Ata 34 1 03 01

k engineering & maintenance
Training E & M
Boeing 747-400
Training manual
ATA-34 NAVIGATION
(PART 1)
Config: ALL
Training E & M
Boeing 747-400
Training manual
Config: ALL
Training E & M
DIGITAL SYSTEMS
Digital Systems
Boeing 747-400
Avionics
INTRODUCTION TO DIGITAL SYSTEMS ..................................... 2 BASIC COMPUTER STRUCTURE ................................................ 17

DIGITAL LOGIC AND MEMORY ................................................... 4 ARINC 429 (Mark 33 DITS) ........................................................... 20
DIGITAL LOGIC - AND GATE ........................................................ 6 DIGITAL WORD FORMAT ............................................................. 22
DIGITAL LOGIC - OR GATE .......................................................... 8 ELECTRICAL CHARACTERISTICS .............................................. 24
DIGITAL LOGIC - INVERTER ........................................................ 10 BUS ANALYZER ............................................................................ 26
LOGIC STATEMENTS ................................................................... 12 CMC INPUT MONITORING ........................................................... 28
SOLID STATE DEVICES ............................................................... 14
Config: ALL ATA 20-11

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DIGITAL SYSTEMS
Digital Systems
Boeing 747-400
Avionics
INTRODUCTION TO DIGITAL SYSTEMS
Advances in technology have made possible the use of digital

techniques for control, data transfer and display of airplane
parameters on the new generation 747-400. Microcomputers within
the airplane systems perform the operations previously performed
by individual components. This has allowed the reduction of system
size and weight while increasing system functional capacity. In
addition, the operating speed of the microcomputer makes possible
system self-testing during normal operation.
20.11.0501 -001

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DIGITAL SYSTEMS
Digital Systems
Boeing 747-400
Avionics
COMPUTERS
_________
_________
FMC, TMC, EEC,

BCU, ECS...
________
DISPLAYS
________
SENSORS CONTROL CDU, EFIS, EICAS,
BITE...
SYSTEMS
_______
_______
FLIGHT CONTROLS,
ENGINES, ELECTRICAL...
INTRODUCTION TO DIGITAL SYSTEMS
20.11.0001 -001

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DIGITAL SYSTEMS
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Boeing 747-400
Avionics
DIGITAL LOGIC AND MEMORY
General Memory Devices
Digital computers are made up of two basic types of components: Storage of binary data is done in memory devices. These devices
logic (or switching) elements and memory elements. These are usually either solid state or magnetic components. A transistor
elements each have two alternative conditions or states. Because of latch stores binary values as either a low voltage level (0) or a high
this, they are referred to as binary components. Their two operating voltage level (1). The control line allows the gating of new values into
conditions are either a logic high (binary 1) state or a logic low the latch.
(binary 0) state. These devices are usually grouped together to form
binary words as a representation of a data value. Binary values stored in magnetic cores are represented by the
direction of the magnetic flux in the core.
20.11.0502 -001
Binary Device Conditions
The alternative conditions in binary devices are either of two normal

operating conditions such as on/off positions on a switch or
energized/de-energized conditions of a relay. In each case one
condition is designated as a high and the other condition as a low.

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Digital Systems
Boeing 747-400
Avionics
SWITCH RELAY
ONE ONE
DATA DATA
ZERO ZERO
ON
CONTROL
OFF
ON/OFF ENERGIZED/DE-ENERGIZED
TRANSISTOR LATCH MAGNETIC CORE
INPUT
CONTROL
DATA
CONTROL OUTPUT
+VDC/GROUND MAGNETIC ORIENTATION
DIGITAL LOGIC AND MEMORY

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DIGITAL SYSTEMS
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Boeing 747-400
Avionics
DIGITAL LOGIC - AND GATE
The AND gate is a logic device with two or more binary inputs and
one binary output. For the output to be high all inputs must be high.
Any combination of inputs that include a low results in the output
being low. The function of the AND gate is similar to two relays with
normally open contacts in series. The only time that the circuit is
closed through the contacts is when the input to both relays is high.
Any other input condition results in an open circuit across the
contacts.
A truth table is a tabulation of all possible input combinations and

corresponding outputs of a logic device. The truth table for the AND
gate shows that a binary 1 only exists on the output when all inputs
are binary 1.
An application for the AND gate is a safety device which allows the
operation of a motor control only when both hand and foot switches
are closed. The timing diagram shows the relationship between
these inputs (switches) and the output (motor).
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TRUTH TABLE
A B X
SYMBOL FUNCTION
0 0 0
A
X + X
B
0 1 0
1 0 0
A
1 1 1
HAND EXAMPLE
1
SWITCH HAND SWITCH
0
MOTOR 1
POWER FOOT SWITCH
CONTROL
0
FOOT
1
SWITCH MOTOR
0
TIME
DIGITAL LOGIC - AND GATE

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DIGITAL SYSTEMS
Digital Systems
Boeing 747-400
Avionics
DIGITAL LOGIC - OR GATE
The OR gate is a logic device with two or more binary inputs and
one binary output. The output of this gate is high if any input is high.
Any combination of inputs that includes a high results in the output
being high. The function of the OR gate is similar to two relays with
normally open contacts in parallel. The circuit is closed through the
contacts when the input to either relay is high. A low input to both
relays is the only condition which results in an open circuit across
the contacts.
The truth table for the OR gate shows that a binary 1 exists on the
output when any input is a binary 1. A binary 0 exists on the output
only when both inputs are binary 0.
An application for the OR gate is to provide illumination of an

indicating light by either a lamp test switch or a pressure sensor. The
timing diagram shows the relationship between these inputs (lamp
test and sensor) and the output (light).
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SYMBOL FUNCTION TRUTH TABLE
A X
X A B X
B A
0 0 0
1 0 1
+
0 1 1
B
1 1 1
LAMP
EXAMPLE
TEST
POWER 1
PRESSURE
0
1
LAMP TEST
0
HIGH
PRESSURE 1
LIGHT
0
PRESSURE
SENSOR
TIME
DIGITAL LOGIC - OR GATE

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DIGITAL SYSTEMS
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Boeing 747-400
Avionics
DIGITAL LOGIC - INVERTER
General
The inverter (or NOT gate) is a logic device with one input and one An inverter function on the output of an OR gate is similar to two
output. The output logic condition is always the opposite of the input relays with normally closed contacts in series. The circuit is open
logic condition. A high on the input produces a low on the output. A through the contacts when the input to either relay is high. A low
low on the input produces a high on the output. input to both relays is the only condition which results in a closed
circuit across the contacts.
Symbology
An inverter function on one input of an OR gate is similar to two
The inverter function is represented by a triangle with a circle on the relays with contacts in parallel. One set of contacts is normally open
input or output when the function is shown separately from other and the other set is normally closed. The circuit is open through the
logic symbols in a diagram. When the inverter function is included on contacts only when the input to relay B is high and the input to relay
the input or output of other logic symbols, it is shown only as a circle A is low. Any other input condition results in a closed circuit across
attached to that point on the other device. the contacts.
20.11.0505 -001
Functions
The isolated inverter function is similar to a relay with normally

closed contacts. The circuit is closed through the contacts when the
input to the relay is low. The circuit is open through the contacts
when the input to the relay is high.

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TRUTH TABLE
SYMBOL FUNCTION
A X
A X + X
0 1
A
1 0
A X
EXAMPLES TRUTH TABLE
A B X
A
X + X
B 0 0 1
A
0 1 0
1 0 0
A
X B
B
1 1 O
TRUTH TABLE
A B X
A +
X
0 0 1
A
0 1 0
B
X
1 0 1
A B
X
B 1 1 1
20.11.0005 -001
DIGITAL LOGIC - INVERTER

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DIGITAL SYSTEMS
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Boeing 747-400
Avionics
LOGIC STATEMENTS
The logic relationship between inputs and outputs of logic circuits is

many times expressed in statement form. In these expressions the
symbol + represents an OR relationship and the symbol * represents
an AND relationship. The AND relationship may also be represented
as a dot in the same way that a multiplication operation is
represented. The inverter function is represented as a line over the
portion of the statement to be inverted.
A complete logic statement may be used to show important

relationships. For example, a warning may be generated if there is
low oil pressure or an over temperature on an engine that is running.
The logic statement for this condition and an equivalent logic circuit
are shown.
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Avionics
__
OR ___
AND NOT
___
_
A+B=X A*B=X A=X
A A
X X A X
B B
_________
(OIL PRESS + OVER TEMP) * (N2 >30%) = WARNING
OIL PRESS
OVER TEMP
WARNING
N2 >30%
LOGIC STATEMENTS
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Avionics
SOLID STATE DEVICES
Solid State Switches
Solid state switches are devices which provide either an open or

closed circuit between its terminals based upon the logic condition
on its control line. The symbol for a solid state switch is similar to
that of a mechanical switch.
The input to the control line may be shown as an output from a logic
gate or as a logic statement. Unless otherwise noted, the solid state
switch symbol is shown with a low logic level on its control line.
Digital Time Delays
Digital time delays are devices which provide specified time delays
on digital lines. The symbol used shows the time delay specified.
The input side of a digital time delay is shown by two parallel lines
on that end of the symbol. A symbol with no binary designator on its
input provides the same time delay for changes from both 1 to 0 and
0 to 1.
If a binary 1 is shown on the input, only changes from 0 to 1 are

delayed. Changes from 1 to 0 are not delayed.
If a binary 0 is shown on the input, only changes from 1 to 0 are

delayed. Changes from 0 to 1 are not delayed.
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Boeing 747-400
Avionics
CONTROL
LINE
A
3 SEC
1 1 SEC
A*B 0 .5 SEC
SOLID STATE SWITCHES DIGITAL TIME DELAYS
SOLID STATE DEVICES

20.11.0007 -001

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Avionics
NOTES:

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DIGITAL SYSTEMS
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Avionics
BASIC COMPUTER STRUCTURE
General
The CPU uses a set of lines called the address bus to access
Although computers perform many different tasks, their basic different areas within the computer. Data is exchanged between
structures are all the same. Every computer has a central these areas and the CPU on another set of lines called the data bus.
processing unit (CPU), a memory section, an input section and an
output section. The differences between computers are in their Memory Section
specific hardware (physical components) and internal programming
(software). The memory section contains elements for storage of data and
instructions. The two common types of memories used in this
Central Processing Unit section are read-only memory (ROM) and random access memory
(RAM).
20.11.0508A-001
The CPU provides the operational control of the computer and
contains three sections. These are the registers, arithmetic/logic unit
(ALU) and control section. The registers are used for temporary
storage of data during processing. The ALU provides mathematical
and logical processing circuitry. The control section generates the
timing and control signals for all sections of the computer.
A CPU on a single integrated circuit is called a microprocessor. If

other computer sections are included on the same integrated circuit,
it is called a microcomputer.

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Avionics
Input/Output Sections
The input section contains devices which condition the inputs into a
format usable by the computer. These devices include
analog-to-digital converters and ARINC data bus receivers.
The output section contains devices which condition the computer's

data into a format usable by other systems. These devices include
digital-to-analog converters and ARINC data bus transmitters.
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Avionics
REGISTER ARITHMETIC/ CONTROL

SECTION LOGIC UNIT UNIT
(ALU)
INTERNAL DATA BUS
CENTRAL PROCESSING UNIT (CPU)
CONTROL LINES
ADDRESS BUS
FROM INPUT OUTPUT TO

OTHER SECTION SECTION OTHER
SYSTEMS DATA BUS SYSTEMS
MEMORY SECTION
(RAM/ROM)
20.11.0008 -001
BASIC COMPUTER STRUCTURE

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ARINC 429 (Mark 33 DITS)
General Typical System
Today's commercial airplanes require vast amounts of information A typical system using ARINC 429 data buses is the electrical
transfer between systems. Aeronautical radio incorporated (ARINC) system in the 747-400. In this system multiple buses are used to
specification number 429 provides a standard format for the communicate data between the two bus control units (BCUs) and
transmission of digital data between electronic systems. the four generator control units (GCUs). Each of the BCUs transmit
data to the other and to each of the GCUs. Each GCU also transmits
ARINC 429 data to both BCUs
20.12.0501 -001
The specific title of ARINC specification 429 is Mark 33 digital

information transfer system (DITS). This specification describes a
method of transmitting information from a designated output port to
systems requiring this information.
An ARINC 429 bus consists of a twisted, shielded pair of wires. Data

is provided to each bus by a single ARINC 429 transmitter. Each bus
may be monitored by a maximum of 20 ARINC 429 receivers. The
transmitters and receivers are located within the line replaceable
units (LRUs) of the system.
Bi-directional data flow on an ARINC 429 data bus is not permitted.

Multiple buses are used if two-way communication between system
components is required.

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R FROM BCU NO. 2
T TO BCU NO. 2
BCU T TO GCU NO. 3

N0 1
T TO GCU NO. 4
R FROM GCU NO. 3
R FROM GCU NO. 4
T T R R
ARINC BUSES
(TYPICAL)
R T
GCU
NO. 1
R T
FROM BCU NO. 2 R T TO BCU NO. 2

GCU
NO. 2
R T
ARINC 429 (MARK 33 DITS) 20.12.0001 -001

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Boeing 747-400
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DIGITAL WORD FORMAT
Word Format Data Field
ARINC 429 digital data is transmitted by sending a series of The data fields, bits 11 through 28 or 29 depending on the data
electrical pulses over the ARINC 429 bus. An individual pulse is format, contain the specific data assigned to the label.
referred to as a bit. An ARINC 429 word is 32 bits long. The
significance of a bit within a word depends on its position in the Sign/Status Matrix (SSM)
word.
The SSM, bits 29 or 30 through 31 depending on the data format,
Label identifies the characteristics of the data word (plus, minus, north,
south, etc.) or its status (no computed data or test).
The first eight bits of each word are used as a label. The label
identifies the information contained within the word (e.g. cabin Parity
pressure).
The last bit, bit 32, is a parity bit used for checking the validity of a
Source/Destination Identifier (SDI) received data word.
20.12.0502 -001
The SDI, bits 9 and 10, is used when it is necessary to indicate the
source of information or when information is directed to a specific
location. As an example, the SDI is used when a system is receiving
like data from more than one line replaceable unit (LRU). In this case
the transmitting LRUs are identified by their respective SDI. In
addition, the SDI is used to specifywhich receiving LRU on a data
bus is to use the transmitted data.

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A R IN C 429 WO R D
32 1
L A BE L
32 8 1
SD I
32 10 9 1
D A T A F IE L D
32 29 28 11 1
SSM
32 31 30 29 1
32 1
PA R IT Y
DIGITAL WORD FORMAT

20.12.0002 -001

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ELECTRICAL CHARACTERISTICS
General Voltage Level
ARINC 429 uses the bipolar return to zero (RZ) modulation method. The information on an ARINC 429 data bus is transmitted in bit form
The information on an ARINC 429 data bus is represented in one of with a positive voltage pulse (Hi) signifying a logic 1 and a negative
three electrical states: Hi (logic 1), null or Lo (logic 0). voltage pulse (Lo) signifying a logic 0. The first half of each bit is
either +10 volts for a logic 1 or -10 volts for a logic 0. The pulse is
Each digital data word consists of 32 electrical pulses in bipolar sensed as a differential voltage between two twisted, shielded pair of
form. Each of these bits is either in the logic 1 state or the logic 0 wires. The shield is grounded at both ends. The second half of each
state. The null is used to separate bits and words. bit is a null represented as zero voltage between the two wires.
20.12.0503 -001
Transmission Rate
The rate of bit transmission is at either of two speeds. The high

speed operates at 100,000 bits/second. The low speed operates at
12,000 to 14,500 bits/second. A given bus is specified at either a
high or low speed. Transmission rates are never mixed on the same
bus. Clocking
The electrical pulses on the ARINC 429 data bus are self-clocking
and self-synchronizing. There is no clock line associated with the
bus. The receiver senses the null between bits and words to
generate its internal clocking and word synchronization. The null
between words is four bits long and the null between bits is one-half
bit long.

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Boeing 747-400
Avionics
DIFFERENTIAL VOLTAGE
= VOLTAGE BETWEEN A & B
V TWISTED PAIR
A A
B B
SHIELD
DIFFERENTIAL VOLTAGE
BIT BIT BIT BIT BIT BIT BIT BIT BIT BIT BIT BIT BIT
1 2 3 4 5 6 7 8 9 10 32 1 2
(HI) +10V
NULL 0V
4 BIT
(LO) -10V
NULL
PERIOD
BIT VALUE "1" "0" "1" "1" "1" "0" "1" "0" "0" "0" "1"
DIFFERENTIAL VOLTAGE WAVEFORM
ELECTRICAL CHARACTERISTICS
20.12.0003 -001

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BUS ANALYZER
An ARINC 429 data bus analyzer is used to assist in testing the

operation of the bus. A typical bus analyzer is capable of both
receiving and transmitting data. Features include the ability to
present data in the commonly used numerical form. The data
parameter specified by the label is usually presented in word form.
Other parts of the data word are clearly presented.
A typical example of a bus analyzer is shown connected to monitor

the ARINC 429 data buses associated with the fuel system control
cards.
NOTE: Repairs to the ARINC 429 data bus are in accordance with
standard maintenance manual procedures.
20.12.0504 -001

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Boeing 747-400
Avionics
TX RX
ODD
EVEN
PARITY
TX TX RX
PARITY SPEED SPEED DISPLAY
EVEN ODD HI LO HI LO HEX/ENG
LAB TX
TRAP ON
DAT RX
EDIT
ENT
DEL
D E F
AUTO
A B
8 9 . -
4 5 6 7
0 1 2 3
BUS ANALYZER
20.12.0004 -001

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Boeing 747-400
Avionics
CMC INPUT MONITORING
The central maintenance system (CMS) input monitoring function

allows monitoring of all ARINC 429 data bus inputs to the central
maintenance computers (CMC) and the EFIS/EICAS interface units
(EIU). The inputs to the EIUs are monitored by the CMCs on data
buses between the CMCs and the EIUs. Control of this function is
through the operation of the CMS's control display unit (CDU).
20.12.0505 -001

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SELECT INPUT MONITORING

DEFINE SPECIFIC BUS
CDUS
EIUS CMCS
AIRPLANE SYSTEMS
CMC INPUT MONITORING

20.12.0005 -001

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
PITOT-STATIC SYSTEM - INTRODUCTION ................................ 2 PITOT-STATIC SYSTEM - DRAINS .............................................. 24

PITOT-STATIC SYSTEM ............................................................... 4 PITOT-STATIC SYSTEM - SOURCE SELECT VALVES .............. 26
PITOT-STATIC SYSTEM - COMPONENT LOCATIONS ............... 6 PITOT-STATIC SYSTEM - MAIN PROBE HEATER CIRCUIT ...... 28
PITOT-STATIC SYSTEM - DRAIN LOCATIONS ........................... 8 P/S PROBE HEAT - GROUND TEST-1 ......................................... 30
PITOT-STATIC SYSTEM - PITOT INTERFACE ............................ 12 P/S PROBE HEAT - GROUND TEST-2 ......................................... 32
PITOT-STATIC SYSTEM - STATIC INTERFACE .......................... 15 PITOT-STATIC SYSTEM - FLIGHT DECK EFFECTS AND
PITOT-STATIC SYSTEM - PITOT PROBE .................................... 19 CMC MESSAGES ...................................................................... 34
STATIC PRESSURE PORTS ........................................................ 22

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
PITOT-STATIC SYSTEM - INTRODUCTION
The pitot-static system uses pitot-static probes and flush static ports
to sense both pitot and ambient air pressures. These two pressures
are used by the air data computers and other airplane systems to
calculate flight parameters such as mach number, true airspeed,
computed airspeed, and altitude.
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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
34.11.0201 -001

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
PITOT-STATIC SYSTEM
The pitot-static system gets air pressure inputs from four pitot-static Airplane systems that use both the pitot air pressure and static air
probes and four flush static ports on the airplane fuselage. pressure are:
The airplane systems use two types of air pressure values: - Air data computers (ADCs)
- Standby airspeed indicator
- Static air pressure (Ps) is the ambient air pressure surrounding - Elevator feel computer (EFC)
the airplane.
The airplane systems use static air pressure and pitot air pressure to
- Pitot air pressure (Pt) is total air pressure. It is composed of both calculate airplane altitude and airspeed.
static air pressure and dynamic air pressure. Dynamic air
pressure is the pressure caused by the airplane moving through The standby altimeter uses static pressure (Ps) from the alternate
the air and is calculated by subtracting Ps from Pt. static ports only.
The pitot-static system consists of: Electrical heating circuits heat the pitot-static probes to prevent ice
formation.
- Pitot-static probes
- Flush static ports The pitot-static system has thirty-one drain valves that remove
- Source select valves trapped moisture.
- Pneumatic lines and hoses
34.11.0702 -001
- Drain valves

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
34.11.0202 -001

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
PITOT-STATIC SYSTEM - COMPONENT LOCATIONS
The pitot-static system components are:
- Left and right auxiliary (AUX) pitot-static probes
- Left and right main pitot-static probes
- Left and right alternate flush static ports
- Left and right dedicated flush static ports
- Pitot source select valve
- Static source select valve
34.11.0703 -001

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
34.11.0203 -001

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
PITOT-STATIC SYSTEM - DRAIN LOCATIONS
General Forward Cargo Compartment
The pitot-static system drains are at 31 low points in the pitot-static There are three drains for the lines mounted on the side of a
lines. The drains are in areas that are easily accessed by stanchion in the left forward area of the cargo compartment:
maintenance personnel.
- Drains numbered 23 through 25 are at STA 740.
Forward Equipment Center

AFT Cargo Compartment
There are fourteen drains for the lines mounted on the fuselage
walls and bulkheads in the forward equipment center crawlways: There are two drains for the lines mounted on a stanchion behind an
access panel next to the cargo bay light switch:
- Drains 26 and 27 are at STA 1980.
Stabilizer Access Area

Main Equipment Center
There are four drain plugs behind the rear pressure bulkhead and
There are eight drains for the lines mounted on the stanchions of the below the elevator feel computer:
E1 and E2 electronics racks:
- Drains 28 through 31 are at STA 2484.
34.11.0704 -001

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
34.11.0204 -001

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
NOTES:

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
34.11.0205 -001

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NAVIGATION
Pitot/Static System
Boeing 747-400
Avionics
PITOT-STATIC SYSTEM - PITOT INTERFACE
Input Pressures
Each pitot-static probe supplies a single source of pitot pressure to The pitot source select valve directs either AUX PITOT No. 2 or F/O
the pitot system. The four sources are: PITOT to the center ADC. The pitot source select valve is controlled
by the air data source select switch on the F/O P3 panel. The pitot
- CAPT PITOT (upper left main probe) source select valve is normally selected to AUX PITOT No. 2, and
switches to F/O PITOT when the F/O selects the center ADC.
- F/O PITOT (upper right main probe)
34.11.0706 -001
- AUX PITOT No. 1 (lower left auxiliary probe)
- AUX PITOT No. 2 (lower right auxiliary probe)
Distribution Interface
Pneumatic lines and hoses connect the pitot pressures from the
pitot-static probes to the following pressure sensitive devices:
- Right air data computer (F/O PITOT)
- Left air data computer (CAPT PITOT)
- Elevator Feel Computer (AUX PITOT No. 1 & 2)
- Standby Airspeed Indicator (AUX PITOT No. 1)

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NOTES:

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PITOT-STATIC SYSTEM - STATIC INTERFACE
Input Pressures Distribution Interface
Each of the four pitot-static probes supplies two sources of ambient Pneumatic lines and hoses connect the static (ambient) pressure
air pressure. Each one is cross-connected to a source on the from the different static inputs to these pressure sensitive systems/
opposite side of the airplane. The upper left pitot probe connects to devices:
the lower right probe. The lower left pitot probe connects to the
upper right. This configuration provides these four isolated static - Right air data computer (F/O STATIC)
sources:
- Left air data computer (CAPT STATIC)
- CAPT STATIC (upper left S1 and lower right S2)
- Center air data computer (AUX STATIC No. 2 or AUX STATIC
- F/O STATIC (upper right S1 and lower left S2) No. 1)
- AUX STATIC No. 1 (upper left S2 and lower right S1) - Standby airspeed indicator and standby altimeter: (ALTERNATE
STATIC)
- AUX STATIC No. 2 (upper right S2 and lower left S1)
- Elevator feel computer: (DEDICATED STATIC)
Two more static subsystems are available from four flush static
pressure ports:
34.11.0707A-001
- Alternate STATIC (forward left and right flush static ports)
- Dedicated STATIC (aft left and right flush static ports)

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Distribution Interface (cont)
The static source selector valve directs either AUX STATIC No. 1 or
AUX STATIC No. 2 to the center ADC. The air data source select
switch on the F/O's P-3 panel controls the source select valve. The
static source selector valve is normally selected to AUX STATIC No.
1, and switches to AUX STATIC No. 2 when the F/O selects the
center ADC.
34.11.0707B-001

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34.11.0207 -001

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NOTES:

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PITOT-STATIC SYSTEM - PITOT PROBE
Purpose
The pitot-static probes get two types of air pressures: The base-plate of the pitot-static probe contains electrical and
pressure fittings.
- Pitot air pressure
- The pressure fittings allow the input air pressures to flow from the
- Static air pressure pitot-static probe into the pitot-static system.
- The electrical fittings connect to the anti-icing heater inside the

Physical Description pitot-static probe. The heater prevents ice from accumulating in
the probe.
The pitot-static probe is a hollow metal tube that is held several
inches away from the airplane skin by a strut. The pitot-static probe
is held away from the skin to keep airflow turbulence to a minimum. Installation and Removal
The probe has three small ports that open into the hollow probe. The pitot-static probe is attached with six mounting screws. The
Connected to these ports are three pneumatic lines that go to the probe has two aligning pins which match holes in the airplane
base-plate of the probe: structure. To give a cabin pressure seal, a gasket is installed
between the probe and airplane structure. S1 and S2 pressure lines
- One port is open directly forward to take in pitot air pressure. are of different sizes to prevent improper connection (reversed) of
the static pressure lines at the pitot-static probe.
- Two ports, each with three holes, open onto the side of the probe
to take in static air pressure.
34.11.0708A-001

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Installation and Removal (cont)
The left and right pitot-static probes on the fuselage cannot be

changed with each other.
The upper and lower pitot-static probes can be changed with each
other.
CAUTION: PITOT-STATIC PROBES ARE DELICATE

INSTRUMENTS AND ARE CRITICALLY ALIGNED ON
THE AIRPLANE. EXTREME CARE MUST BE
EXERCISED WHEN INSTALLING, REMOVING, OR
HANDLING. DO NOTHING THAT PLACES ADDED
WEIGHT OR STRAIN ON PROBE.
WARNING: DO NOT TOUCH PROBES WHILE HEATERS ARE ON.

TEST HEATERS FOR OPERATION BY FEELING FOR
HEAT RADIATION IN THE NEAR VICINITY OF
HEATER BEING SUBJECTED TO TEST TO AVOID
POSSIBILITY OF PERSONNEL BEING BURNED.
34.11.0708B-001

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34.11.0208 -001

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STATIC PRESSURE PORTS
General
The two forward flush static pressure ports supply static pressure to NOTE: Do not plug or cause damage to any of the holes in the flush
the alternate static supply line that services the standby airspeed static ports.
and standby altimeter flight instruments.
Keep the airplane fuselage skin within the red circle around the flush
The two aft flush static pressure ports supply static pressure and are static ports smooth and clean.
dedicated to only the elevator feel computer (EFC).
34.11.0709 -001
Access to the forward ALTERNATE STATIC ports is from inside the
cargo compartment.
Access to the DEDICATED STATIC ports is from inside the elevator

stabilizer compartment. This compartment is aft of the rear pressure
bulkhead.
The retaining nut is torqued to a specific value and lock wired in

place. Physical Description
Each flush static port is installed flush with the skin of the airplane
fuselage. A red circle is painted around the flush static port and a
caution note is printed below it.

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34.11.0209 -001

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PITOT-STATIC SYSTEM - DRAINS
General
The two types of drains used are: The drain-plug type is a cap that seals the end of the drain line.
- Drain assembly
Operation
- Drain-plug
The bayonet fitting cap has a drain pin attached to the outside of the
The quick-release drain assembly is used on all drain lines except cap. To release any trapped water in the system:
those in section 48, the stabilizer access area. Four drain-plugs are
used on the pitot and static pressure lines in this area. - Remove the cap from the drain assembly and turn it upside down
The quick-release and drain-plug types are designed to trap any - Insert the drain pin (on the cap) into the drain fitting to open the
moisture in the pitot or static pressure lines. poppet valve and seal
The orange float-ball inside the transparent sight gauge shows the
Physical Description water level.
The drain assembly type contains: The drain plug type installed in section 48 is opened by simply
unscrewing the plug. This will allow the accumulated fluid to drain
- Sight gauge with orange float ball out.
34.11.0710A-001
- Drain fitting with a spring-loaded seal and poppet valve
- Bayonet fitting cap

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34.11.0210 -001

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PITOT-STATIC SYSTEM - SOURCE SELECT VALVES
General
The pitot source select valve and the static source select valve When the F/O has left or right ADC selected on his ADC source
provide pneumatic pressures from one of two pitot and static select switch, the valve is in position 1 (Port A to Port C). If the F/O
sources to the center air data computer (ADC-C). selects the center ADC, the valve switches to position 2 (Port B to
Port C). There are no visual position indications on the valves.
Physical Description If a pitot or static source select valve fails to switch when
commanded by the F/O air data source select switch, an EICAS
The source select valve is an electrically-operated pneumatic-control status message (P/S XFR VLV) comes on. This indicates the EIU
valve that weighs 1.7 pounds. The valve has three quick-disconnect detects a disagreement between the ADC source select switch and
pneumatic fittings. the source select valve position.
Normal maintenance procedures should be used to troubleshoot a

Operation failed switch. A pitot-static test set should be used at the valve to
determine if the valve port selection is correct as commanded from
The source select valve has two input ports (A and B) and one the flight deck.
output port (C). Port selection is controlled by two electrical coils
inside the valve. An input to either coil will cause the valve to switch.
34.11.0711 -001
The valve remains latched in the last position when the signal is
removed. Each coil has a micro-switch that disconnects the drive
signal after the valve switches to the desired position. An output
ground is sent to the EIUs to show the position of the valve.

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34.11.0211 -001

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PITOT-STATIC SYSTEM - MAIN PROBE HEATER CIRCUIT
Operation
Each main pitot-static probe receives anti-icing current to a strut and The current sensors send an analog discrete to the ADC system to
probe head heater. On the ground, with the engines not running, the indicate proper operation in the anti-icing circuits. The ADC sets a
probe heaters are not on. discrete, 1 for heat-on, 0 for heat-off and sends this to all airplane
user systems. Some user systems use this bit to select which ADC
During start, at 50 percent N2 engine RPM on any engine, relays to use. The ADC's will not alter any output data if the heater circuits
R7423 and R7425 are energized. The strut of the probe is supplied fail.
with 115v ac. Reduced power is supplied to the head heater through
a current-limiting diode in the circuit.
Test
In flight, relay R7425 is de-energized and relay R7423 remains
energized through the engine speed sense card or relay R7334. The Probe heater operation is checked on the ground by the central
head and strut heaters receive 115v ac. maintenance computers. During a ground test, relays R7421 and
R7423 are energized and provide the head and strut heaters with
The current to the heaters is sensed by two sensors. If power is not 115v ac. Test results show on the CDU and EICAS displays.
supplied through either heater, the current sensor supplies an
analog discrete to the left, center and right EIUs. If either the strut or NOTE: Operation and test of the auxiliary pitot-static probe heater
the head heater has no current, an advisory EICAS message HEAT circuit is the same as for the main circuit except the EICAS
P/S CAPT or HEAT P/S F/O shows. messages are HEAT P/S L AUX and HEAT P/S R AUX.
34.11.0712 -001

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34.11.0212 -001

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P/S PROBE HEAT - GROUND TEST-1
General
To start a P/S probe heat test:
- Select the CMC GROUND TEST menu. (chapter 30 Ice & Rain)
- Push the PROBE HEAT L LSK (Note that INHIBITED shows

above PROBE HEAT L and PROBE HEAT R).
- The ENABLE TEST screen shows on the CDU.
The ENABLE TEST screen lists all conditions that must be satisfied
to complete the PROBE HEAT L test. These conditions are:
- AIRPLANE ON GROUND
- SET GND TEST SWITCH ON P461 (OR IN MAIN EQUIP CTR)

TO ENABLE
- ENGINES OFF
After all of the conditions are satisfied, push the RETURN LSK.
NOTE: PROBE HEAT R test is equivalent to PROBE HEAT L test.
34.11.0713 -001

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34.11.0213 -001

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P/S PROBE HEAT - GROUND TEST-2
Ground Tests
Show the CMC GROUND TEST menu (chapter 30 Ice & Rain). If not
inhibited, then:
- Push the PROBE HEAT L LSK.

- Observe TEST PRECONDITIONS page.
- Push START TEST LSK.
Ground Tests Results
Upon completion of a ground test using the CDU, the word PASS
will appear on the same line if there are no detected faults. The word
FAIL shows a failure of the ground test. Push the adjacent line select
key to show the GROUND TEST MSG page to see more data about
the test failure.
NOTE: PROBE HEAT R test is equivalent to PROBE HEAT L test.
34.11.0716 -001

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34.11.0216 -001

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PITOT-STATIC SYSTEM - FLIGHT DECK EFFECTS AND CMC

MESSAGES
Flight Deck Effect
Pitot-Static failures are detected thru Chapter 34-12 ADC and - X AUX PROBE HEAT FAIL
Chapter 30 Ice & Rain Protection Indications. The flight deck effects
associated with pitot-static are: - CAPTAINS PITOT HEAT DETECTION SYSTEM FAIL
- P/S XFR VLV (status): pitot-static transfer valve fails to switch - F/O PITOT HEAT DETECTION SYSTEM FAIL
when commanded
- X AUX PROBE HEAT DETECTION SYSTEM FAIL
- Heat P/S CAPT (status & advisory): loss of captain's main pitot
probe heat - X PITOT PROBE TEST RELAY OR HIGH/LOW RELAY FAIL
- Heat P/S F/O (status & advisory): loss of F/O main pitot probe - X PITOT PROBE POWER RELAY FAIL
heat
NOTE: X - L (LEFT) or R (RIGHT)
- Heat P/S X AUX (status & advisory): loss of aux pitot probe heat
34.11.0714 -001
CMC Messages
CMC messages that show for the pitot-static system are:
- CAPTAINS PITOT HEAT FAIL
- F/O PITOT HEAT FAIL

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34.11.0214 -001

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NOTES:

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34.11.0215 -001

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Standby Air Data Instruments
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STANDBY AIR DATA INSTRUMENTS .......................................... 2

STANDBY AIR DATA INSTRUMENTS COMPONENT
LOCATIONS............................................................................... 4
STANDBY AIR DATA INSTRUMENTS INTERFACE..................... 6
STANDBY ALTIMETER ................................................................. 8
STANDBY AIRSPEED INDICATOR .............................................. 10

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STANDBY AIR DATA INSTRUMENTS
The standby air data instruments are mechanical-pneumatic

devices. They receive pressure inputs from the pitot-static system.
A standby pneumatic altimeter is a backup indication of the

airplane's altitude.
The standby pneumatic airspeed indicator is a backup indication of

the airplane's airspeed.
The air data computing system calculates the primary airspeed and
altitude data. The main air data instruments are the primary
indication of the airplane's airspeed and altitude.
34.13.0501 -001

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34.13.0001 -001

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STANDBY AIR DATA INSTRUMENTS COMPONENT LOCATIONS
The standby airspeed indicator and the standby altimeter are on the
pilots' center instrument panel (P2).
The circuit breaker for the standby altimeter vibrator is on the

overhead circuit breaker panel (P7).
34.13.0502 -001

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34.13.0002 -001

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STANDBY AIR DATA INSTRUMENTS INTERFACE
The standby airspeed indicator receives static pressure from the left
and right alternate static system. It also receives pitot pressure from
the auxiliary pitot No. 1 system. This pitot pressure comes from the
lower left pitot-static probe.
The standby altimeter receives static pressure inputs from the

alternate static system. This pressure comes from the left and right
alternate static pressure ports.
34.13.0503 -001

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34.13.0003 -001

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STANDBY ALTIMETER
General
The following are features of the standby altimeter: - The internal vibrator gives smooth altimeter action. Without the
vibrator, the altimeter will stick and give wrong indications.
- The standby altimeter shows barometric altitudes from -1000 feet
to 50,000 feet by a drum counter. - There is no failure flag on the standby altimeter.
- The drum counter provides a digital readout of ten thousands,

thousands, hundreds, and tens of feet. Removal and Installation
- The drum counter is black with white digits. At altitudes below The static pressure input to the standby altimeter is a
10,000 feet, the left digit of the drum is green (blank). At altitudes quick-disconnect fitting. The electrical connector is a
below zero feet, the left digit reads NEG (black with white letters). cannon-plug-type connector.
- The altitude display pointer shows 20 foot increments. Reference applicable airline maintenance manual chapter 34-13 for
full removal and installation procedures.
- The indicator is adjusted to local barometric pressure by the
34.13.0504 -001
BARO set knob. Two counters show the barometric setting. One
counter reads from 22.00 to 31.99 inches of mercury (in Hg). The
second counter reads from 745 to 1084 MB/HPA.
- Power required is 5 volts ac for dial lighting and 28 volts dc for

the vibrator.

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34.13.0004 -001

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STANDBY AIRSPEED INDICATOR
General
The standby airspeed indicator shows indicated airspeed. The

airspeed range is from 60 to 450 knots. Airspeed is indicated by an
airspeed pointer read against a graduated scale. The major
increment of this scale is 20-knots from 60 to 240 knots and
50-knots from 250-450 knots.
There is no failure display flag on the indicator.
Power required is 5 volts ac for the dial lighting.
Removal Installation
There are two quick-disconnect fittings for the pitot and static input
connection. The electrical connector is a cannon-plug-type
connector.
Reference applicable airline maintenance manual chapter 34-13 for

detailed removal and installation procedures.
34.13.0505 -001

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34.13.0005 -001

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NOTES:

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Air Data Computer System
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AIR DATA COMPUTER SYSTEM ................................................. 2 EFIS CONTROL PANEL - ADC FUNCTION .................................. 42
ADC SYSTEM - COMPONENT LOCATIONS SHEET 1 ................ 4 PFD - AIRSPEED DISPLAY........................................................... 44
ADC SYSTEM - COMPONENT LOCATIONS SH2 ........................ 6 PFD - MACH DISPLAY .................................................................. 46
ADC SYSTEM - COMPONENT LOCATIONS SHEET 3 ................ 8 PFD - ALTITUDE DISPLAY ........................................................... 48
ADC SYSTEM - BAROMETRIC CORRECTION INPUT ................ 10 ADC DISPLAY - CDU/EICAS ......................................................... 50
ADC SYSTEM - TOTAL AIR TEMPERATURE INPUT .................. 12 ADC DISPLAY-BARO CORRECTION ........................................... 53
ADC SYSTEM - GEAR DOWN AND TEST DISCRETES .............. 14 LEFT ADC SYSTEM - POWER AND AOA .................................... 56
ADC SYSTEM - SOURCE SELECT RELAYS ............................... 18 ADC - TOTAL PRESSURE AND AIRSPEED ................................ 58
ADC SYSTEM - POWER AND ANGLE-OF-ATTACK .................... 20 VMO CURVES ............................................................................... 60
ADC SYSTEM - PRESSURE INPUT ............................................. 22 ADC SYSTEM - BARO CORRECTION ......................................... 62
ADC SYSTEM - HEATER DISCRETES AND PROGRAM PIN ADC SYSTEM - STATIC PRESSURE AND ALTITUDE ................ 64
SWITCHING ............................................................................. 24 LEFT ADC SYSTEM - DISCRETE INPUTS ................................... 66
ADC SYSTEM - OUTPUTS SH1.................................................... 26 ADC SYSTEM - TEMPERATURE AND PROGRAM PINS ............ 69
ADC SYSTEM - OUTPUTS SH2.................................................... 28 ADC - TEST AND MONITOR ......................................................... 73
ADC SYSTEM - OUTPUTS SH3.................................................... 30 ADC SYSTEM - GROUND TEST ................................................... 76
AIR DATA COMPUTER ................................................................. 34 ADC SYSTEM - SELF-TEST VALUES .......................................... 78
ADC SOURCE SELECT SWITCHES ............................................ 36 ADC SYSTEM - MANUAL SELF-TEST ......................................... 80
ADC SYSTEM - TOTAL AIR TEMPERATURE PROBE................. 38 TOTAL AIR TEMPERATURE PROBE HEATER CIRCUIT ............ 82
ADC SYSTEM - ANGLE-OF-ATTACK SENSOR ........................... 40 ANGLE OF ATTACK SENSOR HEATER CIRCUIT ....................... 84

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AIR DATA COMPUTER SYSTEM
34.12.0501 -001
Introduction
The purpose of the Air Data Computer (ADC) system is to supply air
data parameters to airplane systems.
General
The Air Data Computer (ADC) receives analog, digital, and

pneumatic signals. It sends air data to other airplane systems.
Inputs to the ADC are:
- An analog synchro angle-of-attack signal

- An analog total air temperature signal
- Digital barometric (baro) altitude correction signals
- A pneumatic pitot-pressure (total pressure or PT)
- A pneumatic static-pressure (PS) - Various discrete inputs
Outputs from the ADC are computed functions of:
- Altitude
- Airspeed
- Mach number
- Air temperature

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34.12.0001 -001

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ADC SYSTEM - COMPONENT LOCATIONS SHEET 1
The following ADC system components are located on the nose

section on the outer skin of the airplane:
- Angle of attack sensors (left and right)

- Total air temperature probe (left and right)
34.12.0502 -001

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34.12.0002 -001

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ADC SYSTEM - COMPONENT LOCATIONS SH2
The following ADC system components are located in the flight

compartment:
- Circuit breakers
- Baro set control switches
- Captain's air data source select switch
- F/O's air data source select switch
- Left, center and right ADC transformers
34.12.0503 -001

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34.12.0003 -001

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ADC SYSTEM - COMPONENT LOCATIONS SHEET 3
The following ADC system components are located in the Main

Equipment Center (MEC):
- Left ADC
- Center ADC
- Right ADC
- Captain's ADC source select relay
- First officer's ADC source select relay
- Captain's ADC source select diode
- First officer's ADC source select diode
- Gear down dispatch switch
- Fift engine carriage witch
34.12.0504 -001

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34.12.0004 -001

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ADC SYSTEM - BAROMETRIC CORRECTION INPUT
The barometric altitude correction is entered by the flight crew on the

EFIS control panels. Baro correction No. one is entered on the left
EFIS control panel and baro correction No. two on the right EFIS
control panel. This correction is sent to all ADCs through the
appropriate CDU.
34.12.0506 -001

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34.12.0006 -001

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ADC SYSTEM - TOTAL AIR TEMPERATURE INPUT
General Description
There are two Total Air Temperature (TAT) probes (left and right)
which supply total air temperature for the ADC system. If these
probes are heated, a heat current sensor energizes a relay which
sends a HEAT ON discrete to the ADCs.
TAT Input
Each TAT probe contains two temperature sensing elements. The

left probe supplies analog temperature for the left and center ADC.
The right probe uses only one element for the right ADC.
34.12.0507 -001

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34.12.0007 -001

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ADC SYSTEM - GEAR DOWN AND TEST DISCRETES
Gear Down Discrete
Contacts on the gear down dispatch switch send analog discretes to

the left, center, and right ADC. The gear down discrete is used by
the ADC to modify the Vmo curves.
Test Discrete
The central maintenance computers (CMCs) can request ground

test of any ADC. A test discrete is sent through enable relays 1 and
2 and the air/ground system relays, ensuring the test can only be
performed on the ground.
34.12.0510 -001

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34.12.0010 -001

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ADC System-Control Signals
The Captain's and First Officer's ADC Instrument Source Select On both switches the left and right switch positions are wired
Switches are multi functional switches. Three outputs provide analog together. Special latching relays allow only one relay (the first one
port select discretes for ADC output source selection. The Captain's selected) to be latched in the center position. This removes power
switch provides discretes to the left ATC transponder, left IRU, left from the opposite switch. Specific functions of the source select
FMC, three EIUs and the MAWEA. The F/O's switch provides relays will be discussed later.
discretes to the right ATC transponder, right IRU, right FMC, three
34.12.0546 -001
EIUs and the MAWEA. These outputs are available in the left, right
or center position of the switches.
An additional output of the switch provides for control of the

Captain's and F/O's ADC Source Select Relays. In general the
function of the relays is to control the selection of the center ADC as
a backup for either the left (Captain's) or the right (First Officer's)
ADC.
The Captain's ADC instrument source select switch receives 28

VDC from the Captain's ADC source select circuit breaker through
the F/O's source select relay.
The F/O's instrument source select switch receives 28 VDC through

the Captain's ADC source select relay.

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ADC SYSTEM - SOURCE SELECT RELAYS
General
The ADC source select relays are used for various input and output
switching. The relays are switched based on the position of the flight
crew source select switch.
Relay Operation
When the center ADC is selected by a flight crew member, the

stepping relay will be energized and will switch to the center position.
This switching will remove the voltage from the stepping relay coils
so it remains where last selected. The captain's source select switch
receives the switching voltage through the first officer's source select
relay. The first officer's switching is similar. This configuration makes
it impossible to have both relays in the center position at the same
time.
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ADC SYSTEM - POWER AND ANGLE-OF-ATTACK
Power
An ac bus supplies power to each ADC and its transformer. The

transformers step-down the primary voltage to 26v ac. This voltage
is used as synchro-reference in the ADCs and as synchro excitation
in the related Angle Of Attack (AOA) sensors.
Angle-Of-Attack
Each AOA sensor has two synchro transmitter outputs. Output No.
one of the left AOA sensor gives AOA to the left ADC, while output
No. one of the right AOA sensor supplies AOA to the right ADC.
Output No. two of the left AOA sensor gives AOA to the center ADC
when the first officer's ADC system select switch is in the left or right
position. Output No. two of the right AOA sensor supplies AOA for
the center ADC when the first officer's ADC system select switch is
in the center position.
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ADC SYSTEM - PRESSURE INPUT
General Source Selection
The left and right ADCs are permanently connected to separate When the first officer turns his air data source select switch to center
pressure sources. The center ADC may be used as a replacement position, his ADC source select relay energizes to the center
for either left or right ADC. For this reason, the center ADC requires position. This causes the center ADC to change pitot-pressure and
switching of its pressure inputs. static-pressure sources as it programs from a left to a right ADC. A
set of switch contacts in the pitot source and static source select
valves sends discrete (ground) signals to each EIU for two possible
Center ADC Pressure Inputs conditions.
34.12.0505 -001
When the center ADC is used as a replacement for a left ADC, it is
programmed to operate as a left ADC. Then it uses pitot pressure
from the AUX 2 (R) pitot and static pressure from the AUX 1 static.
When the center ADC is used as a replacement for a right ADC, it is
programmed to operate as a right ADC. Then it uses pitot pressure
from the first officer's pitot and static pressure from the AUX 2 (L)
static.

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ADC SYSTEM - HEATER DISCRETES AND PROGRAM PIN

SWITCHING
General Program Pin Switching
The left and right ADCs normally provide air data for the captain's So that the center ADC can change from a left to a right (or from
and first officer's sides respectively. The center ADC is a standby right to left), three of the program pins will be ungrounded and three
unit with programming and selected inputs that must be changed to others will be grounded. The switching for this operation takes place
match those of the ADC it is selected to replace. It normally has in the first officer's ADC source select relay.
inputs and programming to match those of the left ADC so it can
34.12.0509 -001
operate as a replacement for the left ADC. The first officer ADC
source select switch can be put in the CENTER position. This will
cause the center ADC to switch selected inputs (in this case, HEAT
ON discretes) and program to act as a replacement for the right
ADC.
HEAT ON Discretes
In the anti-ice heating circuit of each probe, there is a current

sensing circuit which energizes a relay when heating current flows.
Thus, the ADC receives a discrete input that its probes are being not
heated.

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ADC SYSTEM - OUTPUTS SH1
Each ADC sends all digital data on four data buses that are the
same. All data buses from the left and center ADCs are sent to the
captain's ADC source select relay which selects either the group of
four buses from the left or the group of four buses from the center
ADC. The selection depends on the selected position of the captain
source select switch.
All data buses from the center and right ADCs are sent to the first
officer's ADC source select relay which selects either the four buses
from the center ADC or the four buses from the right ADC. The
selection depends on the selected position of the first officer source
select switch.
Data buses two and four are also sent directly from the left ADC,
center ADC and from the right ADC.
Each ADC supplies an overspeed analog discrete to all three EFIS/

EICAS interface units. Also, the right ADC sends the discrete to the
MAWEA. The overspeed signal will cause anoverspeed message to
be displayed on the EICAS display. It will also produce a warning
(level A) in the MAWEA.
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The table shows the distribution of the ADC output buses to various
other airplane systems using ADC data. The systems shown are in
ATA chapters 21, 22 and 27.
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The table shows the distribution of the ADC output buses to various
other airplane systems using ADC data. The systems shown are in
ATA chapters 31, 34 and 73.
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Source Select Relays - Functional Summary
The Captain's and First Officer's ADC Source Select Relays have
two basic functions:
Configure the center ADC to function as a replacement for either the

left or the right ADC.
Switch the data bus outputs when the center ADC is configured as a
left or a right ADC replacement.
The First Officer's ADC Source Select Relay switches the center
ADC configuration between its normal configuration as a left ADC or
a Right ADC when selected by the F/O's ADC Source Select Switch.
The Captain's ADC Source Select Relay enables the center ADC to
act as a replacement for the left ADC when selected by the
Captain's ADC Source Select Switch.
Both switches control ADC bus output switching when the center
ADC is replacing either the left or the right ADC.
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AIR DATA COMPUTER
General
The air data computer provides air data information in both digital - An EXTERNAL SENSOR FAULT display. This LED dot matrix
and discrete analog format to airplane systems. The ADC is a display gives a code showing the failure of a sensor input to the
modular designed digital computer packaged in a 4 MCU case. It ADC.
uses hardware and software modules to calculate the information
based on sensor data received. - A TEST ONLY connector. This connector provides data bus No.
one data which is used during bench test to monitor the ADC
output.
Front Panel Features
34.12.0514 -001
The front panels has pitot and static air pressure connections and
additional features as follows :
- A momentary FUNCTIONAL TEST pushbutton switch. While this

button is pushed, the ADC does a self-test and puts out test
parameters.
- An ADC FAIL indicator. This is a latched maintenance monitor

(fault ball) which shows yellow when an ADC failure has been
detected.

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ADC SOURCE SELECT SWITCHES
General
The ADC source select switches are located on the captain's and
first officer's instrument service modules (P1-1 and P3-1).
The ADC source select switches control the captain's and first
officer's ADC source select relays and supply switching information
to systems which use ADC data.
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ADC SYSTEM - TOTAL AIR TEMPERATURE PROBE
General Characteristics
The probe senses the temperature of air flow over the airplane and This probe is a small metal strut and has two temperature-sensitive
changes temperature to an analog electrical signal. wire elements, the resistance of the wire elements changes with
temperature. Engine bleed air into the probe makes a negative
pressure which pulls outside air across the sensing elements. This is
Access at a rate that the heating elements have little effect. This permits
accurate TAT information while the airplane is on the ground, and
Access the electrical connector and bleed air fitting with removal of in-flight at low airspeeds.
the probe from the airplane.
The TAT probe's anti-icing is discussed later.
WARNING: ENSURE PROBE HEAT HAS BEEN REMOVED TO
34.12.0517 -001
AVOID SERIOUS BURNS.
WARNING: ENSURE PNEUMATIC POWER HAS BEEN REMOVED

TO AVOID SERIOUS BURNS.

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ADC SYSTEM - ANGLE-OF-ATTACK SENSOR
General
Angle-of-attack sensors are installed on the left and right sides of the
airplane fuselage at the forward end of the airplane. These units give
two synchro outputs of angle-of-attack. The vanes are heated
in-flight and on the ground when the engines are running to prevent
ice.
Installation
The sensor is installed from outside the airplane as shown.
WARNING: ANGLE-OF-ATTACK SENSOR MAY BE HOT IF

HEATER POWER HAS BEEN ON RECENTLY AND
CAN CAUSE INJURY TO PERSONNEL WHEN
TOUCHED.
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EFIS CONTROL PANEL - ADC FUNCTION
The baro set control switch on the EFIS control panel controls a
function of the ADC system. This is a three-function switch:
- The outer part is a two-position switch which selects IN (inches of

mercury) or hpa (hecto pascals) as units for baro correction.
- The middle part is a rotary knob used to set the desired

barometric correction.
- The inner or center part is a momentary pushbutton switch. This

switch does not turn with the rotary knob. (The label STD always
stays horizontal). This switch is used to select standard (29.92)
altitude or baro-correction altitude.
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PFD - AIRSPEED DISPLAY
General
Airspeed information from the air data computer is displayed on the

Primary Flight Display (PFD). This display consists of a calibrated
airspeed tape moving against a fixed pointer. Pointers, reference
values, speed limits, and special speeds are placed against the
airspeed tape to provide additional information to the pilots.
Airspeed Tape
The white airspeed tape displays a range of 121.50 knots at any

given time. Numerals are placed on the tape's 10-knot indices
starting at 40 knots and every 20 knots from 40 to 980 knots.
The CAS digital readout within the airspeed readout box rolls in an
odometer-like fashion. The lowest value displayed is 30 knots, which
is also displayed if the information is less than 30 knots or no
computed data. A failure of airspeed data from the air data computer
will cause the airspeed tape to be removed, and a yellow SPD flag to
appear in its place.
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PFD - MACH DISPLAY
The mach display is below the airspeed tape display. The display
consists of a decimal point followed by a white 3-digit display of
computed mach. The mach display will be blank for values less than
.4 or if the mach data is NCD. At .4 mach the display appears and
will remain until the mach data from the air data computer fails. This
will cause the numerics to be removed, and a yellow mach flag to
appear in its place.
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PFD - ALTITUDE DISPLAY
General Metric Altitude
Altitude information from the air data computer is displayed on the If selected on the EFIS control panel, the altitude readout box will
Primary Flight Display (PFD). This display consists of a barometric display metric altitude. The numerals will be followed by an M to
altitude tape moving against a fixed pointer. Pointers, digital indicate the readout is in meters. This display is shown in addition to
readouts, and selected values are placed against the altitude tape to the barometric altitude in feet displayed within the readout box. The
provide additional information to the pilots. metric altitude readout is contained within a white box that is added
to the top of the altitude readout box.
34.12.0522 -001
Altitude Tape
The white altitude tape displays a range of 825 feet at any given
time. Numerals are placed on the 100-foot indices, showing 200-foot
intervals. The digital readout within the altitude readout box rolls in
an odometer-like fashion. Negative altitudes will be preceded by a
minus (-) sign. Below 10,000 feet, the leftmost portion of the cursor
shows a green crosshatch pattern.
A failure of altitude data from the air data computer will cause the
altitude tape and readout box to be removed, and a yellow ALT flag
to appear in its place.

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ADC DISPLAY - CDU/EICAS
TAT CAS/MACH/ALT
Total Air Temperature (TAT) is shown full time on the main EICAS Computed airspeed, MACH, and altitude are displayed on the
display. It is also shown on the auxiliary EICAS display, performance auxiliary EICAS display performance page. Failure of ADC CAS,
page. The digital readout is the air data computer's calculated TAT. MACH, or altitude will cause the display to be removed.
Failure of the ADCs TAT will cause the display to be removed from
the main EICAS display.
34.12.0523 -002
TAS/SAT
True Airspeed (TAS) and Static Air Temperature (SAT) are shown
on the Control Display Unit's (CDU) progress page 2/2. These digital
readouts are the ADCs calculated TAS and SAT. SAT is also shown
on the auxiliary EICAS display, performance page. Failure of either
the ADC TAS or SAT will cause the display to be removed.
TAS is also shown on all navigation displays when TAS is above

100 knots.

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NOTES:

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ADC DISPLAY-BARO CORRECTION
General Operational Sequence
The baro correction data displayed on the PFD consists of two lines. The following sequence explains the baro correction displays shown:
The top line (line 1), displays the selected baro correction whenever
the STD switch on the EFIS control panel has not been pressed. If - In figure A, the STD pushbutton has been pressed (or the system
the STD switch has been pressed, the annunciation STD is has been powered-up with this displayed). The selected baro
displayed on line 1. correction valve is implied to be 29.92 IN or 1013 hPa. The last
preselected baro correction is stored in memory.
The display on the second line (line 2), is the preselected baro
correction value. This is displayed when STD is displayed on line - In figure B, the middle knob has been rotated until a new
one and the rotary switch (middle) has been rotated to a new preselected value of 29.50 IN is displayed on line 2.
correction.
- In figure C, the STD switch has been pressed. The baro
The baro correction values on lines one and two may be displayed correction value of 29.92 IN changes to the preselected value of
with the units of inches (IN) or hecto Pascals (hPa). 29.50 IN. If the STD switch had been pressed without a new
preselected baro correction entered (figure A), the baro correction
value would have changed to the previous baro correction stored
Power-Up in memory.
34.12.0524A-001
At power-up, both line one and line two will display the values in
effect when power was removed.

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ADC DISPLAY - BARO CORRECTION (Cont)
The baro correction is now 29.50 IN. There is no preselected baro

correction displayed. If the knob is rotated, line one will show the
new baro correction setting as the switch rotates.
- In figure D, the STD switch has been pressed again. The baro
correction changes to 29.92 IN, and 29.50 IN is stored in
memory. Line two will remain blank until a new preselected baro
correction is obtained by rotating the knob.
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LEFT ADC SYSTEM - POWER AND AOA
General
One of two synchro-transmitters in the AOA sensor gives the AOA

synchro position signal to the ADC. The synchro reference voltage is
received from the on-side ADC transformer, which supplies the
synchro excitation voltage.
Outputs
The synchro-to-digital converters have three outputs. These are

AOA 1 and 2 and indicated AOA. Indicated AOA is selected from
AOA 1 unless AOA 1 fails and in that case AOA 2 will be selected.
Indicated AOA is used for the Static Source Error Correction (SSEC)
in the ADC. A correction based on airplane type is applied to
indicated AOA giving the value corrected AOA.
A test value is applied to the synchro-to-digital converters during

self-test.
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ADC - TOTAL PRESSURE AND AIRSPEED
General True Airspeed Calculation
Total pressure and airspeed calculations are based on the total True Airspeed (TAS) is calculated using mach and Static Air
pressure input from the pitot/static system. To this pressure other Temperature (SAT). TAS is sent to the output transmitter as both a
data is applied to obtain various air data used for display and by binary number and as a binary-coded decimal value.
other airplane systems.
VMO Calculation
Total Pressure Calculation
Maximum Operating Velocity (VMO) is calculated based on curves
Total pressure is calculated using the pitot pressure input. A stored in software. Also stored are curves for Maximum Operating
calibration factor and temperature compensation is added. This Mach (MMO). The VMO value is reduced when the gear down
value is sent to the output transmitter and is used for calculations of dispatch discrete is set. Overspeed is detected based on the VMO/
airspeed and mach. During self-test, a test value is applied. MMO value stored and the airplane's existing altitude, CAS and
mach. When an overspeed condition exists, an overspeed discrete
is sent out as an analog discrete and as a digital discrete in a
Impact Pressure and Computed Airspeed Calculation discrete word.
34.12.0526 -001
Impact pressure and computed airspeed are calculated using total
pressure and static pressure.
Mach Calculation
Mach is calculated using total pressure and static pressure.

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VMO CURVES
General
The maximum Operating Velocity (VMO) curves are stored in the

ADC software. VMO is transmitted to other airplane systems and
also used by the ADC to monitor for an overspeed condition.
Operation
Two curves are calculated. One for gear down dispatch and the
other for normal conditions. The selection is based on the gear down
dispatch discrete.
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ADC SYSTEM - BARO CORRECTION
General
Barometric correction for the ADC system comes from the Control
Display Units (CDUs). The source of this information will be the EFIS
control panel or the CDU.
Under normal conditions, the source of the correction data is the

EFIS control panel. Only if the CDU detects either missing or failure
data will it switch and allow a CDU-selected value to be transmitted
to the ADCs.
Baro correction No. 1 comes from the left CDU and baro correction
No. 2 comes from the right CDU.
Operation
The baro correction comes to the ADC in inches of mercury (in Hg)
and in hecto Pascals (hPa).
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ADC SYSTEM - STATIC PRESSURE AND ALTITUDE
General Altitude Rate Calculation
Static pressure and altitude calculations are based on the static The altitude rate calculation is based on the rate of change of the
pressure input from the pitot/static system. To this pressure, other calculated barometric altitude.
data is applied to obtain various air data used for display and by
other airplane systems.
Barometric Corrected Altitude Calculations
Static Pressure Calculation A barometric correction is added to the barometric altitude to

produce four outputs of barometric corrected altitude. For these
Static pressure is calculated using the pressure input after a outputs, program pin selection sets a configuration such that
conversion to digital. A calibration factor and temperature barometric corrected altitude Nos. 1, 3 and 4 use baro correction No.
compensation is added to this. A Static Source Error Correction 1 and barometric corrected altitude No. 2 uses baro correction No. 2.
(SSEC) is then added based on airplane calibrations and For the right ADC, barometric corrected altitude Nos. 2, 3 and 4 use
angle-of-attack. The static pressure is then sent to the output baro correction No. 2 and barometric corrected altitude No. 1 uses
transmitter and is used for airspeed/mach calculations. baro correction No. 1.
34.12.0529 -001
Barometric Altitude Calculation
The barometric altitude calculation is based on the calculated static

pressure.

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LEFT ADC SYSTEM - DISCRETE INPUTS
The ADC discrete coder receives analog discrete inputs from the
current sensing relays related to four airplane sensors that are
heated. A low, or ground, discrete goes to the ADC discrete coders
when the anti-ice heat in the sensor is off. Also a discrete goes to
the ADC discrete coders while the gear down dispatch switch is on.
These digital discretes are sent on ARINC 429 discrete words. Also,
the gear-down dispatch discrete is sent to the VMO calculator.
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NOTES:

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ADC SYSTEM - TEMPERATURE AND PROGRAM PINS
TAT Calculation
Total Air Temperature (TAT) is calculated using the total air - Analog and digital baro - This pin programs the ADC to accept
temperature from the TAT probe. Mach is used in the calculation. baro correction from digital buses rather than from
During the functional test, a test value is produced. TAT is sent to synchro-resolvers.
the output transmitter as both a binary number and a binary coded
decimal value.
34.12.0531A-001
SAT Calculation
Static Air Temperature (SAT) is calculated using TAT and mach. In

addition to being sent to the output transmitter as a binary number
and a binary coded decimal, SAT is used in the TAS calculation.
Program Pins
The following is an explanation of the ADC program pins:
- Source Destination Identifier (SDI) pins are used by the output

transmitter to identify the source of all ADC data to users. For the
left ADC, SDI #1 is grounded and SDI #2 is open. For the right
ADC, this is reversed. For the center ADC, the input to these pins
is switched by the ADC source select relay. SDI parity is always
grounded.

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ADC SYSTEM - TEMPERATURE AND PROGRAM PINS (Cont)
- AOA rotate reference - This program pin causes the ADC to

change the sign of the angle-of-attack input if the SDI program
pins indicate the ADC is left or acting as a left.
- Unique AOA - This program pin programs the ADC to use AOA
#1 as primary and uses #2 input if #1 fails.
- Barometric altitude pins program the baro correction for the

barometric corrected altitudes. For the center ADC, these pins
are switched by the ADC source select relay.
- Airplane type program pins program the ADC to use the proper
SSEC and AOA calculations.
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ADC - TEST AND MONITOR
Built-In-Test (BIT)
The ADC built-in-test equipment uses software and hardware tests During self-test, preprogrammed values of PS, PT, AOA, and TAT
to detect internal ADC faults and input sensor faults. BIT tests are come from memory and are processed by their respective circuits.
performed at regular times during the CPU operational program.
34.12.0538A-001
The results of the BIT tests are reported in the five maintenance
words on the ADC output data bus. The results can set a fail bit in
the sign status matrix of the outputs.
For detected ADC internal faults, the fault ball on the front of the
ADC changes from black to yellow. Also, the BIT logic will store
in-flight faults in a fault memory for bench maintenance use.
The BIT also makes sure that the operational program has been
performed. If it has not, the fault ball will set yellow and all outputs
from the ADC will fail.
Self-Test
The self-test provides a confidence test of the ADC. The test is

started by pushing the TEST switch on the ADC front panel. It also
can be started from the left or right CDU through the CMC. The test
discrete from the CMC is sent through the air/ground switch to
prevent the test in-flight.

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Self-Test (cont)
The BITE monitor looks at some special inputs during self-test. If the
fault ball has been set before, and the fault causing the set condition
is corrected, the fault indicator will reset during self-test. If during
self-test, an external sensor fault is detected the LED display will
light with a number related of the failed parameter. If more than one
fault is detected the ADC gives a repetitive display of all fault codes
detected while the test switch is held down.
34.12.0538B-001

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ADC SYSTEM - GROUND TEST
Purpose
The CMC ground tests menu allows for the selection of a left, right,
or center ADC self-test. This will cause the selected ADC to run its
self-test routine, show self-test values on the associated displays,
and show test results on the CDU.
Ground Test
ADC ground tests are selected from the CDU by:
- Ground tests (on the CMC MENU page)
- 34 Air data (on the GROUND TESTS - SYSTEMS page)
- ADC: L (on the GROUND TESTS - MENU page)
The test result asks for the overspeed warning. If observed and YES
is depressed the test is passed. When NO is depressed, the test
indication is FAIL.
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ADC SYSTEM - SELF-TEST VALUES
General
During a self-test, the air data computer will provide test values while
the ADC functional test button is pushed to verify proper operation of
the ADC and its associated displays.
Test Sequence
The ADC will perform a test routine consisting of three events. For
the first two seconds all data is labeled functional test. For the
second to the seventh second all data is labeled failure warning. For
the remainder of the test, the data returns to functional test.
Test Values
ADC test values may be seen on the associated flight deck displays.
These displays will show the test value and a failure display as
indicated on the table.
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ADC SYSTEM - MANUAL SELF-TEST
General
The front panel of the air data computer has a manual functional test
switch. This switch performs the same self-test as using the CMC
confidence tests page. The test is done the same as using the CMC.
In addition to running a self-test routine the ADC will activate the
external sensor fault display.
Manual Self-Test
The external sensor fault display, active only during manual self-test,
is a single digit, dot matrix LED. This display will show numbers
corresponding to external faults. External faults do not set the fault
ball display to yellow or produce a failure warning.
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TOTAL AIR TEMPERATURE PROBE HEATER CIRCUIT
Operation
Each total air temperature (TAT) probe receives anti-icing from an

electric 115 vac heater. The probe heater is not powered on the
ground. In the air the TAT probe heater is supplied with ac power
through the air/ground relay R7334 and relay R8268.
The power to the TAT probe heater is sensed by current sensor

R7429. If power is not supplied through the heater, the current
sensor sends an analog discrete to all three EIU's. This discrete
activates alert and status messages on the EICAS displays. The
current sensor also supplies an analog discrete to the ADC system.
This signal tells the ADC's when the TAT probe is not reliable due to
no anti-icing heat.
Test
The TAT heater operation can be inspected on the ground by the

central maintenance computer (CMC). During test, relays R7421
and R8268 are energized. The TAT probe heater is supplied with ac
power and the test results can be observed on the CDU.
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ANGLE OF ATTACK SENSOR HEATER CIRCUIT

34.12.0543 -001
Operation
Each angle of attack (AOA) sensor receives anti-icing from an

electric heater. On the ground, with engines not in operation, the
sensor heaters are not powered.
During engine start, at 50 percent RPM, relay R7423 is energized.

The sensor heater is supplied with 115 volts ac power.
The power supply to the sensor heater is sensed by current sensor

R7565. If power is not supplied through the heater, the current
sensor supplies an analog discrete to the left, center, and right EIUs.
This discrete gives alert and status messages on the EICAS
displays.
The current sensor also supplies an analog discrete to the ADC

system.
Test
The heater operation can be inspected on the ground by the central

maintenance computer. During test, relays R7421 and R7423 are
energized. The AOA sensor heater is supplied with 115 volts ac. The
test results are observed on the CDU.

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NOTES:

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Altitude Alert System
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ALTITUDE ALERT SYSTEM.......................................................... 2 CREW ALERTING CARD-INPUT 1 ............................................... 18

ALTITUDE ALERT SYSTEM - COMPONENT LOCATIONS ......... 4 CREW ALERTING CARD-INPUT 2 ............................................... 20
CREW ALERTING CARD .............................................................. 6 CREW ALERTING CARD-SCHEMATIC ........................................ 22
AFCS ALTITUDE SELECT ............................................................ 8 CREW ALERTING CARD-OUTPUTS ............................................ 26
PRIMARY FLIGHT DISPLAYS ....................................................... 10 CREW ALERTING CARD-FAULT SCHEMATIC ........................... 28
ALTITUDE ALERT SYSTEM LEVEL B INDICATIONS .................. 12 ALTITUDE ALERT SYSTEM - OPERATIONAL CHECK ............... 30
ALTITUDE ALERT SYSTEM.......................................................... 15

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ALTITUDE ALERT SYSTEM
General
The altitude alert system gives the pilots aural and visual signals Visual output signals are sent through the EFIS/EICAS Interface
when the airplane approaches or deviates from a selected altitude. Units (EIUs) to the:
The selected altitude is set on the Autopilot Flight Control System
(AFCS) Mode Control Panel (MCP). This selected altitude is then - Captain's and first officer's Primary Flight Displays (PFDs)
compared to the Air Data Computer (ADC) baro-corrected altitude. - Main EICAS display
- Auxiliary EICAS display through the signal consolidation card No.
1
System Description - Captain's and first officer's master caution lights.
The altitude alert system circuits are on the crew alerting card. This Aural alerts are sent to the flight-deck aural warning speakers
card is in the Modular Avionics and Warning Electronic Assembly through the aural synthesizer card.
(MAWEA).
Maintenance data is sent to the Central Maintenance Computer
Input signals to the crew alerting card come from the: (CMC).
- Parking brake set switch

34.16.0501 -001
- Landing gear (down and locked function) through the master
monitor cards
- Captain's air data source select switch - Air data computers
- AFCS mode control panel
- Flaps' landing range through the master monitor cards

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ALTITUDE ALERT SYSTEM - COMPONENT LOCATIONS
The main altitude alert system component is the crew alerting card
installed in the MAWEA.
Interfacing components are:
- MAWEA PWR A circuit breaker

- MAWEA PWR B circuit breaker
- Captain's aural warning speaker
- First officer's aural warning speaker
- Main EICAS display
- Captain's master caution light
- First officer's master caution light
- Left primary flight display
- Captain's ADC source select switch
- Right primary flight display
- AFCS mode control panel
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CREW ALERTING CARD
Description
The altitude alert system circuitry is on the crew alerting card. This CAUTION: STATIC SENSITIVE. DO NOT HANDLE BEFORE
card is installed in the modular avionics and warning electronic READING PROCEDURE FOR HANDLING
assembly. Power for this card is provided by the MAWEA power ELECTROSTATIC DISCHARGE SENSITIVE DEVICES
supplies. (REF MM 20-41-01). CONTAINS DEVICES THAT CAN
BE DAMAGED BY STATIC DISCHARGE.
On the front of the crew alerting card are:
34.16.0503 -001
- A red Light Emitting Diode (LED) that will show a card fault
- A yellow LED that will show an interface fault
- ARINC 429 test jacks
- Two card extraction tabs
- Two hold-down screws
- A carrying handle
Maintenance Practices
Before removal/installation of the crew alerting card, MAWEA PWR

A and MAWEA PWR B circuit breakers must be pulled out.
The two card extraction tabs allow for easy removal of the module.

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AFCS ALTITUDE SELECT
The altitude select control is on the AFCS mode control panel. The
selected altitude is shown above the select knob.
Rotation of the select knob changes the selected altitude. The

selected altitude is a reference for determining aural and/or visual
alerts.
34.16.0504 -001

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PRIMARY FLIGHT DISPLAYS
Selected Altitude Display Altitude Readout Box
On the Primary Flight Display (PFD), AFCS-selected altitude is The display is usually white, half intensity, single stroke except as
shown above the vertical altitude scale. The color of this display is noted in the following:
magenta.
- White, full intensity, triple stroke width when the airplane is less
When the airplane is less than 900 feet but more than 300 feet from than 900 feet but greater than 300 feet from the selected altitude
the selected altitude, the display is enclosed by a white box (advisory/approach mode)
(advisory/approach mode only).
- Yellow, full intensity, double stroke width when the airplane goes
more than 300 feet but less than 900 feet from the selected
Selected Altitude Bug altitude (alert/deviation mode)
34.16.0505 -001
The selected altitude bug has a magenta color. The bug will point to
the selected altitude when that altitude appears on the PFD altitude
scale.
When one-half of the bug goes off the scale in either direction, the
half of the bug remaining in view shall park at that point to show
whether the selected altitude value is:
- More than the altitude shown on the scale
- Less than the altitude shown on the scale

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ALTITUDE ALERT SYSTEM LEVEL B INDICATIONS
When the airplane goes more than 300 feet from the AFCS MCP
selected altitude, this occurs:
- ALTITUDE ALERT message (amber) on the main EICAS display

shows.
- Master caution lights (amber) turn on. May be reset by a push of

either master caution light/switch.
- Level B aural (4 beeps) turns on.
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NOTES:

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ALTITUDE ALERT SYSTEM
General Deviation/Alert Mode
The altitude alert system provides the pilots with visual and aural When the airplane flies away from the selected altitude, a level B
alerts when an approach or deviation is made from the selected aural beeps. Visual master caution is provided at 300 feet above or
altitude on the AFCS MCP. below the selected altitude.
When more than 300 feet, but less than 900 feet, an amber
Approach/Advise Mode ALTITUDE ALERT message is shown on the main EICAS display.
Also, the altitude readout box on the PFD will change from white to a
The magenta PFD-selected altitude display will be enclosed by a yellow box, full intensity, double stroked display. By flying back to
white box when the airplane is less than 900 feet but more than 300 less than 300 feet:
feet from the selected altitude. Also, the white altitude readout box
goes to a full intensity, triple stroked display. - The EICAS message will turn off.
- The master caution lights will turn off.

Capture/Arm Mode
- The altitude readout box will return to a white, half intensity,
When the airplane is less than 300 feet from the selected altitude, single stroke display.
the white box is removed and the altitude readout box is a half
34.16.0507A-001
intensity, single stroke display.

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Deviation/Alert Mode (cont) Reset Mode
When the airplane flies more than 900 feet above or below the The altitude alert system will reset:
selected altitude:
- When the airplane is at 900 feet above or below the selected
- The altitude readout box on the PFD will return to a white, half altitude
intensity, single stroke display.
- When the pilot changes the selected altitude on the AFCS MCP
- The EICAS ALTITUDE ALERT message will turn off.
When reset, the system is ready for the approach/advise mode.
- The master caution lights will turn off.
34.16.0507B-001
Inhibit Mode
The altitude alert cautions are inhibited:
- When the landing gear is down and locked and flaps are in
landing range.
- When there is an AFDS glideslope capture

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CREW ALERTING CARD-INPUT 1
Baro-corrected altitude data is sent to the crew alerting card on a left The right ADC is the normal source to the right data bus. The first
ARINC 429 data bus and on a right ARINC 429 data bus. officer's ADC source select relay provides alternate input from the
center ADC.
The left data bus can supply baro-corrected altitude from the:
An ADC select signal comes to the crew alerting card from the
- Left air data computer captain's ADC source select switch. This signal allows the crew alert
- Center air data computer card to select the left or right ADC data bus, if no FCC is in
command or more than one FCC is engaged.
The left ADC is the normal source to the left data bus. The captain's
ADC source select relay provides alternate input from the center
34.16.0508 -001
ADC.
The right data bus can supply baro-corrected altitude from the:
- Right air data computer

- Center air data computer

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CREW ALERTING CARD-INPUT 2
Electrical Power
The crew alerting card receives +5v dc, and +/-12v dc from the: - Flaps in landing configuration
- Landing gear down and locked
- MAWEA power supply module A
- MAWEA power supply module B The landing gear down and locked signal comes from the Proximity
Switch Electronics Unit (PSEU).
If one power supply fails, the other can provide required power to the
crew alerting card. The flaps in landing configuration signal comes from the left and
right Flap Control Units (FCU).
Power supply module A receives 115v ac input from standby bus
No. 3.
AFCS MCP Input
Power supply module B receives 115v ac input from the first officers
instrument transfer bus. Data bus 2 from the AFCS MCP provides these inputs:
Power supply modules A and B provide power interrupt re-set - Selected altitude
signals 1 and 2 to the crew alerting card. When both re-set signals - MCP valid
occur this will cause the crew alerting card to do a power-up bite - FCC in command
check and again start the software procedure. - AFCS glideslope capture
Master Monitor Card Input Parking Brake Switch
Master monitor cards A and B provide these redundant inputs to the The SET or OFF status signal is provided by the parking brake
crew alerting card: switch.
34.16.0509 -001

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CREW ALERTING CARD-SCHEMATIC
ARINC 429 Inputs The right ADC bus is used:
The digital signal decoder circuit receives ARINC 429 data and - If the right FCC is in command
sends this data to the multiplexer circuit on serial data buses.
- If the captain's ADC source select switch is in the right position
with no FCC in command or more than one FCC in command
ADC Data Bus Select
The left or right ADC altitude data bus source select function is Serial Data Processing
controlled by the multiplexer. Source selection is made by:
The serial data-decoder software will decode these words from the
- Decoding the discrete from the captain's ADC source select multiplexer:
switch
- Selected altitude
- Decoding the autopilot FCC channel(s)-in-command data from - Baro-corrected altitude
the AFCS MCP bus - AFCS glideslope capture
- Gear down and locked
The left ADC bus is used: - Flaps landing range
- If left or center FCC is in command

Altitude Comparator
- If the captain's ADC source select switch is in the left or center
position with no FCC in command or more than one FCC in The altitude comparator software compares selected altitude with
command baro-corrected altitude and provides these logic outputs:
- More than or equal to 300 feet from selected altitude

34.16.0510A-001

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Altitude Comparator (cont)
- Less than or equal to 900 feet from selected altitude An alert condition occurs when:
- Greater than or equal to 300 feet from selected altitude
- The alert mode has been armed.
Alert/Advise Logic Processing - The less than or equal to 900 feet logic is 1.
The alert advise logic software will determine: - The greater than or equal to 300 feet logic is 1.
- If the airplane approaches a selected altitude condition (ADVISE) Advise and alert discrete signals are sent to the discrete output
circuit.
- If the airplane deviates from a selected altitude condition (ALERT)
An advise condition occurs when: Inhibit Logic
- The airplane approaches the selected altitude. The inhibit logic will inhibit an alert condition when:
- The less than or equal to 900 feet logic is 1. - There is AFCS glideslope capture.
34.16.0510B-001
- The greater than or equal to 300 feet logic is 1.
A capture condition occurs when:
- The less than or equal to 900 feet logic is 1.
- The greater than or equal to 300 feet logic is 0.
This then arms the alert mode.

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Inhibit Logic (cont)
- The landing gear is down and locked and flaps are in landing - Crew alerting card status to CMC
range.
This data is sent to:
- The rate-detector software detects the selected altitude is being
changed. - The central maintenance computer for flight-history information
When the airplane is on the ground and the parking brake is set, the - The aural synthesizer cards for automatic gain control
inhibit logic does not work. This permits a ground test of the altitude
34.16.0510C-001
alert system.
Discrete Output Circuit
The discrete output circuit provides isolation and amplification for the
altitude alert and altitude advisory outputs.
ARINC 429 Transmitter
The ARINC 429 transmitter sends data with these conditions:
- ADC data bus selection from the multiplexer
- Altitude alert operation
- Captain's ADC source select switch position

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CREW ALERTING CARD-OUTPUTS
ARINC 429
One ARINC 429 data bus from the crew alerting card provides The discrete outputs to the EIUs provide PFD color and display
output data for gain control and system status to: change and an EICAS message display. Also, the EIUs control the
master caution lights.
- The left and right Central Maintenance Computers (CMC)
- The left and right Aural Synthesizer Card (ASC) in the MAWEA An ALT ALERT INOP signal is sent to the EIUs through the signal
- The ARINC 429 test jacks on the front of the crew alert card consolidation card No. 1. This signal will cause an ALT ALERT SYS
status message to be shown on the auxiliary EICAS display.
Faults within the altitude alert system will be shown on these CMC
pages: The left and right ASCs provide these aural annunciations to the
aural warning speakers:
- Existing faults page
- Present legs fault page - A level B aural sound (beep-beep-beep-beep) for 0.8 seconds
- Fault history page during alert
- A 1000 Hz tone during the power-up bite test
Discrete Outputs Feedback from the aural warning speakers allows the ASC to do a
check on speaker integrity during the power-up BITE test and a
Advise and alert signals from the crew alerting card are sent to: liveliness test for each sound generated.
34.16.0511 -001
- Right, center and left EFIS/EICAS Interface Units (EIU)
- Left and right Aural Synthesizer Cards (ASC)

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CREW ALERTING CARD-FAULT SCHEMATIC
General EICAS Display
The card and interface monitor software continuously checks: When there is a card or interface fault, an ALT CARD INOP signal is
sent to the EIUs. This will cause an ALT ALERT SYS status
- All data bus inputs message to be shown on the auxiliary EICAS display.
- All discrete signals
- Power supply voltages
34.16.0512 -001
- Software and hardware operations
Visual Fault Indications
There are two Light Emitting Diodes (LEDs) on the front of the crew
alerting card. These LEDs receive discrete inputs from the discrete
output circuit. A logic 1 condition will turn on the LED.
The yellow LED shows an interface fault. This shows that input bus
data or input discrete signal levels are not correct.
The red LED shows that there is a fault in the crew alerting card.

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ALTITUDE ALERT SYSTEM - OPERATIONAL CHECK
Test Preparation
The operational test is done on the ground with the landing gear
down and locked and the parking brake set. The parking brake set
will cause the normal alert inhibits not to work. The AFCS MCP
altitude select knob simulates an altitude difference to do a check on
the approach and the deviation modes.
Test
To do a test on the system, begin with the AFCS MCP altitude set to
an altitude more than 900 feet above the baro-corrected altitude.
Then turn the altitude select knob toward the airplane baro-altitude.
Monitor for correct operation. Continue a rotation of the altitude
select knob until the difference reduces to zero and then increases
beyond the deviation threshold. Monitor for correct operation.
NOTE: To enable level B alert annunciations during test, remove the

EICAS engine shutdown inhibit (reference MM 31-41-00).
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NOTES:

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Weather Radar System
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WEATHER RADAR SYSTEM ........................................................ 2 WEATHER RADAR ANTENNA - 1 ................................................ 31

WEATHER RADAR SYSTEM - COMPONENT LOCATIONS - WEATHER RADAR ANTENNA -2 ................................................. 35
FLIGHT DECK .......................................................................... 4 EFIS CONTROL PANEL - WEATHER RADAR FUNCTIONS ....... 38
WEATHER RADAR SYSTEM - COMPONENT LOCATIONS - WEATHER RADAR - CDU SELECTIONS ..................................... 40
MAIN EQUIPMENT CENTER .................................................... 6 WEATHER RADAR SYSTEM - ATTITUDE INPUT SWITCHING .. 42
WEATHER RADAR SYSTEM - COMPONENT LOCATIONS - WEATHER RADAR SYSTEM - ND DISPLAYS ............................. 44
LOWER LOBE.......................................................................... 8 WEATHER RADAR SYSTEM - ND FAULT MESSAGES .............. 46
WEATHER RADAR SYSTEM - POWER ....................................... 10 WEATHER RADAR SYSTEM - ND RANGE DISAGREE .............. 48
WEATHER RADAR SYSTEM - CONTROL AND RF SIGNAL WEATHER RADAR SYSTEM - IDU OVERHEAT .......................... 50
INTERFACES............................................................................. 12 WEATHER RADAR SYSTEM - ON/OFF OPERATION ................. 53
WEATHER RADAR SYSTEM - ANTENNA CONTROL WEATHER RADAR SYSTEM - RECEIVER/TRANSMITTER
INTERFACES............................................................................. 14 INTERLOCK ............................................................................. 56
WEATHER RADAR SYSTEM - DISPLAY INTERFACES .............. 16 WEATHER RADAR RECEIVER/TRANSMITTER OPERATION .... 58
WEATHER RADAR SYSTEM - MAINTENANCE INTERFACES ... 18 WEATHER RADAR SYSTEM - CONTROL BUS INTERFACES ... 60
WEATHER RADAR CONTROL PANEL ........................................ 21 WEATHER RADAR ANTENNA OPERATION ............................... 63
WEATHER RADAR RECEIVER/TRANSMITTER .......................... 24 WEATHER RADAR SYSTEM - BITE OPERATION ....................... 67
WEATHER RADAR RECEIVER/TRANSMITTER MOUNT ............ 26 WEATHER RADAR SYSTEM - FLIGHT DECK SELF-TEST - ND 70
WEATHER RADAR WAVEGUIDE ................................................. 28 WEATHER RADAR SYSTEM - GROUND TESTS ........................ 72

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WEATHER RADAR SYSTEM
Purpose
The weather radar (WXR) system supplies: The inertial reference units (IRUs) provide roll and pitch attitudes for
antenna stabilization. IRU input selection is determined by an input
- Displays of weather conditions to the WXR R/T from the IRS instrument source-select switch.
- Displays of important terrain
WXR data is displayed on the captain's and the first officer's NDs.
The NDs are displayed on the left and right inboard integrated
General Operation display units (IDUs). The lower IDU is a backup display unit for the
NDs.
The central component of the WXR system is the WXR receiver/
transmitter (R/T). It operates in the x-band. The central maintenance computers (CMCs) receive WXR status
from the WXR R/Ts.
These units control inputs to the WXR R/T:
The left CMC provides a ground test command to start a WXR R/T
- The WXR control panel self-test.
- The EFIS control panel
34.43.0501 -002
The WXR antenna radiates and receives rf energy.
The WXR R/T provides stabilization inputs to the WXR antenna.

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WEATHER RADAR SYSTEM - COMPONENT LOCATIONS -

FLIGHT DECK
These are components of the WXR system: - Right EFIS control panel
- WXR control panel - Left inboard IDU

- Left WXR R/T circuit breaker
- Right WXR R/T circuit breaker - Right inboard IDU
These components interface with the WXR system: - Lower IDU
34.43.0502 -002
- Captain's inertial reference system (IRS) instrument source
select switch
- First Officer's IRS instrument source select switch
- Left control display unit (CDU)
- Right control display unit (CDU)
- Left EFIS control panel

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WEATHER RADAR SYSTEM - COMPONENT LOCATIONS - MAIN

EQUIPMENT CENTER
These components are also in the WXR system:
- WXR antenna
- Waveguide
- Waveguide switch
- Left WXR R/T
- Right WXR R/T
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WEATHER RADAR SYSTEM - COMPONENT LOCATIONS -

LOWER LOBE
The left and right WXR R/Ts are on rack E30 in the main equipment
center.
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WEATHER RADAR SYSTEM - POWER
The left and the right WXR R/Ts get power from their individual
circuit breakers.
The WXR control panel and the WXR antenna get power from the
operating WXR R/T.
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WEATHER RADAR SYSTEM - CONTROL AND RF SIGNAL

INTERFACES
General RF Transmission
The WXR system is turned on from either EFIS control panel. The The operating WXR R/T transmits rf pulses to the WXR antenna
ON/OFF discrete turns on the left or the right WXR R/T, (selected on through the waveguide switch. A left or right system select discrete
the WXR control panel). from the WXR control panel puts the waveguide switch in the correct
left or right position.
The WXR control panel also sends a left or right system select
discrete to the waveguide switch. The waveguide switch provides an The WXR antenna receives the rf returns and the waveguide switch
interlock (WXR R/T INTLK) discrete to enable the selected WXR R/ directs them to the operating WXR R/T. The R/T processes the
T. returns and generates the display signals.
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System Control
The WXR control panel provides system control on control buses 0.
The left and right EFIS control panels provide navigation display
control and range data to the left and right CDUs. The CDUs
transmit range data to the WXR R/Ts. If an EFIS control panel fails,
the onside CDU provides this data.

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WEATHER RADAR SYSTEM - ANTENNA CONTROL

INTERFACES
Antenna Control
The operating WXR R/T provides WXR antenna control and

stabilization. The waveguide switch connects the operating WXR R/
T to the WXR antenna.
The WXR control panel provides manual tilt on control buses 0.
Attitude Sources
The onside inertial reference units (IRUs) provide airplane attitude

for antenna stabilization. The IRS instrument source select switches
provide manual IRU input switching.
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WEATHER RADAR SYSTEM - DISPLAY INTERFACES
System Control
The WXR control panel provides system control on control buses 0. The R/T processes and sends WXR data according to the ranges
selected on the onside EFIS control panels. Control bus 1 provides
range for data bus 1 output to the left ND. Control bus 2 provides
WXR Data Display range for data bus 2 output to the right ND.
The operating R/T sends the WXR display data to the NDs on data
buses 1 and 2. ARINC Standards
The WXR switch on the EFIS control panel enables WXR display on Data buses 1 and 2 are ARINC 453 BUSES. All other buses are
the onside ND via the onside CDUs and left, center, and right EIUs. ARINC 429 buses.
Normally, the NDs are displayed on the inboard IDUs. The lower IDU
is a backup for the captain's or first officer's NDs.
Status Display
ND Range and Display Control The NDs also show WXR system status and fault annunciations
along with WXR display data.
The EFIS control panels provide ND range and display control
(display enable, as mentioned above) through the CDUs via the left,
34.43.0508 -002
center, and right EIUs. If an EFIS control panel fails, the CDU
provides the same data. WXR Data Output

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WEATHER RADAR SYSTEM - MAINTENANCE INTERFACES
System Status Data
The central maintenance computers (CMCs) receive WXR system

status data from the R/Ts. They store it in memory for display on the
CDUs.
Ground Test
The CMCs send a ground test command to the operating WXR R/T,
when initiated from any of the CDUs. Test results are monitored by
the CMCs. The CMCs send test results to the CDUs for display.
An air/ground relay inhibits the test command in flight.
Fault Memory
A nonvolatile fault memory in the R/T records faults by flight legs.

Individual bits in a discrete ARINC 429 word from the CMC define
the beginning of a flight leg. If the CMC is unable to transmit that
information, the beginning of a flight leg is defined by the air/ground
relay input.
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NOTES:

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WEATHER RADAR CONTROL PANEL
Purpose
The WXR control panel provides WXR system control. - TEST: starts a self-test on the operating R/T and shows test
results on the NDs.
Left/Right System Selector

Ground Clutter Suppression
The left/right system selector has two positions. It provides selection
capability of left or right WXR R/T. When the ground clutter suppression control pushbutton is pushed,
the ground clutter suppression function is turned on in the WX
modes.
Mode Selector
The mode selector has these positions: Gain Control
- WX: R/T processes precipitation returns. In the WX and WX-T modes, the gain is automatically preset to the
optimum value. In WX(VAR) and MAP modes, the gain may be
- WX-T: R/T processes precipitation and turbulence returns. manually selected.
Turbulence returns are processed only in the 50 nm range.
- WX(VAR): R/T processes precipitation and turbulence returns. Below-Calibrated Gain Indicator
Turbulence returns are processed only in the 50 nm range.
Variable gain is active. When the gain is manually set to a below-calibrated value, the
BELOW CAL indicator is illuminated.
- MAP: R/T processes ground mapping returns.
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Tilt Selector
The tilt selector provides the capability to select manual tilt from +15
degrees to -15 degrees.
Control Panel Removal and Installation
This caution applies to the removal and installation of the WXR

control panel.
CAUTION: CAREFULLY SLIDE CONTROL PANEL OUT OF AND

INTO CONTROL STAND TO AVOID STRESS AND/OR
DAMAGE TO ELECTRICAL CABLES AT REAR OF
CONTROL PANEL.
34.43.0510B-004

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WEATHER RADAR RECEIVER/TRANSMITTER
Purpose
The purpose of the WXR R/T is to: The R/T comes back on again when the power supply is no longer in
overtemperature.
- Generate and transmit rf pulses
- Process return signals The overtemperature indicator (fault ball) OVERTEMP is not used at
- Generate display data this point.
- Transmit display data to the display units
- Provide antenna stabilization An ATE test connector provides test points to monitor system
- Monitor and test system operation operation during bench tests.
- Transmit and record status info and test results
CAUTION: ASSURE THAT ELECTRICAL CONNECTORS AND
WAVEGUIDE FLANGES ARE PROPERLY INSTALLED
Characteristics AND ALIGNED AND INDEX PINS ARE PROPERLY
ALIGNED OR DAMAGE WILL RESULT TO
These are the characteristics of the WXR R/T: EQUIPMENT.
34.43.0511 -002
- Output power: 125 w. peak, appr. 500 mw average,
- Weight: 32 lb (15 kg)
- Cooling: forced airFront Panel Features
An elapsed time counter records cumulative operating hours.
R/T shutdown occurs for power supply overtemperature.

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WEATHER RADAR RECEIVER/TRANSMITTER MOUNT
Purpose
The WXR R/T mount provides this interface with the R/Ts:
- Electrical connection with airplane wiring

- Waveguide connection
- Cooling air
Description
The WXR mount is used to secure both R/Ts. The waveguide

connection is the push-in type. Cooling is done with forced air.
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WEATHER RADAR WAVEGUIDE
Purpose
The WXR waveguide conducts rf between the R/Ts and the

antenna.
Description
The waveguide assembly has rigid and flexible sections. The

waveguide connects to the antenna with a quick-disconnect clamp. It
connects to the R/T mount with four bolts. A U-shaped waveguide
guard protects the waveguide from damage.
A hole about 8 inches aft of the forward pressurized bulkhead is

provided for draining condensation.
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WEATHER RADAR ANTENNA - 1
Purpose Beam
The WXR antenna does these functions: The planar array is an array of individual radiation slots. The
radiation from each of these slots, combined, generates a pencil
- Radiates rf energy received from a WXR R/T beam 3.6 degrees high and 3.5 degrees wide.
- Receives the reflected rf energy and sends it to the R/T
- Scans the planar-array 90 degrees left and right of centerline.
Antenna Stabilization
Characteristics The antenna receives stabilization commands from the operating R/

T. The stabilization range is +/- 40 degrees, including +/- 15 degrees
These are characteristics of the WXR antenna: manual tilt.
34.43.0514A-003
- Planar array width: 28 in
- Planar-array weight: 6 lb 2.7 kg
- Mounting pedestal weight: 25 lb 11.5 kg
- Scan rate: 15 looks-per-minute

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Warnings and Cautions
These warnings and cautions apply to the removal and installation of CAUTION: TO PREVENT DAMAGE TO ANTENNA, ENSURE THAT
the WXR antenna. O-RING GASKET IS INSTALLED BETWEEN
WAVEGUIDE AND ANTENNA ASSEMBLY.
WARNING: DANGEROUS VOLTAGES. BE SURE WEATHER
RADAR POWER IS OFF AND WEATHER RADAR CAUTION: WHEN REPLACING WEATHER RADAR ANTENNA,
CIRCUIT BREAKERS ON CIRCUIT BREAKER PANEL USE CARE TO PREVENT WORKSTANDS OR
P7 ARE OPEN AND ARE TAGGED WITH EQUIPMENT FROM STRIKING LOCALIZER
DO-NOT-OPERATE IDENTIFIERS. MAINTENANCE ANTENNA. DO NOT USE LOCALIZER ANTENNA AS A
PERSONNEL MUST OBSERVE ALL SAFETY FOOTREST OR SUPPORT.
REGULATIONS AT ALL TIMES.
34.43.0514B-003
WARNING: THE ANTENNA ASSEMBLY WEIGHS

APPROXIMATELY 30 POUNDS AND REQUIRES TWO
MEN AND A SECURE PLATFORM FOR
INSTALLATION. HANDLE CAREFULLY TO PREVENT
INJURY TO PERSONNEL OR DAMAGE TO ANTENNA
ASSEMBLY. OBSERVE NO-HANDHOLD PLACARDS.
CAUTION: WHEN REMOVING ANTENNA DO NOT LOOSEN

BOLTS ON BASE CASTING OR BASE ASSEMBLY.
THESE ARE ALIGNED AT THE FACTORY. IF BASE IS
LOOSE OR MISALIGNED SPECIAL ALIGNMENT
PROCEDURES MUST BE PERFORMED BY A BOEING
SPECIALTY TEAM. CONTACT BOEING SEATTLE
AOG OFFICE.

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WEATHER RADAR ANTENNA -2
RF Energy Transmission Antenna Position Monitoring
RF energy is received on the waveguide and transmitted to the Two zero monitors and two incremental monitors provide position
planar array through the scan and the elevation rotary joints. The feedback to the operating R/T. One zero monitor and one
waveguide connection with the antenna is by means of a quick incremental monitor provide scan position feedback. The other zero
disconnect clamp. A mica pressure window at the waveguide input monitor and incremental monitor provide elevation position
port prevents cabin pressure from escaping. feedback.
Power and Control Scan and Elevation Disable Switches
For control, the antenna pedestal mount has two sets of power A scan disable toggle switch and an elevation disable toggle switch
supplies and electronics. One set is powered when the left R/T is are located behind the left cover plate. These switches serve to
operating (L PS). The other set is powered when the right R/T is disable the scan or the elevation movement during shop
operating (R PS). The mount has also two electrical connectors. maintenance procedures. When actuated, the scan disable switch
One connector provides interface with the left R/T (L EL CON). The disables the scan movement. When the elevation disable switch is
other connector provides interface with the right R/T (R EL CON). actuated,
34.43.0515A-003
Antenna Movement
Scan movement is provided by a 26 volt dc stepper motor. Elevation

movement also is provided by a 26 volt dc stepper motor. Both are
mounted on the antenna pedestal. Both receive power and control
signals from the operating R/T.

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Scan and Elevation Disable Switches (cont)
it disables the elevation movement. RF transmission is not disabled

when the disable switches are actuated.
Scan and Elevation Angle Dials
A scan angle dial on the scan zero monitor indicates the scan angle
value. An elevation angle dial on the elevation zero monitor indicates
the elevation angle value.
CAUTION: ASSURE THAT ELECTRICAL CONNECTORS AND

WAVE GUIDE FLANGES ARE PROPERLY INSTALLED
AND INDEX PINS ARE PROPERLY ALIGNED OR
DAMAGE WILL RESULT TO EQUIPMENT. WHEN
REPLACING WEATHER RADAR WAVEGUIDE, USE
CARE TO PREVENT WORKSTANDS OR EQUIPMENT
FROM STRIKING LOCALIZER ANTENNA. DO NOT
USE LOCALIZER ANTENNA AS A FOOTREST OR
SUPPORT.
34.43.0515B-003

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EFIS CONTROL PANEL - WEATHER RADAR FUNCTIONS
Purpose Range
The EFIS control panels provide on/off selection of the WXR R/Ts MAP modes show range at all times. Radio navigation modes (VOR
and select the WXR display on the NDs. and approach) show range only when WXR is ON. For a range of
640 nm selected on the EFIS control panel, the WXR R/T operates
at 320 nm.
WXR Switch
For a selected range of 640 nm, weather displays are shown up to a
The WXR switch turns on the selected WXR R/T and enables the distance of 320 nm on the NDs and on the WXR indicators.
WXR display on the NDs.
34.43.0518 -001
EFIS Modes
The NDs show WXR data in these modes:
- expanded APP = expanded approach mode

- expanded VOR mode
- expanded MAP mode
- CTR MAP mode (centered airplane symbol)

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WEATHER RADAR - CDU SELECTIONS
Purpose
The Control Display Unit (CDU) provides back-up WXR controls for OPTIONS page. It should be noted that line selecting WXR on the
the EFIS control panel. EFIS OPTIONS page does not turn on the WXR R/T.
To return to the EFIS CONTROL page, line select CONTROL on the

Description EFIS OPTIONS page.
A failure of the EFIS control panel enables the CDU display controls.
34.43.0519 -001
To get the EFIS CONTROL page:
- Push the MENU key on the CDU. The MENU page comes on.
- On the MENU page, line select EFIS CP. The EFIS CONTROL
page comes on. If the EFIS control panel is not disabled, the
EFIS CONTROL page cannot be called up.
Select the EFIS modes and range on the EFIS CONTROL page.
To get the EFIS options page, line select OPTIONS on the EFIS
CONTROL page. To enable the WXR displays on the NDs, line
select WXR on the EFIS

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WEATHER RADAR SYSTEM - ATTITUDE INPUT SWITCHING
The IRS instrument source select switches are used to select the
onside or the center IRUs. These IRUs will be attitude data sources
for the R/Ts.
With the left IRS Instrument Source Select Switch (ISSS) in the L
(left) position, the left IRU provides attitude information to the left
WXR R/T. With the left IRS ISSS in the C (center) or R (right)
position, the center IRU provides attitude data to the left WXR R/T.
The right IRS ISSS controls the attitude inputs into the right WXR R/
T. The right IRU provides attitude data with the switch in the R (right)
position. When the switch is in the L (left) or C (center) position, the
center IRU is the attitude data source.
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WEATHER RADAR SYSTEM - ND DISPLAYS
EFIS Modes
The ND shows WXR system data in the expanded approach mode, The color code for return representation is:
expanded VOR mode, full rose center MAP mode, and expanded
MAP mode. - Green for light returns
- Yellow for medium returns
- Red for heavy returns
WXR Data - Magenta for turbulence
The WXR system data shown on the ND are reflectivity returns,

WXR mode, manual-tilt position, and gain selection. The reflectivity WXR Display Update
returns are displayed by raster, all the other messages are stroke.
The WXR display is updated on one ND only at a time. When the
Variable gain is shown by the message VAR (variable). Of the antenna sweeps from left to right, the left ND is updated, and the
message VAR is absent, automatic (preset) gain is in operation. right ND is not updated. When the antenna sweeps from right to left,
the right ND is updated and the left ND is not updated.
The tilt display shows manual-tilt position from +15 degrees to -15
34.43.0521 -004
degrees.
The WXR system can detect and display turbulence if the selected
range is 50 nm or less.Color Code

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WEATHER RADAR SYSTEM - ND FAULT MESSAGES
Fault Messages Failed Data
Fault messages show unreliable or failed data. These messages For a R/T, antenna or WXR control panel fault, the message WXR
are: FAIL is shown.
- WXR WEAK for calibration fault WXR data is not shown. To determine which system LRU has failed,
- WXR ATT for attitude fault perform a WXR self-test.
- WXR FAIL for R/T, antenna, or WXR control panel fault.
34.43.0522 -001
Unreliable Data
When the WXR WEAK or the WXR ATT message is displayed, the
display unit continues to generate all WXR displays and messages.
WXR WEAK has a higher priority than WXR ATT. Display of WXR
WEAK inhibits the display of WXR ATT.

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WEATHER RADAR SYSTEM - ND RANGE DISAGREE
The IDUs compare the EFIS control panel, the WXR R/T, and the
FMC ranges. A difference between any of these ranges will cause a
range disagreement message. The WXR data is removed.
Two WXR Range Disagreement messages are possible:
- A difference between the EFIS control panel range and the WXR
R/T range will cause the WXR RANGE DISAGREE message.
- A difference between the EFIS control panel range, the WXR R/T
and the FMC ranges will cause the MAP/WXR RANGE
DISAGREE message.
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WEATHER RADAR SYSTEM - IDU OVERHEAT
First-Level Overheat
A first-level overheat (at 110 degrees centigrade) removes the WXR

raster display 30 seconds after it is detected in the IDU but shows
the RSTR INOP message immediately. This message inhibits the
display of any other WXR fault message.
Second-Level Overheat
A second-level overheat (at 125 degrees centigrade) in the IDU

blanks the display completely.
Display Return
The display returns to the previous condition when the temperature

falls 17 degrees below the respective level.
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WEATHER RADAR SYSTEM - ON/OFF OPERATION
System ON/OFF Keep Alive Power Supply
The WXR system is turned on from either EFIS control panel. A keep-alive power supply in the selected R/T provides the power
required for system turn-on. This power supply outputs 28v dc
whenever 115v ac is received from the R/T circuit breaker.
EFIS WXR-ON Analog Discrete
In the EFIS control panel, the WXR ON analog discrete is electrically Power-Up
generated when the momentary WXR ON switch is pushed. The
ground signal from the switch is first transmitted to the When in the EFIS control panel the line driver provides the ground
microprocessor. The microprocessor latches the signal and causes signal, a ground return is provided for the 28v dc from the keep-alive
the line driver LN DR to transmit it to the WXR control panel. A power supply through S1 and the relay coil R1. S1 is closed by a
second push on the WXR ON switch results in an OPEN from the 28v dc enable signal from the waveguide switch when the left
line driver. system is selected.
34.43.0529A-003
During an EFIS control panel failure, the line driver output becomes
OPEN. However, if the failure goes away, the line driver output
returns to the state it had before the failure.
R/T ON/OFF
In the WXR control panel, the WXR ON signal is routed to both R/Ts
and turns on the power in the selected R/T. Now power is provided
to the WXR antenna, to the internal R/T circuits, and to the WXR
control panel.

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Power-Up (cont)
R1 closes contacts C1 and C2. C1 provides 28v dc keep-alive power

to the WXR control panel left power supply. C2 connects 115v ac to
the R/T power supply, to the elapsed time counter, and to the WXR
antenna.
ND WXR Display ON/OFF
The WXR ON signal in the EFIS control panel microprocessor

causes also a digital discrete to be sent to the onside ND. This
signal is routed via the CDU and the EIU. It enables WXR display on
the ND.
Right System Power-Up
Right system power-up is similar.
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WEATHER RADAR SYSTEM - RECEIVER/TRANSMITTER

INTERLOCK
Receiver/Transmitter Enable
When the left (right) system is selected in the WXR control panel,
28v dc from the selected left (right) R/T keep-alive power supply is
applied to S1. S1 becomes closed and the LEFT (RIGHT) SYS ON/
OFF ground-level discrete provides the return for the 28v dc that
energizes R1. When R1 is energized, 115v ac power is connected to
the R/T through C2.
Waveguide Switch Operation
The waveguide switch is controlled by its coil. When the coil is not
energized, the waveguide switch connects the left R/T waveguide to
the antenna. When the coil is energized, the waveguide switch
connects the right R/T waveguide to the antenna. The coil is
energized, when the L/R SYS selector on the WXR control panel is
in the right position.
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WEATHER RADAR RECEIVER/TRANSMITTER OPERATION
Overview
The WXR R/T transmits rf pulses through the waveguide to the WXR
antenna. The antenna receives the reflected returns and sends them
back to the R/T.
The R/T processes the returns according to the selected ranges. It

then transmits the WXR data on two data buses for display. Weather
data word format is ARINC 453.
Data bus 1 and 2 ranges are received on the control buses 1 and 2,
respectively.
The microcomputer controls the operation of the R/T. The video

processor formats the reflected returns received from the receiver
circuits and sends the weather data to the ARINC 453 transmitters.
RF Transmission
The rf pulses go to and from the R/T and the antenna through the
waveguide switch. Scan and elevation rotary joints allow continuous
transmission during antenna scan and elevation movement.
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WEATHER RADAR SYSTEM - CONTROL BUS INTERFACES
Control Bus 0 Receiver Gain
The WXR control panel microcomputer formats the selected control In TEST, WX-T, and WX modes, gain is automatically preset.
data and transmits it to the R/T on control bus 0.
In WX (VAR) and MAP modes the gain may be manually selected.
The gain knob position for automatically preset gain (CAL) is
Control Buses 1 and 2 different for the two modes.
Control bus 1 data starts in the left EFIS control panel. The EFIS When the gain is set to a value below the automatically preset value,
control panel provides range and on/off digital discretes. the BELOW CAL indicator lights up.
34.43.0532 -004
Range data is used by the WXR R/T and the ND. The on/off digital
discrete is used by the ND to show weather data.
The range and on/off discretes are transmitted from the left EFIS
control panel through the left CDU. If the left EFIS control panel fails,
the operator may select the same data on the left CDU.
Control bus 2 interfaces are similar.

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WEATHER RADAR ANTENNA OPERATION
Antenna Control
The Microcomputer in the powered R/T controls and monitors The scan motor movement is applied to the scan rotary joint (SCAN
antenna operation. ROT JOINT). The elevation motor movement is applied to the
elevation rotary joint (EL ROT JOINT).
Antenna Stabilization
Left/Right System Operation
The R/T uses attitude inputs from the IRS for antenna stabilization.
The normal attitude source is the onside IRU. The alternate source The antenna has two sets of electronics and two power supplies.
is the center IRU. The onside IRS instrument source select switch When the left R/T is operating, the left power supply (L PS) and the
serves to select the alternate source. left set of electronics are powered; when the right R/T is operating,
the right power supply (R PS) and the right set of electronics are
powered. The switches S1 and S2 apply the correct left or right drive
Antenna Drive signals to the motors.
The antenna uses one bidirectional stepper motor (SCAN MTR) and The power supplies use 115v ac input and provide 26v dc motor
one bidirectional elevation stepper motor (EL MTR) for stabilization. power. They also output the dc voltages required internally.
When the left R/T is selected, the motors are driven by commands
34.43.0533A-002
from the left R/T. When the right R/T is selected, the motors are
driven by commands from the right R/T.The drive commands are
received by line receivers labelled L and R SCAN DR and L and R
EL DR on the graphic.

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Position Feedback
One set consisting of a zero and an incremental monitor (SCAN

MON) provides position information of the scan motor to the
powered R/T; and one set consisting of a zero and an incremental
monitors (EL MON) provides position information of the elevation
motor to the powered R/T. The zero monitors sense the zero
positions. The incremental monitors count the number of steps by
which the motors move away from the center positions.
Position information signals are transmitted to the R/T by monitor

transmitters labelled L and R SCAN MON and L and R EL MON.
Disable Switches
A scan disable switch (DIS SW) serves to disable the scan motor.
An elevation disable switch (DIS SW) serves to disable the elevation
motor. When a disable switch is opened, rf transmission from the
antenna is not inhibited.
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WEATHER RADAR SYSTEM - BITE OPERATION
General Operation The inputs monitored by the BITE module are:
The WXR R/T microcomputer controls the operation of the BITE - Overtemperature from the power supply
module. The BITE module:
- Control bus inputs
- Receives status inputs from interfacing components
- Attitudes from the selected IRU
- Receives internal monitoring data
- Antenna scan and elevation integrity from the microcomputer.
- Performs a self-test, when initiated by the WXR control panel, or
a CDU (CMC) Status inputs into the right RT are similar.
- Records faults in the non-volatile fault memory

Fault Memory
- Transmits present status data on data buses 1 and 2 to the
display units A nonvolatile fault memory records up to 63 faults by flight legs. The
flight legs are defined by an input from the CMC. If the CMCs fail, the
- Transmits status data to the CMCs air/ground relay provides this information.
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CDU/CMC Interface
The BITE module continuously provides status data to the CMCs.

The CMCs record and transmit this data to the CDUs for display.
A CMC test command, initiated by the CDU, enables the R/T to

perform ground test. It transmits the test results to the CMCs to be
put in memory and shown.
The air/ground relay inhibits ground tests in the air.
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WEATHER RADAR SYSTEM - FLIGHT DECK SELF-TEST - ND
Test Initiation Test Fail
To start a WXR system flight-deck test, perform these steps: A failed self-test is shown by the WXR FAIL display on the ND.
- On an EFIS control panel, select a WXR display mode - These failures are shown on the WXR FAIL display:
expanded approach, expanded VOR, expanded or center MAP.
- RT: failed receiver transmitter
- Make sure the R/T receives valid attitude.
- ANT: failed WXR antenna
- Select WXR on the EFIS control panel.
- CONT: failed WXR control panel
- Select left or right WXR system on WXR control panel.
- ATT: failed IRU attitude input
- Select a +15 degree tilt angle on the WXR control panel.
- WEAK: R/T calibration fault
- Set the mode selector to TEST on the WXR control panel. Test
34.43.0539 -003
Operation
During a self-test, the R/T transmits several pulses to examine that

the operation is correct.
The antenna moves to its scan and elevation limits and then stops at
center position.
A valid self-test is shown by the WXR TEST display on the ND.

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WEATHER RADAR SYSTEM - GROUND TESTS
Ground Test
Ground tests of the WXR systems are selected on the CDU. The Push the line select key next to FAIL to show the GROUND TESTS
GROUND TEST SYSTEMS page on the CDU identifies the ATA RESULTS page. This page gives data about the test failure.
chapters which have ground test capabilities. Push the line select
key next to 34 NAVIGATION to display the GROUND TESTS MENU
34.43.0542 -001
page.
To start a test of one of the systems, push the line select key next to
that system.
The ground test is inhibited in flight by the air/ground relay.
Ground Test Results
The ground test lasts 15 seconds to 25 seconds. During a ground

test, the same displays and indications are shown on the NDs as
during a self-test from the WXR control panel.
On the CDU display, the word PASS on the same line as the name
of the system tested shows that the system passed the ground test.
Failure of the ground test is shown by the word FAIL next to the
system selected for ground test.

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Automatic Direction Finder System
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ADF SYSTEM ................................................................................ 2 ADF SYSTEM - NAV RADIO TUNING ........................................... 26

ADF SYSTEM - COMPONENT LOCATIONS ................................ 4 ADF SYSTEM - ALTERNATE NAV RADIO TUNING..................... 28
ADF SYSTEM COMPONENT LOCATIONS - FLIGHT DECK ....... 6 ADF DISPLAYS - ND EXPANDED FORMAT ................................ 30
ADF SYSTEM-POWER AND ANTENNA INPUTS ......................... 8 ADF DISPLAYS - ND CENTER FORMAT ..................................... 32
ADF SYSTEM - TUNING INPUTS ................................................. 10 ADF NCD AND INVALID DISPLAYS ............................................. 34
ADF SYSTEM - CMC INPUTS ....................................................... 12 ADF SYSTEM FREQUENCY/MODE SELECTION ........................ 36
ADF SYSTEM - BEARING AND STATUS OUTPUTS ................... 14 ADF SYSTEM - RF SIGNAL PROCESSING ................................. 38
ADF SYSTEM - AUDIO OUTPUTS ................................................ 16 ADF - SYSTEM MONITORING ...................................................... 40
ADF RECEIVER ............................................................................. 18 ADF SYSTEM SELF-TEST - RECEIVER INDICATIONS .............. 42
ADF ANTENNA .............................................................................. 21 ADF SYSTEM SELF-TEST - RMI/ND INDICATIONS .................... 44
AUDIO CONTROL PANEL - ADF AUDIO CONTROL ................... 24 ADF SYSTEM - GROUND TEST ................................................... 46

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ADF SYSTEM
Purpose
The Automatic Direction Finder System (ADF) is used to: The ADF frequency and mode selections are done manually from
the control display unit (CDU) through the FMC or directly from the
- Find the direction to a tuned AM radio station (relative to the CDU if the FMC fails.
airplane centerline)
Ground tests and fault status information are available through the
- Receive audio from the tuned radio station central maintenance computer (CMC). The CMC receives ADF
status information through the EIU.
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General Description
Signals are received in the low and broadcast band frequency

ranges, through a combined loop/sense antenna. These frequencies
range from 190 KHz to 1749.5 KHz.
The ADF receiver uses the antenna signals to find bearing to the
station. This bearing is displayed on the navigation displays (NDs)
through the EFIS/EICAS interface unit (EIU).
The ADF receives identification codes from non-directional beacons

(NDB) or audio signals from a standard A.M. broadcast station. The
ADF receiver sends these signals to the audio management unit
(AMU) for audio selection by the pilots.

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ADF SYSTEM - COMPONENT LOCATIONS
The ADF system components are:
- Left ADF receiver

- Right ADF receiver
- Left ADF antenna
- Right ADF antenna
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ADF SYSTEM COMPONENT LOCATIONS - FLIGHT DECK
The ADF system components are:
- Left ADF circuit breaker
- Right ADF circuit breaker
The components that interface with the ADF system are:
- Left CDU
- Right CDU
- Captain's left outboard IDU, left inboard IDU and lower IDU
- First officer's left outboard IDU, left inboard IDU and lower IDU
- FMC master switch
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ADF SYSTEM-POWER AND ANTENNA INPUTS
Power is supplied to the ADF receiver from its circuit breaker. Power
is supplied to the ADF antenna from the onside receiver.
Each ADF antenna supplies RF signals to the ADF receiver.
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ADF SYSTEM - TUNING INPUTS
General
The control display units (CDUs) tune the ADF receivers directly or When both FMCs do not operate, each ADF receiver can be tuned
through the flight management computers (FMCs). directly from its onside CDU.
Switching from port A to port B is performed inside the ADF receiver.

Operation It
Frequency and mode data are entered on the left or right CDU. The is controlled by the source select discrete (SSD) from the onside
CDUs send frequency and mode data on an ARINC 429 bus to both CDU.
FMCs. The master FMC will send the tuning information to both ADF
34.57.0505 -001
receivers. The master FMC sends tuning data on a bus (1) to the left
ADF receiver and on a bus (2) to the right ADF receiver.
The master FMC is determined by the FMC master switch. A move

of this switch from left to right causes the FMC master switch relays
1 and 2 to change positions.

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ADF SYSTEM - CMC INPUTS
Any one of the three CDUs can request fault information and initiate
tests of the ADF receivers through the CMCs. The left CMC normally
provides outputs to the ADF receivers. When the left CMC fails, the
right CMC automatically provides outputs to the ADF receivers.
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ADF SYSTEM - BEARING AND STATUS OUTPUTS
Bearing and status information from each ADF receiver goes on an

ARINC 429 bus to the left, right, and center EIUs.
All EIUs provide bearing and status information to both the captain's
and the first officer's NDs.
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ADF SYSTEM - AUDIO OUTPUTS
Left and right ADF receiver audio signals are sent to the AMU and
are controlled by the audio control panels. The audio signals are
sent from the AMU to the headsets and cockpit speakers.
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ADF RECEIVER
Purpose
The ADF receiver processes signals in the 190 KHz to 1749.5 KHz The LED status indicators on the front panel are:
frequency range. The ADF receiver uses the signals from the
antenna to compute bearing to the station. It also receives the - A LRU STATUS FAIL LED (red) which shows an ADF receiver
station identifiers and the AM broadcast audio. failure.
- A LRU STATUS PASS LED (green) which shows correct receiver

Characteristics operation.
The ADF receiver has a non-volatile fault memory for recording - A CONTROL INPUT FAIL LED (red) which shows an invalid
faults. Fault recording is done by flight legs. The fault memory data tuning source. The source could be a FMC or a CDU.
is available at the automatic test equipment (ATE) connector at the
back of the receiver. These LEDs illuminate only when the front panel TEST switch is
pushed.
Power The TEST switch is used to initiate a self-test of the ADF receiver.
The ADF receiver operates on 115 volts ac.Control and Monitor

34.57.0509 -002
Control inputs are received on ARINC 429 data bus.

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ADF ANTENNA
Purpose Removal/Installation
The ADF antenna receives radio frequency (rf) signals from a Any fault in the loop or sense antennas or in the electronics
ground station. It amplifies these signals and transmits them to the assembly requires replacement of the ADF antenna.
ADF receiver.
The antenna is installed with twelve captive mounting-screws.
Characteristics An O-ring is installed on the antenna to provide a seal between the

airplane skin and the antenna.
The ADF antenna has an electronics assembly. The electronics
assembly has amplifiers to send the rf loop and sense signals. The A resistance check between the airplane and antenna must be
electronics assembly also has output transformers. performed after the antenna is installed to ensure proper ADF
operation.
34.57.0510A-001
Power
The ADF antenna receives +/-12 volts dc from its ADF receiver.

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Removal/Installation (cont)
CAUTION: EXTRA FORCE ON THE ANTENNA BASE MAY BE

REQUIRED TO BREAK THE WEATHER-PROOFING
SEAL. TO PREVENT DAMAGE TO THE AIRPLANE
SKIN OR THE ELECTRICAL CABLE AT THE ANTENNA
BASE, CAREFULLY PRY AROUND THE ANTENNA
WITH THE SEALANT REMOVAL TOOL.
Operation
The loop and sense antenna inputs are used to determine the
bearing to the station. The sense antenna is used to receive the
audio signal.
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AUDIO CONTROL PANEL - ADF AUDIO CONTROL
The audio control panel provides inputs to the audio management

unit. These inputs determine which audio signals will be heard on
the cockpit speakers and on the pilots' headsets.
To hear ADF audio:
- Select left or right ADF with the VOR/ADF receiver selector

switch.
- Push the receiver control switch to turn the ADF audio on. Turn
the switch to adjust the volume.
Use the filter selector switch to select the voice (V), range (R) or
both (B) part of the ADF audio. Select range to hear the morse-code
identification.
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ADF SYSTEM - NAV RADIO TUNING
Mode Selection
Tuning
To select the antenna (ANT) mode, enter the letter A after the
Tuning and mode selection of both ADF receivers can be done from frequency. ANT will be displayed.
the NAV radio page on either the left or the right CDU. This data is
sent to both FMCs. To select the BFO mode, enter the letter B after the frequency. BFO
will be displayed.
The master FMC sends tuning data to both ADF receivers. The
master FMC is determined by the position of the FMC master switch. When only the frequency is entered, the ADF receiver goes to the
ADF mode.
To tune an ADF receiver, enter a valid ADF frequency on the line
34.57.0512 -001
position below ADF L for the left receiver or ADF R for the right
receiver.
The preselect line position may be used to store alternate ADF

frequency and mode selection data. Using the line select keys, the
data in the preselect line position may be used to tune the ADF
receiver.

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ADF SYSTEM - ALTERNATE NAV RADIO TUNING
In the air if the master FMC fails or on the ground if both FMCs fail,
tuning of the ADF receivers is done from the onside CDU. The
tuning and mode data goes directly from the CDU to the ADF
receiver.
Pushing the NAV RAD key on the left or right CDU shows the ALTN
NAV radio page on the associated CDU. To tune the left ADF
receiver, enter a valid ADF frequency on the line position below ADF
on the CDU. To tune the right ADF receiver, enter a valid ADF
frequency on the line position below ADF on the right CDU. The
preselect line position may be used to store alternate ADF frequency
and mode selection data. Using the line select keys, the data in the
preselect line position may be used to tune the ADF receiver.
If both FMCS have failed, the ADF receivers stay tuned to the last
selected frequency.
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ADF DISPLAYS - ND EXPANDED FORMAT
In all EFIS modes except plan, when the VOR/ADF switch is in the
ADF position:
- the ADF pointer and/or reciprocal pointer is shown.
- the ADF source and identifier or frequency is shown.
The station identifier will replace the frequency display when that
data is valid from the ADF receiver.
With the ANT mode selected the ADF pointers will be removed.
The pointer(s), frequency or identifier, and source annunciation go

blank when the VOR/ADF switch is in the OFF position.
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ADF DISPLAYS - ND CENTER FORMAT
In center map, approach, and VOR modes, the ADF source and
frequency are shown whenever a valid ADF frequency is tuned and
a VOR/ADF switch is in the ADF position:
- The ADF pointer and reciprocal pointer is shown.
- The ADF source and identifier is shown.
With the ANT mode selected the ADF pointers will be removed.
The pointers will also be removed if ADF bearing data is NCD.
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ADF NCD AND INVALID DISPLAYS
The ND ADF pointers and reciprocals are removed for No Computed

Data (NCD). The source annunciator and frequency will still show.
For invalid data, the ADF pointers are removed and the ADF flag(s)
are shown.
The flags and/or source annunciator and frequency are removed

when the VOR/ADF switch is moved out of the ADF position.
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ADF SYSTEM FREQUENCY/MODE SELECTION
The ADF frequency and mode selections are done manually from
either control display unit (CDU) through the FMC or directly from
the onside CDU if the FMCS fail. When the CDU finds that both
FMCs have failed, it sends a discrete on the Source Select Discrete
(SSD) line. This discrete causes the ADF receiver to accept
frequency and mode data directly from the left CDU.
Frequency data is sent from the processor circuits to the frequency

synthesizer circuits. The frequency synthesizer provides analog
tuning voltages to the receiver circuits. Mode data is sent from the
processor to the receiver circuits.
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ADF SYSTEM - RF SIGNAL PROCESSING
The receiver circuits process the loop and sense signals from the
ADF antenna. Bearing information is sent to the processor in analog
format. The processor changes this analog bearing to an ARINC 429
digital data word and sends it to the EIUs.
ADF bearing is sent from the EIUs to the Navigation Displays (NDs).
In the ANT mode, the ADF bearing data is NCD.
Audio is sent out in all modes from the receiver to the audio
management unit. When BFO is selected, a 1020 Hz signal is mixed
with the received signal. This allows the 1020 Hz signal to be heard
when the ADF receiver is tuned to an unmodulated carrier station.
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ADF - SYSTEM MONITORING
Flight Leg
The BITE circuits monitor the ADF receiver for faults. These faults
are together by flight leg. The central maintenance computer (CMU)
uses inputs from various sensors to determine a flight leg for the
fault history.
If both CMCs fail, a discrete from the air/ground relay determines a

flight leg. The discrete also inhibits self-test duirng flight.
Status and BITE
The BITE circuits test the operation of the ADF receiver. They also
check the input data from the FMC and CDUs. BITE status can be
checked by initiating a self-test on the front panel of the ADF
receiver. The BITE test can also be done by the CMC through the
CDUs. The results of a test are shown on the CDU and on the front
of the ADF receiver.
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ADF SYSTEM SELF-TEST - RECEIVER INDICATIONS
To initiate the self-test push the TEST switch on the front of the the The ADF receiver returns to normal operation after 16 seconds and
ADF receiver and hold. to initiate the self-test again, press the TEST switch as mentioned
above.
Check the front panel of the receiver for this sequence:
- All LEDs come on for the first three seconds NOTE: If the TEST switch is pressed less than 16 seconds, all test
indications will cease at the time the switch is released.
- All LEDs go out for the next three seconds
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- The green LRU STATUS-PASS LED will come on for three
seconds for a valid self-test (no faults detected).
- When there is a failure in the ADF receiver, the red LRU

STATUS-FAIL LED comes on.
- When there is an invalid tuning source, the red data in

CONTROL INPUT-FAIL LED comes on.

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ADF SYSTEM SELF-TEST - RMI/ND INDICATIONS
When the self-test switch on the ADF receiver is pushed, results of

the self-test can be seen in the flight deck.
To see the correct indication on the ND, select any CTR format on
the EFIS control panel and place the VOR/ADF switch to the ADF
position.
The self-test indications on the ND are:
- The ADF flags appear on the ND for the first three seconds.
- The ADF pointers are removed from the ND for the next three
seconds.
- The ADF pointer indicates 135° relative to the lubber line.
The self-test indications on the RMI are:
- The bearing flag on the RMI appears for the first six seconds.
- The RMI pointer indicates 135° relative to the lubber line.
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ADF SYSTEM - GROUND TEST
Ground Test
The ground test menu on any CDU allows the operator to perform
ground tests of specific line replaceable units (LRUs). Push the line
select key next to ADF -L to do a ground test of the left ADF
receiver. This test is the same as the self-test that can be performed
from the ADF receiver.
If a test is initiated at a CDU, the status indicators on the ADF

receiver do not illuminate.
Ground Test Results
The word PASS on the same line shows a passed ground test.
Failure of the ground test is shown by the word FAIL. Push the
adjacent line select key to show the GROUND TESTS RESULT
page. This gives more data about the test failure.
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VOR Navigation System
Boeing 747-400
Avionics
VOR NAVIGATION SYSTEM ......................................................... 2 VOR BEARING NCD DISPLAYS ................................................... 36

VOR COMPONENT LOCATIONS - SHT 1 .................................... 4 VOR BEARING INVALID DISPLAYS ............................................. 38
VOR - COMPONENT LOCATIONS - SHT 2 .................................. 6 VOR MAP DISPLAYS .................................................................... 40
VOR - POWER AND ANTENNA INPUTS ...................................... 8 SELECTED COURSE AND FREQUENCY NCD DISPLAYS -
VOR - TUNING INPUTS ................................................................ 10 VOR MODE ................................................................................ 42
VOR - CMC INPUTS ...................................................................... 12 SELECTED COURSE AND FREQUENCY INVALID DISPLAYS -
VOR OUTPUTS - SHT 1 ................................................................ 14 VOR MODE .............................................................................. 44
VOR OUTPUTS - SHT 2 ................................................................ 16 AUTOTUNE DISPLAY - VOR MODE ............................................. 46
VOR - AUDIO OUTPUTS ............................................................... 18 LEFT VOR TUNING ....................................................................... 48
VOR/MKR RECEIVER ................................................................... 21 VOR - RF SIGNAL PROCESSING ................................................ 50
VOR ANTENNA ............................................................................. 24 LEFT VOR - BITE .......................................................................... 52
AUDIO CONTROL PANEL - VOR AUDIO CONTROL ................... 26 VOR GROUND TEST PREPARATIONS ....................................... 54
VOR - AUTOTUNING..................................................................... 28 VOR - GROUND TEST .................................................................. 56
VOR - MANUAL TUNING ............................................................... 30 LEFT VOR SELF-TEST - SEQUENCE 1 ....................................... 58
VOR - ALTERNATE TUNING ........................................................ 32 LEFT VOR SELF-TEST - SEQUENCE 2 ....................................... 60
VOR VALID DISPLAYS.................................................................. 34 VOR/MKR RECEIVER SELF-TEST ............................................... 62

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VOR NAVIGATION SYSTEM
Purpose
The VHF omnidirectional range (VOR) navigation system supplies The CDU Central Maintenance Computers initiates VOR navigation
enroute navigation data. system testing through the CMCs.
General Description Test results and fault status are sent to the CMCs through the EIUS.
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The VOR navigation system has an antenna and a VOR/Marker
(MKR) receiver.
The VOR/MKR receiver gives output to the:
- EFIS/EICAS Interface Units (EIUs) for display on the navigation

displays
- Flight management computers (FMCs)
- Audio management unit (AMU)
Normally, the FMCs automatically tune the VOR/MKR receiver. If the

two FMCs fail, manual tuning is done only from the onside Control
Display Unit (CDU).

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VOR COMPONENT LOCATIONS - SHT 1
The VOR navigation system components are:
- Left VOR/MKR receiver
- Right VOR/MKR receiver
- VOR antenna
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VOR - COMPONENT LOCATIONS - SHT 2
These are also VOR navigation system components:
- VOR left and right circuit breakers
The components that interface with the VOR navigation system are:
- Left and right CDUs

- Captain's left outboard IDU, left inboard IDU, and lower IDU
- First officer's right inboard IDU, Right outboard IDU, and lower
IDU
- FMC master switch
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VOR - POWER AND ANTENNA INPUTS
The VOR antenna gives RF signals to the two VOR/MKR receivers.
Power for the left VOR/MKR receiver comes from the STBY bus.
Power for the right VOR/MKR receiver comes from bus 2.
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VOR - TUNING INPUTS
The FMCs normally tune the two VOR/MKR receivers automatically.

Manual tuning can be done by the left or right CDU if at least one
FMC is operational.
If the master FMC fails, autotuning can be continued by placing the

FMC master switch to the other FMC position. This switches the
FMC master relays.
If the two FMCs fail, the left and right CDUs can be used to tune
directly the left and right VOR/MKR receivers through a direct
connection.
CDU tuning is supplied through port A;

FMC tuning is supplied through port B.
Switching from port B to port A is performed inside the VOR/MKR

receiver. It is controlled by the source select discrete (SSD) from the
onside CDU.
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VOR - CMC INPUTS
Any one of the three CDUs can initiate tests of the VOR/MKR
receivers through the CMCs.
Normally the left CMC sends a digital test discrete to request fault
information and initiate a test. If the CMC fails, a relay in the left
CMC energizes, and sends right CMC data to the VOR/MKR
receivers.
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VOR OUTPUTS - SHT 1
The VOR receiver sends bearing data, VOR frequency, selected

course, and the station identifier to the FMCs.
VOR bearing information is used in the FMCs for position updating.
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VOR OUTPUTS - SHT 2
The VOR receivers send VOR bearing, selected course, VOR

frequency, and three-letter station identifier (ID) words to the left,
center, and right EIUs.
The EIUs multiplex the data and send it to the NDs.
The NDs use bearing and selected course to compute and display
the to/from annunciations. The NDs also use VOR bearing and
selected course to compute the VOR deviation that is shown on the
NDs.
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VOR - AUDIO OUTPUTS
Left and right VOR receiver audio signals are sent to the audio
management unit and are controlled by the audio control panels.
The audio signals are sent from the audio management unit to the
headsets and cockpit speakers.
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VOR/MKR RECEIVER
General Description
The VOR/MKR receiver gets VOR signals within the frequency Fault recording is prevented on the ground except during a manual
range of 108.00 MHz to 117.95 MHz with 50 KHz spacing. self-test.
The VOR/MKR receiver sends out: Discretes from the AIR/GND relay system determine flight legs.
- Omni-bearing Fault memory data is available through an ATE connector at the

- Selected course back of the receiver.
- Fault information
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- VOR frequency
- Audio
The VOR/MKR receiver contains a VOR receiver and marker (MKR)

beacon receiver. The MKR receiver is disabled by a program pin.
Flight Fault Memory
The VOR/MKR receiver has a non-volatile flight fault memory to

record up to 63 flight legs. Thirteen faults per flight leg can be
recorded. If two similar faults are stored during the four most recent
flights, the red VOR LED will come on when the test switch is
pushed.

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Front Panel
The front panel switch/indicators are:
- TEST switch which initiates a self-test of both the VOR and

marker beacon receiver modules
- LRU STATUS FAIL LED (red) which shows a failure found in the
VOR receiver
- LRU STATUS PASS LED (green) which shows no failures found

in the VOR receiver
- CONTRL INPUT FAIL LED (red) shows an invalid tuning source.

The source could be the FMC or the CDU
The LEDs are enabled only when the TEST switch is pushed.
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VOR ANTENNA
General
The VOR antenna receives RF energy in the VHF range from

108.00 to 117.95 MHz and sends the rf to the VOR/MKR receivers.
The single VOR antenna has two outputs, one each to the left and
right VOR/MKR receivers. The two outputs are isolated and matched
to the coax by a balancing circuit in the antenna.
Removal/Installation
The vertical stabilizer fin tip must be removed to get access to the
VOR antenna.
Remove the fourteen screws that hold the antenna to its support.
Lift and tip antenna to get access to the two coax connectors under
the antenna.
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AUDIO CONTROL PANEL - VOR AUDIO CONTROL
General Description
The audio control panels supply input to the audio management unit.
These inputs control which audio signal will be heard over the flight
deck speakers and the pilots' headsets.
Operation
To hear VOR audio:
- Select left or right VOR with the VOR/ADF receiver selector

switch
- Push the receiver control switch to turn on the VOR audio. Turn
the switch to adjust the volume.
The filter selector switch allows selection of V (voice) audio, R

(range-morse code identification) audio, or B (both).
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VOR - AUTOTUNING
Normal tuning of the VOR/MKR receivers is done automatically by

the FMCs. The FMC MASTER SWITCH determines which FMC
autotunes the VOR receivers.
Autotuning is done as follows:
- The selected FMC autotunes the two VOR receivers.
- The left and right CDUs show the tuned frequency, for the left
VOR and the right VOR on the NAV RADIO page. (The NAV
RADIO page is selected by pushing the CDU NAV RAD keys.)
- Autotuning is shown on the CDU by an A.
- When the VOR receivers are autotuned by the FMC, course

selection is not allowed.
- When the selected FMC fails, the VOR receivers remain at the
last valid frequency tuned.
- When the selected FMC fails, put the FMC master switch in the
other FMC position to continue autotuning.
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VOR - MANUAL TUNING
Manual selection of a frequency on the CDU will cancel the FMC When a frequency (or an identifier) has been manually entered from
autotuning of the VOR receivers. When there is at least one valid the CDU, a selected course may also be entered. (This will be
FMC, manual tuning of the VOR receivers can be performed from indicated by the display of three dashes underneath CRS.) Enter the
either the left or the right CDU. course in the scratch pad and push the line select key next to the
dashes.
To manually tune the VOR receiver from the CDU, the operator
must: The preselect line position may be used to store alternate VOR
frequency data. By using the line select keys, the data in the
- Push the NAV RAD key. The CDU will show the NAV RADIO preselect line position may be used to tune the VOR/MKR receiver.
page
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- Set the frequency or three-letter identifier into the scratch pad

with the alpha/numeric keys
- Push the line select key next to the left or right VOR frequency
display. The FMC receives the frequency or identifier from the
CDU and tunes the VOR receiver. An M will show a
manually-tuned frequency
To return to autotuning the VOR receivers:
- Push the DEL key on the CDU which enters the word DELETE
into the scratch pad
- Push line select key next to left or right VOR frequency display
(depending on the receiver being manually tuned)

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VOR - ALTERNATE TUNING
In the air if the master FMC fails or on the ground if both FMCs have
failed, the left and right VOR receivers must be tuned by the onside
CDUs. The steps are:
- Push the NAV RAD key (The ALTN NAV RADIO page will be
shown.)
- Enter the frequency or identifier into the scratch pad.
- Line-select the frequency to the VOR frequency display line.
The selected frequency goes directly to the VOR receiver for tuning.
(An M will show a manually-tuned frequency.)
The preselect line position may be used to store alternate VOR

frequency data. By using the line select keys, the data in the
preselect position may be used to tune the onside VOR/MKR
receiver.
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VOR VALID DISPLAYS
Selected Course and VOR Deviation To/From
To show a selected VOR course on the ND: The TO/FROM display shows whether the selected course will take
the airplane to or from the VOR station.
- Select the VOR mode on the EFIS control panel (for a full
compass rose display, press CTR on the EFIS control panel)
VOR Frequency/Identifier
- Tune a valid VOR frequency on the CDU
The VOR station identifier is shown on the ND. If the identifier is not
The VOR deviation bar and scale show the lateral deviation from the available, it will be substituted by the station frequency.
selected course.
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The ND uses selected course and the bearing to the VOR station to
compute VOR deviation.
NAV Data Source
The NAV data source display shows which VOR system supplies the
data.

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VOR BEARING NCD DISPLAYS
VOR bearing no computed data (NCD) displays are caused by either

VOR signals out-of-range, or by an antenna failure.
When an NCD VOR bearing condition exists, the ND removes the

deviation bar and scale, and also the TO/FROM indications.
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VOR BEARING INVALID DISPLAYS
A VOR bearing invalid condition occurs when the data from the
VOR/MKR receiver is not valid.
When an invalid VOR bearing condition exists, the VOR deviation

bar and scale, and the TO/FROM indications, are removed and a
VOR flag is shown on the ND.
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VOR MAP DISPLAYS
VOR Bearing Pointers and VOR Data Display
VOR bearing pointers are shown on the map display when the raw
data switches are in the VOR position. VOR and DME data is then
also shown in the left and right bottom corners. These displays are
shown in both autotune and manual-tune modes.
VOR Radials
VOR radials are shown on the map display when a manual

frequency and course are entered into the CDU.
A maximum of two VOR radials are shown on the ND. The numeric
bearing is also displayed with an R preceding the numeric value to
show that it is a radial.
A radial is the magnetic bearing from a VOR station. It is always

FROM.
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SELECTED COURSE AND FREQUENCY NCD DISPLAYS - VOR

MODE
Selected Course
For selected course NCD:
- Selected course pointer is removed
- Selected course numbers are removed and replaced with

dashes
- VOR deviation scale is removed
- VOR deviation bar is removed
- TO/FROM indications are removed
Frequency
For frequency NCD:
- Frequency numbers are removed and are replaced with dashes
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SELECTED COURSE AND FREQUENCY INVALID DISPLAYS -

VOR MODE
Selected Course
For selected course invalid:
- Selected course pointer is removed
- Selected course numbers are removed
- VOR deviation scale is removed
- VOR deviation bar is removed
Frequency
For frequency invalid:
- Frequency is removed
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AUTOTUNE DISPLAY - VOR MODE
The following displays/symbols are removed during autotuning:
- VOR deviation bar
- VOR deviation scale
- Selected course pointer
- Selected course
- TO/FROM annunciation
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LEFT VOR TUNING
Normally, the selected FMC autotunes the VOR receiver. When the
selected FMC fails, the FMC master switch must be placed in the
other position to continue autotuning. If the two FMCs fail, the CDU
will send a ground discrete on the source select discrete (SSD) line.
The VOR receiver will accept data directly from the left CDU.
VOR frequency data is sent from the processor circuits to the

frequency synthesizer circuits. The frequency synthesizer sends
analog tuning voltages to the receiver circuits.
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VOR - RF SIGNAL PROCESSING
General Phase Comparison
The receiver circuits process the rf signals from the VOR antenna, The reference 30 Hz signal and the variable 30 Hz signal are
which is routed through the VOR/Localizer rf power divider. The in-phase when the variable signal is aligned with the magnetic north
synthesizer tunes the receiver circuits to the selected frequency. (000) radial. An airplane on the radial receives both signals
in-phase. On any other radial, the phase difference is equal to the
The theory of VOR navigation includes a measurement of the phase angle of the radial from magnetic north.
difference between two transmitted signals. One signal is called the
reference (REF) signal; the other signal is the variable (VAR) signal. The bearing is sent to the EIUs and FMCs.
The reference signal is an rf carrier amplitude modulated with a

34.51.0527 -002
9960 Hz subcarrier. The subcarrier is frequency-modulated +/-480
Hz at a 30 Hz rate.
The variable signal is an unmodulated rf carrier directional signal. It

is rotated through 360 degrees at 30 rotations per second. This
signal fluctuation that is received creates the same effect in the
receiver's detector as a 30 Hz amplitude-modulated transmitted
carrier will.

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LEFT VOR - BITE

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General
The BITE circuits monitor the VOR/MKR receiver for faults. These
faults are grouped by flight legs. A flight leg is normally determined
by a digital data discrete from the left CMC. This word is decoded in
the processor circuits, then given to the BITE circuits. If both CMCs
fail, a discrete input from the air/ground relay determines a flight leg.
VOR Navigation System Faults
Fault information can be accessed through the central maintenance

computer system. Flight faults are sent to the processor circuits.
Then they are sent to the CMCs through the EIUs.
VOR/MKR Receiver BITE
The BITE circuits test the operation of the VOR/MKR receiver. They
also check the input data from the FMCs and CDUs. BITE status can
be checked by initiating a self-test on the front panel of the VOR/
MKR receiver. The BITE test can also be done through the central
maintenance computer system through the CDUs. The results of a
test are shown on the CDU and on the front of the VOR/MKR
receiver.

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VOR GROUND TEST PREPARATIONS
These VOR test preparations and procedures are for the left VOR
navigation system. The test of the right system is done the same,
with the controls and indicators for the right VOR system.
Before a test of the left system, do these steps:
- Move the mode select switch on the EFIS control panel to VOR
- Select a VOR frequency of 108.00 MHz for the left system on the
CDU
- Select a course of 000 for the left system on the CDU
A VOR self-test can be performed from either front panel of the

VOR/MKR receiver or from a CMC ground test page on a CDU.
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VOR - GROUND TEST
Ground Test
The CMC ground test menu on any CDU allows the operator to do
ground tests of specific line replaceable units (LRUs). Push the line
select key next to VOR - L to do a ground test of the left VOR/MKR
receiver. This test is the same as the self-test that is done from the
VOR/MKR receiver.
Ground Test Results
The word PASS on the same line shows a passed ground test.
Failure of the ground test is shown by FAIL. Push the adjacent line
select key this causes the ground test results page to be shown.
This page gives more data about the test failure.
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LEFT VOR SELF-TEST - SEQUENCE 1
After initiating a self-test from the CDUs, these displays will show on
the ND:
- VOR deviation scale and bar and TO/FROM indication removed

from ND and the VOR flag displayed (VOR INVALID) for first
three seconds.
- VOR deviation bar and TO/FROM indication removed from ND

(VOR NCD) for the following three seconds.
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LEFT VOR SELF-TEST - SEQUENCE 2
After the first six seconds, these valid test displays will show on the
ND:
- VOR deviation bar is at center scale
- TO/FROM indication shows FROM
Total time for the self-test is 16 seconds. After the self-test is

completed, the ND returns to its pre-test displays.
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VOR/MKR RECEIVER SELF-TEST
To initiate the self-test push and hold the test switch on the front
panel of the VOR/MKR receiver. Check the front panel of the
receiver for this sequence:
- All LEDs come on for the first three seconds
- All LEDs go out for the next two seconds
- The green LRU STATUS PASS LED comes on and stays on until
the end of the test (five seconds) for a valid self-test
- When there is a failure in the VOR receiver, the red LRU

STATUS FAIL LED comes on
- When there is an invalid tuning source, the red CONTROL

INPUT FAIL LED comes on
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NOTES:

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Marker Beacon System
Boeing 747-400
Avionics
MARKER BEACON SYSTEM ........................................................ 2 MARKER BEACON ANTENNA...................................................... 20

MARKER BEACON SYSTEM - COMPONENT LOCATIONS ........ 4 AUDIO CONTROL PANEL - MARKER BEACON AUDIO
MARKER BEACON SYSTEM - COMPONENT LOCATIONS - CONTROL ................................................................................. 22
FLIGHT DECK .......................................................................... 6 MARKER BEACON SYSTEM - DISPLAYS ................................... 24
MARKER BEACON SYSTEM - POWER AND ANTENNA INPUTS8 MARKER BEACON SYSTEM - SIGNAL PROCESSING AND
MARKER BEACON SYSTEM - CMC INPUTS .............................. 10 TEST ......................................................................................... 27
MARKER BEACON SYSTEM - OUTPUTS .................................... 12 MARKER BEACON SYSTEM - BITE ............................................. 30
MARKER BEACON SYSTEM - AUDIO OUTPUTS ....................... 14 VOR/MKR RECEIVER SELF-TEST ............................................... 32
VOR/MKR RECEIVER ................................................................... 17 MARKER BEACON RECEIVER - GROUND TEST ....................... 34

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MARKER BEACON SYSTEM
The marker beacon system shows the flight crew that the airplane is
passing directly over specific geographic points. These points can
be along an airway or along an instrument landing path.
The marker beacon system consists of a single antenna and a
VOR/MKR receiver. The marker beacon receiver module is enabled
only in the left VOR/MKR receiver. The marker beacon receiver
module sends these outputs:
- Audio to the audio management unit (AMU)
- Marker beacon data to the EFIS/EICAS interface units (EIUs) for

display on the primary flight displays (PFDS)
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MARKER BEACON SYSTEM - COMPONENT LOCATIONS
The marker beacon system components are:
- Left VOR/MKR receiver

- Marker beacon antenna
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MARKER BEACON SYSTEM - COMPONENT LOCATIONS -

FLIGHT DECK
This is also a marker beacon system component:
- MKR/VOR L circuit breaker
The components that interface with the marker beacon system are:
- Audio control panels

- Captain's left outboard integrated display unit (IDU) and left
inboard IDU
- First officer's right inboard IDU and right outboard IDU
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MARKER BEACON SYSTEM - POWER AND ANTENNA INPUTS
The marker beacon system receives power through the left MKR/
VOR circuit breaker from the 115v ac 400 Hz STBY bus.
The marker beacon antenna detects a 75 MHz signal from a ground

station and sends the signal to the marker beacon receiver module.
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MARKER BEACON SYSTEM - CMC INPUTS
Any one of the three CDUs can initiate tests of the VOR/MKR
receiver through the CMCs.
Normally the left CMC sends a digital test discrete to request fault
information and initiate a test. If the left CMC fails, a relay in the left
CMC energizes, and sends right CMC data to the left VOR/MKR
receiver.
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MARKER BEACON SYSTEM - OUTPUTS
The left VOR/MKR receiver sends marker beacon data on a data

bus to the left, center, and right EIUs.
The EIUs multiplex the marker beacon data and send it to the
primary flight displays (PFDs). Each EIU sends this data to both
PFDs and both CMCs.
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MARKER BEACON SYSTEM - AUDIO OUTPUTS
Marker beacon audio is sent to the audio management unit. Control

for these audio signals comes from the captain's, first officer's, and
first observer's audio control panels. The audio signals are sent from
the audio management unit to the pilots' headsets and flight-deck
speakers.
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NOTES:

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VOR/MKR RECEIVER
General
The purpose of the VOR/MKR receiver is to process antenna inputs Fault recording is prevented on the ground except during a manual
and send marker beacon outputs on the VOR data bus. The VOR/ self-test.
MKR receiver contains a VOR receiver and a marker beacon
receiver. The marker beacon receiver module is tuned to 75 MHz.
Features
Physical Description The VOR/MKR receiver front panel displays are:
The VOR/MKR receiver weighs 8.9 pounds. Forced air cooling for - The TEST switch initiates a self-test of both the VOR and marker
the receiver is supplied through the rack plenum. beacon receiver modules.
- LRU STATUS FAIL LED (red) - shows a detected failure in the

Bite VOR receiver.
The BITE will test and monitor both the VOR receiver and the - LRU STATUS PASS LED (green) - shows no detected failures in
marker beacon receiver modules. the VOR receiver.
34.32.0508A-002
Flight Fault Memory
The VOR/MKR receiver has a non-volatile memory that records

flight faults. Fault memory data is available through the ATE
connector at the rear of the receiver.

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Features (cont)
- CONTROL INPUT FAIL LED (red) - shows a tuning source that is

not valid. The source could be an FMC or a CDU.
The LEDs are enabled only when the TEST switch is pushed.
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MARKER BEACON ANTENNA
General
The antenna receives rf energy from a marker beacon ground

station.
The antenna is flush-mounted and tuned for a 75 MHz signal. It is

installed on the bottom of the airplane with six mounting screws.
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AUDIO CONTROL PANEL - MARKER BEACON AUDIO CONTROL
General
The audio control panel provides inputs to the audio management

unit. These inputs determine which audio signal will be heard over
the flight deck speakers and the pilots' headsets.
Operation
To get marker beacon audio signals:
- Select marker beacon audio with the approach receiver selector

switch.
- Push the receiver volume control switch to turn on the marker

beacon audio. Rotate the switch to change the volume level.
Use the filter selector switch to select the voice (V), range (R), or
both (B) parts of the marker beacon audio signal. Use range to hear
the keyed audio.
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MARKER BEACON SYSTEM - DISPLAYS
Marker beacon data is shown on the PFD.
- OM shows that the airplane is passing over the outer marker. The
color of the OM display is cyan.
- MM shows that the airplane is passing over the middle marker.

The color of the MM display is yellow.
- IM shows that the airplane is passing over the inner marker or an

airways marker. The color of the IM display is white.
All marker beacon displays are highlighted by a white circle.
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NOTES:

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MARKER BEACON SYSTEM - SIGNAL PROCESSING AND TEST
General
The left VOR/MKR receiver contains a: - The status of the receiver to determine if it is valid.
- Power supply module Detected audio is amplified in the audio output circuits and sent to
- Marker beacon receiver module the AMU. The audio output for the outer, middle, and inner marker is
- CPU module keyed with dots and/or dashes. The output for an airways marker is
- Interface module Morse coded.
The marker beacon data and status are sent through the central
Signal Processing processing unit (CPU) module to the interface module. There the
data is transmitted on an ARINC 429 data bus to the EIUs.
The 75 mHz signal from the antenna is supplied to the receiver
module. The audio output of the receiver module will be 400Hz if the To inhibit the operation of the right marker beacon receiver, the
airplane flies over the outer marker, 1300 Hz if it flies over the middle marker inhibit program pin is a ground.
marker or 3000 Hz if it flies over the inner marker.
The receiver circuits examine: Self-Test
- The amplitude of the signal to determine if the airplane is within When a self-test is initiated, three calibrated marker beacon test
range of the marker. tones are sent to the receiver circuits. The receiver circuit and audio
circuit operation are tested during the self-test.
- The audio frequency to determine which marker beacon
34.32.0512A-001
modulation frequency is being received (400Hz, 1300Hz, or
3000Hz)

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Self-Test (cont)
During the test, the audio outputs are inhibited by an output from the
CPU module.
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MARKER BEACON SYSTEM - BITE
The BITE circuits monitor the VOR/MKR Receiver for faults. These
faults are grouped by a digital data word from the left CMC. This
word is decoded in the processor circuits and is provided to the BITE
circuits. A discrete input from the air/ground relay determines a flight
leg.
Faults can be accessed through the central maintenance computer

system. Faults are also available through the Automatic Test
Equipment (ATE) connector on the rear of the receiver during shop
testing. Flight faults are sent to the VOR/MKR processor circuits and
then sent to the CMCs through the EIUs.
The BITE circuits perform internal tests of the VOR/MKR receiver

plus a check of the input from the marker beacon antenna. BITE
status can be monitored when a self-test is done on the front panel
of the VOR/MKR receiver. The red LRU STATUS FAIL LED shows a
detected failure in the marker beacon module.
A VOR/MKR receiver test can also be performed through the central

maintenance computer system by the CDUs. The results of the
CDU/CMC test are shown on the CDU and also on the front of the
VOR/MKR receiver.
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VOR/MKR RECEIVER SELF-TEST
The self-test can be initiated by pushing the TEST switch on the

front panel of the VOR/MKR receiver.
This sequence should occur during the self-test:
- All status LEDs come on for the first three seconds.
- All LEDs go off for the next two seconds.
The appropriate LEDs come on to show status of the marker beacon

receiver module:
- Green LRU STATUS PASS LED shows no detected faults.
- Red LRU STATUS FAIL LED shows faults detected in the VOR/
MKR receiver.
- Red CONTROL INPUT FAIL LED shows data that is not valid
from the controlling source.
In the flight deck, FT will be shown on both PFDs, when a marker

beacon functional test is in progress.
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MARKER BEACON RECEIVER - GROUND TEST
Ground Test
The CMC ground tests menu on any CDU allows the operator to
perform ground tests of specific line replaceable units (LRUs). When
the CDU line select key next to VOR-L/MKR BCN is pushed, it
performs a ground test of the left VOR/MKR receiver. This test is the
same as the self-test that can be performed from the VOR/MKR
receiver front panel.
Ground Test Results
The word PASS (on the CDU) shows that the ground test has
passed. Failure of the ground test is shown by the word FAIL. When
the adjacent line select key is pushed, it shows the GROUND TEST
MSG page. This page gives more information about the test failure.
To show a failure in the marker beacon receiver module, the

message on the test message page will be MARKER BEACON
RECEIVER FAIL.
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Instrument Landing System
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ILS COMPONENT LOCATIONS-FLIGHT DECK ........................... 4 ILS INDICATIONS-PFD-NORMAL CONDITIONS ......................... 44

ILS COMPONENT LOCATIONS-MAIN EQUIPMENT CENTER .... 6 ILS INDICATIONS-PFD-INVALID DATA ........................................ 48
ILS COMPONENT LOCATIONS-NOSE SECTION FORWARD ILS INDICATIONS-ND-FULL ROSE-NORMAL .............................. 51
BULKHEAD .............................................................................. 8 ILS INDICATIONS-ND-FULL ROSE-DATA FAILURE ................... 54
ILS COMPONENT LOCATIONS-NOSE WHEEL WELL DOORS .. 10 ILS EICAS MESSAGES ................................................................. 56
ILS POWER INPUTS ..................................................................... 12 LEFT ILS NAVIGATION SYSTEM-TUNING CONTROL ................ 58
ILS LOCALIZER ANTENNA INPUTS ............................................. 14 LEFT ILS LOCALIZER ANTENNA INPUTS ................................... 60
ILS GLIDESLOPE ANTENNA INPUTS .......................................... 16 CENTER ILS LOCALIZER ANTENNA INPUTS ............................. 62
ILS NAVIGATION SYSTEM - TUNING INPUTS ............................ 18 RIGHT ILS LOCALIZER ANTENNA INPUTS ................................ 64
ILS NAVIGATION SYSTEM - CMC INPUTS ................................. 20 LEFT ILS GLIDESLOPE ANTENNA INPUTS ................................ 66
ILS AUDIO OUTPUTS ................................................................... 22 CENTER ILS GLIDESLOPE ANTENNA INPUTS .......................... 68
ILS RECEIVER BUS OUTPUTS .................................................... 24 RIGHT ILS GLIDESLOPE ANTENNA INPUTS .............................. 70
ILS NAVIGATION SYSTEM - OUTPUTS TO DISPLAYS .............. 26 ILS RECEIVER FUNCTIONS ......................................................... 72
ILS ANALOG DISCRETES ............................................................ 28 ILS NAVIGATION SYSTEM - SELF-TEST PREPARATIONS ....... 74
ILS RECEIVER .............................................................................. 30 ILS NAVIGATION SYSTEM - FRONT PANEL SELF-TEST .......... 76
ILS LOCALIZER AND GLIDESLOPE CAPTURE ILS NAVIGATION SYSTEM-GROUND TEST ................................ 78
ANTENNAS-FORWARD BULKHEAD ...................................... 32 ILS INDICATIONS-TEST SEQUENCE 1-INVALID DATA.............. 80
ILS GLIDESLOPE TRACK ANTENNAS ........................................ 34 SELF TEST INDICATIONS-TEST SEQUENCE 2-NCD ................ 82
AUDIO CONTROL PANEL-ILS CONTROLS ................................. 36 ILS INDICATIONS-TEST SEQUENCE 3-UP/LEFT ....................... 84
ILS NAVIGATION SYSTEM-CDU AUTOTUNING CONTROL ....... 38 ILS INDICATIONS-TEST SEQUENCE 4-DOWN/RIGHT .............. 86
ILS NAVIGATION SYSTEM-CDU MANUAL TUNING CONTROL . 40 LOCALIZER ANTENNA SWITCH TEST ........................................ 88
ILS NAVIGATION SYSTEM-CDU ALTERNATE TUNING
CONTROL .................................................................................. 42

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ILS NAVIGATION SYSTEM
Purpose
The instrument landing system (ILS) supplies precision vertical and Normally, the flight management computers (FMCs) automatically
lateral guidance during an ILS approach. tune the ILS receiver. Manual tuning may be done from the control
display unit (CDU).
General Description The central maintenance computer commands an ILS ground test
when a test is initiated on the CDU.
Glideslope (G/S) and localizer (LOC) beams are radiated by antenna
arrays on the ground near the runway. The G/S beam provides a Antenna inputs may be from different antennas and are controlled by
fixed descent path to the touchdown point and the localizer beam switching.
provides a lateral path to the runway centerline.
34.31.0501 -001
The ILS receiver computes vertical deviation from the G/S beam and
horizontal deviation from the localizer beam. This data is then sent to
interfacing systems for display and navigational functions.
The ILS navigation system consists of:
- An ILS receiver
- A localizer antenna
- A glideslope antenna
- Antenna switches and relays

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ILS COMPONENT LOCATIONS-FLIGHT DECK
The ILS components in the flight deck are:
- Left, center and right ILS circuit breakers
- Left, center and right ILS antenna switching circuit breakers
The ILS interfacing components in the flight deck are:
- Pilots' IDUs
- Control display units (CDUs)
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34.31.0002 -002

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ILS COMPONENT LOCATIONS-MAIN EQUIPMENT CENTER
The ILS components in the main equipment center are:
- Left, center and right ILS receivers

- Left, center and right VOR/LOC antenna switches
- Left VOR/LOC rf power divider
- Right VOR/LOC rf power divider
- Right and center localizer rf power divider
- Left, center and right glide slope antenna coaxial relays
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34.31.0003 -001

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ILS COMPONENT LOCATIONS-NOSE SECTION FORWARD

BULKHEAD
The ILS components on the nose section forward bulkhead are:
- Upper dual localizer antenna: left loop feeds center ILS receiver;
right loop is not used.
- Lower dual localizer antenna: left loop feeds left ILS receiver;
right loop feeds right ILS receiver.
- Upper G/S capture antenna: left loop feeds center ILS receiver;
right loop is not used.
- Upper G/S capture antenna: left loop feeds left ILS receiver; right
loop feeds right ILS receiver
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ILS COMPONENT LOCATIONS-NOSE WHEEL WELL DOORS
The ILS components on the aft nose wheel doors are:
- Left and center glide slope track antenna

- Right glide slope track antenna
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ILS POWER INPUTS
The ILS receivers receive unswitched 115v ac through the circuit

breakers from three separate ac buses. The glide slope (G/S) and
VOR/LOC antenna switching relays receive unswitched 28v dc
through the circuit breakers from three separate dc buses.
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34.31.0006 -001

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ILS LOCALIZER ANTENNA INPUTS
Each ILS receiver gets localizer rf signals from one of two different
antennas. During approach, it will receive signals from the localizer
antenna located in the nose radome.
When the airplane is in the air and the autopilot is not in the
approach or loc mode, the localizer rf input to the receiver will be
switched to the VOR antenna in the vertical fin by a discrete from the
FCC.
A discrete that shows the VOR/LOC antenna switching relay position

is sent to the EIUs and to the FCCs.
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ILS GLIDESLOPE ANTENNA INPUTS
Each ILS receiver can receive glideslope rf signals from one of two
different antennas. When the airplane is in approach, with the
landing gear retracted, rf signals come from the glideslope capture
antennas on the nose section forward bulkhead.
As soon as the nose landing gear is down and locked the PSEU and
the MAWEA send signals to the G/S antenna switching relays that
cause them to change position. The glide slope inputs to the
receiver switch to the glide slope tracking antennas in the aft nose
wheel well landing gear doors.
A discrete that shows the G/S antenna switching relay position is

sent to the EIUs and the respective FCC.
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ILS NAVIGATION SYSTEM - TUNING INPUTS
The FMC normally tunes all three ILS receivers automatically if an

approach has been entered into the flight plan.
Manual tuning can be done by the left or the right CDU if at least one
FMC is operational.
When the controlling FMC fails, the ILS remains tuned on the last
valid frequency. Autotuning can be continued by using the FMC
master switch and relays to select the other FMC.
When both FMCs fail, the left, center and right CDUs can directly
tune the left, center and right ILS receivers, respectively.
CDU tuning is supplied through port A,

FMC tuning is supplied through port B.
Switching from port B to port A is performed inside the ILS receiver.

It is controlled by the source select discrete (SSD) from the CDU.
A tuning inhibit discrete is sent from the FCC to the ILS receiver. It
inhibits tuning of the receiver in the approach mode.
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ILS NAVIGATION SYSTEM - CMC INPUTS
Any one of the three CDUs can request fault information and initiate
tests of the ILS receivers through the CMCs.
Fault data can be requested from the CMCs by any one of the
CDUs.
Tests of the ILS receivers are initiated from any one of the CDUs
through the CMCs.
Normally, the left CMC performs these functions. If the left CMC
fails, control of these functions is transferred to the right CMC
automatically. The right CMC output to the ILS receivers is through a
set of contacts in the left CMC.
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ILS AUDIO OUTPUTS
The ILS receivers send audio identification tones to the audio

management unit to be heard through the cockpit speakers and
headsets.
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ILS RECEIVER BUS OUTPUTS
Each ILS receiver has two output data buses. One data bus is
routed to the onside flight control computer, and the other data bus
is routed to other interfacing units.
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ILS NAVIGATION SYSTEM - OUTPUTS TO DISPLAYS
The ILS receivers send localizer and glideslope data, and ILS
frequency on a data bus to the left, center, and right EIUs.
The EIUs multiplex the data and send the localizer and glideslope
data to the navigational displays (NDs) and the primary flight
displays (PFDs).
The PFDs show:
- ILS frequency
- Localizer deviation
- Glide slope deviation
- ILS deviation warning
The NDs show:
- ILS frequency
- Glide slope deviation
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ILS ANALOG DISCRETES
The left FCC sends an analog tuning inhibit discrete to the left ILS
receiver to inhibit tuning and self-test of the receiver when in the
approach mode.
The left G/S antenna coaxial relay and the left VOR/LOC antenna
switching relay both send analog relay position indicating discretes
to the left FCC and to all three EIUs. These discretes indicate
whether or not the relays have switched.
If a relay did not switch an EICAS message is shown.
The center and right ILS receivers operate the same as the left ILS
receiver.
These ILS receivers get the inhibit discrete from the onside FCC.
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ILS RECEIVER
General Description
The ILS receiver contains a localizer receiver, a glide slope receiver Fault recording is prevented on the ground except during a manual
and control circuits. The localizer receiver gets localizer signals self test.
within the frequency range of 108.10 MHz to 111.95 MHz with 50
KHz and 150 KHz channel spacing. The glide slope receiver gets
glide slope signals within the frequency range of 329.15 MHz to Features
335.00 MHz with 150 KHz channel spacing.
The ILS receiver front panel indicators are the:
The ILS receiver transmits audio signals and data for ILS station
identification, data for ILS frequency and localizer and glideslope - CONTROL INPUT FAIL LED (red) which shows an invalid tuning
deviation. source. The source could be the FMC or the CDU
- LRU STATUS PASS LED (green) which shows there are no

Flight-Fault Monitoring failures in the localizer or glideslope receivers
The ILS receiver has a non-volatile flight-fault memory for up to 49 - LRU STATUS FAIL LED (red) which shows a faulure in the
flight legs. localizer or glideslope
Fault memory data is retrieved through the ATE connector at the The LEDs are enabled only when the TEST switch is pressed, which
rear of the receiver. initiates a self-test of the ILS receiver circuits.
34.31.0518 -002
Normally, the CMC determines a flight leg. A discrete from the air/
gnd relay system is used to determine flight legs if the CMC fails.

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ILS LOCALIZER AND GLIDESLOPE CAPTURE

ANTENNAS-FORWARD BULKHEAD
Purpose
The localizer and glide slope dual loop antennas receive the
localizer and glide slope radio transmissions from ground stations.
Location and Access
The antennas are on the forward fuselage bulkhead behind the

radome. Access may be gained by opening the radome.
Characteristics
The localizer and glide slope antenna assemblies are dual antenna
units. Each side is a separate antenna.
Installation Features
All of the dual loop antenna assemblies are held by bolts and have
two coax connectors that come out of the base.
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ILS GLIDESLOPE TRACK ANTENNAS
Purpose
The glideslope tracking antennas provide a more accurate glide

slope signal reception point than the glide slope capture antennas
on the forward bulkhead.
Location and Access
The track antennas are located in the leading edge of the aft nose
wheel well doors. These doors stay open with the landing gear
down. The antennas are mounted with screws. They are easily
accessible from the outside of the airplane. Coaxial cable
connections to the receiver are on the back side of the antenna
inside the door.
Characteristics
Each antenna assembly is a dual antenna unit.
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AUDIO CONTROL PANEL-ILS CONTROLS
Purpose
The audio control panel controls audio inputs to the audio In the R (range) position, the filter passes only 1020Hz at full
management unit (AMU). The AMU sends the audio to the flight volume, and only the 1350Hz DME identification signal at reduced
deck speakers and the pilots' headsets. volume. This lets the pilots hear the VOR, LOC, NDB and DME
coded identification signals without interference.
Controls In the B (both) position, the filter passes the full range of audio
frequencies, which lets the pilots hear the code signals and voice
Audio from any one of the ILS receivers (L, C, R) may be selected input at the same time.
using the approach receiver selector switch. This audio may be
routed to the AMU when the receiver control switch is pushed. The
34.31.0521 -001
level of the audio is adjusted by the receiver control switch.
In addition to the receiver output selection and volume adjustment,

the audio goes through a voice/range filter.
In the V (voice) position, the filter passes audio frequencies except

1020Hz (the VOR, LOC, and NDB identification code audio
frequency). Thus, the pilots can hear voice transmissions with no
code interference.

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ILS NAVIGATION SYSTEM-CDU AUTOTUNING CONTROL
Usually, tuning of all three ILS receivers is done automatically by the

FMCs if an approach is entered into the flight plan.
During departure or turn around only manual tuning is possible at

this point.
If the selected FMC fails, the ILS receivers remain at the last valid
frequency tuned. To continue autotuning select the other FMC with
the FMC master switch.
The FMC will autotune the ILS when the airplane is within 200 nm of
the top of descent, or the airplane is more than halfway along the
active route (whichever is the lesser distance to the destination).
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ILS NAVIGATION SYSTEM-CDU MANUAL TUNING CONTROL
General
Manual selection of a frequency on the CDU will override the FMCs The FMC will return to autotuning the ILS receivers when the
autotuning of the ILS receivers. When there is at least one FMC that operator:
has not failed manual tuning of the ILS receivers can be done from
the left or the right CDU. - Pushes the DEL key on the CDU which enters the word DELETE
into the scratch pad
Tuning - Pushes the line select key next to the ILS frequency display
To manually tune the ILS receivers from the CDUs, these steps must
be performed: Pre-Select
- Push the NAVRAD key. The CDU will show the NAV RADIO This function provides easy access storage to allow entries on this
page. page. To preselect a station, enter the tuning data into the respective
preselect line position. To tune, line select the information into the
- Enter the desired frequency and front course runway heading proper line position. The CDU delete function clears the preselect
into the scratch pad by using the alpha/numeric keys. line and the prompt dashes appear.
- Push the line select key next to the ILS frequency display.
34.31.0523 -001
The FMC receives the frequency from the CDU and tunes the ILS
receivers. The manually entered frequency will be shown in large
numbers on the CDU.

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ILS NAVIGATION SYSTEM-CDU ALTERNATE TUNING CONTROL
Tuning
In the air if the master FMC fails or on the ground if both FMCs have
failed, the left, center and right ILS receivers must each be tuned by
its onside CDU. To do this, complete these steps:
- Push the NAV RAD key (the ALTN NAV RADIO page will be
shown).
- Enter the desired ILS frequency and frontcourse runway heading

into the scratch pad with the alpha/numeric keys.
- Select the frequency from the CDU scratch pad.
The selected frequency goes directly to the ILS receiver to be tuned.
Pre-Select
This function provides easy access storage to allow entries on this

page. To preselect a station, enter the tuning data into the respective
pre-select line position. To tune, line select the information into the
proper line position. When applied, the CDU delete function clears
the pre-select line, and the prompt dashes appear.
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ILS INDICATIONS-PFD-NORMAL CONDITIONS
ILS Displays Selected Runway Heading
The ILS displays on the PFD are: The runway heading for the ILS approach is entered through the
CDU and shown with the same conditions as the frequency and
- Localizer frequency or identifier identification.
- Selected runway heading
- Glideslope deviation Localizer Deviation
- ILS deviation warning
For localizer deviation, there may be the normal four-dot scale. Or
there may be the expanded two-marker scale where one mark
Localizer Frequency and Identification shows one-half dot of deviation.
34.31.0525A-002
The localizer frequency or identification is normally shown when
these conditions are present:
- ILS frequency data is not failed or NCD.
- IRU roll angle is less than 53 degrees.
- Park discrete for the selected ILS channel is not set.Frequency is

shown until station identification is received by the EIU from the
ILS receiver. After the EIU receives this data the identification
letters are shown.

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Localizer Deviation (cont)
The localizer deviation display shows:
- Deviation scale and filled pointer under normal condtions when - Deviation scale and unfilled pointer under normal conditions
deviation is on the scale when deviation is off the scale
- Deviation scale and unfilled pointer under normal conditions - Deviation scale without the pointer when glide slope deviation is
when deviation is off the scale NCD.
- Deviation scale without the pointer when localizer deviation is - Deviation scale and pointer removed when FMC frequency is
NCD, selected runway heading is invalid or FMC/IRU track is NCD, roll is greater than 53 degrees, or park discrete is set.
invalid
- Deviation scale and pointer removed and flag shown when glide
- Deviation scale and pointer removed when ILS frequency is slope deviation is failed
NCD, roll is greater than 53 degrees, or park discrete is set.
34.31.0525B-002
Deviation scale and pointer removed and localizer flag shown when
localizer deviation is failed.
Glide Slope Deviation
For glide slope deviation, there is always a four-dot scale. The glide
slope deviation display shows:
- Deviation scale and filled pointer under normal conditions when

deviation is on the scale

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Glide Slope Deviation Warning
Detection of a glide slope deviation warning causes the glide slope The LOC capture fail display is shown when:
deviation scale to turn yellow and the pointer to blink at a 4 Hz rate.
The glide slope deviation warning will occur when: - Approaching an ILS approach procedure with LNAV operational
and with LOC armed
- Approach mode is operational
- Radio altitude between 0 and 950 feet
- Radio altitude is between 100 feet and 500 feet
Condition 2 resets when the airplane regains radio altitude of 1050
- Glide slope deviation is greater than approximately 5/8 dot feet or when capture is accomplished.
34.31.0525C-002
Localizer Deviation Warning
Detection of a localizer deviation warning causes the localizer scale

to turn yellow and the localizer pointer to blink at a 4 Hz rate. The
localizer deviation warning will occur under two conditions. These
conditions are excessive localizer deviation and localizer capture
fail.
The excessive localizer deviation display is shown when:
- Approach mode operational
- Radio altitude between 0 and 500 feet
- Localizer deviation exceeds approximately 1/4 dot for at least one

second

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ILS INDICATIONS-PFD-INVALID DATA
Glide slope deviation data failure (invalid data) is shown by

replacement of the glide slope scale and pointer with the G/S flag.
Localizer Deviation
Localizer deviation data failure is shown by replacement of the

localizer scale and pointer with the LOC flag.
Localizer Frequency
When the localizer frequency/identification data block goes blank,

there is a localizer frequency data failure.
Selected Runway Heading
Selected runway heading data failure is shown by a blank CRS data

block.
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NOTES:

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ILS INDICATIONS-ND-FULL ROSE-NORMAL
ILS Displays Selected Runway Heading and Course Pointer
The ILS displays on the ND are: When the approach mode is selected on the EFIS control panel and
a runway heading has not been selected, the course numbers are
- ILS frequency or identifier replaced with dashes. The course pointer is also removed. After
- Selected runway heading valid course is set, the course numbers and the course pointer are
- Runway course pointer shown.
- Localizer deviation bar
- Localizer deviation scale
- Glideslope deviation pointer Glide Slope Deviation Scale and Pointer
- Glideslope deviation scale
- ILS source annunciator With the approach mode selected on the EFIS control panel, and
- DME distance with valid glide slope data, the glide slope deviation scale and the
pointer will display deviation from the glide slope path.
ILS Frequency or Identifier

Localizer Deviation Scale and Bar
With the approach mode selected on the EFIS control panel, and
with the airplane not yet in the approach phase the frequency/ With the approach mode selected on the EFIS control panel, and
identifier field will be dashes (- - -). When a frequency is selected but with valid localizer data, the localizer deviation scale and bar will
before the station is identified, the selected frequency is shown. display deviation from the localizer course line (runway centerline).
When the receiver decodes the identification from the station, it is

34.31.0527A-001
sent to the EIUs. The station identifier letters replace the frequency
numbers.

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NOTE: ILS indications for the expanded rose mode are the same.
ILS Source Annunciator
The ILS source annunciator show which ILS is currently supplies ILS
data to the ND. The logic for ILS data source selection occurs in the
display unit in response to antenna status, deviation status, and the
selection made on the EIU source select switches.
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ILS INDICATIONS-ND-FULL ROSE-DATA FAILURE
Glide slope deviation data failure is shown by replacement of the

glide slope scale and pointer with the G/S flag.
Localizer Deviation
Localizer deviation data failure is indicated by replacement of the

localizer scale and deviation bar with a LOC flag.
Selected Runway Heading
Selected runway heading data failure is shown by removal of the

course pointer and selected runway heading.
Localizer Frequency
Localizer frequency and identification data input failure is shown by

removing the localizer frequency and identification data.
NOTE: ILS indications for the expanded rose mode are the same.
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ILS EICAS MESSAGES
EICAS Messages Status Messages
Faults in the ILS navigation system can produce level-B cautions or - ILS LEFT, CENTER or RIGHT: this shows that the respective ILS
status messages. receiver has failed
- G/S ANTENNA L, C or R: this shows that the respective antenna

Level B Cautions has failed to switch from the capture antenna to the track antenna
when the gear is lowered
ILS ANTENNA shows that:
- LOC ANTENNA L, C or R: this shows that the respective antenna
- Two or more glideslope antennas have failed to switch from the has failed to switch to the nose antenna when commanded by the
capture antenna to the track antenna when the gear is lowered, FCC.
or
34.31.0530 -001
- That two or more VOR antennas have failed to switch to the

localizer antennas when so commanded by the FCC.
SNGL SOURCE ILS shows that the captain's and first officer's PFDs
and NDs receive data from the same ILS

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LEFT ILS NAVIGATION SYSTEM-TUNING CONTROL
In normal operation the ILS receivers will be tuned:
- Automatically by the selected FMC

- Manually by CDU entries through the selected FMC
If one FMC fails, the other may be selected using the FMC master
switch.
In the air when the master FMC fails or on the ground when both
FMCs have failed, the left ILS receiver can be tuned directly from the
left CDU.
When the frequency selection is entered into the CDU, the CDU will
send a port-select discrete to the ILS receiver. This allows the
receiver to get the tuning data from the CDU.
This tuning data is used by the central processor unit to set the
synthesizers that tune the rf sections of the receiver.
The center and right ILS receivers are tuned the same as the left ILS
receivers. During manual the ILS receiver is tuned by its onside
CDU.
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LEFT ILS LOCALIZER ANTENNA INPUTS
The localizer antenna input to the left ILS receiver can be switched
to receive signals either from the localizer antennas on the nose
section forward bulkhead or from the VOR antenna on top of the
vertical fin.
The left VOR/LOC antenna switch is actuated when the airplane is in

the air and the left FCC is not in the approach or loc mode. This
enables reception by the left ILS receiver from the VOR antenna.
When the FCC is in approach or loc mode, the switch is relaxed and
the localizer antenna provides the input to the ILS receiver.
The switch position is indicated to the left FCC by the antenna relay
position analog discrete.
The EIUs also monitor this discrete. If the switching does not take
place as required, the EIUs generate the EICAS status message
LOC ANTENNA L. If two or more antennas fail to switch, EICAS will
also display the level-B caution ILS ANTENNA.
The switch receives power from the 28v dc main battery bus through
a dedicated circuit breaker.
The VOR/LOC RF power divider divides one antenna input into two
outputs.
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CENTER ILS LOCALIZER ANTENNA INPUTS
The localizer antenna input to the center ILS receiver can be

switched to receive signals either from the localizer antennas on the
nose section forward bulkhead or from the VOR antenna on top of
the vertical fin.
The center VOR/LOC antenna switch is actuated when the airplane

is in the air and the center FCC is not in the approach or loc mode.
This enables reception by the center ILS receiver from the VOR
antenna.
The switch position is indicated to the center FCC by the antenna

relay position analog discrete.
place as required, the EIUs generate the EICAS status message
LOC ANTENNA C. If two or more antennas fail to switch, EICAS will
also display the level-B caution ILS ANTENNA.
The RF power divider divides one input into two ouptuts.
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RIGHT ILS LOCALIZER ANTENNA INPUTS
The localizer antenna input to the right ILS receiver can be switched
to receive signals either from the localizer antennas on the nose
section forward bulkhead or from the VOR antenna on top of the
vertical fin.
The right VOR/LOC antenna switch is actuated when the airplane is

in the air and the right FCC is not in the approach or loc mode. This
enables reception by the right ILS receiver from the VOR antenna.
The switch position is indicated to the right FCC by the antenna relay
place as required, the EIUs cause the EICAS status message LOC
ANTENNA R to be shown. If two or more antennas fail to switch,
EICAS will also display the level-B caution ILS ANTENNA.
The RF power dividers divide one input into two outputs.
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LEFT ILS GLIDESLOPE ANTENNA INPUTS
The glide slope antenna input to the left ILS receiver can be The EIUs also monitor this discrete. If the relay fails to connect the
switched to receive signals from either: glide slope track antenna to the ILS receiver, the EIUs will cause the
EICAS status message GS ANTENNA L to be shown. If more than
- The left capture antenna on the nose section forward bulkhead one antenna fails to switch, EICAS also will display the level-B
- The left tracking antenna on the forward edge of the left aft nose caution ILS ANTENNA.
wheel well door
The glideslope antenna switch relay receives power from the 28v dc
The left G/S antenna coaxial relay is energized when the nose wheel main battery bus through a dedicated circuit breaker.
landing gear is not down and locked. This enables the left ILS
34.31.0537 -001
receiver to receive signals from the glide slope capture antenna.
When the nose wheel landing gear is down and locked, and the
wheel well door is down, the relay is relaxed and connects the glide
slope track antenna to the ILS receiver.
The switch position is indicated to the left FCC by the antenna relay

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CENTER ILS GLIDESLOPE ANTENNA INPUTS
The glide slope antenna input to the center ILS receiver can be The EIUs also monitor this discrete. If the relay fails to connect the
EICAS status message G/S ANTENNA C to be shown. If more than
- The center capture antenna on the nose section forward one antenna fails to switch, EICAS also will display the level-B
bulkhead caution ILS ANTENNA.
- The center tracking antenna on the forward edge of the left aft
nose wheel well door The glideslope antenna switch relay receives power from the 28v dc
bus no. 1 through a dedicated circuit breaker.
The center G/S antenna switch relay is energized when the nose
34.31.0538 -001
wheel landing gear is not down and locked. This enables the center
ILS receiver to receive signals from the glide slope capture antenna.
The switch position is shown to the center FCC by the antenna relay

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RIGHT ILS GLIDESLOPE ANTENNA INPUTS
The glideslope antenna input to the right ILS receiver can be The EIUs also monitor this discrete. If the relay fails to connect the
EICAS status message G/S ANTENNA R to be shown. If more than
- The right capture antenna on the nose section forward bulkhead one antenna fails to switch, EICAS also will display the level-B
- The right tracking antenna on the forward edge of the left aft nose caution ILS ANTENNA.
wheel well door
The glideslope antenna switch relay receives power from the 28v dc
The right G/S antenna switch relay is energized when the nose no. 2 through a dedicated circuit breaker.
wheel landing gear is not down and locked. This enables the right
ILS receiver to receive signals from the glide slope capture antenna.
34.31.0539 -001
The switch position is shown to the right FCC by the antenna relay

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ILS RECEIVER FUNCTIONS
The receiver power supply changes the 115v ac input to operating The CMC determines a new flight leg. If the CMC fails, the air/
voltages required by the receiver. ground relay determines a flight leg. The ILS receiver stores faults
by flight leg.
The instrumentation processor uses the incoming tuning words to
set the frequency of both the localizer and glide slope receivers. The FCC sends a test/tune discrete to the receiver, to prevent
testing or tuning during the approach mode.
The receivers get the rf signals from the antennas, amplify them and
detect the audio modulation. The voice audio is passed on to the An ILS receiver ground test can be commanded from the CMC.
audio management unit for output to the cockpit speakers and
34.31.0540 -002
headsets. The audio modulation is also decoded to obtain the
identifier which in digital format is sent to the FMCs for confirmation
and to the EIUs for display.
The 90 and 150 Hz modulation is detected, filtered, and passed on

to both the instrumentation and monitor processors. Both processors
compute localizer and glide slope deviation data independently from
each other.
These deviations are compared in the monitor primary processor. If

this comparison is favorable, the deviation is formatted for output to
the using systems. If the comparison is not favorable, the deviation
data is set invalid and sent to the using systems.

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ILS NAVIGATION SYSTEM - SELF-TEST PREPARATIONS
General
The ILS test preparations and procedures described are for the left
ILS navigation system. The test of the right and center systems are
performed in the same way, using the controls and indicators for the
right and center systems.
Preparations
Before a test of the left system is done:
- Set the mode select switch on the EFIS control panel to APP.
- On the CDU select any valid ILS frequency for the left system.
- On the CDU set the selected runway heading to a front course

heading (that is, a course within 90° of the current airplane
heading).
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ILS NAVIGATION SYSTEM - FRONT PANEL SELF-TEST
Test Initiation Display Unit Annunciations
To start an ILS front panel self-test, press and hold the self-test The flight deck display units display test sequences 1, 2, 3, and 4
switch. during the front panel self-test.
34.31.0556 -002
Status Indicator Sequence
Upon test initiation, all LEDs come on in a lamp test for three
seconds.
Then all LEDs go off for three to six seconds.
Next the LEDs indicate the status for seven to ten seconds:
- The green LRU STATUS PASS LED comes on if no faults have

been detected in the ILS receiver.
- The red LRU STATUS FAIL LED comes on for a fault in the ILS
receiver.
- The red CONTROL INPUT FAIL LED comes on for incorrect

tuning data input either from the FMCs or from the CDU.
All LEDs go off 16 seconds after test start.

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ILS NAVIGATION SYSTEM-GROUND TEST
Ground Test
The ground tests menu allows selection of ground tests for specific
line replaceable units (LRUs) by pressing the respective line select
key. When the test is initiated, the message IN PROGRESS
appears. This test is identical to the self-test from the front of the ILS
receiver.
Test results are shown on the same line of the CDU.
Ground Test Results
When the word PASS is shown on the CDU, it shows that the ILS
receiver has passed the ground test.
Failure of the ground test is shown by the word FAIL. When the
adjacent line select key is pushed it causes the GROUND TESTS
RESULT page to be shown. This page gives more data about the
test failure.
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ILS INDICATIONS-TEST SEQUENCE 1-INVALID DATA
When the test is initiated the ILS receiver outputs invalid data for the
first three seconds of the test resulting in:
- Removal of LOC and G/S scales pointers

- Display of LOC and G/S flags
- Blanking of the frequency data block
The specific receiver being tested is shown in the system source

annunciation data block.
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SELF TEST INDICATIONS-TEST SEQUENCE 2-NCD
During the fourth and fifth seconds of the test, the ILS receiver sends
Non-Computed Data (NCD), which cause:
- The localizer and glide slope pointers to be removed.
- The localizer and glide slope scales to continue to be displayed.
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ILS INDICATIONS-TEST SEQUENCE 3-UP/LEFT
During the sixth, seventh and eighth seconds of the test, the ILS
receiver sends valid data with:
- Localizer deviation one dot left

- Glide slope deviation one dot up
If the receiver fails this portion of the test, it will send invalid data.
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ILS INDICATIONS-TEST SEQUENCE 4-DOWN/RIGHT
During the ninth and tenth seconds there is a transition to the final
phase of the test.
The final portion of the test lasts for six seconds. During this portion,
the ILS receiver sends valid data with:
- Localizer deviation one dot right

- Glide slope deviation one dot down
If the receiver fails this portion of the test, it will send invalid data.
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LOCALIZER ANTENNA SWITCH TEST
When an FCC AUTOLAND UNIQUE ground test is done from a

CDU, the operation of the VOR/LOC antenna switches is tested as
part of the ground test. The CDU sends out a test request to the
CMCs, which transmit it to the FCCs. The FCCs actuate the switch
relays and monitor their operation. The test results are then
transmitted to the CMCs and displayed on the CDUs.
The EIUs also monitor switch positions, and if the switches do not
switch as required, they cause the EICAS messages to appear:
- The status message LOC ANTENNA L, C, and/or R to indicate

individual switch failure.
- The level B caution ILS ANTENNA to indicate failure of two or

more switches.
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Distance Measuring Equipment
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DISTANCE MEASURING EQUIPMENT SYSTEM - DME - CDU TUNING DISPLAY ..................................................... 26

INTRODUCTION ........................................................................ 2 DME - ALTERNATE CDU TUNING ............................................... 30
DME SYSTEM ............................................................................... 4 DME - AUDIO CONTROL .............................................................. 32
DME - COMPONENT LOCATIONS ............................................... 6 DME - PFD DISPLAY ..................................................................... 34
DME - COMPONENT LOCATIONS - FLIGHT DECK .................... 8 DME - ND MAP MODE DISPLAY .................................................. 36
DME - POWER AND DATA ........................................................... 12 DME - ND VOR MODE DISPLAY .................................................. 38
DME - TUNING .............................................................................. 14 DME - ND APPROACH MODE DISPLAY ...................................... 40
DME - AUDIO ................................................................................. 16 DME - OPERATION ....................................................................... 45
DME - SUPPRESSION .................................................................. 18 DME BITE AND TEST.................................................................... 49
DME - TEST AND STATUS ........................................................... 20 DME - SELF-TEST ......................................................................... 52
DME INTERROGATOR ................................................................. 22 DME - GROUND TEST .................................................................. 54
DME ANTENNA ............................................................................. 24 DME - FLIGHT DECK EFFECTS AND CMC MESSAGES ............ 56

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DISTANCE MEASURING EQUIPMENT SYSTEM -

INTRODUCTION
A dual distance measuring equipment (DME) system is installed

which provides the pilots and subsystems with slant range
(line-of-sight) distance between the airplane and a ground station.
The system also supplies an audio station identifier.
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DME SYSTEM
General
The purpose of the distance measuring equipment (DME) system is the ground stations. The interrogator receives the ground returns
to measure the slant distance from the airplane to selected DME through the same antennas.
ground stations.
DME Interfaces
DME Distance Computation
The EFIS/EICAS interface units (EIUs) receive DME data for display.
The DME system computes slant distance using the time a signal
takes to go from the airplane to a ground station and back. The audio management unit (AMU) receives the station identifiers
and sends them to the headsets and cockpit speakers.
Tuning The FMCs receive DME slant distance for navigation computations.
Tuning is automatic or manual. Automatic tuning is done by the The DME/ATC/TCAS suppression interface inhibits reception when
master flight management computer (FMC). Manual tuning is from a unit of any system transmits.
the control display units (CDUs) through the master FMC or directly
from the left or right CDU. The central maintenance computer (CMC) commands a DME
ground test when a test is initiated on the CDU. The DME
interrogator then transmits the test results to the CMCs through the
DME Equipment EIUs. The CMC continuously receives status data from the
interrogators.
The DME interrogators transmit DME interrogations through the
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DME - COMPONENT LOCATIONS
The following components are located in the main equipment center

and on the exterior of the airplane:
- Left DME interrogator

- Right DME interrogator
- Left DME antenna
- Right DME antenna
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DME - COMPONENT LOCATIONS - FLIGHT DECK
The following DME system components are located in the flight

deck:
- Left DME circuit breaker

- Right DME circuit breaker
The following components of interfacing systems are located in the

flight deck:
- Left outboard integrated display unit (IDU)

- Left inboard IDU
- Right outboard IDU
- Right inboard IDU
- Lower IDU
- Left CDU
- Right CDU
- Left EFIS control panel
- Right EFIS control panel
- Audio control panels (ACP)
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DME - POWER AND DATA
Power FMC Interface
Each DME interrogator receives 115v ac from its circuit breaker. The FMCs use DME data for position update. In normal operation,
the left FMC uses left DME data and the right FMC uses right DME
data. If a DME fails, the FMCs will use the offside DME data.
DME Distance Computation
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The DME interrogator sends interrogation pulse-pairs to the DME

antenna. The DME antenna sends them to the ground station. The
ground station sends them back to the airplane after a
50-microsecond delay. The same DME antenna receives the returns
and sends them to the DME interrogator.
The DME interrogator computes the slant distance from the

round-trip time of the pulse pairs.
DME Data Display
The DME interrogators send the computed DME distance and the
DME identifier to the EFIS/EICAS interface units (EIUs) for display
on the navigation displays (NDs) and the primary flight displays
(PFDs).
DME data is always paired with the onside VOR data and/or the
instrument landing system (ILS) data.

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DME - TUNING
General
Tuning is automatic or manual. Automatic tuning is done by the In the air, if the master FMC has failed, or on the ground if both
FMCs. Manual tuning is done from the CDU through an FMC or FMCs have failed, the frequencies come directly from the CDUs
directly from the CDU. through port A.
The source-select discrete (SSD) from the CDU determines if tuning

Automatic Tuning data is used from port A or port B in the DME interrogator.
The master FMC provides automatic tuning data to port B of both

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DME interrogators. The master FMC is determined by the FMC
master switch. A move of this switch from left to right causes the
FMC master switch relays 1 and 2 to change inputs.
Manual Tuning
Manually selected frequencies come to the DME interrogator on port

B through the master FMC.Alternate Tuning

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DME - AUDIO
When tuned to a station, the DME interrogator sends the audio

identifier of the station to the audio management unit (AMU). The
AMU sends the audio to the headsets and the cockpit speakers. An
audio pairing discrete from the onside CDU allows pairing of this
identifier with either a VOR audio identifier or an ILS audio identifier.
If the EFIS approach mode is selected, the DME audio is paired with
an ILS audio identifier. In all other EFIS modes the DME audio is
paired with a VOR audio identifier.
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DME - SUPPRESSION
The DME system, the ATC system, and the TCAS system operate in
the same frequency band.
When either DME interrogator, ATC transponder, or TCAS

interrogator transmits, it sends a suppression pulse to the other
units. This suppression pulse inhibits reception in the other units, to
prevent damage to the receiver circuits.
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DME - TEST AND STATUS
CMC Function
The CMCs request ground tests and receive status data. When the
left CMC fails, the right CMC performs the CMC functions.
Ground Test
The active CMC initiates a ground test of the selected DME when
any one of the three CDUs requests it. The DMEs send the test
results to the CMCs through the EFIS/EICAS interface units (EIUs).
The CMCs send the ground test results to the CDUs for display.
Status Information
The DME interrogators continuously send their status information to

the CMCs through the EIUs.
Flight Legs
For the DME interrogator nonvolatile memory fault recording, the

CMCs normally define flight legs. If both CMCs fail, a discrete from
the air/ground relay determines a flight leg.
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DME INTERROGATOR
Purpose
The purpose of the DME interrogator is to: - Unpaired frequencies: 133.30 to 135.95 MHz
- Interrogate DME stations

Front Panel
- Receive the replies
The front panel of the DME interrogator has these features:
- Compute distances up to 320 nm
- A self-test switch
- Send computed distances and audio identifiers to user systems - Three LED status indicators
The status indicators come on only when a self-test is started by the

Frequencies self-test switch.
The DME interrogator uses these frequencies in the L band: CAUTION: STATIC SENSITIVE. DO NOT HANDLE BEFORE
READING PROCEDURE FOR HANDLING
- Transmit: 1025 to 1150 MHz ELECTROSTATIC DISCHARGE SENSITIVE DEVICES
- Receive: 962 to 1215 MHz (REF 20-41-02/201). CONTAINS DEVICES THAT CAN
The DME is tuned with a paired VOR or ILS frequency from the
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FMCs or the CDUs.
These DME tuning frequencies are in the VHF band:
- Paired VOR or ILS frequencies: 108.00 to 117.95 MHz

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DME ANTENNA
General DME Antenna Removal
The DME L-band blade antenna transmits the interrogator output WARNING: EXTRA FORCE ON ANTENNA BASE MAY BE
signals and receives the ground station reply signals. REQUIRED TO BREAK WEATHERPROOFING SEAL.
TO PREVENT DAMAGE TO AIRPLANE SKIN OR
ELECTRICAL CABLE AT ANTENNA BASE, CAREFULLY
Moisture Guard PRY AROUND THE ANTENNA WITH SEALANT
REMOVAL TOOL.
A moisture guard keeps moisture from the antenna/connector
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interface. It is a standpipe/sleeve assembly that is riveted to the
fuselage skin.
DME Antenna/ATC Antenna Commonality
The DME antennas and the ATC antennas have the same part
number and can be interchanged with each other.

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DME - CDU TUNING DISPLAY
General VOR Tuning Display
The CDU’s NAV RADIO page functions are to: The VOR/DME frequency and identifier are shown on the CDU. The
letters A, M, R, or P identify the tuning mode. If an autotuned DME
- Display tuning information for the Nav radios station has no VOR station paired with it, the frequency, mode, and
identifier are replaced with six dashes.
- Manually tune the navigation radios
To tune a station manually, enter its frequency or identifier on the
line below VOR L for the left VOR, or VOR R for the right VOR.
Tuning
When the delete function of the CDU is applied to a manually tuned
The master FMC tunes the DME interrogators. In autotune, the FMC VOR/DME, the tuning returns to the autotune mode.
selects the stations and sends the tuning commands to both DME
interrogators.
DME Channel Allocation
In manual tune, commands start in either CDU. The CDU sends
these commands to both FMCs. The master FMC tunes both DME The VOR or ILS frequency causes the DME to automatically select a
interrogators. ground station. There are 200 DME channels paired with the VHF
NAV frequencies. The other 52 channels are unpaired and normally
used for Military TACAN facilities. The DME receive frequency is 63
NAV RADIO Page mHz above or below the transmit frequency.
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The NAV RADIO page shows navigation radio tuning data. To show
this page, push the NAV RAD key on the CDU.

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FMC - Controlled Tuning
The DME interrogators scan 252 channels and calculate distance station.
information for all channels in the DME range. The DME provides a
candidate list to the FMCs of the 15 closest stations. The master An annunciation of A for autotuning, or M for manual tuning appears
FMC then requests distance information from one to five stations after the ILS runway heading.
(channels). Channels one and two are reserved for autotuned
stations used for navigation updating. Channels three and four are When the delete function of the CDU is applied to a manually tuned
used for: ILS/DME, it causes the tuning to return to the autotune mode.
- Manually tuned stations (M)

34.55.0713B-002
- Route tuned stations (R)
- Procedure tuned stations (P)
- Other autotuned stations the FMC desires to use for updating or

for check against channels one and two
Channel five is used for DME stations paired with the ILS station
used on approach.
ILS/DME Tuning
Under certain conditions, the master FMC autotunes channels of

both DME interrogators to an ILS/DME frequency. ILS/DME tuning is
independent of VOR/DME tuning.
Manual selection of a different station overrides the autotuned

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ILS/DME Tuning Data Display

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The ILS/DME tuning data on the ILS/MLS line shows as follows:
- PARK shows when the airplane is not within 200 nmi of the
top-of-descent and is not past the halfway point of the active
route (whichever is closer to the destination).
- A caret followed by the ILS frequency, selected runway heading,

and the word PARK when there is an active flight plan, and the
airplane is within 200 nmi of the top of descent or past the
halfway point of the active route (whichever is closer to the
destination). The active FMC does not tune ILS or DME at this
point.
- ILS frequency and selected runway heading. An A shows after

the runway heading to annunciate autotune. An ILS autotune
occurs when the airplane is within 50 nm of top of descent or
when within 150 nm direct distance to the runway (whichever
distance is greater), or when active in descent mode.
Pre-Select
This function provides easy access storage to allow entries on this

page. To preselect a station, enter the tuning data into the respective
preselect line position. To tune, line select the information into the
proper line position. The CDU delete function clears the preselect
line and the prompt dashes appear.

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DME - ALTERNATE CDU TUNING
General
The purpose of alternate CDU tuning is to allow manual navigation frequency until a new frequency is entered. The letter M shows
radio tuning when both FMCs have failed on the ground or the manual tuning.
master FMC has failed airborne.
ILS/DME Tuning
Tuning
For ILS/DME tuning, enter the frequency and course of the ILS/DME
The manual tuning commands start in the left and right CDUs. From station. The ILS/DME will remain tuned to the last FMC-supplied
the CDUs, the tuning commands go to the onside DME frequency until a new frequency is entered. The display will show
interrogators. PARK if no ILS station was tuned.
ALTN NAV RADIO Page Pre-Select
On the CDUs, the ALTN NAV RADIO page is used to enter the This function provides storage to allow entries on this page. To
tuning data. To show this page, push the NAV RAD key on the CDU. pre-select a station enter the tuning data into the respective
The NAV RAD key causes the ALTN NAV RADIO page to be shown pre-select line position. To tune, line select the information into the
in place of the NAV RADIO page. proper line position. The CDU delete-function clears the pre-select
line and the prompt dashes appear again.
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VOR/DME Tuning
For VOR/DME tuning, enter the frequency of the VOR/DME station.

The VOR/DME will remain tuned to the last FMC-supplied

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DME - AUDIO CONTROL
The DME audio identifier is transmitted over the flight interphone

system, and is paired with a VOR or an ILS audio identifier.
EFIS mode selection determines the pairing. In approach mode, the

DME audio identifier is paired with an ILS audio identifier. If not in
the approach mode, the DME audio identifier is paired with a VOR
identifier.
To hear a VOR/DME-paired identifier, use the associated left or right

VOR receiver controls. To hear an ILS/DME-paired identifier, use
the associated left or right approach receiver controls. The center
ILS audio identifier is never paired with a DME audio identifier.
The DME identifier is heard at 1350 Hz following every third or fourth

ILS/VOR identifier (heard at 1020 Hz).
The filter selector must be in range (R), or both (B) to hear DME
audio.
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DME - PFD DISPLAY
General
The Primary Flight Display (PFD) shows the ILS DME distance
when:
- The onside DME is tuned to a paired ILS frequency.
- The onside DME distance is valid.
The left PFD shows left DME data. The right PFD shows right DME
data.
Distance Display
For DME distances less than 99.95 nm, the distance is shown in
tenths of an nm. For DME distances of 100 nm or greater, the
distance is shown to the nearest nm.
NCD and Invalid Displays
Dashes replace digits when the DME distance is no computed data

(NCD). A blank for the DME distance display shows there is DME
data that is invalid.
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DME - ND MAP MODE DISPLAY
General Non-Normal Displays
With the map mode selected on the EFIS control panel mode DME station identifiers and distance can be shown in small font in
selector and the raw data switches set to VOR, the ND shows left the event of VOR failures only.
and right VOR/DME stations when:
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- The DME is tuned to a paired VOR frequency.
- The DME distance is valid.
Distance Display
For DME distances less than 99.95 nm the distance is shown in

distance shown is to the nearest nm.
NCD and Invalid Displays
Dashes replace digits when the DME distance is NCD. A DME fail
flag shows when DME data is invalid.

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DME - ND VOR MODE DISPLAY
General Non-Normal Displays
With VOR selected on the EFIS control panel mode selector and the DME station identifiers and distance can be shown in small font in
raw data switches set to VOR, the ND shows VOR/DME stations in the event of VOR failures.
full rose VOR or in expanded VOR modes. It shows DME distance
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when the onside DME is tuned to a paired VOR frequency, and the
onside DME distance is valid.
The left ND shows left DME distance. The right ND shows right DME
distance. For the left and right corner information DME data is
always paired with the onside VOR.
Distance Display

distance shown is to the nearest nm.NCD and Invalid Displays
Dashes take the place of digits, when the DME distance is NCD. A
fail flag shows when DME data is invalid.

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DME - ND APPROACH MODE DISPLAY
General NCD and Invalid Displays
With approach selected on the EFIS control panel mode selector, Dashes replace digits when the DME distance is NCD. A fail flag
the ND shows ILS/DME stations in full rose approach or in expanded shows when DME data is invalid.
approach modes. It shows DME distance when:
- The onside DME distance is valid. Raw Data
The left ND shows left DME distance. The right ND shows right DME Raw data is available in the approach mode also.
distance.
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Distance Display

distance is to the nearest one nm.

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DME - OPERATION
Frequency Sources Master FMC
The DME interrogator receives tuning data on input ports A or B. The tuning frequencies that enter the DME interrogator on input port
The tuning data from the FMCs is received through port B. The B come from the master FMC. The FMC master switch determines
tuning data from the CDUs is received through port A. which FMC is the master.
Frequency Source Selection DME Distance Computation
Frequencies entered on the CDUs go either directly, or through the In the DME interrogator, a DME frequency select circuit (DME FREQ
FMCs to the DME interrogator. The tuning data that comes from the SYN) pairs the VOR and ILS frequencies with the correct DME
FMCs is either an FMC-selected autotune frequency or a frequency frequencies.
that is manually selected on the CDUs.
A processor controls the format of the interrogations sent to the
A tuning source discrete from the CDUs determines whether the ground station by the transmitter. It also sends a signal to the range
DME interrogator will use port A or port B input. Port B is the normal counter which records the time of the transmission. The transmitter
port. Port A is used if the master FMC fails in the air or both FMCs sends the interrogations through the circulator to the antenna. The
fail on the ground. circulator isolates the transmitter from the receiver.
34.55.0721A-003
Bias for the SSD is provided by 28v dc from the ILS CB through a
diode/resistor network.

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DME Distance Computation (cont) Program Pins
The antenna receives the return signals and sends them through the Program pins (SDI) determine whether the DME interrogator is a left
circulator and the receiver to the range counter. With a clock input, or a right unit.
the range counter determines the time between transmission and
reception. This time is the basis for the DME distance computation.
Air Ground Relay
The processor sends the computed DME distance to the FMCs and
the EIUs. An input from the air/ground relays inhibit test in the air and provide
an alternate way to count flight legs.
34.55.0721B-003
Identifier
The processor separates the DME station audio identifier from the
received returns and sends it through an output transformer to the
audio management unit (AMU). The frequency of the DME identifier
is 1350 Hz.
The processor also decodes the DME station identifier and transmits
the resulting station identifier in digital format to the FMCs for station
confirmation and to the EIUs for display.
Suppression
A suppression network connects both DME interrogators, both ATC

transponders, and TCAS. When one of these units transmits, a
pulse from this unit inhibits reception in the other units.

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NOTES:

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DME BITE AND TEST
BITE Nonvolatile Fault Memory
The DME BITE circuit: The nonvolatile fault memory records system faults by flight legs.
The CMCs normally determine a new flight leg. If the CMCs fail, the
- Does periodic DME interrogator operation inspections. air/ground relay is used to determine a new flight leg.
- Monitors internal circuits and records faults in nonvolatile fault

memory. Ground Test
- Receives ground test requests from the central maintenance A request from either CDU through the active CMC initiates a ground
computer (CMC) and performs the ground test. test. After the test request is received, the BITE circuit checks the
operation of the unit. The processor transmits the test results to the
- Receives self-test requests from the front panel self-test switch, CMCs through the EIUs.
and performs the self-test.
Normally, it is the left CMC that sends the test requests to the DME
- Sends status information through the processor to the EFIS/ interrogators. If the left CMC fails, it is the right CMC that sends the
EICAS Interface Units (EIU), for display on the NDs and the test requests. The data from the right CMC passes through a set of
PFDs, and to the CMCs to be recorded. contacts in the left CMC to the DME interrogators.
34.55.0722A-002
- Receives a discrete from the air/ground relay which inhibits
self-test during flight.
The processor controls the operation of the BITE circuit.

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Self-Test
The TEST switch on the front panel of the DME interrogator is used
to initiate a self-test.
The BITE circuit:
- Performs the self-test
- Controls the self-test sequence of the LED status indicators
- Sends self-test ND and PFD display commands through the

processor to the EIUs
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DME - SELF-TEST
Self-Test Initiation - The IND LED does not operate
To initiate a DME self-test: - When there is an invalid tuning source, the red DATA IN LED
comes on.
- Push the TEST switch on the DME interrogator.
- Hold the TEST switch until the test is completed. PFD or ND Display Sequence
The DME distance displays on the PFD or the ND go blank for the
Front Panel Annunciations duration of the test.
34.55.0723 -002
The LED status indicators go through this sequence:
- All indicators come on for two seconds.
- All indicators go off for two seconds.
- Those indicators that show status come on until the TEST switch
is released.
- The green R/T LED comes on and stays on until the end of the
test for a valid self-test.
- When there is a failure in the DME interrogator, the red R/T LED
comes on.

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DME - GROUND TEST
Ground tests start from either CDU by selecting DME L or DME R on

the CMC ground tests menu page.
At the end of the ground test, the test results will show on the
GROUND TEST MENU. To get more data about a failure, push the
line-select key next to FAIL. The GROUND TEST MSG page will
show more data.
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DME - FLIGHT DECK EFFECTS AND CMC MESSAGES
Flight Deck Effects
A left or right DME system failure causes DME flags to show on the - DME-X FAIL OR CMC -- DME-X BUS FAIL (DME to CMC bus
navigation display (ND) and a status message to show on the failure)
auxiliary EICAS display.
- CDU-X -- DME-X BUS FAIL (CDU to DME bus failure)
CMC Messages - DME-X FAIL OR DME-X OUTPUT BUS 1 FAIL (DME bus 1
failure)
The different types of CMC messages displayed for the DME system
are: - DME-X FAIL OR DME-X OUTPUT BUS 2 FAIL (DME bus 2
failure)
- DME-X FAIL (No Bus Outputs)
NOTE: X = L (left) or R (right) Y = L (left), C (center) or R (right)
- FMC-X -- DME-X BUS FAIL (FMC TO DME bus failure)
34.55.0725 -003
- EIU-Y FAIL OR DME-X -- EIU-Y BUS FAIL (DME to EIU bus

failure)
- DME-X NO TEST RESPONSE (The DME-X interrogator failed to

respond after a CDU initiated ground test)
- DME-X TRANSCEIVER FAIL (DME-X interrogator failure)
- DME-X TRANSCEIVER INDICATOR PROG PIN FAIL (Program

pin failure)

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AIR TRAFFIC CONTROL - INTRODUCTION ................................ 2 ATC-MODE S REPLY SIGNALS ................................................... 32

AIR TRAFFIC CONTROL SYSTEM ............................................... 4 ATC-ATCRBS/MODE S INTERROGATION SIGNALS .................. 34
ATC - COMPONENT LOCATION - 1 ............................................. 6 ATC-MODE S UPLINK/DOWNLINK SIGNALS .............................. 36
ATC - COMPONENT LOCATION - 2 ............................................. 8 ATC TRANSPONDER ................................................................... 44
ATC - INPUTS - 1 .......................................................................... 12 ATC - CONTROL PANEL............................................................... 48
ATC - INPUTS - 2 .......................................................................... 14 ATC - ANTENNA ............................................................................ 52
ATC - TCAS INTERFACE .............................................................. 16 ATC ANTENNA SWITCHES .......................................................... 54
ATC - ANTENNA INTERFACE ...................................................... 18 ATC - ANTENNA SWITCHING ...................................................... 58
ATC - MAINTENANCE DATA AND SUPPRESSION ..................... 20 ATC - INPUTS AND CONTROL ..................................................... 60
ATC-AIR TRAFFIC CONTROL RADAR BEACON SYSTEM ATC - RECEIVE ............................................................................. 64
(ATCRBS) INTERROGATION SIGNALS ................................. 22 ATC - TRANSMIT AND CMC INTERFACE ................................... 66
ATC - TRANSPONDER REPLY SIGNALS .................................... 24 ATC FUNCTIONAL SELF-TEST .................................................... 68
ATC - MODE S OPERATION ......................................................... 25 ATC - GROUND TEST ................................................................... 70
ATC-MODE S INTERROGATION SIGNALS ................................. 28 ATC - FLIGHT DECK EFFECTS AND CMC MESSAGES ............. 72
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IR TRAFFIC CONTROL - INTRODUCTION
ATC General
The airborne transponder is an important part of the air traffic control the air traffic controller the selectable 4096 airplane identification
system being used today. The air traffic control (ATC) system code. Mode C shows the airplanes altitude.
responds to interrogations from both ATC ground stations, and
TCAS equipped airplanes. There is now a new mode S (Select) that allows the ATC controller
or a TCAS equipped airplane to interrogate in a digital data link
format. This allows the interrogator to receive much more data than
ATC Operation the old ATCRBS format. Each mode S transponder replies with
either a 56-bit or a 112-bit digital data transmission. This is a report
ATC ground facilities or TCAS equipped airplanes interrogate the of airplane altitude, ATCRBS 4096 code, flight status, special
airborne transponder and the transponder automatically sends back position identification, and a 24-bit discrete airplane address. These
replies. The ATC ground facility interrogation is transmitted out on a interrogation formats are covered in more depth later in this lesson.
secondary surveillance radar (SSR) that is mounted on the ATC
primary surveillance radar (PSR). The SSR is scansynchronized
with the PSR. This allows the ATC controller to see both the PSR
return and the ATC transponder reply together on a radar display. A
special side-lobe suppression (SLS) antenna prevents close-in
targets from replying to any interrogation transmission side-lobes.
TCAS interrogations are covered in the TCAS lesson.
The ATC system transmits interrogation signals on 1030 Mhz, and

the airborne transponders reply on 1090 Mhz. There is a variety of
different interrogation signal formats. The air traffic control radar
beacon system (ATCRBS) format uses two modes. Mode A tells
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AIR TRAFFIC CONTROL SYSTEM
General
The dual Mode S ATC/TCAS system has ground and airborne - Right central maintenance computer
components. When interrogated, the airborne system automatically - TCAS Computer
transmits a pulse-coded reply signal. The reply signal identifies, - Left DME
locates and shows altitude of airplanes equipped with ATC - Right DME
equipment. The TCAS portion of the transponder is not discussed in
this lesson. The two antennas supply inputs/outputs to the ATC transponder
through switching relays.
General Description The left, center or right ADC supplies altitude data through the ADC
source-select relays.
The components of an ATC system are:
The ATC receives interrogations on 1030 MHz and transmits replies
- Left ATC Transponder on 1090 MHz.
- Right ATC Transponder
- ATC Control Panel
- Top ATC Antenna
- Bottom ATC Antenna
The interfacing components of the system are:
- Left Air Data Computer (ADC)

- Right ADC
- Center ADC
- Left central maintenance computer
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ATC - COMPONENT LOCATION - 1
The ATC system components in the flight-deck are:
- Left ATC circuit breaker

- Right ATC circuit breaker
- ATC antenna switch circuit breaker
- ATC control panel
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ATC - COMPONENT LOCATION - 2
These ATC system components are shown:
- Left ATC transponder

- Right ATC transponder
- Top ATC antenna
- Bottom ATC antenna
- Top ATC antenna switch
- Bottom ATC antenna switch
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ATC - INPUTS - 1
Power Test
The left ATC transponder receives 115 volts ac from the standby A test command is sent from a CDU through the left CMC, when a
bus. The right ATC transponder receives 115 volts ac from bus 2. ground test is started.
The ATC/TCAS control panel receives 115 volts ac from the standby
bus and bus 2.
Standby/On Discrete
When the left or right transponder is set on the control panel, a

ground standby discrete goes to the transponder that is not selected.
When STBY is selected on the control panel, both transponders get

a ground standby discrete.
Identity and Control
The identity code is set by the flight crew and shows on the ATC
LED code display. The code is sent to each transponder on an
ARINC 429 data bus. Control data such as operation mode also
goes out on this data bus.
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ATC - INPUTS - 2
Each ATC transponder receives standard (29.92 IN Hg/1013 Hp)

altitude.
Each ATC transponder is connected to two buses. One bus provides

altitude from the left or center Air Data Computer (ADC). The other
bus supplies altitude from the right or center ADC. The position set
on the ADC source-select switches causes the applicable ADC to
supply altitude data. The ADC source-select switches supply control
of the ADC source-select relays.
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ATC - TCAS INTERFACE
ATC interfaces with the traffic alert and collision avoidance system
(TCAS) with an ARINC 429 data link. The active ATC sends
maximum airspeed, pressure altitude, airplane 24-bit address, and
TCAS coordination message data. ATC also sends any failure data
to the TCAS. The TCAS sends operation mode status, and
coordination update data to the active ATC transponder.
This interface is covered in more detail in the TCAS lesson that

follows ATC.
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ATC - ANTENNA INTERFACE
The ATC/TCAS control panel sends an antenna transfer select

discrete (ground) to the top and bottom ATC antenna switches when
the right transponder is selected. This gives power to both switches
and connects the right transponder to the top and bottom ATC
antennas.
When the left transponder is selected, the antenna transfer select

discrete is open and both antennas connect to the left transponder.
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ATC - MAINTENANCE DATA AND SUPPRESSION
Maintenance Data Output
Each ATC transponder supplies maintenance data to the left and maintenance computer (CMC) input fails.
right central maintenance computers.
The air/gnd #1 input is not connected (NC) inside the ATC/TCAS
control panel. When connected, air/gnd #1 enables ATCRABS
ATC Fail Discrete replies on the ground, and cycles fault history when the CMC input
fails.
The ATC transponders have two fail discrete outputs. When a
transponder fails, both discretes are set at the same time. Both Air/ground relay R777 connects to the right side of the ATC/TCAS
discretes go to the ATC/TCAS control panel to turn on the ATC FAIL control panel. The #2 air/gnd discrete goes through the control panel
indicator. If there’s no ATC FAIL indicator, the XPDR fail discretes to the right ATC transponder.
are not connected (NC). XPDR fail discrete #2 also goes to the left,
center and right EIU’s. An EICAS message shows when the discrete
is set. Suppression
In order to prevent interference between the ATC transponders,

Air/Ground Input TCAS, and the DME interrogators, these systems are connected
together by a suppression line. The first unit to transmit sends out a
Air/ground relay R8620 connects to the left side of the ATC/TCAS suppression pulse which prevents operation in the other units.
control panel. The air/ground discrete goes through the control panel
to the air/gnd #2 input of the left ATC transponder. The air/gnd #2
input:
- Inhibits ATCRABS replies on the ground (mode S is not effected).

- Cycles the flight leg in the transponders fault history if the central
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ATC-AIR TRAFFIC CONTROL RADAR BEACON SYSTEM

(ATCRBS) INTERROGATION SIGNALS
The ground ATC secondary surveillance radar (SSR) radiates an

ATCRBS P1 and P3 pulse spaced at different intervals on 1030
Mhz. Mode A is spaced 8 microseconds apart and mode C is
spaced 21 microseconds apart. Mode A is a request for the
airplanes identification and mode C is a request for the airplanes
altitude. These interrogations are radiated sequentially with reply
times built-in to allow the transponders time to reply to each mode.
The transponder analyzes these interrogation signals to determine

validity and mode. To be valid, the signal must be from the main
lobe.
A P2 pulse is transmitted on the side lobe suppression (SLS)

antenna 2 microseconds after the P1 pulse. The amplitude of the P2
pulse is equal or greater than the maximum side lobe pulse of either
the mode A or mode C interrogation pulses. If a P2 pulse is
detected, the transponder will not reply to the interrogation.
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ATC - TRANSPONDER REPLY SIGNALS
The transponder ATCRBS reply signal is composed of a series of

coded pulses. The transponder transmit frequency is 1090 Mhz. The
number of pulses generated is determined by the 4096 code
selected at the ATC control panel for mode A and by the altitude
information for mode C. Two framing pulses (F1 and F2) spaced
20.3 microseconds apart are always present. The coded information
pulses are spaced between the framing pulses. The identification
pulse is present only when the IDENT switch on the control panel is
pressed.
Pulses from group A make up the first digit. Pulse groups B, C and D
make up the second, third, and fourth digits, respectively. Suffixes 1,
2 and 4 indicate the binary weighting for the pulses in each group.
The absence of all pulses in a group indicates 0. An example of a
code 3342 reply is given.
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ATC - MODE S OPERATION
General ATC/Mode S Airplane Coordination
The primary function of mode S is surveillance. ATC mode S As a mode S airplane flies into the airspace served by another ATC
operates similar to ATCRBS modes A and C. When a mode S ground station, the first ATC station may send all airplane mode S
transponder is interrogated with a mode S interrogation, it responds data, along with the discrete address, to the second ATC station by
automatically with digital data words that provide the interrogator way of ground communication. Thus, the need to remove the
system with a variety of airplane information. A mode S transponder lock-out may be eliminated, and the second ATC station may
uses a 56-bit transmission to report its altitude, ATCRBS 4096 code, schedule discrete roll-call interrogations for the mode S airplane.
flight status (airborne, on-ground, alert, or special position Due to the discrete address of mode S, the ATC ground stations can
identification (SPI). A unique discrete 24-bit mode S address is work at a lower rate or handle more airplanes.
transmitted to identify the airplane and allow the interrogator to add it
to a roll-call list of other mode S transponders.
Mode S Discrete Addressing
The address and location of the mode S airplane is entered into a

roll-call file. From then on, the airplane is discretely addressed for
interrogation. This is done by a mode S only interrogation, which
only interrogates airplanes with mode S transponders.
Ground station ATC interrogators send a data command field that

causes the airplane mode S transponder to not respond to further
mode S all-call interrogations. This is called mode S lock-out, and is
used to prevent large numbers of airplanes from cluttering the ATC
radar scope.
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ATC/Mode S Airplane Coordination (cont)
In areas where ATC ground stations are not connected by ground

communication, the protocol for mode S transponders is to be in the
lock-out state for only those interrogations that have the airplane on
it’s roll-call. If the airplane enters airspace served by a different ATC
mode S interrogator, this one acquires the airplane via a reply to a
mode S all-call interrogation. If the airplane does not receive an
interrogation of any kind for 16 seconds, the mode S transponder
automatically cancels the mode S lock-out mode.
Mode S transponders transmit a squitter signal once every second.

The squitter signal is the same as a mode S all-call reply and
contains the airplanes identification address. The squitter signal is
received by TCAS equipped aircraft and used to add this airplane to
its roll-call for tracking and air-to-air interchange of data.
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ATC-MODE S INTERROGATION SIGNALS
Mode S Interrogation Format Mode S Only All-Call
The Mode S interrogation signal is made up of a P1-P2 pulse pair The mode S only all-call is used to interrogate mode S transponders
followed by a long P6 pulse. The P1 and P2 pulses are transmitted without interrogating any ATCRBS airplanes. This is done by
with equal amplitude on the directional antenna. This pulse sending out all logic level ones in the destination address. All mode
combination suppresses all replies from ATCRBS transponders, and S transponders will reply to this interrogation with their discrete
allows responses from any mode S transponders. The P6 pulse address unless they are locked out.
contains data request fields that request different types of
information from transponders.
ATCRBS/Mode S All-Call
The P6 pulse data is in the form of binary differential phase shift
keying (DPSK) modulation. DPSK is accomplished using a process Both ATCRBS and mode S transponder can be interrogated with
called sync phase reversal (SPR) to synchronize the decoding of the this type of pulse amplitude modualtion (PAM) interrogation. A mode
interrogation signal by the transponder. SPR occurs when the S reply is generated 128 microseconds after the leading edge of the
unmodulated RF carrier is shifted 180 degrees in phase, 1.25 P4 pulse, when the width of the P4 pulse is 1.6 microseconds. No
microseconds after the leading edge of the P6 pulse. reply is transmitted when the P4 pulse is only 0.8 microseconds.
The P6 pulse is made up of a series of bit times refered to as chips

that contain the interrogation data. These chips are unmodulated
intervals of RF 0.25 microseconds duration, that start 0.5
microseconds after the SPR. The phase of the carrier in a chip is
compared to the phase of the carrier in the previous chip. If
preceded by a phase reversal of the rf carrier wave, a chip
represents a logic level one, if not, it is a logic level zero.
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Mode S Sidelobe Suppression (SLS)
Sidelobe suppression for mode S is done by overlaying a P5 pulse

on the P6 pulse, spaced 0.4 microseconds on either side of the sync
phase reversal position. The signal strength of the P5 pulse is equal
to or greater than the signal strength of a P6 sidelobe transmission,
this will prevent any transponder from replying to a P6 sidelobe
interrogation.
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ATC-MODE S REPLY SIGNALS
Mode S Replies
Mode S replies are different than ATCRBS replies. Mode S replies Mode S transponders can transmit either ATCRBS or mode S
contain up to 25 different downlink digital data formats of replies, in response to ATCRBS or mode S interrogations. The
information. At present there is only eight mode S downlink formats different types of mode S interrogations are:
defined. These downlink formats contain designated fields that have
a variety of data. - Mode S interrogations
- ATCRBS/Mode S all-call
- Mode S only all-call
Mode S Transponder Reply Format
Mode S replies consist of an 8 microsecond 4 pulse preamble and a

56 or 112 bit data block. The preamble allows the ATC interrogator
to prepare to receive the transponder data block. The preamble
starts 128 microseconds after the sync phase reversal of the mode
S interrogator P6 pulse or the ATCRBS/Mode S all-call interrogation
P4 pulse. The data block is formed by pulse position modulation
(PPM) encoding. A pulse transmitted in the first half of the data block
interval equals a logic level one. A pulse in the second half equals a
logic level zero.
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Boeing 747-400
Avionics
ATC-ATCRBS/MODE S INTERROGATION SIGNALS
There are five different types of possible ATC interrogation signals.

The replies from an ATCRBS only transponder are different than
replies from an ATCRBS/Mode S transponder.
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34.53.0229 -001

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ATC-MODE S UPLINK/DOWNLINK SIGNALS
Mode S Signal Content
Mode S uplink format (UF) or downlink format (DF) transmissions format beginning with 11 in the first two bit positions while the
are comprised of either 56 bits for surveillance or 112 bits for following three bits vary with the message content.
extended length messages (ELM). The interrogation messages are
formed by the sequence of differential phase shift keying (DPSK)
phase reversals within the P6 pulse. The reply messages are Address/Parity Field
represented by the pulse position modulation (PPM) of the mode S
reply waveforms. The 24-bit address/parity field (AP:24) uses the last 24-bits of the
message. In general, (XX:M) denotes a field designated XX which is
Information within each message is encoded in fields, each field has assigned M bits. Figure 3 shows the field name and meaning of each
a dedicated purpose. All messages contain at least these two field designator.
essential fields: the format descriptor field, and the address/parity
field. The format descriptor is at the beginning of each message, and The airplanes 24-bit unique address code in the address/parity field
the address/parity field at the end. The transmitted data are is overlaid with 24 parity check bits that are generated in a special
contained in a block of other fields in between. For varied purposes coding algorithm. The combined address/parity field requires fewer
and mission of the mode S and TCAS system, 25 different formats bits than would be needed if address and parity were coded
are used. Only eight of these fields are presently defined as shown separately.
in figure 1 and 2. Figure 3 is a table of field definitions.
Format Descriptor Field
The format descriptor field corresponds to the binary code in the first
five bits of UF interrogations and DF replies numbered 0 through 23.
Format number 24 of both UF and DF is defined as the
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Address/Parity Field (cont)
An exception to the above, is downlink format eleven (DF-11), the

mode S only all-call reply. In this format the last 24 bits transmitted
are called a parity/interrogation reply or (PI:24) field used to report
the source of the interrogation.
Data Block Fields
The data within each message are contained in the data block fields
between the format descriptor and the address/parity fields. The
data block fields are comprised of either 27 or 83 bits to makeup
messages of either 56 or 112 bits. The data fields making up the
data block carry the same type designation as the address/parity
field (XX:M).
Data Error Protection
A data error anywhere in the reception of an interrogation or a reply

will change the decoded airplane address.
On the uplink, the transponder will not accept the message and will
not reply. On a downlink, the receiver will recognize that an error has
occurred and the interrogator will attempt to re-interrogate the
transponder a limited number of times.
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34.53.0230A-001

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34.53.0230B-001

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34.53.0230C-001

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ATC TRANSPONDER
General Displays and Indications
The ATC transponder is interrogated by pulse-coded signals from air The Light Emitting Diode (LED) status indicators on the front panel
traffic control ground stations on a frequency of 1030 MHz. indicate the following:
The transponder responds with pulse-coded signals on a frequency - A green XPDR LED indicates normal transponder operation
of 1090 MHz. - A red XPDR LED indicates a transponder malfunction
- A red ALT SIG LED indicates abnormal input of data from the
ADC, or associated transponder circuitry.
Characteristics - A red CNTL PNL LED indicates abnormal input of data from the
ATC control panel, or associated transponder circuitry.
The transponder responds to ATCRBS (Air Traffic Control Radar - A red TOP ANT LED indicates if top antenna fails, or associated
Beacon System) modes A and C interrogations. It can also respond transponder circuitry.
to mode select (mode S) interrogations.
Thus, it is discretely addressed and receives and sends data link

messages. The transponder also receives and sends from two
antennas.
The ATC transponder has a nonvolatile flight-fault memory for 100

flight legs. Up to 80 faults per flight can be recorded.
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Displays and Indications (cont)
- A red BOT ANT LED indicates if bottom antenna fails, or

associated transponder circuitry.
The self-test switch starts an LED test and a transponder self-test.

The LEDs will come on only during a self-test.
CAUTION: DO NOT TOUCH THE TRANSPONDER BEFORE YOU

CONNECT THE GROUND STRAP BETWEEN YOUR
WRIST AND THE ELECTROSTATIC GROUND JACK.
ELECTROSTATIC DISCHARGE CAN CAUSE DAMAGE
TO THE TRANSPONDER.
34.53.0712B-002

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34.53.0212 -002

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ATC - CONTROL PANEL
General Identification Code Select
The dual ATC control panel supplies control of the ATC The four digits of the identity code are set by the nine-switch number
transponders and TCAS computer. The control panel is divided into pad of the front panel. The code is shown on an LCD display. Codes
two operational sides left and right. Each side operates are from 0000-7777, with 4096 different selections available.
indipendently of the other. Selection and display of the identification
code, standby/on control, altitude reporting and IDENT mode. The
TCAS functions will not be discussed in this lesson. Identification Select
Power When requested by the ATC controller, the pilot pushes the
momentary IDENT switch. The transponder adds a special position
The ATC dual control panel has two independent power supplies. identification pulse (SPI) for the next 18 seconds.
Each receives 115 volts ac from the left and right ATC transponder
circuit breaker.
Mode Select Switch
A mode select switch place both transponders in standby mode,

activates the selected transponder with altitude reporting, or
activates the selected transponder without altitude reporting.
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Identification Selection (cont)
CAUTION: DO NOT SELECT CODES 3100, 7500, 7600 OR 7700.

THESE ARE CODES USED ONLY IN EMERGENCY
SITUATIONS.
CAUTION: STATIC SENSITIVE. DO NOT HANDLE BEFORE

READING PROCEDURE FOR HANDLING
ELECTROSTATIC DISCHARGE SENSITIVE DEVICES
(REF 20-41-02/201). CONTAINS DEVICES THAT CAN
CAUTION: CAREFULLY SLIDE CONTROL PANEL OUT OF

CONTROL STAND TO AVOID STRESS AND/OR
DAMAGE TO ELECTRICAL CABLE AT REAR OF
CONTROL PANEL.
34.53.0713B-004

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34.53.0213 -004

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ATC - ANTENNA
Purpose
The ATC L-band blade antenna receives the interrogation and

transmits the reply signals.
Characteristics
The antenna requires an O-ring moisture seal and is attached to the

airplane by four screws. The coaxial cable connector is attached to
the antenna before the antenna is installed on the airplane. The ATC
and DME antennas are the same and can be changed with each
other.
WARNING: EXTRA FORCE ON ANTENNA BASE MAY BE

REQUIRED TO BREAK WEATHERPROOFING SEAL.
TO PREVENT DAMAGE TO AIRPLANE SKIN OR
ELECTRICAL CABLE AT ANTENNA BASE,
CAREFULLY PRY AROUND THE ANTENNA WITH
SEALANT REMOVAL TOOL.
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ATC ANTENNA SWITCHES
The ATC antenna switch connects the active ATC transponder to

the ATC antenna. This permits the two ATC transponders to share
the same antenna.
These connectors provide an RF interface for the ATC system

interrogation and reply signals:
- Left ATC transponder connector

- ATC antenna connector
- Right ATC transponder connector
The electrical connector has an input from the:
- ATC antenna switch circuit breaker

- ATC control panel
Control of the RF signal switching is supplied by the ATC control

panel.
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34.53.0216 -017

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ATC - ANTENNA SWITCHING
The ATC control panel selects the left or right transponder to the top
and bottom ATC antennas. Power for this circuit comes from DC bus
2.
When the left ATC transponder (#1) is selected and power applied to
the airplane, switches S1 are open and relays R1 and R2 are
relaxed. The top and bottom antennas are now connected to the left
ATC transponder.
When the right ATC is selected, switches S1 close, which causes

relays R1 and R2 to energize. This connects the top and bottom
antennas to the right ATC transponder.
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ATC - INPUTS AND CONTROL
Power
115v ac is supplied by the standby bus. The digital input data is read by the I/O section. The identity code is
put in memory for later use.
Control Standard baro altitude is sent on two digital data buses. The
instrument source select module (ISSM) is used to select one or the
The ATC transponder is controlled by the ATC control panel. Control other digital bus. Altitude data is also put in memory for later use.
is supplied with one digital data bus and analog discretes. The digital
data bus contains the identity code the flight crew has selected for When the function select switch is set to ALT RPTG OFF, the ATC
reply to mode A interrogations and the position of the IDENT switch. transponder will not send any altitude reporting replies.
When the left or right transponder is selected, and the function

switch is selected to standby, a ground discrete goes to the selected
transponder and inhibits operation of the unit. A ground discrete is
also sent from the ATC control panel to select the top and bottom
antenna to either the left or right ATC transponder.
ATC Transponder Inputs
The ATC transponder’s Input/Output circuit is an interface to receive

ARINC 429 data and discretes. The Central Processing Unit (CPU)
supplies the link between the I/O and the signal processing circuits.
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ATC Transponder Inputs (cont)
The IDENT switch is pushed at the request of an ATC ground

controller verbally by radio.
The CPU sends a special position identification (SPI) pulse that is

transmitted at the end of every normal mode A reply. It continues for
18 seconds. This causes an airplane identification to show on the air
traffic controller’s radar screen while the SPI is transmitted.
The ATC transponder receives an air/ground discrete from the air/

ground relay. If the central maintenance computer input fails, the air/
ground discrete is used by the CPU to count flight segments in the
fault history non-volatile memory. This discrete also prevents modes
A and C replies on the ground.
ATC Transponder Fail Discrete Outputs
If the ATC transponder detects a failure, it sets XPDR fail discrete.

The fail discrete go to:
- The left, center & right EIU’s. This makes an EICAS message
show.
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ATC - RECEIVE
Interrogation signals are received at one or both of the antennas.

They are sent through diplexing circuits to two individual receivers.
The diplexer circuits control the receiver/transmit operation as well
as monitor antenna power output. The 1030 MHz rf signal is mixed
with a 1090 MHz signal from the local oscillator. This causes an
intermediate frequency signal which is sent to the video circuits to be
decoded.
The decoded signals are analyzed and it is determined if the signal

is a valid interrogation and what the reply mode will be.
The antenna select circuit decides which receiver supplies a

stronger signal. The output of this circuit is used for antenna
switching. Antenna switching selects the antenna through which the
reply will be transmitted.
During the reply process, the signal processor in the transponder

sends a suppression pulse to the other L-band equipment. This
prevents the operation of the other units while this unit is
transmitting.
When the signal processor circuits in the transponder receive a

suppression pulse, both receivers are disabled. This prevents the
operation of the transponder.
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ATC - TRANSMIT AND CMC INTERFACE
Transmit CMC Interface
The CPU signal processor circuit determines if the interrogation is The ATC transponder transmits fault summary data on an ARINC
either a valid mode S or ATCRBS mode A or C signal. This is done 429 digital data bus to both CMCs. The CMCs supply this data on
by comparison of the interrogation pulses. the CDUs.
The identify code and airplane altitude along with the mode S reply A test command is sent from a CDU through the left CMC when a
data is stored in the memory section of the CPU. This information ground test is started.
goes through the mode formatters and the output formated data is
sent to the modulator where it is pulse-modulated for transmission.
A 1090 Mhz oscillator is mixed with the modulator output and is

amplified for transmission in a power amplifier.
The antenna select circuit sends the reply transmission out on the
antenna that received the strongest interrogation signal.
BITE
The ATC transponder operates in a BITE (Built-In Test Equipment)

mode which transmits continuous maintenance data to the CMCs.
The transponder detects faults through periodic monitoring. The
BITE circuits identify the failure at the SRU (Shop Replaceable Unit)
level. This data is stored in non-volatile memory.
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ATC FUNCTIONAL SELF-TEST
General
The ATC functional test supplies a quick check of the system using CAUTION: DO NOT SELECT CODES 3100, 7500, 7600 or 7700.
the transponder’s BITE capabilities, and does not require extra test THESE ARE CODES USED ONLY IN EMERGENCY
equipment. SITUATIONS.
Operational Test
Push test switch. All front panel LEDs show for three seconds, after
self-test is started. All front panel LEDs go off for two seconds, then
the LEDs indicating system status remain on until test switch is
released as follows:
- Transponder pass - causes green TPR LED to come on.

- Transponder fail- causes red TPR LED to come on.
- Upper antenne impedance fail - causes red UPPER ANT LED to
come on.
- Lower antenne impedance fail - causes red LOWER ANT LED to
come on.
- Air data input source failure - causes red ALT LED to come on.
- Control panel input source failure - causes red CNTL PNL LED to
come on.
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34.53.0221 -003

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ATC - GROUND TEST
Ground Test
The ground test menu page allows ground test of specific line
replaceable units (LRUs). The ATC ground test is inhibited under
certain conditions. When the line select pushbutton for ground test of
either ATC transponder is pushed, an enable test screen comes up.
These test conditions must then be satisfied before the ground test
can be run. When the conditions are met, push the RETURN LSK
and the GROUND TESTS menu screen will come up without the
inhibit cue. Push the LSK next to the ATC system to perform the
ground test. This test is the same as the self-test performed from the
ATC front panel, except it is performed from a CDU. The results
show on the CDU.
Ground Test Results
The word PASS shows a valid ground test. Failure of the ground test
is shown by the word FAIL. When the LSK next to FAIL is pushed,
the ground test message page shows. This page gives special data
about the ATC test failure.
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ATC - FLIGHT DECK EFFECTS AND CMC MESSAGES
Flight Deck Effects
Two types of EICAS messages are displayed for the ATC system. Control panel to ATC -X transponder bus failure)
One is an advisory message with a time delay of 10 seconds: - ATC-X FAIL OR ADC-Z -- ATC-X BUS FAIL (ARINC 429 ADC to
ATC bus failure)
- > ATC-X (ATC transponder fault) - TCAS -- ATC-X BUS FAIL (ARINC 429 TCAS to ATC bus failure)
- ATC-X FAIL (NO BUS OUTPUTS)
And a level S message for a time delay of 60 seconds:
Note: X = L (left) or R (right) Z = L (left), R (right), or C (center)
- ATC-X (ATC transponder fault)
CMC Messages
The different types of CMC messages displayed for the ATC system
are:
- ATC-X FAIL OR CMC -- ATC-X BUS FAIL (CMC output bus

failure).
- ATC-X -- CMC-X BUS FAIL (ARINC 429 ATC to CMC bus failure)
- ATC-X NO TEST RESPONSE (The ATC-X transponder failed to
respond after a CMC ground test was started from the CDU)
- ATC-X TRANSPONDER FAIL (ATC-X transponder failure)
- UPPER ATC ANTENNA FAIL REPORTED BY ATC-X
- LOWER ATC ANTENNA FAIL REPORTED BY ATC-X
- ATC CONTROL PANEL -- ATC-X BUS FAIL (ARINC 429 ATC
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34.53.0223 -002

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k engineering & maintenance

INTRODUCTION TO DIGITAL SYSTEMS ..................................... 2 BASIC COMPUTER STRUCTURE ................................................ 17

Config: ALL ATA 20-11

INTRODUCTION TO DIGITAL SYSTEMS

Advances in technology have made possible the use of digital

Config: ALL ATA 20-11

FMC, TMC, EEC,

SENSORS CONTROL CDU, EFIS, EICAS,

INTRODUCTION TO DIGITAL SYSTEMS

Config: ALL ATA 20-11

DIGITAL LOGIC AND MEMORY

General Memory Devices

The alternative conditions in binary devices are either of two normal

Config: ALL ATA 20-11

TRANSISTOR LATCH MAGNETIC CORE

+VDC/GROUND MAGNETIC ORIENTATION

DIGITAL LOGIC AND MEMORY

Config: ALL ATA 20-11

DIGITAL LOGIC - AND GATE

A truth table is a tabulation of all possible input combinations and

Config: ALL ATA 20-11

DIGITAL LOGIC - AND GATE

Config: ALL ATA 20-11

DIGITAL LOGIC - OR GATE

An application for the OR gate is to provide illumination of an

Config: ALL ATA 20-11

SYMBOL FUNCTION TRUTH TABLE

DIGITAL LOGIC - OR GATE

Config: ALL ATA 20-11

DIGITAL LOGIC - INVERTER

The isolated inverter function is similar to a relay with normally

Config: ALL ATA 20-11

EXAMPLES TRUTH TABLE

Config: ALL ATA 20-11

The logic relationship between inputs and outputs of logic circuits is

A complete logic statement may be used to show important

Config: ALL ATA 20-11

Config: ALL ATA 20-11

SOLID STATE DEVICES

Solid State Switches

Solid state switches are devices which provide either an open or

Digital Time Delays

If a binary 1 is shown on the input, only changes from 0 to 1 are

If a binary 0 is shown on the input, only changes from 1 to 0 are

Config: ALL ATA 20-11

SOLID STATE SWITCHES DIGITAL TIME DELAYS

SOLID STATE DEVICES

Config: ALL ATA 20-11

Config: ALL ATA 20-11

BASIC COMPUTER STRUCTURE

A CPU on a single integrated circuit is called a microprocessor. If

Config: ALL ATA 20-11

The output section contains devices which condition the computer's

Config: ALL ATA 20-11

REGISTER ARITHMETIC/ CONTROL

INTERNAL DATA BUS

CENTRAL PROCESSING UNIT (CPU)

FROM INPUT OUTPUT TO

Config: ALL ATA 20-11

ARINC 429 (Mark 33 DITS)

General Typical System

The specific title of ARINC specification 429 is Mark 33 digital

An ARINC 429 bus consists of a twisted, shielded pair of wires. Data