EFD1000 Installation Manual - НЕБО-Сервис

EFD1000 Installation Manual

EFD1000 Installation Manual Includes Instructions for Continued Airworthiness

Aspen Document #A-01-126-00 Revision C

DOCUMENT # A-01-126-00

PAGE 1-202 © Copyright 2008 Aspen Avionics Inc.

Revision C


DOCUMENT REVISIONS Revision

Description of Change

A

INITIAL RELEASE

B

INITIAL RELEASE – FAA APPROVED

C

Corrected Figure 9.17 STEC Autopilot Interface to add P1-12 CRS Datum Lo connection. Updated Section 5.2.4 to add SL-30 limitations. Updated Figure 8.5 ACU Flight Director definitions. Added Table 10.1 EFD1000 Configuration Chart for inclusion in ICA’s. Moved ICA’s from Section 12 to Appendix D. Updated Appendix D ICA’s. Moved Section 13 Operation to Section 12. Moved Appendix D Environmental Qualification Forms to Section 13.

Prepared By:

TLM

Reviewed By:

PDL

Original signatures on file. See ECO for release date and dispositions.

Usage Authorization / Master Control Number:

Release Authorization Release Date: Release Initials: Release Signature



3/28/08 DTS

David T.Stewart

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The conditions and tests required for TSO approval of the EFD1000 System are minimum

performance standards. It is the responsibility of those installing this article either on or within specific type or class of aircraft to determine that the aircraft installation conditions are within

the TSO standards. TSO articles must have separate approval for installation in an aircraft. The article may be installed only if performed under 14 CFR part 43 or the applicable airworthiness requirements.

This manual contains FAA Approved installation instructions for installation of the Aspen™ EFD1000 system under the EFD1000 AML STC for use as a primary electronic flight display

during day/night IFR and VFR operations in those Part 23 Class I and II aircraft (as defined in AC 23.1309-1C) listed on the EFD1000 AML. Installation of the EFD1000 into part 23 Class I or II

aircraft not included in the EFD1000 AML, into any part 23 class III or IV aircraft, or into any part 25, 27, or 29 aircraft requires separate airworthiness approval.



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Table of Contents 1

INTRODUCTION ................................................................................................................. 11 1.1

PART NUMBERS ......................................................................................................... 11

1.3

ACCESSORIES REQUIRED BUT NOT SUPPLIED ...................................................................... 12

1.2 1.4 1.5 1.6 1.7 1.8

2

2.2

2.3

SPECIAL TOOLS REQUIRED............................................................................................ 13 VENDOR INFORMATION ............................................................................................... 13 WARRANTY REGISTRATION ........................................................................................... 14 REGULATORY COMPLIANCE .......................................................................................... 14

1.8.1 ... Technical Standard Order .......................................................................... 14 1.8.2 ... Software Certification ................................................................................ 14 1.8.3 ... Environmental Compliance ........................................................................ 14

PRIMARY FLIGHT DISPLAY (PFD) & CONFIGURATION MODULE (CM) ........................................ 15

2.1.1 ... General Specifications ............................................................................... 15 2.1.2 ... Operational Specifications: ........................................................................ 15 2.1.3 ... I/O Specifications:..................................................................................... 15 2.1.4 ... Certification Specifications: ....................................................................... 15 2.1.5 ... Outline Drawing: ....................................................................................... 16 REMOTE SENSOR UNIT (RSM): ...................................................................................... 17 2.2.1 ... General Specifications ............................................................................... 17 2.2.2 ... Operational Specifications: ........................................................................ 17 2.2.3 ... I/O Specifications:..................................................................................... 17 2.2.4 ... Certification Specifications: ....................................................................... 17 2.2.5 ... Outline Drawing: ....................................................................................... 18 ANALOG CONVERTER UNIT (ACU): ................................................................................ 19 2.3.1 ... General Specifications ............................................................................... 19 2.3.2 ... Operational Specifications: ........................................................................ 19 2.3.3 ... I/O Specifications:..................................................................................... 19 2.3.4 ... Certification Specifications: ....................................................................... 19 2.3.5 ... Outline Drawing: ....................................................................................... 20

SYSTEM DESCRIPTION......................................................................................................... 21 3.1

PRIMARY FLIGHT DISPLAY (PFD).................................................................................... 21

3.3

CONFIGURATION MODULE ........................................................................................... 23

3.2 3.4 3.5 4

OPTIONAL ACCESSORIES NOT SUPPLIED ........................................................................... 13

EQUIPMENT SPECIFICATIONS AND LIMITATIONS................................................................... 15 2.1

3

INSTALLATION KIT CONTENTS ....................................................................................... 11

REMOTE SENSOR MODULE (RSM) .................................................................................. 22 ANALOG CONVERTER UNIT (ACU) ................................................................................. 23 SYSTEM ARCHITECTURE ............................................................................................... 24

SUPPORTED INSTALLED CONFIGURATIONS .......................................................................... 25 4.1 4.2

PILOT CONFIGURATIONS .............................................................................................. 25 SIMPLE PRO CONFIGURATION ........................................................................................ 26



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4.3

PRO CONFIGURATIONS WITH AUTOPILOT .......................................................................... 27

4.5

PRO CONFIGURATION WITH AUTOPILOT AND DUAL ANALOG VLOC......................................... 29

4.4 5

PRE MODIFICATION PLANNING............................................................................................ 31 5.1 5.2

5.3 5.4 5.5

6

PRO CONFIGURATION WITH AUTOPILOT AND DIGITAL/ANALOG VLOC..................................... 28

PRE MODIFICATION CHECKLIST ..................................................................................... 31 REQUIREMENTS AND LIMITATIONS .................................................................................. 32

5.2.1 ... Standby Attitude Positioning...................................................................... 34 5.2.2 ... Standby Airspeed and Altimeter Positioning ............................................... 35 5.2.3 ... Directional Gyro/ HSI................................................................................. 35 5.2.4 ... Back Up Nav Indicator ............................................................................... 36 5.2.5 ... GPS Annunciators...................................................................................... 37 5.2.6 ... Power Requirements.................................................................................. 37 PART 135 IFR OPERATIONS........................................................................................ 37 SETTING V-SPEED TEXTUAL MARKERS ........................................................................... 37 OPTIONAL INTERFACES................................................................................................ 38 5.5.1 ... Autopilot .................................................................................................. 38 5.5.2 ... GPSS ........................................................................................................ 38 5.5.3 ... GPS/ NAV Switching .................................................................................. 39 5.5.4 ... Sonalert .................................................................................................... 39 5.5.5 ... Heading Output ........................................................................................ 39 5.5.6 ... Second ACU .............................................................................................. 39

MECHANICAL INSTALLATION .............................................................................................. 41 6.1

UNPACKING AND INSPECTING EQUIPMENT ......................................................................... 41

6.3

LOG BOOK ENTRY ..................................................................................................... 41

6.2 6.4 6.5 6.6 6.7 6.8

6.9

EQUIPMENT LOCATION DOCUMENTATION ......................................................................... 41 WEIGHT AND BALANCE................................................................................................ 41 INSTALLATION LIMITATIONS ......................................................................................... 42 EQUIPMENT BONDING ................................................................................................. 42 COOLING ................................................................................................................ 43 PFD INSTALLATION.................................................................................................... 43

6.8.1 ... PFD Mounting Location.............................................................................. 43 6.8.2 ... Mounting Bracket Installation .................................................................... 44 6.8.3 ... PFD Bonding Strap..................................................................................... 44 6.8.4 ... Pitot and Static Connections ...................................................................... 47 6.8.5 ... Quick Connector Installation...................................................................... 47 6.8.6 ... Leak Check Requirements.......................................................................... 48 RSM INSTALLATION ................................................................................................... 49 6.9.1 ... Proposed RSM Location Check ................................................................... 50 6.9.2 ... Pressurized Aircraft................................................................................... 51 6.9.3 ... Second RSM Placement (MFD) .................................................................... 51 6.9.4 ... RSM Mounting Angles................................................................................ 51 6.9.5 ... RSM Doubler ............................................................................................. 53



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6.10 6.11 7

ELECTRICAL INSTALLATION ................................................................................................ 63 7.1 7.2

8

6.9.6 ... RSM Doubler Fabrication ........................................................................... 54 6.9.7 ... RSM Installation ........................................................................................ 57 6.9.8 ... RSM mounting on Composite or Fabric ...................................................... 57 6.9.9 ... RSM Shim Fabrication (if necessary) ........................................................... 58 ACU INSTALLATION ................................................................................................... 60 6.10.1 . ACU Mounting........................................................................................... 60 CONFIGURATION MODULE INSTALLATION ......................................................................... 62

ELECTRICAL LOAD ANALYSIS......................................................................................... 63 ELECTRICAL INSTALLATION ........................................................................................... 63

7.2.1 ... HIRF/Lightning Requirements .................................................................... 64 7.2.2 ... PFD to GPS/VLOC/ACU Wiring.................................................................... 65 7.2.3 ... RSM Wiring ............................................................................................... 66 7.2.4 ... Configuration Module Wiring ..................................................................... 67 7.2.5 ... ACU Wiring ............................................................................................... 68 7.2.6 ... Back Up NAV Indicator Wiring .................................................................... 68 7.2.7 ... Autopilot Wiring........................................................................................ 68

ELECTRICAL CONNECTIONS ................................................................................................ 69 8.1

8.2

8.3 8.4 8.5 8.6

PFD ELECTRICAL SPECIFICATIONS .................................................................................. 69

8.1.1 ... Power Input .............................................................................................. 69 8.1.2 ... Tone (Sonalert) Output .............................................................................. 69 8.1.3 ... RS-232 GPS Input...................................................................................... 69 8.1.4 ... ARINC 429 GPS Inputs ............................................................................... 71 8.1.5 ... ARINC 429 VLOC Input .............................................................................. 72 8.1.6 ... ARINC 429 GPS Output .............................................................................. 72 ACU ELECTRICAL SPECIFICATIONS.................................................................................. 72 8.2.1 ... Power Input .............................................................................................. 72 8.2.2 ... VLOC Receiver........................................................................................... 73 8.2.3 ... GPS Receiver ............................................................................................. 73 8.2.4 ... Autopilot .................................................................................................. 75 8.2.5 ... ARINC 429 GPS Output .............................................................................. 77 PFD PIN OUT........................................................................................................... 78 RSM PIN OUT .......................................................................................................... 79 CONFIGURATION MODULE PIN OUT ................................................................................ 80 ACU PIN OUT .......................................................................................................... 80

9

INSTALLATION WIRING DIAGRAMS ...................................................................................... 83

10

CONFIGURATION AND EQUIPMENT CHECKOUT .................................................................. 111 10.1

TEST EQUIPMENT..................................................................................................... 111

10.3

BONDING CHECK – FAR 23.867(B)............................................................................. 112

10.2 10.4

WIRING VERIFICATION ............................................................................................... 111 SYSTEM CONFIGURATION ........................................................................................... 113



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10.5

10.6

11

POST INSTALLATION FLIGHT CHECK.................................................................................. 145 11.1

BASIC ADI FLIGHT CHECKS ........................................................................................ 145

11.3

ILS FLIGHT CHECKS (IF NO AUTOPILOT, OTHERWISE JUMP TO SECTION 11.4)............................ 145

11.2 11.4 12

10.4.1 . Main Menu Access................................................................................... 113 10.4.2 . Menu Navigation ..................................................................................... 113 10.4.3 . Edit Mode ............................................................................................... 113 10.4.4 . Main Menu Configuration ........................................................................ 113 10.4.5 . INSTALLATION MENU – UNIT CONFIGURATION.......................................... 118 RSM CALIBRATION .................................................................................................. 133 10.5.1 . Calibration Overview ............................................................................... 133 10.5.2 . RSM Calibration Procedure....................................................................... 135 10.5.3 . Heading Offset Adjustment ..................................................................... 137 10.5.4 . Heading Accuracy Test ............................................................................ 138 10.5.5 . Heading Interference Test ....................................................................... 138 GROUND TEST PROCEDURE ........................................................................................ 139 10.6.1 . Indicated Airspeed Display ...................................................................... 139 10.6.2 . Altitude Display ...................................................................................... 139 10.6.3 . System Leak Test .................................................................................... 139 10.6.4 . Outside Air Temperature ......................................................................... 140 10.6.5 . AHRS Sensor Test.................................................................................... 140 10.6.6 . GPS Sensor Test ...................................................................................... 140 10.6.7 . NAV Receiver Sensor Test ........................................................................ 141 10.6.8 . Backup Navigation Indicator .................................................................... 141 10.6.9 . Autopilot Sensor Test .............................................................................. 141 10.6.10 Flight Director Test ......................................................................... 142 10.6.11 Sonalert Test................................................................................... 143 10.6.12 Ancillary Equipment Heading Check ................................................. 143 10.6.13 TAPES Configuration Check ............................................................. 143 10.6.14 EMI Test.......................................................................................... 143

BASIC HSI/DG FLIGHT CHECKS .................................................................................. 145 AUTOPILOT FLIGHT CHECKS (IF INSTALLED)..................................................................... 146

OPERATION...................................................................................................................... 149 12.1

12.2 12.3 12.4 12.5 12.6

PILOT CONTROLS .................................................................................................... 149

12.1.1 . Overview................................................................................................. 149 12.1.2 . Power Control ......................................................................................... 150 12.1.3 . Display and Control Layout...................................................................... 151 12.1.4 . Control Knobs......................................................................................... 152 SETTING FLIGHT INSTRUMENTS .................................................................................... 152 KNOB SYNC FUNCTION ............................................................................................. 153 HOT KEY OPERATION ............................................................................................... 154 CDI AND BEARING POINTER SOURCE SELECTION .............................................................. 156 BACK LIGHT CONTROL.............................................................................................. 157



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12.7

MAP RANGE CONTROL.............................................................................................. 158

12.9

PRIMARY FLIGHT INSTRUMENTS ................................................................................... 158

12.8

12.10 12.11 12.12

13

DISPLAY REVERSION CONTROL AND ABNORMAL SHUTDOWN ................................................ 158

12.9.1 . Attitude Indicator .................................................................................... 158 12.9.2 . Airspeed Indicator................................................................................... 160 12.9.3 . Altimeter ................................................................................................ 162 12.9.4 . Vertical Speed Indicator (VSI) ................................................................... 163 12.9.5 . Rate of Turn Indicator ............................................................................. 164 12.9.6 . Data Bar (TAS, GS, OAT, Winds, Barometric pressure Set) .......................... 164 12.9.7 . Horizontal Situation Indicator .................................................................. 164 12.9.8 . Bearing Pointers ...................................................................................... 168 SITUATIONAL AWARENESS MAP DISPLAY ........................................................................ 168 AUTOPILOT INTEGRATION .......................................................................................... 171 MAIN MENU........................................................................................................... 175 12.12.1 Menu Controls ................................................................................ 175 12.12.2 Menu Options ................................................................................. 176

ENVIRONMENTAL QUALIFICATION FORMS ......................................................................... 179

APPENDIX A ..................................................................................................................... 183 TROUBLESHOOTING .................................................................................................. 184 APPENDIX B...................................................................................................................... 187 INSTALLATION FINAL CHECK SHEET .............................................................................. 188 APPENDIX C ..................................................................................................................... 191 OPERATOR CONFIGURATION CHECKLIST ......................................................................... 192 APPENDIX D ..................................................................................................................... 193 INSTRUCTIONS FOR CONTINUED AIRWORTHINESS .............................................................. 193



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1

Introduction This Installation Manual is FAA Approved and contains detailed installation instructions for

installing the EFD1000 System into specific aircraft as listed in the EFD1000 AML-STC. There are required FAR’s that must be complied with and followed to insure an airworthy installation. Section 5 Pre Modification Planning will guide you through these requirements.

1.1 Part Numbers The EFD1000 Electronic Flight Display System consists of the following components: • •

A-05-110-00 EFD1000, TSO

A-05-111-00 REMOTE SENSOR MODULE (RSM)

•

A-05-112-00 ANALOG CONVERTER UNIT (ACU) – optional

•

A-05-113-00 CONFIGURATION MODULE, PFD PILOT OR

•

A-05-114-00 CONFIGURATION MODULE, PFD PRO

•

A-08-130-00 INSTALLATION KIT, EFD1000

• •

A-08-131-00 INSTALLATION KIT, RSM

A-08-132-00 INSTALLATION KIT, ACU - optional

1.2 Installation Kit Contents A-08-130-00 EFD1000 Install Kit Aspen P/N

Description

Manufacturers P/N

A-08-125-00-A

PFD Mounting Bracket

Aspen

A-06-564-00

44 Pin HD D-Sub connector with

Positronics P/N DD44F10000

A-06-573-00

EMI Metal Back shell

Positronics P/N D25000GE0

A-06-505-00

Pitot Quick Connector

Aspen

A-06-507-00

Static Quick Connector

Aspen

A-08-144-00-A

Configuration Module Connector

Aspen


contacts

Assembly with pigtail


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A-08-131-00 RSM Install Kit Aspen P/N

Description

Manufacturers P/N

A-06-566-00

RSM Circular Connector

Hirose P/N SR30-10JF-7S(71)

A-06-567-00

8-32 Stainless Steel screws (4)

MS27039C08-17

A-06-568-00

Stainless Steel locking nuts (4)

MS21044C08

A-06-569-00

Stainless Steel washers (4) Cad Plated

NAS1149EN0832P

A-08-132-00 ACU Install Kit Aspen P/N

Description

Manufacturers P/N

A-06-570-00

15 pin D-Sub connector

AMP P/N 205163-1

A-06-571-00


AMP P/N 205165-1

A-06-572-00


AMP P/N 205167-1

A-06-408-00

DB15 pin EMI Back shell

NorComp 970-015-030R121

A-06-409-00

DB25 EMI Back shell

NorComp 970-025-030R121

A-06-410-00

DB37 EMI Back shell

NorComp 970-037-030R121

A-06-574-00

Crimp Sockets (77)

Positronics P/N FC6020D

1.3 Accessories Required but Not Supplied Description

Manufacturers P/N

Tee Fittings for pitot/static (2 req)

Thogus Products P/N TT-9444

1/4” pitot and static tubing

Imperial Eastman 44PN or equivalent

Over Braid – tinned copper light

Alpha Wire P/N 2142 (1/4”), P/N 2146 (1/2”)

Circuit Breaker pull to open (PFD) 7.5 amp

MS 26574-7.5 or equivalent

Circuit Breaker (ACU) 2 amp (1 for each ACU)

MS26574-2 or equivalent

PFD to GPS/ACU double shielded cable

M27500-22TG2V64 or equivalent

Hose Clamps (8 req)

Aero Seal 6604 or equiv.

7 conductor shielded cable (PFD to RSM)

M27500-A24SD7T23/ M27500-22TG7T14 or

Single stranded 24, 22, 20 AWG

MIL-W-22759/16 or equiv.

Shielded Wire 22 AWG

MIL-C-27500 or equiv.

PFD Mounting Screws #6-32

MS24693-S30 or equiv.

Over Braid – tinned copper med

(1/4x1/4x1/4) or equivalent

Daburn P/N 2350-X, X=diameter (i.e., 1/2)

equivalent

PFD and ACU Mounting Lock Nuts #6-32

MS21044N06 or equiv.

PFD and ACU Mounting Washers

NAS1149FN632P or equiv.

ACU mounting Screw #6-32

MS24694-X or equiv.

Miscellaneous screws, washers, cable ties,

Installer supplied

etc.



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1.4 Optional Accessories Not Supplied Description

Manufacturer

Sonalert (continuous type)

Mallory PK or PS series or equivalent

EFIS Master switch –rated for 7.5 amps cont.

MS35059-22 or equivalent

Circuit Breaker/Switch 7.5amp (PFD)

Potter Brumfield W31M-7.5 or equivalent

RSM Doubler

Installer fabricated per Section 6.9.5

RSM Shim – may be required on extreme

Installer fabricated per Section 6.9.9

RSM sealant non-pressure vessel mounting

MIL-A-46146, Dow 738 or equiv.

RSM sealant pressure vessel mounting

MIL-PRF-81733D, PS 870B-1/2 or equiv.

mounting angles

1.5 Special Tools Required D-SUB connectors:

Hand Crimp Tool: Positronics P/N 9507-0-0-0 or equivalent

Insertion/Extraction Tools: Positronics P/N M81969/1-02 or equivalent

1.6 Vendor Information Aspen Avionics Inc.

Alpha Wire Company – Over Braid

5001 Indian School Road NE

711 Liderwood Ave.

(505) 856-5034

(908) 925-8000

[email protected]

[email protected]

A.E. Petsche Co. – Double Shielded & RSM Cable

Daburn Electronics & Cable Corp– Over Braid

Albuquerque, NM 87110

2112 West Division St.

Arlington, TX 76012-3693 (817) 461-9473

Elizabeth, NJ 07207

224 Pegasus Ave.

Northvale, NJ 07647

(201) 768-5400

[email protected]

[email protected] Positronic Industries Inc. - Crimpers, Connectors 423 N. Campbell Ave.

Springfield, MO 65801 (417) 866-2322

[email protected]



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1.7 Warranty Registration Registration of LRU part numbers and serial numbers must be recorded on the dealer portal of

the Aspen Avionics website at www.aspenavionics.com/dealerramp. Activating the warranty on

the EFD1000 system is just one important aspect of providing a satisfying installation experience for our customers.

1.8 Regulatory Compliance 1.8.1

Technical Standard Order All components of the EFD1000 system are produced under Technical Standard Order Authorization (TSOA).

1.8.2

Software Certification All software components of the EFD1000 system are developed to RTCA DO-178B

criticality Level C with the exception of the GPS receiver software, which is for emergency use only. 1.8.3

Environmental Compliance All system components meet the categories of RTCA/DO-160E according to the

environmental qualification form in Section 13.



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2

Equipment Specifications and Limitations 2.1 Primary Flight Display (PFD) & Configuration Module (CM) 2.1.1

General Specifications Part Number .............................. Width ........................................

7.00 in. (Measured at Bezel)

Overall Depth ............................

6.35 in. (Knob to Rear Pressure Fitting)

2.9 lbs with bracket

Display Colors ...........................

32,768

6.0 in. Diagonal TFT Active Matrix LCD (400x760)

Face ..........................................

Anti-Reflective Coated Glass

Rotary Knobs .............................

Optical Encoder with Momentary Push

Backlight ................................... Dimming ...................................

High Intensity White LED

Manual & Automatic (Front Bezel Mounted Sensor)

Operational Specifications: Operating Temp: ......................

-20°C to +55°C

Storage Temp: ..........................

-55°C to +85°C

Cooling .....................................

Integral Fan

Max Operating Altitude..............

35,000 ft Unpressurised/ 55,000 ft Pressurized

Max Humidity ............................

95% at 50°C

Input Voltage.............................

+8 to +32 Volts DC

Nominal Current ........................

2.4/4.8 Amps (28v/14v)

I/O Specifications: ARINC 429 Inputs ......................

5 Low Speed

RS-232 Inputs ...........................

5

ARINC 429 Outputs ...................

RS-232 Outputs ........................ Pitot / Static ..............................

2.1.4

4.15 in. (Rear of Bezel to Rear of Can)

Weight.......................................

Display Type..............................

2.1.3

3.50 in. (Measured at Bezel)

Height .......................................

Can Depth .................................

2.1.2

A-05-110-00

1 Low Speed 3

Quick Connect

Certification Specifications: Technical Standard Order:

TSO-C2d .................................. TSO-C3d ..................................

TSO-C4c .................................. DOCUMENT # A-01-126-00

Airspeed Instruments

Turn and Slip Instrument

Bank and Pitch Instruments


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TSO-C6d ..................................

Direction Instrument Magnetic (Gyroscopically

TSO-C8d ..................................

Vertical Velocity Instrument (Rate-of-Climb)

TSO-C10b ................................

Altitude Pressure Activated Sensitive Type

TSO–C113 ................................

Airborne Multipurpose Electronic Display

RTCA DO-178B .........................

Level C

RTCA DO-160E..........................

See Environmental Qualification Form Section 13

TSO-C106 ................................ Software:

Environmental:

2.1.5

Stabilized)

Air Data Computer

Outline Drawing:

Figure 2.1 - PFD Outline Drawing (inches)



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2.2 Remote Sensor Unit (RSM): 2.2.1

General Specifications Part Number .............................. Width ........................................ Height .......................................

1.00 in. (Measured from Base)

Weight.......................................

0.2 lbs

Length.......................................

2.2.2

-55°C to +70°C

Storage Temp ...........................

-55°C to +85°C

Cooling .....................................

None Required

Max Operating Altitude..............

55,000 ft Unpressurized

Max Humidity ............................

95% at 50°C

Nominal Current ........................

Included in PFD Current

Input Voltage.............................

Provided by PFD

I/O Specifications: Magnetometer ........................... OAT...........................................

GPS ...........................................

2.2.4

4.40 in. (Front to Rear)

Operational Specifications: Operating Temp .......................

2.2.3

A-05-111-00

2.65 in. (Measured at Base)

Proprietary Digital

Proprietary Digital Proprietary Digital

Certification Specifications: The RSM is certified as a component of the EFD1000 system Environmental: RTCA DO-160E..........................




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2.2.5

Outline Drawing:

0.99

4.36

2.64

24 inches 1.750 0.75

1.625 CABLE FEEDTHRU

4 X 0.194

Figure 2.2 - RSM Outline Drawing (inches)



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2.3 Analog Converter Unit (ACU): 2.3.1

General Specifications Part Number ..............................

5.75 in. including mounting flanges

Length.......................................

4.30 in.

Weight.......................................

0.8 lbs

Height .......................................

2.3.2

-20°C to +55°C

Storage Temp: ..........................

-55°C to +85°C

Cooling .....................................

none required

Input Voltage.............................

+11 to +32 Vdc

Max Operating Altitude.............. Max Humidity ............................

Nominal Current ........................

35,000 ft Unpressurized/ 55,000 ft Pressurized

95% at 50°C

0.5/1.0 Amps (28v/14v)

I/O Specifications: ARINC 429 Inputs ......................

2 Low Speed

RS-232 Inputs ...........................

1 (software loading only)

ARINC 429 Outputs ...................

VHF Nav Receiver....................... GPS Receiver..............................

GPS OBS Interface ......................

2 Low Speed

1 Analog input

1 Analog input 1 Output

GPS Discrete ..............................

4 Active low inputs

Flight Director ...........................

1 output port

Autopilot Interface.....................

1 Analog port

DH Discrete ...............................

2.3.4

1.60 in.

Operational Specifications: Operating Temp: ......................

2.3.3

A-05-112-00

Width ........................................

1 Active low input

Certification Specifications: The ACU is certified as a component of the EFD1000 system Environmental:

RTCA DO-160E..........................




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2.3.5

Outline Drawing:

4.3

2 4.7

0

Figure 2.3 - ACU Outline Drawing (inches)



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3 System Description The EFD1000 system is comprised of the Primary Flight Display (PFD), Remote Sensor Module (RSM), Configuration Module (CM) and optional Analog Converter Unit (ACU). The flight deck display is designed specifically for general aviation aircraft.

The EFD1000 system provides display of attitude, airspeed, altitude, direction of flight, vertical speed, turn rate, and turn quality. The system may optionally provide display of navigation

information, pilot-selectable indices (“bugs”), and annunciations to increase situational awareness and enhance flight safety.

Two configurations, “Pilot” and “Pro” are available, which support different software feature sets.

3.1 Primary Flight Display (PFD) The PFD is a digital system that consists of a high resolution 6” diagonal color LCD display, user controls, photocell and Micro SD data card slot. The rear portion of the unit consists of a non-removable electronics module which contains a full air data computer, attitude heading reference system, power supplies, backup battery, and dual processor electronics. Also on the rear of the unit, a fan is provided to cool the backlight and electronics.

The PFD mounts to the front surface of most instrument panels. The electronics module and cooling fins on the back are sized to fit into existing mechanical attitude and heading

indicator instrument panel holes.

The mechanical design allows the instrument to be installed in the place of the mechanical gyroscopic attitude and heading indicators, without interfering with the surrounding

instruments. The installation will require minimal, if any, mechanical modifications to most general aviation aircraft instrument panels.

The PFD contains a microSD card port and reader at the bottom of the display bezel. In the future, software updates and system upgrades will be loaded via this port.



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Figure 3.1 - PFD

The PFD is a pure digital system and natively supports both ARINC 429 and RS-232 digital

interfaces. In installations with a modern digital radio installation, the PFD connects directly to the interfaced equipment.

In installations that require interfaces to non-ARINC avionics (i.e., older VLOC radios and autopilots) the ACU is required to convert these signals into ARINC 429 for the PFD.

3.2 Remote Sensor Module (RSM) The RSM is required and connects directly to the PFD. It physically resembles a traditional GPS antenna and follows the industry standard mounting hole pattern. However, internally it is substantially more complex in that it contains all of the sensors that must be remotely located from the PFD display unit.

The RSM is powered by the PFD through a shielded wire harness and contains the following sub-systems: •

Outside Air Temperature (OAT) sensor

•

Emergency backup GPS engine

•

Heading “flux” sensors



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The RSM is mounted externally in a magnetically quite environment to provide acceptable

reception for the integral GPS antenna and to minimize magnetic disturbances that would impact accurate magnetometer operation.

3.3 Configuration Module The Configuration Module contains an EEPROM device which retains system configuration and calibration data. The Configuration Module connects to the PFD through a short fabricated harness and is fastened to the main wiring bundle of the PFD. The Configuration Module provides two primary functions: •

Retains aircraft specific configuration, calibration data and user settings, allowing the PFD to be swapped for service purposes without re-entering or re-calibrating the installation.

•

Contains a license key that configures the PFD software to either the “Pilot” or “Pro” feature set.

3.4 Analog Converter Unit (ACU) For the Pro model only, the optional Analog Converter Unit (ACU) provides compatibility with

older, analog-based avionics when required. The ACU converts and concentrates multiple

analog interfaces to digital ARINC 429 buses supported by the PFD. Control parameters, such as desired heading, are also sent from the PFD to the ACU for conversion to analog format for autopilot support.

The feature set of the “Pilot” system does not support interface to navigation equipment, and

therefore does not support the ACU interface. The ACU is required when any of the following capabilities are required in a “Pro” installation: • • • •

Interface to supported autopilots

Interface to supported non-ARINC 429 VLOC navigation radios Interface to supported non-ARINC 429 GPS navigators Interface to supported radar altimeter decision height

If digital radios (i.e., Garmin 4XX/5XX series radios) are equipped in the aircraft, and no other aircraft interfaces are desired, the ACU is not required.



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3.5 System Architecture The system architecture in Figure 3.2 shows the relationships of the PFD, RSM, Configuration Module and ACU.

Note: Radar Altimeter DH will be functional in future software release

Figure 3.2 - EFD1000 System Architecture



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4

Supported Installed Configurations The following diagrams show the different options for integrating with existing avionics in the

installed fleet. Most common digital VLOC radios (such as the Garmin 4xx/5xx series), and “analog” VLOC radios are supported. The following diagrams show common installation configurations, but do not represent all possible combinations.

4.1 Pilot Configurations The following configurations show a basic Pilot installation. The Pilot model does not support the display of VLOC or GPS navigation deviation, only the GPS flight plan and position is

received and displayed. The Pilot model does not support the ACU and therefore autopilot interfaces are not available.

Figure 4.1 - Pilot Configurations



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4.2 Simple Pro Configuration The following configuration shows a simple Pro installation, without an advanced autopilot

and flight director. No ACU is required for this installation. This installation would be used when there is no analog VLOC receiver and the autopilot L/R input is dedicated to the GPS. The PFD navigation source selection has no control over the autopilot input.

Tracker autopilots that use L/R steering can also be wired to an ACU so that the PFD displayed navigation source L/R output is switched to the autopilot. These installations will be wired as

shown in Figure 4.3 minus the heading and course datum, flag, ILS Energize, and glide slope signals.

Figure 4.2 - Simple Pro Configurations



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4.3 Pro Configurations with Autopilot The following configurations show Pro installations with autopilot integration, but without

analog VLOC interfaces. A backup Navigation indicator is required in installations that do not

have an integral CDI display on the GPS receiver or VLOC receiver. There must be one navigation indicator available to the pilot in the event of a PFD or ACU failure.

Figure 4.3 – Pro Configurations with Autopilot



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4.4 Pro Configuration with Autopilot and Digital/Analog VLOC The following configuration shows a Pro installation with autopilot integration, a single digital VLOC/GPS, a single analog VLOC, and a single RS-232/ analog GPS. A backup Navigation indicator is required in installations that do not have an integral CDI display on the GPS

receiver or VLOC receiver. There must be one navigation indicator available to the pilot in the event of a PFD or ACU failure.

Figure 4.4 - Pro Configuration with AP and VLOC



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4.5 Pro Configuration with Autopilot and Dual Analog VLOC The following configuration shows a Pro installation with autopilot integration and dual analog VLOC interfaces. Two ACU’s are required for this installation. A backup Navigation indicator is required in installations that do not have an integral CDI display on the GPS receiver or

VLOC receiver. There must be one navigation indicator available to the pilot in the event of a PFD or ACU failure.

Figure 4.5 - Pro Configuration with AP and Dual VLOC DOCUMENT # A-01-126-00


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5

Pre Modification Planning This section contains requirements that must be considered before installing the EFD1000. This section will guide you through the requirements to ensure FAR compliance; including required

equipment, required secondary equipment, secondary equipment relocation and placement, and optional equipment.

5.1 Pre Modification Checklist Complete Table 5.1 to insure that the aircraft to be modified is a candidate for installation of the EFD1000 system using this AML-STC. It is required to have a PASS or NA for all rows in

order to use this AML-STC as the certification basis for the EFD1000 installation. NA means

Not Applicable because no interface will be made to that device. Only items 5, 8, 9, 10, 11 & 12 below may use NA in the PASS box. ITEM

Criteria

PASS

1

Is the aircraft to be modified on the Approved Model List (AML)?

2

Does aircraft have sufficient electrical capacity to supply all required

3

Is there an acceptable location to mount or relocate the required standby

4

Do the standby instruments meet the requirements of Figure 5.1?

5

Is a backup navigation indicator required (see section 5.2.4) - NA if no

equipment given the current draw in Table 7.1?

instruments in the pilot’s field of view? (see Figure 5.2)

Backup Nav indicator is required. If a backup indicator is required, is there

an acceptable location to mount or relocate a required backup Nav Indicator in the pilot’s field of view? (see Figure 5.2) 6

Is there an acceptable location to mount the RSM? (see Section 6.9)

7

Is there a location to mount a PFD circuit breaker that will be accessible

8

If mounting an optional PFD Master switch is there a mounting location

9

If installing an optional ACU or ACU’s is there a location to mount a

to the pilot while seated?

accessible to the pilot while seated? – NA if not installed.

circuit breaker or breakers that is accessible to the pilot while seated? NA if no ACU installed.

10

Does the aircraft have a compatible GPS receiver or will one be installed?

11

Does the aircraft have a compatible Navigation receiver or will one be

(see Electrical Interface Section 8 to determine compatibility) - NA if no GPS interface.

installed? (see Electrical Interface Section 8 to determine compatibility) -

NA if no NAV interface.

12

If the aircraft is equipped with an autopilot – is the Autopilot compatible? (see Electrical Interface Section 8 to determine compatibility) - NA if no autopilot interface.

Table 5.1 – Pre Modification Checklist DOCUMENT # A-01-126-00


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5.2 Requirements and Limitations FAR 23.1311(a)(5) requires that independent secondary instruments be installed (existing units may be relocated) for Attitude, Altitude, Airspeed, and magnetic direction indicator “whisky compass” when an Electronic Display (i.e., EFD1000) is used as the primary instrument.

Part 23 aircraft that have no existing attitude Indicator must install a standby attitude indicator along with the PFD as required by FAR 23.1311(a)(5) even though the aircraft

operates under VFR rules as per 91.205(b). Any deviation from this regulation requires separate FAA approval.

The existing outside air temperature probe (if installed) and magnetic direction indicator “whisky compass” may not be removed during the installation of the EFD1000 system.

Pneumatic Standby Instruments Aircraft with existing pneumatic attitude, altitude, and airspeed instruments may relocate

them as necessary as described in Section 5.2.1. The standby airspeed and altimeter should be connected to an independent pitot and static line (independent from PFD) whenever available.

Electric Standby Instruments Aircraft that are all electric must keep the EFD1000 PFD on an independent power source from the standby instruments as determined from the flow chart of Figure 5.1. The installer must

verify that the standby instruments are electrically isolated from the PFD through either of the following two methods:

A) Standby instruments are powered by a dedicated standby battery separate from the aircraft starter battery. [Note: The EFD1000 internal battery does not qualify as an independent battery under FAR 23.1353(h)]

B) Dual independent electrical systems (dual alternators and dual batteries) with the PFD on one system and the standby instruments on the other system. Removal of pneumatic standby instruments and installation of electric standby instruments is not authorized by this STC. Separate installation approval would be required.

The installation of dual independent electrical systems or a standby (emergency) battery is not authorized by this STC. Separate installation approval would be required.



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Figure 5.1 – Standby Instrument Power Requirements



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5.2.1

Standby Attitude Positioning The Attitude indicator must be relocated to a position that meets FAR 23.1321(a). The requirements are ±35 degrees from the pilot’s center line horizontally (± 21 inches

from centerline as defined by AC23-11) to an area just below the basic T configuration to the glare shield vertically (see Figure 5.2 below). Standby instruments should be

mounted as close as practical to the primary instruments, but in no case outside ±35º.

NOTE: The existing instrument holes for the Turn and Bank and the Vertical Speed indicator meet this requirement.

Figure 5.2 – Standby Instrument Placement

Also note that some attitude indicators are the primary pitch and roll reference for the autopilot and must remain in the aircraft (i.e., KI-256). For rate based autopilots the

Turn and Bank Indicator will need to remain in the aircraft, and may be relocated to the

co-pilot side or blind mounted provided it is not used as the autopilot mode controller. If used as the autopilot mode controller then it must be located where it can be easily reached by the pilot while seated.



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5.2.2

Standby Airspeed and Altimeter Positioning In a single PFD installation the existing airspeed indicator and altimeter may remain in their original location. However, if the original location does not satisfy the basic “T” configuration per FAR 23.1321(d) it will be required to “LOCK” the airspeed and

altitude tape in the PFD to “ON” via the installation menu. If the airspeed indicator is not in position (AS) and the altimeter in position (AL) of Figure 5.3 below then the

TAPES must be “LOCKED ON” so that the pilot cannot de-clutter them from the display during flight.

WARNING: Failure to adhere to the specific instrument layout requirements and EFD1000 configuration requirements will violate the STC. Likewise older aircraft panel layouts that do not have the airspeed indicator to the left, or the altimeter to the right of the attitude indicator (AI) must either relocate the instrument(s) to these positions or set the TAPES setting to “LOCK ON” in the installation configuration menu.

Figure 5.3 – Basic T configuration

5.2.3

Directional Gyro/ HSI The EFD1000 Flight Display will replace the existing Directional Gyro or HSI in the

panel. Provided the existing compass system is not driving a heading input to another device in the aircraft, it may be removed from the aircraft at the operator’s discretion. If another device is “bootstrapped” off of the compass then it will need to be

determined whether low speed ARINC 429 heading is accepted by this device and DOCUMENT # A-01-126-00


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rewired appropriately. If the other device only accepts ARINC 407 synchro heading

then it may be necessary to keep the existing compass system in the aircraft and move the indicator to another location. A magnetic direction indicator “whisky compass” or equivalent is required as a secondary direction indicator per FAR 23.1311(a)(5).

5.2.4

Back Up Nav Indicator For certification reasons a backup navigation indicator is required in any installation

where the EFD1000 is the only display of navigation information in the cockpit. This

will ensure that a failure of the EFD1000 system does not result in a complete loss of all navigation data to the flight crew

Thus, for example, an installation that includes a panel mount GPS with an integral LCD display that includes a CDI indicator would not require a backup nav indicator.

However, a configuration with no GPS and dual legacy VLOC radios that do not include an integral display with CDI indications will require a backup nav indicator.

If there is already a dedicated indicator wired to an existing NAV Receiver or GPS then it can be paralleled to the ACU as shown in Section 9.

WARNING: Failure to provide a backup Nav indicator when required will violate the STC.

Garmin SL-30 Interface

The Garmin SL-30 when connected to the EFD1000 system through the composite

video input requires that the SL-30 be configured for “Converter” in the set-up mode. When you configure the SL-30 for “Converter” it disables the OBS input to the radio thereby disabling the Left/Right/To/From analog outputs and it also disables VOR

Monitor mode and Back Course mode. Therefore the SL-30 cannot be used to directly drive a backup HSI or Nav indicator without an internal converter. If you desire to

connect the SL-30 to the EFD1000 you must do one of the following: use one of the

backup Nav indicators in Figure 9.24, use a KN-72 VLOC Converter between the SL-30

composite out and Nav indicator analog in, or use a backup Nav indicator connected to another navigation receiver in the aircraft.



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5.2.5

GPS Annunciators The EFD1000 is capable of displaying GPS annunciations on the HSI portion of the display from those ARINC 429 connected GPS receivers that output these labels. If

using the PFD display for any required GPS annunciations verify that the GPS receiver output’s these messages on the ARINC 429 bus. GPS Annunciations on PFD (if provided by GPS): • • • • •

5.2.6

MSG WPT

TERM APPR

INTEG

Power Requirements An electrical load analysis must be performed to ensure the installed EFD1000

components do not exceed the current capacity of the aircrafts charging system (see Section 7.1).

An “EFIS MASTER” switch or switch breaker to the PFD may be installed if the customer desires to isolate the PFD during engine starts. The PFD breaker must be a pull type

breaker and should be connected to the switched battery bus. A location will need to be found for the ACU breaker(s) and they should be connected to the avionics bus (switched battery bus if no avionics bus).

5.3 PART 135 IFR Operations The 30 minute back-up battery in the PFD is not approved for use as a power source to meet the electrical power source requirement for single engine Part 135 IFR operations under 14 CFR 135.163.

5.4 Setting V-SPEED Textual Markers Have the aircraft operator complete “Operator Configuration Checklist” in Appendix C so that

this data is available prior to configuring the system in Section 10. We suggest making a copy of this form and have it signed by owner/operator, then put a copy in Installation Package.



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5.5 Optional Interfaces 5.5.1

Autopilot The EFD1000 Pro with ACU emulates a KI-525A HSI by providing HDG Datum, CRS

Datum, and navigation L/R outputs to a connected autopilot. Any autopilot compatible with the KI-525 HSI is compatible with the EFD1000 System.

Similarly, the EFD1000 Pro with ACU emulates the KI-254/KI-256 flight director

indicator by accepting FD signals compatible with these indicators and displaying them on the EFD. Any autopilots that output a flight director signal that is compatible with the KI-254/256 is compatible with the EFD1000 System.

Section 9 of this document shows interconnect diagrams for common autopilots that

are KI-525A and KI 254/256 compatible, and therefore also compatible with the

EFD1000. Because the EFD1000 outputs Heading Datum and Course Datum via the

ACU the existing HSI/DG is no longer required to provide this output to the autopilot.

In addition, some existing autopilots that have only a DG installed (i.e. no HSI) will gain full HSI features with the installation of the EFD1000 System. Please check the

manufacturers’ installation data for any jumpers or hardware that needs to be added or removed from the autopilot to add the HSI interface.

When the EFD1000 System is installed, the ACU controls all analog navigation signals provided to the autopilot. Navigation signal output to the autopilot is switched depending on which sensor is coupled to the EFD1000 HSI. Therefore the

LT/RT/UP/DN, flags, and ILS Energize must only be connected between the ACU and autopilot, and there should be no direct connection between the navigation receiver and the autopilot. The autopilot’s flight director output may be paralleled from the autopilot to the

existing Flight Director and ACU so that it is displayed on both instruments. The FD may also be connected to just the ACU for Flight Director display on the PFD when there is no existing flight director.

5.5.2

GPSS GPS Steering provides a steering command to the autopilot through the HDG Datum

channel to provide for enroute, procedure turn, holding pattern, and turn anticipation operation. GPSS through the EFD1000 is only available if Label 121 is transmitted by the GPS over the ARINC 429 bus. RS-232 interfaces do not provide label 121; therefore, for RS-232 GPS systems GPSS functionality is not provided.



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5.5.3

GPS/ NAV Switching Existing GPS/NAV switching from the GPS and VLOC receiver to the original HSI will be removed as the PFD will provide this capability. The existing GPS and VLOC receivers

will be wired directly to the PFD or ACU(s) as per the installation drawings in Section 9. Any analog connections from the GPS and/or VLOC receiver to the autopilot will be removed and wired per the ACU to autopilot interfaces shown in Section 9.

5.5.4

Sonalert A Sonalert may be installed to provide an audio tone to the pilot whenever an altitude or minimums advisory is generated by the system.

5.5.5

Heading Output It may be necessary to use a digital bus, in lieu of a synchro output, to supply an

external device such as a TCAS or StormScope system with heading. Label 320 is

output from the ACU on P3 pins 4 & 5 via a low speed ARINC 429 bus, if no ACU is installed then label 320 is available from the PFD pins 26 and 27.

Figure 5.4 – Low Speed ARINC 429 Heading

(Note- the Bendix/King KTA810/910 and KMH820/920 only accept High Speed A429 and therefore are not compatible with this output). Contact Aspen Avionics product support for suggestions on using an ARINC 429 low to high speed converter.

5.5.6

Second ACU A second ACU is required when two (2) analog VLOC receivers are installed.



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6

Mechanical Installation The EFD1000 installation will require mechanical modifications to the aircraft. The PFD, RSM, and Configuration Module will be installed in all installations, while one (1) or two (2) ACU(s) may be required in others. Most installations will require removing and relocating existing flight

instruments to alternate locations in the instrument panel to be used as standby instrumentation.

6.1 Unpacking and Inspecting Equipment Perform a visual inspection of all equipment for evidence of damage that might have occurred during shipment. If a damage claim is to be filed save all shipping boxes and packing material to substantiate your claim.

6.2 Equipment Location Documentation It is required by the AML-STC that the PFD, RSM, CM, and ACU mounting locations be

recorded on Figure D1 of Appendix D. It is also required that an accurate description of wire and cable routing be noted on the figure. This information will be required later to comply

with the ICA’s. Make a copy of the form and give to owner for inclusion in permanent aircraft records.

6.3 Log Book Entry Make a log book entry at the completion of the installation indicating that the aircraft has been modified in accordance with the EFD1000 AML-STC.

6.4 Weight and Balance Using the component weights in Table 6.1 and the moment arm of the component mounting locations perform a weight and balance calculation per AC 43.13-1B. Also account for equipment removed during the modification process.

Component

Weight (Ibs)

EFD1000 including bracket

2.9

RSM – Remote Sensor Module

0.2

ACU – Analog Converter Unit

0.8

Configuration Module

0.1

Table 6.1 – Component Weights DOCUMENT # A-01-126-00


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6.5 Installation Limitations The following mounting limitations must not be exceeded during the installation of the PFD and RSM: •

The PFD must be mounted within ±8º of perpendicular to the aircraft waterline.

•

The PFD must be mounted within 0.0±0.1º of the zero degree roll “wings level” axis.

•

The RSM must be mounted within ±4º to the longitudinal axis of the aircraft (see Figure 6.8)

•

The RSM must be mounted within ±10º to the zero degree roll “wings level” axis (see Figure 6.10)

•

The RSM must be mounted within ±10º to the zero pitch axis “waterline” of the airframe (see Figure 6.9). In no case may the PFD to RSM difference be greater than 18º (8º of PFD tilt plus 10º of RSM tilt).

•

RSM must be mounted to a relatively flat surface such that when installed it will not

deform the aircraft skin and must not allow more than a .030” gap between RSM and skin.

•

RSM must not be mounted to a NO ZONE as pictured in Figure 6.7.

•

Mounting the RSM to, or making other penetrations through, the aircraft pressure vessel is beyond the scope of this STC. Separate FAA approval of pressure vessel penetrations required to accommodate RSM mounting is required prior to the

installation of the remaining EFD1000 system components under the EFD1000 AMLSTC. •

Mounting the RSM to a composite or fabric skinned aircraft is beyond the scope of this STC. On composite and fabric skin aircraft, separate FAA approval of the RSM

mounting is required prior to the installation of the remaining EFD1000 system components under the EFD1000 AML-STC.

6.6 Equipment Bonding All metal components must be grounded and bonded to the airframe with less than 3 milliohms resistance in accordance with FAR 23.867(a).

The PFD uses an installer fabricated braided bonding strap to ensure proper bonding to the panel. The bond strap is attached with supplied screw (3/8th inch length) to back of PFD at

location just below and left of static port. The other end of strap is attached to PFD mounting bracket screw at backside of panel. DOCUMENT # A-01-126-00


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The RSM does not require an RF ground plane, but it must be bonded to the airframe to meet

compliance with DO-160E EMI and Lightning certification requirements. The attached ground wire on the RSM is not a bonding wire but is a shield ground for the pigtail over braid and must be connected to airframe ground.

The ACU is bonded through its six (6) mounting holes and chassis when mounted to a metal surface, otherwise a braided or single stranded wire bonding strap to airframe ground will need to be fabricated for mounting on composite structures.

6.7 Cooling The PFD has an integral fan mounted to the lower backside of the unit. The fan must not be

covered as to restrict airflow through the unit. The RSM, ACU, and Configuration Module have

no specific cooling requirements.

6.8 PFD Installation Mechanical installation of the PFD requires installing the included mounting bracket,

connecting a braided bonding strap between the PFD and panel, and installing pitot and static connections to the two keyed quick release pressure fittings.

6.8.1

PFD Mounting Location The PFD must be mounted in the center position of the instrument panel per FAR

23.1321(d). If the two existing instrument holes that contain the attitude indicator and

direction indicator are not exactly centered, but are the closest instruments to the center, then that position is acceptable for mounting the PFD.

NOTE:

Modification to the existing instrument panel is not authorized under this STC. Any modification must be approved separately. PFD Mounting Location

PFD

Figure 6.1 - PFD Mounting Location DOCUMENT # A-01-126-00


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6.8.2

Mounting Bracket Installation The pre-drilled holes in the mounting bracket (see Figure 6.4) support both standard 3” round instrument holes, and 3ATI square cutouts. The bracket is centered on the upper instrument hole. The lower portion of the bracket is provisioned with screw slots, allowing variable vertical spacing configurations.

If the lower cutout is a 3ATI or other larger standard cutout, a commercially available metal blanking plate should be used to flush fill the cutout. Use the PFD Mounting Bracket as a template to cut the 2.10” diameter cutout for the fan and two 0.150” diameter mounting holes. All cut edges should be treated to prevent corrosion.

The PFD is attached to the instrument panel in 6 places with MS24693-S30 (#6-32 flathead screws), NAS1149FN632P (washers), and MS21044N06 (#6-32 Nuts). It is also acceptable to use existing #6 nutplates or equivalent.

1) Burnish the back of the instrument panel around one of the 6 mounting holes to allow for bracket to instrument panel bonding through the screw/washer/nut.

2) Loosely install the bracket with the upper two mounting screws/nuts/washers as shown in Figure 6.3.

3) Use an inclinometer on the top of the PFD bracket with the aircraft level to make

this adjustment. It may be necessary to slot the existing holes to align the bracket in the roll axis.

4) The PFD must be mounted within 0.0±0.1º of the zero degree roll “wings level” axis.

5) Fabricate an 8” bonding strap from braid and two ground lugs. Attach one ground lug to a mounting screw on the backside of the panel (see Figure 6.2).

6) Install remaining PFD mounting bracket screws and nuts.

7) Tighten all six (6) mounting screws and nuts to 12 in-lbs anchoring the bracket to the panel.

Aircraft with tilted instrument panels of 8º or less can install the PFD flat against the panel. The tilt will later be removed electronically in the system configuration using the Pitch Attitude Trim adjustment.

6.8.3

PFD Bonding Strap An 8” or shorter braided bonding strap is required between the screw (below and left of the static port- see Figure 6.2) on the backside of the PFD to a location on the

backside of the instrument panel using one of the mounting screws and nuts. Verify

less than 3 milliohms resistance to airframe ground at bonding strap connection point.



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Bonding Strap Attachment Screw

Rear View of PFD

Figure 6.2 – PFD Bonding Strap Connection

Figure 6.3 – PFD and Bracket Installation



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Figure 6.4 - PFD Mounting Bracket (inches)



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6.8.4

Pitot and Static Connections Pitot and Static connections are made to the PFD via two keyed quick connect fittings. These connections will typically require a “T fitting” to be installed in-line with the existing altimeter and airspeed indicators.

The quick connectors are keyed such that they cannot be interchanged. Once the correct quick connector is fastened to the pitot and static lines, they cannot be inadvertently swapped on the rear of the PFD unit.

NOTE: The pitot quick connector will fit on the PFD static port but the static quick connector cannot be inadvertently connected to the PFD pitot port due to the keying. Each connector has a 0.256” diameter barbed fitting that accepts a ¼” hose.

Figure 6.5 - Pitot & Static Quick Connector

6.8.5

Quick Connector Installation 1) Insert “T” fitting into existing aircraft Pitot line and secure with Aero Seal 6604 or equivalent hose clamp (see Figure 6.6).

2) Connect a length of pitot line tubing between the “T” fitting and the “P” quick

connector. Verify the length of tubing can be installed with no drip loop and that it can be secured away from flight controls. Secure each end with Aero Seal 6604 or equivalent hose clamps.

3) Insert “T” fitting into existing aircraft Static line and secure with Aero Seal 6604 or equivalent hose clamp (see Figure 6.6).

4) Connect a length of pitot line tubing between the “T” fitting and the “P” quick

connector. Verify the length of tubing can be installed with no drip loop and that it can be secured away from flight controls. Secure each end with Aero Seal 6604 or equivalent hose clamps.

5) Secure pitot and static lines as necessary to prevent interference with other aircraft structures and components.

CAUTION: Secure pitot and static lines so that they will not interfere with flight controls and are not at risk of mechanical damage.



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Figure 6.6 – Pitot & Static Line Connections

6.8.6

Leak Check Requirements A pitot static leak check is required after the installation of the quick connectors and the PFD is installed. The quick connectors are designed such that they seal when disconnected.



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6.9 RSM Installation The RSM is typically installed near the tail of the aircraft on an unpressurized portion of the

airframe. As the RSM incorporates both the OAT sensor and the emergency GPS antenna, it must be mounted on the top outside of the airframe. In addition, the RSM includes the

magnetic flux sensors which is why it is important to locate the RSM as far away from the cabin and baggage (or “hat rack”) compartment as practical.

Unlike a GPS antenna that is used for primary navigation, the backup GPS usage and inherent

sensitivity do not require a full view of the sky. Therefore, the vertical stabilizer may partially mask the antennas view of the sky/horizon. Installation on either side of the vertical fin is acceptable.

The preferred RSM installation area is a minimum of 12 inches behind a typical baggage or

(hat rack) compartment to no closer than 39” from the end of the fuselage (see Figure 6.7). The NO ZONE areas below are hot zones for a lightning strike and are not to be used for mounting the RSM. The RSM must not be mounted to the wing, the top of the vertical

stabilizer, the horizontal stabilizer, the fuselage forward of the cabin, or within 39” as measured from the fuselage aft end as shown.

The RSM should not be mounted within 18 inches of a VHF Comm antenna, 6 inches of a GPS or ELT antenna, and within 2 inches of another RSM.

The RSM will need to be mounted to a relatively flat surface such that there is less than .030” gap surrounding the RSM when installed. The RSM must not be mounted to an excessively curved area which could become deformed upon mounting the RSM.

NO ZONE Alternate Locations

12"

NO ZONE

Prefered Area 12" minimum separation

12" minimum separation

Hat Rack

NO ZONE

Baggage Compartment 39"

Figure 6.7 - RSM Mounting Location



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6.9.1

Proposed RSM Location Check The installer must determine the best RSM location given the above factors. A navigation quality handheld compass (i.e., hiking compass) can be used to find a

magnetically quiet area free from the effects of magnetic disturbances from flight controls, autopilot servos, strobes, or any other large magnetic field appliance.

Place a small handheld compass in the proposed RSM mounting location and operate all electrical systems. The compass needle should not deflect more than 2 degrees during testing.

If a location cannot be found with less than 2 degrees of deflection then the electrical device causing the interference will need to be determined. The device causing the interference may need to be re-bonded or the wiring may need to be relocated. Once an area is located free from electrical interference the flight controls will need to be moved from stop to stop to determine if there is any compass deflection.

If the compass does not show any deflection from electrical or mechanical sources then that location is acceptable to mount the RSM.

If the proposed location is free of electrical interference but shows deflection from the flight controls it may be possible to degauss the flight control cables and or flight

control hardware. Large ferric moveable objects that have become magnetized can cause compass deflection.

Fixed ferric objects can be compensated for by the AHRS during the RSM alignment. A degaussing coil can be purchased at most audio and video stores.

NOTE:


If it is impossible to find a suitable mounting location in the preferred area it may be permissible to mount the RSM above the cabin. A location will need to be found that is a minimum of 12 inches from any cabin speakers or electronic device that can cause compass fluctuations at the RSM location. Use the above procedure with the handheld compass to locate a quiet area. During operation of the electrical systems concentrate on those devices that are in the cabin and within the headliner. Be aware that headsets and other items worn by and operated by the flight crew and passengers could potentially interfere with the RSM. Typically this would be when the headset is within 12” of the RSM location. Find a location that cannot be affected by the passenger and flight crew headsets while seated and moving about the cabin.


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6.9.2

Pressurized Aircraft On pressurized aircraft it will be necessary for the RSM wiring to penetrate the aircraft pressure vessel. The installer is responsible for obtaining proper documentation and

FAA approvals from either the airframe manufacturer or from a DER or FAA field office for any penetrations of the pressure vessel or bulkhead.

CAUTION: Penetration of the pressure vessel is not approved under this STC and will require separate approval. CAUTION: Mounting the RSM on the pressure vessel is beyond the scope of this STC and requires separate approval.

6.9.3

Second RSM Placement (MFD) A second RSM may be installed in preparation for a MFD1000 installation. It is

preferred to mount RSM #2 on either side of RSM #1 with a spacing of 2 inches or

more. A typical install would place the RSM’s on opposite sides of the vertical stabilizer. RSM’s may be mounted fore and aft if a side by side orientation is impractical.

6.9.4

RSM Mounting Angles For RSM mounting the following maximum mounting angles apply.

Figure 6.8 – RSM Top View longitudinal Alignment



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Maximum fore and aft tilt is in relation to the aircraft waterline. An aluminum shim might be required to keep orientation within limits (see Section 6.9.9 for shim fabrication).

Figure 6.9 – RSM Fore or Aft Max Tilt



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Maximum side to side tilt is 10 degrees in relation to wings level. An aluminum shim might be required to keep orientation within limits (see Section 6.9.9 for shim fabrication).

Figure 6.10 – RSM Side to Side Max Tilt

6.9.5

RSM Doubler This STC approves the use of the doubler shown in Figure 6.11 for Aluminum Skinned

aircraft only. Mounting the RSM to a composite or fabric aircraft is not approved by this STC and will require that the installer obtain separate approval of the RSM

mounting on these classes of aircraft. After the RSM mounting has been approved, this STC may be subsequently installed. The doubler is to be fabricated by the installer using the dimensions and rivet holes as shown. Should the installer wish to deviate from this doubler in size, rivet count, rivet spacing, or doubler thickness, they are required to seek separate approval.



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6.9.6

RSM Doubler Fabrication 1) Determine the thickness of aircraft skin. 2) For aircraft skins 0.050” thick and less the doubler should be made from 0.050”

material. For aircraft skins thicker than 0.050 the doubler should be made from

material the same thickness as the skin.

3) Fabricate the doubler from 2024-T3 AMS-QQ-A-250/5 to the dimensions in Figure 6.11, Tolerances ± 0.030

Figure 6.11 – RSM Doubler 4) Remove burrs and break sharp edges (0.005” – 0.015”) 5) Finish with Alumiprep Etch and Alodine Conversion Coating, or equivalent. 6) Mask around the four (4) mounting holes the diameter of the mounting washers or 1/2" on the down side of the doubler (see Figure 6.12). Prime that side with epoxy

primer per MIL-P-23377 or equivalent. Do not prime the side that faces the aircraft DOCUMENT # A-01-126-00


Revision C


skin. This allows for a doubler to aircraft skin bond and mounting washer to doubler bond.

7) Mark forward direction on doubler because pattern is not symmetrical. 8) Using the doubler as a template match drill holes in aircraft fuselage at location

determined from Section 6.9.1. Doubler must be aligned to the longitudinal axis of the aircraft to within ±4º (see Figure 6.8).

Figure 6.12 – Masking of doubler

9) Remove burrs and break sharp edges on the aircraft skin (0.005” – 0.015”) 10) Burnish the aircraft skin on the inner surface in the area where the doubler will mount. Apply Alodine 1201 and do not prime.

11) Mount a ground stud to the doubler for attachment of the RSM shield wire. Use an MS24694-S9 #8-32 flathead screw and AN264-832A locknut or equivalent as shown.

Aircraft Skin

Countersink

Doubler

Figure 6.13– Ground Stud Mounting DOCUMENT # A-01-126-00


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12) The doubler is attached to the inside surface of the aircraft skin with solid rivets. •

For aircraft skin less than 0.032 thick install with MS20470AD4 protruding head rivets.

•

For aircraft skin thickness of 0.032 install with NAS1097AD4 rivets flush in the fuselage skin. Carefully control the countersink depth to not knife edge the fuselage skin.

•

For aircraft skin thicknesses 0.040 to 0.063 install with NAS1097AD4 rivets flush in the fuselage skin.

•

For aircraft skins 0.070 or thicker install with NAS1097AD5 rivets flush in the fuselage skin.

13) Verify that the ground stud has less than 3 milliohms to ground.

Figure 6.14 – Rivet Installation



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6.9.7

RSM Installation 1) It is not required to remove aircraft surface paint below RSM unless an aluminum shim was required on extreme mounting angles. The shim must be bonded to the fuselage. Bonding of RSM is through four (4) mounting screws to doubler.

2) Install RSM on aircraft and secure using four (4) MS27039C08-17 stainless screws, four (4) NAS1149EN0832P cadmium plated stainless washers, and four (4)

MS21044C08 stainless nuts. Torque hardware to 12-15 in-lbs. Installer may

substitute nut plates for washers and nuts provided the nutplates are attached to the doubler only and not the aircraft skin. Nutplates must be stainless steel.

3) Apply a bead of non-corrosive sealant around the RSM and over each mounting screw.

CAUTION: Only use stainless steel mounting hardware (i.e., screws, nuts, washers, nutplates) to mount the RSM. Use of any other ferrous screws or hardware may cause compass errors.

Aircraft Skin

Doubler (installer fabricated) FWD

Figure 6.15 – RSM Mounting

6.9.8

RSM mounting on Composite or Fabric Mounting the RSM to a composite or fabric skinned aircraft is beyond the scope of this

STC. Separate FAA approval of the RSM mounting is required prior to the installation of the remaining EFD1000 system components under the EFD1000 AML-STC.



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6.9.9

RSM Shim Fabrication (if necessary) If the RSM exceeds the mounting limits of Section 6.9.4 a shim will be required. Fabricate a shim with the dimensions of the RSM baseplate. Optionally the shim can be made square and slightly larger than the RSM baseplate for ease of construction (see Figure 6.16).

Figure 6.16 – Example Shim Top View

The shim must not exceed the minimum and maximum thickness as shown in Figure 6.17.

No Thinner than 0.040" No Thicker than 3/8"

Figure 6.17 – Example Shim Side View

1) Use RSM doubler as a template to mark shim stock. 2) Fabricate shim from 2024-T3 aluminum with the four (4) mounting holes and 0.5” cable pass-thru drilled through.

3) Remove burrs and break sharp edges (0.005” – 0.015”) 4) Finish with Alumiprep Etch and Alodine Conversion Coating, or equivalent. DOCUMENT # A-01-126-00


Revision C


5) Mask off top side of shim 1/4” inside mounting surface of RSM and mask off a similar area on the bottom so that these areas remain Alodine only (see Figure

6.18). Prime unmasked areas with epoxy primer per MIL-P-23377 or equivalent. Paint to match aircraft color if desired.

Epoxy Primer Both Sides

Do not Prime Mask Off Both Sides

Figure 6.18 – Masking of Doubler for Priming 6) The shim must be bonded to the aircraft skin by removing the paint and prepping the aircraft surface where the shim and RSM will be mounted. Remove paint ½”

inside the outer footprint of the RSM mounting location. Burnish the aircraft skin and apply Alodine 1201, do not prime. 7) Sandwich the shim between the aircraft skin and the RSM following the RSM installation procedure in Section 6.9.7.

8) Apply sealant around shim and RSM.



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6.10

ACU Installation

The ACU has no user interface, and therefore can be remote mounted. The optimum

mounting location is an area that minimizes wire runs to interfacing equipment. This typically means near the autopilot computer if installed.

When mounting the ACU find a location in the aircraft of known load carrying capabilities such as: • • • •

Existing Avionics Shelf

Baggage compartment Radio Rack

Cockpit Floor

Figure 6.18 – ACU Mount to Flat Metal Shelf 6.10.1 ACU Mounting Mount ACU to existing shelf in any orientation using six (6) MS24694-X #6-32 screws,

six (6) NAS1149FN632P washers, and six (6) MS21044N06 #6-32 self locking nuts or equivalent. Tighten nuts to 12 in-lbs.



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An unpainted surface of the ACU case must be bonded to aircraft ground either

through mounting to a metal shelf or with an installer fabricated bonding strap of wire braid or single stranded wire no more than 12 inches in length. Attach ground lug of bonding strap to one of the mounting screws if required.

Verify ACU case to airframe ground has less than 3 milliohms of resistance. Should a shelf or bracket need to be fabricated in order to install the ACU it is beyond the scope of this STC and will require separate FAA approval for that modification.

1

19

20

37 1

13

1

8

14

25

9

15

Figure 6.18 – ACU Dimensions (inches) DOCUMENT # A-01-126-00


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6.11

Configuration Module Installation

The Configuration Module will be cable tied to the PFD wire harness. Leave just enough slack in the cable ties so that the configuration module can slide along the PFD cable. This will

prevent strain on the configuration module connector while the PFD harness is manipulated during installation and subsequent removal/replacement.

Figure 6.19 – Configuration Module Dimensions (inches)

Cable Tie two (2) places

Figure 6.20 – Configuration Module Tie Wrapped to Harness



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7 Electrical Installation 7.1 Electrical Load Analysis Perform an electrical load analysis to verify the aircraft complies with FAR 23.1351(a) using the current draw of each installed component as determined from Table 7.1 below.

Component

Current Draw (amps)

EFD1000

2.4 nominal @ 28Vdc

RSM – Remote Sensor Module

Current Draw

ACU – Analog Converter Unit

0.5 nominal @28Vdc

4.8 nominal @ 14Vdc included in EFD1000

1.0 nominal @ 14Vdc Configuration Module

Current draw

included in EFD1000

Table 7.1 – Current Draw

7.2 Electrical Installation A 7.5 amp pull type circuit breaker or breaker/switch combination for the PFD will need to be wired and mounted in a location accessible to the pilot while seated. The breaker will be

powered from the switched battery bus. If installing a switch, label it “EFIS Master” and install in a location accessible to the pilot while seated. The switch must be rated for at least 7.5

amps continuous duty. Record the location of circuit breaker on Figure D1 of Appendix D. A two (2) amp pull type circuit breaker for the ACU will need to be installed in a location

accessible to the pilot while seated. Wire the power source from the avionics bus (switched

battery bus if no avionics bus exists). The breaker is to be labeled “ACU” or “ACU #1” in a dual ACU installation. If a second ACU is installed it will require its own two (2) amp breaker labeled “ACU #2”. Record the location of circuit breaker(s) on Figure D1 of Appendix D.

Use of MIL-C-27500 shielded wire and MIL-W-22759 single conductor wire is recommended. All wires should be fabricated as shown in Section 9 keeping all grounds as short as possible. Wires and connectors must be clearly marked per FAR 23.1365(d). Wires and wiring bundles must be secured in such a way to eliminate risk of mechanical damage and minimize exposure to heat and fluids per FAR 23.1365(e). DOCUMENT # A-01-126-00


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7.2.1

HIRF/Lightning Requirements In order to meet HIRF and Lightning requirements it is required that the following cable runs use either an over braid applied during fabrication or doubled shielded wires. The over braid or double shield should extend within the back shell and must be grounded at both ends.

All ARINC 429 and RS-232 wiring into or out of the PFD require either a double

•

shielded wire or a tinned copper over braid be applied over the twisted shielded pair. See Figure 7.1 below and NOTE 1 on Wiring Diagrams 9.4 through 9.14.

Over Braid or Double Shield

1

GPS1 Twisted Shielded Pair or Pairs*


RS-232 or A429

1

GPS2

Twisted Shielded Pair or Pairs*

RS-232 or A429

PFD *Twisted Shielded Pair or Pairs = all shielded wires as shown on Wiring Diagrams in Section 9. This may be one, two, or three sets of twisted shielded pair. Over braid installed over top. Over Braid or Double Shield

1 Twisted Shielded Pair or Pairs*

1

Tinned copper over braid Alpha Wire P/N 214X, Daburn P/N 2350-X or equivalent , or doubled shielded wires MS27500-22TG2V64 2 conductor cable or equivalent are required on the following inputs and outputs.

ACU A429 PFD to ACU only

ACU to Analog GPS, ACU to Analog VLOC, and ACU to Autopilot do not require over braid. Wire as shown on Wiring Diagrams in Section 9.

Figure 7.1 – Over Braid/ Double Shield Requirements



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The following wires require shields to comply with HIRF and Lightning requirements: •

Aircraft power to the PFD requires a single stranded shielded wire from circuit breaker to PFD. See Figure 9.1.

•

The discrete output from the PFD to the sonalert and the power wire from circuit breaker to sonalert require a single stranded shielded wire. See Figure 9.1.

•

PFD to Configuration Module comes as an assembly with color coded wires and uses an over braid over non-shielded single conductor wires.

PFD to RSM wiring does not require the over braid or double shield, only what is specified in Section 7.2.3.

ACU to GPS, ACU to VLOC receiver, and ACU to autopilot require no additional shielding just what is specified in the wiring diagrams of Section 9.

7.2.2

PFD to GPS/VLOC/ACU Wiring Use tinned copper over braid or double shielded wires on all ARINC 429 and RS-232

wires entering or exiting the PFD back shell. Ground the over braid and wire shields

within the back shell. If using double shielded wire it may be difficult to terminate all

shields within the back shell. If this is the case then use a piece of tinned copper over braid that extends at least 6 inches outside the back shell to cover all unshielded wires(see Figure 7.2).

Figure 7.2 – PFD Back Shell Grounds



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At the GPS/VLOC/ACU terminate the over braid within the back shell or as close as possible. Ground the over braid at this end using a pigtail as short as possible. If using double shielded wires then ground both shields at the GPS/VLOC/ACU with pigtail as short as possible.

7.2.3

RSM Wiring The PFD to RSM wiring run is made with a single cable seven (7) conductor shielded

wire. M27500-A24SD7T23, M27500-22TG7T14 or equivalent 22 or 24AWG seven (7) conductor shielded cable can be used.

Assembly using M27500-A24SD7T23 or equivalent Cable: RSM END

Terminate the aircraft side of the RSM wiring with the Hirose circular connector SR3010JF-7S(71) from installation kit as shown in Figure 7.3 below. Due to the compact

design of the Hirose connector it may be easier to solder the wires to the solder cups

on the bench versus inside the tail of the aircraft. Use a fine tip soldering iron for this procedure.

1. Pass the cable through the hood and metal cover. Strip back the insulation to expose the shielding and wires with the dimensions that are shown.

2. Stake the metal clamper to the shield in the location shown. A hexagonal crimper such as the ones used for BNC Coax connector assembly work can be used to crimp it to approximately 5.2mm outside diameter.

3. Assemble the two pieces of the connector such that the solder cup piece is retained by the ring. Discard the washer as it is not required.

4. Solder the seven (7) 24 AWG wires to the connector. 5. Thread metal cover onto connector.

6. Insert screw into metal cover so that it indents into metal clamper.

7. Put hood over metal cover.

Qty 7 – 22 AWG conductors

M27500-22TG7T14 or M27500-A24SD7T23 or equivalent

Connector

Metal Cover

Hood To PFD

10mm 4mm 20mm

To RSM

Metal Clamper

Screw

Figure 7.3 – RSM Connector assembly DOCUMENT # A-01-126-00


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CAUTION: Do not run RSM wiring near high current devices such as strobes and air conditioners and avoid running RSM wiring in same wire bundle as strobe and air conditioning wiring bundles if at all practical.

PFD END

Terminate the shield at the PFD end inside the back shell. Attach pigtail ground wire to shield and connect to ground screw as shown in Figure 7.4.

Figure 7.4 – PFD Back Shell Grounds/RSM

7.2.4

Configuration Module Wiring The Configuration Module (CM) connector comes as an assembly with color coded

wires within an over braid. The wires are inserted into the appropriate pins as shown in Figure 9.1. The green wire with ground lug is attached to back shell. PFD Pin 41

42

Black

Brown

CM Pin 1

2

43

Orange

4

44

Red

3

--


Color

Green

5


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7.2.5

ACU Wiring Wire as shown in Section 9 keeping all grounds as short as possible. No additional HIRF shielding is required. The ACU case must be grounded to airframe ground for proper operation.

7.2.6

Back Up NAV Indicator Wiring Wire as shown in Figures 9.24, 9.25, and 9.26. Do not parallel more than one NAV Indicator to each ACU.

7.2.7

Autopilot Wiring Wire autopilot to ACU as shown in Section 9. Remove any existing connections and

switching between GPS and NAV receivers to autopilot. Only ARINC 429 wiring may

remain between the GPS and autopilot for NAV mode GPSS. The ACU will perform all switching functions to autopilot for GPS1, GPS2, NAV1, NAV2.



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8 Electrical Connections 8.1 PFD Electrical Specifications 8.1.1

Power Input Nominal Input:

14Vdc or 28Vdc

Operating Range: 8.1.2

8Vdc to 32Vdc

Tone (Sonalert) Output Active on:

Ground

Load Current:

100ma maximum

Inactive off:

8.1.3

Open

RS-232 GPS Input The PFD will receive the following data on pin 8 when transmitted from the GPS

receiver. Data is accepted in packets coded in the industry standard "avionics" format at a baud rate of 9600, 8 data bits, 1 stop bit, no parity. Packets are accepted at approximately 1 Hz.

Serial packets are prefixed by an ASCII character (0x02 hex), and completed

with an ASCII character (0x03 hex). Multiple messages consisting of an ID and a Value are contained between the and . Each message is terminated with an ASCII carriage return ( = 0x0d hex). A single packet therefore is organized as follows: ….

ID

VALUE

VALUE FORMAT

Latitude

sddmmhh

B

Longitude

sdddmmhh

C D E E

Magnetic Track Ground Speed Distance to Waypoint Distance to Waypoint

ddd ddd ddddd dddddd

I K

Desired Track Active Waypoint Identifier

dddd ddd[dd]

A



DESCRIPTION s = sign (N for north, S for south) dd = degrees mm = minutes hh = hundredths of minutes s = sign (E for east, W for west) ddd = degrees mm = minutes hh = hundredths of minutes ddd = track in degrees ddd = speed in knots ddddd = distance in nm X 10 (Alternate format for ARNAV) dddddd = distance in nm X 100 dddd = track in degrees x 10 ddd = ASCII waypoint ID [dd] is optional for up to 5 characters Revision C


ID

VALUE

VALUE FORMAT

L Q

Bearing to Active Waypoint Magnetic Variation

dddd sddd

T

Warnings

---A-----

w

Waypoint Info

See below

DESCRIPTION dddd = bearing in degrees x 10 s = sign (E for east, W for west) ddd = degrees x 10 A indicates GPS NAV flagged Otherwise, all dashed

'w' messages are waypoint route information and correspond to the flight plan

programmed in the GPS navigator. A unique 'w' message is allocated for each waypoint in the current flight plan. The following table describes the bit coding within the

message value field.

Byte

VALUE

VALUE FORMAT

ID from above table

w

2-3

Waypoint Number

dd

4

Sequence Number

xiannnnn

5-9

Waypoint Identifier

ddddd

10

Waypoint Latitude

sddddddd

11

Waypoint Latitude

xxdddddd

12

Waypoint Latitude

xddddddd

13

Waypoint Longitude

sxxxxxxx

14

Waypoint Longitude

dddddddd

15

Waypoint Longitude

xxdddddd

16

Waypoint Longitude

xddddddd

17

Magnetic Variation

dddddddd

18

Magnetic Variation

dddddddd

19

Waypoint Terminator

1



DESCRIPTION ASCII Character Indicates beginning of a single waypoint item ASCII Characters dd = waypoint number represented with two ASCII characters Packed unsigned binary x = not used i = 1 if last waypoint in route a = 1 if active waypoint in route nnnnn = waypoint number ASCII Characters Identifier as 5 ASCII characters Packed unsigned binary s = sign (0 for north, 1 for south) ddddddd = degrees Packed unsigned binary x = not used dddddd = minutes Packed unsigned binary x = not used ddddddd = hundredths of minutes Packed unsigned binary s = sign (0 for east, 1 for west) Packed unsigned binary dddddddd = degrees Packed unsigned binary x = not used dddddd = minutes Packed unsigned binary x = not used ddddddd = hundredths of minutes Packed unsigned binary dddddddd = LS Byte Packed unsigned binary dddddddd = MS Byte ASCII Character Packet terminator

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8.1.4

ARINC 429 GPS Inputs The PFD receives the following labels on pins (16, 17) and (20, 21) when transmitted from a GPS receiver. ARINC 429 word definitions are implemented per GAMA Pub 11. ARINC Label(s)

PFD Parameter

074

Data Record Header

075, bit 9 set

OBS/HOLD Mode

075, bit 9 not set

Auto Course Select

Label 100, bits 13(0)

CDI Select (GPS)

[GNAV installation only]

Label 100, bits 13(1)

CDI Select (VLOC)

[GNAV installation only]

Label 114

GPS “Desired Track”

Label 115

GPS “Waypoint Bearing”

and 12(1) and 12(0)

Label 116

GPS “Crosstrack”

Label 117

GPS “Vertical Deviation”

Label 147

GPS “Magnetic Variation”

Label 121

GPS “Horizontal Command”

Label 251

GPS “Distance to Go”

Label 252

GPS “Time to Go”

Label 261G, bits 25

GPS “ENROUTE”

(0), 26(0), 27(0) Label 261G, bits

GPS “ TERMINAL”

25(1), 26(0), 27(0) Label 261G, bits

GPS “APPR Active”

25(0), 26(1), 27(0) Label 300

GPS “Mag. Station Decl, Wpt Type, Class

Label 303

GPS “Message Length, Type, Number

Label 304

GPS “Message Characters 1-3”

Label 305

GPS “Message Characters 4-6”

Label 306

GPS NAV Waypoint Latitude” Full precision

Label 307

GPS NAV Waypoint Longitude” Full precision

Labels 310

GPS “Present Position Latitude”

Label 311

GPS ”Present Position Longitude”

Label 275, bit 23

GPS “TO” Flag

Label 275, bit 24

GPS “FROM” Flag

Label 275, bit 11 set

GPS “WPT ALERT”


GPS “INTEGRITY”


GPS “MSG ALERT”

Label 312

GPS “Ground Speed”

Label 313

GPS “Track”

Label 326

GPS “Lateral Deviation Scale Factor” full precision

Label 327

GPS “Vertical Deviation Scale Factor” full precision



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8.1.5

ARINC Label(s)

PFD Parameter

Label 330

GPS FPL Curved “CONIC Arc Inbound Course”

Label 331

GPS FPL Curved “CONIC Arc Radius”

Label 332

GPS FPL Curved “CONIC ARC Course Change Angle”

Label 333

GPS FPL Curved “Airport Runway Azimuth

Label 334

GPS FPL Curved “Airport Runway Length

Label 335

GPS FPL Curved “Holding Pattern Azimuth”

Label 340

GPS FPL Curved “Procedure Turn Azimuth”

ARINC 429 VLOC Input The PFD receives the following labels on Pins (18, 19) and (22, 23) when transmitted from a VLOC receiver.

8.1.6

Input Data (Label)

Name

Label 34

Tuned Frequency


ILS Energize

Label 173

Localizer deviation and validity flags

Label 174

Glide Slope deviation and validity flags

Label 222

VOR Omni bearing

ARINC 429 GPS Output The PFD transmits the following labels on pins 26 and 27 for GPS receivers and

systems that require low speed ARINC 429 Magnetic Heading. Note - if an ACU is installed then the connections for the GPS and Heading will be made at ACU P3 pins 4 and 5. ARINC Label

PFD Data

Label 100

Selected Course

Label 320

Magnetic Heading

8.2 ACU Electrical Specifications 8.2.1

Power Input Nominal Input:

Operating Range:


14Vdc or 28Vdc 11Vdc to 32Vdc


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8.2.2

VLOC Receiver

NAV Composite Input

An input connected to the composite output of a VHF Navigation receiver. Nominal Input:

0.5Vrms VOR

0.35Vrms Localizer

Input Impedance:

10K ohms

ILS Energize Discrete Input

Low impedance to ground supplied from a Navigation receiver when it is tuned to a localizer frequency. Active:

Less than 500 ohms to ground or less than 1.5Vdc

Inactive:

Open circuit sinking less than 1 ma to ground at 28Vdc

Glide Slope Deviation Input

A low level differential input that accepts a glide slope signal from an external VHF Nav receiver.

Input Range:

±150mVdc full scale

Load:

1000 ohm

Max Input Range:

±300mVdc

Glide Slope Flag Input

A low level valid input from an external VHF Navigation receiver. Valid:

Greater than 260mV across a 1000 ohm load

Invalid:

8.2.3

Less than 100mV across a 1000 ohm load

GPS Receiver

OBS Sine, Cosine, Rotor

An OBS resolver output for GPS receivers that require an OBS input. The resolver

output electrical zero is set to -60º (300º ORZ) for compatibility with most legacy resolvers. The ACU accommodates OBS excitation with DC offset. Excitation Amplitude:

26Vac max (H to C)

Output Format:

Sine (D and E), Cosine (F and G)

Excitation Frequency: Output Gradient: DC Offset:


20Hz to 5000Hz

Excitation * 0.408 (26Vac in = 10.6Vac out)

0Vdc to +5Vdc (Offset applied to Rotor C)


Revision C


TO/ FROM FLAG Input

Differential input from a GPS receiver indicating whether flying TO or FROM the active waypoint. TO the waypoint:

FROM the waypoint:

+40mV or greater -40mV or greater

LEFT/ RIGHT Input

Differential input from a GPS receiver indicating LEFT or RIGHT of GPS course. Input Range:


Load:

1000 ohm

Lateral Flag Input

Validity flag from the GPS receiver indicating valid LEFT and RIGHT data. Valid:

260mV to 800mVdc

Invalid:

Less than 260mVdc

Vertical Deviation Input

Differential input from a GPS receiver indicating a fly UP or DOWN command. Input Range:


Load:

1000 ohm

Vertical Deviation Flag Input

Validity flag from the GPS receiver indicating valid UP and DOWN data. Valid:

260mV to 800mVdc

Invalid:

Less than 260mVdc

OBS/ LEG (HOLD) Input

Active low discrete input from a GPS receiver when in the OBS or HOLD mode.

APPR Active Input

Active low discrete input from a GPS receiver when approach mode is activated.

FCS-LOC Engage Input

Active low discrete input from a GPS receiver when approach is selected.



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8.2.4

Autopilot

Lateral Deviation Output

A low level lateral deviation output that is connected to an autopilot lateral deviation

(RT/LT) input. The low side of the differential output is referenced to ground. Before connecting this output verify the receiving equipment’s left/right input can accommodate a ground potential on the low side. Lateral Deviation:

±15mVdc for ± 10º of course error

Sense:

Positive voltage for fly right

Load:

Will drive up to three 1000 ohm loads

Lateral Flag Output

A low level valid output to the autopilot indicating the Lateral (LT/RT) signal from the ACU is valid. Valid:

0.4 to 0.8Vdc

Invalid:

Less than 0.05Vdc

Load:


Vertical Deviation Output

A low level vertical deviation output that is connected to an autopilot vertical (UP/DN) input. The low side of the differential output is referenced to ground. Output Voltage:

±150mVdc nominal, tracks the glide slope deviation input signal to within 5%

Loading:

Up to three 1000 ohm loads

Vertical Flag Output

A low level output to the autopilot indicating the UP/DN from the ACU is valid. Valid:

0.4 to 0.8Vdc

Invalid:

Less than 0.05Vdc

Load:


ILS Energize Output

Active low output to an autopilot when an ILS is selected or GPS approach is active. ILS/GPS APPR Active:

ILS/GPS APPR Inactive: Load Current:


Sink to ground

Open

100ma maximum


Revision C


15 Volt Reference Output

An internally generated +15Vdc reference for KI-525 emulation. Output Voltage:

+15Vdc ±2Vdc

Load Current:

30ma maximum

Heading and Course Datum Output

Emulated KI-525A outputs to drive the heading and course datum inputs of an autopilot.

Reference Input:

DC (DC may be supplied by the autopilot or ACU

Heading Datum zero: Heading Datum sense:

Course Datum zero:

Course Datum sense:

+15Vdc reference)

zero volts when heading bug on the lubber line.

+voltage when the heading bug is to the right

of the lubber line and ACU DATUM is set to NORMAL in configuration.

zero volts when heading bug on the lubber line. +voltage when the heading bug is to the right

of the lubber line and ACU DATUM is set to NORMAL in configuration.

Century Flight Director Input Reserved

Bendix King Flight Director Input

When the EFD1000 is configured for ACU FD TYPE = 0 the ACU will accept Bendix King Flight Director output levels emulating the KI-256 Artificial Horizon Indicator. Pitch Scaling:

0Vdc = null, -4.3Vdc = 10º up, +6.0Vdc = 10º down

Roll Scaling:

0Vdc = null, -0.6Vdc = 10º right, +0.6Vdc = 10º left

Load:

6650 ohms across single ended input

Cessna ARC Flight Director Input Reserved

Flight Director Valid Input

A single high level valid discrete supplied by the flight director computer indicating validity of the command bar signals to the ACU. Valid:

Invalid: DOCUMENT # A-01-126-00

Greater than 5Vdc Less than 2Vdc


Revision C


Flight Director Engaged Input

A single high level valid discrete indicating the pilot has engaged the flight director. Engaged:

Greater than 5Vdc

Disengaged:

Less than 2Vdc

Heading Valid Output

Active low discrete output indicating the PFD directional gyro is valid. Valid:

Sinks to ground

Invalid:

Open

Load Current:

100ma maximum

GPS Selected Output

Active low discrete output indicating GPS1 or GPS2 is the current coupled sensor on the HSI.

GPS coupled:

Sinks to ground

Load Current:

100ma maximum

GPS not coupled:

8.2.5

Open

ARINC 429 GPS Output The ACU transmits the following labels on P3 pins 4 and 5 for GPS receivers and systems that require low speed ARINC 429 Magnetic Heading. ARINC Label

PFD Data

Label 100

Selected Course

Label 320

Magnetic Heading



Revision C


8.3 PFD Pin Out Pin Number

Name

Input / Output

Function

1

POWER

-

Main DC power input for the unit

2

POWER

-

“

3

POWER

-

“

4

GND

-

Main DC ground for the unit

5

GND

-

“

6

GND

-

“

7

Digital_Discrete

OUTPUT

Altitude alert (Sonalert) discrete

8

RS232_RX1

INPUT

RS-232 Based GPS Receiver

9

Reserved

-

Future Expansion

10

“

-

“

11

“

-

“

12

“

-

“

13

“

-

“

14

“

-

“

15

“

-

“

16

ARINC_RX1A

INPUT

ARINC Receiver 1

17

ARINC_RX1B

INPUT

ARINC Receiver 1

18

ARINC_RX2A

INPUT

ARINC Receiver 2

19

ARINC_RX2B

INPUT

ARINC Receiver 2

20

ARINC_RX3A

INPUT

ARINC Receiver 3

21

ARINC_RX3B

INPUT

ARINC Receiver 3

22

ARINC_RX4A

INPUT

ARINC Receiver 4

23

ARINC_RX4B

INPUT

ARINC Receiver 4

24

Reserved

-

Future Expansion

25

Reserved

-

Future Expansion

26

ARINC_TX1A

OUTPUT

ARINC Transmitter 1

27

ARINC_TX1B

OUTPUT

ARINC Transmitter 1

28

Reserved

-

Future Expansion

29

Reserved

-

“

30

RSM_A

-

RSM Connection

31

RSM_B

-

“

32

RSM_C

-

“

33

RSM_D

-

“

34

RSM_E

-

“

35

RSM_F

-

“

36

RSM_G

-

“

37

Reserved

-

Future Expansion

38

“

-

“

39

“

-

“

40

“

-

“

41

CONFIG_A

-

Configuration Module connection

42

CONFIG_B

-

“

43

CONFIG_C

-

“

44

CONFIG_D

-

“



Revision C


Figure 8.1 - PFD Connector (as viewed from rear of unit)

8.4 RSM Pin Out Pin Number

Name

Input / Output

Function

1

RSM_A

-

RSM Connection

2

RSM_B

-

RSM Connection

3

RSM_C

-

RSM Connection

4

RSM_D

-

RSM Connection

5

RSM_E

-

RSM Connection

6

RSM_F

-

RSM Connection

7

RSM_G

-

RSM Connection

Figure 8.2 - RSM Connector (as viewed from front of male pin side)



Revision C


8.5 Configuration Module Pin Out Pin Number

Name

Input / Output

Function

1

Config_A

-

CM Connection

2

Config_B

-

CM Connection

3

Config_DC

-

CM Connection

4

Config_C

-

CM Connection

5

Config_S

-

Shield Ground

Figure 8.3 - Configuration Module Connector (Install side)

8.6 ACU Pin Out Pin Number

Name

Input / Output

Function

J1-1

429RX2A

INPUT

ARINC 429 Port 2 Receive A

J1-2

429RX2B

INPUT

ARINC 429 Port 2 Receive B

J1-3

PWR-COM

-

Power Common

J1-4

GPS+LT

INPUT

GPS Lateral Dev Input (-)

J1-5

GPS-LATFLG

INPUT

GPS Lateral Flag Input (-)

J1-6

GPS+DN

INPUT

GPS Vertical Dev Input (-)

J1-7

GPS+FR

INPUT

GPS TO/FROM Input

J1-8

GPS-VERTFLG

INPUT

GPS Vertical Dev Flag (-)

J1-9

Reserved

-

Reserved

J1-10

+11 to 32Vdc

-

Aircraft Primary Power

J1-11

GPS+RT

INPUT

GPS Lateral Dev Input (+)

J1-12

GPS+LATFLG

INPUT

GPS Lateral Flag Input (+)

J1-13

GPS+UP

INPUT

GPS Vertical Dev Input (+)

J1-14

GPS+TO

INPUT

GPS TO/FROM Input

J1-15

GPS+VERTFLG

INPUT

GPS Vertical Flag (+)

Figure 8.4 - J1 Connector (as viewed from front of unit)



Revision C


Pin Number

Name

Input / Output

J2-1

COMPOSITE

INPUT

VOR/LOC Composite input

J2-2

/ILS-ENERGIZE

INPUT

Active Low input from VHF Nav Rx

J2-3

/Spare-Disc1

INPUT

Spare Discrete Input

J2-4

/BACK-CRS-OUT

J2-5

/ILS-ENERGIZE-OUT

J2-6

/FCS-LOC-IN

J2-7

/OBS-LEG-IN

J2-8

Reserved

OUTPUT

Function

Open collector output to drive the back course sense circuit of an autopilot

OUTPUT

Active Low Output when ILS Selected or GPS Appr Active

INPUT INPUT

Low Input from GPS when Appr Selected Active Low from GPS when GPS OBS mode selected

INPUT

Flight Director Engaged (command bars

J2-9

FD-ENGAGED

J2-10

FD-ROLL2

INPUT

Roll input for ARC and Bendix

J2-11

+VLOCFLG-OUT

INPUT

Valid VHF Nav VOR or Localizer signal

in view when active)

J2-12

+GS-IN

INPUT

Glideslope deviation from VHF Nav Rx

J2-13

+GSFLG-IN

INPUT

Glideslope flag from VHF Nav Rx

J2-14

FD-PITCH-COM

INPUT

Pitch Signal common for all FD types

J2-15

FD-ROLL-COM

INPUT

Roll Signal common for all FD types

J2-16

+UP

OUTPUT

Vertical output to autopilot (H)

J2-17

+VERT-FLG

OUTPUT

Vertical output flag (H)

J2-18

+RT

OUTPUT

Lateral deviation output

J2-19

ACU #1/#2

INPUT


J2-20

COMPOSITE-COM

-

VOR/LOC common

J2-21

Reserved

-


J2-22

Reserved

-


J2-23

Reserved

-

Reserved

INPUT

J2-24

APPR-ACT

J2-25

HEADING VALID

OUTPUT

J2-26

Reserved

-

Active Low input from GPS when GPS approach mode activated Active Low Output when Heading Valid

J2-27

FD-VALID

INPUT

Flight Director Active High valid

J2-28

FD-PITCH2

INPUT

Pitch Input for ARC Flight Director

J2-29

Reserved

-

J2-30

-VLOCFLG-OUT

-

Common

J2-31

-GS-IN

INPUT

Glideslope deviation from VHF Nav Rx

J2-32

-GSFLG-IN

INPUT

Glideslope flag from VHF Nav Rx

J2-33

FD-PITCH1

INPUT

Pitch Input for Century and Bendix FD

J2-34

FD-ROLL1

INPUT

Roll Input for Century FD

J2-35

+DN

OUTPUT

Vertical output to autopilot (L)

J2-36

-VERT-FLG

OUTPUT

Vertical output flag (L)

J2-37

+LT

OUTPUT

Lateral deviation output

Figure 8.5 - J2 Connector (as viewed from front of unit) DOCUMENT # A-01-126-00


Revision C


Pin Number

Name

Input / Output

Function

J3-1

429RX1A

INPUT

ARINC 429 Port 1 Receive A

J3-2

429TX1A

OUTPUT

ARINC 429 Port 1 Transmit A

J3-3

CRS-DATUM

OUTPUT

Course Datum output

J3-4

429TX2A

OUTPUT

ARINC 429 Port 2 Transmit A

J3-5

429TX2B

OUTPUT

ARINC 429 Port 2 Transmit B

J3-6

OBS-SIN

OUTPUT

Sin of selected course angle (L)

J3-7

OBS-COS

OUTPUT

COS of selected course angle (L)

J3-8

ROTOR-C

OUTPUT

OBS sin/cos excitation (L)

J3-9

+15V-EXT-OUT

OUTPUT

Internal +15Vdc reference

J3-10

SIGNAL-COM

-

Signal ground

J3-11

HDG/CRS-COM

-

Signal ground

J3-12

Reserved

-

Reserved

J3-13

Reserved

-

Reserved

J3-14

429RX1B

INPUT

ARINC 429 Port 1 Receive B

J3-15

429TX1B

OUTPUT

ARINC 429 Port 1 Transmit B

J3-16

SIGNAL-COM

-

Signal ground

OUTPUT

Active Low signal to drive GPS and

J3-17

GPS SELECTED

J3-18

OBS+SIN

OUTPUT

Sin of selected course angle (H)

J3-19

OBS+COS

OUTPUT

Cos of selected course angle(H)

J3-20

ROTOR-H

INPUT

OBS sin/cos excitation (H)

-

26Vac reference to emulate an ARINC

Autopilot inputs.

J3-21

ARINC-HDG-CRS-EXT

J3-22

HDG-DATUM

OUTPUT

Heading Datum output

J3-23

HDG-CRS-DATUM-EXT

INPUT

Heading/Course Datum excitation input

J3-24

Reserved

-

Reserved

J3-25

HDG-CRS-OFST

synchro interface

INPUT

Heading/Course Datum excitation

offset input

Figure 8.6 - J3 Connector (as viewed from front of unit)



Revision C


9 Installation Wiring Diagrams The following Section contains wiring diagrams for common interfacing equipment to the PFD,

ACU, RSM, and Configuration Module. Although the list of interfacing equipment is quite extensive it does not cover all compatible equipment. For interfaces that are installed but not shown it is required by the ICA’s that a drawing be made and inserted into Appendix D of this document. All other drawings used from this section by the installer must be copied and inserted into Appendix D.

There will be some GPS receivers not shown on these drawings that will be compatible with the EFD1000 system. The EFD1000 is compatible with ARINC 429, RS-232, and analog GPS receivers. For flight plan information to be presented on the PFD an RS-232 or ARINC 429 interface is

required. Should an RS-232 or ARINC 429 bus not be available or incompatible then the GPS can still be connected to the EFD1000 system using analog signals to drive the HSI deviation

indications. In this situation, GPS flight plan data will not be available. It will be up to the installer to verify the interface is fully functional by performing a complete ground check of the system.

There are also VLOC receivers not shown in these drawings that can be connected either by ARINC 429 to the PFD or through VOR composite video and the ACU. Any radio with a nominal output of 0.5Vrms VOR or 0.35Vrms Localizer composite video format are supported. It will be up to the

installer to verify the interface is fully functional by performing a complete ground check of the system.

The EFD1000 Pro with ACU emulates a Bendix King KI-525A HSI by providing outputs for HDG Datum and CRS Datum to an autopilot. The EFD1000 is compatible with any autopilot that is

compatible with a KI-525A HSI. Should connections be made to an autopilot not shown in these

drawings the installer must verify the interface is fully functional by performing a complete ground

and flight check of the system per the autopilot manufacturer’s installation manual or maintenance instructions.

The EFD1000 Pro with ACU also emulates the Bendix King KI-254 and KI-256 flight director

indicators. All autopilots that output flight director signals that are KI-254/256 compatible are also compatible with the EFD1000 flight director display. To begin planning the electrical installation, select the drawing in the list below preceded by an “*” that matches the aircraft equipment configuration, and then wire as shown. GPS1, GPS2, NAV1,

NAV2, and the autopilot are options on each page. Simply make the connections to the equipment you plan to install and omit the units from the drawing you don’t. You will configure the system later based upon the Configuration ID#s shown in the Configuration Matrix on each drawing.

Aspen Avionics Inc. uses the terms “GNAV” when referring to a combination GPS/VLOC Receiver all in one unit (i.e., GNS-430), “GPS” for a standalone GPS Receiver (i.e., GNS-400, KLN90B), and “VLOC” for stand alone VOR/Localizer equipment (i.e. KX-55, SL30).



Revision C


NOTE : Although the drawings show the complete interface of connected equipment to the EFD1000 System, they do not show the complete connections for non-EFD1000 equipment. Please consult other manufacturers’ reference documents for their complete interface to the aircraft.

List of Wiring Diagrams

Figure

Installation Drawing

9.1

EFD1000 Main Connections

9.3

Decision Height (DH) –Reserved

9.2

*9.4 *9.5 *9.6

*9.7

85

ACU Main Power

86

Pilot Digital RS-232 Interface

87

86

Pilot Digital ARINC 429 Interface

87

Pro Single Digital with autopilot

89

Pro Single Digital with “Tracker” or No autopilot

*9.8

Pro Digital/Analog Mix with and w/o autopilot

*9.9A

Pro Dual Digital with autopilot

*9.9

Page

88 90

Pro Dual Digital without autopilot

91

*9.10

Pro ARINC 429 GPS & Dual Analog VLOC with and w/o autopilot

93

*9.11A

CNX-80/GNS-480 with and w/o NAV2 and AP

95

KLN89/B & KLN94 Interface

97

*9.11 9.11B 9.12

9.13

Pro Legacy GPS & Analog VLOC with and w/o autopilot

CNX-80/GNS-480 RS-232 and Analog Interface KLN-90/A/B RS-232 (only if ARINC 429 unavailable)

9.14

Apollo GX-55/65 Interface

9.16

KI-525A Emulation Bendix/King autopilots

9.15

Analog NAV/VLOC Interface

9.17

KI-525A Emulation S-TEC autopilots

9.19

NSD-360A Emulation Cessna ARC autopilots - Reserved

9.18

9.20

92

94 96

98

99

100

101

102

NSD-360A Emulation Century autopilots - Reserved

103

KI-256 Flight Director Emulation Bendix/King

105

G-550A Flight Director Emulation ARC – Reserved

106

104

9.21

52C77 Flight Director Emulation Century - Reserved

9.23

KI-256 Emulation S-TEC 55X with no existing FD

107

Back-Up NAV Indicator (internal converter)

108

9.22

9.23A 9.24 9.25

9.26


KI-256 Emulation S-TEC 60/65 with no existing FD

Back-Up NAV Indicator (OBS Resolver)

Back-Up NAV/GPS Indicator (OBS Resolver)


105

107

109

110

Revision C



CHASSIS STUD

Black Brown Orange Red

24 AWG

24 AWG

GROUND STRAP 8 INCHES

30 31 32 33 34 35 36

RSM_A RSM_B RSM_C RSM_D RSM_E RSM_F RSM_G

7

DIGITAL_OUT

41 42 43 44

4 5 6

GND GND GND

CONFIG_A CONFIG_B CONFIG_C CONFIG_D

1 2 3

P1

POWER POWER POWER

(44 PIN F D-SUB AMP P/N 1658683-1 WITH AMP P/N 1658686 PINS)

EFD1000 CONNECTOR

4

+

CONFIG_A CONFIG_B CONFIG_D CONFIG_C CONFIG_S

1 2 3 4 5 6 7 RSM_A RSM_B RSM_C RSM_D RSM_E RSM_F RSM_G

HIROSE SR30-10JF-7S(71)

To Battery Buss 14-28Vdc

SHIELD TERMINATES TO “METAL CLAMPER” WITHIN CONNECTOR

RSM CONNECTOR

BREAKER

7.5A

Figure 9.1 EFD1000 Main Connections

22 or 24 AWG X 7 WIRES PFD to RSM

7 CONDUCTOR SHIELDED WIRE RSM SHIELDING EXTENDS WITHIN CONNECTORS

1 2 3 4 5

Molex P/N 50-57-9045

CONFIGURATION MODULE CONNECTOR

CONNECT TO BOLT ON PFD BRACKET (BACKSIDE OF PANEL) AIRFRAME GROUND

GROUND TERMINAL WIRE LENGTH 12 INCHES MAX

Pigtail Assembly A-08-144-00-A

-

Sonalert (Optional)

20 AWG

20 AWG

EFIS Master

Switch is optional

4

3

2

1

Note wires cross and are not in numerical order

Connect to airframe ground with as short a conductor as possible.

Connect ground lugs to airframe ground with as short a conductor as possible.

All wires in this manual are 22 AWG unless otherwise noted.

HIRF/ LIGHTNING OVER BRAID OR DOUBLE SHIELDED WIRE

TINNED COPPER OVERBRAID DABURN P/N 2350-X or Equiv.

TWISTED SHIELDED PAIR 22 AWG M27500-22SD1T23 or Equiv.

SINGLE SHIELDED 22 AWG M27500-22SD1T23 or Equiv.

SINGLE UNSHIELDED MIL-W-22759 or Equiv.

SINGLE UNSHIELDED MIL-W-22759 or Equiv.

Wire Types in this Manual


Revision C


LABEL

ACU #1

ACU

P1 +14VDC/+28VDC IN

1

All wires are 22 AWG unless otherwise noted.

2

2 amp circuit breaker MS26574-2 or equivalent. Connect to avionics bus or battery bus if no avionics bus exists.

2A

10 2

AIRCRAFT GROUND 3

3

Optional – ACU #2 is only required

LABEL

ACU #2 P1 +14VDC/+28VDC IN

ACU Chassis must be connected to airframe ground for proper operation. If ACU case is not grounded by mounting to metal shelf or attachment point then a ground wire from case to airframe ground must be installed.

ACU#2

when dual Analog VHF Navigation receivers are installed.

2A

10

AIRCRAFT GROUND 3

2

Figure 9.2 ACU Input Power

Figure 9.3 Decision Height (DH) Interface DOCUMENT # A-01-126-00


Revision C




Revision C




Revision C


GNAV #1 EFD1000

2


429 GPS RX1A 429 GPS RX1B

1

16

GNS430(W)(AW)

GNS530(W)(AW)

P4001

P5001

P4006

_

46

17

_

47

P5006

_

46

_

47

ACU P1 429 RX2A 429 RX2B

1 2

_

24

_

23

P3

3

429 TX2A

4

48(50)

429 TX2B

5

49(51)

_ _

_ _ 3 48(50)

24 23

_ _

49(51)

1 Over Braid or Double Shield

VLOC/ACU RX2A 18 VLOC/ACU RX2B 19

Autopilot

P3 2

429 TX1A

15 429 TX1B

PFD 429 TX1A

26

1

PFD 429 TX1B

27

14 429 RX1B

1

2

429 RX1A

A U T O P I L O T

Over shield or over braid required on this wire bundle to comply with HIRF & Lightning. Extend within back shell if possible. Ground at both ends. Configure GNS-430/530 Out for “Low GAMA 429 Graphics w/Int”, IN for “Low Sandel EHSI”, VNAV for “Enable Labels”

3

Use pins 48&49 or 50&51 not both.

4

Refer to manufacturers’ installation manual for complete interface. Drawing is for reference only.

See Figure: 9.16 for Bendix King 9.17 for S-TEC 9.18 Reserved 9.19 Reserved 9.20 & 9.21 Flight Director

Configuration Matrix (see Section 10) ID#1 ID#2 Description B

NONE GNS430, No GPS2 With Autopilot

*GNS530 uses same config as GNS430

Figure 9.7 Pro Single Digital w/ Autopilot Interface



Revision C


GNAV #1

EFD1000

GNS530(W)(AW)

GNS430(W)(AW) Over Braid or Double Shield

P4001

1 429 GPS RX1A 429 GPS RX1B

16

P4006

17 1

_

429 VLOC RX2B 19

_ _

47

_

24

_

P5006

46

_

47

429 VLOC RX2A 18

P5001

_

46

2

_

23

24 23

ACU P3

3

429 TX2A

4

48(50)

429 TX2B

5

49(51)

_

3 48(50)

_

49(51)

_ _


ACU RX4A

22

ACU RX4B

23

RS-232/Analog GPS #2 - optional

P3 2

429 TX1A

15 429 TX1B

G P S

To EFD1000 Pin 8

RS-232 Flight Plan

9.12 for KLN89/B & KLN94 9.13 for KLN-90/A/B 9.14 for GX-50/60 & GX-55/65

# 2

1

2

PFD 429 TX1A

26

1

PFD 429 TX1B

27

14 429 RX1B

4

See Figure 9.24, 9.25, 9.26 for Back-Up NAV recommendations.

5

V L O C

Configure GNS-430/530 Out for “Low GAMA 429 Graphics w/Int”, IN for “Low Sandel EHSI”, VNAV for “Enable Labels” Use pins 48&49 or 50&51 not both.

I N P U T

Analog VLOC #2 - optional

Over shield or over braid required on this wire bundle to comply with HIRF & Lightning. Extend within back shell if possible. Ground at both ends.

3

429 RX1A

See Figure 9.15 for:

(see Section 10) ID#1 ID#2 Description A

D

A

F

A

H

GNS430, No GPS2, NAV2 GNS430, GPS2, No NAV2 GNS430, GPS2, NAV2

KX-155(A) &165(A) KN-53 KX-170A/170B/175/175B SL-30

# 2 I N P U T

Optional Back-Up Nav Indicator

4


Configuration Matrix

See Figure:

Autopilot-optional A U T O P I L O T

See Figure: 9.16 for Bendix King 9.17 for S-TEC 9.18 Reserved 9.19 Reserved 9.20 & 9.21 Flight Director

*GNS530 uses same config as GNS430 Configuration is identical for autopilot and no autopilot interfaces

Figure 9.8 Pro Digital & Analog Mix with and w/o Autopilot Interface



Revision C




Revision C


GNAV #1 2

EFD1000 Over Braid or Double Shield

429 GPS RX1A 429 GPS RX1B

1

16

GNS430(W)(AW)

GNS530(W)(AW)

P4001

P5001

46

17

47

ACU

P4006

_ _

P5006

_

46

_

47

P1

429 RX2A 429 RX2B

_

1

_

2 P3

429 TX2A

4

3 48(50)

429 TX2B

5

49(51)

24 23

_

24

_

_

3 48(50)

_

49(51)

23

_ _


VLOC/ACU RX2A 18

Autopilot

P3 2

429 TX1A

15 429 TX1B

VLOC/ACU RX2B 19

429 RX1A

EFD 429 TX1A

26

1

EFD 429 TX1B

27

14 429 RX1B

See Figure:

A U T O P I L O T

9.16 for Bendix King 9.17 for S-TEC 9.18 Reserved 9.19 Reserved 9.20 & 9.21 Flight Director

GNAV #2 5 Optional Back-Up Nav Indicator


GNS430(W)(AW) P4001

1 429 GPS RX3A

20

46

429 GPS RX3B

21

47

429 VLOC RX4A

22

1 429 VLOC RX4B

_ _

23

P4006

_ _

24 23

2

GNS530(W)(AW) P5001

46 47

_ _

P5006

_ _

24 23

4 3 48(50) 49(51)

_

3 48(50)

_

49(51)

_ _

Configuration Matrix (see Section 10) ID#1 ID#2 Description B

A

B

C

B

M

GNS430, GNS430 With Autopilot GNS430, GNS400 With Autopilot GNS430, GNS480 With Autopilot

*GNS530 uses same config as GNS430 *GNS500 uses same config as GNS400 Contact Aspen Avionics product support for additional configuration ID’s if your configuration is not shown.

1 Over shield or over braid required on this wire bundle to comply with HIRF & Lightning. Extend within back shell if possible. Ground at both ends. 2 Configure GNS-430/530 Out for “Low GAMA 429 Graphics w/Int”, IN for “Low Sandel EHSI”, VNAV for “Enable Labels”, GNAV#1=LNAV1, GNAV#2=LNAV2

3 Use pins 48&49 or 50&51 not both. 4

If connecting a GPS(GNS400/500) for GNAV #2 then omit A429 wires to PFD pins 22&23.

5 See Figure 9.24, 9.25, 9.26 for Back-Up NAV recommendations. 6 Please refer to manufacturers’ installation manual for complete interface. Drawing is for reference only.

Figure 9.9A Pro Dual Digital with Autopilot Interface DOCUMENT # A-01-126-00


Revision C




Revision C


RS-232/Analog GPS #1

EFD1000 To EFD1000 Pin 8

ACU #1


RS-232 Flight Plan

9.12 for KLN89/B & KLN94 9.13 for KLN-90/A/B 9.14 for GX-50/60 & GX-55/65

P3 429 TX1A

GPS/VLOC RX2A 18

2

GPS/VLOC RX2B 19

15 429 TX1B

See Figure:

G P S I N P U T

Analog VLOC #1 V L O C

See Figure 9.15 for: KX-155(A) &165(A) KN-53 KX-170A/170B/175/175B SL-30

# 1 Optional Back-Up Nav Indicator

2 3

Autopilot - optional

See Figure: 1 Over Braid or Double Shield

PFD 429 TX1A PFD 429 TX1B

26

1

27

14 429 RX1B

429 RX1A

ACU #2

1

A U T O P I L O T

9.16 for Bendix King 9.17 for S-TEC 9.18 Reserved 9.19 Reserved 9.20 & 9.21 Flight Director

4

P3 1

Analog VLOC #2 429 RX1A

14 429 RX1B 1 Over Braid or Double Shield

V L O C

See Figure 9.15 for: KX-155(A) &165(A) KN-53 KX-170A/170B/175/175B SL-30

# 2

429 TX1A

429 VLOC RX4A 22

2

429 VLOC RX4B 23

15 429 TX1B

Optional Back-Up Nav Indicator

2

Configuration Matrix (see Section 10) ID#1 ID#2 Description G

NONE

H

NONE

H

D

GPS1, No NAV1, No NAV2 GPS1,NAV1, No NAV2 GPS1, NAV1, NAV2


1 Over shield or over braid required on this wire bundle to comply with HIRF & Lightning. Extend within back shell if possible. Ground at both ends. 2

See Figure 9.24, 9.25, 9.26 for Back-Up NAV recommendations. If no GPS installed then One backup NAV indicator is required.

3 Autopilot must be connected to ACU #1 4 Omit ACU #2 if using only 1 Analog Nav. 5 Refer to manufacturers’ installation manual for complete interface. Drawing is for reference only.

Figure 9.11 Pro Legacy GPS & Dual Analog VLOC with and w/o Autopilot Interface


Revision C




Revision C


CNX-80 GNS-480


RS-232 IN

1

22 RS-232 OUT 2

8

3

ACU OBS SIN (D) 1

P1


2 P1-22 or P1-5 may be used for RS232 TX. The output must be configured for MAPCOM (9600)

P3

P7

18

7

GND MAINT MISCELLANEOUS SETUP: CDI SELECT KEY set to IGNORE Note: the CDI button and any external CDI select switch will no longer toggle the CDI window on the 80/480. CDI will be dedicated to the GPS. 4 The CNX-80/GNS-480 must not be connected using the ARINC 429 interface. Required labels are missing to provide a satisfactory interface.

5 Refer to manufacturers’ installation manual for complete interface. Drawing is for reference only.

OBS_D

OBS SIN (E)

6

26

OBS_E

OBS COS (F)

19

16

OBS_F

OBS COS (G)

7

34

OBS_G

ROTOR (H)

20

24

OBS_H

8

25

OBS_C

ROTOR (C)

GPS MODE SEL 17 3 The CNX-80/GNS-480 must be configured as follows to prevent misleading information on the PFD:

SERIAL GND

N/C

P2 P5

/FCS-LOC

6

/OBS-LEG

7

63

SUSP

/APPR ACTIVE

24

61

APPR ACTIVE

N/C

P1 GPS +TO

14

47

AUX CDI + TO

GPS +FR

7

48

AUX CDI + FROM

GPS +RT

11

46

AUX CDI + RIGHT AUX CDI + LEFT

GPS +LT

4

45

GPS +UP

13

50

AUX GS + UP

GPS +DN

6

51

AUX GS + DOWN

GPS LAT FLG +

12

49

AUX CDI + VALID

GPS LAT FLG -

5

54

AUX CDI - VALID

GPS Vert FLG +

15

52

AUX VDI + VALID

GPS Vert FLG -

8

55

AUX VDI - VALID

P2

P7

1 20

19 37

COMPOSITE OUT COMPOSITE GND

2

33

ILS ENERGIZE

NAV Composite Composite GND /ILS Engage GS +UP

12

30

MAIN GS + UP

GS +DN

31

31

MAIN GS + DOWN

GS +FLG

13

28

MAIN GS + VALID

32

32

MAIN GS - VALID

GS -FLG

Figure 9.11B CNX-80/GNS-480 RS-232 and Analog Interface



Revision C


KLN89/B KLN94


RS-232 IN

1

P1 2

8

RS-232 OUT

ACU

1 Over shield or over braid required on this wire bundle to comply with HIRF & Lightning. Extend within back shell if possible. Ground at both ends. 2 Refer to manufacturers’ installation manual for complete interface. Drawing is for reference only.

P3

P2

OBS SIN (D)

18

36 OBS RESOLVER COS

OBS SIN (E)

6

OBS COS (F)

19

37 AC GROUND

OBS COS (G)

7

35

ROTOR (H)

20

34 OBS RESOLVER OUT

ROTOR (C)

8

GPS MODE SEL

17

OBS RESOLVER SIN

31 GPS DISPLAYED

P2 17

/FCS-LOC

6

/OBS-LEG

7

/APPR ACTIVE

24

18

N/C

FCS LOC /ENG

P1 APPR ACTIVE

P1

P2

GPS +TO

14

32

+TO

GPS +FR

7

33

+FROM

GPS +RT

11

12

D-BAR +RT

GPS +LT

4

11

D-BAR +LT

GPS +UP

13

13

Vert +UP

GPS +DN

6

14

Vert +DN

GPS LAT FLG +

12

10

LAT FLG +

GPS LAT FLG -

5

11

LAT FLG -

GPS Vert FLG +

15

12

Vert FLG +

GPS Vert FLG -

8

13

Vert FLG -

P1

Figure 9.12 KLN89/B & KLN94 RS-232 and Analog to ACU Interface



Revision C


ARINC 429 is the preferred connection – see Figure 9.10

KLN-90/A/B


RS-232 IN

P901

1

13 RS-232 OUT

8

ACU P3 OBS SIN (D)

2

37 OBS RESOLVER COS

18

OBS SIN (E)

6

OBS COS (F)

19

27 AC GROUND

OBS COS (G)

7

26 OBS RESOLVER SIN

ROTOR (H)

20

31 OBS RESOLVER OUT

ROTOR (C)

8

GPS MODE SEL 17

1

GPS DISPLAYED

P2

1

2

3

4

Over shield or over braid required on this wire bundle to comply with HIRF & Lightning. Extend within back shell if possible. Ground at both ends. KLN-90B ONLY. These pins are not connected on KLN-90 and KLN90A units. If existing installation has external OBS/LEG switch then splice as shown. If not, then just connect ACU P2-7 to KLN90B pin 33. Refer to manufacturers’ installation manual for complete interface. Drawing is for reference only.

/FCS-LOC

6

17

FCS LOC /ENG

/APPR ACTIVE

24

16

APPR ACTIVE

/OBS-LEG

7

33

/OBS-LEG

P1

Existing OBS/LEG switch

3

GPS +TO

14

21

+TO

GPS +FR

7

20

+FROM

GPS LAT FLG +

12

19

NAV FLG +

GPS LAT FLG -

5

GPS +LT

4

25

D-BAR +LT/NAV FLG-

GPS +RT

11

22

D-BAR +RT

GPS +UP

13

N/C

GPS +DN

6

N/C

GPS Vert FLG +

15

N/C

GPS Vert FLG -

8

N/C

Figure 9.13 KLN-90/A/B RS-232 and Analog to ACU Interface



Revision C


GX-50/55/60/65 EFD1000 Over Braid or Double Shield

GX-55 GX-50 GX-65 GX-60

1

8

RS-232 IN

P1

P1

6

5

RS-232 OUT

ACU 2 P2 /OBS-LEG /APPR ACTIVE

_

7

_

24

34

OBS(HOLD)

15

ACTIVE

28

Vert FLG+

29

Vert FLG-

30

Vert UP+

31

Vert DN+

P1 GPS Vert FLG+ GPS Vert FLGGPS +UP

1

_

15

_

8

_

13

_

GPS +DN

6

GPS +TO

14

2

12

+TO

GPS +FR

7

9

11

+FROM

GPS +RT

11

4

13

D-BAR +RT

GPS +LT

4

5

14

D-BAR +LT

GPS LAT FLG+

12

11

10

FLG+

GPS LAT FLG-

5

10

29

FLG-


2

The GX-50/55/60/65 do not have an OBS connection.

3

The GX-50/60 share pin 29 between Vert FLGand NAV FLG-.

3

3

4

Configure RS-232 TX Port for “MovMap” in GPS.

5


Figure 9.14 GX-50/60 & GX-55/65 RS-232 and Analog to ACU Interface



Revision C


ACU

KX155A KX165A

KX155 KX165

KX170A/ 170B/175B

P2

P401

P901

A1

A2

P171

NAV Composite

1

H

_

H

_

3

Composite GND

20

/ILS Engage

2

8

_

8

_

4

15 - S

_

15 - S

_

GS +UP

12

_

GS +DN

31

_

16 - T

_

GS +FLG

13

_

17 - U

_

GS -FLG

32

_

14 - R

_

1

16 - T

_

17 - U

_

14 - R

_

3

2

1

See manufacturers’ documentation for KN-70 and KN-73 Glideslope connections.

1 KX155/165 Nav units have dual GS outputs. Use “Numbered” or Lettered pins, not both.

3

2 Glideslope interface is for units with GS option.


ACU

KN-53

SL-30

P2

P532

P1

NAV Composite

1

8

19

Composite GND

20

15

37

/ILS Engage

2

12

33

GS +UP

12

P

30

GS +DN

31

14

31

GS +FLG

13

13

28

GS -FLG

32

R

32 1

1

2

Configure SL-30 for “Converter” in Set-Up Mode. The SL-30 cannot be connected to a back-up NAV indicator through the anlalog L/R/T/F outputs. Only a backup NAV indicator connected to the composite output will function. Refer to manufacturers’ installation manual for complete interface. Drawing is for reference only.

Figure 9.15 ANALOG NAV Interface



Revision C


11

9 23

CRS/HDG COM

+15 OUT HDG-CRS EXT


2

1

_

P3 17

/GPS MODE SEL

5

11

25

HDG VALID N/C

7

5

/ILS ENERGIZE

_

1

B

_

_

_

_

_

U _

17

20 19

W X

P1901

_ _

_ _

_

_

_

Y

21

19

V

_

_

_

_

c

AA

D

C

K

M

_

_

_

_

_

_

_

_

P2951

_

P1902

4 KFC-250/275 HDG & CRS Datum for 3" Instruments (KCS-55A) only.

If the existing DG/HSI is to remain in the aircraft do not parallel HDG/CRS Datum with ACU. Cap and Stow at DG/HSI.

ACU HSI TYPE = 0

(see Section 10)

Bendix King Autopilot to ACU Interface

Figure 9.16 KI-525A Emulation

3


_

_

_

_

_

_

_

_

C _

_

11

7

_

_

_

24 _

23

25

26

28 _

M _

A

2

_

P2251

_

_

_

_

_

22

_

_

_ _

_

_

_

_

10

27

28

11

_

_ _

_

_

_

_

_ _

_

P2202

3 _

2

17

16 33

32

P2201

_

_

_

C _

A

H M S

W

J2

KFC-275

5

GPS Mode Sel if connected on a WAAS capable GPS will not allow the vertical mode to couple. Can be connected on all other GPS units.

_

c

AA

D

C

K

M

_

_

_

_

_ _ _

_

J1

KFC-250

5


5

34

_

_

15

14

52

12

_

_

_

_

47

46

_ _

16 _

P2252

KFC-225

W H

P2952

KFC-200

See Flight Director section Figure 9.20 for command bar interface.

26

_

_

12

31

10

9

_

_

_

_

_ _

17 _

P1402

KFC-150

Autopilot can only be connected to ACU #1 in a dual ACU configuration.

_

_

36

_

-VERT FLG

16

+UP

23 _

17

30

- LAT FLG

22

35

11

+ LAT FLG

24

+DN

37

+ LEFT

25

27 _

2

_

P1401

KAP-140

+VERT FLG

18

+ RIGHT

P2

22

HDG DATUM

P3

3

1

CRS DATUM

4

ACU

List of Autopilot interfaces shown is Not All Inclusive


Revision C



2

1

9 23

+15 OUT HDG-CRS EXT

11 30 16 35 17 36 5

+ LAT FLG

- LAT FLG +UP +DN

+VERT FLG

-VERT FLG

/ILS ENERGIZE

/GPS MODE SEL

37

+ LEFT

17

P3

18

+ RIGHT

P2

22 11

HDG DATUM

CRS/HDG COM

3

P3

CRS DATUM

1

N/C

ACU HSI TYPE = 0

(see Section 10)


CRS/HDG Datum is wired to simulate a KI-525A HSI. If existing HSI is other than KI-525A then autopilot needs to be modified to accept KI525A inputs or contact Aspen Avionics for other options.

Autopilot can only be connected to ACU #1 in a dual ACU configuration.

2

ACU

_

_

_

_

_

_

_

_

26

_

_

42

_ _

_

_

_ _

14 _

9 _

_

49

32

_

_

_

14 _

13

31

30

46

35

13

29 12 44

10

28

31 29 _

7 _

11

P1

_

_

_

2

1

19

18

_

_

_

_

_ _ _

_

_

P2

SYSTEM 55

S-TEC Autopilot to ACU Interface

Figure 9.17 KI-525A Emulation

4 If the existing DG/HSI is to remain in the aircraft do not parallel HDG/CRS Datum with ACU. Cap and Stow at DG/HSI.

3 If existing installation had a DG then a jumper from P1 pin 9 to 10 will need to be removed from the autopilot. Refer to S-TEC reference material.

6

P1

P1

8

SYSTEM 40/50

SYSTEM 20/30

_

49

32

_

_

_

_

14

13

31

30

29 12 44

28

11

P1

_

_

16

_

_

_

6 _

24

23

21

37

13 _

19

20

109

_

_

_

58

77

45

46

_

_

_

_

_ _ _

_

_

110

See Flight Director section Figure 9.20, 9.22, or 9.23 for command bar interface.

38

_

_

2

1

19

18

_

_

_

_

_ _ _

_

_

P2

SYSTEM 60-2/65


6 GPS Mode Sel if connected on a WAAS capable GPS will not allow the vertical mode to couple. Can be connected on all other GPS units.

5

SYSTEM 55X


Revision C


Figure 9.18 NSD-360A/ NSD-1000 Emulation Century Autopilot to ACU Interface



Revision C


Figure 9.19 NSD-360A/ NSD-1000 Emulation Cessna ARC autopilot to ACU Interface



Revision C


ACU

KI-254

KI-256

P2

P1

P1

FD VALID 27

H

H

FD PITCH COM 14

N

N

FD PITCH 33

L

L

FD ROLL 10

M

M

P

P

FD ROLL COM 15

FD ENGAGE

1

9

AP FD Power AP CMD Bar Ref AP CMD Bar Pitch AP CMD Bar Roll AP FD Engage

Configuration Matrix (see Section 10) Set ACU FD TYPE = 1

1 Existing KI-256/254 Flight Director wiring may be paralleled with ACU Flight Director input. (-------) lines are existing aircraft wiring. 2 S-TEC System 55X requires ST-645 p/n 01188-2. S-TEC System 60-2 and 65 require ST-670 p/n 01180 FD interface unit. See STEC autopilot installation manual for details.

Figure 9.20 KI-254/ KI-256 FD Emulation

Figure 9.21 52C77 FD Emulation



Revision C


Figure 9.22 G-550A Emulation Cessna ARC



Revision C


14 Volt Aircraft

28 Volt Aircraft

ACU

ACU P2

ST-645

9

12 23

FD ENGAGE FD +UP

14

FD +RIGHT

15

FD +DOWN

33

FD +LEFT

10

FD VALID

27

P2

ST-645

9

12 23

FD ENGAGE FD +UP

14

FD +RIGHT

15

16

FD +DOWN

33

16

21

FD +LEFT

10

21

1

FD VALID

27

2

From AP computer P1-34 or AP/FD Master Switch P/N 3536

From AP computer P1-34 or AP/FD Master Switch P/N 3536

Configuration Matrix (see Section 10)

1

Set ACU FD TYPE = 1

S-TEC System 55X requires ST-645 p/n 01188-2. . See S-TEC autopilot installation manual for details and complete interface.

Figure 9.23 KI-256 Emulation S-TEC 55X FD interface with no existing Flight Director

14 Volt Aircraft

28 Volt Aircraft

ACU P2

ST-670

9

13

FD +UP

14

2

FD +RIGHT

15

FD ENGAGE

ACU P2

ST-670

9

13

FD +UP

14

2

FD +RIGHT

15

FD ENGAGE

FD +DOWN

33

9

FD +DOWN

33

10

9

FD +LEFT

1

FD +LEFT

10

FD VALID

27

1

3

FD VALID

27

4

From Annunciator P/N 0141 pin 5 or FD Master Switch

Configuration Matrix (see Section 10) Set ACU FD TYPE = 1

From Annunciator P/N 0141 pin 5 or FD Master Switch

1

S-TEC System 60/65 requires ST-670 p/n 01180. See S-TEC autopilot installation manual for details and complete interface.

Figure 9.23A KI-256 Emulation S-TEC 60/65 FD interface with no existing Flight Director DOCUMENT # A-01-126-00


Revision C




Revision C


ACU NAV Receiver with internal NAV Converter

P2

2 NAV Composite

1

Composite GND

20

/ILS Engage

2

GS +UP

12

GS +DN

31

GS +FLG

13

GS -FLG

32

KX-165 KX-165A KNS-80/81

3 NAV Indicator

KI-525A KI-202 KI-206 KI-207 KPI-552 GI-102/A GI-106/A

NAV FLG+ NAV FLGCDI +RIGHT CDI +LEFT + TO + FROM OBS RES A/H OBS RES C OBS RES D OBS RES E OBS RES F OBS RES G

1

Parallel all lines shown maintaining shielding as required.

2

Complete ACU to NAV hook-up is shown on previous drawings.

3

Some Nav Receivers have multiple GS outputs, They may be used in lieu of paralleling the 4 wires.

4

See NAV Receiver/Indicator manufacturers’ reference documents for complete connection of these units. This drawing is for reference only.

Figure 9.25 Back-up NAV Indicator (OBS Resolver) DOCUMENT # A-01-126-00


Revision C




Revision C


10 Configuration and Equipment Checkout Print a copy of Appendix B – Installation Final Check Sheet prior to starting any tests.

Log a Pass/Fail on check sheet then sign and date upon completion. Include copy of form in permanent aircraft records.

10.1

Test Equipment The following Test Equipment will be required to complete the remaining steps in the ground test procedure: • • •

10.2

Pitot Static Test Set

NAV/ILS Signal Generator Digital Multimeter

Wiring Verification •

Do not install the PFD, ACU, RSM or configuration module until instructed to do so in the steps below.

•

Perform a continuity check on all wires between the PFD, ACU, RSM, Configuration Module and their associated connections per wiring diagrams.

•

Verify over shields or over braids are installed on required wiring bundles.

•

Apply aircraft power and close the EFIS and ACU circuit breakers and the EFIS master switch if installed.

•

Verify proper voltage on PFD main connector pins 1, 2, and 3 and that there are proper grounds on pins 4, 5, and 6.

•

If installed, verify proper voltage on ACU P1-10 and ground on P1-3.

•

Remove power by pulling applicable circuit breakers.

•

Install the PFD, ACU, RSM, and Configuration Module.

•

Push in all applicable circuit breakers and apply power. Verify PFD displays “INITIALIZING” after 5 seconds.

NOTE:


AHRS Flags may take up to 3 minutes to clear. Airspeed and Altitude flags

may take up to 20 minutes to clear at temperatures below -20ºC.


Revision C


10.3

Bonding Check – FAR 23.867(b) •

Verify braided bonding strap is installed between PFD ground stud and airframe ground.

•

Verify PFD mounting bracket is bonded to instrument panel with less than 3 milliohms resistance.

•

Verify ACU(s) chassis is bonded to airframe with less than 3 milliohms resistance.

•

Verify RSM base plate or doubler plate is bonded to airframe with less than 3 milliohms resistance.



Revision C


10.4

System Configuration Configure the EFD1000 system prior to running the ground test procedure. The

configuration pages are accessed through the PFD display using the MENU button and the lower Right Control Knob labeled MODE/SYNC.

10.4.1 Main Menu Access The Main Menu operation is accessed by pushing the “MENU” button. See Section

10.4.5 for information on entering the INSTALLATION MENU.

10.4.2 Menu Navigation When no fields are enabled for editing, rotating the right control knob clockwise advances to the next menu page and counterclockwise advances to a previous menu page.

Editable menu items are displayed in white text on a blue background, non-editable menus items are green text on a blue background while grey text on a blue background is disabled from editing.

10.4.3 Edit Mode Pushing the line select key adjacent to an editable field enables the associated field for

editing. The field turns magenta when enabled and the right control knob reads “Edit Value”.

When the field is enabled for editing rotating the right control knob will adjust the value. Pushing the right control knob or the adjacent line select key will exit from the editable field.

10.4.4 Main Menu Configuration The Main Menu consists of 7 pages that are pilot selectable. The menus are shown as

they appear on the display of the PFD. The options for each editable field are displayed to the right of each line select key. See Operation Section 12.12 for a detailed description of the MAIN MENU pilot configurable settings.



Revision C


MAIN MENU PAGE 1 – General Settings

Set BARO units and AUTOCRS as required. AUTOCRS = ENABLE allows automatic CRS Pointer slewing to GPS desired track (DTK).

Figure 10.1 – Main Menu Page 1

MAIN MENU PAGE 2 – 360 MAP Settings

Set as desired or use factory defaults settings.




Revision C


MAIN MENU PAGE 3 – ARC MAP Settings

Set as desired or use factory default settings.


MAIN MENU PAGE 4 – VSPEEDS A

Set VSPEED Textual Markers to values on “Operator Configuration Checklist” in Appendix C or set to zero if not stated.

Figure 10.4 – Main Menu Page 4 NOTE: VSPEED’s may be locked by Installation Menu 3. To change these values go to Installation Menu 3 and change VSPD EDIT from LOCKED to UNLOCKED. Make changes to these values and then change VSPD EDIT back to LOCKED or as required. DOCUMENT # A-01-126-00


Revision C


MAIN MENU PAGE 5 – VSPEEDS B

Set VSPEED Textual Markers to values on “Operator Configuration Checklist” in Appendix C or set to zero if not stated.


MAIN MENU PAGE 6 – Power Settings

Power Settings page requires no configuration.

Figure 10.6 - Main Menu Page 6



Revision C


MAIN MENU PAGE 7 – System Status

System Status page requires no configuration.




Revision C


10.4.5 INSTALLATION MENU – UNIT CONFIGURATION The Installation Menu is entered from the Main Menu’s “SYSTEM STATUS PAGE” (page 7 of 7). Simultaneously push and hold the MENU key, Line Select Key #1 and Line Select Key #2 for 3 seconds while the airspeed is below 30 units.

Figure 10.8 – Installation Menu Access

Whenever the warning message in Figure 10.9 is displayed, pressing either control

knob shall advance the Installation menu. WARNING:

THE INSTALLATION MENU CONFIGURATION SETTINGS MUST BE SET IN ACCORDANCE WITH THE APPROVED INSTALLATION INSTRUCTIONS. UNAUTHORIZED MODIFICATION OF THESE INSTALLATION SETTINGS MAY INVALIDATE THE TYPE CERTIFICATED STATUS OF THIS AIRCRAFT AND/OR RENDER IT UNAIRWORTHY.

PRESS EITHER CONTROL KNOB TO ACCEPT PRESS MENU KEY TO EXIT

Figure 10.9 – Installation Menu Warning

To exit the Installation Menu at any time press the MENU button. All data will be saved as displayed. The system will reboot and “INITIALIZING” will appear on the display for approximately 15 seconds. DOCUMENT # A-01-126-00


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WARNING: Only a Certified Mechanic may set the values on Installation Menu pages 1 and 2. The values must match the certified speeds in the Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or other legal form of documentation (e.g., Placard).

INSTALLATION MENU PAGE 1 - IAS CONFIG A Set Speed Bands per Aircraft Flight Manual.

Figure 10.10 – Installation Menu Page 1

Vne: Never Exceed speed (beginning of red band) Vno: Maximum Structural Cruise speed (beginning of yellow band). For aircraft with no

published yellow speed band set Vno = Vne.

Vfe: Maximum Flap Extend speed (top of white band) - set to Vfe = Vs on aircraft with no flaps

Vs: No Flap Stall speed (bottom of green band) Vso: Full Flap Stall speed (bottom of white band) - set to Vso = Vs on aircraft with no flaps



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WARNING: Only a Certified Mechanic may set the values on Installation Menu pages 1 and 2. The values must match the certified speeds in the Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or other legal form of documentation (e.g., Placard).

INSTALLATION MENU PAGE 2 – IAS CONFIG B Set Speed Markers per Aircraft Flight Manual

Figure 10.11 – Installation Menu Page 2 Vyse: Single Engine best rate of climb (blue marker) on multi engine aircraft – set to zero “0” on single engine aircraft.

Vmc: Single Engine minimum control speed (red marker) on multi engine aircraft – set to zero “0” on single engine aircraft.

Initial Flap Extension Speed – set to zero “0” on aircraft without a published initial flap extension speed. For aircraft that have a published speed at which the first notch of flap may be deployed, set to that published value.



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INSTALLATION MENU PAGE 3- IAS CONFIG C

Set IAS UNITS per Aircraft Flight Manual. Configure TAPES based on Flowchart in Figure

10.13. VPSD EDIT is set based on “Operator Configuration Checklist” of Appendix C or to owner/operator preference.

M E N U

IAS UNITS: KNOTS

MENU OPTIONS

KNOTS/ MPH

TAPES: UNLOCKED

UNLOCKED/ LOCK OFF / LOCK ON

VSPD EDIT: LOCKED

UNLOCKED/ LOCKED

IAS CONFIG C

PAGE 3 OF 11

SEL PAGE


IAS UNITS: Set to Knots or MPH as defined in the AFM TAPES:

UNLOCKED = Must only be set when Airspeed and Altimeter are still in

basic T configuration. With this setting the pilot can turn airspeed and altitude tapes on or off via “TPS” Hot Key.

LOCK OFF = Must be used when aircraft has VMO “Barber Pole” airspeed indicator. Tapes are turned off and cannot be turned on by pilot

LOCK ON = This setting required whenever Altimeter or Airspeed Indicator

has been relocated from basic T configuration. Tapes are always enabled and cannot be turned off by pilot.

VSPD EDIT: UNLOCKED = pilot can modify value of VSPEED textual markers in Main Menu.

LOCKED = the pilot cannot modify the values of the VSPEED textual markers in the Main Menu.



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Use the following flowchart to determine the proper configuration for the TAPES setting of Installation Menu 3.

START

Requirements for configuring Installation Menu 3 “TAPES” Figure 10.13

Does aircraft have a VMO “barber pole” Airspeed Indicator?

YES

NO

Is Altimeter and Airspeed Indicator still in Basic “T” configuration?

YES TAPES must be configured to LOCK OFF

NO TAPES can be configured to UNLOCKED or any other customer preference

TAPES must be configured to LOCK ON

STOP

Figure 10.13 – TAPES Configuration Flow Chart DOCUMENT # A-01-126-00


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INSTALLATION MENU PAGE 4 – MISC CONFIG

The following menu will be used to enable or disable the emergency GPS sensor located in the RSM. The aircraft electrical system voltage is set and the pitch attitude zero reference point is aligned for tilted instrument panels.


RSM GPS: Set to ENABLE. RSM GPS USAGE: Set to EMER ONLY. “RSM GPS REVERSION EMER USE ONLY” will appear

on PFD if all connected GPS receivers fail. Do not set to VFR as it is not approved for use at this time. Configuring for VFR will disable the RSM GPS receiver. ELEC SYSTEM: Set to 14V or 28V as per aircraft electrical system.

PITCH ATT TRIM: Pitch Attitude Trim is used to align the horizon line of the PFD to the

horizon line of the standby attitude indicator. Aircraft with panel tilts of up to 8

degrees will use this adjustment to electronically compensate for the mechanical tilt of the PFD. The attitude horizon cannot be seen while making this adjustment so make

note of how many degrees the zero pitch attitude mark is off. For example, if the zero pitch reference was 3º too high, then set the Pitch Attitude Trim to -3º.



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INSTALLTION MENU PAGE 5 – NAV SET UP

The following menu will be used to configure the EFD1000 system for the installed GPS, NAV and autopilot interfaces. The installation wiring diagrams in Section 9 have a Configuration Matrix table that will be used to set ID#1 and ID#2.


GPS/NAV#1 (ID#1): Ranges from A to R as specified on the wiring diagrams of Section

9. See example below

GPS/NAV#2 (ID#2): Ranges from A to M as specified on the wiring diagrams of Section 9. See example below.

Using the Configuration Table from Figure 9.11 as an example; If you wired the drawing exactly as shown you would select ID#1 = H and ID#2 = D. This would mean you have a RS-232/Analog GPS1 (i.e., KLN-94, GX-55) with an Analog NAV1 (i.e., KX-155A) and an Analog NAV2 (i.e., KX-155A). DOCUMENT # A-01-126-00


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If you have the above installation without a NAV2 then select ID#1 = H and ID#2 = NONE.

If you have the above installation with no NAV1 or NAV2 (just GPS and autopilot) then select ID#1 = G and ID#2 = NONE.

Whenever the GPS / NAV #1 and/or #2 selection(s) have been made or changed, the “ACCEPT CHANGES?” and “REJECT CHANGES?” menu options shall be enabled.

Once the “ACCEPT CHANGES?” option is selected and the validity of the GPS / NAV #1

and #2 selections has been determined, the annunciation shown in Figure 10.16 shall be displayed for 5 seconds, and then return the “NAV SET UP” menu page to its initial state with the accepted GPS / NAV #1 and #2 selections.

NAVIGATION CONFIGURATION ACCEPTED

Figure 10.16 – Navigation Configuration ACCEPTED

If the “ACCEPT CHANGES?” option is selected and the GPS / NAV #1 and #2 selections

are determined invalid, the routine shall reject current GPS / NAV #1 and #2 selections (i.e. revert to previously stored selections (if any)), display the annunciation shown in

Figure 10.17 for 5 seconds, and return the “NAV SET UP” menu page to its initial state.

INVALID CONFIGURATION SELECTION SEE INSTALLATION MANUAL FOR INSTRUCTIONS

Figure 10.17 – INVALID Configuration



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INSTALLATION MENU PAGE 6 – A429 CONFIG

Installation Menu pages 6 through 8 are not editable and are for status only. They can help in the troubleshooting process if a GPS or NAV sensor does not function.





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INSTALLATION MENU PAGE 9 – ACU CONFIG

The following menu configures the emulation modes for the Flight Director and HDG

and CRS Datum interfaces. The installation wiring diagrams in Section 9 have a

Configuration Matrix table that will be used to set ACU HSI TYPE and ACU FD TYPE.


ACU HSI TYPE: 0= KI-525A, Emulates KI-525A HSI 1= reserved

2= reserved 3= reserved

Below is an example from Figure 9.16 showing a KI-525A Emulation with a Bendix

King autopilot. In this case you would set the ACU HSI TYPE =0:



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ACU FD TYPE: 0= None, no flight director installed

1= KI-254/KI-256, Emulates KI-254/256 Flight Director 2= reserved 3= reserved

Below is an example from Figure 9.20 showing a KI-256 Emulation. In this case you

would set the ACU FD TYPE =1:

ACU DATUM: 0 = Normal

1 = Reversed. It may be necessary to select “Reversed” if the HDG or

CRS Datum drives the autopilot in the opposing direction. Some HSI’s

use reversed logic for CRS and HDG Datum. Verify through ground test the proper setting (see section 10.6.9).

FD ROLL OFFSET ADJ: Flight Director Roll Offset is used to align the PFD Command

Bars to the Command Bars on the mechanical FD instrument in the roll axis. Positive number increases roll in RIGHT (clockwise) direction. Negative number increases roll in LEFT (counterclockwise) direction.

FD PITCH OFFSET ADJ: Flight Director Pitch Offset is used to align the PFD Command

Bars to the Command Bars on the mechanical FD instrument in the pitch axis. Positive number increases pitch in UP direction. Negative number increases pitch in DOWN direction.

Since the command bars are not visible in the Installation Menu you will need to make note of how many degrees the bars must move to be aligned. Next enter the noted

offset value, then exit the menu and check command bars for alignment, then enter Installation Menu again if necessary to make any further adjustment.

EXITING / SAVING DATA

To exit the Installation Menu press the MENU button. All data will be saved as it was

displayed on each page. The system will reboot and “INITIALIZING” will appear on the display for approximately 15 seconds. Normal operation continues.



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INSTALLATION MENU PAGE 10 – RSM Calibration

The following menu will be used in the next section to calibrate and validate the magnetometer in the RSM. Heading errors that are all in the same direction (all high or all low of actual) can be corrected in this menu.


INSTALLATION MENU PAGE 11 – ACCEL BIAS CAL

Installation Page 11 is for Factory Calibration only and has no installation purpose.




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EFD1000 CONFIGURATION CHART Insert copy in permanent aircraft records for use with Appendix D - Instructions for Continued Airworthiness.

Aircraft Model: Aircraft Type:

Aircraft Serial Number: INSTRUCTIONS: Fill in all non-shaded areas of Table 10.1 FEATURE

PAGE/KEY

IAS CONFIG PAGE A

PAGE 1:11

ASSIGNMENT

AVAILABLE

OPTIONS/RANGE

EFD1000 CONFIGRATION PER AIRCRAFT NOTED ABOVE

PAGE 1 OF 11 IAS CONFIG A

Vne

KEY 1

Editable: 0 to 450

Vno

KEY 2

Editable: 0 to 450

Vfe

KEY 3

Editable: 0 to 450

Vs

KEY 4

Editable: 0 to 450

Vso

KEY 5

Editable: 0 to 450

IAS CONFIG PAGE B

PAGE 2:11

PAGE 2 OF 11 IAS CONFIG B

Vyse

KEY 1

Editable: 0 to 450

Vmc

KEY 2

Editable: 0 to 450

Triangle

KEY 3

Editable: 0 to 450

IAS CONFIG PAGE C

PAGE 3:11

Airspeed Display Units

KEY 1

kts/mph

Airspeed and Altitude

KEY 2

UNLOCKED / LOCK

Airspeed Textual Markers

KEY 3

UNLOCKED/

Tapes Display Lock Lockout


PAGE 3 OF 11 IAS CONFIG C

OFF/LOCK ON LOCKED PAGE 131-202 © Copyright 2008 Aspen Avionics Inc.

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MISC CONFIG PAGE

PAGE 4:11

PAGE 4 OF 11

RSM GPS Enable

KEY 1

DISABLE / ENABLE

RSM GPS Usage

KEY 2

EMER ONLY / VFR

Electrical System

KEY 3

14 VOLT /

Pitch Attitude Trim

KEY 4

Editable:

MISC CONFIG

EMER ONLY

28 VOLT

-10.0 to +10.0 NAVIGATION

PAGE 5:11

PAGE 5 OF 11

CONFIGURATION SET UP

NAV SET UP

PAGE

GPS / NAV #1

KEY 1

Configuration GPS / NAV #2

NONE, A, B, C, D, E, F, G, H, I, J, K, L, M, P, Q, R

KEY 2

Configuration

NONE, A, B, C, D, E, F, G, H, I, J, K, L, M

429 PORT

PAGE 6:11

PAGE 6 OF 11 A429 CONFIG

No Configuration Required

RS232 PORT

PAGE 7:11

PAGE 7 OF 11


CONFIGURATION PAGE CONFIGURATION PAGE

RS232 CONFIG

NAVIGATION SOURCES

PAGE 8:11

PAGE 8 OF 11

ACU CONFIGURATION

PAGE 9:11

PAGE 9 OF 11

CONFIGURATION

NAV CONFIG

PAGE


ACU CONFIG

ACU HSI TYPE:

KEY 1

0,1,2,3

ACU FD TYPE:

KEY 2

0,1,2,3,4,5,6,7

ACU DATUM:

KEY 3

NORMAL,

FD ROLL OFFSET ADJ:

KEY 4

+/- 7.5 units (0.5

FD PITCH OFFSET ADJ:

KEY 5

+/- 7.5 units (0.5

RSM CALIBRATION

PAGE 10:11

HDG OFFSET:

KEY 5

ACCEL BIAS CAL

PAGE 11:11

REVERSED unit increments) unit increments) PAGE 10 OF 11

RSM CALIBRATION Editable: -10 to +10 degrees

PAGE 11 OF 11


ACCEL BIAS CAL

Table 10.1 – EFD1000 System Configuration Chart



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10.5

RSM Calibration

10.5.1 Calibration Overview The Remote Sensor Module must be calibrated by performing a compass swing in the

aircraft for any new installations and any follow up maintenance activities that could affect RSM accuracy.

Such activities might include but are not limited to the replacement of the RSM,

replacement of the Configuration Module, installation of a mechanical or electrical

device in the vicinity to the RSM, installation of an appliance that might generate a magnetic interference.

An overview of the RSM Calibration procedure is as follows (see Figure 10.24): •

The aircraft will be taxied to a magnetically quiet area at least 200ft from metal buildings and clear of metal grates, manhole covers and rebar within the concrete. A Compass Rose is ideal for this procedure.

• •

The aircraft can start from any heading.

With engines running, all electrical equipment operating, and the aircraft stationary the RSM CAL page will be entered and Start Calibration will be

initiated (see Figure 10.25). •

After a 10 second count down timer the pilot/operator will begin to taxi the

aircraft in a circle (cw or ccw) with the radius of approximately twice the length of the aircrafts wing as viewed from the cockpit (≈ 30ft). •

The aircraft will be taxied under its own power at a constant rate around a

circle until a 60 second timer elapses. The aircraft must not stop until the timer has exhausted. •

At the completion of the 60 seconds the aircraft will have made at least a 450º

•

At the end of the 60 second timer four headings about 90º apart will be

circle (360º + 90º) to no more than two complete circles (720º).

checked against a calibrated heading source (i.e., site compass, compass rose). • •

If PFD heading is acceptable then the calibration is Accepted.

If the PFD heading is not within tolerance then it is Rejected and the calibration procedure is re-run.

•

After the calibration is accepted headings are checked using a calibrated

reference (i.e., a sight compass) every 45º (starting from North) to verify that the heading accuracy is within ±4º. The RSM calibration routine is accomplished using the Installation Menu “RSM CALIBRATION” menu page. See Section 10.4.5 (Installation Menu Access) for instructions on entering the INSTALLATION MENU.



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Figure 10.24 – RSM Calibration Graphic DOCUMENT # A-01-126-00


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10.5.2 RSM Calibration Procedure

Figure 10.25 – RSM Calibration Page On the “RSM CALIBRATION” menu page the current calibrated heading (to the

nearest 0.1 degrees) will be continuously displayed adjacent to the “CAL HDG:” menu field.

With aircraft stationary at (POSITION 1) of Figure 10.24 press the “START CALIBRATION” line select key. The annunciation shown in Figure 10.26 will be displayed with a countdown timer that begins with 10 secs and counts down to 0 secs.

MAGNETOMETER CALIBRATION IN PROGRESS DO NOT MOVE THE AIRCRAFT FOR THE NEXT 7 SECS

Figure 10.26 – Calibration in Process DOCUMENT # A-01-126-00


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When the menu of Figure 10.27 is displayed immediately begin taxing the aircraft

clockwise or counter-clockwise at a constant rate of no faster than 1 turn every 30 seconds. About half normal taxi speed or a brisk walking speed is about right.

Approximately 10 seconds after initial movement (see POSITION A) the aircraft should

be taxiing at a constant rate (CR) throughout the rest of the procedure. When the

countdown timer is reached between one and a quarter turns (450º) (POSITION B) and

two turns (720º) (POSITION D) should have been completed. While turning the aircraft do not stop the aircraft until the end of the 60 second timer and Figure 10.28 appears. If you find that the timing of the turns was not right such that “Magnetometer

Calibration Complete” message occurs between B & D of Figure 10.24, then REJECT the results and re-run the procedure.

MAGNETOMETER CALIBRATION IN PROGRESS TURN THE AIRCRAFT NO FASTER THAN 1 CIRCLE IN 30 SECS UNTIL TIMER STOPS TIME REMAINING: ## SECS

Figure 10.27 – Aircraft Turning At the end of the calibration routine the “ACCEPT CALIBRATION?” and “REJECT CALIBRATION?” menu options will be enabled.

MAGNETOMETER CALIBRATION COMPLETE PLEASE ACCEPT OR REJECT RESULTS

Figure 10.28 – Accept/Reject Results To determine whether to ACCEPT or REJECT the results check four headings

approximately 90º apart against a known good heading source (i.e., aircraft compass,

sight compass, compass rose). If the headings are all within ±4º then press ACCEPT. If

the headings are off by more than 4º, but all in the same direction (all higher or all DOCUMENT # A-01-126-00


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lower than actual) then ACCEPT the results and use the Heading Offset Adjustment in Section 10.5.3 to correct for a miss-aligned RSM.

Pressing the “ACCEPT CALIBRATION” selection shall accept the calibration results,

display the annunciation shown in Figure 10.29 for 5 seconds, and return the “RSM CALIBRATION” menu page to its initial state.

MAGNETOMETER CALIBRATION

ACCEPTED

Figure 10.29 – Results Accepted

Pressing the “REJECT CALIBRATION” selection shall reject the calibration results. The only reason to reject results would be if a previously stored calibration has better heading accuracies.

MAGNETOMETER CALIBRATION

REJECTED

Figure 10.30 – Results Rejected

10.5.3 Heading Offset Adjustment Monitor current aircraft heading on the PFD and compare it to actual aircraft heading.

Check the four cardinal headings and determine if the PFD heading is consistently higher

or lower than actual. Use the HDG OFFSET on Installation Menu page 10 of 11 to correct for any misalignment of the RSM during mounting.



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10.5.4 Heading Accuracy Test As a final check, position the aircraft on the headings shown on “Installation Final Check Sheet” of Appendix B and verify heading is within +/- 4 degrees using a calibrated

heading source (i.e., site compass, compass rose). Record actual PFD headings in table for inclusion in aircraft maintenance records.

If any heading is outside ±4º then rerun the Calibration Procedure and or Heading Offset adjustment.

10.5.5 Heading Interference Test With aircraft engine(s) running monitor current aircraft heading on PFD and exercise flight

controls stop to stop including flaps and any electric trim tabs. Verify the heading does

not change on the PFD by more than 2º. If movement of flight controls causes more than a 2º heading change then it may be necessary to degauss the flight controls including the cables. A handheld degausser can be found at most audio and video stores. Operate all electrical and environmental equipment including: •

Blowers, fans, heaters, air conditioner

•

Deice boots, fuel pump(s), backup vacuum pumps

•

Landing, logo, NAV lighting

•

Operate pulse equipment – transponder, WX radar, DME

•

Key all VHF communication radios.

•

Operate autopilot so that all servos run (roll, pitch, yaw, trim)

If the operation of any electrical system causes the heading to change by more than 2º the RSM wiring may need to be relocated away from the offending system. The offending system may also have a bonding issue to the airframe that needs to be corrected.

Run engine(s) from idle to take off power and verify that the heading does not change by more than 2º.

This completes all RSM calibration and tests.



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10.6

Ground Test Procedure The ground test procedure will consist of checking for proper operation of the following items:

a) Airspeed Tape, Altitude Tape, and OAT Sensor b) AHRS Sensor

c) GPS Sensor Inputs (including Backup RSM GPS Sensor) d) Navigation Sensor Inputs (if installed) e) Backup Navigation Indicator

f)

Autopilot Sensor Outputs (if installed)

g) Flight Director (if installed) h) Sonalert (if installed) i)

j)

Ancillary Equipment Heading Check (if using ARINC 429 heading from EFD1000) EMI Test

CAUTION:

Do not exceed the aircrafts maximum Airspeed, Altitude, or Vertical Speed at anytime during the testing. Damage could result to the preexisting aircraft instruments.

10.6.1 Indicated Airspeed Display

WARNING: This test must be performed by a certified mechanic. Using Installation Final Check Sheet of Appendix B record the aircraft speed settings

from the Aircraft Flight Manual in the IAS Setting column. Set the Pitot/Static test set for 5000 ft above field elevation. Increase airspeed to Vne and check all Speed Bands and Speed Markers listed in table. 10.6.2 Altitude Display With the Pitot/Static tester still set for 5000 ft above field elevation and with BARO Set to 29.92 inHg on the PFD (see Section 13), verify altitude tape displays altitude within ±40ft of the calibrated test set altitude. 10.6.3 System Leak Test Perform a pitot-static system leak test per the aircraft manufacturers’ maintenance manual or set the Pitot Static Test Set to 1000ft above field elevation and without

additional pumping for a period of 1 minute the aircraft static system should not lose more than 100ft of altitude in a non-pressurized aircraft.



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10.6.4 Outside Air Temperature Verify the OAT displays on the DataBar and is not dashed. 10.6.5 AHRS Sensor Test Verify that correct aircraft attitude information is presented on the Attitude Indicator portion of the PFD. The Flags may take up to 5 minutes to clear when the ambient

temperature is below -20° C. Typically the attitude solution will be available in less than 3 minutes.

10.6.6 GPS Sensor Test Refer to GPS manufacturers’ instructions for operating GPS receiver and verifying a complete and fully functional interface.

All GPS interfaces

Allow GPS receiver to acquire a valid position and enter a Direct To waypoint or a Flight Plan. Verify the flight plan data appears on the PFD (if wired) and that it is correctly oriented on the magnetic compass card.

NOTE:

If the basemap does not correctly orient on the compass card, ensure that the GPS is configured for magnetic north reference.

Ensure GPS2 (if installed) is OFF Select GPS1 on the PFD and verify the CRS pointer auto-slews (if enabled) to the desired track (DTK). To enable AUTOCRS go to Main Menu page 1.

Select OBS or Hold Mode (if available) on the GPS and verify that the CRS knob on the PFD has control over the CRS pointer (manual-slew).

Verify the To/From and Left/Right deflection has the correct polarity. Check GPS vertical deviation for proper polarity (if connected).

NOTE:

The EFD1000 system will not display a VDI (GPS LPV Glide Slope) indicator without an activated valid LPV approach with APPROACH mode active.

Verify that the OBS resolver output (if available) reads correctly on the GPS. Turn off the GPS receiver and verify GPS1 is red slashed and goes invalid on PFD. Verify that RSM GPS Reversion is correctly annunciated. DOCUMENT # A-01-126-00


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Repeat procedure for GPS2 if installed.

Analog GPS interfaces

Verify OBS accuracy on GPS and calibrate if necessary using GPS manufacturers’ instructions.

RSM GPS

With RSM GPS enabled verify RSM in yellow box does not appear on left side of HSI display. Absence of RSM annunciation verifies operation RSM GPS. See Installation Menu 4 for instructions on enabling the RSM GPS module.

10.6.7 NAV Receiver Sensor Test Select NAV1 on the PFD and create a valid and invalid condition with a Nav Signal Generator verifying that the NAV Flag is displayed (Red Slash) when invalid.

Tune an ILS frequency on the Nav Receiver and verify the LDI (Localizer) scale is displayed on the ADI portion of the PFD.

Tune the Nav Signal Generator to the ILS test frequency and generate a valid Glide

Slope signal. Verify the VDI (Glide Slope) scale appears on the right side of the ADI. Generate a signal above and below the Glide Slope beam and verify proper polarity of the GS deviation for Fly Up and Fly Down on the PFD.

NOTE:

The EFD1000 system will not display a VDI (Glide Slope) indicator without both valid localizer and Glide Slope signals.

Repeat procedure for NAV2 if installed.

10.6.8 Backup Navigation Indicator Verify the backup navigation indicator continues to function after pulling the PFD

circuit breaker.

10.6.9 Autopilot Sensor Test Refer to autopilot manufacturers’ post installation check out procedures for complete

autopilot post installation ground checks. At a minimum complete the following checks to verify the EFD1000 interface is satisfactory.



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Note:

For attitude based autopilots it might be necessary to level the autopilot gyro to get proper FD and autopilot response from the test.

Caution:

Verify control surfaces are free and clear.

If installed, center the HDG Bug under the lubber line and engage the autopilot and

select HDG Mode. The FD (if installed) should be level and yoke should not turn. Move the HDG Bug left of the lubber line and the FD and or yoke should bank left. Move the HDG Bug to right of lubber line and the FD and or yoke should bank right.

With NAV1 selected on the PFD and a valid Nav Signal generated engage the autopilot in NAV Mode and verify that the FD and/or yoke follow the CRS Pointer in phasing.

Verify that the autopilot responds to correct Left/Right phasing by generating left and

right needle deflection. For autopilots that monitor the NAV FLAG, generate an invalid

Nav Signal and verify autopilot responds accordingly.

Engage APPR Mode and verify that the autopilot responds correctly to a generated Fly Up and Fly Down command. For autopilots that monitor the GS FLAG, generate an invalid GS Signal and verify autopilot responds accordingly.

10.6.10

Flight Director Test

If installed, engage the Flight Director (FD) in HDG Mode and verify that the command bars are in view

Adjust the HDG Bug to the right of the lubber line. Verify the command bars indicate

bank right. Adjust the HDG Bug to the left of the lubber line and verify the command bars indicate bank left.

Compare the FD bars to the mechanical FD instrument, if installed. Note degrees of difference between displays, if any, and adjust “FD Roll Offset Adj” as necessary on

Installation Menu page 9 to closely match both displays. For example, if PFD FD bars need 2 more degrees of right bank then set FD Roll Offset Adj = +2.

Generate a pitch up command with the flight director and verify FD bars indicate pitch

up. Generate a pitch down command with the flight director and verify FD bars indicate pitch down.

Compare the FD bars to the mechanical FD instrument, if installed. Note degrees of

difference between displays, if any, and adjust “FD Pitch Offset Adj” as necessary on

Installation Menu page 9 to closely match both displays. For example, if PFD FD bars



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need 3 more degrees of pitch up then set FD Pitch Offset Adj = +3.

10.6.11

Sonalert Test

If installed, verify the Sonalert is operational by generating a Selected Altitude alert on the PFD. This can be done by setting the Selected Altitude to 300ft above current

altitude. Then adjust the BARO setting (increasing altitude on the tape) until the solid yellow altitude flag is seen on the PFD (just left of Selected Altitude window). The Sonalert should sound before reaching the selected altitude.

10.6.12

Ancillary Equipment Heading Check

Verify proper operation of any ancillary components that are using the Low Speed ARINC 429 heading output from the EFD1000 system. Use ancillary equipment manufacturers’ installation tests procedures to perform ground check on their equipment.

10.6.13

TAPES Configuration Check

Verify the tapes are “LOCKED” or “UNLOCKED” as required by the flowchart in Figure

10.13. •

If TAPES are LOCKED ON - IAS and Altitude tapes should be visible and pressing the “TPS” line select key should have no effect.

•

If TAPES are LOCKED OFF – IAS and Altitude tapes should not be displayed on

PFD and “TPS” line select key has no effect. •

If TAPES are UNLOCKED – then pressing “TPS” line select key will de-clutter IAS and Altitude tapes from PFD.

10.6.14

EMI Test

Monitor the PFD for Flags, Red-X’s, Red Slashes, heading changes, altitude changes, airspeed changes, attitude changes or any error messages while performing the

following Test: a) Transmit on all Comm radios for 20 seconds each at 118.000mhz, 126.900mhz, and 136.950mhz.

b) Turn on all transponders, DME’s, Wx Radar, and all other pulse type equipment for 20 seconds each.



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c) Operate all aircraft lighting including position lights, strobe lights, navigation lights, and all other forms of lighting for 20 seconds each. d) Operate all environmental equipment including fans, air conditioning, heaters, and all other forms of environmental control equipment for 20 seconds each.

e) Operate Fuel pump(s), deice boots, windshield heat, prop heat, etc. f)

Operate engine(s) and verify no interference.



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11 Post Installation Flight Check CAUTION:

11.1

Only perform flight test in day VFR conditions with an appropriately rated pilot for the aircraft type to be flown.

Basic ADI Flight Checks Fly the aircraft in straight and level flight and verify that the ADI roll indication is level with reference to the horizon. Observe the Slip Indicator is centered under the Roll pointer and adjust rudder trim if available to center. •

Make a coordinated 30 degree banked turn to the right and verify that the ADI roll indication is correct with reference to the horizon.

•

Make a coordinated 30 degree banked turn to the left and verify the ADI roll indication is correct with reference to the horizon.

•

Pitch the aircraft up 10 degrees and verify the ADI pitch indication is correct with reference to the horizon.

•

Pitch the aircraft down 10 degrees and verify the ADI pitch indication is correct with reference to the horizon.

11.2

Basic HSI/DG Flight Checks •

Make a 180 degree coordinated turn to the right and verify that the compass scale and numerical heading indication correctly track the aircraft heading during the turn.

•

Make a 180 degree coordinated turn to the left and verify that the compass scale and numerical heading indication correctly track the aircraft heading during the turn.

11.3

ILS Flight Checks (if no autopilot, otherwise jump to Section 11.4) •

Hand fly an ILS approach and verify that the raw data on the PFD for Lateral and

Vertical Deviation Indicators are correctly displayed. Check the CDI indication for correct needle displacement. •


Check ILS2 if installed.


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11.4

Autopilot Flight Checks (if installed) WARNING:

Remember to disconnect the Autopilot immediately if it is not performing its intended function.

With wings level and the HDG Bug centered under the lubber line, deselect GPSS and engage the autopilot in HDG Mode and ALT Hold Mode (if available). Verify that the

aircraft makes no abrupt turns during engagement and the aircraft continues to track straight. •

Now turn the HDG Bug 10 degrees to the right and verify the aircraft smoothly

turns to the right with a bank angle not exceeding 10 degrees. If 10 degrees was acceptable in performance then proceed by turning the HDG Bug 90 degrees to

the right and verify the aircraft makes a standard rate turn and smoothly rolls out on to the correct Heading. •

Now repeat the test to the left.

•

With VLOC1 selected (VOR1 source indication) and a VOR Station tuned. Adjust the CRS pointer to center the CDI. Engage the autopilot in NAV Mode and verify the aircraft tracks to the VOR.

•

Repeat with NAV2, if installed.

•

Enter a valid flight plan or Direct To on the GPS. Couple the GPS to the HSI.

Engage the autopilot in NAV Mode, verify the autopilot tracks the GPS. (Note: GPSS is disabled for this test, this test is verifying the GPS deviations to the autopilot) •

Repeat with GPS2, if installed.

•

For GPS receivers using ARINC 429 interfaces, enable GPSS and engage the

autopilot in HDG Mode. Verify the autopilot tracks the GPS flight plan. Place the

GPS into OBS (HOLD) Mode (some GPS installations may require manual disabling of AUTOCRS). Use the CRS Pointer on the HSI to steer the autopilot via the GPS.

With the HDG Bug centered, press the GPSS button again and verify the HDG Bug controls the autopilot as before. •

Perform an ILS approach using VLOC1 (ILS1 source indication). Verify that the

autopilot tracks the localizer, then captures and tracks the glideslope if installed. •

Now repeat with ILS2 if installed.

•

If your GPS supports GPS WAAS LPV approaches, perform an LPV approach using GPS1. Verify that the autopilot tracks the GPS lateral approach guidance, then

captures and tracks the GPS LPV vertical guidance.



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•

Repeat with GPS2, if installed.

This completes the flight test. If everything was satisfactory then document the completion of the Test Flight in aircraft log book in accordance with FAR 91.407(b).



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12 Operation The operation section contains all of the features of the PRO model with all available sensor options configured. Should your installation not include a particular sensor (i.e., NAV2,

autopilot) then that system feature will be not available. Likewise if you have the PILOT model which does not have navigational and autopilot interfaces the operational features associated with those sensors will be not available. The PILOT model is similar to the PRO minus the

following features: •

HSI – has slaved DG with pilot settable HDG Bug

•

Dual Bearing Pointers

• • • • •

12.1

Lateral and Vertical Deviation Indicators MINIMUMS

Basemap – naviads, curved flight plan legs GPS and VLOC navigation interfaces

Autopilot interface – GPSS, HDG BUG and CRS Pointer

Pilot Controls

12.1.1 Overview Pilot interaction with the EFD1000 is accomplished through two knobs with

push/rotate function and 11 buttons located on the display bezel. Refer to Figure 12.1.

Two control knobs are used to control pilot settable bugs and references. Three lower push buttons, located between the control knobs, are used to select navigation sources for the bearing pointers and the HSI.

Three dedicated buttons on the upper side of the right bezel control map range, display reversion, and provide access the main menu.

Five soft keys on the lower half of the right bezel control frequently used commands, such as the HSI mode or map de-clutter setting. These five keys are also used when navigating the main menu.



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12.1.2 Power Control To enhance safety, the EFD1000 includes an internal battery that allows the system to continue to operate in the event of a failure of the aircraft electrical system. This ensures that in addition to the standby instruments, the EFD1000 primary flight

instrument continues to remain available for a period of time following the loss of all external supply power.

This internal battery is not required by regulation; however, it is good practice to verify that the charge state of the battery prior to takeoff.

The typical EFD1000 installation receives aircraft power from the battery bus via a dedicated circuit breaker and optional EFIS Master Switch.

Whenever indicated airspeed is invalid or below 30 KIAS the EFD1000 will power up and power down with the application or removal of external power. A message is

presented during the normal power down sequence to enable the pilot to abort the shutdown and switch to internal battery.

When IAS is greater than 30 KIAS and the input voltage drops below 12.8V (14V

Electrical System) or 25.6V (28V Electrical System) the EFD will automatically switch to its internal battery (e.g. aircraft charging system failure).

The EFD1000 internal battery will provide at least 30 minutes of power when it is fully charged. The battery provides power to the display head, RSM and emergency GPS. Reducing the backlight intensity will extend the battery operating time.

When operating from battery, a red “ON BAT” annunciation and battery charge status indication is presented in the lower portion of the Attitude Indicator.

A unit operating from battery may be powered off using the “Shut Down” command available in the Power Settings Menu.

In the unlikely event that the normal power control is not working, the EFD may be

forced to shut down by first pulling its associated circuit breaker and then pressing and holding the REV button for at least 5 seconds.

Battery charge status may be viewed from the “Power Settings” page of the Main Menu.



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12.1.3 Display and Control Layout

Figure 12.1 – Bezel and Display Features 1) 2) 3) 4) 5) 6) 7) 8) 9)

Reversion Control Range Control Menu Control “TPS” Tapes ON/OFF Control “MIN” Minimums ON/OFF Control “360/ARC” HSI View Control “MAP” Map declutter logic Control “GPSS” GPS Steering ON/OFF Control Right Control Knob


10) 11) 12) 13) 14) 15) 16) 17) 18) 19) 20) 21) 22) 23) 24) 25) 26) 27) 28) 29) 30) 31) 32) 33) 34) 35) 36) 37) 38) 39) 40) 41 42) 43) 44) 45) 46) 47) 48) 49) 50) 51) 52) 53) 54) 55) 56)

Left Control Knob Single-Line Bearing Pointer Source Select CDI Source Control Dual-Line Bearing Pointer Source Select Micro SD Card slot Automatic Dimming Photocell Attitude Indicator Aircraft Symbol Single Cue Flight Director (optional – compatible autopilot required) Roll Pointer Slip / Skid Indicator Airspeed Indicator Tape Selected Airspeed Field Airspeed Drum/Pointer Altitude Alert Selected Altitude Field Altitude Drum/Pointer Altitude Tape MINIMUMS annunciation Selected Minimums Field Decision Height “DH” Annunciation LDI Navigation Source Indication Lateral Deviation Indicator Vertical Deviation Indicator True Airspeed Barometric Pressure Setting Field Ground Speed OAT Wind Direction Arrow Wind Direction and Speed Selected Source Information Field Selected Course (CRS)Field Selected Heading Field Vertical Speed Digital Value Vertical Speed Tape Left Control Knob state Right Control Knob state Single-Needle Bearing Pointer Source Single-Needle Source Info Block Dual-Needle Bearing Pointer Source Dual-Needle Source Info Block CDI Navigation Source Magnetic Heading Compass Scale Hot Key legend CRS Pointer Single-Needle Bearing Pointer

57) 58) 59) 60)

Double-Needle Bearing Pointer Heading Bug Airspeed Bug Altitude Bug


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12.1.4 Control Knobs

General Two control knobs on the EFD bezel are used to adjust pilot editable data fields. The left knob adjusts data fields on the left side of the display, and the right knob adjusts data fields on the right side of the display.

The knob logic includes active and inactive states to prevent inadvertent adjustment of editable fields. After 10 seconds of inactivity, the knob returns to an inactive “home”

state. A single push activates an inactive knob. Pushing the knob again will advance the knob to the next editable field in a round-robin sequence.

When inactive, the knob legend is rendered in Cyan. Once activated, the knob legend and associated data field and bug (where appropriate) are rendered in magenta.

Left control knob The left control knob adjusts the CDI Course Set “CRS” and Indicated Airspeed Bug “IAS” editable fields. To adjust these values PUSH the knob in a round robin fashion until the desired field text turns magenta, then ROTATE the knob to set the value (clockwise to

increase, counterclockwise to decrease).

The home state for the left knob is “CRS”.

Right control knob The right control knob controls Heading Bug “HDG”, Altitude Bug “ALT”, Barometric

Pressure Setting “BARO”, and Minimums setting “MIN” editable fields in that order. To

adjust these values PUSH the knob in a round robin fashion until the desired field text turns magenta, then ROTATE the knob to set the value (clockwise to increase,

counterclockwise to decrease).

The home state for the right knob is “HDG”. To adjust the “MIN” field, the field must first be enabled using the MINs hot key.

12.2

Setting Flight Instruments

The following procedures are used to adjust pilot editable data on the EFD1000:

Heading Bug Set To set the heading bug, repeatedly PUSH the right control knob until the HDG field is enabled for editing. ROTATE the knob to the desired setting.



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Altitude Bug Set To set the altitude bug, repeatedly PUSH the right control knob until the ALT field is enabled for editing. ROTATE the knob to the desired setting.

Barometric Pressure Set To set the barometric pressure, repeatedly PUSH the right control knob until the BARO field is enabled for editing. ROTATE the knob to the desired setting.

Minimums Set To set the MINIMUMS alert, repeatedly PUSH the right control knob until the MIN field is enabled for editing. ROTATE the knob to the desired setting.

The minimums field must first be enabled via the Hot Keys before it may be adjusted.

CDI Course Set To select the CDI value, repeatedly PUSH the left control knob until the CRS field is

enabled for editing. ROTATE the knob to the desired value. When the CDI navigation

source is selected to a GPS and AUTOCRS is enabled the course is automatically set by the GPS and is not pilot adjustable.

Indicated Airspeed Bug Set To set the indicated airspeed bug, repeatedly PUSH the left control knob until the IAS field is enabled for editing. ROTATE the knob to the desired setting.

12.3

Knob Sync Function

Editable fields may be synchronized as a function of data type as described in Table 12.1 below. Whenever a control knob is held for approximately one second the active data type will be “sync’d” as follows: Left Knob

Data Type

SYNC Behavior

Right Knob Data Type

SYNC Behavior

IAS

The airspeed bug is set to the

HDG

The heading bug is set to

VOR CRS

The CRS is set to the bearing to

ALT

The altimeter bug is set to

BARO

The barometric pressure is

current IAS.

the tuned VOR Station (this will result in the deviation bar

the current heading. the current altitude.

centering with a “TO” indication). ILS CRS


The CRS is set to the current aircraft heading.


set to standard pressure of 29.92 in Hg or 1013 mB.

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Left Knob

SYNC Behavior

Data Type GPS CRS

AUTOCRS disabled – CRS is set to

the Desired Track to the GPS

Right Knob

SYNC Behavior

Data Type

MIN

active waypoint.

The MINIMUMS value is set to the current altitude.

AUTOCRS enabled – No effect. NOTE: AUTOCRS is

enabled/disabled via the Main menu.

Table 12.1 - Knob "Sync" Operation

12.4

Hot Key Operation

During normal operations, the five line select soft-keys on the lower right side of the display

bezel are referred to as “Hot Keys.” Hot Keys provide single-action access to frequently used

functions. An electronic legend adjacent to each Hot Key indicates its hot key function. When

the legend is green, the function is active. When it is grey, the function is inactive. The legend always annunciates the current state.

Figure 12.2 – Hot Key buttons Tapes Hot key 1 enables/disables the display of the airspeed and altitude tapes. In some installation where the backup airspeed and altitude instruments are not installed

adjacent to the EFD1000 system the TPS hot key will be disabled and it will not be possible for the pilot to disable the airspeed and altitude tapes.



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Minimums Hot Key 2 enables / disables the MINIMUMS display. When enabled, the minimums field is available for editing and minimums alerts are provided. When disabled, no minimums alerting is provided and the field may not be selected for editing. Upon enabling the MINs field, the right knob cursor is activated for editing the MINs value.

Compass Presentation Format Hot Key 3 toggles the compass between a 360 rose display and a 100 deg ARC display.

Basemap and Declutter Level Hot Key 4 is used to enable the basemap and control the amount of basemap symbology that is presented to the pilot. Refer to Section 12.10 Situational Awareness Map Display for additional information about the basemap.

Each successive push of the MAP hot key will change the basemap declutter level in a

round robin sequence. Available selections are HIGH, MEDIUM, LOW, FP ONLY, and OFF. In the HIGH, MEDIUM, and LOW settings the basemap symbology is rendered according

to selections made by the pilot in the main menu.

The FP ONLY selection displays just the flight plan legs and waypoints associated with the GPS flight plan, and no other basemap features.

OFF removes all basemap and flight plan symbology. Separate basemap declutter and range settings are retained for the 360 and ARC compass modes.

A basemap feature display level icon is presented with the range in the lower left portion of the display as follows: OFF

High

Medium

Low

FP Only

Figure 12.3 – Basemap Range and Declutter Settings

GPSS Hot Key 5 is used to enable or disable GPS Steering (GPSS) outputs to the autopilot. See Section 12.11 for more information about GPSS.



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12.5

CDI and Bearing Pointer Source Selection Overview The pilot may couple navigation data from external GPS or VOR/Localizer (VLOC) radio

system to the HSI and bearing pointers. Navigation source selection is controlled by the three buttons located between the control knobs.

The center button is used to control the source coupled to the Course Deviation Indicator on the HSI.

The left button controls the source coupled to the single-needle bearing pointer. The right button controls the source coupled to the double-needle bearing pointer.

Single-line BP Source

CDI Nav Source

Double-line BP Source

Figure 12.4 – Navigation Source Selection Controls Nav Source Selection To couple a navigation source to a bearing pointer or the CDI press the associated

button to sequence between the available sources in a round-robin sequence. Available sources are VLOC1, GPS1, VLOC2 and GPS2.

For integrated GPS/VHF radios, such as the Garmin GNS4xx/5xx, control of the data type

(i.e. GPS or VLOC) coupled to HSI course deviation indicator (but not for bearing pointers) is controlled by the radio. When coupled to a radio of this type, the EFD1000 will not

toggle the operating state of the radio, but will annunciate the radio’s current operating state in the CDI Nav Source display field. If the integrated radio is not reporting its current state to the EFD1000, such as when the equipment is OFF, failed, or a GPS waypoint has not been programmed, the EFD1000 will default to the VLOC mode. Refer to the operating instructions or Aircraft Flight Manual Supplement for the associated GPS or VLOC radio system for instructions on how to operate that equipment.



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Nav Source Display The name of the currently coupled CDI or bearing pointer navigation source will be displayed directly above the associated button. When the coupled source data is invalid or not available, the legend is slashed with a red line.

12.6

Back Light Control

The PFD includes an adjustable LCD backlight that provides both automatic and manual

brightness adjustments over a wide dimmable range. A single bezel-mounted photocell

measures the ambient light, allowing an automatic dimming mode to be selected by the pilot. Manual dimming control is enabled by the pilot to override the photocell input and adjust the display to any desired intensity level (except off).

In either mode, the bezel-key backlighting is maintained at a fixed brightness level. To adjust backlight intensity, press the MENU button and then press the left control knob to toggle between auto (BRT AUTO) and manual brightness (BRT ADJUST) control. To manually adjust the brightness, with BRT ADJUST displayed above the left knob rotate the knob until the desired brightness level is set.

On power up, the display defaults to AUTO brightness control. When operating on the internal battery, backlight intensity setting is capped at a value of 70 for both manual and automatic operation.

Under extreme temperature conditions, such as may be encountered during ground operations on extremely hot days, the system backlight will automatically dim to an intensity of 30

whenever internal sensors determine that the system operating temperature has exceeded

65ºC. Should this occur the pilot should take steps to reduce the cockpit ambient temperature.

Figure 12.5 – Lighting Control adjustment



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12.7

Map Range Control The EFD1000 basemap range may be set to ranges of 2.5, 5, 10, 15, 20, 30, 40, 60, 80, 100, and 200 nautical miles. Map range is measured from the own ship position to the outside of the compass arc.

To increase the range push the ‘+’ side of the range key located on the upper right side of the bezel. To decrease the range push the ‘–‘ side of the key. The currently selected map range is displayed in the lower left corner of the display.

12.8

Display Reversion Control and Abnormal Shutdown Single PFD installations do not have any display reversion capability that can be activated by the REV button. As such, the reversion function is inoperative in single display installations. In addition to display reversion control, the REV button may be used to force the unit to power

off should, for example, the display stop responding to pilot inputs. When external power has been removed, pressing and holding the REV button for 5 Seconds will produce in an

immediate system shut down. When external power is available, pressing and holding the REV button for 5 seconds will result in a system restart.

While the button is pressed, the following annunciation is provided adjacent to the button

Figure 12.6 – REV Button

12.9

Primary Flight Instruments

12.9.1 Attitude Indicator The Attitude Indicator consists of a conventional blue over brown attitude ‘ball’ rendered

behind a fixed aircraft symbol to display pitch, roll and slip/skid information. The

horizon line is represented by a fixed white line extending to each edge of the display area separating the blue sky and brown ground of the artificial horizon. A fixed roll pointer reads degrees of bank against a moveable roll scale.

The AHRS attitude solution continually self-monitors and will present a “CROSS CHECK ATTITUDE” annunciation whenever it determines that the AHRS solution may be

degraded. Should this alert be presented, the pilot should immediately cross compare the attitude against backup sources of attitude information.



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Figure 12.7 Attitude Indicator Pitch Markings The pitch scale consists of minor pitch marks in 2.5º increments up to ±20º and major pitch marks in 10º increments up to ±90º.

Roll Markings The roll scale is indicated by tick marks at 10º, 20º, 30º, 45º and 60º on both sides of

the zero roll inverted solid white triangle. The 45º marks are represented as hollow triangles.

Slip / Skid Indicator Slip / skid is indicated by the lateral position of the white rectangle under the roll pointer. One rectangle width is equivalent to one ball width of a conventional inclinometer.

Figure 12.8 – Slip/Skid Indicator

Unusual Attitude Cues Red chevrons are presented on the pitch ladder to guide in unusual attitude recovery.

The Chevrons come in to view at pitch attitudes greater than 15º nose up or 10º nose down). The Chevrons indicate the direction of the horizon.



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Figure 12.9 - Excessive Pitch Down

Figure 12.10 – Excessive Pitch Up

12.9.2 Airspeed Indicator Airspeed is indicated by a moving airspeed tape against a fixed position airspeed pointer.

A digital, drum-type readout is provided adjacent to the fixed pointer. Tick marks are

provided every 10 knots. The integral ADC will compute airspeeds between 20 kts (23mph) to 450 kts (518mph). Outside of this range the airspeed value is dashed.

NOTE:

The airspeed tape and drum may be de-cluttered from the display by pilot selection or through installer configuration.

Figure 12.11 – Airspeed Indicator

Speed Bands Color speed bands are displayed on the indicated airspeed tape corresponding to the

colored arcs found on a traditional airspeed instrument. The range of these markings are determined by the Federal Regulations, and correspond to the aircraft limiting speeds that are identified in the Aircraft Flight Manual. DOCUMENT # A-01-126-00


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The color bands are configured during installation and are not pilot adjustable. Band Color Red

Band Range >VNE

Description

Red arc displayed at all speeds above aircraft never exceed speed (VNE)

Yellow

VNO – VNE

Green

VS – VNO

Yellow arc extending from maximum structural cruising speed (VNO) to never exceed speed (VNE).

Green arc corresponding to the normal operating range extending between the no flap stall speed (VS) to the

maximum structural cruising speed (VNO). White

VSO – VFE

White arc corresponding to the flap operating range

extending from the full-flap stall speed (VSO) up to the full flap extend speed (VFE)

Red

Red arc extending from the bottom of the airspeed tape range up to full flap stall speed (VSO). This band is disabled on the ground and during takeoff.

Table 12.2 – Speed Bands Speed Markers Color speed markers are displayed on the indicated airspeed tape corresponding to the colored radial lines found on traditional airspeed instruments. These speed markers are depicted in accordance with requirements in the Federal Regulations, and correspond to the aircraft limiting speeds that are identified in the Aircraft Flight Manual.

The color markers are configured during installation and are not pilot adjustable. Speed

Marker

Value

Description

Red Line

VNE

A Red line is displayed across the airspeed tape at the

Red Line

VMC

Multi Engine Aircraft Only.

(multi

A red line is displayed across the airspeed tape at the

engine

aircraft single engine minimum control speed.

only) Blue Line DOCUMENT # A-01-126-00

aircraft never exceed speed (VNE)

VYSE

Multi Engine Aircraft Only. PAGE 161-202 © Copyright 2008 Aspen Avionics Inc.

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A blue line is displayed across the airspeed tape at the aircraft single engine best rate of climb speed Initial

If the aircraft manufacturer has published an initial flap

extension

the airspeed tape at the speed corresponding to this

flap

airspeed

extension speed, a white triangle will be presented on limitation.

Table 12.3 – Speed Markers V-Speed Markings Pilot-adjustable V-speeds can be configured and/or viewed via the Main Menu. Choices include: Va, Vbg (best glide speed), Vr, Vref, Vx, and Vy. and for retractable gear aircraft: Vle

and Vlo

NOTE: V-speed editing can be locked during installation to prevent inadvertent or unauthorized adjustment. 12.9.3 Altimeter Altitude is indicated by a moving altitude tape against a fixed position altitude pointer. A digital, rolling drum readout indicating altitude values to the closest 20 feet is provided

adjacent to the fixed pointer. Minor tick marks are provided every 20 feet and major tick marks are provided every 100 feet. The thousands and ten-thousands digits are larger than all other digits. Negative altitudes are indicated by a “-“ sign preceding the numerical altitude value in the drum.

The range of the altimeter is -1,600 to +51,000 feet Selected Altitude Altitude Bug

Altitude Pointer/Drum

“MINIMUMS” Set

Figure 12.12 – Altimeter Markings



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Barometric Pressure Setting (BARO) Barometric pressure is adjusted with the right knob to provide a barometric-corrected altitude on the display. The barometric pressure value can be entered in either inches of mercury (IN) or millibars (mB), as configured in the Main Menu GENERAL SETTINGS page.

The barometric pressure setting is retained over a power cycle of the equipment.

Altitude Alerts Visual (and optional aural) altitude alerts are generated for level-off and deviation

conditions. A yellow, level-off alert illuminates next to the selected altitude numerical field when the aircraft is within 15 seconds or 200 feet (whichever is greater) of the selected altitude. When an optional aural alerter is installed, a 1 second tone is provided. After reaching the selected altitude if the aircraft altitude deviates by more than ±200

feet from the preselect value then a flashing yellow altitude deviation alert is generated, accompanied by a one second tone from the optional aural alerter.

Figure 12.13 – Alert ON

Figure 12.14 – Alert OFF

12.9.4 Vertical Speed Indicator (VSI) Whenever the vertical speed exceeds +/- 100 fpm the vertical speed is indicated by a

rising/sinking white vertical tape and associated scale markers immediately to the right of the compass rose. A numerical indication or current aircraft vertical speed is shown

directly above the tape. Rates of ±2000 feet per minute (FPM) are indicated by the tape

while the numerical value will display rates of up to ±9990 FPM. A triangle caps the tape whenever rates exceed ±2000 FPM.

In the ARC compass mode only the digital vertical speed value is presented.

Figure 12.15 – Positive Rate of Climb DOCUMENT # A-01-126-00

Figure 12.16 – Rate Exceeding 2000 fpm


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12.9.5 Rate of Turn Indicator A rate of turn indicator with a range of 0 to 6 degrees per second is provided on both the 360 and ARC Compass modes. The indicator consists of a curved white tape

originating from the heading index mark and extending in the direction of the turn along the outer curve of the compass card.

Half Standard Turn Marking Full Standard Turn Marking

Figure 12.17 – Rate of Turn The rate of turn indicator features scale marks for standard and half standard rate turns (“Standard” rate of turn = 3 degrees per second). When the rate of turn exceeds 4.5

degrees per second, an arrowhead is added to the end of the tape to show that the rate of turn has exceeded the limits of the instrument.

12.9.6 Data Bar (TAS, GS, OAT, Winds, Barometric pressure Set) The Data Bar visually separates the upper and lower halves of the EFD display. True

Airspeed (TAS), GPS Ground Speed (GS), Outside Air Temperature (OAT), Wind Direction, Wind Speed, and Barometric Pressure Setting data are all presented in the data bar.

Figure 12.18 – Data Bar

12.9.7 Horizontal Situation Indicator The traditional HSI is an instrument which combines a Direction Indicator overlaid with a

rotating Course Deviation Indicator (CDI). The HSI on the EFD1000 can be presented in either a full 360 degree compass rose mode, or in a 100 deg ARC format. Within the

ARC mode, the pilot may select (via the main menu) between two different formats of CDI presentation – ARC HSI mode and ARC CDI mode.



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Figure 12.19 - 360 Compass Mode The ARC HSI mode, presents traditional rotating CDI symbology which resembles that

used in the HSI 360 Compass mode. The ARC CDI mode presents a fixed, non-rotating CDI resembling that used in contemporary GPS navigation displays.

Figure 12.20 – ARC HSI Mode

Figure 12.21 – ARC CDI Mode

Lateral and Vertical Deviation Indicators A Lateral Deviation Indicator (LDI) is presented on the attitude indicator whenever the pilot has selected an ILS, LOC, LOC(BC), or a GPS Approach Mode to the HSI and valid lateral guidance is being provided.

Back course deviation indications are automatically corrected for reverse sensing. Therefore, there is no further pilot action required to enable reverse sensing other than setting the inbound course on the HSI. “BC” will be annunciated to the left of the “LDI” indicator.

A Vertical Deviation Indicator (VDI) is presented on the attitude indicator whenever the LDI is shown and valid vertical guidance is provided, such as from an ILS or WAAS GPS



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Figure 12.22 – LDI and VDI Indicators Navigation Source Information Block A Navigation Source Information Block is presented in the upper left corner of the HSI display area. The Source Information Block indicates the navigation source coupled to

the HSI and its associated mode (e.g. VOR, ILS, LOC, etc). Information is provided related to the coupled source including, when available, waypoint or navaid identifier or frequency, bearing and distance, and the estimated time to the active waypoint.

Figure 12.23 – Navigation Source Information Block

Off Scale Indication Whenever the lateral deviation exceeds the maximum displayable range of 2.5 dots, the

deviation needle of the CDI and the deviation diamond of the LDI or VDI is rendered as a hollow ghosted image “pegged” on the corresponding side.

Figure 12.24 – Off Scale CDI DOCUMENT # A-01-126-00

Figure 12.25 – Off Scale VDI and LDI


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Auto Course Control The pilot may configure the EFD1000 via the main menu to enable Auto Course Select so that a connected GPS will automatically set the course (CRS) value whenever the GPS is auto sequencing between waypoints. This capability relieves the pilot from manually setting the course at each waypoint transition along a GPS route. When Auto Course Select is active the pilot cannot edit the CRS value.

Auto Course Select is indicated by an inverted green “A” presented adjacent to the numerical CRS value and the “CRS” knob legend.

Figure 12.26 – Auto Course Select Legends GPS Annunciations When a compatible GPS system is coupled to the HSI, annunciations of MSG, WPT, TERM or APPR, and INTEG that are associated with that GPS navigation source are shown on the HSI display whenever these annunciations are output by the GPS. If a configured GPS

fails, an amber failure annunciation is also provided indicating the failed GPS (i.e. “GPS1”, “GPS2”, “RSMGPS”). No other GPS annunciations are provided on the EFD1000 display.

Refer to the GPS Flight Manual for information related to GPS annunciations, including a list of all possible annunciations that can be provided by any particular GPS system.

Figure 12.27 – GPS Annunciations GPS Track Indicator Whenever the EFD1000 is connected to a compatible GPS a track indicator is provided. Track is indicated as a blue diamond rendered on the compass scale at the value that corresponds to the current aircraft track.



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Figure 12.28 – GPS Track Diamond

12.9.8 Bearing Pointers

General Two bearing pointers that show the radial of a VOR station or the bearing to a GPS

waypoint are provided. Bearing Pointers are only available in the 360 Compass mode. Any available navigation source may be connected to either bearing pointer. If

connected to a source that does not provide angular bearing data, such as a localizer, the bearing pointer is not presented and the source is flagged as invalid.

Figure 12.29 – Bearing Pointers

Bearing Pointer Source Information Block Each bearing pointer has an associated source information block that displays

information about the source of bearing pointer data (when available). Information that can be displayed includes distance to station and either the station identifier or the tuned frequency.

12.10

Situational Awareness Map Display Basemap The basemap presents map symbols for nearby navaids, intersections, airports, GPS flight plan waypoints, including curved and straight flight legs. Basemap data is

presented whenever the EFD1000 system is connected to a compatible GPS system. The DOCUMENT # A-01-126-00


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basemap symbols underlay all other instruments and annunciations in the lower half of the display. Map and flight plan elements are received from the GPS, and are only available when connected to a compatible GPS unit (i.e., Garmin GNS4xx/5xx). The base map is always oriented with magnetic heading up and centered so that the current aircraft position coincides with the aircraft own ship symbol.

Map Features When available, flight plan waypoints, airports, VORs, DMEs, NDBs, and intersection

symbols are rendered as shown in Figure 12.30 below. Map feature identifiers, when displayed, are shown adjacent to their associated symbol.

Figure 12.30 – Map Feature Identifiers Flight Plan When a flight plan is received from a compatible GPS system the Basemap will show the current and future flight plan waypoints and legs. The active leg waypoint and its

associated identifier are displayed in magenta. Other waypoints and legs are white. Depending on the range and selected feature display level, waypoint identifiers are displayed adjacent to their associated waypoints.

Flight plan depictions are rotated within the display to maintain their correct compass orientations at all times.



Revision C


Figure 12.31 – Basemap Flight Plan

Basemap Position Source and Reversion Position and flight plan data for the basemap is provided at all times by GPS1, except when GPS2 is the navigation source coupled to the HSI. In the event that GPS1 fails, the basemap will continue to present flight plan and mapping symbols that were received

from GPS1, but will use position data from GPS2. When the basemap position is in the

reversion mode, no flight leg or fly-to waypoint is indicated as ‘active’ (i.e. in magenta), no fly to waypoint data is provided (e.g. bearing, distance, etc), and navigation data coupled to the CDI is flagged as invalid.

When an alternate GPS is being used as the Base map position source, the message “GPS# REVERSION” (where “#” indicates the source of the reversionary GPS position, either “1” or “2” ) is presented.

Figure 12.32 – GPS1 Failure, Reversionary Navigation



Revision C


Emergency GPS Position Reversion When the RSM GPS is enabled at installation this emergency-use only non-certified GPS may be used as the basemap position source, but only when all external GPS systems have failed or become invalid. In this case, the basemap will continue to show the last programmed flight plan information from the external GPS system, but no active flight leg or fly to waypoint is indicated and the GPS navigation data coupled to the CDI will be flagged invalid.

The RSM GPS will only be activated upon failure of the external GPS system and cannot be used as a primary source of position data.

When the RSM GPS is being used as the base map position source, the message: “RSM GPS REVERSION EMER USE ONLY” is presented.

Figure 12.33 – GPS Failure, RSM GPS Reversion

12.11

Autopilot Integration General The EFD1000 can connect with many differnet legacy autopilot systems that are typically found in general aviation aircraft. The EFD1000 emulates the HSI and/or Flight Director (FD) indicator with which the autopilot was originally certified. Autopilot integration is limited to heading bug and navigation integration, including vertical approach modes.

When connected to an autopilot system that includes Nav or Approach couplers, the EFD also acts as a navigation source switch to the autopilot. This assures that the navigation information presented on the PFD is the same as that being provided to the autopilot.

This arrangement also eliminates the need for any external autopilot navigation source switch selectors or relays.

The EFD1000 does not currently provide vertical coupling to barometric references such as altitude hold, vertical speed, or altitude capture.

GPSS When GPSS is enabled, a digital GPS steering command generated by a compatible GPS system (such as the Garmin GNS430) will be passed to the autopilot in the form of a

heading command. To have the autopilot follow this GPS steering command, engage the autopilot in heading mode and select GPSS via the GPSS hot key on the PFD. DOCUMENT # A-01-126-00


Revision C


When GPSS is not selected, the autopilot will follow the heading bug value manually set by the pilot. If the connected GPS system does not provide the required roll steering command, the GPSS legend adjacent to the GPSS Hot Key will be rendered in grey and it will not be possible to enable GPSS operation via the Hot Key.

NOTE: Refer the Aircraft Flight Manual Supplement for your GPS system for information about GPSS steering commands that may be output by that system.

The autopilot must be in Heading Mode to receive GPSS signals from the EFD1000.

Flight Director When connected to a compatible autopilot system the EFD1000 will display a single-cue flight director. The flight director command bars visually represent the lateral and

vertical steering cues transmitted to the PFD by the autopilot. When the FD output from the autopilot is unavailable or flagged invalid, the FD command bars are removed from the display.

Figure 12.34 – Flight Director

Typical Autopilot Operations Whenever the EFD1000 installed configuration includes connections to GPS, VLOC and

autopilot systems, the EFD1000 acts as a conduit of data between the navigation radios and the autopilot system. This configuration enables any navigation sensor available for display on the EFD system to be coupled to the autopilot.

“HDG” Mode Operation – Heading Bug Steering 1. Set the heading bug on the EFD1000 to the desired heading

2. Verify that GPSS is not selected (GPSS Legend on Hot Keys shown in GREY) 3. Select the autopilot’s heading mode. 4. Engage the autopilot

5. Verify that the autopilot turns the aircraft to the desired heading.



Revision C


“HDG” Mode Operation – GPS Steering (GPSS) 1. Couple the EFD1000 HSI to a GPS sensor

2. Select GPSS by pressing the GPSS Hot Key so that GPSS is rendered in GREEN (e.g. GPSS Active).

3. Select the autopilot’s heading mode. 4. Engage the autopilot

5. Verify that the autopilot turns the aircraft to follow the GPS flight plan.

“NAV” Mode Operation – VLOC Navigation 1. Using the CDI Nav Source Select switch, couple a tuned/valid VLOC radio to the HSI and set the desired course.

2. Set the EFD1000 heading bug to a value that will intercept the desired course 3. Engage the autopilot in heading mode and verify that the aircraft turns to the desired heading

4. ARM the nav mode of the autopilot by selecting its NAV mode.

5. Monitor the CDI deflection and verify that upon intercepting the desired course that the autopilot switches to NAV Capture, and turns to track the desired course

“NAV” Mode Operation – GPS Navigation 1. With a valid flight plan programmed in the GPS, use the CDI Nav Source Select Switch to couple the GPS to the HSI.

2. With GPSS OFF, set the EFD1000 heading bug to a value that will intercept the active leg of the flight plan. - OR-

Select GPSS ON via the GPSS Hot Key.

3. Engage the autopilot in heading mode and verify that the aircraft turns to a heading to intercept the active leg of the flight plan.

4. ARM the nav mode of the autopilot by selecting its NAV mode.

5. Monitor the CDI deflection and verify that upon intercepting the flight plan leg that the autopilot switches to NAV Capture, and turns to track the desired course.

“APPR” Mode Operation – ILS Approach 1. Use the CDI Nav Source Select Switch, couple a tuned/valid ILS radio frequency to the HSI, and set the desired approach course.

2. Set the EFD1000 heading bug to a value that will intercept the desired course, or as instructed by ATC

3. Engage the autopilot in heading mode and verify that the aircraft turns to the desired heading



Revision C


4. Once cleared for the ILS approach, arm the autopilot’s Approach mode.

5. Monitor the CDI localizer deflection and verify upon intercepting the localizer that the autopilot switches to Approach NAV Capture, turns to track the localizer course, and arms the glide slope.

6. Monitor the autopilot localizer tracking performance. Upon intercepting the glide

slope verify that the autopilot switches from glide slope ARM to glide slope capture, and initiates a descent to track the glide slope.

“APPR” Mode Operation – GPS or GPS LPV WAAS Approach 1. With a valid GPS Approach programmed in the GPS, use the CDI Nav Source Select switch to couple the GPS to the HSI.

2. With GPSS OFF, set the EFD1000 heading bug to a value that will intercept the active leg of the flight plan. - OR-

Select GPSS ON via the GPSS Hot Key.

3. Engage the autopilot in heading mode and verify that the aircraft turns to a heading to intercept the active leg of the approach

4. Monitor the CDI cross track deviation and verify that upon intercepting the active leg of the approach that the autopilot turns to track the GPS Approach guidance THE FOLLOWING APPLIES FOR GPS LPV APPROACHES ONLY 5. Once cleared for the GPS LPV approach, arm the autopilot’s Approach mode. 6. Monitor the CDI GPS Lateral Deviation and verify that while tracking and/or

intercepting the final approach course that once the GPS APPROACH mode goes

active and LPV vertical deviation is presented on the EFD that the autopilot arms the glide slope.

7. Monitor the autopilot lateral approach course tracking. Upon intercepting the LPV glide slope verify that the autopilot switches from glide slope ARM to glide slope capture, and initiates a descent to track the LPV glide slope.

GPSS “APPR” Mode Operation – GPS Underlay to ILS Approach 1. With a valid GPS Approach programmed in the GPS, use the CDI Nav Source Select switch to couple the GPS to the HSI.

2. Select GPSS ON via the GPSS Hot Key.

3. Engage the autopilot in heading mode and verify that the aircraft turns to a heading to intercept the active leg of the approach

4. Monitor the CDI cross track deviation and progress along the ILS GPS Approach Underlay

5. Verify that the ILS frequency is tuned

6. Once cleared for the ILS approach, couple the EFD1000 HSI to the tuned ILS (if not

done automatically by the coupled radio) and arm the autopilot’s Approach mode.



Revision C


7. Monitor the CDI localizer deflection and verify that upon intercepting the localizer that the autopilot switches to Approach NAV Capture, turns to track the localizer course, and arms the glide slope.

8. Monitor the autopilot localizer tracking performance. Upon intercepting the glide

slope verify that the autopilot switches from glide slope ARM to glide slope capture, and initiates a descent to track the glide slope.

12.12

Main Menu

12.12.1

Menu Controls

The EFD1000 Main Menu is used to adjust various system configuration settings and

preferences. To select the Main Menu, press the MENU button on the right side of the

display bezel. To exit the Menu, press the MENU button again.

Main Menu Navigation Once the Main Menu is activated, rotating the lower right control knob will select the

various menu pages. The current menu page is indicated by the page name and legend “page # of #”, and by the location of the green segment within the segmented menu navigation bar displayed at the bottom of the display. Page Location Legend

Menu Page Name

Segmented Menu Bar

Figure 12.35 – Main Menu Navigation Configuring Menu Items Each menu page shows a series of menu selections adjacent to the right bezel line select keys. Editable menu selections are indicated by white text, while status only or noneditable items are shown in green. Items that have been inhibited from editing are shown in gray.

Pressing a line select key adjacent to an editable field enables the item for editing, indicated by showing the editable value in magenta. Rotating the lower right control knob adjusts the editable value. Changes are effective immediately.



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ON

Figure 12.36 – Main Menu Line Select Keys To exit the edit mode press the adjacent line select key, press the right control knob, or leave the menu by pressing the MENU button.

12.12.2

Menu Options

General Settings Page From the general settings page the pilot may: • • • • •

Configure the barometric altimeter setting units to inches or millibars (IN/mB) ENABLE or DISABLE the display of V-Speeds

ENABLE or DISABLE GPS Auto Course operations

Select between ARC HSI and ARC CDI compass view modes. Perform an AHRS RESET.

360 and ARC Map Settings Display Level Pages From the 360 and ARC Map Settings Pages the pilot may configure the way basemap

features are displayed in both the 360 and ARC HSI views. For each feature, the pilot may select either “ON”, “AUTO”, or “OFF”.

When a display feature is selected “ON”, it will always be displayed on the basemap. When a feature is “OFF”, it will never be displayed on the basemap. When a feature is set to “AUTO”, it will be displayed in accordance with a proprietary pre-set relationship that is a function of the feature display level setting (e.g. High, Medium of Low), the current map range, and the type of feature.

For example, when set to “AUTO” Terminal VOR/DME’s are shown at range scales less

than 30nm on the HIGH feature display level setting, but would not otherwise be shown. Similar logic is employed for all basemap features.



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V-Speed Setting Pages The V-Speed settings page allows the pilot to set the values at which V-Speed markers will be presented on the airspeed tape. V-Speed values may be set for: • • • • • • • • NOTE:

Va – Design Maneuvering Speed Vbg – Best Glide Speed Vref – Approach Reference Speed Vr – Rotation Speed Vx – Best Angle of Climb Speed Vy – Best rate of Climb Speed Vlo – Maximum Landing Gear Operating Speed Vle – Maximum Landing Gear Extended Speed V-Speed editing may be inhibited in the installation configuration menus. When inhibited, V-speed values are rendered in grey and cannot be adjusted by the pilot.

Power Settings Page The POWER SETTINGS Page is used to monitor and control the source of power to the

EFD1000, including overriding automatic power states. From the POWER SETTINGS Page the pilot may: • •

Switch to Battery Power from external power Switch to External Power from Battery Power

•

Shut down or Restart the unit

•

View the External Power Source Voltage

•

View the Internal Battery Status

System Status The SYSTEM STATUS page is used to display information about the EFD1000 system and software. From the SYSTEM STATUS page the pilot may: • • •


View the Main Application Processor software version View the Input Output Processor software version View the EFD1000 Feature load version


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13 Environmental Qualification Forms Nomenclature:

Part Number:

TSO Numbers:

EFD1000 Primary Flight Display (PFD)

A-05-110-00

TSO-C2d, TSO-C3d, TSO-C4c, TSO-C6d, TSO-C8d, TSO-C10b, TSO-C106, TSO–C113

Manufacturer:

Aspen Avionics, Inc

Date Tested:

2/2008

Address:

Test Name Temperature/ Altitude

5001 Indian School Road NE, Albuquerque, NM 87110

DO-160E

Test

Para

Category

4.0

A1, decompress

(Pressurized) Temperature/ Altitude

Notes Controlled temp and pressurized to <15,000’

to 55,000” 4.0

C1

Controlled temp and non-pressurized to 35,000’

4.5.5

Y

300 minutes minimum Internal, temperature controlled - 2 deg. C/minute

(Unpressurized) Loss of Cooling Temperature Variation

5.0

C

Humidity

6.0

A

Standard humidity environment

Operational Shocks and

7.0

B

Standard operational shock and crash safety

8.0

S, Curve M

Fixed Wing, Instrument Panel, Single/Multi-engine

Magnetic Effect

15.0

Z

Causes < 0.5 deg deflection to compass 0.3 meter away

Power Input

16.0

B (14V and 28V

DC equipment with significant battery floating on bus

Crash Safety Vibration (Fixed Wing)

Recip. and Turboprop

tests) Voltage Spike

17.0

A

Equipment for which a high degree of protection is

Audio Freq Conducted

18.0

B


Induced Signal

19.0

ZC

Equipment whose primary power is DC

RF Susceptibility

20.0

WW

(Conducted/Radiated) Bench test to show compliance

RF Emissions

21.0

M

Significant EM apertures, not in direct view of radio

required Susceptibility Susceptibility

with interim HIRF rules. 100V/m receiver antenna (Equipment mounted in cockpit or cabin area) Lighting Induced

22.0

B3K33

Transient

Moderately exposed all-metal airframes, airframes composed of metal framework and all composite skin panels or carbon fiber composite airframes whose major surface areas have been protected with metal meshes or foils

ESD


25.0

A

Equipment installed in aerospace environment


Revision C


Nomenclature:

EFD1000 Remote Sensor Module (RSM)

Part Number:

A-05-111-00

TSO Numbers:

TSO’d with EFD1000 system

Manufacturer:

Aspen Avionics, Inc

Date Tested:

2/2008

Address:

Test Name Temperature/ Altitude


DO-160E

Test

Para

Category

4.0

F2

Notes Non-controlled temp and non-pressurized to 55,000’

Temperature Variation

5.0

A

External, non-temperature controlled - 10

Humidity

6.0

C

External humidity environment

Operational Shocks

7.0

A

Standard operational shock

Vibration

8.0

S, Curve M

Fixed Wing, Fuselage Mount, Single/Multi

Waterproofness

10.0

S

Heavy stream as encountered during washing

Fluid Susceptibility

11.0

F (Deicing fluids and aircraft

Self explanatory

deg. C/minute

Recip. and Turbo <12,500 Lb. or deicing cleaning compound only) Magnetic Effect

15.0

Z

Causes < 0.5 deg deflection to compass 0.3

Power Input

16.0

n/a

Powered from PFD display

Voltage Spike

17.0

n/a



18.0

n/a


Induced Signal

19.0

ZC


RF Susceptibility

20.0

WW

meter away

Susceptibility Susceptibility

(Conducted/Radiated) Bench test to show compliance with interim HIRF rules. 100V/m

RF Emissions

21.0

H

Direct view of radio receiver antenna. (equipment mounted outside airframe)

Lighting Induced

22.0

B3K33

Transient


Lightning Direct Effects

23.0

2A

Mounted in area with sweptback attachment, but no hang on

Icing

24.0

C

External environment

ESD

25.0

A




Revision C


Nomenclature:

Analog Converter Unit

Part Number:

A-05-112-00

TSO Numbers:

TSO’d with EFD1000 system

Address:


Manufacturer:

Aspen Avionics, Inc

Date Tested:

Test Name Temp/ Altitude

2/2008

DO-160E

Test Category

Notes

4.0

A1, decompress to

Controlled temp and pressurized to <15,000’

para

(Pressurized) Temp/ Altitude

35,000’ 4.0

C1

Controlled temp and non-pressurized to 35,000’

Temperature Variation

5.0

C

Internal, temperature controlled - 2 deg. C/minute

Humidity

6.0

A

Standard humidity environment

Operational Shocks

7.0

B

Standard operational shock and crash safety

8.0

S, Curve M

Fixed Wing, Instrument Panel, Single/Multi-engine Recip. and

Magnetic Effect

15.0

Z

Causes < 1.0 deg deflection to compass 0.3 meter away

Power Input

16.0

B (14V and 28V


(Unpressurized)

and Crash Safety Vibration (Fixed Wing)

Turboprop

tests) Voltage Spike

17.0

A

Equipment for which a high degree of protection is required


18.0

B


19.0

ZC


20.0

WW

(Conducted/Radiated) Bench test to show compliance with

Susceptibility Induced Signal Susceptibility RF Susceptibility

interim HIRF rules. 100V/m RF Emissions

21.0

M

Significant EM apertures, not in direct view of radio receiver antenna (Equip mounted in cockpit or cabin area)

Lighting Induced

22.0

B3K33

Transient


ESD


25.0

A



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APPENDIX A TROUBLESHOOTING



Revision C


System Troubleshooting Fault

Cause

Corrective Action

Display does not power on

a) PFD missing A/C power

a) Check PFD circuit breaker,

(Note: there can be up to a 20 second delay from the

wiring, and A/C battery

application of power to a visible display)

b) PFD missing A/C ground c) PFD is defective

d) Configuration Module (CM) fail Display does not power off (Note: PFD will switch to

internal battery if airspeed is greater than 30kts.)

“INITIALIZING” message

PFD on/off switch on panel, voltage > 12 volts.

b) Check wiring to PFD

c) Repair or replace PFD d) Check configuration

module wiring. Repair or replace CM.

a) Airspeed is above 30kts

a) Normal operation

b) PFD may have been

b) Switch unit off using

c) PFD is defective

c) Repair or replace PFD

switched to internal battery

“REV” button.

a) RSM to PFD

a) Check RSM to PFD wiring

b) RSM failed

b) Repair or replace RSM

c) PFD failed


a) Air data sensor has not

a) Allow up to 20 minutes at

time.

to clear

ATTITUDE FAIL or

a) AHRS sensor has not

a) Allow up to 3 minutes for

(Note: Attitude flags could

b) RSM failed/data missing.

b) Check RSM to PFD wiring.

for more than 20 seconds

ALTIMETER, AIRSPEED, VSI FAIL (RED-X)

communication lost

had sufficient warm-up

b) Air data sensor failed DIRECTION FAIL ( RED-X) take up to 3 minutes to clear

completed initialization.

temps below -20ºC for flags b) Repair or replace PFD AHRS to initialize.

Repair or replace RSM.

at temps below -20 ºC)

c) PFD is defective

CROSS CHECK ATTITUDE

a) If it occurred on system

a) RESET AHRS

b) Normal after abrupt

b) RESET AHRS

message (yellow)

start.

maneuvers on ground or in air OAT Display dashed


c) PFD is defective


a) Wiring fault between PFD

a) Check wiring

b) RSM is defective

b) Repair or replace RSM

a) Groundspeed < 20kts

a) Normal operation

c) Airspeed failed

c) See AIRSPEED FAIL

and RSM

WINDS Display dashed

c) Repair or replace PFD.

b) No GPS ground track


b) GPS not computing GTK troubleshooting procedure Revision C


System Troubleshooting -continued Fault

Cause

Corrective Action

Red Slash through

a) GPS or VLOC receiver

a) Turn on GPS or VLOC

GPS1, NAV2)

b) GPS or VLOC receiver

b) See GPS/VLOC

Navigation Sensor (i.e.,

turned off. failed

c) Wiring fault between

sensor and ACU or PFD d) ACU wiring fault.

receiver

manufacturers’ instructions for troubleshooting

c) Check wiring between

GPS/VLOC and ACU or PFD d) Check ACU circuit

breaker, check ACU to PFD wiring and ACU to sensor

e) ACU is defective. f) PFD is defective. Autopilot or analog

NAV/GPS inoperative

wiring

e) Repair or replace ACU f) Repair or replace PFD

a) ACU chassis not

a) Ground ACU chassis to

b) ACU not powered

b) Check ACU circuit breaker

grounded

c) ACU to sensor wiring d) ACU fault e) PFD fault

airframe ground

and power/grounds

c) Check ACU to sensor wiring

d) Repair or replace ACU e) Repair or replace PFD

Excessive Heading errors

a) RSM is tilted more than

a) Shim RSM to within limits

that are higher than actual

manual

manual

in one quadrant, or errors in some quadrants and

lower than actual in other quadrants.

allowed per Section 6 of this b) Poor RSM calibration c) RSM calibrated too close

defined in Section 6 of this

b) Re-run RSM calibration at constant rate turns.

c) Re-run RSM calibration

to buildings or ferrous

away from buildings and

d) Airframe or external

d) Check for magnetized

objects

magnetic interference

other ferrous objects

areas on airframe close to

RSM. Degauss magnetized area

Heading errors in all

a) RSM misaligned on

a) Use HDG OFFSET

higher than actual

clockwise direction

RSM alignment.

quadrants – all errors are

aircraft fuselage in

adjustment to correct for

Heading errors in all

a) RSM misaligned on

a) Use HDG OFFSET

lower than actual

clockwise direction

RSM alignment.

quadrants – all errors are


aircraft fuselage in counter-


adjustment to correct for

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APPENDIX B INSTALLATION FINAL CHECK SHEET



Revision C


EFD1000 Installation Final Check Sheet (page 1 of 3)

Aircraft Type:

Date:

Aircraft Serial Number:

Tail Number:

The following three (3) pages must be printed and used during checkout. The Section number refers to the section in the manual where the test is performed. This form must be included in document package to be included in aircraft maintenance records.

Complete by performing test of Section 10.5.4 Calibrated Heading

TOLERANCE

0

+/- 4

45

+/- 4

Source

90

+/- 4

135

+/- 4

180

+/- 4

225

+/- 4

270

+/- 4

315

+/- 4

Actual PFD Heading

Complete by performing test of Section 10.6.1 IAS Setting

Band

Band

Color

Description

Range

Vne =

Red

>Vne

Red arc displayed at all speeds above Vne

Vno =

Yellow

Vno - Vne

Yellow arc extending from Vno to Vne

Vs =

Green

Vs - Vno

Green arc extending from Vs to Vno

Vfe =

White

Vso - Vfe

White arc extending from Vso to Vfe

Vyse =

Blue

= Vyse

Blue Marker at Vyse

Vmc =

Red

= Vmc

Red Marker at Vmc

Triangle

=

White triangle at initial flap extension

Pass

Vso =

=

Marker Marker

(White)

airspeed

NOTE: Single engine aircraft and aircraft with no flaps will not use all parameters above



Revision C


EFD1000 Installation Final Check Sheet (page 2 of 3)

SECTION

POST INSTALLATION TESTS

10.5.4

Heading Accuracy Check (above)

10.5.5

Heading Interference Test

10.6.1

Indicated Airspeed Test

10.6.2

Altitude Display Test

10.6.3

System Leak Test

10.6.4

OAT- Outside Air Temperature Test

10.6.5

AHRS (attitude solution) Test

10.6.6

GPS Sensor Test - GPS1 (if installed)

10.6.6

GPS Sensor Test – GPS2 (if installed)

10.6.6

RSM GPS (Back-up) Sensor Test

10.6.7

NAV Receiver Sensor Test – NAV1 (if installed)

10.6.7

NAV Receiver Sensor Test – NAV2 (if installed)

10.6.8

Back-up NAV Indicator Test (if installed)

10.6.9

Autopilot Sensor Test (if installed)

10.6.10

Flight Director Test (if installed

10.6.11

Sonalert Test (if installed)

10.6.12

Ancillary Equipment Heading Check (if connected)

10.6.13

TAPES Configuration Check

10.6.14

EMI Test

6.4

Weight and Balance performed

7.4

Electrical Load Analysis performed

11

Post Installation Flight Test

11.4

Document successful completion of flight test in aircraft log


PASS

FAIL

List equipment interfaced:

book per FAR 91.407B


Revision C


EFD1000 Installation Final Check Sheet (page 3 of 3) SECTION

COMPLIANCE CHECK

PASS

5.2

Standby Attitude, Airspeed, Altimeter, Magnetic Compass

5.2.4

Backup Navigation Indicator (if required) connected to a

FAIL

installed in pilots field of view

navigation source installed in pilot’s field of view. The indicator must continue to function if the PFD circuit breaker is pulled.

7.2

Circuit breaker installed for PFD and 1 ea. for each ACU

10.3

PFD braided ground strap installed between unit and panel with < .003 ohms to ground.

RSM ground wire attached to ground stud < .003 ohms.

RSM doubler plate bonded to airframe ground < .003 ohms. ACU(s) chassis bonded to airframe ground < .003 ohms. 7.2

Wires, cables, and connectors clearly marked or stamped

7.2

If installed, PFD master switch must be easily accessible to flight crew and clearly marked

MISCELLANEOUS 1.7

Update warranty records on Aspen Avionics website at www.aspenavionics.com/dealerramp

6.3

Log book entry stating aircraft has been modified in

Misc

Complete cover page of EFD1000 AFMS Aspen document #

accordance with EFD1000 AML-STC.

A-01-175-00 (Pro) or A-01-179-00 (Pilot) and insert in Airplane Flight Manual.

Misc

Complete wire routing diagram Figure D1 in Appendix D

Misc

Copy of ICA’s Appendix D with copy of wiring diagrams

(Section 9 or installer drafted), copy of Configuration Chart Table 10.1, and copy of Pre-Modification Checklist Table 5.1 inserted. This data package is to be given to

owner/operator for inclusion in aircraft permanent records.

Installer/ Inspector


Date


Revision C


Appendix C OPERATOR CONFIGURATION CHECKLIST



Revision C


Operator Configuration Checklist

Aircraft Type:

Aircraft S/N:

Aircraft Tail #: Owner/Operator: I request that the following settings be configured into my EFD1000 PFD as described below.

These airspeeds must match the requirements for the aircraft above and must match the values in the Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or other legal form of documentation (e.g., Placard). Vne Vno Vfe Vs Vso Vyse Vmc

Multi engine only Multi engine only

initial flap extension speed

I also would like my VSpeed Textual Markers set as per below: (Note – these may be edited by the pilot unless LOCKED). Insert a zero “0” in any field you wish not to appear on display. Va Vbg Vref Vr Vx Vy Vlo

Retractable Gear only

Vle

Retractable Gear only

I would like my Airspeed Textual Markers above: LOCKED / UNLOCKED (circle one)

Owner/ Operator


Date


Revision C


APPENDIX D INSTRUCTIONS FOR CONTINUED AIRWORTHINESS

AIRCRAFT MAKE: AIRCRAFT MODEL: AIRCRAFT SERIAL NUMBER:

Modification of an aircraft under the EFD1000 AML Supplemental Type Certificate obligates the

aircraft operator to include the maintenance information provided by this document in the

operator’s Aircraft Maintenance Manual and operator’s Aircraft Scheduled Maintenance Program.



Revision C


ICA – RECORD OF REVISION Revision

Date

C

3/28/08


Description of Change INITIAL RELEASE


Revision C


D.1 Introductory Information This ICA provides instructions necessary for authorized personnel to inspect and maintain the EFD1000 system installed by the EFD1000 AML-STC. The following data may be required for this maintenance:

Replacement Parts:

A-01-126-00 Rev. C or later EFD1000 Installation

Operating Instructions: Wire Routing Locations: Wiring Diagrams:

Manual (see Section 1)

A-01-126-00 Rev. C or later EFD1000 Installation

Manual (see Section 12)

See attachment to this document Figure D1 (part of permanent aircraft records)

See attachment to this document (part of permanent aircraft records)

D.2 System Description The EFD1000 system is comprised of the Primary Flight Display (PFD), Remote Sensor Module (RSM), Configuration Module (CM) and optional Analog Converter Unit (ACU).

The EFD1000 system provides display of attitude, airspeed, altitude, direction of flight, vertical speed, turn rate, and turn quality. The system may optionally provide display of navigation information through interfaces to GPS Receivers and/or VHF Navigation Receivers.

When interfaced with a compatible autopilot, the EFD1000 system provides heading and course datum information to the autopilot, which enables the autopilot to follow the Course and Heading values set by the pilot on the EFD1000. D.3 System Operation Refer to EFD1000 Installation Manual A-01-126-00 Rev. C or later, or AFMS for instructions on system operation. D.4 Servicing The PFD, RSM, ACU, CM have no field serviceable components. Return defective units to Aspen Avionics or an authorized dealer. D.5 Overhaul Period None required D.6 Special Tools See document A-01-126-00 Rev. C or later Section 1.5 for special tools required.



Revision C


D.7 Airworthiness Limitations There are no Airworthiness limitations associated with the installation of this appliance. The Airworthiness Limitations Section is FAA approved and specifies maintenance required under 14 CFR § 43.16 and § 91.403 unless an alternate program has been FAA approved. D.8 Distribution of Revisions Any revision to this document will be available on the Aspen Avionics website at

www.aspenavionics.com. Significant changes or revisions will be electronically mailed to dealers

on record at the time the revision is available. D.9 Periodic Maintenance and Calibration

All maintenance is considered “ON CONDITION” unless otherwise noted in these ICA’s.

Internal Battery

The 30 minute back-up battery in the PFD is not approved as a required power source to

meet electrical power requirement for essential equipment following loss of aircraft power generation equipment. Because the battery is not “required” equipment, it is up to the operator to replace the battery when its performance no longer meets his/her

expectations. However, the battery must be replaced by the end of its’ useful life of five (5) years. Status of the battery can be determined by switching the PFD to internal battery power by: •

Press MENU Key

•

Select POWER SETTINGS, Main Menu 6 of 7

•

Press BATTERY line select key

After a short delay the percentage of battery charge remaining is displayed on the PFD as:

To switch back to external power: •

Press EXT PWR line select key

Instructions for battery replacement are contained in Section D.12. Contact customer

service at Aspen Avionics or an authorized Aspen Avionics Dealer for a replacement battery.

Display Backlight

The PFD display backlight has a median expected life of 50,000 operating hours.

Replacement of the lamp is on-condition as it may last longer or shorter than 50,000

hours. It is up to the operator to determine whether the backlighting has become too dim for its intended use.

The ACU, RSM, and Configuration Module require no periodic maintenance or calibration. DOCUMENT # A-01-126-00


Revision C


D.10 Unit and Wiring Inspection All units, brackets, installation hardware and wiring of the EFD1000 system should be checked as defined below during annual inspection. Items found to be defective should be repaired or replaced prior to returning the aircraft to service.

PFD Inspection

The PFD should be inspected for damage and its operation should be verified using

documents from Section D1 of these ICA’s. The PFD wiring should be checked for damage, chafing, or excessive wear. The PFD braided bonding strap should be checked for proper termination at the PFD and aircraft grounding point to maintain HIRF and Lightning

compliance. Verify less than 3 milliohms from PFD ground stud to airframe ground. The

installation of the PFD should be inspected for corrosion on the PFD and the structure it is mounted on. The fasteners should be inspected for tightness and general condition.

ACU Inspection

The ACU should be inspected for damage and its operation should be verified using

documents from Section D1 of these ICA’s. ACU wiring should be checked for damage,

chafing, or excessive wear. Verify ACU chassis bonding to airframe ground is less than 3 milliohms to maintain HIRF and Lightning compliance. The installation of the ACU should be inspected for corrosion on the ACU and the structure it is mounted on. The fasteners should be inspected for tightness and general condition.

RSM Inspection

The RSM should be visually inspected for damage and wear on the lightning strip. RSM

wiring should be checked for damage, chafing, or excessive wear. Verify RSM doubler plate bonding to airframe ground is less than 3 milliohms to maintain HIRF and Lightning

compliance. This can be checked with a milliohm meter between one of the RSM mounting screws and airframe ground. The RSM installation and doubler should be inspected for

corrosion on the RSM, the RSM shim (optional), the fuselage skin, and the doubler. The

installation should be inspected for cracks in the fuselage, and loose or damaged fasteners.

Configuration Module Inspection

The Configuration Module should be checked for damage. The Configuration Module wiring

should be checked for damage, chafing, or excessive wear.

D.11 Troubleshooting See Appendix A of the document A-01-126-00 Installation Manual for troubleshooting procedures.



Revision C


D.12 Removal and Replacement This section provides instructions for removal and replacement of LRU’s that have been previously installed in the aircraft. No special tools are required for the removal and replacement of any system LRU’s. If an LRU is found to be defective it should be removed and returned to Aspen Avionics for repair or replacement.

PFD Removal

Verify power is off. Carefully insert a flat blade screw driver into the locking mechanism on

the top center of the PFD. While gently prying pull back the top of the PFD and extract from bracket. Remove nut securing braided ground strap to PFD. Remove pitot and static quick connectors by pulling back outer spring loaded locking sleeve while unplugging

connectors. To remove 44 pin D-sub connector unscrew both jackscrews fully and pull connector straight back.

PFD Replacement

Verify power is off. Install 44 pin D-sub connector and tighten jackscrews until connector is fully seated. Install pitot and static lines to back of PFD by firmly pressing the fitting until fully seated (pitot and static quick connectors are keyed and cannot be crossed).

Gently pull on connector to ensure proper connection. Connect braided bonding strap to PFD with nut. Insert bottom of PFD into bracket and pivot top forward until it locks into place on bracket.

Perform pitot and static leak check and verify the airspeed and altitude indications on the EFD correspond to the values set on the pitot static test set. Perform return to service test by verifying no sensors are flagged invalid and there are no RED-X’s on display. Perform sonalert test in Section 10.6.11.

PFD Battery Replacement

PFD battery replacement must only be performed by a properly certified individual or

facility. Remove PFD from panel as above. Remove two screws on each end of the football

shaped cover plate on rear of the PFD. Unplug electrical connector and slide battery out of PFD. Install new battery in PFD then connect battery plug. Replace cover plate and tightened cover screws. Reinstall and test PFD as above.

ACU Removal

Verify power is off. Remove ACU by unscrewing the jackscrews of all three D-sub

connectors. Gently remove the connectors by pulling straight out. Remove the six (6) 6-32

mounting screws securing the ACU to the aircraft and remove unit from aircraft.

ACU Replacement

Verify power is off. Install ACU in mounting location and install six (6) 6-32 mounting

screws through holes in ACU mounting tabs. Install all three (3) D-sub connectors securing each with the two jackscrews per connector.



Revision C


Perform post installation tests in Sections 10.6.6, 10.6.7, 10.6.9, 10.6.10.

RSM Removal

Verify power is off. It will be necessary to gain access to the underside of the RSM mounting

location in order to unplug the RSM connector. Unscrew RSM electrical connector from

inside and undo shield ground wire from ground stud. Remove sealant from around base

of RSM and on mounting screws. Remove four (4) 8-32 non-ferrous mounting screws from RSM and remove RSM from aircraft taking care to guide 24 inch “pigtail” connector out through ½ inch hole in aircraft skin.

RSM Replacement

Verify power is off. Verify O-ring on RSM is in good condition with no cracking or

flattening. Contact Aspen Avionics for replacement O-ring if required. Verify RSM shim is

installed between aircraft skin and RSM if required. Feed circular connector down through ½ inch hole in aircraft skin and mount RSM (vent hole faces aft) with four (4) 8-32 non-

ferrous screws. It is critical that the screws be non-ferrous to prevent the introduction of compass errors. Connect electrical connector from inside and cable tie connector and

harness to prevent interference with flight controls as per AC43.13. Connect shield ground

wire to ground stud. Re-seal around base and on top of four mounting screws of RSM using one of the following non-corrosive sealants: Non-pressure vessel mounting Pressure vessel mounting

Dow Corning 738, MIL-A-46146 or equiv. Pro-Seal PS 870B-1/2, MIL-PRF-81733D, or equiv.

Perform RSM Calibration per Section 10.5 of this manual. Also check OAT operation per Section 10.6.4 and check RSM GPS operation per Section 10.6.6.

CM Removal

Verify power is off. Cut the two (2) cable ties affixing the CMU to the PFD wiring harness. Unplug the Molex connector by pressing down on the locking tab and gently pulling the connector from the module.

CM Replacement

Verify power is off. Plug the Molex connector into the module until it clicks. Cable tie the

module to the PFD wiring harness being careful to prevent interference with flight controls

per AC43.13.

Perform the post-installation unit configuration per section 10.4.5 of this manual. Perform RSM Calibration per Section 10.5 of this manual.



Revision C


INSTRUCTIONS: 1.

Draw in RSM and optional ACU and autopilot locations as done for PFD below.

2.

Draw in circuit breaker locations.

4.

Draw in ACU to PFD and ACU to autopilot cable routing.

3.

Draw in PFD to RSM cable routing.

A

Figure D1 – LRU and cable routing diagram

LRU and Circuit Breaker Definitions A)

PFD

C)

ACU#1 – optional

B)

D)

(CM is wired within 12” of PFD)

RSM

ACU#2 – optional


E)

PFD circuit breaker location

G)

ACU#2 circuit breaker location – optional

F)

H)

ACU#1 circuit breaker location - optional

Autopilot computer location


Revision C


INSERT WIRING DIAGRAMS AFTER THIS PAGE



Revision C


INSERT THE FOLLOWING AFTER THIS PAGE COMPLETED - CONFIGURATION CHART - TABLE 10.1 COMPLETED - PRE MODIFICATION CHECKLIST – TABLE 5.1 COMPLETED - OPERATOR CONFIGURATION CHECKLIST FROM APPENDIX C COMPLETED - EFD1000 INSTALLATION FINAL CHECKSHEET FROM APPENDIX B



Revision C

EFD1000 Installation Manual - НЕБО-Сервис

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