FMC CONFIG STRAP 1 RESERVED 48 RESERVED R-FMC-2 (A) TO PFD 2
(OPEN)
11 RESERVED RESERVED 49 RESERVED R-FMC-2 (B) TO PFD 2
12 QB-PWR GND QB-PWR GND 50 R-FMC-8 (H) RESERVED R-FMC-8 (L) RESERVED
(RS-422) (RS-422)
14 RESERVED RESERVED 52 RESERVED DBU-11 (A) FROM DBU
(AFIS)
15 RESERVED RESERVED 53 CROSS-SIDE L-FMC-4 IN (H) CROSS-SIDE L-FMC-4 IN (L)
RS-422 RS-422
16 RESERVED RESERVED 54 QB-PWR –12-V DC QB-PWR –12-V DC
17 RESERVED RESERVED 55 R-CDU-1 IN (A) R-CDU-1 IN (B)
18 RESERVED RESERVED 56 R-FMC-3 (B) TO CDU R-FMC-3 (A) TO CDU
19 RESERVED RESERVED 57 R-FMC-4 (H) TO FMC 1 R-FMC-4 (L) TO FMC 1
(RS-422) (RS-422)
20 RESERVED RESERVED 58 DBU-11 (B) FROM DBU RESERVED
(AFIS)
22 RESERVED RESERVED 60 R-FMC-7 (B) TO DBU (AFIS) SPARE IN (A)
23 RESERVED RESERVED 61 FMC CONFIG STRAP 0 RESERVED
(GND)
27 QB-PWR SHUTDOWN RESERVED 65 RESERVED RESERVED
WARN-F
29 R-FMC-1 (A) TO IOC 2 RESERVED 67 RESERVED RESERVED
32 RESERVED RESERVED 70 DBU-2 IN (L) (RS-422) DBU-2 IN (H) (RS-422)
33 RESERVED RESERVED 71 R-FMC-5 (H) TO DBU R-FMC-5 (L) TO DBU
(RS-422) (RS-422)
36 R-FMC-1 (B) TO IOC 2 RESERVED 74 R-IOC-4 (A) R-IOC-4 (B)
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Table 2-33. J16 Backplane HDI Connector Pin Descriptions for the FMC No. 2. - Continued
37 RESERVED RESERVED 75 R-IOC-4 (A) R-IOC-4 (B)
38 RESERVED R-FMC-7 (A) TO DBU (AFIS)
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Table 2-34. J17 Backplane HDI Connector Pin Descriptions for the IOC No. 2.
1 STRAP BIT1 SPARE 39 NC R-GP-5 (A) QB IOC PORT 2
2 STRAP STROBE WORD 14 SPARE 40 NC R-GP-5 (B) QB IOC PORT 2
3 STRAP STROBE WORD 11 SPARE 41 NC NC
4 QB-PWR GND SPARE 42 QB-PWR +5-V DC 2 QB-PWR +5-V DC 2
5 STRAP STROBE WORD 13 STRAP BIT6 43 R-VHFCOM-1 (A) QB IOC R-VHFCOM-1 (B) QB IOC
PORT17 PORT17
6 STRAP BIT4 QB-PWR VALID IN 44 R-VIR-1 (B) QB IOC PORT10 R-VIR-1 (A) QB IOC PORT10
7 STRAP BIT7 STRAP BIT0 45 RAC-1 (B) QB IOC PORT21 RAC-1 (A) QB IOC PORT21
8 STRAP BIT8 STRAP STROBE WORD 0 46 QB +5-V DC PWR GND QB +5-V DC PWR GND
9 QB +12-V DC PWR QB +12-V DC PWR 47 R-MFD-1 (B) QB IOC PORT8 R-MFD-1 (A) QB IOC PORT8
10 STRAP BIT14 STRAP BIT10 48 R-FMC-1 (B) TO IOC 2 R-FMC-1 (A) TO IOC 2
11 STRAP BIT12 STRAP BIT11 49 R-FGC-1 (L) TO IOC 2 R-FGC-1 (H) TO IOC 2
12 QB +12-V DC PWR GND QB +12-V DC PWR GND 50 RCV (B) QB L-CMU-12 RCV (A) QB L-CMU-12
HIGH-SPD HIGH-SPD
13 STRAP BIT9 STRAP BIT13 51 QA-PWR GND SPARE
14 STRAP STROBE WORD 12 NC 52 R-GP-4 (B) QB IOC PORT2 R-GP-4 (A) QB IOC PORT2
OUT OUT
15 STRAP BIT5 STRAP BIT3 53 R-IOC-1 (B) QB IOC PORT1 R-IOC-1 (A) QB IOC PORT1
OUT OUT
16 SPARE STRAP BIT2 54 QB –12-V DC PWR QB –12-V DC PWR
17 RESERVED (CSU MUX STRAP STROBE WORD 1 55 R-TDR-1 (A) QB IOC PORT9 R-TDR-1 (B) QB IOC PORT9
ARBITER)
18 STRAP STROBE WORD 5 STRAP STROBE WORD 2 56 SPARE IN (A) QB IOC SPARE IN (B) QB IOC
PORT18 PORT18
19 STRAP STROBE WORD 9 STRAP STROBE WORD 3 57 R-DME-1 (B) QB IOC PORT22 R-DME-1 (A) QB IOC
PORT22
20 STRAP STROBE WORD 10 STRAP STROBE WORD 4 58 R-ADF-1 (B) QB IOC PORT14 R-ADF-1 (A) QB IOC PORT14
21 QB +5-V DC1 PWR QB +5-V DC1 PWR 59 R-CDU-6 (B) QB IOC PORT12 R-CDU-6 (A) QB IOC PORT12
22 STRAP STROBE WORD 15 STRAP STROBE WORD 6 60 R-GP-1 (A) QB IOC PORT6 R-GP-1 (B) QB IOC PORT6
OUT OUT
23 STRAP STROBE WORD 8 STRAP STROBE WORD 7 61 R-AHC-1 (B) QB IOC PORT6 R-AHC-1 (A) QB IOC PORT6
24 QB-PWR GND SPARE 62 QB –12-V DC PWR GND QB –12-V DC PWR GND
25 SPARE QB-IOC CONFIG 0 A/B 63 R-MLS-1 (B) QB IOC PORT13 R-MLS-1 (A) QB IOC PORT13
(OPEN)
26 QA-PWR 1 OVERHEAT MON QB-IOC CONFIG 2 PARITY 64 R-PFD-1 (B) QB IOC PORT16 R-PFD-1 (A) QB IOC PORT16
(GND)
27 QB-IOC CONFIG 1 IEC ENVIRONMENTAL 65 R-DCU-1 (B) QB IOC PORT20 R-DCU-1 (A) QB IOC PORT20
LEFT/RIGHT (GND) MONITOR IN
28 NC NC 66 SPARE SPARE
29 STRAP BIT15 R-IOC-4 (A) QB TO FMC/EXT 67 SPARE SPARE
FMS
30 QB-PWR SHUTDOWN R-IOC-4 (B) QB TO FMC/EXT 68 SPARE SPARE
WARN IN FMS
31 SPARE IN (B) QB IOC SPARE IN (A) QB IOC 69 SPARE SPARE
PORT11 PORT11
PORT19 PORT19
PORT23 PORT23
34 R-GPS-1 (B) QB IOC PORT15 R-GPS-1 (A) QB IOC PORT15 72 SPARE SPARE
35 SPARE SPARE 73 SPARE SPARE
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Table 2-34. J17 Backplane HDI Connector Pin Descriptions for the IOC No. 2. - Continued
36 R-ADC-1 (B) QB IOC PORT 7 R-ADC-1 (A) QB IOC PORT 7 74 SPARE SPARE
37 R-IOC-4 (L) QB TO MDC R-IOC-3 (H) QB TO FGC 2 75 SPARE SPARE
38 R-IOC-4 (H) QB TO MDC R-IOC-3 (L) QB TO FGC 2
The ICC is not installed or removed. The modules inside the ICC are installed or removed.
Refer to Figure 2-100. The +28-V dc power input is emi filtered and input through an isolation diode to the PWR No. 1. The PWR
module independently generates the supply levels required by units in that half of the IAPS.
The ICC contains one IEC-3001 IAPS Environmental Controller (IEC). The IEC operates an internal IAPS heater/cooling fan. This
fan provides discrete outputs to both IOCs and both PWRs. Inputs to the IEC are +28-V dc IEC power and temperature analogs from
sensors mounted in the each half of the ICC. The IEC monitors the number 1 and number 2 side temperatures. The IEC turns on the
cooling fan if either temperature reaches +23 ºC. The IEC is self-monitoring and outputs the ENV MON discrete to the number 1
and IOC No. 2s (for redundancy). If the temperature is below –35 ºC (–31 ºF), the heater turns on. If the sensed temperature falls
to –40 ºC, a PWR INHIBIT discrete is output to the appropriate PWR module
The ICC back plane circuit card contains the external connector plugs and provides the protection interface for the LRMs. All data
bus inputs from external systems are received through a transorb (an isolation resistor/zener diode) protection circuit to the I/O
concentrator. The IOC outputs all the data buses through a transorb circuit to the LRUs specified on the drawing. The power outputs
are filtered and varistor protected.
The FGC No. 1 Flight Guidance Computer (FGC) receives the following IAPS inputs: L-AHC-1 data, configuration strapping,
L-IOC-3 data, power, power valid, and power shutdown warn. Configuration is set by the CSU. The PWR No. 1 provides the
operating power, a power valid, and power shutdown warn logic inputs to the FGC. The L-AHC-1 attitude heading data bus is input
to the FGC and IOC. The L-IOC-3 data bus provides concentrated data input to the FGS from the IOC. The L-FGC-1 data bus is
output to the number 1 input/output concentrator. A wide, bidirectional path on the drawing shows FGC communication with other
units in the FGS system.
The FMC No. 1-3000 Flight Management Computer (FMC) receives the following IAPS inputs: power, power valid, power shut-
down warn, L-IOC-4, and R-IOC-4 data. The PWR No. 1 provides the operating power, power valid logic, and shutdown warn
logic inputs to the FMC. The left and right IOC-4 data buses provide redundant data input to the FMS system from both IOCs. The
L-FMC-1 data bus is output to both IOCs for redundancy. The wide, bidirectional path on the drawing shows FMC communication
with other units in the FMS system.
External system data is routed through the ICC backplane circuit card and input to or output from the appropriate IOC or PWR. The
number 2 side IAPS LRMs are the MDC and the CSU No. 2, IOC, and PWR. Resident computers in this half of the ICC are the
FGC No. 2 and FMC.
The +28-V dc power is emi filtered and input to the PWR No. 2 module. The PWR module independently generates the supply
levels required by units in that IAPS half.
The ICC backplane circuit card contains the number 2 side I/O connectors, and provides a protection interface for the number 2
side LRMs. All data bus inputs from external systems are received through a transorb (an isolation resistor/zener diode) protection
circuit to the IOC No. 2. The IOC outputs all the data buses through a transorb circuit to the LRUs specified on the drawing. The
power outputs are filtered and varistor protected.
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system components
The FGC No. 2 receives the following IAPS inputs: R-AHC-1 attitude heading data, configuration strapping, power, power valid,
power shutdown warn, and R-IOC-3 data. R-AHC-1 attitude heading data is also input to the FGC No. 2 and IOC. Configuration is
set by the CSU. The PWR No. 2 provides operating power, power valid and power shutdown warn logic to the FGC. The R-IOC-3
data bus provides concentrated data to the FGS system from the IOC No. 2. The R-FGC-1 data bus is output to the number 2 I/O
concentrator. The wide, bidirectional path on the drawing shows the FGC communication with other units in the FGS system.
The FMC No. 2 receives the following IAPS inputs: L-IOC-4 data, R-IOC-4 data, power, power valid, and power shutdown warn.
The PWR No. 2 provides the operating power, power valid logic, and shutdown warn logic inputs to the FMC. The L-IOC-4 and
R-IOC-4 data buses provide redundant data input to the FMS system from both IOC concentrators. The R-FMC-1 data bus is output
to the IOC No. 2. The wide, bidirectional path on the drawing shows FMC communication with other units in the FMS.
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system components
Figure 2-100. IAPS Card Cage, ICC-3000, Internal Simplified Schematic (Sheet 1 of 2)
2-301/(2-302 Blank)
system components
Figure 2-100. IAPS Card Cage, ICC-3000, Internal Simplified Schematic (Sheet 2 of 2)
2-303/(2-304 Blank)
system components
2.46. IEC-3001 22-12-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the IAPS Envi-
ronmental Control Module on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.46.1. IAPS Environmental Control Module No. 1, External Theory of Operation.
Refer to Figure 2-101. This sheet shows the circuits of the IEC No. 1-3001 IAPS Environmental Controller (IEC).
The IEC operates an internal heater and a 2-speed fan to maintain a suitable temperature environment for the LRMs in the IAPS.
The external 37-pin PTR test connector J8 is for factory use only.
Inputs to the IEC are +28-V dc IEC power, +28-V dc power from PWR No. 1 and No. 2, and analog temperature signals from
transducers mounted in the ICC No. 1 and No. 2 Sides. The number 1 side QA transducer receives +12 V dc from the IEC.
2-305/(2-306 Blank)
system components
Figure 2-101. IAPS Environmental Control, IEC-3001 No. 1, External Simplified Schematic
2-307/(2-308 Blank)
system components
2.47. IAPS ENVIRONMENTAL CONTROL MODULE, IEC-3001, DATA.

The IEC operates an internal heater and a 2-speed fan to maintain a suitable temperature environment for the LRMs in the IAPS.
The IEC No. 1 is mounted in the IAPS card cage, and monitors the operating temperature in both halves.
2.47.1. IEC-3001 Illustration.
Refer to Figure 2-102 for an illustration of the IEC-3001.
Figure 2-102. IEC-3001
2.47.2. IEC-3001 Mating Connector Data.

Refer to Figure 2-103 for internal signals for the IEC-3001. Also refer to the interconnect wiring diagram in the appendix.
Table 2-35 shows the mating connector hardware and tooling for the IEC-3001.
Table 2-35. IEC-3001 Mating Connector Hardware and Tooling.

IEC-3001 HARDWARE/TOOLING
N/A
Refer to the paragraphs that follow for instructions to remove and install the IEC.
2.47.3.1. Installation. Install the IEC-3001 as follows:
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c. The IEC-3001 is retained by seating handles on each module. The handles are spring loaded to the open position to facilitate
2.47.3.2. Removal. Remove the IEC-3001 as follows:
c. The IEC-3001 is retained by seating handles on each module. Lift the handles on the selected module to the open position. The
handles are spring loaded to stay in the open position. Grasp the handles and pull the module straight out of the card cage.
Refer to Figure 2-103. This sheet shows the circuits of the IEC No. 1-3001 IAPS Environmental Controller (IEC).
The IEC No. 1 is mounted in the IAPS card cage, and monitors the operating temperature in both halves. Normal operating range
is –55 ºC to +70 ºC (–67 ºF to 158 ºF).
When the IAPS temperature is between –35 ºC and +23 ºC, the fan and the heater are both off. The IEC operates the cooling fan at
high-speed if the temperature in either ICC quadrant rises above +23 ºC. The IEC turns on the heat exchanger and operates the fan
at low speed if the IAPS temperature falls below –35 ºC.
The IEC consists of a power supply, two thermostats, two transducer monitor circuits, a 2-speed fan, and a heat exchanger. The
+28-V dc IEC power input to the power supply generates the required internal supply voltages and cooling fan power. The external
temperature transducers are powered individually by the IEC.
The QA +28-V input and a 12-V zener diode produce the QA +12-V signal. The QA 12-V signal powers the temperature transducer.
The microampere output current of the transducer is directly proportional to its temperature in degrees Kelvin (°K). °K equals Celsius
(°C) plus 273. The ratio of µA (microampere) current to °K is a ratio of one to one. For example, a temperature of 20 ºC is equal to
293 °K (K= ºC + 273), this produces a 293-µA transducer output current.
The IEC uses operational amplifier (opamp) comparators and transistor switches to control the logic states of the 2-speed fan, heater,
and individually monitors the transducers for temperature as well as open or short circuits. The output current of the QA transducer
shunts through a resistor creating a 10-mV/K signal at the input to the opamp. The opamp increases the shunt voltage by a factor of
4.01 for use by the four temperature transducer monitoring circuits. These circuits monitor the transducer for open and short circuits,
control the cooling fan, and control the shutdown of the PWR modules. The +28-V dc QA PWR input to the 10-V REF SUPPLY
circuit generates a 10-V reference signal for the monitor circuits.
The QA OPEN TRANSDUCER MONITOR monitors the transducer for an open circuit. If the transducer current of less than –69
ºC is present, the QA OPEN TRANSDUCER MONITOR output drops to ground voltage, turning on the QA XDCR failed LED
and dropping the XDCR FAULT line voltage to two diode voltages above ground. This low voltage on the XDCR FAULT line
forces the ENV MON output that is normally grounded, floats to an open by turning off the output transistor. A pullup resistor/zener
diode circuit on the output sets the ENV MON discrete to +5-V dc. The QA SHORTED TRANSDUCER MONITOR monitors the
transducer for a short circuit. If excessive transducer current of greater than 127 ºC is present, the QA SHORTED TRANSDUCER
MONITOR output drops to ground voltage, turning on QA XDCR failed LED, and dropping the XDCR FAULT line voltage to two
diode voltages above ground.
The QA –40 ºC (–40 ºF) PWR SHUTDOWN circuit turns off the PWR No. 1 when the QA transducer temperature falls below
approximately –40 ºC. When this condition is met, the –40 ºC PWR SHUTDOWN circuit outputs +28-V dc and turns on a transistor.
This grounds the PWR NO. 1 INHIBIT line and turns off the PWR No. 1 operation. When the transducer temperature rises above
–40 ºC, the –40 ºC PWR SHUTDOWN output returns to near ground potential, allowing the PWR NO. 1 INHIBIT line to float to
+12-V dc and PWR No. 1 turns on.
The QA HIGH TEMP THERMOSTAT circuit enables the fan and selects high cooling speed when the transducer temperature ex-
ceeds +23 ºC. During this condition, the QA HIGH TEMP THERMOSTAT outputs a +28-V dc level. During a cooling cycle, this
level holds the FAN POWER SWITCH on and activates the FAN HIGH-SPEED SWITCH. This runs the fan at approximately 4800
rpm. The output returns to near ground potential once the transducer temperature falls below approximately +20 ºC.
The FAN VELOCITY FEEDBACK line is applied to the FREQUENCY TO VOLTAGE CONVERTER circuit. The fan velocity
square wave is converted to a proportional voltage signal. The fan is monitored for under-speed and over-speed faults. If the fan
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speed is not within limits, the FAN SPEED MONITOR output drops to ground voltage. This ground turns on the FAN SPEED MON
failed LED, and forces the ENV MON output, normally ground, to float open by turning off the output transistor. A pullup resistor/
zener diode circuit on the output sets the ENV MON discrete to +5-V dc.
The QA LOW TEMP THERMOSTAT circuit enables the fan, selects low-speed mode, and enables the heat exchanger when the
transducer temperature falls below –35 ºC. When this condition exists, the QA LOW TEMP THERMOSTAT comparator outputs a
+28-V dc level. During a heating cycle, this level holds the FAN POWER SWITCH on, activates the FAN LOW-SPEED SWITCH,
and engages the HEATER CMD SWITCH. This runs the fan at approximately 1200 rpm, and outputs power to the heat exchanger.
The comparator output returns to near ground potential once the transducer temperature rises to approximately –35 ºC.
The HEATER CMD SWITCH supplies power to one side of the heat exchanger. This switch is controlled by the LOW TEMP
THERMOSTAT comparator described in the previous paragraph. The other side of the heat exchanger is connected to a HEATER
ARM SWITCH. Normally this switch is closed, and the heat exchanger is armed, ready to be activated by the command switch. A
sensor monitors the temperature of the heat exchanger. If an overheat condition occurs, the sensor circuit opens the HEATER ARM
SWITCH to prevent the heat exchanger from overheating in a thermal runaway, and outputs a ground that turns on the HTR OVER
TEMP failed LED.
The HEATER CMD SWITCH and the HTR ARM SWITCH are monitored for failures. If a switch failure is detected, a ground turns
on the HTR ARM or the HTR CMD failed LED, and forces the normally grounded ENV MON output to float to an open by turning
off the output transistor. A pullup resistor/zener diode circuit on the output sets the ENV MON discrete to +5-V dc.
The number 2 side circuits in the IEC operate the same way as the number 1 side circuits that are described above. The QA and QB
thermostat comparators are diode ORed together so that either monitor can operate the fan and the heater.
2-311/(2-312 Blank)
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Figure 2-103. IAPS Environmental Control, IEC-3001, Internal Simplified Schematic
2-313/(2-314 Blank)
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2.48. IOC-3100 22-12-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Input/Output
Concentrator Modules on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.48.1. Input/Output Concentrator No. 1, External Theory of Operation.
NOTE
No pin numbers are shown on this sheet since the IOC, CSU, and PWR are internal to the ICC. Refer to the external
ICC illustrations for IAPS I/O connector (P1-P4) pin numbering.
Refer to Figure 2-104. This shows the circuits of the IOC No. 1 Input Output Concentrator.
The IEC No. 1 has configuration strap discretes, the environmental monitor discrete, a temperature monitor discrete from the PWR
No. 2, IOC identification strap discretes, and an IOC arbiter discrete. The configuration straps provide program data, the environ-
mental monitor provides environmental control integrity logic, and the temperature monitor provides power supply overheat logic.
The IOC sequentially outputs a ground strobe to each row of program DIP switches in the CSU No. 1. The ENV MON discrete
provides IAPS environmental controller integrity logic. The TEMP MON discrete provides cross-quadrant power supply overheat
logic.
The IOC No. 1 reads configuration data from the CSU No. 1.
The low-speed input data buses are as follows:
• L-ADC-1
• L-DCU-1
• L-DME-1
• L-GPS-1
• L-HF-1
• L-MLS-1
• L-NAV-ADF-1
• L-NAV-VIR-1
• L-RALT-1
• TAWS-1
• L-TDR-1
• L-VHF-1
• T-VHF-1.
The L-FGC-1 and MDC-1 high-speed data buses are internal. The input high speed buses are as follows:
• L-AHC-1
• L-CMU-11
• L-FGC-1
• L-FMC-1
• L-FSU-1
• T-IRU-1
• MDC-1
• L-MFD-1
• L-PFD-1.
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The L-IOC-5-TTL and L-IOC-3 ARINC 429 high-speed data buses are output to the internal MDC and the FGC No. 1 respectively.
The L-GP-5 high-speed data bus goes to various external systems. The L-IOC-4 high-speed ARINC 429 bus is an internal bus to
the FMC No. 1.
The L-GP-1 and L-GP-4 ARINC 429 low-speed data buses are output to various external systems. The L-IOC-1 ARINC 429 high-
speed bus is output to the EFIS displays.
2.48.2. Input/Output Concentrator No. 2, External Theory of Operation.
NOTE
No pin numbers are shown on this sheet since the IOC, CSU, and PWR are modules internal to the IAPS card
cage. Refer to the external ICC illustrations for IAPS I/O connector (P101-P104) pin numbering.
Refer to Figure 2-105. The IOC No. 2 functions like the IOC No. 2. Ten ARINC 429 low-speed data buses and six ARINC 429
high-speed data buses are received by the IOC No. 2. The low speed buses are as follows:
• R-ADC-1
• R-DCU-1
• R-DME-1
• R-GPS-1
• R-MLS-1
• R-NAV-ADF-1
• R-NAV-VIR-1
• TAWS-1
• R-TDR-1
• R-VHF-1.
The R-FGC-1 and MDC-1 buses are internal TTL-level high-speed data buses. The external high speed buses are as follows:
• R-AHC-1
• L-CMU-12
• R-FGC-1
• R-FMC-1
• MDC-1
• R-PFD-1.
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Figure 2-104. Input/Output Concentrator, IOC-3100 No. 1, External Simplified Schematic
Change 1 2-317
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Figure 2-105. Input/Output Concentrator, IOC-3100 No. 2, External Simplified Schematic
2-318 Change 1
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2.49. INPUT/OUTPUT CONCENTRATOR, IOC-3100, DATA.

The IOC receives ARINC 429 input data, sorts the data words, and sends selected words to the appropriate LRMs. The micropro-
cessor controls the I/O data bus interface and maintains the label mapping process to transmit only needed data to each receiving
LRM. The IOC has a tricolor LED indicator that is visible when the ICC cover is removed. The three colors are red, green, and
amber. Amber is both red and green on at the same time. The microprocessor sets the following indicated states of the LED:
• Off if all internal monitors are OK.
• Off if the IOC detects a failure that is not 100% internal to the IOC.
• Steady red upon power-up reset.
• Steady red if the IOC detects an internal failure.
• Steady amber while the IOC is being programmed.
2.49.1. IOC-3100 Illustration.

Refer to Figure 2-106 for an illustration of the IOC-3100.
Figure 2-106. IOC-3100
2.49.2. IOC-3100 Mating Connector Data.

Refer to Figure 2-107 for internal signals for the IOC-3100. Also refer to the interconnect wiring diagram in the appendix. Table
2-36 shows the mating connector hardware and tooling for the IOC-3100.
Table 2-36. IOC-3100 Mating Connector Hardware and Tooling.

IOC-3100 HARDWARE/TOOLING
NA
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Refer to the paragraphs that follow for instructions to remove and install the IOC.
2.49.3.1. Installation. Install the IOC-3100 as follows:
c. The IOC-3100 is retained by seating handles on each module. The handles are spring loaded to the open position to facilitate
2.49.3.2. Removal. Remove the IOC-3100 as follows:
c. The IOC-3100 is retained by seating handles on each module. Lift the handles on the selected module to the open position. The
handles are spring loaded to stay in the open position. Grasp the handles and pull the module straight out of the card cage.
Refer to Figure 2-107. These modules provide the on-side IAPS function.
A 16-bit microprocessor controls the IOC operation. The central function of this processor is to channel appropriate data from the
total complement of input buses to a particular output bus as that data becomes available. The decode Programmable Logic Device
(PLD) chip decodes I/O device control. A data transceiver provides 2-way communication between the processor and the I/O data
bus. The system memory consists of the data map PROMs and RAM storage memory.
The decode PLD monitors the power valid and power warn inputs from the PWR module. If a transient causes the power supply
output to drop below preset limits, the decode PLD pulls the microprocessor reset line low, causing the processor to execute its
initialization routines. The IOC does not transmit erroneous data when the reset line is low or during the reinitialization sequence.
The power warn discrete is used by the IOC to allow time for storing information into its nonvolatile RAM before power is lost.
Discretes are buffered onto the I/O data bus. This data is input to the microprocessor. The IOC detects any programmed open DIP
switches as it reads the corresponding configuration word.
The ICC sets the A/B quadrant, not used, and L/R unit identification straps for each IOC. An I/O request buffer provides information,
word ready and transmit ready, from the I/O to the microprocessor.
Several low-speed data buses are input through ARINC 429 receivers to the ARINC 429 Air Transport Multiplex/Transmit
(MUX/TX) (ATM)-1 chip.
There are high-speed data internal TTL level buses that are input to the ATM-1 chip. The high speed data buses are input through
ARINC 429 receivers to the ATM-2 chip.
The ATM-1 and ATM-2 chips each contain 12 receivers, 4 transmitters, and RAM memory. The ATMs perform label checking to
filter only the requested labels for further processing by the microprocessor. The ATMs input data to the microprocessor on the I/O
data bus. Note that these 16 data buses are also input to the IOC No. 2.
The microprocessor generated data is output through the I/O data bus interface to the ATMs. The ATM-1 chip outputs three internal
IAPS buses. The ATM-1 chip outputs the high-speed data buses through the ARINC 429 bus drivers. The external high-speed
ARINC 429 buses are output through the I/O protection circuits.
The ATM-2 chip outputs the low and high speed data buses through ARINC 429 bus drivers. The ARINC 429 low-speed data buses
are output through the I/O protection circuits to various external systems. The ARINC 429 high-speed bus is output through the I/O
protection circuits.
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Figure 2-107. Input/Output Concentrator, IOC-3100, Internal Simplified Schematic
2-321/(2-322 Blank)
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2.50. MDC-3110 45-45-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Maintenance
Diagnostic Computer Module on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.50.1. Maintenance Diagnostic Computer No. 1, External Theory of Operation.
NOTE
The MDC is inside the IAPS card cage. IAPS pin numbers are shown on this figure whenever a function can be
Refer to Figure 2-108. This sheet shows the circuits of the MDC-3110 Maintenance Diagnostic Computer (MDC).
The PWR No. 2, in the IAPS, supplies the required +12/–12/+5-V dc power levels. A PWR VALID discrete from the PWR No. 2
resets the processor if any power output varies from preset limits.
The power supply shutdown warn and A1 LOW BATT discrete inputs are from the PWR No. 2.
The DBU-3 data bus brings in fault equations and maintenance tables to the MDC from a USB drive in the DBU or data from the
FSU. The MDC-3 data bus is output back to the DBU or FSU. This bus provides a path for maintenance history data to be downloaded
onto the USB drive in the DBU or through the FSU by a PC with CPAS.
The L-IOC-5-TTL data bus provides IAPS No. 1 Side data to the MDC. Input data includes display control, airplane strapping, and
diagnostic codes from the number 1 side avionics. The MDC-1 data bus goes to the IOCs No. 1 and No. 2.
The R-IOC-5–TTL data bus provides the IAPS No. 2 Side data to the MDC. Input data includes display control, airplane strapping,
and diagnostic codes from the number 2 side avionics. The MDC-2 data bus goes to the MFD. The MDC-2 is a dedicated bus that
supplies the maintenance/diagnostic page data directly to the MFD for display. This bus provides diagnostic page data information.
2-323/(2-324 Blank)
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Figure 2-108. Maintenance Diagnostic Computer, MDC-3110, External Simplified Schematic
2-325/(2-326 Blank)
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2.51. MAINTENANCE DIAGNOSTIC COMPUTER, MDC-3110, DATA.

The MDC provides computation and storage of maintenance parameters for the avionics LRUs. The LRU fault history data can be
displayed on the MFD or loaded onto a USB drive or diskette via the DBU.
2.51.1. MDC-3110 Illustration.
Refer to Figure 2-109 for an illustration of the MDC-3110.
Figure 2-109. MDC-3110
2.51.2. MDC-3110 Mating Connector Data.

Refer to Figure 2-110 for internal signals for the MDC-3110. Also refer to the interconnect wiring diagram in the appendix.
Table 2-37 shows the mating connector hardware and tooling for the MDC-3110.
Table 2-37. MDC-3110 Mating Connector Hardware and Tooling.

MDC-3110 HARDWARE/TOOLING
NA
Refer to the paragraphs that follow for instructions to remove and install the MDC.
2.51.3.1. Installation. Install the MDC-3110 as follows:
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c. The MDC-3110 is retained by seating handles on each module. The handles are spring loaded to the open position to facilitate
2.51.3.2. Removal. Remove the MDC-3110 as follows:
c. The MDC-3110 is retained by seating handles on each module. Lift the handles on the selected module to the open position.
Refer to Figure 2-110. The MDC contains the microprocessor, DBU I/O, ARINC 429 I/O, and maintenance data storage. A 16-bit
microprocessor controls MDC operation through a bidirectional address/data bus that interfaces with a latch/transceiver circuit. The
latch/transceiver circuit provides communication with the local address and data buses. The processor also generates the parallel
SBUS outputs that are decoded to provide the local bus control.
The local address latch decodes the local address from the AD0-AD15 bus. The local Transceiver (XCVR) provides 2-way data
transfer between the 16-bit local data bus and the AD0-AD15 bus. This data bus gathers program data from local RAM and PROM
memory, discrete data from an input latch, received data from the four UARTs, and stored time/date from the clock chip. The data
bus also supplies processed data to the local RAM, an IOC select latch, the four UARTs, and the clock chip.
Local memory consists of PROM and nonvolatile RAM. Local address is applied through decoder circuits to access the local mem-
ory. The PROM contains executable routines required to perform the MDC function. The nonvolatile local RAM stores software
variables, maintenance tables, fault equations, and maintenance history logs. An on-board battery provides backup for the +5-V
dc level that normally is used to power the RAM and also to the clock chip. A battery level monitor and power switch determines
whether the battery or the +5-V dc supplies power to the RAM. The battery voltage level alarm of A1 LOW BATT, is monitored by
the processor.
The input latch reads the power shutdown warn and battery level monitor discrete inputs.
The power supply shutdown warn input becomes a ground level to warn the processor that the PWR module is preparing to shut
down. The A1 LOW BATT discrete becomes a ground level when the local-RAM keep-alive battery becomes weak.
The four UARTs allow the MDC to communicate with other LRUs/LRMs in the airplane. A dual UART controls RS-422 commu-
nication with the DBU or FSU. Data buses are input through a UART receive port. The transmit port of this section of the UART
outputs a data bus back to the DBU or FSU. The other section of this UART is not connected.
A pair of UARTs provides the ARINC 429 high-speed communication with the IOCs and MFD. The transmit port of the IOC UART
outputs a data bus to the IOCs. The transmit port of the MFD UART outputs a data bus to the MFD.
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Figure 2-110. Maintenance Diagnostic Computer, MDC-3110, Internal Simplified Schematic
2-329/(2-330 Blank)
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2.52. NAV-4000/4500 34-51-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the VHF Naviga-
tion Receivers (VOR/ILS/MKR/ADF or VOR/ILS/MKR) on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.52.1. VHF Navigation Receiver No. 1, External Theory of Operation.
Refer to Figure 2-111. This shows the NAV No. 1 with the ANT-462B dual ADF antenna.
The NAV receives an RTU-2 ARINC 429 data bus from the RTU. The RTU-2 bus is connected to the NAV No. 1 port B. The
L-CDU-7 bus is connected to the NAV No. 1 port A. The RTU-2 and L-CDU-7 buses contain the VOR/ILS Frequency and ADF
Frequency.
When the TUNE switch is in the CDU position, a ground logic is input to the R TUNER TAKE CMD (port A select) discrete of the
NAV No. 1. The NAV selects the tune data on the L-CDU-7 bus input to port A.
The R-TUNER TAKE CMD (PORT B/A SEL), PORT C SELECT, ARINC 429/CSDB SEL, and BURST TUNE SEL discretes
select the active tune port.
The NAV No. 1 outputs the ARINC 429 data bus to the RTU, IOC No. 1, PFD No. 1 and MFD, and the Electronic Standby
Instrument System (ESIS). The L-NAV-VIR-1 bus contains the VOR/ILS frequency echo, LOC deviation, GLS deviation, VOR
bearing, and VIR diagnostics.
The NAV No. 1 receives the VOR/LOC ANTENNA RF INPUT signal through the VOR/LOC coupler and the number 1 and 2
VOR/LOC antennas. The NAV No. 1 receives the GS signal from the glideslope antenna.
The NAV No. 1 receives the marker beacon signal from the number 1 marker beacon antenna. The outer, middle, and inner marker-
beacon tones are output to the aircraft audio system.
The +28-V dc avionics triple-fed bus supplies the power to the NAV No. 1.
The RTU outputs RTU-2, an ARINC 429 data bus, to the ADF receiver port B. The L-CDU-7 bus is connected to the ADF receiver
port A. The RTU-2 and L-CDU-7 buses contain the VOR/ILS Frequency and ADF Frequency.
The R-TUNER TAKE CMD (PORT A/B SEL), PORT C SELECT, ARINC 429/CSDB SEL, BURST TUNE SEL, and Quadrantal
Error Correction (QEC) strap discretes select the active tune port.
The ADF No. 1 outputs the ARINC 429 data bus to the IOC No. 1. The L-NAV-ADF-1 bus contains the ADF frequency echo, ADF
bearing, and ADF diagnostics.
The NAV receives the rf input signal from the single ANT-462A ADF antenna.
The ADF outputs the ANT B+ and LOOP B- power to the ADF antenna.
The ADF receiver outputs the COS MOD and SIN MOD signals to the ADF antenna.
The ANTENNA LOCATION strap (pin P1-39) is grounded for a top mount ADF antenna. The SIDE STRAP A (pin P1-56) is open
for the ADF No. 1.
2.52.2. VHF Navigation Receiver No. 2, External Theory of Operation.
Refer to Figure 2-112. The VHF NAV No. 2 works like VHF NAV No. 1. The NAV-4500 does not have an ADF.
2-331/(2-332 Blank)
system components
Figure 2-111. VHF Navigation Receiver, NAV-4000 No. 1, External Simplified Schematic (Sheet 1 of 2)
2-333/(2-334 Blank)
system components
2-335/(2-336 Blank)
system components
2-337/(2-338 Blank)
system components
2-339/(2-340 Blank)
system components
2.53. VHF NAVIGATION RECEIVER, NAV-4000/4500, DATA.

The NAV-4000 has the VOR/LOC, Glideslope (GS), Marker Beacon (MB), and ADF receivers. The NAV-4500 does not have an
ADF receiver. The VOR function provides the position fix and course track of the navaids on established airways. The ILS function
provides aircraft approach to a runway and the correct course and altitude for landing. The VOR/LOC antenna receives signals from
the VOR or localizer transmitters on the ground. The VOR/LOC antennas are omnidirectional and horizontally polarized.
2.53.1. NAV-4000/4500 Illustration.
Refer to Figure 2-113 for an illustration of the NAV-4000. Refer to Figure 2-114 for an illustration of the NAV-4500.
Figure 2-113. NAV-4000
Figure 2-114. NAV-4500
2.53.2. NAV-4000/4500 Mating Connector Data.

Figure 2-115 shows a mating connector pictorial for the NAV-4000. Figure 2-116 shows a mating connector pictorial for the NAV-
4500. Each connector shows pin locations to aid the troubleshooting effort. Refer to Figure 2-117 for internal signals for the NAV-
4000/4500. Also refer to the interconnect wiring diagram in the appendix.
Table 2-38 shows the mating connector hardware and tooling for the NAV-4000/4500.
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Table 2-38. NAV-4000 and NAV-4500 Mating Connector Hardware and Tooling.
NAV-4000 HARDWARE/TOOLING
Mating connector kit: CPN 653-9076-001 (contacts included)
Coax insert: CPN 372-2519-100 (qty 4)
Tooling *
NAV-4500 HARDWARE/TOOLING
Tooling *
2-342
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Figure 2-115. NAV-4000 Mating Connectors
Figure 2-116. NAV-4500 Mating Connectors
2-343
system components

The NAV-4000/4500 is rack mounted.
2.53.3.1. Installation. The procedure to install the NAV-4000/4500 follows:
2.53.3.2. Removal. The procedure to remove the NAV-4000/4500 follows:
NOTE
The NAV-4500 is the same as the NAV-4000, except that it does not have an ADF receiver.
Refer to Figure 2-117. The glideslope antenna receives glideslope signals from the glideslope transmitter located on the ground.
The glideslope antenna is horizontally polarized and has two connectors to provide signals to two glideslope receivers. The marker
beacon antenna receives signals from the outer, middle, and inner marker beacon transmitters on the ground. The marker beacon
antennas are horizontally polarized.
The NAV receives and monitors the VHF Omnirange (VOR), ILS Localizer/Glideslope (LOC/GS) and marker beacon signals. The
VOR signals provide en route navigation and terminal area guidance. The ILS LOC/GS signals provide approach and landing guid-
ance data. The marker beacons provide distance to runway data. The VOR frequencies are the even frequencies from 108.0X through
112.0 MHz and all frequencies from 112.0X through 117.9X MHz. The localizer frequencies, in pairs with glideslope frequencies,
are odd frequencies from 108.1X through 111.9X MHz. The glideslope receiver operates in the frequency range of 329.15 through
335.00 MHz. The marker beacon signals are amplitude modulated 75 MHz signals. The approach to the runway has three marker
beacon transmitters, outer, middle, and inner. The NAV monitors the signals sent by the marker beacons as the aircraft enters into
the related marker beacon beam.
The NAV consists of an ASIC, DSP, FPGA, VOR/LOC receiver, glideslope receiver, marker beacon receiver, and two audio ampli-
fiers. The ASIC selects and reads the data bus inputs and supplies tune data to the receivers and formats the CSDB and ARINC 429
output data.
The RTU normally tunes the NAV No. 1 through the port B input. The NAV can also be tuned by the CDU No. 1.
The discrete inputs are diode isolated, and input through a pullup resistor circuit to the ASIC.
The TUNE switch selects the tune data bus source for the left and right side radios. In the NORM position, the RTU tunes the number
1 radios and the CDU tunes the number 2 radios. In the CDU position, a ground logic is input to the R TUNER TAKE CMD (port
A select) discrete of the NAV No. 1. The NAV selects the tune data on the tuning bus input to port A.
The ASIC reads tune discretes and selects the active tune port. The ASIC generates the data, clock and enable outputs as tune
frequency program inputs to both the VOR/LOC and GS frequency synthesizers.
Processed data is supplied to the ASIC where it is output as serial data to the ARINC transmitters.
The VOR/LOC receiver is a single conversion receiver that demodulates the VOR or LOC signal from the 118.0- to 117.95-MHz
band and outputs the detected signal to an A/D converter. The IF signal is digitized by an A/D converter and IF Decimator and
output to a DSP. The DSP and associated support circuit, digitally bandpass sample, filter, and demodulate the IF input. The DSP
also controls all other operations of the NAV. The circuits process the detected signals to derive the 30-Hz reference and 30-Hz
variable phase signals from the detected VOR signal to calculate the VOR bearing. In ILS mode the circuit derives a standard
90/150 Hz-localizer signal from the detected LOC signal. This signal represents the left and right deviation from the localizer beam.
The detected VOR/LOC signal is converted to analog by a D/A converter, filtered and amplified, and output through a transformer
to the aircraft audio system.
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system components
The glideslope receiver is a single conversion receiver that demodulates the GS signal from 329.15- to 335.00-MHz band and outputs
the detected signal to the DSP bus. The GS frequency is paired with the localizer frequency. The receiver is programmed by the
ASIC and DSP processor. The detected 90/150 Hz GS signal is sampled through an A/D converter and output to the DSP bus. This
signal represents up or down deviation from the glideslope beam.
The marker beacon receiver is a single-channel tuned rf receiver. The MB receiver amplifies and demodulates the received 75-MHz
signal and outputs the detected signal to the DSP processor and audio to the aircraft audio system. High or low sensitivity threshold
is enabled according to the input tune data. Sensitivity control is selected by the remote marker beacon switch (MARKER BEACON
H/L SENSITIVITY). The amplified signal is demodulated by a detector, amplified, and filtered. The detected marker beacon signals
is sampled through the A/D converter and output to the DSP bus. The detected 400-, 1300-, and 3000-Hz tone components of the
outer, middle, and inner marker-beacons are converted to analog by a D/A converter, filtered and amplified, and output through a
transformer to the aircraft audio system.
The NAV No. 1 power supply develops all of the required internal supply levels from the +28-V dc aircraft power.
The ADF receiver calculates the relative bearing from the airplane to a selected ground station. The ADF consists of an ASIC, DSP,
FPGA, an rf receiver, audio amplifier, and an antenna switching circuit. The ASIC, DSP, and FPGA controls the I/O interface and
does the ADF computations. The ASIC selects and reads the data bus inputs and supplies tune data to the receiver and formats the
ARINC 429 output data.
The RTU normally tunes the ADF receiver through the port B input. The ADF receiver can also be tuned by the CDU No. 1.
The discrete inputs are diode isolated, and input through a pullup resistor circuit to the ASIC. The TUNE switch selects the tune
data bus source for the left and right side radios. In the NORM position, the RTU tunes the number 1 radios and the CDU tunes the
number 2 radios. In the CDU position, a ground logic is input to the R TUNER TAKE CMD (PORT A/B SEL) discretes of the ADF.
The ADF selects the tune data on the tuning bus input to port A.
The ASIC reads the R-TUNER TAKE CMD (PORT A/B SEL), PORT C SELECT, ARINC 429/CSDB SEL, BURST TUNE SEL,
and Quadrantal Error Correction (QEC) strap discretes and selects the active tune port. The ASIC generates the data, clock and
enable outputs as tune frequency program inputs to the ADF receiver frequency synthesizers.
Processed data is supplied to the ASIC where it is output as serial data to the ARINC transmitters. The ADF receiver is a multi-band,
single conversion receiver. Circuits automatically determine the relative bearing to the received station for ADF operation. The
system uses no rotating machinery or mechanical relays. Loop commutation is accomplished electronically. The loop and sense
signals are combined in the ANT-462A and coupled to the ADF receiver via a 50 ohm triaxial cable. The DSP processor is used for
signal processing and diagnostics and interfacing with the serial buses and the programmable options. The ADF is a null seeking
system.
Previous ADF equipment sent a fixed sine and cosine modulation signal to the loop antennas. Combining the modulation signal with
the signal from each loop produced an 80-Hz amplitude modulated output phase shifted by an amount equal to the station bearing.
Bearing changes the amplitude and phase relationship in each loop. The ADF modulates the antenna with variable 91-Hz sine and
cosine modulation signals. The receiver adjusts the phase of the modulation signals until the 91-Hz signal is nulled from the antenna
output. The amount of phase shift required to null the signal represents the bearing of the station from the aircraft. The loop antennas
are rotated 90° from each other to get signals proportional to the sine and cosine of the relative bearing to a selected station. The
loop antennas establish the angle to the station. The sense antennas establish which direction on the line the station is located. There
are two sense antennas in the ADF antenna to improve strong signal performance of the antenna.
The ADF uses variable sine and cosine modulation signals to the loop antenna. The modulation signals are mixed with the loop
antenna output producing an amplitude modulated signal phase shifted by the amount equal to the station bearing. However, the
ADF receiver changes the phase of the modulation signal to remove or null the 91.55-Hz modulation signal from the antenna output.
The amount of sine and cosine shift required to null the signal represents the bearing of the station from the aircraft. The relative
bearing to a selected station is produced by resolving voltages induced in two directional loop antennas and an omnidirectional sense
antenna.
The ADF receiver circuits demodulate the rf input signal from the 190 to 1799-kHz frequency band.
The audio information from the DSP is applied to the FPGA. The digital output is converted to analog by a D/A converter and output
to the audio circuits.
The ANT B+ output is a filtered +15-V dc level that is always supplied to the antenna, regardless of selected mode. The LOOP
B-output is a filtered –12-V dc level that is switched to the antenna only in ADF mode. When the ANT mode is set, the LOOP B-
output is switched off to disable the loop antenna circuits. This results in a clearer audio signal when bearing information is not
required.
The COS MOD and SIN MOD signals are used in the antenna to detect the bearing angle.
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Besides the ADF function, there are also ANT, TONE and TEST functions. The ANT function uses the sense antenna and operates
the ADF receiver as an AM radio receiver. In ANT mode the bearing indicator parks and bearing output is invalid. The TONE or
BFO function produces a 1000-Hz tone in the audio signal when a carrier is present. The TONE and ADF functions run at the same
time. The TEST function rotates the bearing pointer 90° and places a 1000-Hz tone on the audio output. Self-test checks the system
and internal diagnostics.
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Figure 2-117. VHF Navigation Receiver, NAV-4000/4500, Internal Simplified Schematic (Sheet 1 of 2)
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Figure 2-117. VHF Navigation Receiver, NAV-4000/4500, Internal Simplified Schematic (Sheet 2 of 2)
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2.54. PWR-3000 22-12-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Power Supply
Modules on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.54.1. Power Supply Module No. 1, External Theory of Operation.
NOTE
No pin numbers are shown on this sheet since the IOC, CSU, and PWR are internal to the ICC. Refer to the external
ICC illustrations for IAPS I/O connector (P1-P4) pin numbering.
Refer to Figure 2-118. This shows the circuits of the PWR No. 1 Power Supply.
The power input to the PWR No. 1 is the emi filtered (+28-V dc) level from the airplane triple-fed bus power supply. This power
input is independent of the +28-V dc levels supplied to the PWR No. 2.
The PWR provides +5, +28, +12, –12, and the isolated +5, +12, –12-V dc PWR module outputs. The isolated +12- and –12-V dc
outputs are not connected in this airplane. The +5-V dc isolated output is connected to the Flight Guidance Panel. The PWR supplies
the other power outputs to the FGC, FMC, and IOC modules.
The PWR provides PWR VALID and PWR SHUTDOWN WARN signals to be used by the other IAPS LRMs to effect initialization
and shutdown.
2.54.2. Power Supply Module No. 2, External Theory of Operation.
NOTE
No pin numbers are shown on this sheet since the IOC, CSU, and PWR are modules internal to the IAPS card
cage. Refer to the external ICC illustrations for IAPS I/O connector (P101-P104) pin numbering.
Refer to Figure 2-119. The PWR No. 2 operates the same as the PWR No. 1.
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Figure 2-118. Power Supply Module, PWR-3000 No. 1, External Simplified Schematic
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Figure 2-119. Power Supply Module, PWR-3000 No. 2, External Simplified Schematic
2-353/(2-354 Blank)
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2.55. POWER SUPPLY MODULE, PWR-3000, DATA.

These modules provide the power for the on-side side IAPS function. The PWR provides current-limited voltage outputs to the
on-side FGC, FMC, and IOC. A separate circuit outputs the independent, isolated voltage to the external FGP. Internal monitors
ensure that no single-point PWR failure can damage external units.
2.55.1. PWR-3000 Illustration.
Refer to Figure 2-120 for an illustration of the PWR-3000.
Figure 2-120. PWR-3000
2.55.2. PWR-3000 Mating Connector Data.

Refer to Figure 2-121 for internal signals for the PWR-3000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-39 shows the mating connector hardware and tooling for the PWR-3000.
Table 2-39. PWR-3000 Mating Connector Hardware and Tooling.

PWR-3000 HARDWARE/TOOLING
NA
Refer to the paragraphs that follow for instructions to remove and install the PWR.
2.55.3.1. Installation. Install the PWR-3000 as follows:
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c. The PWR-3000 is retained by seating handles on each module. The handles are spring loaded to the open position to facilitate
2.55.3.2. Removal. Remove the PWR-3000 as follows:
c. The PWR-3000 is retained by seating handles on each module. Lift the handles on the selected module to the open position.
Refer to Figure 2-121. An internal series regulator develops the supply levels required by the PWR module itself. The +28-V dc
input is connected to one end of the primary winding of a power transformer. The power transformer contains three secondary
windings that generate the PWR output voltages. Each secondary winding feeds a diode rectifier and capacitor circuit that charges to
a precalculated voltage level. The voltages from these circuits are output through a regulator/filter network to provide PWR module
outputs. The five green LEDs on the PWR module light when the output voltages are present.
A pulse-width modulator provides a variable duty-cycle drive to the primary winding of the power transformer. The input current
is monitored by the I-sense input of the modulator. The modulator also monitors the +5-V dc output voltage level and increases or
decreases the output duty cycle to compensate for any fluctuation on the +5-V dc line.
The PWR SHUTDOWN WARN indicates that the power supply can only maintain regulated output for another 300 µsec guaranteed.
This discrete is used by the FGC, FMC, and IOC to allow time for storing information into nonvolatile RAM memory. The POWER
VALID signal is driven by a monitor that compares the +5-V dc output to a reference level. If the +5 V dc should drop below the
allowed threshold, the POWER VALID is asserted low. The POWER VALID discrete resets the microprocessors in the FGC, FMC,
and IOC. After the power supply has achieved regulated operation, POWER VALID is set high to allow proper initialization of the
FGC, FMC, and IOC.
Upon application of the +28-V dc input, regulated power output occurs within 75 msec. The PWR VALID output remains low until
100 msec after regulated power output reaches regulation and is set to a high state. The power supply shuts down when the +28-V
dc input is removed. The POWER SHUTDOWN WARN precedes the PWR VALID by at least 300 µsec, indicating that regulated
output is no longer guaranteed, and the energy storage capacity of the power supply will soon be exhausted. Whenever the shutdown
warning signal has been set low, it will not be set high again for another 300 µsec, or until the power supply can withstand another
power interrupt.
The power supply protects itself and other LRMs from operation at excessive current levels, excessively high or low voltages, and
excessively high or low temperatures through internal monitoring and shutdown circuitry. If a short circuit should occur to any of
the four primary outputs (+5, +12, –12, and +28-V dc), the power supply will shut down, and requires a power interrupt to reset.
If a short circuit should occur to the unmonitored outputs (+5-V dc isolated, +12-V dc isolated, and –12-V dc isolated), only the
unmonitored output is lost. If the short circuit is removed, the output will resume.
In the event of cooling air failure, a gnd/open overtemperature discrete output is opened, indicating that the hottest point in the power
supply has reached its maximum safe internal operating temperature +110 ºC. If operation continues in an overtemperature condition,
the PWR automatically shuts itself down within four minutes. Operation resumes only when the PWR internal temperature falls
below +90 ºC and the primary power source has been interrupted and re-established.
An external shutdown control input is available. When this PWR INHIBIT input is grounded, power supply operation is inhibited.
This control input allows the IEC to control the cold temperature shutdown.
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Figure 2-121. Power Control Module, PWR-3000, Internal Simplified Schematic
2-357/(2-358 Blank)
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2.56. RTA-800/852 34-41-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Receiver
Transmitter/Antenna (with turbulence detection) on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.56.1. Receiver Transmitter Antenna No. 1, External Theory of Operation.
NOTE
The receiver is tuned only to the primary frequency, so any returns at the preheat frequency are rejected and not
displayed.
Refer to Figure 2-122. The number 1 +28-V dc airplane power provides operating power. A remote on/off discrete is also provided.
If this option is not used, REMOTE ON should be strapped to ground.
WXR control data from the left PFD/MFD radar menu are transmitted on the L-PFD-1 or L-MFD-1 bus to the IOC No. 1 in the
IAPS, and then mapped onto the L-GP-4 bus to the RTA. WXR control data from the right PFD on the R-PFD-1 bus.
The ARINC 453 output circuit formats the processed WXR data for transmission to the EFIS displays. Formatted WXR video and
status data is transmitted on the WXT-1 ARINC 453 very-high-speed data bus to the EFIS displays. The weather radar shows on
the left PFD/MFD and right PFD.
2-359/(2-360 Blank)
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Figure 2-122. Receiver Transmitter Antenna, RTA-800/852 No. 1, External Simplified Schematic
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2.57. RECEIVER TRANSMITTER ANTENNA, RTA-800/852, DATA.

The WXR consists of a single LRU, the RTA. This RTA provides X-band weather radar detection. The RTA-852 also provides
doppler turbulence detection. Menus on the left PFD/MFD and optional right PFD provide the WXR mode and range selection. The
RTA provides processed WXR video output data to the left PFD/MFD and the optional right PFD.
2.57.1. RTA-800/852 Illustration.
Refer to Figure 2-123 for an illustration of the RTA-800/852.
Figure 2-123. RTA-800/852
2.57.2. RTA-800/852 Mating Connector Data.

Figure 2-124 shows a mating connector pictorial for the RTA-800/852. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-125 for the internal signals for the RTA-800/852. Also refer to the interconnect wiring diagram in the
appendix.
Table 2-40 shows the mating connector hardware and tooling for the RTA-800/852.
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Table 2-40. RTA-800/852 Mating Connector Hardware and Tooling.

RTA-800/852 HARDWARE/TOOLING
Mating connector: Cannon DCMA37S-A183-FO, CPN 371-0213-040
Contacts: Cannon 031-1007-067, CPN 371-0213-110
Screw locks: Cannon D20419-120, CPN 371-0040-010
Hood: Cannon DC24660, CPN 371-0147-000
Tooling **
**D-Subminiature Connector Tooling:
Insertion/extraction tool: Cannon CIET-20HD, CPN 371-8445-010
Figure 2-124. RTA-800/852 Mating Connectors

Refer to Figure 2-125. This schematic shows the RTA I/O and processing circuits, and shows the RTA rf transmitter, antenna circuits,
and receiver circuits. RTA circuits on consist of the microprocessor, a UART circuit, data decoders, the digital signal processor, and
the ARINC 453 output driver.
The number 1 +28-V dc airplane power provides operating power. An internal power supply converts this voltage into required
supply levels.
The microprocessor controls the RTA operation using a 16-bit bidirectional data bus. This bus is connected to a transceiver, a latch,
a flip-flop, and the DSP control interface. The transceiver provides 2-way data transfer between the processor data bus (AD0-AD15)
and the internal data bus used throughout the RTA. The latch circuit decodes the address of a requested memory location. The
contents of the addressed location are read from memory onto the internal data bus. The flip-flop circuit decodes device control
logic. The DSP control interface allows the microprocessor to directly access the digital signal processor circuits.
A dual UART circuit is used to read the input control data. The pilot enters WXR control data on the left PFD/MFD radar menu. This
channel A data is input through an ARINC receiver and input to the receive port of a UART. The copilot enters WXR control data
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on the right PFD. This channel B data is input to the second UART in similar way. The microprocessor reads the WXR CONTROL
data from the UARTs onto the internal data bus. This input data contains the WXR mode selection, gain/tilt/range commands, and
attitude information.
Data decoders read microprocessor instructions from the data bus and convert them into discrete control signals. A frequency de-
coder decodes FREQ SEL 1 or FREQ SEL 2 logic, which selects one of two SAW oscillators in the rf exciter circuit. A D/A converter
decodes an AGC voltage, which controls the gain level of the receiver circuit. An antenna drive circuit decodes TILT and SCAN
voltage levels, which operate the tilt and scan motors in the pedestal assembly. The pedestal assembly returns a FEEDBACK control
level, which is buffered onto the data bus.
The Digital Signal Processor (DSP) converts the receiver output signals into a processed WXR video signal. The dc I and Q voltage
levels are generated in the receiver circuit. These voltages are in-phase and quadrature (90°) dc representations of the received
echo signal. The DSP processes these voltages into a signal that identifies the direction, range, and intensity of the precipitation or
turbulence that caused the reflection echo. The output display signal is synchronized with the antenna sweep to paint a full-screen
radar picture of the precipitation pattern along the flight path.
The dc I and Q signals from the receiver are output through a range filter to an A/D converter. The range filter optimizes the band-
width of the analog channel to match the length of the transmitted pulse. The analog-to-digital converter provides digitized LEVEL
and ANGLE outputs that address PROMs in the DSP data unit.
The DSP data unit contains RMS PROMs, PHASE PROMs, and an Arithmetic and Logic Unit (ALU) circuit. The RMS and PHASE
PROMs are addressed to provide corresponding vector data, of magnitude and angle, outputs to the ALU. The ALU circuit estimates
the amount of precipitation in the echo signal for that vector and provides this processed DATA to the scan-to-scan filter, also to
the microprocessor through the DSP control circuit. Proper Sensitivity Time Control (STC) gain control voltage is generated at this
time by the DSP data unit and input to the receiver.
The DSP control circuit generates XMT CONTROL pulses and LIMITER BIAS logic that are outputs to the rf assembly. This circuit
is operated by the DSP data unit and by the microprocessor.
The scan-to-scan filter stores and filters the video output to ensure that the WXR output data is a cohesive image showing the most
recent sweep. This circuit stores the latest screen display of data and updates this composite video picture as the antenna scans. This
filter provides a dynamic full-sweep WXR video signal to the ARINC 453 output circuit.
The ARINC 453 output circuit formats the processed WXR data for transmission to the EFIS displays. This circuit receives the
WXR video data from the scan-to-scan filter, and status data from the microprocessor. The processor also samples the output data
using the internal DATA bus.
The rf transmitter generates X-band pulses of various widths and repetition rates that depend on selected mode and range. These rf
pulses are output through an isolating duplexer and radiated out a 12-inch flat plate antenna. Very narrow beam pulses are transmitted
so that as the antenna sweeps, each valid received echo signal is recognized as a reflection at a specific scan angle. The transmitter
is extremely stable and is used at the high pulse repetition rates required to detect moisture and moisture related turbulence.
The transmitter exciter contains two SAW oscillators. The primary oscillator operates at 744.80 MHz. The preheat oscillator operates
at 744.40 MHz. Only one oscillator is enabled at any time. The preheat oscillator is enabled by the microprocessor before each
transmission. A variable width preheat pulse is generated to warm the Impact Avalanche and Transmit Time (IMPATT) amplifier to
operating temperature. The IMPATT amplifier is preheated to ensure a phase-stable and flat-amplitude pulse output.
The processor enables the primary oscillator when a pulse is to be transmitted. This signal is frequency doubled to 1.489 GHz and
input to a mixer. Refer to sheet 3 and note the frequency divider and multiplier stages that generate the first (8.937-GHz), second
(372.4-MHz), and third (33.8-MHz) oscillator frequencies. These frequencies are used in the receiver circuit. In transmit mode,
the XMT MODE switch is closed and a 67.6-MHz frequency is input to the mixer. The mixer output is a 1.557-GHz summation
frequency.
The 1.557-GHz mixer output is amplified and input to a factor 6 multiplier to generate the 9.34-GHz transmit frequency. This
frequency is input to the preheated IMPATT amplifier. This amplifier provides constant X-band power output.
The modulator is biased on by XMT CONTROL pulses from the DSP control circuit. The pulse width and repetition rate of these
pulses is determined by the processor and limit checked by circuits in the modulator. The modulator then provides variable pulse
output to the IMPATT amplifier.
The IMPATT amplifier is injection-locked to the 9.34-GHz input providing the X-band pulse output. This pulse transmission is then
output through the duplexer and radiated out the antenna. In transmit mode the duplexer is biased to isolate the antenna from the
receiver circuits.
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The antenna is positioned by motors in the pedestal assembly. The scan motor (B1) positions the antenna ±60° left or right of the
flight path. The tilt motor (B2) positions the antenna ±30° up or down. Both motors run in response to microprocessor generated
commands. Normally, the antenna repeatedly scans the entire lateral range at a fixed rate. This rate is synchronized with the video
output to paint a dynamic radar picture of the precipitation pattern along the flight path. Optical switches for scan and tilt provide a
feedback reference to the processor computation circuits, buffered onto data bus.
The receiver processes the echo of each transmitted pulse into dc components that are input to the digital signal processor. The DSP
processes these components into the output video signal.
The echo return signal is received by the antenna and input through the duplexer to a preselector filter. In receive mode, the duplexer
is biased to isolate the antenna from the transmitter. This received signal is unprocessed, raw video. The signal strength of this
echoed transmission is proportional to the precipitation encountered by that pulse.
The preselector bandpass filters the 9.34-GHz signal and applies it to a PIN diode limiter. This is a protection circuit that is operated
by LIMITER BIAS logic decoded from the DSP control circuit. In transmit mode, this circuit protects the receiver circuits by
limiting the level of rf leakage present during the transmit period. In receive mode, this circuit limits the amplitude of the received
signal. The amplitude limited receive signal is then passed through a low-noise GAASFET amplifier to the first mixer.
The amplified 9.34-GHz receive signal is mixed with a 8.937-GHz reference to produce the 406-MHz first Injection Frequency
(IF). This signal is amplified, filtered, and input to the second mixer. The 406-MHz first Injection IF is mixed with a 372.4-MHz
reference to produce the 33.8-MHz second IF. This signal is then amplified and level adjusted by STC from the DSP and Automatic
Gain Control (AGC) from the processor amplifiers. The resulting 33.8-MHz signal is input to the sin/cos mixer circuits.
The sin/cos mixer circuits divide the level adjusted second IF into a pair of phase related dc levels. A 33.8-MHz reference frequency
is input to a 90 degree phase shift circuit. This circuit provides 33.8-MHz signals with sine and cosine phase relationships to the
sin/cos mixer circuits. The output of the sin mixer is a dc (0-Hz) level that corresponds to the sine, in-phase, component of the
received signal. The output of the cos mixer is a dc (0-Hz) level that corresponds to the cosine, quadrature, component of the
received signal. These two voltages are amplified and input as the ‘I’ and the ‘Q’ dc levels to the range filter. The DSP circuits
process these levels into the WXR video output.
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Figure 2-125. Receiver Transmitter Antenna, RTA-800/852, Internal Simplified Schematic (Sheet 1 of 2)
2-367/(2-368 Blank)
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Figure 2-125. Receiver Transmitter Antenna, RTA-800/852, Internal Simplified Schematic (Sheet 2 of 2)
2-369/(2-370 Blank)
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2.58. RTU-4200/4220 23-81-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Data Concen-
trator Unit on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.58.1. Radio Tune Unit No. 1, External Theory of Operation.
Refer to Figure 2-126. This sheet shows the RTU. The RTU receives an ARINC 429 low-speed data bus from the VHF COMM No.
1. The L-VHF-1 bus contains the VHF COMM frequency (echo). This input provides a redundant VHF COMM frequency echo to
the RTU.
The RTU receives an ARINC 429 high-speed data bus from the AHC No. 1. The L-AHC-3 high-speed data bus contains the
attitude and heading data from the AHC No. 1. The RTU receives an ARINC 429 low-speed data bus from the NAV No. 1. The
L-NAV-VIR-1 data bus contains the VOR bearing and ILS deviation from the NAV No. 1. This data is used for the HSI option on
the optional RTU-4220.
The RTU receives two ARINC 429 low-speed data buses from the IAPS IOC. The R-GP-1 and L-GP-1 buses contains the tune
frequency echo from each radio, altitude data, and FMS auto-tune data. The RMT TUNE switch can disable the FMS auto-tune
function. The RTU receives an ARINC 429 low-speed data bus from the CDU No. 1. The L-CDU-3 bus contains the crosstalk tune
data from the CDU No. 1. The CDU normally uses the crosstalk bus to tune the number 1 side radios.
The RTU-1 data bus outputs the radio tune data to the number 2 side radios. The RTU-2 data bus outputs the radio tune data to the
number 1 side radios. The RTU-3 data bus outputs the crosstalk tune data to the CDU No. 1. The fourth ARINC 429 low-speed
transmitter is a spare output.
The +28-V dc avionics triple-fed bus powers the RTU.
The RTU has an on/off/brightness switch in the upper right hand corner. If the RTU fails, turn the on/off/brightness switch to off.
This disables the RTU and applies a ground to RTU ON/OFF (P1-58) discrete.
1 radios and the CDU tunes the number 2 radios. In the CDU position, a ground logic is input to the RTU ON/OFF (P1-58) discrete
to the RTU and the R TUNER TAKE CMD port select discrete of the number 1 side radios. This indicates the RTU is blanked and
the number 1 side radios can be tuned by the CDU tune bus. In the RTU position, a ground logic is input to the RTU CROSS-SIDE
RTU DISABLE (P1–48) discrete to the RTU and the L TUNER TAKE CMD port select discrete of the number 2 side radios. This
indicates the CDU is blanked and the number 2 side radios can be tuned by the RTU tune bus.
When the ATC IDENT switch is pushed, the REMOTE IDENT discrete input to the RTU is grounded. The RTU outputs the ident
bit on the RTU-1 and RTU-2 data buses to the number 1 and 2 transponders. The active transponder transmits the ident code.
The remotely mounted RMT TUNE switch disables the FMS autotune of the radios. When the RMT TUNE switch is in the DIS-
ABLE position, a ground logic is input to the RTU AUTOTUNE DISABLE (P1-49) discrete.
When the TUNE 121.5/NORM switch is in the 121.5 position, the EMERGENCY 121.5 SELECT discrete is a ground logic to the
RTU. This indicates that the RTU cannot tune the VHF COMM No. 1 radio. The EMERGENCY 121.5 SELECT discrete is also
connected to the VHF COMM No. 1 radio.
The external ATC 1/STBY/2 select switch selects either the number 1 or 2 transponder to be active. When the TDR No. 1 is selected
as active, an open logic is input to the TDR STBY (P1-74) and TDR NO. 2 SEL (P1-86) discretes. When the STBY position is
selected, a ground logic is input to the TDR STBY (P1-74) discrete. When the TDR No. 2 is selected, a ground logic is input to the
TDR NO. 2 SEL (P1-86) discrete.
The SIDE-2 SELECT (P1-42) discrete is monitored by the processor through the latch. The SIDE-2 SELECT (P1-42) discrete is
open for the RTU.
2-371/(2-372 Blank)
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Figure 2-126. Radio Tune Unit, RTU-4200/4220 No. 1, External Simplified Schematic (Sheet 1 of 2)
2-373/(2-374 Blank)
system components
Figure 2-126. Radio Tune Unit, RTU-4200/4220 No. 1, External Simplified Schematic (Sheet 2 of 2)
2-375/(2-376 Blank)
system components
2.59. RADIO TUNE UNIT, RTU-4200/4220, DATA.

The RTU is a centralized controller that is used primarily by the pilot to tune the COMM/NAV/pulse radios. The RTU shows and
selects the operating modes, frequencies, and ATC reply code that control the ADF, DME, TDR, VHF, and NAV radios. The RTU
outputs the tune data buses to both number 1 and number 2 side radios. The RTU normally tunes the number 1 side radios and tunes
the number 2 side radios through the CDU No. 1.
2.59.1. RTU-4200/4220 Illustration.
Refer to Figure 2-127 for an illustration of the RTU-4200/4220.
Figure 2-127. RTU-4200/4220
2.59.2. RTU-4200/4220 Mating Connector Data.

Figure 2-128 shows a mating connector pictorial for the RTU-4200/4220. Each connector shows pin locations to aid the troubleshoot-
ing effort. Refer to Figure 2-129 for internal signals for the RTU-4200/4220. Also refer to the interconnect wiring diagram in the
appendix.
Table 2-41 shows the mating connector hardware and tooling for the RTU-4200/4220.
Table 2-41. RTU-4200/4220 Mating Connector Hardware and Tooling.

RTU-4200/4220 HARDWARE/TOOLING
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Figure 2-128. RTU-4200/4220 Mating Connectors

The RTU-4200/4220 is rack mounted.
2.59.3.1. Installation. The procedure to install the RTU-4200/4220 follows:
b. Connect the mating connector cable assembly to the unit rear connector(s).
2.59.3.2. Removal. The procedure to remove the RTU-4200/4220 follows:
NOTE
The RTU-4220 is the same as the RTU-4200, except that the RTU-4220 can display a Horizontal Situation Indi-
cator (HSI).
Refer to Figure 2-129. The ARINC 429 data buses are input through the ARINC receivers to the gate arrays. The data from the
receivers is read from the gate array using the I/O data bus.
The I/O data bus also brings the microprocessor generated output data to the gate arrays. The processor enables the gate arrays to
sent the four serial data outputs to the four ARINC 429 low-speed transmitters.
The processor also enables the gate arrays to output the serial data to two Commercial Standard Data Bus (CSDB) drivers. The
CSDB outputs are not connected in this installation.
The front-panel RTU pushbuttons, tuning control knobs, and line key status are read by the microprocessor through the input latches
and the gate arrays. The IDENT, DME-H and 1/2 pushbuttons and four of the RTU line keys are read through one latch. The two
rotary knobs are read through the gate arrays from an optical switch circuit (OPT0-OPT5). The three remaining RTU line keys are
monitored through a second latch.
The I/O data bus (D0-D15) carries the ARINC data bus inputs and discrete data inputs to the microprocessor. The I/O data bus also
carries the output data from the I/O microprocessor to the gate arrays for transmission on the data buses.
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The RTU processing and storage consists of an 16-bit microprocessor, a 256K x 8-bit flash PROM, two 128K x 8-bit static RAM
chips, and two 2K x 8-bit NVRAM chips. The microprocessor controls and processes the data in the RTU via the I/O data bus
(D0-D15) and the address bus (A0-A19). The operating program for the RTU resides in the flash PROM. The static RAM devices are
used for system memory. This memory provides the storage for program variables, ARINC 429/CSDB input/output data, interrupt
vectors and graphic directives developed for application to the graphic processor. NVRAM devices are used to store the active/preset
frequency/channel information and RTU diagnostics.
The power supply generates the internally required voltage levels and supplies two 5-V ac sources to drive the backlight filament
circuit.
Several discrete signals are input to the RTU and read by the microprocessor through the I/O data bus. All discrete inputs are diode
isolated and tied to a pullup resistor. The discretes are input to a latch circuit that is read by the microprocessor through the I/O data
bus.
The RTU has a graphics engine circuit that processes the microprocessor supplied data into pixel information for presentation on
the LCD display. The graphics engine consists of a vector generator and LCD controller companion chip set, and two 128K x 8-bit
SRAM chips.
The vector generator processes the drawing commands to create lines, also known as vectors, rectangles, change colors, change
intensities, and fill in areas of the display. From the vector generator, the X/Y coordinates for each pixel location is sent to the LCD
controller circuit. The vector generator also sends the color and intensity level for each pixel. Attributes such as color, intensity,
line thickness, line profile, etc. are set up in the vector generator by the drawing commands that are processed ahead of the vector
information. These attributes remain in affect until changed by another drawing command.
The LCD controller stores the pixel information in the 128K x 8-bit static RAM memory in a row/column format. The row/column
format essentially composes the image of the display page in memory. When it comes time to refresh the LCD display, the LCD
controller accesses the pixel information in a sequential raster pattern for application to the appropriate row/column drivers in the
display.
Backlight is the light source for the LCD. The analog signals that affect the LCD backlighting are monitored through the backlight
controller card. These signals include the 28-V sense voltage, an external LCD dimming voltage (5-V dc, 5-V ac, or 28-V dc), the
BRT trim adjust voltage from panel dim control, sensed temperature and brightness of the backlighting bulb, and bulb filament and
arc currents. Each of these analog inputs is sequentially selected by an 8 x 1 MUX (Multiplexer) for input to a 12-bit Analog To
Digital (A/D) converter. The output from the A/D converter is routed back to the microprocessor via the data bus. After all analog
signals have been sampled, the microprocessor returns a 12-bit digital value to the Digital To Analog (D/A) converter. The analog
voltage produced from this value is applied to a voltage to frequency converter circuit, which is turn develops the ARC-in and ARC
drive signals sent to the backlighting driver circuit.
2-379/(2-380 Blank)
system components
Figure 2-129. Radio Tune Unit, RTU-4200/4220, Internal Simplified Schematic (Sheet 1 of 2)
2-381/(2-382 Blank)
system components
Figure 2-129. Radio Tune Unit, RTU-4200/4220, Internal Simplified Schematic (Sheet 2 of 2)
2-383/(2-384 Blank)
system components
2.60. TDR-94 34-54-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the Mode S
Transponder on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.60.1. Mode S Transponder No. 1, External Theory of Operation.
Refer to Figure 2-130. This sheet shows the TDR No. 1.
The TDR is normally controlled by the RTU, but also may be controlled by the CDU No. 1. The TDR also responds to selective
Mode-S interrogations. This select mode reply is unique for each airplane, and is set by strapping in the airplane interconnect.
This mode allows the air traffic controller to identify each airplane by tail number. It is also used by the TCAS system for air-to-
air communication with a cooperating aircraft. Digital bus outputs are applied to the IAPS and to the TCAS transmitter receiver.
Operating power is derived from the +28-V dc avionics triple-fed bus supply.
The L-CDU-7 bus brings control and altitude data from the CDU No. 1 to receive port A. The RTU-2 bus brings control and altitude
data from the RTU to receive port B. The PORT A/B select discrete (pin P2-57) selects the active port. Normally, port B is selected,
and the TDR is controlled by the RTU. When the TUNE reversion switch is set to CDU, a ground R-TUNER TAKE CMD is applied
to pin P2-57, which selects port A for CDU No. 1 control data.
Two ADC air data bus inputs are not used, since the TDR altitude input discretes are strapped to read air data words from the
RTU/CDU buses. These discretes are described in a later paragraph.
The TTR-TX-1 data bus brings TCAS data words from the TTR transmitter receiver. Some words are destined for the IAPS, and
some words contain collision avoidance data for mode-S transmission.
The strut switch discrete (pin P2-53) is grounded when the airplane is on the ground. The source identification discrete is strapped
(pins P2-47 to P2-50) for the TDR No. 1. The max airspeed increment discrete is strapped (pins P2-43 and P2-44 to P2-52). The
altitude input discretes are strapped P2-41 and P2-42 to ground P2-52. The TCAS discrete is strapped with pin P1-13 to pin P2-52.
The second buffer provides the Mode-S airplane identification code. This code is set by rear connector strapping of pins P1-33
through P1-56, and is unique for each airplane.
The L-TDR-1 bus echoes the transponder control/altitude data through the IAPS to the RTU/CDU, and supplies the TCAS and also
the TDR words through the IAPS to the FMS. The L-TDR-XT high-speed data bus supplies the air data information to the TCAS
transmitter receiver.
A blanking pulse SUPRN is output (pin P1-29) when the interrogation processor selects transmit mode. This suppression pulse
momentarily inhibits receivers in the DME, TDR, and TTR units to protect them from possible damage by high-energy transmissions.
These L-band units also generate a blanking pulse output when preparing to transmit. This pulse input temporarily inhibits the TDR
receiver, and also inhibits receivers in the other L-band units.
2.60.2. Mode S Transponder No. 2, External Theory of Operation.
Refer to Figure 2-131. This sheet shows the TDR No. 2. TDR No. 2 functions as TDR No. 1.
2-385/(2-386 Blank)
system components
Figure 2-130. Mode S Transponder, TDR-94 No. 1, External Theory of Operation
2-387/(2-388 Blank)
system components
Figure 2-131. Mode S Transponder, TDR-94 No. 2, External Theory of Operation
2-389/(2-390 Blank)
system components
2.61. MODE S TRANSPONDER, TDR-94, DATA.

The TDR is a diversity (2-antenna) Mode-A, Mode-C, and Mode-S transponder. When active, the TDR responds to valid ATCRBS
radar interrogations with a coded identification in Mode-A or reporting altitude in Mode-C reply. The response code is selected on
the RTU or CDU No. 1.
2.61.1. TDR-94 Illustration.
Refer to Figure 2-132 for an illustration of the TDR-94.
Figure 2-132. TDR-94
2.61.2. TDR-94 Mating Connector Data.

Figure 2-133 shows a mating connector pictorial for the TDR-94. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-134 for internal signals for the TDR-94. Also refer to the interconnect wiring diagram in the appendix.
Table 2-42 shows the mating connector hardware and tooling for the TDR-94.
Table 2-42. TDR-94 Mating Connector Hardware and Tooling.

TDR-94 HARDWARE/TOOLING
Mating connector kit: CPN 628-8661-001 (qty 2)
TNC connector: Automatic 301-T2100N, CPN 357-7351-010 (qty 2)
Tooling *
2-391
system components
Figure 2-133. TDR-94 Mating Connectors

The TDR-94 is rack mounted.
2.61.3.1. Installation. The procedure to install the TDR-94 follows:
2.61.3.2. Removal. The procedure to remove the TDR-94 follows:
Refer to Figure 2-134. The TDR consists of a main microprocessor, serial and discrete I/O interfaces, a 1030-MHz receiver, an
interrogation processor, and a 1090-MHz transmitter. Operating power is derived from the +28-V dc avionics triple-fed bus supply.
This input is filtered and applied through an internal breaker to the low-voltage power supply. This supply generates internally
required low-level voltages, and feeds the high-voltage power supply. A voltage monitor reports power supply integrity to the
microprocessor.
The main microprocessor uses a 16-bit bidirectional data bus to control unit operation. An address latch and a data transceiver
provide the interface between the processor and internal circuits. This processor controls all I/O data transfer, monitors key internal
power levels, programs the frequency synthesizer, generates high-voltage supply disable logic, and shares data with the dedicated
video processor through a dual-port RAM. The processor also directly monitors the temperature of the transmit modulator. If tem-
perature becomes excessive, data is latched that toggles a discrete to inhibit the high-voltage power supply.
2-392
system components
The I/O interface circuits consist of three input UARTs, two discrete input buffers, and two output UARTs. The main microprocessor
accesses each circuit using the bidirectional data bus (DB0-DB15).
ARINC 429 low-speed data buses are received and applied to the RTU multiplexer. The microprocessor reads the PORT A/B select
discrete and selects the active port. The RTU multiplexer supplies control data from the selected port, A or B, through an input
UART to the microprocessor.
The second input UART is reserved for two ADC air data input buses.
The data bus input through an ARINC 429 high-speed receiver to the third input UART is read from the UART by the microprocessor.
The processor reads the discrete inputs through two buffer circuits. The first buffer provides the input port A/B select logic, strut
switch logic, source identification logic, maximum airspeed logic, altitude input logic, and TCAS installed logic.
Parallel data is output from the microprocessor to the output UARTs. Both UARTs are enabled by the processor to decode and
transmit serial data.
The TDR is interrogated by the 3-pulse Side-Lobe-Suppression (SLS) method. The TDR-94 operates with one antenna to provide
TCAS air-to-air capability. The 1030-MHz interrogation input is received on the L- band antenna, low-pass filtered, and applied
through the transmit/receive switch to the front end receiver. The transmit/receive switch connects the antennas to the receiver, but
not the transmitter, in receive mode.
The front end receiver is a dual 1030-MHz bandpass filter that rejects images and spurious responses. The two filtered rf inputs are
then independently mixed with a 1090-MHz injection frequency from the synthesizer. This local oscillator frequency is programmed
by the microprocessor using latched data, clock, and enable logic. The two resultant 60-MHz if signals are amplified and applied to
the Differential Phase Shift Keying (DPSK) detector and the video processor.
The DPSK detector is a part of the receiver circuit that senses phase reversals present in mode-S interrogations. The DPSK detector
outputs are applied to the Pulse Amplitude Modulation (PAM) decoder. The video processor monitors the received signal strengths
and generates video signals to the PAM decoder.
The PAM decoder and a dedicated video microprocessor function together as an interrogation processor. This circuit processes the
video inputs to determine if the received interrogation is a valid ATCRBS or Mode-S interrogation. If a response is required, the
processor determines if the top or the bottom antenna should be used for the reply. The processor then enables the transmit mode
and generates the proper response. The TCAS generated collision avoidance transmit data is input to the interrogation processor
through the dual port RAM.
When transmit mode is enabled by the interrogation processor, INT SUPRN logic activates the suppression amplifier and XMT
ENBL logic activates the transmit enable driver. During transmit mode, the suppression amplifier momentarily inhibits other L-band
units, described in a later paragraph. During transmit mode, the enable driver closes the transmit/receive switch. This isolates the
receiver and connects the transmitter to the selected antenna. The interrogation processor generates the ATCRBS or Mode-S reply
output and top/bottom antenna select logic. This response is applied through a multiplexer to the rf transmit modulator.
The 1090-MHz transmitter circuit consists of an rf modulator and a power amplifier. The rf modulator receives operating power
from the high-voltage power supply. This power supply provides the voltage levels required for L-band transmission. A current
monitor disables both the rf modulator and the High-Voltage (HV) supply if the current draw or power output becomes excessive.
An HV power monitor provides a high-power monitor output through a buffer to the main microprocessor.
The reply output from the interrogation processor controls the modulator bias applied to the power amplifier. The power amplifier is
driven by a 1090-MHz CW signal generated by the synthesizer. The ON/OFF BIAS from the modulator causes the power amplifier
to generate a corresponding pulse train output, at the 1090-MHz drive frequency. This rf reply output is a series of pulses, the number
and spacing of which is determined by the ATC code plus a trailing IDENT pulse, if selected, and the operating mode. The pulse
transmission is applied through the closed transmit/receive switch and radiated out the antenna. The transmit signal is sampled by a
forward power monitor, which provides a low-power monitor output through a buffer to the processor.
A suppression amplifier generates a blanking pulse output when the interrogation processor selects transmit mode.
2-393/(2-394 Blank)
system components
Figure 2-134. Mode S Transponder, TDR-94, Internal Theory of Operation
2-395/(2-396 Blank)
system components
2.62. VHF-4000 23-11-00.

The sections that follow describe the external theory of operation, internal theory of operation, and general data of the VHF Comm
Transceivers on the Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System.
2.62.1. VHF Comm Transceiver No. 1, External Theory of Operation.
Refer to Figure 2-135. This shows the VHF COMM No. 1.
The RTU normally tunes the VHF COMM No. 1 through the port B input. The VHF COMM can also be tuned by the CDU No.
1. The VHF COMM receives an ARINC 429 data bus from the RTU. The RTU-2 bus is connected to the VHF COMM No. 1 port
B. The L-CDU-7 bus is connected to the VHF COMM No. 1 port A. The RTU-2 and L-CDU-7 buses contain the VHF COMM
frequency and VHF SELCAL.
1 radios and the CDU tunes the number 2 radios. In the CDU position, a ground logic is input to the R TUNER TAKE CMD (port
A select) discrete of the VHF COMM No. 1. The VHF COMM selects the tune data on the L-CDU-7 bus input to port A.
When the TUNE 121.5/NORM switch is set to the 121.5 position, the ARINC 429/CSDB SEL (121.5 EMER SW) discrete is
grounded. A ground on the 121.5 EMERGENCY SW discrete causes the VHF COMM to tune the emergency 121.50 MHz fre-
quency.
The SIDE 1 UNIT IDENT strap (pin P1-56) is grounded and the SIDE 2 UNIT IDENT strap (pin P1-62) is open for the VHF COMM
No. 1.
Keyline logic from the Push To Talk (PTT) microphone button grounds the MIC KEY (P1-41) discrete and selects the transmit mode.
The VHF COMM outputs the ARINC 429 data bus to the RTU and the IAPS I/O concentrator. The L-VHF-1 bus contains the VHF
COMM frequency echo, VHF SELCAL, and VHF COMM diagnostics.
The VHF COMM No. 1 transmits and receives the VHF COMM rf signals through the VHF COMM No. 1 antenna.
The audio output is applied to the aircraft audio system. Separate received, transmit sidetone, and combined receive and transmit
outputs are provided.
The +28-V dc avionics triple-fed bus supplies the power to the VHF COMM No. 1.
Refer to Figure 2-136. This sheet shows the VHF COMM No. 2. The VHF COMM No. 2 works like the VHF COMM No. 1.
Refer to figure Figure 2-137. This shows the optional number 3 VHF-4000 VHF COMM transceiver (VHF). The VHF COMM No.
3 works like VHF COMM No. 1, except as described in the paragraphs that follow.
The SIDE 1 UNIT IDENT strap (P1-56) and the SIDE 2 UNIT IDENT strap (P1-62) are grounded for the VHF COMM No. 3.
Processed output data is applied to the ASIC and DSP processors, where it is converted to CSDB or ARINC 429 format and then
transmitted by the ASIC. The VHF COMM outputs two ARINC 429 data buses. The T-VHF-1 bus goes to the RTU and the IAPS
I/O concentrator. The T-VHF-1 bus contains the VHF COMM frequency echo, VHF SELCAL, and VHF COMM diagnostics. The
T-VHF-3 bus goes to the CMU. The T-VHF-3 bus contains the VHF COMM frequency echo and VHF COMM diagnostics.
The Universal GWX images are uplinked via the VHF COMM No. 3 datalink from the Ground Service/Information provider. The
onboard Communications Management Unit (CMU) receives the images from the VHF COMM No. 3 datalink and transmits image
files to the File Server Unit (FSU). The image files are stored in the FSU for retrieval and display on the MFD. A list of saved and
available GWX images is shown on the MFD when requested by the pilot.
2-397/(2-398 Blank)
system components
Figure 2-135. VHF COMM Transceiver, VHF-4000 No. 1, External Simplified Schematic
2-399/(2-400 Blank)
system components
2-401/(2-402 Blank)
system components
2-403/(2-404 Blank)
system components
2.63. VHF COMM TRANSCEIVER, VHF-4000, DATA.

The VHF COMM is a multichannel COMM transceiver that provides on-side 2-way AM voice communications. The VHF COMM
operates in the frequency range from 118.00- to 136.975-MHz.
2.63.1. VHF-4000 Illustration.
Refer to Figure 2-138 for an illustration of the VHF-4000.
Figure 2-138. VHF-4000
2.63.2. VHF-4000 Mating Connector Data.

Figure 2-139 shows a mating connector pictorial for the VHF-4000. Each connector shows pin locations to aid the troubleshooting
effort. Refer to Figure 2-140 for internal signals for the VHF-4000. Also refer to the interconnect wiring diagram in the appendix.
Table 2-43 shows the mating connector hardware and tooling for the VHF-4000.
Table 2-43. VHF-4000 Mating Connector Hardware and Tooling.

VHF-4000 HARDWARE/TOOLING
Tooling *
2-405
system components
Figure 2-139. VHF-4000 Mating Connectors

The VHF-4000 is rack mounted.
2.63.3.1. Installation. The procedure to install the VHF-4000 follows:
2.63.3.2. Removal. The procedure to remove the VHF-4000 follows:
Refer to Figure 2-140. The transceiver consists of an Application Specific Integrated Circuit (ASIC), Digital Signal Processor (DSP),
Field Programmable Gate Array (FPGA), superheterodyne receiver, transmitter, and an audio amplifier.
The ASIC selects and reads one of the tune data bus inputs, supplies the tune frequency data to the DSP, and formats the AR-
INC/CSDB output data bus. The ASIC scans the burst tune enable, port B/A tune select, and port C tune select discretes, then
supplies tune data from the selected input port to the DSP. The ASIC also scans the 429/CSDB tune select discrete. The ASIC and
DSP control the VHF COMM receive and transmit functions. The ASIC and DSP processors read the selected tune data, source
ident, keyline logic, and monitor/control input information.
The discrete inputs are diode isolated, and input through a pullup resistor circuit to the ASIC.
2-406 Change 1
system components
Simultaneous Communication (SIMULCOMM) reduces receiver sensitivity when another VHF COMM transceiver is transmitting
close by, by detecting the received power and lowering the gain. The SIMULCOMM CONTROL 1 and SIMULCOMM CONTROL
2 discrete inputs program the threshold where attenuation occurs.
Processed output data is applied to the ASIC and DSP processors, where it is converted to CSDB or ARINC 429 format and then
transmitted by the ASIC.
In receive mode, a VHF COMM communication signal is input from the antenna to the Transmit/Receive (TR) diode switch. These
diodes are forward biased in the receive mode to isolate the antenna from the transmitter. The input signal is processed through a
preselector to the single conversion receiver.
The receiver provides an IF signal to the A/D converter and Intermediate Frequency (IF) decimator, and the decimator output is put
onto the DSP bus. The DSP and associated support circuitry, bandpass sample, filter, and demodulate the IF input.
The DSP also provides the baseband signals for transmitter modulation and controls all other operations of the transceiver. The DSP
does a squelch function that opens the squelch switch if phase noise is excessive, or if multiple carriers are received. The detected
audio is compressed to reduce loudness variations, then passed through the squelch switch to the audio amplifier.
In transmit mode, the microphone outputs the PTT logic and MIC audio voice signals to the transceiver. The PTT logic ground
initiates keyline control to the ASIC/DSP, and applies a ground to the TX (Transmit) mode indicator discrete. The voice audio
signal is compressed, maintaining consistent depth of modulation, to the modulator input. When the MIC KEY keyline control input
is at logic ground, the ASIC/DSP initiates transmit mode. If the monitored transmitter temperature and internal power levels are
within acceptable limits, the processor outputs the appropriate logic to enable the modulator. This logic applies enable power to
the transmitter and reverse biases the TR diodes to isolate the antenna from the receiver. The output to the transmitter is the AM
modulated voice signal. The transmitter is a 4-stage, 16-watt minimum amplifier, nominal setting of 20 watts. The DSP monitors the
forward and reverse transmit power and also outputs the sidetone audio to the audio amplifier. The audio amplifier receives transfer
tone, sidetone, and received audio inputs. The amplified audio output is applied through a transformer to the aircraft audio system.
Separate received, transmit sidetone, and combined receive and transmit outputs are provided. The keyline TX MODE logic controls
an audio relay that selects either received or sidetone audio output.
The power supply develops all of the required internal supply levels from the +28-V dc aircraft power.
Change 1 2-407/(2-408 Blank)

system components
Figure 2-140. VHF COMM Transceiver, VHF-4000, Internal Simplified Schematic
2-409/(2-410 Blank)
CHAPTER 3
Operation
3.1. INTRODUCTION.
NOTE
This section is not intended to be a pilot’s guide, but is written to provide a basic knowledge and understanding
of operating procedures for this airplane. For detailed data about the Beechcraft King Air controls and displays,
refer to the Pro Line 21 Avionics System with IFIS For the Beechcraft King Air Operator's Guide.
This section shows the operating controls and displays available in the Beechcraft King Air with Integrated Flight Information Sys-
tem (IFIS) Avionics Systems. Tables describe each control or display in sufficient detail so that the flight-line technician can operate
the equipment and troubleshoot the complete system.
3.2. CONTROLS AND DISPLAYS.

Refer to Figure 3-1 through Figure 3-9 for illustrations of the controls and displays of each system avionics unit in the cockpit.
Refer to Figure 3-10 and Figure 3-11 for the airplane reversion panels and cockpit controls that directly relate to the operation of the
avionics system. The tables associated with these figures describe each control or display.
3-1
operation
Table 3-1. CCP-3000 Cursor Control Panel, Controls and Displays.
CONTROL OR
FUNCTION/DESCRIPTION
DISPLAY
Refer to Figure 3-1.
The CCP controls the display of E-Charts, enhanced maps, Graphical Weather, maintenance, diagnostics, and checklist
pages on the Multifunction Display (MFD).
MENU button The MENU button opens and closes menus on the MFD. If a menu is already showing on the MFD, the MENU
button completely closes it. If no menu is presently showing, a menu appears. The content of the menu depends
on which format the MFD is in:
• If the MFD is in status format, the MFD STATUS MENU appears.
• If the MFD is in chart format, the CHART MAIN INDEX appears.
ESC button Each push of the ESC button returns through previous levels of active menus, one level per push, until all menus
are closed.
STAT button The STAT button opens and closes the MFD's STATUS page format. If the MFD is in STATUS page format, the STAT
button returns the MFD to the last non-STATUS page format used. If the MFD is not in STATUS page format, the
STAT button shows the most recently displayed STATUS page format. STATUS page formats include:
• DATABASE EFFECTIVITY
• CHART SUBSCRIPTION
• FCS DIAGNOSTICS
• MAINTENANCE MAIN MENU
• FILE SERVER CONFIGURATION
• ELECTRONIC CHARTS.
MENU ADV knob Rotate the MENU ADV knob to position the focus indicator around the desired shortcut, menu item or alphanumeric
entry field. The MENU ADV knob is also used to control and navigate a checklist.
DATA knob Turn the DATA knob to scroll a list, change the value in the selection, or change the active state of the selection.
PUSH SELECT Push the PUSH SELECT button to select or shift between shortcuts, menu items, or alphanumeric characters
button highlighted by the focus indicator. The PUSH SELECT button is also used for checklist control.
MEM1, MEM2, and Each of the three MEM buttons can store or recall a split-display format configuration. Push a MEM button for more
MEM3 buttons than three seconds to store the present combination of upper and lower formats and overlay states. Briefly push a
MEM button to return to its stored split-display format.
CHART button Push the CHART button on the CCP to show the last viewed E-Chart.
Orientation button The orientation button is a pictograph of a page in landscape and portrait orientation with an optional arrow.
(no label) When a new chart is selected, the orientation is set to the default orientation determined by the chart database. The
first push of the orientation button rotates the chart 90 degrees. The second push rotates the chart back to its original
orientation.
ZOOM button Push the ZOOM button to show the area indicated by the pan indicator box at greater detail. The pan indicator box is a
green box that is used to identify the area that will be zoomed when the zoom button is pushed. The pan indicator box
shows on the E-Chart format shows when the joystick is moved. Push the ZOOM button on the CCP to cycle the zoom
level between values 1x, 4x. The pan indicator times out after 2 seconds.
Joystick (no label) The joystick is a 4-way switch used with the checklist pages. Move the joystick up and down to slew through the
pages of a multiple page checklist or menu. Also, when viewing charts with the zoom level at 1x, the joystick moves
the pan/zoom window to the area of the chart to be viewed with the zoom. When zoomed in, operate the joystick to
bring other areas into view.
3-2
operation
Figure 3-1. Controls and Displays, Cursor Control Panel, CCP-3000
3-3
operation
Table 3-2. CDU-3000 Control Display Unit, Control and Displays.
CONTROL OR
DISPLAY
BRT DIM button Refer to Figure 3-2.
Push the BRT DIM button to set the brightness of the LCD display.
Title line This line shows the page title and page number. The page number shows the current page number followed by a slash
and the total number of pages.
line-keys Push 1 of the 12 line-keys to select the function shown on that line. The line functions (and use of the line-keys) depend
on which page shows. The bottom pair of line-keys are sometimes used as control keys. On these pages, a dashed line
separates the display portion of the CDU screen from the control portion of the screen.
Label/data line pairs Two display lines are associated with each line-key. One line is normally a label for the information that is shown on
the data line. The data line can show large or small characters. When the data can be defined by either the system or the
operator, the data display is small (system generated) or large (operator generated). When the data line shows a selected
mode, the mode text is small (inactive) or large (active).
Scratchpad line The scratchpad line shows data entered by the alphanumeric keys or selected for transfer by a line-key. Brackets identify
this line. Data shows on this line so that it can be visually verified before being transferred to a selected data field.
Annunciator line A single annunciator line is reserved at the bottom line on every page for annunciation of conditions requiring operator
attention or knowledge.
Alphanumeric keys Push these keys to enter data on the scratchpad line of the display. The data entry keys are as follows:
• 0-9 number keys
• A-Z letter keys
• Period (.)key
• Plus/minus (+/–) key
• SP (space) key
• Slash (/)key
• CLR (Clear)/DEL (Delete) key.
Push the CLR key to clear the last entered character. Push and hold the CLR key to clear the entire scratchpad line.
Also, push the CLR key to clear a system message or a DELETE command. The DEL key deletes system data. Push
the DEL key to write DELETE on the (empty) scratchpad line. Then push a line-key to delete the adjacent data; this
action transfers the delete command to a selected data field.
NOTE
Some data fields cannot be deleted, and that the delete action sometimes deletes the current value and recalls the
system default value.
Function keys The function keys are used to directly access data pages and control selections. These keys are briefly described below.
IDX Push the IDX (Index) key to show a menu of system status, position initialization, sensor control, Flight Management
System (FMS) control, data base inspection, and data base load functions. The particular index page shown on a
CDU varies according to the number and type of sensors installed on the airplane. For this reason, the INDEX page
may not look the same on all installations.
FPLN Push the FPLN (Flight Plan) key to show the active (or first) flight plan. The FPLN pages show the flight plan as a
series of direct legs. Use these pages to enter, review, or modify the active flight plan.
Enter ROUTE, ORIG, DEST, or ALTN information by keying data onto the scratchpad line and then pushing a
line-key to transfer data to the selected field.
LEGS Push the LEGS key to show the legs page. Use this page to enter, review, or modify legs of the flight plan.
The flight plan is presented on the CDU using FPLN and LEGS pages. The LEGS pages show NAV data for each leg in
the flight plan. Legs may be edited on this page. The edit procedure is similar to those for the flight plan pages.
3-4
operation
Table 3-2. CDU-3000 Control Display Unit, Control and Displays. - Continued
CONTROL OR
DISPLAY
DIR Push the DIR key to show the active direct-to page. A direct-to edit or a course edit may be done only on the active leg
of the active flight plan. The ACT DIRECT-TO page is similar to the LEGS page.
DEP ARR Push the DEP ARR key to show the departure/arrival index page. Use this page to select departure or arrival segments.
If the airplane is on the ground, the DEPART page of the origin airport is presented. If the airplane is airborne and
less than 50 nmi from the origin airport and less than half way to the destination airport, then the ARRIVAL page of
the origin airport is presented. Otherwise the ARRIVAL page of the destination airport is presented. If the origin or
destination airport is not specified, the DEP/ARR INDEX page is presented.
The DEP/ARR INDEX page shows the names of the origin and destination airports (if entered) for both flight plans.
PERF Push the PERF key to show the performance menu page. Use these pages to input cruise altitude or to set the transition
altitude/flight level. The pages included area as follows:
• Push the PERT INIT line-key to view the performance initialization pages. Use the performance initialization page
to enter a cruise altitude and to select a transition altitude or flight level.
• Push the FUEL MGMT line-key to select the fuel management page.
• Push the VNAV SETUP line-key to select the VNAV CLIMB page.
• Push the FLT LOG line-key to select the FLIGHT LOG page. The FLIGHT LOG page provides a summary of the
flight until power is removed or the airplane takes off on another flight.
MSG Push the MSG key to show the system message page. The MESSAGES page is a list of FMS generated messages. Use
the MSG key to acknowledge new messages. If a single new message exists, this message shows on the annunciator
line. Push the MSG key to acknowledge the message and clear it from the annunciator line. If multiple new messages
exist, push the MSG key to show the MESSAGES page. New messages are yellow and acknowledged messages are
white. After a MESSAGES page has been shown, all messages on that page are considered acknowledged.
TUN Push the TUN key to show the radio-tuning page. Use the radio TUNE page to tune the COM, NAV, and ADF radios,
and also to select the active transponder code. CDU 1 tunes onside and cross-side radios. Tuning is not available using
the optional CDU 2. The operator may also select manual or automatic tuning of the NAV radios from this page.
Tune a COM, NAV, or ADF radio by keying the desired frequency onto the scratchpad line. Then push a line-key
to transfer this frequency to the selected field. If the frequency is valid, it shows in the data field and the radio
immediately retunes.
When AUT tuning is selected, the NAV radio automatically retunes in response to commands from the FMS computer.
PREV Push the PREV PAGE key to show the previous page when the current CDU function has multiple pages.
NEXT Push the NEXT PAGE key to show the next page when the current CDU function has multiple pages.
EXEC Push the EXEC key to execute the modified flight plan. EXEC annunciates on the CDU when the active flight plan
has been modified and the changes have not been confirmed. Push the EXEC key to confirm the modification and
activate the modified flight plan.
MFD MENU Push the MFD MENU key to show the MFD MENU page on the CDU. The MFD MENU page shows a menu of the
possible text data pages.
The DISPLAY MENU page shows a list of selections that are available for the current MFD display. If the display is
currently a plan map or present position map, then the MAP DISPLAY menu is generated. If the display is currently a
remote text page, then the TEXT DISPLAY menu is generated.
If the MFD is showing text data, the TEXT DISPLAY menu page lists the available text data pages.
3-5
operation
Table 3-2. CDU-3000 Control Display Unit, Control and Displays. - Continued
CONTROL OR
DISPLAY
MFD ADV Push the MFD ADV key to show the MFD ADVANCE page on the CDU. The MFD ADVANCE page shows a
menu to move to the next or previous text data page.
Push the MFD ADV (advance) key to show the DISPLAY ADVANCE page. If the MFD has the plan or present
position map shown, then the DISPLAY ADVANCE page shows the PLAN MAP CENTER line-key functions.
If the TEXT DISPLAY on the MFD contains multiple pages, push the MFD ADV key to show the DISPLAY
ADVANCE, TEXT DISPLAY page.
MFD DATA Push the MFD DATA key to alternately show a text data page on the MFD or to show the previous MFD format. The
text data page that shows is the one last selected from the MFD MENU page.
Figure 3-2. Controls and Displays, Control Display Unit, CDU-3000
3-6
operation
Table 3-3. DBU-4100 Data Base Unit, Controls.
CONTROL OR
DISPLAY
The DBU-4100 Data Base Unit is a data loader containing a 3.5-inch disk drive. The unit uses two types of diskettes,
high density (2 MB unformatted, 1.44 MB formatted) and double density (1 MB unformatted, 720 kB formatted). The
DBU can read directories, read files, write files, rename files, and delete files stored on diskette. Format the diskettes
on any IBM compatible PC with MS-DOS 3.30 or later.
The DBU is used primarily to load data base updates to the FMC, load maintenance tables to the MDC, load checklist
data to the MDC, and download maintenance data from the MDC maintenance computer.
DISKETTE EJECT This button is used to eject the 3.5-inch diskette from the disk drive.
BUTTON
DISK DRIVE The drive in-use indicator turns on when a file transfer operation is attempted. The drive in-use indicator turns on only
IN-USE LAMP when data is actually being read or written to the diskette.
Figure 3-3. Controls and Displays, Data Base Unit, DBU-4100
3-7
operation
Table 3-4. DBU-5000 Data Base Unit, Controls.
CONTROL OR
DISPLAY
NOTE
Database files must be properly configured for USB devices. Files can not be transferred directly from floppy
disks onto USB storage devices.
The DBU-5000 supports file transfer operations from USB memory drives compatible with FAT16 or FAT32 file
systems. Although the DBU will support either file system, the preferred system is FAT32.
The DBU-5000 will accept two memory storage devices, but insert one at a time. The DBU will check each
device for compatible files and show a green LED light when complete. After the LED is green, insert the second
device if applicable and let the DBU LED turn green before proceeding. If the LED is red, the DBU has failed.
The DBU-5000 Data Base Unit is a data loader containing a USB drive connector. The unit uses USB drives. The
DBU can read directories, read files, write files, rename files, and delete files stored on diskette. Format the USB drive
on any IBM compatible PC with MS-DOS 3.30 or later.
The DBU is used primarily to load data base updates to the FMC, load maintenance tables to the MDC, load checklist
data to the MDC, and download maintenance data from the MDC maintenance computer.
The CDU is the primary pilot interface between the DBU-5000 and aircraft LRUs. By selecting AFIS/DBU (or the
equivalent), it will take the operator to the AFIS/DBU MENU page.
MULTICOLORED
LED
Do not remove or insert the storage device when the LED is blinking yellow. This may corrupt the files on the
storage device or start the DBU initialization process.
When power is applied to the DBU-5000, the tri-color LEDs will be yellow as the DBU initializes itself and progresses
through a self test. When the LED is green, insert a memory device in the USB port.
3-8
operation
Figure 3-4. Controls and Displays, Data Base Unit, DBU-5000
3-9
operation
Table 3-5. DCP-3030 Display Control Panel, Controls.
CONTROL OR
DISPLAY
BARO knob Refer to Figure 3-5.
Turn the BARO (Barometric) knob to change the amount of barometric pressure correction. This baro-correction
value shows below the PFD altitude scale.
PUSH STD Push the PUSH STD (Standard) barometric button to select standard barometric pressure correction (29.92 inches of
barometric button mercury or 1013 hecto Pascals).
REFS button Push the REFS (References) button to show the airspeed V speed references, minimum radio altitude, and minimum
baro altitude setting on the PFD. Push the REFS button again to remove the REFS menus.
MENU ADV knob Turn the MENU ADV knob to move the cyan selection box to a new menu selection.
DATA knob Turn the DATA knob to scroll a list, change the value in the selection, or change the active state of the selection.
PUSH SELECT Push the PUSH SELECT button to accept the entered data or change the active state of the selected menu item.
button
RADAR button Push the RADAR button to show the weather radar menus on the PFD. A box shows around the current RADAR
operational mode. Turn the MENU ADV knob to move the box to the item the pilot wants to make active. Push the
PUSH MENU SET button on the DCP to make the selected item become active. The box can also be moved using
the line-key on the PFD.
The left side RADAR menu shows the STBY, TEST, MAP, WX, WX+T, and TURB radar modes and STAB
(Stabilization).
• Move the box to the STBY mode to select the weather radar standby mode. The radar is powered but does not transmit
or scan is STBY mode.
• Move the box to the TEST mode to show the test display pattern.
• The MAP mode selects the ground mapping mode.
• The WX mode selects the weather radar mode.
• The WX + T mode shows the weather radar with turbulence detection.
• Select the TURB mode to show only the turbulent weather. The TURB only mode has a 10 second time-out and
returns to the WX+TURB mode.
The right side RADAR menu shows GAIN, SEC (Sector) SCAN, and TARGET (Target Alert).
• The current GAIN setting shows in a box below the GAIN legend. Turn the MENU ADV knob to set the gain at
NORM, ±1, ±2, or ±3.
• The sector scan function can be toggled ON or OFF by pushing the SEC SCAN line-key.
• The target alert function can be toggled ARM or OFF by pushing the TARGET line-key.
NAV/BRG menu Push the NAV/BRG (Nav/Bearing) button to show the NAV SOURCE and BRG SOURCE menus on the PFD.
button The NAV SOURCE menu shows the possible active navigation sources on the left side of the PFD. The possible
sources are FMS1, FMS2, VOR1/LOC1, and VOR2/LOC2 adjacent to the top left-side line-key. Push the line-key to
move the selection box to the desired the navigation source.
The BRG SOURCE menu shows the single-bar bearing pointer source and the double-bar bearing pointer source on
the right side of the PFD. Repeatedly push the associated line-key to cycle through the possible bearing pointer
selections. Possible bearing sources are OFF, FMS, VOR, and ADF.Push the NAV/BRG button again to remove the
NAV/BRG menu.
GCS button Push the Ground Clutter Suppression (GCS) button to select or deselect ground clutter suppression. When selected,
the RTA suppresses the intensity of ground returns (clutter) in WX and WX + T modes to help identify precipitation
targets. GCS annunciates with the radar mode on the PFD and MFD.
3-10
operation
Table 3-5. DCP-3030 Display Control Panel, Controls. - Continued
CONTROL OR
DISPLAY
TILT knob Turn the TILT knob to select the RADAR Receiver-Transmitter Assembly (RTA) antenna vertical tilt angle. The
selected angle (–15 to +15 degrees) annunciates with the letter T on the MFD. Clockwise rotation selects a positive
(UP) tilt angle.
RANGE knob Turn the RANGE knob to select the display range for the MFD map and radar pictorials. Range annunciations
show on the MFD.
PUSH AUTO TILT Push the (center of the Tilt/Range knob) PUSH AUTO TILT button to select or deselect automatic tilt control. The
button letter A annunciates with the tilt angle to indicate autotilt is selected. The autotilt function compensates for airplane
attitude and range changes, and adjusts the tilt angle to maintain the selected reference-to-ground.
3-11
operation
Figure 3-5. Controls and Displays, Display Control Panel, DCP-3030
3-12
operation
Table 3-6. FGP-3000 Flight Guidance Panel, Controls.
CONTROL OR
DISPLAY
AP button Refer to Figure 3-6.
Push the AP button to engage the autopilot. The autopilot will engage if the YD/AP DISC switch-bar is raised, no
unusual attitudes/rates exist, and if the Flight Guidance Computer (FGC) monitoring does not detect any autopilot
faults. When engaged, the autopilot flies flight director commands from the coupled side. The coupled side is the one
selected by the CPL (Couple) button when the autopilot is engaged.
The PFD shows a green AP ← (coupled to pilot-side) or AP → (coupled to copilot-side) annunciation.
Push the autopilot disconnect button, the go around button, the manual pitch trim switch, or manually lower the YD/AP
DISC switch-bar to disengage the autopilot. The autopilot automatically disengages if the yaw damper is disengaged
or if the FGC autopilot monitors detect a failure. The PFD shows a red AP annunciation after an autopilot disengage.
YD button Push the YD button to engage or disengage the yaw damper. The PFD shows a YD annunciation. The yaw damper
may be engaged without engaging the autopilot. If the AP button is pushed, the autopilot and yaw damper are both
engaged. Disengaging the yaw damper also disengages the autopilot.
CPL button The CPL button selects the master FGC computer. Push the CPL button to transfer to the other FGC. The master FGC
provides the flight guidance signals to command the servos. Both FGCs provide the actual servo drive.
YD/AP DISC Manually lower the YD/AP DISC switch-bar to disengage the autopilot. When the switch-bar is down, a red band
switch-bar becomes visible to indicate the disengage position. Manually raise the switch-bar to enable the autopilot to engage.
NOTE
The YD/AP DISC switch-bar is NOT held in the ON position by a solenoid. It remains where it was last posi-
tioned.
Flight director mode
selection.
NOTE
The pilot and copilot mode selectors are identical and completely independent of each other. Flight director lateral
and vertical modes are selected by push on/push off buttons. When a mode selects, incompatible modes auto-
matically clear. Lateral and vertical mode switches are located on separate divided areas of the Flight Guidance
Panel (FGP).
Lateral modes are roll, HDG (heading), 1/2 BANK (Half Bank), APPR (Approach), and NAV. Vertical modes are
pitch, VS (Vertical Speed), ALT (Altitude Hold), VNAV (Vertical NAV), climb, descend, IAS (Indicated Airspeed),
Mach, and altitude preselect. Go Around (GA) is a lateral and vertical mode.
FD buttons Two FD buttons are installed. The left side button controls the pilot-side flight director; the right side button controls
the copilot-side flight director. These buttons can turn a flight director on and off.At power-up, both flight directors
are off. The selected flight director automatically turns on when the autopilot is engaged, or when a vertical or
lateral mode is selected. Push the other FD button to alternately to turn the (offside) flight director on and off. The
FD button of a coupled flight director is not functional.
VS/pitch wheel Turn the VS/pitch (Vertical Speed/pitch attitude) wheel to change the vertical reference value used by vertical speed
and pitch modes. This wheel is not functional when glideslope is captured.
In VS mode, turn this wheel to change the vertical speed reference value. When not in VS mode, turn the wheel to
input a pitch TAKE COMMAND function. The pitch mode is selected and any active vertical mode, except GS
capture, clears. Turn the wheel to change the pitch reference value. Move the wheel in the direction of the arrows to
make the nose of the airplane move in the direction indicated by the legend.
Roll mode (no Roll mode is the basic lateral operating mode. It occurs automatically when no other lateral mode is active and the
button) flight director is on. ROLL annunciates on the PFD when it is active.
If roll attitude is more than 5° from level when roll mode is selected, the FGC generates commands to maintain the roll
angle. If roll attitude is less than 5° or at level attitude, the FGC generates commands to maintain heading.
When not engaged, push the remote SYNC button on the control wheel (refer to Figure 3-11) to synchronize the roll
reference to the current roll angle or heading.
HDG button Push the HDG button to alternately select or deselect heading mode. HDG annunciates on the PFD. The FGC
generates commands to capture and maintain the selected heading. This value is marked on the large displays by a
heading bug, and can be changed using the HDG knob.
3-13
operation
Table 3-6. FGP-3000 Flight Guidance Panel, Controls. - Continued
CONTROL OR
DISPLAY
HDG knob Turn the HDG knob to change the selected heading shown on the PFDs. This knob simultaneously controls the heading
bug on both pilot-side and copilot-side displays. Clockwise rotation increases the selected heading angle.
HDG PUSH SYNC Push the PUSH SYNC button, at the center of the HDG knob, to synchronize the heading bug to the current airplane
button heading (read under the lubber line on the HSI). This switch syncs the heading bug on the pilot-side and copilot-side
displays.
1/2 BANK button Push the 1/2 BANK button to alternately select or deselect half bank mode. The 1/2 BANK mode draws a white arc
above the roll scale representing ±15°. This mode limits the maximum bank angle command to half the normal value.
Half-bank mode automatically selects as the airplane climbs through 18 500 feet pressure altitude, or if the airplane
is above this altitude when the flight director is turned on. Half-bank automatically clears as the airplane descends
through 18 500 feet.
APPR button Push the APPR button to alternately select or deselect approach mode. The type of approach is determined by the
active navigation source and annunciates on the PFD (APPR FMS, APPR VOR1, APPR LOC2, etc.). APPR mode
arms when the button is pushed, and automatically captures when capture conditions are met. Before capture, the
system operates in a heading select submode.
In an FMS approach, the FMC computer determines the capture point. After capture, the FMS outputs the lateral bank
commands to the FGC.
In a non-FMS front-course approach, the FGC does an all-angle adaptive capture. First, the FGC captures the localizer
and then the FGC arms for glideslope capture, if the glideslope is valid. At glideslope capture, the FGC generates
commands to maintain flight on the glidepath.
NAV button Push the NAV button to alternately select or deselect navigation mode. The FGC/FMC generates lateral commands
to fly the active navigation course. The navigation source is selected from the PFD NAV SOURCE menu. The
active course NAV identifier annunciates on the PFD (FMS, VOR1, LOC2, etc.). NAV mode arms when the button
is pushed, and automatically captures when capture conditions are met. Before capture, the system operates in a
heading select submode.
If FMS is the active NAV source, the FMC computer determines the capture point. After capture, the FMS outputs the
lateral bank commands to the FGC.
If FMS is not the active NAV source, the FGC does an all angle adaptive capture. After capture, the FGC generates
commands to maintain the NAV course. This course may be changed using a CRS knob.
CRS knobs Two CRS (Course) knobs are installed. Turn the CRS 1 knob to change the pilot-side active navigation course on
the pilot PFD. Turn the CRS 2 knob to change the copilot-side active course on the copilot PFD. Clockwise rotation
increases the selected course angle.
CRS direct switches Push the PUSH DIRECT button, at the center of CRS knob switch, to set course deviation at zero and automatically
select a course directly to the tuned NAV station.
Pitch mode (no Pitch mode is the basic vertical operating mode, and occurs automatically when no other vertical mode is active and
button) the flight director is on. PTCH (Pitch) annunciates on the PFD. The FGC generates commands to maintain the pitch
reference angle existing when pitch mode is selected.
Turn the VS/pitch wheel to change the pitch reference value. When not engaged, push the remote SYNC button on the
control wheel (refer to Figure 3-11) to synchronize the pitch reference to the current pitch angle.
VS button Push the VS button to alternately select or deselect vertical speed mode. VS and the vertical speed reference value
annunciate on the PFD. An up arrow annunciates for positive VS. A down arrow annunciates for negative VS. The
FGC generates commands to maintain the vertical speed reference existing when VS mode is selected.
Turn the VS/pitch wheel to change the vertical speed reference value. When not engaged, push the remote SYNC
button on the control wheel (refer to Figure 3-11) to synchronize the VS reference to current vertical speed.
VNAV mode Push the VNAV (Vertical Navigation) button to alternately arm or clear vertical navigation mode. VNV (Vertical
Navigation) annunciates in the PFD. The FMC determines the VNAV capture point. After capture, the VNV
annunciation shows in green and the FMC outputs the vertical steering commands to the FGC. VNAV mode
automatically cancels when the vertical waypoint is reached.
3-14
operation
Table 3-6. FGP-3000 Flight Guidance Panel, Controls. - Continued
CONTROL OR
DISPLAY
FLC button Push the Flight Level Change (FLC) button to capture and track an IAS or Mach reference airspeed. The mode
takes into account the need to climb or descend to bring the airplane to the preselected altitude or VNAV altitude
depending which is active and the airplanes ability (e.g., thrust level) to accomplish the maneuver. The airspeed
reference may be adjusted by turning the SPEED knob on the FGP, synchronized by the FGC, or adjusted by the FMS
when in VNAV modes.
SPEED knob Turn the SPEED knob to change the IAS or Mach reference value. This value shows the IAS or MACH mode
annunciation on the PFD. Clockwise rotation increases the airspeed or Mach speed reference.
IAS/MACH switch Push the IAS/MACH switch, at the center of the SPEED knob, to select Mach mode from IAS mode, or to select IAS
mode from Mach mode. Refer to SPEED button description.
ALT button Push the ALT button to alternately select or deselect altitude hold mode. ALT annunciates on the PFD. The FGC
generates commands to maintain the pressure altitude existing when ALT mode is selected. When not engaged, push
the remote SYNC button to synchronize the altitude reference to current altitude. Altitude hold mode automatically
selects if the preselect altitude setting (ALT knob) is changed while in altitude preselect track.
Altitude preselect In altitude preselect mode, the operator selects a desired altitude and the FGC generates commands to fly to and
mode (no button) maintain that altitude. Turn the ALT knob to select the desired preselect altitude. Altitude preselect mode automatically
arms when the ALT knob is turned, when go around is cleared, or when the flight director is turned on, except in
overspeed or GA mode. ALTS annunciates in white on the PFD. Altitude preselect capture occurs when the airplane
altitude nears the preselect altitude. The capture point depends on closure rate. ALTS CAP annunciates in green on the
PFD. If the ALT knob is turned during the capture maneuver, pitch mode selects and altitude preselect mode rearms. If
ALTS CAP has been annunciated and then is cleared without going to arm or track mode, an ALTS annunciation
flashes yellow for 10 seconds to show altitude abort.
Altitude preselect track occurs after the airplane becomes established at the preselected altitude. ALTS annunciates in
green on the PFD. If the ALT knob is turned during track, altitude hold mode selects and altitude preselect mode rearms.
ALT preselect knob Turn the ALT knob to adjust the preselect altitude shown on PFD. Clockwise rotation increases the preselect altitude.
Turn the ALT knob to adjust the preselect altitude in 1000 foot increments. Push the ALT knob in and turn to adjust the
preselect altitude in 100 foot increments.
ALT alert cancel Push the PUSH CANCEL button, at the center of ALT button, to cancel aural and visual altitude alerts.
button
3-15
operation
Figure 3-6. Controls and Displays, Flight Guidance Panel, FGP-3000
3-16
operation
Table 3-7. MFD Multifunction Display, Controls and Displays.
CONTROL OR
DISPLAY
BRT/DIM switch Refer to Figure 3-7.
Push the top or bottom of the BRT/DIM rocker switch to adjust display brightness.
Left and right The MFD has four line-keys on each side of the display. The line-keys that are currently active have a side-facing caret
line-keys (< or >) that points from the associated legend to the line-key. Some menus may place legends within proximity of
various line-keys when the line-key has no function. The absence of the side facing caret indicates the line-key has
no function.
Format line-keys (no The top left and right line-keys open menus for the selection of formats for the upper and lower portions of the data
legend) display areas. One of these carets (< >) may not be active on some displays.
The top left line-key opens a selection box of available display options for the upper portion of the MFD.
The top right line-key opens a selection box of available display options for the lower portion of the MFD.
3-17
operation
Figure 3-7. Controls and Displays, Multifunction Display, MFD Layout
3-18
operation
Table 3-8. MFD Multifunction Display, Checklist Index Page.
CONTROL OR
DISPLAY
Upper format select Push the upper left line select key on the MFD to select the upper display format list. UPPER FORMAT and a list of
line-key format types appears next to the line-key. Each additional push of the UPPER FORMAT line select key cycles the
upper half of the MFD display to the next available format, through CHKLST, FMS-TXT, and OFF.
The CHKLST option displays the last viewed checklist menu.
CHECKLIST The four possible selections are as follows:
INDEX page
• NORMAL CHECKLIST MENU
• ABNORMAL CHECKLIST MENU
• USER CHECKLIST MENU
• EMERGENCY CHECKLIST MENU.
The focus indicator is the box around a selected line. The focus indicator is the box around a selected line. Move
the focus indicator to the desired checklist menu using the MENU ADV knob on the CCP. Push the PUSH SELECT
button on the CCP to select the desired checklist.
Preamble page The preamble page shows the selected checklist version number and date. The preamble page is acknowledged by
pushing the SELECT line-key. The selected checklist menu shows.
NORMAL Position the focus indicator on the NORMAL CHECKLIST MENU line and push the SELECT line-key to show the
CHECKLIST normal procedure checklist menu page. A menu shows the available normal procedure checklists. Push the up arrow
MENU or down arrow line-keys to move the focus indicator to the desired checklist. Push the SELECT line-key to select the
checklist. Push the INDEX line-key to return to the CHECKLIST INDEX.
NORMAL A checklist shows in three colors. Unchecked lines are white, the focus indicator line is cyan, and checked lines are
CHECKLIST green. Active controls are the MFD up arrow, down arrow, SKIP, and MENU line-keys.
Push the up arrow line-key to uncheck the selected line and scroll up one line. Push the down arrow line-key to check
the selected line and scroll down one line. Push the SKIP line-key to scroll down one line without checking the old
selected line. Push the MENU line-key to return to the checklist menu.
ABNORMAL Position the focus indicator on the ABNORMAL CHECKLIST MENU line and push the SELECT line-key to show
CHECKLIST the abnormal procedure checklist page. A menu shows the available abnormal procedure checklists. Operation is
MENU as described above for normal procedure checklists.
USER CHECKLIST Position the focus indicator on the USER CHECKLIST MENU line and push the SELECT line-key to show the user
MENU procedure checklist page. A menu shows the available user procedure checklists. Operation is as described above
for normal procedure checklists.
EMERGENCY Position the focus indicator on the EMERGENCY CHECKLIST MENU line and push the SELECT line-key to
CHECKLIST show the emergency procedures page. A menu shows the available emergency procedure checklists. Operation is
MENU as described above for normal procedure checklists.
3-19
operation
Table 3-9. PFD Primary Flight Display, Controls and Displays.
CONTROL OR
DISPLAY
BRT/DIM trim Refer to Figure 3-8.
switch Push the top or bottom of the BRT/DIM rocker switch to adjust display brightness.
The PFD combines the display functions of the Basic-T arrangement of individual gage instruments into a single
integrated presentation. The PFD shows ADI, ASI/MSI, ALI/VSI, and HSI information.
ADI display The ADI display shows primary flight data. This portion of the PFD shows airplane attitude, flight director steering
commands, flight control status/mode annunciations, vertical/lateral deviation, and marker beacon annunciations.
ASI display (and The ASI display shows airspeed data. This portion of the PFD shows current IAS, current Mach, several IAS markers
MSI) (also known as bugs), an IAS trend vector, and low/high speed cues.
ALI display (and The ALI display shows altitude and vertical speed data. This portion of the PFD shows barometric corrected
VSI) altitude, preselect altitude, radio altitude, minimum descent/reporting altitude, decision height, current vertical speed,
and TCAS advisories/messages.
HSI display The HSI display shows navigation data. This portion of the PFD shows a compass arc, airplane heading, active course,
selected bearings, selected heading, temperature, drift angle, and system message annunciation.
3-20
operation
Figure 3-8. Controls and Displays, Primary Flight Display, PFD Layout
3-21
operation
Table 3-10. RTU-4200 Radio Tuning Unit, Top Level Displays.
CONTROL OR
DISPLAY
RTU primary top Refer to Figure 3-9.
level display The RTU top level display is the default (power up) display for the RTU. The second top level page is entered by
pressing the NEXT PAGE line-key.
ON/OFF switch and Turn the BRT trim knob clockwise to turn the unit ON and then increase display brightness. Turn fully
BRT control counterclockwise to set the unit to OFF.
Tune window The tune window is a box that marks the display that can be changed by the tuning knobs. Push a line-key to move
the tune window to the frequency, code, or preset channel number to be changed, if not already windowed, and then
turn the tuning knobs to change the marked parameter.
Tuning knobs Turn these two concentric knobs to change the frequency, code or preset channel number shown in the tune window.
The outer knob changes the most significant left digits, and the inner knob changes the least significant right digits of
the display.
Ident button Push the IDENT button to transmit an ATC identification code that shows on the ground controller’s radar screen.
DME HOLD button Push the DME-HOLD button to hold the DME at the current DME frequency, and allow the VOR/ILS receiver
to be independently retuned. When this button is pushed, an H and the held DME frequency annunciate next to
the NAV preset display.
1/2 button Normally each RTU controls the onside radios. Push the 1/2 button to show and control the cross-side radios. Push the
1/2 button again to show and control the onside radios.
COM active display The COM active display shows the active COM frequency/channel. The digit 1 (pilot-side) or 2 (copilot-side) to the
right of the COM legend shows which radio is tuned to the displayed frequency. SQ OFF annunciates below the active
display when squelch is disabled and TX annunciates when the radio is transmitting.
COM active line-key Push the left COM active line-key to window the active COM radio frequency/channel, if not already windowed. Push
the left COM active line-key again to show the COM main display page.
COM preset display The COM preset display shows the preset COM frequency/channel that can be transferred to the COM active display.
COM preset line-key Push the right COM preset line-key to window the preset COM radio frequency/channel, if not already windowed.
Turn the tuning knobs to change the preset frequency/channel. Push the COM preset line-key again to interchange the
preset and active COM frequencies/channels. The COM radio retunes to the new frequency/channel on the left side
display and the previous active frequency/channel becomes the new preset on the right side display.
NAV active display The NAV active display shows the active NAV frequency/channel. The digit 1 (pilot-side) or 2 (copilot-side) to the
right of the NAV legend shows which radio is tuned to the displayed frequency. If FMS is installed and autotune is
selected, AUTO annunciates. An H annunciates next to the held frequency when DME hold is set. Refer to the
description of DME-H button.
NAV active line-key Push the left NAV active line-key to window the active NAV radio frequency/channel, if not already windowed.` Push
the left NAV active line-key again to show the NAV main display page.
NAV preset display The NAV preset display shows the preset NAV frequency/channel that can be transferred to the NAV active display.
NAV preset line-key Push the right NAV preset line-key to window the preset NAV radio frequency/channel, if not already windowed. Turn
the tuning knobs to change the preset frequency/channel. Push the NAV preset line-key again to interchange the preset
and active NAV frequencies/channels. The NAV radio retunes to the new frequency/channel on the left side display
and the previous active frequency/channel becomes the new preset on the right side display.
ADF active display The ADF active display shows the active ADF frequency/channel and operating mode. The digit 1 (pilot-side) or 2
(copilot-side) to the right of the ADF legend shows which radio is tuned to the displayed frequency. ANT annunciates
when antenna mode is set and BFO annunciates when BFO mode is set.
ADF active line-key Push the left ADF active line-key to window the active ADF frequency/channel. Turn the tuning knobs to change the
active ADF frequency/channel. Push the left ADF active line-key again to see the ADF main display page.
3-22
operation
Table 3-10. RTU-4200 Radio Tuning Unit, Top Level Displays. - Continued
CONTROL OR
DISPLAY
ATC display The ATC display shows the ATC reply code/channel and operating mode(s). The digit 1 (pilot-side) or 2 (copilot-side)
to the right of the ATC legend shows which transponder is active. The active transponder is selected by the pedestal
ATC 1/STBY/ATC 2 switch.
The letter A annunciates below ATC when mode A reply is set and mode C is off. STBY annunciates when standby
is set. ID annunciates when the RTU IDENT button is pushed and the active transponder transmits. Refer to
description of the IDENT button.
When the FLIGHT ID option is installed, the flight identification code shows at the bottom line of the ATC display
window. The FLIGHT ID is an eight-character identification code.
ATC line-key Push the ATC line-key to window the active transponder reply code/channel, if not already windowed. Turn the tuning
knobs to change the displayed code/channel. The active transponder immediately responds to the new code. Push the
ATC line-key again to see the ATC main display page..
TCAS display The TCAS display shows the current TCAS operating mode and the selected (REL or ABS) altitude tag that shows by
intruder symbols on the TCAS traffic map.
TCAS line-key Push the TCAS line-key to show the TCAS main display page.
HSI line-key The HSI line key is on the RTU-4220 second top level page. Push the HSI line-key to show the HSI main display
(RTU-4220 only) page. See .
NEXT PAGE Push the NEXT PAGE line-key to see the RTU second top level display page. The page shows when optional COM 3
line-key or ADF radios are installed.
RETURN line-key Push the RETURN line-key to return to the previous top level page.
NO RMT TUNE The NO RMT TUNE annunciation shows when the RMT TUNE switch is set to the DISABLE position. Autotuning
by the FMS is inhibited.
CROSS-SIDE The CROSS-SIDE RADIO TUNING INOPERATIVE page shows when a tuning operation is attempted on a
RADIO TUNING cross-side radio and the number 1 CDU is failed, or communication with the number 1 CDU has failed. To clear this
INOPERATIVE page, select control of the cross-side radios. Set the remote TUNE switch to the RTU position.
page
3-23
operation
Figure 3-9. Controls and Displays, Radio Tuning Unit, RTU-4200, Top Level Displays
3-24
operation
Table 3-11. Cockpit Switches, Controls.
CONTROL OR
DISPLAY
Cockpit mounted Refer to Figure 3-10.
switches This figure shows the cockpit mounted switches used by the pilot and copilot to provide the input discretes used to
control operation of the avionics system.
ATC switch The ATC switch selects the active transponder.
STBY At the STBY position, both transponders receive interrogation signals, but cannot send replies.
1 At the 1 position, the number 1 transponder is enabled to transmit replies.
2 At the 2 position, the number 2 transponder is enabled to transmit replies.
PILOT DISPLAY The PILOT DISPLAY reversion switch selects the reversionary PFD or MFD display.
reversion switch
NORM At the NORM position, each instrument shows the normal PFD and MFD displays.
PFD At the PFD position, the pilot-side (number 1) PFD shows the composite reversionary display and the MFD blanks.
All MFD information is moved to the pilot-side PFD. Use this function if the MFD fails.
MFD At the MFD position, the MFD shows the composite reversionary display and the number 1 PFD blanks. Use this
function if the number 1 PFD fails.
AHRS reversion The pilot AHRS reversion switch selects the attitude and heading source for the PFD and MFD displays.
switch
NORM At the NORM position, the pilot-side PFD and the MFD show the pilot-side AHRS data.
1 At the 1 position, the pilot-side and copilot-side instruments show the pilot-side AHRS data. Use this function if the
copilot-side (number 2) Attitude Heading Computer (AHC) fails.
2 At the 2 position, pilot-side and copilot-side instruments show the copilot-side AHRS data. Use this function if the
pilot-side (number 1) AHC fails.
ADC reversion The ADC reversion switch selects the air data source for the PFD and MFD displays.
switch
NORM At the NORM position, the pilot-side (number 1) PFD and MFD show the pilot-side air data, and the copilot-side
(number 2) PFD shows the copilot-side air data.
1 At the 1 position, the pilot-side and copilot-side instruments show the pilot-side air data. Use this function if the
copilot-side (number 2) ADC fails.
2 At the 2 position, pilot-side and copilot-side instruments show the copilot-side air data. Use this function if the
pilot-side (number 1) ADC fails.
TUNE switch The TUNE switch controls which tune source the radios receive. The pilot-side radios normally receive the tune data
from the RTU. The copilot-side radios normally receive the tune data from the number 1 CDU.
NORM At the NORM position, the pilot-side radios receive tune data from the RTU and the copilot-side radios receive
tune data from the number 1 CDU.
CDU At the CDU position, the RTU blanks and the pilot-side radios accept tune data from the number 1 CDU. Use this
function if the RTU fails.
RTU At the RTU position, the number 1 CDU blanks and the copilot-side radios accept tune data from the RTU. Use
this function if the number 1 CDU fails.
RMT TUNE switch The RMT TUNE switch disables the FMS remote tune data through the RTU/CDU1 to the radios.
NORM At the NORM position, the RTU and number 1 CDU accept the remote tune data from the FMS.
DISABLE At the DISABLE position, the RTU and number 1 CDU do not accept the remote tune data from the FMS.
3-25
operation
Table 3-11. Cockpit Switches, Controls. - Continued
CONTROL OR
DISPLAY
DG switch The pilot-side or copilot-side DG switch selects the FREE (manual) or SLAVE (auto) mode to cause the AHC to not
use the FDU input or slave to the heading sensed by the FDU.
FREE Set this switch to FREE (free gyro) to select the directional gyro mode. In the FREE mode, the AHC does not use
the magnetic heading sensed by the FDU.
NORM Set this switch to NORM (slave) to select the normal mode. In this mode, the AHC heading computations are slaved to
the magnetic heading sensed by the FDU.
SLEW switch Push the pilot-side or copilot-side SLEW +/− switch to slew the AHC heading computations and the heading on
the compass rose in the selected direction.
SLEW − Push the momentary switch to the SLEW − position to turn the compass card clockwise.
SLEW + Push the momentary switch to the SLEW + position to turn the compass card counterclockwise.
3-26
operation
Figure 3-10. King Air C90GTi/B200GT/B200CGT, Cockpit Mounted Switches
3-27
operation
Table 3-12. Control Wheel Switches, Controls.
CONTROL OR
DISPLAY
Control wheel Refer to Figure 3-11.
mounted switches This figure shows the control wheel mounted switches used by the pilot and copilot to provide the input discretes used
to control operation of the avionics system.
Go around button The Go Around (GA) button is on the outboard side of the left power lever handle. Push the GA button to disengage
the autopilot, but not the yaw damper, and clear all flight guidance modes. If the airplane is on the ground when go
around is selected, the flight director generates fixed pitch-up, wings level commands until go around is canceled or
until go around is reselected when in the air. If the airplane is in the air when go around is selected, the flight director
generates fixed pitch-up, heading hold commands until go around is canceled.
Control wheels The pilot and copilot control wheels contain several identical switches, but in mirror image locations. The following
description applies to both control wheels.
SYNC button Push the SYNC button to synchronize the flight director vertical and lateral references to those currently being flown.
These are roll, pitch, altitude, vertical speed, or flight level change.
IDENT button Push the IDENT button to cause the transponder to transmit an ATC identification pulse.
AP DISC button Push the AP DISC button to disengage the autopilot and yaw damper. Push this button again to cancel the flashing and
aural disengage warnings.
Manual pitch trim Operate the pitch trim control to disengage the autopilot, but not the yaw damper, and output the manual pitch trim
control commands. Slide the trim control forward to output nose-down trim. Slide the trim control backward to output
nose-up trim.
Figure 3-11. King Air C90GTi, Control Wheel Mounted Switches
3-28
CHAPTER 4
Maintenance
4.1. INTRODUCTION.
This section provides flight-line maintenance instructions for the Beechcraft King Air C90GTi/B200GT/B200CGT with Integrated
Flight Information System (IFIS) Avionics System. The avionics system contains built-in diagnostics that monitor system operation.
These diagnostics operate on normal airplane power and provide dynamic fault and fault history displays. Use these diagnostic
procedures to quickly test the avionics system. Paragraph 4.11.1 describes how to use the diagnostics to quickly test the avionics
system. If detailed troubleshooting is required, refer to Paragraph 4.11.2. These single-page test procedures may also be used as
Line Replaceable Unit (LRU) customer acceptance tests. This section also provides instructions to load periodic data base updates
from a Personal Computer Database (PCD) Unit or the Data Base Unit (DBU) into system memory.
4.2. MAINTENANCE SCHEDULE.
Turn power off before disconnecting any equipment from wiring. Disconnecting equipment without turning power
off may cause voltage transients that can damage equipment.
The following paragraphs list units that require periodic inspection or maintenance. Remove other units from the airplane only when
repair is required or during troubleshooting effort.
4.2.1. RTA-800/852 Receiver Transmitter Antenna.
As part of each maintenance operation, inspect the mechanical portion, scan/tilt gears and sectors, of the RTA for contaminants
such as dirt and/or grease buildup. Unless the mechanism is severely contaminated, it should not be necessary to disassemble the
unit. Usually, adequate cleaning is possible using a small soft-bristled brush and a cleaning agent. After cleaning, apply a moderate
amount of grease, Collins Part Number (CPN) 005-0810-000, to the contacting surface of the teeth of the scan/tilt gears and sectors.
Wipe any excess from the surrounding areas with a lintless cloth. Then, operate the unit and make sure that all mechanically mating
parts, especially the scan and tilt mechanism, are adequately lubricated at the mating surfaces.
NOTE
The scan and tilt axis bearings are lifetime lubricated. Cleaning agents should not contact these parts.
4.2.2. SVO-3000 Servo/SMT-65 Servo Mount.

Do an on-airplane inspection of each SVO (Servo) and SMT (Servo Mount) concurrent with each airplane major overhaul, rigging
maintenance, or the recommended control system inspection period. Visually inspect each servo and servo mount for capstan/cable
wear or contamination, cable spool-off angle, and a secure bond to the airframe. With the autopilot disengaged, operate the control
system through its entire range and inspect each servo mount for any unusual noise, binding, backlash, or other mechanical irreg-
ularities. Ensure proper cable tension according to the airplane Type Certificate (TC) or Supplemental Type Certificate (STC). If
a servo or servo mount does not pass the on-airplane inspection, replace that unit. Return the failed unit to a Collins Business and
Regional Systems authorized service agency for repair.
Every 12 000-flight hours, test the slip clutch torque adjustment on each SMT servo mount. Remove the servo mount from the
airplane so it can be tested by a Collins Business and Regional Systems authorized service agency.
4.2.3. ADC-3000/3010 Air Data Computer.
Every two years, recertify each Air Data System (ADS) for altimeter system accuracy according to FAR part 91. If the ADS system
fails certification due to an unserviceable Air Data Computer (ADC), send the ADC to a Collins Business and Regional Systems
authorized service agency for repair.
4-1
maintenance
4.2.4. NAV-4000/4500 VHF Navigation Receiver.

Do a VOR equipment test for IFR operations every 30 days according to FAR part 91. The operational test measures the indicated
bearing error.
4.2.5. TDR-94 Transponder.
Do an ATC transponder test and inspection every two years according to FAR part 91. This procedure tests for data correspondence
error. This test is often performed concurrently with the ADS/ADC recertification.
4.2.6. Liquid Crystal Display Defects.
The paragraphs that follow define the Liquid Crystal Display (LCD) defects that require an LRU to be removed for repair. A visible
defect on the display surface should not be distracting or cause an erroneous interpretation of the display. Defects which are not
visible with any operational format from the minimum viewing distance are acceptable.
4.2.6.1. LCD Rows or Columns Failed ON. If the LRU has LCD rows or columns failed ON, the LRU requires service. Send
the LRU to a Collins Business and Regional Systems authorized service agency for repair.
4.2.6.2. LCD Rows or Columns Failed OFF. If the LRU has LCD rows or columns failed OFF, the LRU requires service.
Send the LRU to a Collins Business and Regional Systems authorized service agency for repair.
4.2.6.3. LCD Elements Failed ON or OFF. An LCD element is the individual dot that lights on the display. Failed OFF el-
ements are acceptable if they do not causes distraction or erroneous interpretation of the display symbology. Clusters of elements
failed ON are not permitted. A cluster is defined as three or more adjacent elements.
4.2.6.3.1. The number of failed-ON LCD elements which are allowed is as follows:
• No more than 6 red-elements failed-ON
• No more than 6 green-elements failed-ON
• No more than 10 blue-elements failed-ON
• No more than 5 double-adjacent-elements failed-ON.
4.2.6.3.2. The number of failed-OFF LCD elements which are allowed is as follows:
• No more than 5 double-adjacent-elements failed-OFF
• No more than 1 triple-adjacent-elements failed-OFF
• No more than 30 total elements failed-OFF.
4.2.7. Routine Display Cleaning.
Do not use solvent to clean the optic filter, the face, of an LCD display. The glass is coated with an anti-reflective
coating that may be damaged by solvents.
When cleaning an LCD display, be careful not to damage the anti-reflective coating. Make sure that the cleaning
tissue/cloth is flat, and not creased, to reduce pressure points that could cause streaking or damage the LCD filter
coating. If a cleaning cloth is used, make sure it is soft and lint-free. Some cloth materials can damage the LCD
filter coating.
The Beechcraft King Air C90GTi/B200GT/B200CGT Avionics System contains several panel-mounted units that have glass (LCD)
displays. These displays should be routinely cleaned using the following materials:
• Gliss'n optical glass cleaner, CPN 001-0012-000.
• Watchcraft lens tissue, CPN 056-0004-000, or a soft low-lint cloth. Lens tissue is available at most photographic stores.
a. Clean dust and light fingerprints from the LCD face. Wipe the LCD face with a non-abrasive, lint-free lens tissue.
b. Remove oily fingerprints or any residue from the LCD face.
4-2
maintenance
(1) Apply glass cleaner to the lens tissue or to the soft cloth. Do not apply the liquid directly to the LCD. This prevents liquid
from running between the filter and bezel.
(2) Use several layers of tissue as necessary for strength. Rub the wet tissue/cloth around the display face to remove the
fingerprints or residue.
(3) After the display face is clean, use a clean dry tissue to remove excess liquid and any streaks.
4.3. FSU DATABASE UPDATE PROCEDURE.

This section includes detailed procedural steps for loading the data bases onto an FSU with a DBU or with Collins Portable Access
Software (CPAS). These data bases include the FMS NAV, electronic charts, enhanced maps, and optional graphical weather overlay
data bases. Enhanced maps consists of airways, airspace, geographical and political data bases.
NOTE
Refer to Collins CPAS-3000 Data Loader Operator’s Guide 523-0790386 for detailed CPAS operation.
4.3.1. Data Bases.

The FMS data base also contains named en route waypoints, on-airway Non-Directional Beacons (NDB), airport runways, and
terminal waypoints for the applicable geographic area. When an installed data base is out of date, the CHECK DATABASE STATUS
message shows on the Multifunction Display (MFD). The DATABASE EFFECTIVITY page and the CHART SUBSCRIPTION
page show the flight crew or maintenance personnel the status of the installed data bases (refer to Figure 4-1). The pages show the
data bases that follow:
• FMS data base (28 day update cycle)
• Charts (14 day update cycle)
• Airspace (28 day update cycle)
• Airways (28 day update cycle)
• Geographic (update on user demand)
• Political (update on user demand)
• Graphical Weather (update on user demand).
NOTE
The FSU does not need to be restarted after new data bases are loaded onto it, but must be restarted after the FSU
File Server Application (FSA) software is updated.
The display of part number and serial number information on the page indicates that the FSU and the MFD have
established a valid Ethernet link, and are exchanging information.
4.3.2. Update the Data Bases.

Update the system data base using a DBU or a PC with CPAS and FSU-5010 as follows:
a. Make sure the data on the FILE SERVER CONFIGURATION page is correct. Refer to Figure 4-1, Sheet 3.
(1) Push the STAT button and then the MENU button, on the Cursor Control Panel (CCP), to show the STATUS MENU on
the MFD.
(2) Turn the MENU ADV knob, on the CCP, to position the focus indicator around the FILE SERVER CONFIGURATION
line.
(3) Push the PUSH SELECT button to show the FILE SERVER CONFIGURATION page on the MFD.
(4) Make sure the FSA PART NO and Cyclic Redundancy Code (CRC) shows on the MFD.
(5) Make sure the ECU Serial Number shows on the MFD.
4-3
maintenance
(6) Make sure the appropriate functions show in green and the STATUS column indicates ENABLED.
(7) Installation of an FSA with a different part number may require the reentry of the KEY codes. These KEY codes are
available from Rockwell Collins.
b. Make sure the data on the DATABASE EFFECTIVITY page is correct.
(1) Push the MENU button, on the CCP, to show the STATUS MENU on the MFD.
(2) Turn the MENU ADV knob, on the CCP, to position the focus indicator around the DATABASE EFFECTIVITY line.
(3) Push the PUSH SELECT button to show the DATABASE EFFECTIVITY page on the MFD.
(4) Wait one additional minute, from the time a valid FILE SERVER CONFIGURATION page shows until it is ready to
transfer file information, for the FSU to initialize. The E-maps and Charts functions do not operate during this time. The
message FSU INOP shows on the MFD. The DATABASE EFFECTIVITY page is a good place to monitor the completion
of the FSU initialization.
(5) Write down the effectivity dates of the data bases to be updated for later reference.
c. Make sure the Weight-On-Wheels (WOW) and SW_Load_Enable (Software Load Enable) discrete inputs to the FSU are
GROUNDED.
(1) WOW requires weight on the airplane struts. This may not be satisfied if the airplane is on a jack or jack-stands.
(2) The control for SW_Load_Enable is typically a switch near the FSU Data Load Ethernet port on the airplane.
d. Show the FILE SERVER CONFIGURATION page on the MFD to monitor for an indication the FSU has entered Data Load
Mode.
(1) Push the MENU button, on the CCP, to show the STATUS MENU on the MFD.
(2) Turn the MENU ADV knob, on the CCP, to position the focus indicator around the FILE SERVER CONFIGURATION
line.
(3) Push the PUSH SELECT button to show the FILE SERVER CONFIGURATION page on the MFD.
4-4
maintenance
Figure 4-1. File Server Pages (Sheet 1 of 3)
4-5
maintenance
4-6
maintenance
4-7
maintenance
4.4. FMS DATA BASE UPDATE PROCEDURE WITH OPTIONAL DBU-5000.

The FMS data base memory stores VHF navaid and airport reference point information for use by the flight management subsystem.
Each data base also contains named en route waypoints, on-airway NDBs, airport runways, and terminal waypoints for the applicable
geographic area. In a dual FMS system, data base loading is independent. Use the pilot-side or copilot-side Control Display Unit
(CDU) to update the left or right data base memory.
4.4.1. The FMS Data Base.
The data base expires periodically, and must be routinely updated with the latest information on a 28-day cycle. When the data
base has expired, a warning shows on the CDU during FMS initialization. Every 28 days, Collins Business and Regional Systems
distributes a diskette containing the latest data base information. Load the new data base from this diskette into system memory as
soon as a diskette arrives. Do not wait for the current data base to expire.
Several types of data bases may be loaded from diskette into the FMS: navigation data base, route data base, pilot waypoint data
base, and performance data base. Two navigation data bases may be loaded into the memory of a flight management computer. In
a dual FMS system, data base loading is independent. Use the pilot-side or copilot-side CDU to update the left or right data base
memory.
4.4.2. Update the FMS Data Base.
Do the update while the airplane is parked on the ground. Update the system data base using the Database Unit (DBU) and CDU as
follows:
a. Push the IDX key on the CDU to show the FMS INDEX page 1 of 2.
b. Push the NEXT key on the CDU to show the FMS INDEX page 2 of 2.
c. Push the DB DISK OPS line key on the CDU to show the DATA BASE DISK OPS page.
d. Insert the data base diskette or USB drive into the DBU which is located in the aft pedestal.
e. Push the READ DISK line key. The CDU shows a diskette directory, normally a single-file name.
f. Push the LOAD WORLD line key, for example, to load the data base file into system memory.
NOTE
The control display unit shows READ NAV DB IN PROGRESS message while the data base is loading.
g. Wait until the CDU shows the READ NAV DB COMPLETE message for five seconds. The STATUS page automatically shows
when the update is complete.
h. Push the INDEX line key to show the FMS INDEX page.
4.5. CHECKLIST EDIT PROCEDURE.

The checklist files are created on a personal computer, and uploaded to the airplane through the FSU Ethernet port. Use the DBU
or CPAS to load the checklist files into the MDC system. Refer to Rockwell Collins CPAS-3000 Data Loader Operator’s Guide
523-0790386 for detailed CPAS operation.
4.6. CSU-3100 PROGRAMMING PROCEDURE.
Avoid contact with the surface of the Configuration Strapping Unit (CSU) circuit card to prevent possible damage.
4-8 Change 1
maintenance
The Configuration Strapping Unit (CSU) contains Dual In-line Package (DIP) switches that define the avionics system configura-
tion for the Integrated Avionics Processing System (IAPS) Input/Output Concentrators (IOC). Before installing a new CSU in the
airplane, mount the Options Control Module (OCM) to the CSU and set the CSU DIP switches to program the CSU for operation
in the Beechcraft King Air C90GTi/B200GT/B200CGT airplane.
The CSU defines 16 configuration words. The OCM provides protected strapping for the 16-bits of WORD 0. The OCM part
number status defines the WORD 0 strapping. WORD 1 through WORD 15 are arranged in four rows, with three words in the top
row and four words in the bottom three rows. All words are identified on the CSU cover with a label above the window for each
corresponding word. Each word contains sixteen bits, with BIT 1 through BIT 8 and BIT 9 through BIT 16 positions marked below
the window for each word. Located on the bottom row of the CSU are the FCS and ATC configuration straps. These straps are
hard-wired directly to the corresponding Line Replaceable Module (LRM) in the IAPS Card Cage (ICC).
To gain access to the straps, place the CSU on a bench with the front cover facing up. Loosen the six screws, then slide the inner
front cover plate toward the LRM connector. A slot with a dimple located just below the center of the front cover is available to help
slide the plate.
The CSU is populated with switches in DIP sets. Refer to Figure 4-2 for the CSU and OCM side view. Refer to Figure 4-23 for the
Configuration Strapping Unit page. Refer to Table 4-4 through Table 4-19 for the strapping bit definitions.
After programming the CSU, secure the unit cover plate, then install the CSU in the ICC. Show the CONFIGURATION STRAP-
PING UNIT page on the MFD to make sure proper bit patterns are set. The number 1 CSU and number 2 CSU must be identically
strapped. If the CSUs are strapped differently, the erroneous word is highlighted in yellow on the MFD.
4-9
maintenance
Figure 4-2. CSU-3100 Configuration Strapping Unit, Side View
4-10
maintenance
4.6.1. Program CSU Words 1 through 15.

To program WORD 1 through WORD 15, the following procedure must be used:
a. To program a 0 or GND, set the switch to the ON (up) position.
b. To program a 1 or OPEN, set the switch to the OFF (down) position.
4.6.2. Program FCS Configuration Straps.
To program the FCS configuration straps, the following procedure must be used:
a. To program a 0 or GND, set the switch to the OFF (down) position.
b. To program a 1 or OPEN, set the switch to the ON (up) position.
4.7. AHC-3000 HEADING COMPENSATION AND MOUNT LEVELING PROCEDURES.

The External Compensation Unit (ECU) stores the airplane-specific compensation and configuration data. The ECU remains with
the airplane during replacement of the Attitude Heading Computer (AHC). The ECU contains the flux detector compensation values,
battery time-out values, Modular Mounting Tray (MMT) leveling compensation values, maintenance label Sign Status Matrix (SSM)
definition select logic, and air data monitor select logic.
The flux detector compensation data is used to reduce the HARD IRON errors and flux detector misalignment. The data is calculated
by the AHC and stored in the ECU during an automated compass swing procedure. Refer to Table 4-1.
The MMT leveling compensation data accounts for mount misalignment up to three degrees in the pitch and roll axes. The data is
calculated and stored during an automated MMT leveling procedure. Refer to Table 4-2.
4.7.1. AHC-3000 Heading Compensation Procedure.
Do the AHS Compensation Mode Procedure any time the ECU and/or Flux Detector Unit (FDU) is replaced. An appropriate area
for this procedure is required as follows:
• Calibrated compass rose
• Magnetic disturbance-free area.
Table 4-1. AHS Heading Compensation Procedure.
STEP PROCEDURE DESIRED RESULTS

1 Setup
1.1 Power up the AHS-3000 Attitude Heading System. Make sure the Attitude and Heading is valid.
1.2 Taxi the airplane to a compass rose, or an area known to be free
of magnetic interference.
1.3 Position the airplane toward North (360/0 degrees) and set the Make sure the airplane heading is 0° ±2°.
brakes.
NOTE
The airplane must be stationary during these calculations.
1.4 Open both the AHC PRIMARY and AHC BATTERY circuit Power is removed from the AHS-3000
breakers. system.
1.5 Connect the manufacturer-supplied test box to the connector port
(located near the floor) on the copilot side of the instrument panel
pedestal.
Set the FDU compensation mode switch to the COMP
(compensation mode) or ON position.
2 Procedure
4-11
maintenance
Table 4-1. AHS Heading Compensation Procedure. - Continued

2.1 Close both the AHC PRIMARY and AHC BATTERY circuit Power is applied to the AHS-3000 system.
breakers.
2.2 FDU Compensation Mode AHC output data labels: Attitude (ATT) is flagged.
Heading is valid.
324 (pitch angle) with SSM set to Fail Warn
325 (roll angle ) with SSM set to Fail Warn
320 (magnetic heading) with SSM set to Normal Operation
351 (bits 20, 24, and 29 set to 1)
353 with SSM set to Normal Operation
2.3 Toggle the DG FREE/NORM (slave) switch from NORM (slave) The Heading flag (HDG) shows on all
to DG FREE and back to NORM (slave). displays for at least 25 seconds, but no
longer than 35 seconds.
2.4 Reposition the airplane in a clockwise direction to the next 45° The Heading flag (HDG) shows on all
step. displays for at least 25 seconds, but no
longer than 35 seconds.
NOTE
Although the procedure is designed to work with 45° ±5°
steps, a more accurate result will be achieved if steps are kept
to 45° ±2°.
Toggle the DG FREE/NORM (slave) switch from NORM (slave)
to DG FREE and back to NORM (slave).
2.5 Repeat steps 2.3 and 2.4 until all eight 45° alignment steps have The last step occurs when the airplane is
been completed. positioned at the 315° heading mark.
2.6 Upon completion of this step, the AHC does the sine/cosine
compensation calculation using the information collected at each
step.
If sine/cosine compensation is within correctable limits and the
FDU compensation mode switch is in the COMP (compensation
mode) or ON position, the HDG becomes valid.
If the sine/cosine compensation is outside correctable limits the
HDG flag stays in view and bit 12 in Maintenance Word 353 is set
to indicate an out-of-limits condition.
If the compensation procedure cannot succeed because one or
more of the 45° steps exceeded the ±5° tolerance, the HDG flag
stays in view and bit 11 in Maintenance Word 353 is set. The cause
of the out-of-limits condition should be corrected and the compass
compensation procedure repeated.
3 Index Adjustment
3.1 Align the airplane to any known heading as accurately as possible
and set the airplane brakes.
NOTE
Any misalignment will be directly translated into a heading
error during operation.
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Table 4-1. AHS Heading Compensation Procedure. - Continued

3.2 Set the DG FREE/NORM switch to the DG FREE position. The Heading flag (HDG) shows for at
Momentarily push the SLEW switch in either direction to start least 25 seconds, but no longer than 35
the index adjustment procedure. seconds, while the AHC-3000 does a
heading alignment calculation. The heading
becomes valid upon completion of the
calculation.
3.3 Use the heading SLEW switch to slew the heading left or right until Corrected to the actual heading.
the displayed heading agrees with the aligned airplane heading. If the displayed heading cannot be adjusted
to the actual heading, the index error is
NOTE
outside correctable limits (corrections >
Use the FCS diagnostics input mode to show the HDGMAG ±3° are not allowed). The FDU compass
parameter to the nearest 0.1°. This is the magnetic head- compensation procedure should be aborted.
ing output from the AHC to the Flight Guidance Computer
(FGC).
3.4 Once the correct heading is obtained, toggle the DG FREE/NORM This stores the index correction.
Switch from DG FREE to NORM then back to DG FREE and
then back to NORM.
NOTE
Index correction will not store without Step 3.4 completion
as stated, because it is the second return back to NORM that
stores the correction
3.5 Set the FDU compensation switch to the OFF position.
Turn off the AHS-3000 system. Open both the AHC PRIMARY
and AHC BATTERY circuit breakers.
Turn on the AHS-3000 system. Close both the AHC PRIMARY
and AHC BATTERY circuit breakers.
3.6 Do a compass swing check to make sure the heading alignment The heading deviation should not exceed
is correct. ±2 degrees on any heading. For dual
installations the heading difference between
the two systems should not exceed ±2° on
any heading.
3.7 End the FDU compensation procedure.
NOTE
The FDU Compensation Mode can be aborted at any time
during this mode by removing all power, both primary and
battery, to the AHC-3000.
Change 2 4-13
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4.7.2. AHC-3000 Mount Auto-Leveling Procedure.

Do the MMT leveling procedure any time the ECU is replaced or if the Modular Mounting Tray (MMT) level is changed.
With the airplane level and the AHC-3000 switched into MMT leveling mode, the AHC-3000 can compute the values of the attitude
offset between the AHC-3000 mounting plane and the plane of airplane level. These offset values are stored in the ECU, and the
AHC-3000 reads these offset values during the initialization process to compensate the computed attitude during normal operation.
In order to insure accuracy of the AHS-3000 outputs, the following mounting tolerances must be followed:
• The longitudinal axis of the installed MMT-3010 must be aligned within 0.50° of the airplane longitudinal axis.
• For installations not using the MMT leveling function, the installed MMT-3010 must be leveled within 0.10° of the airplane level
axes. Leveling fixture CPN 653-2906-003 may be used to align the MMT-3010 equipment mount. This fixture allows alignment
to within ±0.1° in pitch and roll.
• For installations using the MMT leveling function, the installed MMT-3010 must be leveled within 3.0° of the airplane axis.
Table 4-2. MMT Leveling Procedure.

1 SETUP
1.1 Make sure the DG FREE/NORM switch is set to the NORM Make sure the Attitude and Heading are
position. Power up the AHS-3000 Attitude Heading System. valid. The AHC-3000 must be thermally
stable prior to beginning the MMT leveling
procedure. Allow a 60-minute warm-up
period when powering up from ambient
temperature.
1.2 Level the airplane within 0.0° ±0.1° of actual level reference.
1.3 The leveling procedure requires an On-Ground condition. If Make sure the AHC strut logic is
needed, override the airplane Weight-On-Wheels (strut) switch On-Ground. AHC Output labels:
to indicate On-Ground.
351 (Bit 19 is 1, weight on wheels)
NOTE
Leveling the airplane may cause the Weight-On-Wheels
(WOW) switch on the landing gear strut to indicate In-Air.
1.4 Open both the AHC PRIMARY and AHC BATTERY circuit Power is removed from the AHS-3000
breakers. system.
2 PROCEDURE
2.1 Connect the Beechcraft supplied test box to the connector port
located near the floor on the copilot side of the instrument panel
pedestal.
Set the MMT Leveling Mode switch to the AUTOLEVEL or ON
position.
2.2 Close both the AHC PRIMARY and AHC BATTERY circuit Power is applied to the AHS-3000 system.
breakers.
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Table 4-2. MMT Leveling Procedure. - Continued

2.3 Automatic MMT Leveling Mode Calculation Once the MMT While the AHC-3000 is calculating the
leveling mode is started, the AHC automatically starts the leveling parameters, the ATT and HDG
calculation of leveling parameters. AHC output data labels: displays alternates between invalid and
351 (Bit 23 set to 1, MMT leveling mode) valid at a 1 Hz rate. The heading starts
counting from 360° to 0° over a 5 minute
period.
The maximum calculation time is 5 minutes.
2.3.1 If leveling parameters are within acceptable limits of ±3° at the end The ATT display stays in the invalid state.
of the leveling parameter calculation, the ATT and HDG displays The HDG display stays valid.
stop alternating between invalid and valid indications. The ATT
flag shows on the display.
NOTE
Leveling has a maximum authority of ±3 degrees in the pitch
and roll axis. If the leveling parameters are outside accept-
able limits, the ATT and HDG displays continue to alternate
between invalid and valid at a 1 Hz rate. Switch the MMT
Leveling Mode switch to the OFF position to exit MMT lev-
eling mode. The failure cause should be corrected and MMT
leveling procedure repeated.
2.4 Toggle the DG FREE/NORM switch to save the leveling The HDG display changes to invalid
parameters in the ECU. indicating that MMT leveling data has been
written to the ECU. The ATT display stays
invalid.
2.5 Set MMT Leveling Mode switch to the OFF position to exit the The AHS initializes in 35-45 seconds and
leveling mode. the ATT and HDG are valid
2.6 Do a post–alignment leveling check to make sure that the attitude
is within 0.0° ±0.2°.
NOTE
Use the FCS diagnostics input mode to show the PTH (pitch)
and ROL (roll) parameters to the nearest 0.1°. This is the pitch
and roll data output from the AHC to the FGC.
3 End MMT leveling procedure.
NOTE
The mount leveling procedure can be aborted at any time dur-
ing this procedure by removing all power, both primary and
battery, to the AHC–3000 or by setting the MMT Leveling
Mode switch to the OFF position. Setting the MMT Leveling
Mode switch to the OFF position causes the AHC-3000 to au-
tomatically reinitialize upon exiting the MMT leveling mode.
If the MMT leveling mode procedure is aborted prior to sav-
ing the new leveling parameters (step 2.4), the ECU does not
save the new leveling compensation data.
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4.8. TEST/TROUBLESHOOTING EQUIPMENT.

Internal diagnostics test the avionics system. No carry-on test equipment is required. Refer to Table 4-3 for a list of equipment
recommended for flight-line troubleshooting. Equivalent equipment may be substituted.
Table 4-3. Troubleshooting Equipment.
EQUIPMENT DESCRIPTION
Bus reader ARINC 429 bus reader, such as JcAIR Model 429.
Multimeter Used for voltage, current, and continuity checks.
Oscilloscope Used to test the bus levels and activity.
4.9. DIAGNOSTIC DESCRIPTION.

Built-in system diagnostics monitor reporting LRUs in the avionics system, and show both dynamic status reports and recorded fault
history logs. The following paragraphs describe the various diagnostic functions. Use these diagnostics to test and troubleshoot
the avionics system. The technician should become familiar with the capabilities of the diagnostic system before starting the LRU
fault isolation procedures provided later in this manual. Figure 4-3 shows a flow diagram of the diagnostic configuration. The MDC
computer handles the primary system diagnostics. The Flight Guidance Computers (FGC) handle the Flight Guidance System (FGS)
diagnostic functions.
The MDC computer routinely monitors individual LRU diagnostic words on the two IOC-5 buses from the IOCs. The MDC inter-
nally compiles a maintenance file for each reporting LRU, and stores these files in nonvolatile memory. The maintenance files can
be downloaded to a USB drive with a DBU, or to a PC by using CPAS. The MDC downloads the maintenance files on the dedicated
RS-422 bus (MDC-3) to the FSU. When a request for diagnostics is received, the MDC processes the appropriate information, and
transmits the page formatted display data on the dedicated ARINC 429 high-speed bus (MDC-2) to the MFD.
The FGCs monitor the LRU input data on the two IOC-3 buses from the data concentrators. The two FGCs function together to
operate the FGC diagnostic modes, but only one FGC transmits the display data to the MFD. A blue arrow on the MFD shows which
FGC supplies the FGS DIAGNOSTICS display. When a request for diagnostics is received, each FGC processes the appropriate
left-side or right-side diagnostic information and transmits this data to the cross-side FGC. The selected FGC then transmits the
left-side and right-side ASCII display data on the L-FGC-1 or R-FGC-1 ARINC 429 high-speed bus to the IOCs. The IOCs output
the FCS diagnostic display data on the L-IOC-1 and R-IOC-1 buses to the MFD.
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Figure 4-3. Diagnostic Configuration
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4.9.1. Enter Diagnostics.

To enter diagnostics, do the steps that follow:
a. Push the STAT button on the CCP to show the last displayed STAT format.
b. If the last displayed STAT format is not the MAINTENANCE MAIN MENU, push the MENU button on the CCP. When the
STATUS MENU shows, turn the MENU ADV/DATA knob to highlight MAINTENANCE MAIN MENU. Push the MENU
ADV/DATA knob PUSH SELECT button to access the MFD MAINTENANCE MAIN MENU page.
• CURRENT FAULTS
• AIRCRAFT HISTORY
• ATA INDEX
• LRU INDEX OPERATIONS
• MDC SETUP
• CONFIGURATION DATA
• REPORT DOWNLOAD.
c. Position the cursor on the CURRENT FAULTS line using the UP or DOWN line keys on the left side of the MFD. Push the
SELECT line key to show the CURRENT FAULTS page and show a list of defective LRUs. This page, or pages, shows
a dynamic readout of each unserviceable avionics LRU and the operational status of that LRU. The status it shows may be
OVERHEAT, FAILED, OFF/NO OUTPUT, LRU OK/INFO, DEFERRED MAINT, MAINTENANCE, or blank, and a fault
message for that LRU.
d. Position the cursor on the AIRCRAFT HISTORY line. Push the SELECT line key to show the AIRCRAFT HISTORY page.
The AIRCRAFT HISTORY page show FAULT HISTORY line and the FLIGHT SUMMARY line. The FAULT HISTORY
page shows a list of faults that the MDC has stored in memory. The FLIGHT SUMMARY page list the number of faults that
the MDC has captured for each flight leg.
e. Position the cursor on the ATA INDEX line. Push the SELECT line key to show the ATA INDEX page shows a list of ATA
chapters for the LRUs on the airplane.
f. Position the cursor on the LRU INDEX/OPERATIONS line. Push the SELECT line key to show the LRU INDEX / OPERA-
TIONS page. The LRU INDEX/OPERATIONS page shows a list of the LRUs on the airplane.
g. Position the cursor on the MDC SETUP line. Push the SELECT line key to show the MDC SETUP page. The MDC SETUP
page shows the SET AIRCRAFT IDENTIFICATION, LOAD FILES FROM DISK, and FILE BROWSER lines. The SET
AIRCRAFT IDENTIFICATION page is used to set the aircraft identification number for the maintenance files. The LOAD
FILES FROM DISK pages are used to load maintenance tables, download maintenance data onto a laptop, or load checklist
files.
h. Position the cursor to select the CONFIGURATION DATA line. Push the SELECT line key to show the CONFIGURATION
DATA page. The CONFIGURATION DATA page shows the CSU DATA (LEFT), CSU DATA (RIGHT), and MDC VERSION
INFORMATION lines.
i. Position the cursor on the REPORT DOWNLOAD line. Push the SELECT line key to show the REPORT DOWNLOAD
function. The REPORT DOWNLOAD page lets the user download the CURRENT FAULTS, FAULT HISTORY, FLIGHT
LEG SUMMARY, CONFIGURATION DATA, CURRENT ARINC DATA, or DOWNLOAD ALL files from the FCS or the
FSU.
4.9.2. Exit Diagnostics.
Do the steps that follow to exit diagnostics:
a. Push the RETURN line key on the MFD to return to the MAINTENANCE MAIN MENU page.
b. Push the STAT button on the CCP to return to the navigation display.
4.9.3. Maintenance Main Menu.
Refer to Figure 4-4. Access the diagnostic, Refer to Paragraph 4.9.1. Detailed mode descriptions are provided later in this manual.
The MAINTENANCE MAIN MENU page consists of the displays that follow:
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• Engine displays
• MAINTENANCE MAIN MENU column
• MFD line keys - UP, DOWN, SELECT, and LOWER FORMAT (>)(R1).
The line keys do the functions that follow:
• Push the MFD UP line key to move the cursor up the page.
• Push the MFD DOWN line key to move the cursor down the page.
• Push the MFD SELECT line key to select the cursored line on the MAINTENANCE MAIN MENU page.
• Push the MFD LOWER FORMAT line key, the top line key on the right side, to return to the navigation display.
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Figure 4-4. Maintenance Main Menu Page
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4.9.4. Current Faults.
NOTE
Faults show on this page between 0 and 30 seconds after they are detected. This time delay prevents nuisance
fault messages from transient conditions.
Enter diagnostics and go to the CURRENT FAULTS page, refer to Paragraph 4.9.1. The CURRENT FAULTS page shows a list of
currently non-functioning direct, indirect, and internal reporting LRUs, refer to Figure 4-5. This dynamic display updates as fault
conditions appear or clear. NO FAULTS shows if all reporting units are functioning normally.
This list is organized into pages that contain up to four LRU data entries per page. When more than one page exists, use the MFD
PREV/NEXT line keys to scroll between pages. Push the MFD NEXT line key to show the next CURRENT FAULTS page. Push
the MFD PREV line key to show the previous page. The page numbers show in the upper right quadrant of the screen.
The CURRENT FAULTS page consists of the page title and page number (top line), an ATA/LRU/STATUS/FAULT MESSAGE
column, and the line key controls. The line key functions are described below:
• Push the MFD UP line key to move the cursor up the page.
• Push the MFD DOWN line key to move the cursor down the page.
• Push the MFD PREV line key to show the previous CURRENT FAULTS page.
• Push the MFD NEXT line key to show the next CURRENT FAULTS page.
• Push the MFD LOWER FORMAT line key to return to the navigation display.
• Push the MFD RETURN line key to return to the MAINTENANCE MAIN MENU page.
The ATA/LRU/STATUS/FAULT MESSAGE column shows the ATA chapter names, the names each malfunctioning unit, the LRU
STATUS message, and the diagnosed fault message. These data fields show current information for each entry.
The LRU field names the unit that is currently diagnosed as nonfunctional. Each unit is a probable failed LRU, but look at the
STATUS field before taking any action. The FAULT MESSAGE field presents a plain English description of the problem. Refer to
Table A -1 for a listing of the fault message explanations.
The STATUS field shows FAILED, OFF/NO OUTPUT, OVERHEAT, LRU OK/INFO, DEFERRED MAINT, MAINTENANCE, or
blank for conditions. The FAILED condition means that the diagnostics suspect a LRU failure. Replace this LRU with a known good
unit. The OFF/NO OUTPUT condition means that no diagnostic words are received from that LRU. Make sure that power is input
to the unit before taking further action. The OVERHEAT condition means that a LRU is overheating. Make sure the fan/cooling
system for that unit is operating. The LRU OK/INFO condition means the LRU is good and appears on the status page to record an
event, such as a yaw damper disengagement. The DEFERRED MAINT condition means the LRU is good, but maintenance such as
replacing a low battery will soon be required. The MAINTENANCE condition means the LRU requires maintenance.
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Figure 4-5. CURRENT FAULTS Page
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4.9.4.1. Advanced Diagnostics. The ADVANCED DIAGNOSTICS page is a selected from the CURRENT FAULTS, the
FAULT HISTORY, or the SERVICE MESSAGE HISTORY pages. Refer to Figure 4-6 for the ADVANCED DIAGNOSTICS page.
The ADVANCED DIAGNOSTICS page shows the defective LRU, LRU STATUS, and COMP ID. The cursor is used to indicate
which data line of the display is active. The LRU field shows the name of the unit that the ADVANCED DIAGNOSTICS page
shows. The LRU STATUS field shows the current status of the LRU. The field at the bottom of the page gives a plain English
description of the problem.
The VIEW DETAILED DIAGNOSTIC DATA line can be selected to give more data. Move the cursor to the VIEW DETAILED
DIAGNOSTIC DATA line and push the SELECT button to show the DETAILED DIAGNOSTICS DATA page. Refer to Figure 4-7
for the DETAILED DIAGNOSTIC DATA page.
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Figure 4-6. ADVANCED DIAGNOSTICS Page
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4.9.4.2. Detailed Diagnostics Data. The DETAILED DIAGNOSTIC DATA page is a selected from the ADVANCED DIAG-
NOSTICS page. Refer to Figure 4-6 for the ADVANCED DIAGNOSTICS page.
The DETAILED DIAGNOSTICS page options are the REFRESH, DATA FORMAT, DATA VIEW, and diagnostic word lines. The
bottom of the page shows the instructions USE TAB TO SWITCH BETWEEN FIELDS. The TAB button moves the cursor from
the operation button lines to the diagnostic word labels.
The REFRESH line causes the MDC to update the data on this page. The LRU diagnostic words are updated. If the fault or service
message is gone, the MDC shows MESSAGE NO LONGER ACTIVE. The message shows on the dashed line at the bottom of the
page.
The DATA FORMAT line is used to change between the diagnostic words being shown in a hexadecimal or binary format. Select
the DATA FORMAT line and use the TAB button to show the hexadecimal or binary format. The hexadecimal format shows the
diagnostic word label, the LRU NAME, and the six-digit hexadecimal diagnostic word. The binary format shows the diagnostic
word label and bits 31 through 9 from left to right.
The diagnostic word lines are used to view the DATA READER page. The diagnostic word lines show the current diagnostic words
received from other LRUs. A maximum of ten diagnostic words can show. The diagnostic word bits are replaced by dashed lines if
the word is not received. Table B -1 shows a list of the diagnostic words received from the reporting LRUs. Table B -2 shows how
to interpret a diagnostic word. Use this table to decode the hexadecimal readouts. Refer to Table B -3 for the hexadecimal-to-binary
conversion table. Refer to Table B -4 through Table B -71 for a bit definition of each diagnostic word.
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Figure 4-7. DETAILED DIAGNOSTICS Page
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4.9.4.3. Data Reader. The selection of a diagnostic word label on the ADVANCED DIAGNOSTICS page causes the DATA
READER page to show. Refer to Figure 4-8 for the DATA READER page. The DATA READER page contains more data about
the diagnostic word bits. The ARINC LABEL/LRU NAME line shows the diagnostic word label and the LRU name. The DATA
READER page also shows BIT NUMBER and BIT STATUS showing the condition of each bit shown on this page as a 1, 0, or a
dash (—) if there is no data received. The DATA READER page contains the BIT DESCRIPTION, a one-line description about
each bit for the applicable label.
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Figure 4-8. DATA READER Page
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4.9.5. Aircraft History.

Enter diagnostics and go to the AIRCRAFT HISTORY page, refer to Paragraph 4.9.1
Refer to Figure 4-9. The AIRCRAFT HISTORY page shows a list of history file types. The AIRCRAFT HISTORY page shows the
FAULT HISTORY line and FLIGHT LEG SUMMARY line.
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Figure 4-9. AIRCRAFT HISTORY Page
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4.9.5.1. Fault History. Refer to Figure 4-10. The FAULT HISTORY page is a report of the LRU fault entries that have been
shown on the CURRENT FAULTS page. The LRU fault entries come into view when a fault is diagnosed. Each LRU fault entry
contains the name of the LRU that was defective during the flight or flight leg. The LRU fault entry also contains the time and date
of the failure, status, and fault message.
The FAULT HISTORY is put into pages that contain a maximum of three LRU entries on a page. The last fault that was detected
shows at the top of page 1. The MDC stores a maximum of 500 fault history entries. The page numbers show in the upper right of
the display.
The FAULT HISTORY page shows the ATA/LRU/STATUS/FAULT MESSAGE/PHASE column, COMP ID, LEG column, and
DATE/TIME column. The ATA field gives the ATA chapter number of the unit. Faults are shown first in ATA chapter number
sequence and then in LRU name sequence.
The LRU field gives the name of the unit that was found defective. Each unit shown is a possible LRU failure, but personnel must
look at the STATUS field before corrective action is done.
The STATUS field shows FAILED, OFF/NO OUTPUT, OVERHEAT, LRU OK/INFO, DEFERRED MAINT, MAINTENANCE,
or blank for reported conditions. The FAILED condition shows a possible LRU failure. The personnel can replace this LRU with
a known good unit. The OFF/NO OUTPUT condition shows that no diagnostic words are received from that LRU. This shows a
possible problem with the power supplied to the LRU. The OVERHEAT condition shows that an LRU is overtemperature. The
personnel can examine the fan/cooling system for that unit. The LRU OK/INFO condition shows that the LRU is good, and the
message is used to record an event, such as a yaw damper disengagement. The DEFERRED MAINT condition tells that the LRU is
good, but usual maintenance such as the installation of a replacement for a low battery will soon be necessary. The MAINTENANCE
condition tells that maintenance is necessary for the LRU.
The FAULT MESSAGE field gives a description of the problem. The COMP-ID/LEG column is a list of the LRU component
identifier and the flight leg during which the fault occurred. The TIME/DATE column is a list of the time and date the faults occurred.
The phase-of-flight line contains the intermittent count indication, the flight number, and the phase of flight such as ground, air, or
taxi.
Move the cursor to the LRU and push the SELECT line key to show the ADVANCED DIAGNOSTICS page for the related LRU.
Do the steps that follow to view the FAULT HISTORY page:
a. On the AIRCRAFT HISTORY page, position the cursor on the FAULT HISTORY line using the UP or DOWN line keys.
b. Push the SELECT line key on the MFD to show the FAULT HISTORY page.
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Figure 4-10. FAULT HISTORY Page
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4.9.5.2. Flight Leg Summary. Refer to Figure 4-11. The FLIGHT LEG SUMMARY page provides a quick method to see if
any maintenance related events were recorded on a particular flight leg. Each FLIGHT LEG SUMMARY page shows a maximum
of 17 flight legs. The most recent flight leg shows at the top of page 1.
The FLIGHT LEG SUMMARY page contains the LEG number column and the FAULT number column. The LEG number column
shows each flight leg number. The FAULT number column shows the number of faults found for that flight leg.
Use the FSU to download the FLIGHT LEG SUMMARY reports using a DBU or by using CPAS. Refer to the REPORT DOWN-
LOAD line on the MAINTENANCE MAIN MENU page.
Do the steps that follow to view the FLIGHT LEG SUMMARY page:
a. On the AIRCRAFT HISTORY page, position the cursor on the FLIGHT LEG SUMMARY line using the UP or DOWN line
keys.
b. Push the SELECT line key on the MFD to show the FLIGHT LEG SUMMARY page.
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Figure 4-11. FLIGHT LEG SUMMARY Page
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4.9.5.2.1. Flight Leg Detail. Refer to Figure 4-12. The FLIGHT LEG DETAIL page shows all the fault messages for that flight
leg. The FLIGHT LEG DETAIL page consists of the flight leg number and a FAULT column. The FAULT column contains a list
of the LRUs and fault messages.
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Figure 4-12. FLIGHT LEG DETAIL Page
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4.9.6. ATA Index.

Enter diagnostics and go to the ATA INDEX page, refer to Paragraph 4.9.1. The ATA INDEX page shows a list of the ATA chapters
for the LRUs on the airplane, refer to Figure 4-13. The ATA INDEX page has a filter field, cursor (>), and the ATA chapter and
name field. The FILTER field shows ALL CHAPTERS. The MDC shows the ATA chapter numbers and names in ascending numeric
order.
The ATA chapter/name field shows the filtered ATA chapter list. Move the cursor to the ATA chapter selection. Push the SELECT
line key and view a list of the LRUs that are in the chapter. The LRUs show on the LRU INDEX page.
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Figure 4-13. ATA INDEX Page
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4.9.7. LRU INDEX/OPERATIONS.

Enter diagnostics and go to the LRU INDEX page, refer to Paragraph 4.9.1.
4.9.7.1. LRU INDEX Page. Refer to Figure 4-14. The LRU INDEX page shows a list of the LRUs on the airplane. The LRU
INDEX page has the filter field, the cursor (>), the LRU name field, and the ATA chapter field.
The FILTER field shows how the LRU list was filtered. The possible filter selections are REPORTING LRUS, LRUS BY ATA, and
ALL LRUS ALPHABETICAL. Push the TAB line key to move the cursor between the CHANGE FILTER line and the LRU list.
The LRU name field shows the filtered LRU list. Move the cursor to the desired LRU and push the SELECT line key to show the
LRU OPERATIONS page.
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Figure 4-14. LRU INDEX Page
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4.9.7.2. LRU Operations Page. Refer to Figure 4-15. The LRU OPERATIONS page shows when an LRU is selected from the
LRU INDEX page. The LRU OPERATIONS page gives access to the LRU DIAGNOSTIC DATA. The LRU OPERATIONS page
has the ATA CHAPTER field, the LRU NAME field, the cursor (>), the DISPLAY SOFTWARE PART NUMBER line, the DATA
FORMAT line, the LRU DIAGNOSTIC DATA field, and the KEY FUNCTION field.
The ATA CHAPTER field shows the selected ATA chapter. The LRU NAME field shows the LRU selection.
The LRU diagnostic data fields show the diagnostic words for the LRU selection. The LRU OPERATIONS page shows a maximum
of ten diagnostic words. The diagnostic word bits show as dashed lines if the word is not received. Table B -2 shows how to interpret
a diagnostic word. Use this table to decode the hexadecimal readouts. Refer to Table B -4 through Table B -71 for a bit definition of
each diagnostic word.
The DATA FORMAT line is used to show the diagnostic words in a hexadecimal or binary format. The line shows whether the LRU
diagnostic-data field is BINARY or HEXADECIMAL. The hexadecimal format shows the diagnostic word label, the LRU NAME,
and the six-digit hexadecimal diagnostic word. The binary format shows the word label and bits 31 thru 09 from right to left.
The INSTRUCTION line at the bottom of the page shows the instructions USE TAB TO SWITCH BETWEEN FIELDS. Push the
TAB line key on the MFD to move the cursor between the DISPLAY SOFTWARE PART NUMBER line, the DATA FORMAT line,
and the LRU DIAGNOSTIC FIELDS lines.
The selection of a diagnostic word line on the LRU OPERATIONS page shows the DATA READER page for that diagnostic word.
The DATA READER page shows the data for that diagnostic word. The condition of each bit is shown as a 1, 0, or a dash (–), if no
data is received, on the DATA READER page.
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Figure 4-15. LRU OPERATIONS Page
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4.9.8. MDC Setup.

Enter diagnostics and go to the MDC SETUP page, refer to Paragraph 4.9.1.
Refer to Figure 4-16. The MDC SETUP page has the SET AIRCRAFT IDENTIFICATION line, SET AIRCRAFT CLOCK line,
LOAD FILES FROM DISK line, FILE BROWSER line, SET FLIGHT LEG NUMBER line, RESET FAULT HISTORY line, and
the DELETE CHECKLIST FILES line. The current date and time show at the bottom of the page.
The SET AIRCRAFT IDENTIFICATION page is used by the flight or maintenance crew to set the aircraft identification number.
The aircraft identification number is used for identification of data files and is transmitted to the airplane LRUs.
The SET AIRCRAFT CLOCK page is used by the flight or maintenance crew to set the time and date on the aircraft clock. The SET
AIRCRAFT CLOCK line shows only when the GPS or ARINC clock source is not received by the MDC.
The LOAD FILES FROM DISK page is used by the flight or maintenance crew to upload the table files from the Data Base Unit.
The table files include the fault equation data. The selection of the FILE BROWSER line shows a list of file names that includes the
dates and file sizes.
The SET FLIGHT LEG NUMBER, RESET FAULT HISTORY, and DELETE CHECKLIST FILES lines are hidden-menu items.
The pass-code control sequence is entered on the MFD to show the hidden-menu items. The pass-code sequence follows:
4.9.8. Hidden Menu Items Pass-code Sequence.
1. PREV, right line key 2.
2. NEXT, right line key 3.
3. UP, left line key 2.
4. SELECT, left line key 4.
5. DOWN, left line key 3.
The SET FLIGHT LEG NUMBER page allows the user to set or change the airplane flight-leg-number. The flight leg number can
be set by the operator when the MDC is first installed in the airplane or at anytime later. It is the responsibility of the operator to
enter the correct flight leg number. If no flight leg number is present, on initial power-up, it is initialized to zero. When the AIN is
changed, the flight leg number resets to zero. The operator enters the flight leg number in whole numbers in the range of 0 to 32767.
This field has a maximum of 5 numeric characters.
The RESET FAULT HISTORY page allows the user to reset the fault history files. The user is prompted, DO YOU WANT TO
RESET THE DATA? Move the cursor to the YES line. Push the SELECT line key to reset the fault history files.
The DELETE CHECKLIST FILES page allows the user to delete the checklist and user checklist files. The user is prompted, DO
YOU WANT TO RESET THE DATA? Move the cursor to the YES line. Push the SELECT line key to delete the checklist files.
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Figure 4-16. MDC SETUP Page
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4.9.8.1. Set Aircraft Identification. The SET AIRCRAFT IDENTIFICATION page is selected from the MDC SETUP page.
Move the cursor (>) to the SET AIRCRAFT IDENTIFICATION line on the MDC SETUP page and push the SELECT line key.
The flight or maintenance crew uses the SET AIRCRAFT IDENTIFICATION page to set the AIRCRAFT IDENTIFICATION, refer
to Figure 4-17. The MDC stores the AIRCRAFT IDENTIFICATION in nonvolatile memory. The AIRCRAFT IDENTIFICATION
and error messages or warning messages show on the display. The SET AIRCRAFT IDENTIFICATION page has the CURRENT
VALUE line, NEW VALUE line, and the alphanumeric selection grid.
The NEW VALUE is set to the CURRENT VALUE number. If no value was given before, then the fields show no value. The cursor
is put in the position that is below the first character in the NEW VALUE field. If a default character or space from the CURRENT
VALUE field is shown, then the character is highlighted in amber in the NEW VALUE field and the alphanumeric selection grid.
Use the line keys to move UP, DN, LEFT, and RIGHT on the alphanumeric selection grid. The number, letter, or space can be a
selection if highlighted in amber. When the first character in the NEW VALUE is correct, push the SELECT line key to select the
character and move the cursor to the next position. If a character is not going to change, push the SELECT line key to select the
default character.
Dash characters are not accepted as valid characters. Use the SPC (Space) character in place of a dash. The use of periods and
spaces in the AIRCRAFT IDENTIFICATION should be avoided because the AIRCRAFT IDENTIFICATION is used to name the
files for report downloads.
When the NEW VALUE field is completed, select the ACCEPT control to accept the data. The CURRENT VALUE is set to the
NEW VALUE and the display shows the MDC SETUP page. To cancel, select the CANCEL control to cancel the change. The
NEW VALUE is set to the CURRENT VALUE and the display shows the MDC SETUP page.
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Figure 4-17. SET AIRCRAFT IDENTIFICATION Page
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4.9.8.2. Set Aircraft Clock. The flight or maintenance crew can set the MDC clock on the SET AIRCRAFT CLOCK page. The
current time and date are shown, refer to Figure 4-18. The clock set operation is available only when the MDC does not receive the
GPS or the on-board ARINC clock.
The SET AIRCRAFT CLOCK page has the CURRENT TIME and CURRENT DATE displays, a SET NEW TIME line, a SET
NEW DATE line, the ACCEPT line, and the CANCEL line.
The SET NEW TIME and SET NEW DATE values are set to the values of CURRENT TIME and CURRENT DATE. Move the
cursor adjacent to the SET NEW TIME line, push the SELECT line key to enter a new time. The cursor moves to a position below
the first character in the SET NEW TIME field.
Use the UP or DOWN line keys to move through the numbers. The number can be a selection if highlighted in amber. When the
first character of the SET NEW TIME field is correct, push the SELECT line key. This makes a selection of the character. The
cursor moves to the position below the next character. Repeat the process for each character in the SET NEW TIME field. If it is
not necessary to change a character, push the SELECT line key to enter the default character.
When the SET NEW TIME field is completed the cursor moves to the SET NEW DATE line. Push the SELECT line key to enter a
new date. The cursor moves to the position below the first character in the SET NEW DATE field. Use the UP or DOWN line keys
to move through the numbers and months.
The character can be a selection if highlighted in amber. When the first character of the SET NEW DATE field is correct, push the
SELECT line key. This makes a selection of the character. The cursor moves to the position below the next character. Repeat the
process for each character in the SET NEW DATE field. If it is not necessary to change a character, push the SELECT line key to
enter the default character.
After SELECT is pushed for the last character in SET NEW DATE, the cursor moves to the ACCEPT line. Push the SELECT line
key to ACCEPT. The CURRENT TIME and CURRENT DATE values are set to the NEW TIME and NEW DATE values and the
display returns to the MDC SETUP page. To cancel, move the cursor to the CANCEL line, push the SELECT line key, and the
MDC SETUP page shows on the MFD.
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Figure 4-18. SET AIRCRAFT CLOCK Page
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4.9.8.3. Load Files From Disk. The LOAD FILES FROM DISK page is used to select the type of files to install from the data
loader, refer to Figure 4-19. The LOAD FILES FROM DISK page is used to load MDC diagnostic tables, checklist files, and user
checklist files into the MDC. The LOAD FILES FROM DISK page has the DIAGNOSTIC TABLES line, ALL CHECKLIST FILES
line, and USER CHECKLIST FILE ONLY line.
The LOAD FILES FROM DISK page is used to select the type of files to install from the data loader. The LOAD FILES FROM
DISK page has the DIAGNOSTIC TABLES line, ALL CHECKLIST FILES line, and USER CHECKLIST FILE ONLY line.
A data loader that uses a floppy disk drive does file operations on two types of 3.5-inch diskettes. The two types are: 2 MB unfor-
matted/1.44 MB formatted, high density and 1 MB unformatted/720 kB formatted, double density. If a 2 MB diskette is formatted
to the 720 kB format or a 1 MB diskette is formatted to the 1.44 MB format, the data loader will not know the diskette as valid. The
personnel can format the diskettes on IBM compatible PCs with MS-DOS 3.30 or later.
Both diskette data loaders and USB-capable data loaders can read directories, read, write, or rename files, and delete files from a
storage device.
The MDC diagnostic fault logic is operated from a set of maintenance tables. The tables have the fault equations that process the data
in the received ARINC words. The DIAGNOSTIC TABLES operation installs new maintenance tables and the MDC automatically
erases all flight leg history in storage in the Nonvolatile Memory (NVM).
The ALL CHECKLIST FILES line is used to load new checklist files to the MDC. Loading the ALL CHECKLIST FILES automat-
ically resets all airplane checklists.
The USER CHECKLIST FILE ONLY line is used to load new user checklist files to the MDC. Loading the USER CHECKLIST
FILE ONLY automatically resets all airplane user checklists.
The list that follows shows a short explanation of MDC error messages that can be shown during the data loader operation:
Message Definition
DBU UNAVAILABLE Shows that another LRU uses the data loader at this time. When the data loader becomes
available, the MDC files can be installed.
DBU FAULT 8A The data loader has intermittent transmit failures.
DBU NOT RESPONDING The DBU to MDC communications link is bad or the DBU is bad.
NO DISK/DBU FAULT The DBU does not show a diskette.
DISK UNFORMATTED The diskette is not correctly formatted.
DISK INVALID - MULT CTL FILES The DBU found more than one file that has file extension = CTL.
INVALID CTL FILE The strapping data contained in the uploaded control file does not agree with the CSU strapping
for the aircraft code. Possibly, something is wrong with the control file.
DISK INVALID - MISSING FILES The files in lines 5 thru 15 in the control file are not on the diskette.
DISK TEMP BELOW 0 DEGREES The temperature of the disk drive is less than the permitted minimum temperature.
PROTOCOL VIOLATION The DBU sensed an error in the MDC to DBU communications protocol.
READ/WRITE FAILURE The DBU had a failure when it tried a write to diskette.
RECEIVED DATA ERROR The DBU found an error in data received from MDC.
DETECTED
DBU FAULT 8E The DBU has a floppy disk controller fault.
DBU FAULT 8F The DBU has a track seek failure.
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Figure 4-19. LOAD FILES FROM DISK Page
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4.9.8.4. File Browser. The FILE BROWSER page shows the files that are loaded into the MDC and what files exist on a diskette
or USB device in the DBU, refer to Figure 4-20. The FILE BROWSER page contains the CHANGE DEVICE line, CHANGE
FILTER line, DEVICE field, FILTER field, and the FILENAME/DATE/SIZE column.
Move the cursor to the CHANGE DEVICE line. Push the SELECT line key and change the source device for the FILENAME list.
The DEVICE field shows the current selected device. The possible devices are DSS0, DSS1, and DBU. DSS0 is the default device.
The DSS0 and DSS1 devices are in the MDC memory. Select the DBU device to read the files on diskette or portable drive in the
DBU. Move the cursor to the CHANGE FILTER line. Push the SELECT line key and change the file filter for the FILENAME list.
The FILTER field shows the current selected filter. The possible file filters are *.CK* (for checklist files) or *.* (for all files).
The FILENAME/DATE/SIZE column shows a list of the filtered files by name, date, and size. The devices DSS0 and DBU show
the date the file was last modified, in the format DDMMYYYY. The device DSS1 does not have dates associated with the files and
shows XXXXXXXXX in the date field for all files.
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Figure 4-20. FILE BROWSER Page
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4.9.9. Configuration Data.

The CONFIGURATION DATA page has the CSU DATA (LEFT) line, CSU DATA (RIGHT) line, MDC VERSION INFORMA-
TION line, and AIRCRAFT CONFIGURATION DATA display, refer to Figure 4-21. The CONFIGURATION DATA page gives
access to the left and right CONFIGURATION STRAPPING DATA pages and the MDC VERSION INFORMATION page. The
AIRCRAFT CONFIGURATION DATA display shows the currently set AIRCRAFT IDENTIFICATION number.
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Figure 4-21. CONFIGURATION DATA Page
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4.9.9.1. CSU Data. The selection of the CSU DATA (LEFT) line cause the display to show the CONFIGURATION STRAP-
PING DATA page for the left Configuration Strapping Unit (CSU). The CSUs provide the strapping for the avionics system. The
IAPS IOCs read the straps and output the data on the 360 label words. Refer to Figure 4-22 for the CSU-3100 and OCM-3100.
Refer to Figure 4-23 for the CONFIGURATION STRAPPING DATA page. LEFT or RIGHT shows below the page title to identify
the left or right Configuration Strapping Unit. The CONFIGURATION STRAPPING DATA page contains the WORD column and
the STRAP SETTINGS ON CSU (STRAPS 16-1) column.
The WORD column shows the strapping words from WORD 00 thru WORD 15. The STRAP SETTINGS ON CSU column shows
the bit pattern (16-1) related to the octal label 360 bits 24 thru 9. The MDC shows the bit configuration of the left and right CSUs.
The left and right side CSUs are strapped the same. The display shows the flight or maintenance crew if there are differences between
the two strapping units. If a difference is shown, the strapping word that has the fault is highlighted in yellow.
The selection of a strapping word on the CONFIGURATION STRAPPING DATA page causes the DATA READER page to show.
The DATA READER page contains more data about the configuration strapping word. Each bit is a 1, 0, or a dash if no data is
received. They are shown on this page. The DATA READER page has the definition of the bits for the label selection.
Refer to Table 4-4 through Table 4-19 for a bit definition of each strapping word. Refer to Table 4-20 for the FCS strapping bit
definitions. These bits are read by the Flight Guidance Computers.
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Figure 4-22. CSU-3100 and OCM-3100 Side View
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Figure 4-23. CONFIGURATION STRAPPING DATA Page
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Table 4-4. Configuration Strapping Word 0.

OCTAL 360 DESCRIPTION
BIT NUMBER
9 (1) Terrain installed (1 = present)

10 (2) GPS landing System (GLS) enabled = 1
11 (3) 3-D FMS map enabled = 1
12 (4) Long range cruise enabled = 1

13 (5) Flight data recorder data rate (0 = 64 wd/sec, 1 = 128 wd/sec)
14 (6) CDU Graphical Weather (1 = enabled)
15 (7) Checklist (1=Enable)

16 (8) Spare
17 (9) Spare
18 (10) Spare
19 (11) Spare
20 (12) Spare
21 (13) Spare
22 (14) Spare
23 (15) Spare
24 (16) Data parity (odd), bit 24 must be set to create odd data (bits 9 through 24) parity.
25 0 (LSB)
26 0
27 0
28 0 (MSB, sub-address field)
29 Left/Right Source Code (0 = left, 1 = right)
30 *SSM code
31 *SSM code
32 Parity (odd)
*SSM code: Bit 31 Bit 30 LRU Status
0 0 Normal
0 1 No computed data
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) Cross-side NAV (0 = inhibit, 1 = allow)
10 (2) VNAV mode (0 = inhibit, 1 = allow)
11 (3) Flight director transfer (0 = inhibit, 1 = allow)
12 (4) Flight director display (0 = V bar, 1 = cross-pointer)
13 (5) *BRG PTR select code
14 (6) *BRG PTR select code
15 (7) Spare
16 (8) Spare
17 (9) GPS sole means NAV (0 = not certified, 1 = certified)
18 (10) AFIS (1 = present)
19 (11) MLS 1 (1 = present)
20 (12) MLS 2 (1 = present)
21 (13) MCDU menu access (1 = enabled)
22 (14) Alpha margin indicator (1 = enabled)
23 (15) Low-speed cues (1 = enabled)
24 (16) Data parity (odd), bit 24 must be set to create odd data (bits 9 through 24) parity.
25 1 (LSB)
26 0
27 0
29 L/R Source Code (0 = left, 1 = right)
30 **SSM code
31 **SSM code
32 Parity (odd)
*BRG PTR code Bit 14 Bit 13 BRG Pointer

0 0 No BRG pointers
0 1 One pointer
1 0 Two pointers
1 1 Not used
**SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) *MLS type code
10 (2) *MLS type code
11 (3) ADF range (1 = 190.0-1799.0 kHz, 0 = extended)
12 (4) ADF 1 (1 = present)
13 (5) ADF 2 (1 = present)
14 (6) ADF type (1 = ADF-462, 0 = ADF-700)
15 (7) DME 1 (1 = present)
16 (8) DME 2 (1 = present)
17 (9) DME type (1 = DME-442, 0 = DME-700)
18 (10) EFD wind/GS/VS data source (0 = FMS/ADC, 1 = IRS)
19 (11) VIR 1 (1 = present)
20 (12) VIR 2 (1 = present)
21 (13) VIR type (1 = VIR-432, 0 = VOR/ILS-700)
22 (14) TACAN 1 (1 = present)
23 (15) TACAN 2 (1 = present)
24 (16) TACAN type (1 = TCN-500, 0 = undefined)
25 0 (LSB)
26 1
27 0
30 **SSM code
31 **SSM code
32 Parity (odd)
*MLS type code: Bit 10 Bit 9 MLS type

0 0 CMA-2000
0 1 Bendix
1 0 Undefined
1 1 Undefined

0 0 Normal
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) HF 1 (1 = present)
10 (2) HF 2 (1 = present)
11 (3) *HF type code
12 (4) *HF type code
13 (5) **VHF range code
14 (6) **VHF range code
15 (7) VHF 1 (1 = present)
16 (8) VHF 2 (1 = present)
17 (9) VHF 3 (1 = present)
18 (10) VHF type (1 = VHF-422, 0 = VHF-700)
19 (11) ***TDR 1 type code
25 1 (LSB)
26 1
27 0
30 ****SSM code
31 ****SSM code
32 Parity (odd)
*HF type code: Bit 12 Bit 11

0 0 HF-9031
0 1 HF-9031A
1 0 HF-1050
1 1 Undefined
**VHF range
code: Bit 14 Bit 13 **VHF Frequency Range
0 0 Undefined
0 1 118-151.975 MHz
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Table 4-7. Configuration Strapping Word 3. - Continued

**VHF range
code: Bit 14 Bit 13 **VHF Frequency Range
1 0 118-136.975 MHz
1 1 118-135.975 MHz
***TDR type code: Bit 21 Bit 20 Bit 19 TDR 1 type
Bit 24 Bit 23 Bit 22 TDR 2 type

0 0 0 None
0 0 1 TDR-90/CAD-870
0 1 1 TDR-94
1 0 0 TDR-94D
1 0 1 TPR-720
****SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
1 0 Not used
1 1 Not used
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OCTAL 360
BIT NUMBER DESCRIPTION
9 (1) *FMS configuration
12 (4) FMS type (1 = Collins, 0 = other)
13 (5) Reserved
14 (6) Reserved
15 (7) VLF 1 (1 = present)
16 (8) VLF 2 (1 = present)
17 (9) **GPS 1 type code
18 (10) **GPS 1 type code
19 (11) ***GPS 2 type code
20 (12) ***GPS 2 type code
21 (13) GPS 1 (1 = present)
22 (14) GPS 2 (1 = present)
23 (15) CCP (1 = present)
24 (16) EFD altitude data source (1 = ADC inertial altitude)
25 0 (LSB)
26 0
27 1
30 ****SSM code
31 ****SSM code
32 Parity (odd)
*FMS
configuration: Bit 11 Bit 10 Bit 9
0 0 0 None
0 0 1 One left FMC, one CDU
0 1 0 One FMC, dual CDU
0 1 1 Dual FMC, dual CDU
1 0 0 Reserved
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*FMS
configuration: Bit 11 Bit 10 Bit 9
1 1 0 Triple FMC, triple CDU
1 1 1 See CSU Wd 14 for FMS1/2 Definition
**GPS type code: Bit 18 Bit 17 GPS 1 type
Bit 20 Bit 19 GPS 2 type

0 0 GPS-4000
0 1 APR-4000
1 0 Other GPS POS sensor
1 1 Other GPS APPR sensor

0 0 Normal
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) ATT/HDG 1 (1 = present)
13 (5) *IRS type code
14 (6) *IRS type code
15 (7) ATT/HDG 1 (1 = IRS, 0 = AHRS)
16 (8) ATT/HDG 2 (1 = IRS, 0 = AHRS)
17 (9) ATT/HDG 3 (1 = IRS, 0 = AHRS)
18 (10) ATT/HDG 4 (1 = IRS, 0 = AHRS)
19 (11) Ext clock 1 (1 = present)
20 (12) Ext clock 2 (1 = present)
21 (13) **AHRS type code
22 (14) **AHRS type code
23 (15) ADC 1 (1 = present)
24 (16) ADC 2 (1 = present)
25 1 (LSB)
26 0
27 1
30 ***SSM code
31 ***SSM code
32 Parity (odd)
*IRS type code: Bit 14 Bit 13 IRS TYPE

0 0 Litton Alliance Unit
0 1 Litton Regional Jet unit
1 0 Honeywell LR4
1 1 Honeywell LR5
**AHRS type code: Bit 22 Bit 21 AHRS type

0 0 AHC-85( )
0 1 AHC-3000
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**AHRS type code: Bit 22 Bit 21 AHRS type
1 0 Spare
1 1 Spare
***SSM code: Bit 31 Bit 30 LRU Status

0 0 Normal
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) WXP (1 = dual, 0 = single)
10 (2) *WX configuration
13 (5) RAD ALT 1 (1 = present)
14 (6) RAD ALT 2 (1 = present)
15 (7) Lightning detection system (1 = present)
16 (8) **RAD ALT type code
17 (9) **RAD ALT type code
18 (10) N1 ref (0 = display on CDU)
19 (11) MDC (1 = present)
20 (12) ADC 3 (1 = present)
21 (13) TCAS pitch cue (1 = enabled)
22 (14) ***TCAS configuration
25 0 (LSB)
26 1
27 1
30 ****SSM code
31 ****SSM code
32 Parity (odd)
*WX
configuration: Bit 12 Bit 11 Bit 10 WX configuration
0 0 0 RTA-84X
0 0 1 RTA-85X
0 1 0 RTA-800
0 1 1 Spare
1 0 0 Spare
1 0 1 Spare
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*WX
configuration: Bit 12 Bit 11 Bit 10 WX configuration
1 1 0 Spare
1 1 1 Spare
**RAD ALT type
code: Bit 17 Bit 16 RAD ALT type
0 0 ALT-55B
0 1 ALT-4000
1 0 Not defined
1 1 Not defined
***TCAS
configuration: Bit 24 Bit 23 Bit 22 TCAS configuration
0 0 0 None
0 0 1 TTR-920
0 1 0 Bendix TCAS II
0 1 1 TCAS I (External Control)
1 0 0 TTR-4000
1 0 1 TCAS I (Internal Control)
1 1 0 Not defined
1 1 1 Not defined

0 0 Normal
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) DCP 1 (1 = present)
10 (2) DCP 2 (1 = present)
11 (3) PFD 1 (1 = present)
12 (4) PFD 2 (1 = present)
13 (5) MFD 1 (1 = present)
14 (6) MFD 2 (1 = present)
15 (7) MFD 3 (1 = present)
16 (8) LDU 1 (1 = present)
17 (9) DBU (1 = present)
18 (10) DCU 3 (1 = present)
19 (11) EICAS display 1 (1 = present)
20 (12) EICAS display 2 (1 = present)
21 (13) EMS (1 = present)
22 (14) Marker beacon ANT 1 (1 = present)
23 (15) Marker beacon ANT 2 (1 = present)
24 (16) MFD size (0 = 7x7, 1 = 7x6)
25 1 (LSB)
26 1
27 1
30 *SSM code
31 *SSM code
32 Parity (odd)

0 0 Normal
1 0 Not used
1 1 Not used
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OCTAL 360 BIT DESCRIPTION
NUMBER
9 (1) *Aircraft type code II
13 (5) *Aircraft type code I
17 (9) TCAS overlay display enabled = 1
18 (10) TCAS only display enabled = 1
19 (11) Expanded LOC enable = 1
20 (12) Rising runway enable = 1
21 (13) HGS 1 (1 = present)
22 (14) HGS 2 (1 = present)
23 (15) PFD 1 HGS display active = 1
24 (16) PFD 2 HGS display active = 1
25 0 (LSB)
26 0
27 0
30 **SSM code
31 **SSM code
32 Parity (odd)
*Aircraft type
code I/II: Bit 16 Bit 15 Bit 14 Bit 13 Bit 12 Bit 11 Bit 10 Bit 9 Aircraft type
0 0 0 0 X X X X Not usedAll other codes reserved or spare
status unless listed
1 0 1 1 0 1 1 0 Beechcraft King Air
C90GTi/B200GT/B200CGT
0 0 Normal
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) VHF3/AUX VHF location (1=R VHF3/L AUX VHF, 0=L VHF3/R AUX VHF)
10 (2) AUX VHF (1 = present)
11 (3) Left MFD automatic TA pop-up = 1
12 (4) Right MFD automatic TA pop-up = 1
13 (5) HF channels (1 = ITU disable, 0 = all)
14 (6) RTU cross-side tuning (1 = full, 0 = brick wall)
15 (7) DME frequency range (1 = 108.00-117.95 MHz, 0 = extended)
16 (8) ACARS (1 = present)
17 (9) Display ranges (1 = transport, 0 = general aviation)
18 (10) Marker beacon sensitivity select (1 = internal, 0 = external RTU select)
19 (11) RTU HSI/CDI select (1 = CDI, 0 = HSI)
20 (12) RTU independent DME tuning (1 = enabled)
21 (13) DCP 5 nmi range (1 = enabled)
22 (14) DCP 600 nmi range (1 = enabled)
23 (15) Left RTU CDI (1 = enabled)
24 (16) Right RTU CDI (1 = enabled)
25 1 (LSB)
26 0
27 0
30 *SSM code
31 *SSM code
32 Parity (odd)

0 0 Normal
1 0 Not used
1 1 Not used
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NUMBER
9 (1) FMS sync/independent select enable (0 = fixed, 1 = page selectable)
10 (2) FMS sync/independent default (0 = sync, 1 = independent)
11 (3) FMS lb/kg units select enable
12 (4) Temperature compensation enable (1 = enabled)
13 (5) FMS units default (0 = lbs, 1 = kg)
14 (6) FMS IRS-ATT heading entry location (0 = page selectable, 1 = external)
15 (7) FMS gate entry select entry enable
16 (8) FMS flight number entry disable
17 (9) FMS MFD text window disable
18 (10) FMS hold speed select enable
19 (11) FMS hold speed default (0 = FAA hold, 1 = ICAO hold)
20 (12) FMS FAA hold speed (0 = FAA prop, 1 = FAA jet)
21 (13) *FMS ICAO hold speed code
22 (14) *FMS ICAO hold speed code
23 (15) FMS mag/true select enable
24 (16) FMS VHF 3 CDU access enable
25 0 (LSB)
26 1
27 0
30 **SSM code
31 **SSM code
32 Parity (odd)
*FMS ICAO hold

speed: Bit 22 Bit 21 FMS ICAO HOLD SPEED
0 0 Category A
0 1 Category B
1 0 Category C
1 1 Not used

0 0 Normal
1 0 Not used
1 1 Not used
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NUMBER
9 (1) FDR (1 = present)
10 (2) GPWS (1 = present)
11 (3) *MCDU port 4 device
12 (4) *MCDU port 4 device
13 (5) **MCDU port 5 device
14 (6) **MCDU port 5 device
15 (7) Aircraft type variation (spare)
20 (12) ***FMS aircraft performance configuration (LSB)
21 (13) ***FMS aircraft performance configuration
24 (16) ***FMS aircraft performance configuration (MSB)
25 1 (LSB)
26 1
27 0
30 ****SSM code
31 ****SSM code
32 Parity (odd)
*MCDU port 4: Bit 12 Bit 11 MCDU PORT 4

0 0 None
0 1 SATCOM
**MCDU port 5: Bit 15 Bit 14 MCDU PORT 5

0 0 None
0 1 Spare
***FMS aircraft
performance
config: Bit 24 Bit 23 Bit 22 Bit 21 Bit 20 PERFORMANCE CONFIG
0 0 0 0 0 No performance
0 0 0 0 1 Spare
Thru code
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***FMS aircraft
performance
config: Bit 24 Bit 23 Bit 22 Bit 21 Bit 20 PERFORMANCE CONFIG
1 1 1 1 1 Spare

0 0 Normal
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) RTU non-threat TCAS traffic select (1 = disabled)
10 (2) RTU TCAS control sync (1 = independent)
11 (3) RTU TCAS absolute/relative select (1 = disabled)
12 (4) RTU TCAS above/below select (1 = disabled)
13 (5) *RTU TCAS range code
16 (8) RTU echo error display (1 = color)
17 (9) RTU ATC select (1 = internal)
18 (10) RTU remote tune inhibit (1 = internal)
19 (11) **RTU timeout code
20 (12) **RTU timeout code
21 (13) VHF 8.33 kHz channel separation (1 = active)
22 (14) Transponder flight ID (1 = active)
23 (15) ***RTU type code
24 (16) ***RTU type code
25 0 (LSB)
26 0
27 1
30 ****SSM code
31 ****SSM code
32 Parity (odd)
*RTU TCAS range

code: Bit 15 Bit 14 Bit 13 RTU TCAS RANGE
0 0 0 Control disabled
0 0 1 6/12/20/40 nmi
0 1 0 5/10/20/40 nmi
0 1 1 6/12 nmi
1 0 0 3/5/10/20/40 nmi
**RTU timeout
code: Bit 20 Bit 19 RTU TIMEOUT
0 0 Page and window
0 1 Page only
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**RTU timeout
code: Bit 20 Bit 19 RTU TIMEOUT
1 0 Spare
1 1 Function disabled
***RTU type
code: Bit 24 Bit 23 RTU TYPE
0 0 RTU-40XX
0 1 RTU-42XX
1 0 Not used
1 1 Not used

0 0 Normal
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) CDU radio tuning (0 = through FMC, 1 = direct)
10 (2) CDU engine display (1 = allow engine display)
11 (3) CDU GPS position (1 = allow GPS position display)
12 (4) Installed VORs as ILS only (1 = ILS only)
13 (5) GPS 3 (1 = present)
14 (6) *GPS 3 type code
15 (7) *GPS 3 type code
16 (8) L RTU: Display IRS INIT (1 = display)
17 (9) R RTU: Display IRS INIT (1 = display)
18 (10) Terrain peaks mode (1 = enabled)
19 (11) Left MFD automatic terrain pop-up (1 = auto)
20 (12) Right MFD automatic terrain pop-up (1 = auto)
21 (13) VHF 3 voice/data switch (0 = no switch, 1 = enable switch)
22 (14) Spare
23 (15) Spare
24 (16) PFD frequency display (0 = on, 1 = off)
25 1 (LSB)
26 0
27 1
30 **SSM code
31 **SSM code
32 Parity (odd)
*GPS 3 type code: Bit 18 Bit 17 GPS type

0 0 GPS-4000
0 1 APR-4000
1 0 Other GPS POS sensor
1 1 Other GPS APPR sensor

0 0 Normal
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) Spare
10 (2) *TACAN type code
11 (3) *TACAN type code
12 (4) Spare
13 (5) Spare
14 (6) Spare
15 (7) 0 (Spare)
16 (8) 0 (Spare)
17 (9) 0 (Spare)
18 (10) 0 (Spare)
19 (11) 0 (Spare)
20 (12) 0 (Spare)
21 (13) Spare
22 (14) Spare
23 (15) Spare
24 (16) 0 (Spare)
25 0 (LSB)
26 1
27 1
30 **SSM code
31 **SSM code
32 Parity (odd)
*TACAN type
code: Bit 11 Bit 10 Definition
0 0 Not defined
0 1 TCN-500
1 0 ARN-154 (L3)
1 1 Not defined

0 0 Normal
1 0 Not used
1 1 Not used
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BIT NUMBER
9 (1) *FMS V-speed data base type, LSB
10 (2) *FMS V-speed data base type
11 (3) *FMS V-speed data base type
12 (4) *FMS V-speed data base type, MSB
13 (5) **TAWS type, LSB
14 (6) **TAWS type
15 (7) **TAWS type, MSB
16 (8) RIU/CMU1 data link (1=present)
17 (9) RIU/CMU2 data link (reserved)
18 (10) 0 RESERVED: Automatic TA/TERR Pop-Up Display Select (0=MFD; 1=PFD)
19 (11) Spare
20 (12) Spare
21 (13) Spare
22 (14) Spare
23 (15) Spare
24 (16) Spare
25 1 (LSB)
26 1
27 1
30 ***SSM code
31 ***SSM code
32 Parity (odd)
*FMS V-speed
data base type: Bit 12 Bit 11 Bit 10 Bit 9 V-Speed Data Base Type
0 0 0 0 No V-speed data base
0 0 0 1 Test
**TAWS type: Bit 15 Bit 14 Bit 13 TAWS Type

0 0 0 Honeywell TAWS (with windshear)
0 0 1 Honeywell TAWS (without windshear)
0 1 0 Universal TAWS (with windshear)
0 1 1 Universal TAWS (without windshear)

0 0 Normal
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1 0 Not used
1 1 Not used
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Table 4-20. FCS Strapping Word Explanations.

AIRCRAFT
1 8 CONFIGURATION FCS DIAGNOSTICS
Bits LSB 2 3 4 5 6 7 MSB CODE AIRCRAFT TYPE INPUT MODE: STPCFG
HEX (1) (2) (4) (8) (1) (2) (4) (8)
Value
DEC (1) (2) (4) (8) (16) (32) (64)
Value
Bits 1 2 3 4 5 6 7 8 Bits 1 thru 7 Bits 8 - 1 HEX Bits 8 - 1 HEX

Binary Decimal LEFT FGC RIGHT FGC
0 0 0 0 0 0 0 X 00 Uncertified 80 00
1 1 1 1 1 0 0 X 31 King Air 9F 1F
B200GT/B200CGT
1 1 1 1 0 1 0 X 47 King Air C90GTi AF 2F
Bit 8 is set to logic 1 for left (pilot) side or logic 0 for right (copilot) side.
4.9.9.1.1. FCS and ATC Straps. The CSU has two-banks of 8 Dual In-Line Package (DIP) switches located at the bottom of
the module. The banks of DIP switches are labeled Flight Guidance Computer (FCS) and Automatic Trim Coupler (ATC). The IAPS
IOCs do not read these straps. The FCS and ATC strapping bit definitions are listed in Table 4-20. The FCS and ATC DIP switch
logic is 0 for switch down and 1 for switch up, this is opposite of the logic for the CSU words 0 through 15.
The ATC straps are not used on the Beechcraft King Air C90GTi/B200GT/B200CGT airplanes.
The FCS straps identify the airplane configuration code. The FGC reads the onside CSU straps and compares the airplane configu-
ration code with the internal FGC airplane configuration code. The FGC makes sure that it has been installed in the correct airplane
type. The airplane configuration code is the same as the last two digits of the FGC top-level Collins part number. As an example,
the King Air C90GTi -047 status FGC has an airplane configuration code of 47.
The FCS switch settings are the last two-digits converted to a binary-decimal format. Bits 1 through 7 set the binary-decimal con-
figuration code. For the King Air C90GTi the bits 1, 2, 3, 4, and 6 are set to a logic 1, in the Binary Coded Decimal (BCD) format
1 + 2 + 4 + 8 + 32 = 47.
The Most-Significant-Bit (MSB), bit 8, indicates the FGC is installed on the pilot-side or copilot-side. The FCS bit 8 is a logic 1 for
the pilot-side or a logic 0 for the copilot-side. The bit-8 is hard-strapped in the backplane of the ICC.
The FCS strapping word can be viewed on the FCS DIAGNOSTICS INPUT MODE page. The parameter STPCFG (Strap Config-
uration) shows the FCS strapping word in hexadecimal format. Bits 8 through 5 set the tens digit and bits 4 through 1 set the ones
digit. See the examples below:
HEX STPCFG Number Binary Description

King Air C90GTi left-FGC is AF. The bits 1, 2, 3, 4, 6, and 8 are set to a logic 1 (e.g. the HEX format tens digit is A(1010)
and the ones digit is F (1111).
King Air C90GTi right-FGC is 2F. The bits 1, 2, 3, 4, and 6 are set to a logic 1 (e.g. the HEX format tens digit is 2 (0010) and
the ones digit is F (1111).
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4.9.9.2. MDC Version Information. Refer to Figure 4-24 for the MDC VERSION page. The selection of the MDC VERSION
INFORMATION line on the CONFIGURATION DATA page shows the MDC VERSION INFORMATION page. This page shows
SOFTWARE VERSION data about the MDC. The version data identifies the software version, maintenance table version ID, data
base date/time, and airplane type.
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Figure 4-24. MDC VERSION INFORMATION Page
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4.9.10. Report Download and Download pages.

Enter diagnostics and go to the REPORT DOWNLOAD page Paragraph 4.9.1. To exit diagnostics, refer to Paragraph 4.9.2.
4.9.10.1. Report Download Page. Refer to Figure 4-25. The REPORT DOWNLOAD page allows the operator to download
all the MDC report files to a diskette or USB-capable device in the DBU. The REPORT DOWNLOAD page shows the SELECT
FILE title and the FILE TYPE column. Move the cursor to the desired FILE TYPE line and push the SELECT line key. The FILE
TYPE column has the possible selections that follow:
• CURRENT FAULTS
• FAULT HISTORY
• FLIGHT LEG SUMMARY
• CONFIGURATION DATA
• CURRENT ARINC DATA
• ALL REPORTS.
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Figure 4-25. REPORT DOWNLOAD Page
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4.9.10.2. Download Page. The DOWNLOAD page shows information about the report selected for download, refer to Figure
4-26. The DOWNLOAD page has the file type field, TIME, DATE, CURRENT LEG, CHANGE RANGE line, DEVICE field,
RANGE field, and SEND line.
The file type field shows the type of file that was selected for download. The TIME, DATE, and CURRENT LEG fields show the
current time/date and the current leg for the airplane. The CHANGE RANGE line is used to set the RANGE field to ALL LEGS or
CURRENT LEG ONLY. The DEVICE field indicates the destination equipment that saves the REPORT DOWNLOAD file. Move
the cursor to the SEND line and push the SELECT line key to send the file to the equipment listed in the DEVICE field. The display
changes to the DOWNLOADING page with the message SAVING: (file name) and the message PROCESSING on the status line
at the bottom of the page. When the download is complete, the message DOWNLOAD FINISHED shows on the status line at the
bottom of the page.
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Figure 4-26. DOWNLOAD Page
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4.10. FCS DIAGNOSTICS.

The Flight Control System (FCS) diagnostics provide a means to isolate faults within the flight control system, refer to Figure 4-27.
Use these diagnostics if an autopilot or flight director problem exists that cannot be isolated after viewing the LRU status page. The
Flight Guidance Computers (FGC) begin recording data at power up and retain this data only while power remains on. When the
airplane is powered down, all accumulated data is lost.
4.10.1. Enter FCS Diagnostics.
To enter the FCS DIAGNOSTICS do the steps that follow:
a. On the Cursor Control Panel (CCP) push the STAT button to show the last displayed STATUS format.
b. If the last displayed STATUS format is not the MAINTENANCE MAIN MENU, push the MENU button on the CCP.
c. When the STATUS MENU shows, turn the MENU ADV DATA knob to highlight FCS DIAGNOSTICS.
d. Push the MENU ADV knob PUSH SELECT button to access the FCS DIAGNOSTICS page. The REPORT MODE page
shows on the MFD.
e. Push the NEXT MODE line key one or more times to cycle from the REPORT MODE page to the INPUT MODE page, to the
OUTPUT MODE page, and back to the REPORT MODE page.
f. Push the MOVE CURSOR line key to move the cursor down one line. If the cursor is on the bottom line and the MOVE
CURSOR line key is pushed, the cursor moves to the top line.
g. On each of the three mode pages, push the SCROLL UP line key to show the previous item on the cursored line or push the
SCROLL DOWN line key to show the next item on the cursored line.
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Figure 4-27. Enter FCS Diagnostics Page
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4.10.2. Navigate FCS Diagnostics.

To navigate the FGS DIAGNOSTICS data, do as follows:
• Push the NEXT MODE button on the MFD to cycle from the REPORT MODE page to the INPUT MODE page, to the OUTPUT
MODE page, and back to the REPORT MODE page.
• Push the LEFT SUMMARY button on the MFD to show the summary of a left channel code. Push the RIGHT SUMMARY
button on the MFD button on the FGP to show the summary of a right channel code.
• On each of the three mode pages, push the SCROLL UP line key to show the previous item on the cursored line or push the
SCROLL DOWN line key to show the next item on the cursored line.
• Push the MOVE CURSOR line key to move the cursor down one line. If the cursor is on the bottom line and the MOVE CURSOR
line key is pushed, the cursor moves to the top line. Push and hold the MOVE CURSOR line key to change to the opposite FGC
channel.
4.10.3. FCS Modes.
NOTE
When investigating a problem, be sure to record all six digits of all nonzero REPAIR, AP ENG, AP DIS, YD ENG,
YD DIS, and BOOST codes before power shutdown.
Only one FGC at a time drives the MFD display. A blue arrow on the diagnostic page points toward the left- or right-side FGC that
is driving the display. Push and hold the MOVE CURSOR line key to change which FGC outputs the display data to the MFD. The
FGC diagnostics are NOT STORED in the nonvolatile memory. FCS diagnostics consist of three basic modes:
• The REPORT MODE page shows selected internal FGC monitor information. Refer to Paragraph 4.10.5.
• The INPUT MODE page shows selected inputs to the FGCs. Refer to Paragraph 4.10.6.
• The OUTPUT MODE page shows and controls selected FGC outputs (both FGCs must be in test). Refer to Paragraph 4.10.7.
4.10.4. Exit FCS Diagnostics.

To exit the FCS DIAGNOSTICS do one of the steps that follow:
a. Hold the left or the right FD button and push two mode buttons on the FGP to stop FGP control of the FGS DIAGNOSTICS.
b. Push the STAT button on the CCP to return to the navigation display.
4.10.5. Report Mode.
Enter FCS DIAGNOSTICS and go to the REPORT MODE page, refer to Paragraph 4.10.1. The report mode provides a report on
the internal FGS monitoring activity done by the FGCs. Refer to Figure 4-28. The report mode diagnostic page shows five lines of
report parameters. Each line contains a parameter name, a LEFT diagnostic code, and a RIGHT diagnostic code. MFD line keys
control the report mode operations.
The parameter name column lists five report mode parameters. The LEFT code column shows the hexadecimal code from the left
FGC. The RIGHT code column shows the hexadecimal code from the right FGC. Refer to Table 4-21 for a complete list of the report
mode parameters. The parameter names that denote errors indicate the total number of errors that have occurred since power up.
The most useful report mode parameters are described below:
• The REPAIR CODE summarizes all errors detected by the FGC monitors. This code collects data on all events that occur after
power up. If the REPAIR CODE is nonzero, refer to Table 4-22 and interpret the hexadecimal code. If the code is 000000, no
faults have been detected.
• The AP DIS CODE explains why the autopilot disengaged itself. If the AP DIS CODE is nonzero, refer to Table 4-23 and interpret
the code. This code latches to identify the cause of the last disengage.
• The AP ENG CODE explains why the autopilot will not engage. If the AP ENG CODE is nonzero, refer to Table 4-24 and
interpret the code. This code names all conditions that are currently preventing the AP engage.
• The YD DIS CODE explains why the yaw damper disengaged itself. If the YD DIS CODE is nonzero, refer to Table 4-25 and
interpret the code. This code latches to identify the cause of the last disengage.
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• The YD ENG CODE explains why the yaw damper will not engage. If the YD ENG CODE is nonzero, refer to Table 4-26 and
interpret the code. This code names all conditions that are currently preventing the YD engage.
• The STEER CODE explains a detected flight director failure. If the STEER CODE is non-zero, refer to Table 4-27 and interpret
the code. This code names all conditions that are currently causing the flight director to fail. Note that the FGC may require 30
seconds after power up to zero this code.
• The BOOST CODE explains a detected rudder boost failure. If the BOOST CODE is non-zero, refer to Table 4-28 and interpret
the code. This code names all conditions that are currently causing rudder boost to fail. Note that the FGC may require 30 seconds
after power up to zero this code.
4.10.5.1. Refer to Table 4-29 for a description of the terms used in these tables and lists the LRU most likely to cause that code. A
yellow cursor always shows at the left edge of the name column. The cursor indicates which parameter line is active. Push MOVE
CURSOR to move the cursor down one line. If the cursor is on the bottom line and MOVE CURSOR is pushed, the cursor moves
to the top line.
Table 4-29 lists the report mode parameters in alphanumeric order. Push SCROLL UP to show the previous parameter on the cursored
line or push SCROLL DOWN to show the next parameter on the cursored line.
Push and hold LEFT SUMMARY to manually clear the report history on the pilot-side. Push and hold RIGHT SUMMARY to
manually clear the report history on the copilot-side.
The display source indicator is an arrow that points left or right to indicate which FGC outputs the display data to the MFD. Note
that the MFD shows columns of left and right FGC data, but only one FGC actually transmits ASCII text to the MFD.
4.10.5.2. Refer to Figure 4-29. The FGC provides a summary of the REPAIR, AP ENG, AP DIS, YD ENG, YD DIS, and BOOST
codes. The summary provide a complete, plain English, prioritized explanation of the hexadecimal codes without having to refer to
written code tables. Position the cursor next to one of the code lines, such as REPAIR CODE. Push LEFT SUMMARY to summarize
the pilot-side codes or push RIGHT SUMMARY to summarize the copilot-side codes. The lines of explanation display in order of
priority from the top line as the highest priority. If more than one problem exists, solve the highest priority problem first. Related
problems may also disappear. This is a dynamic display and updates as the code changes.
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Figure 4-28. Report Mode Diagnostic Page
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Figure 4-29. Summary Mode Diagnostic Page
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Table 4-21. Report Mode Parameter List.

NAME DESCRIPTION
AHRS BUSERR Number of attitude heading computer AHC-1 bus errors
AMP-P ERRORS Number of pitch servo amplifier errors
AMP-R ERRORS Number of roll servo amplifier errors
AMP-Y ERRORS Number of yaw servo amplifier errors
*AP DIS CODE = Cause of unusual autopilot disengage
*AP ENG CODE = Reason autopilot does not engage
AP MON ERRORS Number of autopilot monitor hardware errors
BOOST CODE = Cause of RUDDER BOOST FAIL annunciation
BOOST REQERR Number of rudder boost request errors
CMD-P ERRORS Number of pitch servo command errors
CMD-R ERRORS Number of roll servo command errors
CROSS BUSERR Number of cross-channel (FGC-3) bus errors
CUT-P HARDW Number of pitch cutout hardware errors
CUT-P OCCUR Number of pitch cutout occurrences (while engaged)
CUT-R HARDW Number of roll cutout hardware errors
CUT-R OCCUR Number of roll cutout occurrences (while engaged)
CUT-Y HARDW Number of yaw cutout hardware errors
CUT-Y OCCUR Number of yaw cutout occurrences (while engaged)
DMA ERRORS Number of main processor DMA RAM errors
EPWR-L ERRORS Number of left engine power sensor errors/invalidity
EPWR-R ERRORS Number of right engine power sensor errors/invalidity
EQZN-P ERRORS Number of pitch equalization errors
EQZN-R ERRORS Number of roll equalization errors
EQZN-Y ERRORS Number of yaw equalization errors
ID NUMBER Software identification number
IO RESETS Number of automatic resets of I/O processor
IOC-A BUSERR Number of A-IOC-3 bus errors
IOC-B BUSERR Number of B-IOC-3 bus errors
IO DMA ERRORS Number of I/O processor DMA RAM errors
IO RAM ERRORS Number of I/O processor RAM errors
IO ROM ERRORS Number of I/O processor ROM errors
MAIN RESETS Number of automatic resets of main processor
MATH ERRORS Number of main processor computation errors
PANEL BUSERR Number of flight guidance panel bus-errors
PART-I HW ERR Partitioning (I/O address space) hardware error
PART-I SW ERR Partitioning (I/O address space) software error
PART-M HW ERR Partitioning (memory address space) hardware error
PART-M SW ERR Partitioning (memory address space) software error
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Table 4-21. Report Mode Parameter List. - Continued

NAME DESCRIPTION
RAM ERRORS Number of main processor RAM errors
*REPAIR CODE = Diagnostic summary

ROM ERRORS Number of main processor ROM errors
STEER CODE = Cause of FD flag
TICKLE HW ERR Watchdog (tickle) circuit errors
TRIM-M ERRORS Mach Trim system errors
TRIM-P ERRORS Number of trim system errors, pitch
WRAP-C ERRORS Number of wraparound errors, cross-channel
WRAP-P ERRORS Number of wraparound errors, pitch
WRAP-R ERRORS Number of wraparound errors, roll
WRAP-Y ERRORS Number of wraparound errors, yaw
*YD DIS CODE = Cause of unusual YD disengage
*YD ENG CODE = Cause for YD not to engage
YD MON ERRORS Number of YD monitor hardware errors
* These items initially display.
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Table 4-22. REPAIR Codes (Diagnostic Summary).

DIGIT 1 DIGIT 2 DIGIT 3 DIGIT 4 DIGIT 5 DIGIT 6
CODE VALUE PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM PROBLEM
0 - - - - - -
1 BOOST PROHDW CROSS SW VIO CMD-AP IO CPU
2 TRIM CUT-YH IOC-AB WRPANA CPU MEMORY

TRIM CUT-YH IOC-AB WRPANA CPU MEMORY
4 SVO-AP CUT-AH DISCKT AHRS POSMON EQU-YD
SVO-AP CUT-AH DISCKT AHRS POSMON EQU-YD
6 TRIM CUT-YH IOC-AB WRPANA CPU MEMORY
8 - CUT-O SVO-YD MONHDW EQU-AP PANEL
- CUT-O SVO-YD MONHDW EQU-AP PANEL
A TRIM CUT-YH IOC-AB WRPANA CPU MEMORY
B BOOST PROHDW CROSS SW VIO CMD-AP IO CPU
C SVO-AP CUT-AH DISCKT AHRS POSMON EQU-YD
D BOOST PROHDW CROSS SW VIO CMD-AP IO CPU
E TRIM CUT-YH IOC-AB WRPANA CPU MEMORY
F BOOST PROHDW CROSS SW VIO CMD-AP IO CPU
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Table 4-23. AP DIS Codes (Latched Cause of AP Disengage).

0 - - - - - -
1 - PROHDW CROSS WRP-AP CMD-AP ATTMON

2 RATMON DISAUX IOC - - MEMORY
RATMON DISAUX IOC - - MEMORY
4 SVO-P EQU-P - YD BAD IO ATT -

SVO-P EQU-P - YD BAD IO ATT -
6 RATMON DISAUX IOC - - MEMORY


8 - EQU-R - SVO-R ACCMON PANEL

- EQU-R - SVO-R ACCMON PANEL
A RATMON DISAUX IOC - - MEMORY
B - PROHDW CROSS WRP-AP CMD-AP ATTMON
C SVO-P EQU-P - YD BAD IO ATT -
D - PROHDW CROSS WRP-AP CMD-AP ATTMON
E RATMON DISAUX IOC - - MEMORY
F - PROHDW CROSS WRP-AP CMD-AP ATTMON
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Table 4-24. AP ENG Codes (Reasons AP Will Not Engage).

0 - - - - - -
1 CUT-YO PROHDW CROSS WRP-AP CMD-AP ATTMON

2 RATMON DISCMD IOC TRMANN CUT-RH MEMORY
RATMON DISCMD IOC TRMANN CUT-RH MEMORY
4 SVO-AP CUT-PO ID NUM YD BAD IO ATT STRP-E
SVO-AP CUT-PO ID NUM YD BAD IO ATT STRP-E
6 RATMON DISCMD IOC TRMANN CUT-RH MEMORY
8 - CUT-RO CUT-PH MON-AP ACCMON PANEL
- CUT-RO CUT-PH MON-AP ACCMON PANEL
A RATMON DISCMD IOC TRMANN CUT-RH MEMORY
B CUT-YO PROHDW CROSS WRP-AP CMD-AP ATTMON
C SVO-AP CUT-PO ID NUM YD BAD IO ATT STRP-E
D CUT-YO PROHDW CROSS WRP-AP CMD-AP ATTMON
E RATMON DISCMD IOC TRMANN CUT-RH MEMORY
F CUT-YO PROHDW CROSS WRP-AP CMD-AP ATTMON
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Table 4-25. YD DIS Codes (Latched Cause of YD Disengage).

0 - - - - - -
1 EQU-Y PROHDW CROSS - - -
2 RATMON DISAUX IOC WRP-Y - MEMORY

RATMON DISAUX IOC WRP-Y - MEMORY

4 - - - - - -

- - - - - -
6 RATMON DISAUX IOC WRP-Y - MEMORY

- - - - - -

- - - - - -
8 - - SVO-YD - LATACC PANEL

- - SVO-YD - LATACC PANEL
A RATMON DISAUX IOC WRP-Y - MEMORY
B EQU-Y PROHDW CROSS - - -

C - - - - - -
D EQU-Y PROHDW CROSS - - MEMORY
- - - - - -
E RATMON - IOC WRP-Y - MEMORY
- - - - - -
F EQU-Y PROHDW CROSS - - -

- - - - - -
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Table 4-26. YD ENG Codes (Causes YD Will Not Engage).

0 - - - - - -
1 CUT-YO PROHDW CROSS - - -
2 RATMON DISCMD IOC WRP-Y - MEMORY

RATMON DISCMD IOC WRP-Y - MEMORY

4 CUT-YH - ID NUM - - STRP-E
CUT-YH - ID NUM - - STRP-E

6 RATMON DISCMD IOC WRP-Y - MEMORY

8 - - SVO-YD MON-YD LATACC PANEL
- - SVO-YD MON-YD LATACC PANEL
A RATMON DISCMD IOC WRP-Y - MEMORY
B CUT-YO PROHDW CROSS - - -

C CUT-YH - ID NUM - - STRP-E
D CUT-YO PROHDW CROSS - - -

E RATMON DISCMD IOC WRP-Y - MEMORY
F CUT-YO PROHDW CROSS - - -

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Table 4-27. STEER Codes (Causes of FD Flag).

0 - - - - - -
1 - - CROSS P-DATA - ATTMON

2 CROSTR - IOC R-DATA - MEMORY
CROSTR - IOC R-DATA - MEMORY
4 - AHRTST - PFD ATT - STRP-E
- AHRTST - PFD ATT - STRP-E
6 CROSTR - IOC R-DATA - MEMORY
8 - - - - ID NUM PANEL
- - - - ID NUM PANEL
A CROSTR - IOC R-DATA - MEMORY
B - - CROSS P-DATA - ATTMON
C - AHRTST - PFD ATT - STRP-E
D - - CROSS P-DATA - ATTMON
E CROSTR - IOC R-DATA - MEMORY
F - - CROSS P-DATA - ATTMON
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Table 4-28. BOOST Codes (Causes for Rudder Boost Failure).

0 - - - - - -
1 EQU-Y PROHDW CROSS - PANEL -
2 EPWR-L DISBAR - WRP-Y - MEMORY

EPWR-L DISBAR - WRP-Y - MEMORY

4 BSTSWI DISSWI BSTREQ - EPWR-R STRP-E
- - - - EPWR-R STRP-E
6 EPWR-L DISBAR - WRP-Y - MEMORY
BSTSWI DISSWI BSTREQ - EPWR-R STRP-E

8 - - SVO-YD - - ID NUM
- - SVO-YD - - ID NUM
A EPWR-L - - WRP-Y - MEMORY

B EQU-Y PROHDW CROSS - PANEL -

C BSTSWI DISSWI BSTREQ - EPWR-R STRP-E

D EQU-Y PROHDW CROSS - PANEL -

E EPWR-L DISBAR - WRP-Y - MEMORY
F EQU-Y PROHDW CROSS - PANEL -

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Table 4-29. Description of Report Mode Monitors.

NAME DESCRIPTION
ACCMON Basic autopilot acceleration data (vertical or normal) from the AHRS is bad data. It is possible that the AHC can
be defective.
AHRS The AHC-1 serial bus data from the AHRS is bad data. It is possible that the AHC or the flight guidance computer can be
defective. The problem will have to be examined more.
AHRTST The AHRS (AHC) is in test mode.
ATTMON Basic autopilot pitch or roll attitude data from the AHRS is bad data. It is possible that the AHC can be defective.
BOOST A rudder boost failure is sensed. This term sets when BSTBLD, BST N1, or BSTREQ sets. It is possible that the pressure
sensor or the flight guidance computer is defective. The problem will have to be examined more.
BSTBLD The bleed-air data used to drive the rudder boost computation is faulty. Faulty data is defined as either data outside the
specified range of values expected from a good sensor or the difference in left and right sensor values is not similar
between the two channels of the autopilot. Suspect a failed bleed-air sensor, further investigation is required.
BSTMON A rudder boost computation error is detected. This means that an unnecessary rudder boost occurred, or that the boost
is in the wrong direction. Cycle the remote RUD BOOST switch to clear this error. The BOOST ERRORS report
parameter lists the number of detected computation errors. Suspect the FGC.
BSTREQ A rudder boost request error is detected. The rudder boost request error is latched on and is cleared by moving the rudder
boost arm switch out of the ARM position. Suspect a failed N1 or bleed-air sensor, further investigation is required.
BSTSWI A rudder boost arm switch in not in the ARM position.
CMD-AP Pitch or roll servo command errors are sensed. It is possible that the flight guidance computer is defective.
CPU The main processor was started again. It is possible that the flight guidance computer is defective.
CROSS The FGC-3 cross-channel bus data from the other flight guidance computer is bad data. It is possible that one of the
flight guidance computers is bad.
CROSTR The cross-side steering code is not zero. The STEER CODE report parameter from the other flight guidance computer
shows the cause of the FD flag. It is possible that the cross-side flight guidance computer is defective. The problem
will have to be examined more.
CUT-AH An autopilot (pitch or roll) cutout hardware error is sensed. This term sets when CUT-PH or CUT-RH sets. Look at
the CUT-P HARDW and CUT-R HARDW report parameters to isolate a defective pitch or roll. It is possible that
the flight guidance computer is defective.
CUT-O A (pitch, roll, or yaw) cutout is sensed. This term sets when CUT-PO, CUT-RO, or CUT-YO sets. Look at the
CUT-P OCCUR, CUT-R OCCUR, and CUT-Y OCCUR report parameters to isolate pitch, roll, or yaw failure. This
does not show a defective unit.
CUT-PH A cutout hardware error in the pitch axis is sensed. It is possible that the flight guidance computer is defective.
CUT-PO A cutout in the pitch axis is sensed. The pitch attitude is beyond its limits. This does not show a failed unit.
CUT-RH A cutout hardware error in the roll axis is sensed. It is possible that the flight guidance computer is defective.
CUT-RO A cutout occurrence in the roll axis is sensed. The roll attitude has exceeded its limits. This does not show a failed unit.
CUT-YH A cutout hardware error in the yaw axis is sensed. It is possible that the flight guidance computer is defective.
CUT-YO A cutout occurrence in the yaw axis is sensed. The yaw attitude exceeded its limits. This does not show a failed unit.
DISAUX The auxiliary disengage input to the FGP was asserted.
DISBAR The AP/YD DISC switch bar on the Flight Guidance Panel (FGP) is in the down (disengage) position.
DISCKT A disengage switch and/or disengage switch circuitry fault in the FGP has been detected. This fault is latched and
can not be cleared (except by cycling power). Suspect the FGP. For safety, it is highly recommended that the failed
unit be replaced before returning the airplane to service.
DISCMD One of the FGP inputs that prevents engagement (disengage switch, go around switch, manual trim, AP monitor from
the FGC, or auxiliary disconnect) is asserted. DISCMD is only placed in the AP DISENGAGE code if an abnormal
disengage occurs (auxiliary disconnect).
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Table 4-29. Description of Report Mode Monitors. - Continued

NAME DESCRIPTION
EPWR-L Faulty data is being received from an engine power sensor on the left engine. This data, which may be either bleed-air
pressure or hydraulic pressure (depending on the system), is used in the rudder boost computation. Faulty data is defined
as data that is outside of the specified range of values expected from a good sensor. The most probable source of this error
is a failure of the power sensor on the left engine. The EPWR-L ERRORS report parameter shows how many EPWR-L
errors have occurred.
EPWR-R Faulty data is being received from an engine power sensor on the right engine. This data, which may be either bleed-air
pressure or hydraulic pressure (depending on the system), is used in the rudder boost computation. Faulty data is defined
as data that is outside of the specified range of values expected from a good sensor. The most probable source of this error
is a failure of the power sensor on the right engine. The EPWR-R ERRORS report parameter shows how many EPWR-R
errors have occurred.
EQU-AP An autopilot (pitch or roll) equalization error is sensed. This term sets with EQU-P or EQU-R. Look at the EQZN-P
ERRORS and EQZN-R ERRORS report parameters to isolate pitch or roll failure. It is possible that the AHC or flight
guidance computer. The problem will have to be examined more.
EQU-P An equalization error in the pitch axis is sensed. The two pitch servo commands do not track in correct limits. It is
possible that the AHC or flight guidance computer is defective. The problem will have to be examined more.
EQU-R An equalization error in the roll axis is sensed. The two roll servo commands do not track in correct limits. It is possible
that the AHC or flight guidance computer is defective. The problem will have to be examined more.
EQU-Y An equalization error in the yaw axis is sensed. The two yaw servo commands do not track in their limits. It is possible
that the AHC or flight guidance computer is defective. The problem will have to be examined more.
EQU-YD A yaw damper equalization error is sensed. It is possible that the AHC or flight guidance computer is defective. The
problem will have to be examined more.
ID NUM The software ident numbers of the two flight guidance computers do not agree. The first four characters of the code
are the primary program ID. The last two characters are the I/O program ID. It is possible that one of the two flight
guidance computers is defective.
IOC The serial bus data from the active IOC concentrator is bad. Only one IOC-3 bus is used at a time. Check the IOC-A
BUSERR and IOC-B BUSERR report parameters to isolate the IOC. It is possible that the IOC or the flight guidance
computer is defective. The problem will have to be examined more.
IOC-AB One or two of the IOC-3 input busses to the flight guidance computer is defective. It is possible that the IOC or the flight
guidance computer is defective. The problem will have to be examined more.
IO ATT The I/O processor has sensed that the basic autopilot attitude data is bad or is not in its usual limits.
IO CPU The I/O processor has been started again. It is possible that the flight guidance computer is defective.
LATACC Basic yaw damper lateral acceleration data from the AHRS is bad. It is possible that the AHC is defective.
MEMORY An error was sensed with one or more of the flight guidance computer memory tests. It is possible that the flight
guidance computer is defective.
MON-AP The autopilot monitor output data (to autopilot panel) is defective. It is possible that the flight guidance computer
is defective.
MONHDW A monitor output hardware error is sensed. This word sets when MON-AP or MON-YD are set. It is possible that
the flight guidance computer is defective.
MON-YD The yaw damper monitor output data (to YD panel) is defective. It is possible that the flight guidance computer
is defective.
PANEL Communication between the FGP and the flight guidance computer is bad. It is possible that the FGP or the flight
guidance computer is defective. The problem will have to be examined more.
P-DATA Pitch outer loop data monitor is invalid. This means that data required for current pitch computations is invalid. Suspect
the external system supplying pitch (vertical) data in that mode.
For example: If VS mode is selected and the STEER CODE shows the P-DATA term is set, refer to pitch outer loop
monitor chart below. Under VERTICAL MODES, find the VS line. The 1/– array shows six 1s on this line. This
marks the six DATA MONITORs that can set the P-DATA term in VS mode. If VS, TAS, vertical acceleration, along
acceleration, cross acceleration, or onside air data to the PFD is invalid (SSM not normal) then this term sets. The FD
flag displays on the PFD and a red horizontal line appears through the mode annunciation.
VERTICAL MODES: OUTER LOOP DATA MONITOR ITEM
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NAME DESCRIPTION
ALT CAPTURE or ALT TRACK of preselector: A, B, D, E, G, H, K, M, R, S
ALT CAPTURE or ALT TRACK of VNAV altitude: A, B, D, E, H, K, M, N, R, S

ALTITUDE HOLD: B, D, E, H, K, M, R, S
FLIGHT LEVEL CHANGE (IAS): B, C, D, E, H, K, L, M, O, R
FLIGHT LEVEL CHANGE (MACH): D, E, F, H, K, L, M, P, R
GLIDESLOPE CAPTURE: C, D, E, H, J, K, L, M, R, S, T
PITCH: M, R
VERTICAL NAVIGATION (PATH): D, E, H, I, K, M, R, S

VERTICAL SPEED: D, E, H, K, M, Q, R, S
VERTICAL GO AROUND: -
ITEM DESCRIPTION (SOURCE LABEL: BIT)
A Valid baro-altitude (207:31)
B Valid pressure altitude (203:31)
C Valid IAS (206:31)
D Valid VS (212:31)
E Valid TAS (210:31)
F Valid MACH (205:31)
G Valid preselect altitude (102:31)
H Same air data to FGC and PFD:
Pilot-side (270:9, 10 and 163:13, 30, 31) or (270:9, 10 and 163:13, 30, 31)
Copilot-side (270:9, 10 and 163:13, 30, 31) or (270:9, 10 and 163:13, 30, 31)
I Valid FMS pitch command (122:31)
J Valid GS data in vertical deviation word (117:11, 30, 31)
K Valid vertical acceleration (364:30, 31)
L Valid along acceleration:
AHRS: Along heading acceleration (375:30, 31)
IRS: Along track acceleration (362:30, 31)
M Onside attitude data to PFD (163:11, 30, 31)
N Valid VNAV altitude (215:11, 12, 30, 31)
O Valid IAS reference (103:30, 31)
P Valid Mach reference (106:30, 31)
Q Valid vertical speed reference (104:30, 31)
R Valid pitch attitude (324:30, 31)
S Valid roll attitude (325:30, 31)
T Valid R-DATA bit for localizer capture
PFD ATT Attitude data to the PFD has been manually changed to a cross-side source. FGC uses onside attitude data. This does
not show a defective unit.
POSMON There is a surface position problem. This occurs when the analog surface position data (aileron, rudder, or elevator)
in one FGC does not closely agree with the surface position data from the other FGC. This problem is reported for
maintenance purposes. There are no external symptoms of this problem.
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NAME DESCRIPTION
PROHDW There is a protection hardware problem related to the protection hardware. One of the power-up hardware protection
tests is defective, or the repetitive test of the memory-space partition protection circuitry is defective. The TICKLE
HW ERR, PART-I HW ERR, and PART-M HW ERR report parameters show how many times the different hardware
tests were defective.
RATMON Basic pitch, roll, or yaw rate data from the AHRS is bad. It is possible that the AHC is defective.
R-DATA Roll outer loop data monitor is invalid. This means that data required for current roll computations is invalid. Suspect the
external system supplying roll (lateral) data in that mode.
Refer to roll outer loop monitor chart below. This chart shows the DATA MONITORs that can set the R-DATA term in
each LATERAL MODE. Refer to the P-DATA term for an example of how to use this chart.
LATERAL MODES: OUTER LOOP DATA MONITOR ITEM
GO AROUND LATERAL: J, M, Q
HEADING HOLD: J, M, Q
HEADING SELECT (APPR, HDG, NAV): B, D, L, Q

HEADING SELECT (BC): B, D, L, Q
LOCALIZER CAPTURE (if not *LINTRKMOD): B, E, H, K, L, N, Q
LOCALIZER CAPTURE (*LINTRKMOD): A, B, E, H, K, L, N, Q

NAVIGATION CAPTURE (VOR): B, E, I, K, L, N, Q
NAVIGATION CAPTURE (OVERSTATION): B, E, K, L, N, Q
NAVIGATION CAPTURE (FMS): C, O, P

ROLL and not HEADING HOLD: A, Q
ITEM DESCRIPTION (SOURCE LABEL:BIT)
A Valid roll attitude (325:30, 31)
B Valid TAS (210:31)
C Valid FMS bank command (121:30, 31)
D Valid HDG error (302:30, 31)
E Valid course datum (301:30, 31)
F Valid LOC active logic (116:11, 12)
G Valid VOR active logic (116:11, 12, 13)
H Valid LOC data in lateral deviation word (116:11, 12, 30, 31)
I Valid VOR data in lateral deviation word (116:11, 12, 13, 30, 31)
J Valid heading:
AHRS: MAG heading (320:30, 31)
IRS: TRU heading (314:30, 31)
K Valid cross acceleration:
AHRS: MAG heading (376:30, 31)
IRS: TRU heading (363:30, 31)
L Same air data to FGC and PFD:
Pilot-side (270:9, 10 and 163:13, 30, 31) or (270:9 10 and 163:13, 30, 31)
Copilot-side (270:9, 10 and 163:13, 30, 31) or (270:9, 10 and 163:13, 30, 31)
M Onside heading data to PFD (163:12, 30, 31)
N Valid along acceleration:
AHRS: Along heading acceleration (375:30, 31)
IRS: Along track acceleration (362:30, 31)
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NAME DESCRIPTION
O Valid force LNV capture command bit (272:20, 30, 31)
P Linear FMS in lateral deviation word (116:11, 12, 13)
Q Onside attitude data to PFD (163: 11, 30, 31)
* LINTRKMOD is true when the glideslope is captured and radio altitude is less than 1000 feet.
RUDBST The rudder boost function is now actively boosting.
STRP-E External airplane strapping does not match the flight guidance computer configuration ROM. The IAPS configuration
strapping is incorrect or the flight guidance computer has an incorrect software version.
SVO-AP An autopilot (pitch or roll) servo amplifier error is sensed. This term sets with SVO-P or SVO-R. The AMP-P ERRORS
and AMP-R ERRORS report parameters can help isolate pitch/roll error. It is possible that the AHC, flight guidance
computer, or pitch/roll servos are defective. It is also possible that the discrete inputs do not match. The problem
will have to be examined more.
SVO-P A servo amplifier error in the pitch axis is sensed. A hardware failure occurred or the inputs to the two halves of the pitch
servo amplifier are not the same. It is possible that the AHC, flight guidance computer, or pitch servo are defective. It is
also possible that the discrete inputs do not match. The problem will have to be examined more.
SVO-R A servo amplifier error in the roll axis is sensed. A hardware failure occurred or the inputs to the two halves of the roll
servo amplifier are not the same. It is possible that the AHC, flight guidance computer, or roll servo are defective. It is
also possible that the discrete inputs do not match. The problem will have to be examined more.
SVO-YD A yaw damper servo amplifier error is sensed. A hardware failure occurred or the inputs to the two halves of the yaw
servo amplifier do not match. It is possible that the AHC, flight guidance computer, or yaw servo are defective. It is also
possible that the discrete inputs do not match. The problem will have to be examined more.
SW VIO There is a software problem that has been sensed with the protection hardware. The PART-M SW ERR and PART-I SW
ERR report parameters show how many times the hardware partitioning tests have been defective.
TRIM A pitch or roll trim system failure is sensed. Look at the TRIM-P ERRORS report parameter to isolate a defective pitch
or roll. It is possible that the airplane pitch/roll trim system or the flight guidance computer is defective.
TRMANN The pitch or roll trim fail annunciator test is defective. It is possible that an annunciator bulb is defective.
WRPANA Analog servo command wraparound errors. This is an OR logic of the WRP-P, WRP-R, and WRP-Y logic. Read the
WRP-P, WRP-R, and WRP-Y logic.
WRP-AP An autopilot pitch or roll wraparound error is sensed. Check the WRAP-P ERRORS and WRAP-R ERRORS report
parameters to isolate pitch or roll failure. It is possible that the flight guidance computer is defective.
WRP-Y A wraparound error in the yaw axis is detected. Suspect the FGC.
WRP-YD A yaw damper wraparound error is detected. Suspect the FGC.
YD BAD The yaw damper can not be engaged. The yaw damper must be engaged before or while the autopilot is engaged. This bit
is set when the yaw damper engage code is non-zero. The YD ENG CODE section contains the yaw damper engage code.
YD DIS The yaw damper is disengaged. The yaw damper must be engaged before autopilot engagement is allowed.
4.10.6. Input Mode.
NOTE
Both left and right FGC data shows, but only one FGC actually transmits ASCII text to the MFD.
Enter FCS DIAGNOSTICS and go to the INPUT MODE page, refer to Paragraph 4.10.1. To exit the FCS DIAGNOSTICS refer to
Paragraph 4.10.4.
The input mode shows a readout of selected signals coming into the FGC. Refer to Figure 4-30. This mode is especially useful for
isolating a failed LRU that supplies data to the FGC. The input mode diagnostic page shows five lines of input signals. Each line
contains the signal name, a LEFT value, a RIGHT value, and a unit of measure, if applicable. The MFD line keys control the INPUT
MODE operations.
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The name column lists five input signals. The LEFT column shows the signal value at the input of the left FGC. The RIGHT column
shows the signal value at the input of the right FGC. Dashes show instead of a signal value if that input is missing, invalid, or not
used as no system uses every parameter. Refer to Table 4-31 for a complete list of input mode signals available for display, the signal
source, a signal description, and the units of measure.
A yellow cursor shows at the left edge of the name column. The cursor indicates which signal line is active. Push MOVE CURSOR
to move the cursor down one line.
The input mode parameters are listed in alphanumeric order. Push SCROLL UP to show the previous parameter on the cursored line
or push SCROLL DOWN to show the next parameter on the cursored line. The display source indicator is an arrow that points left
or right to indicate which FGC is providing display data to the MFD.
The most useful inputs are decoded and displayed with a unit of measure such as feet or degrees so that this value can be easily
compared with related displays/indications in the airplane. Some inputs are useful only to engineering, but are included in the table
for completeness.
The SOURCE column lists the name of the LRU that supplies each input signal, the data bus, IOC-3 or AHC-1, if applicable,
bringing the input to the FGC, and the octal label of the data word. Specific bit descriptions for these data words are not provided
in this manual. Refer to an ARINC 429 specification. The following examples show situations where the input diagnostic mode is
a valuable troubleshooting tool:
• The values that show in the LEFT and RIGHT columns of any input signal should agree within reason. For example, a line
reading ALT/B 15125 235 FEET indicates an ADC problem in the side that shows the incorrect barometric altitude value.
• The input mode is very useful when checking out the FGP panel functions. Refer to the ENGA/P, ENGY/D, KNBREF, and
SWIXXX parameters. The engage parameters should be true when the engaged and false when not engaged. For example, the
SWIHDG parameter should be true when the HDG button on the FGP is pushed and false when it is released.
• Make sure the data from an external system is correct by monitoring that input while the system is exercised or tested. For
example, the left IASREF input value should change as the FGP SPEED knob is turned. The VORBRG input value should be 0
DEG while the NAV receiver is in test mode.
The input data from external, non-FCS, units is first input to the IOCs and then mapped to the FGC on redundant IOC-3 data buses.
The AHC-1 bus is input directly to the FGC. This external data shows as two input signal parameters, and is organized as described
below.
NOTE
Some primary data is not decoded into a signal value but instead shows as a hexadecimal value. The unit of
measure for these signals shows as 29-14H.
4.10.6.1. Refer to Table 4-30. The ARINC input data is formatted as a 32-bit word. Bits 1-8 contain the identification label of the
word, bits 9-10 contain the SDI code, bits 11-13 contain pad, or secondary, data, bits 14-29 contain primary data, bits 30-31 contain
the SSM code, and bit 32 is for parity.
Refer to Table 4-31 for a descriptive name parameter and a SSMPSI parameter for each external input label. These two input signals
show all pertinent information provided in the word. For example, preselect altitude information is provided in the 102 word. This
information is presented in the ALTREF and 102 parameters.
The ALTREF input parameter shows the preselect altitude setting in feet. This information is decoded from the primary data in bits
14 through 29 of word 102.
The 102 input parameter shows the remaining pertinent information in three digits. The unit entry on this line is SSMPSI. This
means the three displayed digits are in order: the SSM, Pad data, and the SDI.
Refer to Table 4-32. The digit meanings follow:
• The SSM digit is 0 (failed), 1 (no computed data), 2 (unit in test), or 3 (normal). This digit is decoded from bits 30 and 31 of the
input word.
• The Pad digit lists miscellaneous information that is normally pad. The digit 0 = not used or is secondary data. This digit is
decoded from bits 11, 12, and 13 of the input word.
• The SDI digit is 0 (not used), 1 (left LRU), 2 (right LRU), or 3 (not used). This digit is decoded from bits 9 and 10 of the input
word.
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Table 4-30. ARINC 429 Word Format.

ARINC WORD BITS DESCRIPTION
1-8 Label (octal)
9-10 SDI (source ident)
11-13 Pad/secondary data
14-29 Primary data
30-31 SSM (status)
32 Parity bit
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Figure 4-30. Input Mode Diagnostic Page
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Table 4-31. Input Mode Parameter List.

NAME SOURCE LRU (BUS WORD) DESCRIPTION (UNIT OF MEASURE)
External input data words are shown in two parameters. For example, parameters 124 and IOCMAP together show the data contained in the
124 word received on the IOC-3 bus. PRI = primary (onside) unit; SEC = secondary (offside) unit.
050SPA IOC label 050 (IOC-3) SSM, Pad data, SDI (SSMPSI)
064RA RALT label 064 (IOC-3) SSM, Pad data, SDI (SSMPSI)
102PFD PFD label 102 (IOC-3) SSM, Pad data, SDI (SSMPSI)
121FMC FMC/PFD label 121 (IOC-3) SSM, Pad data, SDI (SSMPSI)
124IOC IOC label 124 (IOC-3) SSM, Pad data, SDI (SSMPSI)
150DCU DCU label 150 (IOC-3) SSM, Pad data, SDI (SSMPSI)
151MFD MFD label 151 (IOC-3) SSM, Pad data, SDI (SSMPSI)
200SPC SPC label 200 (IOC-3) Reserved SSM, Pad data, SDI (SSMPSI)
203ADC ADC label 203 (IOC-3) SSM, Pad data, SDI (SSMPSI)
241SPC SPC label 241 (IOC-3) SSM, Pad data, SDI (SSMPSI)
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Table 4-31. Input Mode Parameter List. - Continued

270AHR AHC/IRS label 270 (AHC-1) SSM, Pad data, SDI (SSMPSI)
274QRY Label 274 (IOC-3) SSM, Pad data, SDI (SSMPSI)
276FMC FMC label 276 (IOC-3) SSM, Pad data, SDI (SSMPSI)
314AHR AHC label 314 (IRS-1) SSM, Pad data, SDI (SSMPSI)
320AHR AHC label 320 (AHC-1) SSM, Pad data, SDI (SSMPSI)
343DCL Label 343 (IOC-3) SSM, Pad data, SDI (SSMPSI)
343DCR Label 343 (IOC-3) SSM, Pad data, SDI (SSMPSI)
360QRY Label 360 (IOC-3) SSM, Pad data, SDI (SSMPSI)
ACCA/H AHC label 375 (AHC-1) Acceleration, along heading (Gs)
ACCA/T IRS label 362 (IRS) Acceleration, along track (Gs)
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ACCLAT AHC label 332 (AHC-1) Acceleration, lateral (Gs)
ACCLON AHC label 331 (AHC-1) Acceleration, longitudinal (Gs)
ACCNOR AHC label 333 (AHC-1) Acceleration, normal (Gs)
ACCVER AHC label 364 (AHC-1) Acceleration, vertical (Gs)
ACCX/H AHC label 376 (AHC-1) Acceleration, cross heading (Gs)
ACCX/T AHC label 363 (AHC-1) Acceleration, cross track (Gs)
ADLGC1 ADC label 270 (IOC-3) Air data logic word 1 (29-14H)
ADLGC2 ADC label 271 (IOC-3) Air data logic word 2 (29-14H)
AHRLGC AHC label 270 (AHC-1) AHRS logic word (29-14H)
AILCMD FGC sample/hold Aileron servo command wraparound (VOLTS)
AILMON FGC servo amplifier Aileron servo amplifier monitor (TRUE/FALSE)
AILSVO SVO, aileron Aileron servo motor voltage (VOLTS)
*ALT/B ADC label 204 (IOC-3) Altitude, barometric (FEET)

ALT/P ADC label 203 (IOC-3) Altitude, pressure (FEET)
ALTPRE PFD label 102 (IOC-3) Altitude, preselect (FEET)
ALTVNV PFD label 215 (IOC-3) Altitude, vertical navigation (FEET)
ANAIN0 Spare Analog input 1 (VOLTS)
ANAIN1 Spare Analog input 2 (VOLTS)
AOA SPC label 221 (IOC-3) Reserved AOA, body (DEGREES)
AOACMP SPC label 223 (IOC-3) Reserved AOA, beta adjusted (DEGREES)
AOANOR SPC label 241 (IOC-3) AOA, corrected (no units)
AOAPSH SPC label 224 (IOC-3) Reserved AOA, pusher (DEGREES)
AOAPZL SPC label 200 (IOC-3) Reserved AOA, pseudo zero lift (DEGREES)
AOASHK SPC label 225 (IOC-3) Reserved AOA, shaker (DEGREES)
AP ENA FGP AP engage enable feedback (TRUE/FALSE)
AP RLY FGP serial AP engage relay feedback (TRUE/FALSE)
APCLU FGP AP clutch power, AP engaged (TRUE/FALSE)
ASVOER FGC servo amplifier Aileron servo error (VOLTS)
AXAP+1 FGP Aux AP disengage input 1 not, +28 V (TRUE/FALSE)
AXAP-1 FGP Aux AP disengage input 1 not, gnd (TRUE/FALSE)
AXYD+1 FGP Aux YD disengage input 1 not, +28 V (TRUE/FALSE)
AXYD+2 FGP Aux YD disengage input 2 not, +28 V (TRUE/FALSE)
AXYD-1 FGP Aux YD disengage input 1 not, gnd (TRUE/FALSE)
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BAR UP FGP serial AP/YD disengage switch bar is in the up position (TRUE/FALSE)
CAS ADC label 206 (IOC-3) Indicated airspeed (KNOTS)
CMDPTH FMC/PFD label 122 (IOC-3) Command, pitch (DEG)
CMDROL FMC/PFD label 121 (IOC-3) Command, roll (DEG)
CRSDAT PFD label 301 (IOC-3) Course datum (DEG)
DATE DCU label 260 (IOC-3) Date (29-14H)
DCUDS1 DCU label 272 (IOC-3) Data concentrator unit logic word 1 (29-14H)
DCUDS2 DCU label 274 (IOC-3) Data concentrator unit logic word 2 (29-14H)
DEVLAT PFD label 116 (IOC-3) Deviation, lateral (29-14H)
DEVVER PFD label 117 (IOC-3) Deviation, vertical (29-14H)
DIS PFD label 251 (IOC-3) Distance (NM)
ELECMD FGC sample/hold Elevator servo command wraparound (VOLTS)
ELEMON FGC servo amplifier Elevator servo amplifier monitor (TRUE/FALSE)
ELESVO SVO Elevator servo motor voltage (VOLTS)
EPWR-L Left engine analog Engine power, left (VOLTS)
EPWR-R Right engine analog Engine power, right (VOLTS)
ESVOER FGC servo amplifier Elevator servo error (VOLTS)
FLPPOS DCU label 137 (IOC-3) Flap position (DEGREES)
FMCLG1 FMC label 272 (IOC-3) FMC logic word 1 (29-14H)
FMCLG2 FMC label 276 (IOC-3) FMC logic word 2 (29-14H)
GNDMX0 FGC internal Ground for multiplexer 0 (VOLTS)
GNDMX1 FGC internal Ground for multiplexer 1 (VOLTS)
*HDGERR PFD label 302 (IOC-3) Heading error (DEGREES)
HDGMAG AHC/IRS label 320 (AHC-1) Heading, magnetic (DEGREES)
HDGTRU IRS label 314 (IRS-1) Heading, true (DEGREES)
IASREF ADC label 103 (IOC-3) Indicated airspeed reference (KNOTS)
IOCMAP IOC label 124 (IOC-3) IOC map version (29-14H)
KNBREF FGP Knob, vertical reference (HEX)
MACH ADC label 205 (IOC-3) Mach (MACH)
MACREF ADC label 106 (IOC-3) Mach reference (MACH)
*MEMORY FGC internal CPU Memory location contents (main processor address location)
MFDLGC MFD label 151 (IOC-3) MFD mode word 2 (29-14H)
MMO ADC label 215 (IOC-3) Mach, max operating (MACH)
N1LT DCU label 343 (IOC-3) Left engine fan RPM N1 (%)
N1RT DCU label 343 (IOC-3) Right engine fan RPM N1 (%)
PBYTRX FGP Number of panel bytes received (HEX)
PFDDS2 PFD label 216 (IOC-3) PFD discrete word 2 (29-14H)
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PFDLG1 PFD label 163 (IOC-3) PFD mode select word 1 (29-14H)
PFDLG2 PFD label 172 (IOC-3) PFD mode select word 2 (29-14H)
PNLPWR FGP Panel power failure (TRUE/FALSE)
PNLTST FGP Panel wraparound test bit, oscillating (TRUE/FALSE)
*PTH AHC/IRS label 324 (AHC-1) Pitch (DEGREES)
PTHR/E IRS label 336 (IRS-1) Pitch rate, Euler (DEGREES/SECOND)
PTHRAT AHC/IRS label 326 (AHC-1) Pitch rate (DEGREES/SECOND)
QRYADR FGC label 274 (IOC-3) FGC Query Address Word (29-14H)
QRYREQ FGC label 360 (IOC-3) FGC Query Request Word (29-14H)
RADALT RAC label 164 (IOC-3) Radio altitude (FEET)
*ROL AHC/IRS label 325 (AHC-1) Roll (DEGREES)
ROLR/E IRS label 337 (IRS-1) Roll rate, Euler (DEGREES/SECOND)
ROLRAT AHC/IRS label 327 (AHC-1) Roll rate (DEGREES/SECOND)
RSVOER FGC servo amplifier Rudder servo error (VOLTS)
RUDCMD FGC sample/hold Rudder servo command wraparound (VOLTS)
RUDMON FGC servo amplifier Rudder servo amplifier monitor (TRUE/FALSE)
RUDSVO SVO, rudder Rudder servo motor voltage (VOLTS)
SAT ADC label 213 (IOC-3) Static air temperature (°C)
SPOLT DCU label 301 (IOC-1) Spoileron position, left, primary (DEGREES)
SPORT DCU label 304 (IOC-1) Spoileron position, right, primary (DEGREES)
STPCFG CSU Strap, configuration (HEX)
STRAP0 Interconnect Option strap 0 (TRUE/FALSE)
SWI1/2 FGP serial Switch, 1/2 BANK mode (TRUE/FALSE)
SWI2-1 FGP serial Switch, spare on byte 2, bit 1 (TRUE/FALSE)
SWI2-2 FGP serial Switch, spare on byte 2, bit 2 (TRUE/FALSE)
SWIALT FGP serial Switch, ALT hold mode (TRUE/FALSE)
SWIAP FGP serial AP ENG relay feedback (TRUE/FALSE)
SWIAPP FGP serial Switch, APPR mode (TRUE/FALSE)
SWIB/C FGP serial Switch, back course (B/C) mode (TRUE/FALSE)
SWIBST Pedestal, RUD BOOST Switch, rudder boost arm (TRUE/FALSE)
SWICLI FGP serial Switch, CLIMB mode (TRUE/FALSE) Reserved
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SWIDES FGP serial Switch, DESCEND mode (TRUE/FALSE) Reserved
SWIDIS Yoke, DISC button Switch, disconnect (TRUE/FALSE)
SWIFD FGP serial Switch, FD off (TRUE/FALSE)
SWIGA Throttle button Switch, GO AROUND mode (TRUE/FALSE)
SWIHDG FGP serial Switch, HDG mode (TRUE/FALSE)
SWIIAS FGP serial Switch, IAS mode (TRUE/FALSE) Reserved
SWILVL FGP serial Switch, LVL CHG mode (TRUE/FALSE)
SWIMAC FGP serial Switch, MACH mode (TRUE/FALSE) Reserved
SWINAV FGP serial Switch, NAV mode (TRUE/FALSE)
SWIPFL FGP serial Switch, IAS profile mode (TRUE/FALSE) Reserved
SWIPFM FGP serial Switch, PERFORM SELECT mode (TRUE/FALSE)
SWIPRE FGP serial Switch, ALT preselect mode (TRUE/FALSE)
SWISPD FGP serial Switch, SPEED mode (TRUE/FALSE)
SWISYN Yoke, SYNC button Switch, sync (TRUE/FALSE)
SWITRB FGP serial Switch, TURB mode (TRUE/FALSE)
SWIVNV FGP serial Switch, VNAV mode (TRUE/FALSE)
SWIVS FGP serial Switch, VS mode (TRUE/FALSE)
SWIXFR FGP serial Switch, AP XFR mode (TRUE/FALSE)
SWIYD FGP serial YD ENG relay feedback (TRUE/FALSE)
TAS ADC label 210 (IOC-3) True airspeed (KNOTS)
TIME DCU label 150 (IOC-3) Time, master (29-14H)
TRKSEL FGP serial HDG/TRK switch in TRK position
TRMARM FGC wraparound Trim arm (TRUE/FALSE)
TRMCD1 FGC Copilot trim down switch 1 (TRUE/FALSE)
TRMCD2 FGC Copilot trim down switch 2 (TRUE/FALSE)
TRMCU1 FGC Copilot trim up switch 1 (TRUE/FALSE)
TRMCU2 FGC Copilot trim up switch 2 (TRUE/FALSE)
TRMENA FGC Trim interrupt not (TRUE/FALSE)
TRMERR FGC Pitch trim duty cycle error (TRUE/FALSE)
TRMOFF FGC wraparound Trim fail annunciator off (TRUE/FALSE)
TRMPD1 FGC Pilot trim down switch 1 (TRUE/FALSE)
TRMPD2 FGC Pilot trim down switch 2 (TRUE/FALSE)
TRMPU1 FGC Pilot trim up switch 1 (TRUE/FALSE)
TRMPU2 FGC Pilot trim up switch 2 (TRUE/FALSE)
TRMRAT Trim servo Trim servo rate feedback (DEG/SEC)
V2 ADC label 263 (IOC-3) V2, takeoff velocity (KNOTS)
VMO ADC label 207 (IOC-3) Max operating speed (KNOTS)
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VORBRG PFD label 222 (IOC-3) VOR bearing (DEGREES)
VS ADC label 212 (IOC-3) Vertical speed (FEET/MINUTE)
VSREF ADC label 104 (IOC-3) Vertical speed reference (FEET/MINUTE)
WINDIR FMC/PFD label 372 (IOC-3) Wind direction (DEGREES)
WINSPD FMC/PFD label 315 (IOC-3) Wind speed (KNOTS)
YAWRAT AHC/IRS label 330 (AHC-1) Yaw rate (DEGREES/SECOND)
YD CLU FGP serial Yaw damper clutch power (TRUE/FALSE)
YD MON FGC wraparound YD monitor valid (TRUE/FALSE)
YD RLY FGP serial Yaw damper engage relay feedback (TRUE/FALSE)
* These items are initially shown.
Table 4-32. SSM and SDI Bits.

SSM PAD SDI
BITS: 31 30 13 12 11 10 9
BIT VALUE: 2 1 4 2 1 2 1
DISPLAYED VALUE: SUM OF SET BITS SUM OF SET BITS SUM OF SET BITS
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4.10.7. Output Mode.
NOTE
The EITHER and BOTH modify options are not available unless both FGCs are in the output mode, not just in
diagnostics. Push and hold the MOVE CURSOR line key to alternately select the left and right side display data.
Make sure that both FGCs are in the OUTPUT MODE.
Enter FCS DIAGNOSTICS and go to the OUTPUT MODE page, refer to Paragraph 4.10.1. To exit the FCS DIAGNOSTICS refer
to Paragraph 4.10.4.
Refer to Figure 4-31 for the OUTPUT MODE page. The output mode provides readout and control of selected FGC outputs. The
output controlling feature of this mode is enabled only when both FGCs are in diagnostic mode and the airplane is on the ground. The
output mode diagnostic page shows five lines of output signals. Each line contains the signal name, LEFT output, RIGHT output,
and modify options, if applicable. The line keys select the output mode operations.
The name column lists five output signals. The LEFT column shows the output signal from the left FGC. The RIGHT column shows
the output signal from the right FGC. Refer to Table 4-33 for a list of all available output parameters, a signal description, and the
modification range.
A yellow cursor shows at the left edge of the name column. The cursor indicates which signal line is active. Push MOVE CURSOR
to move the cursor down one line. If the cursor is on the bottom line and MOVE CURSOR is pushed, the cursor moves to the top
line.
The output mode parameters are listed in alphanumeric order. Push SCROLL UP to show the previous parameter on the cursored
line or push SCROLL DOWN to show the next parameter on the cursored line.
The FGC outputs can always be displayed, but can only be controlled when both computers are in diagnostic mode. When both
FGCs are in diagnostic mode, TEST annunciates on both PFDs. If it is possible to modify any displayed output, the word MODIFY
shows as a column heading. If the cursored line can be modified, then EITHER, BOTH, LEFT, or RIGHT shows on that line in the
MODIFY column. Instructions to modify the active cursored parameter appear at the bottom of the MFD.
When EITHER shows in the MODIFY column, the left and right FGC logic outputs, TRUE or FALSE, can be modified indepen-
dently. Push the TOGGLE LEFT line key or the FGP left FD button to change the logic output of the left FGC between TRUE and
FALSE. Push the TOGGLE RIGHT line key or the FGP right FD button to change the logic output of the right FGC between TRUE
and FALSE.
When BOTH shows in the MODIFY column, the left and right FGC linear outputs can be modified synchronously. The SLEW
MINUS/SLEW PLUS line key labels replace the TOGGLE LEFT/TOGGLE RIGHT labels. Push and hold the SLEW MINUS line
key to synchronize both linear outputs to the master FGC value and then change both outputs in a minus direction. Push and hold the
SLEW PLUS line key to synchronize both linear outputs to the master FGC value, and then change both outputs in a plus direction.
The master FGC is the one that outputs the display data to the MFD indicated by the arrow.
When LEFT shows in the MODIFY column, only the left FGC output can be modified. When RIGHT shows in the MODIFY
column, only the right FGC can be modified. Push the TOGGLE or SLEW line keys, or the left or right FD button, to change the
modifiable output.
The display source indicator is an arrow that points left or right to indicate which FGC outputs the display data to the MFD. In the
output mode, this indicator is especially useful. Both FGCs must be in the output mode (not just in diagnostics) to fully utilize the
modify options. Since only one FGC provides display data to the MFD, it is helpful to push and hold the MOVE CURSOR line key
and make sure the other FGC is in OUTPUT MODE before beginning troubleshooting effort using the output mode. The arrow also
indicates the controlling or master FGC when both outputs are synchronously changed.
The examples that follow show the situations where the output diagnostic mode is a valuable troubleshooting tool:
• Set the ANNUNS parameter to TRUE to light the airplane annunciators controlled by the selected FGC. This is one way to make
sure the annunciator bulbs light.
• The output mode can be used to drive the servos. Refer to the Modify the FGC Outputs paragraph.
• The output mode features several trim parameters that can be used to operate the airplane pitch trim system. Note that the two
FGCs function together to run the servos and the pitch trim system. Some trim parameters apply to only one FGC. These param-
eters show dashes in the unused LEFT or RIGHT column.
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Figure 4-31. Output Mode Diagnostic Page
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Table 4-33. Output Mode Parameter List.

NAME DESCRIPTION (MODIFY RANGE)
AILCMD Aileron servo command voltage (±10-V dc)
*AILCUT Aileron servo cutout logic (TRUE/FALSE)
*ANNUNS All annunciators on (TRUE/FALSE)
DNARM Trim down arm, right side only (TRUE/FALSE)
DNCMD Trim down command, percent of maximum, left side only (0 to 99.9%)
ELECMD Elevator servo command voltage (±10-V dc)
*ELECUT Elevator servo cutout logic (TRUE/FALSE)

PTH-FD Pitch command to flight director (±180 degrees)
ROL-FD Roll command to flight director (±180 degrees)
RUDBST Rudder boost (TRUE/FALSE)
RUDCMD Rudder servo command voltage (±10-V dc)
RUDCUT Rudder servo cutout logic (TRUE/FALSE)
TRLY-P Pitch trim relay control, enables trim if engaged (TRUE/FALSE)
UPARM Trim up arm, left side only (TRUE/FALSE)
UPCMD Trim up command, percent of maximum, right side only (0 to 99.9%)
*65APMN 6502 I/O processor autopilot monitor is correct (TRUE/FALSE)

65YDMN 6502 I/O processor yaw damper monitor is correct (TRUE/FALSE)
*86APEN 8086 main processor autopilot engage start (TRUE/FALSE)
86YDMN 8086 main processor yaw damper monitor is correct (TRUE/FALSE)
* These items are initially shown. 65APMN, 65YDMN, 86APEN, 86YDMN must be true and AILCUT, ELECUT, RUDCUT must be false to engage.
4.10.7.1. Modify the FGC Outputs.
Adjusting the servo command voltage causes the control surfaces to move.
NOTE
The AILCUT, ELECUT, and RUDCUT outputs cannot be set to FALSE if the FGC I/O processor sets them to
TRUE. The 65APMN, 86APEN, 86YDMN must be true, and AILCUT, ELECUT, RUDCUT must be false, to
engage.
Control of the Flight Guidance System (FCS) outputs is only possible when both channels of the FCS are receiving a valid IAS of
under 60 knots, on-the-ground logic, and Flight Guidance Panel (FGP) control of diagnostics is enabled for both channels.
a. Disengage the autopilot.
b. On the Cursor Control Panel (CCP) push the STAT button to show the last displayed STATUS format.
c. If the last displayed STATUS format is not FGS DIAGNOSTICS, push the MENU button on the CCP.
d. When the STATUS menu shows, turn the MENU ADV knob to highlight FGS DIAGNOSTICS. Push the MENU ADV/DATA
knob PUSH SELECT button on the CCP to access the FGS DIAGNOSTICS page.
e. The REPORT MODE page of FGS DIAGNOSTICS shows on the MFD. The word TEST shows on the left and right PFD.
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f. Push the NEXT MODE line key twice to show the OUTPUT MODE page. Both FGC computers have to be in the OUTPUT
MODE.
g. Push and hold the MOVE CURSOR line key to switch the blue arrow to the other FGC. Push the NEXT MODE line key to
show the OUTPUT MODE page.
h. On the flight guidance panel, push at the same time, the left FD button and any two mode select buttons. The word TEST, in
yellow, shows on the pilot-side and copilot-side PFDs.
i. On the flight guidance panel, push at the same time, the right FD button and any two mode select buttons. The word MODIFY
shows as a column heading. If the active cursored line can be modified, then EITHER, BOTH, LEFT, or RIGHT shows on the
cursored line in the MODIFY column.
j. Set the 65APMN, 65YDMN, 86APEN, and 86YDMN parameters to TRUE. This sets the FGC internal monitors to a valid
condition.
k. Set the AILCUT, ELECUT, and RUDCUT parameters to FALSE. This sets the FGC cutout logic so that the system can engage.
l. Engage the yaw damper and autopilot.
m. Select the AILCMD (or ELECMD/RUDCMD) parameter and move the cursor to this line.
n. Push the SLEW MINUS or SLEW PLUS line key to change the servo command voltage. The control wheel (or control col-
umn/rudder pedals) move as the servo runs. Note that the MN and CUT parameters must remain set as described above or the
system will not engage.
o. Set the pitch trim DNARM parameter to TRUE, select the DNCMD parameter and move the cursor to this line.
p. Push the SLEW MINUS or SLEW PLUS line key to change the pitch trim down command voltage.
q. Set the pitch trim UPARM parameter to TRUE, select the UPCMD parameter and move the cursor to this line.
r. Push the SLEW MINUS or SLEW PLUS line key to change the pitch trim up command voltage.
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4.11. TESTING AND TROUBLESHOOTING.
Do not remove any avionics LRU with power input to the unit. Pull the appropriate circuit breaker before removing
the LRU or the unit may be damaged.
The LRUs in the Beechcraft King Air C90GTi/B200GT/B200CGT with IFIS Avionics System are designed to be highly reliable
units with exceptional Mean Time Between Failure (MTBF) performance. If a unit does fail, two built-in diagnostic systems make
fault isolation much easier than was previously possible with conventional avionics systems.
Before beginning any test or troubleshooting effort, the flight-line technician must become familiar with the diagnostics that are
described in this section. Note that no carry-on test equipment is required to operate the diagnostics, but some troubleshooting
equipment may prove helpful. Refer to Table 4-3 for a list of suggested troubleshooting equipment.
Test and troubleshooting instructions are presented in two levels. Level 1 consists of viewing the diagnostic pages to see if the
diagnostics have detected a failed LRU. Level 2 is a detailed manual approach to finding the malfunctioning unit. Always begin test
or troubleshooting effort with the level 1 procedure.
4.11.1. Level 1 Test/Troubleshooting.
NOTE
The units that follow do not report to the level 1 diagnostics. If there is reason to suspect a failure in any of these
units, then proceed directly to level 2 test/troubleshooting: CSU, ECU, FDU, FGP, ICC, IEC, PWR, and SVO.
Refer to Table 4-34 for the level 1 test and troubleshooting procedure. Do this procedure when a problem is first suspected. This
procedure is also useful as a system go/no-go test, and to make sure proper system operation after a maintenance action is completed.
Figure 4-32 shows the first step of this procedure. The diagnostics driving the CURRENT FAULTS page should identify the problem
LRU at least 90 percent of the time. If this procedure does not isolate the problem or if a failure is still suspected, then go to the
level 2 test/troubleshooting.
If the diagnostics do not operate, then suspect the MFD, MDC, or PWR. Refer to Figure 4-3.
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Table 4-34. Troubleshooting Procedure.

STEP INITIAL TEST AND TROUBLESHOOTING PROCEDURE
1 APPLY POWER. DELAY 5 MINUTES.
SHOW THE MAINTENANCE MAIN MENU ON THE MFD USING REMOTE MOUNTED MAINT SWITCH. SELECT
2
CURRENT FAULTS PAGE.
RESPOND TO EACH LINE ACCORDING TO THE STATUS MESSAGE (OVERHEAT, OFF-NO OUTPUT, FAILED,
3
DEFERRED MAINTENANCE OR LRU OK/INFO).
REFER TO LEVEL 1 TEST/TROUBLESHOOTING PROCEDURE.
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Figure 4-32. LRU Fault Isolation
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Table 4-35. Level 1 Test/Troubleshooting Procedure.
STEP PROCEDURE
0.0 Apply power to all avionics systems. Wait 5 minutes for the diagnostic system to stabilize. Push the STA button on the
CCP to show the last STATUS format. If the last displayed STATUS format is not the MAINTENANCE MAIN MENU,
push the MENU button on the CCP. When the STATUS MENU shows, turn the MENU ADV knob to highlight FCS
DIAGNOSTICS. Push the MENU ADV/DATA knob PUSH SELECT button to access the FCS DIAGNOSTICS page.
The REPORT MODE page shows on the MFD.
1.0 Show the CURRENT FAULTS page on the MFD.
If NO FAULTS shows: All reporting LRUs are normal. Go to step 2.0.
If LRU status is OFF/NO OUTPUT: Look for a tripped circuit breaker. If +28-V dc power is input to the unit, replace
that LRU. Go to step 4.0.
If LRU status is FAILED: Replace that LRU. Go to step 4.0.
If LRU status is OVERHEAT: Make sure the cooling fan for that unit is operating. If air is circulating, replace that
LRU. Go to step 4.0.
If LRU status is DEFERRED MAINT: The LRU is operational, but will require maintenance. Go to step 4.0.
If LRU status is LRU OK/INFO: The LRU is operational, a normal event related to LRU function has been recorded. Go
to step 4.0.
If LRU status is MAINTENANCE: The LRU has a problem that requires maintenance action. Go to step 4.0.
2.0 If a problem is suspected for any non-reporting LRUs (listed below), go to level 2 test/troubleshooting.
The LRUs that follow do not report to the CURRENT FAULTS page: antennas, CSU, ECU, FDU, ICC, IEC, PWR, and
SVO.
If no problem is suspected, go to step 3.0.
3.0 If an autopilot or flight director problem is suspected, show the REPORT MODE diagnostic page. Push the STA button
on the CCP to show the last STATUS format. If the last displayed STATUS format is not the MAINTENANCE MAIN
MENU, push the MENU button on the CCP. When the STATUS MENU shows, turn the MENU ADV knob to highlight
FCS DIAGNOSTICS. Push the MENU ADV/DATA knob PUSH SELECT button to access the FCS DIAGNOSTICS
page. The REPORT MODE page shows on the MFD. Use the SUMMARY line keys to investigate nonzero codes. If an
LRU is replaced, go to step 0.0.
If REPAIR, error summary, code is nonzero: Investigate the code.
If autopilot or yaw damper will not engage: Investigate the AP ENG and YD ENG codes.
If autopilot or yaw damper disengaged itself: Investigate the AP DIS and YD DIS codes.
If FD (fail) shows on the PFD: Investigate the STEER code.
If a rudder boost problem has occurred: Investigate the BOOST code.
If no problem is suspected (or if above codes are all zeros), go to step 5.0.
4.0 After replacing the suspect LRU, show the CURRENT FAULTS page again. Wait 5 minutes for the diagnostic system
to stabilize.
If NO FAULTS shows: Go to step 5.0 if no additional problems are suspected. Otherwise go to step 2.0.
If the fault condition is not cleared, or if a malfunction is still suspected: Record the fault message(s). Show the
ADVANCED DIAGNOSTICS page and record the diagnostic words. Refer to Table B -4 through Table B -71 and
investigate these diagnostic words. If another LRU is replaced, go to step 0.0. Otherwise, go to level 2 test/troubleshooting.
5.0 No further troubleshooting is indicated.
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4.11.2. Level 2 Test/Troubleshooting.
The LRUs installed in the IAPS are Electrostatic Discharge Sensitive (ESDS). When swapping or replacing IAPS
modules, be careful not to touch the unit connector of any module. Transport and store these LRUs in their original
shipping containers. Be careful not to bend ICC connector pins when removing or reseating the IAPS modules.
NOTE
These tests can also be used as a customer acceptance test for each LRU. Either a systems rig or an airplane is
required.
Level 2 test and troubleshooting is presented as a series of individual LRU test procedures. Paragraph 4.11.2.1 through Paragraph
4.11.2.56 provide a single-page test procedure for each avionics LRU. These pages are organized in LRU alphanumeric order. is a
test procedure index.
ARINC 429 AND ARINC 453 RS-422

BUS LEVEL HI NULL LO BUS LEVEL HI LO
A to B +10 0 −10 A to B +5 −5
A to gnd +5 0 −5 A to gnd +5 0
B to gnd −5 0 +5 B to gnd 0 +5
If level 1 troubleshooting does not isolate a problem, then do the applicable one-page test procedures to identify the failed unit. After
the failed unit is replaced, do the level 1 procedure to make sure of troubleshooting success.
Some general hints and reminders are provided below:
• The avionics system is very symmetrical. Many subsystems contain two identical units (e.g. VHF COMM transceivers). Faults
in symmetrical systems can be effectively isolated by swapping identical LRUs and seeing if the problem recurs.
• The PWR-3000 modules power the diagnostic systems. If diagnostics do not function, make sure that all PWR monitor lights are
on.
• Autopilot and flight director problems are best handled by using the FCS DIAGNOSTICS. Specific codes are available that rep-
resent the cause of an unexpected disengage, refusal to engage, an FD flag, and rudder boost fail annunciation. A built-in plain
English summary of any FCS diagnostic code is also available. Remember that these codes are not retained after the airplane
power is turned off.
• A failed data bus may be caused by the transmitting LRU, the receiving LRU, or by a loose wire in a mating connector contact.
Test a suspect bus for continuity, 2-wire activity, and isolation from ground potential. Refer to for typical bus levels (in V dc).
• Refer to the system schematics provided in the Theory of Operation section of this manual. These diagrams show pin numbers and
interconnections for each LRU, and are designed to be a troubleshooting, and also a training, aid. These diagrams are especially
useful when investigating fault codes on the CURRENT FAULTS and FAULT HISTORY pages.
• Refer to the Operation section of this manual to make sure proper control action and display response. This section is not intended
for the pilot, but is meant to be used during flight-line troubleshooting.
• The ADVANCED DIAGNOSTICS page shows diagnostic words currently received from each reporting LRU. Instructions are
provided in this section of the manual to read and interpret these words. The diagnostic words provide specific insights about the
internal health of a suspect unit, and can be very helpful in understanding a difficult problem.
• The FAULT HISTORY page may provide valuable clues about recurring or intermittent problems. Data from past flights is
available for recall and analysis.
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Table 4-36. Level 2 Test/Troubleshooting Index.
PARAGRAPH PARAGRAPH
Refer to Paragraph 4.11.2.1 for the ADC No. 1 Refer to Paragraph 4.11.2.30 for the GPS No. 1
Refer to Paragraph 4.11.2.2 for the ADC No. 2 Refer to Paragraph 4.11.2.31 for the GPS No. 2
Refer to Paragraph 4.11.2.3 for the AHC No. 1 Refer to Paragraph 4.11.2.32 for the HF
Refer to Paragraph 4.11.2.4 for the AHC No. 2 Refer to Paragraph 4.11.2.33 for the HF Coupler
Refer to Paragraph 4.11.2.5 for the ALT Refer to Paragraph 4.11.2.34 for the ICC
Refer to Paragraph 4.11.2.6 for the ANT Refer to Paragraph 4.11.2.35 for the IEC
Refer to Paragraph 4.11.2.7 for the CCP Refer to Paragraph 4.11.2.36 for the IOC No. 1
Refer to Paragraph 4.11.2.8 for the CDU No. 1 Refer to Paragraph 4.11.2.37 for the IOC No. 2
Refer to Paragraph 4.11.2.9 for the CDU No. 2 Refer to Paragraph 4.11.2.38 for the MDC
Refer to Paragraph 4.11.2.10 for the CMU Refer to Paragraph 4.11.2.39 for the MFD
Refer to Paragraph 4.11.2.11 for the CSU No. 1 Refer to Paragraph 4.11.2.40 for the NAV No. 1
Refer to Paragraph 4.11.2.12 for the CSU No. 2 Refer to Paragraph 4.11.2.41 for the NAV No. 2
Refer to Paragraph 4.11.2.13for the DBU Refer to Paragraph 4.11.2.42 for the PFD No. 1
Refer to Paragraph 4.11.2.14 for the DCP No. 1 Refer to Paragraph 4.11.2.43 for the PFD No. 2
Refer to Paragraph 4.11.2.15 for the DCP No. 2 Refer to Paragraph 4.11.2.44 for the PWR No. 1
Refer to Paragraph 4.11.2.16 for the DCU No. 1 Refer to Paragraph 4.11.2.45 for the PWR No. 1
Refer to Paragraph 4.11.2.17 for the DCU No. 2 Refer to Paragraph 4.11.2.46 for the RTA
Refer to Paragraph 4.11.2.18 for the DME No. 1 Refer to Paragraph 4.11.2.47 for the RTU
Refer to Paragraph 4.11.2.19 for the DME No. 2 Refer to Paragraph 4.11.2.48 for the aileron SVO
Refer to Paragraph 4.11.2.20 for the EDC No. 1 Refer to Paragraph 4.11.2.49 for the elevator SVO
Refer to Paragraph 4.11.2.21 for the EDC No. 2 Refer to Paragraph 4.11.2.50 for the rudder SVO
Refer to Paragraph 4.11.2.22 for the FDU No. 1 Refer to Paragraph 4.11.2.51 for the trim SVO
Refer to Paragraph 4.11.2.23 for the FDU No. 2 Refer to Paragraph 4.11.2.52 for the TCAS
Refer to Paragraph 4.11.2.24 for the FGC No. 1 Refer to Paragraph 4.11.2.53 for the TDR No. 1
Refer to Paragraph 4.11.2.25 for the FGC No. 2 Refer to Paragraph 4.11.2.54 for the TDR No. 2
Refer to Paragraph 4.11.2.26 for the FGP Refer to Paragraph 4.11.2.55 for the VHF No. 1
Refer to Paragraph 4.11.2.28 for the FMC No. 1 Refer to Paragraph 4.11.2.56 for the VHF No. 2
Refer to Paragraph 4.11.2.29 for the FMC No. 2 Refer to Paragraph 4.11.2.57 for the VHF No. 3
Refer to Paragraph 4.11.2.27 for the FSU
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4.11.2.1. ADC 1 Test Procedure.
NOTE
The two ADCs may be swapped with each other to test the airplane wiring and to isolate a failed unit. An airplane
static test must be done if the pitot/static lines are removed from the computer.
Perform the actions that follow:

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to Table B -4 and Table
B -5.
b. Look for red IAS, ALT, and VS fail annunciations on PFD 1. If present, replace the ADC.
c. During power up and initialization, the ADC turns on the front-panel LED to red until it has completed all of its initialization
checks. If a failure is detected, the ADC turns on the front-panel LED to red. If present, replace the ADC.
d. If an air intake port or temperature sensor problem is suspected, then inspect as required. The pitot input ports are located on
each side of the aircraft nose. The static input ports are located on each side of the aircraft aft of the cabin door.
4.11.2.2. ADC 2 Test Procedure.
NOTE
The two ADCs may be swapped with each other to test the aircraft wiring and to isolate a failed unit. An airplane
static test must be done if pitot/static lines are removed from the computer.

B -5.
b. Look for red IAS, ALT, and VS fail annunciations on PFD 2. If present, replace the ADC.
c. During power up and initialization, the ADC turns on the front-panel LED to red until it has completed all of its initialization
checks. If a failure is detected, the ADC turns on the front-panel LED to red. If present, replace the ADC.
d. If an air intake port or temperature sensor problem is suspected, then inspect as required. The pitot input ports are located on
each side of the airplane nose. The static input ports are located on each side of the airplane aft of the cabin door.
4.11.2.3. AHC 1 (and ECU 1) Test Procedure.
NOTE
The two AHCs may be swapped with each other to test the airplane wiring and to isolate a failed unit. If the AHC
is swapped or replaced, the External Compensation Unit (ECU) remains with the mount. If the ECU is replaced,
a compass swing must be done.
When a new AHC is first installed, it may repeat initialization several times. Do not interrupt power to the unit
during this first initialization period. Subsequent initializations should complete in one or two 40-second intervals.
Make sure the airplane is not near any large metal objects or has any magnetic hardware on the airplane near the
AHRS sensors. Metallic objects and emf sources like hangars, overhead power cables, vehicles, and ground power
units can distort the earths magnetic field near the aircraft AHRS heading sensors.

B -7. If diagnostic word 350 bit 17 is set, test the FDU 1.
b. If the AHRS power-up initialization is not successful, swap AHC 1 with the operational AHC 2. If the fault follows the suspect
AHC, replace that AHC. If the AHC now in the AHC 1 mount no longer initializes, test the airplane wiring.
c. If both red boxed MAG and ATT fail annunciations show on PFD 1, set the AHRS reversion switch on the pilot reversion panel
to AHRS 2. If both annunciations clear, replace AHC 1. Set the AHRS reversion switch to the NORM position.
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d. If only the ATT fails, a red boxed ATT fail annunciation shows, and the HDG red boxed fail annunciation does not show, set
the AHRS reversion switch on the pilot reversion panel to the number 2 position. If the ATT fail annunciation clears, replace
AHC 1. Set the AHRS reversion switch to the NORM position.
e. If only HDG red boxed fail annunciation shows, and the ATT red boxed fail annunciation does not show, test the FDU.
f. If the yellow boxed HDG comparator annunciation shows on the PFD and both AHCs are valid, no ATT or HDG fail annunci-
ations, toggle the left and right DG FREE/NORM switches from NORM (slave) to DG FREE to NORM (fast slave).
g. If the yellow boxed HDG comparator annunciation does not clear, then swap the AHCs. If the incorrect heading indication
follows the AHC, then replace that computer. If the heading indications do not change, do a compass swing or replace the ECU.
The ECU has a very low failure rate. If the problem continues, replace the FDU.
h. If a yellow boxed PIT or ROL attitude comparator annunciation shows on the PFD and both AHCs are valid, no ATT or HDG
fail annunciations, replace the AHC providing the incorrect attitude indication. Be sure the AHC mounts are properly installed
and aligned.
i. Toggling the left DG FREE/NORM switch causes the number 1 AHC to fast slave to the FDU heading. If a problem is suspected
with this switch, make sure that +28-V dc is input to AHC pin P1-94 when this switch is toggled to DG FREE position. Refer
to the system schematic to test the wiring of the pilot-side or copilot-side –/+ SLEW switches.
j. If a battery backup problem is suspected, pull the circuit breaker to remove primary power from AHC pin P1-14. Battery power
should still be input to pin P1-23. The AHC should function normally for approximately 10 minutes.
k. During power up and initialization, the AHC turns on the front-panel LRU STATUS LED to flash red , amber, and green until
it has completed the initialization. If a failure is detected, the AHC turns on the front-panel LRU STATUS LED to red. If the
LRU STATUS LED is red, replace the AHC.
4.11.2.4. AHC 2 (and ECU 2) Test Procedure.
NOTE
The two AHCs may be swapped with each other to test the airplane wiring and to isolate a failed unit. If the AHC
is swapped or replaced, the External Compensation Unit (ECU) remains with the mount. If the ECU is replaced,
a compass swing must be done.
When a new AHC is first installed, it may repeat initialization several times. Do not interrupt power to the unit
during this first initialization period. Subsequent initializations should complete in one or two 40-second intervals.
Make sure the airplane is not near any large metal objects or has any magnetic hardware on the airplane near the
AHRS sensors. Metallic objects and emf sources like hangars, overhead power cables, vehicles, and ground power
units can distort the earths magnetic field near the aircraft AHRS heading sensors.

B -7. If diagnostic word 350 bit 17 is set, test the FDU 2.
b. If the AHRS power-up initialization is not successful, swap AHC 2 with the operational AHC 1. If the fault follows the suspect
AHC, replace that AHC. If the AHC now in the AHC 2 mount no longer initializes, test the airplane wiring.
c. If both red boxed MAG and ATT fail annunciations show on PFD 2, set the AHRS reversion switch on the pilot reversion panel
to AHRS 1. If both annunciations clear, replace AHC 2. Set the AHRS reversion switch to the NORM position.
d. If only the red boxed ATT fail annunciation shows and the red boxed HDG fail annunciation does not show, set the AHRS
reversion switch on the pilot reversion panel to AHRS 1. If the red boxed ATT fail annunciation clears, replace AHC 2. Set the
AHRS reversion switch to the NORM position.
e. If only the red boxed HDG fail annunciation shows and the red boxed ATT fail annunciation does not show, test the FDU.
f. If a yellow boxed HDG comparator annunciation shows on the PFD and both AHCs are valid, no ATT or HDG fail annuncia-
tions, toggle the left and right DG FREE/NORM switches from NORM (slave) to DG FREE to NORM (fast slave).
g. If the yellow boxed HDG comparator annunciation does not clear, then swap AHCs. If the incorrect heading indication follows
the AHC, then replace that computer. If the heading indications do not change, do a compass swing or replace the ECU. The
ECU has a very low failure rate. If problem continues, replace the FDU.
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h. If a yellow boxed PIT or ROL attitude comparator annunciation shows on the PFD and both AHCs are valid, no ATT or HDG
fail annunciations, replace the AHC providing the incorrect attitude indication. Be sure the AHC mounts are properly installed
and aligned.
i. Toggling the right DG FREE/NORM switch causes the number 2 AHC to fast slave to the FDU heading. If a problem is
suspected with this switch, make sure that +28 V dc is input to AHC pin P1-94 when this switch is toggled to DG FREE
position. Refer to the system schematic to test the wiring of the pilot-side or copilot-side –/+ SLEW switches.
j. If a battery backup problem is suspected, pull the circuit breaker to remove primary power from AHC pin P1-14. Battery power
should still be input to pin P1-23. The AHC should function normally for approximately 10 minutes.
k. During power up and initialization, the AHC turns on the front-panel LRU STATUS LED to flash red, amber, and green until
it has completed the initialization. If a failure is detected, the AHC turns on the front-panel LRU STATUS LED to red. If the
LRU STATUS LED is red, replace the AHC.
4.11.2.5. ALT Test Procedure. Perform the actions that follow:
a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to Table B -61
b. If a RADIO ALTIMETER fault shows, make sure the circuit breaker is on and power is input to ALT pin P1-9.
c. Make sure that both PFDs show approximately 0-foot radio altitude. If the radio altitude is not 0-foot while on the runway,
make sure the AID altimeter strapping, for altitude bias is correct, or suspect an antenna failure.
4.11.2.6. ANT-462B Test Procedure.
NOTE
The ANT-462B does not report to the LRU DIAGNOSTIC DATA page, but any faults detected by these diagnos-
tics should be resolved before beginning this procedure. Check the ADF 1 and ADF 2 diagnostic words for any
detected antenna problems.

a. Check the LRU STATUS and LRU DIAGNOSTIC DATA pages, then troubleshoot according to diagnostic word explanations in
Table B -61. If no faults are present, check the LRU FAULT HISTORY page for intermittent faults and troubleshoot according
to diagnostic word explanations in Table B -61.
b. Test both ADF NAV receivers before beginning this procedure. Be sure to tune an AM station that uses a nearby transmitting
tower, and move away from possible interference sources. If each ADF NAV passes its test procedure, then the ANT-462B is
also operational.
c. Select the ADF mode page on the RTU and push the MODE line key (select ADF mode). Verify the ADF 1/ANT interface
wiring as follows:
(1) +15-V dc on ADF NAV 1 pin P1-45 (ANT B+).
(2) –12-V dc on ADF NAV 1 pin P1-44 (LOOP B-); present only in ADF mode.
(3) Voltage activity on ADF NAV 1 pins P1-37 (SIN MOD) and P1-38 (COS MOD) as the receiver is retuned to a valid local
frequency.
(4) Select ANT mode. Connect a wire to the A1 coax input jack of the receiver and verify AM audio reception. Then select
ADF mode.
d. If any of these steps fail, replace the ADF NAV 1. If all steps pass (and an ADF NAV 1 problem exists), check the airplane
wiring to the antenna. If wiring is correct, replace the ANT-462B.
e. For ADF NAV 2, repeat Step 4.11.2.6.c using the CDU to select modes for the right ADF NAV. Verify the ADF NAV 2/ANT
interface by checking the same pins specified above, but on the ADF NAV 2 receiver. If any steps fail, replace the ADF NAV
2. If all steps pass (and an ADF NAV 2 problem exists), check the airplane wiring to the antenna. If wiring is correct, replace
the ANT-462B.
4.11.2.7. CCP Test Procedure. Perform the actions that follow:
a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to Table B -9. Faults
detected by these diagnostics should be resolved before beginning this procedure.
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b. Use the following CCP controls and verify the resulting display on the MFD:
(1) Push the STAT button and verify the last status page displays.
(2) Push the MENU button and verify the STATUS MENU displays.
(3) Push the STAT button again and verify that the status page disappears.
c. Access the MFD Plan Map page. Use the following CCP controls and verify the resulting display on the MFD:
(1) Push the MENU button and verify the PLAN menu displays.
(2) Turn the MENU ADV knob and verify that the focus indicator moves between the various advanced overlay menus.
(3) If e-charts are installed, push the CHART button and verify that a chart is displayed.
(4) Push the Orientation Button and verify that the chart orientation rotates 90 degrees.
(5) Move the joystick and verify that a zoom window displays.
(6) Push the joystick to the right and verify the zoom window moves to the right.
(7) Push the joystick to the left and verify the zoom window moves to the left.
(8) Push the joystick down and verify the zoom window moves down.
(9) Push the joystick up and verify the zoom window moves up.
(10) Push the ZOOM button and verify the MFD displays the portion of the map that is in the zoom window.
(11) The following CCP test tests the MEM buttons. Perform this test for all three MEM buttons (MEM 1, MEM 2, and MEM
3):
(a) Push and hold the MEM 1 button for over three seconds to program the MEM 1 button.
(b) Change to a different display format, such as the TCAS Only display.
(c) Push the MEM 1 button briefly and verify the display reverts back to the format it had when the MEM 1 button was
programmed.
(12) If a joystick function fails, check joystick wires to the MFD. If all button functions fail, check power and the L-CCP-1 bus
to the MFD. If power and wiring are okay and joystick/single button function remains failed, replace the CCP.
4.11.2.8. CDU 1 Test Procedure.
NOTE
The two CDUs may be swapped with each other to test the airplane wiring and to isolate a failed unit.

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to Table B -10. If no
faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot according to the diagnostic word
explanations.
b. If the display is blank, make sure the circuit breaker is set to the ON position.
c. If FMS FAULT message shows on the CDU, test the FMC. This message can mean a failed L-FMC-3 bus to the CDU or a
failed FMC.
d. If CDU FAULT message shows on the CDU, replace the CDU.
e. Test all the CDU line keys, pushbuttons, and knobs for sticking or improper operation.
Alternately push the function keys and make sure the CDU shows the correct displays. The line keys select functions on
some pages, and alphanumeric keys write on the scratch pad line.
4.11.2.9. CDU 2 Test Procedure.
NOTE
The two CDUs may be swapped with each other to test the airplane wiring and to isolate a failed unit.
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faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot according to diagnostic word
explanations.
b. If the display is blank, make sure the circuit breaker is set to the ON position.
c. If FMS FAULT message shows on the CDU, test the FMC. This message can mean a failed R-FMC-3 bus to the CDU or a
failed FMC.
d. If CDU FAULT message shows on the CDU, replace the CDU.
e. Test all the CDU line keys, pushbuttons, and knobs for sticking or improper operation.
Alternately push the function keys and make sure the CDU shows the correct displays. The line keys select functions on
some pages, and alphanumeric keys write on the scratch pad line.
4.11.2.10. CMU Test Procedure. Perform the actions that follow:

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to Table B -11 and Table B
-12. If no faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot according to diagnostic
word explanations.
b. Access the PERIPHERALS menu on the CDU. Check the status of the peripherals installed. Make sure that all installed items
read PRESENT or OK.
c. Perform troubleshooting for any unit listed as INOP. Return to the PERIPHERALS page to check the status.
d. From the TECHNICAL MENU, select the LINK STATUS menu to check the VHF state. Press the VHF button several times.
e. The VHF IN PROGRESS annunciation shows on occasion in the lower middle of the CDU display. The DOWN MSG shows
on occasion for STATUS. Both of these annunciations typically do not show at the same time. The LINK TEST SUCCESSFUL
message shows when the link test is done.
f. Access the VHF Digital Radio (VDR) VDR STATUS page 1/2 by accessing the TECHNICAL MENU, then the LINK MAINT
menu, then the VDR STATUS menu.
g. Use the CDU to toggle between voice mode and data mode. Check the status of the following items:
(1) Check the ACTIVITY line. Make sure that the ACTIVITY shows ACT (Active).
(2) Check the DATA/VOICE line. If the VHF is not a dedicated data radio, make sure that DATA/VOICE toggles between
DATA mode and VOICE mode. Otherwise, DATA/VOICE should show DATA. VHF-3 is data only. No voice mode is
available.
(3) Check the OK/FAIL line. Make sure that OK/FAIL shows OK.
(4) Ensure that OK/FAIL shows OK. If the VHF is not a dedicated data radio, ensure that 716/750 toggles between 750 (data)
and 716 (voice). Otherwise, 716/750 should show 750.
(5) Check the VDR STATE line. Make sure that the VDR STATE toggles between 7 (data) and another number.
(6) Check the PROTOCOL line. If the VHF is not a dedicated data radio. Make sure that PROTOCOL toggles between 2
(data) and being blank (voice).
4.11.2.11. CSU 1 Test Procedure.
NOTE
The two CSUs may be swapped with each other to test the IAPS wiring and to isolate a failed unit.
The CSU contains several Dual In-line Package (DIP) switches that program the specific avionics configuration.
The CSU has a very low failure rate. The CSU test consists of reading program configuration words that have
been sensed by the IOCs and the FGCs.
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a. Look at the CURRENT FAULTS page and troubleshoot. The CSU does not report to the CURRENT FAULTS page, but any
faults detected by these diagnostics should be resolved before beginning this procedure.
b. Select the CONFIGURATION DATA line on the MAINTENANCE MAIN MENU. The CONFIGURATION DATA page shows
with the CSU DATA (LEFT) and CSU DATA (RIGHT) lines.
c. Select the CSU DATA (LEFT), make sure the left side and right side strapping words are identical. If a miscomparison is
detected, that strapping word shows in yellow. Refer to Table 4-4 through Table 4-19 to interpret the strapping configuration
words.
d. For the FCS strapping word, enter the FCS DIAGNOSTICS and show the INPUT MODE page. Select the STPCFG (Strap
Configuration) parameter. Make sure that this line reads AF 2F for the C90GTi, or 9F 1F for the B200GT/B200CGT. Refer to
Table 4-20.
4.11.2.12. CSU 2 Test Procedure.
NOTE
The two CSUs may be swapped with each other to test the IAPS wiring and to isolate a failed unit.
The CSU contains several DIP switches that program the specific avionics configuration. The CSU has a very low
failure rate. The CSU test consists of reading program configuration words that have been sensed by the IOCs and
the FGCs.

a. Look at the CURRENT FAULTS page and troubleshoot. The CSU does not report to the CURRENT FAULTS page, but any
faults detected by these diagnostics should be resolved before beginning this procedure.
b. Select the CONFIGURATION DATA line on the MAINTENANCE MAIN MENU. The CONFIGURATION DATA page shows
with the CSU DATA (LEFT) and CSU DATA (RIGHT) lines.
c. Select the CSU DATA (LEFT), make sure the left side and right side strapping words are identical. If a miscomparison is
detected, that strapping word shows in yellow. Refer to Table 4-4 through Table 4-19 to interpret the strapping configuration
words.
d. For the FCS strapping word, enter the FCS DIAGNOSTICS and show the INPUT MODE page. Select the STPCFG (Strap
Configuration) parameter. Make sure that this line reads AF 2F for the C90GTi, or 9F 1F for the B200GT/B200CGT. Refer to
Table 4-20.
4.11.2.13. DBU Test Procedure.
NOTE
The DBU is operational if the FMS systems can successfully read from a data base diskette or USB drive and if
the MDC can successfully write maintenance files to a diskette or USB drive.
The DBU-5000 does not report its faults to the MDC.

explanations.
b. The DBU polls each interface once every two seconds to see if service is required. On the LRU OPERATIONS page, look at
the MDC label 350 bit 18 and FMC label 350 bit 17 (no activity = 1) for DBU bus activity to the MDC/FMCs. On the LRU
OPERATIONS page, look at the DBU label 351 bits 22 (L-FMC), 23 (R-FMC), and 24 (L-MDC) (no activity = 1) for bus
activity to the DBU.
c. Move the cursor to the REPORT DOWNLOAD line and push the SELECT line key. The REPORT DOWNLOAD SELECT
FILE page shows on the MFD.
d. Move the cursor to the FAULT HISTORY line and push the SELECT line key. The DOWNLOAD FAULT HISTORY page
shows on the MFD.
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e. Select ALL LEGS on the RANGE line.

f. Insert a diskette or USB storage device. Move the cursor to the SEND line and push the SELECT line key.
g. If the MFD shows a DBU NOT AVAILABLE error message, be sure the diskette is properly inserted in the DBU. If any other
error message shows, repeat this step with another blank diskette.
h. DOWNLOAD FINISHED shows when the DOWNLOADING FAULT HISTORY procedure is complete.
4.11.2.14. DCP 1 Test Procedure.
NOTE
The two DCPs may be swapped with each other to test the airplane wiring and to isolate a failed unit.

explanations.
b. Operate the DCP and make sure that all controls function normally. Test the DCP controls as follows:
(1) Turn the BARO knob to change the barometric pressure correction. The baro-correction value shows below the PFD
altitude scale.
(2) Push the PUSH STD button to select standard barometric pressure correction (29.92 inches of mercury or 1013 hecto
Pascals).
(3) Push the REFS button to show the airspeed V references, minimum radio altitude, minimum baro-altitude, and N1 refer-
ence setting on the PFD.
(4) When the REFS menu shows, turn the MENU ADV knob to change the selection in the reference box to the next reference
menu line.
(5) Push the PUSH SELECT button and the selected reference box flashes, then turn the DATA knob to change the reference
value. Push the PUSH SELECT button to set the reference value and the box stops flashing.
(6) Push the NAV/BRG button to show the BRG SOURCE and NAV SOURCE menus on the PFD.
(7) Push the RADAR button to show the weather radar menus on the PFD.
(8) Push the GCS button to select or deselect ground clutter suppression.
(9) Turn the TILT knob to select the RTA vertical tilt angle. The selected angle in the range of –15° to +15° shows with the
letter T on the MFD.
(10) Push the PUSH AUTO TILT button at the center of the TILT/RANGE knob to select or deselect automatic radar tilt control.
(11) Turn the RANGE knob to select the display range for the MFD map and radar pictorials. Range annunciations show on
the MFD.
4.11.2.15. DCP 2 Test Procedure.
NOTE
The two DCPs may be swapped with each other to test the airplane wiring and to isolate a failed unit.

explanations.
b. Operate the DCP and make sure that all controls function normally. Test the DCP controls as follows:
(1) Turn the BARO knob to change the barometric pressure correction. The baro-correction value shows below the PFD
altitude scale.
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(2) Push the PUSH STD button to select standard barometric pressure correction (29.92 inches of mercury or 1013 hecto
Pascals).
(3) Push the REFS button to show the airspeed V references, minimum radio altitude, minimum baro-altitude, and N1 refer-
ence setting on the PFD.
(4) When the REFS menu shows, turn the MENU ADV knob to change the selection in the reference box to the next reference
menu line.
(5) Push the PUSH SELECT button and the selected reference box flashes, then turn the DATA knob to change the reference
value. Push the PUSH SELECT button to set the reference value and the box stops flashing.
(6) Push the NAV/BRG button to show the BRG SOURCE and NAV SOURCE menus on the PFD.
(7) Push the RADAR button to show the weather radar menus on the PFD.
(8) Push the GCS button to select or deselect ground clutter suppression.
(9) Turn the TILT knob to select the RTA vertical tilt angle. The selected angle in the range of –15° to +15° shows with the
letter T on the MFD.
(10) Push the PUSH AUTO TILT button at the center of the TILT/RANGE knob to select or deselect automatic radar tilt control.
(11) Turn the RANGE knob to select the display range for the MFD map and radar pictorials. Range annunciations show on
the MFD.
4.11.2.16. DCU 1 Test Procedure. Perform the actions that follow:
a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to Table B -15, Table B
-16, and Table B -17. If no faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot.
b. If a problem is suspected with a discrete input or output to the DCU, refer to the Engine Indication System (EIS) schematic and
test each input or output. Refer to Table B -18. On the ADVANCED DIAGNOSTICS page, look at the DCU label 350 bits 14
and 15 for discrete faults in the DCU.
c. If a problem is suspected with an analog input or output to the DCU, refer to the EIS system schematic and test each input or
output.
4.11.2.17. DCU 2 Test Procedure. Perform the actions that follow:
a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to Table B -15, Table B
-16, and Table B -17. If no faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot.
b. If a problem is suspected with a discrete input or output to the DCU, refer to the Engine Indication System (EIS) schematic and
test each input or output. Refer to Table B -18. On the ADVANCED DIAGNOSTICS page, look at the DCU label 350 bits 14
and 15 for discrete faults in the DCU.
c. If a problem is suspected with an analog input or output to the DCU, refer to the EIS system schematic and test each input or
output.
4.11.2.18. DME 1 Test Procedure.
NOTE
The two DMEs may be swapped with each other to test the airplane wiring and to isolate a failed unit.

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to Table B -19.
b. Tune the NAV 1 and DME 1 to a VOR frequency such as 117.00 MHz using the RTU. This tests the RTU-2 bus input to DME
port B (P1-21/22).
c. Select VOR 1 as the active NAV source on the MFD.
d. On the RTU, push the active NAV button twice and show the NAV 1 page. Push the TEST line key and the NAV/DME test is
active for 10 seconds. On the PFD 1/MFD 1, make sure that the DME distance is 100 NM and the station ident is AOK. Make
sure that the DME audio ident is AOK.
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e. On the reversion switch panel, set the TUNE switch to the CDU position. Tune the NAV 1 and DME 1 to a VOR frequency
using the pilot CDU. This tests the L-CDU-7 bus input to DME port A (P1-3/4). If test fails, make sure that a ground circuit is
input to DME 1 pin P1-55 (PORT A SELECT).
f. Tune the NAV 1 and DME 1 to a local VOR frequency using the pilot CDU. Make sure that the distance indications on the PFD
1/MFD 1 agree and are reasonable.
g. Set the TUNE switch to NORM position.
h. Show the TUNE page on the pilot CDU. Make a record of the DME 1 frequency. Push the DME 1 HOLD line key on the
pilot CDU. Make sure that HOLD annunciation enlarges and the frequency shows on the pilot CDU, and H shows on the PFD
1/MFD 1.
i. Tune the NAV 1 to a different frequency using the pilot CDU. Select the NAV 1 CONTROL page on the CDU and make sure
that the HOLD frequency is the same as the frequency recorded in step h. Then push the DME 1 HOLD line key and make sure
that the DME retunes to the new frequency.
j. If an L-band suppression problem is suspected, make sure that a blanking pulse is input from pin P1-48.
4.11.2.19. DME 2 Test Procedure.
NOTE
The two DMEs may be swapped with each other to test the airplane wiring and to isolate a failed unit.

4.11.2.20. EDC 1 Test Procedure. Perform the actions that follow:
a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to the DCU/EDC table
data in Table B -15, Table B -16, and Table B -17. If no faults are present, look at the FAULT HISTORY page for intermittent
faults and troubleshoot.
b. If a problem is suspected with a discrete input or output to the EDC, refer to the EIS system schematic and test each input or
output. Refer to Table B -18. On the ADVANCED DIAGNOSTICS page, look at the EDC label 350 bits 14 and 15 for discrete
faults in the EDC.
c. If a problem is suspected with an analog input or output to the EDC, refer to the EIS system schematic and test each input or
output.
4.11.2.21. EDC 2 Test Procedure. Perform the actions that follow:
a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to the DCU/EDC table
data in Table B -15, Table B -16, and Table B -17. If no faults are present, look at the FAULT HISTORY page for intermittent
faults and troubleshoot.
b. If a problem is suspected with a discrete input or output to the EDC, refer to the EIS system schematic and test each input or
output. Refer to Table B -18. On the ADVANCED DIAGNOSTICS page, look at the EDC label 350 bits 14 and 15 for discrete
faults in the EDC.
c. If a problem is suspected with an analog input or output to the EDC, refer to the EIS system schematic and test each input or
output.
4.11.2.22. FDU 1 Test Procedure.
NOTE
If the FDU is swapped or replaced, then a compass swing must be done. If any FDU mounting hardware is re-
placed, ensure that new hardware is made of nonmagnetic material.

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages, and troubleshoot according to Table B -6 and Table
B -7. The FDU does not report to the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages, but any faults detected
by these diagnostics should be resolved before beginning this procedure.
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If AHC diagnostic word 350 bit 17 is set, a flux detector problem has been detected. This code is caused by a failed AHC 1
or a failed FDU 1. Swap the AHCs to isolate the failed AHC or FDU/wiring problem.
b. If both red boxed MAG and ATT fail annunciators show on PFD 1, test the AHC 1.
c. If the yellow boxed HDG comparator shows on PFD 1, test the AHC 1.
d. If only the red boxed HDG fail annunciator shows, without the ATT annunciator, swap AHC computers. If the problem follows
the suspect computer, replace the AHC.
(1) If the red boxed HDG fail annunciator still shows on PFD 1, test the FDU/AHC wiring.
(2) If wiring is correct, replace the FDU. Refer to the NOTE at the beginning of this procedure.
4.11.2.22.1. Some maintenance tips follow:
a. If the heading comparator flashes while in a bank attitude, test for the following:
• Damping fluid leaking from the FDU.
• Corroded flux detector coils, test FDU with ohmmeter.
• Make sure the FDU connector pins are not pushed out.
b. Use a small compass to test the FDU attaching hardware for any screws that may have become magnetized.
4.11.2.23. FDU 2 Test Procedure.
NOTE
If the FDU is swapped or replaced, then a compass swing must be done. If any FDU mounting hardware is re-
placed, ensure that new hardware is made of nonmagnetic material.

4.11.2.24. FGC 1 Test Procedure.
NOTE
When investigating an autopilot problem, look at the FCS report mode diagnostic codes. When investigating a
flight director problem, the two FGCs may be swapped with each other to test the airplane wiring and to isolate a
failed unit.
The number 1 FGC diagnostics are disabled if the number 1 PWR module fails.

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to Table B -20 through
Table B -21. If no faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot according to
diagnostic word explanations.
b. If there is an autopilot problem, push the STAT button on the Cursor Control Panel (CCP). If the last shown STATUS format is
not FGS DIAGNOSTICS, push the MENU button on the CCP. When the STATUS menu shows, turn the MENU ADV DATA
knob to highlight FGS DIAGNOSTICS. Push the MENU ADV knob PUSH SELECT button on the CCP to access the FGS
DIAGNOSTICS page. Push the FCS line key to access the FCS DIAGNOSTICS page and show the REPORT MODE. Refer
to Paragraph 4.10.5, and investigate all nonzero codes. Remember to push the LEFT SUMMARY or RIGHT SUMMARY line
key for a plain English FGC repair code summary. The lines of explanation show in order of priority with the top line as the
highest priority. If more than one problem exists, solve the highest priority problem first. Related problems may also disappear.
c. If an FGC column is blank, replace that left or right FGC. If the FCS DIAGNOSTICS will not show or if the page unexpectedly
blanks, replace the FGC providing display data to the MFD, indicated by the arrow in center of page.
(1) Record each 6-digit REPAIR error code summary if all digits are not 0.
(2) If autopilot/yaw damper will not engage: Record all six digits of each AP ENG and YD ENG code.
(3) If autopilot/yaw damper disengaged itself: Record all six digits of each AP DIS and YD DIS code.
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d. If a Flight Guidance Panel problem is suspected, test the FGP.

e. If a servo problem is suspected, test the SVOs.
f. If FD fail annunciation shows on either PFD, record and investigate the 6-digit STEER codes shown on the REPORT mode
page.
g. If a pilot-side mode select problem is suspected, test the FGP.
h. Exit FCS DIAGNOSTICS and make sure that the AP and YD are not engaged. Push the HDG button on the FGP. Momentarily
push the HDG sync switch on the FGP. Turn the HDG knob and make sure that the flight director command bars, on PFD 1,
respond laterally.
i. Push the VS button on FGP. Turn the vertical speed/pitch wheel on the FGP and make sure that the command bars respond
vertically.
j. Push the SYNC button on the pilot control wheel. Make sure that the vertical speed reference goes to zero, and the command
bars null.
k. If a pitch trim problem is suspected, test the pitch trim for proper operation. Move the control wheel back and make sure trim
moves to nose-down, move the wheel forward and make sure the trim moves to nose-up. Refer to Paragraph 4.10.7 and set
FGC trim outputs to isolate a FGC/pitch trim interface problem. Refer to the FGS system schematic in chapter 4 and test the
pitch trim I/O at the ICC external connectors.
4.11.2.25. FGC 2 Test Procedure.
NOTE
When investigating an autopilot problem, look at the FCS report mode diagnostic codes. When investigating a
flight director problem, the two FGCs may be swapped with each other to test the airplane wiring and to isolate a
failed unit.
The number 2 FGC diagnostics are disabled if the number 2 PWR module fails.

4.11.2.26. FGP Test Procedure.
NOTE
The number 1 PWR module supplies the +5-V dc A isolation power to the FGP channel A and the number 2 PWR
module supplied the +5-V dc B isolation power to the FGP channel B.

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages, then troubleshoot according to the diagnostic word
explanation. If no faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot.
b. If the FGP is completely dead with no active outputs, make sure that power is input to FGP pins P1-M (+28-V dc A), P2-M
(+28-V dc B), P1-R (+5-V dc A ISOL), and P2-R (+5-V dc B ISOL). If power is present, replace the FGP. If power is not
present, make sure the circuit breakers and airplane wiring are serviceable.
c. Push the FGP YD button to engage the yaw damper, no annunciation shows on the PFD. Push the FGP YD button again to
disengage the yaw damper, a yellow flashing YD shows on PFD. If the yaw damper does not engage, make sure the FGP inputs
specified below are correct.
d. Make sure the +28-V dc YD ENGAGE ENABLE is present at pins P1-HH and P2-HH.
e. Push the FGP AP button to engage the autopilot and yaw damper, AP shows on PFD. If the autopilot will not engage, make
sure the FGP inputs specified below are correct.
f. Make sure the +28-V dc is present at pins P1-a, P1-AA, P2-a, and P2-AA. Make sure these pins are open: P1-BB, P1-DD,
P1-FF, P1-GG, P2-BB, P2-DD, P2-FF, and P2-GG.
g. Make sure that pushing the FGP YD/AP DISC bar down disengages the autopilot. Make sure that individually pushing each
AP DISC, GO AROUND, and manual trim switch disengages the autopilot.
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h. Push each of the FGP mode buttons and make sure that the selected mode shows on the PFDs. Then push the button again and
make sure that the annunciations clear. If all buttons check good, continue this procedure at step i. If any button fails this test,
do the steps that follow:
(1) Enter FCS DIAGNOSTICS and show the INPUT MODE page. Select the following parameters and make sure proper
LEFT and RIGHT inputs to the FGC are as follows:
(a) AP ENA — Push AP engage button and make sure TRUE while button is pushed.
(b) SWIYD — Push YD engage button and make sure TRUE until button is released.
(c) SWIXFR — Push CPL button and make sure TRUE until button is released.
(d) SWIFD — Push FD button and make sure TRUE until button is released.
(e) SWILVL — Push FLC button and make sure TRUE until button is released.
(f) SWIAPP — Push APPR button and make sure TRUE until button is released.
(g) SWIHDG — Push HDG button and make sure TRUE until button is released.
(h) SWINAV — Push NAV button and make sure TRUE until button is released.
(i) SWI1/2 — Push 1/2 BANK button and make sure TRUE until button is released.
(j) SWIALT — Push ALT button and make sure TRUE until button is released.
(k) SWIVS — Push VS button and make sure TRUE until button is released.
(l) SWIVNV — Push VNAV button and make sure TRUE until button is released.
(m) KNBREF — Turn pitch wheel and make sure vertical counter value changes.
(2) Exit FCS DIAGNOSTICS.
(3) If some, but not all buttons pass this test, replace the FGP. If none of the buttons pass, suspect the FGP-1 bus for left FGC
inputs or FGP-2 bus for right FGC inputs.
i. Select VOR 1 as the active NAV source. Tune the VOR 1 receiver to a local station or to a ground test frequency. If test fails,
go to step o.
j. Turn the CRS 1 knob and make sure that the active course display and active course pointer on the pilot PFD and MFD respond.
Push the PUSH DIRECT switch in the center of the CRS 1 knob and make sure that the active course shows an angle direct to
the tuned station. If test fails, go to step o.
k. Repeat step j using the CRS 2 knob and the copilot PFD display. If test fails, go to step o.
l. Turn the HDG knob and make sure that the heading bug on the PFD responds. Push the PUSH SYNC switch in the center of
the HDG knob and make sure that the heading bug moves to the lubber line. If test fails, go to step o.
m. Turn the SPEED knob and make sure that the Indicated Airspeed (IAS) reference bug, same shape as heading bug, on both
PFDs responds. Push the IAS/MACH switch in the center of the SPEED knob to select IAS or Mach reference speed hold
mode. If test fails, go to step o.
n. Turn the ALT knob and make sure that the preselected altitude display on both PFDs responds. Push the PUSH CANCEL
switch, in the ALT knob, to cancel altitude alerts. If test fails, go to step o.
o. An alternate way to test the FGP knob functions is provided below. If these tests pass, the FGP knobs are operational. If a knob
fails an above test, but passes these tests, test the FGP to DCP wiring. If wiring is correct, test pilot or copilot DCP.
FGP Knob Voltage Values.

SEL A: 0.5 V 0.5 V 0.5 V
SEL B: 0.5 V 0.5 V 0.5 V
(1) Turn CRS 1 knob and make sure that dc voltage pairs at SEL A (pin P1-A) and SEL B (pin P1-B) sequentially change, as
shown above, at each knob detent.
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(2) For example: Suppose 0.5-V dc is measured at pin P1-A and at pin P1-B, both referenced to ground. Turn the CRS 1
knob one click. The voltage at pin P1-A should be 5-V dc and the voltage at pin P1-B should be 0.5-V dc. Turn the knob
another click. The voltage at pin P1-A should be 0.5-V dc and the voltage at pin P1-B should be 5.0-V dc. At the next
click, both voltages should again be 0.5-V dc.
(3) Turn CRS 2 knob and make sure that dc voltage pairs at pins SEL A (pin P2-A) and SEL B (pin P2-B) sequentially change
at each knob detent.
(4) Turn HDG knob and make sure that dc voltage pairs at HDG-1 SEL A (pin P1-E) and SEL B (pin P1-F), and HDG-2 SEL
A (pin P2-E) and SEL B (pin P2-F) sequentially change at each knob detent.
(5) Make sure that while a knob inset button is pushed, a ground is input to the proper pin(s). CRS 1 grounds pin P1-D
(DIRECT TO), CRS 2 grounds pin P2-D (DIRECT TO), and HDG grounds pins P1-G and P2-G (SYNC).
(6) Turn SPEED knob and make sure that dc voltage pairs at SPEED BUG-1 SEL A (pin P1-v) and SEL B (pin P1-w), and
SPEED BUG-2 SEL A (pin P2-v) and SEL B (pin P2-w) sequentially change at each knob detent.
(7) Turn ALT knob and make sure that dc voltage pairs at PRESEL ALT-1 SEL A (pin P1-H) and SEL B (pin P1-J), and
PRESEL ALT-2 SEL A (pin P2-H) and SEL B (pin P2-J) sequentially change at each knob detent.
(8) Make sure that while a knob inset button is pushed, a ground is input to the proper pins. SPEED knob inset button
IAS/MACH grounds pin P1-x and pin P2-x, and ALT knob PUSH CANCEL inset button grounds pins P1-K and P2-K.
p. If the controls on the FGP still fail to function correctly and a servo clutch engage problem is suspected, test the SVOs.
4.11.2.27. FSU Test Procedure. Perform the actions that follow:
a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages, then troubleshoot according to Table B -28, the
diagnostic word explanation. If no faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot.
b. Use the DBU to upload MDC files.
c. Use the DBU to download the MDC report files.
d. If the FSU is completely dead with no active outputs, make sure that power is input to FSU pins P1-14 (+28-V dc PRI) and
P2-121 (+28-V dc BAT). If power is present, replace the FSU. If power is not present, make sure the circuit breakers and
airplane wiring is operational.
4.11.2.28. FMC 1 Test Procedure.
NOTE
The two FMCs (if the optional second FMC is installed) may be swapped with each other to test the internal ICC
connections and to isolate a failed unit.
The FMC is powered by the number 1 PWR module in the IAPS. Be sure that the number 1 PWR is operational
before replacing the FMC computer.

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to Table B -27 diagnostic
word explanation. If no faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot according
to diagnostic word explanations.
b. If FMS FAULT shows on the pilot CDU, cycle the LEFT IAPS circuit breaker. If this message shows again, make sure that
the L-FMC-3 bus is active at the CDU 1 input (pins P1-61/62). If the bus is not active at the CDU and the airplane wiring is
correct, replace the FMC.
c. On the pilot CDU, select the radio tuning page and retune the COM 1 radio. Make sure that the COM 1 radio responds and
shows the new frequency in the COM 1 line.
d. On the MFD, push the FORMAT line key to show the present position map. Make sure that the map appears reasonable and
that navaid symbols show. If map does not show, replace the FMC.
e. If a data base update problem exists, suspect the DBU or FSU or the FMC. Test the DBU or FSU. If the DBU or FSU tests
normal, replace the FMC.
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4.11.2.29. FMC 2 Test Procedure.
NOTE
The two FMCs may be swapped with each other to test the internal ICC connections and to isolate a failed unit.
The FMC is powered by the number 2 PWR module in the IAPS. Be sure that the number 2 PWR is operational
before replacing the FMC computer.

4.11.2.30. GPS 1 Test Procedure. Perform the actions that follow:
a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages, then troubleshoot according to Table B -35 diag-
nostic word explanations. If no faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot
according to diagnostic word explanations.
b. On the pilot CDU, push the IDX key to show the INDEX page. Push the GPS1 POS line key to show the GPS1 position page.
Make sure the latitude/longitude readout is correct. The GPS MODE is NAV and the SATELLITES line shows the number of
satellites in view and received by the GPS.
4.11.2.31. GPS 2 Test Procedure. Perform the actions that follow:
b. On the pilot CDU, push the IDX key to show the INDEX page. Push the GPS2 POS line key to show the GPS2 position page.
Make sure the latitude/longitude readout is correct. The GPS MODE is NAV and the SATELLITES line shows the number of
satellites in view and received by the GPS.
4.11.2.32. HF Test Procedure.
Be sure all personnel are clear of the HF antenna when transmitting. Do not touch the rf output terminal on the
antenna coupler, the antenna lead-in wire, the insulated feedthrough, or the antenna itself while the system is
transmitting. Serious rf burns can result from direct contact with the above items when the system is transmitting.

b. Tune the HF radio using the CDU. Disable the squelch. Verify the audio becomes noisy.
c. Select the 1, 2, and 3 squelch positions. If the test shows a fault, examine the HF 1.
d. Select the 0 or no squelch position.
e. Momentarily push the HF Push To Talk (PTT) switch to tune the antenna coupler. A steady 1000 Hz tone is applied to the
headsets as the coupler tunes. The tune cycle for a frequency that was tuned before is approximately 30 milliseconds and the
tune cycle for a new frequency is nominally less than one second, up to six seconds maximum.
(1) If a fault occurs during the tune cycle, the continuous 1000 Hz tone changes to a beeping tone.
(2) To remove the fault, move the frequency selection off the frequency and then back to the frequency. Push the PTT switch
momentarily again to tune the coupler.
(3) If the fault will not clear, replace the coupler.
f. Request a radio check from the tower. Make sure that correct transmit and receive operations occur. Make sure that the micro-
phone and airplane audio system are functional.
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4.11.2.33. HF Coupler Test Procedure.
Be sure all personnel are clear of the HF antenna when transmitting. Do not touch the rf output terminal on the
antenna coupler, the antenna lead-in wire, the insulated feedthrough, or the antenna itself while the system is
transmitting. Serious rf burns can result from direct contact with the above items when the system is transmitting.

according to diagnostic word explanations. Test the HF antenna coupler with the procedure that follows:
b. Tune the HF radio to a local ground frequency using the CDU.
c. Momentarily push the HF Push To Talk (PTT) switch to tune the antenna coupler. A steady 1000 Hz tone is applied to the
headsets as the coupler tunes. The tune cycle for a frequency that was tuned before is approximately 30 milliseconds and the
tune cycle for a new frequency is nominally less than one second, up to six seconds maximum.
(1) If a fault occurs during the tune cycle, the steady 1000 Hz tone changes to a beeping tone.
(2) To clear the fault, move the frequency selection off the frequency and back again.
(3) Push the PTT switch momentarily again to tune the coupler.
(4) If the fault will not clear, replace the coupler.
d. Request a radio check from the tower. Make sure that correct transmit and receive operation occurs. Ensure that the microphone
and airplane audio system are functional.
4.11.2.34. ICC Test Procedure.
The LRMs installed in the ICC are Electrostatic Discharge Sensitive (ESDS). Transport and store these modules
in their original shipping containers.
NOTE
The ICC has a very low failure rate. Most IAPS fault isolation is accomplished by swapping the internal LRM
modules. The ICC itself is rarely at fault. When testing or troubleshooting the ICC, always watch for any loose
connection, damaged connector, or improperly seated LRM module.
The ICC, CSU, and IEC do not report to the CURRENT FAULTS page, but any faults detected by these diagnostics
should be resolved before beginning this procedure.

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages. Troubleshoot according to the diagnostic word
explanation. If no faults are present, check the FAULT HISTORY page for intermittent faults and troubleshoot.
(1) If the CURRENT FAULTS page displays any fault code for a resident LRM (IOC, PWR, FGC, FMC, or MDC), trou-
bleshoot that problem first. The CSU and IEC units do not report to diagnostics. If all other resident LRMs are operational,
then the ICC is also operational.
(2) If a resident LRM is reported as failed but functions properly in a different slot, then suspect an internal ICC failure: for
example, if a number 1 IOC is reported FAILED but this module functions properly in the number 2 IOC slot, then the
ICC probably has a broken or shorted connection in the number 1 side. Replace the ICC.
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b. If a power problem is suspected, check that +28-V dc is properly input to the IAPS. Each PWR module has green status Light
Emitting Diodes (LED). Check that all four LEDs are lit on each PWR module. If not, swap the failed PWR module with an
operational PWR module to isolate the fault to the module or wiring. The ICC is functionally divided into two independently
powered halves as defined below.
• The CSU modules do not require power.
• The IEC receives the environmental power at pins P4-F/G.
Refer to Table 4-37.
Table 4-37. ICC Power Inputs.
ICC SECTION LEFT/NUMBER 1 RIGHT/NUMBER 2

IAPS POWER: P4–H/J P104–H/J
RESIDENT LRM: Number 1 PWR-3000 Number 2 PWR-3000
Number 1 FGC-3000 Number 2 FGC-3000
Number 1 FMC-3000 Number 2 FMC-3000
Number 1 IOC-3100 Number 2 IOC-3100
MDC-3110
c. If an IAPS cooling problem is suspected, first test the IEC.

d. Remember that the ICC is a Rockwell Collins LRU. Do not repair or modify the ICC without proper authorization. If the ICC
does fail, remove all resident LRMs from the ICC, install a replacement ICC, and then reinstall the resident LRMs in the new
ICC.
e. Refer to the ICC Repair Manual for the internal pin numbers and functions. The 2-row extender card (CPN 687-0969-001) is
used with the ICC.
4.11.2.35. IEC Test Procedure.
NOTE
The IEC monitors ICC temperature sensors in the both sections of the IAPS. If either temperature exceeds 23 ºC
(73 ºF), the IEC cooling fan runs at high speed. When both temperatures are between –35 ºC and 23 ºC, the fan
and heater are both off. If either temperature falls below –35 ºC, the IEC heater comes on and the fan runs at low
speed. If either temperature falls below –40 ºC (–40 ºF), the IEC disables the number 1 and 2 PWRs. The QA
TRANSDUCER and QB TRANSDUCER lights on the IEC module identify an IEC/temperature sensor failure.

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages and troubleshoot. If the IEC detects an internal
failure, the environmental monitor discrete indicates an IEC failure. Red LEDs on the IEC module light to identify the failure.
Refer to Table 4-38.
Table 4-38. IEC Module LEDs.
LED FAILURE
QA TRANSDUCER ICC section 1 (left) temperature sensor short/open
QB TRANSDUCER ICC section 2 (right) temperature sensor short/open
FAN SPEED MON IEC fan speed is not within limits
HTR OVER TEMP Heat exchanger is overtemperature
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Table 4-38. IEC Module LEDs. - Continued
LED FAILURE
HTR ARM Heater arm switch failed
HTR CMD Heater command switch failed
b. The IEC power is not provided by a PWR module. Make sure that power is input to ICC pin P4-F. This is an environmental
power input to the IEC.
c. If necessary, warm the ICC to at least +23 ºC (+73 ºF), and make sure that the IEC cooling fan runs. Then hold the hub of
the fan to physically stop the fan from turning. Make sure that the FAN SPEED MON light comes on after about 5 seconds.
Release the hub and make sure that the fan spins and the light goes off.
d. If a –40 ºC PWR module shutdown problem is suspected, swap the PWR modules to isolate a failed unit.
4.11.2.36. IOC 1 Test Procedure.
NOTE
The IOCs may be swapped with each other to test the internal ICC connections and to isolate a failed unit.

a. Look at the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages and troubleshoot according to Table B -37 thru
Table B -50. The LED on the IOC module lights to identify the failure. Refer to Table 4-39.
Table 4-39. IOC Module LED.
LED COLOR FAILURE

Off All IOC internal monitors are OK
Off IOC detected a failure that is not 100% internal to the IOC
Steady red Power-up microprocessor reset
Steady red IOC detected an internal failure
Steady amber IOC is being programmed
b. If the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages indicate a number 1 PWR failure, then test the number 1
PWR. The number 1 IOC diagnostics are disabled when this power module fails.
c. If the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages indicate any number 1 IOC failure, then swap the number
1 IOC with the number 2 IOC module. If the faults follow the suspect IOC module, replace that IOC. If the same faults are still
detected in the left-side section, then test the ICC.
d. If the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages indicate a number 1 PWR overheat fault that is not cleared
by testing or swapping PWRs, then the problem may be a stuck IOC input. Swap the number 1 IOC with the number 2 IOC
module. If the fault clears, then replace the suspect IOC. Otherwise, test the ICC.
e. If the CURRENT FAULTS and ADVANCED DIAGNOSTICS pages indicate an IEC fault that is not cleared by testing (swap-
ping) IECs, then the problem may be a stuck IOC input. Swap the number 1 IOC module with the number 2 IOC module. If
the fault clears, then replace the suspect IOC. Otherwise, test the ICC.
4.11.2.37. IOC 2 Test Procedure.
NOTE
The IOCs may be swapped with each other to test the internal ICC connections and to isolate a failed unit.
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4.11.2.38. MDC Test Procedure. Perform the actions that follow:
a. The MDC must be operational to use the diagnostic system. The MDC outputs diagnostic pages to the MFD.
b. Look at the CURRENT FAULTS page and ADVANCED DIAGNOSTICS page, and troubleshoot according to Table B -52. If
no faults are present, look at the FAULT HISTORY page for intermittent faults and troubleshoot according to Table B -53.
c. If the MDC detects an internal fault, the MDC diagnostic word 350 bit 15 is set (MDC fail = 1). The LED on the MDC module
lights to identify the failure. Refer to Table 4-40.
Table 4-40. MDC Module LED.
LED COLOR FAILURE

Green All MDC internal monitors are OK
Steady red Power-up microprocessor reset
Steady amber MDC initializing
Steady red MDC detected an internal failure
4.11.2.39. MFD Test Procedure.
NOTE
The MFD may be interchanged with either of the PFDs to test the airplane wiring and to isolate a failed unit. Each
unit shows MFD or PFD information according to its mount location except that IFIS data is only available with
the AFD-3010E.

B -55.
b. If the display is blank, make sure the circuit breaker is closed and the pilot display reversion switch is in the normal position.
c. If the display is blank, then interchange the MFD with an operational PFD to isolate a failed MFD or airplane wiring problem.
d. Select the formats that follow and make sure the MFD display shows the correct response.
(1) Push the FORMAT line key to show various navigation formats.
(2) Push the RDR line key to show the weather radar format.
(3) Push the TFC line key to show the TCAS traffic map.
e. Make sure that the heading indication is valid and correct and agrees with PFD heading. If not, test for L-AHC-2 bus activity
at pins P1-6/7.
f. Make sure the GS, TAS, SAT, and ISA temperature readouts show on the MFD status line. If readouts are dashed or not shown,
test for L-ADC-2 bus activity (pins P1-10/11).
g. On the reversion switch panel, set the AHRS reversion switch to select AHRS 2. Make sure that MAG 2 shows on the MFD.
If heading is not correct, test the switch wiring and the R-AHC-3 bus (pins P2-6/7). Then set the AHRS switch to NORM.
h. On the reversion switch panel, set the ADC reversion switch to select ADC 2. Make sure that ADC 2 shows on the PFD. If
TAS is not correct, test the switch wiring and the R-ADC-3 bus (pins P2-10/11). Then set the ADC switch to NORM.
i. On the reversion switch panel, set the PILOT DISPLAY reversion switch to select MFD. Make sure that the MFD now shows
PFD data and that the pilot PFD blanks. Then set the PILOT DISPLAY switch to the NORM position.
j. Select various MFD format displays and test all line keys for sticky or improper operation.
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k. If a problem is suspected with the L-MFD-1 bus to the number 1 IOC, swap the IOCs, then test for bus activity at IAPS pins
P1-65/66 to isolate a failed IOC input or wiring problem.
4.11.2.40. NAV 1 Test Procedure. Perform the actions that follow:
B -57.
b. Select ADF 1 as the single-bar bearing pointer source using NAV/BRG button, the MENU ADV knob, and MENU SET button
on the DCP.
c. On the RTU, push the ADF button twice and show the ADF 1 page. Push the MODE line key to set the mode to ADF.
d. Tune the ADF 1 to a local AM radio station using the RTU. Make sure that the bearing pointer on the PFD 1 indicates a
reasonable bearing to the tuned station. Make sure the AM audio is received.
(1) If test fails, make sure that NAV 1 L-NAV-ADF-1 HS (pin P1-1 and P1-2) is active to IOC 1.
(2) If AM audio is not received, make sure that NAV 1 L-ADF AUDIO H/L0 (pin P1-19 and P1-20) is active.
e. On the ADF 1 page, select the ANT mode. Make sure that the bearing pointers disappear, but that audio is still received. Then
select ADF mode again and make sure that the pointers reappear.
f. Test the ADF function as follows:
(1) On the MFD, show the ADVANCED DIAGNOSTICS page with the NAV 1 350A ADF diagnostic word. Show the diag-
nostic word in hexadecimal.
(2) On the RTU, show the ADF 1 page. Push and hold the TEST line key. Make sure that the bearing pointers turn 90 degrees,
and that the NAV 1 350A ADF diagnostic word is 400001. Release the TEST line key, and make sure that the pointers
return to the pretest bearing indication and the diagnostic word is 600001.
g. If ADF 1 will not tune to a local station or if self-test fails, refer to the diagnostic word definitions in Table B -56 and investigate
the internal ADF fault code. If the code indicates normal antenna power and a low input signal level, test the ANT-462B. If
the antenna tests normal, replace the NAV 1.
h. If a problem is suspected with BFO reception, select BFO ON mode using the ADF 1 page on the RTU. The NAV 1 ADF
provides a 1000-Hz aural output tone when receiving a keyed CW signal.
i. Tune the NAV 1 to any VOR frequency such as 117.00 MHz using the RTU. Push the NAV/BRG button on the DCP. Use the
NAV SOURCE menu and BRG SOURCE menu on the PFD, and the MENU ADV knob and PUSH MENU SET button on
the DCP, to select VOR 1 as the active NAV source and as the single-bar bearing pointer source. Select the HSI format on the
MFD 1. Set a course of 360° on the PFD/MFD 1 using the FGP. The NAV 1 supplies NAV data to the PFD/MFD 1 on the
L-NAV-VIR-1 bus.
j. Select the NAV 1 page on the RTU. Then push and hold the TEST line key. On the PFD/MFD 1, make sure that the deviation bar
zeros, TO indicates, and the single-bar bearing pointer is at 0°. On the PFD 1, make sure that the marker beacon annunciations
appear and cycle. A marker beacon tone should be audible.
k. Tune the NAV 1 to any LOC frequency such as 110.10 MHz using the RTU.
l. Select the NAV 1 page on the RTU. Then push and hold the TEST line key. On the PFD/MFD 1, make sure that GS deviation
is 2/3 of full-scale down and that LOC lateral deviation is 2/3 of full-scale right. Marker beacon annunciations also flash/cycle.
m. Tune the NAV 1 to a local VOR frequency using the RTU and zero the course deviation on both the PFD/MFD 1. Make sure
you can hear the NAV audio of the VOR transmitter identification. Make sure that course indications on the PFD 1/MFD 1
agree and are reasonable.
n. On the reversion switch panel, set the TUNE reversion switch to CDU. Make sure that course indications remain correct and
that the NAV 1 radio responds to the pilot CDU. This tests the L-CDU-7 bus input to NAV 1 port A (pins P1-3/4). If not correct,
make sure that a ground is input from the TUNE reversion switch to NAV 1 R TUNER TAKE CMD (PORT A SELECT)( pin
P1-55). Then set the TUNE switch to the NORM position.
o. If a problem is suspected with the VOR/LOC, GS, or MB receivers, inject valid signals into the antenna inputs to isolate a
receiver/antenna fault. A ramp tester is required to test marker beacon sensitivity.
p. If a yellow boxed GS glideslope miscompare or a yellow boxed LOC localizer miscompare show on either PFD, test both NAV
radios. These annunciations mean the glideslope or localizer deviation outputs from the two NAVs do not agree.
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4.11.2.41. NAV 2 Test Procedure.
NOTE
For the dual ADF option, the number 2 NAV-4500 is replaced with a NAV-4000 VHF Navigation Receiver.

B -57.
b. Select ADF 2 as the single-bar bearing pointer source using NAV/BRG button, the MENU ADV knob, and MENU SET button
on the DCP.
c. On the CDU, push the ADF button twice and show the ADF 2 page. Push the MODE line key to set the mode to ADF.
d. Tune the ADF 2 to a local AM radio station using the RTU. Make sure that the bearing pointer on the PFD 2 indicates a
reasonable bearing to the tuned station. Make sure the AM audio is received.
(1) If test fails, make sure that NAV 2 R-NAV-ADF-1 HS (pin P1-1 and P1-2) is active to IOC 2.
(2) If AM audio is not received, make sure that NAV 2 R-ADF AUDIO H/L0 (pin P1-19 and P1-20) is active.
e. On the ADF 2 page, select the ANT mode. Make sure that the bearing pointers disappear, but that audio is still received. Then
select ADF mode again and make sure that the pointers reappear.
f. Test the ADF function as follows:
(1) On the MFD, show the ADVANCED DIAGNOSTICS page with the NAV 2 350A ADF diagnostic word. Show the diag-
nostic word in hexadecimal.
(2) On the CDU, show the ADF 2 page. Push and hold the TEST line key. Make sure that the bearing pointers turn 90 degrees,
and that the NAV 2 350A ADF diagnostic word is 400001. Release the TEST line key, and make sure that the pointers
return to the pretest bearing indication and the diagnostic word is 600001.
g. If ADF 2 will not tune to a local station or if self-test fails, refer to the diagnostic word definitions in Table B -56 and investigate
the internal ADF fault code. If the code indicates normal antenna power and a low input signal level, test the ANT-462A/462B.
If the antenna tests normal, replace the NAV 2.
h. If a problem is suspected with BFO reception, select BFO ON mode using the ADF 2 page on the CDU. The NAV 2 ADF
provides a 1000-Hz aural output tone when receiving a keyed CW signal.
i. Tune the NAV 2 to any VOR frequency such as 117.00 MHz using the CDU. Push the NAV/BRG button on the DCP. Use the
NAV SOURCE menu and BRG SOURCE menu on PFD 2, and the MENU ADV knob and PUSH MENU SET button on the
DCP, to select VOR 2 as the active NAV source and as the single-bar bearing pointer source. Set a course of 360° on the PFD
2 using the FGP. The NAV 2 supplies NAV data to the PFD 2 on the R-NAV-VIR-1 bus.
j. Select the NAV 2 page on the CDU. Then push and hold the TEST line key. On the PFD 2, make sure that the deviation bar
zeros, TO indicates, and the single-bar bearing pointer is at 0°. On the PFD 2, make sure that the marker beacon annunciations
appear and cycle. A marker beacon tone should be audible.
k. Tune the NAV 2 to any LOC frequency such as 110.10 MHz using the CDU.
l. Select the NAV 2 page on the CDU. Then push and hold the TEST line key. On the PFD 2, make sure that GS deviation is 2/3
of full-scale down and that LOC lateral deviation is 2/3 of full-scale right. Marker beacon annunciations also flash/cycle.
m. Tune the NAV 2 to a local VOR frequency using the CDU and zero the course deviation on the PFD 2. Make sure you can hear
the NAV audio of the VOR transmitter identification.
n. On the reversion switch panel, set the TUNE reversion switch to RTU. Make sure that course indications remain correct and
that the NAV 2 radio responds to the RTU. This tests the RTU-1 bus input to NAV 2 port A (pins P1-3/4). If not correct, make
sure that a ground is input from the TUNE reversion switch to NAV 2 L TUNER TAKE CMD (PORT A SELECT) (pin P1-55).
Then set the TUNE switch to the NORM position.
o. If a problem is suspected with the VOR/LOC, GS, or MB receivers, inject valid signals into the antenna inputs to isolate a
receiver/antenna fault. A ramp tester is required to test marker beacon sensitivity.
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p. If a yellow boxed GS glideslope miscompare or a yellow boxed LOC localizer miscompare show on either PFD, test both NAV
radios. These annunciations mean the glideslope or localizer deviation outputs from the two NAVs do not agree.
4.11.2.42. PFD 1 Test Procedure.
NOTE
The PFD may be swapped with either the PFD or MFD to test the airplane wiring and to isolate a failed unit. Each
unit shows MFD or PFD information according to its mount location.

B -59.
b. If the display is blank, make sure the circuit breaker is closed and the PILOT DISPLAY reversion switch is in the normal
position.
c. If the display is blank, then swap the PFD with a serviceable PFD or MFD to isolate a failed PFD or airplane wiring problem.
d. Select the formats that follow and make sure the PFD display shows the correct response.
(1) Push the FORMAT line key to show various navigation formats.
(2) Push the RDR line key to show the weather radar format.
(3) Push the TFC line key to show the TCAS traffic map.
e. Make sure that the heading indication is valid and correct and agrees with MFD heading. If not, test for L-AHC-2 bus (pins
P1-6/7) activity.
f. Make sure the RAT temperature readout shows on the PFD status line. If readout is dashed or not shown, test for L-ADC-2 bus
(pins P1-10/11) activity.
g. On the reversion switch panel, set the AHRS reversion switch to select AHRS 2. Make sure that MAG 2 shows on the PFD.
If heading is not correct, test the switch wiring and the R-AHC-3 bus (pins P2-6/7). Then set the AHRS switch to the NORM
position.
h. On the reversion switch panel, set the ADC reversion switch to select ADC 2. Make sure that ADC 2 shows on the PFD. If TAS
is not correct, test the switch wiring and the R-ADC-3 bus (pins P2-10/11). Then set the ADC switch to the NORM position.
i. On the reversion switch panel, set the PILOT DISPLAY reversion switch to select PFD. Make sure that the PFD now shows
MFD data and that the MFD blanks. Then set the PILOT DISPLAY switch to the NORM position.
j. Select various PFD format displays and test all line keys for sticky or improper operation.
k. If a problem is suspected with the L-PFD-1 bus to the number 1 IOC, swap the IOCs, then test for bus activity at IAPS pins
P1-55/56 to isolate a failed IOC input or wiring problem.
4.11.2.43. PFD 2 Test Procedure.
NOTE
The PFD may be swapped with either the PFD or MFD to test the airplane wiring and to isolate a failed unit. Each
unit shows MFD or PFD information according to its mount location.
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4.11.2.44. PWR 1 Test Procedure.
NOTE
The two PWRs may be swapped with each other to test the internal ICC connections, to isolate a failed unit, and
to provide a known-good power source to resident LRMs in that section of the IAPS. When swapping PWRs,
remember that the number 2 PWR powers the diagnostic system.
The number 1 PWR supplies primary power to the number 1 IOC, number 1 FGC, and number 1 FMC. The number
1 PWR also supplies isolation power to the Flight Guidance Panel.

a. Look at the CURRENT FAULTS page and troubleshoot. If no faults are present, look at the FAULT HISTORY page for inter-
mittent faults and troubleshoot. If no power faults are detected by these diagnostics, then the number 1 PWR is operational.
b. If IAPS PWR 1 OVERHEATED shows on the CURRENT FAULTS page, a number 1 PWR overheat condition is detected.
Make sure the IEC cooling fan is operating.
(1) Green LEDs on the PWR module identify the condition of the PWR module. Refer to Table 4-41.
Table 4-41. Power Module LEDs.
LED OFF FAILURE

CTRL No +28-V dc power on P4-H to the 1A section or IEC has shutdown below –40 ºC (–40 ºF).
+5 OUT Internal fault in the PWR or an IAPS module has caused the under/overvoltage monitor to trip.
+5 ISO Internal fault in the PWR module or external fault in the FGP has shutdown the +5-V dc isolation
output on ICC pin P2-13/12 (FGP ISOL A).
+12 ISO Internal fault in the PWR module or external fault has shutdown the +12-V dc ISO power output on
ICC pin P2-25/26 (not connected).
–12 ISO Internal fault in the PWR module or external fault has shutdown the –12-V dc ISO power output on
ICC pin P2-22/21 (not connected).
(2) If the IAPS environment is normal, swap the number 1 PWR with operational number 2 PWR module. If the problem
does not clear or follow the PWR, test the number 2 IOC temperature monitor output.
c. If PWR 1 NO OUTPUT shows on the CURRENT FAULTS page, a number 1 PWR failure is detected. First make sure the
LEFT IAPS circuit breaker is closed and all LEDs on the number 1 PWR module are lit. If the CTRL LED is not lit, make sure
that power is input to ICC pin P4-H. Swap PWRs to isolate a failed PWR or ICC temperature transducer failure.
(1) If the +5 OUT LED is not lit, remove all LRMs in the failed IAPS section except for the PWR. If LED lights, then one of
the LRMs has an input LVPS short. Reinstall LRMs one at a time to locate the failed module.
(2) If the +5 ISO LED is not lit, swap the PWRs. If the fault follows the PWR, then replace the bad PWR. Disconnect the
ICC J2 connector, if the +5 ISO LED lights, then suspect an external short in the interconnect or FGP. If the +5 ISO LED
does not light, then suspect the ICC.
(3) If the +12 ISO LED is not lit, swap the PWRs. If the fault follows the PWR, then replace the bad PWR. Disconnect the
ICC J2 connector, if the +12 ISO LED lights, then suspect an external short in the interconnect. If the +12 ISO LED does
not light, then suspect the ICC.
(4) If the –12 ISO LED is not lit, swap the PWRs. If the fault follows the PWR, then replace the bad PWR. Disconnect the
ICC J2 connector, if the –12 ISO LED lights, then suspect an external short in the interconnect. If the –12 ISO LED does
not light, then suspect the ICC.
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4.11.2.45. PWR 2 Test Procedure.
NOTE
The two PWRs may be swapped with each other to test the internal ICC connections, to isolate a failed unit, and
to provide a known-good power source to resident LRMs in that section of the IAPS. When swapping PWRs,
remember that the number 2 PWR powers the diagnostic system.
The number 2 PWR supplies primary power to the number 2 IOC, number 2 FGC, and number 2 FMC. The number
2 PWR also supplies isolation power to the Flight Guidance Panel.

4.11.2.46. RTA Test Procedure.
The area within the scan arc and within 0.65 meters (2 feet) of an operating Weather Radar System (WXR) Re-
ceiver/Transmitter Assembly (RTA) constitutes a hazardous area. Do not operate the system in any mode other
than STBY (Standby) or TEST when the antenna might scan over personnel within that range. Never turn on
the transmitter while in a hanger. FAA Advisory Circular 20-68B, or superseding documents, provide additional
details regarding the radiation hazards associated with ground operation of airborne weather radar.

a. Check the CURRENT FAULTS and ADVANCED DIAGNOSTIC pages and troubleshoot according to Table B -71. Note that
the RTA reports diagnostics through the PFD displays. The RTA outputs the WXT-1 bus through the left PFD and MFD to
the right PFD. The number 1 PFD outputs the channel A diagnostic information on the L-PFD-1 bus through the IOC to the
diagnostic system. The number 2 PFD outputs the channel B diagnostic information on the R-PFD-1 bus through the IOC to
the diagnostic system.
b. If the CURRENT FAULTS page shows an OFF/NO OUTPUT fault, check the RTA circuit breaker and make sure that power is
input to RTA pins P1-17, 18, and 36. Power ground is at RTA pins P1-19 and 37. Check for a ground enable at RTA pin P1-16
(REMOTE ON/OFF).
c. If RDR FAULT shows on a PFD or MFD, the RTA has detected either two failed GP input buses or an internal RTA failure.
Test for bus activity at RTA pins P1-26/27 and P1-8/9. If either input is active, replace the RTA.
d. Push the RDR line key on the PFD/MFD to select the radar display. On the DCP, push the RADAR button. The RADAR menu
appears adjacent to the PFD/MFD line keys. Push the TEST line key and make sure that the radar test pattern shows across
the full sector of each PFD/MFD display. Then select TEST mode off. If the test fails, make sure the L-MFD-1, L-PFD-1, and
L-GP-4 data buses are active. The data buses provide control information from the PFD/MFD 1 to the IAPS and then to the
RTA.
e. Push the RDR line key on the number 2 PFD to select the radar display. On the number 2 DCP, push the RADAR button. The
RADAR menu appears adjacent to the PFD line keys. Push the TEST line key and make sure that the radar test pattern shows
across the full sector of the PFD display. Then select TEST mode off. If the test fails, make sure R-PFD-1 and R-GP-4 data
buses are active. The data buses provide control information from the number 2 PFD to the IAPS and then to the RTA.
f. Tow the airplane outside and remove the radome. Select WX or GND MAP mode, and from a distance make sure the RTA has
smooth scan and tilt mechanical motion. Turn the TILT knob on either DCP and make sure the RTA responds with antenna tilt.
If necessary, clean and lubricate the RTA according to Paragraph 4.2.1.
g. Select weather display and 10 mile range on the MFD. Make sure that a target shows on the MFD. Adjust the TILT control
between +15° and –5°. Observe that close in ground targets appear at the lower tilt settings and any local detectable weather
appears at the higher tilt settings. Adjust the GAIN and make sure that the target size/intensity changes with gain (+ GAIN =
increased size and intensity). Select the STBY mode.
h. Remove airplane electrical power and reinstall the radome.
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4.11.2.47. RTU Test Procedure.
NOTE
The RTU receives IOC strapping words to determine the radio tuning configuration for the avionics system. These
strapping words define the radios installed in the airplane and extended frequency options. If the RTU radio type
displays are not correct, make sure the CSU strapping is correct.

B -63.
b. If the RTU is completely dead, check the circuit breakers and make sure that power is input to pin P1-98. If power is present,
replace the RTU.
c. Use the RTU to tune the VHF COM 1, VOR 1, TDR 1 transponder code, and ADF 1 radios. Make sure that each radio retunes
by monitoring the active frequency on the RTU. If a radio does not tune, test that radio. If none of the pilot-side radios tune,
check the RTU-2 output bus and the TUNE reversion switch.
d. Set the TUNE reversion switch to the RTU position and make sure that the pilot CDU display blanks. On the RTU, push the
1/2 button and tune the VHF COM 2, VOR 2, TDR 2 transponder code, and ADF 2 radios. Make sure that each radio retunes
by monitoring the active frequency on the RTU. If a radio does not tune, test that radio. If none of the copilot-side radios tune,
check the RTU-1 output bus and the TUNE reversion switch. If test fails, make sure that a ground is applied to pin P1-48
(CROSS-SIDE RTU DISABLE).
e. If a problem is suspected with the remote external switches, test the radio using that function. If the test fails, verify wiring to
the RTU as follows:
(1) The ATC SEL switch applies a ground to pin P1-74 for ATC standby mode. A ground on pin P1-86 selects TDR 2. An
open on both pins selects TDR 1.
(2) The remote IDENT button applies a momentary ground to pin P1-27.
(3) The RMT TUNE switch applies a ground to pin P1-49 for remote tune normal mode. An open on pin P1-49 disables the
auto tune input from the FMS.
f. If a problem is suspected with any RTU pushbutton, test the radio using that function.
4.11.2.48. SVO (Aileron) Test Procedure.
Adjusting the servo command voltage causes the control surfaces to move.
NOTE
Both FGCs operate together to drive each servo. If an autopilot/servo problem is suspected, first test the two FGCs
and investigate all nonzero REPORT MODE codes. Be certain both FGCs are operational before replacing any
servo.
The SVO does not report to the CURRENT FAULTS page, but any faults detected by these diagnostics should be
resolved before beginning this procedure.

a. Check the CURRENT FAULTS page, ADVANCED DIAGNOSTICS page, and troubleshoot. If no faults are present, check
the FAULT HISTORY page for intermittent faults and troubleshoot.
b. Verify the control wheel moves freely in a left/right direction. If not, check the servo mount control linkage. Center the control
wheel.
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c. Engage the yaw damper and the autopilot. Make sure that AP annunciator shows on the PFD and the control wheel resists
forced movement.
• If the autopilot will not engage, test the FGCs. Note that the yaw damper must be engaged before the autopilot will engage.
• If the control wheel moves easily, make sure that +28-V dc is output from FGP AIL ENG CLUTCH (FGP pin P2-k to SVO
pin P1-M) while the autopilot is engaged. If not, check airplane wiring and test the FGP.
d. Select HDG mode on FGP, then turn the HDG knob clockwise. Make sure that the control wheel moves right.
e. Push the heading SYNC button, make sure the heading bug moves to the lubber line and the control wheel returns to center.
The ailerons should respond accordingly. If test fails, check the servo mount control linkage and the airplane wiring. If linkage
and wiring are correct, replace the aileron (roll) SVO.
f. Disengage the autopilot. Make sure that the control wheel moves freely.
4.11.2.48.1. An alternate way to test the aileron SVO is provided below:
b. Set the maintenance switch to the ON position.
c. Push the FORMAT line key on the MFD to show the MAINTENANCE ACCESS page.
d. The MAINTENANCE ACCESS page shows FCS and MDC adjacent to the left line keys.
e. Push the FCS line key to access the FCS DIAGNOSTICS page. The FCS DIAGNOSTICS shows the REPORT MODE page.
MODE.
shows as a column heading on the OUTPUT MODE page. If the active cursored line can be modified, then EITHER, BOTH,
LEFT, or RIGHT shows on the cursored line in the MODIFY column.
condition.
m. Select the AILCMD parameter and move the cursor to this line.
n. See warning at the beginning of this procedure. Push the SLEW MINUS or SLEW PLUS line key to change the servo command
voltage. The control wheel and ailerons move as the servo runs. Note that the MN and CUT parameters must remain set as
described above or the system will not engage.
4.11.2.49. SVO (Elevator) Test Procedure.
Adjusting the servo command voltage causes the control surface to move.
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NOTE
and investigate all nonzero REPORT MODE codes. Be certain that both FGCs are operational before replacing
any servo.

a. Check the CURRENT STATUS page, ADVANCED DIAGNOSTICS page, and troubleshoot. If no faults are present, check
b. Verify that the control wheel moves freely in a fore/aft direction. If not, check the servo mount control linkage. Center the
control wheel.
c. Engage the yaw dampers and the autopilot. Make sure that the AP annunciator shows on the PFD and the control wheel resists
forced movement.
• If the control wheel moves easily, make sure that +28-V dc is output from FGP ELEV ENG CLUTCH (FGP pin P1-k to
SVO pin P1-C) while the autopilot is engaged. If not, check airplane wiring and test the FGP.
d. On the FGP, turn the pitch wheel forward and then backward. Make sure that the control wheel moves forward and then back-
ward. The elevators should respond accordingly. If test fails, check the servo mount control linkage and the airplane wiring. If
linkage and wiring are correct, replace the elevator (pitch) SVO. Disengage the autopilot. Verify that the control wheel moves
freely.
4.11.2.49.1. An alternate way to test the elevator SVO is provided below:
MODE.
condition.
m. Select the ELECMD parameter and move the cursor to this line.
n. See the warning at the beginning of this procedure. Push the SLEW MINUS or SLEW PLUS line key to change the servo
command voltage. The control wheel and elevator move as the servo runs. Note that the MN and CUT parameters must remain
set as described above or the system will not engage.
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4.11.2.50. SVO (Rudder) Test Procedure.
Adjusting the servo command voltage causes the control surface to move
NOTE
any servo.

b. Verify that the rudder pedals move freely in a both directions. If not, check the servo mount control linkage.
c. Engage the yaw damper and the autopilot. Make sure that the AP annunciator shows on the PFD and the rudder pedals resist
forced movement.
• If the pedals move easily, make sure that +28-V dc is output from FGP RUD ENG CLUTCH (FGP pin P1-b to SVO pin
P1-E) while the yaw damper is engaged. If not, check the airplane wiring and test the FGP.
d. Disengage the yaw damper. Make sure that the rudder pedals moves freely.
4.11.2.50.1. An alternate way to test the rudder SVO is provided below:
MODE.
condition.
m. Select the RUDCMD parameter and move the cursor to this line.
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n. See the warning at the beginning of the procedure. Push the SLEW MINUS or SLEW PLUS line key to change the servo
command voltage. The rudder pedals and rudder move as the servo runs. Note that the MN and CUT parameters must remain
set as described above or the system will not engage.
4.11.2.51. SVO (Pitch Trim) Test Procedure.
NOTE
any servo.

b. On the pilot-side control wheel, push the pitch trim switch forward for trim down. Make sure the pitch trim servo responds and
adjusts the elevator trim down.
c. On the pilot-side control wheel, push the pitch trim switch to the rear for trim up. Make sure the pitch trim servo responds and
adjusts the elevator trim up.
4.11.2.52. TCAS I (Skywatch) Test Procedure. Perform the actions that follow:
a. Check the CURRENT FAULTS page, ADVANCED DIAGNOSTIC page, and troubleshoot according to Table B -67. If no
faults are present, check the FAULT HISTORY page for intermittent faults and troubleshoot.
b.
4.11.2.53. TDR 1 Test Procedure.
NOTE
The two TDRs may be swapped with each other to test the airplane wiring and to isolate a failed unit.
Transponder operation may be tested with help from the local control tower. Check for correct operation of
Mode-A (ident), Mode-C (altitude), and Mode-S (select) transmissions at various ATC codes.

a. Check the CURRENT FAULTS page, ADVANCED DIAGNOSTICS page, and troubleshoot according to Table B -68 and
Table B -69. If no faults are present, check the FAULT HISTORY page for intermittent faults and troubleshoot.
b. If fault code CK CONFIG STRAPS shows, a configuration change is detected after power on. Refer to the system schematic
and test the airplane interconnect wiring to the TDR mount. Repair the wiring error or replace the TDR 1.
c. On reversion switch panel, set the ATC switch to the 1 position. ATC 1 and the ident code shows on the bottom line of the PFD.
d. On the RTU, push the ATC1 line key twice and show the ATC1 page. Select the ALT REPORT OFF (no Mode-C) or ALT
REPORT ON (active Mode-C) operation. The Mode-S operation is automatic. The Mode-S airplane identification is set by
strapping in the interconnect. Each airplane N number has unique Mode-S airplane identification straps.
e. On the RTU, push the IDENT button. Make sure the ID (identification annunciator) momentarily shows on the RTU.
f. On the reversion switch panel, set the TUNE reversion switch to CDU. On the pilot-side CDU, push the TUN button to show
the ATC1 CONTROL page. Then push the IDENT line key. Make sure that ID momentarily appears on the pilot-side CDU.
This tests the L-CDU-7 bus input to TDR 1 port A (pins P1-17/18). If not correct, make sure that a ground is input from the
TUNE reversion switch to TDR 1 R TUNER TAKE CMD (PORT A SELECT) (pin P1-57). Then set the TUNE switch to the
NORM position.
4-155
maintenance
g. Make sure that the ALT display line on the ATC CONTROL page shows a reasonable altitude. This is the uncorrected baro-
metric (29.92) altitude that is transmitted in Mode-C, and may not exactly agree with the corrected barometric altitude shown
on the PFD.
h. If a L-band suppression problem is suspected, check that a blanking pulse is applied from pin P1-29 when TDR 1 transmits.
i. If swapping units does not isolate the transponder problem and airplane wiring is correct, suspect the transponder antenna. If
top and bottom antennas are installed, it may be helpful to use a ramp tester to isolate the antenna failure.
4.11.2.54. TDR 2 Test Procedure.
NOTE
The two TDRs may be swapped with each other to test the airplane wiring and to isolate a failed unit.
Transponder operation may be tested with help from the local control tower. Check proper Mode-A (ident),
Mode-C (altitude), and Mode-S (select) transmissions at various ATC codes.

a. Check the CURRENT FAULTS page, ADVANCED DIAGNOSTICS page, and troubleshoot according to Table B -68 and
Table B -69. If no faults are present, check the FAULT HISTORY page for intermittent faults and troubleshoot.
b. If fault code CK CONFIG STRAPS shows, a configuration change is detected after power on. Refer to the system schematic
and test the airplane interconnect wiring to the TDR mount. Repair the wiring error or replace the TDR 2.
c. On reversion switch panel, set the ATC switch to the 2 position. ATC 2 and the ident code shows on the bottom line of the PFD.
d. On the pilot CDU, push the TUN button to show the TUNE page. Push the ATC2 line key to show the ATC2 CONTROL page.
(1) Push the IDENT line key. Make sure that IDENT momentarily appears on the pilot CDU.
(2) Select the ALT REPORT OFF (no Mode-C) or ALT REPORT ON (active Mode-C) operation. The Mode-S operation
is automatic. The Mode-S airplane identification is set by strapping in the interconnect. Each airplane "N" number has
unique Mode-S airplane identification straps.
(3) Make sure that the ALT display line on the ATC2 CONTROL page shows a reasonable altitude. This is the uncorrected
barometric (29.92) altitude that is transmitted in Mode-C, and may not exactly agree with the corrected barometric altitude
shown on the PFD.
e. On the RTU, push the IDENT button. Make sure that ID (identification annunciator) momentarily shows on the RTU.
f. On the reversion switch panel, set the TUNE reversion switch to RTU. On the RTU, push the ATC2 line key twice and show
the ATC2 page. Then push the IDENT button. Make sure that ID momentarily shows on the RTU. This tests the RTU-1 bus
input to TDR 2 port A (P1-17/18). If not correct, make sure that a ground is input from the TUNE reversion switch to TDR 2
L TUNER TAKE CMD (PORT A SELECT) (pin P2-57). Then set the TUNE switch to the NORM position.
g. If a L-band suppression problem is suspected, check that a blanking pulse is applied from pin P1-29 when TDR 2 transmits.
h. If swapping units does not isolate the transponder problem and airplane wiring is correct, suspect the transponder antenna. If
top and bottom antennas are installed, it may be helpful to use a ramp tester to isolate the antenna failure.
4.11.2.55. VHF COMM 1 Test Procedure.
NOTE
The VHFs may be swapped with each other to verify airplane wiring and to isolate a failed unit.
When power is first applied to the VHF 1, a brief tone is applied to the airplane audio system, if a continuous tone
is heard, replace the VHF 1. If two short tones are heard, any time the VHF 1 is on, the radio has detected a fault.

a. Check the CURRENT FAULTS page, ADVANCED DIAGNOSTICS page, and troubleshoot according to Table B -70. If no
b. Test the VHF 1 function as follows:
4-156
maintenance
(1) On the MFD, show the ADVANCED DIAGNOSTICS page with the VHF 1 350 diagnostic word. Show the diagnostic
word in hexadecimal.
(2) On the RTU, show the VHF 1 page. Push and hold the TEST line key. Make sure that the VHF 1 350 diagnostic word is
400001. Release the TEST line key, and make sure that the diagnostic word is 600001. If the middle digits are not zero,
investigate the fault according to Table B -70.
c. On the RTU, push the COM 1 line key twice to show the COM1 page. On the COM1 page, push the SQUELCH line key and
set to OFF. Make sure that the VHF COM audio becomes noisy while the squelch is off. Push the SQUELCH line key again to
select ON. If test fails, suspect the VHF 1.
d. On the RTU, tune the VHF 1 radio to a local ground control frequency. Make sure the RTU and CDU show this frequency.
e. Request a radio check from the tower and verify proper transmit and receive operation. Ensure that the microphone and airplane
audio system are functional.
f. On the reversion switch panel, set the TUNE reversion switch to CDU. On the pilot CDU, tune the VHF 1 radio to a new
frequency. Make sure that the VHF 1 radio responds to the pilot CDU. This tests the L-CDU-7 bus input to VHF 1 port A (pins
P1-3/4). If not correct, make sure that a ground is input from the TUNE reversion switch to VHF 1 R TUNER TAKE CMD
(PORT A SELECT) (pin P1-55). Then set the TUNE switch to the NORM position.
NOTE

(2) On the CDU, show the VHF 2 page. Push and hold the TEST line key. Make sure that the VHF 2 350 diagnostic word is
c. On the CDU, push the COM 2 line key twice to show the COM2 page. On the COM2 page, push the SQUELCH line key and
d. On the CDU, tune the VHF 2 radio to a local ground control frequency. Make sure the CDU and RTU show this frequency.
f. On the reversion switch panel, set the TUNE reversion switch to RTU. On the RTU, tune the VHF 2 radio to a new frequency.
Make sure that the VHF 2 radio responds to the RTU. This tests the RTU-1 bus input to VHF 2 port A (pins P1-3/4). If not
correct, make sure that a ground is input from the TUNE reversion switch to VHF 2 L TUNER TAKE CMD (PORT A SELECT)
(pin P1-55). Then set the TUNE switch to the NORM position.
NOTE
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maintenance

(2) On the RTU, show the VHF 3 page. Push and hold the TEST line key. Make sure that the VHF 3 350 diagnostic word is
c. On the RTU, push the COM 3 line key twice to show the COM3 page. On the COM3 page, push the SQUELCH line key and
d. On the RTU, tune the VHF 3 radio to a local ground control frequency. Make sure the RTU and CDU show this frequency.
f. On the reversion switch panel, set the TUNE reversion switch to CDU. On the pilot CDU, tune the VHF 3 radio to a new
frequency. Make sure that the VHF 3 radio responds to the pilot CDU. This tests the L-CDU-7 bus input to VHF 3 port A (pins
P1-3/4). If not correct, make sure that a ground is input from the TUNE reversion switch to VHF 3 R TUNER TAKE CMD
(PORT A SELECT) (pin P1-55). Then set the TUNE switch to the NORM position.
4-158
APPENDIX A
Faults and Warnings
A .1. MDC FAULTS.

An LRU that is nonfunctional is diagnosed with one or more faults. The MDC shows a fault messages on its CURRENT FAULTS
page. Refer to Paragraph 4.9.4 for instructions on how to access the CURRENT FAULTS page.
Look at the STATUS field of the CURRENT FAULTS page before taking any action. The FAULT MESSAGE field presents a plain
English description of the problem. Refer to Table A -1 for a listing of the fault message explanations.
A -1
appendix A
Table A -1. Fault Message Explanations.

FAULT MESSAGE STATUS REASON
ADC 1 (AIR DATA COMPUTER)

NO OUTPUT OFF/NO OUTPUT L-ADC-1 bus is reported inactive, and at least 2 of the AFDs are reporting left ADC inputs inactive.
Suspect the left ADC, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the left ADC has occurred. Left ADC requires replacement or troubleshooting.
NO L-ADC-1 BUS OUTPUT FAILED/WIRING L-ADC-1 bus has been reported inactive. Suspect a failed left ADC transmitter, or wiring.
ADC 2 (AIR DATA COMPUTER)

NO OUTPUT OFF/NO OUTPUT R-ADC-1 bus is reported inactive, and at least 2 of the AFDs are reporting right ADC inputs inactive.
Suspect the right ADC, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the right ADC has occurred. Right ADC requires replacement or troubleshooting.
NO R-ADC-1 BUS OUTPUT FAILED/WIRING R-ADC-1 bus has been reported inactive. Suspect a failed right ADC transmitter, or wiring.
AHC 1 (ATTITUDE HEADING COMPUTER)
NO OUTPUT OFF/NO OUTPUT L-AHC-1 bus is reported inactive, and at least 2 of the AFDs are reporting left AHC inputs inactive.
Suspect the left AHC, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the left AHC has occurred. Left AHC requires replacement or troubleshooting.
NO L-AHC-1 BUS OUTPUT FAILED/WIRING L-AHC-1 bus has been reported inactive. Suspect a failed left AHC transmitter, or wiring.
NO L-ADC-1 BUS INPUT FAILED/WIRING Left AHC is reporting L-ADC-1 inactive while L-ADC-1 is not reported inactive by the left IOC.
Suspect a failed left AHC bus input, or wiring.
AHC 2 (ATTITUDE HEADING COMPUTER)
NO OUTPUT OFF/NO OUTPUT R-AHC-1 bus is reported inactive, and at least 2 of the AFDs are reporting right AHC inputs inactive.
Suspect the right AHC, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the right AHC has occurred. Right AHC requires replacement or troubleshooting.
NO R-AHC-1 BUS OUTPUT FAILED/WIRING R-AHC-1 bus has been reported inactive. Suspect a failed right AHC transmitter, or wiring.
NO R-ADC-1 BUS INPUT FAILED/WIRING Right AHC is reporting R-ADC-1 inactive while R-ADC-1 data is present at the right IOC. Suspect a
failed right AHC bus input, or wiring.
CCP-1 (CURSOR CONTROL PANEL)
NO OUTPUT OFF/NO OUTPUT Left CCP data is absent at the left IOC. Suspect the left CCP, wiring, or open breaker.
KEYBOARD FAULT FAILED CCP has reported a keyboard fault. CCP requires replacement or troubleshooting.
CONFIG STRAP FAULT FAILED CCP has reported a configuration strap fault. Check strapping.
CCP FAULT FAILED MFD has reported the CCP failed. This failure can also be the result of a stuck CCP button. Suspect
the CCP, wiring, or stuck button.
CDU 1 (CONTROL DISPLAY UNIT)
NO OUTPUT OFF/NO OUTPUT Left CDU bus outputs are reported inactive. Suspect the left CDU, wiring, or open breaker.
NO L-CDU-1 BUS OUTPUT FAILED/WIRING L-CDU-1 bus is reported inactive. Suspect a failed left CDU transmitter, or wiring.
A -2
appendix A
Table A -1. Fault Message Explanations. - Continued

NO L-CDU-3 BUS OUTPUT FAILED/WIRING L-CDU-3 bus has been reported inactive. Suspect a failed left CDU transmitter, or wiring.
NO L-CDU-6 BUS OUTPUT FAILED/WIRING L-CDU-6 bus is reported inactive. Suspect a failed left CDU transmitter, or wiring.
NO L-CDU-7 BUS OUTPUT FAILED/WIRING L-CDU-7 bus is reported inactive by the left TDR. Suspect a failed left CDU transmitter, or wiring.
KEYBOARD FAULT FAILED CDU keyboard fault has been detected. Left CDU requires replacement or troubleshooting.
DISPLAY FAULT FAILED CDU display fault has been detected. Left CDU requires replacement or troubleshooting.
BACK LIGHT FAULT FAILED CDU back light fault has been detected. Left CDU requires replacement or troubleshooting.
NVRAM FAULT FAILED CDU ram fault has been detected. Left CDU requires replacement or troubleshooting.
PARAMETER FAULT FAILED CDU parameter fault has been detected. Left CDU requires replacement or troubleshooting.
STRAP MISCOMPARE FAILED CDU strap miscompare has been detected. Left CDU requires replacement or troubleshooting.
NO L-GP-1 BUS INPUT FAILED/WIRING Left CDU is reporting L-GP-1 bus inactive while the RTU is not reporting L-GP-1 bus inactive.
Suspect a failed left CDU bus input, or wiring.
NO R-GP-1 BUS INPUT FAILED/WIRING Left CDU is reporting R-GP-1 bus inactive while the RTU is not reporting R-GP-1 bus inactive.
NO L-GPS-1 BUS INPUT FAILED/WIRING Left CDU is reporting L-GPS-1 bus inactive while the left IOC is not reporting L-GPS-1 bus inactive.
NO L-CMU-11 BUS INPUT FAILED/WIRING Left CDU is reporting L-CMU-11 bus inactive while left IOC and left FSU are not reporting
L-CMU-11 bus inactive. Suspect a failed left CDU bus input, or wiring.
CDU 2 (CONTROL DISPLAY UNIT)

NO OUTPUT OFF/NO OUTPUT R-CDU-1 bus is reported inactive by the right FMC. Suspect the right CDU, wiring, or open breaker.
KEYBOARD FAULT FAILED CDU keyboard fault has been detected. Right CDU requires replacement or troubleshooting.
DISPLAY FAULT FAILED CDU display fault has been detected. Right CDU requires replacement or troubleshooting.
BACK LIGHT FAULT FAILED CDU back light fault has been detected. Right CDU requires replacement or troubleshooting.
NVRAM FAULT FAILED CDU ram fault has been detected. Right CDU requires replacement or troubleshooting.
PARAMETER FAULT FAILED CDU parameter fault has been detected. Right CDU requires replacement or troubleshooting.
STRAP MISCOMPARE FAILED CDU strap miscompare has been detected. Right CDU requires replacement or troubleshooting.
NO R-GP-1 BUS INPUT FAILED/WIRING Right CDU is reporting R-GP-1 bus inactive while the right RTU and left CDU are not reporting
R-GP-1 bus inactive. Suspect a failed right CDU bus input, or wiring.
NO L-GP-1 BUS INPUT FAILED/WIRING Right CDU is reporting L-GP-1 bus inactive while the RTU and left CDU are not reporting L-GP-1
bus inactive. Suspect a failed right CDU bus input, or wiring.
NO R-GPS-1 BUS INPUT FAILED/WIRING Right CDU is reporting R-GPS-1 bus inactive while the right IOC is not reporting R-GPS-1 bus
inactive. Suspect a failed right CDU bus input, or wiring.
NO L-CMU-12 BUS INPUT FAILED/WIRING Right CDU is reporting L-CMU-12 bus inactive while L-CMU-12 is not reported inactive by the
right IOC. Suspect a failed right CDU bus input, or wiring.
CMU 1 (COMMUNICATIONS MANAGEMENT UNIT)

NO OUTPUT OFF/NO OUTPUT Left CMU outputs are inactive. Suspect the CMU, wiring, or open breaker.
NO L-CMU-11 BUS OUTPUT FAILED/WIRING L-CMU-11 bus has been reported inactive. Suspect a failed left CMU transmitter, or wiring.
NO L-CMU-12 BUS OUTPUT FAILED/WIRING L-CMU-12 bus has been reported inactive. Suspect a failed left CMU transmitter, or wiring.
NO L-CDU-1 BUS INPUT FAILED/WIRING CMU is reporting L-CDU-1 bus inactive while L-CDU-1 is not reported inactive by the left FMC.
Suspect a failed CMU bus input, or wiring.
NO R-CDU-1 BUS INPUT FAILED/WIRING CMU is reporting R-CDU-1 bus inactive while R-CDU-1 is not reported inactive by the right FMC.
Suspect a failed CMU bus input, or wiring.
A -3
appendix A

NO L-GP-5 BUS INPUT FAILED/WIRING CMU is reporting L-GP-5 inactive while L-GP-5 data is not reported inactive by the right DCU and
left DCU. Suspect a failed CMU bus input, or wiring.
CSU 1 (CONFIGURATION STRAPPING UNIT)

CSU 1/2 MISCOMP FAILED CSU data from CSU 1 and CSU 2 is being reported as different by the MDC.
WORD 0/1 PARITY FAILED Words 0 and 1 on CSU have parity. CSU words indicate invalid bits.
CSU 2 (CONFIGURATION STRAPPING UNIT)

WORD 0/1 PARITY FAILED Words 0 and 1 on CSU have parity. CSU words indicate invalid bits.
DBU (DATA BASE UNIT)
NO OUTPUT OFF/NO OUTPUT DBU data is absent. Suspect DBU, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the DBU has occurred. DBU requires replacement or troubleshooting.
REC DATA ERROR DEFERRED Received data error is detected on one of the DBU input buses. Suspect the DBU.
MAINT
NO DBU-1 BUS OUTPUT FAILED/WIRING DBU-1 bus has been reported inactive by the left FMC. Suspect a failed DBU transmitter, or wiring.
NO DBU-2 BUS OUTPUT FAILED/WIRING DBU-2 bus has been reported inactive by the right FMC. Suspect a failed DBU transmitter, or wiring.
DCP 1 (DISPLAY CONTROL PANEL)
NO OUTPUT OFF/NO OUTPUT Left DCP data is absent at the left IOC and at least 1 of the AFDs are reporting left DCP inputs
inactive. Suspect left DCP, wiring, or open breaker.
CONFIGURATION FAULT FAILED DCP has reported a configuration fault. Left DCP requires replacement or troubleshooting.
DCP 2 (DISPLAY CONTROL PANEL)
NO OUTPUT OFF/NO OUTPUT Right DCP data is absent at the right IOC and the right PFD is reporting right DCP input inactive.
Suspect right DCP, wiring, or open breaker.
CONFIGURATION FAULT FAILED DCP has reported a configuration fault. Right DCP requires replacement or troubleshooting.
DCU 1 (DATA CONCENTRATOR UNIT)
NO OUTPUT OFF/NO OUTPUT Left DCU output buses are reported inactive. Suspect left DCU, wiring, or open breaker.
NO L-DCU-1 BUS OUTPUT FAILED/WIRING L-DCU-1 bus is reported inactive. Suspect a failed left DCU transmitter, or wiring.
INTERNAL FAULT FAILED Internal fault to the left DCU has occurred. Left DCU requires replacement or troubleshooting.
INVALID CONFIGURATION FAILED An invalid configuration has been detected. Configuration requires troubleshooting.
INTERNAL BUS FAULT FAILED Internal bus fault to the left DCU has occurred. Left DCU requires replacement or troubleshooting.
NO L-GP-5 BUS INPUT FAILED/WIRING Left DCU is reporting L-GP-5 inactive while L-GP-5 data is not reported inactive by at least two of
the following: right DCU, left EDC, right EDC. Suspect a failed left DCU bus input, or wiring.
NO R-GP-5 BUS INPUT FAILED/WIRING Left DCU is reporting R-GP-5 inactive while R-GP-5 data is not reported inactive by at least two of
the following: right DCU, left EDC, right EDC. Suspect a failed left DCU bus input, or wiring.
DCU 2 (DATA CONCENTRATOR UNIT)
NO OUTPUT OFF/NO OUTPUT Right DCU output buses are reported inactive. Suspect right DCU, wiring, or open breaker.
NO R-DCU-1 BUS OUTPUT FAILED/WIRING R-DCU-1 bus is reported inactive. Suspect a failed right DCU transmitter, or wiring.
A -4
appendix A

INTERNAL FAULT FAILED Internal fault to the right DCU has occurred. Right DCU requires replacement or troubleshooting.
INTERNAL BUS FAULT FAILED Internal bus fault to the right DCU has occurred. Right DCU requires replacement or troubleshooting.
NO L-GP-5 BUS INPUT FAILED/WIRING Right DCU is reporting L-GP-5 inactive while L-GP-5 data is not reported inactive by at least two of
the following: left DCU, left EDC, right EDC. Suspect a failed right DCU bus input, or wiring.
NO R-GP-5 BUS INPUT FAILED/WIRING Right DCU is reporting R-GP-5 inactive while R-GP-5 data is not reported inactive by at least two of
the following: left DCU, left EDC, right EDC. Suspect a failed right DCU bus input, or wiring.
DME 1 (DISTANCE MEASURING EQUIPMENT)
NO L-DME-1 BUS OUTPUT OFF/NO OUTPUT L-DME-1 bus is reported inactive. Suspect left DME, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the left DME has occurred. Left DME requires replacement or troubleshooting.
NO RTU-2 BUS INPUT FAILED/WIRING Left DME is reporting RTU-2 inactive while RTU-2 data is not reported inactive by at least 3 of
the following: left NAV VIR, left NAV ADF, left VHF, left TDR. Suspect a failed left DME bus
input, or wiring.
DME 2 (DISTANCE MEASURING EQUIPMENT)

NO R-DME-1 BUS OUTPUT OFF/NO OUTPUT R-DME-1 bus is reported inactive. Suspect right DME, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the right DME has occurred. Right DME requires replacement or troubleshooting.
NO L-CDU-6 BUS INPUT FAILED/WIRING Right DME is reporting L-CDU-6 inactive while L-CDU-6 data is not reported inactive by at least
two of the following: right NAV VIR, right VHF, right TDR. Suspect a failed right DME bus input,
or wiring.
EDC 1 (ENGINE DATA CONCENTRATOR)
NO OUTPUT OFF/NO OUTPUT Left EDC output buses are reported inactive. Suspect left EDC, wiring, or open breaker.
NO L-EDC-1 BUS OUTPUT FAILED/WIRING L-EDC-1 bus is reported inactive. Suspect a failed left EDC transmitter, or wiring.
INTERNAL FAULT FAILED Internal fault to the left EDC has occurred. Left EDC requires replacement or troubleshooting.
INTERNAL BUS FAULT FAILED Internal bus fault to the left EDC has occurred. Left EDC requires replacement or troubleshooting.
NO L-GP-5 BUS INPUT FAILED/WIRING Left EDC is reporting L-GP-5 inactive while L-GP-5 data is not reported inactive by at least two of
the following: left DCU, right DCU, right EDC. Suspect a failed left EDC bus input, or wiring.
NO R-GP-5 BUS INPUT FAILED/WIRING Left EDC is reporting R-GP-5 inactive while R-GP-5 data is not reported inactive by at least two of
the following: left DCU, right DCU, right EDC. Suspect a failed left EDC bus input, or wiring.
EDC 2 (ENGINE DATA CONCENTRATOR)

NO OUTPUT OFF/NO OUTPUT Right EDC output buses are reported inactive. Suspect right EDC, wiring, or open breaker.
NO R-EDC-1 BUS OUTPUT FAILED/WIRING R-EDC-1 bus is reported inactive. Suspect a failed right EDC transmitter, or wiring.
INTERNAL FAULT FAILED Internal fault to the right EDC has occurred. Right EDC requires replacement or troubleshooting.
A -5
appendix A

INTERNAL BUS FAULT FAILED Internal bus fault to the right EDC has occurred. Right EDC requires replacement or troubleshooting.
NO L-GP-5 BUS INPUT FAILED/WIRING Right EDC is reporting L-GP-5 inactive while L-GP-5 data is not reported inactive by at least two of
the following: left DCU, right DCU, left EDC. Suspect a failed right EDC bus input, or wiring.
NO R-GP-5 BUS INPUT FAILED/WIRING Right EDC is reporting R-GP-5 inactive while R-GP-5 data is not reported inactive by at least two of
the following: left DCU, right DCU, left EDC. Suspect a failed right EDC bus input, or wiring.
FGC 1 (FLIGHT GUIDANCE COMPUTER)
NO OUTPUT TO IOC OFF/NO OUTPUT Left FGC data is absent at the left IOC. Suspect left FGC, wiring, or open breaker.
NO XTALK BUS OUTPUT FAILED/WIRING Right FGC is reporting the left FGC cross talk bus inactive. Suspect a failed left FGC transmitter,
or wiring.
INTERNAL FAULT FAILED Internal fault to the left FGC has occurred. Left FGC requires replacement or troubleshooting.
INVALID CONFIGURATION FAILED Invalid configuration has been detected. Configuration requires troubleshooting.
PITCH TRIM SYSTEM FAIL FAILED Pitch trim system failure has been detected. Left FGC requires replacement or troubleshooting.
NO L-AHC-1 BUS INPUT FAILED/WIRING Left FGC is reporting L-AHC-1 inactive while L-AHC-1 is not reported inactive by TCAS and the
left IOC. Suspect a failed left FGC bus input, or wiring.
NO L-AHC-1 BUS INPUT FAILED/WIRING Left FGC is reporting L-AHC-1 inactive while L-AHC-1 is not reported inactive by TCAS and the
left IOC. Suspect a failed left IOC bus input, or wiring.
FCS DIAG CODE=REPAIR LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FCS DIAG CODE=AP ENG LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FCS DIAG CODE=AP DIS LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FCS DIAG CODE=YD ENG LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FCS DIAG CODE=YD DIS LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FCS DIAG CODE=BOOST LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FGC 2 (FLIGHT GUIDANCE COMPUTER)
NO OUTPUT TO IOC OFF/NO OUTPUT Right FGC data is absent at the left IOC. Suspect right FGC, wiring, or open breaker.
NO XTALK BUS OUTPUT FAILED/WIRING Left FGC is reporting the right FGC cross talk bus inactive. Suspect a failed right FGC transmitter,
or wiring.
INTERNAL FAULT FAILED Internal fault to the right FGC has occurred. Right FGC requires replacement or troubleshooting.
INVALID CONFIGURATION FAILED Invalid configuration has been detected. Configuration requires troubleshooting.
PITCH TRIM SYSTEM FAIL FAILED Pitch trim system failure has been detected. Right FGC requires replacement or troubleshooting.
NO R-AHC-1 BUS INPUT FAILED/WIRING Right FGC is reporting R-AHC-1 inactive while R-AHC-1 data is not reported inactive at the right
IOC. Suspect a failed right FGC bus input, or wiring.
FCS DIAG CODE=REPAIR LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FCS DIAG CODE=AP ENG LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FCS DIAG CODE=AP DIS LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FCS DIAG CODE=YD ENG LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FCS DIAG CODE=YD DIS LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FCS DIAG CODE=BOOST LRU OK / INFO Detailed information can be found by analyzing the associated text for each bit set in label 351.
FGP (FLIGHT GUIDANCE PANEL)
NO OUTPUT OFF/NO OUTPUT FGC1 and FGC2 are reporting FGP busses inactive. Suspect the FGP, or wiring.
INVALID FGP-FGC1 I/O FAILED/WIRING FGC1 has reported FGP-1 bus inactive. Suspect a failed FGP transmitter, or wiring.
A -6
appendix A

INVALID FGP-FGC2 I/O FAILED/WIRING FGC2 has reported FGP-2 bus inactive. Suspect a failed FGP transmitter, or wiring.
FLUX DETECTOR 1
INVALID FLUX DATA TO FAILED AHC1 has reported invalid data from AHC flux detector.
AHC
FLUX DETECTOR 2
INVALID FLUX DATA TO FAILED AHC2 has reported invalid data from AHC flux detector.
AHC
FMC 1 (FLIGHT MANAGEMENT COMPUTER)
NO OUTPUT OFF/NO OUTPUT Left FMC output buses are reported inactive. Suspect the left FMC, or wiring.
INTERNAL FAULT FAILED Internal fault to the left FMC has occurred. Left FMC requires replacement or troubleshooting.
NO BUS TO IOC FAILED/WIRING L-FMC-1 bus is reported inactive. Suspect the left FMC, or wiring.
NO L-FMC-2 BUS OUTPUT FAILED/WIRING L-FMC-2 bus is reported inactive. Suspect a failed left FMC transmitter, or wiring.
NO L-IOC-4 BUS INPUT FAILED/WIRING Left FMC is reporting L-IOC-4 inactive while L-IOC-4 data is not reported inactive by the right
FMC. Suspect a failed left FMC bus input, or wiring.
NO R-IOC-4 BUS INPUT FAILED/WIRING Left FMC is reporting R-IOC-4 inactive while R-IOC-4 data is not reported inactive by the right
FMC. Suspect a failed left FMC bus input, or wiring.
INTERNAL BATTERY FAIL FAILED Battery voltage is out of range. Send LRU to service center.
NO L-CDU-1 BUS INPUT FAILED/WIRING Left FMC is reporting L-CDU-1 inactive while L-CDU-1 is not reported inactive by the left CMU.
Suspect a failed left FMC bus input, or wiring.
FMC 2 (FLIGHT MANAGEMENT COMPUTER)
NO OUTPUT OFF/NO OUTPUT Right FMC output buses are reported inactive. Suspect right FMC, or wiring.
INTERNAL FAULT FAILED Internal fault to the right FMC has occurred. Right FMC requires replacement or troubleshooting.
NO BUS TO IOC FAILED/WIRING R-FMC-1 bus is reported inactive. Suspect the FMC2, or wiring.
NO R-FMC-2 BUS OUTPUT FAILED/WIRING R-FMC-2 bus is reported inactive. Suspect a failed right FMC transmitter, or wiring.
NO L-IOC-4 BUS INPUT FAILED/WIRING Right FMC is reporting L-IOC-4 inactive while L-IOC-4 data is not reported inactive by the left
FMC. Suspect a failed right FMC bus input, or wiring.
NO R-IOC-4 BUS INPUT FAILED/WIRING Right FMC is reporting R-IOC-4 inactive while R-IOC-4 data is not reported inactive by the left
FMC. Suspect a failed right FMC bus input, or wiring.
INTERNAL BATTERY FAIL FAILED Battery voltage is out of range. Send LRU to service center.
FSU (FILE SERVER UNIT)
NO OUTPUT TO IOC OFF/NO OUTPUT L-FSU-1 data is reported absent at the left IOC. Suspect the left FSU is not receiving power, or a
wiring problem.
FSU PROC CARD FAULT FAILED FSU has reported a main processor I/O card fault. Reset power to the FSU. If the power reset does
not remove the fault, the FSU needs to be sent to a service center.
FSU NODE CARD FAULT FAILED FSU has reported a node processor card fault. Reset power to the FSU. If the power reset does not
remove the fault, the FSU needs to be sent to a service center.
A -7
appendix A

SOFTWARE FAULT FAILED FSU software detected a software fault. This would include faults relating to a misconfiguration of
the FSA software. Reset power to the FSU. If the power reset does not remove the fault, reloading
the FSA onto the FSU may correct the problem.
INVALID CONFIGURATION FAILED FSU has reported invalid configuration straps. Check FSU SLOT STRAP wiring.
CLIENT CONNECTION LOST FAILED/WIRING Ethernet connection with MFD had been established, but has been disconnected. Reset power to
the FSU and the MFD. If the power reset does not remove the fault, suspect wiring or a FSU or
MFD Ethernet node failure.
ECU FAULT FAILED/WIRING FSU has reported a ECU fault. Suspect the ECU or wiring.
FSU FAN FAULT FAILED FSU has reported a FSU fan fault. FSU fan needs troubleshooting or replacement.
TIME/DATE INVALID LRU OK / INFO FSU cannot sync with current airplane time. Suspect time/date labels to FSU may be absent or
an internal FSU fault.
APPLICATION FAULT FAILED FSU software detected a fatal fault relating to the software installed. Reset power to the FSU. If the
power reset does not remove the fault, the FSU must be removed and inspected at the service center.
NO L-CMU-11 BUS INPUT FAILED/WIRING Left FSU is reporting L-CMU-11 bus inactive while left IOC and left CDU are not reporting
L-CMU-11 bus inactive. Suspect a failed left FSU bus input, or wiring.
NO L-GP-5 BUS INPUT FAILED/WIRING Left FSU is reporting L-GP-5 inactive while L-GP-5 data is not reported inactive by the right DCU
and left DCU. Suspect a failed left FSU bus input, or wiring.
FSU (FILE SERVER UNIT) (CHARTS)
BLOCKING EQUATION DON’T FAIL This equation does not produce a fault. It will block lower priority faults if the application is not
enabled.
DATABASE FILE FAULT FAILED FSU has reported a database file fault. Reset power to the FSU. If the power reset does not remove
the fault, reload charts database.
CLIENT CONNECTION LOST FAILED FSU has reported a communication fault between the MFD and the Charts application within the
FSA. Reset power to the FSU.
CONFIG CONNECTION FAILED FSU has reported an internal communication fault. Reset power to the FSU.
LOST
DATABASE NOT CURRENT LRU OK / INFO FSU has reported database not current. Load current charts database.
APPLICATION FAULT FAILED FSU software detected a software fault. This would include faults relating to a misconfiguration
of the FSA software. Reset power to the FSU.
FSU (FILE SERVER UNIT) (MAPS)
BLOCKING EQUATION DON'T FAIL This equation does not produce a fault. It will block lower priority faults if the application is not
enabled.
the fault, reload maps database.
CLIENT CONNECTION LOST FAILED FSU has reported a communication fault between the MFD and the Maps application within the
FSA. Reset power to the FSU.
LOST
SERVER CONNECTION FAILED / WIRING FSU has reported an internal communication fault. Reset power to the FSU.
LOST
APP CONNECTION LOST FAILED FSU has reported an internal communication fault. Reset power to the FSU.
FSU 1 (FILE SERVER UNIT) Universal Weather (UV)(GWX-5000)
enabled.
A -8
appendix A

BACKGND DB IMAGE FAILED FSU has reported a database file fault. Reset power to the FSU. If the power reset does not remove
FAULT the fault, reload UV GWX database.
INSUFFICIENT STORAGE FAILED GWX reported it has no room to store images. Reset power to the FSU.
CLIENT CONNECTION LOST FAILED FSU has reported a communication fault between the MFD and the UV graphical weather application
within the FSA. Reset power to the FSU.
LOST
RECEIVED DATA INVALID LRU OK / INFO Image received from provider was invalid. No action is required on the airplane.
FSU (FILE SERVER UNIT) XM Weather (GWX-3000)

enabled.
the fault, reload XM GWX database.
INSUFFICIENT STORAGE FAILED GWX reported it has no room to store images. Reset power to the FSU.
CLIENT CONNECTION LOST FAILED FSU has reported a communication fault between the MFD and the XM Weather application within
the FSA. Reset power to the FSU.
LOST
RECEIVED DATA INVALID LRU OK / INFO Data received from provider was invalid. No action is required on the airplane.
FSU (FILE SERVER UNIT) XM Receiver

enabled.
XM SUBSCRIPTION LRU OK / INFO XM subscription is not current. Contact XM data supplier. (See IFIS-5000 operators guide).
INVALID
SIGNAL BER >1% LRU OK / INFO Ensure airplane is positioned to allow clear reception of satellite signal.
SIGNAL BER >4% LRU OK / INFO Ensure airplane is positioned to allow clear reception of satellite signal.
SIGNAL BER >10% LRU OK / INFO Ensure airplane is positioned to allow clear reception of satellite signal. Bit error rate indicates
degraded signal strength. Inspect antenna connections or antenna installation.
SIGNAL BER >25% LRU OK / INFO Ensure airplane is positioned to allow clear reception of satellite signal. Bit error rate indicates
degraded signal strength. Inspect antenna connections or antenna installation.
SIGNAL BER >50% LRU OK / INFO Bit error rate indicates degraded signal strength. Inspect antenna connections or antenna installation.
GPS 1 (GLOBAL POSITIONING SYSTEM)

NO OUTPUT OFF/NO OUTPUT L-GPS-1 is reported inactive. Suspect the left GPS, open breaker, or wiring.
NO L-GPS-2 BUS OUTPUT FAILED/WIRING L-GPS-2 bus is reported inactive. Suspect a failed left GPS transmitter, or wiring.
INTERNAL FAULT FAILED Internal fault to the left GPS has occurred. Left GPS requires replacement or troubleshooting.
RF INTERFACE FAIL FAILED RF interface failure has been detected. Left GPS requires replacement or troubleshooting.
SENSOR FAULT FAILED Sensor fault has been detected. Left GPS requires replacement or troubleshooting.
NO L-GP-4 BUS INPUT FAILED/WIRING Left GPS is reporting L-GP-4 inactive while L-GP-4 data is not reported inactive by the right GPS
and WXR. Suspect a failed left GPS bus input, or wiring.
A -9
appendix A

NO L-GP-4 BUS INPUT FAILED/WIRING Left GPS is reporting L-GP-4 inactive while L-GP-4 data is not reported inactive by the WXR.
Suspect a failed left GPS bus input, or wiring.
NO R-GP-4 BUS INPUT FAILED/WIRING Left GPS is reporting R-GP-4 inactive while R-GP-4 data is not reported inactive by the right GPS
and WXR. Suspect a failed left GPS bus input, or wiring.
NO R-GP-4 BUS INPUT FAILED/WIRING Left GPS is reporting R-GP-4 inactive while R-GP-4 data is not reported inactive by the WXR.
Suspect a failed left GPS bus input, or wiring.
GPS 2 (GLOBAL POSITIONING SYSTEM)
NO OUTPUT OFF/NO OUTPUT R-GPS-1 bus is reported inactive. Suspect the right GPS, open breaker, or wiring.
NO R-GPS-2 BUS OUTPUT FAILED/WIRING R-GPS-2 bus is reported inactive. Suspect a failed right GPS transmitter, or wiring.
INTERNAL FAULT FAILED Internal fault to the right GPS has occurred. Right GPS requires replacement or troubleshooting.
RF INTERFACE FAIL FAILED RF interface failure has been detected. Right GPS requires replacement or troubleshooting.
SENSOR FAULT FAILED Sensor fault has been detected. Right GPS requires replacement or troubleshooting.
NO L-GP-4 BUS INPUT FAILED/WIRING Right GPS is reporting L-GP-4 inactive while L-GP-4 data is not reported inactive by the left GPS
and WXR. Suspect a failed right GPS bus input, or wiring.
NO R-GP-4 BUS INPUT FAILED/WIRING Right GPS is reporting R-GP-4 inactive while R-GP-4 data is not reported inactive by the left GPS
and WXR. Suspect a failed right GPS bus input, or wiring.
HF 1 (HF TRANSCEIVER)
NO OUTPUT TO IOC OFF/NO OUTPUT Left IOC is reporting L-HF-1 bus inactive. Suspect the left HF, failed transmitter, open breaker,
or wiring.
INTERNAL FAULT FAILED Internal fault to the left HF has occurred. Left HF requires replacement or troubleshooting.
NO RTU-2 BUS INPUT FAILED/WIRING Left HF is reporting RTU-2 inactive while RTU-2 data is not reported inactive at other LRUs.
Suspect a failed left HF bus input, or wiring.
FIBER OPTIC BUS FAILURE FAILED Fiber optic bus failure has been reported by the left HF.
RF OVERTEMP LRU OK / INFO RF overtemp condition has been reported by the left HF.
IAPS IEC 1 (IAPS ENVIRONMENTAL CONTROLLER)
FAN/ICC SENSOR FAILURE FAILED IEC sensor has reported a fault or fan failure.
IAPS IOC 1 (IAPS INPUT/OUTPUT CONCENTRATOR)
NO OUTPUT OFF/NO OUTPUT Left IOC output buses are reported inactive. Suspect the left IOC.
INTERNAL FAULT FAILED Internal fault to the left IOC has occurred. Left IOC requires replacement or troubleshooting.
I/O OVERLOAD LRU OK / INFO UARTS on IOC are receiving ARINC labels faster than the IOC can process the data. This error
condition should not be fatal to the IOC operation. The error may be caused by another LRU in the
system putting out an excessive amount of ARINC words.
CSU STRAP A/C TYPE FAILED CSU strapping for aircraft type does not match IOC software. IOC must match aircraft strapping
ERROR information. Fix CSU aircraft strapping or remove IOC and replace with unit with correct software.
NO L-GP-1 BUS OUTPUT FAILED/WIRING L-GP-1 bus is reported inactive. Suspect a failed left IOC transmitter, or wiring.
NO L-IOC-1 BUS OUTPUT FAILED/WIRING L-IOC-1 bus is reported inactive. Suspect a failed left IOC transmitter, or wiring.
NO L-IOC-5 BUS OUTPUT FAILED/WIRING L-IOC-5 bus is reported inactive. Suspect a failed left IOC transmitter, or wiring (IAPS internal).
A -10
appendix A

NO L-ADC-1 BUS INPUT FAILED/WIRING Left IOC is reporting L-ADC-1 inactive while L-ADC-1 is not reported inactive by left AHC.
Suspect a failed left IOC bus input, or wiring.
NO L-AHC-1 BUS INPUT FAILED/WIRING Left IOC is reporting L-AHC-1 inactive while L-AHC-1 is not reported inactive by TCAS and the
left FGC. Suspect a failed left IOC bus input, or wiring.
NO TAWS-1 BUS INPUT FAILED/WIRING Left IOC is reporting TAWS-1 bus inactive while TAWS-1 is not reported inactive by the right IOC.
NO L-GPS-1 BUS INPUT FAILED/WIRING Left IOC is reporting L-GPS-1 bus inactive while the left CDU is not reporting L-GPS-1 bus inactive.
NO L-RALT-1 BUS INPUT FAILED/WIRING Left IOC is reporting L-RALT-1 bus inactive while the TCAS is not reporting L-RALT-1 bus
inactive. Suspect a failed left IOC bus input, or wiring.
NO L-NAV-VIR-1 BUS INPUT FAILED/WIRING Left IOC is reporting L-NAV-VIR-1 bus inactive while the left MFD and left PFD are not reporting
L-NAV-VIR-1 bus inactive. Suspect a failed left IOC bus input, or wiring.
L-CMU-11 BUS INPUT FAILED/WIRING Left IOC is reporting L-CMU-11 bus inactive while left CDU and left FSU are not reporting
L-CMU-11 bus inactive. Suspect a failed left IOC bus input, or wiring.
IAPS IOC 2 (IAPS INPUT/OUTPUT CONCENTRATOR)

NO OUTPUT OFF/NO OUTPUT Right IOC output buses are reported inactive. Suspect the right IOC.
INTERNAL FAULT FAILED Internal fault to the right IOC has occurred. Right IOC requires replacement or troubleshooting.
I/O OVERLOAD LRU OK / INFO UARTS on IOC are receiving ARINC labels faster than the IOC can process the data. This error
condition should not be fatal to the IOC operation. The error may be caused by another LRU in the
system putting out an excessive amount of ARINC words.
CSU STRAP A/C TYPE FAILED CSU strapping for aircraft type does not match IOC software. IOC must match aircraft strapping
ERROR information. Fix CSU aircraft strapping or remove IOC and replace with unit with correct software.
NO R-GP-1 BUS OUTPUT FAILED/WIRING R-GP-1 bus is reported inactive. Suspect a failed right IOC transmitter, or wiring.
NO R-IOC-1 BUS OUTPUT FAILED/WIRING R-IOC-1 bus is reported inactive. Suspect a failed IOC2 transmitter, or wiring.
NO R-IOC-3 BUS OUTPUT FAILED/WIRING R-IOC-3 bus is reported inactive. Suspect a failed right IOC transmitter, or wiring.
NO R-ADC-1 BUS INPUT FAILED/WIRING Right IOC is reporting R-ADC-1 inactive while R-ADC-1 is not reported inactive by the right AHC.
Suspect a failed right IOC bus input, or wiring.
NO R-AHC-1 BUS INPUT FAILED/WIRING Right IOC is reporting R-AHC-1 inactive while R-AHC-1 is not reported inactive by the right FGC.
NO TAWS-1 BUS INPUT FAILED/WIRING Right IOC is reporting TAWS-1 bus inactive while TAWS-1 is not reported inactive by the left IOC.
NO R-GPS-1 BUS INPUT FAILED/WIRING Right IOC is reporting R-GPS-1 bus inactive while the right CDU is not reporting R-GPS-1 bus
inactive. Suspect a failed right IOC bus input, or wiring.
NO R-NAV-VIR-1 BUS INPUT FAILED/WIRING Right IOC is reporting R-NAV-VIR-1 bus inactive while the right PFD is not reporting R-NAV-VIR-1
bus inactive. Suspect a failed right IOC bus input, or wiring.
L-CMU-12 BUS INPUT FAILED/WIRING Right IOC is reporting L-CMU-12 bus inactive while the right CDU is not reporting L-CMU-12 bus
inactive. Suspect a failed right IOC bus input, or wiring.
LDS (LIGHTNING DETECTION SYSTEM)

NO OUTPUT OFF/NO OUTPUT LDS bus outputs are reported inactive. Suspect the LDS, wiring, or open breaker.
PROCESSOR FAULT FAILED LDS processor fault has occurred. LDS requires replacement or troubleshooting.
A -11
appendix A

NO LDS-1 BUS TO MFD1 FAILED/WIRING LDS-1 bus has been reported inactive by the left MFD. Suspect a failed LDS transmitter, or wiring.
NO LDS-1 BUS TO PFD1 FAILED/WIRING LDS-1 bus has been reported inactive by the left PFD. Suspect a failed LDS transmitter, or wiring.
NO LDS-1 BUS TO PFD2 FAILED/WIRING LDS-1 bus has been reported inactive by the right PFD. Suspect a failed LDS transmitter, or wiring.
MDC (MAINTENANCE DIAGNOSTIC COMPUTER)
INTERNAL FAULT FAILED Internal fault to the MDC has occurred. MDC requires replacement or troubleshooting.
INTERNAL CLOCK FAIL FAILED The MDC internal clock has failed. The MDC requires replacement.
QUEUE OVERRUN LRU OK / INFO Internal Queue cannot handle I/O. MDC LRU should be OK. If fault shows notify engineering.
INTERNAL BATTERY FAIL FAILED Low/failed battery. Replace battery.
NO OUTPUT TO DBU FAILED/WIRING MDC-1 bus has been reported inactive by the DBU. Suspect a failed MDC transmitter, or wiring.
NO MDC-1 BUS OUTPUT FAILED/WIRING MDC-1 bus is reported inactive by the right IOC. Suspect failed MDC-1 output, failed R-IOC input
or wiring (IAPS internal).
NO IOC-1A BUS INPUT FAILED/WIRING IOC-1A input to MDC is inactive while IOC-1B input to the MDC is active. MDC has a failed
receiver or blue-line connector in IAPS.
NO IOC-1B BUS INPUT FAILED/WIRING IOC-1B input to MDC is inactive while IOC-1A input to the MDC is active. MDC has a failed
NO IOC-2A BUS INPUT FAILED/WIRING IOC-2A input to MDC is inactive while IOC-2B input to the MDC is active. MDC has a failed
NO IOC-2B BUS INPUT FAILED/WIRING IOC-2B input to MDC is inactive while IOC-2A input to the MDC is active. MDC has a failed
R/L IOC 5 ABSENT FAILED/WIRING
MFD 1 (MULTIFUNCTION DISPLAY)
NO OUTPUT OFF/NO OUTPUT L-MFD-1 bus is reported inactive, and the left PFD and right PFD are reporting L-MFD-3 bus inputs
inactive. Suspect the left MFD, wiring, open breaker, or display reversion.
NO OUTPUT TO IOC OFF/NO OUTPUT L-MFD-1 bus is reported inactive. Suspect a failed left MFD transmitter, or wiring.
INTERNAL FAILURE FAILED Internal fault to the left MFD has occurred. Left MFD requires replacement or troubleshooting.
NO L-MFD-3 BUS OUTPUT FAILED/WIRING L-MFD-3 bus is reported inactive by the left PFD and right PFD. Suspect a failed left MFD
transmitter, or wiring.
NO L-AHC-2 BUS INPUT FAILED/WIRING Left MFD is reporting L-AHC-2 inactive while L-AHC-2 is not reported inactive by the left PFD.
Suspect a failed left MFD bus input, or wiring.
NO R-AHC-3 BUS INPUT FAILED/WIRING Left MFD is reporting R-AHC-3 inactive while R-AHC-3 is not reported inactive by the left PFD.
NO L-ADC-2 BUS INPUT FAILED/WIRING Left MFD is reporting L-ADC-2 inactive while L-ADC-2 is not reported inactive by the left PFD.
NO R-ADC-3 BUS INPUT FAILED/WIRING Left MFD is reporting R-ADC-3 inactive while R-ADC-3 is not reported inactive by the left PFD.
NO L-DCU-2 BUS INPUT FAILED/WIRING Left MFD is reporting L-DCU-2 inactive while L-DCU-2 is not reported inactive by the left PFD.
NO R-DCU-3 BUS INPUT FAILED/WIRING Left MFD is reporting R-DCU-3 inactive while R-DCU-3 is not reported inactive by the left PFD.
NO L-DCP-1 BUS INPUT FAILED/WIRING Left MFD is reporting L-DCP-1 inactive while L-DCP-1 is reported active by the left PFD. Suspect a
failed left MFD bus input, or wiring.
NO L-FMC-2 BUS INPUT FAILED/WIRING Left MFD is reporting L-FMC-2 inactive while L-FMC-2 is not reported inactive by the left PFD.
A -12
appendix A

NO R-FMC-6 BUS INPUT FAILED/WIRING Left MFD is reporting R-FMC-6 inactive while R-FMC-6 is not reported inactive by the left PFD.
NO L-IOC-1 BUS INPUT FAILED/WIRING Left MFD is reporting L-IOC-1 bus inactive, while the left PFD and right PFD are not reporting
L-IOC-1 inactive. Suspect a failed left MFD bus input, or wiring.
NO R-IOC-1 BUS INPUT FAILED/WIRING Left MFD is reporting R-IOC-1 bus inactive, while the left PFD and right PFD are not reporting
R-IOC-1 inactive. Suspect a failed left MFD bus input, or wiring.
NO L-PFD-3 BUS INPUT FAILED/WIRING Left MFD is reporting L-PFD-3 bus inactive, while the right PFD is not reporting L-PFD-3 inactive.
NO R-PFD-3 BUS INPUT FAILED/WIRING Left MFD is reporting R-PFD-3 bus inactive, while the left PFD is not reporting R-PFD-3 inactive.
NO TCAS-1 BUS INPUT FAILED/WIRING Left MFD is reporting TCAS-1 bus inactive while TCAS-1 is not reported inactive by the left PFD.
NO L-NAV-VIR-1 BUS INPUT FAILED/WIRING Left MFD is reporting L-NAV-VIR-1 bus inactive while L-NAV-VIR-1 is not reported inactive by
the left IOC and left PFD. Suspect a failed left MFD bus input, or wiring.
NO L-EDC-2 BUS INPUT FAILED/WIRING Left MFD is reporting L-EDC-2 bus inactive while L-EDC-2 is not reported inactive by the left PFD.
NO R-EDC-3 BUS INPUT FAILED/WIRING Left MFD is reporting R-EDC-3 bus inactive while R-EDC-3 is not reported inactive by the left PFD.
NO L-TCN-1 BUS INPUT FAILED/WIRING Left MFD is reporting L-TCN-1 inactive while L-TCN-1 is not reported inactive by the left PFD.
NO R-TCN-1 BUS INPUT FAILED/WIRING Left MFD is reporting R-TCN-1 inactive while R-TCN-1 is not reported inactive by the left PFD.
NAV 1 (VHF NAV RECEIVER)
INTERNAL FAULT FAILED Internal fault to the left NAV has occurred. Left NAV requires replacement or troubleshooting.
NO OUTPUT OFF/NO OUTPUT L-NAV-VIR-1 bus is reported inactive by the left IOC, left PFD, and left MFD. Suspect the left
NAV, wiring, or open breaker.
NO OUTPUT OFF/NO OUTPUT L-NAV-VIR-1 bus is reported inactive by the left IOC, left PFD, and left MFD. L-NAV-ADF-1 bus
is also reported inactive by the left IOC. Suspect the left NAV, wiring, or open breaker.
NO L-NAV-VIR-1 BUS OUT FAILED/WIRING L-NAV-VIR-1 bus is reported inactive by at least two of the following: left IOC, left MFD, and left
PFD. Suspect a failed left NAV transmitter, or wiring.
NO L-NAV-ADF-1 BUS OUT FAILED/WIRING L-NAV-ADF-1 bus is reported inactive by the left IOC. Suspect a failed left NAV transmitter, or
wiring.
NO RTU-2 BUS INPUT FAILED/WIRING Left NAV is reporting RTU-2 inactive while RTU-2 is not reported inactive by at least two of the
following: Left DME, Left VHF, Left TDR. Suspect a failed left NAV bus input, or wiring.
NAV 2 (VHF NAV RECEIVER)
INTERNAL FAULT FAILED Internal fault to the right NAV has occurred. Right NAV requires replacement or troubleshooting.
NO OUTPUT OFF/NO OUTPUT R-NAV-VIR-1 bus is reported inactive by the right IOC and right PFD. Suspect the right NAV,
wiring, or open breaker.
NO OUTPUT OFF/NO OUTPUT R-NAV-VIR-1 bus is reported inactive by the right IOC and right PFD. The right IOC is also
reporting R-NAV-ADF-1 inactive. Suspect the right NAV, wiring, or open breaker.
NO R-NAV-VIR-1 BUS OUT FAILED/WIRING R-NAV-VIR-1 bus is reported inactive by the right IOC and right PFD. Suspect a failed right NAV
NO R-NAV-ADF-1 BUS OUT FAILED/WIRING L-NAV-ADF-1 bus is reported inactive by the right IOC. Suspect a failed right NAV transmitter,
or wiring.
NO L-CDU-6 BUS INPUT FAILED/WIRING Right NAV is reporting L-CDU-6 inactive while L-CDU-6 is not reported inactive by the right VHF
and right TDR. Suspect a failed right NAV bus input, or wiring.
A -13
appendix A

PFD 1 (PRIMARY FLIGHT DISPLAY)
NO OUTPUT OFF/NO OUTPUT L-PFD-1 bus is reported inactive, and the left MFD and right PFD are reporting L-PFD-3 bus inputs
inactive. Suspect left PFD, wiring, open breaker, or display reversion.
NO OUTPUT TO IOC OFF/NO OUTPUT L-PFD-1 bus is reported inactive. Suspect a failed left PFD transmitter, or wiring.
INTERNAL FAILURE FAILED Internal fault to the left PFD has occurred. Left PFD requires replacement or troubleshooting.
NO L-PFD-3 BUS OUTPUT FAILED/WIRING L-PFD-3 bus is reported inactive by the left MFD and right PFD. Suspect a failed left PFD
NO R-PFD-3 BUS INPUT FAILED/WIRING Left PFD is reporting R-PFD-3 inactive while R-PFD-3 is not reported inactive by the left MFD.
Suspect a failed left PFD bus input, or wiring.
NO L-MFD-3 BUS INPUT FAILED/WIRING Left PFD is reporting L-MFD-3 inactive while L-MFD-3 is not reported inactive by the right PFD.
NO L-AHC-2 BUS INPUT FAILED/WIRING Left PFD is reporting L-AHC-2 inactive while L-AHC-2 is not reported inactive by the left MFD.
NO R-AHC-3 BUS INPUT FAILED/WIRING Left PFD is reporting R-AHC-3 inactive while R-AHC-3 is not reported inactive by the left MFD.
NO L-ADC-2 BUS INPUT FAILED/WIRING Left PFD is reporting L-ADC-2 inactive while L-ADC-2 is not reported inactive by the left MFD.
NO R-ADC-3 BUS INPUT FAILED/WIRING Left PFD is reporting R-ADC-3 inactive while R-ADC-3 is not reported inactive by the left MFD.
NO L-DCU-2 BUS INPUT FAILED/WIRING Left PFD is reporting L-DCU-2 inactive while L-DCU-2 is not reported inactive by the left MFD.
NO R-DCU-3 BUS INPUT FAILED/WIRING Left PFD is reporting R-DCU-3 inactive while R-DCU-3 is not reported inactive by the left MFD.
NO L-DCP-1 BUS INPUT FAILED/WIRING Left PFD is reporting L-DCP-1 inactive while L-DCP-1 is reported active by the left MFD. Suspect a
failed left PFD bus input, or wiring.
NO L-FMC-2 BUS INPUT FAILED/WIRING Left PFD is reporting L-FMC-2 inactive while L-FMC-2 is not reported inactive by the left MFD.
NO R-FMC-6 BUS INPUT FAILED/WIRING Left PFD is reporting R-FMC-6 inactive while R-FMC-6 is not reported active by the left MFD.
NO L-IOC-1 BUS INPUT FAILED/WIRING Left PFD is reporting L-IOC-1 bus inactive, while the left MFD and right PFD are not reporting
L-IOC-1 inactive. Suspect a failed left PFD bus input, or wiring.
NO R-IOC-1 BUS INPUT FAILED/WIRING Left PFD is reporting R-IOC-1 bus inactive, while the left MFD and right PFD are not reporting
R-IOC-1 inactive. Suspect a failed left PFD bus input, or wiring.
NO TCAS-1 BUS INPUT FAILED/WIRING Left PFD is reporting TCAS-1 bus inactive while TCAS-1 is not reported inactive by the left MFD.
NO L-NAV-VIR-1 BUS INPUT FAILED/WIRING Left PFD is reporting L-NAV-VIR-1 bus inactive while L-NAV-VIR-1 is not reported inactive by the
left IOC and left MFD. Suspect a failed left PFD bus input, or wiring.
NO L-EDC-2 BUS INPUT FAILED/WIRING Left PFD is reporting L-EDC-2 bus inactive while L-EDC-2 is not reported inactive by the left MFD.
NO R-EDC-3 BUS INPUT FAILED/WIRING Left PFD is reporting R-EDC-3 bus inactive while R-EDC-3 is not reported inactive by the left MFD.
NO L-TCN-1 BUS INPUT FAILED/WIRING Left PFD is reporting L-TCN-1 inactive while L-TCN-1 is not reported inactive by the left MFD.
NO R-TCN-1 BUS INPUT FAILED/WIRING Left PFD is reporting R-TCN-1 inactive while R-TCN-1 is not reported inactive by the left MFD.
PFD 2 (PRIMARY FLIGHT DISPLAY)
A -14
appendix A

NO OUTPUT OFF/NO OUTPUT R-PFD-1 bus is reported inactive, and the left MFD and left PFD are reporting R-PFD-3 inputs
inactive. Suspect the right PFD, wiring, open breaker, or display reversion.
NO OUTPUT TO IOC OFF/NO OUTPUT R-PFD-1 bus is reported inactive. Suspect a failed right PFD transmitter, or wiring.
INTERNAL FAILURE FAILED Internal fault to the right PFD has occurred. Right PFD requires replacement or troubleshooting.
NO R-PFD-3 BUS OUTPUT FAILED/WIRING R-PFD-3 bus is reported inactive by the left MFD and left PFD. Suspect a failed right PFD
NO L-PFD-3 BUS INPUT FAILED/WIRING Right PFD is reporting L-PFD-3 inactive while L-PFD-3 is not reported inactive by the left MFD.
Suspect a failed right PFD bus input, or wiring.
NO L-MFD-3 BUS INPUT FAILED/WIRING Right PFD is reporting L-MFD-3 inactive while L-MFD-3 is not reported inactive by the left PFD.
Suspect a failed right PFD bus input, or wiring.
NO L-IOC-1 BUS INPUT FAILED/WIRING Right PFD is reporting L-IOC-1 bus inactive, while the left MFD and left PFD are not reporting
L-IOC-1 inactive. Suspect a failed right PFD bus input, or wiring.
NO R-IOC-1 BUS INPUT FAILED/WIRING Right PFD is reporting R-IOC-1 bus inactive, while the left MFD and left PFD are not reporting
R-IOC-1 inactive. Suspect a failed right PFD bus input, or wiring.
NO R-NAV-VIR-1 BUS INPUT FAILED/WIRING Right PFD is reporting R-NAV-VIR-1 bus inactive while the right IOC is not reporting R-NAV-VIR-1
bus inactive. Suspect a failed right PFD bus input, or wiring.
NO L-TCN-1 BUS INPUT FAILED/WIRING Right PFD is reporting L-TCN-1 inactive while L-TCN-1 is not reported inactive by the left MD.
Suspect a failed Right PFD bus input, or wiring.
NO R-TCN-1 BUS INPUT FAILED/WIRING Right PFD is reporting R-TCN-1 inactive while R-TCN-1 is not reported inactive by the left MD.
Suspect a failed Right PFD bus input, or wiring.
IAPS 1 PWR (IAPS POWER SUPPLY)
POWER FAIL OFF / NO OUTPUT Power not being supplied to IOC1.
OVERHEATED OVERHEAT Power supply overheat. Suspect cooling problem or power.
IAPS 2 PWR (IAPS POWER SUPPLY)
POWER FAIL OFF / NO OUTPUT Power not being supplied to IOC2.
OVERHEATED OVERHEAT Power supply overheat. Suspect cooling problem or power.
RAD ALT 1 (RADIO ALTIMETER)
NO OUTPUT OFF/NO OUTPUT L-RALT-1 bus is reported inactive by the left IOC and TCAS. Suspect the left RALT, wiring, or
open breaker.
ALTIMETER FAULT FAILED Altimeter fault has been detected. Left RALT requires replacement or troubleshooting.
INTERNAL FAULT FAILED Internal fault to the left RALT has occurred. Left RALT requires replacement or troubleshooting.
RTU 1 (RADIO TUNE UNIT)
NO OUTPUT OFF/NO OUTPUT RTU bus outputs are reported inactive. Suspect the RTU, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the right RTU has occurred. Right RTU requires replacement or troubleshooting.
INTERNAL FAN INOP FAILED RTU internal fan is reported failed. Right RTU requires replacement or troubleshooting.
NO RTU-2 BUS OUTPUT FAILED/WIRING RTU-2 bus is reported inactive. Suspect a failed RTU transmitter, or wiring.
NO XTALK BUS OUTPUT FAILED/WIRING RTU-X-TALK bus has been reported inactive. Suspect a failed RTU transmitter, or wiring.
NO RTU-1 BUS OUTPUT FAILED/WIRING RTU-1 bus is reported inactive by the right TDR. Suspect a failed RTU transmitter, or wiring.
NO R-GP-1 BUS INPUT FAILED/WIRING RTU is reporting R-GP-1 bus inactive while the left CDU is not reporting R-GP-1 bus inactive.
Suspect a failed RTU bus input, or wiring.
NO L-GP-1 BUS INPUT FAILED/WIRING RTU is reporting L-GP-1 bus inactive while the left CDU is not reporting L-GP-1 bus inactive.
Suspect a failed RTU bus input, or wiring.
TAWS (TERRAIN AWARENESS WARNING SYSTEM)
A -15
appendix A

NO TAWS-1 BUS OUTPUT OFF/NO OUTPUT TAWS-1 bus is reported inactive. Suspect the TAWS, wiring, or open breaker.
NO TERR-1 BUS OUTPUT FAILED/WIRING TERR-1 bus is reported inactive by the left MFD and left PFD. Suspect a failed TAWS transmitter,
or wiring.
NO TERR-1 BUS TO MFD1 FAILED/WIRING TERR-1 bus is reported inactive by the left MFD. Suspect a failed TAWS transmitter, wiring, or left
MFD receiver.
NO TERR-1 BUS TO PFD1 FAILED/WIRING TERR-1 bus is reported inactive by the left PFD. Suspect a failed TAWS transmitter, wiring,
or left PFD receiver.
NO TERR-2 BUS OUTPUT FAILED/WIRING TERR-2 bus is reported inactive by the right PFD. Suspect a failed TAWS transmitter, or wiring.
NO L-GP-5 BUS INPUT FAILED/WIRING TAWS is reporting L-GP-5 inactive while L-GP-5 data is not reported inactive by at least three of the
following: left DCU, right DCU, left EDC, right EDC. Suspect a failed TAWS bus input, or wiring.
NO R-GP-5 BUS INPUT FAILED/WIRING TAWS is reporting R-GP-5 inactive while R-GP-5 data is not reported inactive by the left DCU and
right DCU. Suspect a failed TAWS bus input, or wiring.
PROGRAM PIN FAIL FAILED Program pin failure has been detected. TAWS requires troubleshooting or replacement.
FLAP INPUT FAIL FAILED Flap input failure has been detected. TAWS requires troubleshooting or replacement.
GEAR INPUT FAIL FAILED Gear input failure has been detected. TAWS requires troubleshooting or replacement.
TAWS FAULT FAILED Internal fault has been detected. TAWS requires troubleshooting or replacement.
TDR 1 (ATC TRANSPONDER)
NO OUTPUT TO IOC OFF/NO OUTPUT L-TDR-1 bus has been reported inactive by the left IOC. Suspect a failed left TDR transmitter,
open breaker, or wiring.
INTERNAL FAULT FAILED Internal fault to the left TDR has occurred. Left TDR requires replacement or troubleshooting.
CONFIG STRAPS INVALID FAILED Configuration/strapping requires troubleshooting.
INVALID MODE S ADDR FAILED Mode S configuration is invalid.
NO L-TDR-XT BUS OUTPUT FAILED/WIRING L-TDR-XT bus is reported inactive by the TCAS. Suspect a failed left TDR transmitter, or wiring.
NO RTU-2 BUS INPUT FAILED/WIRING Left TDR is reporting RTU-2 inactive while RTU-2 data is not reported inactive at other LRUs.
Suspect a failed left TDR bus input, or wiring.
TDR 2 (ATC TRANSPONDER)
NO OUTPUT TO IOC OFF/NO OUTPUT R-TDR-1 bus has been reported inactive. Suspect a failed right TDR transmitter, open breaker,
or wiring.
INTERNAL FAULT FAILED Internal fault to the left TDR has occurred. Right TDR requires replacement or troubleshooting.
CONFIG STRAPS INVALID FAILED The right TDR configurations/strapping is incompatible.
INVALID MODE S ADDR FAILED Mode S configuration. is invalid.
NO R-TDR-XT BUS OUTPUT FAILED/WIRING R-TDR-XT bus is reported inactive by the TCAS. Suspect a failed right TDR transmitter, or wiring.
NO L-CDU-6 BUS INPUT FAILED/WIRING Right TDR is reporting L-CDU-6 inactive while L-CDU-6 data is not reported inactive by at least two
of the following: right NAV, right VHF, right DME. Suspect a failed right TDR bus input, or wiring.
TCAS I (TRAFFIC COLLISION AVOIDANCE SYSTEM)

NO OUTPUT OFF/NO OUTPUT TCAS I bus outputs are reported inactive. Suspect the TCAS I, wiring, or open breaker.
NO OUTPUT TO IOC OFF/NO OUTPUT TCAS I data is absent at the left and right IOC. Suspect the TCAS I, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the TCAS I has occurred. TCAS I requires replacement or troubleshooting.
NO L-GP-1 BUS INPUT FAILED/WIRING TCAS I is reporting L-GP-1 bus inactive while the left CDU and RTU are not reporting L-GP-1 bus
inactive. Suspect a failed TCAS I bus input, or wiring.
NO L-AHC-1 BUS INPUT FAILED/WIRING TCAS I is reporting L-AHC-1 inactive while L-AHC-1 is not reported inactive by the left IOC and
left FGC. Suspect a failed TCAS I bus input, or wiring.
A -16
appendix A

NO L-RALT-1 BUS INPUT FAILED/WIRING TCAS I is reporting L-RALT-1 bus inactive while the left IOC is not reporting L-RALT-1 bus
inactive. Suspect a failed TCAS I bus input, or wiring.
TCAS II CH A (TRAFFIC COLLISION AVOIDANCE SYSTEM)

NO OUTPUT OFF/NO OUTPUT TCAS II channel A output buses are reported inactive. Suspect TCAS II, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the TCAS II channel A has occurred. TCAS II requires replacement or
troubleshooting.
NO TCAS-1 BUS OUTPUT FAILED/WIRING TCAS-1 bus is reported inactive by the left MFD and left PFD. Suspect a failed TCAS II transmitter,
or wiring.
NO TTR-TX-1 BUS OUTPUT FAILED/WIRING TTR-XT-1 bus is reported inactive by the left TDR, while the right TDR is not reporting TCAS II
bus input inactive. Suspect a failed TCAS II transmitter, or wiring. If still in standby the TDR
may still be flagging both TTR buses failing.
TA 1 DISPLAY INVALID FAILED TA (Traffic Advisory) display invalid on TCAS Channel 1.
RA 1 DISPLAY INVALID FAILED RA (Resolution Advisory) display invalid on TCAS Channel 1.
NO L-AHC-1 BUS INPUT FAILED/WIRING TCAS II channels A and B are reporting L-AHC-1 inactive while L-AHC-1 is not reported inactive
by the left IOC and left FGC. Suspect a failed TCAS II bus input, or wiring.
NO L-AHC-1 BUS INPUT FAILED/WIRING TCAS II channel A is reporting L-AHC-1 inactive while L-AHC-1 is not reported inactive by the left
IOC, left FGC, and TCAS II channel B. Suspect a failed TCAS II channel A bus input, or wiring.
NO L-RALT-1 BUS INPUT FAILED/WIRING TCAS II channels A and B are reporting L-RALT-1 inactive while L-RALT-1 data is not reported
inactive by the left IOC. Suspect a failed TCAS II bus input, or wiring.
NO L-RALT-1 BUS INPUT FAILED/WIRING TCAS II channel A is reporting L-RALT-1 inactive while L-RALT-1 data is not reported inactive by
the left IOC and TCAS II channel B. Suspect a failed TCAS II channel A bus input, or wiring.
INVALID TCAS PROTOCOL FAILED Data received was not a valid protocol for this LRU.
TCAS II CH B (TRAFFIC COLLISION AVOIDANCE SYSTEM)

NO OUTPUT OFF/NO OUTPUT TCAS II channel B output buses are reported inactive. Suspect TCAS II, wiring, or open breaker.
INTERNAL FAULT FAILED Internal fault to the TCAS II channel B has occurred. TCAS II requires replacement or
troubleshooting.
TA 2 DSPLY INVAL FAILED TA (Traffic Advisory) display invalid on TCAS Channel 2.
RA 2 DSPLY INVAL FAILED RA (Resolution Advisory) display invalid on TCAS Channel 2.
NO TCAS-2 BUS OUTPUT FAILED/WIRING TCAS-2 bus is reported inactive by the right PFD. Suspect failed TCAS II output or wiring.
NO TTR-TX-2 BUS OUTPUT FAILED/WIRING TTR-XT-2 bus is reported inactive by the right TDR, while the left TDR is not reporting TCAS II
bus input inactive. Suspect a failed TCAS II transmitter, or wiring. If still in standby the TDR
may still be flagging both TTR busses failing.
NO L-AHC-1 BUS INPUT FAILED/WIRING TCAS II channel B is reporting L-AHC-1 inactive while L-AHC-1 is not reported inactive by the left
IOC, left FGC, and TCAS II channel A. Suspect a failed TCAS II channel B bus input, or wiring.
NO L-RALT-1 BUS INPUT FAILED/WIRING TCAS II channel B is reporting L-RALT-1 inactive while L-RALT-1 data is not reported inactive by
the left IOC and TCAS II channel A. Suspect a failed TCAS II channel B bus input, or wiring.
INVALID TCAS PROTOCOL FAILED Data received was not a valid protocol for this LRU.
TTR 1 LOWER ANT
TCAS LOWER ANT FAIL FAILED TCAS lower antenna failure.
TTR 1 UPPER ANT
TCAS UPPER ANT FAIL FAILED TCAS upper antenna failure.
VHF 1 (VHF COMM TRANSCEIVER)
NO OUTPUT TO IOC OFF/NO OUTPUT L-VHF-1 bus has been reported inactive by the left IOC. Suspect a failed left VHF transmitter,
open breaker, or wiring.
A -17
appendix A

INTERNAL FAULT FAILED Internal fault to the left VHF has occurred. Left VHF requires replacement or troubleshooting.
STUCK MIC BUTTON LRU OK / INFO Transmitter from the left VHF is failed. Check if the microphone button is stuck.
NO RTU-2 BUS INPUT FAILED/WIRING Left VHF is reporting RTU-2 inactive while RTU-2 data is not reported inactive by other LRUs.
Suspect a failed left VHF bus input, or wiring.
NO OUTPUT TO IOC OFF/NO OUTPUT R-VHF-1 bus has been reported inactive. Suspect a failed right VHF transmitter, open breaker,
or wiring.
INTERNAL FAULT FAILED Internal fault to the right VHF has occurred. Right VHF requires replacement or troubleshooting.
STUCK MIC BUTTON LRU OK / INFO Transmitter from the VHF2 is failed. Check if the microphone button is stuck.
NO L-CDU-6 BUS INPUT FAILED/WIRING Right VHF is reporting L-CDU-6 inactive while L-CDU-6 data is not reported inactive by the right
NAV VIR and right TDR. Suspect a failed right VHF bus input, or wiring.
NO OUTPUT TO IOC OFF/NO OUTPUT T-VHF-1 bus has been reported inactive. Suspect a failed third VHF transmitter, open breaker,
or wiring
INTERNAL FAULT FAILED Internal fault to the third VHF has occurred. Third VHF requires replacement or troubleshooting.
STUCK MIC BUTTON LRU OK / INFO Transmitter from the third VHF is failed. Check if the microphone button is stuck.
VHF 1 ANTENNA
REFLECTED POWER FAILED/WIRING Reflected power to antenna is incorrect. Suspect antenna wiring, installation, or faulty antenna.
VHF 2 ANTENNA
VHF 3 ANTENNA
WXR (WEATHER RADAR)
NO WXT-1 BUS OUTPUT OFF/NO OUTPUT WXT-1 bus has been reported inactive. Suspect a failed WXR transmitter, open breaker, or wiring.
NO WXT-1 BUS TO MFD1 FAILED/WIRING WXT-1 bus has been reported inactive by the left MFD. Suspect the WXR, or wiring.
NO WXT-1 BUS TO PFD1 FAILED/WIRING WXT-1 bus has been reported inactive by the left PFD. Suspect the WXR, or wiring.
NO WXT-1 BUS TO PFD2 FAILED/WIRING WXT-1 bus has been reported inactive by the right PFD. Suspect the WXR, or wiring.
XMTR/RCVR FAULT FAILED WXR has reported a transmitter/receiver fault. WXR requires troubleshooting or replacement.
NO L-GP-4 BUS INPUT FAILED/WIRING WXR is reporting L-GP-4 inactive while L-GP-4 data is not reported inactive by the left GPS.
Suspect a failed WXR bus input, or wiring.
NO L-GP-4 BUS INPUT FAILED/WIRING WXR is reporting L-GP-4 inactive while L-GP-4 data is not reported inactive by the left GPS and
right GPS. Suspect a failed WXR bus input, or wiring.
NO R-GP-4 BUS INPUT FAILED/WIRING WXR is reporting R-GP-4 inactive while R-GP-4 data is not reported inactive by the left GPS.
Suspect a failed WXR bus input, or wiring.
NO R-GP-4 BUS INPUT FAILED/WIRING WXR is reporting R-GP-4 inactive while R-GP-4 data is not reported inactive by the left GPS and
right GPS. Suspect a failed WXR bus input, or wiring.
INVALID MODE/RANGE LRU OK / INFO Invalid command for WXR mode or range distance given by controller.
WX ANTENNA
WX ANTENNA FAULT FAILED Weather radar antenna failure.
A -18
appendix A
A .2. WARNINGS.
This section shows and describes the Warnings and Flags shown on the cockpit displays of the Beechcraft King Air with Integrated
Flight Information System (IFIS) Avionics Systems. Tables describe each control or display in sufficient detail so that the flight-line
technician can operate the equipment and troubleshoot the complete system.
Refer to Figure A -1 through Figure A -4 for illustrations of the yellow comparators and red flags of each system avionics unit in the
cockpit. The tables associated with these figures describe each Warning or Flag.
A -19
appendix A
Table A -2. PFD Primary Flight Display, Yellow Comparator Warnings Display.
CONTROL OR
DISPLAY
Elevator, aileron, or Refer to Figure A -1.
rudder mistrim A boxed E is annunciated when the autopilot indicates elevator mistrimmed. A boxed A is annunciated when the
autopilot indicates aileron mistrimmed. A boxed R is annunciated when the autopilot indicates rudder mistrimmed.
The arrow in the box indicates the direction of mistrim.
Airspeed comparator The indicated airspeed comparator (yellow boxed IAS), shows when the difference between the pilot's and copilot's
airspeed exceeds tolerance. The indicated airspeed comparator flashes for five seconds and then is steady.
If valid data shows on the PFD for airspeed and altitude, but independently sourced data required for the comparison
function for that parameter is not available, then a white boxed XADC (No-Comparator) flag shows in the PFD
message window to the left of the airspeed tape.
Flight director The flight director comparator (yellow boxed FD), shows when the difference between the pilot's and copilot's flight
comparator directors exceeds tolerance. The flight director comparator flashes for five seconds and then is steady.
AFD crosstalk flag The Adaptive Flight Display (AFD) crosstalk flag (yellow boxed XTLK), shows when any AFD loses the crosstalk
input from any other PFD or MFD.
Radio altitude The radio altitude comparator (yellow boxed RA), shows when the difference between the pilot's and copilot's radio
comparator altitude exceeds tolerance. The radio altitude comparator flashes for five seconds and then is steady.
If valid data shows on the PFD for radio altitude, but independently sourced data required for the comparison function
for that parameter is not available, then a white boxed XRA (No-Comparator) flag shows in the PFD message window
to the left of the airspeed tape.
Heading comparator The heading comparator (yellow boxed HDG), shows when the difference between the pilot's and copilot's heading
exceeds tolerance. The heading comparator flashes for five seconds and then is steady.
Attitude comparator The attitude comparator (yellow boxed ATT), shows when the difference between the pilot's and copilot's pitch and
roll exceeds tolerance. The attitude comparator flashes for five seconds and then is steady.
Pitch comparator The pitch comparator (yellow boxed PIT), shows when the difference between the pilot's and copilot's pitch exceeds
tolerance. The pitch comparator flashes for five seconds and then is steady. PIT annunciates in the same location as
ATT comparator.
Roll comparator The roll comparator (yellow boxed ROL), shows when the difference between the pilot's and copilot's roll exceeds
tolerance. The roll comparator flashes for five seconds and then is steady. ROL annunciates in the same location as
ATT comparator.
If valid data shows on the PFD for pitch, roll, and heading, but independently sourced data required for the comparison
function for that parameter is not available, then a white boxed XAHS (No-Comparator) flag shows in the PFD
message window to the left of the airspeed tape.
Altitude comparator The altitude comparator (yellow boxed ALT), shows when the difference between the pilot's and copilot's altitude
exceeds tolerance. The altitude comparator flashes for five seconds and then is steady.
ILS localizer The localizer deviation comparator (yellow boxed LOC), shows when the difference between the pilot's and copilot's
comparator localizer deviation exceeds tolerance. The localizer deviation comparator flashes for five seconds and then is steady.
ILS glideslope The glideslope deviation comparator (yellow boxed GS), shows when the difference between the pilot's and copilot's
comparator glideslope deviation exceeds tolerance. The glideslope deviation comparator flashes for five seconds and then is steady.
A -20
appendix A
Table A -2. PFD Primary Flight Display, Yellow Comparator Warnings Display. - Continued
CONTROL OR
DISPLAY
ATT/HDG During the period when the Attitude Heading Reference System (AHRS) or Inertial Reference System (IRS) is
ALIGNING aligning and the airplane is on the ground, the PFD shows the ATT/HDG ALIGNING DO NOT TAXI annunciation.
During the period when the AHRS or IRS is aligning and the airplane is airborne, the PFD shows the ATT/HDG
ALIGNING annunciation.
Engine If valid data shows on the PFD for ITT, TORQ, PROP, and N1, but independently sourced data required for the
no-comparator comparison function for that parameter is not available, then a white boxed ENG1 or ENG2 (No-Comparator) flag
shows in the PFD message window to the left of the airspeed tape. The engine no-comparator flashes for five seconds
when the miscompare condition first exists, then steady.
Figure A -1. Controls and Displays, Primary Flight Display, Yellow Comparator Warnings
A -21
appendix A
Table A -3. MFD Multifunction Display, Yellow Comparator Display.
CONTROL OR
DISPLAY
ITT engine Refer to Figure A -2. The ITT engine comparator annunciators are located above the respective engine TORQ/ITT
comparator (shows scale. The ITT engine comparator (yellow boxed ITT), shows when the difference between the Engine Data
on MFD) Concentrator (EDC) and Data Concentrator Unit (DCU) inputs exceeds tolerance. The ITT engine comparator flashes
for five seconds when the miscompare condition first exists, then steady.
Torque comparator The TORQ engine comparator annunciators are located above the respective engine TORQ/ITT scale. The TORQ
(shows on MFD) engine comparator (yellow boxed TORQ), shows when the difference between the Engine Data Concentrator (EDC)
and Data Concentrator Unit (DCU) inputs exceeds tolerance. The TORQ engine comparator flashes for five seconds
when the miscompare condition first exists, then steady.
Propeller RPM The PROP comparator annunciator is located between the propeller RPM scales. The PROP comparator (yellow
comparator (shows boxed PROP), shows when the difference between the Engine Data Concentrator (EDC) and Data Concentrator Unit
on MFD) (DCU) inputs exceeds tolerance. The PROP comparator flashes for five seconds when the miscompare condition
first exists, then steady.
N1 engine The N1 engine comparator annunciator is located between the engine N1 scales. The N1 engine comparator (yellow
comparator (shows boxed N1), shows when the difference between the Engine Data Concentrator (EDC) and Data Concentrator Unit
on MFD) (DCU) inputs exceeds tolerance. The N1 engine comparator flashes for five seconds when the miscompare condition
first exists, then steady.
Figure A -2. MFD Multifunction Display, Yellow Comparator Display
A -22
appendix A
Table A -4. PFD Primary Flight Display, Red Flags Display.
CONTROL OR
DISPLAY
Refer to Figure A -3.
Horizontal stabilizer The horizontal stabilizer trim fail flag is a red TRIM display. The horizontal stabilizer trim fail flag appears when
trim fail flag either FGC detects a pitch trim failure.
Flight director flag The flight director flag is a red boxed FD display. The flight director flag appears when either the flight director pitch
or roll data becomes invalid, or if directed by the autopilot. A red line is drawn through the FD mode annunciator.
Airspeed flag A red boxed IAS flag shows instead of the airspeed tape when the airspeed becomes invalid. When the airspeed flag is
in view, all airspeed display information is removed.
Radio altitude flag When radio altitude is invalid, the radio altitude flag, a red RA, shows and the following are removed:
• Analog radio altitude symbology
• Analog decision height marker
• Digital radio altitude.
Display control panel The Display Control Panel flag is a red boxed DCP display. The DCP flag appears when a DCP failure has been
flag detected.
Active NAV source When the navigation source input fails, the navigation source is annunciated in red letters in a red box. The possible
flag annunciations are LOC1, LOC2, MLS1, MLS2, TCN1, TCN2, VOR1, VOR2, FMS1, and FMS2. The following
displays are removed:
• Lateral deviation bar
• Lateral deviation scale
• TO/FROM indication.
Attitude flag When the attitude input data fails, a red ATT flag shows in a red box, and the following are removed:
• Sky/ground raster
• Pitch tape
• Roll pointer
• Roll scale
• Slip/skid indicator.
VNAV deviation flag If FMS1 or FMS2 is the selected navigation source and the vertical deviation input is invalid, the vertical deviation
flag, a red VNAV, shows in a box. The vertical deviation scale and pointer are removed when the vertical deviation
flag is in view.
Barometric altitude The barometric altitude flag is a red ALT display in a box. It appears when the altitude information from the selected
flag altitude source becomes invalid. The following items are removed from the display when the altitude flag is in view:
• Barometric altitude tapes
• Digital altitude readout
• Preselect altitude reference
• Digital preselect altitude
• Metric altitude readout
• Metric preselect altitude.
Vertical speed flag The vertical speed flag, a red VS flag, shows in place of the vertical speed scale, vertical speed pointer, and vertical
speed digital display when the vertical speed input becomes invalid.
A -23
appendix A
Table A -4. PFD Primary Flight Display, Red Flags Display. - Continued
CONTROL OR
DISPLAY
Localizer deviation If ILS1 or ILS2 is the selected navigation source and the lateral deviation input is invalid, the lateral deviation
flag flag, a red LOC flag, shows in a box. If MLS1 or MLS2 is the selected navigation source and the lateral deviation
input is invalid, the lateral deviation flag, a red MAZ, shows in a box. The vertical deviation scale and pointer are
removed when the vertical deviation flag is in view.
Glideslope deviation If ILS1 or ILS2 is the selected navigation source and the vertical deviation input is invalid, the vertical deviation flag, a
flag red GS, shows in a box. If MLS1 or MLS2 is the selected navigation source and the vertical deviation input is
invalid, the vertical deviation flag, a red MGP, shows in a box. The vertical deviation scale and pointer are removed
when the vertical deviation flag is in view.
Heading flag When the heading sensor input fails, a red HDG flag shows in a red box.
Figure A -3. Controls and Displays, Primary Flight Display, Red Flags
A -24
appendix A
Table A -5. RTU-4220 Radio Tuning Unit, HSI Page, Flags Page.
CONTROL OR
DISPLAY
HSI MAIN Refer to Figure A -4.
DISPLAY page The HSI main display page may be selected from the second top level page. This page is a backup navigation display
that shows raw course data and allows control of the onside radios.
FLAGS The paragraphs below are about flags that may be shown to indicate a failed data source.
COM The COM frequency is replaced by dashes, if the echoed COM frequency does not agree with the commanded
COM frequency.
DME The DME distance is replaced by dashes, if the echoed DME frequency does not agree with the commanded DME
frequency. The DME distance is blanked, if no DME data is being received.
G/S The vertical deviation scale is replaced by a boxed G/S flag, if an ILS frequency is tuned and the ILS glideslope
source is not valid.
HDG The lubber line is replaced by a boxed HDG flag and the compass card is rotated north up, if the heading source
is not valid.
LOC The lateral deviation scale is replaced by a boxed COM, COM1, or COM2 flag, if a LOC frequency is tuned and the
LOC source is not valid.
NAV The NAV frequency is replaced by dashes, if the echoed NAV frequency does not agree with the commanded NAV
frequency.
VOR The lateral deviation scale is replaced by a boxed VOR, VOR1, or VOR2 flag, if a VOR frequency is tuned and the
VOR source is not valid.
Figure A -4. Controls and Displays, Radio Tuning Unit, RTU-4200, Failed Data Flags Page
A -25/(A -26 Blank)

APPENDIX B
Maintenance Words
B .1. MAINTENANCE DIAGNOSTIC WORDS.

Refer to Table B -1 for a list of the diagnostic words from each LRU. Table B -2 shows how to interpret a diagnostic word. Use this
table to decode the hexadecimal readouts. Refer to Table B -3 for the hexadecimal-to-binary conversion table. Refer to Table B -4
through Table B -71 for a bit definition of each diagnostic word.
B -1
appendix B
Table B -1. LRU Diagnostic Data, Reporting LRUs.

LRU OCTAL LABEL LRU OCTAL LABEL
OF DIAGNOSTIC IOC LABEL OF OF DIAGNOSTIC IOC LABEL OF
LRU WORD DIAGNOSTIC WORD LRU WORD DIAGNOSTIC WORD
ADC 1 350, 351 062, 301 HF 1 351 043
ADC 2 350, 351 062, 301 IAPS IOC 1 350, 351, 352, 354 350, 351, 352, 354
AHC 1 350, 351 060, 061 IAPS IOC 2 350, 351, 352, 354 350, 351, 352, 354
AHC 2 350, 351 060, 061 IOC 1 INPORTS 352, 353 352, 353
CCP 1 361 372 IOC 2 INPORTS 352, 353 352, 353
CDU 1 354 140 LIGHTNING SYS 001 164
CDU 2 354 140 MDC 350, 352 046, 070
CMU 1 350, 351 216, 217 MFD 1 350, 351 073, 306
DBU 351 311 NAV 1 350A, 350V 063, 075
DCP 1 352 303 NAV 2 350, 350 063, 075
DCP 2 352 303 PFD 1 216, 350, 351 130, 072, 305
DCU 1 350, 351, 352 044, 152, 013 PFD 2 216, 350, 351 130, 072, 305
DCU 2 350, 351, 352 044, 152, 013 RAD ALT 1 350 077
DME 1 350 067 RTU 1 350, 351 040, 041
DME 2 350 067 TAWS 350, 351, 355 144, 145, 146
EDC 1 350, 351, 352 044, 152, 013 TCAS I 350 056
EDC 2 350, 351, 352 044, 152, 013 TCAS II CH A 350A 054
FGC 1 350, 351 071, 124 TCAS II CH B 350B 054
FGC 2 350, 351 071, 124 TDR 1 031, 350 031, 064
FMC 1 350 065 TDR 2 031, 350 031, 064
FMC 2 350 065 VHF 1 350 074
FSU 1 350, 351, 352, 353, 354 361, 363, 364, 365, 366 VHF 2 350 074
GPS 1 355 042 VHF 3 350 074
GPS 2 355 042 WXR 354 314
B -2
appendix B
Table B -2. Diagnostic Word Interpretation.

These words show on the ADVANCED DIAGNOSTICS pages.
SAMPLE 6-DIGIT HEXADECIMAL DISPLAY: 2 0 5 7 A E
BINARY VALUE BIT NUMBER HEX VALUE
1 9 E 0
2 10 1
4 11 1
8 12 1
1 13
A 0
2 14 1
4 15 0
8 16 1
1 17 7 1
2 18 1
4 19 1
8 20 0
1 21 5 1
2 22 0
4 23 1
8 24 0
1 25
0 0
2 26 0
4 27 0
8 28 0
1 29
2 0
2 30 1 Bits 10–12, 14, 16–19, 21, 23, and 30 are set.
4 31 0
8 32 0
B -3
appendix B
Table B -3. Hexadecimal to Binary Conversion Table.

HEXADECIMAL DIGIT
BINARY
VALUE 0 1 2 3 4 5 6 7 8 9 A (10) B (11) C (12) D (13) E (14) F (15)
1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1
2 0 0 1 1 0 0 1 1 0 0 1 1 0 0 1 1
4 0 0 0 0 1 1 1 1 0 0 0 0 1 1 1 1
8 0 0 0 0 0 0 0 0 1 1 1 1 1 1 1 1
1. Turn to table that shows the LRU diagnostic word to be decoded.
2. Convert each of the 6 hexadecimal digits shown on MFD to a binary value.
3. Mark a 1 or a 0 by each bit number in the left column of the table.

4. The description of each line marked with a 1 is true.
B -4
appendix B
Table B -4. ADC-3010 Diagnostics Wd 2 [DISC].

OCTAL 301/351 BIT DESCRIPTION
NUMBER
9 1SDI code
10 1SDI code
11 0
12 0
13 Fault field
14 Fault field
15 Fault field
16 Fault field
17 Fault field
18 Fault field
19 Fault field
20 Fault field
21 Fault field
22 Fault field
23 Fault field
24 Fault field
25 3Ident field (LSB)
26 3Ident field
27 3Ident field
28 3Ident field (MSB)
29 0
30 2SSM code
31 2SSM code
32 Parity (odd)
1SDI Code: Bit 10 Bit 9 LRU Number 2SSM Code: Bit 31 Bit 30 LRU Status
0 0 Not Used 0 0 Failure Warning
0 1 1 (left) 0 1 Not Used
1 0 2 (right) 1 0 Functional Test
1 1 3 (third) 1 1 Normal Operation
Bit Ident code 1 Bit Ident code 3
13 Rt monitor 13 Rt counter
14 Qc monitor 14 Qc counter
15 Ps monitor 15 Ps counter
16 0 16 0
17 TAT/SAT/ISA 17 Initialization
18 Vertical speed 18 Foreground
19 Airspeed 19 Power supply
B -5
appendix B
Table B -4. ADC-3010 Diagnostics Wd 2 [DISC]. - Continued

20 Altitude 20 Bad 386 interrupt
21 SSEC 21 0
22 Mach 22 Discrete input
23 TAS 23 Scrap code
24 Vmo/Mmo 24 Source ident
13 STIM Rt input 13 0
14 STIM Qc input 14 0
15 STIM Ps input 15 0
16 0 16 Offset data
17 Serial I/O 17 Coefficient data
18 0 18 Software/hardware version
19 0 19 RAM
20 0 20 NVM
21 ARINC loopback 21 RTE ROM

22 ARINC output 22 ACM ROM
23 0 23 Program ROM
24 Baro input 24 Low ROM
3Ident field code
bits: 28 27 26 25 Nature of fault (ident code)
0 0 0 1 Computational (1)
0 0 1 0 Input/output (2)
0 0 1 1 Hardware (3)
0 1 0 0 Memory (4)
B -6
appendix B
Table B -5. ADC-3010 Diagnostics Wd 1 [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 0
12 0
13 Rt sensor (Temperature probe)
14 Qc sensor
15 Ps sensor
16 Offset Data
17 Data Load Needed
18 Vertical Speed
19 Airspeed
20 Altitude
21 ARINC Wraparound
22 Discrete Input
23 Sensor Coefficient Data
24 Aircraft Configuration Memory (ACM)
25 Non volatile memory (NVM)
26 RAM
27 ROM
28 ADC Invalid
29 0
30 2SSM code
31 2SSM code
32 Parity (odd)
1SDI code: Bit 10 Bit 9 LRU Number 2SSM code: Bit 31 Bit 30 LRU Status
0 0 Not used 0 0 Failure warning
0 1 1 (left) 0 1 Not used
1 0 2 (right) 1 0 Functional test
1 1 3 (third) 1 1 Normal operation
B -7
appendix B
Table B -6. AHC-3000 Diagnostics WD #1 [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 HDG valid†
12 Attitude valid†
13 Rate compare valid†
14 Accel. compare valid†
15 Checksum valid†
16 Align valid†
17 Flux detector valid†
18 I/O valid†
19 Hardware valid†
20 W1Fail (1 = Fail, 0 = OK)
21 W2Fail (1 = Fail, 0 = OK)
22 Initialization mode (1 = Not Complete, 0 = Complete)
23 Hi rate valid†
24 Box orientation valid†
25 RAM backup valid†
26 Wrp-arnd enable (1 = No, 0 = Yes)
27 DISC_IN.COMP_MODE (1 = On, 0 = Off)
28 DISC_IN.DG_MODE (1 = DG mode, 0 = Slaved)
29 Air data serial input (1 = Not present, 0 = Present)
30 2SSM code
31 2SSM code
32 Parity (odd)
† 1 = Invalid, 0 = Valid
0 0 Not used 0 0 Failure warning
1 0 2 (right) 1 0 Test/STIM mode
1 1 3 (third) 1 1 Valid Data (Both attitude and
heading must be valid.)
B -8
appendix B
Table B -7. AHC-3000 Diagnostics WD No 2 [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Air Data Valid (1=Invalid,0=Valid)
12 Air Data Valid (1=Invalid, 0=Valid)
13 Air Data Valid (1=Invalid, 0=Valid)
14 Reserved
15 Reserved
16 Reserved
17 3Mounting Orientation
18 3Mounting Orientation
19 Strut Switch (1 = On Ground, 0 = In Air)
20 Maintenance Mode Selected (1=Mode Selected,0=No Mode Selected)
21 4Maintenance Mode ID
25 Reserved
26 Reserved
27 Reserved
28 Leveling Mode (1 = Basic,Initialization,Abort, 0=Normal)
29 Maintenance Mode Selected (1=Mode Selected,0=No Mode Selected)
30 2SSM code
31 2SSM code
32 Parity (odd)
3Mounting
orientation: Bit 18 Bit 17 Orientation
0 0 Front facing starboard (right)
0 1 Front facing port (left)
1 0 Front facing fore
1 1 Front facing aft
4Maintenance
mode ident: Bit 24 Bit 23 Bit 22 Bit 21
0 0 0 0 Normal AHRS mode active
0 0 0 1 Bench test mode active
0 0 1 0 Field test mode active
B -9
appendix B
Table B -7. AHC-3000 Diagnostics WD No 2 [DISC]. - Continued

4Maintenance
mode ident: Bit 24 Bit 23 Bit 22 Bit 21
0 1 0 0 MMT leveling mode active
1 0 0 0 FDU compensation mode active
0 04 Not used 0 0 Normal
0 1 1 (left) 0 1 No Computed Data
1 0 2 (right) 1 0 Test/STIM mode
1 1 3 1 1 Failure Warning
B -10
appendix B
Table B -8. AHC-3000 Discrete WD 1 [DISC].

OCTAL 270 BIT
NUMBER
9 SDI code 0 4th 1 Left 0 Right 1 3rd
10 SDI code 0 unit 0 unit 1 unit 1 unit
11 Align Mode/Not Ready (1 = Align Mode, 0=Normal Op Mode)
12 Reversionary Att. Mode (1 = Reversionary Mode)
13 Normal Attitude Mode (1 = Normal Mode)
14 Mag Heading/DG Mode (1 = Mag Hdg Mode, 0=DG Hdg Mode)
15 Attitude Invalid (1 = Invalid, 0 = Valid)
16 Reserved: Low Battery
17 Reserved: Battery/Primary Power
18 Airdata Invalid (1 = Invalid,0=Valid)
19 AHRU (1 = Att. Or Hdg. Failure)
20 Slewing (1 = Slewing)
21 Spare
22 Spare
23 Reserved: Excess Motion as MMT Leveling
24 Spare
25 Reserved: No VOR/DME #1 Input
26 System Slave (1=Significant flux heading diff, 0=Normal)
27 Reserved
28 Spare
29 Reserved: No VOR/DME #2 Input
30 SSM code 0 Normal 1 No Computed 0 Test/Stim 1 Failure
31 SSM code 0 operation 0 data 1 mode 1 warning
32 Parity (odd)
B -11
appendix B
Table B -9. CCP Diagnostics [DISC].

NUMBER
9 1SDI Code
10 1SDI Code
11 Front Panel ID RSVD (default=0)
14 1 ARINC 429 Input Inactive (1=Inactive)
15 1
16 1
17 1
18 1
19 1
20
21
22 Keyboard Fault (1=Fault)
23 Configuration Strap Fault (1=Fault)
24
25
26
27
28
29
30 2SSM Code
31 2SSM Code
32 Parity (odd)
0 0 Not used 0 0 Normal Operation
1 0 2 (right) 1 0 Not Used
1 1 Not Used 1 1 Not Used
B -12
appendix B
Table B -10. CDU-30XX Diagnostics Wd 1 [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 1 = 429 Receiver 7 inactive for 3 seconds
17 1 = 739 Port 1 172 word inactive for 3 seconds
18 1 = 739 Port 2 inactive for 3 seconds
23 1 = Keyboard Fault
24 1 = Display Processor Fault
25 1 = Failed Backlight
26 1 = NVRAM Fault
27 1 = Backlight Warm-Up in Progress
28 1 = Parameter Block Fault
29 1 = Cross-Side Central Straps Miscompare
30 2SSM code
31 2SSM code
32 Parity (odd)
NOTE
SSM is set to fail any time one or more of the word's fault monitoring bits are set with the exception of bus activity bits and
the backlight warm-up bit. Otherwise, SSM is set to NORMAL OPERATION.
0 0 4th Unit 0 0 Normal Operation
1 1 Center Unit 1 1 Failure Warning
B -13
appendix B
Table B -11. Datalink Diag Word 1 (CMU) [DISC].

NUMBER
9 1SDI Code
10 1SDI Code
11 RIU CMU Activity 1=Inactive
12 Reserved
13 Reserved
14 MCDU1 Activity 1= Inactive
15 Printer Activity 1= Inactive
16 FMS1 Activity 1= Inactive
17 Reserved
20 FMS2 Activity 1= Inactive
21 Reserved
22 Reserved
23 SATCOM1 Activity 1= Inactive
24 XTALK Activity 1= Inactivity
25 HFDL1 Activity 1= Inactivity
26 Reserved
27 Reserved
28 Reserved
29 Command ACK 0
30 2SSM Code
31 2SSM Code
32 Parity (odd)
0 0 Not Used 0 0 Normal Operation
B -14
appendix B
Table B -12. Datalink Diag Word 2 (CMU) [DISC].

NUMBER
9 1SDI Code
10 1SDI Code
11 SIGP A Activity 1= Inactive
12 SIGP B Activity 1= Inactive
13 VHF1 Activity 1= Inactive
14 Reserved
15 VHF3 Activity 1=Inactive
16 Reserved
17 Reserved
18 IAPS 1 Activity 1= Inactive
19 Reserved
20 Reserved
21 RTU S Activity 1= Inactive
22 APM Activity 1= Inactive
23 Reserved
24 Reserved
25 Reserved
26 Reserved
27 Reserved
28 Reserved
29 Reserved
30 2SSM Code
31 2SSM Code
32 Parity (odd)
0 0 Not Used 0 0 Failure
B -15
appendix B
Table B -13. DBU-400X Diagnostic Wd 1 [DISC].

NUMBER
NOTE
This maintenance word is for the DBU-4100 only. The DBU-5000 does not report to the MDC.
9 0
10 0
11 Spare
12 Spare
13 Spare
14 Spare
15 Received Data Fault *
16 Transmitter Fault
17 RAM Fault
18 EPROM Checksum Fault
19 Floppy Disk Controller Fault
20 DBU Master Fault **
21 Drive Undertemp Status ***
22 DBU Input Bus 1 Inactive (From L-FMC) ****
23 DBU Input Bus 2 Inactive (From R-FMC) ****
24 DBU Input Bus 3 Inactive (From L-MDC) ****
25 DBU Input Bus 4 Inactive (From T-FMC) ****
26 DBU Input Bus 5 Inactive ****
30 1SSM code
31 1SSM code
32 Parity (odd)
* Set for 5 seconds if received data fault detected on any of the 8 input busses.
** Cleared if bits 15-19, 21-29 are all 0.

*** Set if drive temperature is less than 0 deg. C.
**** Set if no activity for previous 10 seconds.
1SSM code: Bit 31 Bit 30 LRU Status
0 0 Normal Operation
0 1 Not used
1 0 Not Used
1 1 Not Used
B -16
appendix B
Table B -14. DCP Transmitted Diagnostic Word [DISC].

NUMBER
9 1SDI Code
10 1SDI Code
14 1 ARINC 429 Input Inactive (1=Inactive)
15 1
16 1
17 1
18 1
19 1
20
21
22 Keyboard Fault (1=Fault)
23 Configuration Strap Fault (1=Fault)
24
25
26
27
28
29
30 2SSM Code
31 2SSM Code
32 Parity (odd)
0 0 Not used 0 0 Normal Operation
1 0 2 (right) 1 0 Not Used
B -17
appendix B
Table B -15. DCU Diagnostic WD #1 [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Reserved
12 Reserved
13 Reserved
14 Discrete Input Fault
15 Discrete Output Fault
16 Reserved
17 Reserved
18 Reserved
19 A/D Busy Fault
20 Converter Test Voltage Fault
21 Reserved
22 Reserved
23 Reserved
24 ROM Checksum Fault
25 Watchdog Test Fault
26 Reserved
27 Reserved
28 Left/Right Unit CRC Mismatch
29 Serial I/O Wraparound Fault
30 2SSM code
31 2SSM code
32 Parity (odd)
0 0 Left EDC 0 0 Normal Operation
0 1 Left DCU 0 1 No Computed Data
1 0 Right DCU 1 0 Functional Test
1 1 Right EDC 1 1 Failure Warning
B -18
appendix B

NUMBER
9 1SDI code
10 1SDI code
11 Reserved
12 Reserved
13 Reserved
14 Analog Excitation Fault
15 Gate Array Fault
16 Invalid Configuration
17 Reserved
18 Reserved
19 Reserved
20 Main Proc Throughput
21 OUT_PORT_6 Bus Overflow
22 Reserved
23 Reserved
24 x-OUT_PORT_1 Bus Overflow
29 Reserved
30 2SSM code
31 2SSM code
32 Parity (odd)
1 0 Right EDC 1 0 Functional Test
1 1 Right DCU 1 1 Failure Warning
B -19
appendix B

NUMBER
9 1SDI code
10 1SDI code
11 Reserved
12 Reserved
13 Reserved
14 IN_PORT_1 Bus Inactive
18 Reserved
19 Reserved
20 Reserved
21 Reserved
22 Reserved
23 Reserved
24 Reserved
25 Reserved
26 Reserved
29 Reserved
30 2SSM code
31 2SSM code
32 Parity (odd)
B -20
appendix B
Table B -18. DCU Discrete WD 1 [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Spare
12 Spare
13 Spare
14 Spare
15 Rudder Boost Valid
16 Reserved
17 Reserved
18 Reserved
19 WOW (weight on wheels) (0=on ground) *
20 Reserved
21 Reserved
22 Reserved
23 Reserved
24 Reserved
25 Reserved
26 Reserved
27 Spare
28 Reserved
29 Reserved
30 2SSM code
31 2SSM code
32 Parity (odd)
Bit 19 (WOW) logic is: WOW= Both DCU discrete gear inputs on ground for 0.5 seconds or more.
* All bits are valid for DCU output word only, do not use EDC output word.
B -21
appendix B
Table B -19. DME-4000 Diagnostics [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Pad
12 Video Processor Fault (1 = abnormal condition)
13 Receiver Fault
14 Distance Processor Fault
15 Microprocessor ROM Fault
16 Microprocessor RAM Fault
17 1 LSC BCD Fail Code
18 2
19 4
20 8
21 10 MSC BCD Fail Code
22 20
23 40
24 80
25 Power Supply Fault
26 Synthesizer Fault
27 Transmitter Fault
28 ARINC input Bus B absent
29 ARINC input Bus A absent
30 2SSM code
31 2SSM code
32 Parity (odd)
FAIL CODE
-------------
00 No failure
01 Power supply
02 Synth. lock
03 Transmitter
04 Video processor**
05 Receiver processor**
06 Distance processor**
07 ROM failure
08 RAM failure
B -22
appendix B
Table B -19. DME-4000 Diagnostics [DISC]. - Continued

NUMBER
09 ARINC input Bus B absent
10 ARINC input Bus A absent
* A separate word is sent for each of the 3 channels.

** Available in self-test only. If one of these faults is
detected during self-test, the SSM will indicate

failure after the test is complete.
0 1 Left Unit 0 1 No Computed Data
1 0 Right Unit 1 0 Functional Test
B -23
appendix B
Table B -20. FGC Diagnostic Wd #1 [DISC].

NUMBER
9 0 *Note
10 0 *Note
11 Spare
12 Spare
13 Spare
14 2Label 351 Contents (LSB)
15 2Label 351 Contents
16 2Label 351 Contents
17 2Label 351 Contents (MSB)
18 Spare
19 Spare
20 Reserved; FCS System 2 Ident
21 Spare
22 Trim System Failure
23 Cross Channel Communication Failure
24 A-IOC-FGC Communication Failure
25 AHRS-FGC Communication Failure
26 FCS Panel Communicarion Failure
27 B-IOC-FGC Communication Failure
28 FCC Failure
29 Configuration Strapping Incompatibility (aircraft vs. FCC)
30 1SSM code
31 1SSM code
32 Parity (odd)
*
NOTE
IOC's use these bits on FGC label 350/071 for SDI insert, these must remain defined as 0.
0 0 Normal operation
1 0 Functional test
1 1 Not used
2Label 351 contents
code: Bit 17 Bit 16 Bit 15 Bit 14 Code
0 0 0 0 No code sent
0 0 0 1 Repair code
0 0 1 0 AP engage code
0 0 1 1 AP disengage code
B -24
appendix B
Table B -20. FGC Diagnostic Wd #1 [DISC]. - Continued

2Label 351 contents
code: Bit 17 Bit 16 Bit 15 Bit 14 Code
0 1 0 0 YD engage code
0 1 0 1 YD disengage code
0 1 1 0 Boost code
0 1 1 1 Reserved
1 X X X Reserved
B -25
appendix B
Table B -21. FGC Diagnostic Wd #2 (Boost Code) (FGC) [DISC].

NUMBER
9 Spare
10 FGC memory
11 Configuration strapping incompatibility (aircraft vs FGC)
12 ID number incompatibility (left vs right FGC's)
13 FGS Panel Serial Bus
14 Spare
15 Rudder Boost - Invalid N1
16 Spare
17 Spare
18 Yaw wraparound
19 Spare
20 Spare
21 Cross-channel serial bus
22 Spare
23 Rudder Boost - Request Error
24 Yaw servo amplifier
25 Protection Hardware
26 FGP AP/YD Disengage Bar Down
27 AP Disconnect Switch Pressed
28 Spare
29 Yaw equilization
30 Rudder Boost - Invalid Bleed Air
31 Rudder Boost - Switch Off
32 Parity (odd)
NOTE
For bits 9 through 31 - 1 = Problem currently causing a rudder boost failure.
B -26
appendix B
Table B -22. FGC Diagnostic Wd #2 (Repair Code) (FGC) [DISC].

NUMBER
9 I/O processor reset
10 FGC memory
11 Yaw equalization
12 FGS panel serial bus
13 Excessive FGC Pitch or Roll Command Rate
14 Main processor reset
15 Surface Position Disagreement
16 Pitch or roll equalization
17 Protection Software
18 Pitch, Yaw, or Roll Wraparound
19 AHRS serial bus
20 AP or YD hardware monitor output
22 IOC-A or IOC-B serial bus
23 Disengage Switch Path Failure
26 Yaw cutout hardware
27 Pitch or roll cutout hardware
28 Pitch, roll, or yaw cutout occurence
29 Rudder boost system
30 Pitch, roll, or yaw trim system
31 Pitch or roll servo amplifier
32 Parity (odd)
NOTE
For bits 9 through 31 - 1 = Problem detected since FGC power-up.
B -27
appendix B
Table B -23. FGC Diagnostic Wd #2 (YD Engage Code) (FGC) [DISC].

NUMBER
9 Spare
10 FGC memory
11 Configuration strapping incompatibility (aircraft vs FCC)
13 Spare
14 Spare
15 Rudder Boost Active
16 AHRS lateral acceleration data
17 Spare
18 Yaw wraparound
19 Spare
20 Yaw monitor output failure
22 Current IOC serial bus
23 Spare
26 FGP external disengage inputs
27 Spare
28 Spare
29 Yaw cutout occurence
30 AHRS yaw-rate data

31 Yaw cutout hardware
32 Parity (odd)
NOTE
For bits 9 through 31 - 1 = Problem which prevented yaw damper engagement.
B -28
appendix B
Table B -24. FGC Diagnostic Wd #2 (YD Disengage Code) (FGC) [DISC].

NUMBER
9 Spare
10 FGC memory
11 Spare
13 Spare
14 Spare
15 Rudder Boost Active
16 AHRS lateral acceleration data
17 Spare
18 Yaw wraparound
19 Spare
20 Spare
23 Spare
27 Spare
28 Spare
29 Yaw equalization
30 AHRS yaw-rate data
31 Spare
32 Parity (odd)
NOTE
For bits 9 through 31 - 1 = Problem which caused a yaw damper disengagement.
B -29
appendix B
Table B -25. FGC Diagnostic Wd #2 (AP Engage Code) (FGC) [DISC].

NUMBER
9 AHRS pitch or roll data
10 FGC memory
11 Configuration strapping incompatibility (aircraft vs FGC)
14 Roll cutout hardware
15 Excessive Pitch or Roll Attitude
16 AHRS normal or vertical acceleration data
17 Pitch or roll wraparound (D/A to A/D)
18 Pitch trim fail annunciator lamp test
19 Yaw disengaged
20 Autopilot monitor output
23 ID Number Incompatibility (Left vs Right FGC's)
24 Pitch cutout hardware
27 Pitch cutout occurence
28 Roll cutout occurence
29 Yaw cutout occurence
30 AHRS pitch-rate, roll-rate, or yaw-rate data

31 Pitch or roll servo amplifier
32 Parity (odd)
NOTE
For bits 9 through 31 - 1 = Problem which prevented autopilot engagement.
B -30
appendix B
Table B -26. FGC Diagnostic Wd #2 (AP Disengage Code) (FGC) [DISC].

NUMBER
9 AHRS pitch or roll data
10 FGC memory
11 Spare
14 Spare
15 Excessive Pitch or Roll Attitude
16 AHRS normal or vertical acceleration data
17 Pitch or roll wraparound (D/A to A/D)
18 Spare
19 Yaw disengaged
20 Roll servo amplifier
23 Spare
24 Spare
27 Pitch equalization
28 Roll equalization
29 Spare
30 AHRS pitch-rate, roll-rate, or yaw-rate data
31 Pitch servo amplifier
32 Parity (odd)
NOTE
For bits 9 through 31 - 1 = Problem which caused a autopilot disengagement.
B -31
appendix B
Table B -27. FMC-3000 Diagnostics [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 NAV DATABASE MEMORY FAULT
12 NAV DATABASE WRITE ERROR
13 3FMC FAULT CODE
14 3FMC FAULT CODE
15 3FMC FAULT CODE
16 Spare
17 DBU INPUT ABSENT
18 CDU INPUT ABSENT (ONSIDE)
19 IOC 1A INPUT ABSENT
20 IOC 1B INPUT ABSENT
21 IOC 2A INPUT ABSENT
22 IOC 2B INPUT ABSENT
23 FMC-4 XTALK INPUT ABSENT
24 FMC-8 XTALK INPUT ABSENT
25 DBU-10/11 INPUT ABSENT
26 LOW BATTERY
27 I/O DUAL PORT FAULT
28 NAV NOT RESPONDING
29 FMC CLOCK OSCILLATOR FAULT
30 2SSM code
31 2SSM code
32 Parity (odd)
NOTE
If the NAV finds an error during the checksum of the parameter block, an ARINC Label 350 Word may be sent out with bits
13-15 set to 101 and bit 28 set to 1.
3FMC fault code: Bit 15 Bit 14 Bit 13 Fault
0 0 0 No faults
0 0 1 NAV local RAM fault
0 1 0 NAV battery RAM fault
0 1 1 NAV boot memory fault
1 0 0 NAV application memory fault
1 0 1 NAV parameter block fault
B -32
appendix B
Table B -27. FMC-3000 Diagnostics [DISC]. - Continued

3FMC fault code: Bit 15 Bit 14 Bit 13 Fault
1 1 0 Spare
1 1 1 Spare
1 1 Third Unit 1 1 Failure Warning
B -33
appendix B
Table B -28. FSU Status [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 FSU Proc Card Fault
12 FSU Node Card Fault
13 Application Service Warning
14 FSU Application Fault
15 Fatal Application Fault
16 Invalid Configuration
17 Time/Date Not Valid
18 GP-5 Bus Inactive
19 ECU Fault
20 FSU Fan Fault
21 FSU on Secondary Power
22 Secondary Power Switch Active
23 Reserved (Low Batt Warning)
24 Reserved
25 Reserved
26 Reserved
27 Reserved
28 Reserved
29 Reserved
30 2SSM code
31 2SSM code
32 Parity (odd)
B -34
appendix B
Table B -29. Graphical Weather Faults (FSU) [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Application Not Enabled
12 Application Fault
13 Background DB Image Fault
14 Insufficient Storage Space
15 Client Connection Lost
16 Config Connection Lost
17 APDU Format Invalid
18 CMU 11/12 Bus Inactive
19 Crosstalk Connection Lost
20 Reserved
21 Reserved
22 Reserved
23 Reserved
24 Reserved
25 Reserved
26 Reserved
27 Reserved
28 Reserved
29 Reserved
30 2SSM code
31 2SSM code
32 Parity (odd)
B -35
appendix B
Table B -30. Enhanced Maps Faults (FSU) [DISC].

NUMBER
9 1SDI code
10 1SDI code
13 Database File Fault
14 Database Not Current
17 Server Connection Lost
18 EMA Connection Lost
19 Reserved
20 Reserved
21 Reserved
22 Reserved
23 Reserved
24 Reserved
25 Reserved
26 Reserved
27 Reserved
28 Reserved
29 Reserved
30 2SSM code
31 2SSM code
32 Parity (odd)
B -36
appendix B
Table B -31. Electronic Charts Faults (FSU) [DISC].

NUMBER
9 1SDI code
10 1SDI code
14 Database Not Current
17 Reserved
18 Reserved
19 Reserved
20 Reserved
21 Reserved
22 Reserved
23 Reserved
24 Reserved
25 Reserved
26 Reserved
27 Reserved
28 Reserved
29 Reserved
30 2SSM code
31 2SSM code
32 Parity (odd)
B -37
appendix B
Table B -32. XM Graphical Weather Faults (FSU) [DISC].

NUMBER
9 1SDI code
10 1SDI code
14 Insufficient Storage Space
17 Datastream Format Invalid (Note 1)
18 HUT Receiver 422 Bus Inactive
19 Receiver Hardware Fault
20 Subscription Invalid
21 RESERVED: (Antenna Not Connected)
22 Signal BER > 1%
23 Signal BER > 4%
24 Signal BER > 10%
25 Signal BER > 25%
26 Signal BER > 50%
27 RESERVED (Not Receiving Satellite Data)
28 Reserved
29 Reserved
30 2SSM code
31 2SSM code
32 Parity (odd)
B -38
appendix B
Table B -33. 2D Terrain Application Faults (reserved) (FSU) [DISC].

NUMBER
TBD (reserved for future use)
Table B -34. 2D Terrain DB Server Faults (reserved) (FSU) [DISC].

NUMBER
TBD (reserved for future use)
B -39
appendix B
Table B -35. GPS Diagnostic (Arinc 743A) [DISC].

NUMBER
9 1SDI Code
10 1SDI Code
11 3Fault Code (LSB)
12 3Fault Code
13 3Fault Code
14 3Fault Code (MSB) (HEX)
15 3Fault Code (LSB)
16 3Fault Code
17 3Fault Code (MSB)
18 Fault Code Present (0 = No Fault)
19 Differential Input Bus #2 (1 = No Activity)
20 Differential Input Bus #1 (1 = No Activity)
21 DADC Input Bus #2 (1 = No Activity)
22 DADC Input Bus #1 (1 = No Activity)
23 FMS/IRS Input Bus #2 (1 = No Activity)
24 FMS/Irs Input Bus #1 (1 = No Activity)
25 GPS Failed
26 RF Interface Fault
27 Sensor Fault
28 Test Inhibited
29 Reserved: Command Word Acknowledge
30 2SSM code
31 2SSM code
32 Parity (odd)
3Fault code: HEX code Fault
00 Keep Alive Positive 5 VDC
01 Power Supply Positive 5 VDC
02 Power Supply Negative 5 VDC
04 Power Supply Negative 12 VDC
06 Unused
07 Ground Vdc
08 ARINC I/O Loopback
09 System Processor CPU
0A System Processor RAM
0B System Processor ROM
B -40
appendix B
Table B -35. GPS Diagnostic (Arinc 743A) [DISC]. - Continued

3Fault code: HEX code Fault
0C Cage No Self-test Response
0D Cage System Health
0E Cage ROM
0F Cage RAM Data Test
10 Cage RAM Address Test
11 Cage CPU
12-1F Cage Internal Fault
20 Antenna Source Voltage Low
21 Antenna Source Voltage High
22 Antenna Shorted
23 Antenna Open
24-2B Cage Internal Fault
2C-7F Not Used
1 1 Third Unit 1 1 Failure Warning
B -41
appendix B
Table B -36. HF-9031A Diagnostics [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 ARINC Port C input (1=inactive or fail)
12 ARINC Port B input (1=inactive or fail)
13 ARINC Port A input (1=inactive or fail)
14 Spare
15 Spare
16 Spare
17 R/T power amp fault
18 R/T power amp overtemp
19 Antenna/coupler output fault
20 Coupler RF module overtemp
21 Antenna tune fault
22 R/T input power fault
23 Coupler RF output overvoltage
24 Reserved; Operator error - preset storage
25 Fiber optic control bus fault
26 Reserved; Bandpass filter fault
27 Reserved; Radio set control fault
28 Antenna coupler fault
29 R/T fault
30 2SSM code
31 2SSM code
32 Parity (odd)
B -42
appendix B
Table B -37. IOC Diagnostics Wd 1 (IAPS IOC) [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 RAM 1 Fault (1=Fault)
12 Map Checksum/CRC (1=Fault)
13 PTR Code Checksum/CRC (1=Fault)
14 RAM 2 Fault (1=Fault)
15 Application Code Checksum/CRC (1=Fault)
16 Map/CSU Aircraft Type Code (1=Mismatch)
17 0 (Reserved)
18 UART Status Error (1=Fault)
19 Warm Start (1=Warm Start)
20 0 (Reserved)
21 CSU Arbiter - Background (1=Fault)
22 L/R & A/B Straps Parity (1=Fault)
23 CSU Wd 0 & Wd 1 Parity (1= Fault)
24 0 (Reserved)
25 0 (Reserved)
26 Input Queue Overrun (1=Fault)
27 Output Queue Overrun (1=Fault)
28 Onside IEC Monitor (1=Fault)
29 Onside Cross-Quadrant PWR Overheat (1=PWR Overheat Warn)
30 2SSM code
31 2SSM code
32 Parity (odd)
NOTE
SSM code set to failure warning if any bit 11-16 or 18-29 is set to 1.
0 0 Right Quad B 0 0 Failure Warning
0 1 Left Quad A 0 1 Not Used
1 0 Right Quad A 1 0 Not Used
1 1 Left Quad B 1 1 Normal Operation
B -43
appendix B
Table B -38. IOC Diagnostics Wd 2 (IAPS IOC) [DISC].

NUMBER
9 1SDI code 0 Right 1 Left 0 Right 1 Left
10 1SDI code 0 Quad B 0 Quad A 1 Quad A 1 Quad B
11 Certification Mode Active (1=Active)
12 Bus Reader Mode Active (1=Active)
13 0 (Reserved)
14 0 (Reserved)
15 0 (Reserved)
16 0 (Reserved)
17 ATM 1 Composite FIFO (1=FIFO Full Fault)

20 0 (Reserved)
21 ATM 1 TX/RX Loopback Test (1=Fault)
24 0 (Reserved)
25 NVRAM Fault (1=Fault)
26 Priority Data Mode (1=Priority Mode)
27 Software Stack Overflow (1=Fault)
28 3BITE
29 3BITE
30 2SSM code 0 Failure 1 Not 0 Not 1 Normal

31 2SSM code 0 warning 0 used 1 used 1 operation
32 Parity (odd)
NOTE
SSM code set to failure warning if any bit 13-27 is set to 1.
3BITE: Bit 29 Bit 28 Definition
0 1 Do not initiate self test
1 0 Acknowledge test request
1 1 Not defined
0 0 Right Quad B 0 0 Failure Warning
0 1 Left Quad A 0 1 Not Used
1 0 Right Quad A 1 0 Not Used
1 1 Left Quad B 1 1 Normal Operation
B -44
appendix B
Table B -39. IOC Diagnostics 3 Wd 0 (IAPS IOC) [DISC].

NUMBER
9 0 (LSB, Sub-Address Field)
10 0 (MSB, Sub-Address Field)
11 0 (Spare)
12 0 (Spare)
13 Quadrant Position (1=Quad A)
14 Side Select (1=Left Side)
15 Quad Position/Side Select Parity (Odd)
16 Onside IEC Monitor (1=Fault)
17 Onside Cross-Quadrant PWR Overheat (1=PWR Overheat Warn)
18 Program Mode (1=Data Loader Mode Not Requested)
19 PTR Mode (1=PTR Mode Not Requested)
20 Arbiter (1=CSU Read Available)
21 10 usec (Transmitter Time)
22 20
23 40
24 80
25 160
26 320
27 640
28 1280 usec (Transmitter Time)
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
0 0 Not used
0 1 Not used
1 0 Not used
B -45
appendix B
Table B -40. IOC Diagnostics 3 Wd 1 (IOC INPORTS) [DISC].

NUMBER
11 0 (Spare)
12 0 (Spare)
13 CMU Inactive (Port 2) (1=Inactive)
14 FMC Inactive (Port 3) (1=Inactive)
15 FGC Inactive (Port 4) (1=Inactive)
16 MDC Inactive (Port 5) (1=Inactive)
17 AHS Inactive (Port 6) (1=Inactive)
18 ADC Inactive (Port 7) (1=Inactive)
19 MFD Inactive (Port 8) (1=Inactive)
20 TDR Inactive (Port 9) (1=Inactive)
21 VIR Inactive (Port 10) (1=Inactive)
22 GPWS Inactive (Port 11) (1=Inactive)
23 FSU (Port 12) (1=Inactive)
24 MLS/GLS Inactive (Port 13) (1=Inactive)
25 ADF Inactive (Port 14) (1=Inactive)
26 GPS Inactive (Port 15) (1=Inactive)
27 PFD Inactive (Port 16) (1=Inactive)
28 VHF Inactive (Port 17) (1=Inactive)
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
NOTE
0 0 Failure Warning
0 1 Not used
1 0 Not used
B -46
appendix B

NUMBER
11 0 (Spare)
12 0 (Spare)
13 IRU Inactive (Port 18) (1=Inactive)
14 VHF3 Inactive (Port 19) (1=Inactive)
15 DCU Inactive (Port 20) (1=Inactive)
16 RALT Inactive (Port 21) (1=Inactive)
17 DME Inactive (Port 22) (1=Inactive)
18 HF Inactive (Port 23) (1=Inactive)
19 INPORT-24 Inactive (1=Inactive)
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
NOTE
0 0 Failure Warning
0 1 Not used
1 0 Not used
B -47
appendix B

NUMBER
11 0 (Spare)
12 0 (Spare)
17 0 (Reserved)
18 0 (Reserved)
19 0 (Reserved)
20 0 (Reserved)
21 0 (Reserved)
22 0 (Reserved)
23 0 (Reserved)
24 0 (Reserved)
25 0 (Reserved)
26 0 (Reserved)
27 0 (Reserved)
28 0 (Reserved)
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
NOTE
0 0 Failure Warning
0 1 Not used
1 0 Not used
B -48
appendix B

NUMBER
11 0 (Spare)
12 0 (Spare)
13 CMU Receiver Fault (Port 2) (1=Parity/Bit Fault)
14 FMC Receiver Fault(Port 3) (1=Parity/Bit Fault)
15 FGC Receiver Fault (Port 4) (1=Parity/Bit Fault)
16 MDC Receiver Fault (Port 5) (1=Parity/Bit Fault)
17 AHS Receiver Fault (Port 6) (1=Parity/Bit Fault)
18 ADC Receiver Fault (Port 7) (1=Parity/Bit Fault)
19 MFD Receiver Fault (Port 8) (1=Parity/Bit Fault)
20 TDR Receiver Fault (Port 9) (1=Parity/Bit Fault)
21 VIR Receiver Fault (Port 10) (1=Parity/Bit Fault)
22 GPWS Receiver Fault (Port 11) (1=Parity/Bit Fault)
23 FSU Receiver Fault (Port 12) (1=Parity/Bit Fault)
24 MLS/GLS Receiver Fault (Port 13) (1=Parity/Bit Fault)
25 ADF Receiver Fault (Port 14) (1=Parity/Bit Fault)
26 GPS Receiver Fault (Port 15) (1=Parity/Bit Fault)
27 PFD Receiver Fault (Port 16) (1=Parity/Bit Fault)
28 VHF Receiver Fault (Port 17) (1=Parity/Bit Fault)
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
NOTE
0 0 Not used
0 1 Not used
1 0 Not used
B -49
appendix B

NUMBER
11 0 (Spare)
12 0 (Spare)
13 IRU Receiver Fault (Port 18) (1=Parity/Bit Fault)
14 VHF3 Receiver Fault (Port 19) (1=Parity/Bit Fault)
15 DCU Receiver Fault (Port 20) (1=Parity/Bit Fault)
16 RALT Receiver Fault (Port 21) (1=Parity/Bit Fault)
17 DME Receiver Fault (Port 22) (1=Parity/Bit Fault)
18 HF Receiver Fault (Port 23) (1=Parity/Bit Fault)
19 INPORT-24 Receiver Fault (1=Parity/Bit Fault)
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
NOTE
0 0 Failure Warning
0 1 Not used
1 0 Not used
B -50
appendix B

NUMBER
11 0 (Spare)
12 0 (Spare)
17 0 (Reserved)
18 0 (Reserved)
19 0 (Reserved)
20 0 (Reserved)
21 0 (Reserved)
22 0 (Reserved)
23 0 (Reserved)
24 0 (Reserved)
25 0 (Reserved)
26 0 (Reserved)
27 0 (Reserved)
28 0 (Reserved)
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
NOTE
0 0 Failure Warning
0 1 Not used
1 0 Not used
B -51
appendix B

NUMBER
11 0 (Spare)
12 0 (Spare)
13 50 msec (Background Loop Time)
14 100
15 200
16 400
17 800
18 1,600
19 3,200
20 6,400
21 12,800
22 25,600
23 51,200
24 102,400
25 204,800
26 409,600
27 819,200
28 1,638,400 msec
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
0 0 Not Used
0 1 Not used
1 0 Not used
B -52
appendix B

NUMBER
11 0 (Spare)
12 0 (Spare)
13 10 usec (Receiver/Mapper Time)
14 20
15 40
16 80
17 160
18 320
19 640
20 1280
21 2560
22 5120
23 10 240
24 20 480
25 40 960
26 81 920
27 163 840
28 327 680
29 655 360 usec
30 1SSM code
31 1SSM code
32 Parity (odd)
0 0 Not Used
0 1 Not used
1 0 Not used
B -53
appendix B

NUMBER
11 0 (Spare)
12 0 (Spare)
13 GPBUS-2/1 Priority Mode (1=Priority Data Only)
14 GPBUS-4/3 Priority Mode (1=Priority Data Only)
15 GP-5 Priority Mode (1=Priority Data Only)
16 IOC-4 Priority Mode (1=Priority Data Only)
25 0 (Reserved)
26 0 (Reserved)
27 0 (Reserved)
28 0 (Reserved)
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
NOTE
0 0 Failure Warning
0 1 Not used
1 0 Not used
B -54
appendix B

NUMBER
11 0 (Spare)
12 0 (Spare)
13 GPBUS-2/1 Queue Overflow (1=Overflow)
14 GPBUS-4/3 Queue Overflow (1=Overflow)
15 GP-5 Queue Overflow (1=Overflow)
16 IOC-4 Queue Overflow (1=Overflow)
25 0 (Reserved)
26 0 (Reserved)
27 0 (Reserved)
28 0 (Reserved)
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
NOTE
0 0 Failure Warning
0 1 Not used
1 0 Not used
B -55
appendix B

NUMBER
11 0 (Spare)
12 0 (Spare)
13 0 (Spare)
14 0 (Spare)
15 0 (Spare)
16 0 (Spare)
17 0 (Spare)
18 0 (Spare)
19 0 (Spare)
20 0 (Spare)
21 0 (Spare)
22 0 (Spare)
23 0 (Spare)
24 0 (Spare)
25 0 (Spare)
26 0 (Spare)
27 0 (Spare)
28 0 (Spare)
29 0 (Spare)
30 1SSM code
31 1SSM code
32 Parity (odd)
NOTE
0 0 Failure Warning
0 1 Not used
1 0 Not used
B -56
appendix B
Table B -51. Lightning Cell Count / Diagnostics Wd (LDS) [BNR].

NUMBER
9 0
10 0
11 0
12 0
13 0
14 0
15 0
16 Lightning within 75 NM and +/- 22 degrees forward
17 0
18 Heading input NCD or FAIL
19 XMIT MIC line asserted over 1 minute − lightning system inhibited
20 0
21 Antenna Fault − recovery possible
22 Processor Fault − recovery possible
23 Processor Fault − recovery not possible
24 1 (LSB)
25 2
26 4 NUMBER OF CELLS (63 MAX)
27 8
28 16
29 32 (MSB)
30 1SSM code
31 1SSM code
32 Parity (odd)
0 0 Failure Warning
0 1 No Computed Data
1 0 Functional Test
B -57
appendix B
Table B -52. MDC Diagnostic Word 1 [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Pad
12 Ready to Receive
13 Maint Info
14 No MDC Maintenance Tables
15 MDC Fail
16 Maintenance Data Present
17 DBU fault
18 DBU bus absent
19 IOC 1A input absent
20 IOC 1B input absent
21 IOC 2A input absent
22 IOC 2B input absent
23 Queue Overrun
24 Low battery
25 Pad
26 CSU Miscompare
27 Watchdog monitor inhibited
28 BITE Test Port Fail
29 Internal Clock Failure
30 2SSM code
31 2SSM code
32 Parity (odd)
B -58
appendix B
Table B -53. MDC Diagnostic Word 2 [DISC].

NUMBER
9 0
10 1
11 Reserved
12 FAT Overlap Error
13 Flash Not Stood Up Error
14 Allocated Flash Not Stood Up Error
15 Reserved
16 Reserved
17 Reserved
18 Reserved
19 Reserved
20 Reserved
21 Reserved
22 Reserved
23 Reserved
24 Reserved
25 Reserved
26 Reserved
27 Reserved
28 Reserved
29 End of Time Fault
30 1SSM code
31 1SSM code
32 Parity (odd)
0 1 Not used
1 0 Not used
1 1 Not used
B -59
appendix B
Table B -54. AFD Diagnostics Wd 1 (MFD) [DISC].

NUMBER
9 1AFD Mode
10 1AFD Mode
11 L FMC FAIL (Note 1)
12 R FMC FAIL (Note 1)
13 T FMC FAIL (Note 1)
14 L DCP FAIL (Note 1)
15 R DCP FAIL (Note 1)
16 LDS FAIL (Note 1)
17 ECP FAIL (Note 1)
18 XS PFD FAIL (Note 1)
19 XS MFD FAIL (Note 1)
20 OS AFD FAIL (Note 1)
21 WXR FAIL (Note 1)
22 GCAS FAIL (Note 1)
23 Spare
24 Power Temp Warn (1 = LVPS Overtemp, 0 = LVPS Temp OK)
25 Maintenance Fault (1 = Fault)
26 Internal Fault (1 = Fault)
27 CPU/Mem ROM Fault Reporting (Note 2)
28 CPU/Mem Cycle Slipping (1 = Slipping, 0 = Not Slipping)
29 Power Fail Warn (1 = Low Input Power, 0 = No Warning)
30 2SSM code
31 2SSM code
32 Parity (odd)
NOTE
1Note: 1 = No Activity on the Bus, 0 = Bus Activity
2Note: 1 = Report ROM Fault, 0 = Not Reporting ROM Fault
1AFD Mode: Bit 10 Bit 9 LRU Number 2SSM code: Bit 31 Bit 30 LRU Status
0 0 PFD 0 0 Normal Operation
0 1 MFD 0 1 Not Used
1 0 EICAS 1 0 Not Used
B -60
appendix B
Table B -55. AFD Diagnostics Wd 2 (MFD) [DISC].

NUMBER
9 1AFD Mode
10 1AFD Mode
11 L EDC FAIL (Note 1)
12 R EDC FAIL (Note 1)
13 T EDC FAIL (Note 1)
14 L AHC FAIL (Note 1)
15 R AHC FAIL (Note 1)
16 T AHC FAIL (Note 1)
17 L ADC FAIL (Note 1)
18 R ADC FAIL (Note 1)
19 T ADC FAIL (Note 1)
20 L DCU FAIL (Note 1)
21 R DCU FAIL (Note 1)
22 T DCU FAIL (Note 1)
23 L IOC FAIL (Note 1)
24 R IOC FAIL (Note 1)
25 CCP FAIL (Note 1)
26 TCAS FAIL (Note 1)
27 L VIR FAIL (Note 1)
28 R VIR FAIL (Note 1)
29 MDC FAIL (Note 1)
30 2SSM code
31 2SSM code
32 Parity (odd)
NOTE
1 = No Activity on the Bus, 0 = Bus Activity
B -61
appendix B
Table B -56. ADF-4000 Diagnostics (NAV) [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Pad
12 Pad
13 Pad
14 Pad
15 Pad
16 Pad
17 31 (LSC BCD Fault Code)
18 32
19 34
20 38
21 310 (MSC BCD Fault Code)

22 320
23 340
24 380
25 Pad
26 Pad
27 Pad
28 Pad
29 Pad
30 2SSM code
31 2SSM code
32 Parity (odd)
3Fault code: BCD Code Fault
00 No Faults
11 No received serial bus, Port A*
12 No received ADF frequency, Port A**
13 Invalid frequency received, Port A
14 No received serial bus, Port B*
15 No received ADF frequency, Port B**
16 Invalid frequency received, Port B
17 No received bus, PL-II
18 No received ADF frequency, PL-II
19 Invalid frequency received, PL-II
20 Bearing update time out
21 Spare
B -62
appendix B
Table B -56. ADF-4000 Diagnostics (NAV) [DISC]. - Continued

22 B+ failure
23 B- failure
24 Ram failure, Inst Micro
25 A/D failure
26 Sin modulation failure
27 Cos modulation failure
28 SMO lock failure
29 Antenna power failure
30 Low signal level
31 Detector out of lock
32 AGC voltage out of range
33 HF key line low
34 Dc Sin failure
35 Dc Cos failure
* No received data of any label for 1 second.
** No received ADF label for 1.5 seconds.
B -63
appendix B
Table B -57. VIR-4000 Diagnostics (NAV) [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Pad
12 Pad
13 Pad
14 Pad
15 Pad
16 Pad
18 32
19 34
20 38

22 320
23 340
24 380
25 VOR fault warning

26 LOC fault warning
27 GS fault warning
28 Frequency fault warning
29 Radio fault warning
30 2SSM code
31 2SSM code
32 Parity (odd)
00 No failure
02 *RAM fail
03 *No received CSDB sync
04 *No received CSDB frequency
05 *Illegal nav frequency
06 **ILS line NE to dly'd ILS
09 ***Port 1 I/O bus failure
10 ***Port 2 I/O bus failure
11 ***A/D busy
12 ***A/D fail ref. test
13 ***+13 VDC failed test
14 ***-13 VDC failed test
B -64
appendix B
Table B -57. VIR-4000 Diagnostics (NAV) [DISC]. - Continued

17 ****VOR synth. not locked
18 **AFC not locked
19 **No 30 Hz reference signal
20 **No 30 Hz variable signal
25 *****LOC synth. not locked
26 **LOC signal level low
28 ******GS synth. not locked
29 **GS signal level too low
32 ****Marker failure
40 *No Port A data for 0.6 sec.
41 *No Port A freq. for 0.5 sec.
42 *No Port B data for 0.6 sec.
43 *No Port B freq. for 0.5 sec.
44 *No CSDB rcvd from instr. micro
* Sets failure flag in GS, LOC, Freq, VOR and diag. words.
** Sets NCD bits in word 350.
*** Sets failure flag in GS, LOC, VOR and diag. words.
**** Sets failure flag in VOR and diag. words.
***** Sets failure flag in LOC and diag. words.
****** Sets failure flag in GS and diag. words.
B -65
appendix B
Table B -58. AFD Diagnostics Wd 1 (PFD) [DISC].

NUMBER
9 1AFD Mode
10 1AFD Mode
11 L FMC FAIL (Note 1)
12 R FMC FAIL (Note 1)
13 T FMC FAIL (Note 1)
14 L DCP FAIL (Note 1)
15 R DCP FAIL (Note 1)
16 LDS FAIL (Note 1)
17 ECP FAIL (Note 1)
18 XS PFD FAIL (Note 1)
19 XS MFD FAIL (Note 1)
20 OS AFD FAIL (Note 1)
21 WXR FAIL (Note 1)
22 GCAS FAIL (Note 1)
23 Spare
24 Power Temp Warn (1 = LVPS Overtemp, 0 = LVPS Temp OK)
25 Maintenance Fault (1 = Fault)
26 Internal Fault (1 = Fault)
27 CPU/Mem ROM Fault Reporting (Note 2)
28 CPU/Mem Cycle Slipping (1 = Slipping, 0 = Not Slipping)
29 Power Fail Warn (1 = Low Input Power, 0 = No Warning)
30 2SSM code
31 2SSM code
32 Parity (odd)
NOTE
2Note: 1 = Report ROM Fault, 0 = Not Reporting ROM Fault
B -66
appendix B
Table B -59. AFD Diagnostics Wd 2 (PFD) [DISC].

NUMBER
9 1AFD Mode
10 1AFD Mode
11 L EDC FAIL (Note 1)
12 R EDC FAIL (Note 1)
13 T EDC FAIL (Note 1)
14 L AHC FAIL (Note 1)
15 R AHC FAIL (Note 1)
16 T AHC FAIL (Note 1)
17 L ADC FAIL (Note 1)
18 R ADC FAIL (Note 1)
19 T ADC FAIL (Note 1)
20 L DCU FAIL (Note 1)
21 R DCU FAIL (Note 1)
22 T DCU FAIL (Note 1)
23 L IOC FAIL (Note 1)
24 R IOC FAIL (Note 1)
25 CCP FAIL (Note 1)
26 TCAS FAIL (Note 1)
27 L VIR FAIL (Note 1)
28 R VIR FAIL (Note 1)
29 MDC FAIL (Note 1)
30 2SSM code
31 2SSM code
32 Parity (odd)
NOTE
B -67
appendix B
Table B -60. PFD Discrete Wd 2 [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Attitude Annunciation Select Code 0 ATT 1 ATT 0 ATT 1 ATT
12 Attitude Annunciation Select Code 0 1 0 2 1 3 1 4
13 CAT II/III Warning
14 CAT II Discrete Active (1 = Active)
15 Windshear caution (1 = Caution)
16 Windshear warning (1 = Warning)
17 Windshear Monitor (1 = Fail)
18 Altitude Compare Warning (1=Warning)
19 Airspeed Compare Warning (1=Warning)
20 Altitude Compare Capability (1=Not Possible)
21 Airspeed Compare Capability (1=Not Possible)
22 CAT II/III Monitor
23 Overspeed Warn (1 = Warning)
24 Preselect Alt Alert Warn (0 = No Warn, 1 = 1 Second Alert)
25 TCAS TA (1 = TA Present)
26 TCAS RA (1 = RA Present)
27 ADC Annunciation Select Code 0 ADC 1 ADC 0 ADC 1 Not
28 ADC Annunciation Select Code 0 1 0 2 1 3 1 Used
29 V Speed Compare Warning (1=Warning)
30 2SSM code
31 2SSM code
32 Parity (odd)
B -68
appendix B
Table B -61. ALT-4000 Diagnostics (RAD ALT) [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Altimeter Error (1= Altimeter Error)
12 RAM Error (1= RAM Error)
13 ROM Error (1= ROM Error)
14 Reserved (0= Reserved)
17 Fault Code *
18 Fault Code *
19 Fault Code *
20 Fault Code *
21 Fault Code *
22 Fault Code *
23 Fault Code *
24 Fault Code *
27 Maint. Log Full (1= Maint. Log Full)
28 Maint. Log Has Data (1= Maint. Log Has Data)
30 2SSM code
31 2SSM code
32 Parity (odd)
FAULT CODE
-----------------------
TBD
* Fault Code of 0 indicates no faults.

1 1 Center Unit 1 1 Normal Operation
B -69
appendix B
Table B -62. RTU-42XX Diagnostics Wd 1 (from TDR) [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 3IOC Strap Code
12 3IOC Strap Code
13 Pad
14 Back Light Fault (1= Fault)
15 Pad
16 CTL in Control (1=CTL Control)
17 LA-GPBUS-1 IOC Bus Fault (1= No Activity)
18 LB-GPBUS-2 IOC Bus Fault (1= No Activity)
19 RA-GPBUS-1 IOC Bus Fault (1= No Activity)
20 L-TDR-1 Bus Fault (1=No Activity)
21 Reserved: L/R DME-2 Bus Fault
22 Pad
23 L-VHF-1 Bus Fault (1=No Activity)
24 L-NAV-1 Bus Fault (1=No Activity)
25 L-ADC-1 Bus Fault (1=No Activity)
26 Pad
27 Reserved
28 Reserved
29 L-DCU-3 Bus Fault (1=No Activity)
30 2SSM code
31 2SSM code
32 Parity (odd)
3IOC Strap Code: Bit 12 Bit 11 LRU Status
0 0 Straps received and agree with NVM
0 1 New straps received and stored in NVM
1 0 Straps ignored or not received − Weight-off-Wheels
1 1 Not Defined
0 0 Not Used 0 0 RTU Status Failure
0 1 Left Unit 0 1 Not Used
1 0 Right Unit 1 0 Not Used
1 1 Not Used 1 1 RTU Status Normal
B -70
appendix B
Table B -63. RTU-42XX Diagnostics Wd 2 (from TDR) [DISC].

NUMBER
9 1SDI Code
10 1SDI Code
11 0 (Spare)
12 0 (Spare)
13 0 (Spare)
14 0 (Spare)
15 0 (Spare)
16 0 (Spare)
17 CSDB Input-1 Bus Inactive
25 0 (Spare)
26 0 (Spare)
27 0 (Spare)
28 0 (Spare)
29 0 (Spare)
30 2SSM code
31 2SSM code
32 Parity (odd)
0 1 Left Unit 0 1 Not Used
1 0 Right Unit 1 0 Not Used
B -71
appendix B
Table B -64. TAWS Fault Diagnostics Wd 1 [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 ARINC Input #1 Inactive (1 = Failure)
23 Analog Input #1 Inactive (1 = Failure)
27 Program Pins Changed or Invalid
28 Flap Input Failure
29 Gear Input Failure
30 2SSM code
31 2SSM code
32 Parity (odd)
0 0 Default 0 0 Normal Operation
0 1 Not Used 0 1 No Computed Data
1 0 Not Used 1 0 Functional Test
B -72
appendix B

NUMBER
9 1SDI code
10 1SDI code
11 Glideslope Cancel Discrete Failure
12 Mom. Audio Suppress Discrete Failure
13 Audio Inhibit Discrete Failure
14 Self Test Discrete Input Failed
15 Support Task Failed
16 NVM Test Failure
17 Watchdog Timer Test Failure
18 Analog Input Test Failure
19 Voice Test Failure
20 DITS Output Test Failure
21 Terrain Database Failure
22 Flash File System Write Failure
23 DITS Input Failure
24 Voice Failure
25 System or Mode Task Failure
26 Envelope Modulation Database Failure
27 Watchdog Time-Outs Detected
28 Aircraft Database Failure or CRC Failure
29 Image DSP Failure
30 2SSM code
31 2SSM code
32 Parity (odd)
B -73
appendix B

NUMBER
9 1SDI code
10 1SDI code
17 Reserved (ARINC Input #19 Inactive) (1 = Failure)
18 Reserved (ARINC Input #20 Inactive) (1 = Failure)
19 Spare
20 Spare
21 Spare
22 Spare
23 Spare
24 Spare
25 Spare
26 Spare
27 Spare
28 Spare
29 Spare
30 2SSM code
31 2SSM code
32 Parity (odd)
B -74
appendix B
Table B -67. TCAS I Diagnostics (from EFIS) [DISC].

NUMBER
9 0
10 0
11 TCAS Computer Unit Fail 0=Normal, 1=Failure
12 Upper Antenna Fail 0=Normal, 1=Failure
13 Lower Antenna Fail 0=Normal, 1=Failure
14 Radio Alt Input 1 Fail 0 = OK, 1 = Inactive or Fail
15 Radio Alt Input 2 Fail 0 = OK, 1 = Inactive or Fail
16 Mode S Transponder 1 0 = Active/Standby, 1 = Inactive/Fail
17 Mode S Transponder 2 0 = Active/Standby, 1 = Inactive/Fail
18 Attitude Input 0 = OK, 1 = Inactive or Fail
19 Mag Heading Input 0 = OK, 1 = Inactive or Fail
20 TCAS System Fail 0=Normal, 1=Failure
21 Spare
22 Spare
23 TA Display System 1 Fail
24 TA Display System 2 Fail
25 RA Display System 1 Fail
26 RA Display System 2 Fail
27 Central Fault Display Input Inactive
28 BITE Inhibit
29 Command Word Acknowledge 0 = NAK, 1 = ACK
30 1SSM code
31 1SSM code
32 Parity (odd)
NOTE
The status of bits 11, 12, 13, 14, 15, 16, 17, 25 and 26 determines the status of the overall TCAS system.
The SSM should ALWAYS be set to Normal Operation.
0 1 No Computed Data
1 0 Functional Test
1 1 Failure Warning
B -75
appendix B
Table B -68. Beacon Code (Echo) (TDR).

NUMBER
9 1SDI code
10 1SDI code
11 Altitude reporting (1=Off, 0=On)
12 0
13 Ident (1=Ident)
14 0
15 0
16 In use (1=Transponder is selected for use.)
17 0
18 D1 Reply Code
19 D2
20 D4
21 C1 Reply Code
22 C2
23 C4
24 B1 Reply Code
25 B2
26 B4
27 A1 Reply Code
28 A2
29 A4
30 2SSM code*
31 2SSM code*
32 Parity (odd)
* The transponder sets this SSM code when it is in STANDBY. This code is set if the input code word is invalid or has not
been received for at least 1 second.
0 0 Not Used 0 0 No TDR Reply
1 1 Not Used 1 1 TDR Reply
B -76
appendix B
Table B -69. TDR-94 Diagnostics [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 TRANSPONDER FAILURE*
12 RAM ERROR*
13 ROM ERROR*
14 SERIAL CONTROL, PORT B FAILURE*
15 SERIAL CONTROL, PORT A FAILURE*
16 SERIAL CONTROL, PORT C FAILURE*
17 5BCD FAULT CODE - B0
25 SERIAL ALTITUDE, PORT A FAILURE*
26 SERIAL ALTITUDE, PORT B FAILURE*
27 SERIAL ADLP BUS FAILURE**
28 SERIAL TCAS BUS FAILURE**
29 Pad
30 2SSM code
31 2SSM code
32 Parity (odd)
NOTE
Bit 11 is normally used to indicate transponder reply as opposed to transponder failure. Hence, ARINC-429 compatibility is
compromised in order to maintain compatability with the CAD-870.
5Fault code: BCD fault code (BITS 24–17) SSM output
00 NO FAILURE 11
10 POWER SUPPLY FAILURE 300
20 TRANSMITTER/MODULATOR FAIL 300
30 SYNTHESIZER FAILURE 11
40 RECEIVER/IF FAILURE 11
50 PROGRAM MEMORY (ROM) FAIL 300
60 VOLATILE MEMORY (RAM) FAIL 300
70 NONVOLATILE MEMORY FAILURE 11

80 SERIAL INPUT CONTROL FAIL 11
B -77
appendix B
Table B -69. TDR-94 Diagnostics [DISC]. - Continued

90 SERIAL ALTITUDE INPUT FAIL 11
A0 ADLP COMMUNICATION FAILURE 11
B0 TCAS COMMUNICATION FAILURE 11
C0 SQUITTER FAILURE 300
D0 DIVERSITY FAILURE 300
E0 MESSAGE PROCESSOR FAILURE 11

F0 CONFIGURATION FAILURE 311
3The SSM shall be set to 0 0 to indicate a failure warning only when the following conditions exist:
a. For fault code 1 0, POWER SUPPLY FAILURE: If +5 VDC FAILURE has been detected.
b. For fault code 2 0, transmitter/modulator and only if final stage over-current failure detected.
c. For fault code 5 0, program memory failure: a program memory (ROM) failure is detected.
d. For fault code 6 0, volatile memory failure: A volatile memory (RAM) failure is detected.
e. For fault code C 0, squitter failure: squitter failure is detected.
f. For fault code D 0, diversity failure: diversity failure is detected.
g. For fault code F 0, configuration failure: if an unacceptable Mode S address selection is detected upon power-on initialization
or during self-test via the self-test discrete input being active.
Although the failure warning is not flagged via SSM for all faults, all faults shall be appropriately logged into fault
data non-volatile memory for maintenance purposes.
4NCD (no computed data) indicates the transponder is in standby mode.
0 1 Left Unit 0 1 4No Computed Data
B -78
appendix B
Table B -70. VHF Diagnostics [DISC].

NUMBER
9 1SDI code
10 1SDI code
11 Pad
12 Pad
13 Pad
14 Pad
15 Pad
16 Pad
18 32
19 34
20 38

22 320
23 340
24 380
25 Pad
26 Pad
27 Pad
28 Pad
29 Pad
30 2SSM code
31 2SSM code
32 Parity (odd)
00 No failure 11
01 5 v. low* 00
02 5 v. high* 00
03 12 v. low* 00
04 12 v. high* 00
05 Synthesizer not locked 00
07 Noise squelch w/o signal* 00

08 Noise squelch w/signal* 00
11 Input label 030 absent or invalid SDI 11
12 Invalid frequency 11
14 Int. CSDB frequency 11
15 Freq. out of limits 11
B -79
appendix B
Table B -70. VHF Diagnostics [DISC]. - Continued

16 Low forward power 00
17 Transmitter temperature 00
21 Tune voltage high freq.* 00
22 Tune voltage low freq.* 00
23 L.O. injection low* 00
24 No signal AGC* 00
25 Delta AGC w/signal* 00
26 Reflected power 00
27 Transmitter timed out 11
98 Port A ARINC input absent 00
99 Port B ARINC input absent 00
* Available in self-test only.

The SSM shall be set to 0 0 to indicate a failure warning only when the following conditions exist:
a. For fault code 1 0, POWER SUPPLY FAILURE: If +5 VDC FAILURE has been detected.
b. For fault code 2 0, transmitter/modulator and only if final stage over-current failure detected.
c. For fault code 5 0, program memory failure: a program memory (ROM) failure is detected.
d. For fault code 6 0, volatile memory failure: A volatile memory (RAM) failure is detected.
e. For fault code C 0, squitter failure: squitter failure is detected.
f. For fault code D 0, diversity failure: diversity failure is detected.
g. For fault code F 0, configuration failure: if an unacceptable Mode S address selection is detected upon power-on initialization
or during self-test via the self-test discrete input being active.
Although the failure warning is not flagged via SSM for all faults, all faults shall be appropriately logged into fault
data non-volatile memory for maintenance purposes.
4NCD (no computed data) indicates the transponder is in standby mode.
1 1 Third Unit 1 1 Normal Operation
B -80
appendix B
Table B -71. WXT-8XX Diagnostics Wd 1 (WXR) [OCTAL].

NUMBER
9 1SDI code
10 1SDI code
11 Slave
12 Rotate Display 0.5 degree CCW (Not Used)
13 Rotate Display 0.5 degree CW (Not Used)
14 Turb Alert (1=On)
15 Weather Alert (1=On)
16 Anti-clutter (GCS) (1=On)
17 Sector Scan (1=Reduced)
18 Stab. limits (1=30 Degrees Reached)
19 2Fault Code
20 2Fault Code
21 2Fault Code
22 2Fault Code
23 2Fault Code
24 2Fault Code
25 2Fault Code
26 Stabilization (1=On)
27 3Mode Code
28 3Mode Code
29 3Mode Code
30 0
31 0
32 Parity (odd)
2Fault Bit
Code: Bit 25 Bit 24 Bit 23 Bit 22 Bit 21 20 Bit 19 Mode
0 0 0 0 0 0 0 No detected faults
1 0 0 0 0 0 0 Xmtr/Rcvr fault
0 1 0 0 0 0 0 Antenna fault
0 0 1 0 0 0 0 Control data fault
0 0 0 1 0 0 0 Attitude input fault
0 0 0 0 1 0 0 Spare
0 0 0 0 0 1 0 Control Bus Absent
0 0 0 0 0 0 1 Spare
3Mode Code: Bit 29 Bit 28 Bit 27 Mode
0 0 0 Standby
0 0 1 Weather only
0 1 0 Map
B -81
appendix B
Table B -71. WXT-8XX Diagnostics Wd 1 (WXR) [OCTAL]. - Continued

3Mode Code: Bit 29 Bit 28 Bit 27 Mode
0 1 1 Turb. (Reserved)
1 0 0 Test
1 0 1 Turbulence only
1 1 0 WX + Turbulence
1 1 1 Target (Reserved)
1SDI code: Bit 10 Bit 9 LRU Number
0 0 Not Used
0 1 Left Unit
1 0 Right Unit
1 1 Not Used
B -82
APPENDIX C
All Buses
C .1. BUS TYPES.

The various Line Replaceable Units (LRU) in the system interface with each other using several 2-wire digital data buses. Each bus
has a unique name. The buses are primarily ARINC 429 format, with some private RS-422 buses and an ARINC 453 radar bus.
Refer to Table C -1 for a list of each digital bus and the corresponding bus type. Refer to Table C -2 through Table C -54 for lists
of the word labels on each digital bus.
C -1
appendix C
Table C -1. Digital Bus Nomenclature and Type.

BUS NAME TYPE BUS NAME TYPE BUS NAME TYPE
L-ADC-1 ARINC 429 LO-SPEED L-EDC-5 ARINC 429 HI-SPEED MDC-1 ARINC 429 HI-SPEED
L-ADC-2 ARINC 429 LO-SPEED R-EDC-1 ARINC 429 LO-SPEED MDC-2 ARINC 429 HI-SPEED
L-ADC-3 ARINC 429 LO-SPEED R-EDC-2 ARINC 429 HI-SPEED L-MFD-1 ARINC 429 HI-SPEED
R-ADC-1 ARINC 429 LO-SPEED R-EDC-3 ARINC 429 HI-SPEED L-MFD-3 ARINC 429 HI-SPEED
R-ADC-2 ARINC 429 LO-SPEED R-EDC-5 ARINC 429 HI-SPEED L-MLS-1 ARINC 429 LO-SPEED
R-ADC-3 ARINC 429 LO-SPEED L-FGC-1 ARINC 429 HI-SPEED R-MLS-1 ARINC 429 LO-SPEED
L-AHC-1 ARINC 429 HI-SPEED R-FGC-1 ARINC 429 HI-SPEED L-NAV-ADF-1 ARINC 429 LO-SPEED
L-AHC-2 ARINC 429 HI-SPEED L-FMC-1 ARINC 429 HI-SPEED L-NAV-VIR-1 ARINC 429 LO-SPEED
L-AHC-3 ARINC 429 HI-SPEED L-FMC-2 ARINC 429 HI-SPEED R-NAV-ADF-1 ARINC 429 LO-SPEED
R-AHC-1 ARINC 429 HI-SPEED L-FMC-6 ARINC 429 HI-SPEED R-NAV-VIR-1 ARINC 429 LO-SPEED
R-AHC-2 ARINC 429 HI-SPEED R-FMC-1 ARINC 429 HI-SPEED L-PFD-1 ARINC 429 HI-SPEED
R-AHC-3 ARINC 429 HI-SPEED R-FMC-2 ARINC 429 HI-SPEED L-PFD-3 ARINC 429 HI-SPEED
L-CMU-11 ARINC 429 HI-SPEED R-FMC-6 ARINC 429 HI-SPEED R-PFD-1 ARINC 429 HI-SPEED
L-CMU-12 ARINC 429 HI-SPEED L-FSU-1 ARINC 429 HI-SPEED R-PFD-3 ARINC 429 HI-SPEED
L-CMU-2 ARINC 429 HI-SPEED L-GPS-1 ARINC 429 LO-SPEED L-RALT-1 ARINC 429 LO-SPEED
L-CDU-1 ARINC 429 HI-SPEED L-GPS-2 ARINC 429 LO-SPEED L-RALT-2 ARINC 429 LO-SPEED
L-CDU-3 ARINC 429 LO-SPEED L-GPS-3 ARINC 429 HI-SPEED R-RTU-1 ARINC 429 LO-SPEED
L-CDU-6 ARINC 429 LO-SPEED R-GPS-1 ARINC 429 LO-SPEED R-RTU-2 ARINC 429 LO-SPEED
L-CDU-7 ARINC 429 LO-SPEED R-GPS-2 ARINC 429 LO-SPEED R-RTU-X-TALK ARINC 429 LO-SPEED
R-CDU-1 ARINC 429 HI-SPEED L-GP-1 ARINC 429 LO-SPEED L-TCN-1 ARINC 429 LO-SPEED
R-CDU-3 ARINC 429 LO-SPEED L-GP-4 ARINC 429 LO-SPEED R-TCN-1 ARINC 429 LO-SPEED
L-CCP-1 ARINC 429 HI-SPEED L-GP-5 ARINC 429 HI-SPEED TCAS II DSPLY-1 ARINC 429 HI-SPEED
L-DCP-1 ARINC 429 LO-SPEED R-GP-1 ARINC 429 LO-SPEED TCAS II DSPLY-2 ARINC 429 HI-SPEED
R-DCP-1 ARINC 429 LO-SPEED R-GP-4 ARINC 429 LO-SPEED TAWS-1 ARINC 429 LO-SPEED
L-DCU-1 ARINC 429 LO-SPEED R-GP-5 ARINC 429 HI-SPEED L-TDR-1 ARINC 429 LO-SPEED
L-DCU-2 ARINC 429 HI-SPEED L-HF-1 ARINC 429 LO-SPEED L-TDR-XT ARINC 429 HI-SPEED
L-DCU-3 ARINC 429 HI-SPEED L-IOC-1 ARINC 429 HI-SPEED R-TDR-1 ARINC 429 LO-SPEED
L-DCU-5 ARINC 429 HI-SPEED 1L-IOC-3 ARINC 429 HI-SPEED R-TDR-XT ARINC 429 HI-SPEED
R-DCU-1 ARINC 429 LO-SPEED 2L-IOC-4 ARINC 429 HI-SPEED TTR-TX-1 ARINC 429 HI-SPEED
R-DCU-2 ARINC 429 HI-SPEED L-IOC-5 ARINC 429 HI-SPEED TTR-TX-2 ARINC 429 HI-SPEED
R-DCU-3 ARINC 429 HI-SPEED R-IOC-1 ARINC 429 HI-SPEED TERR-1 ARINC 453 VERY HI-SPD
R-DCU-5 ARINC 429 HI-SPEED 1R-IOC-3 ARINC 429 HI-SPEED TERR-2 ARINC 453 VERY HI-SPD
L-DME-1 ARINC 429 LO-SPEED 2R-IOC-4 ARINC 429 HI-SPEED L-VHF-1 ARINC 429 LO-SPEED
R-DME-1 ARINC 429 LO-SPEED R-IOC-5 ARINC 429 HI-SPEED R-VHF-1 ARINC 429 LO-SPEED
L-EDC-1 ARINC 429 LO-SPEED IOC-INT ARINC 429 HI-SPEED T-VHF-1 ARINC 429 LO-SPEED
L-EDC-2 ARINC 429 HI-SPEED T-IRU-1 ARINC 429 HI-SPEED T-VHF-3 ARINC 429 HI-SPEED
L-EDC-3 ARINC 429 HI-SPEED T-IRU-2 ARINC 429 HI-SPEED WXT-1 ARINC 453 VERY HI-SPD
1 Modified bus internal to IAPS

2 Internal to IAPS
C -2
appendix C
Table C -1. Digital Bus Nomenclature and Type. - Continued

BUS NAME TYPE BUS NAME TYPE BUS NAME TYPE
T-IRU-3 ARINC 429 HI-SPEED L-FGC-2 RS-422
LDS-1 ARINC 429 LO-SPEED R-FGC-2 RS-422
Table C -2. LEFT AIR DATA COMPUTER.

L-ADC-1, L-ADC-2, L-ADC-3, R-ADC-1, R-ADC-2, R-ADC-3
Parameter Octal Label Rate
Static Pressure 171 20.0
ARINC Wrap Test 200 2.50

Altitude (29.92) 203 20.0
Baro-Corrected Altitude 204 20.0
Mach 205 10.0
Airspeed 206 20.0

Vmo 207 10.0
True Airspeed 210 10.0
Total Air Temperature 211 2.50

Vertical Speed (Uncomplemented) 212 20.0
Static Air Temperature 213 2.50

Mmo 215 2.50
ISA-XX 216 2.50
Static Pressure (Hg) SSE Corrected 217 20.0

Baro-Correction (mb) 234 9.50
Baro-Correction (Hg) 235 9.50

Airspeed (Secondary) 236 20.0
Impact Pressure 243 20.0
ADC Discrete Wd 1 270 2.50
ADC Discrete Wd 2 271 2.50
ADC-3000 Diagnostics Wd 1 350 2.50

ADC-3000 Diagnostics Wd 2 351 2.50
ARINC-604 Software Version Report 356 20.0
NOTE
The SDI of label 204 will reflect the ADC source of the on-side AFD.
Only transmitted if a failure was reported by the ADC.
C -3
appendix C
Table C -3. ATTITUDE/HEADING COMPUTER.

L-AHC-1, L-AHC-2, L-AHC-3, R-AHC-1, R-AHC-2, R-AHC-3
Software Version (AHRS) (Reserved) 046
AHC-3000 Discrete WD 1 270 5.20
AHRS Discrete WD 2 (Reserved) 271
Compass Slaving 302 5.20
Input Discrete Word 1 (AHRS) (Reserved) 303
Magnetic Heading 320 52.0
Pitch Angle 324 52.0
Roll Angle 325 52.0
Pitch Rate (Body) 326 52.0
Roll Rate (Body) 327 52.0
Yaw Rate (Body) 330 52.0
Longitudinal Acceleration (Body) 331 52.0
Lateral Acceleration (Body) 332 52.0

Normal Acceleration (Body) 333 52.0
Euler Pitch Rate 336 52.0
Euler Roll Rate 337 52.0
Euler Yaw Rate 340 52.0
AHC-3000 Diagnostics WD No 1 350 5.20
Inertial Vertical Acceleration 364 52.0

Normal Acceleration (FDR) 370 5.20
Along Heading Acceleration 375 52.0
Cross Heading Acceleration 376 52.0
NOTE
Label 353 only present when AHC is in FDU Compensation, MMT Leveling, Field Test and Bench Test Maintenance Modes.
Table C -4. CURSOR CONTROL PANEL.

L-CCP-1
CCP Transmitted Discrete Word #1 030 5.0

C -4
appendix C
Table C -4. CURSOR CONTROL PANEL. - Continued

L-CCP-1
CCP Transmitted Knob Word 044
CCP Diagnostics 350 1.0
NOTE
Word rate will increase to 20 Hz when any data bit is set.
Not transmitted when there is no activity, during activity, the rate will be 20 Hz.
Table C -5. CONTROL DISPLAY UNIT.

L-CDU-1, R-CDU-1
CMU System Address Label 010
FMS Reset Command 146 20.0
CDU Status Word 270 1.0
Discrete Input Word 271 1.0
CDU Diagnostics Wd 1 350 1.0
CDU Configuration Wd 351 1.0
Boot Loader Maintenance Word 352 1.0
Remapped Maintenance Words 353 1.0
MCDU Identification Word 377 1.0
NOTE
Word rate is variable. Words sent on demand.
Each client (user) has its own specific label.
CLIENT LABEL(YYY)
------ -------
FMC 1 300
FMC 2 301
FMC 3 302
FMC 4 277
CFDIU 303
ACARS/AFIS 304
WBS 305
TCAS 306
SATCOM 307
C -5
appendix C
Table C -5. CONTROL DISPLAY UNIT. - Continued

L-CDU-1, R-CDU-1
NOTE
The CDU bursts 4 transmissions when the crew Commands a reset.
ARINC 619 protocol, word rate is variable, and words sent on demand. ARINC 739 Words

L-CDU-3, R-CDU-3
Acknowledgement Word 001
Cross-Side CDU Discrete Data 002
Cross-Side CDU Bus Signature 003 2.0
Radio Test Flags 004 4.0
TCAS Word 1 013
TCAS Word 2 016

VHF Comm Frequency 030
Beacon Code 031
ADF Frequency 032
VOR/ILS Frequency 034
DME Frequency 035
HF Comm Frequency (Wd 1) 037

VHF Comm Frequency (8.33 KHz) 047

ATC Flight Ident Word 1 233 5.0
ATC Flight Ident Word 5 (RSVD) 237
CDU-3000 Diagnostics Word 1 350 5.0
CDU Sanity Word 371 5.0
C -6
appendix C

L-CDU-3, R-CDU-3
Displayed Altitude 377 20.0
NOTE
Transmitted only while aircraft is on-ground or 25 times at power-up.
Data for installed RADIOS is transmitted once & waits for a response back. If nothing is received within 400ms, the data is retransmitted. If a response
is not received after 3 tries, the CDU shall fail the cross-side bus. If response is received, transmission ceases.
This label is sent only when a radio has been placed in Test mode.

L-CDU-6, L-CDU-7
TCAS Word 1 013 5.0

TCAS Altitude Select Limits 015 5.0
TCAS Word 2 016 5.0
VHF Comm Frequency 030 5.0

Beacon Code 031 5.0
ADF Frequency 032 5.0

VOR/ILS Frequency 034 5.0
DME Frequency 035 15.0
VHF Comm Frequency (8.33 KHz) 047 5.0
Altitude (29.92) (from CDU) 203 20.0

Current Aircraft Altitude (From PFD) 204 20.0


VHF Comm Voice/Data 276 5.0
CDU-3000 Diagnostics Word 1 350 1.0
C -7
appendix C

L-CDU-6, L-CDU-7
NOTE
The CDU will only send label 030 or 047, depending on the mode the VHF Comm is in, 25 KHz spacing vs 8.33 Khz spacing.
Table C -8. COMMUNICATION MANAGEMENT UNIT.

L-CMU-11
CMU SELCAL Configuration 005 5.0
FSU-1 System Address Label 023

VHF Comm Status 070 1.0
GMT (Clock) 125 1.0
GMT (Clock) 150 1.0
SAL Broadcast Word 172 1.0
SELCAL Annunciation Word 175 10.0
ICAO Aircraft Address 214 1.0
CDU-1 System Address Label 220
DL Flight Ident Word #1 233 1.0

Date (Clock) 260 1.0
Datalink Status 1 270 1.0
FMC-1 System Address Label 300
Datalink Diag Word 1 350 1.0
Equipment Identifier 377 1.0
NOTE
ARINC 619 protocol, word rate is variable, and words sent on demand.
The LDU size per ARINC 429 Part 3 is up to 255 words. When the RIU transmits data through the IOC to a concentrated bus, the IOC bus can overflow.
Therefore, the LDU size of RIU to FMS data is limited to 63 words.
C -8
appendix C

L-CMU-12
CMU SELCAL Configuration 005 5.0
FSU-2 System Address Label 024

GMT (Clock) 125 1.0
GMT (Clock) 150 1.0
SAL Broadcast Word 172 1.0
SELCAL Annunciation Word 175 10.0

FMC-2 System Address Label 301

Equipment Identifier 377 1.0
NOTE
The LDU size per ARINC 429 Part 3 is up to 255 words. When the RIU transmits data through the IOC to a concentrated bus, the IOC bus can overflow.
Therefore, the LDU size of RIU to FMS data is limited to 63 words.

L-CMU-2
VHF SELCAL 005 5.0
DAU Discrete Wd 1 072(272) 5.0
Data Link Label Identifier 172
VHF-3 System Address Label 253

CMU Status 270
C -9
appendix C
Table C -10. COMMUNICATION MANAGEMENT UNIT. - Continued

L-CMU-2
NOTE
The rates represent the sum of the left and right side parameters each at half the rate shown. Left and right side words with the same label are uniquely
identified by the source ident bits.
Only present if RIU is SELCAL enabled.
Only present while VHF is in VOICE mode.
Only present while VHF is in DATA mode.
Table C -11. DISPLAY CONTROL PANEL.

L-DCP-1, R-DCP-1
DCP Transmitted Discrete Word #1 030 5.0
DCP Transmitted Knob Word 044
DCP Transmitted Diagnostic Word 350 1.0
NOTE
Word rate will increase to 20 Hz when any data bit is set.
Not transmitted when there is no activity, during activity, the rate will be 20 Hz.
Table C -12. DATA CONCENTRATOR UNIT.

L-DCU-1, L-DCU-2, L-DCU-3, L-DCU-5, R-DCU-1, R-DCU-2, R-DCU-3, R-DCU-5
GMT (MSTR) 150 5.0
Aircraft Discrete Wd 1 231 5.0
Date (MSTR) 260 1.0
DCU Discrete Wd 1 272 10.0
DCU Discrete WD 2 274 10.0

Prop RPM 300 20.0
Engine Oil Temperature 316 10.0
Engine Oil Pressure 317 10.0
Engine Torque 336 20.0
Engine RPM N1 343 20.0
Engine ITT © 345 20.0
C -10
appendix C
Table C -12. DATA CONCENTRATOR UNIT. - Continued

L-DCU-1, L-DCU-2, L-DCU-3, L-DCU-5, R-DCU-1, R-DCU-2, R-DCU-3, R-DCU-5
Engine Fuel Flow 347 20.0
DCU Diagnostic Wd #1 350 3.0

NOTE
This label transmitted at power up only.
The rates represent the sum of the left EDC, the right EDC and the onside DCU parameters, each at 1/3 the rate shown. Each of these words with the same
label are uniquely identified by the source ident bits.
Table C -13. DME TRANSCEIVER.

L-DME-1, R-DME-1
Time To Go (DME) 002 15.0
Ground Speed (DME) 012 15.0
DME Frequency (Echo) 035 30.0
DME Distance 202 30.0
DME Ident 300 30.0
DME-4000 Diagnostics 350 15.0
NOTE
A complete DME data sequence consists of the following:
035,202,002,012 Channel 1
035,202,002,012 Channel 2
035,202,002,012 Channel 3
035,202,300,300,350 Channel 1
035,202,300,300,350 Channel 2
035,202,300,300,350 Channel 3
Only the frequency and diagnostic words contain the channel code bits. The channel association of the other parameters is denoted by the channel of the
frequency word which precedes them. The distance word will always follow the frequency word, but the order of subsequent words may not be fixed.
C -11
appendix C
Table C -14. ENGINE DATA CONCENTRATOR.

L-EDC-1, L-EDC-2, L-EDC-3, R-EDC-1, R-EDC-2, R-EDC-3
GMT (MSTR) 150 5.0
Date (MSTR) 260 1.0

Prop RPM 300 20.0
Engine Fan RPM N1 343 20.0

NOTE
Table C -15. ENGINE DATA CONCENTRATOR.

L-EDC-5, R-EDC-5
Engine Fuel Flow Temp 115 1.0
Fuel Flow (Volume) 116 1.0

DCU Logic Status 240 2.0

Crosstalk Status 242 5.0
Engine Fan RPM N1 343 10.0
C -12
appendix C
Table C -15. ENGINE DATA CONCENTRATOR. - Continued

L-EDC-5, R-EDC-5


DCU CRC Word-Application Code 372 4.0
DCU CRC Word-Boot Code 373 4.0
NOTE
Table C -16. FLIGHT GUIDANCE COMPUTER.

L-FGC-1, R-FGC-1
FGC Null Data 000
Reference Altitude (FGC to IOC) 102 10.0
Reference Airspeed (FGC to IOC) 103 10.0
Reference Vertical Speed (FGC To IOC) 104 10.0
Reference Mach (FGC to IOC) 106
FD Roll Outputs (FGC to IOC) 140 10.0
FD Pitch Outputs (FGC to IOC) 141 10.0
FGC Mode Wd 1 (Air Data Modes) 270 10.0

FGC Mode Wd 2 271 10.0

FGC Certification Wd (to ACE) 2XX
Filtered Pitch Mistrim (from FGC) 305 3.30

Filtered Roll Mistrim (from FGC) 306 3.30
Filtered Yaw Mistrim (from FGC) 307 3.30
Roll Servo Command (From FGC) 310 30.0

Yaw Servo Command (From FGC) 312 30.0
Pitch Servo Command (From FGC) 314 30.0
Elevator Trim Tab Position 315 10.0
Complemented Vertical Speed (FGC to IOC) 327 10.0
FGC Diagnostic Wd #1 350 5.0
C -13
appendix C
Table C -16. FLIGHT GUIDANCE COMPUTER. - Continued

L-FGC-1, R-FGC-1
FGC Diagnostic Wd #2 (Boost Code) 351 5.0
FGC Diagnostic Wd #2 (Repair Code) 351

FGC Diagnostic Wd #2 (YD Engage Code) 351
FGC Diagnostic Wd #2 (YD Disengage Code) 351
FGC Diagnostic Wd #2 (AP Engage Code) 351
FGC Diagnostic Wd #2 (AP Disengage Code) 351
FGC Remote Text, Private Data 356 690.0
FGC Remote Text, Public Data 357
NOTE
Only one label (356 or 357) is sent at a time (357 necessary. When one FCC sends remote data has been requested. When one FCC sends Remote Text
label 357 (or 356), the other will send FCC null data.
Only the Reference currently being used by the FCC is transmitted (10 Hz). (Default is Reference Airspeed.)
The Computer will respond to a REMOTE mode command by providing remote text data only. The MFD will blank the remote display area and set all
control values to their base values when the remote mode is entered. The display area is then under complete control of the Computer. The remote mode
will be terminated by crew selection of a different MFD mode.
The FCC Diagnostic Wd #1 contents code indicates the FCC Diagnostic Wd #2 that is being transmitted (if any). When a code needs to be transmitted,
the diagnostic word is repeatedly sent for 8.1 seconds to ensure reception by the MDC. If no code needs transmission, FCC null data is sent instead. If
multiple codes need transmission, one will be sent for 8.1 seconds, then the next for 8.1 seconds, and so on, until all the required codes have been sent.
FCC Null data may be transmitted in place of the FCC’s remote text and/or diagnostic word #2, as described in other notes.
Labels 200 through 235 are used for ACE certification testing. Word content and rates are configured by the ACE.
May be used by future FGC. Currently transmitting null data.
Table C -17. FLIGHT MANAGEMENT COMPUTER.

L-FMC-1, R-FMC-1
Glide Slope Reference Angle (from FMC) 004 1.0
FMC Database SAL 013
FMS Message Line 1 Wd 1 014 5.0

Set Latitude (from FMC) 041 5.0
Set Longitude (from FMC) 042 5.0

Set Heading (Magnetic) (from FMC) 043 4.0
C -14
appendix C
Table C -17. FLIGHT MANAGEMENT COMPUTER. - Continued

L-FMC-1, R-FMC-1
Lateral Waypoint 1 ID Wd 3 045 2.0

Electronic Chart Display SAL 102
Reference Airspeed (from FMC) 103 10.0
Reference Vertical Speed (from FMC) 104 10.0
Vertical Situation Display SAL 105
Reference Mach (from FMC) 106 10.0

Course Sync (from FMC) 110 10.0
Desired Track (True) 114 10.0
Waypoint Bearing (True) 115 10.0

Cross Track Distance (FMS) 116 10.0
Vertical Deviation (FMS) 117 10.0
Range To Target Altitude 120 5.0

Roll Command 121 10.0
Pitch Command 122 10.0
FMC Flight Test Wd 2 123 10.0
Selected Landing Altitude (from FMC) 127 1.0
GPS Satellite Deselect Wd 1 (from FMC) 140 2.0
Vert Integrity Threshold (From FMC) 141 2.0

GPS Destination Longitude (from FMC) 143 2.0
GPS Destination Latitude (from FMC) 144 2.0
Magnetic Variation 147 1.0
GMT (FMS) 150 5.0
Localizer True Bearing (from FMC) 151 1.0
GPS Destination ETA (from FMC) 152 2.0
Flight Level Transition Altitude (From FMC) 153 1.0
FMS-GPS Wrap Test Request (FMC) 166 1.0
GPS Alternate Waypoint ETA (from FMC) 167 2.0

EFIS Source Select (from FMC) 172 10.0
SBAS Service Provider Restriction Word (FMC) 176 1.0

GPS Alternate Waypoint Latitude (from FMC) 214 2.0
Reference FPLN Altitude (from FMC) 215 5.0
C -15
appendix C

L-FMC-1, R-FMC-1
GPS Alternate Waypoint Longitude(from FMC) 216 2.0
Reference Altitude (From FMC) 217 5.0

Estimate of Position Uncertainty (95%) 221
FMC FLIGHT PLAN INFO 223
To Waypoint Constraint Altitude (from FMC) 225 1.0
Vertical Speed Required (From FMC) 226 2.0
Datalink System Address Label 231
Horz Integrity Threshold (GPS) 240 2.0
ETA (At TO Waypoint) 241 2.0
Total Fuel Quantity (from FMC) 242 1.0
Distance To Waypoint (FMC to EFIS) 251 2.0
Time To Waypoint (FMS Output) 252 2.0
Date (FMS) 260 1.0
FMC Discrete Wd 1 261 20.0
FMS Navigation Mode 266 5.0
FMC Mode Wd 1 272 5.0

Nav Rcvr Tune Wd (From FMC) 302 10.0

DME Tune Wd (From FMC) 303
Present Position Latitude (FMC) 310 5.0
Present Position Longitude (FMC) 311 5.0
Ground Speed (FMC) 312 5.0
Track Angle, True (FMC) 313 10.0
True Heading (FMS) 314 10.0

Windspeed (FMC) 315 2.0
Wind Direction, True (FMC) 316 2.0
Drift Angle 321 10.0

Lateral Deviation Scale Factor 326 10.0
Vertical Deviation Scale Factor 327 10.0
Active Nav Src 1 WPT ID Wd 1 (from FMC) 331 1.0
Dist To Active Nav Src 1 WPT (from FMC) 333 1.0

FMC-3000 Diagnostics 350 1.0
C -16
appendix C

L-FMC-1, R-FMC-1
Distance to Destination 351 2.0
Time to Destination 352 2.0

CDU Diagnostics Wd 1 (From FMC) 354 1.0
Origin Airport (Word 1) 361 1.0
Destination Airport ID Wd 1 365 1.0
Specific Equipment Identification (FMC) 371 1.0
NOTE
Per ARINC 429, 702 and 704, 2-4 words are burst with a transmit interval from 250 to 500 msec.
Destination and Alternate Waypoint Requests shall not be sent at the same time. The Destination/Alternate Waypoint Requests consists of a block of
five words, ETA, LAT, LON, SAT DES 1 and SAT DES 2 (must be in this order). Each block is transmitted in a burst for 3 seconds or until the GPS
acknowledges with the ETA Response Label or HIL response label. Retransmitted bursts must wait at least 5 seconds between transmissions.
Words are burst for a minimum of 2 seconds duration.
ARINC-619 block of words are burst once every 5 seconds and when any FMS change occurs that would cause the content of this block to change.
The FMS will transmit at a maximum rate of one word per msec (this will help prevent buffer overflow at the receiving location).
Label is part of ARINC-619 block of words and is burst once every 10 seconds and when any FMS change occurs that would cause the context of this
block to change.
Label is part of ARINC-619 block of words and is burst once every 60 seconds and when any FMS change occurs that would cause the context of this
block to change.
The rate shown is the highest rate which occurs when the system is configured for WAAS LPV approach operation.
These labels are available only when a GPS-4000S is installed.
Table C -18. FLIGHT MANAGEMENT COMPUTER.

L-FMC-2, L-FMC-6, R-FMC-2, R-FMC-6
Fill-in Word 000
Altitude Profile Point and ID 004
Vertical Waypoint and ID 005

Elevation and ID 006
Map Range Discrete Word 014
Assumed Altitude Profile Vector 017
Offset Path Vectors 020
Tuned VOR #1 and ID 030
Tuned VOR #2 and ID 031

Left Holding Pattern 034
C -17
appendix C

Left Dashed Holding Pattern 035
Inactive Altitude Profile Vector 037

Inactive Flight Plan Vectors 040
Map Center Inbound Course 052
Extended Runway and ID 054
TO Waypoint and ID 070
From Waypoint and ID 071
TO Extended Runway 074

Active Altitude Profile Vector 077
Active Flight Plan Vectors 100
Active Leg Vectors 101

Conditional Waypoint and ID 104
From Conditional Waypoint and ID 105
Tuned DME/TACAN #1 and ID 130

Tuned DME/TACAN #2 and ID 131
Tuned Station or SRP Radial Vectors 140
Map Center Magnetic Variation 147
Tuned VORTAC #1 and ID 150
Tuned VORTAC #2 and ID 151

NDB 154
Non-Rotated Vector Identifiers 161
Map Reference Point Longitude 164
Origin/Dest Airport and ID 170
Selected Reference Point 204
Near Airport and ID 210

Text, NAV Status Line 224
DME/TACAN and ID 230
DME and ID 231

Tuned DME #1 and ID 232
Tuned DME #2 and ID 233
Selected Reference Point Distance and ID 244
VORTAC and ID 250
Airport Runway and ID 254
TO Airport Runway and ID 255

Map Reference Point Latitude 264
Airport and ID 270
Modified Altitude Profile Vector 277
C -18
appendix C

Modified Flight Plan Vectors 300
FMC Remote Text 300

Background Start of Transmission 301
Background End of Transmission 302
Dynamic Start of Transmission 303
VOR/DME and ID 304
Tuned VOR/DME #1 and ID 305
Tuned VOR/DME #2 and ID 306
Active Conditional Waypoint and ID 307
LRN Position and ID 310
Text, Data Window 324
Flight Plan Waypoint and ID 330
VOR and ID 350
Right Holding Pattern 354
Right Dashed Holding Pattern 355
Map Arrow Head 360

Map Mode Discrete Word 364
Geographic Reference Point and ID 370
NOTE
Label assigned per the word group being transmitted.
The contents of the entire window may be transmitted in one block only on initial selection or when the window display format is changed (e.g., from
progress type data to status type data). At all other times, window text data shall be transmitted in ten word blocks at a rate not to exceed ten blocks per
second.
For the FMS-3000/4XXX/5000/6000, this label is sent out continuous at 1 word every 5 seconds for Health Monitoring.
ASCII Characters XXX
Map Data Runway Heading XXX
Map Data Runway Length XXX
Map Data Latitude XXX
Map Data Longitude XXX
Map Data Conic, Course Change Angle XXX
Map Data Conic, Inbound Course XXX
Map Data Conic, Radius XXX
SRP Distance XXX
C -19
appendix C

Text Rotation Angle XXX
Altitude XXX
Table C -19. FILE SERVER UNIT.

L-FSU-1
FSU Status 350 1.0

Graphical Weather Faults 351 1.0
Enhanced Maps Faults 352 1.0

Electronic Charts Faults 353 1.0
XM Graphical Weather Faults 354 1.0
NOTE
Table C -20. I/O CONCENTRATOR.

L-GP-1, R-GP-1
VHF SELCAL (Echo) 005 5.0
TCAS Word 1 013 2.0
TCAS Word 2 016 2.0
DME Frequency (MLS) 021(035) 5.0
VHF Comm Frequency (Echo) 030 20.0
Beacon Code (Echo) 031 5.0
ADF Frequency (Echo) 032 5.0
VOR/ILS Frequency (Echo) 034 5.0

MLS Channel Selection (Echo) 036 5.0
HF Comm Frequency (Wd 1 Echo) 037 3.30


C -20
appendix C
Table C -20. I/O CONCENTRATOR. - Continued

L-GP-1, R-GP-1

Set Heading (Magnetic) (from FMC) 043 1.0
VHF Comm Frequency (8.33 KHz) (Echo) 047
TDR-94D Diagnostics 064(350) 5.0

GMT (FMS) 125(150) 1.0
ATC Flight Ident Word 1 (Echo) 133(233) 1.0
PFD Mode Select Wd 1 (PFD Output) 163 5.0
Altitude (29.92) (from ADC) 203 20.0
Current Aircraft Altitude (From PFD) 204(207) 20.0

Altitude Rate 212 5.0
Baro-Correction (hPa) 234 10.0

FGC Mode Wd 2 253(271) 10.0
FGC Mode Wd 3 254(272) 10.0
Date (FMS) 260 1.0
FMC Mode Wd 1 (From FMC) 270(272) 5.0
FMC Mode Wd 3 275(277) 2.0

NAV Rcvr Tune Wd (From FMC) 302 10.0
DME Tune Wd (From FMC) 303
ATC Flight Ident Word 1 (from FMC) 343(233)

HF-9031A Diagnostics 351 3.30
Central Strapping Wd 00 360

C -21
appendix C

L-GP-1, R-GP-1


Central Strapping Wd 01 360 4.20
NOTE
The VOR/LOC, DME, COM, ADF, TDR, and all other frequency tuning words shall consist of a burst of 20 tuning words (minimum). The burst shall
be transmitted once when the station is first tuned and shall not be transmitted at a periodic rate. Maximum total shall be 30 words: 20 words manual
tuning and 10 words auto-tuning. Burst duration shall be 2 seconds, minimum. The maximum practical output for these words totals 130 wds/sec. The
maximums for each label are:
Label Wds/sec
302 20.0
303 40.0 (10.0 for single DME installation)
343 2.5
344 2.5
345 2.5
346 2.5
Central Strapping words are identified by the unique sub-address field, bits 25 through 28. The update rate for all sixteen words totals 3.8. (Words are sent
in sequence 00-15.)
Word rate is variable − as low as 2 per second. The VHF Comm will only echo back label 030 or 047.
Only transmitted if Collins radio installed.

L-GP-4, R-GP-4
Selected Heading/Track 101 2.0
Preselect Altitude (From PFD) 102 2.0
Horz Integrity Threshold (GPS) 124(240) 2.0

FMS Horizontal Protection Limit (RSVD) 131
FMS Vertical Protection Limit (RSVD) 134
FMS Vertical Figure of Merit (RSVD) 137

GPS Destination Longitude (from FMC) 143 2.0
C -22
appendix C

L-GP-4, R-GP-4
GPS Destination Latitude (from FMC) 144 2.0
GPS Satellite Deselect Wd 1 (from FMC) 146(140) 2.0

GMT (MSTR) 150 5.0
GPS Destination ETA (from FMC) 152 2.0
Radio Height 164 5.0
GPS Alternate Waypoint ETA (from FMC) 167 2.0
Vert Integrity Threshold (From FMC) 171(141) 2.0

PFD Mode Select Wd 1 175(163) 1.0
SBAS Service Provider Restriction Word (FMC) 176 1.0
Altitude (29.92) (from ADC) 203 20.0

Mach 205 5.0
Airspeed 206 5.0

GPS Alternate Waypoint Latitude (from FMC) 214 2.0
GPS Alternate Waypoint Longitude(from FMC) 216 2.0
Static Pressure (Hg) SSE Corrected 217 2.0
Reference Altitude (From FMC) (For TDR) 226(217) 2.50

Baro-Correction (mb) 240(234) 2.0
FCC Mode Wd 2 253(271) 1.0
Date (MSTR) 260 1.0
FMS-GPS Wrap Test Request (FMC) 266(166) 1.0

Estimated Position Uncertainty (RSVD) 267
WX Control Wd 1 270 5.0

Aircraft ID 1,2,3 (Reserved) 301
C -23
appendix C

L-GP-4, R-GP-4
Destination Airport ID Wd 1 304(365) 1.0



Flight Path Angle (Reserved) 322
Roll Angle 325 52.0

Track Angle Rate (Reserved) 335
Track Angle Rate (FMC) 336(307) 2.0


Vertical Speed Inertial (Reserved) 365

North South Velocity (Reserved) 366
East West Velocity (Reserved) 367
C -24
appendix C

L-GP-4, R-GP-4
Wind Direction, Magnetic (from EFIS) 372 2.0
NOTE
in sequence 00-15.)
Rate may be as low as 1.0 wds/sec when GPS is source.
Destination and Alternate Waypoint Requests shall not be sent at the same time. The Destination/Alternate Waypoint Requests consists of a block of
five words, ETA, LAT, LON, SAT DES 1 and SAT DES 2 (must be in this order). Each block is transmitted in a burst for 3 seconds or until the GPS
acknowledges with the ETA Response Label or HIL response label. Retransmitted bursts must wait at least 5 seconds between transmissions.
Words are burst for a minimum of 2 seconds duration.
These labels have been added to support the implementation of Enhanced Surveillance and ADS-B. As of the present time (Aug 2002) the definition and
therefore the use of these labels is uncertain. If this bus gets heavily loaded by future additions, these labels could possibly be returned to RESERVED.
Check with the appropriate Systems Engineer to see if this can be done.

L-GP-5, R-GP-5
Graphical Weather Faults 011(351) 1.0
TCAS Word 2 016 2.0

AFD Diagnostics Wd 1 (PFD) 072(350) 1.0

AFD Diagnostics Wd 1 (MFD) 073(350) 1.0
Selected Course 100 5.0
Track Angle, True (GPS) 103 1.0
Reference Airspeed (From PFD) 103 10.0
Reference Vertical Speed (From PFD) 104 10.0
Reference Mach (From PFD) 106 10.0

Lateral Deviation (EFIS) 116 20.0
Vertical Deviation (EFIS) 117 20.0
C -25
appendix C

L-GP-5, R-GP-5
Reference Discretes 120(123) 10.0

MLS Selected Glidepath 131(155) 5.0
MLS Selected Azimuth 132(153) 5.0
MLS Ground Station Ident Wd #1 133(256) 0.50
MLS Selected Back Azimuth 135(175) 5.0
MLS Discretes 136(270) 2.0

FD Roll Outputs (From IOC) 140(140) 10.0
FD Pitch Outputs (From IOC) 141(141) 10.0
Localizer True Bearing (from FMC) 146(151) 1.0

GMT (FMS) 150 5.0
UTC (GPS) 151(150) 5.0

GMT (MDC) 152(150) 5.0
GMT (MSTR) 153(150) 5.0
MFD Discrete Control WD1 154 2.0
MFD Mode Wd 1 155 20.0
MLS Glidepath Deviation 156(174) 20.0
MLS Localizer Deviation 157(173) 20.0
MFD Mode Wd 2 161(151) 20.0
Radio Height, PFD Sourced 164(064) 20.0

Selected MDA (from PFD) 170 5.0
LOC Deviation 173 20.0
GLS Deviation 174 20.0
PFD Discrete Control WD1 (PFD Output) 177 2.0
Altitude (29.92) 203 20.0

Mach 205 10.0
Airspeed 206 20.0

C -26
appendix C

L-GP-5, R-GP-5
PFD Discrete Wd 1 214 5.0

Reference FPLN Altitude (from FMC) 215 5.0
Reference Altitude (from FMC) 220(217) 5.0
VOR Bearing 222 20.0
615-3 DATALOAD RETURN (RESERVED) 226

Datalink System Address Label 231

FMC Mode Wd 1 254(272) 5.0

ADC Discrete Wd 1 255(270) 2.50
Date (FMS) 260 1.0
Date (GPS) 261(260) 5.0
Date (MDC) 262(260) 1.0
Date (MSTR) 263(260) 1.0
DCU Discrete WD 1 266(272) 10.0
FGC Mode Wd 1 (Air Data Modes) 270 10.0

EGPWS Alert Discrete WD 1 301(270) 10.0
FMS Navigation Mode 302(266) 5.0
Filtered Pitch Mistrim (From IOC) 305(305) 3.30
Filtered Roll Mistrim (From IOC) 306(306) 3.30


C -27
appendix C

L-GP-5, R-GP-5
Pitch Servo Command (From FGC) 317(314) 30.0

Roll Angle 325 52.0


Normal Acceleration (FDR) 334(370) 5.20
Engine Torque (From PFD) 340 20.0
Engine Oil Temperature (from PFD) 341(316) 10.0

Engine Oil Pressure (from PFD) 342(317) 10.0
Engine RPM N1 (From PFD) 343 20.0
Prop RPM (From PFD) 344 20.0
Engine ITT © (From PFD) 345 20.0
Engine Fuel Flow (from PFD) 347 20.0
FGC Diagnostic Wd #1 (from IOC) 350 10.0
Yaw Servo Command (From FGC) 353(312) 30.0

Roll Servo Command (From FGC) 354(310) 30.0
FGC Diagnostic Wd #2 (Boost Code) 355(351) 10.0
FGC Diagnostic Wd #3 (Repair Code) 355(351)
FGC Diagnostic Wd #4 (YD Engage Code) 355(351)

FGC Diagnostic Wd #5 (YD Disengage Code) 355(351)
FGC Diagnostic Wd #6 (AP Engage Code) 355(351)
FGC Diagnostic Wd #7 (AP Disengage Code) 355(351)

DCU Diagnostic Wd #1 356(350) 1.0
DCU Diagnostic Wd #2 357(351) 1.0


C -28
appendix C

L-GP-5, R-GP-5




Selected Decision Height (from EFIS) 370 5.0
NOTE
in sequence 00-15.)
These labels are only present in a FSU installation. NOTE 233: Only transmitted during active CPAS 615-3 dataload.
Table C -23. GLOBAL POSITIONING SYSTEM.

L-GPS-1, L-GPS-2, L-GPS-3, R-GPS-1, R-GPS-2
SV Measurement Status (GPS) 060 1.0
Pseudo Range (GPS) 061 1.0
Pseudo Range Fine (GPS) 062 1.0
Range Rate (GPS) 063 1.0
Delta Range (GPS) 064 1.0
SV Position X (GPS) 065 1.0
SV Position X Fine (GPS) 066 1.0
C -29
appendix C
Table C -23. GLOBAL POSITIONING SYSTEM. - Continued

SV Position Y (GPS) 070 1.0
SV Position Y Fine (GPS) 071 1.0

SV Position Z (GPS) 072 1.0
SV Position Z Fine (GPS) 073 1.0
UTC Measurement Time (GPS) 074 1.0
Altitude (GPS) 076 1.0
HDOP (GPS) 101 1.0
VDOP (GPS) 102 1.0

Track Angle, True (GPS) 103 1.0
Present Position Latitude (GPS) 110 1.0
Present Position Longitude (GPS) 111 1.0

Ground Speed (GPS) 112 1.0
Present Position Latitude, Fine (GPS) 120 1.0
Present Position Longitude, Fine (GPS) 121 1.0

Digital Time Mark (GPS) 124 1.0
UTC (GPS) 125 1.0
Horizontal Integrity Limit Autonomous(GPS) 130 1.0
Vertical Integrity Limit Autonomous (GPS) 133 1.0
Vertical Figure of Merit (GPS) 136 1.0
UTC, Fine (GPS) 140 1.0
UTC, Fine Fractions (GPS) 141 1.0
UTC (GPS) 150 1.0
PRAIM ETA Response − Destination (GPS) 162 1.0

PRAIM ETA Response − Alt Waypoint (GPS) 163 1.0
Vertical Velocity (GPS) 165 1.0
N-S Velocity, True (GPS) 166 1.0
E-W Velocity, True (GPS) 174 1.0
Current SBAS Service Providers (GPS) 176 5.0
Horizontal Uncertainty Limit (GPS) 237 1.0
Horizontal Figure of Merit (GPS) 247 1.0
Date (GPS) 260 1.0
FMS-GPS Wrap Test Response (GPS) 266 1.0

GPS Sensor Status 273 1.0
GPS Sensor Status (GPS-4000S) 273 5.0
Horz Integrity Limit − Destination (GPS) 343 1.0
Reserved:Vert Integrity Limit-Destination 344 1.0
Reserved:Vert Integrity Limit-Alt Waypoint 346 1.0
C -30
appendix C
Table C -23. GLOBAL POSITIONING SYSTEM. - Continued

Horz Integrity Limit − Alt Waypoint (GPS) 347 1.0
GPS Diagnostic (Arinc 743A) 355 1.0

Software/Hardware Partnumber (Initial Word) 356 1.0
Software/Hardware Partnumber (Intermediate/Final) 356 1.0
GNSS Height (WGS-84) 370 1.0
GPS Equipment ID 377 1.0
NOTE
These words constitute a block of data for each satellite tracked. For example, 8 tracked satellites will include 8 blocks of data within 1 second.
Transmitted at power-up test or commanded self test.
The sensor status label definition differs between GPS-4000/4000A and GPS-4000S. Operational Mode field is different.
These words are only present on the bus when a GPS-4000, GPS-4000A is installed or when a GPS-4000S is installed, and GPS-1 is strapped for 1 Hz
Data Output.
The rate reflects the highest rate that will be present on the bus. The rate is 5 Hz when a GPS-4000S with GPS-1 strapped for 5 Hz output is installed.
Table C -24. HF RECEIVER/TRANSMITTER.

L-HF-1

HF-9031A Diagnostics 351 3.30

L-IOC-1, R-IOC-1
VHF Comm Frequency (Echo) 001(030) 20.0
Time To Go (DME) 002 15.0
Beacon Code (Echo) 003(031) 5.0
Glide Slope Reference Angle (from FMC) 004 1.0
Reference Airspeed (From FMC) 005(103) 10.0
Reference Vertical Speed (From FMC) 006(104) 10.0
Reference Mach (From FMC) 007(106) 10.0
C -31
appendix C

L-IOC-1, R-IOC-1
Ground Speed (DME) 012 15.0
FMC Database SAL 013


FMS V-Speed Reference 024 10.0

Reference Altitude (From FGC) 027(102) 10.0
Reference Airspeed (From FGC) 030(103)

Reference Vertical Speed (From FGC) 031(104)
Reference Mach (From FGC) 033(106)

Horizontal Figure of Merit (GPS) 050(247) 1.0
Horizontal Integrity Limit Autonomous (GPS) 051(130) 1.0

Reference V-Speeds (From PFD) 066 10.0
PEAKS Upper Elevation (MSL) (from EGPWS) 070(011) 2.0
PEAKS Lower Elevation (MSL) (from EGPWS) 071(012) 2.0
Gross Weight 075 1.0

Electronic Chart Display SAL 102
Vertical Situation Display SAL 105
Course Sync (from FMC) 110 10.0

C -32
appendix C

L-IOC-1, R-IOC-1
Cross Track Distance (FMS) 116 10.0
Vertical Deviation (FMS) 117 10.0

Range To Target Altitude 120 5.0

MLS Selected Glidepath 131(155) 5.0

MLS Selected Azimuth 132(153) 5.0

MLS Selected Back Azimuth 135(175) 5.0
MLS Discretes 136(270) 2.0
FD Roll Outputs (From IOC) 140(140) 10.0
FD Pitch Outputs (From IOC) 141(141) 10.0
GMT (MSTR) 150 5.0
Localizer True Bearing (from FMC) 151 1.0
Flight Level Transition Altitude (From FMC) 153 1.0
MLS Glidepath Deviation 156(174) 20.0

MLS Localizer Deviation 157(173) 20.0
ADF Bearing 162 20.0
PFD Mode Select Wd 1 (PFD Output) 166(163) 5.0
EFIS Source Select (from FMC) 172 10.0

PFD Discrete Wd 3 213(217) 2.0

Reference Altitude (From PFD) 215 5.0
C -33
appendix C

L-IOC-1, R-IOC-1
Reference Altitude (From FMC) 217 5.0
Estimate of Position Uncertainty (95%) 221

To Waypoint Constraint Altitude (from FMC) 225 1.0
Vertical Speed Required (From FMC) 226 2.0
ETA (At TO Waypoint) 241 2.0
FGC Mode Wd 1 (Air Data Modes) 250(270) 10.0

FGC Mode Wd 2 253(271) 10.0
FGC Mode Wd 3 254(272) 10.0

FGC Mode Wd 4 255(273) 10.0
FGC Mode Wd 5 256(274) 10.0
Date (MSTR) 260 1.0

FMC Discrete Wd 1 261 20.0
DCU Discrete Wd 1 262(272) 10.0
MDC Discrete Wd 1 267(270) 10.0
LTN-101 IRS Discretes 270 10.40
EGPWS Alert Discrete 2 274 10.0
FMC Mode Wd 3 275(277) 5.0
MDC Discrete Wd 1 277(270) 10.0

DME Ident 300 30.0
Lateral Deviation Scale Factor 326 10.0

Vertical Deviation Scale Factor 327 10.0

C -34
appendix C

L-IOC-1, R-IOC-1

Filtered Pitch Mistrim (from IOC) 345(305) 3.30
Filtered Roll Mistrim (from IOC) 346(306) 3.30
Filtered Yaw Mistrim (from IOC) 347(307) 3.30
FGC Remote Text, Public Data 357 690.0



Present Position Latitude (GPS) 364(110) 1.0

Present Position Latitude, Fine (GPS) 365(120) 1.0
Present Position Longitude (GPS) 366(111) 1.0
Present Position Longitude, Fine (GPS) 367(121) 1.0
C -35
appendix C

L-IOC-1, R-IOC-1
NOTE
Broadcast only when requested.
in sequence 00-15.)
Only the Reference currently being used by the FCC is transmitted (10 Hz). (Default is Reference Airspeed.)
The rate shown is the highest rate between AHRS, IRS. The other system’s rate for this label may be found on that system’s output listing (AHRS or IRS).
V-speed References, upon FMS SEND operation, are burst for 5 transmissions of each V-speed that is sent.
ARINC-619 block of words are burst once every 5 seconds and when any FMS change occurs that would cause the content of this block to change.
To position aircraft on electronic charts.

L-IOC-3, R-IOC-3
Preselect Altitude (EFIS To FGC) 000(102) 10.0
Reference Airspeed (EFIS to FGC) 004(103) 10.0
Reference Vertical Speed (EFIS to FGC) 010(104) 10.0
Reference Mach (EFIS to FGC) 014(106) 10.0
Altitude (29.92) (from ADC) (to FGC) 020(203) 20.0
Current Aircraft Altitude(From PFD to FGC) 024(207) 20.0
Mach (from ADC) (to FGC) 030(205) 10.0

Airspeed (from ADC)(to FGC) 034(206) 20.0
Vmo (from ADC)(to FGC) 040(207) 10.0
True Airspeed (from ADC) (to FGC) 044(210) 10.0

Vertical Speed(Uncomp’d)(from ADC)(to FGC) 054(212) 20.0
Static Air Temperature (from ADC) (to FGC) 060(213) 2.50
ADC Discrete Wd 1 (from ADC) (to FGC) 064(270) 2.50
DCU Discrete Wd 1 (from DCU to FGC) 074(272) 10.0
PFD Discrete Wd 2 (EFIS to FGC) 104(216) 5.0
MFD Mode Wd 2 120(151) 20.0
FGC Map Version Number (to FGC) 124(024) 5.0
Lateral Deviation (EFIS to FGC) 144(116) 20.0
Vertical Deviation (EFIS to FGC) 150(117) 20.0
C -36
appendix C

L-IOC-3, R-IOC-3
Roll Command (EFIS to FGC) 154(121) 5.0
Pitch Command (EFIS to FGC) 160(122) 5.0

PFD Mode Select Wd 1 (EFIS to FGC) 164(163) 5.0
VOR Bearing (EFIS to FGC) 170(222) 5.0
Distance To Go (EFIS to FGC) 174(251) 5.0
FMC Mode Wd 1 (From FMS to FGC) 200(272) 5.0
Course Datum (EFIS to FGC) 204(301) 10.0
Heading Error (EFIS to FGC) 210(302) 10.0

Windspeed, (EFIS to FGC) 214(315) 2.0
Wind Direction, Magnetic (EFIS to FGC) 220(372) 2.0
Radio Height, PFD Sourced (EFIS to FGC) 224(064) 20.0

Mmo (From ADC) (to FGC) 234(215) 2.50
Reserved (FGC Query Address Word) 274
Reference Altitude (EFIS to FGC) 344(215) 5.0

FMC Mode Wd 2 (EFIS to FGC) 350(276) 5.0
Reserved (FGC Query Request Word) 360
Date (MSTR) 364(260) 1.0
GMT (MSTR) 370(150) 5.0
PFD Mode Select WD 2 (EFIS to FGC) 374(172) 5.0
NOTE
This parameter, created by the IOC as label 024, is remapped from binary to label 124. The label 024 version is not transmitted on any bus and is therefore
not defined explicitly herein.
Labels 274 and 360 are only present in a test environment.

L-IOC-4, R-IOC-4
Time to Nav (IRS) 001(007) 1.0
Time to Nav (IRS) 001(007) 3.0
VDOP (GPS) 016(102) 5.0
Altitude (GPS) 017(076) 5.0
C -37
appendix C

L-IOC-4, R-IOC-4

AHC-3000 Diagnostics WD No 2 061(351) 5.20
Vertical Figure of Merit (GPS) 103(136) 1.0
Airspeed 106(206) 20.0
HDOP (GPS) 107(101) 5.0

Present Position Longitude (GPS) 111 1.0
Vertical Velocity (GPS) 112(165) 5.0

Present Position Latitude (GPS) 120(110) 5.0
Present Position Latitude, Fine (GPS) 122(120) 5.0
Digital Time Mark (GPS) 123(124) 1.0

Present Position Longitude, Fine (GPS) 126(121) 5.0
PRAIM ETA Response − Destination (GPS) 134(162) 1.0
Horz Integrity Limit − Destination (GPS) 135(343) 1.0
LTN-101 IRS Discrete Wd #3 136(276) 2.0
Horizontal Uncertainty Limit (GPS) 137(237) 5.0
GMT (MSTR) 150 5.0
N-S Velocity, True (GPS) 160(166) 5.0
E-W Velocity, True (GPS) 161(174) 5.0

Reference Altitude (From PFD) 165(215) 5.0
Current SBAS Service Providers (GPS) 176 5.0
Altitude (29.92) 203 20.0

Mach 205 10.0
Vmo 207 10.0
C -38
appendix C

L-IOC-4, R-IOC-4
Mmo 215 2.50
ISA-XX 216 2.50
Horz Integrity Limit − Alt Waypoint (GPS) 217(347) 1.0
PRAIM ETA Response − Alt Waypoint (GPS) 221(163) 1.0
Horizontal Integrity Limit Autonomous(GPS) 226(130) 5.0
Vertical Integrity Limit Autonomous (GPS) 227(133) 5.0
Reference Vertical Speed (From PFD) 234(104) 10.0
Reference Airspeed (From PFD) 235(103) 10.0
Reference Mach (From PFD) 236(106) 10.0
Baro-Correction (mb) 237(234) 10.0
Horizontal Figure of Merit (GPS) 243(247) 5.0
Baro-Correction (Hg) 245(235) 10.0
VHF Comm Frequency (8.33 KHz) (Echo) 246(047)
FGC Mode Wd 1 (Air Data Modes) 250(270) 10.0
Inertial Vertical Acceleration 251(364) 52.0
FGC Mode Wd 2 253(271) 10.0
FGC Mode Wd 3 254(272) 10.0
FGC Mode Wd 4 255(273) 10.0
FGC Mode Wd 5 256(274) 10.0

FMC-1 System Address Label 257(300)
Date (MSTR) 260 1.0
Present Position Latitude (IRS) 263(310) 12.0
Present Position Longitude (IRS) 264(311) 12.0
ADC Discrete Wd No 2 265(271) 2.40
FMS-GPS Wrap Test Response (GPS) 266 1.0
IRS Discrete 1 Data Word 267(270) 3.0
LTN-101 IRS Discretes 270 10.40
Pitch Angle 272(324) 50.0
GPS Sensor Status 273 5.0

Roll Angle 277(325) 50.0
DME Ident 300 30.0
GNSS Height (GPS) 307(370) 5.0
Present Position Latitude (IRS) 313(310) 5.0
C -39
appendix C

L-IOC-4, R-IOC-4
True Heading (IRS) 314 25.0

Present Position Longitude (IRS) 316(311) 5.0
N-S Velocity (IRS) 322(366) 12.0
N-S Velocity (IRS) 322(366) 20.0

E-W Velocity (IRS) 323(367) 12.0
E-W Velocity (IRS) 323(367) 20.0
Complemented Vertical Speed (To FMS) 327(327) 10.0

Reserved:Vert Integrity Limit-Alt Waypoint 346 1.0


C -40
appendix C

L-IOC-4, R-IOC-4
Display Capable Wd 01 371 1.0
NOTE
in sequence 00-15.)
The rate shown is the highest rate between AHRS, IRS.The other system’s rate for this label may be found on that system’s output listing (AHRS or IRS).
Mapped directly from the third IRS; output on the left side only.
The rate shown includes words from the third IRS/AHRS which are output only on the left side. Third IRS/AHRS labels are not mapped from the primary
inputs (left and right) to the IOC buses, i.e., for AHRS/IRS reversion, the double mapping of this label shall be inhibited.
Not available from the CMA-764-1 combined VLF/GPS.
Word rate is variable − as low as 2 per second.
The VHF Comm will only echo back label 030 or 047.
Only transmitted if Collins radio installed.
The rate shown is the highest rate which occurs when a GPS-4000S strapped to provide WAAS data is installed.

L-IOC-5, R-IOC-5
DCU Diagnostic WD #3 013(352) 1.0
RTU-42XX Diagnostics Wd 1 (from TDR) 040(352) 5.0
RTU-42XX Diagnostics Wd 2 (from TDR) 041(351) 5.0

GPS Diagnostic (Arinc 743A) 042(355) 1.0
HF-9031A Diagnostics 043(351) 3.30

MDC Diagnostic Word 1 046(350) 5.0
TTR-4000 Diagnostics (from EFIS) 054 1.0
TCAS I Diagnostics (from EFIS) 056 1.0

AHC-3000 Diagnostics WD #1 060(350) 10.40
AHC-3000 Diagnostics WD No 2 061(351) 10.40
ADC-3000 Diagnostics Wd 1 062(350) 2.50
ADF-4000 Diagnostics 063(350) 5.0
FMC-3000 Diagnostics 065(350) 1.0

DME-4000 Diagnostics 067(350) 15.0
MDC Diagnostic Word 2 070(352) 5.0
C -41
appendix C

L-IOC-5, R-IOC-5
FGC Diagnostic Wd #1 (From IOC) 071(350) 5.0

VHF Diagnostics 074(350) 10.0
VIR-4000 Diagnostics 075(350) 5.0
ARINC-604 Software Version Report 076(356) 20.0
ALT-4000 Diagnostics 077(350) 6.0
FGC Diagnostic Wd #2 (Boost Code) 124(351) 5.0

FCC Diagnostic Wd #2 (Repair Code) 124(351)
FCC Diagnostic Wd #2 (YD Engage Code) 124(351)
FCC Diagnostic Wd #2 (YD Disengage Code) 124(351)
FCC Diagnostic Wd #2 (AP Engage Code) 124(351)
FCC Diagnostic Wd #2 (AP Disengage Code) 124(351)
PFD Discrete Wd 2 130(216) 5.0
CDU-30XX Diagnostics Wd 1 140(354) 1.0
TAWS Fault Diagnostics Wd 1 144(350) 1.0
GMT (MSTR) 150 5.0
Aircraft Number Code (DCU) 154 1.0
MFD Mode Wd 2 155(151) 20.0

Lightning Cell Count / Diagnostics Wd 164(001) 0.50
Datalink Diag Word 1 216(350) 1.0
Datalink Diag Word 2 217(351) 1.0
Date (MSTR) 260 1.0
ADC-3000 Diagnostics Wd 2 301(351) 2.50

DCP Transmitted Diagnostic Word 303(352) 1.0

DBU-400X Diagnostic Wd 1 (from MDC) 311(351) 1.0
WXT-8XX Diagnostics Wd 1 314(354) 1.0
C -42
appendix C

L-IOC-5, R-IOC-5
IOC Diagnostics Wd 1 350 5.0
IOC Diagnostics Wd 2 351 5.0

IOC Diagnostics 3 Wd 0 352 5.0
IOC Diagnostics 3 Wd 1 352



WX Control Wd 1 355(270) 5.0
MLS Diagnostics 357(350) 5.0


FSU Status 361(350) 1.0
Graphical Weather Faults 363(351) 1.0
Enhanced Maps Faults 364(352) 1.0

Electronic Charts Faults 365(353) 1.0
XM Graphical Weather Faults 366(354) 1.0
C -43
appendix C

L-IOC-5, R-IOC-5
2D Terrain Application Faults (reserved) 367(355) 1.0
2D Terrain DB Server Faults (reserved) 371(357) 1.0

CCP Diagnostics 372(361) 1.0
NOTE
Sent only when data is present on weather radar input.
The rate shown is the highest rate between AHRS, IRS. The other system’s rate for this label may be found on that system’s output listing (AHRS or IRS).
Word rate is variable − as low as 5 per second.
Word rate is variable − as low as 2 per second from each radio. Central strapping shall define which IOC outputs will include Third Comm (optional) Echo
words, distinguished by SDI.
Only transmitted if Collins radio installed

IOC-INT
Bus Reader Control Word (from PMAT) 001
Bus Reader Control Word (from MDC) 002(001)
Cert Mode, Request to Send (from PMAT) 357
Cert Mode,Start of Transmission(from PMAT) 357
Cert Mode, Word #0 (from PMAT) 357
Cert Mode, Word #1 (from PMAT) 357
Cert Mode, End of Text (from PMAT) 357
Cert Mode, Synchronization Lost(from PMAT) 357

Cert Mode, Polling (from PMAT) 357
Table C -30. INERTIAL REFERENCE UNIT.

T-IRU-1, T-IRU-2, T-IRU-3
Time to Nav (IRS) 007 1.0

IR Turn Rate 040 25.0
IR Time to Nav 126 1.50
Hybrid Horz Integrity Limit 131 1.50
Hybrid True Heading 132 25.0
Hybrid GPS Vertical Figure of Merit 135 1.50
C -44
appendix C
Table C -30. INERTIAL REFERENCE UNIT. - Continued

Hybrid Track Angle, True (IRS) 137 25.0
UTC 150 1.50

Hybrid Ground Speed (IRS) 175 25.0
615-3 DATALOAD RETURN (RESERVED) 226
Hybrid GPS Course Position Latitude 254 12.50
Hybrid GPS Course Position Longitude 255 12.50
Hybrid GPS Fine Position Latitude 256 12.50
Hybrid GPS Fine Position Longitude 257 12.50
Hybrid Altitude 261 25.0
Hybrid Flight Path Angle 263 25.0
Hybrid Horizontal Figure of Merit 264 1.50
Hybrid N-S Velocity 266 12.50
Hybrid E-W Velocity 267 12.50
IRS Discretes 270 2.0
IRS Discrete 1 270 3.0

IRS Discrete 2 271 3.0
Hybrid Sensor Status 274 1.50
Test Word 277 12.0

Present Position Latitude (IRS) 310 5.0
Present Position Longitude (IRS) 311 5.0
Ground Speed (IRS) 312 25.0
Track Angle, True (IRS) 313 25.0
Windspeed (IRS) 315 10.0

Wind Angle (IRS) 316 10.0
Track Angle, Magnetic (IRS) 317 25.0

Flight Path Angle (IRS) 322 25.0
Flight Path Acceleration (IRS) 323 50.0
Roll Angle 325 50.0

Roll Rate (Body) 327 50.0
C -45
appendix C
Table C -30. INERTIAL REFERENCE UNIT. - Continued


Platform Heading 334 25.0
Track Angle Rate (IRS) 335 50.0
Inertial Pitch Rate (IRS) 336 50.0
Inertial Roll Rate (IRS) 337 50.0
Hybrid Vertical Velocity 345 25.0
IRS Maint Wd (Non-standard) 350 2.0

GPIRS Maint Wd (Non-standard) 353 1.0
Cycle Counter 354 50.0
IRS Wd (Non-standard) 355 2.0

Inertial Attitude 361 25.0
Along Track Acceleration (IRS) 362 50.0
Cross Track Acceleration (IRS) 363 50.0

Inertial Vertical Acceleration 364 50.0
Inertial Vertical Velocity 365 25.0
Specific Equipment Identification 371 3.0
Along Heading Acceleration 375 50.0
Cross Heading Acceleration 376 50.0
IRU Part Number 377 1.0
Table C -31. LIGHTNING DETECTION SYSTEM.

LDS-1
Lightning Cell Count / Diagnostics Wd 001 0.50
Lightning Cell Data, Prioritized 10X
Lightning Cell Data, Prioritized 170
C -46
appendix C
Table C -31. LIGHTNING DETECTION SYSTEM. - Continued

LDS-1

Lightning Cell End Wd 300 39.0
Equipment Ident, LDS 371 0.50
NOTE
Lightning cell data labels are sent only for detected cells. Up to 63 cell labels may be transmitted. Word rate is dependent on the number of cells transmitted.
See the word bit definitions for a description of the priority scheme. The rate shown is the word rate with the maximum 63 cells detected.
Table C -32. MAINTENANCE DIAGNOSTIC COMPUTER.

MDC-1
NOTE 44: Burst of 2 to 10 seconds duration.GMT (MDC) 150 5.0
Aircraft Number Code (MDC) 154 5.0
MDC Data Load (RESERVE LABEL) 226
Block Maintenance Data 227
LRU in Test/Rigging 230 5.0
Flight Leg Number (MDC) 251 5.0
Date (MDC) 260 1.0
MDC Discrete Wd 1 270 2.0
Aircraft Ident Word #1 301 1.0

MDC Block Data (Reserved) 304
MDC Diagnostic Word 1 350 5.0
DBU-400X Diagnostic Wd 1 (from MDC) 351 1.0
MDC Diagnostic Word 2 352 1.0
NOTE
This data converted from RS-422 to ARINC 429 by MDC.
This label is reserved for MDC dataload through separate IAPS pins. This label should not mapped through IOC unless for dataload purposes.
C -47
appendix C
Table C -33. MAINTENANCE DIAGNOSTIC COMPUTER.

MDC-2
MDC Remote Text 300
MDC Control Legend Text 307
NOTE
Label assigned per the word group being transmitted.
ASCII Characters XXX
Control # & ASCII Characters
Control Legend ASCII Characters
Table C -34. MULTIFUNCTION DISPLAY.

L-MFD-1
AFD Diagnostics Wd 1 350 1.0
AFD SWDL Diagnostics 353
CCP-3000 Diagnostics 361(350) 1.0
AFD Diagnostics Wd 5 (Front Head) 367 1.0
Display Capable Wd 01 371 1.0
NOTE
When the MFD is reverted to display a PFD format, the MFD performs all of the functions of the PFD and uses the same output parameter list as the PFD.
Display Software Download Diagnostics are output only during the S/W download process. The label is transmitted only when updated and not at a
constant rate.
Table C -35. MULTIFUNCTION DISPLAY.

L-MFD-3
Reference V1 (From PFD) 107 10.0
Reference VR (From PFD) 111 10.0
Reference Vt (From PFD) 113 10.0
C -48
appendix C
Table C -35. MULTIFUNCTION DISPLAY. - Continued

L-MFD-3
Reference VRF (From PFD) 115 10.0

NP Status Wd 1 346 1.0

Ambient Light Sensor 363 1.0
AFD State 366 10.0
NOTE
When the MFD is reverted to display a PFD format, the MFD performs all of the functions of the PFD and uses the same output parameter list as the PFD.
Table C -36. MLS RECEIVER.

L-MLS-1, R-MLS-1
Runway Heading (MLS) 017 3.0
DME Frequency (MLS) 035 5.0
MLS Selected Azimuth 153 5.0
MLS Selected Glidepath 155 5.0

MLS Localizer Deviation 173 15.0
MLS Glidepath Deviation 174 15.0
MLS Selected Back Azimuth 175 5.0

MLS Back Azimuth 176 5.0
MLS Ground Station Ident Wd #1 256 0.50
MLS Ground Station Ident Wd #2 257 0.50

MLS Discretes 270 2.0
NOTE
Label 017 and 035 words are output infrequently during MLS receiver self test.
C -49
appendix C
Table C -37. PFD ADAPTIVE FLIGHT DISPLAY.

L-PFD-1, R-PFD-1
Lightning Cell Count / Diagnostics Wd 001 0.50
TCAS Word 1 013 2.0
TCAS Word 2 016 2.0
TTR-4000 Diagnostics (from EFIS) 054(350) 1.0
TCAS I Diagnostics (from EFIS) 056(350) 1.0
Radio Height, PFD Sourced 064 20.0

Lateral Deviation (EFIS) 116 20.0
Vertical Deviation (EFIS) 117 20.0

Reference Discretes 123 10.0

Reference Altitude (From PFD) 215 5.0
VOR Bearing (from EFIS) 222 5.0
C -50
appendix C
Table C -37. PFD ADAPTIVE FLIGHT DISPLAY. - Continued

L-PFD-1, R-PFD-1
Distance To Go (EFIS to FGC) 251 5.0


Course Datum 301 10.0
Heading Error 302 10.0
Windspeed (from EFIS) 315 2.0
Engine Oil Temperature (from PFD) 316 10.0
Engine Oil Pressure (from PFD) 317 10.0
Engine Torque (From PFD) 340 20.0
Engine RPM N1 (From PFD) 343 20.0
Prop RPM (From PFD) 344 20.0
Engine ITT © (From PFD) 345 20.0
Engine Fuel Flow (from PFD) 347 20.0

DCP-3000 Diagnostics 352(350) 1.0

AFD SWDL Diagnostics 353
WXT-8XX Diagnostics Wd 1 354 1.0
WXT-8XX Diagnostics Wd 2 355 1.0
Inertial Vertical Velocity (from PFD) 365 10.0

AFD Diagnostics Wd 5 (Front Head) 367 1.0
Wind Direction, Magnetic (from EFIS) 372 2.0
NOTE
Display Software Download Diagnostics are output only during the S/W download process. The label is transmitted only when updated and not at a
constant rate.
227 Only one TCAS Diagnostics label is ever present on the bus. CSU strapping selects the TCAS installed, which determines the label present.
C -51
appendix C
Table C -38. PFD ADAPTIVE FLIGHT DISPLAY.

L-PFD-3, R-PFD-3
Reference Discretes 123 10.0

Baro-Corrected Altitude (From PFD) 204 20.0

Displayed FD Pitch Outputs 264 10.0
Displayed FD Roll Outputs 265 10.0

Displayed Heading 305 5.0
Displayed Pitch 306 5.0
Displayed Roll 313 5.0
Inertial Altitude (29.92) (from PFD) 361 20.0
Baro-Corrected Inertial Altitude (from PFD) 362 20.0
Ambient Light Sensor 363 1.0
C -52
appendix C
Table C -38. PFD ADAPTIVE FLIGHT DISPLAY. - Continued

L-PFD-3, R-PFD-3
DCP State 364 10.0
Inertial Vertical Velocity (from PFD) 365 10.0

AFD State 366 10.0
Table C -39. RADIO ALTIMETER.

L-RALT-1, L-RALT-2
Radio Height (BCD) 165 25.0
RALT Discrete WD 270 6.0
ALT-4000 Diagnostics 350 6.0
Table C -40. RADIO TUNE UNIT.

R-RTU-1, R-RTU-2
TCAS Word 1 013 2.0

TCAS Word 2 016 2.0
VHF Comm Frequency 030 5.0
Beacon Code 031 5.0
ADF Frequency 032 5.0
VOR/ILS Frequency 034 5.0
DME Frequency 035 15.0
HF Comm Frequency (Wd 1) 037 3.30
VHF Comm Frequency (8.33 KHz) 047 5.0
Altitude (29.92) (from RTU) 203 20.0
C -53
appendix C
Table C -40. RADIO TUNE UNIT. - Continued

R-RTU-1, R-RTU-2

RTU-42XX Diagnostic Word 1 350 5.0
RTU-42XX Diagnostics Wd 2 351 5.0
RTU-42XX Power-up Failure Wd 352
NOTE
This label not encoded on L/R-RTU-1 busses.
Table C -41. RADIO TUNE UNIT.

R-RTU-X-TALK
Acknowledgement Word 001
Cross-Side RTU Discrete Data 002
Cross-Side RTU Bus Signature 003 5.0
Radio Test Flags 004
Cross-Side RTU Feedback Data 005 5.0
Configuration Word 0 006

Radio Validity Flags 007 5.0
TCAS Control Word 1 013
TCAS Control Word 2 016

VHF Comm Frequency 030
Beacon Code 031
ADF Frequency 032
VOR/ILS Frequency 034

DME Frequency 035


Start of Block 140
C -54
appendix C
Table C -41. RADIO TUNE UNIT. - Continued

R-RTU-X-TALK
Block Word 141
End of Block 142

Altitude (29.92) (from RTU) 203 20.0
AIU-4000 Control Wd (from RTU) 215
RTU-42XX Diagnostic Word 1 350 5.0
RTU-42XX Diagnostics Wd 2 351 5.0
RTU-42XX Santity Word 371 5.0
Displayed Altitude 377 5.0
Table C -42. TACAN TRANCEIVER (ARN-154).

L-TCN-1, R-TCN-1
Time to Go 002 20.0
Ground Speed 012 20.0
DME Frequency/Mode 035 5.0
TACAN Frequency/Mode Echo 141 10.0
TACAN Distance 201 10.0
Omnibearing 222 10.0
Station Ident Characters 1 and 2 246 2.0
Station Ident Characters 3 and 4 247 2.0
System Diagnostics 350 5.0
Equipment Identification (TACAN) 371 1.0

A complete data sequence consists of the following:
TACAN Tracking Channel A
0123456789
------------------------------------------------------------------
141 141 141 141 141 141 141 141 141 141
201 201 201 201 201 201 201 201 201 201
202 202 202 202 202 202 202 202 202 202
222 222 222 222 222 222 222 222 222 222
012 012 012 012 012 012 012 012 012 012
002 002 002 002 002 002 002 002 002 002
246
247
DME Tracking Channel D
C -55
appendix C
Table C -42. TACAN TRANCEIVER (ARN-154). - Continued

L-TCN-1, R-TCN-1
0123456789
------------------------------------------------------------------
035 035 035 035 035 035 035 035 035 035
202 202 202 202 202 202 202 202 202 202
012 012 012 012 012 012 012 012 012 012
002 002 002 002 002 002 002 002 002 002
246 350 350 350 350 350
247
Equipment ID
0123456789
------------------------------------------------------------------
371
DME Tracking Channel C
0123456789
------------------------------------------------------------------
035 035 035 035 035 035 035 035 035 035
202 202 202 202 202 202 202 202 202 202
Only the frequency and diagnostic words contain channel code bits. The channel association of the
other parameters is denoted by the channel of the frequency word which precedes them. The distance
word will always follow the frequency word, but the order of subsequent words may not be fixed.
Table C -43. TACAN TRANCEIVER (TCN-500).

L-TCN-1, R-TCN-1
Time to TACAN Station 002 20.0
TACAN Distance 201 20.0
TACAN Bearing 222 20.0
Stored TACAN Control 270 20.0
TACAN Diagnostics 350 20.0

TACAN Range Rate 362 20.0
Table C -44. TERRAIN AWARENESS WARNING SYSTEM.

TAWS-1
PEAKS Upper Elevation (MSL) (from EGPWS) 011 2.0
PEAKS Lower Elevation (MSL) (from EGPWS) 012 2.0
EGPWS Displayed Range 050 5.0
C -56
appendix C
Table C -44. TERRAIN AWARENESS WARNING SYSTEM. - Continued

TAWS-1
EGPWS Terrain Displayed Status Wd 051 5.0
EGPWS Message Wd 1 052 5.0

EGPWS Alert Discrete Wd 1 270 10.0
EGPWS Logic Discretes 271 5.0
EGPWS Mode 6 Callout Discrete 1 272 10.0

EGPWS Mode 6 Callout Discrete 2 273 10.0

EGPWS Input Discrete Status Word 1 301 5.0
EGPWS Input Discrete Status Word 2 302 5.0
EGPWS Fault Diagnostics Wd 1 350 1.0

EGPWS Equipment Id Wd 377 1.0
Table C -45. TERRAIN AWARENESS WARNING SYSTEM.

TERR-1, TERR-2
Terrain Data 077 180.0
Table C -46. TCAS II T/R.

TCAS II DSPLY-1, TCAS II DSPLY-2
TCAS Word 1 013 2.0
TCAS Word 2 016 2.0
Intruder Range 130
Intruder Altitude 131
Intruder Bearing 132
Own Aircraft Altitude (29.92) 203 2.0
Vertical Resolution Advisory 270 2.0
TX Word 2 274 2.0
Own Aircraft Mag Heading 320 2.0
C -57
appendix C
Table C -46. TCAS II T/R. - Continued

TCAS II DSPLY-1, TCAS II DSPLY-2
TTR-4000 Diagnostics 350 2.0
Display Data, Start Transmission (STX) 356

Display Data, Control Word (CNTL) 356
Display Data, End of Transmission (EOT) 356
Display Data, Data Word (DATA) 356
Intruder File, End of Text (ETX) 357 510.0
Intruder File, Request to Send (RTS) 357
TCAS Equipment ID 377 2.0
NOTE
Control panel settings via the transponder.
The intruder file {RTS, n(Range, Bearing, Altitude), ETX} can contain up to 255 words. The entire file shall be sent 2 times a second. If no intruders are
present, the RTS and ETX words shall be sent.
Control panel setting via the transponder is optional. If not provided by the transponder, the TCAS computer shall transmit the default Altitude Select
Limit values.
This data transmitted only when TCAS is in the extended length functional test mode and the aircraft is on the ground. The file block structure is STX,
n(CNTL-optional, DATA), EOT. Refer to CPN 832-4170-XXX for complete detail.
Table C -47. TRANSPONDER.

L-TDR-1, R-TDR-1
TCAS Word 1 013 10.0

Altitude (29.92) (from CDU) 203 5.0
ATC Flight Ident Word 1 (Echo) 233 1.0
ATC Flight Ident Word 5 (Echo) (RSVD) 237
TDR-94D Diagnostics 350 5.0
RTU-42XX Diagnostics Wd 2 (from TDR) 351 5.0
RTU-42XX Diagnostic Word 1 (From TDR) 352(350)
TDR-94D Diagnostic Word 2 353 5.0
NOTE
C -58
appendix C
Table C -48. TRANSPONDER.

L-TDR-XT, R-TDR-XT

XT Word 4 203 19.0
XT Word 1 271
XT Word 2 272
XT Word 3 273
XT Word 8 274
XT Word 5 275 10.0
XT Word 6 276 10.0
XT Word 7 277
TDR-94D Diagnostics 350 5.0
NOTE
These words are sent as a pair (on demand following any transmission already in progress) with each being acknowledged separately. The second word is
not sent until the first word has been acknowledged.
Sent on a demand basis following any transmission already in progress.
These words are sent as a pair with no acknowledgement by the receiver required. Integrity checking is by update rate for each word.
An acknowledgement word is sent for each aperiodic type word.
Table C -49. TCAS II T/R.

TTR-TX-1, TTR-TX-2
TX Word 1 273
TX Word 2 274 5.0
TX Word 3 275
NOTE
Sent on a demand basis following any transmission already in progress.
An acknowledgement word is sent for each aperiodic type word.
Table C -50. VHF COMM TRANSCEIVER.

L-VHF-1, R-VHF-1, T-VHF-1
C -59
appendix C
Table C -50. VHF COMM TRANSCEIVER. - Continued

L-VHF-1, R-VHF-1, T-VHF-1
VHF Diagnostics 350 5.0
NOTE
Table C -51. VHF COMM TRANSCEIVER.

T-VHF-3
VHF SELCAL 005 10.0
Datalink ID SAL Broadcast Word 172 2.0
CMU/VDR Status 270 1.0

Specific Equipment ID 377 1.0
NOTE
Label is only present (transmitted) when the LRU is in the data mode.
Table C -52. VOR/ILS/MKR/ADF RECEIVER.

L-NAV-ADF-1, R-NAV-ADF-1
ADF Bearing 162 20.0

ADF-4000 Diagnostics 350 5.0
Table C -53. VOR/ILS/MKR/ADF RECEIVER.

L-NAV-VIR-1, R-NAV-VIR-1

C -60
appendix C
Table C -53. VOR/ILS/MKR/ADF RECEIVER. - Continued

L-NAV-VIR-1, R-NAV-VIR-1
VIR-4000 Diagnostics 350 5.0
Specific Equipment Identification 371 5.0
Table C -54. WXR R/T/ANTENNA.

WXT-1
Weather Radar Data (ARINC 708) 055 180.0
NOTE
This is a very high speed bus conforming to ARINC 453. This bus provides time-sharing weather radar and control/antenna data in accordance with
ARINC 708, with the following exceptions:
The cooling fault specified in ARINC 708 will be used to indicate degraded variance processing (no input velocity).
C -61/(C -62 Blank)

APPENDIX D
Equipment Characteristics
D .1. EQUIPMENT CHARACTERISTICS.

Refer to Table D -1 for the equipment specifications. Refer to Table D -2 for the certification categories. Refer to Table D -3 for the
equipment weight, power requirements, and size. Refer to Table D -4 through Table D -42 for the environmental qualifications of
each piece of equipment.
D -1
appendix D
Table D -1. Equipment Specifications.

CHARACTERISTIC SPECIFICATION
Certification
FAA TSO Refer to Table D -2.
Environmental Refer to Table D -2 and to the environmental qualification forms provided in Table D -4 through Table D -42.
Size Refer to Table D -3.

Weight Refer to Table D -3.
Power requirements Refer to Table D -3 (typical values).
Maintenance requirements On condition, except the following:

SMT-65/65D: 12 000 flight hours (also inspect as defined below).
SVO-3000, SMT-65, SMT-65D: Inspect each servo and servo mount concurrent with each airplane major
overhaul, rigging maintenance, or the recommended control system inspection period. Refer to the maintenance
section of this publication for the inspection procedure.
RTA-800/852: Inspect the mechanical portion of the unit concurrent with each maintenance operation. Refer to
the maintenance section of this publication for the inspection procedure.
ADC-3010: Every two years, recertify each Air Data System for altimeter system accuracy according to FAR
part 91.
NAV-4000/4500: Every 30 days, do a VOR accuracy test for IFR operations according to FAR part 91.
TDR-94: Every two years, do an ATC transponder test and inspection according to FAR part 91.
D -2
appendix D
Table D -2. Certification Categories.

UNIT FAA TSO ENVIRONMENTAL CATEGORIES
ADC-3010 C106 (Air Data) DO-160D
Software: DO-178B Level A [(A2)(F2)X]BBB [(TCC1R)(SLM)]EWXXXXZ [BZ]AZC [WYX]H [Z3Z3]XAA
AFD- C2d (Airspeed Instruments) DO-160D [(A2)(F2)X]BBB [(TCC1R)(SLM)]EWXXXXZ [BZ]AZC [WYP]H
3010/3010E C3d (Turn and Slip Indicators) [(Z3)(Z3)]XAA
C4c (Bank and Pitch Instruments)
C6d (Direction Instrument, Magnetic Gyro)
C8d (Vertical Speed)
C9c (Autopilot)
C10b (Altimeter)
C34e (ILS Glideslope Receiver)
C35d (Marker Beacon Receiver)
C36e (ILS Localizer Receiver)
C40c (VOR Receiver)
C41d (ADF Receiver)
C43c (Temperature)
C44b (Fuel Flow Meters)
C46a (Max Allowable Airspeed)
C47 (Pressure Instruments-Fuel, Oil and
Hydraulic)
C49b (Electric Tachometer)
C52b (Flight Director)
C63c (Weather Radar)
C66c (DME Transceiver)
C87 (Radio Altimeter)
C92c (Ground Proximity Warning)
C95 (Mach Meters)
C101 (Over Speed Warning Instruments)
C104 (MLS Receiver)
C105 (Radar Display)
C110a (Airborne Passive Thunderstorm
Detection Systems)
C113 (Electronic Display)
C115b (Multi-sensor Navigator)
C117a (Airborne Windshear Warning)
C119a (TCAS II Equipment)
C129a (GPS Airborne Equipment)
Software: DO-178B, Level A
AHC-3000 C4c (Bank and Pitch Instruments) DO-160D [(A2)(F2)X]BBB [(SCLM)(TCC1R)(UFF1)]EXXXXSZ [BZ]AZZ [YYX]H
C6d (Direction Instrument, Magnetic Gyro) [Z3Z4]XAA
Software: DO-178B Levels A and D
ALT-4000 C87 (Radio Altimeter) DO-160C [A2F2]-BB [CLMNY]E1XXXXSZ [BZ]AZ [AZ]Y [AZ] [Z3Z3]XA
Software: DO-178B Level A
ANT-462A C41d class A (ADF Receiver) DO-160B /A2E1/BB/JY/E2SXXXXX/BZ/AZAAA
ANT-462B C41d class A (ADF Receiver) DO-160B /A2E1/BB/JY/E2SXXXXX/BZ/AZAAA
CCP-3000 C113 (Electronic Display) DO-160D [(A2)(F1)X]BBB [(UG)(TBB1R)(SM)]EXXXXXZ [BZ]AZC [KF]M
[(Z3)(J4)3]XXA
CDU-3000 C113 (Electronic Display) DO-160D [(A2)(F1)Z]BBB [(TBB1R)(SLM)(UFF1)]EWXXXXZ [BZ]AZC [YYP]H
Software: DO-178B Levels B and D [Z3Z4]XXA
CSU-3100 TC on airplane (PMA) DO-160D [(A2)(F2)Y]BBB [SCLM]EXXXXSZ [BZ]AZZ [WWP]H [Z3Z4]XAA
CMU-4000 PMA [(A2)(F2)X]BBB [(TCC1R)(SLM)]EWXXXSZ [BZ]AZC [YYP]M [Z3Z3]XXA
Software: DO-178B, level D
DBU-4100 C113 (Electronic Display) DO-160C [A2F1]-BBBE1XXXXXZ [BZ]AZAUA [Z3Z3]XX
Software: DO-178B Level D
DBU-5000 C113 (Electronic Display) DO-160E [(A2)(C4)(F1)X] BBB[S(B2)M] EXXXXXZ [BZ]AZ[ZC] [RRWW]M
Software: DO-178B Level D [(A3)(E3)X]XXAX
D -3
appendix D
Table D -2. Certification Categories. - Continued

DCP-3030 C113 (Electronic Display) DO-160D [(A2)(F1)X]BBB [(UG)(TBB1R)(SM)]EXXXXXZ [BZ]AZC [KF]M
Software: DO-178B Levels A and C [(Z3)(J4)3]XXA
DCU-3001 C113 (Electronic Display) DO-160D [(A2)(F2)X]BAB [(TCC1R)(SLM)]EWXXXXZ [BZ]AZC [RRR]H
Software: DO-178B Level A [A3E3]XAA
DME-4000 C66c (DME Transceiver) DO-160D [(A2)(F2)]BBB [(SLM)(TCC1R)](E)WXXXSZ [BZ]AZC [K(GKE)]H
Software: DO-178B Levels B and D [A3E3]XAA
ECU-3000 C113 (Electronic Display) DO-160D [(A2)(F2)W]BBB [(TCC1R)(SLM)]EWXXXSZ [BZ]AZZ [(KG)(KF/E)]H
[(Z3)(J4)3]XAA
FDU-3000 C6d (Direction Instrument, Magnetic Gyro) DO-160D [(A2)(F2)]BBB [(SET)(UFF1)]EWXXXSZ [BZ]AZZ [YYX]H [Z3Z4]XAA
FGC-3000 C9c (Autopilot) DO-160D [(A2)(C4)(F2)Y]BBB [SCLM]EXXXXSZ [BZ]AZZ [WWP]H [Z3Z4]XAA
Software: DO-178B Levels A and C
FGP-3000 C9c (Autopilot) DO-160D [(A2)(F1)]XBBB [SBM]EXXXXXZ [BZ]AZC [WWP]H [Z3Z3]XXA
FMC-3000 C115b (Multi-sensor Navigator) DO-160D [(A2)(F2)Y]BBB [SCLM]EXXXXXZ [BZ]AZZ [WWP]H [Z3Z3]XAA
C129a class B1/C1
Software: DO-178B Level B
FSU-5010 C113 (Electronic Display) DO-160D [(A2)(F2)W]BBB [(TCC1R)(SLM)]EWXXXSZ [BZ]AZC [KF]M
Software: DO-178B, level C [(Z3)(J4)3]XAA
GPS-4000A C129a Class B1 (GPS Supplemental DO-160D [(A2)(F1)X]BBB [(SLM)(TRCC1)U]EWXXXXZ [BZ]AZC [YYP]H
Navigation Equipment) [Z3Z4]XAA
GPS-ANT C129 (GPS Supplemental Navigation DO-160C [(A2)(F2)Y]BBB [(SCLM)]EXXXSZ [BZ]AZZ [XXX]H [XXXX]XAA
Equipment)
HF-9031A C31d (High frequency (HF) radio DO-160DF2/B/A/MNR/E1XXDFSAAA/AZ/Z/AZ/AZ/X
communications transmitting equipment)
C32d (High frequency (HF) radio
communications receiving equipment)
Software: DO-178A Level 2
HF-9041 C31d (High frequency (HF) radio DO-160DF2/B/A/MNR/E1XXDFSAAA/AZ/Z/AZ/AZ/X
communications transmitting equipment)
C32d (High frequency (HF) radio
communications receiving equipment)
ICC-3000 C9c (Autopilot) DO-160D [(A2)(F2)Y]BBB [(TCC1R)(SLM)]EXXXXSZ [BZ]AZZ [WWP]H
C52b (Flight Director) [Z3Z4]XAA
IEC-3001 C9c (Autopilot) DO-160D [(A2)(F2)Y]BBB(SCLM)EXXXXSZ [BZ]AZZ [XXX]H [XXXX]XAA
IOC-3100 C9c (Autopilot) DO-160D [(A2)(F2)Y]BBB(SCLM)EXXXXSZ [BZ]AZZ [WWP]H [Z3Z4]XAA
Software: DO-178B Levels A and C
MDC-3110 C113 (Electronic Display) DO-160D [(A2)(F2)Y]BBB [SCLM]EXXXXXZ [BZ]AZZ [WWP]H [Z3Z3]XAA
Software: DO-178B Level D
D -4
appendix D

NAV-4000 C34e (ILS Glideslope Receiver) DO-160D [(A2)(F2)Z]BBB [(SLM)(TCC1R)]EWXXXSZ [BZ]AZC [K(KGE)]H
C35d (Marker Beacon Receiver) [A3E3]XAA
C37d (VHF Radio Transmitter)
C38d (VHF Radio Receiver)
C40c (VOR Receiver)
C41d (ADF Receiver)
C74c (Transponder)
C112 (ATCRBS/Mode S Airborne Equipment)
Software: DO-178B Levels A, C and D
NAV-4500 C34e (ILS Glideslope Receiver) DO-160D [(A2)(F2)Z]BBB [(SLM)(TCC1R)]EWXXXSZ [BZ]AZC [K(KGE)]H
C35d (Marker Beacon Receiver) [A3E3]XAA
C40c (VOR Receiver)
C41d (ADF Receiver)
C74c (Transponder)
Software: DO-178B Levels A and D
OCM-3100 C9c (Autopilot) DO-160D [(A2)(F2)Y]BBB [(TCC1R)(SLM)]EXXXXSZ [BZ]AZZ [WWP]H
C52b (Flight Director) [Z3Z4]XAA
PWR-3000 C9c (Autopilot) DO-160D [(A2)(F2)Y]BBB [SCLM]EXXXXSZ [BZ]AZZ [WWP]H [Z3Z4]XAA
C52a (Flight Director)
RTA-800/852 C63c class 7 (Weather Radar) DO-160B /F2/BBJ/E1/XXXXXZ/BZ/AZAZAX

RTU-4200, C34e (ILS Glideslope Receiver) DO-160C [A2F1]-B [BMNPS]E1XXXXXZ [BZ]AZAWA [Z3Z3]XX
RTU-4220 C35d (Marker Beacon Receiver)
C40c (VOR Receiver)
C41d (ADF Receiver)
C74c (Transponder)
SMT-65 C9c (Autopilot) DO-160A/A2F2/B/JY/XXXXXXXXXXX
SMT-65D C9c (Autopilot) DO-160A/A2F2/B/JY/XXXXXXXXXXX
SVO-3000 C9c (Autopilot) DO-160D [(A2)(F2)X]BBB [TDD1P]ERFXXSA [BZ]AZZ [WWP]H [Z3Z3]XBA
D -5
appendix D

TDR-94 C112 (ATCRBS/Mode S Airborne Equipment) DO-160C [A2E1]-BB [CLMY]E1XXXFXZZAZZRZ [Z3Z3]XX
VHF-4000 C37d (VHF Transmitter) DO-160D [(A2)(F2)Z]BBB [(SLM)(TCC1R)]EWXXXSZ [BZ]AZC [KA]H [A3E3]XAA
C38d (VHF Receiver)
C128 (Devices that Prevent Blocked Channels
Used in Two-Way Radio Communications Due
to Unintentional Transmissions)
Software: DO-178B Levels C and D
D -6
appendix D
Table D -3. Unit Weight, Power Requirements, and Size.

UNIT WEIGHT kg (lb) POWER (Nominal) POWER (Max) SIZE (H × W × L) mm (in)
ADC-3000 1.0 (2.3) 8.0 W 10.0 W 89 x 89 x 245 (3.50 x 3.50 x 9.64)
ADC-3010 1.0 (2.1) 8.0 W 10.0 W 89 x 89 x 213 (3.50 x 3.50 x 8.40)
AFD-3010 5.85 (12.9) 60 W (display) 266 252.5 x 208.3 x 237.5 (9.94 x 8.20 x 9.35)
W (cold-start heater)
AFD-3010E 6.3 (13.8) 135.0 W 252.5 x 208.3 x 245.9 (9.94 x 8.20 x 9.68)
AHC-3000 1.95 (4.3) 16.0 W 127 x 63.5 x 334 (5.00 x 2.50 x 13.13)
ALT-4000 2.04 (4.5) 28.0 W 85 x 91 x 354 (3.35 x 3.56 x 13.93)
ANT-462A 2.6 (5.8) NA 42 x 432 x 219 (1.65 x 17.02 x 8.64)
ANT-462B 2.6 (5.8) NA 27 x 605 x 272 (1.05 x 23.81 x 10.70)
CCP-3000 0.6 (1.3) 4.0 47.6 x 146.1 x 81.3 (1.88 x 5.75 x 3.20)
CDU-3000 1.81 (4.0) 35.0 W 146 x 146 x 162 (5.75 x 5.75 x 6.38)
CMU-4000 1.8 (4.0) TBD 87.4 x 76.2 x 358.5 (3.44 x 3.00 x 14.12)
CSU-3100 0.41 (0.8) NA 222 x 151 x 14 (8.73 x 5.95 x 0.54)
DBU-4100 1.04 (2.3) 9.0 W 57 x 146 x 177 (2.25 x 5.75 x 6.95)
DBU-5000 0.73 (1.6) 6.5 W 57 x 146 x 169 (2.25 x 5.75 x 6.65)
DCP-3030 0.73 (1.6) 7.5 W 9.8 W 48 x 215 x 155 (1.88 x 8.45 x 6.10)
DCU-3001 1.13 (2.5) 15.0 W 230 x 31 x 243 (9.04 x 1.22 x 9.55)
DME-4000 1.81 (4.0) 16.0 W 87 x 64 x 358 (3.44 x 2.50 x 14.10)
ECU-3000 0.08 (0.17) P/O AHC or FSU 36 x 51 x 70 (1.43 x 2.00 x 2.75)
FDU-3000 0.40 (0.9) P/O AHC 68 x 121 x 121 (2.69 x 4.76 x 4.76)
FGC-3000 0.86 (1.9) P/O ICC 222 x 151 x 53 (8.73 x 5.95 x 2.07)
FGP-3000 2.13 (4.7) 9.0 W 12.0 W 48 x 381 x 147 (1.88 x 15.0 x 5.79)
FMC-3000 0.86 (1.9) P/O ICC 222 x 151 x 53 (8.73 x 5.95 x 2.07)
FSU-5010 3.2 (7.0) 28.0 190.5 x 57.2 x 317.5 (7.50 x 2.25 x 12.50)
GPS-4000A 2.86 (6.3) 9.0 W 200 x 62 x 369 (7.62 x 2.43 x 14.52)
HF-9031A 8.53 (18.8) 30 W (receive) 200 W (transmit) 194 x 142 x 320 (7.63 x 5.60 x 12.60)
HF-9041 5.44 (12.0) Supplied by 194 x 97 x 317 (7.63 x 3.80 x 12.50)
HF-9031A
ICC-3000 3.81 (8.4) *120 W 180 W 260 x 202 x 422 (10.22 x 7.96 x 16.64)
IEC-3001 1.27 (2.8) P/O ICC 243 x 158 x 53 (9.56 x 6.22 x 1.70)
IOC-3100 0.36 (0.8) P/O ICC 222 x 154 x 17 (8.74 x 6.10 x 0.66)
MDC-3110 0.41 (0.9) P/O ICC 222 x 151 x 17 (8.73 x 5.95 x 0.65)
NAV-4000 1.59 (3.5) 23.0 W 87 x 64 x 358 (3.44 x 2.50 x 14.10)
NAV-4500 1.36 (3.0) 13.0 W 87 x 64 x 358 (3.44 x 2.50 x 14.10)
OCM-3100 0.01 (0.02) P/O ICC 11.1 x 35.1 x 39.6 (0.45 x 1.38 x 1.55)
PWR-3000 0.59 (1.3) P/O ICC 222 x 151 x 34 (8.74 x 5.95 x 1.34)
RTA-800, 9.12 (20.1) 85 W 381 x 377 x 223 (15.00 x 14.84 x 8.78)
RTA-852
D -7
appendix D
Table D -3. Unit Weight, Power Requirements, and Size. - Continued

UNIT WEIGHT kg (lb) POWER (Nominal) POWER (Max) SIZE (H × W × L) mm (in)
RTU-4200, 1.27 (2.8) 15 W 91 x 146 x 126 (3.58 x 5.75 x 4.94)
RTU-4220
SVO-3000 1.04 (2.3) 45.0 W 71.0 W 95.3 x 90.5 x 150 (3.75 x 3.56 x 5.91)
SMT-65/65D 0.6 (1.4) NA 95.3 x 90.5 x 57.7 (3.75 x 3.56 x 2.27)
TDR-94 3.86 (8.5) 28.0 W 85 x 124 x 353 (3.31 x 4.87 x 13.97) (1/2 ATR, short-low)
VHF-4000 1.81 (4.0) 12 W (receive) 138 87 x 64 x 358 (3.44 x 2.50 x 14.10)
W (transmit)
*ICC-3000 power includes requirements for the IEC, IOC, MDC, PWR, FGC, and FMC units.
D -8
appendix D
Table D -4. ADC-3000 Environmental Qualification Form.
DO-160D SECTION EQUIPMENT QUALIFICATIONS

CONDITIONS
AND REV CATEGORIES OF CONDUCTED TESTS
Temperature and Altitude 4.0 A2 and F2
- Temperature
- Low Operating Temperature –55 °C (–67 °F)
- High Operating Temperature +70 °C (+158 °F)
- Low Storage Temperature –55 °C (–67 °F)
- High Storage Temperature +85 °C (+185 °F)
- High (Short Time) Operating Temperature +70 °C (+158 °F)
- Altitude 16 800 m (55 000 ft)
- In-Flight Loss of Cooling X
Temperature Variation 5.0 B
Humidity 6.0 B
Shock 7.0 B
- Operational Tested at 6 g peak
- Crash Safety Tested at 20 g peak
Vibration 8.0 (TCC1R) and (SLM)
Explosion Proofness 9.0 E
Waterproofness 10.0 W
Fluids Susceptibility 11.0 X
Sand and Dust 12.0 X
Fungus Resistance 13.0 X
Salt Spray 14.0 X
Magnetic Effect 15.0 Z
Power Input 16.0 B and Z
Voltage Spike 17.0 A
Audio Frequency Conducted Susceptibility 18.0 Z
Induced Signal Susceptibility 19.0 C
Radio Frequency Susceptibility 20.0 WYP
Emission of Radio Frequency Energy 21.0 H
Lightning Induced Transient Susceptibility 22.0 Z3Z3
Lightning Direct Effects 23.0 X
Icing 24.0 A
Electrostatic Discharge 25.0 A
D -9
appendix D
Table D -5. ADC-3010 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Salt Spray 14.0 X
Icing 24.0 A
D -10
appendix D
Table D -6. AFD-3010 and AFD-3010E Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Salt Spray 14.0 X
Icing 24.0 A
D -11
appendix D
Table D -7. AHC-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 (SCLM), (TCC1R), and (UFF1)
Waterproofness 10.0 X
Salt Spray 14.0 X
Induced Signal Susceptibility 19.0 Z
Radio Frequency Susceptibility 20.0 YYX
Icing 24.0 A
D -12
appendix D
Table D -8. ALT-4000 Environmental Qualification Form.
DO-160C SECTION EQUIPMENT QUALIFICATIONS

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
- In-Flight Loss of Cooling - (Not applicable)
Humidity 6.0 B
Shock 7.0
- Crash Safety Tested at 15 g (11 ms duration)
Vibration 8.0 C, L, M, N, and Y
Explosion Proofness 9.0 E1
Salt Spray 14.0 S
Induced Signal Susceptibility 19.0 A and Z
Radio Frequency Susceptibility 20.0 Y
Emission of Radio Frequency Energy 21.0 A and Z
Icing 24.0 A
D -13
appendix D
Table D -9. ANT-462A Environmental Qualification Form.
DO-160B SECTION EQUIPMENT QUALIFICATIONS

CONDITIONS
Temperature and Altitude 4.0 A2 and E1
- Temperature

- Altitude 21 300 m (70 000 ft)
Humidity 6.0 B
Shock 7.0
Vibration 8.0 J and Y
Explosion 9.0 E2
Waterproofness 10.0 S
Fungus 13.0 X
Salt Spray 14.0 X
Magnetic Effect 15.0 X
Voltage Spike Conducted 17.0 A
Induced Signal Susceptibility 19.0 A
Radio Frequency Susceptibility 20.0 A
Radio Frequency Emission 21.0 A
D -14
appendix D
Table D -10. ANT-462B Environmental Qualification Form.

CONDITIONS
- Temperature

- Altitude 21 300 m (70 000 ft)
Humidity 6.0 B
Shock 7.0
Explosion 9.0 E2
Waterproofness 10.0 S
Fungus 13.0 X
Salt Spray 14.0 X
Radio Frequency Susceptibility 20.0 A
D -15
appendix D
Table D -11. CCP-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 (TBB1R), (SLM), and (UFF1)
Salt Spray 14.0 X
Radio Frequency Susceptibility 20.0 KF
Emission of Radio Frequency Energy 21.0 M
Lightning Induced Transient Susceptibility 22.0 Z3J4J3
Icing 24.0 X
D -16
appendix D
Table D -12. CDU-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
- In-Flight Loss of Cooling Z
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 (TBB1R), (SLM), and (UFF1)
Salt Spray 14.0 X
Radio Frequency Susceptibility 20.0 YYP
Icing 24.0 X
D -17
appendix D
Table D -13. CMU-4000 Environmental Qualification Form

CONDITIONS
- Temperature
- Low Operating –20 °C (–4 °F)
- High Operating +70 °C (+158 °F)
- Low Storage –55 °C (–67 °F)
- High Storage +85 °C (+185 °F)
- High Operating (Short Time) +70 °C (+158 °F)
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 TCC1R and SLM
Salt Spray 14.0 S
Radio Frequency Susceptibility 20.0 WWP
Icing 24.0 A
D -18
appendix D
Table D -14. CSU-3100 Environmental Qualification Form.

CONDITIONS
- Temperature
- Low Operating Temperature −20 °C (−4 °F)
- Low Storage Temperature −55 °C (−67 °F)
- Altitude 16 800 m (55 000 ft)
- In-Flight Loss of Cooling Y
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 S, C, L, M
Explosion 9.0 E
Fungus 13.0 X
Salt Spray 14.0 S
Radio Frequency Emission 21.0 H
Lightning Induced Susceptibility 22.0 Z3Z4
Icing 24.0 A
D -19
appendix D
Table D -15. DBU-4100 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
- In-Flight Loss of Cooling – (Not applicable)
Humidity 6.0 B
Shock 7.0
Vibration 8.0 B
Salt Spray 14.0 X
Radio Frequency Susceptibility 20.0 U
Emission of Radio Frequency Energy 21.0 A
Icing 24.0 X
D -20
appendix D
Table D -16. DBU-5000 Environmental Qualification Form.
DO-160E SECTION EQUIPMENT QUALIFICATIONS

CONDITIONS
Temperature and Altitude 4.0 A2, C4, and F1
- Temperature (A2)(C4)(F1) BBB[S(B2)M] EXXXXXZ
[BZ]AZ[ZC][RRWW]M[(A3)(E3)X]XXAX
- Altitude 16 800 m (55 000 ft)
- In-Flight Loss of Cooling – (Not applicable)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 S(B2)M
Salt Spray 14.0 X
Induced Signal Susceptibility 19.0 ZC
Radio Frequency Susceptibility 20.0 RRWW
Lightning Induced Transient Susceptibility 22.0 (A3)(E3)X
Icing 24.0 X
Fire 26.0 X
D -21
appendix D
Table D -17. DCP-3030 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 UG, TBB1R, SM
Salt Spray 14.0 X
Lightning Induced Transient Susceptibility 22.0 Z3J4J3
Icing 24.0 X
D -22
appendix D
Table D -18. DCU-3001 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
- In-Flight Loss of Cooling W
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 SCLM
Salt Spray 14.0 X
Radio Frequency Susceptibility 20.0 RRR
Lightning Induced Transient Susceptibility 22.0 A3E3
Icing 24.0 A
D -23
appendix D
Table D -19. DME-4000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Salt Spray 14.0 S
Radio Frequency Susceptibility 20.0 K(GKE)
Lightning Induced Transient Susceptibility 22.0 A3E3
Icing 24.0 A
D -24
appendix D
Table D -20. ECU-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 SCLM, TCC1R, and UFF1
Salt Spray 14.0 S
Icing 24.0 A
D -25
appendix D
Table D -21. FDU-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 SET and UFF1

Salt Spray 14.0 S
Icing 24.0 A
D -26
appendix D
Table D -22. FGC-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Salt Spray 14.0 S
Icing 24.0 A
D -27
appendix D
Table D -23. FGP-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 S, B, and M
Salt Spray 14.0 X
Icing 24.0 X
D -28
appendix D
Table D -24. FMC-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Salt Spray 14.0 X
Power Input 16.0 BZ
Icing 24.0 A
D -29
appendix D
Table D -25. FSU-5010 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
- In-Flight Loss of Cooling W
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 (SCLM) and (TCC1R)
Salt Spray 14.0 S
Lightning Induced Transient Susceptibility 22.0 (Z3)(J4)3
Icing 24.0 A
D -30
appendix D
Table D -26. GPS-4000A Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 SLM, TCC1R, and U
Salt Spray 14.0 X
Radio Frequency Susceptibility 20.0 Y, Y, and P
Icing 24.0 A
D -31
appendix D
Table D -27. GPS Antenna Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 SLM, TCC1R, and U
Salt Spray 14.0 X
Radio Frequency Susceptibility 20.0 Y, Y, and P
Icing 24.0 A
D -32
appendix D
Table D -28. HF-9031A Environmental Qualification Form.

CONDITIONS
Temperature and Altitude 4.0 F2
- Temperature
- Altitude 15 200 M (50 000 ft)
Temperature Variation 5.0 B, –55 °C To +70 °C
Humidity 6.0 A
Shock 7.0
- Operational Tested At 6 g Peak
- Crash Safety Tested At 15 g (11 ms duration)
Vibration 8.0 M, N, And R
Explosion 9.0 E1
Sand and Dust 12.0 D
Fungus 13.0 F
Salt Spray 14.0 S
Magnetic Effect 15.0 A
Power Input 16.0 A
Audio Frequency Conducted Susceptibility 18.0 A/Z
Radio Frequency Susceptibility 20.0 A/Z
Radio Frequency Emission 21.0 A/Z
Lightning Induced Susceptibility 22.0 X
D -33
appendix D
Table D -29. HF-9041 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 15 200 m (50 000 ft)
Temperature Variation 5.0 B, -55 °C To +70 °C
Humidity 6.0 A
Shock 7.0
- Operational Tested at 6 g Peak
- Crash Safety Tested at 15 g (11 ss duration)
Vibration 8.0 M, N, And R
Explosion 9.0 E1
Sand and Dust 12.0 D
Fungus 13.0 F
Salt Spray 14.0 S
Power Input 16.0 A
Audio Frequency Conducted Susceptibility 18.0 A/Z
Radio Frequency Susceptibility 20.0 A/Z
Radio Frequency Emission 21.0 A/Z
D -34
appendix D
Table D -30. ICC-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 SCLM
Salt Spray 14.0 S
Radio Frequency Susceptibility 20.0 XXX
Lightning Induced Transient Susceptibility 22.0 XXXX
Icing 24.0 A
D -35
appendix D
Table D -31. IEC-3001 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 S, C, L, and M
Salt Spray 14.0 S
Icing 24.0 A
D -36
appendix D
Table D -32. IOC-3100 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Salt Spray 14.0 S
Icing 24.0 A
D -37
appendix D
Table D -33. MDC-3110 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Salt Spray 14.0 X
Lightning Induced Transient Susceptibility 22.0 XXZ3
Icing 24.0 A
D -38
appendix D
Table D -34. NAV-4000 and NAV-4500 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Explosion 9.0 E
Fungus 13.0 X
Salt Spray 14.0 S
Radio Frequency Susceptibility 20.0 K(KGE)
Lightning Induced Susceptibility 22.0 A3E3
Icing 24.0 A
D -39
appendix D
Table D -35. OCM-3100 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Explosion 9.0 E
Fungus 13.0 X
Salt Spray 14.0 S
Radio Frequency Susceptibility 20.0 W, W, and P
Lightning Induced Susceptibility 22.0 Z3Z4
Icing 24.0 A
D -40
appendix D
Table D -36. PWR-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Salt Spray 14.0 S
Icing 24.0 A
D -41
appendix D
Table D -37. RTA-800/852 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0
Vibration 8.0 J
Explosion 9.0 E1
Fungus 13.0 X
Salt Spray 14.0 X
Radio Frequency Susceptibility 20.0 Z
D -42
appendix D
Table D -38. RTU-4200/4220 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0
Vibration 8.0 BMNPS
Salt Spray 14.0 X
Power Input 16.0 BZ
Radio Frequency Susceptibility 20.0 W
Emission of Radio Frequency Energy 21.0 A
Icing 24.0 X
D -43
appendix D
Table D -39. SMT-65/65D Environmental Qualification Form.
DO-160A SECTION EQUIPMENT QUALIFICATIONS

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0
Explosion 9.0 X
Fungus 13.0 X
Salt Spray 14.0 X
Power Input 16.0 X
Voltage Spike Conducted 17.0 X
Audio Frequency Susceptibility 18.0 X
Electromagnetic Compatibility 19.0 X
D -44
appendix D
Table D -40. SVO-3000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 TDD1P
Waterproofness 10.0 R
Fluids Susceptibility 11.0 F
Salt Spray 14.0 S
Icing 24.0 B
D -45
appendix D
Table D -41. TDR-94 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 21 300 m (70 000 ft)
Humidity 6.0 B
Shock 7.0
Vibration 8.0 C, L, M, and Y
Explosion 9.0 E1
Fungus 13.0 F
Salt Spray 14.0 X
Power Input 16.0 Z
Radio Frequency Susceptibility 20.0 R
Radio Frequency Emission 21.0 Z
Icing 24.0 X
D -46
appendix D
Table D -42. VHF-4000 Environmental Qualification Form.

CONDITIONS
- Temperature
- Altitude 16 800 m (55 000 ft)
Humidity 6.0 B
Shock 7.0 B
Vibration 8.0 SLM and TCC1R
Salt Spray 14.0 S
Radio Frequency Susceptibility 20.0 YYP
Icing 24.0 A
D -47/(D -48 Blank)

APPENDIX E
Interconnect Diagram
E .1. INTRODUCTION.
This appendix contains the interconnect wiring diagram. Refer to Figure E -1 for the decal that shows on the inside of the IAPS
Card Cage cover.
E .2. GROUNDING AND HIRF GUIDELINES.

The notes on the system Interconnect wiring diagram (refer to Figure E -2, sheet 1) describe the recommended methods and tech-
niques for reducing the hazards of High Intensity Radiated Fields (HIRF). These are general recommendations that apply to wiring
modification/repair as well as to new installations. It shows the preferred method for grounding the shields of shielded wires.
E .3. SYSTEM INTERCONNECT DIAGRAM.

Figure E -2 is the Beechcraft King Air C90GTi system interconnect wiring diagram in a consolidated format. The interconnect
information for the Beechcraft King Air C90GTi/B200GT/B200CGT is also provided in the individual simplified LRU schematic
diagrams in Chapter 2.
E -1/(E -2 Blank)
appendix E
Figure E -1. ICC Label
E -3/(E -4 Blank)
appendix E
Figure E -2. Beechcraft King Air C90GTi Avionics System, Interconnect Wiring Diagram (Sheet 1 of 41)
E -5/(E -6 Blank)
appendix E
E -7/(E -8 Blank)
appendix E
E -9/(E -10 Blank)

appendix E
E -11/(E -12 Blank)

appendix E
E -13/(E -14 Blank)

appendix E
E -15/(E -16 Blank)

appendix E
E -17/(E -18 Blank)

appendix E
E -19/(E -20 Blank)

appendix E
E -21/(E -22 Blank)

appendix E
E -23/(E -24 Blank)

appendix E
E -25/(E -26 Blank)

appendix E
E -27/(E -28 Blank)

appendix E
E -29/(E -30 Blank)

appendix E
E -31/(E -32 Blank)

appendix E
E -33/(E -34 Blank)

appendix E
E -35/(E -36 Blank)

appendix E
E -37/(E -38 Blank)

appendix E
E -39/(E -40 Blank)

appendix E
E -41/(E -42 Blank)

appendix E
E -43/(E -44 Blank)

appendix E
E -45/(E -46 Blank)

appendix E
E -47/(E -48 Blank)

appendix E
E -49/(E -50 Blank)

appendix E
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appendix E
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appendix E
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appendix E
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appendix E
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appendix E
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appendix E
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appendix E
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appendix E
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appendix E
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appendix E
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appendix E
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appendix E
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appendix E
E -85/(E -86 Blank)

523-0808533
© Copyright 2011, Rockwell Collins
All Rights Reserved, Printed in USA

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Export Control Classification Notice (ECCN) for this document is 7E994.

© Copyright 2011 Rockwell Collins. All rights reserved.

TO: HOLDERS OF ROCKWELL COLLINS® BEECHCRAFT KING AIR

REVISION NO 2 DATED NOVEMBER 2, 2011

PAGE NUMBER DESCRIPTION OF REVISION AND REASON FOR CHANGE

Printed in the United States of America Rockwell Collins

Export Control Classification Notice (ECCN) for this document is 7E994.

FREEDOM OF INFORMATION ACT (5 USC 552) AND DISCLOSURE OF CONFIDENTIAL INFORMATION

SOFTWARE COPYRIGHT NOTICE

Send your comments to: Rockwell Collins

For product orders or inquiries, please contact: Rockwell Collins

Dates of issue for original and changed pages are:

Original 0 . . . . . . . . . . . . 1 June 2007 Change 1 . . . . . . . 27 September 2007 Change 2 . . . . . . . . 2 November 2011

TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 992 CONSISTING OF THE FOLLOWING:

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LIST OF ILLUSTRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . viii

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1. HOW TO USE THIS BOOK.

1.3. How to Use Controls and Displays.

2. ACRONYMS, ABBREVIATIONS, AND MNEMONICS.

BOC Bottom Of Climb

IRS Inertial Reference System

To submit comments regarding this manual, please contact:

or send email to: techmanuals@rockwellcollins.com

1. GENERAL ADVISORIES FOR ALL UNITS.

2. SPECIFIC ADVISORIES FOR THE BEECHCRAFT KING AIR C90GT/C90GTI/B200GT/B200CGT.

Observe the following precautions when handling fiber-optic components:

Table 1-1. Equipment Covered.

ICC-3000 IAPS Card Cage 822-1129-001 1

MDC-3110 Maintenance Diagnostic Computer 822-1987-005 1

AHS ATTITUDE HEADING SYSTEM

Table 1-1. Equipment Covered. - Continued

DCP-3030 Display Control Panel 822-1828-061, -161 2

FSA-5000 File Server Application Software 810-0001-008, -108 1

OVL-5000 Map Overlays 810-0003-001 0 1

Table 1-1. Equipment Covered. - Continued

SMT-65 Servo Mount (Aileron) 622-5735-001 1

CDU-3000 Control Display Unit 822-0884-461, -461, -491, 1 1

DBU-4100 Data Base Unit (B200GT/B200CGT) 822-0014-103 1

Table 1-1. Equipment Covered. - Continued

1.2.2. Associated Equipment.

Table 1-2. Associated Equipment.

MMT-3000 Mounting tray for the ADC-3000 or ADC-3010 822-1227-001 2

UMT-12 3/8 ATR mount for the ALT-4000 622-5212-001 1

1.3. PURPOSE OF EQUIPMENT.

• Dual Mode-S Transponders (TDR)

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