Falcon 7X Technical Training

System Descriptions and Diagrams

Avionics – Volume 2
 Copyright © 2009 CAE SimuFlite
All Rights Reserved
ABCO-POD-07-09C

The information contained within this Training Manual is based on information excerpted
from the Dassault Aviation Falcon 7X Maintenance and Service Documentation. Excerpted
materials used in this publication have been reproduced with permission of Dassault
Falcon Jet Corp. As this information is for TRAINING PURPOSES ONLY, if any conflict
exists between this document and the official technical publication, the official technical
publication will take precedence.

CAE SimuFlite and Dassault Falcon Jet Corp. are pleased to provide this publication to
further meet the valued requests and expectations of the Falcon 7X Maintenance
Technician. Any suggestions for changes or improvements to this manual are welcome,
and may be forwarded to:

CAE SimuFlite
ATTN: Courseware
PO Box 619119
DFW Airport, TX 75261
 Falcon 7X Technical Training
System Descriptions and Diagrams
Avionics – Volume 2

21 ....................................................................................................... Air Conditioning

22 ................................................................................................................ Auto Flight
23 ...................................................................................................... Communications
24 ....................................................................................................... Electrical Power
26 .......................................................................................................... Fire Protection
27 ..........................................................................................................Flight Controls
28 ............................................................................................................................ Fuel
29 ....................................................................................................... Hydraulic Power
30 ........................................................................................... Ice and Rain Protection
31 ..............................................................................Indicating / Recording Systems
32 ............................................................................................................ Landing Gear
33 .........................................................................................................................Lights
34 ................................................................................................................. Navigation
35 ...................................................................................................................... Oxygen
36 ................................................................................................................. Pneumatic
38 ...................................................................................................... Waste and Water
45 .......................................................................Central Maintenance System (CMS)
49 ........................................................................................ Airborne Auxiliary Power
71 ...............................................................................................................Power Plant
72 ......................................................................................................... Engine Turbine
73 ..........................................................................................Engine Fuel and Control
74 ...................................................................................................................... Ignition
75 .............................................................................................................................. Air
76 ....................................................................................................... Engine Controls
77 ..................................................................................................... Engine Indicating
78 ..................................................................................................................... Exhaust
79 ...............................................................................................................................Oil
80 ......................................................................................................................Starting

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 TABLE OF CONTENTS

Navigation.................................................................................................................34-1
Flight Environment Data...........................................................................................34-3
Flight Environment Data Component Chart .............................................................34-16
Dependent Position Determining .............................................................................34-18
VOR-ILS-DATALINK / GPS-VIDL NAV SYS............................................................34-19
Automatic Direction Finder (ADF) System ...............................................................34-31
Distance Measuring Equipment (DME) System.......................................................34-35
Air Traffic Control (ATC) Transponder (XPDR) System...........................................34-39
Dependent Position Determining Component Chart................................................34-45
General - Independent Position Determining ...........................................................34-46
Weather Radar (WXR) System ................................................................................34-47
Radio Altimeters .......................................................................................................34-55
Lightning Sensor System (LSS) ...............................................................................34-57
Traffic Collision Avoidance System (TCAS).............................................................34-60

ATA 34
Independent Position Determining Component Chart .............................................34-68
Attitude and Heading................................................................................................34-69
Inertial Reference System ........................................................................................34-71
Attitude and Heading Reference System (AHRS) ...................................................34-80

NAVIGATION Electronic Standby Indicator System .......................................................................34-83

Attitude and Heading Component Chart ..................................................................34-89
Head-Up Guidance System......................................................................................34-90
Landing and Taxiing Aids Component Chart ...........................................................34-96
Flight Management System......................................................................................34-97
Enhanced Ground Proximity Warning System (EGPWS)........................................34-109

Wiring Diagrams
Air Data System .......................................................................................................34-16
LH COMM NAV ........................................................................................................34-26
RH COMM NAV .......................................................................................................34-27
Weather Radar .........................................................................................................34-54
Lightning Strike Sensor ............................................................................................34-59
TCAS System...........................................................................................................34-67
Sensor ......................................................................................................................34-78
Attitude and Heading Reference System .................................................................34-82
STBY Instrument ......................................................................................................34-88
Heads-up Display .....................................................................................................34-96
ASCB WR LAN Bus .................................................................................................34-120

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Developed for Training Purposes Falcon 7X

34rdtechr

Figure 1
Flight Deck Overview
 NAVIGATION
Overview
This section deals with the description of:
− Navigation management (FMS) and resources (MRC, IRS, GPS)
− Various equipment
− Typical flight plan insertion
− Windows and associated tabs
− Abnormal operations and back-up information

The airplane is equipped with navigation sensors:

− Two Air Data Systems (ADS)
− Two Radio Altimeter (RA)
− One Weather Radar System (WX)
− One Enhance Ground Proximity Warning System (EGPWS) (Second Is Optional)
− One Traffic Collision Avoidance System (TCAS)
− One Optional Lighting Sensor System (LSS)

The Guidance Panel (GP) gathers, in its central part, the Automatic Flight Control System (AFCS) controls and
indications. Navigation system management is achieved through the Cursor Control Device (CCD) and the Multifunction
Keyboard (MKB). Information is provided via:
− Two Primary Display Unit (PDU)
− Two Multifunction Display Unit (MDU)
− One Optional Head Up Guidance System (HGS)

In normal configuration:
− PDU Display:
• ADI: primary flight data (attitude and flight path, airspeed, altitude)
• HSI: heading track and navigation data provided by FMS, VOR-LOC, ADF, DME
• ENG-CAS
• 1/6 configurable window: ENG-TRM-BRK, RADIOS, SENSORS, TRAFFIC
− MDU Display:
• I-NAV (graphical flight planning)
• WPT LIST
• Flight Management Window (FMW)
• System SYNOPTICS
• AVIONICS
• MAINT
• Electronic Checklist (ECL)
• CHARTS (optional)
• CMF / AFIS (optional)
• UPLINK WX (optional)
• VIDEO (optional)

Figure 2
Pedestal

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Figure 3
Navigation System
 NAVIGATION (CONTINUED)
Overview (Continued)
The navigation system supplies navigation data to the aircraft that includes instrument flight, landing, and other navigation
components. The navigation system has the subsystems that follow:

Flight Environment Data

The flight environment data system uses internal and external sensors and probes to sense the external environmental
conditions that follow around the aircraft:
− Pitot (Total) Air Pressure
− Static Air Pressure
− Air Temperature

The flight environment data supplies the air data from the sensors to other systems on the aircraft.

Attitude and Heading

The attitude and heading system uses magnetic or inertial forces to measure and give the attitude and direction of the
aircraft
.
Landing and Taxiing Aids
The landing and taxiing aids system receives data from ground installations to supply a glide routing. The glide routing
helps the flight crew to approach, land, and taxi the aircraft safely during different flying conditions.

Independent Position Determining

The independent position determining system uses equipment other than ground stations and/or orbital satellites to find
the position of the aircraft.

Dependent Position Determining

The dependent position determining system uses ground stations and/or orbital satellites to find the position and the
velocity of the aircraft.

Flight Management Computing

The flight management computing system uses navigation data to calculate and control the position or the flight path of
the aircraft.

Figure 4
Navigation Antenna

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Figure 5
Flight Environment Principle Data
 FLIGHT ENVIRONMENT DATA
Overview
The Flight Environment Data has four air data systems that include:
− LH Upper Air Data Smart Probe (501FE)
− RH Upper Air Data Smart Probe (401FE)
− LH Lower Air Data Smart Probe (301FE)
− RH Lower Air Data Smart Probe (201FE)
− LH TAT Sensor (L101FE)
− RH TAT Sensor (R101FE)

"SmartProbes", so called because they incorporate not only the sensors but also the Air Data Computer

Each Air Data System (ADS) provides the following aircraft level functions that follow:
− Transmission to Modular Avionics Unit (MAU) for display on the Pilot and Copilot Primary Display Units (PDUs):
• Baro Corrected Altitude (Pilot and Copilot)
• Indicated and True Airspeeds (IAS, TAS)
• Total Air Temperature (TAT)
• Static Air Temperature (SAT)
• True Mach
• VMO/MMO Indication
• Baro Correction
• Air Data System Status
− Transmission for display on the Electronic Stand-by Instrument:
• Pressure Baro Corrected Altitude
• Indicated Airspeed
• True Mach
• VMO/MMO Indication
− Transmission of Angle of Attack (AOA) and Angle of Sideslip (AOS), free stream static pressure (Ps) and impact
pressure (Pt-Ps) and ΔVMO/ΔMMO information to the Primary Flight Control System (PFCS) from each air data
system, and status information. The PFCS uses air data for low speed and high speed limitation, and gain scheduling.

The Air Data System is comprised of two left-hand (LH) Smart Probes, two right-hand (RH) Smart Probes, and two Total
Air Temperature (TAT) probes. The system is configured such that the aircraft is provided with four independent air data
“systems” (ADS1, ADS2, ADS3, ADS4). The LH Smart Probes are functionally different than the RH Smart Probes and
are labeled as different part numbers. The TAT Probes are identical. A Multifunction Probe (MFP) is part of the Smart
Probe, but is also designed as a line replaceable unit (LRU). The MFP is identical for all four Smart Probes.
02-34-10-02

The primary purpose of the Air Data System is to provide independent air data information to each display used by the
flight crew; the Primary Display Units (PDUs) and the Electronic Standby Instruments (ESI) Display. The Fly By Wire
(FBW) Primary Flight Control System (PFCS) receives much of the same information directly from the ADS. Certain air
data parameters are also used by other aircraft systems via the Modular Avionics Units (MAU). The following are the main
functions provided by the ADS for the aircraft:
− Provide calculated air data to avionics and flight control system
− Provide anti-icing for air data probes
− The acquisition of air data for use by the aircraft systems (i.e. avionics, PFCS) is performed by four independent
Smart Probes and two independent TAT probes. Each Smart Probe has two independent and dissimilar channels, A
and B. Each channel has dissimilar complex hardware and dissimilar software Each TAT probe has two resistive
elements, each element connected to one Smart Probe.

Figure 6
LH Probes Location

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Figure 7
Power Sources
 FLIGHT ENVIRONMENT DATA (CONTINUED)
Overview (Continued)
As indicated here, the ADS functions not only to acquire air data but also to provide a significant amount of calculated air
data information. Further elaboration of some of this information may be performed within the receiving systems. The ADS
interfaces directly with the fly-by-wire PFCS, Avionics (MAU, Attitude and Heading Reference System (AHRS), ESI
Display, Cockpit Mounted Overhead Panel (OP) and Integrated Maintenance System. There are several indirect
consumers of air data through the MAU.

Interface with Fly-By-Wire PFCS

The Air Data System transmits air data information directly to the PFCS system through ARINC-429 connections. A
separate FAIL indication is provided via a dedicated discrete connection between the Air Data Systems and PFCS
systems. Each ADS (ADS1, ADS2, ADS3, ADS4) provides an independent set of data and FAIL discrete.

Aircraft AOA is provided to the PFCS. The PFCS determines a reference AOA from the four Air Data Systems to use for
the AOA limiting function. This reference AOA is also transmitted to Avionics from the PFCS for low speed cues on both
pilots' displays. This ensures coherence between avionics display and PFCS with respect to PFCS AOA limiting and low
speed awareness cues to the pilot.

The PFCS uses the air data information for other flight control algorithms such as high speed limiting. In addition, the
PFCS performs comparisons of the air data information provided by each ADS as a means of detecting ADS failures. The
PFCS reports any detected failure to the Avionics.

Interface with Avionics – MAU

The Air Data System transmits four sets of air data information (ADS1, ADS2, ADS3 and ADS4) to the Avionics via a
direct ARINC-429 connection to the MAUs. Air data information is then dispersed to all consuming systems (Flight
Director, Flight Management System (FMS), IRS, Ground Proximity Warning Module (GPWM), Engines, Cabin
Pressurization System, Fuel System and Steering System) via connections to the MAU.

Aircraft configuration data (such as flap, slat, airbrake, spoiler, Ram Air Turbine (RAT) and landing gear position) is
provided by the Avionics to allow the Smart Probes to perform Static Source Error Correction (SSEC) and Total Source
Error Correction (TSEC). SSEC is required to fully compensate static pressure and TSEC to fully compensate total
pressure. This information is provided by the MAUs to the Air Data System via a direct ARINC-429 connection (General
Purpose bus). Pilot and Copilot Baro Correction information is also provided to the Air Data System via the General
Purpose ARINC-429 data bus. Each pilot has a reversion switch located on the reversion panel that allows for the
selection of ADS1, ADS2 or ADS3 for display.

Interface with Avionics – ESI

ADS3 and ADS4 are transmitted to the ESI via a direct and independent ARINC-429 connection. Under normal
conditions, the ESI uses the air data from ADS4. If ADS4 is not valid, the ESI automatically reverts to the backup source
(ADS3). The ESI has its own baro set knob and performs baro correction.

Interface with Avionics – AHRS

ADS3 and ADS4 are transmitted to the AHRS via a direct and independent ARINC-429 connection. The AHRS receives
air data for its own use.

Interface with OP
Input from the Cockpit Mounted Overhead Panel is provided to control the application of Smart Probe heating power to
the MFP and TAT. This input is controlled both by automatic logic in the avionics and pilot override switches in the
Overhead Panel.

Figure 8
ADS Interfaces

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 Developed for Training Purposes Falcon 7X

Figure 9 Figure 11
Guidance Panel PDU Crew Warning Messages

Figure 10 Figure 12
Reversion Panel Diagram Multi-Function Probe
 FLIGHT ENVIRONMENT DATA (CONTINUED)
Components Air Data Probe Connectors
Guidance Panel Controller
The pilot and copilot baro setting knobs are found on the guidance panel controller (601FP). The pilot-side baro setting
knob adjusts the barometric altitude shown on the LH PDU (L101FD). The copilot-side baro setting knob adjusts the
barometric altitude shown on the RH PDU (R101FD). A selection knob is available for the pilots to select either mBar or
inHg as the units of pressure for the barometric pressure setting. Failure of these knobs is evident since a baro altitude
miscompare generates an amber ALT flag on the PDUs.

The smart probe air data systems calculate the baro corrected altitude. Each smart probe receives the pilot and copilot
baro knob settings. The smart probe then calculates and transmits the pilot and copilot baro corrected altitude to the
avionics. If there is an ADS reversion by a pilot, the avionics makes sure the displayed baro corrected altitude shows the
baro setting selection by the pilot.

Reversion Controller
Each pilot has a reversion switch, labeled ADS, found on the reversion controller (301FP) that lets the pilot select the
ADS1, ADS2 or ADS3 for the primary display. When a reversion is done by the pilot or copilot, an ADS reversion flag is
raised. The manual reversion sequence for the pilot is ADS1 (default) > ADS3 > ADS2. The reversion sequence for the
copilot is ADS2 (default) > ADS3 > ADS1. If there is a defective ADS3, the reversion sequence for the pilot is ADS1 >
ADS2, and ADS2 > ADS1 for the copilot. The pilot or copilot uses the ADS buttons, to do the reversion.

Smart Probes
The Smart Probe is an LRU consisting of a multi-functional air data probe (MFP) and a dual-channel air data computer
(ADC). The MFP is also an LRU, the ADC is not. The MFP is outside the aircraft skin and the ADC (which contains all the
electronics) exists inside the aircraft skin. The LH Smart Probes are functionally the same but are of dissimilar design to
the RH Smart Probes and are labeled as different part numbers. All four MFPs are identical. Both TAT Probes are
identical.

Multi-Function Probe (MFP)

The MFP provides the local pressures needed by the sensors within the ADC to compute true pitot pressure, true static
pressure and A/C AOA. The MFP is a one-piece probe that contains one total pressure line (Pt), three static pressure
lines (Pα1, Pα2, and Ps ports), and two water drain holes. The four pressures measured by the probes vary as a function
of Mach number, altitude, AOA and AOS. Each pressure line is associated with one or more pressure sensor(s) located in
the ADC. The sensing head and strut has a 28 VDC heater to allow operation in icing conditions. The MFP is constructed
with the heater element permanently brazed into the structure.

Not shown above are the symmetric static source port of Ps and the second water drain hole (one on top and one on the
bottom, to provide drainage for all probe locations). The symmetric Ps ports are tied together (pneumatically averaged)
inside the MFP to reduce the effects of probe AOA.

The MFP aerodynamically adjusts the measured static pressure by the probe’s shape and port locations. The geometry of
the MFP is designed to achieve the desired pressure distribution. Static port position is designed to maximize the
resolution for the correction of probe measurement errors. The MFP is characterized within wind tunnels. This probe
characterization results in a unique set of tables that correlate the combination of Pt, Pα1 and Pα2 port pressures to local
static and total pressures as well as local AOA.

02-34-10-03

Figure 13
Smart Probe

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 Developed for Training Purposes Falcon 7X

Figure 14 Figure 15
Airspeed Tape Airspeed Tape Invalid
 FLIGHT ENVIRONMENT DATA (CONTINUED) NOTES:

Components
PDU / Display of Primary Air Data
Speed tape and Mach number are displayed on the left side of the PDU “Attitude Direction Indicator” (ADI). MMO/VMO
indication is displayed on the upper part of the Speed Tape. The low speed cues are elaborated by the MAU based on the
Aircraft AOA transmitted by the PFCS and displayed on the lower part of the speed tape. Altitude tape, Baro correction
and vertical speed are displayed on the right side of the ADI. TAS, TAT and SAT are displayed on the left side of the PDU
“Horizontal Situation Indicator” (HSI).

Windows on PDUs
Airspeed Tape
The air data parameters that follow are available on the LH PDU (L101FD) and the RH PDU (R101FD):
− IAS = A/C indicated airspeed

NOTE: When the data is invalid or not available, a red cross replaces the value.

− IAS amber flag = when the difference between the pilot and copilot IAS is more than 10 kt
− Mach = A/C Mach
− VMO barber pole = speed limitation

Altitude Tape
− Altitude = A/C altitude

NOTE: When the data is invalid or not available, a red cross replaces the value.

− ALT amber flag = when the difference between the pilot and copilot altitude is more than 200 ft

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Figure 16 Figure 17
Airspeed Tape Take-off Data Tab
 FLIGHT ENVIRONMENT DATA (CONTINUED)
Components (Continued) The Mach readout will be displayed at the bottom of the airspeed tape when not on-ground. It will be displayed in the
same colors as the airspeed digits and have the range of .400 to .998 Mach. It is displayed when MACH is greater than
Airspeed Tape Scale
.450 and is removed below .400 M. When Mach is deemed invalid, the readout will be amber dashed (.---).
Speed Reference Pointer and Rolling Digits
The airspeed speed readout is green. It will be displayed amber reverse video when indicated airspeed is less than or
Airbrakes Annunciation
equal to the low speed cue. It will be displayed in red reverse video for the following conditions as shown here:
The airbrake annunciation will be displayed vertically under the airspeed readout in green reverse video in normal
situations for AB1 and AB2 and amber reverse video for abnormal situations.

− Indicated airspeed is less than or equal to the stall warning speed and not WOW
V Speed Readout
− Indicate airspeed is greater than or equal to VMO
The V-speed digital readout will be displayed in white. The digital readouts of V1 and V2 are only displayed on-ground,
− Indicated airspeed is greater than or equal to the Vconstraint Thermometer otherwise they are removed. If the data is sent and invalid, the digital readout will be replaced by amber dashes (---V1).

The data is limited from 30 to 900 knots, with no leading zeros, with a resolution of 1 knot. The digits will roll down for The digital readouts of Vref and Vapp are displayed when the corresponding bugs are valid and sent. The readout will be
increasing values and up for decreasing values. When the data is deemed invalid, the readout will be removed. displayed in the same location as V1 and V2 readouts. If the data is sent and invalid, the digital readout will be replaced
by amber dashes (---VAP).
Selected Airspeed Display (Speed or Mach)
Both IAS and MACH selected airspeed have the same color scheme. If the selected airspeed knob on the guidance panel V Speed Bugs
indicates MAN, the Manual bug and readout will be magenta and the FMS bug will be white. The guidance panel readout Takeoff V-Speed Bugs are “V1”, “VR”, “V2”, “VFT”, and “VFR”. The bugs will be displayed in white along the outside of the
will be the same as the selected manual airspeed. If the selected airspeed knob on the guidance panel indicates FMS, the airspeed tape corresponding to the correct airspeed. FMS “Takeoff Data” tab provides a synthesis of take-off data. It can
FMS bug and readout will be magenta and the manual bug will be removed be considered as an electronic TOLD card. Clicking the Send soft key sends Vspeeds to speed tapes and ADI box
windows on both PDUs. When the bug is off the scale, the bug will be out of view. The bugs will be removed 10 knots
The guidance panel readout will be dashed and the rotary knob dead. The MAN bug is synced to the FMS position when above the highest v-speed or when the data is deemed invalid. “V1”, “VR” and “V2” bugs will all be displayed if they are
switched from FMS to MAN on the guidance panel. For the Noise Abatement STA, the readout will flash for 5 seconds, not equal. If “V1” is equal to “VR”, display “V1” and “V2” bugs. If “V2” is equal to “VR”, display “V1” and “V2” bugs. If “V1”
only if the airspeed knob indicates MAN. The power up default will be amber dashes on for the readout on the ADI and is equal to “V2” and equal to “VR”, display V2 bug.
GP until manually set. The starting value once modified will be 80 kts.
Landing V-Speed bugs are “VAP” and “VRF”. The bugs will be displayed in white along the outside of the airspeed tape
The IAS selected airspeed is limited from 80 to 400 knots with the resolution of 1 knot. When the IAS is at max speed, the corresponding to the correct airspeed. The bug values for “VRF” and “VAP” are displayed when the SEND button is
digital readout will be replaced with the characters “VMO” in magenta text and black background. When the data is pressed in the FMW. When the bug is off the scale, the bug will be out of view. The bugs will be removed when the data is
deemed invalid, the readout will be amber dashed (---). deemed invalid.

The Mach selected airspeed is limited from .40 to .99 Mach with the resolution of .01 Mach. When the IAS is at max Vconstraint Thermometer
speed, the digital readout will be replaced with the characters “MMO” in magenta text and black background. When the The Vconstraint will be displayed in red as a thermometer that extends from the top of the VMO/MMO thermometer to the
data is deemed invalid, the readout will be amber dashed (---). Vconstraint value.

Airspeed Reference Bug (manual) Trend Vector

The selected airspeed bug will be placed at the position corresponding to the IAS selected airspeed. If the selected The airspeed trend vector is green and expands upward for positive acceleration values and downward for negative
airspeed is beyond the range of the displayed airspeed, the bug will be parked at the appropriate end of the tape with half acceleration values. A cap will be placed at the end of the trend vector at the limit of 2 knots/sec. If the airspeed is less
of the bug out of view. When the data is deemed invalid, the bug will be removed. than 70 knots, the trend vector will be removed. When the data is deemed invalid, the trend vector will be removed. For

FMS Airspeed Reference Bug (automatic) PFCS Overspeed Protection System Activation Point
The FMS airspeed bug will be placed at the position corresponding to the airspeed. If the airspeed is beyond the range of The PFCS overspeed protection system activation point is the point at which the autopilot is disengaged and PFCS takes
the displayed airspeed, the bug will be parked at the appropriate end of the tape with half of the bug out-of-view. When over control of the aircraft. This point is to be denoted with a white “=” symbol on a black background. The upper most line
the data is deemed invalid, the bug will be removed. of the “=” symbol is to be placed at the calculated value. The bottom line is to be below the calculated value.

Longitudinal Acceleration or Mach Readout Drift Up / Drift Down Index (DDI)

The longitudinal acceleration will be displayed at the bottom of the airspeed tape when on ground. It will be displayed in The drift up, drift down index is displayed in green on the outside of the airspeed tape. It is only displayed when flaps 0
green and have the range of ± .99 with no leading zero. When the data is deemed invalid and on-ground, the readout will are indicated. The calculation is computed using weight from the FMS and the pressure altitude from the on-side selected
be replaced by an “ACC” in white text with red background. The “ACC” will be removed when not on-ground. ADS. If the pilot has not entered weight, the DDI is normally displayed until the pressure altitude is at or more than 25,000
else the DDI is removed. The index will move out of view when off the airspeed scale. When the data is deemed invalid or
on-ground, the index will be removed. Reference the stall-warning cue for AOA values. If FMS gross weight is invalid and
altitude is below 25,000 feet, the DDI should be displayed per the calculated value. If FMS gross weight is invalid and
altitude is above 25,000 feet, the DDI should be removed.

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Developed for Training Purposes Falcon 7X

Figure 18
Altitude Tape
 FLIGHT ENVIRONMENT DATA (CONTINUED)
Components (Continued) Selected Altitude Bug (Manual)
Aural Warnings The selected altitude bug will be placed at the corresponding selected altitude on the altitude tape. If the selected altitude
is beyond the range of the displayed altitude tape, the bug will be parked at the appropriate end of the tape with half the
A horn tells the crew when the A/C goes more than the speed limits (VMO or MMO).
bug out-of-view. The bug will be the same color as the selected altitude readout. When the data is deemed invalid, the
readout will be removed.
Altitude Tape Scale
The altitude tape scale will be limited from -2000 to 65000 feet, with no leading zeros. It will have white tick marks VNAV Altitude Bug (Automatic)
represented for every 100 feet and enhanced tick marks corresponding to 500 foot multiples. The white labels are
The VNAV altitude bug will be placed at the position corresponding to the altitude. The bug will be limited from -2000 to
represented in 200-foot increments for even numbered hundreds displaying only the hundreds, thousands, and ten
65000 feet. If the altitude is beyond the range of the displayed altitude tape, the bug will be park at the appropriate end of
thousand digits. The scale will move down for increasing values and up for decreasing values. When the data is deemed
the tape with half of the bug out-of-view. The bug will be magenta if the vertical active mode is “VASEL” or “VALT”. If
invalid, a red X will appear on the tape and everything will be removed.
VNAV engaged (VCLB or VPTH) and the aircraft is traveling towards the FMS altitude and shall reach it prior to reaching
ASEL, the bug will be displayed in cyan. If the bug is not displayed in cyan or magenta, it will display in white. When the
Altimeter Reference Pointer and Rolling Digits data is deemed invalid, the readout will be removed.
The altimeter readout is green. The data is limited from -2000 to 65000 feet, with no leading zeros, with a resolution of 20
feet. The digits will roll down for increasing values and up for decreasing values. The rolling digits will have a minimum of Below/Above FMS Constraint
three digits (hundreds, tens, and ones). If the values become negative, a green “NEG” will appear in the ten-thousands
The value will be magenta if the vertical active mode is “VASEL” or “VALT”. If VNAV engaged (VCLB or VPTH) and the
place vertically. When the data is deemed invalid, the readout will be removed.
aircraft is traveling towards the FMS altitude and shall reach it prior to reaching ASEL, the value will be displayed in cyan.
If the value is not displayed in cyan or magenta, it will display in white. They will be limited from -2000 to 65000 feet with
Altitude Display Metric resolution of 10 feet. If the FMS constraint is type A then a label of “A” will be displayed and if the constraint is type B then
The altimeter metric readout is green. It is selected for display with the units soft menu on the HSI control bar. When not a label of “B” is displayed. If the constraint is a window constraint, the lower limit will be displayed. When the data is
selected the readout and box are removed. The data is limited from 2000 to 65000 feet, converted from feet to meters, deemed invalid, the readout will be removed.
with a resolution of 5 meters. The digits will roll down for increasing values and up for decreasing values. The label “M”
will be displayed following the digital readout to indicate metric units. When the value is negative a green minus sign will TOSA and GASA Bug*
be displayed before the number. When the data is deemed invalid, the readout will be removed.
The takeoff safe altitude (TOSA) and Go Around Safe altitude (GASA) bug will be displayed in white at the corresponding
value of the digital readout. When the value goes beyond the range of the displayed altitude tape, the bug is moved out-
Selected Altitude Readout of-view. The value of the bug will be entered through the FMW. When the data is deemed invalid, the bug is removed. The
The selected altitude readout in English will be limited from 0 to 51,000 ft and rounded with the resolution of 100 feet. It TOSA bug is displayed when set valid through the FMW and removed once passed. The GASA bug will be displayed
will consist of a minimum of three digits, with leading zero if necessary. It will also have a label on top of the readout of when the value is set through the FMW and the GA button is pressed and removed once passed.
“ASEL”. The five-digit readout is replaced by FLXXX if the "STD" is annunciated for Barometric Set when in or using
English units. It will be displayed as XXXXX if units are feet and "STD" is not annunciated. The guidance panel (GP) BARO M Bug
readout will display the same value as the readout, FLXXX or XXXXX. The power up default will be amber dashes on for
The minimum descent bug will be displayed in white at the corresponding value of the digital readout. When the value
the readout on the ADI and GP until manually set.
goes beyond the range of the displayed altitude tape, the bug is moved out-of-view. When the data is deemed invalid, the
bug is removed.
The color of the readout and label will be magenta if the vertical active mode is VASL or ASEL or (ALT or VALT and ABS
(preselected altitude – current altitude < ± 200 ft). If the ASEL is not magenta and not white it will display cyan. If the
RA DH and BARO M Readout
active vertical mode is G/S or VGP or WSHR or (VPTH descent and (ASEL < ALTC)), or (VCLB and (ASEL > ALTC) or
(ALT or VALT and ABS (preselected altitude – current altitude >± 200 ft) it will be displayed is white. When there is an The BARO M and the RAD DH readouts are in the same location on the ADI.
altitude departure, the readout will flash (normal to blank). When there is an altitude alert, the readout will be in white.
When the data is deemed invalid, the readout will be replaced with amber dashes (---). BARO M Readout
The minimum descent altitude digital readout will be displayed in white using the maximum of five digits with no leading
NOTE: ALTC is the FMS altitude constraint on the to waypoint, if one exists, and ASEL is the preselected zeros. The digits will have a resolution of 10 feet. The label will be a white “BARO M”. When the minimum descent altitude
altitude. value is less than 20 feet the label and the readout will be removed. Also, when the barometric altitude is greater than or
equal MDA set +2500 ft., the label and readout will be removed. When the data is deemed invalid, the readout will be
replaced by amber dashes (-----).
Metric Selected Altitude Readout
The selected altitude readout in metric will be limited from 0 to 15,550 meters and rounded with the resolution of 50
meters. It is selected for display with the soft menu on the HSI control bar. It will consist of a minimum of one digit, with
leading zero if necessary. There will be a label of “M” as displayed. The readout and label will be the same as the selected
altitude readout in English for color and flashing. When the data is deemed invalid, the readout will be replaced with
amber dashes (---).

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 Developed for Training Purposes Falcon 7X

Figure 19
Vertical Speed Tape

Figure 20 Figure 21
Vertical Speed Invalid Location of Miscompare on ADI
 FLIGHT ENVIRONMENT DATA (CONTINUED)
Components (Continued) Vertical Speed Target Bug
RA DH Readout The vertical speed target bug will appear on the tape in magenta when in FD Vertical Capture mode of VS. The data will
be limited to ±4500 FPM. The bug will move up for increasing values and down for decreasing values. The bug will be
The decision height digital readout will be displayed in white using the maximum of four digits with no leading zeros. The
replaced with an out-of-view arrow indicating the direction the bug went out-of-view (pointing up for values > 4000 FPM or
digits will have a resolution of 10 feet. The label will be a white “RA DH”. When the decision height value is less than 20
pointing down for values <-4000 FPM). When the data is deemed invalid, the bug will be removed.
feet the label and the readout will be removed. When the displayed radio altitude is greater than or equal 2500 ft., the
label and readout will be removed. When the data is deemed invalid, the readout will be replaced by amber dashes (----).
Miscompare Annunciations
Barometric Set Readout When a miscompare occurs, it will flash from black background, amber outline, amber text to blank for a period of 10
seconds. The annunciations are held steady until the miscompare no longer occurs. The pressure altitude and baro
The Barometric correction is composed of the metric and English barometric correction. They both share the same
altitude miscompare are located in the same position on the airspeed tape. The pressure altitude is displayed in amber
location on the ADI based on what the pilot has selected. The pilot can change the units for display using the soft menu
and the baro altitude is displayed in cyan. The pressure altitude has priority over baro altitude.
on the HSI control bar and selecting the units button. The correction will be displayed in green. The metric digits will be
limited from 500 to 2047 HPa and be rounded to a resolution of 1 HPa. When the data in invalid, the readout is amber
dashed (----). Reversion Annunciations
There are reversion annunciations for the following systems: Air Data, Radio Altimeter, Inertial Reference System and
The English digits will be limited from 16.00 to 32.00 In-Hg and be rounded to a resolution of 0.1 In-Hg. When the data is DAU. The color code will be the same for all the annunciations. When in normal operation, the source annunciation will
invalid, the readout is amber dashed (----). When the push button on the baro set knob on the guidance panel is pressed, not be displayed. When not in normal operation (IRS3 displayed on pilot side), the annunciation will be displayed in white.
display the annunciation “STD” in place of the digital readout in green. The power up default will be 29.92 In-Hg or 1013 When both the pilot and copilot are using the same source the text and box will be amber. When both tacticals fail, the
Hpa based on the APM configuration. The selection will be remembered during a display unit reversion. pilot default sources will be ADS1, IRS1 and RA1. The copilot default sources will be ADS2, IRS2, and RA2.

Low Altitude Awareness The Symbol Generator (Advanced Graphics Module) will not be displayed in normal operation. When one or two AGMs
fail (auto or manual reverted), the SG annunciation will be displayed on both PDUs in white text and box with black
The radio low altitude awareness indicated the ground proximity. The horizontal line will be displayed as yellow and the
background. When three AGMs fail (auto or manual reverted), the SG annunciation will be displayed on both PDUs with
ground shading will be brown. The shading will change linearly for radio altitudes between 0 and 550 feet. When the radio
the text and box in amber with black background.
altitude indicates less than 550 feet, then the lower one-half of the altitude tape to change to be the color of the ground.
When the data was deemed invalid, the awareness is removed.
Static Source Error Correction (SSEC) Annunciations
Vertical Speed Tape Scale The Smart Probe Air Data System provides compensation for Static Source Error, also known as position error, for each
Air Data System output. This position error is due to the disturbance of the free-stream airflow by the aircraft body. The
The vertical speed tape scale is a fixed scale with a moving pointer. The scale contains tick mark representing 0, ±250
required correction is therefore a function of the aircraft nose geometry, aircraft Mach number, aircraft AOA and aircraft
FPM, ±500 FPM, ±1000 FPM, ±2000 FPM, and ±4000 FPM. The reference line is at the tick mark 0. The tick marks ±1000
OS. To a lesser extent, landing gear and/or control surface position can affect the pressure gradients as well. The Air
FPM, ±2000 FPM, and ±4000 FPM will be labeled "1", "2" and "4" respectively. The tick marks and the labels will be white.
Data System receives flap, slat, airbrake, spoiler, nose gear and Ram.
When the data is deemed invalid, a failure indication (VS) will appear on the tape in white text with red background and
the tick marks will be removed.
The SSEC and TSEC software tables are uploaded into the Smart Probe via the RS422 external connection. The airplane
configuration (landing gear or RAT position) is taken into account by the system to adapt the corrections performed on the
Vertical Speed Readout
data due to the position of the probes:
The vertical speed readout is green. The data is limited to ±9900 FPM with the display digits rounded to a resolution of
− For static pressure data (altitude, speed, mach) only RAT position is taken into account
100 FPM. The readout will have a leading minus sign for the speeds between 0 and -1000 FPM with no leading zeros.
The readout will be removed for the speeds less than ±300 FPM. When the data is deemed invalid, the readout will be − For angle of attack and angle of sideslip, both landing gear and RAT position are taken into account
removed.
If an ADS does not receive the airplane configuration information, the configuration is considered, by default, as “Clean
Vertical Speed Pointer configuration" (i.e. landing gear retracted and RAT not deployed).
The vertical speed pointer is green. It moves up for increasing values and down for decreasing values. It will be limited to
±4500 FPM. When the data is deemed invalid, the pointer will be removed. SSEC white on red flag = when the ADS has defaulted to a clean aircraft configuration for the SSEC (static source error
correction) computation due to a loss of aircraft configuration information to the ADS.
Vertical Speed Target Readout and Arrow
The vertical speed target will appear above the tape in magenta when in VS. The data will be limited from -9000 to +9000
FPM with no leading zeros. The digits will have a leading minus sign for speeds between 0 and -1000 FPM. The digits will
be rounded to the resolution of 100 FPM. There will be an up magenta arrow to indicate positive vertical speed targets or
a magenta down to indicate negative vertical speed targets. When the data is deemed invalid, the readout and arrow will
be removed.

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 Developed for Training Purposes Falcon 7X

Figure 22 Figure 23
PDU-HSI-Navigation Data Bar Secondary Flight Display
 FLIGHT ENVIRONMENT DATA (CONTINUED) NOTES:

Components (Continued)
Navigation Data Bar
− TAS = A/C true airspeed

NOTE: When the data is invalid or not available, dashes replace the value

− TAT = total air temperature

NOTE: When the data is invalid or not available, dashes replace the value.

− SAT = static air temperature

NOTE: When the data is invalid or not available, dashes replace the value.

Electronic Stand-by Indicator (ESI)

The air data parameters that follow are available on the electronic stand-by indicator (501FD):
− IAS = A/C indication airspeed
− Mach = A/C Mach
− VMO barber pole = speed limitation
− Altitude = A/C altitude

The Electronic Stand-by Indicator (ESI) has a self-contained, independent baro setting knob that adjusts the baro
corrected altitude on the ESI only The ESI calculates the baro correction.

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 Developed for Training Purposes Falcon 7X

Figure 24 Figure 26
Smart Probe Pressure Sensor Arrangement (Left ADSP) Display Configuration and ADS Composition

Figure 25 Figure 27
Flight Environment Data Principal Diagram Flight Environment Data – Principle Diagram
 FLIGHT ENVIRONMENT DATA (CONTINUED)
Operation For example, if the probe heating of Smart Probe 2 fails:
Air Data Smart Probes − The sideslip compensation of the opposite ADS (ADS1) is lost
The four air data smart probes and the two TAT sensors supply four independent Air Data Systems (ADS). Each ADS has − In icing condition, the ADS2 corresponding to Smart Probe 2 may be misleading
three elements that are installed on the aircraft:
− Air Data element from a smart probe A message is provided to alert the crew members when a system is not compensated for side-slip induced error on static
− Opposite Side Ps element from the opposite smart probe pressure. The information is also provided to the PFCS via ARINC 429.
− TAT sensing element from a TAT sensor
To achieve dissimilarity among the four complete air data systems, the copilot side Smart Probe channel A electronics
ADS1 is made of the Air Data element from the LH upper air data smart probe (501FE), the Opposite Side Ps element provide only a local static pressure measurement to the symmetrically mounted pilot-side Smart Probe Channel A for beta
from the RH upper air data smart probe (401FE) and the TAT sensing element from the LH TAT sensor (L101FE). compensation. Likewise, the pilot side Smart Probe Channel B electronics provides only a local static pressure
measurement to the copilot side Smart Probe Channel B electronics. Therefore, the pilot-side Smart Probes have a
ADS2 is made of the Air Data element from the RH upper air data smart probe (401FE), the Opposite Side Ps element different part number than the copilot side Smart Probes. Smart Probes 3 and 4 function in a similar manner to provide
from the LH upper air data smart probe (501FE) and the TAT sensing element from the RH TAT sensor (R101FE). ADS3 and ADS4.

ADS3 is made of the Air Data element from the LH lower air data smart probe (301FE), the Opposite Side Ps element
from the RH lower air data smart probe (201FE) and the TAT sensing element from the LH TAT sensor (L101FE). Pilot Side Smart Probe
Channel A contains two absolute pressure sensors which measure pressure data from the Pt port and the Pα1 port, and
ADS4 is made of the Air Data element from the RH lower air data smart probe (201FE), the Opposite Side Ps element one differential pressure sensor which measures the difference between the pressure data from the Pα1 port and the Pα2
from the LH lower air data smart probe (301FE) and the TAT sensing element from the RH TAT sensor (R101FE). port. Channel A uses these pressures ion predetermined algorithms to compute values of Local Total Pressure (PtL),
Local Static Pressure (PtS), and local Angle of Attack (AOAL). The aircraft air data parameters corrected for Mach, AOA,
The Air Data element has three pressure ports (Pt, Pα1 and Pα2) and three sensors that measure pressures from the and Angle of Sideslip (AOS) effect (SSEC and TSEC) are then derived from software computations and the pressure data
multi-function probe. The element uses the measured pressure data to calculate local static pressure, local total pressure from the copilot side mounted Smart Probe Channel A.
and Angle of Attack (AOA). The Opposite Side Ps element has one pressure port (PsOSP) and one sensor that measure
a pressure from the multi-function probe. The element sends by ARINC the measured pressure to the Air Data element of Channel B contains one absolute pressure sensor that measures pressure data from the second rear Ps ports. Channel
the same ADS. This supplies the angle of sideslip (AOS) compensation. The Air Data element calculates the true values B uses this pressure in predetermined algorithms to compute the Local Static Pressure (Psm). A copilot side mounted
(aircraft AOA, AOS, airspeed and altitude) from the local AOS, AOA, static pressure data and the Static Source Error Smart Probe Channel B then uses this pressure for beta compensation of static pressure and AOA.
Correction (SSEC) tables.

NOTE: The SSEC tables are dependent on the ADS location and on the aircraft type and configuration (Landing Copilot Side Smart Probe
gear position, Ram Air Turbine position). Channel A contains one absolute pressure sensor that measures pressure data from the second (rear) Ps ports. Channel
A uses this pressure in predetermined algorithms to compute the Psm. This pressure is then used by the pilot-side
Other data included in the air data calculations are temperature from the LH TAT sensor (L101FE), RH TAT sensor mounted Smart Probe Channel A for beta compensation of static pressure and AOA.
(R101FE) and baro correction from the baro setting knob on the guidance panel controller (601FP).
Channel B contains two absolute pressure sensors that measure pressure data from the Pt port and Pα1 port, and one
ADS Abnormal Operation differential pressure sensor that measures the difference between the pressure data from the Pα1 port and the Pα2 port.
In case of CAS failure messages or abnormal indications on primary displays, the crew can revert to the backup ADS
(ADS3). This reversion to backup is automatic for the ESI Display. Channel B uses these pressures in predetermined algorithms to compute the values of PtL, PsL, and AOAL. The aircraft
air data parameters corrected for Mach, AOA and AOS effect (SSEC and TSEC) are then derived from software
NOTE: The consequence of failure of wiring from an ADSP to the MAU is loss of a redundant source of air data. computations and the pressure data from the pilot-side mounted Smart Probe Channel B.

Each of the four Air Data System is using data from two Smart Probes located on opposite sides of the fuselage:
− One of the two Smart Probes performs all calculations
− Part of the opposite Smart Probe provides data to the first Smart Probe for sideslip compensation

The figures associate one color to each Air Data System, with the following code:
− Full color is used for the calculation part of the Smart Probe
− Stripes of the same color are used for the Sideslip compensation part performed by the opposite Smart Probe

For example, ADS1 (yellow) uses Smart Probe 1 for calculations and Smart Probe 2 for Sideslip compensation. ADS3
(blue), which uses Smart Probe 3 for calculation and Smart Probe 4 for Sideslip compensation, is used for display only in
case of reversion. Because the sideslip compensation is performed by the opposite Smart Probe, the complete loss of
one Smart Probe (affecting both channels, for example total loss of heading, mechanical damage, etc.) will induce the
loss of sideslip compensation for the opposite ADS. Figure 28
Pilot/Copilot Side Smart Probes

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 Developed for Training Purposes Falcon 7X

341000001A01000
REV 1

Figure 29 Figure 30
Flight Environment Data Principal Diagram Overhead Panel Probe Heating Switches
 FLIGHT ENVIRONMENT DATA (CONTINUED)
Operation (Continued) Pilot MFP/TAT Heating Control from OP
Baro Correction Input The pilot can always manually control the MFP and TAT heater power through the “Probe x” switches on the OP.
As the pilot or copilot turn their Baro Knob, the MAU will convert the individual knob clicks into a Baro setting value in units
of inHg. This Baro setting input in inHg is then sent to the ADS by the MAU and used by the ADS to compute a baro Smart Probe MFP Heating Control
setting value in units of mBar and Baro corrected Altitude. The baro setting values (inHg and mBar) are transmitted back This discrete input from the OP to the Smart Probe controls the application of regulated heater power to the MFP as
to the MAU where this returned Baro setting value will be displayed for the pilot PDU and copilot PDU in the units (mBar described in this section. When the discrete input is in the "on" state, the ADC regulates MFP heater power. When the
or InHg) selected. Each Smart Probe receives both the pilot and copilot baro knob settings. In case of ADS reversion on a discrete input is in the "off" state, the ADC turns off MFP heater power. The main channel (channel with three sensors
PDU by a pilot, the avionics will ensure that the displayed baro corrected altitude reflects the baro setting selected by this performing the air data calculation - Channel A on pilot-side and Channel B on copilot side) of the Smart Probe controls
pilot. heat to the MFP.

NOTE: The Baro correction for the ESI is not performed by the Smart Probes but within the ESI, based on the MFP heater control is accomplished by monitoring the probe temperature. The temperature of the MFP is obtained by
pilot input performed directly on the ESI front panel. measuring the MFP heater element current and voltage applied. The MFP heater element resistance is then calculated,
and from that resistance value, the MFP temperature is approximated as the MFP heater element resistance changes
VMO / MMO Computation and Over-Speed Warning Discrete with temperature. The duty cycle of MFP heater power is modified to regulate the MFP temperature. For fail-safe design
assurance, the MFP heater power duty cycle is 100%, or full on, when the airspeed is above 60 knots.
The Smart Probe Air Data System computes aircraft VMO/MMO as a function of altitude. If the computed IAS or Mach
exceeds the computed VMO or MMO, respectively, a bit in an ARINC-429 status label is set to indicate to the avionics
that an over-speed warning has occurred. Hysteresis is incorporated in the over-speed warning calculation to avoid Smart Probe MFP Heating Monitoring
nuisance warnings. The MFP heater element current and voltage measurement is also used to determine heater health and to annunciate any
heater element failures. The other channel within the Smart Probe (channel B on pilot-side, A on copilot side) monitors the
The difference between the current speed and the VMO/MMO computed by the ADS is continuously provided to the main channel heater power lines. In the event of a failure in the main channel circuitry, the monitoring channel turns on its
PFCS for over-speed protection. Other airspeed limitations, such as VFE, VLE, are computed in the avionics. own power supply to the MFP heater. The MFP heater is then powered full on, full time without automatic control of the
heating element.
Smart Probe MFP Heating
In the case of a failed heater element in Smart Probe 2, ADS1 continues operating in a local-mode condition (no side-slip
The MFP utilizes a 28 Vdc single heater element to ensure the probe strut and head remain ice-free. Smart Probe
compensation) with indication to the pilot. ADS2 continues in full compensation mode, but indicate an ADS2 HEATER
electronics monitors MFP heater current to detect failures and actively controls heater temperature, thus improving heater
FAIL to the crew. This logic allows the crew to have one fully compensated Air Data system (ADS2) and one degraded
life, while ensuring that the probe is free from ice.
system (ADS1) in non-icing conditions. In icing conditions, the crew does not rely on ADS2, but can continue safe flight
using ADS1.
Air Data System Heat Switches
Each Smart Probe receives a discrete input from the cockpit mounted overhead panel (OP) to turn on or off the MFP and TAT Probe Heating
TAT heater power. When the heater discrete from the OP is in the 'on' state, the Smart Probe performs its own regulation
The same discrete input that controls MFP heat also controls the application of regulated heater power to the TAT. When
of the MFP and TAT heaters. When the heater discrete from the OP is in the 'off' state, the Smart Probe turns off power to
the discrete input to the Smart Probe is in the "on" state, the main channel regulates TAT heater power. When the
both the MFP and TAT heater elements.
discrete input is in the "off" state, the main channel turns off TAT heater power. Channel A of Smart Probe 1 controls heat
to TAT probe 1. Channel B of Smart Probe 2 controls heat to TAT probe 2.
The OP probe heater switches are controlled both by automatic logic within the avionics and manual operation by the
pilot. The automatic logic switches the OP discretes to ON at aircraft power up and to OFF at power down. At any time,
The Smart Probe applies full TAT probe heater power when left and right throttle angles are greater than 30 degrees or
the pilot may override the automatic logic by pressing the appropriate OP probe heater switch.
computed airspeed is above 60 knots. The Smart Probe will turn off TAT heater power when WOW is true and CAS drops
below 45 knots and both left and right throttle angles are less than 30 degrees. The TAT heater element current and
MFP and TAT Heater Control and Monitoring applied voltage is measured to determine heater health and to annunciate any heater element failures.
A discrete input controlled by either the pilot or the avionics is connected to the Smart Probes from the OP. This discrete
is used to enable/disable the application of heater power to the MFP and TAT.

Avionics MFP/TAT Automatic Logic Control

At aircraft power-up, the MFP and TAT heater power defaults to “off” by the automatic logic residing in the avionics. The
automatic logic switches the heater discrete to the Smart Probe to the “on” state once the transition from “one engine
running” to “two engines running” is detected and weight on wheels (WOW) is true and Parking Brake “on”. The automatic
logic stays in the “on” position until the transition from “two engines running” to “one engine running” is detected and
WOW is true and Parking Brake “on”.

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 Developed for Training Purposes Falcon 7X

CMC Main Menu Parameter Monitoring ADS Altitude-Speed Fault Detection

CMC Maintenance Menu Altitude Measurements ADS 1

 FLIGHT ENVIRONMENT DATA (CONTINUED)
Maintenance Considerations − 34-10 "ADS AOA FAULT DETECTION"
Maintenance Operation − 34-10 "ADS AOA FAULT ISOLATION"
The Smart Probes are replaceable from inside the aircraft. Replacement is accomplished by adjusting the pilot/copilot − 34-10 "ADS BARO SET CHECK"
seat to the aft-most position, removing the side access panels, disconnecting two electrical connectors and unfastening − 34-10 "ADS PIN PROGRAMMING"
the captive screws securing the Smart Probes to the aircraft. The MFP portion of the Smart Probe is designed to be − 34-10 "ADS STATUS"
replaceable from outside the aircraft. The MFP may be replaced when the Smart Probe identifies a failed MFP heater, or if − 34-10 "ADS DEGRADED DATA"
the MFP is damaged or a port becomes obstructed. For obstructions, the MFP can be cleaned and replaced.
− 34-10 "OUTSIDE AIR TEMP MEASUREMENT"

A leak check is not required following replacement of a Smart Probe since no pneumatic lines are opened during the
replacement. All that is required is to power the system which will cause Smart Probe BIT to execute and, then to verify no CMC Maintenance Screens Example
CAS messages are displayed. A leak check must be performed, however, following replacement of an MFP. The leak Accessing Parameters Monitoring
check requires an off-the-shelf pressure controller and a pressure test adapter designed specifically for this probe. − 34-10 "ALTITUDE MEASUREMENTS ADS1"

Integrated Maintenance
NOTES:
On Ground and In-Flight Tests
The Smart Probe Built-In-Test Operations consists of three levels of BIT:

Power-Up Built-in Tests

During PBIT, the air data smart probe:
− Checks data integrity
− Checks hardware components
− Checks configuration pin setting validity
− Makes sure of the tat sensor circuit operation measurement

Continuous Built-in Tests

During CBIT, the air data smart probe:
− Checks the integrity of the data
− Checks the hardware components
− Checks the configuration pin setting validity
− Marks as invalid the ARINC that has inputs that are not reliable
− Check tat sensor element

There is no initiated test function associated with the air data system. In accordance with regulatory agency regulations, a
functional test of the air data system is required every 24 months. This is a ground test and includes connecting the smart
probes to calibrated pressure sources to test them for leaks and accuracy over a range of pressures. The accuracy tests
include the air data parameter outputs of air speed, altitude, altitude rate, VMO / MMO, AOA, and AOA rate.

CMC Maintenance Screens

The flight environment data system parameters are displayed on the maintenance screen that follows:
− 34-10 "ALTITUDE MEASUREMENTS ADS1"
− 34-10 "ALTITUDE MEASUREMENTS ADS2"
− 34-10 "ALTITUDE MEASUREMENTS ADS3"
− 34-10 "ALTITUDE MEASUREMENTS ADS4"
− 34-10 "SPEED MEASUREMENTS ADS1"
− 34-10 "SPEED MEASUREMENTS ADS2"
− 34-10 "SPEED MEASUREMENTS ADS3"
− 34-10 "SPEED MEASUREMENTS ADS4"
− 34-10 "ADS ALTITUDE-SPEED FAULT DETECTION"
− 34-10 "ADS ALTITUDE-SPEED FAULT ISOLATION"

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 Developed for Training Purposes Falcon 7X

Figure 31
Altitude Speed Indication Test Values (A/C without M683 or SB015)
 NOTES: NOTES:

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 Developed for Training Purposes Falcon 7X

Exterior

Interior

Figure 32 Figure 33
TAT Probe Transmission of TAT to ADS
 FLIGHT ENVIRONMENT DATA (CONTINUED)
Operation (Continued) CAS Messages
Total Air Temperature (TAT) Probe

Cruise

Land
Park

Taxi
The TAT Probe provides a measurement of the total air temperature in the local aircraft external environment.

TO
MESSAGE DESCRIPTION
Temperature data is received from an electrical resistance element located in the sensor housing. The resistive
measurement is transmitted to the Smart Probe, which computes the temperature and performs the necessary
corrections. The sensing housing and strut has a 28Vdc heater to allow operation in icing conditions. Caution (Amber) CAS Messages
The Air Data Computer has detected an internal fault or
To sense temperature, the TAT probe contains a resistive element that changes resistance with a change in temperature. ADS: 1+2+3+4 FAIL the Avionics has detected a loss of data from indicated A A A A A
This change in resistance over temperature is a well-known physical property. Therefore, when the TAT probe sensing ADS or FBW has determined indicated ADS to be invalid
element resistance is at given value, the device (Smart Probe) measuring the resistance can calculate the temperature.
The Air Data System has lost its ability to compensate
the air data for the adverse effects of non-zero aircraft
A potentially significant error is introduced into the TAT computation due to the wire resistance between the Smart Probe ADS: 1+2+3+4 NO SLIP COMP - A A A A
sideslip angles. This is due to a failed cross-channel
and the TAT probe's resistive sensing element. This parasitic resistance value is removed by the Smart Probe Smart Probe or cross-channel MFP Heater element.
electronically and by software, in order to obtain the actual resistance value of the TAT probe-sensing element.
Both Channels of indicated ADS (up to 3) are not
ADS: X+X+X PROBE HEAT
receiving MFP Heater Power AND the corresponding - A A A A
The TAT Probe provides temperature measurement under atmospheric icing conditions. The sensor is provisioned for OFF
Overhead Panel Probe Heater Switch is in the 'off' state.
enhanced performance in ice crystals and mixed icing conditions in addition to standard liquid water anti-icing capability.
The TAT Probe is equipped with a 28 volt compensating heater packaged integral to the sensor housing. As the housing Either Channel of indicated ADS (up to 3) has detected
warms, heater power is self limited to reduce errors without impairing subsequent operation. However, operation in still air an MFP Heater element failure OR
(i.e., on ground) increases the overall errors. The current to the heater is monitored by the associated Smart Probe to Both Channels of indicated ADS (up to 3) have detected
ADS: X+X+X PROBE HEAT
detect failures and is controlled ON or OFF based on aircraft state in order to maximize heater life. a MFP heater controller failure OR A A A A A
FAIL
Both Channels of indicated ADS (up to 3) are not
receiving MFP Heater Power AND the corresponding
The sensor also features two precision platinum resistance-sensing elements adjusted to 500 ohms at 0º C. The elements Overhead Panel Probe Heater Switch is in the 'on' state.
are insulated and hermetically sealed within two concentric tubes. A resistor network for each sensing element is located
in the resistor housing to provide precision calibration interchangeability, thus allowing sensor interchangeability. Main channel indicates that the MFP is not being heated
ADS: ALL PROBE HEAT OFF - A A A A
and all PROBE switch are in the [OFF] state.
PDU Crew Warning Messages for ADS
ADSx White Pilot/Copilot (as appropriate) has reverted to an alternate ADS (ADSx)
(Reversion Indication)
ADSx Amber Pilot has reverted to an alternate ADS (ADSx) that is currently being
(Reversion Indication) displayed at the Copilot station
Copilot has reverted to an alternate ADS (ADSx) that is currently being
displayed at the Pilot station
IAS Amber Pilot displayed IAS and Copilot displayed IAS differ by more than 20 knots.
Display Miscompare Flag Compare performed by Avionics. Compare performed by Avionics.
ALT Amber Pilot displayed Baro altitude and Copilot displayed Baro Altitude differ by
Display Miscompare Flag more than 200 feet. Compare performed by Avionics.
SSEC White on Pilot/Copilot ADS has defaulted to a clean aircraft configuration for the SSEC
(SSEC Degradation) Red Flag computation due to a loss of aircraft configuration information to the ADS

Status Page
The fault messages that follow are shown in the status page on the upper MDU (M101FD) or on the lower MDU (201FD):
− "ADS: 1 TAT FAIL"
− "ADS: 2 TAT FAIL"
− "ADS: 3 TAT FAIL"
− "ADS: 4 TAT FAIL"

34-15
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 143/14
G

T1
144/14
H

T3
CR
J R
SENSING B
K 139/14 G
ELMT 2 Y
T1

N 140/14 H
T3

L101FE
CR
R B
69/20 B L SENSING
Y ELMT 1
R101FE

R C
SENSING B 89/20
B
L Y Y
ELMT 1 N
C 68/20 B SENSING
K
R J ELMT 2
SD 30-31-00
SD 30-31-00
B

Y TAT PROBE LOW

45
B TAT PROBE BALANCE
46

A
9 R TAT PROBE HIGH
47
R 33 ARINC 429 INPUT 2A
B 32 ARINC 429 INPUT 2B
131/20 7
51 +28V ADC POWER
65 R 4 ARINC 429 OUTPUT 2A
B ARINC 429 OUTPUT 2B
5
6 ADSP FAIL DISCRETE
10
TAT HEAT 28V 40 SD 30-31-00 SD 30-31-00 40 TAT HEATER +28V
2/20
T2
28 RTN 52
116/20
T3

52 A/C CHASSIS GROUND

138

1 ARINC 429 OUTPUT 1A

2 ARINC 429 OUTPUT 1B
ARINC 429 OUT 1A 1 SD 77-32-10 ARINC 429 INPUT IB
22
ARINC 429 OUT 1B 2
SD 77-32-20 23 ARINC 429 INPUT IA
ARINC 429 IN 1A 23 19 SRC. DEST. IDENT 1
ARINC 429 IN 1B 22
41 DIGITAL GND
12 A/C TYPE PIN 1
34 GND
13 A/C TYPE PIN 0
SCR. DEST. IDENT 1 16 GND
19
DIGITAL GROUND 41
SCR. DEST. IDENT 0 20
DIGITAL GROUND 21
ADS P2

AIRCRAFT TYPE PIN 1 12

DIGITAL GROUND 34
AIRCRAFT TYPE PIN 0 13
DIGITAL GROUND 16
PARITY 7
401FE

DIGITAL GROUND 8
A

119/20
T1

52 A/C CHASSI GND

47 R
TAT PROBE HIGH
46 B
TAT PROBE BALANCE
45 Y 9
TAT PROBE LOW /20
28V ADC POWER SUPPLY 109/20
51 51 +28V ADC PWR SUPPLY
1 1
501FE R R
ADSP ARINC 429 IN 1A 33 4 1 ARINC 429 OUT IA
B B ARINC 429 OUT IB
ADSP ARINC 429 IN 1B 32 2
7 102 10
ADSP FAIL DISCRETE 6
ARINC 429 OUT 2A R
4 B 3
ARINC 429 OUT 2B 5
10
B

19 SCR. DEST. IDENT 1

ADS P1

41 DIGITAL GROUND
R
ARINC 429 OUT 3A 1 11 12 AIRCRAFT TYPE PIN 1
ARINC 429 OUT 3B B 34
2 DIGITAL GROUND
10 /20
+28V ADC POWER 51 13 AIRCRAFT TYPE PIN 0
1 10/20
T3

28V POWER RETURN 52 16 DIGITAL GROUND

SCR. DEST. IDENT 0 20
GND 21
SCR. DEST. IDENT 1 19
DIGITAL GND 41
A/C TYPE PIN 1 12
1

GND 34
A/C TYPE PIN 0 13
Y
B
R

GND 16
PARITY 7
B
A
E

GND 8
178

SD 30-31-00
Y
B
R
B

1
70/20

45/20
T5

52 A/C CHASSIS GND

SD 30-31-00 R 47 TAT PROB HIGH

B 46 TAT PROB BALANCE
Y TAT PROB LOW
9 45
40 TAT HEAT RETURN
B
181

L202SP

124/22 110/22
1

+28V ADC SUPPLY PWR 165/20 /20 28V ADC POWER SUPPLY
51 45 51
1 3 3 1
R R 22 R R
ARINC 429 OUTPUT 3A 1 27 96 33 ADSP ARINC 429 IN A
B B 44 B B 32
ARINC 429 OUTPUT 3B 2 ADSP ARINC 429 IN B
10 7 R
66 4 ARINC 429 OUT 2A
B 5 ARINC 429 OUT 2B
95 6 ADSP FAIL DISCRETE
R
71 26 ARINC 429 OUT STBY DISPLAY
26/20 B 27 ARINC 429 OUT STBY DISPLAY
T3

28V RTN 52 10
1 ARINC 429 OUT 1A
SCR. DEST. IDENT 0 20 2 ARINC 429 OUT 1B
DIGITAL GND 21 SD 77-32-20
23 ARINC 429 IN 1A
AIRCRAFT TYPE PIN 1 12
22
ADS P4

DIGITAL GND ARINC 429 IN 1B

34
ADS P3

AIRCRAFT TYPE PIN 0 13

DIGITAL GND 16
12 AIRCRAFT TYPE PIN 1
201FE

34 DIGITAL GND
13 AIRCRAFT TYPE PIN 0
16 DIGITAL GND
7 PARITY
8 GND
A

301FE

35/20
T2

A/C CHASSIS GND 52

Figure 34

ARINC 429 OUTPUT 1A 1

ARINC 429 OUTPUT 1B 2
SD 77-32-10
ARINC 429 INTPUT 1A 23
Air Data Systems

ARINC 429 INTPUT 1B 22

1 Y
134/20 B
R
A

179

51/20
T2

52 28V POWER RETURN

Y
R
B
1

Y
176

TAT PROBE LOW 45 B 133/20

Developed for Training Purposes

TAT PROBE BALANCE 46

R
R202SP

TAT PROBE HIGH 47 9

128/20 105/22 166/20
1

+28V ADC POWER 51 /22 +28V ADC POWER

4 1
51
R 1 1 R R R
ARINC 429 INTPUT 1A 33 37 3 122 1 ARINC 429 OUT 1A
B B B B
ARINC 429 INTPUT 1B 32 2 9 2 ARINC 429 OUT 1B
7 94 1
ADSP FAIL DISCRET 6
4 R
ARINC 429 OUTPUT 2A 36
5 B
ARINC 429 OUTPUT 2B
R A/C TYPE PIN 1
ARINC 429 OUTPUT 3A 26 67 12
ARINC 429 OUTPUT 3B B
27 34 GND
10
SIO 0 20 13 A/C TYPE PIN 0
DIGITAL GND 21 16 GND
A/C TYPE PIN 1 12 7 PARITY
GND 34 8 GND
A/C TYPE PIN 0 13
GND 16
13
13

SD 30-31-00
B 62
52
147
B 62
R 52
148

B
R

SD 30-31-00
B
R

13
13

27-07-00
1

A R R
ADS 3 HS HI 29 R 159
B B B
ADS 3 HS LO 28
B

B
R

34-21-00
2102NH
2

ADS 4 HS HI 29 R B 157 R R
B B B
ADS 4 HS LO 28
A
B
R

27-06-00
6

11
6

6
6

B
R

34-21-00
B
R
B

206
404

307

A
106
B 58

56
R 57
56
58
56

95
94
58
57
56
R 57

ADS3 HI 36 R 158
ADS3 LO 37 B
501FD
2002CZ
2001CZ

18
R R R
ADS4 HI 34 155 19 156
B B B
ADS4 LO 35 20
ADS1 HS HI

ADS3 HS HI
ADS2 HS HI
ADS4 HS HI

ADS1 FAULT
ADS2 FAULT

ADS3 FAULT
ADS4 FAULT

ADS2 HS LO

ADS1 HS LO
ADS4 HS LO

ADS3 HS LO

CR
130
113/22

108/22
130/22

129/22
13
14
2

2
7
7

63
43

147
151
152

148

13
14
2

2
111/22

104/22
106/22
112/22

1
25
26

13
31
35

27
J1
J7
J26

J25
L1000PM

5A

5A
L311FE
5A

5A

ADS 3
L211FE
R1000PM

ADS 1
ADS 2

ADS 4
R211FE

R311FE

+28V
+28V
+28V

E1 Bus
A1 Bus
+28V
F1 Bus
B1 Bus

201FE WD341100AA4005
301FE
401FE
501FE

501FD
130J/P
147J/P
148J/P
151J/P
152J/P
176J/P
178J/P
179J/P
181J/P

L101FE

2001CZ
2002CZ
R101FE
2102NH
Legend

L1000PM
R1000PM
ADAHRS UNIT

LH TAT SENSOR

LH FRONT SPDB
RH TAT SENSOR

RH FRONT SPDB
LH FRONT FCS RACK
RH FRONT FCS RACK
LH UPPER AIR DATA SMART PROBE

ELECTRONIC STAND-BY INDICATOR

RH UPPER AIR DATA SMART PROBE
LH LOWER AIR DATA SMART PROBE
RH LOWER AIR DATA SMART PROBE
FBW E2/E4 ELEC CUT-OFF CONNECTOR
FBBW E1/E3 ELEC CUT-OFF CONNECTOR

FR/RR FBW E3 ELEC CUT-OFF CONNECTOR

FR/RR FBW E4 ELEC CUT-OFF CONNECTOR

FBW E3/LH BASIC ELEC CUT-OFF CONNECTOR

FBW E1/LH BASIC ELEC CUT-OFF CONNECTOR
FBW E4/RH BASIC ELEC CUT-OFF CONNECTOR
FBW E2/RH BASIC ELEC CUT-OFF CONNECTOR

LH/RH AVIONICS WIRING CUT-OFF CONNECTOR

Falcon 7X

34-16A
 FLIGHT ENVIRONMENT DATA COMPONENT CHART
201FE RH Lower Air Data Smart Probe L211FE "ADS 1" Circuit Breaker
Location: F1-8, UNDER COCKPIT FLOOR, RH (114) Location: F8-9, OVER FLOOR, LH CABINET (231)
Cockpit Floor (114CZ), Cockpit Lateral Lining No.2 References:
Access:
(222TZ) Description: It energizes the Air Data System 1 (ADS1).
References: Wiring Diagram: WD 34-11-00 .
Description: SDS 34-10-00. Removal/Installation: TASK 24-62-13-900-801.
Wiring Diagram: WD 34-11-00 .
Removal/Installation: TASK 34-10-05-900-801. R211FE "ADS 2" Circuit Breaker
Location: F8-9, OVER FLOOR, RH CABINET (232)
301FE LH Lower Air Data Smart Probe References:
Location: F1-8, UNDER COCKPIT FLOOR, LH (113) Description: It energizes the Air Data System 2 (ADS2).
Cockpit Floor (113CZ), Cockpit Lateral Lining No.2 Wiring Diagram: WD 34-11-00 .
Access:
(221TZ) Removal/Installation: TASK 24-62-13-900-801.
References:
Description: SDS 34-10-00. L311FE "ADS 3" Circuit Breaker
Wiring Diagram: WD 34-11-00 . Location: F8-9, OVER FLOOR, LH CABINET (231)
Removal/Installation: TASK 34-10-05-900-801. References:
Description: It energizes the Air Data System 3 (ADS3).
401FE RH Upper Air Data Smart Probe Wiring Diagram: WD 34-11-00 .
Location: F1-8, OVER COCKPIT FLOOR, RH (222) Removal/Installation: TASK 24-62-13-900-801.
Access: Cockpit Lateral Lining No.1 (222RZ)
References: R311FE "ADS 4" Circuit Breaker
Description: SDS 34-10-00. Location: F8-9, OVER FLOOR, RH CABINET (232)
Wiring Diagram: WD 34-11-00 . References:
Removal/Installation: TASK 34-10-05-900-801. Description: It energizes the Air Data System 4 (ADS4).
Wiring Diagram: WD 34-11-00 .
501FE LH Upper Air Data Smart Probe Removal/Installation: TASK 24-62-13-900-801.
Location: F1-8, OVER COCKPIT FLOOR, LH (221)
Access: Cockpit Lateral Lining No.1 (221RZ) 601FP Guidance Panel Controller
References: Location: COCKPIT, INSTRUMENT PANEL (223)
Description: SDS 34-10-00. References:
Wiring Diagram: WD 34-11-00 . Description: The pilot-side Baro Knob adjusts the barometric
Removal/Installation: TASK 34-10-05-900-801. altitude shown on the LH PDU (L101FD). The copilot-side Baro
Knob adjusts the barometric altitude shown on the RH PDU
L101FE LH TAT Sensor (R101FD).
Location: F1-8, UNDER COCKPIT FLOOR, LH (113) Wiring Diagram: WD 34-23-00 .
References: Removal/Installation: TASK 22-10-01-900-801.
Description: SDS 34-10-00.
Wiring Diagram: WD 34-11-00 .
Removal/Installation: TASK 34-10-01-900-801.

R101FE RH TAT Sensor

Location: F1-8, UNDER COCKPIT FLOOR, RH (114)
References:
Description: SDS 34-10-00.
Wiring Diagram: WD 34-11-00 .
Removal/Installation: TASK 34-10-01-900-801.

34-16
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
Developed for Training Purposes Falcon 7X

Figure 35
Flight Deck Overview
 Figure 36
NAVAIDS System

34-17
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 37
Radio-Navigation Principle Diagram
 DEPENDENT POSITION DETERMINING
Overview
The dependent position determining system uses ground stations and/or orbital satellites to give the aircraft position and
velocity. The dependent position determining system has the subsystems that follow:
− VOR - ILS - Datalink / GPS (VIDL/G) Navigation (NAV) System
− Distance Measuring Equipment (DME) System
− Automatic Direction Finder (ADF) System
− Air Traffic Control (ATC) System

VIDL/G NAV System

The VIDL/G modules (103NR)/(203NR) receive data for in-flight NAV, approach, and landing that is used to align the
aircraft with a runway. This data includes:
− VOR data for in-flight NAV, terminal NAV, and area guidance
− Localizer and Glideslope data for ILS approach and landing
− Marker beacon distance-to-runway threshold data for ILS approach and landing
− GPS correction data and runway flight paths for GPS landing system

DME System
The DME modules (106NR) / (206NR) supply data for in-flight NAV, terminal NAV, and area guidance. The DME system
also receives Morse code for station identification.

ADF System
The ADF modules (104NR) / (204NR) supply data for in-flight NAV, terminal NAV, and area guidance.

ATC System
The ATC Transponder (XPDR) modules (105NR) / (205NR) operate with the Traffic Alert and Collision Avoidance System
(TCAS) and the ATC radar beacon system ground stations to prevent collisions with other aircraft. The ATC system
supplies the basic surveillance functions that follow:
− Surveillance of aircraft identification codes transmitted by adjacent aircraft,
− Barometric altitude data and coded message data transmitted to ATC ground stations.

The ATC system also supplies the enhanced surveillance functions that follow:
− Barometric Pressure Set
− Barometric Altitude Rate
− Inertial Vertical Speed
− True Airspeed (TAS)
− Groundspeed
− Mach Number
− Track Angle Rate
− True Track
− Magnetic Heading
− Roll Angle
− Set Altitude

Figure 38
Dependent Positioning Determining

34-18
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 39 Figure 40
Antenna Location – Side View Location of Equipment
 VOR-ILS-DATALINK / GPS-VIDL NAV SYSTEM
Overview
The VOR - ILS - Datalink / GPS (VIDL-G) modules (103NR)/(203NR) are remote-controlled integrated airborne Navigation
(NAV) receivers. The VIDL/G modules receive data for in-flight NAV and approach and landing data that is used to align
the aircraft with a runway. This data includes the items that follow:
− VOR data for in-flight NAV, terminal NAV, and area guidance
− Localizer (LOC) and glideslope data for Instrument Landing System (ILS) approach and landing
− Marker (MKR) beacon distance-to-runway threshold data for ILS approach and landing
− Global Positioning System (GPS) correction data and runway flight paths for the GPS landing system

One VIDL/G module is installed in each Modular Radio Cabinet (MRC) (101NZ)/(201NZ). The antennas that follow are
installed on the external fuselage of the aircraft:
− LH VOR/LOC Antenna (L2203NR) − Glideslope Antenna (2403NR)
− RH VOR/LOC Antenna (R2203NR) − GPS 1 Antenna (2603NR)
− Marker Antenna (2503NR) − GPS 2 Antenna (2703NR)

VIDL-G
The VIDL-G is an airborne navigation receiver that operates in VOR, ILS and VHF Data Broadcast (VDB) receiver modes
and also operates as a GPS receiver. The VIDL-G provides VOR for radio direction information, ILS approach and landing
navigation guidance information that includes the Localizer, Glideslope and Marker Beacon. These radio functions give
azimuth, elevation angular deviation, and discrete position fixes relative to the runway threshold. The VHF Data Broadcast
Receiver provides reception of GPS correction data and runway flight paths for the GPS Landing System. This data is
broadcast by the ground stations and is acquired by tuning to the published broadcast frequency for a particular station.
The VIDL-G also includes a GPS feature consisting of a stand-alone GPS receiver.

Figure 41
VOR-ILS-DATALINK/GPS (VIDL/G) Navigation System

34-19
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 42 Figure 43
NAV Frequency Change on the NAV / ADF Tab NAV Frequency Swapping on the NAV/ADF Page
 VOR-ILS-DATALINK / GPS-VIDL NAV SYSTEM (CONTINUED)
Components
Cursor Control Device (CCD) Controls CONTROL FUNCTION LOCATION
The LH Cursor Control Device (CCD) (L201FP) operates as the primary interface input and control device for the LH
Primary Display Unit (PDU) (L101FD). The RH CCD (R201FP) operates as the primary interface input and control device
for the RH PDU (R101FD). The CCDs are part of the Central Display System (CDS). At any time, pressing BKUP
/ NAV shortcut on the MKB
Control Function positions the CCD cursor on
Enter Push the enter pushbutton to accept changes made with the data set knobs to the VHF preset the on-side Permanent
Pushbutton frequency shown in the radio tuning bar or radio management window on each PDU. Radio Bar (on NAV1 on the
LHDU and on NAV2 on the
Use the trackball to control cursor movement on the display units, and to move the cursor between RHDU).
Trackball
the display units.
Data Set Use the data set knob to change the VHF or High Frequency (HF) preset frequency shown in the
Knob radio tuning bar or radio management window on each PDU.
Move the cursor to the display area below the Engine and Crew Alerting System (ENG-CAS)
“MENU” window on the PDU. Push the “MENU” button to show the menu selections. Push the enter
Button pushbutton to make the "RADIOS" menu selection This selection shows the radio window on the
PDU. Used to tune the onside
Push-To-Talk Push the PTT switch to transmit on the radio channel that was selected through the audio panel. NAV frequency if normal
(PTT) Switch tuning is lost

Multifunction Keyboard (MKB) Controls

The LH Multifunction Keyboard (MKB) (L101FP) operates as an alternative interface input and control device for the LH
PDU. The RH MKB (R101FP) operates as an alternative interface input and control device for the RH PDU. The MKBs
are part of the Central Display System (CDS) the function of each control is specified in the “MKB Controls” table that
follows:

Control Function
Push this button to immediately move the cursor to the NAV radio tuning bar on the PDU. A cyan
scroll icon shows in the NAV preset frequency field which lets you use the data set knob on the
CCD to adjust the frequency.
“BKUP NAV”
Push the “SHIFT” button and then the “BKUP NAV” button to engage the backup tuning mode for
Radio-
the NAV system.
Navigation
Button The NAV backup tuning mode lets you change the NAV frequency but not the change the NAV
frequency shown on the NAV radio tuning bar or NAV/ADF radio window. A “B” shows in the
keypad readout to show the backup function. Push the “BKUP NAV” button again to turn off the
backup tuning function.
Use the alphanumeric keypad to change the NAV preset frequency that shows in the NAV radio
tuning bar or the NAV/ADF radio management window on the PDU. Push the “Enter” key to send
Numeric Keypad
the complete keypad readout of characters to the Modular Avionics Units (MAU)
(101FY)/(201FY).
Digital Readout The digital readout shows the entries made with the numeric keypad.
Push the “SWAP” button to replace the active VHF frequency with the preset frequency that
“SWAP” Button
shows in the radio tuning bar or radio management window on the PDU.

34-20
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 44 Figure 45
Audio Panel NAV/ADF Tab on the Radios Window
 VOR-ILS-DATALINK / GPS-VIDL NAV SYSTEM (CONTINUED)
Components (Continued) NAV/ADF Radio Window Controls
Audio Panel Controls The radio window can be shown on each PDU. The VHF radio window is the default tab selection in the radio window.
Make a selection of the "NAV/ADF" tab on the radio widow to show the NAV/ADF radio window.
The LH audio panel (1101FP), RH audio panel (1201FP), and third crew member audio panel (1301FP) let the flight crew
control the NAV audio signals sent to the cockpit. Each audio panel can receive inputs from all NAV systems. Audio
outputs from an audio panel include a loudspeaker amplifier and headphone jacks for use with the headphones. The Use the NAV/ADF radio window to set the frequency and mode of operation for each NAV system. The function of the
audio panels are part of the audio integrating system The function of each button or control is specified in the “Audio radio controls on each NAV/ADF radio window is specified in the “NAV/ADF Radio Window Controls” table that follows:
Panel Controls” table that follows:
Control Function
Control Function
The preset frequency field is the only frequency that can be adjusted to tune each NAV system.
The AUD buttons operate as ON or OFF controls. Push the applicable “AUD” button to connect the Preset Use the CCD or MKB to adjust the NAV preset frequency on the NAV/ADF radio window. Push
Audio (AUD)
audio integrating system to the related audio channel. Frequency Field one of the enter pushbuttons on the CCD to accept changes made to the NAV preset frequency.
Buttons:
When the green LED annunciator for a button is ON, the related audio channel is available to the You can also push the “Enter ” button on the MKB to accept the changes.
“NAV1” And
headphones and speaker. When the green LED annunciator for a button is OFF, the related audio
"NAV2" Active The NAV active frequency is the frequency that the NAV system tunes to. Push the “SWAP”
channel is not available.
Frequency Field button on the MKB to replace the NAV active frequency with the NAV preset frequency.
Push this button to make sure that the MKR beacon audio signal has a minimum volume level that
"MKR" Button Make a selection of the “Auto” check box to let the Flight Management System (FMS)
can be heard.
“Auto” Check automatically tune the frequency for the NAV system. When the auto function is checked, a green
Use the “SET” volume control to adjust volume levels of the audio channel shown in the volume Box “AUTO” annunciation shows above the active frequency field. A manual change to the frequency
"SET" Volume display. Turn the knob clockwise to increase the volume. Turn the knob counterclockwise to automatically makes the auto function go off.
Control decrease the volume. If the display window is the default HDPH or SPKR, turn the “SET” volume
control to adjust the volume levels for all selected audio channels at the same time. “Marker” Make a selection of the “HI” or “LOW” option button to set the sensitivity for the NAV system. The
Buttons default selection is "LOW".
The volume display shows the volume levels for an audio channel when an AUD button is pushed.
Volume
The volume display also shows visual indications of the volume adjustments when the “SET”
Display
volume control is turned. The volume display defaults back to HDPH or SPKR after 15 s.
Push the “HDPH” button to connect the Very High Frequency (VHF) audio signals to the
"HDPH" Button
headphones. A green annunciator comes on when the button is pushed.
Push the “SPKR” button to connect the VHF audio signals to the speakers. A green annunciator
"SPKR" Button
comes on when the button is pushed.

NAV Radio Controls

The NAV radio tuning bar and NAV/ADF radio window show on each PDU. The PDUs are part of the Central Display
System (CDS).

NAV Radio Tuning Bar Controls

The NAV radio tuning bar permanently shows on each PDU. The NAV radio tuning bar shows the primary functions of the
NAV radio systems. Use the NAV radio tuning bar to tune the NAV radio systems. The function of the radio controls on
each NAV radio tuning bar is specified in the “NAV Radio Tuning Bar Controls” table that follows:

Control Function
Use the NAV source selection to make a selection of the NAV source for each NAV radio tuning
bar. At power-up, the default NAV source selection for each NAV system is NAV 1 for the NAV
NAV Source radio tuning bar on the LH PDU and NAV 2 for the NAV radio tuning bar on the RH PDU.
Selection
The source selection is identified by an annunciation that shows in the source selection field as
follows: a white "NAV1" shows for NAV 1, a white “NAV2” shows for NAV 2.
The preset frequency field is the only frequency that can be adjusted to tune each NAV system.
Preset
Use the CCD or MKB to adjust the NAV preset frequency on the NAV radio tuning bar. Push one
Frequency Field
of the enter pushbuttons on the CCD to accept changes made to the NAV preset frequency.
Active The NAV active frequency is the frequency that the NAV system tunes to. Push the “SWAP”
Frequency Field button on the MKB to replace the NAV active frequency with the NAV preset frequency.

34-21
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Modular Radio Cabinet 1 VOR LOC ANT

Modular Radio Cabinet 2 Glideslope Antenna

 VOR-ILS-DATALINK / GPS-VIDL NAV SYSTEM (CONTINUED)
Components (Continued) Marker Antenna
VIDL-G Modules The Marker Antenna (2503NR) is a blade-type, horizontally-polarized antenna. It has a BNC-type connector that connects
to the VIDL/G modules through a diplexer and an in-line filter. The antenna has a frequency range from 74.75 MHz to
Each VIDL/G module (103NR)/(203NR) connects to the Radio Control Bus (RCB) that is installed the backplane of each
75.25 MHz. The antenna is installed on the bottom of the forward fuselage.
MRC. The RCB connects to the Network Interface Modules (NIM) (1101NZ)/(1201NZ) in the MRCs.

Each NIM contains the microphone bus interface and the digital audio bus interface that let the VIDL-G modules connect GPS Antennas
with the audio panels in the audio integrating system. The digital audio bus transmits the NAV Identifier (ID) and MKR The GPS antennas (2603NR)/(2703NR) are hook-type, horizontally-polarized antennas. They have a TNC-type connector
tone audio signals to each audio panel. The audio panels change digital audio data to analog audio outputs for the that connects to each VIDL/G module. The antennas have a frequency range from 329.0 MHz to 335.3 MHz.
headsets and speakers in the cockpit.

Each NIM also has an interface to the Avionics Standard Communication Bus, Version-D (ASCB-D) digital bus. This
ASCB-D digital bus interface uses the same type of circuitry and software as the Network Interface Controller
(NIC)/processor modules (2101FY)/(2201FY)/(2301FY)/(2401FY) that are installed in the MAUs (101FY)/(201FY). The
ASCB-D digital bus lets each NIM receive tuning signals and mode signals from the NIC/processor modules. Each NIM
transmits the tuning signals and mode signals on the RCB to its related VIDL/G module in the MRC. The NIC/processor
modules are part of the data acquisition system.

VOR/LOC Antennas
The VOR/LOC antenna coupler (2303NR) divides the signal from the VOR/LOC antennas (L2203NR)/(R2203NR) and
sends it to each VOR and LOC receiver.

The VOR/LOC antenna is a horizontally-polarized antenna with two blades. Each blade has a BNC-type connector. The
dual antenna connects to the VIDL/G modules through a phasing coupler and an in-line filter. The antenna has a
frequency range from 108 MHz to 118 MHz. The antenna is installed on the vertical stabilizer.

Glideslope Antenna
The glide slope antenna (2403NR) is a hook-type, horizontally-polarized antenna. It has a TNC-type connector that
connects to the VIDL-G modules through a diplexer. The antenna has a frequency range of 329.0 MHz to 335.3 MHz. Its
maximum weight is 0.875 lb (0.397 kg). The antenna is installed in the radome above the weather radar antenna.

Marker Antenna Location

Figure 46
GPS Antenna Location

34-22
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 47
VOR-ILS-Datalink/GPS (VIDL/G)
 VOR-ILS-DATALINK / GPS-VIDL NAV SYSTEM (CONTINUED)
Operation Crew Operation
VOR Receiver Function The pilots select whether VOR indications are displayed on the PDU’s in HSI or RMI format. Both can be chosen. HSI
format is selected by selecting the HSI button on the lower left of the PDU. Upon clicking the HSI button, a horizontal
The VOR receiver function includes the VOR receiver, the VOR/LOC antennas, and the VOR ground-station transmitters.
menu springs across the lower part of the PDU. Choosing the CDI menu option and then selecting the VOR checkbox will
The VOR receiver function supplies the NAV bearing in degrees to and from the VOR ground station. This data is used for
cause a Crs box to appear in to the upper right of the compass rose/arc. The pilot then moves the cursor over to this box
aircraft navigation.
and spins the knob on the CDD to select a VOR radial. At this time, a VOR pointer on the compass rose/arc swings to
point to the selected course. If a real station is being tuned, a To/From triangle will also appear – as will the course
The VOR receiver contains the receiver, synthesizer, signal processor, and interface units. The VOR receiver is tuned to a deviation indicator.
VOR ground station that sends a signal that changes with azimuth related to the station. The VOR ground-station antenna
is aligned so that the 0° radial agrees with the magnetic north of the area. Each VOR ground station transmits a 1020-Hz
The source of the VOR data (NAV1 or NAV2) is indicated directly above the Crs box. The pilot may toggle the source data
Morse-code ID tone to the VOR receiver for positive ID.
using the button on the reversion controllers. To use the VOR as an RMI, the pilot pushes the HSI button located at the
lower left of the PDU. When the horizontal menu springs across the bottom of the display, the pilot may then select to
The VOR receiver receives lateral guidance (azimuth) data on 200 channels between 108.0 MHz and 117.95 MHz in 50- display a needle from VOR1 by choosing it from the menu option to the left of the HSI button. To select VOR2, the pilot
kHz increments to show the related bearing of the aircraft to the ground station. The ground station transmits a radio chooses the far left menu option and selects VOR2 from the list. No navigation needles will display unless the VOR is
frequency signal with two 30-Hz modulated signals. One is amplitude modulated and the other is frequency modulated on tuned to a valid station.
a 9960-Hz subcarrier. The related phase of the two 30-Hz signals gives radial lines in space related to the ground station.
The VOR receiver can then find the bearing of the aircraft to the ground station.

The receiver receives the NAV signals and sends them to the signal processor for analysis. The synthesizer uses the
digital channel/frequency data and changes it to the necessary radio frequency signals. The output of the VOR receiver
goes through signal processing circuitry.

The signal processing circuitry uses a 16-bit microcontroller to apply a filter to and send the signals. The signal processor
supplies the different signals necessary for NAV. These signals go to the interface unit. The interface unit changes the
digital signals into the analog and serial digital signals to operate the different display and control instruments in the
aircraft.

The VOR receiver also supplies the fault history and status data to the central maintenance system.

The VOR functionality is provided by the NV-875A. The VOR information can be displayed to the pilots via the PDU’s in
the form of an HSI or RMI indicators or both.

Modes of Operation
The NAV frequencies are set with the CCD or the MKB through the NAV / ADF page of the Radio window or through the
PRB on the HSI. In addition, a NAV shortcut on the MKB directly brings the cursor to the PRB and automatically selects
the on-side NAV if it was not the selected system. A back-up tuning method is also provided using the shift key and the
NAV button. The entered frequency is then sent directly to the NAV unit. This method is used when the primary method
described above is not operational.

Data Flow
Since the NV-875A is located in the MRC, data flows from the NV-875A to the NIM and from the NIM onto ASCB. There it
goes to the FMS and to the displays where its information is presented to the pilots. Data travels the same path in reverse
to go back to the NV-875A in the event of a frequency tune or Crs change. An exception is for emergency tuning of the
frequency using the MKB. In this case, the data travels from the MKB over ARINC-429, passing through the NIM, directly
to the NV-875A. The NV-875A is also connected to the VOR/LOC antenna.

Figure 48
HSI Window

34-23
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 49 Figure 50
ILS Principle Diagram FMS LOC CDI in ARC Mode
 VOR-ILS-DATALINK / GPS-VIDL NAV SYSTEM (CONTINUED)
Operation (Continued) According to the lateral active or armed mode, the color of lateral deviation pointer is:
LOC Receiver Function − Magenta if LOC or B/C mode is active
The NAV receiver function puts the LOC and glideslope channels together as a pair of assigned frequencies. The LOC − Cyan if LOC or B/C mode is armed
receiver function includes the LOC receiver, the VOR/LOC antennas, and the LOC ground-station transmitter. The LOC − White if LOC is tuned, LOC and B/C are not armed or active
receiver function supplies the azimuth lateral deviation from the runway centerline as part of the ILS. Each LOC ground
station transmits a 1020-Hz Morse-code ID tone to the LOC receiver for a positive ID. G/S red flag is displayed in place of vertical deviation scale, If G/S mode is active or armed and the glide slope receiver is
failed. LOC red flag is displayed in place of lateral vertical scale, If LOC or B/C mode is active or armed and the localizer
The LOC receiver operates on 40 LOC channels in the frequency range from 108.0 MHz to 111.95 MHz with 50-kHz receiver is failed.
channel separation. The ground station transmits an radio frequency signal that is divided into two beams. Each beam
goes along one side of the runway. A 90-Hz sine wave signal controls one beam. A 150-Hz sine wave signal controls the
other beam.

The LOC receiver compares the amplitude difference between the 90-Hz and 150-Hz signals. The LOC receiver uses the
amplitude difference to supply left and right command data and alerts to the pilot and copilot. When the aircraft is in the
middle of the runway approach centerline, the LOC receiver receives equal amounts of 90-Hz and 150-Hz tones through
the VOR/LOC antenna.

VOR/LOC Data
The “Crs” readout has three digits with leading zeros if necessary. The readout has a range from 1° to 360° with a
resolution of 1°. The readout digits are the same color as the VOR/LOC CDI pointer. The "Crs" label is always white. If the
pilot changes the course with the data set knob on the CCD, a scroll icon shows in cyan in front of the readout. When the
cursor focus is not on the readout, the scroll icon does not show. The readout does not show when the VOR/LOC CDI
pointer does not show. When the course data is incorrect, the readout is replaced by amber dashes.

When the pilot makes the VOR/LOC CDI selection and a Distance Measuring Equipment (DME) distance is available, the
DME station identifier and distance show on the HSI. The DME station identifier can as many as four characters. The
DME identifier does not show if the DME station identifier is the same as the VOR/LOC station. The DME distance has a
range from 0 NM to 524 NM. For distances that are less than 100 NM, the DME readout goes to the nearest 0.1 NM with
a resolution of 0.1 NM. For distances that are more than or equal to 100 NM, the DME readout goes to 1 NM with a
resolution of 1 NM. If the DME is in a hold, an "H" indication shows adjacent to the distance readout in white reverse
video. The DME readout shows in white. When the data is incorrect, the DME readout is replaced by amber dashes.

Glideslope Receiver Function

The glideslope receiver function includes the glideslope receiver, the glideslope antenna, and the glideslope ground-
station transmitter. The glideslope receiver function supplies the elevation deviation from the runway glideslope during
approach as part of the ILS.

The glideslope receiver operates on 40 glideslope channels in the frequency range from 329.15 MHz to 335.0 MHz in
150-kHz increments. The ground station transmits a radio frequency signal that is divided into two beams. A 90-Hz sine
wave signal controls one beam. A 150-Hz sine wave signal controls the other beam.

The glideslope receiver compares the amplitude difference between the 90-Hz and 150-Hz signals. The glideslope
receiver uses the amplitude difference to supply up and down command data and alerts to the pilot and copilot. The two
signals are equal in magnitude along a line of 2.5° to 3° above the runway.

According to the vertical active or armed mode, the color of vertical deviation pointer is:
− Cyan if G/S is armed
− Magenta if G/S is active
− White if LOC is tuned and G/S is not armed or active

Figure 51
LOC / Glide Deviation Pointers

34-24
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 52 Figure 53
FMS NAV Source LOC NAV Source
 VOR-ILS-DATALINK / GPS-VIDL NAV SYSTEM (CONTINUED)
Operation (Continued)
ILS
The ILS system is comprised of the localizer, glide slope and marker beacon receivers. The ILS system receivers are
housed in the NV-875A. The ILS receiver information is displayed on the PDU’s ADI. There is a small course deviation
indicator on the lower portion of the ADI and a glide slope indicator present on the right hand side of the ADI. The ILS
information can also be displayed in the Stand By instrument.

Data Flow
Since the NV-875A is located in the MRC, data flows from the NV-875A to the NIM and from the NIM onto ASCB. There it
goes to the FMS, flight director, and to the displays where its information is presented to the pilots. Data travels the same
path in reverse to return to the NV-875A - such as in the event of a frequency tune change. An exception is for emergency
tuning of the frequency using the MKB. In this case, the data travels from the MKB over ARINC-429, passing through the
NIM, directly to the NV-875A. The LOC and Glide deviations are also send by ARINC 429 bus to the stand by instrument.
The NV-875A is also connected to the Glide-slope and to the Marker antenna.

Crew Operation
To operate the ILS portion of the NAV radio, the crew simply tunes the appropriate NAV to a selected ILS frequency. The
crew then pushes the APP button on the guidance panel to activate the approach. When the ILS receiver begins receiving
the ground station, the glide slope and azimuth course deviation indicator begin to indicate on the ADI of the PDU. If the
aircraft passes over any marker beacons, the appropriate annunciation will display on the ADI and the audio tone will
sound if MKR is selected on the audio panel. If there are no localizer or glide slope indications, LOC and GS flags will
appear indicating a problem.

Excessive Deviations
Lateral Deviation Excessive Indicator
If the active navigation source is LOC and tuned to LOC, the lateral deviation excessive indication shall be displayed
when the proper condition exists. If a CAT2, HUD2 or HUD3 is active and the lateral deviation exceeds +0.0259 DDM (1
dot) (LOC) the left triangle will be displayed. If the lateral deviation exceeds -0.0259 DDM (1 dot) (LOC) the right triangle
will be displayed. The color of the triangle will be red if the radio altitude is <=200 ft and amber if the radio altitude is >200
ft. When the data is deemed invalid, the indication will be removed.

Vertical Deviation Excessive Indicator

If the active navigation source is ILS and tuned to ILS, the vertical deviation excessive indication shall be displayed when
the proper condition exists. If a CAT2, HUD2 or HUD3 is active and the vertical deviation exceeds +0.0875 DDM (1 dot)
(LOC) the up triangle will be displayed. If the vertical deviation exceeds -0.0875 DDM (1 dot) (LOC) the down triangle will
be displayed. The color of the triangle will be red if the radio altitude is <=200 ft and amber if the radio altitude is >200 ft.
When the data is deemed invalid, the indication will be removed. If RA is less than 100 ft the vertical excessive deviation
is not displayed.

Excessive Deviations
If CAT 2 is active and the lateral deviation exceeds +0.0259 DDM (1 dot) the left triangle is be displayed.

If CAT 2 is active and the lateral deviation exceeds -0.0259 DDM (1 dot) the right triangle is displayed.

If a CAT 2 is active and the vertical deviation exceeds +0.0875 DDM (1 dot) (LOC) the up triangle is displayed.

If a CAT 2 is active and the vertical deviation exceeds -0.0875 DDM (1 dot) (LOC) the down triangle is displayed.

Figure 54
Deviation

34-25
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
RH COM / NAV
23 - 10 - 20

19
20
21

22
23
24

25
26
27

28
12
13
14
15
16

17
18
132

11

R
R

B
B

B
4201FY
( MODULAR RADIO CABINET 1 )
751
3

MAGNASTAR STATUS (A1) 17 1101NZ 103NR

357 23 - 10 - 20
13 PTT1 PILOT OPTION 18 121
3 13FT
R R R R 2 74 / X2
SATCOM 19 295 43 296 34 XCVR SATCOM C AUDIO H1
B B B B GS ANT
MIKE OUT 20 44 35 XCVR SATCOM C AUDIO L0
GS 1
45
1 2403NR1
16
275

139

141
23 CTU EMULATION STATUS
SD 27 - 90 - 00 276
22 CTU EMULATION GND

L201FP SATCOM 1 155FT

MKR
OPTION R R 3 1
21 133 25 SATCOM C MIC AUD H1 264 / X2 2503NR
111J1 *E4 MIKE B B MKR ANT 23 - 10 - 20
54 22 2 26 SATCOM C MIC AUD L0
62
23
PTT SW A18 246
53 XMIT 24 1 SATCOM MIC ON
63 247
601 PTT 25 28 XCVR C DISCRETE
248
J4 141 JN CALL OUT 26 55 CABIN IN
143 / 22 142

111J2
36 337FT 363FT
/ 22KZ / 22KZ 393
37 1 269 / X3 268 / X3 RX 1 AN 1 265 / X3 1
E4 752 134 2203NR

120
VOR / LOC ANT VOR 1
INT 111J2

R
B
R B R R 344 362

2203NR
110RM MID 137 / 22 33 138 PA CHIME 18 98 79 P ADD CHIME H
B R B B 23 - 10 - 20 23 - 10 - 20
EXT 34 1710JE PA CHIME 17 99 80 P ADD CHIME L
/ 22KZ / 22KZ RX 2 AN 2

R
35 68 P A CABIN IN
A4 277 168

B
XCVR PTT 4 115 103 P A PTT OUT
P . A . SYSTEM 171 278
28 29 XCVR AUDIO H 5 116 98 XCVR D AUDIO IN H
OPTION
XCVR AUDIO L 6 117 99 XCVR D AUDIO IN L
172 279
42 43 IN H MIKE 7 118 100 XCVR D MIC OUT H 4
263 / XL
IN L MIKE 8 119 101 XCVR D MIC OUT L GPS ANT 1 2603NR

101

100

102
121
751 3 102RC

R R R R 339FT 369FT
174 64

109
27 219 53 NAV B AUDIO H1 397

71

72

73
MLS1 AUDIO B B B B 1 270 / X3 23191003 / X3
28 65 54 NAV B AUDIO L0 VHF 1
VHF COM ANT
29 66 2502RC
*A4
/ 22KZ 70 111J
HANDSET JACK INT

R
B
/ 22KZ R R R R R
L510RM MID 52 1 175 61 220 74 VOR LOC AUDIO H
/ 22KZ B B B B B
EXT 62 75 VOR LOC AUDIO L
T4 63

R
B
Legend N4 111J1

R
B
R R R R 105NR
139 176 58 221 61 COM AUDIO H
2203NR VOR / LOC ANTENNA B B
59
B
2
B
62 “ ” L
62 / 22KZ R
L410RM LH LOUDSPEAKER LS 1 111 / 22 J4 E4 60

R
B
63 / 22KZ B 1 46 / X2
L410RM 2 ATC 1 TOP
752J BASIC / OPTION CUT - OFF CONNECTOR

R
B
R R R R XPDR TOP ANTENNA
111J1 177 55 222 91 COM MIKE H L2205NR
751J BASIC / OPTION CUT - OFF CONNECTOR B B
56
B B
92 “ ” L
601J/P NOSE GEAR CUT - OFF CONNECTOR 55 / 22KZ R
A4
217
57
135

R
B
HEAD JACK INT 111J1 54 93 VHF COM PTT
397J/P VHF 1 ON S - DUCT CUT - OFF CONNECTOR L210RM MID
272
*K4
2 47 / X2 ATC 1 BTM
39 / 22
393J/P VOR 1 ANTENNA FIN CUT - OFF CONNECTOR EXT
56 / 22KZ B XPDR BUTTON ANTENNA
L2305NR
139J/P LOUDSPEAKER CUT - OFF CONNECTOR L1000PM
134J/P LH / RH WIRING CUT - OFF CONNECTOR

23 - 10 - 30
/ 22KZ

1301FP
BOOM JACK INT
L1111FP
132P LH / RH WIRING CUT - OFF CONNECTOR L310RM MID
/ 22KZ
/ 22KZ
R 50
J1 1
40 ID 0
106NR
B LH AUDIO PANEL
121J/P LH ASCB / LH BASIC CUT - OFF CONNECTOR EXT
Bus E1
60 ID 2
35 39 ID 3
115J/P ASCB / LH BASIC ELEC CUT - OFF CONNECTOR +28V
L1111NZ 81 ID 4
153FT

116

114

113

112

115
1
1710JE PCB 35 - 00 - 00
L1002WH-L
R 49 A18 2 . 5A
MRC 1 NIM
17 ID 5
DME ANT
48 / X2 DME 1
B
2206NR DME ANTENNA 1 L1002WH-M 141 JN
Bus E1 2 / 22 211 / 22
84 ID GND 2206NR
18 53 88 NIM 28V PWR
106NR DME 1 MODULE 104 / 22 336
T1
L116NR
+28V
T1
3 / 20 / 22
69 NIM PWR GND
L2305NR ATC 1 LOWER ANTENNA 107 / 22
2 . 5A
DME 1 J25 25
L2205NR ATC 1 UPPER ANTENNA Bus A1 5 / 22 212 / 22 T1
97 / 20 / 22KZ
CR
29 52 87 DME 28V PWR

R
105NR ATC XPDR 1 MODULE

B
B

B
105 / 22 108 / 22 +28V LH AV MS 6 / 20 / 22 104NR

B
L115NP T2 70 DME PWR GND

/ 22KZ
68 / 20
2 . 5A 155FT
2104NR ADF 1 ANTENNA 122 / 22

R
R

R
115

33 - 12 - 00
R

R
B
365 ATC 1 J1 1 / 22 B
104NR ADF 1 MODULE

ADF 1 ANT
66 XPDR 28V PWR 2 40 / XF E
Bus E1 8 / 22 213 / 22 / 22 W

353
28 K 67 “ ” “ ADF ANT F

R
B
2603NR GPS 1 ANTENNA

B
+28V LH AV MS / 22
64 XPDR PWR GND
L114NR 5A 9 / 20 / 22
2503NR MARKER ANTENNA 1

/ 22
/ 22
/ 22
/ 22
121 T3 85 “ ” “

R
B

R
ADF 1

B
2403NR GLIDE SLOPE ANTENNA 2 1
Bus E1 11 / 22 214 / 22
ADF HF PTT 1 23 - 13 - 30

*Q

*G
50 CR

*N
16 ADF 28V PWR

*E

*K

*P

L
*T

P
46

*F

Y
*B
*K

K
J

*H

*F

G
*M

B
U
V
M
N
C

R
2303NR VOR / LOC ANTENNA COUPLER

P
+28V LH AV MS 12 / 20 / 22 R B
T4 48 ADF PWR GND ADF COS MOD 4 117 H
2 . 5A R
103NR VIDL - G MODULE 1 L113NR
ADF SIN MOD 5 B
B

L
HEAD AUSIO L

5V LIGHTING L
PTT
PTT
INTER PTT

HAND MIKE PTT

MASK / BOOM PTT

EMERG COM PTT

MASK MIKE

BOOM MIKE
SIGNAL GND

MAINT 1 MIKE H

MAINT 2 MIKE H

MAINT PHONE H

RIGHT PHONE H

LEFT PHONE H

SPARK OUT H

HAND MIKE H

EMERG NAV PHONE

EMERG COM AUD H

EMERG AUD COM / NAV

EMERG COM MIKE H

”
28 VDC PWR

PWR GND
PWR GND

5V LIGHTING H
VOR / GPS 1 / 22 R B
14 K
1101NZ NIM 1 MODULE 24 VOR / ILS 28V PWR ADF ANTENNA TEST 118

SD 34 - 23 - 60
Bus E1 14 / 22 215 / 22 / 22 B R

”
46 25 “ ” “ ADF LOOP ENABLE 15 C

“
20

2104NR
1101FP LH AUDIO PANEL

”
+28V LH AV MS / 22 R B

MAINT 1
MAINT 2
6 VOR / ILS PWR GND ADF 15VDC 7 119 J
L112RC 2 . 5A 15 / 20 / 22 B R
L201FP LH CCB 115 T5 27 “ ” “ ADF 15V GND 8 G

“
”
VHF 1 J4 4 / 22
CR
4201FY GENERIC 1 / 0 2 MODULE 3 COM 28V PWR

“
CR
Bus E1 17 / 16 329 / 16 216/ 18 / 22

“
M L 4 “ ” “
L1000PM LH FRONT SPDB +28V / 22
45 “ ” “
15A / 22
L510RM LH HANDSET JACK

“
1 COM PWR GND WD231000AA4007
18 / 18 / 22
22 “ ” “
L310RM LH BOOM MIKE JACK PLUG T7
/ 22
43 “ ” “
L210RM LH PILOT HEAD AUDIO JACK PLUG 1101FP
T6
83 / 20 / 22
90 VHF COM GND
110RM NOSE WHEEL COMPARTMENT JACK PLUG
2502RC VHF 1 ANTENNA SD 34 - 23 - 60 SD 34 - 40 - 00
102RC VDR 1 MODULE Figure 55 SD 23 - 13 - 30 SD 34 - 23 - 50

LH COM NAV 34-26A

 NOTES: NOTES:

34-26
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
1201FP

EMERG COM/NAV PHON LO

EMERG COM/NAV PHON HI
( MODULAR RADIO CABINET 2 )

SD 31-51-00, 33-12-00
SD 34-23-60, 34-45-00
1201NZ 204NR

EMERG NAV PHONE

EMERG COM MIKE H

AURAL WARNING3 H

EMERG COM MIKE L

AURAL WARNING3 L
AURAL WARNING H
AURAL WARNING L

5V LIGHTING PWR
EMERG COM PPT
R1000PM

MASK/BOOM PPT

5V LIGHTING RTN
MAINT PHONE H

RIGHT PHONE H

HAND MIKE PPT

MAINT PHONE L

LT/RT PHONE L

LEFT PHONE H
MAINT1 MIKE H

MAINT2 MIKE H
MAINT1 MIKE L

MAINT2 MIKE L
3

HAND MIKE H
BOOM MIKE H

HAND MIKE L
MASK MIKE H

SDI GROUND

SPKR OUT H
VHF 2

SPKR OUT L
MAINT1 PPT
MAINT2 PPT
SIGNAL GND

28VDC PWR
28VDC PWR
/22 692010020

INTER PPT
R112RC 80 3 COM 28V PWR 2204NR

PWR GND
PWR GND
11 /22 692010020 COM 28V PWR
4 /18 3 4
Bus B1 2035/16 2036/16 /22 692010020 COM 28V PWR
*A E /22 45 12FT 156FT
+28V VOR/GPS 2 COM PWR GND CR
1 CR
RH AV MS 15A 2038/18 /22 R
R113NR T1 22 COM PWR GND ADF 15VDC 7 2178 G
26 /22 COM PWR GND B
43 ADF 15V GND 8 J
R Bus B1 2033/22 2034/22 /22 692010020 R

L
P

*P
Y

*T

P
E

*Q
*E
B
W
*G
*N

31-51-00 *M
J
*F

F
*K
R

*K
*B

K
J

*H

*F

*G
*M

U
V
M
N

*Q
*G
R1002WH-L 36 V 24 VOR/ILS 28V PWR ADF ANTENNA TEST 14 2179 C
35-00-00 B 2 1 +28V /22 692010020 B
R1002WH-M ADF 2 25 VOR/ILS 28V PWR ADF LOOP ENABLE 15 K

31-51-00

33-12-00
22
RH AV MS 2.5A 2039/20 /22 ADF2 ANT

/22
/22
/22
R
R

B
R
B
R114NR T2 6 VOR/ILS PWR GND ADF COS MOD 4 2180 B
/22 VOR/ILS PWR GND B
27 ADF SIN MOD 5 H
2032/22 /22

2271

2106
Bus B1 2031/22 692010020
46 86
24 W /22 ADF 28V PWR CR CR
+28V 2040/20

R
ATC 2

B
T3 48 ADF PWR GND

2126/22

2105/22
2102/22

2023/20
RH AV MS 2.5A 2216

2272
2080
2104
2164
198/22KZ R115NP ADF HF1 PTT 1 42
R310RM 2001 &
/22KZ B Bus B1 2029/22 2030/22 /22 692010020
EXT 2002 28 X 66 XPDR 28V PWR 34-49-00

R
R

B
B
/22KZ R +28V /22 692010020
XPDR 28V PWR
BOOM MID DME 2 67

R
B

R
B
RH AV MS 5A 2041/20 /22 2 2061/XF
JACK INT R116NR T4 64 XPDR PWR GND W
/22 ADF ANT F
T1 85 XPDR PWR GND B
2027/22 2028/22 /22 692010020 E
A18 Bus B1 21 Y 87 DME 28V PWR

/22KZ
R210RM
+28V 2042/20 /22
/22KZ R 140JN MRC 2 NIM T5 70 DME PWR GND
EXT RH AV MS 2.5A
2217 R1111NZ 2099/20 /22KZ
HEAD MID T1 CR
INT /22KZ B Bus B1 2025/22 2046/22 /22
JACK 692010020
37 Z 88 NIM 28V PWR 156FT
+28V 2043/20 /22
138 RH AUDIO PANEL T6 69 NIM PWR GND
R410RM RH AV MS 2.5A
1211FP
2008/22KZ R 7 2085/20 /22 206NR
1 2004/22 T7 90 VHF COM GND
LS 2007/22KZ B Bus F1 10FT
2 27
+28V 1
40 ID 0
2189/X2

2107

2109
2.5A ID 2 2306NR
R510RM 60 DME ANT
DME2
/22KZ B 39 ID 3
EXT 2220 IDENT=RT#2
/22KZ R 81 ID 4
HANDSET MID 2037/22
/22KZ 2068 101 ID PAR
JACK INT
84 ID GND
205NR
2410JE 1
R201FP 2190/X2 R2205NR
XPDR TOP ANT
4301FY ATC2 TOP
Legend 2223
140JN
43 42 86
4
63 A18 A4
2203NR VOR/LOC ANTENNA PTT SW 2006 110J1 2269 2117 2134 2 2191/X2
62 9 8 89 PTT COPILOT R2305NR
XPDR BTM ANT
R410RM RH LOUDSPEAKER GND WHEN
28 GPS1 TIME MARK H ATC2 BTM
31 GPS1 TIME MARK L
752J BASIC/OPTION CUT-OFF CONNECTOR SIDE STICK PTT 34-40-00
44 GPS2 H
SD 27-90-00
740J RH OPTION CUT-OFF CONNECTOR 95 GPS2 L
752 82 202RC
702J BASIC/OPTION CUT-OFF CONNECTOR
394J/P VOR 2 ANTENNA FIN CUT-OFF CONNECTOR R R R R 61
1 2225 86 692010020 2171 VDR2 AUDIO CABIN H
B B B B 1 2192/X2
330J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR 2 87 1 62 VDR2 AUDIO CABIN L 2302RC
VHF COM ANT
3 88 VHF2
138J/P LOUDSPEAKER CUT-OFF CONNECTOR 4201FY
15
132J LH/RH WIRING CUT-OFF CONNECTOR 1
2224
86J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR VDR TO CABIN 26
12FT 336FT 362FT 394
84J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR 702 2303NR
203NR 1 PX2 AN2 2
82J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR R R VOR/LOC ANT
2193/X3 2194/X3 2195/X3
59 2149 53 MLS2 AUDIO H
80J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR MLS2 AUDIO
60
B B
54 2203NR
OPTION MLS2 AUDIO L 23-10-00 23-10-00
2410JE COMPONENT PCB 61
2306NR DME ANTENNA 2 RX1 AN1
156FT 2503NR
206NR DME 2 MODULE 740 86
3 2 1
R2305NR ATC 2 LOWER ANTENNA 22 R
2202
R 17 R
2203
& R 34 HI XCVR AUDIO MKR ANT
2196/X2
MARKER 23-10-00
AUDIO OUT MAGNASTAR B B B B
R2205NR ATC 2 UPPER ANTENNA 21 18 2 35 LO XCVR AUDIO
20 19
205NR ATC XPDR 2 MODULE
2204NR ADF 2 ANTENNA
204NR ADF 2 MODULE 1
330 110J1 R R R R 4 2197/XL 2703NR
2703NR GPS 2 ANTENNA 610RM
418FT N4
OPTION
AUDIO IN MAGNASTAR
19
B
2205
B
20
B
2204 B
25 HI XCVR MIC
GPS ANT2
B B R R R 18 21 2 26 LO XCVR MIC
2503NR MARKER ANTENNA EXT
R
2144
R
72
B
2077
B B 17 22
MID 73 2208 2207
2403NR GLIDE SLOPE ANTENNA INT 74 J4
WH 10 EMULATION SWITCH 16 23 22 CTU EMUL
2303NR VOR/LOC ANTENNA COUPLER WH 10 EMULATION STATUS 15
2209 24 2206 55 CTU STATUS
203NR VIDL-G MODULE 2 75
110J1
HOOK SWITCH 14 2200 25 2201 24
1201NZ NIM 2 MODULE 2145
76
2108 CTU HOOKSWITCH
2 2
E4 2188/X2
1201FP RH AUDIO PANEL GS ANT 2403NR
R201FP RH CCD GS2

4301FY GENERIC 1/0 3 MODULE

4201FY GENERIC 1/0 2 MODULE SD 23-13-40, 24-23-60, 34-40-60, 34-45-00, 23-10-00
R1000PM RH FRONT SPDB
610RM REAR SERVICING COMPARTMENT JACK PLUG

2136

2112
2111
R510RM RH HANDSET JACK

2234

2125
2113

2115
R310RM RH BOOM MIKE JACK PLUG
R210RM RH PILOT HEAD AUDIO JACK PLUG

R
B

B
R

R
B

B
2302RC VHF 2 ANTENNA
132

13

12

16
14
15

18
17

19
20
21

22
23
24

25
26
27

28
202RC VDR 2 MODULE

11
LH COM/NAV
23-10-00 Figure 56 & WIRE CONNECTED DURING AIRCRAFT INSTALLATION
WD231020AA40A1

RH COM NAV 34-27A

 NOTES: NOTES:

34-27
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 57
VOR-ILS-Datalink/GPS (VIDL/G) Navigation System
 VOR-ILS-DATALINK / GPS-VIDL NAV SYSTEM (CONTINUED)
Operation (Continued) Data Flow
GPS Function While the GPS is located in the NV-875A, its data path is different than the VOR/ILS navigation data. The GPS data is
transmitted over an ARINC 429 bus through the NIM to a Generic I/O module for replication onto the ASCB data bus.
The GPS is a fully automatic 12-channel receiver that receives the L1 transmissions from the NAV system with the Time
There it goes to the FMS and the displays where its information is presented to the pilots. Data travels the same path in
and Ranging (NAVSTAR) GPS satellite signals. The GPS function calculates the position of the aircraft from the angular
reverse to return to the GPS - such as in the event of requesting a RAIM prediction, in that it is removed from ASCB and
relationship between the aircraft and the NAVSTAR satellites.
transmitted over an ARINC 429 bus by the Generic I/O module through the NIM to the GPS receiver. GPS data is also
provided to the IRS via ARINC 429 bus through the NIM.
The GPS is the primary source of NAV data used by the FMS. The GPS output data includes a three-dimensional aircraft
Position, Velocities, and Time (PVT); satellite position; pseudo range, and delta () range data. The GPS uses the WGS-84
The GPS receiver located within the NV-875A is also connected to the GPS 1 or GPS 2 antennas.
ellipsoid as its reference frame.

Crew Operation
The GPS supplies a Receiver Autonomous Integrity Monitor (RAIM) function that makes sure that the data transmitted to
the FMS is correct. When the RAIM is within limits, the FMS only uses the GPS position data. Additional GPS information, such as the number of satellites tracked, current RAIM, date, and time can be accessed
through the GPS window on the PDU. On GPS window, a selection is available, Pred RAIM, which when selected, allows
the crew to view the predicted RAIM value for the current destination. The crew is also able to enter any waypoint and
The GPS also supplies a predictive RAIM function that lets the FMS find the integrity levels at specific locations and times estimated time of crossing in order to view the predicted RAIM for that location.
to supply nonprecision approaches. This predictive RAIM function also lets you prepare flight plans for the FMS.

Use of the GPS by the FMS is automatically selected by the FMS, unless the crew deselects the GPS for usage using the
The GPS does not have a controller. The GPS operation and mode selection are fully self-controlled. The GPS supplies Sensor page on the PDU. When the GPS position accuracy (RAIM) is within the proper requirements, the FMS will use
seven operational modes and one non-operational mode. During normal operations, the GPS changes between seven the GPS information for the performance of non-precision approaches. Loss of proper accuracy during the non-precision
modes of operation automatically. If two or more GPS modes are in effect at the same time, they are given priority as approach will be indicated by the FMS to the flight crew.
follows:

Mode Description To fly a non-precision GPS approach, the pilot simply enters a flight plan and selects the GPS approach using the flight
planning method. Once the point of flight occurs where the approach is to be initiated, the autopilot or pilot will fly the
Self-Test This mode starts when the GPS module receives power initially. During this mode, the GPS approach and receive inputs from the GPS automatically through the FMS. The outputs will be displayed on the PDU’s in
module does a Power-On Self-Test (POST) of all its Built-In Test (BIT) functions. Other modes terms of a lateral and vertical path.
cannot be set during the POST. After this mode completes the GPS changes to the Initialization or
Fault mode.
Initialization This mode sets the GPS module circuits to an initial condition to receive satellite signals. After the
GPS module completes this mode, it changes to the Acquisition or Fault mode.
Acquisition The GPS module changes to this mode immediately after the Initialization mode. During the
Acquisition mode, the GPS module monitors different satellites and locks on to the available
signals. The GPS module then transmits the satellite signal to the FMS.
After the GPS module collects sufficient satellite signals to calculate its position, it changes to the
Navigation mode. The GPS module changes to the Acquisition mode when it cannot collect data
from satellites for more than 30 sec.
Navigation During this mode, the GPS module uses the satellite data to calculate the aircraft PVT. The GPS
module calculates this data seven times per second.
The GPS module stays in the Navigation mode as long as it can stay locked on to four or more
satellites. From this mode, the GPS module changes to the Aided, Acquisition, or Fault mode.
Aided The GPS module changes to this mode when it does not have sufficient satellite and altitude aiding
data, but external aided data is available. From this mode, the GPS module can change to the
Navigation, Acquisition, or Fault mode.
Altitude Aiding The GPS module changes to this mode only when three satellites and calibrated altitude data are
available. This data provides sufficient data to the GPS module to calculate the aircraft PVT. From
this mode, the GPS module can change to the Navigation, Acquisition, or Fault mode.
Fault The GPS module changes to this mode when it finds a failure in the system. If the failure is critical,
the GPS module does not operate. The Fault mode replaces all other modes and continues until
the GPS module is turned off and then turned on again.

34-28
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

CMC Select a Test – 34 Navigation

Figure 58
GPS Window on PDU

Figure 59
Predicted RAIM Page
 VOR-ILS-DATALINK / GPS-VIDL NAV SYSTEM (CONTINUED)
Operation (Continued) “NAV: VOR/LOC 1+2 FAIL” The "NAV: VOR/LOC 1+2 FAIL" shows in the CAS window when a failure occurs in both
GPS Selection VIDL/G modules at the same time. The CAS message is enabled when the logic
conditions for the message are satisfied. These logic conditions cause each VIDL/G
The GPS selection page provides for selection of installed GPS and displays key information about them. All data comes
module to set a fault bit on the ASCB-D digital bus. These fault bits are sent to the MWF
from the selected GPS. It is not modifiable.
to enable the CAS message.
− RAIM (Receiver Autonomous Integrity Monitoring) is the horizontal integrity limit of RAIM
− HFOM (Horizontal Figure Of Merit) is the horizontal accuracy (in NM) of the calculated GPS position. It is equivalent to
Tests
EPU.
Power-On Self-Test (POST)
− HDOP (Horizontal Dilution Of Precision) corresponds to horizontal quality from a geometry standpoint. It represents a
summation of all errors relating to the ability of the system to calculate an accurate position. HFOM is a function of When power is applied, each VIDL-G module does a self-test sequence. This self-test sequence includes a data memory
HDOP. (RAM) test, program memory (PROM) test, and a Field Programmable Gate Array (FPGA) test to make sure that the
module operates satisfactorily. These tests do not delay normal operation by more than 1 s. Each VIDL-G module keeps a
− Miles from FMS Position is the distance between current GPS position and current FMS position (in this case, FMS
record of all POST failures in Nonvolatile Memory (NVM).
1 is the FMS in control). The displays provide Lat/Lon and NM differences.
− Alt is the geometric altitude (in FT) of the airplane above the WGS-84 model of the Earth surface. It is used by the
EGPWS to validate RA data and for CFIT protection. Reset Tests
− VFOM (Vertical Figure Of Merit) is vertical accuracy (in ft) of the calculated GPS altitude. The VIDL-G modules are tested from the CMC by the use of the reset tests that follow:
− VDOP (Vertical Dilution Of Precision) corresponds to vertical quality from a geometry standpoint. It represents a − The GPS 1 RESET TEST tests the VIDL-G module 1.
summation of all errors relating to the ability of the system to calculate an accurate altitude. VFOM is a function of • Maintenance Messages: GPS1 FAILURE; GPS1 ANT/WRG FAULT; GPS1 LOST LT GEN AV BUS/WRG FAULT;
VDOP. GPS1 LOST RT GEN AV BUS/WRG FAULT show on the screen during the test. The status is determined after
− HDOP and VDOP values are based on a scale from 1 to an unlimited value. A low number equates to better the reset test completes.
accuracy. A “3” is considered high. − The GPS 2 RESET TEST tests the VIDL-G module 2.
• Maintenance Messages: GPS2 FAILURE; GPS2 ANT/WRG FAULT; GPS2 LOST LT GEN AV BUS/WRG FAULT;
Clicking the soft key Pred RAIM (Predictive Receiver Autonomous Integrity Monitoring) provides a drop down page GPS2 LOST RT GEN AV BUS/WRG FAULT show on the screen during the test. The status is determined after
containing: the reset test completes.
− Dest (Destination) and Time (ETA) The reset tests monitor the Weight on Wheels (WOW) condition and will inhibit the tests if the WOW condition is not
active.
− RAIM indicates availability (“yes or “no”) for indicated UTC times. Additional availability is given for 5 minute intervals
before and after ETA.
− Wpt and Time provides input of any waypoint and ETA (within 24 hours of current time) to compute a predictive RAIM
availability. Additional availability is given for 5 minute intervals before and after ETA.
− Sat Desel - provides ability to deselect satellites (by satellite number) for either Destination or Pilot Waypoint
Predictive RAIM calculation. Deleting a pilot entry returns the boxes to dashes. Sat Desel boxes are automatically
cleared upon landing.

If the result of predictive RAIM computation is that RAIM conditions will not be available, UNAVAIL is displayed next to
RAIM.

CAS Messages
The Monitoring Warning Function (MWF) shows the CAS messages in the CAS window on the PDU.
Cruise

Land
Park

Taxi

TO

MESSAGE DESCRIPTION

Caution (Amber) CAS Messages

A failure occurred in the GPS function of each VIDL-G
NAV: GPS 1+2 FAIL A A - - -
module.
A failure occurred in the VOR/LOC function of each
NAV: VOR/LOC 1+2 FAIL A A A - -
VIDL-G module.

34-29
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

CMC Parameter Monitoring – 34-51GPS Positioning System Function

 VOR-ILS-DATALINK / GPS-VIDL NAV SYSTEM (CONTINUED)
Operation (Continued)
Parameters Monitoring
34-51 "GPS 1 STATUS TEST"
SIGNAL WIRING
PARAMETER NAME SHOWN VALUE FROM TO
TYPE NAME
"NUMBER OF 0 through 15 shown ENUM None VIDL-G Module Generic I/O 1
SATELLITES VISIBLE" 1 (103NR) Module(4101FY)
"NUMBER OF 0 through 15 shown ENUM None VIDL-G Module Generic I/O 1
SATELLITES 1 (103NR) Module(4101FY)
TRACKED"
"HORIZONTAL FOM" -16 to 15.99997 with Float None VIDL-G Module Generic I/O 1
accuracy .000006 1 (103NR) Module (4101FY)
"HORIZONTAL FOM 0=Failure Warning ENUM None VIDL-G Module Generic I/O 1
Parameter Monitoring GPS 1 Status Test
STATUS" 1=No Computed Data 1 (103NR) Module (4101FY)
P
2=Functional Test
3=Normal Operation
"VERTICAL FOM" -32768 to 32767.875 Float None VIDL-G Module Generic I/O 1
with accuracy .125 1 (103NR) Module (4101FY)
"VERTICAL FOM 0=Failure Warning ENUM None VIDL-G Module Generic I/O 1
STATUS" 1=No Computed Data 1 (103NR) Module (4101FY)
2=Functional Test
3=Normal Operation
"GPS 1 LATITUDE" -180 to 179.99982 with Float None VIDL-G Module Generic I/O 1
accuracy 0.00017166 1 (103NR) Module (4101FY)
"GPS 1 LONGITUDE" -180 to 179.99982 with Float None VIDL-G Module Generic I/O 1
accuracy 0.00017166 1 (103NR) Module (4101FY)
"GPS 1 ALTITUDE" -131072 to Float None VIDL-G Module Generic I/O 1
131071.875 with 1 (103NR) Module (4101FY)
accuracy 0.125
"GPS MODE" 0=Self Test Mode ENUM None VIDL-G Module Generic I/O 1
1=Initialization Mode 1 (103NR) Module (4101FY)
2=Acquisition Mode
3=Navigation Mode
4=Altitude Aiding
Mode
5=Differential Mode
6=Aided Mode
7=Fault
"GPS1 FAILURE" Active Discrete None VIDL-G Module Generic I/O 1
InActive 1 (103NR) Module (4101FY)
"GPS1 ANT/WRG Active Discrete None VIDL-G Module Generic I/O 1
FAULT" InActive 1 (103NR) Module (4101FY)
"GPS1 LOST LT GEN Active Discrete None VIDL-G Module Generic I/O 1
AV BUS/WRG FAULT" InActive 1 (103NR) Module (4101FY)
"GPS1 LOST RT GEN Active Discrete None VIDL-G Module Generic I/O 1
AV BUS/WRG FAULT" InActive 1 (103NR) Module(4101FY)

34-30
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 61
Audio Panel

ADF Antenna

Figure 60
Automatic Direction Finder System
 AUTOMATIC DIRECTION FINDER (ADF) SYSTEM
Overview
The ADF modules (104NR)/(204NR) are installed in the Modular Radio Cabinets (MRC) (101NZ)/(201NZ). The antennas CONTROL FUNCTION CHARACTERISTICS LOCATION
that follow are installed on the external fuselage of the aircraft:
− ADF 1 Antenna (2104NR)
− ADF 2 Antenna (2204NR)

Selects reception of
The ADF system supplies data for in-flight Navigation (NAV), terminal NAV, and area guidance. ADF 1 and 2
ADF1 and ADF2.

The ADF system operates in the frequency range from 190.0 kHz to 1799.5 kHz in increments of 500 Hz. The ADF
system also tunes frequencies between 100 kHz and 190 kHz. The ADF system monitors the maritime emergency
frequencies between 2181 kHz and 2183 kHz.
VCE is a filter for VOR
The ADF system has the bandwidths that follow: and ADF, which lowers
− Narrow band mode to decrease noise during NAV the Morse code audio
− Wide band mode to make the quality of the audio signals better VOICE for VOR level transmitted by the
and ADF ground station.
Only voice is audible
The ADF system gives the radio bearing related to the aircraft heading. The radio bearing shows as bearing pointers on
(ATIS for example) when
the Horizontal Situation Indicator (HSI) of the Primary Display Units (PDU) (L101FD)/(R101FD). To show the ADF bearing
VCE is selected.
pointers on the HSI, make a selection of an ADF bearing pointer through the HSI control bar.

The primary ADF bearing pointer shows as a green circle. The secondary ADF bearing pointer shows as a green Cursor Control Device (CCD) Controls
diamond. Use these ADF bearing pointers (compass locator) for nonprecision instrument landings. The ADF bearing
The LH Cursor Control Device (CCD) and RH CCD operates with the radio tuning bars and radio management windows
pointers do not show if the data is incorrect or if the selection on the HSI control bar is set to "OFF".
to supply radio tuning for the ADF systems. The LH CCD operates as an interface input and control device for the radio
tuning bar and radio management window that shows on the LH PFD. The RH CCD operates as an interface input and
Components control device for the radio tuning bar and radio management window that shows on the RH PFD. The “CCD Controls”
Audio Panel Controls table shows the function of each CCD control.
The Left Hand (LH) audio panel (L2RL), Right Hand (RH) audio panel, and optional third crew audio panel let you control
Control Function
communications with the ADF system. Each audio panel can receive inputs from all ADF communication channels. The
“Audio Panel Controls” table shows the function of each button or control that is used for the ADF system. Push the enter button to accept changes made with the data set knob for the ADF active frequency
Enter Button
shown in the ADF radio tuning bar or NAV/ADF radio management window.
Control Function
Use the trackball to control cursor movement on the ADF radio tuning bar or NAV/ADF radio
The Radio-NAV buttons operate as ON or OFF controls. Push the applicable ADF button to Trackball
management window.
Radio–NAV Buttons: connect the audio panels to the related ADF channel. When the annunciator for a button is
"ADF1" and "ADF2" ON, the related Radio-NAV channel is available. When the annunciator for a button is OFF, Use the data set knob to change the ADF active frequency shown in the ADF radio tuning bar or
Data Set Knob
the related ADF channel is not available. NAV/ADF radio management window.

The “SET” knob is the master volume control for the ADF signals. Turn the knob clockwise to Push the “MENU” button to show a drop-down menu. Make the “RADIOS” menu selection to show
"SET" Knob “MENU” Button the radio management window in the display area below the Engine Instrument and Crew Alerting
increase the volume. Turn the knob counterclockwise to decrease the volume.
System (EICAS) window on the PFD.
The volume display adjacent to the “SET” knob shows the volume levels for an ADF signal
when an ADF button is pushed. The volume display also shows visual indications of the
Volume Display
volume adjustments when the “SET” knob is turned. The display defaults back to HDPH or
SPKR after 15 seconds.
Push the “HDPH” button to connect the ADF signals to the headphones. The button has an
"HDPH" Button
annunciator that comes on when the button is pushed.
Push the “SPKR” button to connect the ADF signals to the speakers. The button has an
"SPKR" Button
annunciator that comes on when the button is pushed.

34-31
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 Developed for Training Purposes Falcon 7X

Figure 62 Figure 63
Multifunctional Keyboard NAV/ADF Tab on Radios Window
 AUTOMATIC DIRECTION FINDER (ADF) SYSTEM (CONTINUED)
Components (Continued)
Multifunction Keyboard (MKB) Controls
The LH Multifunction Keyboard (MKB) and RH MKB supply alternative radio controls for the ADF systems. Each MKB has
an alphanumeric keyboard and function buttons that can be used to tune each ADF system. Each MKB supplies a single
interface for all alphanumeric entries made through the keypad. The “MKB Controls” table shows the function of each
control that is used for the ADF system.
Control Function
“ADF” Radio-NAV The “ADF” Radio-NAV button gives fast access to the NAV/ADF radio management window.
Button Push this button to immediately move the cursor to the NAV/ADF radio management window.
Use the alphanumeric keypad to change the ADF active frequency shown in the ADF radio
Alphanumeric tuning bar or NAV/ADF radio management window. Push the “ENTER” button on the
Keypad alphanumeric keypad to send the complete keypad readout of characters to the MAU for
acceptance.
Keypad Readout The keypad readout shows the entries made with the alphanumeric keypad.
Push the “SWAP” button to make sure the ADF active frequency shown in the ADF radio tuning
bar or NAV/ADF radio management window is correct. If the ADF active frequency is out of
“SWAP” Button
range, the ADF active frequency field flashes green for a few seconds. The ADF active
frequency field then goes back to the frequency shown before.

Radio Management Controls on PFD

The radio tuning bar and radio management window show on the LH PFD and RH PFD. The “Radio Management
Controls on PFD” table shows functions of the radio tuning bar and radio management window.
Control Function
The radio tuning bar permanently shows adjacent to the HSI on each PFD. The radio tuning bar
Radio Tuning Bar shows the primary functions of the radio system. Use the ADF radio tuning bar to tune the ADF
systems.
Move the cursor to radio management display area on the PFD and push the “MENU”
button on the CCD to show the drop-down menu. Make the selection of the RADIOS
menu item to show the radio management window.
Radio
The radio management window has a tab selection for each radio system. The radio
Management
management window for each radio system contains all the controls that let you control the
Window
operation of the radio system.
Secondary radio functions are also found on each radio management window. Make the
"NAV/ADF" selection to show the NAV/ADF radio management window for the ADF system.

ADF Radio Management Controls

The ADF radio management controls let you set the frequency and mode of operation for each ADF system. The “ADF
Radio Management Controls” table shows the function of the ADF radio management controls.
Control Function
Use the ADF source selection to set the ADF source for each ADF system. At power-up, the
ADF Source
default ADF selection for each ADF system is a white "ADF1" on the LH PFD, and a white
Selection
"ADF2" annunciation on the RH PFD.
The active frequency is the frequency that each ADF system tunes to. The active frequency
Active Frequency
shows in green in the ADF active frequency field in the ADF radio tuning bar and NAV/ADF
Field
radio management window.
Mode Annunciations The mode annunciations show the operation status of each ADF system.
Four mode selections are available for the ADF system: ANT, ADF, BFO, and VOICE. Use
“Mode” Selections the “Mode” selection to set the mode of operation for the ADF system. The default mode is
"ADF" Figure 64
VHF/ADF Radio Tuning Bar

34-32
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 65
ADF Module and Antenna Block Diagram
 AUTOMATIC DIRECTION FINDER (ADF) SYSTEM (CONTINUED)
Components (Continued)
ADF Frequency Tuning and Mode Control CONTROL FUNCTION
To tune an ADF system to a new frequency, move the cursor to the ADF active frequency field on the ADF radio tuning
bar or NAV/ADF radio management window. You can also push the "ADF" button on the MKB to bring the cursor into VOICE
focus immediately on the ADF active frequency field. Use the data set knob on the CCD or the alphanumeric keypad on
the MKB to change the ADF active frequency. A scroll icon shows adjacent to the active frequency to show the direction
to turn the data set knob to tune the ADF active frequency.
Mode opens the IF bandwidth for
When you use the keypad on the MKB to tune the ADF active frequency, the cursor still keeps focus on the active improved audio fidelity. It serves no
frequency field. When you start a keypad entry, the CCD data set knob cannot be used again until you push the CCD navigation purpose.
enter button or the “SWAP” button on the MKB. After the new ADF active frequency is set, push the “SWAP” button on the
MKB to make sure the frequency is correct. If the ADF active frequency is out of range, the ADF active frequency field
flashes green for a few seconds. The ADF active frequency field then goes back to the frequency shown before.

If the ADF system fails to tune to the new frequency in 7 seconds, the active field flashes amber for 1.5 seconds. The ADF
active frequency field then changes back to the active frequency shown before. BFO
(Beat Frequency Oscillator)

Make the ADF mode selections through the NAV/ADF radio management window. The mode selections set the mode for
the ADF system. The available selections are "ANT", "ADF", "BFO", and "VOICE". The default mode is "ADF" or the last
Mode adds a tone that can be heard in
mode selection. The ADF mode annunciation shows in green above the ADF active frequency field. The "Modes of
the ADF receiver when the carrier is on.
Operation" table gives a description of each ADF mode.
BFO are used for receiving transmitters
Mode that do not have the tone such as
Function coastal or maritime stations.
Annunciation
In the ANT mode, the ADF system receives the signals but does not calculate the relative bearing.
Audio sensitivity and range are set to maximum. You can hear BFO interference when the system
“ANT”
monitors different ADF stations that are less than 3 kHz apart. Use the ANT mode to prevent this
interference.
The ADF mode is a narrow band mode that reduces noise during navigation. In the ADF mode, ANT
“ADF” the ADF system receives the signals and calculates the related bearing. There is some decrease
of received audio range and sensitivity.
In the BFO mode, the ADF system receives the continuous wave signals. The ADF system uses a
“ADF BFO” Beat Frequency Oscillator (BFO) to find these signals. Use the BFO mode to help tune the ADF Mode receives the ADF station signal
frequency. only and does not compute bearing: it
The VOICE mode supplies high-quality audio signals for the headsets and speakers. The ADF is used to identify the station.
“Voice” system increases the Intermediate Frequency (IF) bandwidth of the ADF module to make the
quality of the ADF audio signals better.

ADF

Mode receives the ADF station signal

and displays the relative bearing to
station: the bearing pointer appears on
the compass rose on LH or RH PDU
(normal operation).

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 Developed for Training Purposes Falcon 7X

ADF Antenna

CMC- Extended Maintenance-Select a Test

Reports Menu-Extract FHM from A/C - File Transfer from Aircraft

 AUTOMATIC DIRECTION FINDER (ADF) SYSTEM (CONTINUED)
Components (Continued) Tests
Crew Alerting System (CAS) Messages Initiated Built-In Tests (IBIT)
The Monitoring Warning Function (MWF) shows the CAS messages in the CAS display on the Left Hand (LH) PFD Each ADF module does a test of its internal circuitry when an IBIT is started. The ADF modules are tested from the CMC
(L12FV) and the Right Hand (RH) PFD (R12FV). The MWF supplies the CAS messages that follow when the ADF system by the use of the IBITs that follow:
has a failure. − The ADF 1 IBIT tests the ADF 1 module.
If the reset test passes, the screen will display "Test Passed". If the reset test fails, the screen shows "Test Failed"
and “[CLU1] ADF1/WRG/ANT FAULT”.

Cruise

Land
Park

Taxi

TO
MESSAGE DESCRIPTION − The ADF 2 IBIT tests the ADF 2 module.
If the reset test passes, the screen shows "Test Passed". If the reset test fails, the screen shows "Test Failed" and
“[CLU2] ADF2//WRG/ANT FAULT”.
Caution (Amber) CAS Messages
NAV: ADF 1+2 FAIL Both ADF are detected failed by MRC. A A A - - Non-Volatile Memory (NVM) File Request Transfer
The ADF modules faults can be placed onto Random Access Memory (RAM) to download to a laptop with the used of the
triggered tests that follow:
Operation − ADF1 NVM FILE REQUEST XFER requests the ADF 1 module to place faults onto RAM to download to a laptop. No
The ADF modules (104NR)/(204NR) connect to the Radio Control Bus (RCB) that is installed in the backplane of the test results show.
MRCs (101NZ)/(201NZ). The RCB connects to the Network Interface Module (NIM) 1 (1101NZ)/(1201NZ) in the MRCs. − ADF2 NVM FILE REQUEST XFER requests the ADF 2 module to place faults onto RAM to download to a laptop. No
test results show.
The NIMs contain the microphone bus interface and the digital audio bus interface that let the ADF modules operate with
the audio panels (1101FP)/(1201FP)/(1301FP) in the audio integrating system. The digital audio bus transmits the ADF NOTES:
signals to audio panels. The audio panels change digital data to analog outputs for the headsets and speakers in the
cockpit.

The NIMs also have an interface to the ASCB-D. The ASCB-D interface uses the same type of circuitry and software as
the Network Interface Controller (NIC)/processor modules (2101FY)/(2201FY)/(2301FY)/(2401FY) that are installed in the
MAUs (101FY)/(201FY) as part of the data acquisition system. The ASCB-D lets the NIMs receive tuning signals and
mode signals from the NIC/processor modules. The NIMs transmit the tuning signals and mode signals on the RCB to the
related VIDL/G modules in the MRCs.

ADF Module Operation

The ADF module operates from +28 VDC and supplies +15 VDC to the amplifier in the ADF antenna. The ADF module
supplies steering data to low-frequency transmitters (beacons) with set frequencies from 190 to 400 kHz and 1600 to
1799 kHz. It also supplies steering data to the stations that follow:
− Broadcast stations that operate with amplitude modulation
− Marine stations that operate in the frequency range from 100 to 190 kHz
− Stations on the High Frequency (HF) distress frequency of 2182 kHz

ADF Antenna
The ADF antenna contains an internal sense antenna, sine/cosine loop antennas, an amplifier, and a self-test function.
The sense antenna is a vertically polarized antenna that receives the AM audio signals. The sine/cosine loop antennas
are horizontally polarized, perpendicular antennas that receive the relative bearing signals. The amplifier increases the
input signals from the internal antennas. The self-test function does a test of the ADF system components. Each ADF
antenna has a coaxial connector that connects to one ADF module.

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 Developed for Training Purposes Falcon 7X

Figure 66 Figure 67
DME System Overview NAV/ADF Tab on Radios Window
 DISTANCE MEASURING EQUIPMENT (DME) SYSTEM
Overview
The Distance Measuring Equipment (DME) system supplies the data for in-flight navigation, terminal navigation, and area
guidance. The DME system also gives the Morse code Identification (IDENT) data. The DME system measures the time
from when it transmits a pulse until it receives the reply. The DME system calculates the distance from the ground station,
ground speed, and time-to-station. The DME system shows this distance in a digital readout on the Horizontal Situation
Indicator (HSI) of each Primary Flight Display (PFD).

Components
The DME system contains the following components:
− DME Module 1 (106NR)
− DME Module 2 (206NR) DME Antenna 1 & 2 Location
− DME Antenna 1 (2206NR)
− DME Antenna 2 (2306NR)

Audio Panel Controls

The audio panels (1101FP)/(1201FP)/(1301FP) let the pilots control NAV audio signals to the cockpit. Each audio panel
can receive inputs from all speech and NAV channels. Audio outputs from the audio panels include a loudspeaker
amplifier and headphone jacks for use with the headphones.

The “Audio Panel Controls” table shows the function of each button or control
Control Function
The Radio-NAV buttons operate as ON or OFF controls. Push the applicable DME button to
Radio–NAV Buttons: connect the audio panels to the related DME channel.
"DME1" and "DME2" When the annunciator for a button is ON, the related DME channel is available. When the
annunciator for a button is OFF, the related DME channel is not available.
The “SET” knob is the master volume control for the DME signals. Turn the knob clockwise to
"SET" Knob
increase the volume. Turn the knob counterclockwise to decrease the volume.
The volume display adjacent to the “SET” knob shows the volume levels for a DME signal
when a DME button is pushed. The volume display also shows visual indications of the
Volume Display
volume adjustments when the “SET” knob is turned. The display defaults back to HDPH or
SPKR after 15 seconds.
Push the “HDPH” button to connect the DME signals to the headphones. The button has an
"HDPH" Button
annunciator that comes on when the button is pushed.
Push the “SPKR” button to connect the DME signals to the speakers. The button has an
"SPKR" Button
annunciator that comes on when the button is pushed.

Radio Management Controls on PFD

The radio management window shows on the LH PFD (L12FV) and RH PFD (R12FV) when the RADIOS menu selection
is made. The radio management window has a tab selection for each radio system. Each radio management window
contains all the controls that let you control the operation of the radio system. To show the radio management window,
move the cursor to radio management display area on the PFD and push the “MENU” button on the CCD to show the
drop-down menu. Make the selection of the RADIOS menu item to show the radio management window. Make the
"NAV/ADF" selection to show the NAV/ADF radio management window.

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 Developed for Training Purposes Falcon 7X

Figure 68 Figure 69
DME Frequency Hold Selecting the Auto Mode on Nav 2
 DISTANCE MEASURING EQUIPMENT (DME) SYSTEM (CONTINUED)
Components (Continued)
NAV Radio Management Controls
The NAV radio management controls let you set the frequency and mode of operation for each Very High Frequency
(VHF) NAV system. The “NAV Radio Management Controls” table shows the function of the VHF radio management
controls.

Control Function
The active frequency is the frequency that each NAV system tunes to. The active frequency shows
Active
in green in the top line of the frequency area in the radio tuning bar and radio management
Frequency Area
window.
Preset The preset frequency area is the only frequency that you can adjust to tune each NAV system.
Frequency Area The preset frequency shows in cyan below the active frequency.
If DME–H is on (check box is checked), the held frequency shows in green with an “H” to the left of
DME–H
the frequency. The default for DME–H is off (check box is not checked).
Make a selection of the “Auto” check box to let the Flight Management System (FMS)
“Auto” Check automatically tune the frequency for the NAV system. When the auto function is checked, a green
Box “AUTO” shows above the active frequency area. A manual change to the frequency automatically
makes the auto function go off.

HI or LOW Marker Selection

HI or LOW marker selection sets marker sensitivity. Listening to the audio marker can be done by pressing the MKR
pushbutton on the Audio Panel.

Figure 70 Figure 71
DME Indications on PFD Hi and Low Marker

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Developed for Training Purposes Falcon 7X

Figure 72
DME Module Block Diagram
 DISTANCE MEASURING EQUIPMENT (DME) SYSTEM (CONTINUED)
Operation
A DME module is installed in each MRC part of the modular radio system Each DME module connects to the Radio
Control Bus (RCB) that is built into the backplane of the MRC. The RCB connects to the Network Interface Module (NIM)
in the MRC.

Each NIM contains the microphone bus interface and the digital audio bus interface that let the DME modules
communicate with the audio panels in the Audio Integrating System. The digital audio bus transmits the DME signals to
each audio panel. The audio panels change digital data to analog outputs for the headsets and speakers in the cockpit.

Each NIM also has an interface to the Avionics Standard Communication Bus, version-D (ASCB-D). This ASCB-D bus
interface uses the same type of circuitry and software as the Network Interface Controller (NIC) modules that are installed
in each MAU as part of the Data Acquisition System. The ASCB-D bus lets each NIM receive radio commands from the
NIC modules. Each NIM transmits the radio commands on the RCB to its related DME module in the MRC.

DME Operation
The DME module is a six-channel radio receiver that scans for NAV data. The DME module monitors a maximum of four
DME channels for distance, ground speed, and time-to-station data at the same time. The DME module also monitors two
preset channels for the IDENT functions. The DME module can monitor four DME channels while it has the decoded
IDENT data available from the two remaining channels.

The DME module operates with radio pulses in the frequency range of 960 to 1215 MHz. The DME module transmits from
1025 to 1150 MHz to a ground station. The ground–station beacon transmits from 960 to 1213 MHz. The DME module
uses two of its four DME channels for the Flight Management System (FMS). The other two DME channels are available
to control and show the distance, time-to-station, ground speed, and IDENT functions.

The two preset IDENT channels have the decoded IDENT data available immediately. The Very High Frequency (VHF)
Omnidirectional Range (VOR) channel is a preset channel. After you make the VOR channel selection, the search
function of the DME module supplies the equivalent function of four continuous DME channels immediately. The DME
frequency selection is automatically related (as a pair) with the VHF NAV channels. The DME system includes the
following functions:
− Mutual Suppressor − Signal Processing
− Transmitter − Frequency/Mode Control
− Receiver − Power Supply
− Audio Output − Self Test

Crew Alerting System (CAS) Messages

The Monitor Warning Function (MWF) shows the CAS messages in the CAS display on the LH PFD and RH PFD. The
CAS message is enabled when the logic conditions for the message are satisfied. These logic conditions cause each
DME module to set a fault bit on the Avionics Standard Communication Bus, Version D (ASCB-D) digital bus. These fault
bits are sent to the MWF to enable the CAS message. The MWF supplies the CAS messages that follow when the DME
system has a failure.
Cruise

Land
Park

Taxi

TO

MESSAGE DESCRIPTION

Caution (Amber) CAS Messages

NAV: DME 1+2 FAIL Both DME are detected failed by MRC. A A A - -

Figure 73
NAVAIDS System

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 Developed for Training Purposes Falcon 7X

CMC- Extended Maintenance-Select a Test

 DISTANCE MEASURING EQUIPMENT (DME) SYSTEM (CONTINUED)
Operation (Continued)
Tests
Initiated Built-In Tests (IBIT)
Each DME module does a test of its internal circuitry when an IBIT is started. The DME modules are tested from the CMC
by the use of the IBITs that follow:
− The DME 1 IBIT tests the DME 1 module.
If the reset test passes, the screen will display "Test Passed". If the reset test fails, the screen shows "Test Failed"
and “[CLU1] DME1/WRG/ANT FAULT”.
− The DME 2 IBIT tests the DME 2 module.
If the reset test passes, the screen shows "Test Passed". If the reset test fails, the screen shows "Test Failed" and
“[CLU2] DME2//WRG/ANT FAULT”. Reports Menu-Extract FHM from A/C - File Transfer from Aircraft

Non-Volatile Memory (NVM) File Request Transfer

The DME modules faults can be placed onto Random Access Memory (RAM) to download to a laptop with the used of the
triggered tests that follow:
− DME1 NVM FILE REQUEST XFER requests the DME 1 module to place faults onto RAM to download to a laptop. No
test results show.
− DME2 NVM FILE REQUEST XFER requests the DME 2 module to place faults onto RAM to download to a laptop. No
test results show.

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 Developed for Training Purposes Falcon 7X

Modular Radio Cabinet 1

Modular Radio Cabinet 2

Figure 74
Location of Equipment
 AIR TRAFFIC CONTROL (ATC) TRANSPONDER (XPDR) SYSTEM
Overview
The ATC Transponder (XPDR) system operates with the Traffic Alert and Collision Avoidance System (TCAS) and the
ATC Radar Beacon System (ATCRBS) ground stations to prevent midair collisions with other aircraft. The dual ATC
XPDR system operates as a secondary, remote-controlled ATCRBS and a Mode S and diversity XPDR. Each ATC XPDR
system supplies the elementary surveillance functions that follow:
− Surveillance of aircraft identification (IDENT) codes transmitted by adjacent aircraft,
− Barometric (BARO) altitude data and coded message data transmitted to ATC ground stations.

The ATC XPDR system also supplies the enhanced-surveillance function parameters that follow:
− BARO Pressure Setting − Mach Number
− BARO Altitude Rate − Track Angle (TRK) Rate Lower ATC Antennas
− Inertial Vertical Speed − True TRK
− Indicated Airspeed (IAS) − Magnetic Heading
− True Airspeed (TAS) − Roll Angle
− Groundspeed − Set Altitude

The ATC XPDR system can also supply surveillance of TCAS installations on adjacent aircraft.

The ATCRBS ground station uses a rotational antenna to transmit signals to the aircraft. The ATC XPDR system receives
the signals and sends signals that contain data about aircraft distance, bearing, altitude, and identity to the ground station.
When the ATCRBS ground station receives a signal from an aircraft, the ground station uses the elapsed time of the
signal to calculate the distance of the aircraft. The angle at which the rotational antenna receives the signal gives the
azimuth of the aircraft.

Components
The ATC XPDR modules (105NR)/(205NR) are installed in the Modular Radio Cabinets (MRC) (101NZ)/(201NZ). The
antennas that follow are installed on the external fuselage of the aircraft:
− ATC 1 Upper Antenna (L2205NR)
− ATC 2 Upper Antenna (R2205NR)
− ATC 1 Lower Antenna (L2305NR)
− ATC 2 Lower Antenna (R2305NR)

ATC Antennas
The ATC antenna is a blade-type, vertically polarized antenna. It has a frequency range of 960 to 1220 MHz. Two ATC
antennas are installed on the forward fuselage, one on the top and one on the bottom. Each XPDR module connects to an
antenna on the top and to an antenna on the bottom through an N-type connector.

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 Developed for Training Purposes Falcon 7X

Figure 75
Air Traffic Control Radio Tuning Diagram
 AIR TRAFFIC CONTROL (ATC) TRANSPONDER (XPDR) SYSTEM (CONTINUED)
Components (Continued)
Cursor Control Device (CCD) Controls CONTROL FUNCTION DISPLAY
The Left Hand (LH) Cursor Control Device (CCD) (L44FV) and the Right Hand (RH) CCD (R44FV) operate with the radio
tuning bars and the radio management windows to supply radio tuning for the ATC XPDR system. The LH CCD operates
as an interface input and control device for the radio tuning bar and radio management window that shows on the LH
Primary Flight Display (PFD). The RH CCD operates as an interface input and control device for the radio tuning bar and
radio management window that shows on the RH PFD. The "CCD Controls" table below shows the function of each CCD
control.

Control Function
Push the enter pushbutton to accept changes made with the data set knob for the ATC XPDR code
Enter
that shows in the ATC tuning field. The ATC tuning field shows on the ATC radio tuning bar or the
Pushbutton
ATC/TCAS radio management window.
Use the trackball to control cursor movement on the ATC radio tuning bar or ATC/TCAS radio
Trackball
management window.
Use the data set knob to change the ATC XPDR code that shows in the ATC tuning field. The ATC
Data Set Knob
tuning field shows on the ATC radio tuning bar or the ATC/TCAS radio management window. Active mode is displayed in the RADIOS window, ATC/TCAS tab
Push the "MENU" button to show a drop-down list. Make the "RADIOS" selection to show the radio
"MENU" Button management window in the display area below the Engine Instrument and Crew Alerting System
(EICAS) window on the PFD.

Multifunction Keyboard (MKB) Controls

The LH MKB (L113FV) and the RH MKB (R113FV) supply alternative radio controls for the ATC XPDR system. Each
MKB has an alphanumeric keyboard and function buttons that you use to set the XPDR code for each ATC XPDR system.
Each MKB supplies a single interface for all alphanumeric entries made through the keypad. The "MKB Controls" table
below shows the function of each control for the ATC XPDR system. Switching between the
selected mode and the
Control Function stand-by mode
"ATC" Radio The "ATC" radio NAV button gives fast access to the ATC/TCAS radio management
Navigation (NAV) window. Push this button to immediately move the cursor to the ATC tuning field in the TCAS active mode is displayed in the lower right corner of the HSI
Button ATC/TCAS radio management window.
Push the "ATC TCAS" button on the MKB to change the active mode between the mode
"ATC TCAS" Button selection made with the "Selected Mode" button and Standby (STBY) mode. The active
mode shows in green above the "ATC/TCAS" button on the PFD.
Push the "SWAP" button to replace the preset radio frequency with the active radio
"SWAP" Button
frequency in the applicable radio management display.
Push the "ID" button to send a Special Pulse Identification (SPI) pulse (aircraft identification
"ID" Button code). The SPI pulse transmits for 18 ± 1 seconds after the ATC XPDR receives ATCRBS
Mode A interrogations.
Use the alphanumeric keypad to change the ATC XPDR code that shows in the ATC tuning
field. The ATC tuning field shows in the ATC radio tuning bar or the ATC/TCAS radio
Alphanumeric Keypad
management window. Push the "ENTER" button on the keypad to send the complete
keypad indication of characters to the Modular Avionics Unit (MAU).
Keypad Indication The keypad indication shows the entries made with the alphanumeric keypad

TCAS active mode is displayed in lower right corner of the I-NAV

window

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 Developed for Training Purposes Falcon 7X

Figure 76
Air Traffic Control Radio Tuning Bar

Figure 77 Figure 78
ATC/TCAS Radio Management Window Flight Deck Overview
 AIR TRAFFIC CONTROL (ATC) TRANSPONDER (XPDR) SYSTEM (CONTINUED)
Components (Continued) After the new ATC XPDR code is set, push the enter pushbutton on the CCDs or the "SWAP" button on the MKBs to
make sure that the code is correct. If the new ATC XPDR code is out of range, the set frequency area flashes in green for
Radio Management Controls on PFD
a few seconds and then changes back to the ATC XPDR code shown before. If the XPDR module does not tune to the
The radio tuning bar and radio management window show on the PDUs. The “Radio Management Controls on PDUs” new ATC XPDR code in 7 s, the set frequency area flashes amber for 1.5 s. The set frequency area then changes back to
table shows the function of the radio tuning bar and radio management window controls. the ATC XPDR code shown before.
Control Function
Operation
The radio tuning bar permanently shows adjacent to the Horizontal Situation Indicator (HSI) on each
Radio ATC XPDR Modes of Operation
PDU. The radio tuning bar shows the primary functions of the radio system. Use the ATC radio tuning
Tuning Bar The ATC XPDR system has the five modes of operation that follow:
bar to set the ATC XPDR code for the ATC XPDR systems.
Move the cursor to radio management display area on the PFD and push the "MENU" button on the − IDENT
CCD to show the drop-down list. Make a selection of the "RADIOS" item to show the radio − Traffic Advisory (TA)/Resolution Advisory (RA)
Radio management window. The radio management window has a tab for each radio system. The radio − TA ONLY
Management management window for each radio system contains all the controls that let you control the operation − Altitude (ALT) OFF/STBY
Window of the radio system. Each radio management window also has selections for secondary radio − ALT ON/STBY
functions. Make the "ATC/TCAS" selection to show the ATC/TCAS radio management window for the
ATC XPDR system.
The mode annunciation for each mode shows in green above the ATC active frequency field. The "ATC XPDR Modes of
Operation" below table shows the mode annunciations for the ATC XPDR system.
ATC XPDR Radio Management Controls
The ATC XPDR radio management controls let you control the operation of each ATC XPDR system. The "ATC XPDR Mode Function
Radio Management Controls" below table shows the function of the ATC XPDR radio management controls. Push the "ID" button on the MKB to engage the IDENT mode. In this mode, the ATC XPDR system
IDENT
transmits the IDENT signal for approximately 18 seconds.
Control Function
The ATC XPDR system replies to Mode A, C, and S interrogations with altitude data, when applicable.
ATC Source Use the ATC source selection to set the ATC source for each ATC XPDR system. At power-up, the TA/RA
This mode gives the most protection from collisions with other aircraft. The TCAS is available.
Selection default selection is ATC 1 on the ATC/TCAS radio management window.
The TCAS monitors all aircraft that are external to the TA area (proximity traffic). The TCAS gives the
The active frequency field contains the ATC XPDR code that each ATC XPDR system transmits for TA ONLY usual TAs but prevents RAs for adjacent aircraft that have sufficient separation (for example, during
Active
ATC surveillance. The ATC XPDR code shows in green in the ATC active frequency field on the ATC parallel landings and takeoffs.
Frequency
radio tuning bar and the ATC/TCAS radio management window. A green "R" shows in front of the
Field ALT OFF The ATC XPDR system replies to Mode A and S interrogations, but does not transmit altitude data.
ATC XPDR code if the reply is active.
Altitude The altitude indication shows the current altitude output from the ATC XPDR system. If no output is ALT ON The ATC XPDR system replies to Mode A, C, and S interrogations with altitude data, when applicable.
Indication available, amber dashes show. An ATC XPDR system can transmit only while the other ATC XPDR system is set to the STBY mode.
STBY
"Selected Use the "Selected Mode" button to set the mode of operation for the ATC XPDR system. The mode When an ATC XPDR system is in the STBY mode, it does not reply to any interrogations.
Mode" shows in green above the set frequency area. The available selections are “TA/RA”, “TA Only”, “Alt
Button On”, and “Alt Off”. The default mode is “TA/RA”.
Use the "ATC/TCAS" button to change the active mode between the mode selection made with the
"ATC/TCAS"
"Selected Mode" button and STBY. You can also push the "ATC/TCAS" button on the MKB to do the
Button
same operation. The active mode shows in green above the "ATC/TCAS" button.

ATC XPDR Frequency Tuning

To tune an ATC XPDR system to a new ATC XPDR code, move the cursor to the ATC set frequency area on the ATC
radio tuning bar or the ATC/TCAS radio management window. Push the "ATC" button on the MKBs to immediately move
the cursor to the ATC set frequency area in the radio tuning bar.

Use the data set knobs on the CCDs or the numeric keypad on the MKBs to set the ATC XPDR code. A scroll icon shows
adjacent to the set frequency to show the direction to turn the data set knob to change the ATC XPDR code.

When you use the MKBs to set the new ATC XPDR code, the cursor keeps focus on the set frequency area. You cannot
use the CCD data set knobs again until you push the enter pushbutton on the CCDs or the "SWAP" button on the MKBs.

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 Developed for Training Purposes Falcon 7X

Figure 79
Air Traffic Control / Transponder Module Block Diagram
 AIR TRAFFIC CONTROL (ATC) TRANSPONDER (XPDR) SYSTEM (CONTINUED)
Operation (Continued) The power supply/modulator function changes the digital reply signals into analog signals. The analog signals modulate
the transceiver to supply RF reply pulses at 1090 MHz. The power supply/modulator function also supplies the power
A XPDR module is installed in each Modular Radio Cabinet (MRC), which is part of the modular radio system. Each
voltages for the circuit card assemblies in the XPDR module. The XPDR module operates from the +28 Vdc input power.
XPDR module connects to the Radio Control Bus (RCB) that is built into the backplane of the MRC. The RCB connects to
If power stops momentarily, the XPDR will have full operational capability within 2 seconds after power is supplied again.
the Network Interface Module (NIM) in the MRC.

The XPDR has a performance monitor function that supplies a continuous check of the system condition. The
Each NIM has an interface to the Avionics Standard Communication Bus, Version-D (ASCB-D). This ASCB-D interface
performance monitor stops normal XPDR replies if a parameter, which is in error, is important to system operation. The
uses the same type of circuitry and software as the Network Interface Controller (NIC) modules that are installed in each
XPDR has two different maintenance logs: a standard (normal) log and a troubleshooting log. The standard maintenance
MAU as part of the data acquisition system. The ASCB-D lets each NIM receive ATC XPDR codes and mode signals from
log shows errors that are a result of internal module failures (fail errors) and errors that are a result of external systems or
the NIC modules. Each NIM transmits the ATC XPDR codes and mode signals on the RCB to its related XPDR module in
wiring problems (install errors). The troubleshooting log shows all the errors that show in the standard log, but may also
the MRC.
show monitor errors that do not show in the standard log.

XPDR Module Operation

Each XPDR module is a two-channel radar transceiver that operates with the ATCRBS and Mode A, C, and S XPDRs.
NOTES:
The Mode A reply contains the IDENT code of the aircraft. The Mode C reply contains the barometric altitude data of the
aircraft (±100 ft). The Mode S reply contains the IDENT code, barometric altitude data, and Mode S address of the
aircraft.

Each XPDR module contains an L-band transmitter, an L–band receiver, a processor/interface, and a power
supply/modulator. The L-band receiver receives interrogations from the antennas in the form of pulsed Radio Frequencies
(RF) at 1030 MHz. The receiver changes the pulsed RF to a 60-MHz Intermediate Frequency (IF) and sends it to the
video receiver.

The transmitter peak power function does not let the transmitted power of each pulse at the unit connector be less than
250 watts (24 dBw) and not more than 1000 watts (30 dBw). Full power is available 1 second after the system is
energized. Damage to the transmitter does not occur if an accidental short occurs or if the antenna connector stays open.
The transmitter transmits on a carrier frequency of 1090 ± 0.5 MHz.

The transmitter transmits Mode S squitters alternately from each of the two antennas. The squitter signal is transmitted at
random intervals that are uniformly distributed over the range of 0.8 to 1.2 seconds, unless one of the conditions that
follow occurs:
− The scheduled squitter is not sent immediately if a reply in response to the interrogation is necessary
− The scheduled squitter is not sent immediately if a mutual suppression interface is active
− The scheduled squitter is not sent immediately if the XPDR is in a transaction cycle

The L–band receiver senses pulse and Differential Phase Shift Keying (DPSK) data from the 60-MHz IF signal. The
processor/interface function reads the video and DPSK data from the video receiver and supplies digital reply signals. A
microprocessor and a custom Application-Specific Integrated Circuit (ASIC), with the name RF or Mode S ASIC, controls
most of the signal movement.

The receiver has an automatic antenna selection function. The function sets one of the two antennas from the relative
strengths of the sensed interrogation signals, when both channels receive the same valid interrogation or pulse pair at the
same time. The function sets an antenna and changes after one of the signals that follow is received:
− The P3 pulse of a P1-P3 pulse pair that shows an ATCRBS/Mode S all-call interrogation
− The P2 pulse of a P1-P2 pulse pair that shows a possible Mode S preamble
− The first microsecond of P6 of a Mode S interrogation
− A complete, error-free Mode S interrogation

The antenna selection function uses the second antenna to receive the last part of the interrogation and, if necessary, to
transmit the Mode S or ATCRBS reply.

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 Developed for Training Purposes Falcon 7X

Figure 80 Figure 81
TCAS Plots on Traffic Window TCAS and ATC Antennas
 AIR TRAFFIC CONTROL (ATC) TRANSPONDER (XPDR) SYSTEM (CONTINUED)
NOTES:
Operation (Continued)
ATC XPDR Module Operation with TCAS
The XPDR module supplies the data and control to the TCAS computer through an Aeronautical Radio, Inc. (ARINC) 429
data bus interface to the NIM. In Mode S, the XPDR modules operate with the TCAS computer to coordinate traffic
avoidance movements with other aircraft that have the TCAS installed to prevent collisions. The RF receiver in the XPDR
module automatically finds the best signal from the ATC antennas.

The XPDR module sends an ATC XPDR code to other aircraft that have the TCAS installed. When the XPDR module
receives a reply code from an aircraft that has TCAS installed, the data is sent to the TCAS computer through the ARINC
429 data bus.

The TCAS computer monitors for intruder aircraft and the flight path of each intruder aircraft for possible collision
conditions. When the TCAS computer finds an intruder aircraft, the TCAS supplies a TA of the best possible vertical
avoidance maneuver for the aircraft to prevent the collision. The TCAS computer uses data from the XPDR module to
calculate the necessary aircraft TA.

The TAs show as traffic symbols on the TCAS and Terrain Awareness and Warning System (TAWS) window of each
PFD. The traffic and terrain window supplies a close-up and de-cluttered display of TCAS and TAWS data. The range of
the TCAS and TAWS window does not change for TCAS data.

The traffic symbols can also show on the Integrated Navigation (INAV) window of each Multifunction Display (MFD) when
the "Traffic" check box selection on the INAV control bar is made. Use the data set knob on the CCD to adjust the range
for the TCAS display on the INAV window.

Each traffic symbol shows at the range and bearing of the intruder aircraft. If the range of an RA or a TA symbol is outside
the range of the TCAS display, only half of the symbol shows along the edge of the TCAS display. A maximum of 32
traffic symbols can show on the TCAS display.

An up or a down arrow points in the direction of the vertical speed of the intruder aircraft. The arrow shows to the right of
the traffic symbol if the intruder aircraft increases () or decreases () its altitude at a rate that is more than
500 feet/minute. The arrow shows in the same color as the aircraft symbol.

The no-bearing intruder aircraft data shows in the lower left and right corners of the TCAS display on the INAV window.
The no-bearing data shows a traffic classification annunciation, a range indication, an altitude indication, and a vertical
speed symbol. The TCAS automatically prioritizes the most important no-bearing intruder aircraft into the first two no-
bearing intruder parameters. The type of intruder causes the data to show in red or amber.

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 Developed for Training Purposes Falcon 7X

CMC- Extended Maintenance-Select a Test

 AIR TRAFFIC CONTROL (ATC) TRANSPONDER (XPDR) SYSTEM (CONTINUED)
Operation (Continued)
Tests
Initiated Built-In Tests (IBIT)
Each XPDR module does a test of its internal circuitry when an IBIT is started.
The XPDR modules are tested from the CMC by the use of the IBITs that follow:
− The XPD 1 IBIT tests the ATC XPDR 1 module.
If the reset test passes, the screen will display "Test Passed". If the reset test fails, the screen shows "Test Failed"
and “[CLU1] XPD1/WRG/ANT FAULT”.
− The XPD 2 IBIT tests the ATC XPDR 2 module.
If the reset test passes, the screen shows "Test Passed". If the reset test fails, the screen shows "Test Failed" and Reports Menu-Extract FHM from A/C - File Transfer from Aircraft
“[CLU2] XPD2/WRG/ANT FAULT”.

Non-Volatile Memory (NVM) File Request Transfer

The XPDR modules faults can be placed onto Random Access Memory (RAM) to download to a laptop with the used of
the triggered tests that follow:
− XPD1 NVM FILE REQUEST XFER requests the ATC XPDR 1 module to place faults onto RAM to download to a
laptop.
− XPD2 NVM FILE REQUEST XFER requests the ATC XPDR 2 module to place faults onto RAM to download to a
laptop.

Crew Alerting System (CAS) Messages

The Monitor Warning Function (MWF) shows the CAS messages in the CAS display on the LH PFD (L12FV) and the RH
PFD (R12FV). The MWF supplies the CAS messages that follow when the ATC XPDR system has a failure.

Cruise

Land
Park

Taxi

TO
MESSAGE DESCRIPTION

Caution (Amber) CAS Messages

COM: XPDR 1+2 FAIL Indicated transponder is detected failed by MRC. A A A - -

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 Developed for Training Purposes Falcon 7X

DEPENDENT POSITION DETERMINING COMPONENT CHART

1101FP LH Audio Panel 103NR VIDL-G Module 1 L114NR "ADF 1" Circuit Breaker
Location: COCKPIT, PYLON (224) Location: MRC 1 (101NZ) Location: LH Front SPDB (L1000PM)
Access: Passenger Door (PAX) Access: Cabin Floor (121GZ) Access: Cockpit Lateral Lining No.5 (221XZ)
References: References: References:
Description: SDS 34-51-00, SDS 34-52-00, SDS 34- Description: SDS 34-51-00. Description: It prevents damage to the power-supply line
53-00, SDS 34-54-00. Wiring Diagram: WD 23-10-00, WD 77-32-10, WD 77-32-20 (left circuits) of the ADF 1 Module (104NR).
Wiring Diagram: WD 23-10-00, WD 31-31-00, WD Removal/Installation: TASK 34-51-01-900-801. Wiring Diagram: WD 23-10-00
31-33-00, WD 34-23-60 Removal/Installation: TASK 24-62-21-900-801.
Removal/Installation: TASK 23-50-01-900-801. 104NR ADF 1 Module
Location: MRC 1 (101NZ) R114NR "ADF 2" Circuit Breaker
1201FP RH Audio Panel Access: Cabin Floor (121GZ) Location: RH Front SPDB (R1000PM)
Location: COCKPIT, PYLON (224) References: Access: Cockpit Lateral Lining No.5 (222XZ)
Access: Passenger Door (PAX) Description: SDS 34-53-00. References:
References: Wiring Diagram: WD 23-10-00 Description: It prevents damage to the power-supply line
Description: SDS 34-51-00, SDS 34-52-00, SDS 34- Removal/Installation: TASK 34-53-01-900-801. (right circuits) of the ADF 2 Module (204NR).
53-00, SDS 34-54-00. Wiring Diagram: WD 23-10-20
Wiring Diagram: WD 23-10-20, WD 31-31-00, WD 31- 105NR ATC XPDR 1 Module Removal/Installation: TASK 24-62-21-900-801.
33-00, WD 31-51-00, WD 33-12-00 Location: MRC 1 (101NZ)
Removal/Installation: TASK 23-50-01-900-801. Access: Cabin Floor (121GZ) L116NR "DME 1" Circuit Breaker
References: Location: LH Front SPDB (L1000PM)
1301FP Third Crew Member Audio Panel
Description: SDS 34-54-00. Access: Cockpit Lateral Lining No.5 (221XZ)
Location: F8-9, OVER FLOOR, LH CABINET (231)
Wiring Diagram: WD 23-10-00 References:
Access: Passenger Door (PAX)
Removal/Installation: TASK 34-54-01-900-801. Description: It prevents damage to the power-supply line
References:
(left circuits) of the DME 1 Module (106NR).
Description: SDS 34-51-00, SDS 34-52-00, SDS 34-53-00, 106NR DME 1 Module Wiring Diagram: WD 23-10-00
SDS 34-54-00.
Location: MRC 1 (101NZ) Removal/Installation: TASK 24-62-21-900-801.
Wiring Diagram: WD 23-10-30, WD 31-31-00, WD 31-33-
Access: Cabin Floor (121GZ)
00
References: R116NR "DME 2" Circuit Breaker
Removal/Installation: TASK 23-50-01-900-801.
Description: SDS 34-52-00. Location: RH Front SPDB (R1000PM)
L115NP "ATC 1" Circuit Breaker Wiring Diagram: WD 23-10-00 Access: Cockpit Lateral Lining No.5 (222XZ)
Location: LH Front SPDB (L1000PM) Removal/Installation: TASK 34-52-01-900-801. References:
Access: Cockpit Lateral Lining No.5 (221XZ) Description: It prevents damage to the power-supply line
L113NR "VOR/GPS 1" Circuit Breaker (right circuits) of the DME 2 Module (206NR).
References:
Location: LH Front SPDB (L1000PM) Wiring Diagram: WD 23-10-20
Description: It prevents damage to the power-supply line (left
circuits) of the ATC XPDR 1 Module (105NR). Access: Cockpit Lateral Lining No.5 (221XZ) Removal/Installation: TASK 24-62-21-900-801.
Wiring Diagram: WD 23-10-00 References:
Description: It prevents damage to the power-supply line (left 203NR VIDL-G Module 2
Removal/Installation: TASK 24-62-21-900-801.
circuits) of the VIDL-G Module 1 (103NR). Location: MRC 2 (201NZ)
R115NP "ATC 2" Circuit Breaker Wiring Diagram: WD 23-10-00 Access: Nose Cone (210)
Location: RH Front SPDB (R1000PM) Removal/Installation: TASK 24-62-21-900-801. References:
Access: Cockpit Lateral Lining No.5 (222XZ) Description: SDS 34-51-00.
R113NR "VOR/GPS 2" Circuit Breaker Wiring Diagram: WD 23-10-20, WD 77-32-10, WD 77-32-20
References:
Location: RH Front SPDB (R1000PM) Removal/Installation: TASK 34-51-01-900-801.
Description: It prevents damage to the power-supply line (right
circuits) of the ATC XPDR 2 Module (205NR). Access: Cockpit Lateral Lining No.5 (222XZ)
References: 204NR ADF 2 Module
Wiring Diagram: WD 23-10-20
Location: MRC 2 (201NZ)
Removal/Installation: TASK 24-62-21-900-801. Description: It prevents damage to the power-supply line (right
circuits) of the VIDL-G Module 2 (203NR). Access: Nose Cone (210)
Wiring Diagram: WD 23-10-20 References:
Removal/Installation: TASK 24-62-21-900-801. Description: SDS 34-53-00.
Wiring Diagram: WD 23-10-20
Removal/Installation: TASK 34-53-01-900-801.
205NR ATC XPDR 2 Module L2205NR ATC 1 Upper Antenna 2306NR DME Antenna 2
Location: MRC 2 (201NZ) Location: F12-30, OVER CABIN FLOOR, LH (251) Location: F8-12, UNDER CABIN FLOOR, LH (121)
Access: Nose Cone (210) Access: Access:
References: References: References:
Description: SDS 34-54-00. Description: SDS 34-54-00 Description: SDS 34-52-00
Wiring Diagram: WD 23-10-20 Wiring Diagram: WD 23-10-00 Wiring Diagram: WD 23-10-20
Removal/Installation: TASK 34-54-01-900- Removal/Installation: TASK 34-54-05-900-801 Removal/Installation: TASK 34-52-05-900-801
801.
R2205NR ATC 2 Upper Antenna 2503NR Marker Antenna
206NR DME 2 Module Location: F12-30, OVER CABIN FLOOR, LH (251) Location: F27-33, UNDER BODY FAIRING (167)
Location: MRC 2 (201NZ) Access: Access:
Access: Nose Cone (210) References: References:
References: Description: SDS 34-54-00 Description: SDS 34-51-00
Description: SDS 34-52-00. Wiring Diagram: WD 23-10-20 Wiring Diagram: WD 23-10-00, WD 23-10-20
Wiring Diagram: WD 23-10-20 Removal/Installation: TASK 34-54-05-900-801 Removal/Installation: TASK 34-51-17-900-801
Removal/Installation: TASK 34-52-01-900-
801. 2206NR DME Antenna 1 2603NR GPS 1 Antenna
Location: F12-20, UNDER CABIN FLOOR, LH (131) Location: F9-12, OVER CABIN FLOOR, LH (241)
2104NR ADF 1 Antenna Access: Access:
Location: F14-20, UNDER BODY FAIRING, LH (133) References: References:
Access: Description: SDS 34-52-00 Description: SDS 34-45-00
References: Wiring Diagram: WD 23-10-00 Wiring Diagram: WD 23-10-00
Description: SDS 34-53-00 Removal/Installation: TASK 34-52-05-900-801 Removal/Installation: TASK 34-51-21-900-801
Wiring Diagram: WD 23-10-00
Removal/Installation: TASK 34-53-05-900-801 2303NR VOR/LOC Antenna Coupler 2703NR GPS 2 Antenna
Location: FIN, LEADING EDGE (321) Location: F9-12, OVER CABIN FLOOR, LH (241)
L2203NR LH VOR/LOC Antenna Access: Fin Upper Leading Edge (321DL) Access:
Location: FIN BOX, OVER STUB (323) References: References:
Access: Description: SDS 34-51-00 Description: SDS 34-45-00
References: Wiring Diagram: WD 23-10-00, WD 23-10-20 Wiring Diagram: WD 23-10-20
Description: SDS 34-51-00 Removal/Installation: TASK 34-51-09-900-801 Removal/Installation: TASK 34-51-21-900-801
Wiring Diagram: WD 23-10-00
Removal/Installation: TASK 34-51-05-900-801 L2305NR ATC 1 Lower Antenna
Location: F1-8, UNDER COCKPIT FLOOR, LH (113)
R2203NR RH VOR/LOC Antenna Access:
Location: FIN BOX, OVER STUB (323) References:
Access: Description: SDS 34-54-00
References: Wiring Diagram: WD 23-10-00
Description: SDS 34-51-00 Removal/Installation: TASK 34-54-05-900-801
Wiring Diagram: WD 23-10-20
Removal/Installation: TASK 34-51-05-900-801 R2305NR ATC 2 Lower Antenna
Location: F1-8, UNDER COCKPIT FLOOR, LH (113)
2204NR ADF 2 Antenna Access:
Location: F14-20, UNDER BODY FAIRING, LH (133) References:
Access: Description: SDS 34-54-00
References: Wiring Diagram: WD 23-10-20
Description: SDS 34-53-00 Removal/Installation: TASK 34-54-05-900-801
Wiring Diagram: WD 23-10-20
Removal/Installation: TASK 34-53-05-900-801

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 Developed for Training Purposes Falcon 7X

Figure 82
Independent Position Determining
 GENERAL - INDEPENDENT POSITION DETERMINING NOTES:

Overview
The independent position determining uses equipment other than ground stations and/or orbital satellites to identify the
aircraft's position. The independent position determining system has the subsystems that follow:
− Weather Radar (WXR) System
− Radar Altimeter System
− Traffic/Collision Avoidance System (TCAS)
− Lightning Sensor System (LSS)

WXR System
The WXR system identifies the location and intensity of rain, hail, and turbulence in the aircraft flight path, which gives the
pilot a visual indication. The WXR system also identifies the contour of the ground (terrain) with a Ground-Map (GMAP)
function.

Radar Altimeter System

The Radar Altimeter System supplies the pilot with dependable, accurate altitude Above Ground Level (AGL) data during
the approach phase of a flight. The system can alert the pilot when a specified altitude (decision height) is reached. The
system also supplies altitude data to the flight control system during the approach.

TCAS
The TCAS system supplies basic surveillance functions that monitor for aircraft identification codes transmitted by
adjacent aircraft to prevent collisions.

LSS
The LSS finds the visible and high-energy invisible electromagnetic and electrostatic discharges (lightning) that occur
around the aircraft. The LSS calculates the location and vertical lightning strike-rate for a maximum of 50 thunderstorms.

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Developed for Training Purposes Falcon 7X

Figure 83
Flight Deck Overview
 WEATHER RADAR (WXR) SYSTEM
Overview
The Weather Radar (WXR) system identifies the location and intensity of rain, hail, and turbulence in the aircraft flight
path, which gives the pilot a visual indication. The WXR system also identifies the contour of the ground (terrain) with a
Ground-Map (GMAP) function.

The WXR system is an integrated Receiver Transmitter Antenna (RTA) system. The WXR system operates at 9375 MHz
(±25 MHz) and has a maximum range of 300 NM.

The RTA gives mode, range, and tilt signals to each Modular Avionics Unit (MAU) (101FY)/(201FY) on two control buses.
The RTA sends changed data to each Multifunction Display Unit (MDU) (M101FD)/(201FD) and Primary Display Unit
(PDU) (L101FD)/(R101FD)(R101FD) on two picture buses.

The Inertial Reference System (IRS) puts in antenna stabilization data for the RTA in an Aeronautical Radio, Inc. (ARINC)
429 data format. The IRS also sends True Airspeed (TAS) data to the turbulence processors in the RTA.

Figure 84
Weather Radar System

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 Developed for Training Purposes Falcon 7X

41131222

Figure 86
INAV Control Bar on MFD

Figure 85 Figure 87
WXR Indications on HSI WXR Indications on INAV Window
 WEATHER RADAR (WXR) SYSTEM (CONTINUED)
Components Weather Radar Flat Plate (1102NP)
Weather Radar (102NP) In the WX mode, the flat plate antenna scans for weather conditions in front of the aircraft at ranges of 5 NM, 10 NM, 25
NM, 100 NM, 200 NM, and 300 NM (full range). The SECT mode sets the antenna scan range at 120 degrees for a
The weather radar receiver-transmitter unit operates at ranges of 5 NM, 10 NM, 25 NM, 50 NM, 100 NM, 200 NM, and
standard scan or 60 degrees for a sector scan. The flat plate antenna receives any reflections from weather conditions in
300 NM (full range). Turn the data set knob on the CCD to make a range selection from 5 NM to 300 NM full scale for the
front of the aircraft. The receiver-transmitter unit processes this weather data to identify the intensity of the weather
HSI. The range on the INAV AV window comes from the Pilot-Flying (PF) side range selection on the HSI if the WXR is
conditions.
on. If the WXR is not on, the range comes from the Pilot Not Flying (PNF) range selection. The cutout in the box on the
INAV window shows which WXR controls the range. The INAV window does not have any control. Both MDUs have the
same WX data and image. The MDUs are not independent. In the GMAP mode, the flat plate antenna tilts downward until the WXR display shows the satisfactory amount of terrain
below and in front of the aircraft. The flat plate antenna receives the ground reflections. The receiver-transmitter unit
processes this ground data to identify the different contours of the terrain.
In the WX mode, the receiver-transmitter unit processes weather reflections received by the flat plate antenna. The
receiver-transmitter unit shows the weather reflections on the WXR display. Different video levels identify the intensity of
the weather conditions. Video levels 0, 1, 2, 3, and 4 show as green (lowest intensity), yellow, red, and magenta (highest
intensity). Video level 0 shows as a black screen because of weak or no returns.

In the GMAP mode, the receiver-transmitter unit processes the ground reflections received by the flat plate antenna. The
receiver-transmitter unit uses this ground map data to identify the different contours of the terrain. The receiver-transmitter
unit shows the ground reflections on the WXR display. The increased intensity of the ground reflections shows in four
colors (in sequence of height): black (lowest), cyan, yellow, and magenta (highest).
WX Radar Receiver / Transmitter / Antenna
WXR Displays
The WXR display shows on the HSI on each PDU. The WXR display shows when the HSI is in the ARC mode and the
WXR is on. On the HSI control bar, make a selection of the “Data” soft key. Make a selection of the WX check box to turn
on the WXR display for the HSI.

The WXR display shows on the Integrated Navigation (INAV) window on each MDU. On the INAV control bar, make a
selection of the "INAV Data” soft key. Make a selection of the “WX” check box to turn on the WXR display for the INAV
window. Use the data set knob on the CCD to adjust the brightness of the WXR display. The WXR display image on the
INAV window is the same as the display image on the HSI if the WXR display is turned on for the HSI. If the WXR image
is set to show on the INAV window, the situational awareness terrain does not show due to color conflicts. When the
situational awareness terrain is not available, a "WX-OFF" annunciation shows in white in the lower left corner of the INAV
window.

Figure 88
HSI Control Bar on PFD

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 Developed for Training Purposes Falcon 7X

Figure 89
WX Display on HSI

Figure 90 Figure 91
WX Display in I-NAV Weather Radar Management Control on MKB
 WEATHER RADAR (WXR) SYSTEM (CONTINUED)
Components (Continued) The selection of the Rain Echo Attenuation Compensation Technique (REACT) or Target Alert (TGT) submode overrides
the gain selection. This causes the receiver gain to be set and calibrated.
WXR Controller
Use the WXR controller on the Multifunction Keyboard (MKB) (L113FV and R113FV) to make the WXR system come on.
The "WXR Controller" table shows the WXR control knob selections that you can use to control the operation of the RTA. The REACT override signal is grounded so that the selection of the REACT submode overrides the gain control settings.
This applies a preset gain to the RTA.
Control Function
INDICATION INDICATION
FUNCTION
"OFF” Makes the onside WXR radar system come on and go off. IN HSI IN I-NAV
Makes the onside WXR system go to standby. Standby is a ready state with the antenna scan stopped.
"STBY"
The transmitter does not operate and the display memory is removed.
Tilt information: Tilt angle value ( ), direction
Makes a selection of the auto tilt, gain, and WX On modes. At power-up, the default tilt and gain settings
"AUTO"
are used. ( or ), tilt mode ( in automatic mode, none in
Makes a selection of manual gain (receiver gain) and keeps the manual tilt (antenna angle) that was set manual mode).
"GAIN"
for the antenna. Turn the outer knob on the WXR controller to adjust the gain.
Makes a selection of manual tilt (antenna angle) and keeps the manual gain that was set for the
"TILT"
receiver. Turn the outer knob on the WXR controller to adjust the tilt. Gain value ( ): The gain value is displayed if TGT
This is a spring-loaded switch that must be in the "ON" position for 4 seconds to engage the override mode and REACT are not selected.
"OVRD" mode. The override mode makes the WXR system go out of the Forced Standby (FSTBY) safety mode In automatic gain, the green AUTO is displayed
to let the radar operate while the aircraft is in a Weight-On-Wheels (WOW) condition. instead of the gain value.

Push the "SECT" button on the end of the WXR controller to change the antenna scan. The SECT
Target annunciation is displayed instead of gain:
mode sets the antenna scan range at 120 degrees for a standard scan or 60 degrees for a sector scan.
− Selected mode without alert: green TGT Without alert:
Push the "SECT" button on the WXR controller and the "SHIFT" key on the MKB at the same time to Without alert:
"SECT" − Selected mode with alert: the TGT label turns to
engage the roll offset mode. The roll offset mode supplies accurate compensation of the antenna roll to Alert mode: and
stop the effects of small errors in the radar installation. This helps prevent incorrect ground return amber and flashes for as long as the alert Alert mode: and flashes
flashes
signals. condition exists.
WX modes are:
The antenna tilt is adjusted manually in 1-degree increments between -15 degrees (down) and +15 degrees (up) in −
relation to the horizon. The antenna has a maximum vertical tilt range of ±30 degrees when the Stability (STAB) mode is −
on. This keeps the antenna in a stable line-of-sight position with the horizon when the aircraft attitude is more than the
antenna tilt range. −
− (force standby when on ground),
Set the outer WXR control knob to the "TILT" position. Turn the inner WXR control knob to adjust the tilt angle and range −
of the antenna −
− (test in progress),
The tilt angle shows in green in a digital readout on the HSI and the INAV window. A white "T" annunciation shows to the
left of the tilt angle, and a green arrow shows to the right. The arrow points up for positive values and 0 and the arrow − (REACT+TURB),
points down for negative values. − (TURB),
− (override force standby mode),
The tilt angle readout has a 0.1-degree resolution for tilt angles between ±10 degrees (not inclusive). The tilt angle
readout has a 1-degree resolution for angles that are more than the ±10 degrees range. When the RTA is set for auto tilt, − (failed).
an "A" annunciation shows in green on the HSI and the INAV window to the right of the green arrow.

Set the outer WXR control knob to the "GAIN" position. Turn the inner WXR control knob to adjust the gain. The gain STAB annunciation: Amber annunciation is
value shows as a green percentage in a digital readout on the HSI and the INAV window. A white "G" annunciation shows displayed when WX antenna stabilization is off.
adjacent to the gain value.

The gain readout has a display resolution of one percent that shows in green. The 0-degree position relates to 0 percent.
The 256-degree position relates to 100 percent. When the RTA is in the Auto mode, the green "AUTO" annunciation
shows.

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 Developed for Training Purposes Falcon 7X

WEATHER RADAR (WXR) SYSTEM (CONTINUED)

TO ACTIVATE TO ACTIVATE
CONTROL FUNCTION SYNOPTIC CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE TO DEACTIVATE
WX status is displayed in HSI
window, I-NAV window:
OFF is used to switch the radar WX status is displayed in SECT pushbutton is used to change
off. Sensors window: the sweep between 120° (14 scans Sector value is
green on black per minute) and 60° (20 scans per displayed in Sensors
background minute). At power-up the default is window
WX status is displayed in HSI 120°.
window, I-NAV window:
When the rotary switch is
STBY position is used to power moved to STBY,
the radar (but the radar is not flashing is displayed for two
transmitting). minutes at the bottom of the
It takes two minutes for the radar HSI, then is displayed
to warm up. steady When in HSI arc format, the HSI HSI range value is
WX status is displayed in range knob changes the weather HSI RANGE displayed in HSI
Sensors window: radar range. window
green on black background
In AUTO position the radar tilt and
the gain are automatically set by
the system depending on the
range of the HSI (the inner rotary Tilt and gain values are
knob has no effect on the gain). displayed in HSI window, I-NAV
The mode of operation is either window and Sensors window
Ground Mapping (GMAP) or
Weather (WX) as defined in the
Sensors window. Weather is the
power-up default.

GAIN allows manual modification

The gain value is displayed in
of the gain by using the inner
HIS window, I-NAV window and
rotary Knob (the tilt does not
Sensors window
change).

TILT allows manual modification Tilt value is displayed in HSI

of the tilt using the WX radar window, I-NAV window and
rotary knob (the GAIN is fixed). Sensors window

OVRD allows transmission when

the airplane is on the ground. This Radar status is displayed in HIS
position is springloaded and has window, I-NAV window and
to be maintained for 5 seconds to Sensors window
activate the radar.
 LOCATION
CONTROL FUNCTION DISPLAY CONTROL FUNCTION
INDIDCATION

Rain Echo Attenuation Compensation Technique. WX sub mode is displayed in HSI

WX mode REACT
When passing through rainfall, This function window and I-NAV window:
allows, detection of further potential weather (by
Radar mode is displayed in HSI window and I-NAV compensating for attenuation of the radar signal).
This position allows the radar to work window: TURB This function is used to identify possible air mass WX sub mode is displayed in HSI
or to transmit and receive in WX
(TURBulence) turbulence with the associated rainfall intensity. window, I-NAV window:
mode.
Areas of potentially hazardous turbulence are
displayed as white.
Target annunciation is displayed in HSI
TGT (TarGeT) When selected, the system watches out for severe
weather targets beyond the selected range and window and I-NAV window or
GMAP within a 7.5° range.
flashes
STAB WX sub mode is displayed in HSI
(STABilization) When this function is selected, the radar sweep is window and I-NAV window:
This position allows the radar to work Radar mode is displayed in HSI window and I-NAV stabilized with reference to the horizon.
or to transmit and receive in ground window:
mapping mode.

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41131219
41131228

Figure 92 Figure 93
WX Function WX Sub Mode
 WEATHER RADAR (WXR) SYSTEM (CONTINUED)
Operation WXR Submodes
WXR Modes of Operation Mode Function
The sensors window has two tab selections: "Navigation" and "WX/LSS/TAWS". To show the sensors window on the
Rainfall between the WX and the target decreases the calibrated range of the RTA in the WX mode. The
PDU, move the cursor to the display area below the ENG-CAS window on the PDU. Push the “MENU” button on the CCD REACT mode lets the radar receiver adjust the calibration automatically to make up for attenuation of the
to show the menu selections. Make the "SENSORS" menu selection to show the Sensors window on the PDU.
reflected radar signal (echo) caused by weather conditions.
REACT compensation is available in all modes other than GMAP. A "WX/RCT" annunciation shows in
Make a selection of the "WX/LSS/TAWS" tab on the Sensors window to show the "WX/LSS/TAWS" window. This window green on the HSI when the REACT mode is set.
has the “Mode” selection and “Sub Mode” selection for the WXR system. Make a selection of the “WX” or “GMAP” mode In the REACT mode, the RTA finds the location of high precipitation in front of the usual weather detection
of operation for the WXR system. field. The RTA then measures the intensity of the signals to calculate the amount of signal attenuation. The
RTA uses this calculation to adjust the calibrated range of the WXR system.
REACT
WXR Modes The radar sensitivity can be set to a maximum value to make an allowance for noise caused by the
receiver. When the sensitivity gets to the maximum value, REACT stops.
Mode Function The WXR display shows a cyan field when more compensation is not possible. The cyan field identifies the
In the WX mode, the transmitter transmits and the antenna does scans for weather conditions at ranges of end of the calibrated gain. The WXR display shows fingers where the sensitivity gets to the maximum value
5, 10, 25, 100, 200, and 300 nmi (full range). A "WX" annunciation shows in green on the HSI when the sooner because of weather between the aircraft and the target weather condition. Any weather target that
mode is set. If the transmitter is not fully warmed up when you make the "WX" selection, a "WAIT" occurs in the cyan area is possibly very strong and shows in magenta on the cyan field. If a strong ground
annunciation shows in white on the HSI until the transmitter warms up. target is in front of a weaker weather target, sensitivity in that area may increase. This causes a REACT
The WXR display shows the WX data in different video levels to identify the intensity of the weather spoke in the weaker target.
conditions. Video levels 0, 1, 2, 3, and 4 show as green (lowest intensity), yellow, red, and magenta The TGT mode is available in any WX range other than the 300–nmi range. This mode lets the RTA give a
WX
(highest intensity). Video level 0 shows as a black screen because of weak or no returns. When the visual warning of dangerous weather conditions (targets of red intensity or higher and targets within ±7.5
intensity is more than the maximum calibrated range for any color, the sensitivity decreases. Precipitation degrees in front of the aircraft). The RTA monitors for targets with weather conditions at the red level or
can show as a lower color level or not at all. TGT more up to 50 nmi more than the set range.
For the preset gain selection, the color levels that show on the WXR display are calibrated to the rainfall A "TGT" annunciation shows in green on the HSI when the WX target function is on. When the WX target
rates. This helps group the storms for weather avoidance. The RTA does not calibrate for variable gain. function finds an alert condition, the "TGT" annunciation changes to amber. The amber "TGT" annunciation
Calibration can operate again for the REACT or TGT mode. flashes until the alert condition stops.
The GMAP mode lets the RTA identify the different contours of the terrain. The increased intensity of the The TURB mode only operates during the WX mode. When the TURB mode is set, a "WX/T" annunciation
ground reflections shows in four colors (in sequence of height): black (lowest), cyan, yellow, and magenta shows in green on the HSI.
(highest). The "GMAP" annunciation shows on the HSI when the mode is set. TURB The TURB mode identifies areas of possible dangerous turbulence at ranges of 50 nmi and less. During
GMAP
The tilt angle adjusts downward until the WXR display shows the satisfactory amount of terrain. The tilt this mode, the RTA examines radar return signals to find areas of turbulence. The WXR display shows
angle comes from the aircraft altitude and the range selection. The REACT compensation does not operate areas of possible dangerous turbulence in white.
in this mode.
The STAB mode adjusts the antenna position automatically to ±15 degrees more than its usual tilt range.
The RTA has a Wait mode that operates automatically each time the RTA is energized. In this mode, the This keeps the antenna in the correct line-of-sight position when the aircraft attitude is more than the tilt
WXR system is on but not ready for full operation. The Wait mode continues until the magnetron completes STAB
range. When this mode is set, the antenna has a total vertical range of ±30 degrees. A "STAB"
Wait its warm-up cycle. annunciation shows in amber on the HSI and in the INAV window when the mode is set.
When the RTA is in this mode, a "WAIT" annunciation flashes in white on the HSI. This mode stops
automatically after 5 seconds for a warm start or after 90 seconds for a cold start.
The STBY mode operates automatically after the Wait mode. You can also use the WXR controller on the
STBY MKB to set the STBY mode manually. During the STBY mode, a "STBY" annunciation shows in white on
the HSI. The RTA is on and prepared for full operation but does not transmit.
The FSTBY safety mode operates automatically during a WOW condition. In this mode, the RTA is on and
prepared for full operation but does not transmit. The antenna scan does not operate. An "FSTBY"
FSTBY annunciation shows in amber on the HSI during the FSTBY mode. The FSTBY mode stays on until the
WOW condition stops. Use the MKB to override the FSTBY mode manually. Push and hold the "OVRD"
button on the MKB for 4 seconds to go into the normal mode.

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Figure 94 Figure 95
WXR indications on HSI WX Layer on INAV
 WEATHER RADAR (WXR) SYSTEM (CONTINUED)
Operation (Continued)
Flashing
WX Mode Annunciations Left HSI Right HSI
WX Mode Color Amber (WOW)
The WX mode annunciations show in the WX mode annunciation field on the HSI when the WXR system is on. The "WX Annunciator Annunciator
Annunciation
Mode Annunciations and Colors" table shows the WX mode annunciations and colors that apply to the different WX
modes. REACT Green Green Green text on a black
Yes
"WX/RCT" "WX/RCT" background
Flashing
Left HSI Right HSI Wait White "WAIT" White "WAIT" White text on a black
WX Mode Color Amber (WOW)
Annunciator Annunciator background, always
Annunciation
flashing
Left WXR controller: OFF White "WX-OFF White "WX-OFF" White text on a black
background No Override (FSTBY) if the Amber "OVRD" Amber "OVRD" Amber text on a black
Right WXR controller: OFF individual controller indicates background, always
override flashing
Left WXR controller: OFF White "WX-OFF" White "STBY" White text on a black
background No WX [WX Serial Control Amber "WX" Amber "WX" Amber text on a black
Right WXR controller: STBY,
or Interface (SCI) bus not background No
correct]
Left WXR controller: STBY White "STBY" White "WX-OFF" White text on a black
background No (WOW) Forced Standby when White “FSTBY” White “FSTBY” White text on a black
Right WXR controller: OFF, or No
on ground and WX on background
Left WXR controller: STBY White "STBY" White "STBY" White text on a black
background No
Right WXR controller: STBY

Left WXR controller: ON Green "WX" Green "WX" Green text on a black
background Yes
Right WXR controller: ON

Left WXR controller: ON Green "WX" White "STBY" WX: Green text on a
black background WX: Yes
Right WXR controller: STBY,
or
Left WXR controller: STBY White "STBY" Green "WX" STBY: White text on a
black background STBY: No
Right WXR controller: ON

Left WXR Controller: ON Green "WX" White "WX-OFF" WX: Green text on a
black background WX: Yes
Right WXR controller: OFF
Left WXR controller: OFF White "WX-OFF" Green "WX" WX-OFF: White text on a
black background WX-OFF: No
Right WXR controller: ON

Test (TST) Green "TEST" Green "TEST" Green text on a black

No
background

WX Fail Black "WX" Black "WX" Black text on an amber

No
background

Weather + turbulence REACT Green "WX/R/T" Green "WX/R/T" Green text on a black
Yes
and WX range 50 background

Else: Weather + turbulence Green "WX/T" Green "WX/T" Green text on a black
Yes
REACT and WX range 50 background

GMAP Green "GMAP" Green "GMAP" Green text on a black

Yes
background

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Figure 96 Figure 97
WXR System Block Diagram (A/C 1-71) WXR System Block Diagram (A/C 72-999)
 WEATHER RADAR (WXR) SYSTEM (CONTINUED)
Operation (Continued)
The WX controller function transmits data to the RTA through the Modular Avionics Units (MAU) (902FQ and 903FQ) and
an SCI bus. When you make a mode selection, the MFD sends the data to the MAUs on the Avionics Standard
Communication Bus, Version D (ASCB-D). The MAUs send the mode selection data to the RTA on a control bus to
engage the mode in the receiver transmitter. The RTA gives mode, range, and tilt signals to the MAUs on two control
buses. The RTA sends changed data to the MFDs and PFDs on two picture buses. The Inertial Reference System (IRS)
puts in antenna stabilization data for the RTA in an Aeronautical Radio, Inc. (ARINC) 429 data format. The Air Data
System (ADS) sends True Airspeed (TAS) data to the turbulence processors in the RTA. The REACT override signal is
grounded so that the selection of the REACT mode on the WX controller overrides the gain control settings. This applies a
preset gain to the RTA.

Roll Offset
The roll offset function supplies accurate compensation of the antenna roll to stop the effects of small errors in the radar
installation. This helps prevent incorrect ground return signals. To engage the roll offset mode, set one WXR controller to
the "OFF" position and the other to the "ON" position. Push the "SECT" button on the WXR controller that is in the "ON"
position, and the "SHIFT" key on the MKB at the same time. Set the WXR controller to the "GAIN" position and turn the
WXR control knob on the MKB to adjust the gain.

To stop the roll offset mode, move the WXR controller out of the "GAIN" position. Make a selection of the "STAB" soft key
from the "WX/LSS/TAWS" tab on the sensors window.

Test Mode
The RTA has a self-test mode that is engaged through the test synoptic page on the MDU. In the self-test mode, a special Figure 98
test pattern shows on the HSI and the INAV window. The test pattern supplies a series of green / yellow/ red/ cyan WXR Test Patterns on HSI: Right/Left Sweeps
/magenta /white bands to show that the signal-to-color conversion circuits in the RTA operate satisfactorily.

During the test mode, the green TEST annunciation shows on the HSI and the INAV window. If the RTA fails, the amber
WX annunciation shows on the HSI and the INAV window. If the aircraft is in a WOW condition and the FSTBY mode, the
transmitter and antenna do not operate. The amber FSTBY annunciation flashes shows on the HSI and the INAV window.

Crew Alerting System (CAS) Messages

The Monitoring Warning Function (MWF) shows the CAS messages in the CAS display on the Left Hand (LH) PFD
(L12FV) and the Right Hand (RH) PFD (R12FV). The MWF supplies the CAS message that follows when the WXR
system has a failure.

Cruise

Land
Park

Taxi

TO
MESSAGE DESCRIPTION

Caution (Amber) CAS Messages

AVC: WEATHER RADAR FAIL Weather radar is failed A A A - -

Figure 99
WXR Test Patterns on INAV Window

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Legend
751J BASIC/OPTION CUT-OFF CONNECTOR
86P RH FR1 BASIC ELEC CUT-OFF CONNECTOR
85P LH FR1 BASIC ELEC CUT-OFF CONNECTOR
83J/P LH FR1 BASIC ELEC CUT-OFF CONNECTOR
102NP WEATHER RADAR
3201FY CONTROL I/O 2 MODULE
3101FY CONTROL/VIDEO I/O 1 MODULE
L1000PM LH FRONT SPDB

Figure 100
Weather Radar
 NOTES: NOTES:

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 Developed for Training Purposes Falcon 7X

IRS Fairing (133BL) Access to #1 and #2 Radio Altimeters

#1 Radio Altimeter

#2 Radio Altimeter
 RADIO ALTIMETERS
Overview
The radar altimeter system operates over large differences in terrain, weather conditions, and aircraft attitude to calculate Radar Altimeter Antennas
the aircraft altitude during approach and landing. The system has a maximum range of 2500 ft in altitude.

The two Radar altimeters provide the crew with exact distance to ground information when the airplane is within 2500 feet
or less of the ground. They also provide data to the EGPWS, to the FD for approach mode (glideslope), to the TCAS
(mode selection, the TCAS is put in TA only mode when below 1000 foot) and to the FBW.

Interfaces with Other Systems

The RA interfaces with the EPIC avionics through an ARINC 429 line into GIO and from there onto ASCB. All other
systems including the EGPWS access this data from the ASCB bus. Nevertheless for the TCAS, the FBW and for the
optional HUD, the RA has direct connections through ARINC 429 busses.

Components
Radar Altimeter Receiver/Transmitters (101NP)/(1101NP)
The radar altimeter receiver/transmitter contains the power supply, transmit and receive circuits, and the timing circuits to
calculate the aircraft altitude. The radar altimeter receiver/transmitter 1 receives power from the aircraft 28 V DC bus
through the LH rear Secondary Power Distribution Box (SPDB). The radar altimeter receiver/transmitter 2 receives power
from the aircraft 28 V DC bus through the RH front SPDB. The radar altimeter receiver/transmitter transmits and receives
frequency-modulated continuous wave signals through the radar altimeter antennas. The radar altimeter
receiver/transmitter measures the time interval between the transmitted and received signals to calculate the aircraft
altitude.

The transmitter signals are modulated at 20 Hz/ns. The speed of a radar frequency wave through space is 1 nanosecond
per radar foot. A radar foot is completed in 2 ns. In 2 ns, the transmitter frequency-modulated continuous wave signal has
changed by 40 Hz. When the transmitted output is applied to the transmitter antenna, a sample of the output is sent to the
receiver. The received signal is changed to a DC analog voltage, which is in proportion to the aircraft altitude (40 Hertz
Radar Altimeter System Configuration Module (301NP)
per foot of altitude). The radar altimeter receiver/transmitter has a calibration switch (SW 1) recessed on the front panel.
The switch is used to calibrate the unit to 0 ft or the 0-ft offset programmed into the configuration module.

Radar Altimeter Transmit Antennas (2201NP)/(2401NP) / Receiver Antennas (2301NP)/(2501NP)

The antennas operate in the 4200 MHz to 4400 MHz - Megahertz bandwidth. The receive antenna receives the
frequency-modulated continuous wave signal reflection from the ground and supplies it to the receiver part of the radar
altimeter receiver/transmitter. The transmitter part of the radar altimeter receiver/transmitter supplies the frequency-
modulated continuous wave signals to the transmit antenna, which transmits the signal to the ground.

Radar Altimeter System Configuration Modules (301NP)/(1301NP)

Each radar altimeter receiver/transmitter has one configuration module installed adjacent to it. The radar altimeter system
configuration module stores the zero offset altitude settings. The zero offset altitude settings is a radar altitude of 0 ft when
the main wheels first touch down and have a negative offset value when taxiing or stationary on the ground.

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Figure 101 Figure 103

RA Miscompare RA Failure

Figure 102 Figure 104

RA Displayed Low Altitude Awareness
 RADIO ALTIMETERS (CONTINUED)
Operation
The radar altimeter system uses frequency-modulated, continuous wave signals to calculate the aircraft Above Ground
Level (AGL) during the approach and landing phases of the flight. The radar altimeter measures the absolute height of the
aircraft above the terrain and the data shows on the PDUs.

The radar altimeter system is energized before takeoff. During the flight, it monitors the aircraft altitude up to the maximum
range of the system. The radar altimeter system indicates when the aircraft reaches altitude. The radar altimeter system
also shows the ground separation and climb conditions during night or instrument takeoffs, and the ground clearance
during approaches. The radar altimeter receiver/transmitters send digital radar altitude data to the Modular Avionics Unit
(MAU) through an Aeronautical Radio, Inc. (ARINC)-429 data bus. The MAU changes the digital radar altitude data to a
format that shows on the pilot and copilot PDU. Each PDU shows the radar altitude data as a digital display in the Attitude
Director Indicator (ADI) sphere.

The radar altimeter receiver/transmitters supply the radar altitude data to each MAU (101FY)/(101FY) for both PDUs.
The radar altimeter system connects with the Traffic Alert and Collision Avoidance System (TCAS) transmitting the radar
altimeter data on the ARINC-429 bus. The TCAS uses the radar altitude to prevent the Resolution Advisory (RA).

The radar altimeter system connects with the Enhanced Ground Proximity Warning-System (EGPWS) on the Avionics
Standard-Communication Bus, Version D (ASCB-D). The radar altitude data or ground profile change is a key parameter
for the EGPWS. Figure 105
Test Synoptic Page
The radar altimeter system supplies radar altitude data to the Digital Flight Data Recorder (DFDR) on the ARINC-429 bus.
The radar altitude is one of the mandatory parameters that you must record.

The radio altitude digits will be displayed in green text with black background with the range of –20 to +2500 feet on the
ADI. For radio altitude less than –20 feet, the display remains at –20 feet. For radio altitude greater than +2500 feet, the
display is removed. When the data is an analog value under 2500 ft is invalid or the discrete signal is deemed invalid, the
digital readout is removed and “RA” failure annunciation with white text and red background will be displayed.

If there is a miscompare on radio altitude, the miscompare annunciation will be displayed on the ADI’s. The source of the
RA data for a particular ADI is located on the altitude tape.

Power on Built-In-Tests
A power-on Built-In Test (BIT) starts when the radar altimeter system has been energized.

Tests Synoptic
Make a selection of the “TEST” tab on the synoptic page to show the “TEST” synoptic page on the MDU. Make a selection
of the “RAD ALT” soft key on the “TEST” synoptic page and push and momentarily hold the enter pushbutton on the CCD
to start the test. Check that the radio altimeter digital readout on the ADI shows the same radio altimeter value for a few
seconds. Make sure that a white “RA” annunciation shows on a red background on the ADI.

Release the enter pushbutton on the CCD, and monitor the radio altimeter readout on the ADI to make sure that the
readout value decreases from 50 FT to 0 FT. The radio altimeter readout on the ADI reads 0 FT for normal operation
when the aircraft is on the ground.

Verify that the "NAV: RADALT 1+2 FAIL" CAS message does not show on the PDUs and there are no fault messages
that follow do not show under the “FAULT” tab on the “STAT” page:
− "NAV: RADALT 1 FAIL" or “NAV: RADALT 2 FAIL”

Figure 106
Radar Altimeter System

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Figure 107 Figure 108

Lightning Display and Annunciation Lightning Display and Annunciation
 LIGHTNING SENSOR SYSTEM (LSS) Lightning System Antenna
Overview
The Lightning Sensor System (LSS) finds the visible and high-energy invisible electromagnetic and electrostatic
discharges (lightning) that occur around the aircraft. The LSS calculates the location of lightning strikes for a maximum of
50 thunderstorms. The LSS monitors and identifies the range and bearing of each lightning strike in a 200 NM radius
around the aircraft. The LSS senses both visible and high-energy invisible electromagnetic and electrostatic discharges
that can point to areas of turbulent activity.

The LSS gets data in a 360-degree area around the aircraft, even in the Standby (STBY) mode. Power is always applied
to the LSS, so that lightning data can always show.

Components
Lightning Sensor Processor
The lightning sensor processor (2103NP) controls the LSS. The LSS only operates as a receiver, it does not transmit. The
LSS operation is safe on the ground, even in a congested ramp area. You can see weather in a 360-degree radius around
the aircraft before the aircraft takes off. The precipitation data from the Weather Radar system (WXR) and/or lightning
data from the LSS can show at the same time.

Lightning Sensor Antenna

The LSS antenna (2203NP) is a low-profile, teardrop-shaped antenna. The LSS antenna is a sealed unit and cannot be
repaired. The LSS antenna contains crossed, H-field loop sensors and an E-field sensor. The H-field loop sensors are HN
and HW. The HN sensor is the most sensitive to signals from ahead or behind the aircraft. The HW sensor is the most
sensitive to signals from the left and right of the aircraft.

The E-field sensor is the most sensitive to vertical E-fields. Both E-field and H-field signals help the lightning sensor
processor calculate the range of the lightning discharge.

The LSS antenna is a low profile, teardrop-shaped antenna. The antenna is encapsulated and cannot be repaired. Lightning System Processor

The antenna contains crossed, H-field loop sensors and an E-field sensor. The H-field loop sensors are HN and HW. The
HN sensor is the most sensitive to signals from ahead or behind the aircraft. The HW sensor is the most sensitive to
signals from the left and right of the aircraft.

The E-field sensor is the most sensitive to vertical E-fields. Both E-field and H-field signals help the lightning sensor
processor calculate the range of the lightning discharge.

Preamplifiers are built into the antenna to prevent noise interference from the aircraft wiring. The lightning sensor
processor supplies the 12 VDC power for the preamplifiers.

The antenna also contains a test loop. In the test mode, a simulated lightning signal is sent to the loop that connects the
E-field and H-field sensors of the antenna. The test mode gives an indication of the operation of the antenna, its
preamplifiers, and the lightning sensor processor cables.

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Figure 109 Figure 111

LSS Clear Echo Lightning Display

Level 1 Light Level 2 Medium Level 3 Heavy Alert

Codde1_02-34-25_p6

Figure 110 Figure 112

I-NAV Data Pull Down Menu Lightning Intensity
 LIGHTNING SENSOR SYSTEM (LSS)
Operation The lightning sensor processor cannot easily calculate the range of cloud-to-cloud lightning strikes accurately. Usually,
lightning strikes show as alert symbols at the proper bearing. The lightning alert symbol is the same shape as the level 1
LSS Display Selection and Annunciations
symbol. The lightning alert symbol only shows at the outermost range arc of the display. When the first lightning strike
The LSS antenna contains crossed, H-field loop sensors and an E-field sensor. The H-field loop sensors are HN and HW. occurs, the magenta alert symbol shows for 5 s on the bearing of the strike. For severe thunderstorms, the alert symbol
The HN sensor is the most sensitive to signals from ahead or behind the aircraft. The HW sensor is the most sensitive to shows all of the time in the direction of the storm. This shows a high level of lightning activity.
signals from the left and right of the aircraft.

The lightning sensor processor has a rate and position process that finds the average of the lightning strikes that occur in
The E-field sensor is the most sensitive to vertical E-fields. Both E-field and H-field signals help the lightning sensor a circular cell around the lightning activity. This process occurs in the processor before the lightning symbols show on the
processor calculate the range of the lightning discharge. display. The lightning sensor processor uses the strongest part of the lightning strike to calculate the position of the rate
symbol. A white level 1 symbol shows on the display at the strongest part of the strike.
The WXR is the primary weather display system. The WXR shows the local precipitation and identifies areas of
dangerous weather. The LSS operates with the WXR display to identify the location, intensity, and rate of local lightning Multiple lightning strikes show areas of possible dangerous weather conditions. The white rate symbol increases in
strikes. Use the WXR display and the LSS indications to make course changes to go around dangerous weather. The intensity level as more lighting strikes occur in the cell. If a new lightning strike occurs in 30 s or less, an alert symbol
WXR display can show on the HSI of each PDU. The WXR display can also show on the Integrated Navigation (INAV) shows for 5 s. The rate shape does not change, but its location moves to the average position of the two strikes. If a
window of each MDU. different strike occurs in 30 seconds or less, the alert symbol shows for 5 seconds more. The rate symbol changes to a
level 2 symbol. The location changes to the average of the three strikes.
The HSI must be in the arc mode to show the LSS data. The HSI control bar has a “Data” menu selection. There are
check box selections available for the WXR and LSS through the “Data' menu selection. Make a selection of the “LSS” If a different lightning strike does not occur after 1 min (2 min after the first strike), the lightning symbol changes to a level
check box to show LSS data on the HSI. To show the LSS data with the WXR display on the INAV window, make the 1 symbol but the position does not move. If the lightning sensor processor does not find lightning strikes in the cell after 1
"INAV Data" selection on the INAV control bar. From the drop-down menu items, make a selection of the "LSS" check min (2 min after the last strike) the lightning symbol does not show on the display.
box.

Lightning strikes that occur outside of a cell cause other cells to show. A lightning symbol shows at the new locations of
LSS Mode Annunciations these cells.
LSS Mode Annunciation Color
The "Lightning Symbols" table shows the different lightning symbols that can show on the display.
LSS off ”LX/OFF” Green text on black background
Standby "STBY" Green text on black background Intensity Symbol Color

Test "LX/T" Green text on black background Level 1 – light Lightning bolt, no arrowheads White

Self calibration "LX/C” Green text on black background Level 2 – medium Lightning bolt, one arrowhead White

Clear "LX/CL" Green text on black background Level 3 – heavy Lightning bolt, two arrowhead White

Normal mode "LX" Green text on black background Alert Lightning bolt, no arrowheads Magenta

LSS interface failure "LX" Amber text on black background

The lightning sensor processor changes lightning data into a format for use by the displays. The lightning sensor
LSS fault detection "LX/F" Amber text on black background processor sends data to the Modular Avionics Units (MAU) through an Aeronautical Radio, Inc. (ARINC) 429 data bus.
Antenna input inhibited "LX/I" Green text on black background The ARINC-429 data contains range, bearing, and intensity data for up to three alert symbols and 50 rate symbols.
Heading input not selected or unavailable "LX/H" Green text on black background
The ARINC-429 data contains all of the data available for a 360-degree area with a radius of 200 NM around the aircraft.
The data is put in priority so that symbols in the forward 120-degree scan sector are sent first (in order from the closest
The lightning sensor processor identifies three levels of vertical lightning strike-rates. This data shows as different symbol).
symbols on the WXR display. Each symbol shows a specified rate of vertical lightning strikes that occurred in the last 2
min in a circular area. Lightning strikes show as magenta lightning alert symbols. The symbol shows at the correct bearing
Some views have limits so that only the forward scan sector of the lightning data shows. These views do not use the full
and the maximum range selection. Lightning alert symbols do not show on the display after 5 seconds.
360-degree data.

The circular area changes as the range of the lightning strikes (targets) change. As a storm moves along the ground, the
location of the lightning symbol moves to agree with the storm position. All displays are stabilized for both heading and
velocity to track lightning activity accurately. The lightning symbol stays over the same ground position as the aircraft
moves. This function is known as geographic stabilization.

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Developed for Training Purposes Falcon 7X

Legend
134J/P LH/RH WIRING CUT - OFF CONNECTOR
86J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR
81J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR
2710JE PCB
2110JE RELAY PCB
104NR ADF 1 MODULE
2203NP LSS ANTENNA
2103NP LIGHTNING SENSOR PROCESSOR
3201FY CONTROL I/O 2 MODULE
3101FY CONTROL/VIDEO I/O 1 MODULE
R1000PM RH FRONT SPDB

Figure 113
Lightning Strike Sensor
 LIGHTNING SENSOR SYSTEM (LSS) (CONTINUED)
Operation (Continued) LSS Test
Parameters Monitoring On the synoptic test page, make a selection of the lightning button to begin the LSS test. An "LX/T" annunciation shows in
green on a black background on the HSI window to show that the LSS is in the test mode. When you make the test
34-43 "LIGHTNING SENSOR STATUS"
selection, all memory of past strikes and symbols is erased. After 3 sec., the equipment goes into the test mode.
Shown
Parameter Name Signal Type From To
Value In the test mode, lightning strikes are simulated at a bearing to the aircraft symbol of 45 degrees at 25 nmi. This simulated
"ANTENNA INHIBITED (CH 1)" 0=True Discrete strike continues in severity up to lightning rate 3 for 15 sec. after the test mode starts. A lightning alert also shows along
Lightning Sensor Control/Video I/O 1
the outermost range ring at a bearing of 45 degrees. The lightning rate symbol is removed from the display after 2 min.
1=False Processor (2103NP) Module (3101FY)
The lightning alert symbol is removed from the display after 3 to 7 sec.
"ANTENNA INHIBITED (CH 2)" 0=True Discrete Lightning Sensor Control I/O 2 Module
1=False Processor (2103NP) (3201FY) NOTE: When the LSS is in the test mode, the antenna functions. Thus, any real activity that occurs while the test
"DATA BUS (CH 1)" 0=Valid Discrete operates will also show.
Lightning Sensor Control/Video I/O 1
1=Invalid Processor (2103NP) Module (3101FY)
"DATA BUS (CH 2)" 0=Valid Discrete Lightning Sensor Control I/O 2 Module
1=Invalid Processor (2103NP) (3201FY) Parameters Monitoring Lightning Sensor / Antenna Lightning Display Status Screen
"LSS FAILED (CH 1)" 0=True Discrete Lightning Sensor Control/Video I/O 1
1=False Processor (2103NP) Module (3101FY)
"LSS FAILED (CH 2)" 0=True Discrete Lightning Sensor Control I/O 2 Module
1=False Processor (2103NP) (3201FY)
"HDG DATA (CH 1)" 0=True Discrete Lightning Sensor Control/Video I/O 1
1=False Processor (2103NP) Module (3101FY)
"HDG DATA (CH 2)" 0=True Discrete Lightning Sensor Control I/O 2 Module
1=False Processor (2103NP) (3201FY)
"LSS PREAMBLE (CH1)" 0=Valid Discrete Lightning Sensor Control/Video I/O 1
1=Invalid Processor (2103NP) Module (3101FY)
"LSS PREAMBLE (CH2)" 0=Valid Discrete Lightning Sensor Control I/O 2 Module
1=Invalid Processor (2103NP) (3201FY)
"CLEAR MODE (CH 1)" 0=True Discrete Lightning Sensor Control/Video I/O 1
1=False Processor (2103NP) Module (3101FY)
"CLEAR MODE (CH 2)" 0=True Discrete Lightning Sensor Control I/O 2 Module
1=False Processor (2103NP) (3201FY)
"STANDBY MODE (CH1)" 0=True Discrete Lightning Sensor Control/Video I/O 1
1=False Processor (2103NP) Module (3101FY)
"STANDBY MODE (CH 2)" 0=True Discrete Lightning Sensor Control I/O 2 Module
1=False Processor (2103NP) (3201FY)
"TEST MODE (CH 1)" 0=True Discrete Lightning Sensor Control/Video I/O 1
1=False Processor (2103NP) Module (3101FY)
"TEST MODE (CH 2)" 0=True Discrete Lightning Sensor Control I/O 2 Module
1=False Processor (2103NP) (3201FY)

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Figure 114 Figure 115

TA/RA Airspace Coverage TCAS/Mode S Communication
 TRAFFIC / COLLISION AVOIDANCE SYSTEM (TCAS)
Overview
The TCAS anticipates a potential midair collision to prevent collision. To do that, it:
− Operates with Mode S transponders and Air Traffic Control Radar Beacon System (ATCRBS) (Mode C and mode A
transponders) aircraft,
− Transmits interrogations (range and altitude data) and receives interrogations from other aircraft that have
transponders,
− Finds the range, altitude, and bearing of these aircraft,
− Supplies guidance for the vertical avoidance maneuvers. For two aircraft that have TCAS, communication between
the transponders supplies coordinated avoidance maneuvers.

The TCAS cannot monitor an aircraft that does not have a transponder.

The TCAS uses the aircraft transponder to monitor a 3 dimensional area around the aircraft. This 3 dimensional area
contains the warning area, the caution area and the collision area. If other aircraft with transponders go near this area, the
TCAS uses interrogations from these aircraft to calculate the flight route and the predicted intersection point. The TCAS
gives advisory indications and warnings on the LH Primary Display Units (PDU) (L101FD)/RH PDU (R101FD) through the
EASy avionics system.

The radio management system controls all the TCAS functions through an interface with the ATC XPDR system. The
TCAS detects unsafe traffic conflicts with other airplanes and assists the crew member in avoiding intruders inside a
protected airspace. This is done by interrogating the surrounding airplane transponders.

If the intruding airplane is also equipped with a TCAS II compatible system, the two systems can communicate their
mutual intentions through the Mode S transponders. The coordinated advisories that result allow the two airplanes to
execute complementary avoidance maneuvers.

An intruder not equipped with a transponder is invisible to TCAS

Figure 116
TCAS II Advisory Capabilities

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 Developed for Training Purposes Falcon 7X

TCAS Computer

Figure 117
TCAS System Interfaces
 TRAFFIC / COLLISION AVOIDANCE SYSTEM (TCAS) (CONTINUED) TCAS AT-910 Directional Antenna
Components
TCAS Transceiver (103NP)
The TCAS transceiver (103NP) contains:
− A power supply assembly that supplies the TCAS transceiver sub-assemblies
− A Radio Frequency (RF) Input/Output (I/O) module used to supply the signal to the antennas or to receive it from the
antennas
− A bearing electronic unit that computes RF signal received from the antennas to provide the range and the bearing of
the interrogated aircraft
− A RF transmitter that interrogates other aircraft that have transponder
− A processors assembly that computes received data and own aircraft data to provide the appropriate guidance for
vertical avoidance maneuvers
− A Compact Flash card located behind the front panel access door of the TCAS transceiver. This Compact Flash card
is used for uploading software and for downloading maintenance and event recording information

TCAS Maintenance Dataloading Connector (1132J)

The TCAS maintenance data loading connector (1132J) is used for software loading and maintenance function.

Upper (203NP) and Lower (303NP) TCAS Antennas

Each antenna is a directional, four-element, vertically polarized antenna. Each antenna transmits at 1030 MHz and
receives at 1090 MHz.

Figure 118 Figure 119

TCAS Antenna Location TCAS AT-910 Directional Antenna

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Figure 120
TCAS System Interface Diagram
 TRAFFIC / COLLISION AVOIDANCE SYSTEM (TCAS) (CONTINUED)
Operation TCAS Modes
TCAS System Interfaces Mode Description
The TCAS transceiver (103NP) receives and transmits discrete data and digital data. For the digital data, the TCAS
transceiver (103NP) uses the ARINC 429 links. These ARINC 429 links communicate with ARINC 735A interfaces. The This mode gives the maximum protection. In this mode, the TCAS provides all the usual RA symbols, TA
TA/RA
symbols and other indications. The TCAS can issue both TA and RA alerts.
table below identifies the TCAS links with other avionic systems and the interface function:
The TCAS sets this mode automatically when the altitude of the aircraft is below 900 ft Above Ground Level
Interface (AGL) when descending or below 1100 ft AGL when climbing. In this mode, the TCAS continues to monitor all
Equipment Data Function TA
Type aircraft within the TCAS surveillance limits. The TCAS gives the usual TA alerts but prevents RA alerts for
Radar Altimeter Radar Altimeter ARINC 429 The TCAS receives altitude from the radar altimeter intruder aircraft.
Receiver/Transmitter 1 Altitude receiver/transmitter 1 (101NP).
(101NP) and Radar This data permits the TCAS transceiver (103NP) to TA ONLY This mode provides the TA alerts only.
Altimeter know if the applicable radar altimeter is operational. If This mode allows the system to switch off the transmission of the altitude of the aircraft.
Receiver/Transmitter 2 not, it uses the radar altimeter receiver/transmitter 2 Alt Off
The ATC is in mode C and the TCAS in standby mode
(1101NP) (1101NP) data.
ATC XPDR 1 Module Modes S ARINC 429 The TCAS transceiver (103NP) has two sets of high- Alt On This mode allows transmitting the altitude of the aircraft. The ATC is in mode “A” , TCAS is in standby mode.
(105NR) and ATC XPDR 2 Communication speed Aeronautical Radio, Inc. (ARINC) 429 buses (two TEST This starts the self-test mode for the TCAS.
Module (205NR) inputs and two outputs) for communication with the
Mode S transponders.
TCAS/XPDR Discrete This command is used to inhibit the TCAS transceiver TCAS Inhibition
In/Out Mute (103NP) transmission when ATC XPDR 1 module If the landing gear is down, the lower TCAS antenna (303NP) is inhibited in bearing detection. That means that the
(105NR) or ATC XPDR 2 module (205NR) transmits. antenna can detect an intruder but it cannot determine its bearing. If the aircraft is in Weight on Wheel configuration, the
This command is also used to inhibit the transmission of lower TCAS antenna (303NP) is totally inhibited. That means that the lower TCAS antenna cannot receive or transmit.
the ATC XPDR 1 module (105NR) or the ATC XPDR 2
module (205NR) when the TCAS transceiver (103NP)
transmits. Status Mode Annunciations
The status mode annunciations for the TCAS are shown adjacent to the lower-right outside edge of the Horizontal
MAU 1 and MAU 2 TCAS Display ARINC 429 The TCAS is connected to the TA/RA display 1 and 2
busses that contain both traffic and resolution advisory Situation Indicator (HSI) on each PDU and on the INAV window. The "TCAS Annunciations" table shows the status mode
information. annunciations for the TCAS.
One bus is connected to the MAU1 and the HGS
Annunciation Description
computer (408NS) when HGS is installed. The other
one is connected to the MAU2. The TCAS transceiver (103NP) or one of the four coaxial cables of one of the two antennas is failed.
TCAS Mute Discrete It forces the TCAS to enter the TA only mode of or
operation and inhibits aural alerts output. This discrete “TCAS” The two radar altimeter or the two XPDR are failed.
is automatically used when the pilot is faced with or
hazardous conditions such as a stall, windshear, ground
proximity, ... The two ARINC display buses are failed.
MAU 2 Landing Gear Discrete Indicates that the landing gear is extended. In that “TCAS TEST” The TCAS test is in progress.
Up configuration, the bottom antenna can not determine The TCAS has been switched off because of an exterior reason: ADC failed, active ATC failed or in
bearing. ”TCAS OFF”
standby mode, “Alt On” or “Alt Off” mode are selected.
TCAS Maintenance Data Maintenance This connector is used to load software in the TCAS
Loading Connector (1132J) Data transceiver (103NP) or to extract maintenance reports ”TA ONLY” The TA only mode is selected.
from the TCAS transceiver (103NP). ”TA ONLY” The TA only mode is selected and an alert is detected.
”RA FAIL” Resolution advisory failure. e.g.: loss of the ADI, VSI.
The TCAS is also interfaced with the avionic systems that follow: ”TCAS” The TCAS has good operation.
Interface
Equipment Data Function
Type
RH Lower Air Data Smart Probe (201FE) Altitude ARINC 429 The TCAS is interfaced with the Air Data
LH Lower Air Data Smart Probe (301FE) System (ADS) through the ATC XPDR 1
RH Upper Air Data Smart Probe (401FE) module (105NR) and ATC XPDR 2 module
LH Upper Air Data Smart Probe (501FE). (205NR).
FDR/CVR 1 Unit (101FZ) TCAS ARINC 429 TCAS transceiver sends to the MAUs the
and FDR/CVR 2 Unit (201FZ) “Aural aural advisory data to record them on the
advisory” Flight Digital Recorders (FDR).

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Figure 121
TCAS Vertical Range Display
 TRAFFIC / COLLISION AVOIDANCE SYSTEM (TCAS) (CONTINUED)
Operation (Continued) MKB Shortcut Keys
Altitude Limits
The TCAS system displays other traffic targets in relation to the altitude limits sent by the TCAS computer. The altitude CONTROL FUNCTION DISPLAY
limits annunciations for the TCAS are shown adjacent to the lower-right outside edge of the HSI on each PDU. They show
as altitudes related to the current aircraft altitude. The table below shows the annunciations on the HSI window and on the
INAV window. All of the annunciations show in green text on a black background.

TCAS Limits Annunciation

Normal, -2700 ft to +2700 ft None
Above, -2700 ft to +9000 ft ABV
Below, -9000 ft to +2700 ft BW
Unrestricted AB+BW Active mode is displayed in the RADIOS window, ATC/TCAS tab

Switching
between the
selected mode
and the stand-
by mode

TCAS active mode is displayed in the lower right corner of the HSI

TCAS active mode is displayed in lower right corner of the I-NAV window

Display of the
TRAFFIC
window in the
lower 1/6 of
the PDU

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 Developed for Training Purposes Falcon 7X

RA Display Description

1 Up- Sense Preventive

2 Down- Sense Preventive

3 Up- Sense Corrective

4 Down- Sense Corrective

Figure 122
TCAS Path Target

5 Dual-Negative, Preventive

6 Dual-Negative, Climb-Corrective, Descend-Preventive

7 Dual-Negative, Descend-Corrective, Climb-Preventive

8 Special Condition Advisory

Figure 123
Vertical Speed Tape
 TRAFFIC / COLLISION AVOIDANCE SYSTEM (TCAS) (CONTINUED)
Operation (Continued) Warning
Description Aural Alerts
TCAS Traffic Symbols and Aural Alerts Type
Each traffic symbol is shown at the range and bearing of the intruder aircraft. A maximum of 32 traffic symbols can show This warning is the highest warning level. It shows when the “DESCEND, DESCEND, NOW,
on the TCAS displays (T&T and INAV windows). Each intruder aircraft symbol has information that is shown next to the intruder aircraft is detected in the RA area. DESCEND, DESCEND, NOW”
symbol: The RA symbol for this intruder aircraft is a red square ”CLIMB, CLIMB, NOW, CLIMB, CLIMB,
symbol. NOW”
− A number which, when multiplied by 100 ft, gives the relative altitude of the intruder aircraft
The aircraft must be flown to agree with the aircraft flight ”INCREASE DESCENT, INCREASE
− A plus or minus sign that shows if the monitored aircraft is above (+) or below (-) your aircraft path shown on the ADI to the green “fly-to-zone” symbol. DESCENT”
− An up or a down arrow that points in the direction of the vertical speed of the intruder aircraft. If the intruder aircraft The RA warnings are only available for intruder aircraft that ”INCREASE CLIMB, INCREASE CLIMB”
increases (+) or decreases (-) its altitude at a rate that is more than 500 ft/min, the arrow shows to the left of the traffic transmit altitude data through Mode C or Mode S “DESCEND, DESCEND”
symbol and is in the same color as the aircraft symbol Resolution transponders. ”CLIMB, CLIMB”
Advisory When an RA is in effect, the TCAS flight path command is “DESCEND, CROSSING, DESCEND,
(RA) shown on the ADI. DESCEND, CROSSING, DESCEND”
The no-bearing intruder aircraft data is shown in the lower left and right corners of the T&T window. The red posts show the TCAS avoidance area where it is not “CLIMB, CROSSING, CLIMB,
safe to fly the aircraft. CLIMB, CROSSING, CLIMB”
NOTE: A no-bearing intruder aircraft is an aircraft that is detected by the TCAS but for which the TCAS is not The avoidance area shows path targets that are necessary ”ADJUST VERTICAL SPEED, ADJUST”
able to determine the bearing. to avoid if the advisory is a preventative RA or corrective RA. "MAINTAIN VERTICAL SPEED, MAINTAIN"
In the Vertical Speed Tape, the red band indicates the “MAINTAIN VERTICAL SPEED,
prohibited vertical speed and the green band indicates the CROSSING MAINTAIN”
The no-bearing intruder data shows a traffic classification annunciation, range readout, altitude readout, and a vertical recommended vertical speed. “MONITOR VERTICAL SPEED,
speed symbol. The TCAS automatically prioritizes the most important no-bearing intruder aircraft into the first two no- MONITOR VERTICAL SPEED”
bearing intruder parameters. The no-bearing intruder data shows in red or amber based on the intruder type. This warning is a high warning level. It shows when the ”TRAFFIC, TRAFFIC”
intruder aircraft is detected in the TA area.
When a RA occurs, the TCAS commands are shown on the Attitude Director Indicator (ADI) on the LH PDU (L101FD) and The TA symbol for this intruder aircraft is an amber circle
Traffic
RH PDU (R101FD): symbol.
Advisory
The TA warnings show the range, the bearing and the
− In the attitude display and guidance data: (TA)
altitude of the intruder aircraft.
• The pilot has to align the aircraft flight path to the “green fly-to-zone” symbol shown on the ADI. The red The TA warnings are available for all intruder aircraft that
avoidance area shows the TCAS area where it is not safe to fly the aircraft. The red avoidance area shows path have Mode A, Mode C or Mode S transponders
targets that must be avoided if the traffic advisory is a preventive RA or corrective RA.
This information shows when the traffic that caused an RA ”CLEAR OF CONFLICT”
− In the Vertical Speed Tape (VST): Clear of alert is no longer a threat to your aircraft.
• The red band indicates the vertical speed range that is to be avoided by the pilot (prohibited vertical speed), conflict The Clear of conflict symbol for this intruder aircraft is an
• The green band indicates the vertical speed range the pilot has to attain to achieve safe separation from the amber circle symbol.
threat aircraft (recommended vertical speed). This warning is a low warning level. It shows when the Not applicable
intruder aircraft is detected in the PT area.
The PT symbol for this intruder aircraft is a solid cyan
The TCAS transmits aural alerts as a synthesized voice signal to the Central Warning System. These aural alerts relate to diamond.
the RA or TA traffic symbols shown on the T&T window and are heard through the audio panels. Other aural alerts are not Proximate
The PT symbols identify local aircraft routes that do not go
inhibited when TCAS aural alerts are heard. Traffic (PT)
near the TA protected area. These aircraft have a maximum
range of 6 NM and a related altitude difference of ±1200 ft.
The proximity traffic warnings are available independently of
or at the same time as the RA and TA warnings.
This warning is the lowest warning level. It shows when the Not applicable
intruder aircraft is detected in the OT area.
The OT symbol for this intruder aircraft is a hollow cyan
diamond.
Other traffic
Other traffic symbols identify aircraft with flight routes that
(OT)
are not near the TA area. These aircraft have a maximum
range equal to the TCAS range selection and a related
altitude difference of ± 2700 ft. The other traffic symbols are
not shown when an RA warning and/or a TA warning occurs.

When an intruder aircraft is detected by the TCAS, the TCAS data appear in different windows on the dedicated display.
Some TCAS information also shows on the Head-Up Guidance System (HGS) combiner (208NS)

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Figure 125
Radio Window – ATC/TCAS Tab

Figure 124 Figure 126

Flight Deck Overview Radio Bar: ATC/TCAS
 TRAFFIC / COLLISION AVOIDANCE SYSTEM (TCAS) (CONTINUED)
Operation (Continued) ATC/TCAS Window
Terrain and Traffic (T&T) Window The ATC/TCAS window permits to setup the ATC and the TCAS. The ATC/TCAS window does not show at the power-up
of the aircraft. To show the “ATC/TCAS” window on the LH CCD (L201FP) or RH CCD (R201FP):
The T&T window does not show at the power-up of the aircraft. To show the T&T window on the LH PDU (L101FD) or the
RH PDU (R101FD), push the "TRFC" button on the LH MKB (L101FP) or RH MKB (R101FP). − Move the cursor to the window area below the Engine Instrument and Crew Alerting System (EICAS) window using
the trackball
− Push the "MENU" button to show the menu selections,
NOTE: To close the T&T window, use the LH Control Cursor Device (L201FP) or RH CCD (R201FP) menu
selections. − Move the cursor to the "ATC/TCAS" selection and push the “ENTER” pushbutton to make the selection,

The TCAS data show on the Traffic and Terrain (T&T) window. The T&T window supplies a close-up and de-cluttered The ATC/TCAS window has the selections and information that follow:
display of TCAS data. The range of the T&T window is fixed for TCAS data. Moreover, the T&T window has an automatic − The transponder code given by control center to identify the aircraft,
pop-up property. In relation with the TCAS aural alerts, this window pops up on the LH PDU (L101FD) when a dangerous − The altitude sent by the ATC to the TCAS
traffic (resolution advisory or traffic advisory) is detected by the TCAS. The dangerous traffic is immediately shown in this
window. Four different types of traffic symbols are used for traffic advisories: − The active mode of operation of the TCAS
− Red square for Resolution Advisory (RA)
− Amber circle for Traffic Advisory (TA) The “TA/RA” mode of operation is selected at the power-up of the aircraft,
− Solid cyan diamond for Proximate Traffic (PT) − “ATC/TCAS” button allows toggling between active mode and the “STBY” mode where the ATC is in standby mode
and the TCAS is switched off.
− Hollow cyan diamond for Other Traffic (OT)

The “STBY” mode is selected at the power-up of the aircraft,

Integrated Navigation (INAV) Window
− The selected altitude range of detection: “Above”, “Below”, “A/B”, “Normal”.
The INAV window shoes on the upper MDU (M101FD) at the power-up of the aircraft. To show the TCAS data on the
INAV window, on the LH CCD (L201FP) or RH CCD (R201FP):
− Push the “ENTER” pushbutton to make the selection. This causes the INAV data menu selection to show on the INAV The “Normal” altitude range of detection is selected at the power-up of the aircraft,
window, − the type of the altitude that is shown on the INAV or T&T window:
− Move the cursor to the "Traffic" check box • “Absolute” is the altitude of the intruder aircraft in reference with baro setting of your aircraft,
− Push the “ENTER” pushbutton to make the selection, • “Relative” is the difference of altitude between your aircraft and the intruder aircraft,
− Use the data set knob to adjust the range for the TCAS display on the INAV window.
The “Relative” altitude is selected at the power-up of the aircraft.
The INAV window shows the same traffic symbols than the T&T window. The INAV window shows the TCAS altitude − The selected mode of the TCAS.
limits and TCAS annunciations
The “TA/RA” is selected at the power-up of the aircraft,
Attitude Director Indicator (ADI) Window − The selected ATC that works with the TCAS.
The ADI window shows on the LH PDU (L101FD) and on the RH PDU (R101FD) at the power-up of the aircraft. When a
resolution advisory occurs, the following TCAS command appear: The ATC1 is selected at the power-up of the aircraft.
− In the altitude display and guidance data window:
• A green “fly to zone” symbol Intruder Type Symbol
• A red avoidance area
− In the Vertical Speed Tape (VST): ‘Other Traffic’
− A green band that indicates the recommended vertical speed,
− A red band that indicates the prohibited vertical speed. ‘Proximate Traffic’

‘Traffic Advisory’
Horizontal Situation Indicator (HSI) Window
The HSI window shows on the LH PDU (L101FD) and on the RH PDU (R101FD) at the power-up of the aircraft. The HSI
window shows the TCAS altitude limits and TCAS annunciations. ‘Resolution Advisory’

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Figure 127 Figure 129

TCAS Fail TCAS Above and Below

Figure 128 Figure 130

Successful TCAS Test TCAS Status Display in the I-NAV Window
 TRAFFIC / COLLISION AVOIDANCE SYSTEM (TCAS) (CONTINUED)
Operation (Continued) If during the 10-second fault display period, the TEST button is activated again, the fault display period is aborted, a 2-
second lamp test cycle is done, and the fault data recorded for the preceding flight leg is displayed for 10 seconds. This
TCAS Test
procedure can be repeated up to 10 times to obtain recorded data from the previous 10 flight legs. If the TEST button is
Initiated Tests not activated again during the fault display period, the fault display cycle is terminated at the end of the 10-second fault
A short test of the TCAS can be initiated by two ways: display period and all annunciators are extinguished. If an attempt is made to display fault data for the preceding flight leg
− “TCAS” selection on the synoptic test page in the MDU when the tenth preceding flight leg fault data is displayed, all annunciators flash for a 3-second period at a 2.5-Hz rate,
− “TEST” button located on the front side of the TCAS transceiver (103NP) after which all annunciators are extinguished.

The items that are below are tested during the short test: When less than 10 flight legs have been flown since the TCAS Computer Unit was shop tested and recertified, less than
10 previous flight legs of recorded fault data may be available for display. In this case, if an attempt is made to display
− TCAS transceiver (103NP)
fault data for the preceding flight leg when the earliest flight leg is displayed, all annunciators flash for 3 seconds at a 2.5-
− DC resistance of the upper TCAS antenna (203NP) Hz rate and then all annunciators are extinguished. The TCAS PASS and TCAS FAIL annunciators indicate the status of
− DC resistance of the lower TCAS antenna (303NP) the TCAS Computer Unit only. All other annunciators reflect the condition of the respective subsystem.
− TA display signals
− RA display signals Power-up and Continuous Built In Test
− Altitude validity of the radar altimeter receiver/transmitter 1 (101NP) The TCAS computer continuously monitors both its internal health and the validity of the data it receives from other
− Altitude validity of the radar altimeter receiver/transmitter 2 (1101NP) systems. This monitoring begins at power up and is performed as long as the TCAS computer has power. Faults which
− Validity of the ATC XPDR 1 module (105NR) prevent the system from operating as intended, such as the loss of an antenna, will result in a TCAS annunciation, CAS
message, maintenance message or maintenance screen.
− Validity of the ATC XPDR 2 module (205NR)

Faults which do not prevent the TCAS from operating normally, such as the loss of a single radar altimeter in a dual radar
Short Test Initiated Through the “TEST” Page
altimeter installation, will result only in the details of the fault being logged to non-volatile memory. No TCAS annunciation
This test can be initiated, at any time, on the ground or in flight. The activation of the test has no effect on intruder tracking or CAS message will be annunciated in the cockpit for such faults. The TCAS fail annunciation (status in HSI window, I-
or on operation of the collision avoidance sub-system. However, aural and visual annunciations of tracked data are NAV windows and amber CAS message) is displayed when the following equipment fails:
suppressed during the test if the aircraft is in flight. If a RA or TA is detected during the test, the test is aborted. All
− TCAS Computer Unit
initiations of test are inhibited while the RA or TA is present.
− Transponder in Use
− Top TCAS Antenna
The test is started by pressing the TCAS soft key in the TEST window. During the test:
− Bottom TCAS Antenna
− “TCAS TEST” aural is heard
− ATC 1 and ATC 2 Transponder
− TRAFFIC window is automatically popped up on the COUPLE SIDE PDU
− Four TCAS plots are displayed in the TRAFFIC window and in the I-NAV window:
If only the selected transponder fails:
• RA symbol: at 3 o'clock, 2 NM, relative altitude + 200 ft above,
− When transponder ATC 1 in use fails, the CAS message COM: XPDR 1 FAIL is displayed. The TCAS switches to
• TA symbol: at 9 o'clock, 2 NM, relative altitude - 200 ft below, climbing,
standby, is displayed (status in HSI, I-NAV window).
• Proximate traffic symbol: at 3.6 NM, relative altitude +1,000 ft above,
− When transponder ATC 2 in use fails, the CAS message COM: XPDR 2 FAIL is displayed. The TCAS switches to
• Other traffic symbol: at 3.6 NM, relative altitude +1,000 ft above. standby, is displayed (status in HSI, I-NAV window).
− RA guidance is displayed in the ADI (Attitude display and Vertical Speed), and at the bottom of the HSI window.
If no altitude information is provided, for example due to ADS failure, the TCAS switches to standby, is displayed.
After eight seconds and if the test is successful, a “TCAS TEST PASS” voice aural is announced. If the test fails, a “TCAS
TEST FAIL” voice aural is announced, and the AVC: TCAS FAIL message is displayed.

Short Test Initiated by the TCAS Transceiver Front Panel Button

This test can be initiated on the ground. To initiate the short test, depress the “PUSH TO TEST” button on the TCAS
transceiver (103NP) front panel.

By momentarily pushing the TEST switch on the front panel of the TCAS Computer Unit, maintenance personnel can
display fault data for the current and preceding flight legs. When TEST is initially activated, all annunciators (pass/fail
lamps on front of unit) are ON for a 3-second lamp test, and then current fault data is displayed for 10 seconds. If no
further activations of the TEST switch are made, the LRU display cycle is terminated at the end of the 10-second fault
display period, and all annunciators are extinguished. During this period a short is initiated and the result is given by the
TCAS PASS or TCAS FAIL lamps.

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 Developed for Training Purposes Falcon 7X

Figure 132
RA Descent

Figure 131 Figure 133

TCAS Layer RA Climb
 Legend
136J/P LH/RH WIRING CUT-OFF CONNECTOR
134J/P LH/RH WIRING CUT-OFF CONNECTOR
121J/P LH ASCB/LH BASIC CUT-OFF CONNECTOR
81J/P LH FR1 BASIC ELEC CUT-OFF CONNECTOR
77J/P LH FR1 BASIC ELEC CUT-OFF CONNECTOR
303NP LOWER TCAS ANTENNA
203NP UPPER TCAS ANTENNA
103NP TCAS TRANSCEIVER
1201NZ NIM 2 MODULE
1101NZ NIM1 MODULE
4401FY GENERIC I/O 4 MODULE
4301FY GENERIC I/O 3 MODULE
4101FY GENERIC I/O 1 MODULE
3201FY CONTROL I/O 2 MODULE
3101FY CONTROL/VIDEO I/O 1 MODULE
L1000PM LH FRONT SPDB

Figure 134
TCAS System

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 Developed for Training Purposes Falcon 7X

INDEPENDENT POSITION DETERMINING COMPONENT CHART

L101FP LH MKB 103NP TCAS Transceiver 301NP Radar Altimeter System 1 Configuration Module
Location: COCKPIT, PYLON (224) Location: F12-20, UNDER CABIN FLOOR, LH (131) Location: F14-20, UNDER BODY FAIRING, LH (133)
Access: Passenger Door (PAX) Access: Cabin Floor (131BZ) Access: IRS Fairing (133BL)
References: References: References:
Description: SDS 34-41-00 Description: SDS 34-44-00 Description: SDS 34-42-00
Wiring Diagram: WD 34-23-30, WD 34-23-40 Wiring Diagram: WD 34-45-00 Wiring Diagram: WD 34-41-10
Removal/Installation: TASK 31-60-09-900-801 Removal/Installation: TASK 34-44-01-900-801 Removal/Installation: TASK 34-42-05-900-801

R101FP RH MKB 111NP "RADIO ALT 1" SSPC 303NP Lower TCAS Antenna
Location: COCKPIT, PYLON (224) Location: LH Rear SPDB (L2000PM) Location: F26-27, FUEL EQUIPMENT BAY (151)
Access: Passenger Door (PAX) Access: Frame 40 Middle Lining (271OZ) Access: Not Applicable
References: References: References:
Description: SDS 34-41-00 Description: It prevents damage to the power-supply line of the Rad Description: SDS 34-44-00
Wiring Diagram: WD 34-23-30, WD 34-23-40 Altimeter Receiver/Transmitter 1 (101NP). Wiring Diagram: WD 34-45-00
Removal/Installation: TASK 31-60-09-900-801 Wiring Diagram: WD 34-41-10 Removal/Installation: TASK 34-44-05-900-801
Removal/Installation: TASK 24-62-21-900-801
101FW EGPWS 1 Module 712NP "LSS" Circuit Breaker
Location: MAU 1 Chassis (101FY) 112NP "WEATHER RADAR" Circuit Breaker Location: RH Front SPDB (R1000PM)
Access: Cabin Floor (121FZ) Location: LH Front SPDB (L1000PM) Access: Cockpit Lateral Lining No.5 (222XZ)
References: Access: Cockpit Lateral Lining No.5 (221XZ) References:
Description: SDS 34-45-00 References: Description: It prevents damage to the power-supply line of the
Wiring Diagram: WD 34-23-50 Description: It prevents damage to the power-supply line of Lightning Sensor Processor (2103NP).
Removal/Installation: TASK 34-45-01-900-801 the Weather Radar (102NP). Wiring Diagram: WD 34-49-00
Wiring Diagram: WD 34-42-00 Removal/Installation: TASK 24-62-21-900-801
7101FW EGPWS 2 Module Removal/Installation: TASK 24-62-21-900-801
Location: MAU 2 Chassis (201FY) 1101NP Radar Altimeter Receiver/Transmitter 2
Access: Nose Cone (210) 113NP "TCAS" Circuit Breaker Location: F14-20, UNDER BODY FAIRING, LH (133)
References: Location: LH Front SPDB (L1000PM) Access: IRS Fairing (133BL)
Description: SDS 34-45-00 Access: Cockpit Lateral Lining No.5 (221XZ) References:
Wiring Diagram: WD 34–23–51 (Refer to the References: Description: SDS 34-42-00
Supplemental Wiring Diagram Manual (SWDM)) Description: It prevents damage to the power-supply line of Wiring Diagram: WD 34-41-10
Removal/Installation: TASK 34-45-01-900-801 the TCAS Transceiver (103NP). Removal/Installation: TASK 34-42-01-900-801
Wiring Diagram: WD 34-45-00
101NP Radar Altimeter Receiver/Transmitter 1 Removal/Installation: TASK 24-62-21-900-801 1102NP Weather Radar Flat Plate
Location: F14-20, UNDER BODY FAIRING, LH (133) Location: NOSE CONE (210)
Access: IRS Fairing (133BL) 203NP Upper TCAS Antenna Access: Nose Cone (210)
References: Location: F12-30, OVER CABIN FLOOR, LH (251) References:
Description: SDS 34-42-00 Access: Not Applicable Description: SDS 34-41-00
Wiring Diagram: WD 34-41-10 References: Wiring Diagram: WD 34-42-00
Removal/Installation: TASK 34-42-01-900-801 Description: SDS 34-44-00 Removal/Installation: TASK 34-41-05-900-801
Wiring Diagram: WD 34-45-00
102NP Weather Radar Removal/Installation: TASK 34-44-05-900-801 1301NP Radar Altimeter System 2 Configuration Module
Location: NOSE CONE (210) Location: F14-20, UNDER BODY FAIRING, LH (133)
Access: Nose Cone (210) 211NP "RADIO ALT 2" Circuit Breaker Access: IRS Fairing (133BL)
References: Location: RH Front SPDB (R1000PM) References:
Description: SDS 34-41-00 Access: Cockpit Lateral Lining No.5 (222XZ) Description: SDS 34-42-00
Wiring Diagram: WD 34-42-00 References: Wiring Diagram: WD 34-41-10
Removal/Installation: TASK 34-41-01-900-801 Description: It prevents damage to the power-supply line of the Removal/Installation: TASK 34-42-05-900-801
Radar Altimeter Receiver/Transmitter 2 (1101NP).
Wiring Diagram: WD 34-41-10
Removal/Installation: TASK 24-62-21-900-801
2103NP Lightning Sensor Processor NOTES:
Location: NOSE CONE (210)
Access: Nose Cone (210)
References:
Description: SDS 34-43-00
Wiring Diagram: WD 34-49-00
Removal/Installation: TASK 34-43-01-900-801

2201NP Radar Altimeter 1 Transmitter Antenna

Location: F20-26, UNDER BODY FAIRING (147)
Access: Not Applicable
References:
Description: SDS 34-42-00
Wiring Diagram: WD 34-41-10
Removal/Installation: TASK 34-42-09-900-801

2203NP LSS Antenna

Location: F27-33, UNDER BODY FAIRING (167)
Access: Not Applicable
References:
Description: SDS 34-43-00
Wiring Diagram: WD 34-49-00
Removal/Installation: TASK 34-43-09-900-801

2301NP Radar Altimeter 1 Receiver Antenna

Location: F20-26, UNDER BODY FAIRING (147)
Access: Not Applicable
References:
Description: SDS 34-42-00
Wiring Diagram: WD 34-41-10
Removal/Installation: TASK 34-42-09-900-801

2401NP Radar Altimeter 2 Transmitter Antenna

Location: F20-26, UNDER BODY FAIRING (147)
Access: Not Applicable
References:
Description: SDS 34-42-00
Wiring Diagram: WD 34-41-10
Removal/Installation: TASK 34-42-09-900-801

2501NP Radar Altimeter 2 Receiver Antenna

Location: F20-26, UNDER BODY FAIRING (147)
Access: Not Applicable
References:
Description: SDS 34-42-00
Wiring Diagram: WD 34-41-10
Removal/Installation: TASK 34-42-09-900-801

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 Developed for Training Purposes Falcon 7X

Figure 135
Attitude and Heading System Overview
 ATTITUDE AND HEADING NOTES:

Overview
The attitude and heading system uses magnetic or inertial forces to measure and give the attitude and direction of the
aircraft. The attitude and heading system has the subsystems that follow:
− Inertial Reference System (IRS)
− Air Data Attitude and Heading Reference System (ADAHRS)
− Electronic Stand-By Indicator System

IRS
The aircraft uses three inertial reference units (IRU) (102NH/202NH/302NH). The IRUs calculate and supply the various
flight parameters (such as attitude and heading) to the systems that follow:
− Autopilot
− Heads Up Display (HUD)
− Satellite Communication (SATCOM)
− Weather Radar (WXR)
− Flight display and management systems

ADAHRS
The ADAHRS supplies attitude, heading, and acceleration data through the Aeronautical Radio, Inc. (ARINC) 429 bus to
the electronic stand-by indicator (501FD) and the Fly By Wire (FBW) module (9510CK).

Electronic Stand-By Indicator System

The aircraft uses the electronic stand-by indicator (501FD) as a standby flight display. If the Primary Display Units (PDU)
(L101FD/R101FD) has a failure, the electronic stand-by indicator system supplies the flightcrew with a display of the data
that is necessary to keep the aircraft safe. This includes the data that follows:
− Attitude
− Direction
− Airspeed
− Altitude

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 Developed for Training Purposes Falcon 7X

ATTITUDE AND HEADING COMPONENT CHART

501FD Electronic Stand-By Indicator 1121J IRS 1 Maintenance Data Loading Connector 212NH "IRS 2" Circuit Breaker
Location: F1-8, OVER COCKPIT FLOOR, LH (221) LH Forward Maintenance Data Loading Panel Location: RH Front SPDB (R1000PM)
Location:
Access: Passenger Door (PAX) (L9500TP) Access: Cockpit Lateral Lining No.5 (222XZ)
References: Access: Cockpit Lateral Lining No.5 (221XZ) References:
Description: SDS 34-23-00. References: Description: It prevents damage to the power-supply line (right
Wiring Diagram: WD 34-21-00 Description: Use this connector to do maintenance data circuits) of the IRU 2 (202NH).
Removal/Installation: TASK 34-23-01-900-801. loading on the IRU 1 (102NH). Wiring Diagram: WD 34-40-00
Wiring Diagram: WD 45-32-00. Removal/Installation: TASK 24-62-21-900-801.
511FD "ST BY INSTR" Circuit Breaker Removal/Installation: Not documented 302NH IRU 3
Location: RH Front SPDB (R1000PM) Location: F19-20, IRS BAY (135)
1123J IRS 3 Maintenance Data Loading Connector
Access: Cockpit Lateral Lining No.5 (222XZ) Access: IRS Access Door (131AB)
LH Forward Maintenance Data Loading Panel
References: Location: References:
(L9500TP)
Description: It prevents damage to the power-supply line (right Access: Cockpit Lateral Lining No.5 (221XZ) Description: SDS 34-21-00.
circuits) of the Electronic Stand-By Indicator (501FD). Wiring Diagram: WD 34-29-20, WD 34-40-00
References:
Wiring Diagram: WD 34-21-00 Removal/Installation: TASK 34-21-01-900-801.
Description: Use this connector to do maintenance data
Removal/Installation: TASK 24-62-21-900-801. loading on the IRU 3 (302NH).
Wiring Diagram: WD 45-32-00. 312NH "IRS 3" Circuit Breaker
201FE RH Lower Air Data Smart Probe
Removal/Installation: Not documented Location: RH Front SPDB (R1000PM)
Location: F1-8, UNDER COCKPIT FLOOR, RH (114)
Access: Cockpit Lateral Lining No.5 (222XZ)
Access: Passenger Door (PAX) 102NH IRU 1 References:
References: Location: F19-20, IRS BAY (135) Description: It prevents damage to the power-supply line
Description: SDS 34-23-00. Access: IRS Access Door (131AB) (right circuits) of the IRU 3 (302NH).
Wiring Diagram: WD 34-11-00 References: Wiring Diagram: WD 34-40-00
Removal/Installation: TASK 34-10-05-900-801. Description: SDS 34-21-00. Removal/Installation: TASK 24-62-21-900-801.
Wiring Diagram: WD 34-29-20, WD 34-40-00
301FE LH Lower Air Data Smart Probe
Removal/Installation: TASK 34-21-01-900-801. 1102NH IRS 1 Configuration Module
Location: F1-8, UNDER COCKPIT FLOOR, LH (113)
Access: Passenger Door (PAX) Location: F19-20, IRS BAY (135)
112NH "IRS 1" Circuit Breaker
References: Access: IRS Access Door (131AB)
Location: LH Front SPDB (L1000PM)
Description: SDS 34-23-00. References:
Access: Cockpit Lateral Lining No.5 (221XZ)
Wiring Diagram: WD 34-11-00 Description: SDS 34-21-00.
References:
Removal/Installation: TASK 34-10-05-900-801. Wiring Diagram: WD 34-40-00
Description: It prevents damage to the power-supply line
(left circuits) of the IRU 1 (102NH). Removal/Installation: TASK 34-21-09-900-801.
301FP Reversion Controller Wiring Diagram: WD 34-40-00
Location: COCKPIT, PYLON (224) Removal/Installation: TASK 24-62-21-900-801. 1202NH IRS 2 Configuration Module
Access: Passenger Door (PAX) Location: F19-20, IRS BAY (135)
References: 202NH IRU 2 Access: IRS Access Door (131AB)
Description: SDS 34-21-00. Location: F19-20, IRS BAY (135) References:
Wiring Diagram: WD 34-21-40 Access: IRS Access Door (131AB) Description: SDS 34-21-00.
Removal/Installation: TASK 31-60-21-900-801. References: Wiring Diagram: WD 34-40-00
Description: SDS 34-20-00. Removal/Installation: TASK 34-21-09-900-801.
1120J IRS 2 Maintenance Data Loading Connector Wiring Diagram: WD 34-29-20, WD 34-40-00
RH Forward Maintenance Data Loading Panel Removal/Installation: TASK 34-21-01-900-801.
Location: 1302NH IRS 3 Configuration Module
(R9500TP)
Access: Cockpit Lateral Lining No.6 (222YZ) Location: F19-20, IRS BAY (135)
References: Access: IRS Access Door (131AB)
Description: Use this connector to do maintenance data References:
loading on the IRU 2 (202NH). Description: SDS 34-21-00.
Wiring Diagram: WD 45-32-00. Wiring Diagram: WD 34-40-00
Removal/Installation: Not documented Removal/Installation: TASK 34-21-09-900-801.
1702NH IRU 1 Mounting Tray 2302NH ADAHRS Configuration 1 Module
Location: F19-20, IRS BAY (135) Location: F8-12, UNDER CABIN FLOOR, LH (121)
Access: IRS Access Door (131AB) Access: Cabin Floor (121FZ)
References: References:
Description: SDS 34-21-00. Description: SDS 34-22-00.
Wiring Diagram: None Wiring Diagram: WD 34-22-80
Removal/Installation: TASK 34-21-05-900-801. Removal/Installation: TASK 34-22-09-900-801.
1802NH IRU 2 Mounting Tray
2402NH ADAHRS Configuration 2 Module
Location: F19-20, IRS BAY (135)
Location: F8-12, UNDER CABIN FLOOR, LH (121)
Access: IRS Access Door (131AB)
Access: Cabin Floor (121FZ)
References:
References:
Description: SDS 34-21-00.
Description: SDS 34-22-00.
Wiring Diagram: None
Wiring Diagram: WD 34-22-80
Removal/Installation: TASK 34-21-05-900-801.
Removal/Installation: TASK 34-22-09-900-801.
1902NH IRU 3 Mounting Tray 3102NH Magnetometer
Location: F19-20, IRS BAY (135) Location: F19-20, IRS BAY (135)
Access: IRS Access Door (131AB) Access: IRS Fairing (133BL)
References: References:
Description: SDS 34-21-00. Description: SDS 34-22-00, .SDS 34-23-00
Wiring Diagram: None Wiring Diagram: WD 34-22-80
Removal/Installation: TASK 34-21-05-900-801. Removal/Installation: TASK 34-22-13-900-801.

2102NH ADAHRS Unit 3112NH "MAGNETOMETER" Circuit Breaker

Location: F8-12, UNDER CABIN FLOOR, LH (121) Location: RH Front SPDB (R1000PM)
Access: Cabin Floor (121FZ) Access: Cockpit Lateral Lining No.5 (222XZ)
References: References:
Description: SDS 34-22-00. Description: It prevents damage to the power-supply line (right
Wiring Diagram: WD 34-21-00, WD 34-22-80, WD 34-40-00 circuits) of the Magnetometer (3102NH).
Removal/Installation: TASK 34-22-01-900-801. Wiring Diagram: WD 34-22-80
Removal/Installation: TASK 24-62-21-900-801.
2112NH "AHRS 2" Circuit Breaker 103NR VIDL-G Module 1
Location: RH Front SPDB (R1000PM) Location: F8-12, UNDER CABIN FLOOR, RH (122)
Access: Cockpit Lateral Lining No.5 (222XZ) Access: Cabin Floor (121FZ)
References: References:
Description: It prevents damage to the power-supply line (right
Description: SDS 34-23-00.
circuits) of the ADAHRS Unit (2102NH).
Wiring Diagram: WD 34-40-00
Wiring Diagram: WD 34-22-80
Removal/Installation: TASK 34-51-01-900-801.
Removal/Installation: TASK 24-62-21-900-801.

2202NH ADAHRS Unit Mounting Tray

Location: F8-12, UNDER CABIN FLOOR, LH (121)
Access: Cabin Floor (121FZ)
References:
Description: SDS 34-22-00.
Wiring Diagram: None
Removal/Installation: TASK 34-22-05-900-801.

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 Developed for Training Purposes Falcon 7X

IRS 1 and 3 with Configuration Modules

IRU Bay

IRS 2 with Configuration Module

 INERTIAL REFERENCE SYSTEM
Overview
Three Inertial Reference Systems (IRS) are installed in the aircraft. Each IRS is a three-axis inertial sensor system. Each
IRS uses sensor data to calculate aircraft attitude, true and magnetic heading, angular and linear accelerations, and
velocity.

The IRS supplies Inertial Reference (IR) data to the systems that follow:
− Flight Management System (FMS)
− Automatic Flight Control System (AFCS)
− Heads Up Display (HUD)
− Satellite Communication (SATCOM)
− Weather Radar (WXR)
− Flight Data Recorder (FDR) system

The IRS also supplies the data that follows:

− Groundspeed
− Position and track
− Wind speed and direction
− Attitude data

This data shows on each Primary Display Unit (PDU) (L101FD) / (R101FD).continuously calculates and outputs body
frame, local level frame, and earth frame parameters.

Components
IRU 1 (102NH) / IRU 2 (202NH) / IRU 3 (302NH)
Each IRU contains three ring-laser gyros and three force-rebalance accelerometers to measure the inertial movement of
the aircraft. These internal sensors, along with high-speed microprocessors, let the IRU keep a stable platform
mathematically, rather than mechanically. The ring-laser gyros measure angular rates around the longitudinal, lateral, and
vertical axes (pitch, roll, and yaw). The force-rebalance accelerometers measure linear acceleration along the same three
axes. The IRU uses this data to calculate the attitude and true heading data, present position, inertial velocity vectors,
angular rates, and linear accelerations.

IRS 1 Configuration Module (1102NH) / IRS 2 Configuration Module (1202NH) / IRS 3 Configuration Module
(1302NH)
The IRS configuration module is a self-contained Non Volatile Memory (NVM) device that is installed externally from the
IRU. The configuration module keeps program pin discrete data, mount misalignment Euler angles, aircraft type and serial
number, and configuration-specific option selections (the position of the IRS and the alignment error between the IRU
mounting tray and the aircraft reference axes).

In order to verify the integrity of the data stored in the APM, a CRC is stored along with the configuration data and tray
calibration data calculated on the contents of the APM. The Micro IRU verifies the CRC of the contents of the APM prior to
utilizing the data read from the device. Failure of the CRC check is a “critical fault”. At power-up, the IRU reads its
configuration file in order to suppress alignment error of the IRU mounting tray. Thus, no accurate adjusting of the
mounting tray is required for its installation on the aircraft.

Figure 136
Inertial Reference System

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 Developed for Training Purposes Falcon 7X

Figure 137 Figure 138

IRU 1 Interface Block Diagram IRU 2 Interface Block Diagram (A/C 1-71)
 INERTIAL REFERENCE SYSTEM (CONTINUED)

Operation
The ADS calculates the altitude, altitude rate, and True Airspeed (TAS) parameters and sends this data to the generic I/O
module in each MAU. The generic I/O module sends this data to each IRU through a high-speed ARINC 429 general-
purpose bus. The IRU uses these air data parameters to calculate the Vertical Speed (VS) and wind data parameters.
The IRU receives the input data that follows:
− FMS synchronization data for the IR function
− GPS initialization data for the global positioning function
− Read/write data (aircraft serial number, alignment parameters, and performance parameters) from a Serial Peripheral
Interface (SPI) to its configuration module

The generic I/O module sends FMS and GPS initialization data to the IRU through high-speed ARINC 429 general-
purpose buses. If more than one source supplies data at the same time, the IRU accepts the data in the sequence that
follows:
− FMS 1
− FMS 2
− FMS 3
− GPS 1
− GPS 2

The GPS function in VIDL/G module (103NR)/(203NR) in each Modular Radio Cabinet (MRC) supplies a Universal Time
Coordinate (UTC) for the IRU. The VIDL/G module sends the UTC to the Network Interface Module (NIM). The NIM sends
the UTC on an RS-422 data bus to each IRU. The IRU uses the UTC data as a maintenance aid. The IRU transmits IR
and hybrid global positioning data on high-speed ARINC 429 data buses to each generic I/O module. The generic I/O
module sends this data on the backplane to the FMS and the Enhanced Ground Proximity Warning System (EGPWS).
The generic I/O module sends this data on the backplane to the Network Interface Controller (NIC) module. The NIC
module sends the data on the Avionics Standard Communication Bus, Version D (ASCB-D) digital bus to the other
avionics systems that use IR data.

The IRU sends IR data on high-speed ARINC 429 data buses to the systems that follow:
− Fly-By-Wire (FBW) System
− Weather Radar
− Heads-Up Display (HUD) System
− Satellite Communication (SATCOM) System

Figure 139
IRU 2 Interface Block Diagram (A/C 72-999)

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 Developed for Training Purposes Falcon 7X

Figure 140
Reversion Panel

Figure 141 Figure 142

IRS Reversion from LH Station IRU 3 Interface Block Diagram
 INERTIAL REFERENCE SYSTEM (CONTINUED)
Operation (Continued)
Reversion Controller
The reversion controller (301FP) supplies reversion control for the IRS. The “Reversion Controller Controls” table shows
the function of each button or control.

Control Function
LH "IRS" button Push the LH “IRS” button to revert to the next IRS on the pilot side.
RH "IRS" button Push the RH “IRS” button to revert to the next IRS on the copilot side.

Figure 143
IRS Reversion Configurations

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 Developed for Training Purposes Falcon 7X

Figure 144 Figure 145

Navigation Tab IRS Selection
 INERTIAL REFERENCE SYSTEM (CONTINUED)
Operation (Continued)
Sensors Window
The Sensors window shows in the lower 1/6th display area of each PDU below the ENG-CAS window. The Sensors
window has display pages that let you monitor the performance of the IRS.

Navigation Page Controls

The Sensors window has two tab selections: "Navigation" and "WX/LSS/TAWS". The "Navigation" tab is the default
selection. The "Navigation" page shows the sensor selections that are available for the navigation sensors.

Control Function
"Summary" button Make a selection of the "Summary" button to show the "Summary" page.
"IRS" button Make a selection of the "IRS" button to show the IRS page.

Summary Page
The Summary page shows the related position data from all sensors compared to the currently calculated aircraft position.
The current aircraft position calculated by the Flight management System (FMS) shows in green.

Check boxes let you show the related position data for each position sensor. When a check box is checked, the related
position data shows. When a check box is not checked, then the related position data does not show. Make the selection
of the “IRS” check box to show the IRS positions on the “Summary” page.

IRS Page
The IRS page shows the data that relates to each IRS. The “IRS1” is the default selection when the IRS is in the
navigation mode. If a data parameter is not available, the data field shows amber dashes.

Control Function
Figure 146
"IRS" Button Make a selection from the IRS drop-down menu list to show the related IRS data for an IRS.
PDU Navigation Tab – Summary Page
“Mode” Field The mode field shows the current mode of operation for the IRS.
"Time To Nav" Field The "Time to Nav" parameter shows in this field if the IRS mode changes to the Align mode.
The “Position” field shows the current latitude and longitude position of the aircraft calculated
"Position" Field
by the IRS.
"Miles From FMS X Most of the data shown on the “IRS” page comes from the IRS. But, the FMS calculates the
Position" Field and data shown in these two fields.
"Drift Rate" Field
Use this field to set a magnetic heading for the IRS if the IRS mode changes to Attitude and
a heading input is necessary. An entry in this field lets the FMS supply an output of the set
heading to the IRS.
"Set Mag Heading" A cyan icon shows in the field adjacent to the heading readout. This icon lets you use the
Field data set knob on the CCD to adjust the heading input.
Use the inner data set knob on the CCD to change the magnetic heading value in increments
of 1°. Use the outer data set knob on the CCD to change the magnetic heading value in
increments of 10°. If you record a "0", the magnetic heading shows as "360".

Figure 147
IRS Modes

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21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 148
Figure 149
IRS Mode Control Diagram
APM Connection Diagram
 INTERNAL REFERENCE SYSTEM (CONTINUED)
Operation (Continued) IR Power-Up Mode
Inertial Reference Unit (IRU) When the IR power-up mode starts, the IRU does a warm start or a normal operation power-up after it senses how long
power has not been applied. In the IR power-up mode, the IRU operates its power-up Built-In Test (BIT).
The Inertial Reference Unit (IRU) is the primary component in each IRS. The IRU has the two functions that follow:
− IR Function
The IRU also examines the configuration data contained in the Nonvolatile Memory (NVM) to find if the configuration
− Global Positioning System (GPS) Function
module interface is available. The IRU stays in the IR power-up mode for less than 5 s during normal operation power-up,
and less than 1 second during a warm start power-up. The IRU goes into the IR power-up mode when one of the
IR Function conditions that follow occurs:
System initialization data is necessary for correct operation of the IRU. This system initialization data contains position − The power to the IRU goes through a cycle
data such as latitude and longitude. Accurate position data is necessary for the IRU to go into the NAV mode from the − The IRU receives an IRU reset command
align mode.
− The IR OFF discrete inputs go from off to on

The IR function in the IRU receives the system initialization data (latitude, longitude, and heading) from the FMS and the
After the IR power-up mode completes, the IRU goes into the IR stationary alignment and IR reversionary attitude modes
GPS. The IR function uses the air data from the Air Data System (ADS) and the autonomous data from the GPS to
at the same time. The IR stationary alignment mode, IR AIM mode, and IR automatic realignment mode are the alignment
calculate the IR output parameters for other avionics systems continuously. The "IR Output Parameters" table shows
modes. The IR reversionary attitude mode and IR AIM attitude mode are the attitude modes.
these parameters.

Output Parameter The IRU also has an erect attitude submode. For a normal operation power-up, the IRU goes into the erect attitude
Body Frame Longitudinal, lateral, and normal accelerations submode. For a warm start power-up, the IRU bypasses the erect attitude submode and goes into the reversionary
attitude mode.
Pitch, roll, and yaw rates
Local Level Pitch and roll angles IR Stationary Alignment Mode
Frame The Stationary Alignment mode is the primary method of alignment. This mode is recorded when the aircraft is on the
Pitch and roll attitude rates
ground with no motion and an IRU warm start, reset, or cold start occurs.
Flightpath Angle (FPA) and flightpath acceleration
Platform heading The time necessary to complete a Stationary Alignment varies with latitude, and can take from 5 mn to 17 mn. The IRU
Earth Frame Latitude and longitude can do stationary alignments at latitudes up to ±78.25°. The alignment may fail if the IRU senses too much aircraft motion
during the initialization process, or if the IRU does not receive an initialization position. The pilot can record a position on
N-S velocity, E-W velocity, and groundspeed the position initialization page or the VOR - ILS - Datalink / GPS (VIDL/G) can supply one. The Aeronautical Radio, Inc.
Inertial altitude (ARINC) 429 from the VIDL/G or the Modular Avionics Unit (MAU) general purpose bus supplies the position data to the
IRU.
True and magnetic heading
Track angle true and track angle magnetic If the IRU senses too much motion, the IRU starts the alignment process again when the aircraft motion stops. The
position initial data is necessary for the IRU to stop the alignment process. A CAS message shows if this data is not
Track angle rate
received.
Windspeed and wind direction true
Drift angle IR AIM Mode
The AIM mode starts the IRS when the aircraft is in the air to recover full IRU navigation capability. This mode is set if a
Along track and cross-heading accelerations
power loss occurs when the aircraft is in the air.
Along heading and cross-heading accelerations
Latitude and aircraft motion have an effect on the time necessary to complete the AIM mode. Typically, the time period to
The IR function has the eight IR modes of operation that follow. complete Align In Motion is between 15 min and 30 min. The flight conditions that follow have an effect on the time that is
necessary for the AIM mode alignment to complete:
− A change in heading does not occur during alignment
− There are no changes in acceleration during alignment
− An east to west flight trajectory causes the IRU rotational rates in inertial space to equal nearly zero

Valid data from the GPS is necessary for the AIM mode. If the AIM mode does not complete satisfactorily, the micro IRU
stays in the attitude mode (attitude data is available, positional data is not available).

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21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 150 Figure 151

IRU Mode Control Diagram Magnetic Variation Northern and Southern Latitude Cutouts
 INTERNAL REFERENCE SYSTEM (CONTINUED)
Operation (Continued) This mode uses an initial set heading entry for valid output of magnetic heading to supply the platform heading. The
Reversionary mode operates independently of GPS measurements. This mode completes in 4 mn to 10 mn.
IR Automatic Realignment Mode
The Auto Realign mode is done with the Navigation mode when the aircraft is not in motion to keep optimal performance.
The three Auto Realign submodes are as follows: IR Align in Motion Attitude Mode
− Extended Auto Realign From the start of the Reversionary Attitude mode, the IRU does continuous tests for the AIM mode entry conditions. If the
conditions occur, the IRU does not go through the Stationary Alignment mode, but goes to the Align In Motion mode,
− Pre Flight Auto Realign
which operates with the AIM Attitude mode. This mode supplies much better attitude and heading performance. The GPS-
− Post Flight Auto Realign based AIM attitudes are continuously compared with the reversionary mode attitudes to make sure of the integrity of the
IRU attitudes. If the IRU senses a miscompare, the IRU automatically goes back to the Reversionary Attitude mode.
The Extended or Pre Flight Auto Realign mode keeps the best IRS attitude and navigation performance when the aircraft
is not in motion before a flight. When the system is in the Extended or Pre Flight Auto Realign mode, the Time in IR End-of-Flight Mode
Navigation stays constant and does not increase.
This mode is done with the Navigation mode, Reversionary Attitude mode, or AIM Attitude mode. The IRU automatically
goes into this mode after a flight when the aircraft has not had motion for 5 s.
The IRS goes into the Post Flight Auto Realign mode after a flight when the aircraft has not had motion for 7.5 mn to 15
mn. The GPS position is used to automatically reinitialize the micro IRU position if the GPS position if available and valid.
The End of Flight mode keeps navigation performance records, autocal data, and other miscellaneous data after each
This mode is equivalent to a Stationary Alignment mode, and a Post Flight Auto Realign mode sets the Time in Navigation
flight. Important IRU repair data is kept in NVM at the end of the flight. The functions of the End of Flight mode are done
to zero.
when the IRU is in the Navigation or Attitude mode.

The Auto Realign mode automatically aligns the micro IRU again between flights. The Auto Realign mode is done with the
The IRS does the functions of the End of Flight mode in less than 5 s. Power can be removed from the unit at any time
Navigation mode.
without risk of record corruption.

IR NAV Mode
When the IRS goes into the Navigation mode, it stays in this mode until the IRS goes off. To go back into the Attitude
mode, the IRS must go through the Power-up mode. The IRS can stay in the Navigation mode for up to 18 h. The Time in
Navigation shows on the IRU Status Page.

The IRU outputs do not show an unexpected discontinuity when the aircraft operates in the Polar Regions or goes across
the equators, 0.0 degrees longitude, or E-W 180.0 degrees longitude.

If the pitch angle is more than 85 degrees nose up or 85 degrees nose down, the IRU keeps the roll and heading outputs
at the value calculated last and sets the roll attitude rate to zero.

During the Navigation mode, the IRU algebraically adds the calculated magnetic variation from a magnetic variation
topographical map to true heading and true track to supply the magnetic heading and track angle magnetic. The IRU does
not calculate the magnetic heading and magnetic track angle at latitudes below 82 degrees latitude South, above 82
degrees latitude North, and within both the north and south magnetic polar cutout regions fig. 13.

IR Attitude Mode
The Attitude mode is used to get pitch and roll attitudes quickly after the Power-up mode completes. The Attitude mode
operates at the same time as the Alignment modes (either Stationary Alignment or AIM). The Attitude mode has the two
submodes that follow:
− Reversionary Attitude Mode
− Align in Motion Attitude Mode

IR Reversionary Attitude Mode

After a normal operation power-up, the IRU goes into the Erect Attitude submode and then goes into the Reversionary
Attitude mode. After a warm start power-up, the IRU does not go through the Erect Attitude Submode, but goes into the
Reversionary Attitude mode. This mode operates with the Stationary Alignment mode.

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21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
Developed for Training Purposes Falcon 7X

Figure 152
IRU Mode Control Diagram
 INTERNAL REFERENCE SYSTEM (CONTINUED)
Operation (Continued) The IRU also does a test of the mark signals from the primary and secondary GPS input channels. The IRU makes sure
that the signal and its multiplexer function operate correctly. The IRU makes sure that the two GPS input channels are
GPS Function
satisfactory and uses one of the channels as the primary source for satellite measurement, autonomous, predictive-
The GPS function uses IR hardware components to receive GPS data from the VIDL/G module (103NR)/(203NR). The receiver autonomous-integrity monitor, and status data for use in the hybrid kalman filter calculations.
GPS function receives one time-mark signal for each GPS receiver. The GPS function also receives GPS satellite
measurement and autonomous data. The GPS function puts together the receiver GPS autonomous pseudo-range with
the inertial and air data altitude to get the best position, velocity, and attitude performance. The GPS function sullies the Global Positioning Acquisition Mode
output parameters that follow:
The IRU goes into the global positioning acquisition mode when the global positioning initialization mode completes. The
− Hybrid Latitude and Longitude IRU monitors the GPS input channel continuously during the global positioning acquisition mode to make sure that it has a
− Hybrid N-S Velocity, E-W Velocity, and Groundspeed correct input source.
− Hybrid Altitude and Vertical Velocity
− Hybrid True Heading, Track Angle and FPA The IRU collects GPS satellite measurement data, IR data, and air data to meet the conditions necessary to go into the
− Hybrid Horizontal And Vertical Figure Of Merit (FOM) and Integrity Data global positioning NAV mode. During this time, the IRU calculates a hybrid solution continuously. When the IRU collects
sufficient data for the hybrid kalman filter to focus on the hybrid solution the IRU changes to the global positioning NAV
mode. The IRU can also go into the global positioning acquisition mode from the global positioning NAV mode or the
GPS Modes of Operation global positioning altitude aiding/clock coasting mode to start the hybrid kalman filter.
The GPS function has the modes of operation that follow. If two or more global positioning modes operate at the same
time, the IRU gives the order of importance that follows:
The IRU uses only one of the two GPS input channels to receive autonomous, satellite measurement, and status data.
− Global Positioning Power-On Mode The IRU continues to monitor the two channels to make sure that the source of the GPS data is correct. The IRU accepts
− Global Positioning Fault Mode GPS autonomous data to make sure that the channel is correct. The IRU accepts GPS satellite measurement data to get
− Global Positioning Initialization Mode the conditions necessary to go into the global positioning NAV mode.
− Global Positioning Acquisition Mode
− Global Positioning Attitude-Aiding/Clock-Coasting Mode When the IRU collects satellite measurement data, it uses the data to find the number of unique Satellite Vehicle
− Global Positioning NAV Mode Identifiers (SVID) for the satellite blocks. The IRU monitors the special SVIDs until it receives a duplicate SVID. The IRU
resets the number of special satellite blocks to zero when it changes active channels. The IRU resets the number of
special satellite blocks to zero when there is a 1-second delay between satellite measurement blocks.
Global Positioning Power-On Mode
In the global positioning power-on mode, the IRU starts the system and program variables. Other modes cannot be on
during the global positioning power-on mode. The global positioning power-on mode continues for less than 30 seconds. The IRU accepts the pressure altitude and IR trajectory data that is necessary for the kalman filter. The data must be new.
The IRU goes into the global positioning power-on mode when one of the conditions that follow occurs: If the trajectory data is not new but the IR section is in the global positioning NAV mode, the IRU sets a critical BIT fault. If
the pressure altitude data is not new, the IRU uses the most recent correct altitude data in the hybrid filter calculations.
− The IRU receives correct power
− The IR off discrete inputs go through an off-state cycle
The IRU changes to the global positioning NAV mode from the global positioning acquisition mode if the conditions that
− The IRU acknowledges an IRS reset command follow occur:
− The system or software starts again − The set GPS channel is correct
− The IRU receives at least four unique satellite measurements
Global Positioning Fault Mode − The IR section of the IRU is in the global positioning NAV mode and sends sufficient data to do the hybrid kalman
The IRU goes into the global positioning fault mode when it finds a GPS critical fault that can have an effect on the filter function
integrity of the GPS digital outputs. The IRU stays in the global positioning fault mode when one of the conditions that − The IR and GPS position difference is less than 32,000 m (104,987 ft) in each horizontal axis
follow occurs:
− The hybrid kalman filter has focus on a hybrid solution
− The power goes through a cycle
− The IR OFF discretes go through an off-state cycle
− The IRU acknowledges an IRS reset command
− A system or software starts again

Global Positioning Initialization Mode

The IRU goes into the global positioning initialization mode from the power-on mode. The IRU stays in the global
positioning initialization mode until it makes sure that an input channel is satisfactory. The IRU does a power-up BIT
during the global positioning initialization mode.

34-77
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
2110JE 2410JE 2510JE 4101FY 4201FY 202NH MICRO IRS2

GND IF PARK BRAKE ON

TX2 µ IRS 2 OUT LO

TX2 µ IRS 2 OUT HI
PRIMARY 28V PWR

GPS1 TIM MRK H

GPS2 TIM MRK H

GPS1 TIM MRK L

GPS2 TIM MRK L

GND IF WOW

H
4401FY

L
H ARIN 429 TX4
DATA OUT

L
L ARIN 429 TX4

MICRO IRS2 LO
SD 32-62-10

IRS3 RX 3H
GPS1 IN LO

IRS3 RX 3L

SHIP SEL

MICRO IRS2 HI
GPS1 IN HI

IRS1 RX H

27-06-00
RX
RX
IRS1 RX L

77-32-20
77-32-10

34-29-20
GPS1 C RX H
DATA IN

RX
RX
PWR 5V

GPS1 C RX L
GPS2 C RX L
GPS2 C RX H
SIGNAL GND
IRS2 RX 1H
1L

BUS
BUS
BUS
BUS
GND
PWR GND

RS232 RX
RS232 TX

CLK
COMMON
PARK

”
BRAKE

GP
GP
GP
GP
CMM
CMM
CMM
CMM
CMM
CMM
ON

R
R
L
L
38

20

16
17

21
37

32

20
21

20
21

20
“

48
4

2
5
4 1 1

CR
48

41
32
42
45
46

14

43
44

38
39

24
23

15
16
51
52
34

53

40

50
55

49
54

30
31
13
1

4
R

R
B

B
21

R
20

/22
/22
341/24

342/22

338/24
340/22
2

6
6

B
B
B

B
R
B

R
B

77-32-10
/22
/22

/22

/22

400

62
R1000PM

61
B
R

A
B 48
2

TO TEST CONNECTOR

77-32-10

77-32-20
30

31
29

49
312NH

324/20

126
R
5/20
IRS 3 J7 7
24-35-00 Bus F1 60/22
DC PWR MONITOR
2

R
R

R
B

B
+28V

/22
2.5A T1 T2

B
R

R
B 28 B
135

17

740
135

135
CR

TV OPTION 11
TV OPTION 13
SATCOM-OPTION 12
27

29
30
SATCOM-OPTION 10
9
CR36
212NH

3
8
9

2
4

1
IRS 2 J7 7

B
R
1202NH
350
Bus F1 44/22
32
148 +28V 2.5A

267
R CONFIG MODULE
79 68
SD 27-06-00 FBW B
145 80
7
R 5
SD 27-06-00 FBW 13 B 70
14
101 R 69
SD 27-06-00 FBW B
102
8 86
147
CR
R R
91 117
B B
90
61 R 81 R 316
1103NR 306 B 82 B
2 692010020
R CR 81
R
B 432 B 35
30 34 CR
R R R R R R
GPS1 TIME MARK HI 25 430 431 33 304 4 319
B B B B B B
GPS1 TIME MARK LO 26 R 32 5
Legend B
R10SP 31 R 433 B 31 305
R
B
6 R
B
317
30 7 SD 34-42-00
R R
1203NR GPS MODULE MAU 1 VID L2 RX HI 7
B
282
B 7

52
85
R 50
B 51
VID L2 RX LO 8 8
1103NR GPS MODULE MAU 2 VID L1 RX HI 5 R 300 CR

357/22KZ
B R 34-45-00 34-45-00
751J BASIC/OPTION CUT-OFF CONNECTOR VID L1 RX LO 6 B
9
10 B B
740J RH OPTION CUT-OFF CONNECTOR 76
R R R
GPS1TX HI 33 167 84 168
328J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR B B B
GPS1TX LO 34 85
R 77
163J/P GPS INTERIM CONNECTOR MRC CONFIG SDI #1 DIN 17

R
B
R R B
DISC COMMON 19 30 301 A12
161J GPS INTERIM CONNECTOR M.A.U CONFIG B B 198 R R
31 75
MAU2 A A B B
148P FBW E4/RH BASIC ELEC ELEC CUT-OFF CONNECTOR 4301FY 161 N12 R B B B B
135

R
B
23-19-00 23-19-00 163 203J5 B 10 399 98
147P FBW E3/LH BASIC ELEC ELEC CUT-OFF CONNECTOR 1
15
R
395
R
398
R
11
R R 99 R
R R R R R B B B
145P FBW E2/LH BASIC ELEC ELEC CUT-OFF CONNECTOR GPS2 RX HI 43
B
163
B
71
B 415 B
15
B
394 16
135 R
80
GPS2 RX LO 44 72 16 163
135J/P LH/RH WIRING CUT-OFF CONNECTOR 1 63
R R R R
81
86 396 A12202J5 B
134J/P LH/RH WIRING CUT-OFF CONNECTOR R10SP CR
692010020 B
87
B B
R R
1201NZ R R R
121J/P LH ASCB / LH BASIC CUT-OFF CONNECTOR 1 B 287 B 35
B L200SP
B B

R
27

B
34 R R
86J/P RH FRI BASIC ELEC CUT-OFF CONNECTOR VID L2 TX HI 29
R
288
R R 284 R
33 R 29 R 435
B N12 B
B B B B B B
85J LH FRI BASIC ELEC CUT-OFF CONNECTOR VID L2 TX LO 30 32
6 28 B 286
R 31 R 30 L200SP

51SATCOM -OPTION
81J/P LH FRI BASIC ELEC CUT-OFF CONNECTOR

R
B
R B B
3 30 R 214 B 13 B R R 34400083 CONFIG MODULE
20

302
219

303
63J/P GPS INTERIM MRC 2 C/O CONN. GPS2 TIME MARK HI 28 R 382 7
B
297 R 14 R B 19 B

1302NH
52TV OPTION
B 8 L1000PM CONFIG MODULE

54IRS1 RX 4
61J GPS INTERIM MRC 2 C/O CONN. GPS2 TIME MARK LO 31 R10SP

B
R

R
B
R
B
1 CR

8
B
R
R R 134

1102NH
2510JE COMPONENT PCB

CR36
112NH
9 B 298 B 9 10

R 38 R
B 39 B
R

R
B

4 B
B
IRS 1 J1

TO TEST CONNECTOR
CR36

CR
10 1 145 134

14
R 15

R 13
12
4

3
7
2410JE COMPONENT PCB

8
9

2
1
CR
161

11
23
22

24
25

18
17
10
6
7

8
9
1
2

3
4

CR
328 Bus E1 27-00-10

CR
163

23
22

24
25

18
17

TO TEST CONNECTOR
6
7

8
9
1
2

3
B
R
31

4
7
8
9
3
1
2
299

B
751
2110JE RELAY PCB

B
2.5A

CR
53

R
B
R
B

B
R

/22
R 135 24-35-00

R
T2

B
427 B

B
388 B
384 82 +28V T1 T1 T2 R

R
R

R
B

/22

77-32-10
2102NH ADAHRS UNIT B

77-32-20
86 B DC PWR MONITOR

B
R
R

B
83 R R
84 390

426

A 77-32-10
425
283

R
B
212
1302NH IRS 3 CONFIGURATION MODULE R 34400053 R R R R B R

159/22
GPS2 HI 44 83 179 59 252 85

322/20
1/22
B B B B B

77-32-20

9/20
77-32-10
1202NH IRS 2 CONFIGURATION MODULE GPS2 LO 95 84 60 CR

323/20
274

276
275
R T2

77-32-10
2 T4

268
R R R

34400059

4/20

57

356
56
37 295 26 290

R 23

24
R 25
124
B B B

4
1102NH IRS 1 CONFIGURATION MODULE

345/20

347/20
B 28

B
R
R

R
R

B
B
B
38

34400082

6/22
MRC2 R R 401

2 /22
/22
20 /22
CR

/22
34-21-00
302NH IRU 3

266
46

34-22-80
34-21-00

B
R
B

R
B

R
B

R
B
R
B

R
B
R
B

R
B
B B

34-22-80

54
77-32-20 23-10-20 77-32-10

26

28
27
47 135 32 33
202NH IRU 2

R
B
B

CR
CR 134

436

35
34

53
48

40
41
32
42
45
46

30
31

49
54

50
55
38
39

43
44
23
24

13
14

15
16
51
52
D

A
C

/22
L200SP

1
R 27 R

/22

4
1101NZ

B
R
R
B
R
R R

54 B
R

49 R

R
B
B

B
102NH IRU 1

R
348

55 B

24 B
121 402 B B
B 96

R 429
3 B

R
B

CMM DATA OUT

97

CMM DATA IN
L200SP

R
1

IRS DATA2 HI
IRS DATA2 LO
2

CR

L
CMM SHIP SEL

GPS2 TIM MRK L

GPS TIM MRK L

H
GPS1 RX L

GPS2 C RX L
SECONDARY PWR

PRIMARY 28V PWR

1201NZ NIM 2 MODULE

RS232 TX

GPS2 TIM MRK H

GPS TIM MRK H

TX2 µ IRS 3 OUT HI

TX2 µ IRS 3 OUT LO
PWR GND
PIN PROG
SDI 3
SDI 1

CMM PWR 5V
CMM GND

CMM CLK

GPS1 RX H

GPS2 C RX H
RS232 RX
COMMON

MICRO IRS3 HI
MICRO IRS3 LO
50

23

40
41
32
42
45
46

13
14

30
31

35

53
48

38
39
43
44

15
16
51
52

L
28

2
R

28 R
30 B
R R

R
R

R
B

B
GPS1 TIME MARK HI

B
28 273 3 385

RX

RX
RX

RX
B B B

33

33
32

38

38
32
1101NZ NIM 1 MODULE GPS1 TIME MARK LO 31 2

CR
4

77-32-20
77-32-10

34-29-20
CMM DATA OUT
CMM DATA IN

GPS1 A RX L
GPS2 A RX HI
GPS2 A RX LO

A 429 TX4 L

GPS1 A RX H

L
A 429 TX4 H
CMM SHIP SEL

GPS2 TIM MRK L

TX1 IRS1 OUT 1L

L
PRIMARY 28V PWR

TX2 µ IRS 1 OUT HI

GPS TIME MRK HI
GPS TIME MRK LO

GPS2 TIM MRK H

RS232 TX

TX2 µ IRS 1 OUT LO

TX1 IRS1 OUT 1H

H
CMM PWR 5V
CMM GND

CMM CLK

PWR GND

SD1 2

RS232 RX

27-06-00
BUS

BUS
BUS

BUS
4401FY GENERIC I/O 4 MODULE R R R

RX
26

RX
33
34

19
25

18

RX

RX
2

7
5
6

8
GPS1 HI 171 5 362

GPS2 H
GPS1 H
GPS1 L

GPS2 L
B
4301FY GENERIC I/O 3 MODULE 23 B B

GPS X LO
GPS X HI
GPS1 LO 6

GP
BUS

BUS

GP
GP

GP
BUS

BUS
3 CR 34-20-20

GPS2 TX LO
GPS2 TM MK HI
GPS2 TM MK LO
VID L2 RX LO

VID L1 RX LO

SD1 # DIN
DISC COMMON
VID L2 RX HI

VID L1 RX HI
4201FY GENERIC I/O 2 MODULE

GPS2 TX HI
1 27-07-00 77-32-10

L
L

L
4101FY GENERIC I/O 1 MODULE

GP

GP
R

GP

GP
VID L1 TX HI 27-06-00 77-32-20
29 289
B 34-22-80 27-07-00
301ME ELT AIRCRAFT IDENTIFICATION MODULE VID L1 TX LO 30

R
L

R
6 27-00-10
R1000PM RH FRONT SPDB MRC 1 302NH MICRO IRS3
WD344000AA40A2
L1000PM LH FRONT SPDB MAU1 2102NH 301ME
1203NR LH-F10 102NH MICRO IRS1

Figure 153 34-78A

Sensors
 INTERNAL REFERENCE SYSTEM (CONTINUED)
Operation (Continued)
Global Positioning Altitude-Aiding / Clock-Coasting Mode
The IRU goes into the global positioning altitude-aiding/clock-coasting mode when the hybrid kalman filter senses less
than four satellites for the current filter update. This mode stays on until the GPS section receives measurements from
four or more unique satellites, or the IR function goes out of the global positioning NAV mode.

Global Positioning NAV Mode

The IRU goes into the global positioning NAV mode after the global positioning acquisition mode completes satisfactorily.

The IRU can also go into the global positioning NAV mode from the global positioning altitude-aiding/clock-coasting mode
when the IRU receives at least four unique satellite measurement blocks. In the global positioning NAV mode, the IRU
supplies hybrid data and status outputs. The IRU uses only one GPS data bus as the active channel to receive
autonomous, satellite measurement, and status data to transmit again and make hybrid kalman filter calculations.

The IRU uses a kalman filter to supply corrected hybrid NAV outputs. The data comes from IR trajectories, GPS satellite
measurements, and ADS pressure altitude inputs. The IRU stays in the global positioning NAV mode if all of the
conditions that follow occur:
− Four or more unique satellites are available (if less than four satellites are used in the hybrid kalman filter update, the
IRU changes to the global positioning altitude-aiding/clock-coasting mode),
− The IR section is in the global positioning NAV mode (if the IR section changes from the global positioning NAV mode
to another mode, the GPS section changes back to the global positioning acquisition mode),
− A GPS critical fault is not found (if a GPS critical fault is found, the IRU goes into the global positioning fault mode).

Power Supply to IRS and AHRS Equipment

IRS 3 is powered through the PMA 2 converter as the primary source. In addition to the primary source, and only when
the park brake is set and airplane grounded, the IRS 3 is also powered by the RH Essential busbar, as a secondary
source. In this way, IRS 3 is powered and can start alignment before engine run-up.

Equipment Power Supply Type Of Protection

IRS 1 LH Essential CB
IRS 2 RH Essential CB
IRS 3 On ground: RH Essential CB
In flight: PMA 2 Fuse inside PMA converter
Magnetometer RH Essential CB
AHRS channel 1 PMA 1 Fuse inside PMA converter
AHRS channel 2 RH Essential CB

Failure Indications on ADI

The FPV flag is triggered when the FPV computations are not available for the corresponding IRS (e.g. during the flight
alignment phase). The ATT flag is triggered when attitude from the on-side IRS is lost.

Figure 154
Failure Indications on ADI

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Parameters Monitoring 34-21 IRS System Status Parameters Monitoring 34-21 IRS System Status Page 1/3
 INTERNAL REFERENCE SYSTEM (CONTINUED)
Operation (Continued) SIGNAL
Integrated Maintenance PARAMETER NAME SHOWN VALUE FROM TO
TYPE
Central Maintenance Computer (CMC) Maintenance Screens "ENTER INITIAL POSITION" 0=False ENUM IRU 1 (102NH) Generic I/O 1
The IRS parameters are shown on the maintenance screens that follow: 1=True Module (4101FY)
34-21 "IRS1 SYSTEM STATUS PAGE 1/3"
"INITIAL POSITION NOT RCVD" 0=False ENUM IRU 1 (102NH) Generic I/O 1
SIGNAL 1=True Module (4101FY)
PARAMETER NAME SHOWN VALUE FROM TO
TYPE
"ALIGNMENT FAULT" 0=False ENUM IRU 1 (102NH) Generic I/O 1
"PITCH ANGLE" -180° to 180° with Float IRU 1 (102NH) Generic I/O 1 1=True Module (4101FY)
accuracy .000687 Module (4101FY)
"EXCESSIVE MOTION" 0=False ENUM IRU 1 (102NH) Generic I/O 1
"ROLL ANGLE" -180° to 180° with Float IRU 1 (102NH) Generic I/O 1 1=True Module (4101FY)
accuracy .000687 Module (4101FY)
"AUTO REALIGNMENT" 0=False ENUM IRU 1 (102NH) generic I/O 1
"MAG HEADING" -180° to 180° with Float IRU 1 (102NH) Generic I/O 1 1=True module (4101FY)
accuracy .000687 Module (4101FY)
"TRUE HEADING" -180° to 180° with Float IRU 1 (102NH) Generic I/O 1
accuracy .000687 Module (4101FY)
"GROUND SPEED" -4096° to 4096° with Float IRU 1 (102NH) Generic I/O 1
accuracy 0.015625 Module (4101FY)
"INERTIAL ALTITUDE" -131072° to 131072° Float IRU 1 (102NH) Generic I/O 1
with accuracy 0.125 Module (4101FY)
"INERTIAL VERTICAL SPEED" -32768° to 32768° with Float IRU 1 (102NH) Generic I/O 1
accuracy 0.125 Module (4101FY)
"LATITUDE" -180° to 180° with Float IRU 1 (102NH) Generic I/O 1
accuracy 0.000172 Module (4101FY)
"LONGITUDE" -180° to 180° with Float IRU 1 (102NH) Generic I/O 1
accuracy 0.000172 Module (4101FY)
"NAVIGATION" 0=False or 1=True ENUM IRU 1 (102NH) Generic I/O 1
Module (4101FY)
"TIME IN NAV" -32768° to 32768° with Float IRU 1 (102NH) Generic I/O 1
accuracy 1.0 Module (4101FY)
"ATTITUDE INVALID" 0=False ENUM IRU 1 (102NH) Generic I/O 1
1=True Module (4101FY)
"IRU BITE FAULT" 0=False ENUM IRU 1 (102NH) Generic I/O 1
1=True Module (4101FY)
"PROGRAM PIN PARITY FAIL" 0=False ENUM IRU 1 (102NH) Generic I/O 1
1=True Module (4101FY)
"STATIONARY ALIGNMENT" 0=False ENUM IRU 1 (102NH) Generic I/O 1
1=True Module (4101FY)
"TIME TO NAV" 0 through 9 ENUM IRU 1 (102NH) Generic I/O 1
Module (4101FY)
"TIME TO NAV" 0 through 9 ENUM IRU 1 (102NH) Generic I/O 1
Module (4101FY)

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 Developed for Training Purposes Falcon 7X

Magnetometer (3102NH) Location

Magnetometer (3102NH) Location

Figure 155
AHRS System Interconnections
 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)
ADAHRS Location
Overview
The AHRS is a dual-channel system. The AHRS contains:
− Air Data Attitude Heading Reference System (ADAHRS) unit (2102NH)
− Magnetometer (3102NH)
− Two ADAHRS configuration modules (2302NH)/(2402NH), one for each channel

The AHRS supplies attitude, heading, air, and acceleration data through the Aeronautical Radio, Inc. (ARINC) 429 data
bus to the electronic stand-by indicator system

Components
ADAHRS Unit
The ADAHRS unit (2102NH) is a two-channel unit with separate boards for each channel. The two channels are the same
and operate independently of each other. Each channel has an ADAHRS configuration module (2302NH)/(2402NH).
Micro Electro-Mechanical System (MEMS) technology replaces conventional gyro technology and supplies attitude and
heading reference data for the pilot, navigation, and control use. The basic inertial output parameters follow:
− Three Euler Attitudes and Rates
− Three Aircraft-Body Rates
− Three Linear Accelerations
− Line Replaceable Unit (LRU) Status

ADAHRS Configuration Modules

The ADAHRS unit connects to the ADAHRS configuration modules (2302NH)/(2402NH) through digital Inter-Integrated
Circuit (I2C) buses. The ADAHRS configuration modules keep airframe-specific parameters, installation options, and
calibration data that are necessary for the ADAHRS to operate. Channel 1 of the ADAHRS unit connects to ADAHRS
configuration 1 module through the I2C bus 1. Channel 2 connects to the ADAHRS configuration 2 module through the
I2C bus 2.
ADAHRS Unit (2102NH)
Magnetometer
The magnetometer (3102NH) supplies a single source of magnetic heading for both channels of the ADAHRS unit. Both
channels of the ADAHRS unit connect to the magnetometer through the CAN bus. The magnetometer is installed parallel
to the longitudinal (pitch) and the lateral (roll) axis of the aircraft and must be within 5° of level. The configuration modules
keep digital offsets of any installation errors. These digital offsets are used as the alignment and compensation offsets.

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Figure 156
Electronic Standby Indicator System
 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) (CONTINUED)
ARINC 429 Input Bus 1
Operation Port Label Parameter
ADAHRS Unit PORT 1 (ADS data) 210 True Airspeed (TAS)
The ADAHRS unit contains an integrity monitor as part of the self-monitor function. Each channel has a sensor block,
which contains three rate sensors and three accelerometers. Each sensor is aligned on a different axis. 212 Altitude Rate
203 Pressure Altitude
A Central Processing Unit (CPU) in each channel receives data from the sensor block. Each CPU uses an interprocessor 205 Mach
bus to send its sensor data to the other CPU. Both CPUs compare the data to make sure of sensor integrity. If a sensor
causes the related channel integrity monitor to be more than a pre-set threshold, a flag is set to show the related channel PORT 2 (ADS 2) 125 Universal Time Coordinated (UTC)
failure. The ADAHRS unit uses a full duplex mode. The ADAHRS unit has an internal cross-monitor function that senses 260 Date
and reports any sensor miscompare to let the ADAHRS unit continue to operate if one channel is defective.

Each channel of the ADAHRS unit receives ARINC 429 data through three receive ports. Each channel transmits ARINC The “ARINC 429 Output Bus 1” table shows the output bus parameters.
429 data through six high-speed and three low-speed transmitter ports. The average start-up is 2 min. Initially, the attitude
Label Parameter Label Parameter Label Parameter
changes to a 45° right roll and 5° pitch up. During this time the system becomes stable in pitch and roll. The best start-up
position is +5° roll and +5° pitch. Supply power for more than 1 s and then remove power to do an in-flight start-up. The 270 AHRS Discrete 1 326 Body Pitch Rate 336 Pitch Attitude Rate
system has full accuracy within 2 min.
271 AHRS Discrete 2 327 Body Roll Rate 337 Roll Attitude Rate

The ADAHRS unit calculates and transmits the data that follows, within the tolerances noted: 300 Magnetometer Heading 330 Body Yaw Rate 364 Vertical Acceleration
− Attitude (pitch 1.25°, roll 1.25°, heading 2.0°, magnetometer 1.0° static accuracy) 301 Yaw Attitude Rate 331 Longitudinal 365 Vertical Velocity
− FPA 1.0° Acceleration
− Attitude rate (pitch, roll) 0.3°/s 322 Flight Path Angle (FPA) 332 Lateral Acceleration 377 Equipment Identification (Id)
− Body rate (pitch, roll, yaw) 0.15°/s 324 Pitch Attitude 333 Normal Acceleration 320/014 Magnetic Heading
− Acceleration (normal 0.010 g, vertical 0.010 g, lateral 0.010 g, longitudinal 0.010 g)
325 Roll Attitude

The ADAHRS unit has two independent power supplies, one for each channel. The operation range is between 15 V DC
and 34 V DC.

Each AHRS channel operates with one high-speed ARINC 429 transmitter bus and one high-speed ARINC 429 receiver
bus. The high-speed transmitter bus has three output ports that are the same. Each port can control a minimum of six
loads. Each port transmits all data related to the AHRS. The receiver bus has three input ports. The first input port
connects to the Air Data System (ADS) 3 and ADS4 for air data. The second input port connects to the Global Positioning
System (GPS) for date and time data (time stamp for Fault records). The third input port is not used.

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Legend
340J/P RH/LH WIRING CUT-OFF CONNECTOR
331J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR
330J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR
151P FBW E1/LH BASIC ELEC CUT-OFF CONNECTOR
3102NH MAGNETOMETER
2402NH ADAHRS CONFIGURATION 2 MODULE
2302NH ADAHRS CONFIGURATION 1 MODULE
Figure 157 2102NH ADAHRS UNIT
Attitude and Heading Reference System
 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) (CONTINUED)
Parameters Monitoring 34-22 ADAHRS CH1 Fault Status
Operation (Continued)
Integrated Maintenance
Central Maintenance Computer (CMC) Maintenance Screens
The AHRS parameters are shown on the maintenance screens that follow:
− 34-22 "ADAHRS 1 INTERNAL FAULTS"

SHOWN SIGNAL
PARAMETER NAME FROM TO
VALUE TYPE
"AHRU FAULT" Fault Discrete ADAHRS Unit Generic I/O 3
No Fault (2102NH) Module (4301FY)
"MSU FAIL" Fault Discrete ADAHRS Unit Generic I/O 3
No Fault (2102NH) Module (4301FY)
"RMCU FAIL" Fault Discrete ADAHRS Unit Generic I/O 3
No Fault (2102NH) Module (4301FY)
"LOSS OF IP BUS" Fault Discrete ADAHRS Unit Generic I/O 3
No Fault (2102NH) Module (4301FY)
"LOSS OF OVEN" Fault Discrete ADAHRS Unit Generic I/O 3
No Fault (2102NH) Module (4301FY)
"GYRO FUNCTIONAL W/O Fault Discrete ADAHRS Unit Generic I/O 3
INTEGRITY" No Fault (2102NH) Module (4301FY)
"ACCEL FUNCTIONAL W/O Fault Discrete ADAHRS Unit Generic I/O 3
INTEGRITY" No Fault (2102NH) Module (4301FY)
"UNIT POS PGM MISMATCH" Fault Discrete ADAHRS Unit Generic I/O 3 ADAHRS CH1 Internal Faults
No Fault (2102NH) Module (4301FY)

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 Developed for Training Purposes Falcon 7X

Electronic Standby Indicator (501FD)

 ELECTRONIC STANDBY INDICATOR SYSTEM
Overview
The electronic stand-by indicator system supplies the flight crew with a full-time indication of the data that follows:
− Aircraft Attitude
− Heading
− Airspeed
− Altitude
− Localizer Deviation
− Glideslope Deviation
− Flight Path Vector
− Slip/Skid Indication

The flight crew uses the electronic stand-by indicator system if the Primary Display Units (L101FD)/(R101FD) cannot be
used. In combination with air data inputs from the aircraft Air Data Smart Probes (ADSP) and precision landing data from
the VIDL-G module, the Standby system provides the flight crew with full-time indication of: aircraft attitude, heading,
airspeed, altitude, localizer deviation, glideslope deviation, flight path vector, and slip/skid indication.

Components
Electronic Stand-by Indicator
The electronic stand-by indicator (501FD) supplies the flight crew with full-time indication of aircraft attitude, heading, air
data, Instrument Landing System (ILS) data, and other miscellaneous indications. The display is an Active Matrix Liquid
Crystal Display (AMLCD), with a 57.66 mm (2.27 in) by 57.66 mm (2.27 in) active viewable area. The AMLCD uses a 4-
pixel arrangement, with a resolution of 240 x 240.

The AMLCD has the components that follow:

− A front optical element with an anti-reflective coating,
− A rear optical element that diffuses and directs the backlight light,
− A heating element that supplies correct optical performance at low ambient temperatures and one more level of
electromagnetic interference shielding.

The electronic stand-by indicator uses Light Emitting Diodes (LED) for the display backlight. If an LED or a drive circuit
does not operate satisfactorily, part of the backlight can still operate. The backlight includes a diffuse integrating cavity
and a parabolic reflector that collects rear projected light to supply the best optical efficiency and uniformity.

The electronic stand-by indicator operates from 28 V DC, with a maximum power requirement of 25 W. This does not
include the integral heaters for the lamp and the display. At low operational temperatures during warm-up, the electronic
stand-by indicator uses up to 40 W for short periods of time.

Figure 158
Electronic Standby Indicator System

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Electronic Standby Indicator (501FD)

Figure 159 Figure 160

ESI (501FD) Location of ADAHRS with Magnetometer and KCM 200
 ELECTRONIC STANDBY INDICATOR SYSTEM (CONTINUED)
Operation

CONTROL/MENU FUNCTION LOCAL INDICATION CONTROL/MENU FUNCTION LOCAL INDICATION

− Adjusts the brightness of the display backlight.

− Allows mode selection to be changed within the

selected group
/ Menu Options
− Allows the Barometric Correction value to be set
when Menu Options are not displayed.

/ without Menu
Options

− Quits Menu Options

− Displays STD in place of the digital readout of − Once the MENU pushbutton has been pressed
the Barometric Correction value when Menu the following items are removed:
/ without Menu Options are not displayed. • “EXIT” prompt,
Options / with Menu Options • “SELECT” prompts,
• The “Menu Options” and the knob
annunciation.
− Allows selection of Menu options.
− Once MENU pushbutton has been pressed the
following items are displayed:
• “EXIT” prompt,
• “SELECT” prompts, See Figure Above
/ without Menu • The “Menu Options” and the knob
Options annunciation.
NOTE: Menu and prompts automatically
disappear 10 seconds after the last
pilot action.

− Allows the Menu Option Select Box to be moved

around the Menu Option.
− Clockwise rotation of the knob moves the Menu
Option Select Box up and counterclockwise
rotation moves the Menu Option Select Box
/ with Menu Options down.

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Figure 161 Figure 162

Electronic Stand-by Indicator Interface Electronic Standby Indicator System
 ELECTRONIC STANDBY INDICATOR SYSTEM (CONTINUED)
Operation (Continued) Air Data Smart Probes
Interfaces The air data smart probes (201FE) / (301FE) supply air data for use by the ADAHRS unit.
The ADAHRS interfaces through digital I2C buses to external KCM 200 configuration modules. The KCM 200 stores
airframe-specific parameters, installation options, and calibration data that are necessary for the ADAHRS to function. Type Of
Equipment Power Supply
Two configuration modules are required. Channel 1 of the ADAHRS is connected to Configuration Module 1 through I2C Protection
Bus 1, and Channel 2 is connected to Configuration Module 2 through Bus 2. The LCD Standby Indicator, ADAHRS, and SFD RH Essential CB
magnetometer uses BIT as a means of self monitoring.
Magnetometer RH Essential CB
Independent sources of attitude information are available from each channel of the ADAHRS. The Indicator provides a AHRS channel 1 PMA1 Fuse inside PMA Converter
means to select the source of attitude information. Two sources of air data information are available for display on the
AHRS channel 2 RH Essential CB
Indicator. The Indicator provides a means to select the source of air data information. The magnetometer provides a
single source of heading data for each channel of the ADAHRS. VIDL-G 1 LH Essential CB
ADS 3 LH Essential CB
Input/Output (I/O) Interface
ADS 4 RH Essential CB
The Attitude and Heading Reference System (AHRS) supplies the attitude and heading reference data to the electronic
stand-by indicator system. The VOR-ILS-Datalink/GPS (VIDL/G) navigation system supplies the Instrument Landing
System (ILS) navigation data to the electronic stand-by indicator system. The Air Data System (ADS) 3 and ADS 4 supply
air data to the electronic stand-by indicator system.

The electronic stand-by indicator system uses Aeronautical Radio, Inc. (ARINC) 429 buses to receive the AHRS data and
precision ILS data. The BARO correction is done directly within the electronic stand-by indicator system. The ARINC 429
buses are as follows:
− Two ARINC 429 high-speed receivers for attitude and heading data
− Two ARINC 429 high-speed receivers for air data
− One ARINC 429 low-speed receiver for ILS data
− One ARINC 429 low-speed transmitter to transmit maintenance data to the Central Maintenance Computer (CMC)
− One ARINC 429 low-speed receiver to maintenance protocols from the CMC
− Eight spare ground/open discrete inputs

Air Data Attitude Heading Reference System (ADAHRS) Unit

The ADAHRS unit (2102NH) supplies two independent sources of attitude from each channel to the electronic stand-by
indicator.

Magnetometer
The magnetometer (3102NH) supplies a single source of magnetic heading for each ADAHRS channel.

ADAHRS Configuration Modules

The ADAHRS configuration modules (2302NH)/(2402NH) keep airframe-specific parameters, installation options, and
calibration data that are necessary for the ADAHRS to operate.

Figure 163
ESI Electrical Interfaces

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Figure 164 Figure 165

Attitude Display Airspeed Display
 ELECTRONIC STANDBY INDICATOR SYSTEM (CONTINUED)
Operation (Continued) When there is too much roll attitude, some symbols do not show on the display. When the roll attitude is more than ±50°,
the indications that follow do not show:
Source Data Status
− Vertical Deviation Scale − Marker Beacons
The electronic stand-by indicator shows display source indications when the backup data sources are in use. The primary
sources do not show to decrease pilot load. The status indications show the backup air data systems and attitude/heading − Vertical Deviation Pointer − ILS Frequency
systems. − Lateral Deviation Scale − Failure Flag “LOC”
The indication for the air data source/attitude/heading status (8-fig. 4) shows as "ADS3" when the secondary source is − Lateral Deviation Pointer − Failure Flag “G/S”
set.
The symbols show again when the roll attitude is between ±48°. The flight path symbol does not show when the aircraft
Attitude Display roll attitude is more than ±70°. The flight path symbol shows again when the roll attitude is less than ±68°. When the pitch
The attitude reference aircraft symbol is a fixed object that shows in the center of the Attitude Director Indicator (ADI) attitude is more than +40° or less than −20°, the indications that follow do not show:
sphere. The symbol shows in yellow and is used with the attitude pitch tape to show aircraft pitch. The aircraft symbol − Vertical Deviation Scale − ILS Frequency
shows wings and a center dot. The wings of the symbol always show if the attitude data is correct. The sky symbol and − Vertical Deviation Pointer − Failure Flag "LOC"
the ground symbol show as blue and brown background. Regardless of the pitch or the roll angle, a part of the sky or the − Lateral Deviation Scale − Failure Flag "G/S"
ground always shows to supply a minimum indication of the direction of the sky or ground.
− Lateral Deviation Pointer − Flight Path Symbol
The horizon line is a high-resolution white line that shows between the sky symbol and the ground symbol and is two − Marker Beacons
pixels thick. There is a one pixel black outline around the horizon line. The horizon line does not show with the conditions
that follow: The symbols show again when the pitch angle is between +38° and −18°. When the attitude data is not correct, the
− The minimum amount of the sky symbol or the ground symbol shows, attitude display area shows in blue and the white "ATT" fail annunciation shows in a red box below the aircraft symbol.
− The altitude data is not correct.
Airspeed Tape
When correct attitude data is available, the horizon line symbol shows again. The attitude pitch tape shows from at least
the upper bound of 15° to a lower bound of 15° of pitch. It shows values between ± 90°. The attitude pitch tape moves The airspeed tape scale shows from 30 kts to 900 kts with no leading zeros. If the airspeed is less than 30 kt, the airspeed
down for positive inputs and up for negative inputs. The attitude pitch tape also moves with the roll scale with the horizon shows 30 kts. Tick marks at 20-kt increments start to show at 30 kts and continue to the top limit of the scale. Airspeed
line as the rotating point. The attitude tape has labels at ± 10°, ± 20°, ± 30°, + 40°, − 45°, ± 60°, and ± 90°. labels in 20-kt increments start to show at 40 kts and continue to the top limit of the scale. The range of the airspeed tape
scale that you can see is approximately 80 kts. The scale moves down for values that increase and up for values that
The labels for ± 10°, ± 20°, ± 30°, and + 40° show to the right of the tick marks. The labels for − 45°, ± 60°, and ± 90° decrease.
show in the center of the tick marks. The attitude pitch tape has the tick marks that follow:
− Longer tick marks at each 10° positions for ± 10°, ± 20°, ± 30°, + 40°, − 45°, ± 60°, and ± 90° The airspeed readout has green digits on a black background. The data has limits from 30 kts to 900 kts with a resolution
− Medium tick marks at each 5° position between − 25° and + 35° of 1 kt. If the airspeed is less than 30 kt, the airspeed shows 30 kt. The ones digit shows part of the next higher and lower
value. The digits have a "rolling drum" format. The digits go down for values that increase and up for values that
− Small tick marks at each ± 2.5° and ± 7.5°
decrease. The airspeed readout and the background change color when the airspeed is equal to or more than the
Maximum Airspeed Indicator (Vmo).
Red chevrons show on the attitude pitch tape and point towards the horizon to show extreme pitch conditions. Red
chevrons that point down show on the pitch tape from +90° to +75° and +60° to +45°. Red chevrons that point up show on
the pitch tape from −90° to −75°, −60° to −50°, and −45° to −35°. When the attitude data is not correct, the attitude pitch The Vmo/Maximum Mach operation (Mmo) thermometer shows as a red and white “barber pole” that goes from the
tape does not show. When correct attitude data is available, the attitude pitch tape symbol shows again. Vmo/Mmo value to the top of the airspeed tape. When the airspeed data is not correct, the Vmo/Mmo thermometer does
not show. If the airspeed data is not correct, the airspeed tape, airspeed readout, and Vmo/Mmo thermometer do not
The flight path symbol moves up for positive inputs and down for negative inputs related to the 0° line. The movement show. A red "X“ shows in the airspeed tape and airspeed readout location.
agrees with the attitude pitch tape. The flight path symbol moves on the vertical plane at the center of the display. The The Mach number readout shows below the airspeed tape. The Mach data has limits from 0.400 Mach to 0.998 Mach.
wings are always parallel to the lower edge of the display. When the aircraft is on the ground, the flight path symbol shows The resolution is 0.001 Mach. The Mach number readout shows any time the Mach is more than 0.450 Mach. The Mach
on the horizon line. When the data is not correct, the flight path symbol does not show. number readout does not show for less than 0.400 Mach.

When the attitude pitch tape is compressed, the flight path symbol shows in yellow. When the maximum compression Altitude Tape
factor gets to 3, the flight path symbol is removed. When the compression factor gets to the maximum limit, the flight path
The altitude tape scale shows from −2000 ft to 65,000 ft with no leading zeros. If the altitude is less than −2000 ft and is
symbol does not show the correct position. But it does show the correct climb or descent. When the flight path data is not
applicable, the altitude parks at −2000 ft. If the value becomes negative, a white minus sign shows before the digits on the
correct, the flight path symbol does not show. The white "FPV" flight path fail symbol shows in a red box in the bottom left
tape. Tick marks show at every 100 ft. The labels show in 200-ft increments for even-numbered hundreds. The labels
section of the attitude display.
show only the hundreds, thousands, and ten-thousand digits. The scale moves down for values that increase and up for
The roll scale has tick marks for ± 10°, ± 20°, ± 30°, and ± 60°. The roll scale has inverted triangles that show at 0° and ± values that decrease.
45°. The roll pointer shows as a filled triangle. The roll pointer shows up to ± 180° of roll. The roll pointer moves
counterclockwise for positive inputs and clockwise for negative inputs. When the attitude data is not correct, the roll scale The altitude readout shows in the middle of the altitude tape scale. The digits go down for values that increase and up for
and roll pointer do not show. The bottom half of the roll pointer shows slip-skid data. The slip-skid indication moves to the values that decrease. The thousands and ten-thousand digits show in a large font. If the value becomes negative, a green
left for positive inputs and to the right for negative inputs. The slip/skid indication has limits of ± 0.11g. When the attitude “NEG” shows vertically in the ten-thousands place. The altitude readout in meters shows altitude readout in feet. The
data is not correct, the slip/skid indication does not show. BARO set readout shows the BARO correction. The power-up default is 29.92 in.Hg. The pilots make a selection of the
units to show, in either the metric (hPa) or Imperial/US system (in.HG) format.

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Figure 166
Heading Display
 ELECTRONIC STANDBY INDICATOR SYSTEM (CONTINUED)
Operation (Continued)
Heading Tape
The heading tape scale shows as a tape that moves across the bottom of the display. The heading tape scale shows ±30°
to each side of the aircraft heading. Tick marks show at every 5°. At every 10°, a numeric value shows. This numeric
value shows the two most significant digits of the compass angle. For example "01" means 10° from north, and "34"
means 340° from north.

The heading readout has three digits. The data shows from 1° to 360° with a resolution of 1°. The top center part of the
outline comes to a point and is a reference for the heading tape symbol.

ILS Indications
The ILS indications only show when an ILS frequency is tuned on the navigation radio and applicable ILS data is received.

The ILS mode of operation is either ILS or back course (B/C). When the ILS mode of operation is B/C, the characters
"B/C" show on the bottom right side of the display. When the ILS mode of operation is ILS no mode of operation shows.

The localizer deviation scale has two white open dots with a center white tick mark. The localizer deviation scale shows at
the bottom center of the attitude display area. The localizer deviation scale supplies a reference for the localizer deviation
pointer.

The localizer deviation pointer shows as a green arrow that points down to the localizer deviation scale. During forward
course operation, a positive deviation moves the pointer to the right of center. A negative deviation moves the pointer to
the left of center. During back course operation, a positive deviation moves the pointer to the left of center. A negative
deviation moves the pointer to the right of center. With zero deviation, the pointer shows at the center and is aligned with
the white tick mark of the localizer deviation scale and the center of the aircraft symbol.

If the localizer deviation data is not correct, the localizer deviation scale does not show. A white "LOC" fail annunciation
shows in a red box.

The glideslope deviation scale has four white open dots on the right side of the indicator to the left of the altitude tape. The
glideslope deviation scale supplies a reverence for the glideslope deviation pointer (10-fig. 5). The scale is aligned with
the center of the aircraft symbol.

The glideslope deviation pointer is a green arrow that points right to the glideslope deviation scale. A positive deviation
moves the pointer down. A negative deviation moves the pointer up. With zero deviation, the pointer is aligned with the
center of the altitude readout and the center of the aircraft symbol.

If the glideslope deviation data is not correct, the glideslope deviation scale and the glideslope deviation pointer do not
show. A white "G/S” fail annunciation shows in a red box

If the aircraft is in the ILS mode, each marker beacon type shows in the same location in the top right corner of the
attitude display above the roll scale. The marker beacons have the sequence of importance that follows: inner, middle,
and outer. When a transition to a new marker beacon occurs, the marker beacon indication flashes for 15 seconds at a
rate of 2 Hz. For example, if a transition from no marker beacon to the outer marker occurs, the white "OM" indication
shows and flashes for 15 s. If a transition from the outer marker to the middle marker occurs, the white "MM" indication
replaces the white "OM" indication and flashes for 15 s.

Figure 167
SFD Flags Display and Reversion Annunciation

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 Developed for Training Purposes Falcon 7X

Legend
130J/P LH/RH AVIONICS WIRING CUT-OFF CONNECTOR
77J/P LH FR1 BASIC ELEC CUT-OFF CONNECTOR
2102NH ADAHRS UNIT
1101NZ NIM 1 MODULE
501FD ELECTRONIC STAND-BY INDICATOR
4301FY GENERIC I/O 3 MODULE
4201FY GENERIC I/O 2 MODULE
R1000PM RH FRONT SPDB

Figure 168
STBY Instruments
 ELECTRONIC STANDBY INDICATOR SYSTEM (CONTINUED)
Operation (Continued) Diagnostic Mode Operation
Diagnostic Mode Operation
Push and hold the “MENU” and the “STD” buttons at the same time and turn the "BARO" knob at least 360° clockwise to
go into the diagnostic mode. You can only go to the diagnostic mode when the electronic stand-by indicator has been on 5
min or less and the airspeed is less than 50 kts.

Use the "BARO" knob to move through the menu selections. Push the "MENU" button to start the current selection. Menu
selections show in white text on a blue background. The selection that is set shows in reverse video.

Use the "BARO" knob to move through the diagnostic menu pages when more data is available than the display can
show. Turn the data knob clockwise to move down the data list and counterclockwise to move up the data list.

The unit description page is the initial diagnostic menu page that shows. It shows data such as the part number, the
software version and revision, the release date, and the checksum.

Diagnostic Menu Page

The diagnostic menu page has the selections that follow:
− Interface Status
− Built-In Test (BIT) Data
− Display functions

Make a selection of the interface status page to show the selections that follow:
− Analog Inputs
− Discrete I/O
− ARINC I/O
Diagnostic Menu Page
− Serial I/O

Make a selection of the BIT data page to show a fault list or operate status.

Make a selection of the display function page to change the colors and patterns of the display.

The control functions “PREVIOUS MENU” and “EXIT MENU” show on each page. Make a selection of “PREVIOUS
MENU” to go back to the last page that showed. Make a selection of “EXIT MENU” to go back to the usual display on the
electronic stand-by indicator.

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 Developed for Training Purposes Falcon 7X

ATTITUDE AND HEADING COMPONENT CHART

501FD Electronic Stand-By Indicator 1121J IRS 1 Maintenance Data Loading Connector 302NH IRU 3
Location: F1-8, OVER COCKPIT FLOOR, LH (221) LH Forward Maintenance Data Loading Panel Location: F19-20, IRS BAY (135)
Location:
(L9500TP)
Access: Passenger Door (PAX) Access: IRS Access Door (131AB)
Access: Cockpit Lateral Lining No.5 (221XZ)
References: References:
References:
Description: SDS 34-23-00. Description: Use this connector to do maintenance data Description: SDS 34-21-00.
Wiring Diagram: WD 34-21-00 loading on the IRU 1 (102NH). Wiring Diagram: WD 34-29-20, WD 34-40-00
Removal/Installation: TASK 34-23-01-900-801. Wiring Diagram: WD 45-32-00. Removal/Installation: TASK 34-21-01-900-801.
Removal/Installation: Not documented
511FD "ST BY INSTR" Circuit Breaker 312NH "IRS 3" Circuit Breaker
Location: RH Front SPDB (R1000PM) 1123J IRS 3 Maintenance Data Loading Connector Location: RH Front SPDB (R1000PM)
LH Forward Maintenance Data Loading Panel
Access: Cockpit Lateral Lining No.5 (222XZ) Location: Access: Cockpit Lateral Lining No.5 (222XZ)
(L9500TP)
References: Access: Cockpit Lateral Lining No.5 (221XZ) References:
Description: It prevents damage to the power-supply line (right References: Description: It prevents damage to the power-supply line
circuits) of the Electronic Stand-By Indicator (501FD). Description: Use this connector to do maintenance data (right circuits) of the IRU 3 (302NH).
Wiring Diagram: WD 34-21-00 loading on the IRU 3 (302NH). Wiring Diagram: WD 34-40-00
Removal/Installation: TASK 24-62-21-900-801. Wiring Diagram: WD 45-32-00. Removal/Installation: TASK 24-62-21-900-801.
Removal/Installation: Not documented
1102NH IRS 1 Configuration Module
201FE RH Lower Air Data Smart Probe 102NH IRU 1
Location: F19-20, IRS BAY (135)
Location: F1-8, UNDER COCKPIT FLOOR, RH (114) Location: F19-20, IRS BAY (135)
Access: IRS Access Door (131AB)
Access: Passenger Door (PAX) Access: IRS Access Door (131AB)
References: References:
References:
Description: SDS 34-21-00. Description: SDS 34-21-00.
Description: SDS 34-23-00.
Wiring Diagram: WD 34-29-20, WD 34-40-00 Wiring Diagram: WD 34-40-00
Wiring Diagram: WD 34-11-00
Removal/Installation: TASK 34-21-01-900-801. Removal/Installation: TASK 34-21-09-900-801.
Removal/Installation: TASK 34-10-05-900-801.
112NH "IRS 1" Circuit Breaker 1202NH IRS 2 Configuration Module
301FE LH Lower Air Data Smart Probe Location: LH Front SPDB (L1000PM)
Location: F19-20, IRS BAY (135)
Location: F1-8, UNDER COCKPIT FLOOR, LH (113) Access: Cockpit Lateral Lining No.5 (221XZ)
Access: IRS Access Door (131AB)
Access: Passenger Door (PAX) References:
Description: It prevents damage to the power-supply line References:
References:
(left circuits) of the IRU 1 (102NH). Description: SDS 34-21-00.
Description: SDS 34-23-00.
Wiring Diagram: WD 34-40-00 Wiring Diagram: WD 34-40-00
Wiring Diagram: WD 34-11-00
Removal/Installation: TASK 24-62-21-900-801. Removal/Installation: TASK 34-21-09-900-801.
Removal/Installation: TASK 34-10-05-900-801.
202NH IRU 2
1302NH IRS 3 Configuration Module
301FP Reversion Controller Location: F19-20, IRS BAY (135)
Location: F19-20, IRS BAY (135)
Location: COCKPIT, PYLON (224) Access: IRS Access Door (131AB)
References: Access: IRS Access Door (131AB)
Access: Passenger Door (PAX)
Description: SDS 34-20-00. References:
References:
Wiring Diagram: WD 34-29-20, WD 34-40-00 Description: SDS 34-21-00.
Description: SDS 34-21-00.
Removal/Installation: TASK 34-21-01-900-801. Wiring Diagram: WD 34-40-00
Wiring Diagram: WD 34-21-40
212NH "IRS 2" Circuit Breaker Removal/Installation: TASK 34-21-09-900-801.
Removal/Installation: TASK 31-60-21-900-801.
Location: RH Front SPDB (R1000PM)
1702NH IRU 1 Mounting Tray
1120J IRS 2 Maintenance Data Loading Connector Access: Cockpit Lateral Lining No.5 (222XZ)
Location: F19-20, IRS BAY (135)
RH Forward Maintenance Data Loading Panel References:
Location: Access: IRS Access Door (131AB)
(R9500TP) Description: It prevents damage to the power-supply line (right
Access: Cockpit Lateral Lining No.6 (222YZ) circuits) of the IRU 2 (202NH). References:
References: Wiring Diagram: WD 34-40-00 Description: SDS 34-21-00.
Description: Use this connector to do maintenance data Removal/Installation: TASK 24-62-21-900-801. Wiring Diagram: None
loading on the IRU 2 (202NH). Removal/Installation: TASK 34-21-05-900-801.
Wiring Diagram: WD 45-32-00.
Removal/Installation: Not documented
1802NH IRU 2 Mounting Tray 2402NH ADAHRS Configuration 2 Module
Location: F19-20, IRS BAY (135) Location: F8-12, UNDER CABIN FLOOR, LH (121)
Access: IRS Access Door (131AB) Access: Cabin Floor (121FZ)
References: References:
Description: SDS 34-21-00. Description: SDS 34-22-00.
Wiring Diagram: None Wiring Diagram: WD 34-22-80
Removal/Installation: TASK 34-21-05-900-801. Removal/Installation: TASK 34-22-09-900-801.

1902NH IRU 3 Mounting Tray 3102NH Magnetometer

Location: F19-20, IRS BAY (135) Location: F19-20, IRS BAY (135)
Access: IRS Access Door (131AB) Access: IRS Fairing (133BL)
References: References:
Description: SDS 34-21-00. Description: SDS 34-22-00, .SDS 34-23-00
Wiring Diagram: None Wiring Diagram: WD 34-22-80
Removal/Installation: TASK 34-21-05-900-801. Removal/Installation: TASK 34-22-13-900-801.

2102NH ADAHRS Unit 3112NH "MAGNETOMETER" Circuit Breaker

Location: F8-12, UNDER CABIN FLOOR, LH (121) Location: RH Front SPDB (R1000PM)
Access: Cabin Floor (121FZ) Access: Cockpit Lateral Lining No.5 (222XZ)
References: References:
Description: SDS 34-22-00. Description: It prevents damage to the power-supply line (right
Wiring Diagram: WD 34-21-00, WD 34-22-80, WD 34-40-00 circuits) of the Magnetometer (3102NH).
Removal/Installation: TASK 34-22-01-900-801. Wiring Diagram: WD 34-22-80
Removal/Installation: TASK 24-62-21-900-801.
2112NH "AHRS 2" Circuit Breaker
Location: RH Front SPDB (R1000PM) 103NR VIDL-G Module 1
Access: Cockpit Lateral Lining No.5 (222XZ) Location: F8-12, UNDER CABIN FLOOR, RH (122)
References: Access: Cabin Floor (121FZ)
Description: It prevents damage to the power-supply line (right References:
circuits) of the ADAHRS Unit (2102NH). Description: SDS 34-23-00.
Wiring Diagram: WD 34-22-80 Wiring Diagram: WD 34-40-00
Removal/Installation: TASK 24-62-21-900-801. Removal/Installation: TASK 34-51-01-900-801.
2202NH ADAHRS Unit Mounting Tray
Location: F8-12, UNDER CABIN FLOOR, LH (121)
Access: Cabin Floor (121FZ)
References:
Description: SDS 34-22-00.
Wiring Diagram: None
Removal/Installation: TASK 34-22-05-900-801.

2302NH ADAHRS Configuration 1 Module

Location: F8-12, UNDER CABIN FLOOR, LH (121)
Access: Cabin Floor (121FZ)
References:
Description: SDS 34-22-00.
Wiring Diagram: WD 34-22-80
Removal/Installation: TASK 34-22-09-900-801.

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 Developed for Training Purposes Falcon 7X

Figure 169
HGS Principle Diagram
 HEAD-UP GUIDANCE SYSTEM
Overview
The Rockwell Collins Model 5860 Head-up Guidance System (HGS®) installed on the Falcon 7X is a fail-passive display
system that presents flight information including attitude, altitude, airspeed, navigational data, flight path data, and
guidance symbology. The HGS is an electronic and optical system that displays information in the pilot’s forward field of
view. The HGS focuses the display at optical infinity and presents flight and navigational data conformal to the real world.
This allows the pilot to see relative flight information without looking down or having to refocus his eyes.

The Head-Up Guidance System (HGS) is an electronic and optical system that generates and displays information in the
pilot's forward field of view. The displayed information is derived from the aircraft instruments and sensor data. The HGS
provides information during all phases of flight.

The HGS can be used during these phases of flight:

− Taxiing
− Takeoff
− Cruise
− Landing (CAT I)

Figure 170 Figure 171

OHU and Combiner Location Flight Deck

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 Developed for Training Purposes Falcon 7X

Figure 172
Head-Up Guidance System Overhead Unit
 HEAD-UP GUIDANCE SYSTEM (CONTINUED)
Components
The primary components of the HGS are:
− HGS Overhead Unit (108NS)
− HGS Combiner (208NS)
− HGS Computer (408NS)

HGS Overhead Unit (108NS)

The HGS overhead unit (108NS) interfaces with the HGS computer (408NS) receiving digital display information. It
projects the flight symbology on the HGS combiner (208NS). The HGS overhead unit (108NS) contains:
− Video Buffer/Controller assembly which receives display data from the HGS computer (408NS)
− Liquid Crystal Display (LCD) projection screen
− Two optical systems:
• One optical system inside the light engine that is used between the light emitting diodes and the LCD projection
screen
• A second optical system that is the relay lens assembly within the OHU which takes the LCD projector screen
symbology and change it to fit on the HGS combiner glass
These two systems are optically combined by a beam-splitter
− A desiccator that protects the OHU relay lens assembly from humidity
− A power supply

Figure 173
Head-Up Guidance System Overhead Unit

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 Developed for Training Purposes Falcon 7X

Figure 174
Head-Up Guidance System Combiner
 HEAD-UP GUIDANCE SYSTEM (CONTINUED)
Components (Continued)
HGS Combiner (208NS)
The HGS combiner (208NS) is an optical element which receives the flight symbology projected by the HGS overhead
unit (108NS). It combines the flight symbology with the pilot's view through the aircraft windscreen. The HGS combiner
(208NS) contains:
− Combiner Optical Element
− Combiner Alignment Detector
− Ambient Light Sensor
− Stow Lever
− Brightness Controls
− Backlight Plate

HGS Computer (408NS) Head-Up Guidance System Computer

The HGS computer (408NS) provides the display data to the HGS overhead unit (108NS). The display data is derived
from internal calculations that determine the position and form of the flight symbology to be presented, depending on the
aircraft equipment and sensor data received by the HGS computer (408NS). Additionally, the HGS computer (408NS)
evaluates the performance of the HGS by monitoring the state of the HGS and aircraft inputs.

The HGS computer (408NS) contains:

− Input / Output Subsystem 1
− Input / Output Subsystem 2
− Control Law and Display Processor
− System Monitor Processor
− Raster Processor
− Graphic Display Processor
− Power Supply

NOTE: When the aircraft is not equipped with head-up guidance system, a dummy computer has to be installed
in place of the HGS computer (408NS).

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 Developed for Training Purposes Falcon 7X

Figure 175 Figure 176

Departure POF on the FMW Arrival POF, STAR/APP TAB of the FMW
 HEAD-UP GUIDANCE SYSTEM (CONTINUED)
Operation
HGS Combiner Controls
The HGS combiner (208NS) provides all the controls and displays of the head-up guidance system. he different controls
are:
− “DISPLAY BRIGHT” knob that permits to set the brightness of the HGS combiner (208NS) manually “MAN” position or
automatically “AUTO” position
− Stow latch lever that permits to set HGS combiner (208NS) in normal operating position or in stowed position.

NOTE: Stow the HGS combiner from the operating position only. Damage to the HGS combiner will occur if you
attempt to stow the HGS combiner from any position other than the operating position.
NOTE: The “VIDEO CONTRAST” knob is not used.

Flight Plan (“FPLN”) Window

The “FPLN” window that shows on the display units has two tabs that enable the HGS via the “HUD confirm” button to
receive takeoff and landing data. The first tab is the Standard Instrument Departures “SID” tab and the second tab is the
Standard Terminal Arrival Routes “STAR/App” tab.

When the “HUD confirm” button is selected on the “SID” tab, the HGS updates its data using the data of the ”Loc Trk” and
the “Runway length” areas of the “SID” tab. When the “HUD confirm” button is selected on the “STAR/App” tab, the HGS
updates its data using the data of the “Runway length” “Glide” “, Loc Trk” and the ”Elev” areas of the “STAR/App” tab. This
enables the HGS to show the synthetic runway for the landing.

HGS Combiner Symbology

The HGS provides attitude, speed, altitude, flight path, guidance, and other situational information to the pilot in symbolic
format during all phases of flight:
− Take-off: Primary Display
− Cruise: Primary Display
− Approach: Visual Approach

The HGS also provides display functions for Unusual Attitude, Failure Flags, Comparator Flags, Reversion Annunciations,
Advisories and Annunciations The symbology shows on the HGS combiner (208NS) optical element. The HGS symbology
enables the pilot to monitor the aircraft during all flight phases, whether being manually flown or when using the autopilot.

Visual Takeoff Symbology

SYMBOL ID#
Rotation Symbol 1
Airspeed Reference Bugs 2
Speed Reference Table 3
Longitudinal Acceleration 4
Ground Lateral Deviation Scale / Pointer 5
AOA max cue 6
Low speed cue 7
Airspeed limitation 8
Maximum operating speed tape 9
Figure 177
Flight Director Guidance cue 10 Visual Takeoff Symbology

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 Developed for Training Purposes Falcon 7X

Figure 178 Figure 179

Enroute Symbology Approach Symbology
 HEAD-UP GUIDANCE SYSTEM (CONTINUED)
Operation (Continued) Unusual Attitude Display
Enroute Symbology During unusual attitudes (same trigger logic as the head-down ADI), the HGS display will automatically switch to a format
designed for recognition and recovery assistance. When the airplane attitude is restored to a stable condition, the display
SYMBOL ID# SYMBOL ID# format is returned to the operating display format.
Aircraft Reference 1 Digital Distance Data 22
Horizon Line 2 Airspeed Scale 23
Flight Path 3 Selected Airspeed Bugs 24
Flight Path Acceleration 4 Indicated Mach Digital Readout 25
Pitch Scale 5 Altitude Scale 26
Roll Scale and Pointer 6 Odometer / Altitude Drum 27
Conformal Heading Scale and Index 7 Baro Pressure Setting 28
Conformal Selected Heading Bug 8 Selected Altitude 29
Partial Compass Rose 9 Digital Vertical Speed 30
Selected Heading Bug 10 Flight Director Guidance Cue 31
Heading Source 11 Autopilot Status 32
Digital Selected Heading / Track 12 FMS Annunciations 33
Slip / Skid Indicator 13 FD Lateral Capture Mode 34
Navigation Source 14 FD Lateral Arm Mode 35
Digital Selected Course / Desired Track 15 FD Vertical Capture Mode 36
Selected Course Arrow 16 FD Vertical Arm Mode 37
Conformal Selected Course Bug 17 Wind Speed and Direction 38
VNAV Scale / VNAV Pointer 18 Autothrottle Annunciations 39
Lateral Deviation Indicator 19 Flight Path Command 40
Track Angle Pointer 41
To / From Indicator 21 Air Brake Annunciations 42

Approach Symbology

SYMBOL ID# SYMBOL ID#

Glideslope Reference Line 1 Digital Decision Height 10
Glideslope Deviation Line 2 Minimum Height Alert 11
Swinging Localizer 3 HGS Mode Annunciations (not available at the present time) 12
Synthetic Runway 4 Flare Command (not available at the present time) 13
Marker Beacons 5 HGS Approach Guidance Cue 14
Speed Error Tape 6 Idle Message (not available at the present time) 15
Digital Airspeed 7 HGS Warning Annunciations (not available at the present time) 16
Digital Barometric Altitude 8 Thrust director cue 17
Digital Radio Altitude 9
Figure 180
Unusual Attitude Display

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 Developed for Training Purposes Falcon 7X

Figure 181 Figure 182

Flags and Reversion Annunciation Advisories and Annunciations
 HEAD-UP GUIDANCE SYSTEM (CONTINUED)
Operation (Continued) Operator Initiated Built In Test (OIB)
Flags and Reversion Annunciation This test can be initiated by two ways:
− When the “TEST” button on the front panel of the HGS computer (408NS) is pressed,
SYMBOL ID# SYMBOL ID#
− When the HGS test is initiated by the CMC through the “SELECT A TEST” page
Alternate Source Selection 1 Radio Altitude Comparator 13
Longitudinal Acceleration Fault 2 Flight Director Fault 14
The OIB tests the three HGS components for proper operation to make sure they perform correctly their intended
Airspeed Fault 3 Glideslope Fault 15 functions. There will be no active communications back to the CMC while the HGS computer performs its OIB.
Attitude Fault 4 Heading Fault 16
Barometric Altitude Fault 5 Localizer Fault 17 The duration of this test is between 0 and 10 seconds. To perform this test, two conditions are necessary:
Combiner Alignment Message 6 Navigation Source Fault 18 − Weight On Wheel (WOW) = on ground,
Attitude Comparator 7 Radio Altitude Fault 19 − Ground speed < 20 knots
Heading Comparator 8 Vertical Speed Fault 20
Altitude Comparator 9 Flight Path Comparator 21 At the end of the test, If the OIB test is failed, then the amber "HUD: SYSTEM FAIL" CAS message will appear on the LH
Airspeed Comparator 10 Thrust director fault 22 PDU (L101FD) and the RH PDU (R101FD). The operator will have to check for the maintenance messages to
troubleshoot the HGS system.
Localizer Comparator 11 Flight Path Fault 23
Glideslope Comparator 12
The result of the OIB test is also shown on the front panel of the HGS computer (408NS) by the “FAULT” red lights in
relation with the HGS component failed.
Advisories and Annunciation
SYMBOL ID# SYMBOL ID# Clear Non Volatile Memory (NVM)
Pitch Chevron 1 FMS VNAV Target Altitude Readout / Pointer 11 This command from the CMC clears the data (recorded faults) stored in the HGS NVM. The duration of this operation is
between 0 and 10 seconds. To clear the NVM, two conditions are necessary:
Conformal Selected Track Bug 2 Digital Minimum Descent Altitude 12
− Weight On Wheel (WOW) = on ground,
Conformal Track Angle Pointer 3 Minimum Descent Altitude Alert 13
− Ground speed < 20 knots
Selected Track Bug 4 Low Bank Limit Arc 14
Track Pointer 5 TCAS Resolution Advisory Box 15
CAS Messages
Angle of Attack Limit 6 Windshear / Ground Proximity Annunciations 16

Cruise
Slip/Skid Indicator 7 Flare Cue 17

Land
Park

Taxi

TO
MESSAGE DESCRIPTION
Excessive Glideslope Deviation 8 FMS Constraint Altitude 18
Excessive Localizer Deviation 9 FMS Selected Airspeed 19
Minimum Descent Altitude Pointer 10 Speed Protection Bug / Readout 20 Caution (Amber) CAS Messages
HUD not available to perform CAT2/3
Tests HUD: HUD2/3 NOT AVAILABLE Note: This CAS message is only enabled on A A A - -
aircraft with CAT III HGS installed
There is a system test triggered by the CMC. This is the Operator Initiated Built in Test (OIB).
HUD: SYSTEM FAIL Head Up Display failure A A A - -
HGS power-up Built in Test (BIT) Low Visibility Takeoff Operation HGS guidance not
This test is automatically initiated at the power-up of the HGS computer (408NS). The HGS power-up BIT tests the three available
HGS: LVTO NOT AVAILABLE A A A - -
components: the HGS Computer, the OHU and the Combiner, and their interface wiring. The HGS computer test is done Note: This CAS message is only enabled on
first, then the OHU and finally the combiner. The interface wiring is tested at the same time. During the test, the display of aircraft with CAT III HGS installed
the HGS combiner (208NS) is blank. Advisory (White) CAS Messages
CAT3 approach requires AP disengagement
To perform this test, two conditions are necessary:
HUD: HUD3 DISENGAGE AP Note: This CAS message is only enabled on W W W - W
− Weight On Wheel (WOW) = on ground aircraft with CAT III HGS installed
− Ground speed < 20 knots CAT 3 data will be checked and confirmed through
HUD: CONFIRM RUNWAY DATA W W W W W
FMS window (“SID” tab).
At the end of the test, If the test is failed, then the amber "HUD: SYSTEM FAIL" CAS message will appear on the LH PDU
(L101FD) and the RH PDU (R101FD). The operator will have to check for the CMC maintenance messages to HUD: COMBINER NOT ALIGNED Over Head Unit and Combiner are not aligned W W W W W
troubleshoot the HGS system. The result of the power-up BIT is also shown on the front panel of the HGS computer
(408NS) by the “FAULT” red lights in relation with the HGS component failed.

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 Developed for Training Purposes Falcon 7X
408NS

HGS COMPUTER

PROGRAM PIN PARTY [EVEN]

A (CH17) MAU#2 CHANNEL A

(CH1) MAU#2 CMC EFIS HI
(CH-2) FLIGHT TEST BUS A
HGS COMPUTER FAN FAIL
FIBRE CHANNEL #2 13 - 4

A/T FDA A429TX (FAST) LO

PIL. SIDE STICK DECLUTT
IF INSTALLED

RAD. ALT 2 ARINC LS LO

RAD. ALT 1 ARINC LS LO

RAD. ALT 2 ARINC LS HI

RAD. ALT 1 ARINC LS HI

LO ARINC429RX (FAST)

PROGRAM PARTY GND

FAULT RECORDING TX

B ARINC 429RX (FAST)

RE CHANNEL #1 13 - 1

ARINC 429TX (FAST ]B

ARINC429RX (FAST) B

HI (CH17) MAU#2 HUD

SPARE EVS SENSOR
SPARE EVS SENSOR
VIDEO OUT SPARE

VIDEO OUT SPARE

ARINC429 (FAST) B

RS232 IN/OUT RX
FIBRE OUT 13 - 3

FIBRE OUT 13 - 2

LO ARINC 429 RX
HI (CH1. 1] IRS#2
PROGRAM PIN 4
B ARINC 429 RX
A ARINC 429 RX

B ARINC 429 TX

PROGRAM GN4
A ARINC 429 TX

(CH1) I RS#1 A

(CH3) I RS#3 A
CHASSIS GND

LED ENABLE

IRS#3
IRS#3
RETURN
+28V DC

SPARE

LO
HI
2S 13
S 13
1S 13

10D
10G
11G
10H

11D
11H

10F
11F
10G

14G
15G
10D

11G
11D

3G
3H

14G
15G
10
W 13

3K
3J
6D

4K

6A
6B

5A
5B
9A

6E

4J
2
5
1

4D
4E
3

9F

7F
1

5
3S
C A B

B
G
BK

R
B

B
R

R
B

R
R
B

B
45 - 32 - 00

2032/18

2009/20

2008/20
3 1
4301FY

AA

A6

A7

A4

A7
692010092 2062/FCAP

A6

A2

A7

A9
4

B7
G2010010
L1000PM

B6

B3

B9
2023/22 R 22 HI HUD ARINC429 RIGHT TX
6 B 23 LO HUD ARINC429 RIGHT TX

2031/22
2039/22
MAU2

2026/24

2027/24

2030/22
HUD COMPUTER
T1 T2
418NS 83
6 4401FY
Bus A1 2007/18
HH V 3 A
+28V R
7.5A 2013/22 45 HI HUD ARINC429 RIGHT RX
LH AV MS 692010010 1 B 46 LO HUD ARINC429 RIGHT RX

R
B

R
B

B
BK
W

G
4

B
HUD OHU
85 G2010010 AA

CR
R

10

12
13
11
7
8

9
703 118NS 2015 22 HI HUD ARINC429 LEFT TX

AA
1
3
4
2
LH FR 0 B
T2 T1 1 23 LO HUD ARINC429 LEFT TX
Bus A1

R
2010/20

B
BK
W
*W

G
B
MAU2
+28V
5A
LH AV MS

692010093

AA
AA

AA
1

2063/FCAP

SD 33 - 12 - 00

2012/20

2011/20

2040/22

2028/24

2029/24
G2010230

G2010230
27 - 06 - 00
202NH
A

6
86

R 1
R B

BK
W
2025/22

G
D5 D2

R
B
L10SP–1 RADIO ALTIMETER 1

B
R
B
B R R R
L10SP–2 34 - 41 - 10 2024/24 54 2001/24 28 HI TX3 HUD

2S
1S
3S
B B B

W
G
H
Z

C
J

P
E

B
L10SP 55 29 LO TX3 HUD
OHU
202J 1 CR

R
B
B
J4 IRS#2

SPARE
LED ENABLE

A ARINC 429 TX
B ARINC 429 TX

A ARINC 429 RX
B ARINC 429 RX
CHASSIS GND

RETURN
VDC

GND
+5V
1
3
4
2
19 R R R R RADIO ALTIMETER 2
2051/22 3 2002/22
20 B B B 34 - 41 - 10
4

R
B
+28
CR N4
302NH

5V DC COMBINER LIGHT PLAT

85

IF INSTALLED
A
108NS R R R
2016/22 72 2003/24 28 HI TX3 HUD

AMBIENT LIGHT LEVEL

B B B
73 29 LO TX3 HUD

VIDEO DECLUTTER
VIDEO CONTRAST
CR
2056/22 2055/22 PILOT HUD DECLUTTER
64 66 IRS#3
SD 27 - 90 - 00

DISPLAY BRT
65 1

+15V COMB
–15V COMB
GND COMB
VIDEO BRT
149

AUTO/MAN
102NH

SPARE
STOW
GND

CAD
A
R
Legend 2014/24
R
B
3
R
B
2004/24
B
28 HI TX3 HUD
4 29 LO TX3 HUD

21
14

18
17
22
10
19

20

16

15
11
703J/P HUD FIBER CHANNEL CUT - OFF CONNECTOR

1
2
CR
CR
D3 IRS#1
149P FBW E4/LH BASIC ELEC CUT - OFF CONNECTOR

AA J2010230

R
R

B
B

B
Y

Y
86J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR 208NS

1
3
1100NL
85J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR 3421JM RED
IF INSTALLED 2085/22 R1100NL/26AP HGS COMP. FAN
83J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR
1A2A BLACK
3421JM HGS COMP FAN DISCONNECT SPLICE R
2086/22
1B2B BK1100NL/26AP
GND 21 3 2049/24
518NS “HUD FAN” CIRCUIT BREAKER LIGHT PLATE - 5VDC 14
B 1C2C BROWN
BR1100NL/26AP
418NS “HUD COMPUTER” CIRCUIT BREAKER
408NS HGS COMPUTER VIDEO BRT 18 R
B 2 2042/22
208NS HGS COMBINER DISPLAY BRT 17
Y
VIDEO CONTRAST 22 L1000PM
118NS “HUD OHU” CIRCUIT BREAKER CAD 10
R 3 2019/22 1200NL
B
108NS HGS OVERHEAD UNIT STOW 19
2050/22 2075/22KZ
HUD FAN 344 T6 FAN SENSOR
1200NL HGS FAN SENSOR AMBIANT LIGHT LEVEL 11
R
2020/22 518NS 83 2082/22 2076/22KZ
B 6 345 T2
1100NL HGS FAN SPARE 20
Bus A1 2033/22 2060/22 348 2083/22 2077/22KZ
*C U 346 T4
302NH IRU 3 AUTO/MAN 3 R
1 2021/22 +28V 5A
A18
2034/22 2084/22 2078/22KZ
11JN 347 T3
202NH IRU 2 VIDEO DECLUTTER 16 B
LH AV MS 349
102NH IRU 1 +15V COMB 1 R
4401FY GENERIC I/O 4 MODULE –15V COMB 2
B
Y
2022/22
GND COMB 15
4301FY GENERIC I/O 3 MODULE
L1000PM LH FRONT SPDB AA J2010230
COMBINER

1 RETURN AND CHASSIS GROUND WIRES SHOULD BE 1FT OR LESS

Figure 184 3 USE GORE CABLE PIN RCN8328 WD342920AA4007

34-96A
Heads-up Display
 LANDING AND TAXIING AIDS COMPONENT CHART
1700J HUD Maintenance Data Loading Connector 2403NR Glide Slope Antenna 518NS "HUD FAN" Circuit Breaker
LH Forward Maintenance Data Loading Panel Location: NOSE CONE (210) Location: LH Front SPDB (L1000PM)
Location:
(L9500TP) Access: Nose Cone (210) Access: Cockpit Lateral Lining No.5 (221XZ)
Access: Cockpit Lateral Lining No.5 (221XZ) References: References:
References: Description: SDS 34-51-00 Description: SDS 34-31-00
Description: SDS 34-31-00 Wiring Diagram: WD 23-10-00 Wiring Diagram: WD 34-29-20
Wiring Diagram: WD 45-32-00 Removal/Installation: TASK 34-51-13-900-801 Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: Not documented
108NS HGS Overhead Unit
1100NL HGS Fan Location: COCKPIT, CEILING (227)
Location: NOSE CONE, LH (211) Access: Passenger Door (PAX)
Access: Nose Cone (210) References:
References: Description: SDS 34-31-00
Description: SDS 34-31-00 Wiring Diagram: WD 34-29-20
Wiring Diagram: WD 34-29-20 Removal/Installation: TASK 34-31-01-900-801
Removal/Installation: TASK 34-31-13-900-801
118NS "HUD OHU" Circuit Breaker
103NR VIDL-G Module 1 Location: LH Front SPDB (L1000PM)
Location: MRC 1 (101NZ) Access: Cockpit Lateral Lining No.5 (221XZ)
Access: Cabin Floor (121GZ) References:
References: Description: SDS 34-31-00
Description: SDS 34-51-00 Wiring Diagram: WD 34-29-20
Wiring Diagram: WD 23-10-00 Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: TASK 34-51-01-900-801
208NS HGS Combiner
L113NR "VOR/GPS 1" Circuit Breaker Location: COCKPIT, CEILING (227)
Location: LH Front SPDB (L1000PM) Access: Passenger Door (PAX)
Access: Cockpit Lateral Lining No.5 (221XZ) References:
References: Description: SDS 34-31-00
Description: SDS 34-51-00 Wiring Diagram: WD 34-29-20
Wiring Diagram: WD 23-10-00 Removal/Installation: TASK 34-31-05-900-801
Removal/Installation: TASK 24-62-21-900-801
408NS HGS Computer
R113NR "VOR/GPS 2" Circuit Breaker Location: NOSE CONE, LH (211)
Location: RH Front SPDB (R1000PM) Access: Nose Cone (210)
Access: Cockpit Lateral Lining No.5 (222XZ) References:
References: Description: SDS 34-31-00
Description: SDS 34-51-00 Wiring Diagram: WD 34-29-20
Wiring Diagram: WD 23-10-20 Removal/Installation: TASK 34-31-09-900-801
Removal/Installation: TASK 24-62-21-900-801
418NS "HUD COMPUTER" Circuit Breaker
203NR VIDL-G Module 2 Location: LH Front SPDB (L1000PM)
Location: MRC 2 (201NZ) Access: Cockpit Lateral Lining No.5 (221XZ)
Access: Nose Cone (210) References:
References: Description: SDS 34-31-00
Description: SDS 34-51-00 Wiring Diagram: WD 34-29-20
Wiring Diagram: WD 23-10-20 Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: TASK 34-51-01-900-801

34-96
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 184 Figure 185

MAU1 Module and Functional Layout Aircraft withM305 or SB018 MAU2 Module and Functional Layout Aircraft without M305 or SB018
 FLIGHT MANAGEMENT SYSTEM
Overview
The flight management computing is referred to as the Flight Management System (FMS). The FMS supplies graphic
flight plan functions, Navigation (NAV) data, and flight performance data to the pilots and other aircraft systems. The FMS
functions and data that follow are available continuously from aircraft Takeoff (T/O) to landing:
− Standard Instrument Departures (SID)
− Standard Terminal Arrival Routes (STAR)
− Non-precision approaches with missed approaches
− Full Lateral NAV (LNAV) and Vertical NAV (VNAV)
− Complete mission predictions based on an adaptive model of the individual aircraft performance (SMARTPERF)
− Dual and triplex operation

The FMS also supplies estimates of time and remaining fuel along the flight plan. The FMS uses this data for high-
accuracy, long-range, LNAV and VNAV functions along the flight plan. To do these functions, the FMS receives and
compares the data from many different sensors to find the most accurate aircraft position data. The FMS sends its control
outputs to the Autopilot (AP) and Autothrottle (AT) systems to control the lateral and vertical movements and speed of the
aircraft along the flight plan. The FMS supplies the flight plan and status data to the Central Display System (CDS) for the
cockpit display and control devices.

Figure 186 Figure 187

FMS Block Diagram Flight Deck Overview

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21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
Developed for Training Purposes Falcon 7X

Figure 188
FMS System Architecture
 FLIGHT MANAGEMENT SYSTEM (CONTINUED)
Operation As FMS 1 is the master FMS:
During normal operation: − The pilot entries from the upper and lower MDU (red arrows) are directed to FMS 1
− FMS1 is used for the LH PDU − FMS 1 feeds FMS 2, FMS 3, left PDU and both MDUs (blue arrows)
− FMS2 is used for the RH PDU − FMS 2 feeds right PDU (blue arrow)

FMS3 will be used after manual reversion. One of the FMS is used as the reference for: The 3 FMS interact with GPS, IRS and the sensors (blue double-arrows) regardless of which FMS is the master FMS.
Reversion to other FMS is possible via the FMS reversion pushbuttons on the Reversion Panel (RP).
− Flight Plan Synchronization
− MDU Displays
FMS Initialization Description
− Data Entry (either through a keyboard or graphically)
Only one of the FMS needs to be initialized. All three FMS will be automatically synchronized. In order to initialize the
− Synchronization of Custom Database Modifications (waypoints, flight plans, NOTAMs)
FMS:
− In the lower MDU, press MENU on CCD and select
This FMS is referred to as the "Master FMS" and is selected by the PILOT SIDE pushbutton on the Guidance Panel. The
− Select Init tab.
FMS use valid GPS data to compute the FMS position. Each FMS contains three types of database:
− Navigation Database (NAV DATABASE)
The Init tab provides data relevant to the aircraft, FMS software, and database configuration and validity. Verify the validity
− Performance Database (AIRCRAFT DATABASE)
of these data. The Init tab also provides the "Current Position" of the master FMS. This position needs to be initialized.
− User Database (CUSTOM DATABASE)

In order to initialize FMS "Current Position", click on the Update FMS Position soft key. A dialog box appears. The dialog
Each FMS uses the following hardware resources: box displays a column of radio buttons with corresponding available geographic positions, for:
− Processor card for FMS functions − The different GPS and IRS sensors
− Advanced Graphics Modules (AGM) for interface to cockpit displays, for display and functional control − Manually entered point, and closest airport from that point
− Input/Output module to interface with external systems
− Network Interface Controller (NIC) to interface with the Avionics Standard Communications Bus (ASCB-D) The sensors and/or positions selected in the column of radio buttons prior to selecting "Apply" will be used for updating
− Databases the FMS position. IRS and FMS alignment is normally performed on GPS position. Select the radio button of choice, click
− Display units (PDU / MDU) on Apply soft key. This initializes the FMS “Current Position” to positions selected.

The FMS system architecture can be understood as a single integrated navigational system supported by three FMS
functions operating either synchronized or single mode. The EASy system provides a single output to the crew for
navigation and Automatic Flight Control System (AFCS) operation. FMS functions can be considered as input systems
supporting a single flight plan on the flight deck. Due to removal of dedicated FMS Control Display Units, the master FMS
receives pilot input through the graphic interface or a keyboard. The master FMS (FMS selected on the Pilot Flying) feeds
the other FMS.

Although the system in capable of operating in single mode, it operates most efficiently in synchronized mode as continual
system crosschecks offer increased system accuracy. Each pilot can directly view guidance information provided by the
selected FMS.

The master FMS for entry of all data is the PF FMS (as determined by the PILOT SIDE pushbutton on the guidance
panel). When operating in synchronized mode, data entered either through a keyboard or graphically is distributed to
other FMS functions.

While the active flight plan is operational on the EASy flight deck, either crewmember can plan a secondary flight plan. A
secondary flight plan is activated graphically. In this example, the PILOT SIDE pushbutton is on the left side which implies
that FMS 1 is the master FMS.

34-98
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 189 Figure 191

Update FMS Position Dialog Box I-NAV Window

Figure 190 Figure 192

Avionics Window Init Tab HSI and I-NAV Window-FMS Reversion from the Left Side (Pilot Flying Side)
 FLIGHT MANAGEMENT SYSTEM (CONTINUED)
Operation (Continued) Triple Architecture
Data Base Operation The primary FMS supplies data to the PDUs and the MDUs. Any change in the primary FMS status causes the CDS to
change the source of the data for the PDUs and the MDUs The FMS supplies data that shows on the sensors
The FMS uses data from the NDB, CDB, and aircraft data base.
management window.

Navigation Database (NAV)

The Horizontal Situation Indicator (HSI) that shows on the PDUs receives track and cross-track error data that is
The FMS uses the airport, NAVAID, and WPT data in the NDB to do NAV functions. The NDB can be updated every 28 calculated independently. The only way to change the FMS source on the HSI is through the FMS source selection menu.
days. The primary TOLD function follows the primary FMS selection. The FMS status supplies the TOLD synchronous status
(synchronous or single). If the TOLD function fails, a message shows. Use the FMS source selection to change a different
NAVAIDs Includes ID, NAVAID types, LAT/LON, magnetic declination, frequency, elevation, class, and
FMS for the TOLD function.
country code,
Airports Includes IDs, LAT/LON, elevation, magnetic variation, runway count and related runways, country Each FMS receives inputs directly from the PDUs and the MDUs. In the fully synchronous state, the primary FMS controls
code, procedures, transition altitude, and airport names inputs and synchronizes the other FMSs through the synchronous data block. The secondary FMSs continue to receive
Runways Includes runway numbers/IDs, LAT/LON, length, elevation, bearing, related Instrument Landing inputs directly from the PDUs and the MDUs and take action on data that is not included in the synchronous data block.
System (ILS)/Microwave Landing System (MLS), stopway length, width, threshold crossing
height, and displaced threshold distance The items that are synchronized for all three FMSs follow:
ILS/MLS/Arc Includes LAT/LON, type, frequency, country code, Distance Measuring Equipment (DME), related − Position Initialization Data
DME, bearing, category, elevation, magnetic declination, ILS glideslope, localizer bearing, − Active Flight Plan Data
channel number, and azimuth bearing SID/STAR/approach/missed approach procedures,
− Secondary Flight Plan Data
Named WPTs Includes IDs, LAT/LON, type (named intersections, terminal area procedure WPTs), and country − CDB (Flight Plans and WPTS)
code − FMS Setup Data
Unnamed WPTs Includes LAT/LON − Radio Tuning Data
Airways Includes IDs and related WPTs − TOLD Initialization Data

The items that follow are not synchronized:

Custom Database (CDB)
− Performance Data Bases and Estimates
The CDB has stored flight plans, Notice To Airmen (NOTAMs), and pilot-specified WPTs. The FMS keeps up to 255 flight
plans and 300 custom WPTs in the CDB. − The Pending Flight Plan
• When the primary FMS accepts the pending flight plan into the active (or secondary) flight plan, the other FMSs
receive the updated active flight plan,
Aircraft Data Base (Performance Database)
− Sensor Selection Changes and Position Changes
The aircraft data base has parameters specified by the aircraft that the FMS uses to do performance calculations. The
aircraft data base supplies all-aircraft specified performance parameters necessary for the FMS to do performance • These are applicable to a specified FMS on the sensors management window.
learning. After each flight, if SMARTPERF learning is on, all learned data is saved to the aircraft data base automatically.
When the aircraft data base supplies accurate performance, the learning algorithms can be set to off. Thus, all The FMS data bases are stored in the modules that follow:
performance data (learned and fixed) is contained in the aircraft data base. The aircraft data base is only used to do − FMS 1 Processor 5 Module (2501FY)
estimates in the “FULL PERF” mode.
− FMS 2 Processor 6 Module (2601FY)
− FMS 3 NIC / Processor 2 Module (2201FY)
The aircraft data base also includes all the aircraft-specified data necessary for speed selection logic and display
parameters. The aircraft data base also includes the data for the stall speed lift coefficient. The data for the stall speed lift
coefficient shows correct altitudes and their related data for the lift coefficient. Each FMS, even if it is not the primary, can send changes to the other FMSs. If an FMS has an error that causes it to
send incorrect data to the other FMSs, put that FMS in the single mode manually so that operation with the other FMSs
stops. The FMS has two modes of operation: synchronous and single. If an FMS goes into the single mode (either
Redundancy Management Operational Description automatically or through manual selection), a white CAS message shows.
The FMS supplies the pilots with a single flight plan on the flight deck. All multiple FMS functions are synchronized The FMS monitors the data that follows to stay in the synchronous mode:
automatically. You can make a selection of an FMS source manually. Although the FMSs operate in a primary/secondary
− Correct ASCB-D Data
configuration, some data must be calculated independently for safety concerns. In usual operation, an independent FMS
supplies data to the PDUs. The FMS positions are compared, and a CAS message shows when the positions do not − CDB
agree by a specified amount. − NDB
− Complementary Primary/Secondary Status
The primary FMS supplies the maps that show on the MDUs. The FMSs operate in full triplex mode. In this mode, all data − Complementary FMS ID
is synchronized between all available FMSs. FMS operation is as a primary with two secondary systems. − Synchronous Data Block Versions

34-99
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 193 Figure 194 Figure 197 Figure 198

Navigation Tab Drop Down Menu Performance Drop Down Menu Navigation Tab Summary Selection Update FMS Position Selected

Figure 195 Figure 196 Figure 199 Figure 200

RNP Lower than EPU Sensor Selection FMS Selected Problems Page
 FLIGHT MANAGEMENT SYSTEM (CONTINUED)
Operation (Continued) Make a selection of "Ref Wpt" to make an entry for a waypoint (WPT) Identification (ID). The set FMS calculates the LAT
and LON of the set WPT and shows the results in green, adjacent to the “Ref Wpt” area. If a WPT ID has more than one
Navigation Tab Selections
example in the NAV Data Base (NDB), a dialog box shows to let the pilot set the correct WPT.
The “Navigation” tab shows the selections that follow:
− Performance
Use the other selection areas to set an alternative NAV source. The value for a set NAV source shows in green, adjacent
− Summary to the source. When you set one of the NAV sources, the "Miles from FMS X Position" area shows at the bottom of the
− GPS display (where “X” is the number of the set FMS). This area shows the calculated difference between the set position and
− IRS the set FMS. To update the set FMS with the value that shows, make a selection of the “Apply” soft key. To close the
− NAV “Update FMS Position” display but not update the set FMS, make a selection of the “X” soft key in the top right corner.
− FMS
− Sensor Sel FMS Display
The FMS display controls the FMS modes. The display shows an "Active Mode" area and "Selected Mode" soft keys for
each FMS. The "Active Mode" area shows the FMS mode in green. The default selection for the "Selected Mode" is
The selection allows the choice of any FMS. The selected FMS then becomes the data source for the page and provides
"Synchronous". In the synchronous mode, the three FMSs operate together to share data and update each other
the EPU, RNP, and Horizontal Mode. In fully synchronous mode the RNP should always be the same between all FMS.
automatically. This data is supplied on the Avionics Standard Communications Bus, Version-D (ASCB-D). An FMS that is
The current airplane coordinates are displayed in the top right corner. The soft key allows updating the current position of
in single mode does not supply or accept data or updates.
the indicated FMS.

If the value in the "Active Mode" area does not agree with the value in the "Selected Mode" for an FMS, the "Problems"
NOTE: The Navigation tab “Update” soft key has effects only on the selected FMS.
soft key becomes available. Use the "Problems" soft key to get access to the FMS problems display.

Performance Display
FMS Problems Display
The Performance display shows graphically how the aircraft EPU compares to the newest RNP limits. The RNP ring
The FMS problems display shows all messages that are related to the active mode for a specified FMS. The problem
always shows in approximately the same location on the display. The number that shows in a box on the RNP ring gives
messages can show in four rows of two columns. The possible problem messages follow:
the correct radius of the ring, which is also the range in nautical miles. The radius value also shows in the RNP window in
the top right area of the display. The EPU ring adjusts to the RNP ring value so that the related size stays accurate. − "Custom DB" shows when there is a difference in the Custom Data Base (CDB)
− "NAV DB" shows when there is a difference in the NDB
The number that shows in a box on the EPU ring also shows in the "EPU" area below the RNP area. If the EPU value is − "Mode Diff" shows when the FMS is not set to the synchronous mode
more than the RNP value, the EPU ring shows in amber. The EPU value shows in amber in the box on the EPU ring and − "Slave"
in the "EPU" area. Push the “FMS” soft key to make an FMS source selection. The FMS selection that you make becomes − "ASCB INOP"
the set FMS source for the display and supplies the EPU and RNP. − "FMS X INOP" (where “X” is the number of the defective FMS)
− "Dual INOP" shows when two FMSs are defective
When you set the RNP value through the RNP window, a default value initially shows. This default value shows in green,
a value set by the pilot shows in white. The EPU value shows in green unless it is more than the RNP value. The EPU
Sensor Selection Display (Sensor Sel)
value that shows is the newest value calculated by the primary FMS. The display shows a green ring for the calculated
EPU value in relation to the RNP limit that shows in white. The sensor selection display lets you make a selection of the position sensors that the FMS uses to calculate the position
data. The default display shows the sensor selections for the onside FMS (FMS 1 on the LH PDU, and FMS 2 on the RH
PDU). Each position sensor shows on the left side of the display.
Summary Display
The summary display shows the NAV sources in relation to the newest aircraft position calculated by the FMS. The
Check boxes that relate to the position sensors show to the right of the position sensors. Use the check boxes to make a
newest aircraft position shows in the center of the white range ring. The position window in the top right area of the display
selection of a position sensor for the FMS. The FMS uses the data from that sensor (if necessary) to calculate the position
shows the newest aircraft position in Latitude (LAT) and Longitude (LON) in green. If a source is out of the limit of the
data. Remove the check mark from the check box to cancel that position sensor for an FMS. A green "U" label shows
display, an arrow shows at the correct bearing.
adjacent to the check box while the FMS uses the data from that position sensor. The bearing and distance ("BRG/NM")
data from the FMS calculated from the specified position sensor data also shows in green.
Use the “Display” boxes on the left side of the summary display to show a source. The Global Position System (GPS),
when set, shows on the display as “G1” and “G2”. The Inertial Reference System (IRS) when set, shows on the display as
The labels for the sensors position are:
“I1”, “I2”, and “I3”. The NAV, when set, shows as “N1” and “N1”. The FMS, when set, shows as “F1”, “F2”, and “F3”. The
white range ring is set to the newest RNP value. The size of the range ring does not change, but a number on the ring − I = IRS
shows the correct range. − F = FMS
− G = GPS
Update FMS Position Display − N = Nav Radio
Make a selection of the "Update" soft key in the top right area of the summary display to get access to the "Update FMS
Position" display. The “Update FMS Position” display only changes the set FMS. Make a selection of "Lat/Lon" and use
the data entry area to manually set a LAT and LON position.

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21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 201
FPLN Tab

Figure 202 Figure 203

Available Selections for the FLPN RTC Drop Down Menu
 FLIGHT MANAGEMENT SYSTEM (CONTINUED)
Operation (Continued) To make a flight plan manually for the pre-flight phase, make an airport code entry in the "Origin" and "Destination" areas.
After you make the entries, the FMS shows the first flight plan in the "Stored FLPN" list that agrees with the origin and
Flight Plan ("FPLN") Window
destination. Other flight plans that agree with the "Origin" and "Destination" will show with an asterisk after the name. You
The “FPLN” window shows in a 1/6, 1/3, or 1/2 size format. The default size is the 1/6 format. When you initially open the can move the cursor up and down through the "Stored FLPN" list to see all of the available flight plans. When you make a
“FPLN” window, the default selections that follow show: selection of a stored flight plan, the "FLPN Name", "Origin", and "Destination" areas show the related values
− The POF is the last set state or the pre-flight phase for a new window, automatically.
− The flight plan type is “Active”
− The "FPLN" tab is set After you make entries for the origin and destination airport codes, the "Insert" button becomes available. The "Invert"
check box, and the "Save" and "Delete" buttons are not available if you make the entries for the airport code for the flight
FPLN Menu plan manually. The "Invert" check box and the "Delete" button become available only if you make a selection of a flight
plan from the “Stored FPLN” area. The "Save" button is not available at this time because a flight plan must be an active
Use the “FPLN” menu to make a selection of the “Active” or “Secondary” flight plan to show on the “FPLN” window. The
flight plan before you can record it in the CDB.
flight plan type shows in white. You can make a different selection for the flight plan on the MDU.

You can make an entry of a new flight plan name in the "FLPN Name" area before you make the new flight plan. If you
POF Icons
make an entry of a flight plan name in the airport code format (airport-airport), the "Origin" and "Destination" areas show
The POF icons show across the top of the "FPLN" window. A flight plan has the POF selections that follow: the related airport codes automatically. You must record the airport codes in the correct International Civil Aviation
− Pre-flight − Arrival Organization format. The flight plan name must have between 6 and 10 alphanumeric characters.
− Departure − Post-flight
− Cruise You can make an entry of a flight plan name in the "FLPN Name" area. If the CDB contains the specified flight plan, it
shows in the "Stored FLPN" area. At the same time, the "Origin” and "Destination" areas show the related airport codes
The POF indications that are not available for selection show in a gray outline with a gray border. The POF indications automatically. Also, the cursor moves automatically to the "Insert" button, and the "Delete" button and the "Invert" check
that are available but not set show in a white outline with a gray border. The set POF indication shows as a solid green box become available.
indication with a green border. When you make a selection of a POF, any tabs that are available for that POF show. When
the set flight plan is active and the FMS performance mode is set to “FULL PERF”, all POF indications are available on The "Delete" button is available while a flight plan name shows in the "FLPN Name" area. If you make a selection of the
the display. When the set flight plan for display is active and the FMS performance mode is set to “Pilot Spd/FF” or "Delete" button before the "Insert" button, the FMS erases that flight plan from the CDB. Then the “FLPN” window goes
“Current GS/FF”, the cruise POF is not available for selection. back to the default display.

Pre-flight POF When you make a selection of the "Invert" check box, the origin and destination airport codes for a flight plan interchange.
When you make the pre-flight POF selection for the active flight plan, the “FPLN” window shows the "FPLN", "Alt/Spd", The flight plan name does not change. When you make a selection of the "Insert" button, the flight plan changes to its
and "Fuel/Weight" tabs. opposite and becomes a temporary flight plan. The selection of the "Invert" check box does not affect a temporary flight
plan.
FPLN Tab
The “FPLN” tab supplies the necessary functions and selections to set, change, record, or erase a flight plan. To make a
flight plan for the pre-flight phase, you can make entries for a new flight plan or make a selection of a flight plan kept in
memory. The "FLPN" tab shows the "FLPN Source" selections that follow:
"Pilot" Use this to make manual entries to the flight plan
"AFIS" Use this to make a selection of a flight plan as transmitted from a ground station
"DMU" Use this to make a selection of a flight plan from a Compact Disk (CD), a Digital Video Disk (DVD), or
a Personal Computer Memory Card International Association (PCMCIA) card in the PCMCIA slot in
the data loader,
"LAN” Use this to make a selection of a flight plan from a Personal Computer (PC) that is connected to the
aircraft Local Area Network (LAN)
"Secondary" Use this to change the secondary flight plan to the active flight plan.

FPLN Source
"Pilot"
An entry in the "FLPN Name" field is optional. The default display for this field is white dashes. An entry in the "Origin"
area is mandatory. The default display shows small white boxes in this field. An entry in the "Destination" area is
mandatory. The default display shows small white boxes in this field. An entry in the "Alternate" area is optional. The
default display shows white dashes in this field. The "Stored FLPN" area shows the flight plans that are kept in memory Figure 204
and available for the FMS. Phase of Flight Selection

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Figure 205 Figure 207

FPLN Tab AFIS Selection ALT/SPD Tab

Figure 206 Figure 208

FPLN Tab DMU Selection (CD/DVD) Fuel Weight Tab
 FLIGHT MANAGEMENT SYSTEM (CONTINUED)
Operation (Continued) For the “Pilot Spd/FF” performance mode, the window shows a "Crz FF" area. The default display for this field is white
boxes or a green value when the aircraft is in the air.
FPLN Source (Continued)
"AFIS"
The "Wind/Temp" area shows the temperature in degrees Celsius. Initially, the area shows green zeros but the data
Use the "AFIS" button to make a selection of a flight plan that is uploaded with the Automated Flight Information System
changes to white when you make an entry. You can make an entry of a temperature value or an international standard
(AFIS) datalink. When the "AFIS" button is initially set from the "FLPN" tab, the "Save", "Transmit Request", and "Insert"
atmosphere value. The FMS automatically calculates the value for the other area. An entry for the "Wind/Temp" area is
buttons are not available.
not necessary for the “Current GS/FF” mode.

The "Number", "FLPN Name", "Orig", "Dest", "ETD", and "Date" areas are optional entry areas. The areas have no default
Fuel / Weight Tab
values. Use the MKBs to make entries into these areas. The "Number" area shows as the default selection. When you set
a number, the "Transmit Request" button becomes available. Make a selection of the "Transmit Request" button to start a The "Fuel/Weight" tab supplies the necessary functions and selections to calculate the fuel and gross weight values for
transmission of a flight plan request over the datalink. the pre-flight phase. The mandatory areas are “BOW”, “Fuel”, “Passengers”, and “Cargo”.

When a flight plan is received, the message "FLT PLN RECEIVED" shows on the “INAV” window and the "Insert" button When the "Fuel/Weight" display initially shows, the "Compute" button is not available. After you make entries in all of the
becomes available. Make a selection of the "Insert" button to put the flight plan into the flight plan that shows on the mandatory fields on all three pre-flight tabs (“FPLN”, “Alt/Spd”, and “Fuel/Weight”), the "Compute" button becomes
"FLPN" menu. available. When you make the "Compute" selection, the FMS continuously calculates performance in relation to changes
in the flight plan, fuel reserves, wind, and temperature values. This includes the Estimated Time Enroute ("ETE"), Fuel
Required ("Fuel Req"), and fuel Figure of Merit ("Fuel FOM") for the Destination ("Dest") and Alternative ("Altn") airport
If the "FLPN" type is “Active” and there is already a set flight plan, the uploaded flight plan is put into the pending flight codes. The FMS also calculates the fuel reserves ("Fuel Res") for the "Dest" airport code. The fuel values show in
plan when you make a selection of the "Insert" button. thousands of pounds and are only available in the “FULL PERF” mode. The performance data shows in green. The
"Compute" button starts the continuously calculated performance.
If the "FLPN" type is Secondary and there is already a secondary flight plan, the uploaded flight plan is put into the
pending flight plan when you make a selection of the "Insert" button. The "BOW" area initially shows the default value from the aircraft data base or the last entry made by the pilot during the
last flight. The entry made by the pilot shows in white.
"DMU" or "LAN"
When a device, LAN, CD/DVD, or PCMCIA is set as a source for the flight plan, the "FLPN" tab shows a list of the flight The "Fuel" area shows white boxes if fuel data is not available or a green value if fuel data is available.
plans that are stored for that source. When you make a selection of a flight plan from the source list, the flight plan name The "Passengers" area initially shows white boxes. The "Lbs" area (approximate weight of each passenger) initially shows
shows in the "FLPN Name" field the default display shows dashes. When you make a selection of a flight plan from the the default value from the aircraft data base or the last entry made by the pilot during the last flight. The entry made by the
flight plan list, the "Insert" button becomes available. Make a selection of the "Insert" button to put in the flight plan from pilot shows in white.
the source.

The "Cargo" area initially shows white boxes.

"Secondary" or "Active"
Use this selection to move flight plans between “Active” and “Secondary”. If the flight plan set to show in the "FLPN" menu
The FMS automatically calculates the values for the "Gross Wt" area after you make all of the entries for the weight data.
is “Secondary”, the flight plan source is “Active”.

Alt / Spd Tab

The "Alt/Spd" tab supplies the necessary functions and selections to set the altitude, speed, fuel, and temperature
parameters for a specified flight plan.

Use the "Crz Spd" menu to set the cruise speed for the flight plan. These selections are "LRC" (Long-Range Cruise),
"Max End" (Maximum Endurance), "Max Spd" (Maximum Speed), and "Manual". The selections are only available when
the performance mode is “FULL PERF”. The "Manual" selection is the only selection available when the performance
mode is “Pilot Spd/FF” or “Current GS/FF”. Use the "Manual" selection to make an entry for the manual cruise speed in
Mach and/or calculated airspeed.

Use the "Fuel Res" menu to set the fuel reserves (remaining fuel) for the flight plan. This menu is only available during the
“FULL PERF” mode. You cannot set the fuel reserves in the other performance modes. If you make the "Pounds" or
"Time" selection from the "Fuel Res" menu, a new area shows. Use this area to make an entry for the fuel reserves in
pounds or time. An entry in the "Init Crz Alt" area is mandatory. The default display shows white boxes in this area.

An entry in the "Step Inc" area is optional. The default display shows white dashes. The "Step Inc" area only shows during
the “FULL PERF” mode. You cannot set a step increment in the other performance modes.

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Figure 209 Figure 211

Departure POF (1/2 Window) Cruise POF (1/2 Window)

Figure 210 Figure 212

SID Tab Procedure Dialog Box Cruise Summary Tab Normal and Engine Out
 FLIGHT MANAGEMENT SYSTEM (CONTINUED)
Operation (Continued) You must set all of the “Vspd” values manually. If you erase a “Vspd” or if calculated “Vspd” values are not available, the
areas show white dashes. The FMS erases all other data from the display.
Departure POF
When you make a selection for the departure POF for the active flight plan, the “FPLN” window shows the "SID", "Takeoff
Config", and "Takeoff Data" tabs. These tabs let you monitor and make changes to the flight plan during the departure If the flight plan type is “Active”, during the T/O roll phase, you cannot make entries on the "Takeoff Config" or "Takeoff
POF. Data" tabs. This prevents accidental changes while the aircraft moves down the runway. You cannot make entries until
the current POF is complete. If you try to make an entry, a message shows to tell you that you cannot make the entry.
These conditions do not apply if the flight plan type is “Secondary”.
SID Tab
The "SID" tab supplies the necessary functions and selections to set the runway parameters. When you make the
Cruise POF
"Runway/SID" selection on the "SID" tab, the procedures window shows. The Runway ("RW") and "SID" areas show the
related data when it becomes available. When you make the cruise phase selection for the active flight plan, the “FLPN” window shows the "Cruise Summary",
"What-IF Init", "What-IF Data", and "E.O. Range" (Engine Out) tabs. These tabs let you monitor and make changes to the
flight plan during the cruise POF. The cruise phase selection is only available when the performance mode is “FULL
Initially, the "Rwy Hdg", "Elev", and "Ft" (for runway length) fields show green boxes. The "Ft" and "Loc Trk" areas show PERF”.
green dashes. The "Disp Thr" and "Slope" areas each show a default value of 0 in green. When you make a runway
selection, the NDB automatically supplies the runway data in green to the applicable area. The runway data does not
have an effect on the dimensions of the runway symbol. If the SMARTPERF mode changes to a mode other than “FULL PERF” while the cruise POF is the active display on the
flight management window, the flight management window changes to the preflight phase.
The "HUD Confirm" button operates with the "Loc Trk" and runway length areas to make sure that the Head-Up Display
(HUD) data is accurate. Initially, the "HUD Confirm" button is not available unless data shows in each area or until you
change a HUD parameter. When the flight plan type is Secondary, the "Cruise Summary" and the "E.O. Range" tabs are not available. Only the
"What-IF Init" and "What-IF Data" tabs are available for selection.
The Takeoff Standard Altitude ("Tosa") area shows a default value of 400 ft more than the runway elevation value in the
"Elev" area. If an elevation value is not available, the default "Tosa" area shows white dashes. If you manually set the If the flight plan type is Active, the default tab is "Cruise Summary".
elevation value, it shows in white. The "Tosa" area changes to dashes if you erase a “Tosa” value. The value in the "Tosa"
area sets the bug position on the altitude tape on the PDUs. If the flight plan type is Secondary, the default tab is "“What-IF Init".

The "Trans Alt" area initially shows the default value from the aircraft data base or the last value set manually. This area is Cruise Summary Tab
synchronized with the "Trans Lvl" field on the "STAR/Approach" tab. The two fields always have the same value. Thus, if
you change the field on one display, the field on the other display shows the same change. The "Cruise Summary" tab shows a graphical display of the estimated fuel remaining at the destination and alternative
landing sites The FMS calculates these values.

Takeoff Config Tab

The white vertical bars show the estimated fuel remaining at landing that was calculated during the pre-flight POF. The
The "Takeoff Config" tab supplies the necessary functions and selections to set the T/O parameters. The "Surface Wind" green vertical bars show the actual calculated fuel remaining at landing as it occurs. This shows the relation between the
area initially shows white boxes. Entries for the direction and speed of the winds are mandatory. estimated and actual fuel used during the flight.

The Outside Air Temperature (OAT) area initially shows the temperature value in green. Boxes show if no value is The scale for the estimated and actual fuel remaining is 0 lb to 8000 lb. For values that are more than 8000 lb, the bar
available. When you make an entry in degrees Celsius or Fahrenheit, the FMS automatically calculates the value for the stays at the top of the scale. The value directly above the bar shows the fuel quantity in thousands of pounds.
other field. An entry in the "OAT" area is mandatory.

The white horizontal line shows the fuel reserves as set on the “Alt/Spd” tab with a digital readout in thousands of pounds.
The "Baro Set" area initially shows the default Barometric (BARO) value that shows on the PDUs. If the BARO values are The "To Reserves" area shows the "Range" and "Endurance" until the aircraft gets to the specified "Reserves" level.
set for inches of mercury (Hg), the BARO value shows an Hg value. If the BARO values are set for Hectopascal (HPA),
the BARO value shows an HPA value. When you adjust the "BARO SET" knob on the guidance panel controller (601FP),
the BARO value in the "Baro Set" area also changes. For a secondary flight plan, the "Baro Set" area defaults to 29.92 or The "Spd", "Crz", "Step", "Ceil", and "Opt" areas contain the data calculated by the performance function in the FMS.
the HPA equivalent. An entry in the "Baro Set" area is mandatory. These are calculated by use of the newest selections for the active flight plan.

The "Press Alt" area initially shows a default calculated value, if available, or green boxes until you make a runway
selection. When the runway altitude is available, the FMS uses the data to calculate the values in the "Press Alt" and
"Baro Set" areas. If you make a change to one of those values, the other values also change. An entry in the "Press Alt"
area is mandatory.

Takeoff Data Tab

The "Send" button is not available until the “Vspd” values are set. When you make a selection of the "Send" button, the
FMS sends the “Vspd” values to the PDUs. The PDUs show the “Vspd” values on its speed tape. The "Send" button is not
available again until the data changes.

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Figure 213 Figure 214

What –If Init Tab Normal What If Data Tab Normal
 FLIGHT MANAGEMENT SYSTEM (CONTINUED)
Operation (Continued)
What-IF Init Tab
Use the "What-IF Init" tab to change the performance parameters of the flight plan and see the possible results. The
changes are not applied to the current flight plan. The default values for the areas on this tab show the performance
parameters as set on the “Alt/Spd” tab. Control and use of the areas on this window are the same as the “Alt/Spd” tab.

The "Compute" button is not available initially. When you make a selection of one of the tab areas, the "Compute" button
becomes available. When you make a selection of the "Compute" button, the FMS makes a pending flight plan that is
related to the set flight plan. The calculated estimates show on the “What-IF Data” tab.

What-IF Data Tab

Use the "What-IF Data" tab to show the calculated results of the "What-IF Init". The new performance data shows at the
top of the display. The “What-IF” fuel quantity estimate shows in cyan adjacent to the current estimate. A white line and
related value show the quantity of fuel reserves.

The current estimate for the set flight plan shows as a green bar. If the flight plan type is "Active", an "Active" label shows
at the bottom of the green bar. If the flight plan type is "Secondary", an "SFPLN" label shows.

The "Activate" and "Cancel" buttons show at the bottom of the display. When you make a selection of the "Activate"
button, the FMS puts the changes into the current flight plan and erases the data from the display. When you make a
selection of the "Cancel" button, the FMS does not change the active flight plan but erases the data from the display.

The "Dest" area shows the destination airport identifier for the pending flight plan in cyan in the lower left corner of the tab.

E.O. Range Tab

The "E.O. Range" tab shows the data calculated by the performance function in the FMS and cannot be changed.

Figure 215
Cruise Summary Tab Normal and Engine Out

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Figure 216
ARRIVAL POF (1/2 WINDOW)

Figure 217 Figure 218 Figure 219 Figure 220

STAR / APP Tab Landing Config Tab Landing Data Tab Landing Data Tab APP Category Drop-Down Menu
 FLIGHT MANAGEMENT SYSTEM (CONTINUED)
Operation (Continued) Landing Config Tab
Arrival POF The "Landing Config" tab supplies the necessary functions and selections to set the landing parameters.
When you make a selection of the arrival POF for the active flight plan, the "FLPN" window shows the "STAR/App", Entries in the "Surface Wind" direction and wind magnitude areas are mandatory. The "Surface Wind" area initially shows
"Landing Config", and "Landing Data" tabs. Use these tabs to monitor and make changes to the flight plan and landing white boxes. The "OAT" area initially shows green boxes. When you make an entry in degrees Celsius or Fahrenheit, the
speeds during the arrival POF. FMS automatically calculates the parameter for the other area. Entries in the “OAT” area are mandatory.

STAR/App Tab The "Baro Set" area initially shows the default BARO value that shows on the PDUs. If the PDUs are set for Hg, the
BARO value shows an Hg value. If the PDUs are set for HPA, the BARO value shows an HPA value. When you adjust the
When you make the "Rwy/Appr/STAR" selection on the "STAR/App" tab, the procedures window shows to let you make a
"BARO SET" knob on the guidance panel controller (601FP), the BARO value in the "Baro Set" area also changes.
selection of or modify a procedure for the approach phase. When you make a runway selection, all runway data available
from the NDB shows in green on the "STAR/App" tab. The runway data does not change the runway image.
The "Press Alt" area initially shows green boxes until you make a runway selection. When the runway altitude is available,
the FMS uses the data to calculate the values in the "Press Alt" and "Baro Set" areas.
The "Dest", "Rwy”, "App", and "STAR" areas on the "STAR/App" tab show the set destination, arrival runway, and
standard arrival procedure related with the set flight plan. The "Dest", "Rwy", "App", "STAR", and runway width areas on
the "STAR/App" tab are display-only areas. The FMS supplies the data for these areas from data in the set flight plan and When the descent to the destination runway makes a steep approach necessary, make a selection of the "Steep App"
related data in the NDB. check box. The Enhanced Ground Proximity Warning System (EGPWS) also uses the status of the "Steep App" selection.
You can make a selection of the "Steep App" check box in the Terrain Avoidance Warning System (TAWS) section of the
sensors management window. The correct setting shows in the flight management window no matter where you make the
An entry in the "Rwy Hdg" area is mandatory. When the “Rwy Hdg” value is set by the current flight plan, the value shows
selection.
in green. If you record a value in the "Rwy Hdg" area manually, it shows in white. An entry in the runway "Elev" area is
mandatory. When the runway “Elev” value is set by the current flight plan, the value shows in green. If you record a value
in the "Elev" area manually, it shows in white. The "Flaps Override" check box overrides the automatic flap positions. The selection of the "Flaps Override" check box
applies only to the EGPWS. You can make a selection of the "Flaps Override" check box in the TAWS section of the
sensors management window. The correct setting shows in the flight management window no matter where you make the
An entry in the "Loc Trk" area is optional. When the “Loc Trk” value is set by the current flight plan, it shows in green. If
selection. When you make the "Flaps Override" selection, a dialog box that asks for confirmation of the selection shows.
you record a value in the "Loc Trk" area manually, it shows in white. An entry in the runway length area is mandatory.
When the flight plan type is "Secondary", the "Flaps Override" check box does not show on the "Landing Config" tab.
When the runway length is set by the current flight plan, the value shows in green. If you record a runway length manually,
it shows in white. The runway width area is set by data from the NDB if available. If a runway width is not available, then
the field is blank. Landing Data Tab
Arrival Procedure Data
An entry in the "Glide" area is optional. When a “Glide” value is set by the current flight plan, it shows in green. If you Arrival procedure data shows as soon as it is available for the set flight plan. This area shows the destination airport code,
record a value in the "Glide" field manually, it shows in white. arrival runway, and approach type. If the data used by the FMS to calculate the landing is not correct, this area is blank.

The "Disp Thr" area shows how far the landing point is from the end of the runway. An entry in the "Disp Thr" area is App Category, RA DH, BARO MIN
optional. When a “Disp Thr” value is set by the current flight plan, it shows in green. If you record a value in the "Disp Thr" The “App Category” menu has the selections that follow:
area manually, it shows in white. − ”FMS/VGP”: Selection of “FMS/VGP” sets the “BARO MIN” button and shows a value 250 ft higher than the runway
“Elev” value set on the “STAR/App” tab
The "Slope" area shows if the runway increases or decreases in elevation from one end to the other and at what percent. − “CAT 1”: Selection of “CAT 1” sets the “BARO MIN” button and shows a value 200 ft higher than the runway “Elev”
An entry in the "Slope" area is optional. When a “Slope” value is set by the current flight plan, it shows in green. If you value set on the “STAR/App” tab
record a value in the "Slope" area manually, it shows in white. − “CAT 2/HUD 2”: Selection of “CAT 2/HUD 2” sets the “RA DH” button and shows a value of 100 ft
− “HUD 3”: Selection of “HUD 3” sets the “RA DH” button and shows a value of 50 ft
An entry in the “Trans Lvl” area is mandatory. When the “Trans Lvl” value is set by the current flight plan, it shows in − “LOC”: Selection of “LOC” sets the “BARO MIN” button and shows a value 250 ft higher than the runway “Elev” value
green. If you record a value in the “Trans Lvl” area manually, it shows in white. The “Trans Lvl” and “Trans Alt” areas of set on the “STAR/App” tab
the “SID” tab are synchronized. If you change the “Trans Lvl” value, the “Trans Alt” value changes also.
− “B/C”: Selection of “B/C” sets the “BARO MIN” button and shows a value 250 ft higher than the runway “Elev” value
set on the “STAR/App” tab.
An entry in the Go Around Safe Altitude (“G/A SA”) area is optional. When the “G/A SA” value is set by the current flight
plan, the value is 800 ft above the “Elev” value and shows in green. If you record a value in the “G/A SA” area manually, it
shows in white.

The "HUD Confirm" button is connected to the "Loc Trk", "Elev", runway length, and "Glide" areas. Initially, the button is
not available. When you record data in the "Loc Trk", "Elev", runway length, and "Glide" areas, the "HUD Confirm" button
becomes available. When you make a selection of the "HUD Confirm" button, the output of the data is sent to the HUD for
display. The "HUD Confirm" button is not available again until you make a change to the "Loc Trk", "Elev", runway length,
or "Glide" areas.

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Figure 221
Flight Sum Tabs (1/2 Window)
 FLIGHT MANAGEMENT SYSTEM (CONTINUED)
Operation (Continued) The FMS supplies the origin airport code and destination airport code. These values show in green.
Ldg Wt
This “Ldg Wt” area shows the landing weight set on the “Landing Config” tab. The "Taxi Time" area shows the time recorded by the FMS when the parking brake was released for the first time after the
system is energized. The "T/O Time" area shows the time at T/O in green. The "Ldg Time" area shows the time at landing
in green. The "Apron Time" area shows the time recorded by the FMS when the parking brake was set after the flight. The
Vspd Area "Flight Time" area shows the total time of the flight and becomes available when the T/O time shows. The "Block Time"
The "Vspd” area shows the “VREF” and “VAPP” values set by the pilot. area shows the overall duration between the "Taxi Time" value and the "Apron Time" value.

Wind Area For quick-turn operations (power is not stopped), the "Apron Time" value continues to show until the aircraft is in the air
The “Wind” area shows an arrow that points down with a velocity value for a headwind, or an arrow that points up with a again. Then, the last release of the parking brake before T/O is what sets the new "Taxi Time" value.
velocity value for a tailwind. An arrow that points left or right with a velocity value shows a cross wind.
Flight Sum 3 Tab
Post-Flight POF The FMS supplies all of the data that shows on the "Flight Sum 3" tab. You cannot change this data.
When you make a selection of the post-flight phase for the active flight plan, the "FLPN" window shows the "Flight Sum
1", "Flight Sum 2", and "Flight Sum 3" tabs. The total quantity of fuel used by each engine from the start of the flight shows in the "FU1", "FU2", and "FU3" areas.
These values come from the Fuel Quantity Management Computer (FQMC)(208QJ) and are the same values that show
If the flight plan type is "Secondary", the post-flight pages are not available. If you make a selection of the "Printer" check on the “FUEL” Synoptic page. The “FUEL” Synoptic page has a reset selection for the fuel used fields.
box for the "Flight Summary Output" on the Avionics window "FMS Setup" tab, the data that shows on the flight summary
tabs is sent to the printer in a text-only format after landing. If you make a selection of the "Disk" check box for the "Flight The drift rate for each IRS shows in the "IRS1 Drift", “IRS2 Drift”, and “IRS3 Drift” areas. The FMS calculates these
Summary Output" on the Avionics window "FMS Setup" tab, the data is saved to a file after landing. values, which are the same values that show on the sensors management window.

Flight Sum 1 Tab

The "Flight Sum 1" tab shows the date in green. This value is set on the “Init” tab of the Avionics window.

The value in the "Tail #" area shows in white. This value is set on the “Init” tab of the Avionics window. If you change this
value on the "Flight Sum 1" tab, the value changes on the “Init” tab of the Avionics window. If a value is not set, the field
shows white dashes.

Use the "Crew" area to record the names of the pilots.

The "Passengers" area shows the number of passengers for the flight. Make an entry for the number of passengers
during the pre-flight POF. This field is blank if you did not make an entry during the pre-flight POF on the “Fuel/Weight”
tab. You cannot change this parameter on this display.

Flight Sum 2 Tab

The FMS supplies all of the data that shows on the "Flight Sum 2" tab. You cannot change this data.
The "Avg TAS" area shows the average airspeed calculated from the total time and air distance for the flight. If the value
for the "Air Dist" area shows in amber, this value also shows in amber.

The "Air Dist" area shows the total air distance for the flight. If the True Airspeed (TAS) is incorrect during the flight, the
value for the "Air Dist" area shows in amber and the distance calculated stops. When the TAS is corrected, the distance
calculated starts again. The distance calculated uses a TAS value that is constant from the last correct value and equal to
the newest value.

The "Avg GS" area shows the average groundspeed calculated from the total time and ground distance for the flight. If the
value for the "Gnd Dist" area shows in amber, this value also shows in amber.

The "Gnd Dist" area shows the total ground distance for the flight. If the groundspeed is incorrect during the flight, the
value for the "Gnd Dist" area shows in amber and the distance calculated stops. When the groundspeed is corrected, the
distance calculated starts again. The distance calculated uses a groundspeed value that is constant from the last correct
value and equal to the newest value.

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Figure 222 Figure 223

FMS Setup Tab Auto Setup Tab
 FLIGHT MANAGEMENT SYSTEM (CONTINUED)
Operation (Continued) Make a selection in the "DESCEND" schedule fields to set one of three descend schedules. The first schedule is a
calibrated airspeed/Mach/angle schedule recorded manually. The second schedule is the Vmo/Mmo schedule with a
Avionics Window
manually recorded angle. The third schedule is a default selection from the aircraft data base. All fields recorded manually
FMS Setup Tab keep the last recorded values and go to the values from the aircraft data base.
All selections made through the FMS setup tab are synchronized for all the FMSs. Make a selection of the "SmartPerf
Learning" buttons to turn the SmartPerf Learning function on or off. The default selection is from the aircraft data base or
Use the "Approach Speed" fields to set different speeds for different Slats/Flaps (SF) configurations. Make a selection in
the last selection made. If there is no aircraft data base, the default is "Off". The "On" selection is not available.
the "Clean" field to set a calibrated airspeed value. The default is the value from the aircraft data base or 200 kt. Make a
selection in the "SF1" field to set an approach speed in the SF 1 configuration. The default value comes from the aircraft
Make a selection of the "SmartPerf Mode" buttons to make the selection of the SmartPerf mode. Full Perf is the default data base. You cannot set a speed that is higher than the placard speed is recorded in the aircraft data base for this
mode. If Full Perf is not available because there is no aircraft data base, the selection is not available. configuration. An entry that is less than the minimum Indicated Airspeed (IAS) shows as a delta from the reference speed.
The "SF1" field shows this entry as "VRF+" plus the value. The "SF2" field operates in the same way as the "SF1" field.
Make a selection of the "TOLD Options" buttons to make the selection of the applicable service bulletin for the aircraft. The "SF3" field shows VAP (approach speed). The “SF3” field cannot be changed.
The default selection is "Basic" or the last selection made.
The "First App Wpt" box shows if the approach speeds must be started at the first WPT of the approach. Make a selection
Record a value in the "T/O Fuel" field to set a FQ allowance for takeoff in the performance calculations. The default in the "Dist to Dest" field to set a distance from the destination at which the approach speeds start. The default is 15 NM
selection comes from the aircraft data base or the last value recorded. or the last value recorded.

Record a value in the "LDG Fuel" field to set a FQ allowance for landing in the performance calculations. The default The "Go-Around Speed" fields show different AFCS speeds for different SF configurations.
selection comes from the aircraft data base or the last value recorded.

Record values in the "RNP Settings" fields to set the necessary RNP for a specified phase of flight. The default values are
the values that follow or the last value recorded:
− Departure – 1.0
− Enroute – 2.0
− Remote – 10.0
− Arrival – 1.0
− Approach – 0.3
− Missed approach – 1.0

The sequence of priority for the active RNP limit follows:

− Manual selection on the sensors management window
− Value from the data base
− Value from this schedule

Auto Speeds Tab

Make a selection of the Auto Speeds tab to set the speed schedules for the FMS.

Make a selection of the "CLIMB" speed fields to set one of two climb schedules. One field is the calibrated airspeed or
Mach schedule recorded manually. The other field is a default from the aircraft data base. The "Manual" field keeps the
last value recorded.

Make a selection of the "DEPARTURE" speed field to record a single calibrated airspeed target. This selection also lets
the pilot set the effective area of use for the target: altitude and range from the origin airport. The defaults are 2500 Above
Ground Level (AGL) and 4.0 NM. The speed goes to the aircraft data base value or 200 kt or the last value recorded.

Make a selection in the "Speed Limit" field to make an entry of a calibrated airspeed used as the maximum speed below
the recorded altitude. The default is 250/10,000. If the speed/altitude limit is removed, the "Speed Limit" field shows
dashes. The field keeps the last values recorded.

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CODDE1_ATA34

Figure 224
FMS Speeds Tab Change to FMW Update Auto Speeds Tab
 Figure 225 Figure 226
Complete FPLN in I-NAV Complete FPLN in WPT List

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Figure 227
Flight Deck Overview
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS)
Overview
The EGPWS helps to prevent accidents caused by Controlled Flight Into Terrain (CFIT) or dangerous windshear
conditions. It also supplies terrain data through a Terrain Server Function (TSF) that shows terrain data on the Primary
Flight Displays (PFD). The EGPWS uses different aircraft parameters as inputs to apply alert algorithms. The EGPWS
then supplies aural alert messages, and visual annunciations and displays if the values are more than the alert envelope.

The EGPWS is a Line Replaceable Module (LRM) and includes the functional areas that follow:
− Basic Ground Proximity Warning
− Terrain Clearance Floor (TCF)
− Terrain/Obstacle Awareness Alerting and Warning
− TSF
− Altitude Awareness Callouts
− Excessive Bank Angle Alert
− Windshear Detection and Alert

The EGPWS module also does the auxiliary functions that follow:
− Monitors input signals
− Receives Monitor Warning Function (MWF) alert conditions and gives related annunciations
− Does Built-in Tests (BIT) and manually started self-tests
− Operates with the Central Maintenance Computer (CMC) maintenance systems when the aircraft is on the ground

The EGPWS receives inputs from these sensors and systems through the Avionics Standard Communication Bus,
Version D (ASCB-D) to monitor for dangerous terrain or windshear conditions:
− Global Positioning System (GPS)
− Inertial Reference System (IRS)
− Flight Management System (FMS)
− Air Data System (ADS)
− Radio Altimeter (RAD ALT)
− Flight Control System (FCS)
− Modular Radio Cabinet (MRC)
− Network Interface Module (NIM)
− Flap System
− Landing Gear System
− MWF

Figure 228
Enhanced Ground Proximity Warning System

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Figure 229 Figure 230

TCAS / TAWS Window on MDU INAV Display PDU Traffic Window
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (CONTINUED)
Components The situational awareness terrain colors are as follows, in order of the highest threat to the lowest:
The EGPWS has the component that follows: Level Color Altitude Range
− EGPWS module
Level 1 Solid High Unit Intensity Red Terrain more than 2,000 ft above airplane altitude
The Terrain Awareness and Warning System (TAWS) alert data (cautions and warnings) shows in the traffic window of Level 2 High Intensity Yellow Terrain between 1,000 and 2,000 ft above airplane altitude
each PDU. The traffic window supplies a close-up and decluttered display of Traffic Alert and Collision Avoidance System Level 3 Low Intensity Yellow Terrain that is 500 feet (250 feet with gear down) below to 1,000 ft above
(TCAS) and TAWS data. The traffic window shows automatically on the PDU when a terrain caution or warning occurs. airplane altitude
Level 4 Low Intensity Green Terrain that is 500 feet (250 feet with gear down) below to 1,000 ft below
When the traffic window shows, the terrain area flashes in amber for a caution or in red for a warning, until the condition airplane altitude
stops. The terrain caution or warning flashes twice in 1 s with the intervals that follow:
− 375 ms on Level 5 Very Low Intensity Green Terrain that is 1,000 feet below to 2,000 ft below airplane altitude
− 125 ms off
− 375 ms on The EGPWS mode annunciations show adjacent to the lower-right outside edge of the Horizontal Situation Indicator (HSI)
− 125 ms off on the PDU. The "EGPWS Status Mode Annunciations" table shows the status mode annunciations for the EGPWS in the
order of importance from highest to lowest.
The traffic window shows an outer range ring of 5 NM and an inner range ring of 3 NM. You cannot change the range on EGPWS EGPWS Color Make The Selection From
the traffic window. Modes Annunciation
EGPWS Test "TERR TEST" Green text on black background Test synoptic page
The EGPWS has a terrain awareness alert and display function that supplies a background display of local terrain in front
of the aircraft. When a terrain or an obstacle caution or warning condition occurs, you hear an aural alert and see an Terrain Fail "TERR" Black text on amber background N/A
annunciation on the Attitude Director Indicator (ADI). The background image on the TAWS display is highlighted to show Flaps Override "FLAPS OVRD" White text on black background Flight Management Window (FMW)
the dangerous terrain or obstacle. or sensors window
Glideslope Inhibit "G/S INHIB" White text on black background Multifunction Keyboard (MKB) or
The terrain awareness display can show on the Integrated Navigation (INAV) window of the upper Multifunction Display sensors window
Unit (MDU). To show the terrain awareness display on the INAV window, move the cursor to the "INAV Data" selection in
the INAV control bar. Push the enter pushbutton on the CCD to make the selection. Move the cursor to the "TERRAIN" Terrain Inhibit "TERR INHIB" White text on black background MKB or sensors window
check box on the INAV data menu and push the enter pushbutton on the CCD to make the selection. Use the data set Steep approach STEEP White text on black background MDU FMW arrival page
knob on the CCD to control the intensity of the terrain awareness display.

The terrain awareness display supplies a graphic display of the terrain or obstacles that are around the aircraft. The
EGPWS uses the sensor data inputs and its internal data base to calculate the aircraft position. The EGPWS uses this
position data to show the terrain that extends from 2000 ft below the aircraft altitude to 2000 ft above the aircraft.
The situational terrain shows in the “North Up” and “Heading Up” map formats. If the weather display shows, the
situational awareness terrain does not show, and a white "TAD-OFF" annunciation shows on the INAV window.

Three different terrain levels show on the terrain awareness display. If a terrain caution or warning condition occurs, the
traffic window automatically shows on the PDU of the pilot who controls the aircraft. Also, the INAV window changes to
the “North Up” 5 NM range and removes the different layers from the terrain awareness display, which includes airborne
weather. When the alert condition stops, the map format stays in the “North Up” 5 NM range.

The background terrain shows as different density patterns in green, yellow, or red. The density patterns and colors are
related to the situational terrain elevation. The EGPWS uses the aircraft altitude in relation to the terrain to calculate the
background display.

At low altitudes, the terrain shows in colors and patterns that relate to the vertical displacement between the terrain
elevation and the current aircraft altitude. At aircraft altitudes that are safely above the terrain for the display range, the
terrain shows independently of the aircraft altitude. The highest and lowest elevations show emphasis to supply increased
situational awareness. This increased awareness helps the pilots to navigate during an unplanned descent or off-route
deviation, or to see the terrain before a descent.

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Figure 231
Menu Selections for PFD

Figure 232 Figure 233 Figure 234

WX/LSS/TAWS Tab Selection Landing Config Tab Multifunction Keyboa
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (CONTINUED)
Components (Continued)
TAWS Operation Controls
The sensors window has two tab selections: "Navigation" and "WX/LSS/TAWS". The "Navigation" tab selection is the
default selection. The "WX/LSS/TAWS" tab selection supplies the controls for the TAWS. To show the sensors window on
the PFD, move the cursor to the window area below the EICAS window. Push the "MENU" button on the CCD to show the
menu selections. Make a selection of the "SENSORS" soft key to show the sensors window. Use the soft key selections
that follow to control the operation of the TAWS:
"Flaps Use this selection only for procedures that would otherwise cause a nuisance alert. The selection
Override" lets the EGPWS adjust the alert and warning envelopes, which usually occur when the flaps are in
the landing configuration. The adjustment changes the algorithms to supply the larger tolerances
necessary during approach and landing.
FLAPS OVRD Text is displayed in the right lower part of the HSI window and TAWS: FLAP OVRD
displayed in the ENG-CAS window.
"G/S Inhibit" Use this selection to cancel Mode 5 glideslope alerts. If the Aircraft Personality Module (APM) option
for the Alternate Glideslope Cancel condition is enabled, you can manually cancel the Mode 5
glideslope alert at any time and any altitude. You can then manually set the Alternate Glideslope
Cancel condition again after 5 seconds. The 5–second delay makes it so the switch cannot cancel
again when an accidental "double hit" occurs. The Alternate Glideslope Cancel condition is
automatically set again when the aircraft lands, or when the aircraft configuration changes (for
example, when the flaps or landing gear change position for a Go-Around (GA)).
"Terrain Use this selection to stop the terrain and obstacle alert function and the TCF function, and to prevent
Inhibit" nuisance alerts. Situational awareness terrain will not show on the display. These types of nuisance
alerts usually occur when the aircraft is scheduled to land at an airport that is not included in the
data base. Figure 235
Sensors Status Area
"Steep Use this selection to set the steep approach mode. The steep approach mode adjusts the Mode 1
Approach" alert boundaries and prevents unwanted alerts so that the aircraft can make a steeper approach
than usual. During this mode, a "STEEP" annunciation shows in white above and to the left of the
ADI on the PFD.

The function controls for the flaps override and steep approach functions are also available on the FMW. The terrain
inhibit and glideslope inhibit functions are also available as pushbutton selections on the MKB.

MKB Controls
The MKB has two pushbutton switches that give access to the glideslope inhibit and terrain inhibit functions. The function
of each control is specified in the “MKB Controls” table that follows:
Control Function
"G/S INHIB" The "G/S INHIB" button supplies an input to the EGPWS module to disengage Mode 5 (too much
Button descent below the glideslope. When either of the two conditions that follow occur, it can be
necessary to disengage Mode 5:
1. The aircraft is below 2000 ft Above Ground Level (AGL) and moves during Instrument
Landing System (ILS) final approach
2. The aircraft is on a back course approach with an unreliable ILS glideslope.
G/S INHIB is displayed in the lower part of the PDU (HSI window)
"TERR INHIB" Use the "TERR INHIB" pushbutton switch to stop the terrain/obstacle alert function and TCF
Button function to prevent nuisance alerts.
TERR INHIB is displayed in the lower part of the PDU (HSI window)
"TRFC" Button Push the "TRFC" pushbutton on the MKB to show the traffic window on the PDU. There is no
cursor movement related to this pushbutton, but you have to use the CCD menu selections to
close the traffic window.
Figure 236
Steep Annunciation

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Figure 237 Figure 239

Mode 1: Excessive Descent Rate Mode 2B: Excessive Terrain Closure Rate

Figure 238 Figure 240

Mode 2A: Excessive Terrain Closure Rate Mode 3: Altitude Loss After Takeoff
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (CONTINUED)
Operation The two submodes have outer and inner envelopes that give alerts. When the aircraft goes into the outer envelope of a
submode, the EGPWS gives an initial alert. You hear a "TERRAIN, TERRAIN" aural alert and see an amber "GND-
Modes of Operation
PROX" annunciation in the ADI on the PDU. You hear the alert one time in Mode 2A, but continuously in Mode 2B with
The EGPWS has the functions and modes that follow: both the landing gear and flaps in the landing configuration until the aircraft goes out of the envelope. The amber "GND-
− Mode 1: Excessive Descent Rate PROX" annunciation shows continuously on the PDU as long as the condition continues. Each submode gives a
− Mode 2: Excessive Terrain Closure Rate continuous aural "PULL UP" alert, and a red "PULL-UP" annunciation shows in the ADI if the aircraft goes into the inner
− Mode 3: Altitude Loss After T/O envelope. The aural and visual alerts stay on until the condition is removed.
− Mode 4: Unsafe Terrain Clearance
− Mode 5: Excessive Glideslope Deviation To decrease unwanted alerts to agree with the radar-vectoring minimum terrain clearance, the mode 2A minimum
boundary is decreased from 2450 ft to 965 ft when the terrain awareness function operates in a state of high integrity.
− Mode 6: Callouts
− Mode 7: Windshear Warning
Mode 2B has a less sensitive alert envelope that lets you operate the aircraft as usual without unwanted alerts during a
− TCF Function
landing approach close to terrain. In this alert envelope, the top boundary decreases to 789 ft because the maximum
− Runway Field Clearance Floor (RFCF) Alert Function approved closure rate is 3000 ft/mn. Mode 2B is available when the conditions that follow occur:
− Terrain/Obstacle Look Ahead Alert Function − When the flaps are in the full landing configuration,
− When the aircraft is on an ILS approach and is 2 dots or closer to the LOC and glideslope centerlines,
The basic EGPWS function has six modes of operation, Modes 1 thru 6. Modes 1 thru 5 are the standard EGPWS modes − When the aircraft is less than 10 NM from the destination runway, the altitude is less than 3500 ft, and the terrain
of operation. Mode 6 supplies extra protection through menu selections for radar altitude callouts during landing approach. awareness and geometric altitude functions are in operation and of high integrity,
Mode 6 also supplies an optional alert for too much bank angle. In the basic aircraft configuration, the bank angle alert
− During the first 60 s after T/O, to prevent false terrain warnings that occurs because of incorrect radar altimeter
function is on.
tracking after T/O.

Mode 1: Excessive Descent Rate

You hear a "TERRAIN, TERRAIN" aural alert and see an amber "GND-PROX" annunciation in the ADI if the aircraft goes
Mode 1 operates during all phases of flight. It supplies aural and visual alerts if the EGPWS calculates that the aircraft has into the alert envelope. For this "TERRAIN, TERRAIN" aural alert, the aircraft is not in the full landing configuration. If the
a descent rate close to the terrain. Mode 1 operates independently of the aircraft configuration. Mode 1 operates when the aircraft continues to go into the alert envelope, you hear a "PULL UP" aural alert continuously until the aircraft goes out of
aircraft altitude is less than 2450 ft AGL. Lower-level cutoff occurs at 10 ft during landing. the envelope. If the aircraft goes into the envelope in the full landing configuration, you hear a "TERRAIN, TERRAIN"
aural alert until the aircraft goes out of the envelope.
The Inertial Reference Unit (IRU) supplies the descent rate. If the descent rate from the IRU is not correct, the EGPWS
calculates the descent rate internally. If the descent rate that was calculated internally is not correct, the EGPWS uses the Mode 3: Altitude Loss After T/O
barometric rate input from the ADS. The barometric rate data cannot be used when the aircraft is close to the ground
Mode 3 supplies alerts if a loss of altitude occurs immediately after T/O or during a GA when the landing gear or flaps are
because of the ground effect and the possibility of nuisance warnings. This causes Mode 1 to stop at 30 ft AGL. Mode 1
not in a landing configuration. The EGPWS must receive a radar altitude, an inertial or barometric altitude, and an altitude
starts again at 65 ft AGL when the EGPWS uses barometric rate input.
rate for the mode to operate. The IRU usually supplies the data for the altitude and altitude rate. If the data from the IRU is
not correct, the EGPWS calculates the altitude and altitude rate internally. If the internal calculations are not available, the
Mode 1 has two alert boundaries for the barometric decent rate for the aircraft, as it relates to the aircraft radar altitude. EGPWS uses the barometric rate input from the ADS.
When the aircraft goes into the outer boundary, you hear a "SINKRATE" alert and see an amber "GND-PROX" alert
annunciation in the ADI on the PDU. If the aircraft goes into the inner boundary, you hear a "PULL UP" alert and see an
When the aircraft starts a descent after T/O or GA, the EGPWS keeps the altitude where the descent started in memory
amber "PULL-UP" annunciation in the ADI.
and compares the altitudes that follow to this value. The EGPWS gives warning alerts when the aircraft goes beyond the
minimum terrain clearance as a function of altitude lost. You hear a "DON'T SINK" aural alert and see an amber "GND-
The outer boundary (sink rate) is adjusted when the aircraft goes above the glideslope beam. This prevents unwanted PROX" annunciation in the ADI on the PDU. You hear the aural alert only one time unless the altitude decreases more
alerts while the aircraft locks on the glideslope safely or moves to the centerline from above the beam. The steep than 20 percent from the initial value. You hear the alert again at each subsequent 20-percent decrease from the initial
approach mode adjusts the alert boundaries so that an instrument precision approach that is safe but steeper than usual value. The EGPWS stops the aural alert when the aircraft goes back to the initial altitude value. The EGPWS function
can be made without unwanted alerts. does not operate for radar altitude values that are more than 1500 ft.

Mode 2: Excessive Terrain Closure Rate The EGPWS uses altitudes that are more than the field elevation to control the Mode 3 envelope. The EGPWS gets radar
Mode 2 uses radar altitude and vertical speed inputs to monitor the rate of closure between the aircraft and the terrain. altitude and altitude values at T/O or GA and puts these signals together to set the field elevation. The EGPWS compares
This mode supplies alerts when the EGPWS finds a closure rate between the aircraft and the terrain that is too high. The subsequent altitude data with this value to calculate the altitude gained since T/O or GA. Higher radar altitude and
aircraft does not have to be in a descent. The aircraft can find rising terrain in level flight, or the terrain can rise at a rate increased time gradually make the warning criteria less sensitive.
that is more than the aircraft rate of climb.
Mode 3 goes off when the EGPWS senses that sufficient altitude has been gained to be out of the T/O phase of flight.
Mode 2 has two submodes, Mode 2A and Mode 2B. The aircraft configuration makes a selection of which submode to
use. Mode 2A operates when the flaps are not in the landing position and the conditions to engage Mode 2B do not occur.
The EGPWS changes to Mode 2B when the flaps are down in the landing configuration. The change to Mode 2B also
occurs when the flaps are up, the aircraft is in an ILS approach, and the glideslope and Localizer (LOC) deviations are
less than ±2 dots.

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Figure 241 Figure 243

Mode 4A: Unsafe Terrain Clearance Mode 4C: Unsafe Terrain Clearance

Figure 242 Figure 244

Mode 4B: Unsafe Terrain Clearance Mode 5: Excessive Glideslope Deviation
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (CONTINUED)
Operation (Continued) For usual descent rates above 500 ft/mn, the top limit stays at the level of 1000 ft. The top limit then decreases linearly to
a bottom limit of 500 ft for level flight or climb rates. For a level-flight intercept of the LOC beam, no glideslope alert is
Mode 4: Unsafe Terrain Clearance
possible until the aircraft gets to 500 ft AGL. If the altitude rate is not available, the EGPWS uses the altitude of 1000 ft
Mode 4 uses radar altitude, calculated airspeed, gear position, and flap position inputs. The applicable algorithms AGL. Also, after an alert is received, you have to correct the aircraft path back to the glideslope to prevent more
calculate the alert and warning envelopes from the minimum approved terrain clearance as a function of calculated glideslope alerts.
airspeed. Mode 4 has the three submodes that follow:
NOTES:
Mode 4A Operates during the cruise or approach phase of flight when the landing gear is not in the landing
configuration.
Mode 4B Operates during the cruise or approach phase of flight when the landing gear is in the landing
configuration.
Mode 4C Operates during TO when the landing gear or flaps are not in the landing configuration.

Modes 4A and 4B
In Mode 4A or 4B, the algorithms calculate the alert and warning envelopes from the minimum approved terrain clearance
as a function of calculated airspeed.

The alert envelopes for Modes 4A and 4B start at 30 ft AGL and extend vertically to an altitude of 500 ft AGL. The alert
envelopes also extend horizontally to 190 kt for Mode 4A and 159 kt for Mode 4B. If the aircraft goes into the envelope
boundaries, you hear a "TOO LOW, GEAR" alert and see an amber "GND-PROX" annunciation in the ADI on the PDU. If
the landing gear is down, the top boundary of the alert envelope decreases to 245 ft. If the aircraft goes into the envelope
boundaries in this condition (with the flaps not in the landing configuration), you hear a "TOO LOW, FLAPS" alert and see
an amber "GND-PROX" annunciation in the ADI. Above 190 kt for Mode 4A and 159 kt for Mode 4B, the upper boundary
increases linearly with airspeed to a maximum of 1000 ft at 250 kt. If the TCF function operates or the terrain awareness
is in a state of high integrity, the upper boundary stays constant at 245 ft in Mode 4B and 500 ft in Mode 4A. You hear a
"TOO LOW, TERRAIN" aural alert if the aircraft goes into the expanded envelope. The aural and visual alerts stay on until
the aircraft goes out of the envelope.

Mode 4C
Mode 4C supplies alerts that are almost the same as those for Modes 4A and 4B for the T/O phase of flight. You hear a
"TOO LOW, TERRAIN" aural alert and see an amber "GND-PROX" annunciation in the ADI on the PDU. To make a
selection of the envelopes, the EGPWS makes the minimum approved terrain clearance agree with the radar altitude.
This causes the differences between the modes. If the aircraft radar altitude decreases to the value of the minimum terrain
clearance calculated by the EGPWS module, you hear a "TOO LOW, TERRAIN" alert.

Mode 5: Excessive Glideslope Deviation

Mode 5 supplies alerts when the aircraft goes below the glideslope on an ILS approach. The aural alerts are two different
sounds related to the position of the aircraft below the glideslope. When the aircraft goes more than 1.3 dots below the
glideslope at an altitude less than 1000 ft AGL, you hear a "GLIDESLOPE" aural alert. You hear a "GLIDESLOPE,
GLIDESLOPE" aural alert and see an amber "GND-PROX" annunciation in the ADI on the PDU if the descent continues
to less than 300 ft AGL and the glideslope deviation is 2 dots below the beam. The aural and visual alerts continue until
the aircraft goes out of the envelope.

The maximum altitude for Mode 5 is 1000 ft AGL. As a result of envelope adjustment, the maximum altitude increases at
airports that are higher than the terrain below the aircraft on approach. When the aircraft is above 500 ft AGL, glideslope
alerts occur only if the glideslope is within ±2 dots. This decreases the nuisance alerts when the aircraft is in an ILS
approach. Below 500 ft, the ILS overrides the glideslope specification. Envelope adjustment can increase the 500 ft level
so that it is 500 ft below the adjusted limit for Mode 5. To prevent a level-flight intercept problem, the vertical speed
adjusts the top limit for the glideslope alert.

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Figure 245
Mode 6: Callouts

Figure 246 Figure 247

Mode 6: Excessive Bank Angle Callout Mode 7: Windshear Warning
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (CONTINUED)
Operation (Continued) Mode 6 Altitude Callouts
Mode 6: Callouts 1,000 Provides One Thousand call out for descent below 1,000 feet
Mode 6 supplies aural alerts but no visual alerts for the conditions that follow:
500 Provides Five Hundred call out for descent below 500 feet
− Change through the approach minimums
− Altitude callouts on approach 300 Provides Three Hundred call out for descent below 300 feet
− Too much bank angle 200 Provides Two Hundred call out for descent below 200 feet
50* Provides Fifty call out for descent below 50 feet
The change through the Decision Height (DH) altitude for the approach minimums causes an aural "MINIMUMS,
MINIMUMS" alert. The DH callout function operates between 1000 ft and 10 ft radar altitude for the DH minimums. The 40* Provides Forty call out for descent below 40 feet
landing gear must be down for the callout to operate. 30* Provides Thirty call out for descent below 30 feet
20* Provides Twenty call out for descent below 20 feet
The maximum altitude for Mode 6 is 1000 ft AGL. The maximum altitude increases at airports that are higher than the
terrain below the aircraft on approach. An altitude callout function supplies alerts for a descent below the set altitudes. 10* Provides Ten call out for descent below 10 feet
You can set altitude callouts for altitudes from 2500 ft to 5 ft AGL. The system memory records the last altitude that was 5* Provides Five call out for descent below 5 feet
called out or changed so that a specific callout does not operate again if the aircraft goes through the same altitude. The
system memory erases when the aircraft climbs to an altitude more than 1000 ft or when the mode changes from Note: * : means that annunciations are mandatory for HUD CAT III approaches
approach to T/O.
Mode 7: Windshear Warning
The smart altitude callout function supplies a "FIVE HUNDRED" aural alert at 500 ft radar altitude during a nonprecision Mode 7 monitors windshear conditions during the T/O and approach phases of flight between 10 ft and 1500 ft AGL.
approach. The callout operates during precision approaches if the aircraft flightpath changes more than ±2 dots from the Mode 7 gives aural and visual alerts when the level of the windshear is more than the specified limit. Windshear aural
glideslope or LOC beam. The callout also operates during a back course approach. alerts operate with the aural warning system. Visual windshear alerts show on the PDU. The automatic flight control
system supplies flight guidance in pitch and roll to recover from the windshear condition.
Mode 6 also supplies an alert for too much bank angle. The aircraft roll angle compared with the altitude AGL gives the
bank angle alert. This alert prevents too much bank on approach or climb and while at altitude. This alert also prevents You hear a siren first, and then a "WINDSHEAR, WINDSHEAR, WINDSHEAR" alert. You see a red "WINDSHEAR"
wing or engine strikes during landing. The limit of the bottom boundary of the alert envelope is an altitude equal to 10 ft annunciation in the ADI on the PDU for dangerous windshear conditions. To prevent multiple alerts for a specified
AGL. The top boundary of the alert envelope changes linearly for a 10° bank angle at an altitude of 30 ft AGL. The top windshear condition caused by turbulence, the windshear warning function stays on for 8 s after the windshear condition
boundary of the alert envelope also changes linearly for a 40° bank angle at an altitude of 150 ft AGL. You hear a "BANK stops. The EGPWS supplies windshear warnings only when windshear actually occurs.
ANGLE, BANK ANGLE" aural alert one time when the aircraft bank angle is more than the boundaries of the alert
envelope. You hear the aural alert again only if the bank angle increases by 20 percent. If the bank angle increases by 40
percent, you hear a continuous alert until the angle goes below the top boundary of the alert envelope. Headwind and updraft conditions cause caution alerts. These conditions usually occur on the leading edge of a microburst
windshear. The caution alert uses the same signal as the warning alert. You hear a "CAUTION WINDSHEAR" alert and
see an amber "WINDSHEAR" annunciation in the ADI on the PDU. The windshear caution alert stays on for 8 s to prevent
Mode 6 Minimums multiple alerts for a specified windshear condition caused by turbulence. The windshear caution alert output is not
available when a windshear warning alert is on.
MINIMUMS Provides Minimums call out for descent below minimums setting

Mode 6 Approaching DH The conditions that follow adjust the windshear threshold:
− Air mass flightpath angle
APPROACHING MINIMUMS Approaching Minimums call out for descent below minimums setting plus 80 feet − Unusual temperature conditions in the atmosphere
− Too much lift above the approach referenced speed (Vref) during approach.

This adjustment prevents nuisance alerts caused by turbulence and supplies better detection of microburst windshear
conditions.

The EGPWS uses windshear-enable logic to find if the windshear caution or warning is correct. The radar altitude and the
bank angle change the windshear signal to prevent unwanted alerts that can be caused by aircraft turns into and away
from winds.

Windshear logic identifies the difference between the T/O and approach phases of flight. The threshold value increases
for the T/O phase of flight because of the lower performance of the aircraft during this phase.

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 Developed for Training Purposes Falcon 7X

Figure 248
Terrain Clearance Floor

Figure 249 Figure 250

TCF Alert Area Viewed Along Runway TCF Envelope Cutaway and Plan View
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (CONTINUED)
Operation (Continued)
TCF Function
The TCF function adds another level of protection to the basic EGPWS modes. The TCF function supplies an increased
terrain clearance envelope around the destination runway directly related to the distance from the runway. The TCF
function operates during T/O, cruise, and final approach.

The EGPWS module contains a data base that includes all published runways. The TCF/RFCF function only recognizes
hard-surface runways in the world that are more than or equal to 3200 ft in length. The data base contains the runway
records, which include the topographical data of the terrain around each runway. The data base includes man-made
structures around the runways that are not a threat.

The TCF function has an alert mode that adds to the Mode 4 protection. These TCF alerts are functions of the aircraft
radar altitude and distance (calculated from latitude and longitude) related to the center of the nearest runway in the data
base. The alerts include visual and aural alerts.

The TCF alert envelope has concentric circular bands that increase in height at the center point of a runway. The EGPWS
uses latitude and longitude data and the airport data base to make a selection of the runway closest to the aircraft. The
TCF alert envelope does not adjust the minimum limits for terrain clearance. Thus, the TCF alert envelope supplies alerts
even when the aircraft is configured for landing.

When the aircraft goes into the TCF alert envelope, you hear a "TOO LOW TERRAIN" aural alert. The aural alert occurs
one time when the aircraft initially goes into the alert envelope. You hear the aural alert again for each 20-percent
decrease in radar altitude from the altitude where the warning first occurred.

TCF alerts cause an amber "GND-PROX" annunciation to show in the ADI on the PDU. The annunciation stays on until
the aircraft goes out of the alert envelope.

With the improved TCF alert envelope and envelope bias factor, the alert envelope has a minimum limit of 245 ft AGL
adjacent to the runway. The envelope bias factor moves closer to the runway when more accurate aircraft position and
runway position data is available. This is usually 0.25 NM to 1 NM to supply more protection against landing short events.
The TCF function uses full and complete aircraft position and navigation data to make an analysis of the runways nearest
the aircraft. The TCF function uses this analysis to find the best possible runway destination for all alert conditions.

RFCF Alert Function

The TCF function includes an RFCF alert function. The RFCF alert function uses the geometric center point position and
altitude of the destination runway to calculate the aircraft altitude in Mean Sea Level (MSL), not AGL, and position above
the destination runway. This makes the alert operation better for runways that are at a higher elevation compared with the
terrain around the runway.

The RFCF alert envelope is a circular band with its center over the runway. But, different from the TCF envelope, the
RFCF envelope goes only 5 NM past the end of the runway.

For runways at a higher elevation than the terrain below the approach path, a large radar altitude can prevent usual TCF
operation. But, the aircraft can be below the runway elevation. The EGPWS subtracts the elevation of the destination
runway from the current altitude (MSL) to find the field clearance (height above the runway).

When an aircraft goes into the RFCF alert envelope, you hear an aural "TOO LOW TERRAIN" alert. The aural alert
occurs one time when the aircraft initially goes into the alert envelope. You hear the alert again for each 20-percent
decrease in radar altitude from the altitude where the warning first occurred.

Figure 251
RFCF Alert Area

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 Developed for Training Purposes Falcon 7X

Figure 252 Figure 253

Terrain Caution and Warning Envelope Boundaries Terrain Detection Envelope-Perspective View
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (CONTINUED)
Operation (Continued) Crew Alerting System (CAS) Messages
Terrain/Obstacle Look-Ahead Alert Function The MWF shows the CAS messages in the CAS display on the LH PFD (L12FV) and the RH PFD (R12FV). The MWF
supplies the CAS messages that follow when the EGPWS has a failure.
The EGPWS module has an internal terrain data base to look ahead of the aircraft and find terrain or obstacles that are
possibly dangerous. This is used to supply better alert times. The terrain awareness alert algorithms continuously

Cruise
calculate the terrain clearance envelopes in front of the aircraft. If the boundaries of these envelopes do not agree with the

Land
Park

Taxi

TO
terrain elevation data in the data base, the EGPWS supplies alerts. Two envelopes are calculated, one is related to the MESSAGE DESCRIPTION
terrain caution alert and the other to the terrain warning alert.
Caution (Amber) CAS Messages
If the aircraft goes into a terrain caution envelope boundary, you hear an aural "CAUTION TERRAIN, CAUTION
TERRAIN" alert. You hear the alert every 10 s while the aircraft is in the caution envelope boundary. If an obstacle is EGPWS 1 module has a failure The CAS message is
found in the terrain caution envelope, you hear an aural "CAUTION OBSTACLE, CAUTION OBSTACLE" alert. You hear enabled when the logic conditions for the message are
the alert every 10 s while the aircraft is in the terrain caution envelope. The terrain caution alerts also cause an "GND- TAWS: EGPWS 1 FAIL satisfied. When these logic conditions occur, the
PROX" annunciation to show in the ADI on the PDU. When the caution alerts are on, areas of terrain where the terrain- TAWS: EGPWS 1+2 FAIL EGPWS 1 module sets a fault bit on the ASCB-D digital A A A - -
collision alert conditions occur show in solid yellow on the terrain awareness display. bus. This fault bit causes the MWF to show the CAS
message. (1 or 1+2 if the second EGPWM option is
available *)
If the aircraft goes into a terrain warning envelope boundary, you hear an aural "TERRAIN, TERRAIN, PULL UP, PULL
UP" alert. You hear the alert continuously while the aircraft is in the terrain warning envelope. Failure occurs in the ground proximity section of the
EGPWS 1 module. The CAS message is enabled when
If an obstacle is found in the terrain warning envelope, you hear an aural "OBSTACLE, OBSTACLE, PULL UP, PULL UP" TAWS: GND PROX 1 FAIL the logic conditions for the message are satisfied.
alert. You hear the alert continuously while the aircraft is in the terrain warning envelope. TAWS: GND PROX 1+2 FAIL When these logic conditions occur, the EGPWS 1 A A A - -
module sets a fault bit on the ASCB-D digital bus. This
fault bit causes the MWF to show the CAS message. (1
The terrain warning alerts also cause a red "PULL-UP" annunciation to show in the ADI on the PDU. When the alerts are or 1+2 if second EGPWM option is available*)
on, areas of terrain where the terrain-collision alert conditions occur show in solid red on the terrain awareness display.
Failure occurs in the terrain section of the EGPWS 1
module. The CAS message is enabled when the logic
The terrain caution envelope and terrain warning boundaries follow: conditions for the message are satisfied. When these
TAWS: TERR 1 FAIL
TAWS: TERR 1+2 FAIL logic conditions our, the EGPWS 1 module sets a fault A A A - -
Caution Altitude The caution altitude floor is calculated as a function of aircraft altitude in relation to the nearest
bit on the ASCB-D digital bus. This fault bit causes the
Floor runway altitude and range to the runway threshold position. The relation to the nearest runway
MWF to show the CAS message. (1 or 1+2 if second
threshold position prevents unwanted alerts during T/O or landing at an airport.
EGPWM option is available*)
Caution Look The caution look-ahead distance is calculated from the aircraft groundspeed and turn rate. This
Failure occurs in the windshear section of the EGPWS
Ahead Distance supplies a warning to give the pilots sufficient time to move the aircraft safely out of a dangerous
1 module. The CAS message is enabled when the logic
flight path.
TAWS: WINDSHEAR 1 FAIL conditions for the message are satisfied. When these
Warning Altitude The warning altitude floor is set to a fraction of the caution altitude floor. The warning altitude TAWS: WINDSHEAR 1+2 FAIL logic conditions our, each EGPWS module sets a fault A A A - -
Floor floor is calculated as a function of the aircraft altitude in relation to the nearest runway altitude bit on the ASCB-D digital bus. This fault bit causes the
and range to the runway threshold position. The relation to the nearest runway threshold position MWF to show the CAS message. (1 or 1+2 if second
prevents unwanted alerts during T/O or landing at an airport. EGPWM option is available*)
Warning Look The warning look-ahead distance is a fraction of the caution look-ahead distance. The warning Advisory (White) CAS Messages
Ahead Distance look-ahead distance is calculated from the aircraft groundspeed and turn rate. This supplies a
warning to give the pilots sufficient time to move the aircraft safely out of a dangerous flight path. TAWS: FLAP OVERRIDE Flaps override has been selected W W W W W
TAWS: G/S INHIBIT Glideslope Cancel has been selected W W W W W
TAWS: TERRAIN INHIBIT Terrain inhibit has been selected W W W W W
*EGPWS 2 option M-OPT19

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Developed for Training Purposes Falcon 7X

Figure 254
EGPWS Block Diagram
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (CONTINUED)
Operation (Continued) Terrain Threat Data Base
EGPWS 1 module (101FW) and EGPWS 2 module (7101FW) The terrain threat data base contains the terrain, obstacle, runway, and magnetic variation data used by the terrain
awareness and display function and the TCF/RFCF functions. The EGPWS module processes data from the terrain data
The EGPWS 1 module is installed in Modular Avionics Unit (MAU) 1 (101FY) and EGPWS 2 (A/C with M-OPT 19) is
base for use by the terrain threat detection function to supply terrain alerts.
installed in MAU 2 chassis (201FY). The EGPWS module does all the functionality for the EGPWS. Each EGPWS module
communicates with the control I/O module on the MAU backplane bus to receive data inputs from the different aircraft
sensor systems. The EGPWS module uses these data inputs to perform its ground proximity warning functions. The terrain data base divides the surface of the earth into grids referenced horizontally on the geographic
(latitude/longitude) coordinate system. The terrain data base has a record of the highest terrain altitude (MSL) in each grid
area. The resolution of each grid on the terrain awareness display changes in relation to the geographic locations.
The EGPWS module does the TSF to supply the visual and aural warnings related to a dangerous flight path, aircraft
Because the aircraft operates in closer proximity to the terrain near an airport, grids around airports have a higher
configuration, or windshear conditions.
resolution. Grids with lower resolution are used outside of airport areas because accidents occur less frequently when the
aircraft is in the air.
The EGPWS module receives data from different aircraft systems through the ASCB-D digital bus. The EGPWS module
does not receive analog inputs. The EGPWS module also receives system configuration data from the MAU configuration
module. Each configuration module contains customer and airframe data that controls the operation of the EGPWS. The terrain data base contains data about the location and height of obstacles near airports. Obstacle data shows on the
terrain awareness display the same as terrain data. The obstacle data causes visual indications of warning and caution
Input Source Input Data alerts the same as terrain. Only obstacles that are possibly dangerous to the aircraft are included in the terrain data base.
The IRS supplies the aircraft heading, pitch angle, roll angle, attitude, acceleration,
IRS The terrain data base includes data runway data that contains the position of the airport runway center points. The terrain
compensated air data, and position data.
data base includes data about all hard–surface runways that are 3200 ft or more in length. The terrain data base also
GPS The GPS supplies the true track angle, speed, altitude rate, and aircraft position data. contains data about the runway location and elevation.
The ADS supplies corrected and uncorrected pressure altitude, barometric altitude, calculated
ADS airspeed, barometric altitude rate (rate of change in barometric altitude), True Airspeed (TAS), It is necessary to have true heading for the terrain awareness display output. Magnetic track or heading is necessary for
and Static Air Temperature (SAT). envelope modulation and Mode 5. When one of these signals is not available, the EGPWS module sums magnetic
The MWF is part of the central warning system. The MWF supplies CAS messages and aural variation data with the available signal to calculate the necessary signal. Thus, magnetic variation data is necessary when
MWF the conditions that follow occur:
warnings.
− There is no direct source of true heading, but there is a source of magnetic heading
The RAD ALT supplies terrain clearance data (the distance between the bottom of the aircraft
Radar Altimeter − There is no direct source of magnetic track, but there is a source of true track
and the ground below).
FMS The FMS supplies the different aircraft position and heading data.
Envelope Modulation Data Base
Flight Control The FCS supplies the body Angle of Attack (AOA) and normal AOA for windshear calculations. The envelope modulation data base supplies parameters that are used to find the areas where it can be necessary to
System (FCS) modulate the warning boundaries. The envelope modulation data base also helps find the position of the aircraft in
ILS The ILS supplies glideslope deviation and LOC deviation data relation to the identified flight path before modulation is enabled. This data base also supplies the alert and warning
criteria to be modulated.

Input data from these systems and discrete inputs from the flap and landing gear systems arm the EGPWS for the Takeoff Terrain Server Data Base
(T/O) or approach phase of flight. This data goes into Nonvolatile Memory (NVM) in the EGPWS module. The EGPWS
module is then set for the correct phase of flight at the next T/O or approach. The EGPWS module uses the data in NVM The terrain server data base supplies data for high–resolution display pictures. This is the data that is output through the
to find if the conditions that follow are in the specified flight envelope for T/O and approach: TSF for use that is external to the EGPWS module. The guidelines that follow are applied to this data base:
− Terrain Clearance − No embedded obstacle heights
− Closure Rate − Resolutions are 6, 15, 39, 60, 120, 180, 300, 600, and 1200 arc-sec.
− Descent Rate − Resolutions for a location change with source availability
− Climb Performance − Coverage is worldwide
− Flap And Landing Gear Configuration − Vertical resolution is 25–100 ft
− Sea level water is shown as such
EGPWS Data Bases
The EGPWS module keeps the terrain threat data base, envelope modulation data base, and terrain server data base in Data layers with a resolution that is more than 300 arc-sec. can contain non-sea level water bodies. Such data is only
NVM. Updates to the data bases are made through the aircraft Local Area Network (LAN) and a data loader device available if it can be shown accurately for the applicable data resolution.
(onboard or portable). Use the CMC to get access to each data base.

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 Developed for Training Purposes Falcon 7X

Parameters Monitoring 34-45 EGPWM 1 AC Config APM Options Parameters Monitoring 34-45 EGPWM 1 Cockpit Selections

Parameters Monitoring 34-45 EGPWM 1 AC Config APM 3 Options Parameters Monitoring 34-45 EGPWM 1 Cockpit Selections Test
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (CONTINUED)
Operation (Continued) SIGNAL
Parameters Monitoring PARAMETER NAME SHOWN VALUE FROM TO
TYPE
34-45 "EGPWM 1 AC CONFIG OPTION (APM3)" "MINIMUMS CALLOUT" 0=No callout
SIGNAL 1=Decision height
PARAMETER NAME SHOWN VALUE FROM TO
TYPE 2=Minimums
MRC 1 EGPWS 1 module
"EGPWM AC IO TYPE" 0=Not Used 3=Minimum ENUM
(101NZ) (101FW
1=Type 1 4=Minimums-Minimums
2=Type 2 5=Decide (male)
EGPWS 1 module
ENUM MRC 1 (101NZ) 6=Decide (female)
3=Type 3 (101FW)
4=Type 4 "WINDSHEAR ENABLED" 0=Disable MRC 1 EGPWS 1 module
ENUM
5=Type 5 1=Enable (101NZ) (101FW)
"ALT GS CANCEL 0=Disable EGPWS 1 module "WS CAUTION VOICE 0=Disable MRC 1 EGPWS 1 module
ENUM MRC 1 (101NZ) ENABLED" ENUM
ENABLED" 1=Enable (101FW) 1=Enable (101NZ) (101FW)
"ALT MODE 4B 0=Disable EGPWS 1 module "WS FLAP ANGLE" MRC 1 EGPWS 1 module
ENABLED" ENUM MRC 1 (101NZ) 0 to 60 with accuracy 1.0 Float
1=Enable (101FW) (101NZ) (101FW)
"EGPWS LANDING EGPWS 1 module "TERRAIN DISPLAY TYPE" 0=Epic TSF Configuration MRC 1 EGPWS 1 module
0 to 60 with accuracy 1.0 Float MRC 1 (101NZ) ENUM
FLAP" (101FW) 1=Epic WXPD Configuration (101NZ) (101FW)
"BANK ANGLE 0=Disable EGPWS 1 module
ENABLED" ENUM MRC 1 (101NZ)
1=Enable (101FW) 34-45 "EGPWM 1 COCKPIT SELECTIONS"
"BANK ANGLE TYPE" 1=Air Transport Curve EGPWS 1 module
ENUM MRC 1 (101NZ) SIGNAL
2=Business Jet Curve (101FW) PARAMETER NAME SHOWN VALUE FROM TO
TYPE
"EGPWM AUDIO 0=Basic Menu
MENU" 1=Alternate menu #1 "TERR INHIB" 0=False EGPWS 1 module EGPWS 1 module
ENUM
2=Alternate menu #2 1=True (101FW) (101FW)
EGPWS 1 module
3=Alternate menu #3 ENUM MRC 1 (101NZ)
(101FW) "G/S INHIB" 0=False EGPWS 1 module EGPWS 1 module
4=Alternate menu #4 (MKV) ENUM
1=True (101FW) (101FW)
5=Alternate menu #5
"FLAPS OVERRIDE" 0=False EGPWS 1 module EGPWS 1 module
6=Alternate menu #6 ENUM
1=True (101FW) (101FW)
"2500 FT CALLOUT" 0=No callout
"G/S INHIB" 0=False EGPWS 1 module EGPWS 1 module
1=Twenty five hundred EGPWS 1 module ENUM
ENUM APM3 1=True (101FW) (101FW)
2=Radio altimeter (male) (101FW)
3=Radio altimeter (female) "TERR INHIB" 0=False EGPWS 1 module EGPWS 1 module
ENUM
1=True (101FW) (101FW)
"1000 FT CALLOUT" 0=No callout EGPWS 1 module
ENUM MRC 1 (101NZ)
1=One thousand (101FW) "STEEP APPROACH" 0=False EGPWS 1 module EGPWS 1 module
ENUM
1=True (101FW) (101FW)
"500 FT CALLOUT" 0=No callout
EGPWS 1 module "FLAPS OVERRIDE" 0=False
1=Five hundred ENUM MRC 1 (101NZ) EGPWS 1 module EGPWS 1 module
(101FW) ENUM
2=Smart five hundred 1=True (101FW) (101FW)

"APPROACHING 0=No callout "STEEP APPROACH" 0=False EGPWS 1 module EGPWS 1 module
ENUM
MINIMUMS CALLOUT" 1=Approaching decision height 1=True (101FW) (101FW)
2=Approaching minimums EGPWS 1 module
ENUM MRC 1 (101NZ)
3=Plus hundred (101FW)
4=Fifty above (male)
5=Fifty above (female)

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 Developed for Training Purposes Falcon 7X

Figure 255 Figure 256

Test Synoptic Terrain Awareness Display
 ENHANCED GROUND PROXIMITY WARNING SYSTEM (EGPWS) (CONTINUED)
Parameters Monitoring 34-45 EGPWM Self Test
Operation
EGPWS Self-Test
To start the EGPWS self-test, move the cursor to the "TEST" soft key on the synoptic page on the MDU. Push the enter
pushbutton on the CCD to make the selection. The “TEST” page shows. Move the cursor to the EGPWS soft key and
push the enter pushbutton on the CCD to make the selection.

The EGPWS self-test controls the aural and visual EGPWS outputs. The self-test can only operate when the aircraft is on
the ground.

The self-test has the three functions that follow:

− Preamble: The preamble does a check of the system configuration. The preamble occurs automatically when the self-
test starts,
− Short-level 1 self-test: This go/no-go test supplies an operational status of the system. Each operational mode shows
an annunciation when it is tested,
− Long-level 1 self-test: This test operates the EGPWS aural messages in the priority sequence.

When the EGPWS test is activated, the cockpit visuals are activated and voice messages are issued to indicate what
functions are operating correctly.

If no faults exist and flaps override, G/S inhibit, Terrain inhibit, and Steep approach are not selected, the aural result of the
test would typically be:
− “GLIDE SLOPE ----PULL UP----WINDSHEAR WINDSHEAR WINDSHEAR----TERRAIN TERRAIN, PULL UP”
− However, if no valid glide slope input was present then the sequence would be : “GLIDE SLOPE INOP----PULL UP----
WINDSHEAR WINDSHEAR WINDSHEAR----TERRAIN TERRAIN, PULL UP”

The TRAFFIC window is popped-up with the Terrain display.

Parameters Monitoring 34-45 EGPWM Self Test (Page 1)
The normal test sequence will be altered to reflect switch input settings as follows:
− It will say “TERRAIN INHIBITED” instead of “TERRAIN TERRAIN, Pull Up” if the Terrain Inhibit is selected.
− It will say “GPWS INHIBITED” instead of “GLIDE SLOPE----PULL UP” if the G/S Inhibit is selected.
− It will say “GPWS INHIBITED” and “TERRAIN TERRAIN” instead of “GLIDE SLOPE----PULL UP” and “TERRAIN
TERRAIN, PULL UP” if the Terrain Inhibit is selected.

It will only say “SELF TEST INHIBITED, STEEP APPROACH ACTIVATED” if the Steep Approach is selected

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 Developed for Training Purposes
114
Falcon 7X
2505TC 2301FD 2301FY 2401FD 2401FY
1201NZ 901FP 1 NIC2 2201FY
CMC AGM3 NIC3 AGM4 NIC4 5197/XN 5248/XN
A1 LAN

CHIP SELECT
MRC2 2
5101FY

NIC ID 6 PARITY
DATA OUT
L=1820mm max

ASCB2 SECD H
R WXPD BUS-H
R WXPD BUS-H

ASCB1 SECD H

ASCB1 SECD H
L WXPD BUS-H
ASCB1 BKUP H

ASCB1 BKUP H
ASCB1 BKUP L

ASCB1 BKUP L
R WXPD BUS-L

R WXPD BUS-L
ASCB1 SECD L

ASCB2 SECD L
L WXPD BUS-H

ASCB1 BKUP H
ASCB1 PRIM H

ASCB1 SECD L
L WXPD BUS-L

DATA LOADER
L WXPD BUS-L

ASCB2 PRIM H
ASCB1 BKUP L
ASCB2 PRIM H

ASCB1 PRIM L
ASCB2 PRIM L

ASCB2 PRIM L
DATA IN

NIC ID 6 PAR
BUS COUPLER

SIGNAL GND
CLOCK

SIGNAL GND

SD 34 23 30
1010TP 11 NIC ID 2

SD 34-23-30

GND
J3 23 NIC ID 3

NIC ID 4

NIC ID 2
NIC ID 1

NIC ID 5

NIC ID 3
NIC ID 3

NIC ID 4

NIC ID 2
5V

9
24

6
2

5
NIC ID 4

TSB H
TSB H

TSB L
TSB L
SIGNAL GND

CMM

CMM
CMM

CMM
36

CMM

CMM
204MP

W
B
50 OHMS

LAN
A2 LAN
LAN

A1 LAN

A2 LAN

A1 LAN

LAN

LAN

A1 LAN

A2 LAN

/22
/22
113
LAN BUS 2 1

3
2

102
103
19
17

32

36

15

36
17

24

30

20
19
A1

15

25

23
20

20

18

16

26
24
23
11
10

14

A2

29

A2
16

19
20

26
16
17

19

14

11

A1
5198/XN 5250/XN

W 6
5252/XN

6
5

7
5
7

1
3 A2 LAN
2 2 1 2 1 2

B
& 3
& & 500mm mini
& 500mm mini

5022
5021

5023
5019
5020
108FT

7
2
5025
120

1
3

4
3
1

/22

/22
/22

/22
/22
/22
&

/22

/22
/22

/22
/22

/22
/22
/22
/22

/22

/22

/22
/22

/22
/22

/22
/22
/22

/22
W W W
5049/24S7 5240/24S7 6 ASCB1 BKUP H
B A B

/22

/22

692010040 /22
5204/XN B
2$A 7 7 ASCB1 BKUP L
W W W /22

692010040
692010040

692010040
692010040
692010040
692010040
5241/24S7

250mm max
B ASCB2 PRIM H

692010040
692010040

692010040
692010040

692010040
1

692010040

692010040
692010040
692010040
250mm max
B B B /22
2 $B 4 2 ASCB2 PRIM L
ASCB SECONDARY W

1W
B
5113/24S7

5145/24S7
R6211FY B

2
1
3
9
8
7
4
2$ W
1 /22
6201FY 125 ohm 14 ASCB1 SECD H
B /22
500mm min 15 ASCB1 SECD L
CONF MODULE 6

W
B
500mm min

5
500mm mini 500mm min
2201FD
5206/XN 5205/XN 2 AGM2
W W W /22
C 5245/24S7 4 TSB H
1 B B B /22
W 2 $C 5 TSB L
W W W B B W W ASCB BACKUP RH 1
ASCB BACKUP RH 5039/24S7 692010040 7 8 5040/24S7 692010040 5046/24S7 692010040 2 1 5047/24S7

W
B
B B B W W B B B R5711FY
R5611FY 2$ 500mm min 7 2$
11 5244/S1 W /22
125 ohm 1 125 ohm 16 R WXPD BUS-H

2
5207/XN B /22
1 3 17 R WXPD BUS-L
W
ASCB SECONDARY 5093/24S7 W

5119/24S7 692010030
B 5164/S1 19 L WXPD BUS-H

W
B
R6011FY 2$ B
4 20 L WXPD BUS-L
125 ohm W W
1W W
5W
W W W

7
692010040 4 5097/24S7 692010040 6 5100/24S7 692010040 5103/24S7 692010040 D
1 B B B B B B B B
9 2 $D

5188/S1
W W W 8
TERRAIN SERVER 5117/24S7 692010040 692010040 5121/24S7 SD 34 23 40

5087/24S7
5104/24S7
B B B
R5511FD 2$ 2 2101FD
1 AGM1

692010030
692010030

692010040
692010040
125 ohm 2

692010030

692010030
692010030

692010030

692010030
692010030
692010030

692010030
692010030
692010030
W
B 16 R WXPD BUS-H

1
3 17 R WXPD BUS-L
18 R WX TERMINATION

W
B
/22
4 TSB H
W W W /22
W W W W 5 TSB L
102NP-5 /S1 692010040 692010040 5152/S1 692010040 5159/S1 E /22

W
B
34-42-00 B B B B B B 2 $E B 19 L WXPD BUS-H
102NP-6 7 3 /22
3 7 20 L WXPD BUS-L

692010030
692010030
580mm mini

2
107FT

7
1 NIC1 2101FY
W WB
W W W W W
102NP-1 /S1 692010030 692010030 5163/S1 5171/S1 692010030 10 NIC ID 1 L5811FY
34-42-00 B B B B B B
Legend 102NP-2 4 4 4 4 4
11 NIC ID 2 LAN BUS
23 NIC ID 3 50 OHMS
204MP COUPLER PRINTER BUS 580mm mini 24 NIC ID 4

692010030
1

L=1820mm max

4
W 25 NIC ID 5
327J/P LH FR33 LAN BUS CUT-OFF CONNECTOR ASCB1 PRIMARY 5089/24S7 36 SIGNAL GND

B
W
B /22
120J/P LH ASCB/RH ASCB CUT OFF CONNECTOR L6211FY 2$
/22
1 ASCB1 PRIM H
ASCB1 PRIM L
125 ohm 5246/24S7 2
114J/P LAN BUS LH/RH CUT-OFF CONNECTOR 7

6
W
B
113J/P LAN BUS LH/RH CUT-OFF CONNECTOR

B
/22

300mm min
500mm min

1
14 ASCB2 SECD H
2505TC CMC MODULE /22 15 ASCB2 SECD L
1010TP MAINTENANCE PANEL

W
B
1201NZ NIM 2 MODULES 1

5
W W /22
1101NZ NIM 1 MODULE ASCB BACKUP LH
B
5139/24S7
B /22
6 ASCB1 BKUP H
L5711FY 2$ 8 7 ASCB1 BKUP H
R5511FD TERRAIN SERVER TERMINAL LOAD 2 125 ohm

W
B
L5511FD TERRAIN SERVER TERMINAL LOAD 1 6101FY

5112/24S7
5138/24S7

5126/24S7

5080/24S7
7
2401FD AGM 4 MODULE

500mm mini
2301FD AGM 2 MODULE 4

CONF MODULE
7 5072 CMM 5V
16
2201FD AGM 3 MODULE 5073

6
8 32 CMM GND
2101FD AGM 1 MODULE 5074

W
B
W 9 18 CMM DATA IN
692010030 5075
B 3 17 CMM CHIP SELECT
101FW EGPWS 1 MODULE 1 10 1 5076 CMM DATA OUT
19
901FP DATA MANAGEMENT UNIT W W W W W 4 W W W 2 5077
1 692010030 W 20 CMM CLOCK
ASCB1 PRIMARY 5061/24S7 5 6 5056/24S7 692010030 5060/24S7 692010030 6 5067/24S7 692010030 2
B B B B B B B B B
R6211FY ASCB SECONDARY TERMINAL LOAD 2 L6011FY 2$ 10 8 12 A1 LAN
L6211FY ASCB PRIMARY TERMINAL LOAD 1 125 ohm 5203/XN 5202/XN 3
6201FY MAU 2 CONFIGURATION MODULE A2 LAN
1 500mm mini
6101FY MAU 1 CONFIGURATION MODULE W
TERRAIN SERVER 5131/24S7

W 2
B 1 101FW
R6011FY ASCB SECONDARY TERMINAL LOAD 2 L5511FD 2$

B
W W 1 W /22
125 ohm 5133/24S7 692010030 4 TSB H
L6011FY ASCB PRIMARY TERMINAL LOAD 2 B B B /22 5

421FT
2 TSB L
1
L5811FY LAN TERMINAL LOAD 1
W
W B B W EGPWM1
R5711FY RH ASCB BACK-UP TERMINAL LOAD 2 ASCB1 BACKUP LH
B
5142/24S7 692010030 2
W W
1 692010030 5141/24S7
B B
11 692010030
L5611FY 2$ 7
L5711FY LH ASCB BACK-UP TERMINAL LOAD 2 125 ohm 327

/22
/22
/22
/22

/22
/22

5
/22

5
/22
R5611FY RH ASCB BACK-UP TERMINAL LOAD 1 & SEPARATED WIRES ROUTING 5201/XN 5200/XN
5

B 3
L5611FY LH ASCB BACK-UP TERMINAL LOAD 1 3 2

W
6 ISOLATED FROM AIRCRAFT GROUND
5201FY MAU 2 ASCB BUS COUPLER MODULE

102
103
SD 23-10-00

LAN A2

LAN A1
20

29
30
19
WD342350AA4008
SD 34-23-60
5101FY MAU 1 ASCB BUS COUPLER MODULE

9
7 GROUNDED BNC JACK

5
SD 23-13-30

SECO H
PRIM H

BKUP H
SECO L
2401FY NIC/PROCESSOR 4 MODULE

PRIM L

BKUP L
1 500MM MIN BETWEEN SPLICE AND TERMINAL LOAD BUS COUPLER SD 23-12-60
1101NZ SD 34-45-00
2301FY NIC/PROCESSOR 3 MODULE
2201FY NIC/PROCESSOR 2 MODULE 5201FY Figure 258 MRC 1
2101FY NIC/PROCESSOR 1 MODULE
ASCB WR LAN Bus 23-119A
 NOTES: NOTES:

34-120
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 TABLE OF CONTENTS

Central Maintenance Systems .................................................................................45-1

ATA 45 Fault Isolation Manual – Maintenance Screens .......................................................45-5

Fault Isolation Manual – Maintenance Messages....................................................45-7
Use of Central Maintenance Computer (CMC) ........................................................45-8

CENTRAL Use of Central Maintenance Computer (CMC) on the Laptop PC ...........................45-17

Central Maintenance Computer Component Chart..................................................45-19
Troubleshooting Procedures for the Aircraft ............................................................45-20

MAINTENANCE Data Loading ............................................................................................................45-22

Data Loading Troubleshooting .................................................................................45-32
APM Restoration Tool ..............................................................................................45-41

SYSTEM Data Loading Component Chart ..............................................................................45-42

Wiring Diagrams
Avionics Power Supply.............................................................................................45-4

21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 1 Figure 2
Flight Deck Overview Central Maintenance System Hardware Architecture
 CENTRAL MAINTENANCE SYSTEM (CMS)
Overview The CMC module operates with the Central Maintenance System (CMS) to do the functions that follow:
The CMS manages a complete and consistent set of maintenance messages for all member systems (engines, avionics − Operate as a point of access to the maintenance data for all member systems
and A/C systems). The CMS shows maintenance messages and supplies diagnostic data. The CMS lets the user do the − Show the status of each applicable member system
functions that follow: − Show which member systems are online and operational
− Monitor the parameters in maintenance screens − Examine individual fault records for member systems
− See the system configuration − Start the BIT for each applicable member system
− See status of each member system − Do fault diagnosis
− Download reports − Start tests in the member systems
− Do tests and show the results − Start and control file transfers
− Keep records in the FHDB for the maintenance messages and CAS messages with the date, time, flight phase and
The CMS has the subsystems that follow: flight leg for each message
− Central Maintenance Computer (CMC) − Download and remove stored fault data
− Maintenance Screens − Upload software updates and maintenance data parameters
− Maintenance Messages
− Data Loading CMC Module
The onboard Data Loading System (DLS) loads the items that follow:
Central Maintenance Computer (CMC) − Data base data for the Flight Management System (FMS)
The CMC has the functions that follow: − Operational software for the member systems
− Receives parameters and fault reports from the member systems − LDI data base
− Receives Flight Deck Effects (FDE) from the Monitoring Warning Function (MWF) − Data base for the Aircraft Personality Module (APM)
− Stores fault reports in the Fault History Data Base (FHDB)
− Transmits parameters and fault reports to the user's interface The DLS is installed on the CMC module.

Data Loading System The CMC module has a LAN port that connects to the CMC-RT and the Data Management Unit (DMU) (901FP) for file
The DLS loads database data and software to the modules in the aircraft system. The DLS uses the Transfer Control transfers and data loading. There can be multiple LAN receptacles. No more than three CMC-RTs can connect with the
Protocol/Internet Protocol (TCP/IP) and the File Transfer Protocol (FTP) to send source data through the Local Area CMC at one time. Only one CMC-RT can send test commands. The other CMC-RT sessions are blocked.
Network (LAN). The data–loading function operates with the configuration monitoring system to make sure that the correct
configuration is used to add data to the system. The DLS also operates closely with the Configuration Management The DMU has a Digital Video Disc (DVD)/Compact Disc Read Only Memory (CD-ROM) drive and two Personal Computer
Function (CMF) to make sure that the aircraft avionics systems have approved configurations. Memory Card International Association (PCMCIA) slots. The top PCMCIA slot only can be used for chart updates. The
DMU lets the DLS send data to or receive data from the CMC. The CD portion of the DMU does not operate when the
Components aircraft is in the air.
Central Maintenance Computer (CMC)
The Aircraft Diagnostic and Maintenance System (ADMS) for onboard maintenance for the avionics system looks for and The CMC does file transfers from the CMC-RT or the DMU to the ASCB-D member systems. The CMC-RT or DMU sends
records system faults. The ADMS has two components: data through the LAN to the CMC module. The file transfer procedure uses the Transfer Control Protocol/Internet Protocol
(TCP/IP) and the File Transfer Protocol (FTP) to transfer data. You can download fault data from any member system
− Central Maintenance Computer (CMC) - the central interface that is used to test the avionics systems and to see the
LRU or the CMC to the DMU media for analysis.
maintenance messages
− Aircraft Condition Monitoring System (ACMS) - collects aircraft data when system faults occur and keeps the data
You can download the full FHDB from the CMC for more analysis. You can also download maintenance data from the last
flight.
The ADMS includes the Central Maintenance Computer (CMC) (2505TC) and the Line Replaceable Units (LRU) and Line
Replaceable Modules (LRM) that are called member systems. A member system is any system installed on the aircraft
that agrees with the CMC interface requirements and sends its Built-In Test (BIT) results to the CMC. Each member
system supplies fault detection and isolation through hardware and software BITs. Each member system sends the fault
data to the CMC to be kept in the Fault History Data Base (FHDB). Maintenance messages and CAS messages are
stored in the FHDB with date, time, flight phase and flight leg data.

The CMC module is located in the Modular Avionics Unit (MAU) 2 chassis (201FY).

45-1
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

CMC Module Location

Figure 3
MAU1 Module and Functional Layout (Aircraft without and with M305 or SB018)
 CENTRAL MAINTENANCE SYSTEM (CMS) (CONTINUED)
Operation The CMC shows the configuration status of applicable member systems installed on the aircraft. Each member system
sends real-time configuration data to the CMC. The CMC supplies the data to the system configuration display on the
Central Maintenance Computer (CMC)
CMC-RT or MDU. The CMC can show the configuration data that follows:
The CMC finds failures that occur in the member systems. The CMC supplies a single user interface to get access to all
− Equipment Identifications
fault data from the member systems. The CMC has no effect on the safety of the aircraft. The user interface to the CMC
can be from the MDUs in the flight compartment or from the CMC-Remote Terminal (CMC-RT). The CCDs control the − Sources Of Destination Identifications
CMC interface display on the MDUs. The MDUs and CCDs are part of the CDS. − Hardware Part Numbers
− Software Part Numbers
The CMC-RT is a standard portable Personal Computer (PC) that has Remote Terminal (RT) software installed. The RT − Serial Numbers
software is a PC–based application that connects to the CMC module through a Local Area Network (LAN) port that is
installed on the PC. For the CMC-RT to get access to the ADMS, the CMC-RT must be connected to the LAN, and the The data is not used to make sure that the equipment configuration is safe for operation. The data is only used for non-
CMC module must have power and be online. The BIT results and the full CMC functions are only available when the critical identification of the installed components.
aircraft is on the ground.

The CMC shows the operational status of each applicable ARINC 429 and ASCB–D member system. The CMC monitors
During power up, the CMC module does internal checks. The configuration management system does Cyclic Redundancy the parameter group of the maintenance data for the ASCB–D or ARINC 429 member systems to find which member
Checks (CRC) to make sure that the CMC has the correct software installed. If the CMC does not boot, the monitor system has satisfactory operation. Each ARINC 429 member system has a special label that it uses to report its operation
warning system shows a CAS message that a failure of the CMC module occurred. If the CMS shows that the CRCs are status to the CMC. This function identifies member systems that are online.
incorrect, the CMC will not operate and no CAS message shows.

Maintenance Messages
The CMC monitors the Avionics Standard Communication Bus, Version D (ASCB-D) for fault reports that the member
systems send in real time. The CMC display shows the data that follows on the MDU when the aircraft is on the ground: The CMC collects fault reports from the member systems and CAS messages from the Monitor Warning Function (MWF).
The CMC puts this data in the FHDB, along with the current state (active or inactive), flight leg, flight phase, time, date,
− Active Maintenance Message aircraft serial number, and LRU or LRM serial number. The CMC receives the fault reports from the member systems as
− Flight Deck Effects (FDE) (CAS Messages) discrete bits transmitted on the ASCB-D or ARINC 429 bus.
− Member Systems Status
− Configuration Data Each fault report transmitted by a member system is related to a maintenance message. A maintenance message is a
− System Tests and Parameters text string that gives data about the fault. Many fault reports can be related to one maintenance message. The
maintenance messages are put into groups as an indication of an internal fault, an external fault, or a probe/sensor fault.
When the aircraft is in the air, only the CMC-RT can show the CMC data.
The CMC shows the active (real time) and stored maintenance messages on the CMC-RT or MDU. The related FDE or
Air Transport Association (ATA) chapter numbers also show. The relation of the FDE to a maintenance message shows
Do all maintenance functions of the CMC when the aircraft is on the ground. The CMC and member system software does
the connection between the pilot discrepancy, usually a CAS message, and the maintenance messages.
not let you do tests when the aircraft is in the air. If a failure of the CMC occurs, data is not sent to or kept in the FHDB,
but the member systems continue to send their fault data. When the CMC comes on again the CMC stores data into the
FHDB with the timestamp of any new data. To print paper copies of the fault data in the FHDB, connect a printer to the Loadable Diagnostic Information (LDI) Data Base
LAN. The name of the maintenance system data base is the LDI data base. The ADMS uses the LDI data base as a model of
the member systems. Systems, tests, maintenance messages, and FDEs can be added, removed, or changed in the LDI
Member Systems data base. The LDI data base is not part of the CMC executable code and is not collected into the CMC. The LDI data
base is a separate file to which the CMC gets access.
The CMC operates with the three types of member system protocols that follow:
− ASCB-D
Fault Messages
− Aeronautical Radio, Inc. (ARINC) 429
The MWF shows the fault messages under the “FAULT” tab (90-fig. 5) on the “STAT” page on each MDU. The fault
messages related to the CMC module are specified in the table that follows.
The CMC does a check of the operational status of each ARINC or ASCB–D member system. The CMC sends the test
commands to the member systems to do a test when the aircraft is on the ground. You cannot get access to the system
diagnostics when the CMC is in the air. FAULT MESSAGE DESCRIPTION LATCHED
"AVC: MAINT CMPTR FAIL" A failure has occurred in the CMC system No
Each member system has a unique ID. This ID lets the CMC identify each member system. The software of the member
system ignores all commands sent by the CMC unless the CMC sends the ID of the member system with the test "AVC: MAINT CMPTR MEM FULL" The CMC memory is full. No
command. The CMC sends commands globally.

45-2
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 4 Figure 5
Access to the Maintenance Page on the MDU Central Maintenance System Functional Architecture
 CENTRAL MAINTENANCE SYSTEM (CMS) (CONTINUED)
Operation (Continued)
Aircraft Condition Monitoring Function (ACMF)
The ACMF is a software application that is installed on the CMC module in the MAU 2. The ACMF does the functions that
follow:
− Records ASCB-D parameters that are caused by an event with a timestamp,
− Records over 1000 ASCB-D parameters,
− Lets multiple applications run a single time,
− Keeps reports in the FHDB.

You can download reports to the DMU or PC through a LAN.

Use Commercial Off-The-Shelf (COTS) software to decode reports in a readable format.

CMC Reports
CMC Backup Power
A backup power source, such as the aircraft battery, supplies power to the CMC module if the primary power is not
available. A timing circuit controls the amount of time that the CMC uses the backup power source. The timing circuit lets
enough time pass for the CMC to stop operation correctly (2 min) and then removes the backup power to prevent a
continuous drain of the backup power source.

If the primary power is available again before 10 s, the CMC input power changes back to the primary source. The CMC
boots again and normal operation starts again. If the primary power is available after 10 s, the CMC uses the backup
battery and does a correct shutdown procedure. If CMC operation stops, you can stop and then start power to the MAU 2,
to start CMC operation again.

CMC Shutdown Sequence

The MAU 2 power supply 1 module (1301FY) supplies power to the CMC module. The CMC module starts its shutdown
sequence 10 s after power is removed from the MAU 2 power supply 1 module. The CMC will complete its shutdown
sequence and disengages from the external (front connector) 28 V DC power source, after 30 seconds to 110 seconds.

NOTE: Before the CMC module is removed or disconnected from the external power source, wait a minimum of 2
minutes.

45-3
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Figure 6 Figure 7
Access to the Maintenance Page on the MDU (A/C without M305 and SB 018) Access to the Maintenance Page on the MDU (A/C with M305 and SB 018)
 L1000PM R1000PM

MAU 1 CH A MAU 1 CH B
1 1101FY 1201FY 1
1111FY 4 11 1211FY
Bus 3001/12 3002/12 T Bus B1
E1/A1 Y 1 +28V POWER SUPPLY +28V POWER SUPPLY 1
20A T1 3003/12 5 PWR RTN PWR RTN 5 3004/12 T1 20A +28V
+28V 901FP 3005/16 3006/16
3 CHASSIS GND CHASSIS GND 3 T2 RH AV MS
LH INIT 1 1
T2
3102/24 16
DATA LOADER 2
911FP 134 122 17
25
Bus A1 34 3033/22 8 3091/22 10 3035/22 4101FY 1
1 +28V POWER SUPPLY
+28V 2.5A 3034/20 PWR GND
3036/24 2
14 DVD ROM ENABLE 3064/24
LH AV MS T1 PILOT MKB DISPLAY ERASE 6
2410JE
122
11 3103/24 41 GND WHEN WOW
40 SD 32-62-10
501FP
REV PANEL LIGHT 3099/22 1001EK1-20 301FP
311FP 1 33-12-00 3095/22
Bus E1 3097/22 3098/22 2 LIGHTING PWR +28V
29 1 +28V PWR
+28V 2.5A 3040/22 2 PWR GND 34-21-40
141JN
A18 R201FP LH CCD CH B
34-21-40 26 L211FP
3105/22 3109/22 Bus B1
RH CCD CH A +28V PRIM PWR 1 22
R211FP A18 2.5A +28V
25 3066/22
Bus A1 3104/22 SEC PWR GND 3 140JN
35 28 28 3067/22 RH AV MS
PRIM PWR GND
2.5A 401FP L201FP 4 /22 3012 T1
+28V 126 CHASSIS GND
CR /22
LH AV MS
2 3093/22 3041/22
LIGHTING PWR +28V 1 +28V PRIM PWR
A18 RH CCD CH B
34-21-40 141JN 3042/22 3 SEC PWR GND 511FP
3043/22 7
/22 28 PRIM PWR GND 3094/22 Bus F1
LH CCD CH A T1 3009 4 CHASSIS GND +28V SEC PWR 2 3065/22 34
/22 CR 2.5A +28V
411FP
1 34-21-40
Bus 3092/22 3108/22 34-23-40 RH INIT
E1/A1 34 2 +28V SEC PWR
2.5A 34-21-40
+28V 34-23-40
LH INIT 127 Legend
6 331J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR
R101FP RH KEYBOARD
26 R111FP 134J/P LH/RH WIRING CUT-OFF CONNECTOR
LH KEYBOARD L101FP 3070/22 Bus B1
+28V PWR 1 20 127J/P LH/RH AVIONICS WIRING CUT-OFF
L111FP 1 2.5A
3071/22 A18 +28V
Bus E1 30 3044/22
1 +28V PWR
PWR GND 2 140JN
RH AV MS CONNECTOR
+28V 2.5A A18
141JN
3045/22
2 PWR GND CR
/22 3072/20 T1 126J/P LH/RH AVIONICS WIRING CUT-OFF
T1 46 /22 CONNECTOR
CR
Bus A1 RL11 3080/24
+28V RL12 DISPLAY ERASE 10
10 DISPLAY ERASE IN 122J/P LH ASCB/LH BASIC CUT-OFF CONNECTOR
Bus E1
+28V 34-23-40 121J/P LH ASCB/LH BASIC CUT-OFF CONNECTOR
3 34-23-40
L102SP-46 RH PDU 80J/P RH FRI BASIC ELEC CUT-OFF CONNECTOR
34 GND WHEN LH PDU SHUT DOWN R111FD
BUS ESS LH.PDU
34-21-40 10
Bus F1
79J/P LH FRI BASIC ELEC CUT-OFF CONNECTOR
OFF 3088/14
POWERED R
34-23-20 20A +28V 76J/P RH FRI BASIC ELEC CUT-OFF CONNECTOR
34-21-40 3087/12
T1
3049/12
34-23-20
34-21-40
2410JE COMPONENT PCB

3 CHASSIS GND
LH PDU T1 3084
T2
2505TC CMC MODULE

+28V PWR
PWR GND
3 CHASSIS GND
L111FD 4 3050 T2

/16
/22
3048/14
L 2 201FD LOWER MDU
+28V PWR
2 PWR GND
/22
/16

20A
2

CR
M101FD UPPER MDU

2
3
R101FD
CR

201FD
3
2

L101FD
1

CHASSIS GND
R101FD RH PDU

+28V PWR

PWR GND
CR
M101FD

2
1
CHASSIS GND
PWR GND
28V DC

L101FD LHPDU
CR

2
1

/16
/22
2 3074 901FP DMU
/22
/16

T2
UPPER MDU 3054 LOWER MDU
M111FD T2 3073/12 T1 34-21-40
211FD 501FP RH CHECKLIST CONTROLLER
34-21-40 34-23-20 34-23-20 11
Bus E1 3083/14 3053/12
D T1 3057/14
B
Bus B1 401FP LH CHECKLIST CONTROLLER
+28V 20A 20A +28V 301FP REVERSION CONTROLLER
MAU 2 CH B 1401FY 1301FY R201FP RH CCD
RL8 5 1
1411FY 79
L201FP LHCCD
Bus A1 L 3058/12 F 3059/12
1 +28V POWER SUPPLY R101FP RH MKB
+28V T1 3060/12 5
20A LH AV MS 3013/16 PWR RTN
T2 3 CHASSIS GND MAU 2 CH A
LH AV MS ON 1
80 1311FY
L101FP LH MKB
1 10
+28V POWER SUPPLY 1 3077/12 B 3082/12
L Bus F1 4401FY GENERIC I/O 4 MODULE
5000PC 3078/12
PWR RTN 5 T1 20A +28V 4101FY GENERIC I/O 1 MODULE
CMC 2505TC 3 3014/16 T2
2 CHASSIS GND RH INIT
2515TC 331 121 107FT 1401FY MAU 2 POWER SUPPLY 2 MODULE
1 1
Bus C 3063/22 50 3062/22 35 3061/22
68 4 +28V POWER 76 1301FY MAU 2 POWER SUPPLY 1 MODULE
2.5A T1 3017 /22 4401FY 1 WD342330AA4007
+28V J1-8 5 PWR RTN 3079/24
+28V GPU COPILOT MKB DISPLAY ERASE 6 89 1201FY MAU 1 POWER SUPPLY 2 MODULE
SD 24-40-00
1 2 INCH LONG AND GROUNDED WITHIN THE BACKSHELL 1101FY MAU 1 POWER SUPPLY 1 MODULE
R1000PM RH FRONT SPDB
Figure 3
L1000PM LH FRONT SPDB
Avionics Power Supply
5000PC LH PPDB

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 Developed for Training Purposes Falcon 7X

Parameter Monitoring Screen Guidance Panel Screen

 FAULT ISOLATION MANUAL - MAINTENANCE SCREENS
Overview PARAMETER SHOWN SIGNAL WIRING
The maintenance screens show under the “PARAMETERS MONITORING” function of the Central Maintenance Computer FROM TO
NAME VALUE TYPE NAME
(CMC). Each of the maintenance screens contains parameters which can be monitored in real-time. These parameters
are documented for each maintenance screen under a table format which is detailed hereafter. Each maintenance screen "APP PUSH BUTTON 0=Not active Discrete None Guidance Panel Control/Video I/O 1
is described in a dedicated descriptive document. These documents are grouped by ATA chapter XX, section YY and (CH 1)" 1=Active Controller (601FP) Module (3101FY)
subject ZZ (e.g.: the “CABIN STATUS DATA PAGE 1” maintenance screen is described in the descriptive document 30-
"APP PUSH BUTTON 0=Not active Discrete None Guidance Panel Control I/O 2 Module
21-20-01 and the CABIN STATUS DATA PAGE 2” maintenance screen is described in the descriptive document of 30-21-
(CH 2)" 1=Active Controller (601FP) (3201FY)
20-02).
"AT PUSH BUTTON 0=Not active Discrete None Guidance Panel Control/Video I/O 1
In order to help the user in finding the description table associated to a given maintenance screen, the F7X FIELD Fault (CH 1)" 1=Active Controller (601FP) Module (3101FY)
Isolation Manual section provides a complete list of all maintenance screens, sorted by chapter order, with direct hyperlink
"AT PUSH BUTTON 0=Not active Discrete None Guidance Panel Control I/O 2 Module
to the appropriate description table, is provided hereafter.
(CH 2)" 1=Active Controller (601FP) (3201FY)
Operation "CLB PUSH BUTTON 0=Not active Discrete None Guidance Panel Control/Video I/O 1
Maintenance Screen Description Table (CH 1)" 1=Active Controller (601FP) Module (3101FY)
"CLB PUSH BUTTON 0=Not active Discrete None Guidance Panel Control I/O 2 Module
PARAMETER SHOWN SIGNAL WIRING WIRING
FROM TO SDS (CH 2)" 1=Active Controller (601FP) (3201FY)
NAME VALUE TYPE NAME DIAGRAM
XXXX XXXX XXXX XXXX XXXX XXXX XXXX XXXX "PILOT SIDE PUSH 0=Not active Discrete None Guidance Panel Control/Video I/O 1
BUTTON (CH 1)" 1=Active Controller (601FP) Module (3101FY)

− PARAMETER NAME: Designation of the parameter, as displayed in the CMC maintenance screen. "PILOT SIDE PUSH 0=Not active Discrete None Guidance Panel Control I/O 2 Module
BUTTON (CH 2)" 1=Active Controller (601FP) (3201FY)
− SHOWN VALUE: Possible values displayed according to the signal status. The order of the displayed values
is in accordance with the Signal type. "VNAV PUSH 0=Not active Discrete None Guidance Panel Control/Video I/O 1
E.g.: "Closed/Not Closed" associated with a signal type "+28V/OPEN" means that the BUTTON (CH 1)" 1=Active Controller (601FP) Module (3101FY)
displayed value is "Closed" when the signal is at +28V, and "Not Closed" when the signal is
OPEN. "VNAV PUSH 0=Not active Discrete None Guidance Panel Control I/O 2 Module
BUTTON (CH 2)" 1=Active Controller (601FP) (3201FY)
In case of Analog parameters, the Unit of the displayed value is stated here.
− SIGNAL TYPE: Type of signal within "+28V/OPEN", "GROUND/OPEN", "Analog (THERMISTOR)", "Analog "VS PUSH BUTTON 0=Not active Discrete None Guidance Panel Control/Video I/O 1
(VOLTAGE)", "Analog (POTENTIOMETER)", "Analog (FREQUENCY)", "Analog (CH 1)" 1=Active Controller (601FP) Module (3101FY)
(SPECIAL)", "Analog (THERMOCOUPLE)", "Analog ARINC", "Discrete ARINC".
"VS PUSH BUTTON 0=Not active Discrete None Guidance Panel Control I/O 2 Module
− WIRING NAME: Designation of the input signal carrying the parameter, as mentioned on the wiring diagram
(CH 2)" 1=Active Controller (601FP) (3201FY)
− FROM: General Index of the origin of the signal, as mentioned on the wiring diagram.
− TO: General Index of the destination of the signal, as mentioned on the wiring diagram. "HDG/TRK PUSH 0=Not active Discrete None Guidance Panel Control/Video I/O 1
− SDS: Reference of the Chapter/Section for description of the corresponding system. BUTTON (CH 1)" 1=Active Controller (601FP) Module (3101FY)
− WIRING DIAGRAM: Reference of the wiring diagram where the signal can be found. "HDG/TRK PUSH 0=Not active Discrete None Guidance Panel Control I/O 2 Module
BUTTON (CH 2)" 1=Active Controller (601FP) (3201FY)
31-50 "GUIDANCE PANEL" (Example 1 from F7X FIELD Fault Isolation Manual SDS 31-50-02)
"LH FD/TD PUSH 0=Not active Discrete None Guidance Panel Control/Video I/O 1
PARAMETER SHOWN SIGNAL WIRING BUTTON (CH 1)" 1=Active Controller (601FP) Module (3101FY)
FROM TO
NAME VALUE TYPE NAME " LH FD/TD PUSH 0=Not active Discrete None Guidance Panel Control I/O 2 Module
"LNAV PUSH 0=Not active Discrete None BUTTON (CH 2)" 1=Active Controller (601FP) (3201FY)
Guidance Panel Control/Video I/O 1
BUTTON (CH 1)" 1=Active Controller (601FP) Module (3101FY) "RH FD/TD PUSH 0=Not active Discrete None Guidance Panel Control/Video I/O 1
"LNAV PUSH 0=Not active Discrete None BUTTON (CH 1)" 1=Active Controller (601FP) Module (3101FY)
Guidance Panel Control I/O 2 Module
BUTTON (CH 2)" 1=Active Controller (601FP) (3201FY) "RH FD/TD PUSH 0=Not active Discrete None Guidance Panel Control I/O 2 Module
"ALT PUSH BUTTON 0=Not active Discrete None BUTTON (CH 1)" 1=Active Controller (601FP) (3201FY)
Guidance Panel Control/Video I/O 1
(CH 1)" 1=Active Controller (601FP) Module (3101FY)
"ALT PUSH BUTTON 0=Not active Discrete None Guidance Panel Control I/O 2 Module
(CH 2)" 1=Active Controller (601FP) (3201FY)

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 Developed for Training Purposes Falcon 7X

Parameter Monitoring Screen

 FAULT ISOLATION MANUAL - MAINTENANCE SCREENS (CONTINUED)
Operation (Continued)
45-10 "MAU1 LAN MONITORS” (Example 1 from F7X FIELD Fault Isolation Manual SDS 45-10-01)

PARAMETER SHOWN SIGNAL WIRING

FROM TO
NAME VALUE TYPE NAME
"CONTROL I/O 1" Red Discrete None Control/Video I/O 1 CMC Module
Green Module (3101FY) (2505TC)
"PROC 5" Red Discrete None Processor 5 Module CMC Module
Green (2501FY) (2505TC)
"GENERIC I/O 5" Red Discrete None Generic I/O 5 Module CMC Module MAU 1 LAN TEST Screen
Green (4501FY) (2505TC)
"AGM 1" Red Discrete None AGM 2 Module CMC Module
Green (2301FD) (2505TC)
"GENERIC I/O 1A" Red Discrete None Generic I/O 1 Module CMC Module
Green (4101FY) (2505TC)
"NIC 1" Red Discrete None NIC/Processor 1 CMC Module
Green Module (2101FY) (2505TC)
"PROC 1 Red Discrete None NIC/Processor 1 CMC Module
Green Module (2101FY) (2505TC)
"GENERIC I/O 2A" Red Discrete None Generic I/O 2 Module CMC Module
Green (4201FY) (2505TC)
"PROC 8" Red Discrete None
Processor 8 Module CMC Module
(A/C without M895 and Green (2801FY) (2505TC)
SB 018)
"GENERIC I/O 1B" Red Discrete None Generic I/O 1 Module CMC Module
Green (4101FY) (2505TC)
"NIC 2" Red Discrete None NIC/Processor 2 CMC Module
Green Module (2201FY) (2505TC)
"PROC 2" Red Discrete None NIC/Processor 2 CMC Module
Green Module (2201FY) (2505TC)
"GENERIC I/O 2B" Red Discrete None Generic I/O 2 Module CMC Module
Green (4201FY) (2505TC)
"AGM 3" Red Discrete None AGM 3 Module CMC Module
Green (2201FD) (2505TC)
"EGPWM1" Red Discrete None EGPWS 1 Module CMC Module
Green (101FW) (2505TC)
"PROC 7" Red Discrete None
Processor 7 Module CMC Module
(A/C without M895 and Green (2701FY) (2505TC)
SB 018)
"DATABASE 1" Red Discrete None
Database 1 Module CMC Module
(A/C without M895 and Green (8101FY) (2505TC)
SB 018)

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 Developed for Training Purposes Falcon 7X

Figure 9
CMC Menus Organization

Figure 10 Figure 11
CMC Menu Hierarchy Use of the Central Maintenance Computer (CMC)
 FAULT ISOLATION MANUAL - MAINTENANCE MESSAGES
Overview 121. NIC1 CLOCK BATTERY FAULT (Example #1 from F7X FIELD Fault Isolation Manual 31-42-00)
A set of information including instructions for troubleshooting is associated to each maintenance message that can be FAULT NAME: "NIC1 CLOCK BATTERY FAULT"
displayed by the CMC. This information is documented for each maintenance message under a table format which is FAULT TYPE: Internal Hardware
detailed hereafter.
FAULT CODE: 3142NC1A074
The description tables related to the maintenance messages of ATA Chapter XX - Section YY are grouped in the POSSIBLE LRU AT FAULT: NIC/processor 1 module (2101FY)
descriptive section 20-XX-YY-ZZ (e.g.: Description tables related to the Fuel System/Indicating (ATA 28-40) maintenance SYMPTOM: CAS MESSAGE: "CHECK STATUS", white "CHECK STATUS".
messages are documented in Chapter 20-28-40-ZZ). FAULT messages on status page: White "AVC: NIC BATTERY".
FDE: The HSI, both pilot and copilot's PDU's, and the “INIT” section of the synoptic
page do not show Real Time Clock (RTC) information.
A maintenance message can be found in the documentation with the use of the search function with its associated fault
name or fault code. MEANING: The RTC data is incorrect or does not show.
TROUBLESHOOTING: Replace the NIC/PROC 1 module.
NOTE: Some of the Maintenance Messages found in the F7X FIELD FAULT ISOLATION ATA 72 thru 80 contain Get access to the "ACTIVE MAINTENANCE MESSAGES" page in Chapter 31
"INDICATING-RECORDING SYSTEMS" (Refer to TASK 45-10-00-910-801).
references to Pratt & Whitney 307A EMM Engine Maintenance Manual Documentation section 72–00–00
Make sure that the "NIC1 CLOCK BATTERY FAULT" message does not show.
for further troubleshooting guidance.
Make sure that the FDE does not show.
Make sure that no CAS messages show that are related to this maintenance message.
To troubleshoot the aircraft in case of CAS or FAULT message reporting, use the Task “Troubleshooting the aircraft” Make sure that there are no FAULT messages shown on the status page that can be
(Refer to TASK 00-00-00-910-801). related to this maintenance message.
Return the aircraft to service.
Once you have done the troubleshooting corresponding to all the maintenance messages that are latched, clear the SUMMARY OF POSSIBLE Replace the NIC/processor 1 module (2101FY) (Refer to TASK 31-42-01-900-801).
maintenance messages CORRECTIVE ACTIONS:
WIRING DIAGRAM: None
Operation REMARKS: This message is latched active by the CMC until the fault is manually cleared.

FAULT NAME: Designation of the Maintenance Message, as displayed by the CMC

6. MRC1 FAN 1 FAILURE (Example #2 from F7X FIELD Fault Isolation Manual 23-10-00)
FAULT TYPE: Type of the Maintenance Message, as displayed by the CMC
FAULT NAME: "MRC1 FAN 1 FAILURE"
FAULT CODE: Code of the Maintenance Message, as displayed by the CMC
FAULT TYPE: Interface
POSSIBLE LRU AT FAULT: List of possible LRU(s) at fault FAULT CODE: 2310MRN1036
SYMPTOM: List of symptom that might be visible by the flight or maintenance crew when the POSSIBLE LRU AT FAULT: MRC 1 (101NZ) rear fan cover assembly.
failure leading to the maintenance message occurs NIM 1 module (1101NZ).
MEANING: Description of the conditions leading to the maintenance message SYMPTOM: CAS MESSAGE: "CHECK STATUS", white "CHECK STATUS"
Fault message on status page: White "AVC: RADIO CAB 1 FAN FAULT".
TROUBLESHOOTING: Proposed troubleshooting actions for isolation of the actual LRU at fault. If in the
FDE: None
same operation, the troubleshooting procedure tells you to remove more than one
equipment (ex: Remove probe 1 and probe 2), but does not specify which one, do MEANING: Fan 1 in MRC 1 does not operate as sensed by NIM 1.
not remove all of them at the same time. Remove the first item, check the system for TROUBLESHOOTING: Do a check for airflow at the back of the MRC 1.
correct operation and re-install the first item. If the system still does not operate If there is no airflow from fan 1, replace the rear fan cover assembly of the MRC 1.
correctly, remove the second item, check the system for correct operation and re- If there is airflow, do the NIM 1 reset test (Refer to TASK 45-10-00-910-801).
install the second item, and so on until you find the faulty equipment. If the reset test fails, replace the NIM 1 module.
If the reset test passes, get access to the "ACTIVE MAINTENANCE MESSAGES" page
SUMMARY OF POSSIBLE Summary of the possible corrective actions identified as part of the troubleshooting in Chapter 23 "COMMUNICATIONS" (Refer to TASK 45-10-00-910-801).
CORRECTIVE ACTIONS: description, with hyperlinks to the corresponding maintenance procedure, as Make sure that the "MRC1 FAN 1 FAILURE" message does not show.
applicable Make sure that no CAS messages show that are related to this maintenance message.
WIRING DIAGRAM: Link to the appropriate Wiring Diagram Make sure that there are no Fault messages on status page that can be related to this
maintenance message.
REMARKS: Remarks if needed Return the aircraft to service.
SUMMARY OF POSSIBLE Replace the MRC 1 (101NZ) rear fan cover assembly (Refer to TASK 31-43-13-900-
CORRECTIVE ACTIONS: 801).
Replace the NIM 1 module (1101NZ) (Refer to TASK 31-43-05-900-801).
WIRING DIAGRAM: None
REMARKS: This message is latched active by the CMC until the fault is manually cleared

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 Developed for Training Purposes Falcon 7X

Figure 12 Figure 13
CMC Maintenance Menu Maintenance Messages Menu
 USE OF THE CENTRAL MAINTENANCE COMPUTER (CMC)
Operation
CMC Menu Selections
NOTE: Make a selection of the "PREV" button to go back to the previous page.

Make a selection of the "MAIN MENU" button to go back to the "CMC MAIN MENU" page. To show the “ACTIVE
MAINTENANCE MESSAGES” data, do the steps that follow:
− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button
− On the "CMC MAINTENANCE MENU" page, make a selection of the "MAINTENANCE MESSAGES" button
− On the "MAINTENANCE MESSAGES" page, make a selection of the "ACTIVE" button
− On the "ACTIVE MAINTENANCE MESSAGES" page, make a selection of the "FDE" button
− On the "ACTIVE CORRELATED FDES" page, make a selection of an ATA section, then a maintenance message
− Make sure that the correct "MAINTENANCE MESSAGE DETAIL" page shows

Figure 14
Maintenance Messages Menus - Active

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Developed for Training Purposes Falcon 7X

Figure 15
Stored Maintenance Messages
 USE OF THE CENTRAL MAINTENANCE COMPUTER (CMC) (CONTINUED)
Operation (Continued)
To show the “STORED MAINTENANCE MESSAGES” data, do the steps that follow:
− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "MAINTENANCE MESSAGES" button.
− On the "MAINTENANCE MESSAGES" page, make a selection of the "CURRENT LEG" button.
− On the "STORED MAINTENANCE MESSAGES" page, make a selection of the "FDE" button.
− Make sure that the CMC interface display shows the "MAINTENANCE MESSAGE DETAIL" page related to the set
maintenance message.

To show “HISTORICAL BY DATE” data, do the steps that follow:

− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "MAINTENANCE MESSAGES" button.
− On the "MAINTENANCE MESSAGES" page, make a selection of the "HISTORICAL BY DATE" button.
− On the "SELECT A FLIGHT LEG" page, make a selection of a date (year, month, and day) then a flight leg.
− On the "STORED MAINTENANCE MESSAGES" page, make a selection of the "FDE" button.
− Make sure that the CMC interface display shows the "MAINTENANCE MESSAGE DETAIL" page related to the set
maintenance message.

Figure 16
Historical by Date

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Developed for Training Purposes Falcon 7X

Figure 17
Historical by ATA
 USE OF THE CENTRAL MAINTENANCE COMPUTER (CMC) (CONTINUED)
Operation (Continued)
To show the “HISTORICAL BY ATA” data, do the steps that follow:
− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "MAINTENANCE MESSAGES" button.
− On the "MAINTENANCE MESSAGES" page, make a selection of the "HISTORICAL BY ATA" button.
− On the "STORED MAINTENANCE MESSAGES" page, make a selection of the "FDE" button.
− Make sure that the CMC interface display shows the "MAINTENANCE MESSAGE DETAIL" page related to the set
maintenance message.

To show the "CLEAR COMPUTER FAULT MEMORY" page, do the steps that follow:
− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "MAINTENANCE MESSAGES" button.
− On the "MAINTENANCE MESSAGES" page, make a selection of the "CLEAR COMPUTER FAULT MEMORY"
button.
− On the "CLEAR COMPUTER FAULT MEMORY" page, select “ERASE FAULT CODES” to clear latched messages.

Figure 18
Clear Computer Fault Memory

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 Developed for Training Purposes Falcon 7X

Parameter Monitoring Screen Landing Gear WOW Status Screen

 USE OF THE CENTRAL MAINTENANCE COMPUTER (CMC) (CONTINUED)
Operation (Continued)
To show the “PARAMETER MONITORING” (maintenance screens), do the steps that follow:
− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "PARAMETERS MONITORING" button.
− On the "PARAMETER MONITORING" page make a selection of an ATA section then a maintenance screen.
− Make sure that the CMC interface display shows the related maintenance screen

Landing Gear WOW Status Screen

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 Developed for Training Purposes Falcon 7X

Parameter Monitoring Select a Test Screen

A429 Connection Test Screen Auto Throttle Test Screen

 USE OF THE CENTRAL MAINTENANCE COMPUTER (CMC) (CONTINUED)
Operation (Continued)
To show the "SELECT A TEST" page, do the steps that follow:
− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "SYSTEM TESTS" button.
− On the "SELECT A TEST" page make a selection of an ATA section then a test.
− Make sure that the CMC interface display shows the related test.

To change the "STORAGE" setting, do the steps that follow:

− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "EXTENDED MAINTENANCE" button.
− On the "EXTENDED MAINTENANCE" page, make a selection of the "STORAGE ENABLED PRESS TO DISABLE" or
"STORAGE DISABLED PRESS TO ENABLE" button.

NOTE: When the "RAT AUTO" switch/light (1010PN) is set to the “INHIBIT” position (amber “INHIBIT” indicator
light is ON), the storage of fault data in the CMC FHDB is inhibited.

Filter Channel Connections Test Screen

Figure 19
Extended Maintenance Screen

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 Developed for Training Purposes Falcon 7X

Figure 20
Configuration Member System Status Screen
 USE OF THE CENTRAL MAINTENANCE COMPUTER (CMC) (CONTINUED)
Operation (Continued)
To show the "MEMBER SYSTEM STATUS" page, do the steps that follow:
− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "EXTENDED MAINTENANCE" button.
− On the "EXTENDED MAINTENANCE" page, make a selection of the "MEMBER SYSTEM STATUS" button.
− On the "MEMBER SYSTEM STATUS" page when an ATA section shows in cyan, there are member systems that are
not serviceable.

To show the “SYSTEM CONFIGURATION" page, do the steps that follow:

− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "EXTENDED MAINTENANCE" button.
− On the "EXTENDED MAINTENANCE" page, make a selection of the "MEMBER SYSTEM STATUS" button
− On the "SYSTEM CONFIGURATION" page, make a selection of an ATA number and an equipment name. System Configuration Screen

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 Developed for Training Purposes Falcon 7X

31-41 FILE TRANSFER FROM AIRCRAFT 31-41 FILE TRANSFER FROM AIRCRAFT

31-41 FILE TRANSFER FROM AIRCRAFT 45-10 FILE TRANSFER FROM AIRCRAFT
 USE OF THE CENTRAL MAINTENANCE COMPUTER (CMC) (CONTINUED)
Operation (Continued)
To download "FILE TRANSFER FROM AIRCRAFT" (Nonvolatile Memory (NVM)) from the aircraft, do the steps that
follow:
− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "EXTENDED MAINTENANCE" button.
− On the "EXTENDED MAINTENANCE" page, make a selection of the "REPORTS" button.
− On the "REPORTS MENU" page, make a selection of the "EXTRACT FHM FROM A/C” button.
− Make sure that the CMC interface display shows the "FILE TRANSFER FROM AIRCRAFT" page.

Figure 21
FILE TRANSFER FROM AIRCRAFT

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 Developed for Training Purposes Falcon 7X

Figure 22 Figure 23
“CMC Reports” CMC Reports-ACTIVE FDE/MAINT MSG
 USE OF THE CENTRAL MAINTENANCE COMPUTER (CMC) (CONTINUED)
Operation (Continued) On the "CMC MAIN MENU" page, make a selection of the "DATA LOADER" button to see the "DLS INSTALLATION
FUNCTION"
To show the "CMC REPORTS" page, do the steps that follow:
− On the "CMC MAIN MENU" page, make a selection of the "MAINTENANCE" button.
− On the "CMC MAINTENANCE MENU" page, make a selection of the "EXTENDED MAINTENANCE" button.
− On the "EXTENDED MAINTENANCE" page, make a selection of the "REPORTS" button.
− On the "REPORTS MENU" page, make a selection of the "REPORTS" button.
− On the "CMC REPORTS" page, make a selection of one of the reports that follow:
"ACMF REPORTS"
"CMC REPORTS"
▪ "ACTIVE FDE/MAINT MSG",
▪ "CURRENT LEG FDE/MAINT MSG",
▪ "SYSTEM CONFIGURATION",
▪ "EXPORT FAULT HISTORY".
− Make sure that the CMC interface display shows the "CMC REPORTS" page related to the set report.

CMC Reports DLS Installation Function

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 Developed for Training Purposes Falcon 7X

Figure 24
Remote Terminal “Settings Tab” - Erase of the Fault History Database (FHDB)
 USE OF THE CENTRAL MAINTENANCE COMPUTER (CMC) (CONTINUED)
Operation (Continued)
Erase of the Fault History Database (FHDB)
FHDB generates a fault messages when full under the “FAULT” tab on the “STAT” page: "AVC: MAINT CMPTR MEM
FULL".

NOTE: When the “AVC: MAINT CMPTR MEM FULL” fault message shows, you must erase the Fault History
Database (FHDB) (Refer to TASK 45-10-00-070-801).

NOTE: It is recommended that you save the FHDB on the hard disk of the remote terminal before you erase it.

− Start laptop and access Remote Terminal Software CMC Main Menu, then follow these steps:
− Move the cursor to the "Settings" menu item.
− Make a selection of the "Administrative Tools" on the "Settings" menu.
− Make sure that a message box shows on the display to ask you for a password.
− Record the password "F7X" and push the “Execute” key.
− Make sure that the “clear FHDB?” window with the message “Do you wish to erase the fault storage files on the
Central Maintenance Computer (CMC) and database modules?” shows.
− Make a selection of the “Yes” button.
− Make sure that a “Working" window shows.
− When the FHDB is erased, make sure that the message "The Fault storage files on the CMC and Database modules
were successfully cleared” shows.
− Make a selection of the "OK" button. The message “module will now restart" shows.

NOTE: The message "CONNECTION FAILED" can show on the remote terminal display during the restart
process.

− After 3 minutes, while the software operates, make sure that the FHDB is empty.

Figure 25
Remote Terminal Password Message Box - Erase of the Fault History Database (FHDB)

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 Developed for Training Purposes Falcon 7X

Figure 26
Remote Terminal Installation on the Maintenance Panel
 USE OF THE CENTRAL MAINTENANCE COMPUTER (CMC) ON THE LAPTOP PC
Overview
A laptop PC with an Ethernet PCMCIA card with BNC connector is necessary to do this procedure.

Tools and Ground Support Equipment

− 50 Ohm load
− Coaxial Cable
− Ethernet PCMCIA Card with BNC connector
− Laptop PC
− Adapter for rear LAN (PN:FGFB945100A1)

To use the “CMC REMOTE TERMINAL” software on the laptop PC (TO-45-100), do the steps that follow:

1) If necessary to install the “CMC Remote Terminal” software or to configure the LAN on the laptop PC (TO-45-100)
(Refer to TASK 45-10-00-860-801).
2) If an Ethernet PCMCIA card with BNC connector (TO-23-004) is used, do the steps that follow:
a) Connect the Ethernet PCMCIA card with BNC connector (TO-23-004) to the laptop PC (TO-45-100).
b) Connect the BNC T-connector to the BNC connector on the Ethernet PCMCIA card with BNC connector (TO-23-
004).
3) If a 10Base-2 to 10Base-T converter is used, do the steps that follow:

NOTE: The Ethernet PCMCIA card with BNC connector (TO-23-004) or 10Base-2 to 10Base-T converter are the
EPIC LAN interface kit. It is possible to use an equivalent EPIC LAN interface kit.

a) Connect the RJ45 port of the 10Base-2 to 10Base-T converter to the laptop PC (TO-45-100) through the RJ45
port Ethernet RJ45 cable.
b) Apply power to the 10Base-2 to 10Base-T converter.
▪ If the LANTAP-10 is used, connect the USB cable from the laptop PC (TO-45-100) to the LANTAP-10. The
USB cable connection is required to supply power to the converter,
▪ If an equivalent LAN interface kit is used, connect the appropriate power connection.
c) Connect the BNC T-connector to the BNC connector on the 10Base-2 to 10Base-T converter.
4) Connect one end of the 20' coaxial cable (TO-23-003) to one side of the BNC T-connector.
5) Connect the 50 Ohm load (TO-23-002) to the other side of the BNC T-connector.
6) To install the laptop PC (TO-45-100) to the LAN connector on the maintenance panel (1010TP), do the steps that
follow:
a) Remove the front LAN terminal load (R5811FY) from the aircraft connector J3 on the maintenance panel
(1010TP).
b) Connect the other end of the 20' coaxial cable (TO-23-003) to the aircraft connector J3 on the maintenance panel
(1010TP).
7) If you cannot use the LAN connector on the maintenance panel (1010TP), use the LAN connector in the servicing
compartment as follows:
a) Remove the lockwire from the rear LAN terminal load (L5811FY).
b) Remove the rear LAN terminal load (L5811FY) from the aircraft connector.
c) Connect the BNC connector on the adapter for the rear LAN to the 20' coaxial cable (TO-23-003).
d) Connect the other end of the adapter for the rear LAN to the aircraft connector.

Figure 27
Remote Terminal Installation In The Servicing Compartment Door

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 Developed for Training Purposes Falcon 7X

Figure 28
Ethernet PCMCIA Card with BNC Connector with Dongle
 Figure 29
LANTAP-10 10 Base-2 to 10 Base-T Converter

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 Developed for Training Purposes Falcon 7X

CENTRAL MAINTENANCE COMPUTER (CMC) COMPONENT CHART

L5611FY LH ASCB Back-Up Terminal Load 1 L6011FY ASCB Primary Terminal Load 1 204MP Printer Coupler
Location: NOSE CONE, RH (212) Location: NOSE CONE, RH (212) Location: F8-9, OVER FLOOR, RH CABINET (232)
Access: Passenger Door (PAX) Access: Passenger Door (PAX) Access: Passenger Door (PAX)
References: References: References:
Description: SDS 45-10-00. Description: SDS 45-10-00. Description: SDS 45-10-00.
Wiring Diagram: WD 34-23-50 Wiring Diagram: WD 34-23-50 Wiring Diagram: WD 34-23-50
Removal/Installation: Not documented. Removal/Installation: Not documented. Removal/Installation: Not documented.

R5611FY RH ASCB Back-Up Terminal Load 1 R6011FY ASCB Secondary Terminal Load 2 2505TC CMC Module
Location: NOSE CONE, RH (212) Location: NOSE CONE, RH (212) Location: MAU 2 Chassis (201FY)
Access: Passenger Door (PAX) Access: Passenger Door (PAX) Access: Nose Cone (210)
References: References: References:
Description: SDS 45-10-00. Description: SDS 45-10-00. Description: SDS 45-10-00.
Wiring Diagram: WD 34-23-50 Wiring Diagram: WD 34-23-50 Wiring Diagram: WD 34-23-30
Removal/Installation: Not documented. Removal/Installation: Not documented. Removal/Installation: TASK 45-10-01-900-801.

L5711FY LH ASCB Back-Up Terminal Load 2 L6211FY ASCB Primary Terminal Load 1 2515TC "CMC" Circuit Breaker
Location: F8-12, UNDER CABIN FLOOR (120) Location: F8-12, UNDER CABIN FLOOR, RH (122) Location: LH PPDB (5000PC)
Access: Passenger Door (PAX) Access: Passenger Door (PAX) Access: Frame 40 Center Lining (271RZ)
References: References: References:
Description: SDS 45-10-00. Description: SDS 45-10-00. Description: It prevents damage to the power-supply line
Wiring Diagram: WD 34-23-50 Wiring Diagram: WD 34-23-50 of the CMC Module (2505TC).
Removal/Installation: Not documented. Removal/Installation: Not documented. Wiring Diagram: WD 34-23-30
Removal/Installation: TASK 24-61-21-900-801.
R5711FY RH ASCB Back-Up Terminal Load 2 R6211FY ASCB Secondary Terminal Load 2
Location: F8-12, UNDER CABIN FLOOR (120) Location: F8-12, UNDER CABIN FLOOR, RH (122)
Access: Passenger Door (PAX) Access: Passenger Door (PAX)
References: References:
Description: SDS 45-10-00. Description: SDS 45-10-00.
Wiring Diagram: WD 34-23-50 Wiring Diagram: WD 34-23-50
Removal/Installation: Not documented. Removal/Installation: Not documented.

L5811FY Rear LAN Terminal Load 104MP Printer

Location: F41-44, SERVICING COMP, LH (311) Location: F8-9, OVER FLOOR, RH CABINET (232)
Access: Servicing Compartment Door (MSD) Access: Passenger Door (PAX)
References: References:
Description: SDS 45-10-00. Description: SDS 45-10-00.
Wiring Diagram: WD 34-23-50 Wiring Diagram: WD 25-09-00.
Removal/Installation: None. Removal/Installation: TASK 45-10-09-900-801.

R5811FY Front LAN Terminal Load 114MP "COCKPIT PRINTER" Circuit Breaker
Location: F8-9, OVER FLOOR, RH CABINET (232) Location: RH Front SPDB (R1000PM)
Access: Passenger Door (PAX) Access: Cockpit Lateral Lining No.5 (222XZ)
References: References:
Description: SDS 45-10-00. Description: It prevents damage to the power-supply line of
Wiring Diagram: WD 34-23-50 the Printer (104MP).
Removal/Installation: None. Wiring Diagram: WD 25-09-00
Removal/Installation: TASK 24-62-21-900-801.
 NOTES: NOTES:

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 Developed for Training Purposes Falcon 7X

Figure 30 Figure 31
Troubleshooting Flowchart Use of the Search Function
 TROUBLESHOOTING PROCEDURES FOR THE AIRCRAFT
Overview STEP 3: Checking the maintenance messages in the CMC “CURRENT LEG
F7X FIELD Operation code: 00-00-00-910-804-01 1) Get access to the CMC “CURRENT LEG”.
This task helps you troubleshoot the aircraft in case of CAS or FAULT message reporting, using: 2) In the CMC “CURRENT LEG”, look for the maintenance message(s) that you have listed before in which the CAS or
FAULT message is indicated as the symptom.
− Central Maintenance Computer (CMC) maintenance messages
a) Action result:
− CMC maintenance screens
▪ 1 YES: go to the step 4
− CAS message logic described in the descriptive documents of the Aircraft Maintenance Manual (AMM)
▪ NO:
− Wiring diagram
If a FAULT message is the failure report, go to the step 7.
− System test procedures contained in the AMM and in the Fault Isolation Manual (FIM). If a CAS message is the failure report, go to the step 5.

The aircraft must be in ground configuration and the parking brake applied. The typical screen-captures shown in the STEP 4: Troubleshooting in accordance with the maintenance messages
illustrations of this document are provided only for your information. To troubleshoot the aircraft in case of Flight Control
1) Do the troubleshooting corresponding to the maintenance message that you have identified.
System (FCS) CAS or FAULT message(s) reporting, refer to the FCS troubleshooting procedure TASK 27-00-00-910-801

Operation NOTE: If, in the same operation, the troubleshooting procedure tells you to remove more than one piece of
equipment (ex: Remove probe 1 and probe 2), but does not specify which one, do not remove all of them
Troubleshooting the Aircraft at the same time. Remove the first item, check the system for correct operation and re-install the first
STEP 1: Gathering information based on the pilot's report item. If the system still does not operate correctly, remove the second item, check the system for correct
1) Collect information about the CAS or FAULT message reported by the pilot. operation and re-install the second item, and so on until you find the faulty equipment.

NOTE: In case of FCS CAS or FAULT message(s) reporting, refer to the FCS troubleshooting procedure. 2) If you have done the troubleshooting corresponding to all the maintenance messages that are latched, clear them.

2) Search the AMM to find the maintenance message in which the reported CAS or FAULT message is indicated as the NOTE: When a maintenance message is latched, a comment is added in the “REMARKS” field in the
symptom: maintenance message table of the maintenance message descriptive document of the AMM.
a) Select the search function of the FIM.
b) Fill in the “Query” field of the “Advanced Search” window with the exact CAS or FAULT message syntax between 3) Get access to the CMC “ACTIVE MAINTENANCE MESSAGES” (Refer to TASK 45-10-00-910-801).
inverted comas (quotation marks “ “). 4) Select the system corresponding to the maintenance message(s) that you have listed before (Step 1(3)).
c) Select “FAULT ISOLATION MANUAL” in the “Manuals” field of the “Advanced Search” window. 5) Check that the maintenance message(s) that you have listed before is (are) not showing in the active maintenance
d) Click on the “Search” button of the “Advanced Search” window. message page.
e) Select the descriptive document named “S 20–XX-YY-ZZ MAINTENANCE MESSAGES (SECTION XX-YY)” in 6) If the maintenance message(s) that you have listed before remain(s) in the active maintenance message page,
the search result list. troubleshoot again.
f) Find the maintenance message(s) in which the CAS or FAULT message is shown in the “SYMPTOM” field. 7) If the maintenance message(s) that you have listed does not show in the active maintenance message page, do the
3) Take note of the maintenance message(s) in which the reported CAS or FAULT message is listed in the symptom ground test related to the system of the maintenance message you troubleshot:
field. a) Action result:
▪ OK: the aircraft is repaired.
STEP 2: Checking the active maintenance messages ▪ NOT OK: go to step 2.
1) Get access to the CMC “ACTIVE MAINTENANCE MESSAGES”.
2) Select the system corresponding to the possibly applicable maintenance message(s) that you have identified before STEP 5: Checking whether the CAS or FAULT message still present
(Step 1 (3)). 1) Check whether the CAS or FAULT message reported by the pilot is still showing:
3) Check whether the possibly applicable maintenance messages that you have listed before are still showing in the b) Check whether the reported CAS message is showing on the PDUs.\
active maintenance message page. c) Check whether the reported FAULT message is showing under the “FAULT” tab of the “STAT” page.
a) Action result: d) Action result:
▪ YES: go to the step 4 ▪ YES: go to the step 6.
▪ NO: go to the step 3 ▪ NO: do a test of the system corresponding to the CAS or FAULT message reported by the pilot to make sure
that the system operates correctly.

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 Developed for Training Purposes Falcon 7X

Figure 32 Figure 33
Identifying the Maintenance Message Description of the CAS Message Logic
 TROUBLESHOOTING PROCEDURES FOR THE AIRCRAFT (CONTINUED)
Operation (Continued) STEP 8: Troubleshooting using the system tests
STEP 6: Identifying the CAS message logic 1) Do a functional test of the system.
1) Use the search function of the AMM to find the description and the logic of the reported CAS message: 2) Do the corrective actions corresponding to the test procedure that you applied.
a. Select the search function of the AMM. 3) Do the test of the system again.
b. Fill in the “Query” field of the “Advanced Search” window with the exact CAS or FAULT message syntax 4) Check the result of the test
between inverted comas. a) Action result:
c. Select “AIRCRAFT MAINTENANCE MANUAL” in the “Manuals” field of the “Advanced Search” window. ▪ OK:
d. Click on the “Search” button of the “Advanced Search” window. Check that the CAS or FAULT message reported by the pilot is not showing on the displays.
If you have completed the troubleshooting corresponding to all the fault messages that are latched, clear
e. Select the descriptive document (using an ATA chapter different from 45) in the search result list.
them.
2) Check whether the CAS message logic has parameters that are monitored in the CMC maintenance screens.
▪ NOT OK:
Do another test of the system
NOTE: The parameters in the CMC maintenance screens are shown in bold and with hyperlink to the CAS
message logic table.

a) Action result:
▪ YES:
Use the FIM to see the description of the parameters.
Take note of the maintenance screen(s) in which the parameters are monitored, and of the parameters.
Go to the step 7 .

NOTE: In the description of the CAS message logic, click on each of the parameters (3-fig. 4) to see the
description and to get the name of the maintenance screen that shows the parameter.

▪ NO: go to the step 8.

STEP 7: Troubleshooting using the CAS message logic

1) For each parameter that you want to check:
a) Get access to the maintenance screen that shows the parameter.
b) Identify and record the parameter value or status that is not correct.

NOTE: Use the list of the maintenance screens and parameters that you have identified before.

2) In the FIM, read the maintenance screen descriptive document corresponding to the incorrect parameter(s) that you
have identified before.

NOTE: Refer to the general description of the maintenance screens to get details about understanding the
maintenance screens tables.

3) On the maintenance screen table, identify the wiring diagram showing how the parameter is elaborated.
4) On the wiring diagram, determine how the parameter is elaborated.
5) Troubleshoot and repair the system for each incorrect parameter.
6) Get access to the maintenance screen that monitors the parameter that you want to check.
7) Make sure that the value or status to each parameter is now correct.
8) Check that the CAS message reported by the pilot is not showing on the displays.
a) Action result:
▪ YES: the aircraft is repaired.
▪ NO: continue to troubleshoot and repair the system.
Figure 34
Details of the Parameter on the Maintenance Screen

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 Developed for Training Purposes Falcon 7X

Figure 35
Data Loading – CMC/DMU

Figure 36 Figure 37
Data Loading – Laptop PC Central Maintenance System Hardware Architecture
 DATA LOADING
Overview
Modular Avionics Units (MAU) (101FY)/(201FY) and Modular Radio Cabinets (MRC) (101NZ)/(201NZ) contains many
different Line Replaceable Modules (LRM). New LRMs are supplied without their operational software or databases.
Before you put the LRMs into operation, use the Data Loading System (DLS) to load their operational software or
databases.

Central Maintenance Computer (CMC) module contains the DLS program. Use the cockpit controls and displays or the
CMC software installed on a laptop Personal Computer (PC) to use the DLS. The laptop PC contains the CMC software
and a 10Base–2 interface (BNC connector) that connects to the Local Area Network (LAN) on the aircraft.

Use the DLS to do full-loads and target-loads to the LRMs. The full-load function loads all applicable LRMs with your
selections of operational software or databases. The target-load function only loads your LRM selections with your
selections of operational software or databases. Use the full-load function to load a new version of operational software or
databases to the complete system. Use the target-load function to load operational software or databases to one or more
LRMs as a result of a maintenance action (for example, replacement of an LRM).

Before the DLS starts the load procedure, it does a check of the LRM hardware and software configuration and gives a
report of errors that occur. During the configuration check, the DLS compares the software version contained in the LRM
with the correct version. Also, to decrease the load time, the DLS does not load data files that are at the correct
configuration in the LRM.

Components
Cursor Control Device (CCD)
Use the CCDs (L201FP)/(R201FP) to change data that shows on the “Data Loader” windows on the Multifunction Display
Units (MDU) (M101FD)/(201FD). The CCDs and the MDUs are part of the Central Display System (CDS).
Control Function

Enter Pushbuttons Push the enter pushbuttons to accept changes made with the data set knob.

Use the trackball to control cursor movement on the display units and to move the cursor
Trackball
between the display units.

Data Set Knob Use the data set knob to scroll up or down.

Push the “MENU” button to show the menu selections. Make a selection of the “MAINT” menu
"MENU" Button option. Push the enter pushbutton to make the "MAINT" menu selection. This selection shows
the CMC window on the Multifunction Display (MDU) (M101FD)/(201FD).

DMU (901FP)
The DMU is a load source that the DLS uses to read the media. The DMU includes the CDROMs, PCMCIA type-II ports,
and PCMCIA type-III ports. The DMU connects to the avionics system through the LAN.

Database 1 Module (8101FY) and Database 2 Module (8201FY) (A/C without M305 and SB 018)
The data base modules keep large data files that other devices in the avionics system can get access to through the file
system core service. This module contains copies of all the files that are used for data loading procedures.

PROC 5 Module (2501FY) and PROC 6 Module (2601FY) (A/C with M305 and SB 018)
The PROC 5 module and PROC 6 module keep large data files that other devices in the avionics system can get access
to through the file system core service. This module contains copies of all the files that are used for data loading
procedures.
Figure 38
Data Loading System (DLS)

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 Developed for Training Purposes Falcon 7X

Figure 39 Figure 40
Data Loading – CMC/DMU Data Loading – Laptop PC
 DATA LOADING (CONTINUED)
Operation Each APM contains the data that follows:
Configuration Data Sources "APM Sysid.Bin" File This file contains the software reference of the software part numbers. This file is loaded
into each APM when the OPS is loaded. The Operational Software CD-ROM contains this
The avionics system software includes the configuration data sources that follow:
file.
"APM Settings.Bin" File This file contains the APM data, such as the aircraft serial number, Mode S International
Operational Software (OPS) Civil Aviation Organization (ICAO) address, and aircraft registration data. The service
This software supplies the primary avionics system functions, which includes the Flight Director (FD), Flight Management center that supplied the aircraft or changed the APM settings makes this file. The Settings
System (FMS), Autothrottle (AT), Advanced Graphics Module (AGM), and Enhanced Ground Proximity Warning System Data CD-ROM contains this file.
(EGPWS). "APM Options.Bin" File This file contains data for the optional configuration of the aircraft. The Options Data CD-
ROM contains this file.
Integrated Navigation Data Service (INDS) Data Base
The FMS, AGM, and EGPWS functions use the INDS data bases. These data bases are on three different CD-ROMs Electronic Circuit Breaker Data Base
identified by blue, red, and green. This data base will be different with the options installed on the aircraft.

Electronic Checklist (ECL) Data Base

The ECL data base is the same for all aircraft options.

Airline Modifiable Information (AMI) Data Base

The communication management function for the Aircraft Flight Information System (AFIS) uses the AMI data base. The
EPIC Configuration Monitoring Function (CMF) AMI Configuration File CD-ROM contains the AMI data base.

Loadable Diagnostic Information (LDI) Data Base

The CMC uses the LDI data base to do different maintenance functions.

Fault Page Data Base

The Monitor Warning Function (MWF) uses the fault page data base to show the fault code data on the "FAULT" tab.

Status Page Data Base

The MWF uses the Status Page data base to show the system malfunction and its consequences on the "OPS" tab.

Aircraft Personality Module (APM) Files

IP ADDRESS APM LOCATION IN AIRCRAFT

192.168.1.1 APM 1 Modular Avionics Unit (MAU) 1 chassis (101FY), slot "NIC1" (Network Interface Controller
(NIC) 1 backshell)
192.168.33.1 APM 2 MAU 2 chassis (201FY), slot "NIC1" (NIC 3 backshell)
192.168.2.1 APM 3 Modular Radio Cabinet (MRC) 1 (101NZ)
192.168.34.1 APM 4 MRC 2 (201NZ)

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 Developed for Training Purposes Falcon 7X

CMC Main Menu Screen

DLS Installation Function Screen (A/C with M305 or SB 018)

DLS Installation Function Screen-Select System Drive

(A/C with M305 or SB 018)
 DATA LOADING (CONTINUED)
Operation (Continued) When the configuration check is complete and you click on the start button, the DLS loads the applicable data files to the
specified LRM. The DLS also automatically keeps all necessary data files and erases all unwanted files. The DLS cannot
Data Loading System (DLS)
erase data files that are in protected directories or are the same as the data files on the media. The DLS makes an
The DLS uses a push-type load operation. The software to be loaded uses data in the load source with load destinations estimate of the time that is necessary to load or erase the data files and shows the time estimate on the CMC page.
and load instructions from the system configuration file to send the source data to the correct LRM. The DLS automatically
When the load is complete, the CMC screen shows that the data that follows:
controls the load procedures from the selection of a DR-PN file (that is, a file with a ".dr" extension) that you make from
one of the available load sources. The DLS sends the applicable data files to the correct locations in the system. It also − Completion label ("PERCENTAGE COMPLETE: 100%"),
supplies an interface for maintenance personnel that are easy to use. − Error codes and LRMs that were not loaded, if any.

The DLS uses the Transmission Control Protocol/Internet Protocol (TCP/IP) and the File Transfer Protocol (FTP) to send Error/Event Logging and Reporting
the source data through the LAN. The data-load function operates with the configuration monitor system to make sure that During the DLS operation, system errors or errors related to the media set may occur. Each error message that shows
the DLS uses the correct configuration to add data to the system. The media are the data sources that the DLS can load contains a general description of the problem. This data, along with other errors/events that do not show, is sent to the log
into the avionics system. These sources include CD-ROMs, Personal Computer Memory Card International Association file.
(PCMCIA) cards, diskettes, hard-drive data, and database data.
Data Loading Procedure
The CD-ROM media that supplies the operational software contains all of the system data files that are necessary for the The following “Data Loading Procedures” depicted in this training material are for reference only and are intended to
avionics system to operate. This includes all onboard software files (executables, libraries, registries, and tables) for familiarize the technician with data loading procedures. For operation and maintenance procedures please refer to the
aircraft functions. The DLS uses the load sources that follow: manufacturers approved Aircraft Maintenance Manuals.
− Local CD-ROM or DVD drives
− Disk Management Unit (DMU) (901FP) CD-ROMs or DVDs If you use the DLS in the Central Maintenance Computer - Remote Terminal (CMC-RT) to do the data loading procedure,
− DMU Personal Computer Memory Card International Association (PCMCIA) cards do the steps that follow:
− Local hard-drives − Connect the laptop PC (TO-45-100)
− Database Modules (DBM) (8101FY)/(8201FY) (A/C without M305 and SB 018). − Energize the laptop PC (TO-45-100)
− Processor (PROC) Modules (2501FY)/(2601FY) (A/C with M305 or SB 018). − Make sure that the CMC is available on the laptop PC (TO-45-100)

The DLS operates through the CMC and CMC pages that show on each MDU (M101FD)/(201FD) in the Central Display NOTE: If the Network Interface Controller (NIC)/processor 3 module (2301FY), Modular Avionics Unit (MAU) 2
System (CDS) or on the laptop PC. The menu selections that load the data to an LRM show on one or more of the MDUs configuration module (6201FY), or CMC module (2505TC) has been replaced, or if the new Loadable
or on the laptop PC. Use the Cursor Control Devices (CCD) (L201FP)/(R201FP) to make menu selections on the MDUs. Diagnostic Information (LDI) data base has not been loaded, the CMC might not be available.
The CMC-Remote Terminal (CMC-RT) can also show the DLS Interface Display through the "DLS INSTALLATION
FUNCTION" page.
If you use the onboard DLS to do the data loading procedure, do the steps that follow:

You can load OPS or a Separately-Loaded Data Base (SLDB) to a specified module or to all modules in the MAU or the
MRC. To do this, go to the DLS Interface Display or the CMC-RT and make the "TARGET LOAD" or the "FULL LOAD" NOTE: Only use the onboard DLS to do the data loading procedure as an alternative to replace a single module
selection. The target-load function loads the data to the specified target module. The full-load function loads the data to all if the CMC-RT is not available. Much more time is necessary to do this procedure with the onboard DLS.
the system modules as necessary. The on-board DLS loads the data to one module at a time (serial load). The CMC-RT
loads the data to a maximum of five modules at the same time (parallel load). NOTE: Do not use this procedure to load the Advanced Graphics Modules (AGM) (2101FD)/(2301FD)/(2201FD)/
(2401FD) or the Enhanced Ground Proximity Warning Module (EGPWM) (101FW)/(7101FW).
The directory DR-PN data files control all software load procedures.
− Get access to the CMC through the CMC Interface Display that shows on the Multifunction Display Unit (MDU)
(M101FD)/(201FD) (Refer to TASK 45-10-00-910-801).
The DLS uses short-load logic to load only the necessary software to the LRMs. The short-load logic has the functions
that follow: − Make a selection of the “MAINT” menu item on the CMC Interface Display.
− It does not load data files from the media to the LRM if the data files are the same
− It loads data files that are out of configuration to the LRM NOTE: If the CMC menu shows a red X after you start the data loading procedure, reconfigure the MDU or a
Primary Display Unit (PDU) to an MDU so that the “MAINT” menu item shows again.
− It adds new data files to the LRM
− It erases unwanted data files from the LRM
− Let the CMC start and become available.

Before the DLS uses the short-load logic, it does a check to make sure that the hardware configuration of the LRM is
correct. If the hardware configuration is incorrect, the DLS does not do the load procedure. If the hardware configuration is Make sure that the aircraft is on the ground in a Weight-On-Wheels (WOW) configuration with airspeed of less than 50
correct, the DLS starts the short-load logic. The DLS also does a check of the software configuration to find data files that kts.
are out of configuration in the LRM. While the configuration check is active, a "% COMPLETE" message and a list of
errors show on the screen.

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 Developed for Training Purposes Falcon 7X
MRC 2 MRC 1 MAU 2 MAU 1

DATA MANAGEMENT UNIT (PCMCIA)

MRC 2 MRC 1 MAU 2 MAU 1

DATA MANAGEMENT UNIT (PCMCIA)

ADVANCED GRAPHIC MODULE 2

ADVANCED GRAPHIC MODULE 4

ADVANCED GRAPHIC MODULE 3

ADVANCED GRAPHIC MODULE 1

For the APM 2 Select NIC/PROC 3

For the APM 1 Select NIC/PROC 1

SINGLE GENERIC I/O MODULE
For APM 4 Select NIM MRC 2

For APM 3 Select NIM MRC 1

ADVANCED GRAPHIC MODULE 2

ADVANCED GRAPHIC MODULE 4

ADVANCED GRAPHIC MODULE 3

For the APM 2 Select NIC/PROC 3

For the APM 1 Select NIC/PROC 1

CONTROLE I/O MODULE 2

CONTROLE I/O MODULE 1

CENTRAL MAINTENANCE
SINGLE GENERIC I/O MODULE
DVANCED GRAPHIC MODULE 1

PROX WARN MODULE 2

GENERIC I/O MODULE 4

GENERIC I/O MODULE 3

PROX WARN MODULE 1

GENERIC I/O MODULE 2

GENERIC I/O MODULE 1

For APM 4 Select NIM MRC 2

For APM 3 Select NIM MRC 1

ENHANCED GROUND

COMPUTER MODULE

ENHANCED GROUND
CONTROLE I/O MODULE 2

CONTROLE I/O MODULE 1

CENTRAL MAINTENANCE
GENERIC I/O MODULE 4

GENERIC I/O MODULE 3

GENERIC I/O MODULE 2

GENERIC I/O MODULE 1

PROX WARN MODULE 2

PROX WARN MODULE 1

PROC MODULE 6

PROC MODULE 5
DATABASE MODULE 2

DATABASE MODULE 1
ENHANCED GROUND

ENHANCED GROUND
COMPUTERMODULE

PROC MODULE 10
Module Name

PROC MODULE 9

PROC MODULE 6

PROC MODULE 7

PROC MODULE 8

PROC MODULE 5

NIC/PROC 4

NIC/PROC 3

NIC/PROC 2

NIC/PROC 1
NIM MRC 2

NIM MRC 1
NIC/PROC 4

NIC/PROC 3

NIC/PROC 2

NIC/PROC 1
NIM MRC 2

NIM MRC 1
M o d u le N am e
(as listed by DLS)
( a s lis te d b y D L S )

egpwm1
Slot N°1

rproc 2

rproc 1
APM 4

APM 3

APM 2

APM 1
agm 2

proc 4

gio 4b

gio 3b

agm 4

proc 6

agm 3

agm 1
proc 3

proc 2

gio 2b

gio 1b

proc 5
proc 1
gio 4a

gio 3a

gio 2a

gio 1a
rnic 2

rnic 1

cio 2

cio 1
Module Name And Channel CD ROM

nic 4

nic 3

nic 2

nic 1
gio5
cmc
egpwm2

egpwm1
Slot N∞1

proc 10
rproc 2

rproc 1
APM 4

APM 3

APM 2

APM 1
proc 9

proc 4

proc 6
proc 3

proc 7

proc 2

proc 8

proc 5
proc 1
agm 2

gio 4b
gio 4a
gio 3b
gio 3a

agm 4

agm 3

gio 2b
gio 2a
gio 1b
gio 1a

agm 1
rnic 2

rnic 1

nic 4

cio 2

nic 3

nic 2

cio 1

nic 1
db 2

db 1
cmc

gio5
M o d ule N am e An d C h annel CD ROM
OPERATIONAL
[DR-PN] : EB7034843–00101 SOFTWARE
[DR-PN] : EBXXXXXXX-XXXXX OPERATIONAL

X
X
X
X
X
X
X

X
X
X
X

X
X

X
X

X
X
X

X
X
X
X
X

X
SYSTEM DR FOR F7X_8_0 MM7034838-002

X
X
X
X
X
X
X
X
X
X

X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X

X
X
X
X
X
X
X
X
X
X
X
X
X
X
SYSTEM DR FOR F7X XX_X SOFTWARE

[DR FILE] : XXXX APM Settings file

[DR FILE] : XXXX APM Settings file

X
Settings Configuration Data for FXXXX Created with APM Tool
X

X
Settings Configuration Data for FXXXX Created with APM Tool

[DR-PN] :TT7038743-XXX Options Data

[DR-PN] :XXXX-XXX

X
Options Data OPTION CONFIGURATION DATA FOR F7X TT7038743-XXX
X

X
OPTIONCONFIGURATIONDATAFORFXXXX
Electronic Terminal Charts
Electronic Terminal Charts AGM and DMU DB: Geopolitical Boundaries
AGM and DMU DB:
Geopolitical Boundaries [DR-PN] : CHART DISK cc yyyy Airport Information

X
X

X
[DR-PN] : CHART DISK cc yyyy Airport Information See NOTE 1 and 2
X

X
X

X
Obstacle Data
See NOTE 1 and 2 Obstacle Data CHARTS, AIRPORT, GEOPOLITICAL, OBSTACLE, FONTS
CHARTS, AIRPORT,GEOPOLITICAL,OBSTACLE,FONTS ( Blue CD ).
( Blue CD ).
EGPWM Terrain Server DB
EGPWM Terrain Server DB Terrain Data
Terrain Data [DR-PN] 996-0146-5XX

X
[DR-PN] 996-0146-5XX ( Green CD ROM )
X

X
( Green CD ROM ) TERRAIN SERVER DATA
TERRAIN SERVER DATA
FMS and AGM Navigation DB:
FMS and AGM Navigation DB: [DR-PN] WORLD3-3cc ( 16M )
[DR-PN] WORLD3-3cc ( 16M )

X
See NOTE 1
X
X

X
X

X
See NOTE 1 NAVIGATION, AIRSPACE, COMMUNICATION, GRID MORA
NAVIGATION, AIRSPACE,COMMUNICATION,GRIDMORA
FMS ACDB Airspace and
FMS ACDB Airspace and [DR-PN] FMS_ACDB_F7X-L2 (or later) Communication Data

X
[DR-PN] XXXXX Communication Data
X

X
Dassault F7X FMS Performance ACDB Navigation Data
Dassault FXXXXEasy FMSPerformance ACDB Navigation Data EGPWM Data
EGPWM Data EGPWM Threat DB Aircraft Configuration Data
EGPWM Threat DB Aircraft Configuration Data [DR-PN] 996-0145-5XX (Red CD-ROM)

X
[DR-PN] 996-0145-5XX
X

X
(Red CD-ROM) EGPWM THREAT DATA
EGPWM THREAT DATA
EGPWM Envelope Modulation DB
EGPWM Envelope Modulation DB [DR-PN] 996-0114-5XX

X
[DR-PN] 996-0114-5XX
X

X
EGPWM ENVDB DR
EGPWM ENVDB DR
[DR-PN] XXXXX
[DR-PN] XXXXX CB server database

X
CB server database ECB F7X DATABASE DR FILE
X

X
ECB F7X DATABASE DR FILE
AMI DB
AMI DB
[DR-PN] XXXXXXX-XXXXX
[DR-PN] DBXXXXXXX-XXXXX Businesss Jet AMI

X
Businesss Jet AMI See NOTE 3
X

X
See NOTE 3 BIZJET AMI DATABASE
BIZJET AMI DATABASE
Status Page Data Base

BKUP

BKUP
Status Page Data Base Status Data Base
[DR-PN] XXXX

X
[DR-PN] XXXX Status Data Base
X

X
X

X
DATABASE FILE FOR STATUS AND CONSEQUENCES
DATABASEFILEFORSTATUSANDCONSEQUENCES
Fault Code Data Base

BKUP

BKUP
Fault Code Data Base
[DR-PN] XXXX Fault Code

X
[DR-PN] XXXX Fault Code
X

X
X

DATABASE FILE FOR FAULT CODES

DATABASE FILE FOR FAULT CODES
LDI DB

BKUP

BKUP
LDI DB Loadable Dianostic
Loadable Dianostic [DR-PN] EASY_LDI_X_X

X
[DR-PN] EASY_LDI_X_X Information
X

Information CMCF LDI FOR PROJECT FXXXX

CMCF LDI FOR PROJECT FXXXX
ECL DB

BKUP

BKUP
ECL DB
[DR-PN] XXXXX Electronic Check List

X
[DR-PN] XXXXX Electronic Check List
X

DATA BASE FILE FOR CHECKLIST

DATA BASE FILE FOR CHECKLIST
NOTE 1: The letter "c" refers to cycle, "y" refers to year, "r" refers to revision.
NOTE 1: The letter "c" refers to cycle, "y" refers to year, "r" refers to revision. MAU Channel A
M AU C h a n n e l A NOTE 2: If the optional charts function is installed, you must install the Blue CD-ROM in the DMU CD-ROM drive to load the charts data into the DMU PCMCIA card. You can use other drives if the charts function
NOTE 2: If the optional charts func tion is installed, you must install the Blue CD-ROM in the DMU CD-ROM drive to load the charts data into the DMU PCMCIA card. You can use other drives if the c harts is not installed or if you do a target-load to one AGM. MAU Channel B
function is not installed or if you do a target-load to one AGM. M AU Ch an n el B NOTE 3: It is only necessary to load the AMI DB if the optional AFIS function is installed.
NOTE 4: BKUP stands for Backup to DBm. The Database module function is now located in proc5 and 6.
NOTE 3: It is only necessary to load the AMI DB if the optional AFIS function is installed.
Figure 42 Figure 42
OPS and SLDB Load Configuration (Aircraft without M305 / SB 018) OPS and SLDB Load Configuration (Aircraft with M305 / SB 018)
24-25A
 DATA LOADING (CONTINUED) NOTES:

Operation (Continued)
Data Load Procedure for New Modules
CAUTION: IT IS POSSIBLE TO LOAD SOFTWARE TO THE WRONG APM AND THUS ERASE OR WRITE
OVER ITS DATA. WHEN YOU LOAD DATA TO AN APM, MAKE SURE THAT YOU MAKE THE
CORRECT SELECTION OF AN APM/NIC PAIR OR APM/NIM PAIR AS FOLLOWS:
 FOR the MAU 1 configuration module (6101FY), USE the NIC/processor 1 module (2101FY) IN
the MAU 1 chassis (101FY)
 FOR the MAU 2 configuration module (6201FY), USE the NIC/processor 3 module (2301FY) IN
the MAU 2 chassis (201FY)
 FOR APM 3, USE the NIM 1 module (1101NZ) IN MRC 1 (101NZ)
 FOR APM 4, USE the NIM 2 module (1201NZ) IN MRC 2 (201NZ)

− Do the steps that follow to load the new module, MRC, or APM with its applicable software from the OPS CD-ROM
and the applicable SLDB:
− Do a target load of the OPS from the OPS CD-ROM to the new module, MRC, or APM.

NOTE: The format of the DR-PN file of the OPS is EBXXXXXXX-XXXXX. The MDUs (M101FD)/(201FD) can
show the part number of the OPS installed on the aircraft. For data about how to find the OPS part
number on the MDUs, go to paragraph 8.. The OPS CD-ROM shows the same part number.

− On some modules, you must load one or more SLDBs. Use the OPS and SLDB Load Configuration to identify if there
is a related SLDB to load.
If an SLDB is applicable to the module, MRC, or APM, find the correct CD-ROM and DR-PN file that you must use to load
the applicable SLDB to the new module, MRC, or APM.

NOTE: When you install a new APM or MRC, load the "settings.bin" file first, then the "options.bin" file.

Do a target load.
If no SLDB is applicable to the module, MRC, or APM, continue with the subsequent step.

45-25
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

Init Tab on Avionics Window

Figure 43
System Config Tab on Avionics Window
 DATA LOADING (CONTINUED)
Operation (Continued)
Data Load Procedure for New Modules (Continued)
If you replace the NIC/processor 1 module (2101FY) or the NIC/processor 3 module (2301FY), do the steps that follow:
− After you replace one of these modules, the "Validate Configuration" message can possibly show in the CAS window
of the PDU (L101FD)/(R101FD). This is not a fault message. Move the cursor to the MDU (M101FD)/(201FD) and
push the "MENU" button on the Cursor Control Device (CCD) (L201FP)/(R201FP).
− Make the "Avionics" selection to show the Avionics page with the default "Init" tab selection.
− Make a selection of the "System Config" tab to show the "System Config" page.
− Make the "Confirm Config" selection to cancel the CAS message.

If you replace the processor 5 module (2501FY) (Flight Management System (FMS) 1), processor 6 module (2601FY)
(FMS 2), or NIC/processor 2 module (2201FY) (FMS 3), do the steps that follow:

NOTE: Each of these modules contains the same FMS software. After you replace one, it is possible that the
FMS is not in the synchronous mode. This is not unusual because the Custom data base file (which
contains the stored flight plan) is different from the Custom data base files contained in the other
modules.

− To load a copy of the Custom data base from one of the other modules to the new module, do the steps that follow:
Move the cursor to the MDU (M101FD)/(201FD) and push the "MENU" button on the CCD (L201FP)/(R201FP).
Make the "Avionics" selection to show the Avionics page with the default "Init" tab selection.
Make a selection of the "Custom DB" tab to show the "Custom DB" page.
Go to the adjacent "Crossload" window and do the steps that follow:
▪ From the "From" list, make a selection of a source FMS module (but not the new FMS module). This FMS Figure 44
module will be the data source for the new modules. Custom DB Tab on Avionics Window
▪ From the "To" list, make a selection of the applicable new FMS modules.
Make the "Xload" selection to load a copy of the Custom data base to the new FMS modules. The load percentage shows
in amber below the "Xload" selection. When the percentage gets to 100%, go to the subsequent step.
Move the cursor to the PDU (L101FD)/(R101FD) and push the "MENU" button on the CCD (L201FP)/(R201FP).
Make the "Sensor" selection to show the Sensor Management page.
Make a selection of the "Navigation" tab to show the drop-down menu.
Make the "FMS" selection to show the FMS sensor page.
Make sure that the FMS sensor page shows that each FMS is in the "Synchronous" mode.
− If you replace the processor 5 module (2501FY) or the processor 6 module (2601FY), do the steps that follow:
Move the cursor to the MDU (M101FD)/(201FD) and push the "MENU" button on the CCD (L201FP)/(R201FP).
Make the "Avionics" selection to show the Avionics page with the default "Init" tab selection.
Make a selection of the System Config Tab.
Push the “Next” button until the ECB circuit breaker data shows.
The ECB database number shows under ECB 1 CIRCUIT BREAKER if you replaced the processor 6 module (2601FY) or
under ECB 2 CIRCUIT BREAKER if you replaced the processor 5 module (2501FY).
Make sure that you use this ECB database part number when you upload the ECB database.

Figure 45
"Navigation" Tab - "FMS" Mode Display

45-26
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X
MRC 2 MRC 1 MAU 2 MAU 1

DATA MANAGEMENT UNIT (PCMCIA)

MRC 2 MRC 1 MAU 2 MAU 1

DATA MANAGEMENT UNIT (PCMCIA)

ADVANCED GRAPHIC MODULE 2

ADVANCED GRAPHIC MODULE 4

ADVANCED GRAPHIC MODULE 3

ADVANCED GRAPHIC MODULE 1

For the APM 2 Select NIC/PROC 3

For the APM 1 Select NIC/PROC 1

SINGLE GENERIC I/O MODULE
For APM 4 Select NIM MRC 2

For APM 3 Select NIM MRC 1

ADVANCED GRAPHIC MODULE 2

ADVANCED GRAPHIC MODULE 4

ADVANCED GRAPHIC MODULE 3

For the APM 2 Select NIC/PROC 3

For the APM 1 Select NIC/PROC 1

CONTROLE I/O MODULE 2

CONTROLE I/O MODULE 1

CENTRAL MAINTENANCE
SINGLE GENERIC I/O MODULE
DVANCED GRAPHIC MODULE 1

PROX WARN MODULE 2

GENERIC I/O MODULE 4

GENERIC I/O MODULE 3

PROX WARN MODULE 1

GENERIC I/O MODULE 2

GENERIC I/O MODULE 1

For APM 4 Select NIM MRC 2

For APM 3 Select NIM MRC 1

ENHANCED GROUND

COMPUTER MODULE

ENHANCED GROUND
CONTROLE I/O MODULE 2

CONTROLE I/O MODULE 1

CENTRAL MAINTENANCE
GENERIC I/O MODULE 4

GENERIC I/O MODULE 3

GENERIC I/O MODULE 2

GENERIC I/O MODULE 1

PROX WARN MODULE 2

PROX WARN MODULE 1

PROC MODULE 6

PROC MODULE 5
DATABASE MODULE 2

DATABASE MODULE 1
ENHANCED GROUND

ENHANCED GROUND
COMPUTERMODULE

PROC MODULE 10
Module Name

PROC MODULE 9

PROC MODULE 6

PROC MODULE 7

PROC MODULE 8

PROC MODULE 5

NIC/PROC 4

NIC/PROC 3

NIC/PROC 2

NIC/PROC 1
NIM MRC 2

NIM MRC 1
NIC/PROC 4

NIC/PROC 3

NIC/PROC 2

NIC/PROC 1
NIM MRC 2

NIM MRC 1
M o d u le N am e
(as listed by DLS)
( a s lis te d b y D L S )

egpwm1
Slot N°1

rproc 2

rproc 1
APM 4

APM 3

APM 2

APM 1
agm 2

proc 4

gio 4b

gio 3b

agm 4

proc 6

agm 3

agm 1
proc 3

proc 2

gio 2b

gio 1b

proc 5
proc 1
gio 4a

gio 3a

gio 2a

gio 1a
rnic 2

rnic 1

cio 2

cio 1
Module Name And Channel CD ROM

nic 4

nic 3

nic 2

nic 1
gio5
cmc
egpwm2

egpwm1
Slot N∞1

proc 10
rproc 2

rproc 1
APM 4

APM 3

APM 2

APM 1
proc 9

proc 4

proc 6
proc 3

proc 7

proc 2

proc 8

proc 5
proc 1
agm 2

gio 4b
gio 4a
gio 3b
gio 3a

agm 4

agm 3

gio 2b
gio 2a
gio 1b
gio 1a

agm 1
rnic 2

rnic 1

nic 4

cio 2

nic 3

nic 2

cio 1

nic 1
db 2

db 1
cmc

gio5
M o d ule N am e An d C h annel CD ROM
OPERATIONAL
[DR-PN] : EB7034843–00101 SOFTWARE
[DR-PN] : EBXXXXXXX-XXXXX OPERATIONAL

X
X
X
X
X
X
X

X
X
X
X

X
X

X
X

X
X
X

X
X
X
X
X

X
SYSTEM DR FOR F7X_8_0 MM7034838-002

X
X
X
X
X
X
X
X
X
X

X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X

X
X
X
X
X
X
X
X
X
X
X
X
X
X
SYSTEM DR FOR F7X XX_X SOFTWARE

[DR FILE] : XXXX APM Settings file

[DR FILE] : XXXX APM Settings file

X
Settings Configuration Data for FXXXX Created with APM Tool
X

X
Settings Configuration Data for FXXXX Created with APM Tool

[DR-PN] :TT7038743-XXX Options Data

[DR-PN] :XXXX-XXX

X
Options Data OPTION CONFIGURATION DATA FOR F7X TT7038743-XXX
X

X
OPTIONCONFIGURATIONDATAFORFXXXX
Electronic Terminal Charts
Electronic Terminal Charts AGM and DMU DB: Geopolitical Boundaries
AGM and DMU DB:
Geopolitical Boundaries [DR-PN] : CHART DISK cc yyyy Airport Information

X
X

X
[DR-PN] : CHART DISK cc yyyy Airport Information See NOTE 1 and 2
X

X
X

X
Obstacle Data
See NOTE 1 and 2 Obstacle Data CHARTS, AIRPORT, GEOPOLITICAL, OBSTACLE, FONTS
CHARTS, AIRPORT,GEOPOLITICAL,OBSTACLE,FONTS ( Blue CD ).
( Blue CD ).
EGPWM Terrain Server DB
EGPWM Terrain Server DB Terrain Data
Terrain Data [DR-PN] 996-0146-5XX

X
[DR-PN] 996-0146-5XX ( Green CD ROM )
X

X
( Green CD ROM ) TERRAIN SERVER DATA
TERRAIN SERVER DATA
FMS and AGM Navigation DB:
FMS and AGM Navigation DB: [DR-PN] WORLD3-3cc ( 16M )
[DR-PN] WORLD3-3cc ( 16M )

X
See NOTE 1
X
X

X
X

X
See NOTE 1 NAVIGATION, AIRSPACE, COMMUNICATION, GRID MORA
NAVIGATION, AIRSPACE,COMMUNICATION,GRIDMORA
FMS ACDB Airspace and
FMS ACDB Airspace and [DR-PN] FMS_ACDB_F7X-L2 (or later) Communication Data

X
[DR-PN] XXXXX Communication Data
X

X
Dassault F7X FMS Performance ACDB Navigation Data
Dassault FXXXXEasy FMSPerformance ACDB Navigation Data EGPWM Data
EGPWM Data EGPWM Threat DB Aircraft Configuration Data
EGPWM Threat DB Aircraft Configuration Data [DR-PN] 996-0145-5XX (Red CD-ROM)

X
[DR-PN] 996-0145-5XX
X

X
(Red CD-ROM) EGPWM THREAT DATA
EGPWM THREAT DATA
EGPWM Envelope Modulation DB
EGPWM Envelope Modulation DB [DR-PN] 996-0114-5XX

X
[DR-PN] 996-0114-5XX
X

X
EGPWM ENVDB DR
EGPWM ENVDB DR
[DR-PN] XXXXX
[DR-PN] XXXXX CB server database

X
CB server database ECB F7X DATABASE DR FILE
X

X
ECB F7X DATABASE DR FILE
AMI DB
AMI DB
[DR-PN] XXXXXXX-XXXXX
[DR-PN] DBXXXXXXX-XXXXX Businesss Jet AMI

X
Businesss Jet AMI See NOTE 3
X

X
See NOTE 3 BIZJET AMI DATABASE
BIZJET AMI DATABASE
Status Page Data Base

BKUP

BKUP
Status Page Data Base Status Data Base
[DR-PN] XXXX

X
[DR-PN] XXXX Status Data Base
X

X
X

X
DATABASE FILE FOR STATUS AND CONSEQUENCES
DATABASEFILEFORSTATUSANDCONSEQUENCES
Fault Code Data Base

BKUP

BKUP
Fault Code Data Base
[DR-PN] XXXX Fault Code

X
[DR-PN] XXXX Fault Code
X

X
X

DATABASE FILE FOR FAULT CODES

DATABASE FILE FOR FAULT CODES
LDI DB

BKUP

BKUP
LDI DB Loadable Dianostic
Loadable Dianostic [DR-PN] EASY_LDI_X_X

X
[DR-PN] EASY_LDI_X_X Information
X

Information CMCF LDI FOR PROJECT FXXXX

CMCF LDI FOR PROJECT FXXXX
ECL DB

BKUP

BKUP
ECL DB
[DR-PN] XXXXX Electronic Check List

X
[DR-PN] XXXXX Electronic Check List
X

DATA BASE FILE FOR CHECKLIST

DATA BASE FILE FOR CHECKLIST
NOTE 1: The letter "c" refers to cycle, "y" refers to year, "r" refers to revision.
NOTE 1: The letter "c" refers to cycle, "y" refers to year, "r" refers to revision. MAU Channel A
M AU C h a n n e l A NOTE 2: If the optional charts function is installed, you must install the Blue CD-ROM in the DMU CD-ROM drive to load the charts data into the DMU PCMCIA card. You can use other drives if the charts function
NOTE 2: If the optional charts func tion is installed, you must install the Blue CD-ROM in the DMU CD-ROM drive to load the charts data into the DMU PCMCIA card. You can use other drives if the c harts is not installed or if you do a target-load to one AGM. MAU Channel B
function is not installed or if you do a target-load to one AGM. M AU Ch an n el B NOTE 3: It is only necessary to load the AMI DB if the optional AFIS function is installed.
NOTE 4: BKUP stands for Backup to DBm. The Database module function is now located in proc5 and 6.
NOTE 3: It is only necessary to load the AMI DB if the optional AFIS function is installed.
Figure 46 Figure 47
OPS and SLDB Load Configuration (Aircraft without M305 / SB 018) OPS and SLDB Load Configuration (Aircraft with M305 / SB 018) 24-27A
 DATA LOADING (CONTINUED) NOTES:

Operation (Continued)
Data base Update Procedure
CAUTION: It is mandatory to regularly update specified separately-loaded data base (SLDBS). These SLDBs
include the Navigation, Airspace, Communication, GRID MORA (RED CD-ROM), Electronic Terminal
Charts, Geopolitical Boundaries, Airport Information, and Obstacle Data (BLUE CD-ROM). for other
SLDBs, it is only necessary to update them when a new version becomes available.

When a new SLDB update is necessary, use the full-load option in the section "CMC-RT DLS Data Load Procedures".
The "SLDB Update Periods" table gives the necessary update data, CD-ROM name, and DR file name for each SLDB.
CD-ROM SLDB NAME DR-PN CD-ROM MANDATORY
NAME/COLOR DELIVERY UPDATE
PERIOD PERIOD
Blue CD-ROM Charts, airport, DR File: Chart Disk cc yyyy (see 14 days 14 days when the
geopolitical, obstacle, Note) Charts option is
fonts installed
28 days if the
Charts option is
not installed
Red CD-ROM Navigation, airspace, EPIC-3cc (see Note) 28 days 28 days
communication, grid
mora
Red CD-ROM FMS Aircraft Data Base DR File: XXXXX (Make a selection 28 days Only if the FMS
(ACDB) of the file in the correct aircraft type performance is not
directory) as estimated
Red CD-ROM: EGPWM threat data DR File: 996–0145–5XX 28 days Only if there is a
EGPWM data new version
Red CD-ROM: EGPWM envelope DR File: 996–0114–5XX 28 days Only if there is a
EGPWM data modulation new version
Green CD-ROM: EGPWM terrain server DR File: 996–0146–5XX Not No requirement
terrain data applicable
LDI CD-ROM CMCF LDI DR File: EASy_LDI_X_X Not Only if there is a
applicable new version
ECL CD-ROM Data base file for DR File: XXXX Not Only if there is a
checklist applicable new version
EPIC CMF AMI BIZJET AMI database DR File: DBXXXXXXX-XXXXX Not Only if there is a
configuration file applicable new version and if
CD-ROM the AFIS option
(M-OPT 13) is
installed
Settings data CD- Settings configuration DR File: XXXx Not Only if there is a
ROM data applicable new version
Options data CD- Options configuration DR File: XXXx Not Only if there is a
ROM data applicable new version
Fault code CD- Fault code data base DR File: XXXX Not Only if there is a
ROM applicable new version
Status page CD- Status page data base DR File: XXXX Not Only if there is a
ROM applicable new version
ECB CD-ROM Electronic circuit DR File: XXXX Not Only if there is a
breaker data base applicable new version
NOTE: "c" is for cycle. "y" is for year. "r" is for revision.

45-27
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
 Developed for Training Purposes Falcon 7X

RMT DLS Installation Function Screen (Red CDROM Full Load Selection)

RMT DLS Installation Function Screen (Select Directory Part Number File)

RMT DLS Installation Function Screen (Directory Part Number File Detail)
 DATA LOADING (CONTINUED)
Operation (Continued) 9) When the configuration check is complete, make sure that the DLS Interface Display shows the "EXPECTED LOAD
TIME" indication for the applicable modules.
CMC-Remote Terminal (RT) DLS Data Load Procedures
NOTE: (A/C with M305 or SB 018). The Database Module (DBM) function is hosted in the processor 5 module
(2501FY) and the processor 6 module (2601FY). NOTE: A load time of "0" shows that the DLS found the correct file in the target module. Thus, the DLS does not
load the file again to that module. However, some modules always show a load time that is different than
"0" even if the correct file is loaded. This is because, on those modules, the DLS always loads or reloads
NOTE: The laptop PC (TO-45-100) is the recommended data loader device because it can quickly load all the some files.
necessary system software. The data sources for the laptop PC (TO-45-100) include the Data
Management Unit (DMU) (901FP), Database Module (DBM) (8101FY)/(8201FY), and internal laptop PC
(TO-45-100) components such as its hard drive, CD-ROM drive, and network drives. You must use the 10) When the configuration check is complete, you can continue or stop the load operation to examine the errors that
laptop PC (TO-45-100) for full loads of the flight software. occurred during the configuration check. To examine the error code and troubleshooting. (Refer to F7X FIELD Task
45-90-00-810-801)
11) To continue the load operation, make the "START LOAD" selection on the DLS Interface Display.
Do the procedure that follows on the laptop PC (TO-45-100) to load system software or Separately Loadable Databases
(SLDBs):
NOTE: It is not unusual for the "PERCENTAGE COMPLETE" indication to gradually increase to and stay at 94%
for a period of time. If this occurs, do not cancel the load operation.
NOTE: During the configuration check and data load operation, it is not unusual to see CAS messages or other
Flight Deck Effects (FDEs). It is safe to ignore these FDEs only during this procedure.
CAUTION: MAKE SURE YOU DO NOT INTERRUPT THE LOAD. IF THE LOAD IS INTERRUPTED, IT MIGHT
REQUIRE YOU TO LOAD THE OPERATING SOFTWARE (SW) AND/OR SLDB AGAIN USING THE
1) Put the applicable CD-ROM source into the CD-ROM drive.
TARGET LOAD OR FORCE LOAD SELECTION.

NOTE: If the Charts Option is installed (for A/C with M-OPT 22), install the blue CD-ROM in the DMU.
12) When the load operation is complete, make sure that the DLS Interface Display shows "PERCENTAGE COMPLETE:
100%" and "LOADING SEQUENCE COMPLETE"
2) From the "Start" menu, make the "Aircraft Diagnostics" selection, then the "CMC Remote Terminal" selection to start
the program. The laptop PC (TO-45-100) shows the "CMC Remote Terminal" display.
13) From the DLS Interface Display, you can also make the selections that follow:
3) Make the "DATA LOADER" selection to see the "DLS INSTALLATION FUNCTION" page.
▪ "DLS MENU" to go to the DLS Main menu page,
4) Wait until the message “PRE-LOADING DMU/CDROM DRIVES. - DONE” shows on the page.
▪ "MAIN MENU" to cancel the data loader function and go to the "CMC MAIN MENU",
5) Make the "TARGET LOAD" or "FULL LOAD" selection as necessary to see the "BROWSE DRIVES" page with a list
▪ "PRINT SCREEN" to write the configuration check results to the optional on-board printer,
of available data sources. Then, do the steps that follow, as necessary:
▪ "RETRY" to start the load sequence again for any modules that show errors.
 Make a selection of a data source (for example, "CDROM DRIVES") that contains the applicable DR-PN files.
 Open the related directory and look for the applicable DR-PN file.
 Move the cursor box to that DR-PN file, then push the Enter key to make the selection. The DR-PN file name
changes to green to show your selection.
 Make the "SELECT FILE" selection.

NOTE: (A/C with M305 or SB 018). Make the “BROWSE MEDIA” selection to refresh the available media.

6) If you make the "TARGET LOAD" selection, the “SELECT LRM TO LOAD" page shows with a list of available target
modules. Do the steps that follow to make the necessary target module selections:
 Move the cursor box to the applicable target module in the list, then push the Enter key to make the selection.
o NOTE: The list only shows those modules that are directly related to the specified DR-PN file selection
made before.
 To add more target modules to the list, do the steps that follow:
o Move the cursor to the new target module.
o Push the Enter key to make the selection. The module name changes to green to show your selection.
 Make the "NEXT" selection to start the hardware/software configuration check for the target modules.
7) If you make the “Full LOAD” selection, the hardware/software configuration check starts
8) Make sure that the DLS Interface Display shows that the hardware/software configuration checks occur for the
module(s), with the "% COMPLETE" indication.

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 Developed for Training Purposes Falcon 7X

RMT Red CDROM Full Load Configuration Check in Progress RMT Red CDROM Full Load Percentage Complete 0% RMT Red CDROM Full Load Percentage Complete 51%

RMT Red CDROM Full Load Configuration

Check in Progress 100% RMT Red CDROM Full Load Percentage Complete 28% RMT Red CDROM Full Load Percentage Complete 52%
RMT Red CDROM Full Load Percentage Complete 100% - WAIT RMT DLS Installation Function Screen (EGPWM Threat Full Load) RMT Red CDROM Configuration Check Complete (EGPWM Threat)

RMT Red CDROM Full Load Sequence Complete 100% RMT Red CDROM Configuration Check (EGPWM Threat Full Load) RMT Red CD Configuration Check Complete (EGPWM ENV MOD)

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 Developed for Training Purposes Falcon 7X

On-Board CMC Main Menu Screen On-Board CMC DLS Installation Function Screen-Select System Drive

On the "DLS INSTALLATION FUNCTION" prior to this page, make the “TARGET LOAD”
selection to start this Charts disc data loading operation.
 DATA LOADING (CONTINUED)
Operation (Continued) 15) When the configuration check is complete, make sure that the expected load time for the target module shows
on the DLS Interface Display.
On-Board DLS Data Load Procedures
NOTE: For better loading performance, use the CMC-Remote Terminal (RT) DLS Data Load Procedures.
NOTE: An expected load time equal to 0 means that the correct file is already loaded in the corresponding
module, and will not be loaded again.
(A/C with M305 or SB 018). The DBM function is hosted in the processor 5 module (2501FY) and the
processor 6 module (2601FY).
16) When the configuration check is complete, you can make a decision to continue the load or stop the load to examine
the errors that occurred during the configuration check.
The cockpit DLS is used to load the SLDBs and Operational Software (OPS) to the modules that have been removed and
replaced as part of a maintenance procedure. The load sources for the cockpit DLS are the DMU (901FP) and the DBM
(8101FY)/(8201FY). The DLS operates with the CMC module (2505TC) to do system software loads or data loads. The NOTE: To correct the error, Refer to TASK 45-90-00-810-801.
unique architecture of the aircraft supplies limits for the use of the cockpit DLS.
17) To continue the load, make a selection of the “START LOAD” button on the DLS Interface Display.
NOTE: Ignore the FDEs (CAS messages) that might show during the configuration check and loading process.
NOTE: It is not unusual for the "PERCENTAGE COMPLETE" indication to gradually increase to and stay at 94%
1) Get access to the CMC through the CMC Interface Display that shows on the Multifunction Display Unit (MDU) for a period of time. If this occurs, do not cancel the load operation. This is the usual operation for the
(M101FD)/(201FD) (Refer to TASK 45-10-00-910-801). DLS. This load can be several hours long in relation to the data to be loaded.
2) Make the selection of the “MAINT” menu item on the CMC Interface Display.
3) On the “CMC MAIN MENU” page, make a selection of the “DATA LOADER” button 18) When the load is complete, make sure that the DLS Interface Display shows the modules and error codes, if any,
and an indication that the load is 100% complete.
4) On the "DLS INSTALLATION FUNCTION" page, make the “TARGET LOAD” selection to start the data loading
operation.
5) Do one of the steps that follow: NOTE: Error codes show for all target modules that failed the configuration check or the software load. To correct
the error.
a) If the data load is done through the DMU CD-ROM drive, on the LH front Secondary Power Distribution Box
(SPDB) (L1000PM), make sure that the "DATA LOADER" circuit breaker (911FP) is engaged to apply power to
the data loader. 19) To go back to the DLS main menu, make a selection of the “DLS MENU” button.
b) If the data load is done through the DMU CD-ROM drive, open the door to the data loader in the DMU and put in 20) To exit the data loader and go back to the CMC main menu, make a selection of the “MAIN MENU” button.
the CD-ROM to be loaded. 21) To print the contents of the configuration check to the on-board printer, make a selection of the “PRINT
6) Make a selection of the drive that contains the DR files from the media sources that show on the "DLS SCREEN” button.
INSTALLATION FUNCTION" page:
 DMU DRIVES NOTE: The on-board printer is optional equipment.
 CDROM DRIVES
 OTHER DRIVES
7) Expand the file tree that shows on the "DLS INSTALLATION FUNCTION" page, if necessary, then look for the
applicable DR file.
8) Move the cursor box to the DR-PN of the software file to be loaded.
9) Push the enter pushbutton on the Cursor Control Device (CCD) (L201FP)/(R201FP) to highlight the selection. The
DR-PN line turns green as an indication that the selection was made.
10) Make the selection of the “SELECT FILE” button.
11) Move the cursor box to the target module selection.

NOTE: Only those system modules that are applicable to the software file selection show on the DLS Interface
Display.

12) Push the enter pushbutton on the CCD to highlight the selection. The module name turns green as an indication that
the selection was made.
13) Make a selection of the “NEXT” button to start the hardware/software configuration check for the target module.
14) Make sure that the DLS Interface Display shows that the hardware/software configuration checks are in progress for
the target module, along with the “% COMPLETE” readout.

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 Developed for Training Purposes Falcon 7X

On-Board CMC DLS Installation Function Screen (Blue CD DR-P/N File Detail) Blue CDROM Full Load Configuration Check Complete (Target Load Charts)

On-Board DLS Installation Function – Select Target Module (Blue CDROM) On-Board CMC Blue CDROM Target Load Percentage Complete 0% (Charts)
 On-Board CMC Blue CDROM Target Load Percentage Complete 30% (Charts) On-Board CMC Blue CDROM Target Load Percentage Complete 100% (Charts)

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 Developed for Training Purposes Falcon 7X

1
2

Figure 48
Primus Epic Maintenance Utilities Tools – Setup Host Files
 DATA LOADING TROUBLESHOOTING
Operation
Primus Epic Maintenance Utilities Tool
The PRIMUS EPIC Maintenance Utilities Tool (also referred to as the "Utilities Tool" in this procedure) includes the
software tools that follow: 2
SETUP HOSTS Use this tool to change the "hosts" file in the root directory (for example, 1 3 3
FILE Tool "C:\winnt\system32\drivers\etc") in relation to the specified aircraft configuration. The "hosts" file
makes a direct relation between the file names and the applicable Internet Protocol (IP) address.
CLEAR NIC On some software versions, a fault history manager problem can cause a file error to occur in the 1
EEPROM FILES Electrically Erasable Programmable Read-Only Memory (EEPROM) of the NIC modules or the
2
Tool NIMs. This error cancels the display during a TELNET diagnostic procedure. To correct this error,
use this tool to erase the old EEPROM data.
FLASH INIT FMS Use this tool only when the processor 5 module (2501FY) (Flight Management System (FMS) 1),
PROCS Tool processor 6 module (2601FY) (FMS 2), or NIC/processor 2 module (FMS 3) rejects a new data
base.
DBM FLASH INIT (A/C without M305 Use this tool only when a DBM (8101FY)/(8201FY) rejects the back-up
Tool and SB 018) OPS during a software update or the replacement of a module. The DLS
display usually shows a "202" fault code (or other related fault code).
(A/C with M305 or
SB 018)

1
2

Figure 49
Primus Epic Maintenance Utilities Tools

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 Developed for Training Purposes Falcon 7X

2 3 3

1 3

2
1
1

Figure 50
Primus Epic Maintenance Utilities Tools
 DATA LOADING TROUBLESHOOTING (CONTINUED)
Operation (Continued) FLASH INIT FMS PROCS Tool
PRIMUS EPIC Maintenance Utilities Tool for Operation 1) On the "Primus Epic Maintenance Utilities" page, open the "Program Name" drop-down menu and make a selection of
the applicable aircraft type.
1) Open the "Start" menu, make the "Programs" selection, then the "Primus Epic Utilities" selection.
2) In the "Utilities Menu" section, do the steps that follow:
2) If the "Primus Epic Utilities" selection is not available, install the PRIMUS EPIC Maintenance Utilities Software.
a) Make the "Flash Init FMS procs" selection.
3) Make the "Primus Epic Maintenance Utilities" selection, then the "V1.x.x" selection.
b) Make a selection of the applicable FMS from the drop-down menu as follows:
4) To start the Utilities Tool, make a selection of "Primus Epic Maintenance Utilities V1.x.x". The "Primus Epic
Maintenance Utilities" page shows. ▪ FMS 1 is in processor 5 module
▪ FMS 2 is in processor 6 module
COMMAND NICS TO BOOT MODE Tool ▪ FMS 3 is in NIC/processor 2 module
1) On the "Primus Epic Maintenance Utilities" page, open the "Program Name" drop-down menu and make a selection of c) Make the "Run Utility" selection to start the operation.
the applicable aircraft type. 3) Make sure that the bottom window of the display shows the operation steps as they occur. The operation is complete
2) In the "Utilities Menu" section, do the steps that follow: when the display shows "PROCESSING COMPLETE".
a) Make a selection of "Command NICs to BOOT mode".
b) Open the adjacent drop-down menu and make the "All NICs" selection. DBM FLASH INIT Tool
1) On the "Primus Epic Maintenance Utilities" page, open the "Program Name" drop-down menu and make a selection of
the applicable aircraft type.
NOTE: The "All NICs" selection is recommended because it is applicable to all the NIC modules at the same
time. 2) In the "Utilities Menu" section, do the steps that follow:
a) Make the "Database Module Flash Init" selection.
c) Make the "Run Utility" selection to start the operation. b) Make a selection of the applicable DBM from the drop-down menu.
3) Make sure that the bottom window of the display shows the operation steps as they occur. The operation is complete c) Make the "Run Utility" selection to start the operation.
when the display shows "PROCESSING COMPLETE". 3) Make sure that the bottom window of the display shows the operation steps as they occur. The operation is complete
when the display shows "PROCESSING COMPLETE".
NOTE: When the NIC modules are in the BOOT mode, the related display units show a red "X".

4) Do the procedures in paragraph 5. to do the data loading procedure.

SETUP HOSTS FILE Tool

1) On the "Primus Epic Maintenance Utilities" page, open the "Program Name" drop-down menu and make a selection of
the applicable aircraft type.
2) In the "Utilities Menu" section, do the steps that follow:
a) Make the "Setup Hosts file" selection.
b) Make the "Run Utility" selection to start the operation.
3) Make sure that the bottom window of the display shows the operation steps as they occur. The operation is complete
when the display shows "PROCESSING COMPLETE".

CLEAR NIC EEPROM FILES Tool

1) On the "Primus Epic Maintenance Utilities" page, open the "Program Name" drop-down menu and make a selection of
the applicable aircraft type.
2) In the "Utilities Menu" section, do the steps that follow:
a) Make the "Clear NIC EEPROM Files" selection.
b) Make a selection of the applicable NIC module or NIM from the drop-down menu.
c) Make the "Run Utility" selection to start the operation.
3) Make sure that the bottom window of the display shows the operation steps as they occur. The operation is complete
when the display shows "PROCESSING COMPLETE".

Figure 51
Primus Epic Tools CD

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 Developed for Training Purposes Falcon 7X

DLS Installation Function DLS Maintenance Options Menu - CMS Check (Aircraft with M305 OR SB 018)
 DATA LOADING TROUBLESHOOTING (CONTINUED)
Operation (Continued)
DLS CMS CHECK
Aircraft without M305 OR SB 018
The DLS CMS Check screen shows the status as a check of the configuration of each Network Interface Controller (NIC)
is done. The result is a pass/fail indication of the module configuration. Perform this check only when you think that a NIC
is out of configuration. This check is not an alternative to the embedded system's Configuration Monitoring Displays or
CAS messages. During this check, a red "X" shows on all display units. When this check is complete, operate a power
cycle.

If a module has a FAIL indication for the CMS check, load the OPS for that module again

DLS MAINTENANCE MENU

Aircraft with M305 OR SB 018
The CMS CHECK button does a configuration check on the Network Interface Controller (NIC) modules.
DLS Maintenance Options Menu – Force Load (Aircraft with M305 OR SB 018)
The DLS CMS Check screen shows the status as a check of the configuration of each Network Interface Controller (NIC)
is done. The result is a pass/fail indication of the module configuration. Perform this check only when you think that a NIC
is out of configuration. This check is not an alternative to the embedded system's Configuration Monitoring Displays or
CAS messages. During this check, a red "X" shows on all display units. When this check is complete, operate a power
cycle.

If a module has a FAIL indication for the CMS check, load the OPS for that module again.

CMS FORCE LOAD

The CMS FORCE LOAD button reloads the software selection through a Target Load on a specific module, even though
the DLS shows the software is already loaded during a Full or Target load.

The Force Load is treated as a Target Load. The DLS Force Load button selection sends the operator to the DLS Browse
Directory Screen to navigate to the software to be loaded. The Force Load function loads the software selection to the
modules selection, even if the software has already been loaded.

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 Developed for Training Purposes Falcon 7X

System Configuration Tab (Database Config ID page for ECB CB Data) Init Tab on Avionics Window
 DATA LOADING TROUBLESHOOTING (CONTINUED)
Operation (Continued)
Target Dataloading of the Operational Software on NIC/PROC2, PROC5 and PROC6 Modules
Use this procedure to do a forced load of the operational software into the NIC/processor 2 module (2201FY), the
processor 5 module (2501FY), and the processor 6 module (2601FY).

NOTE: This target dataloading procedure will overwrite the existing operational software on the modules even if
the same version of the operational software is already loaded on the modules and is correct. This target
dataloading procedure also clears the Separately Loadable Database (SLDB) that is loaded at the same
memory location as the operational software, but does not clear the back-up data of the database module
function hosted in the processor memory.

Miscellaneous required software

− CD-ROM OPERATIONAL SOFTWARE PN EB7034843–001
− Red CD-ROM
− ECB CD-ROM
− AMI database CD-ROM

1) Obey the general maintenance and safety precautions (Refer to TASK 20-00-00-910-801).
2) Connect the electrical Ground Power Unit (GPU) (Refer to TASK 24-00-00-860-803).
3) Energize the aircraft (Refer to TASK 24-00-00-860-803).

Do the preliminary steps that follow to setup the laptop PC (TO-45-100):

1) Connect the laptop PC (TO-45-100) (Refer to TASK 45-10-00-910-802).
2) Energize the laptop PC (TO-45-100).
3) Put the CD-ROM that contains the operational software into the CD-ROM drive.
4) From the "Start" menu, make the "Aircraft Diagnostics" selection, then the "CMC Remote Terminal" selection to start
the program. The laptop PC (TO-45-100) shows the "CMC Remote Terminal" display.

Procedure
If processor 5 module (2501FY) or processor 6 module (2601FY) is operational:
1) Move the cursor to the MDU (M101FD)/(201FD) and push the "MENU" button on the CCD (L201FP)/(R201FP).
2) Make the "Avionics" selection to show the Avionics page with the default "Init" tab selection.
3) Make a selection of the System Config Tab.
4) Push the “Next” button until the ECB circuit breaker data shows.
5) The ECB database number shows under ECB 1 CIRCUIT BREAKER or under ECB 2 CIRCUIT BREAKER.
6) Make sure that you use this ECB database part number when you upload the ECB database.

If the message “FTP Communication Fail” shows during a dataloading procedure, do the steps that follow:
1) De-energize the aircraft (Refer to TASK 24-00-00-860-803).
2) Energize the aircraft (Refer to TASK 24-00-00-860-803).
3) Make a selection of the “RETRY” button.

Figure 52
CMC Remote Terminal – FTP Communication Fail-RETRY

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 Developed for Training Purposes Falcon 7X

CMC Remote Terminal- Maintenance Options (Aircraft with M305 OR SB 018) DLS Maintenance Options Menu – Force Load (Aircraft with M305 OR SB 018)
 DATA LOADING TROUBLESHOOTING (CONTINUED)
Operation (Continued)
Target Dataloading of the Operational Software on NIC/PROC2, PROC5 and PROC6 Modules
Do the steps that follow to do a 'FORCE LOAD” of the NIC/processor 2 module, Processor 5 module and Processor 6
module.

1) Make the "DATA LOADER" selection to show the "DLS INSTALLATION FUNCTION" page.
2) Wait until the message “PRE-LOADING DMU/CDROM DRIVES.- DONE” shows on the page.
3) Make the selection of the “MAINT” menu item to show the "MAINTENANCE OPTIONS" page.
4) Make the "FORCE LOAD" selection to show the” BROWSE DRIVES -> SELECT '_DR' FILE” page.
5) Make the selection of the data source ("CD-ROM XX") that contains the Operational Software DR-PN file.
6) Move the cursor box to that DR-PN file, and then push the Enter key to make the selection. The DR-PN file name
changes to green to show your selection.
7) Make the "SELECT FILE" selection to show the”SELECT LRM TO LOAD” page.
8) Move the cursor box to the “NIC/PROC2”, and then push the Enter key to make the selection. The module name
changes to green to show your selection.
9) Move the cursor box to the “PROC MODULE 5”, and then push the Enter key to make the selection. The module
name changes to green to show your selection.
10) Move the cursor box to the “PROC MODULE 6”, and then push the Enter key to make the selection. The module
name changes to green to show your selection.
11) Make the "NEXT" selection to start the hardware/software configuration check for the target modules.

NOTE: The expected load time may not be accurate

12) When the configuration check is complete, to continue the load operation, make the "START LOAD" selection on the Figure 53
DLS Interface Display. CMC Remote Terminal – Select LRM to Load

CAUTION: Make sure you do not interrupt the load. If the load is interrupted, you will have to do the”FORCE
LOAD” procedure again.

When the load operation is complete, make sure that the DLS Interface Display shows "PERCENTAGE COMPLETE:
100%” and "LOADING SEQUENCE COMPLETE".

Make the "MAIN MENU" selection.

Using the “FULL-LOAD” option in the section "CMC-RT DLS Data Load Procedures" (Refer to TASK 45-90-00-910-801),
load the SLDBs that follow:

CD-ROM NAME/COLOR SLDB NAME DR-PN

Red CD-ROM Navigation, airspace, communication, grid WORLD3-3cc ("c" is for cycle)
mora
AMI database BIZJET AMI database DR File: (Refer to SDS 45-92-00)
ECB CD-ROM Electronic circuit breaker data base Use DR File for current A/C configuration

Figure 54
CMC Remote Terminal – Select_DR File

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 Developed for Training Purposes Falcon 7X

System Configuration Tab (Database Config ID page for FMS X A/C PERF) System Configuration Tab (Database Config ID page for ECB CB Data)

System Configuration Tab (Database Config ID page for AGM X AIRPORT COMM) Init Tab on Avionics Window
 DATA LOADING TROUBLESHOOTING (CONTINUED)
Operation (Continued) Use the table that follows to make sure of the correct version or Part Number (PN) on the “Database Config ID” page.
Target Dataloading of the Operational Software on NIC/PROC2, PROC5 and PROC6 Modules Final Steps CD-ROM DATA BASE CONFIG ID
Do the steps that follow to initialize (reset) all of the MAU modules: SLDB NAME ACTION MODULE
NAME/COLOR PARAMETERS
Red CD-ROM Navigation, AGM X AIRPORT COMM Make sure that all
NOTE: If you find any unsatisfactory conditions in the steps that follow, refer to the “Dataloading Troubleshooting” NIC/Processor 2 Module
airspace, AGM X AIRSPACE AGMs and FMSs
procedure (Refer to TASK 45-90-00-810-801). (2201FY) (FMS 3),
communication, AGM X AIRWAYS have the same
Processor 5 Module
grid mora data base
AGM X EN ROUTE COMM (2501FY) (FMS 1),
1) De-energize the aircraft (Refer to TASK 24-00-00-860-803). versions (see
AGM X GRID MORA Processor 6 Module
2) After approximately 2 minutes, energize the aircraft (Refer to TASK 24-00-00-860-803) to apply power again to the Note).
(2601FY) (FMS 2), AGM
modules. AGM X NAVIGATION DATA 1 Module (2101FD),
AGM X FMS NAV AGM 2 Module
Make sure that the amber CAS messages that follow do not show in the CAS window on the PDUs (L101FD)/(R101FD): FMS 1 NAV (2301FD), AGM 3
FMS 2 NAV Module (2201FD), AGM
− "AVC: SYSTEM CONFIG ABNORM".
4 Module (2401FD)
FMS 3 NAV
Make sure that the white fault messages that follow do not show under the “FAULT MSGS” tab on the “STAT” page: Red CD-ROM FMS ACDB Make sure that all NIC/Processor 2 Module
− "AGM X DATABASE ERROR", FMS 1 A/C PERF FMSs have the (2201FY) (FMS 3),
− "AGM X DATABASE OLD", same data base Processor 5 Module
FMS 2 A/C PERF
versions and (2501FY) (FMS 1),
− "AGM X/FMS Y GFP INOP". FMS 3 A/C PERF agree with the Processor 6 Module
aircraft type. (2601FY) (FMS 2)
Get access to the CMC "MEMBER SYSTEM STATUS" page (Refer to TASK 45-10-00-910-801).
EPIC CMF AMI BIZJET AMI If the AFIS option
configuration database (M-OPT 13) is
Select the chapter “31 INDICATING/RECORDING SYSTEMS”. file CD-ROM installed, make
CMF 1 AMI sure that the part Processor 5 Module
Make sure that “OPERATIONAL” shows on the CMC interface display, for all of the chapter 31 member systems. number that (2501FY), Processor 6
CMF 2 AMI shows agrees with Module (2601FY)
the "SW PART
Move the cursor to the MDU (M101FD)/(201FD) and push the "MENU" button on the CCD (L201FP)/(R201FP). NUMBER" on the
CD-ROM.
Make the "Avionics" selection to show the Avionics page with the default "Init" tab selection. ECB CD-ROM Electronic circuit Make sure that Processor 5 Module
1) Make sure that the Navigation data base cycle agrees with the red CD-ROM. breaker data the version that
ECB 1 CIRCUIT BREAKER (2501FY), Processor 6
2) Make sure that a "?" does not show for the ACDB and that the version loaded agrees with the Aircraft type. base shows agrees with Module (2601FY)
ECB 2 CIRCUIT BREAKER the version on the
3) Make a selection of the "System Config" tab to show the "System Config ID" page.
CD-ROM.
4) Make the "NEXT" selection to see the "Database Config ID" page.
NOTE: The dates that show for the AGM data bases are the release dates, not the expiration dates. Each
data base type might have a different release date. If the fault message “AGM X DATABASE OLD”
does not show, the data base is serviceable.

Do the steps that follow:

1) Cancel all programs that are in operation on the laptop PC (TO-45-100).
2) Remove the CD-ROM from the CD-ROM drive in the laptop PC (TO-45-100).
3) Remove power from the laptop PC (TO-45-100).
4) Disconnect the laptop PC (TO-45-100) from the LAN (Refer to TASK 45-10-00-910-802), if necessary.

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 Developed for Training Purposes Falcon 7X

Command Prompt

Figure 55
DLS - CMS CHECK
 DATA LOADING TROUBLESHOOTING (CONTINUED)
Operation (Continued) 14) Monitor for unusual conditions.
LAN Check a) If you see a problem, go to step 15
1) De-energize the aircraft b) If you do not see a problem, go to step 16
2) A laptop PC (TO-45-100) is used as the Central Maintenance Computer-Remote Terminal (CMC-RT). 15) Do the steps that follow:
3) Disconnect the 50 Ohm load (TO-23-002) from the laptop PC (TO-45-100). a) If one module always times out or shows the "request time out" message intermittently, replace the module.
4) Use an ohmmeter to measure the impedance between the 20' coaxial cable (TO-23-003) high and low. The typical b) If several modules time out or show the "request time out" message intermittently or continuously, do the steps
impedance is 56 ±10 ohms. that follow:
5) If the impedance is not within the tolerance, do the steps that follow: ▪ Do a check of the laptop PC (TO-45-100) configuration (Refer to TASK 45-90-00-860-801),
▪ Do a check of the Ethernet PCMCIA card with BNC connector (TO-23-004) connection to the laptop PC (TO-
45-100) if the Ethernet PCMCIA card with BNC connector (TO-23-004) is used. If the LANTAP-10 is used, do
NOTE: A wiring problem on the 20' coaxial cable (TO-23-003) that goes from the laptop PC (TO-45-100) to the
a check of the USB and the RJ-45 cable to the 10Base-2 to 10Base-T converter. If an equivalent 10Base-2 to
maintenance panel (1010TP) or the LAN aircraft wiring usually causes this condition. Before you can do
10Base-T converter is used, check the connection of the power source and the RJ-45 cable to the 10Base-2
the next step, you must correct this problem.
to 10Base-T converter.
▪ Do a check of the dongle connection or the 10Base-2 to 10Base-T converter LAN connection,
a) Do a check of the continuity of the components that follow:
▪ Do LAN check steps K. and M. again.
▪ 20' coaxial cable (TO-23-003)
16) Make sure that the CMC operates correctly on the Multifunction Display Unit (MDU) (M101FD)/(201FD).
▪ Printer Coupler (204MP)
▪ Backshell LAN connections of the components that follow:
NOTE: If the NIC/processor 3 module or the CMC module are not serviceable or do not have the applicable
 Network Interface Controller (NIC) modules (2101FY)/(2201FY)/(2301FY)/(2401FY) Operational Software (OPS) and database loaded, do not do this test.
 CMC module (2505TC)
 Data Management Unit (DMU) (901FP) 17) Use the laptop PC (TO-45-100) to connect to the CMC.
 Network Interface Modules (NIM) (1101NZ)/(1201NZ) 18) Make sure that a menu selection on the CMC does not take more than 3 s to show the related page.
 LAN between each backshell a) If there is no delay, the LAN connection and the laptop PC (TO-45-100) are fully serviceable.
6) If the impedance is within the tolerance, go to step 7. b) If there is a delay, there is an intermittent connection that was not found perform LAN check steps K. and M.
7) Connect the 50 Ohm load (TO-23-002) to the laptop PC (TO-45-100). again.
8) Energize the aircraft.
9) Make sure that the laptop PC (TO-45-100) is connected as shown in the preliminary step and that the aircraft has CD-ROM Integrity Check
power. 1) To do a check of the integrity of a CD-ROM, copy the CD-ROM to the hard drive.
10) On the laptop PC (TO-45-100), make a selection of "Start", the "Programs" menu item, the "Accessories" menu item, 2) If a failure occurs during the copy procedure, get a new CD-ROM.
then the "Command prompt" option.
11) At the DOS prompt, type "ping nic1 -t" or "ping 192.168.1.1 -t", then push the Enter key.

NOTE: If the DOS prompt closes immediately or the message "Ping request could not find host nic1" shows, the
laptop PC (TO-45-100) must be configured with the PRIMUS EPIC Maintenance Utilities Tool and the
SETUP HOSTS FILE option.

a) Let the ping command operate for a minimum of 1 min.

b) Make sure that the module replies continuously and that the "request time out" message does not show.
12) Close the DOS prompt.
13) Use the commands that follow to do LAN check step K. again:
 "ping nic2 -t" or "ping 192.168.35.1 -t"
 "ping nic3 -t" or "ping 192.168.33.1 -t"
 "ping nic4 -t" or "ping 192.168.3.1 -t"
 "ping rnic1 -t" or "ping 192.168.2.1 -t"
 "ping rnic2 -t" or "ping 192.168.34.1 -t"
 "ping CMC -t" or "ping 192.168.200.1 -t"
 "ping DMU" or "ping 192.168.200.2 -t"
 "ping printer -t" or "ping 192.168.200.5 -t"

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 Developed for Training Purposes Falcon 7X

Parameters Monitoring-31-00-Configuration Monitor Function

Parameters Monitoring-31-00-Configuration Monitor Test

Parameters Monitoring-31-00-Configuration Failure Report

 DATA LOADING TROUBLESHOOTING (CONTINUED)
Operation (Continued) e) If the error "PCMCIA Cannot Accept Load" shows again or if the "Dataset Start Date DDMMMYY" does not show
in white, do the LAN check procedure 4, and then do the PCMICA card alternate loading procedure .that follows:
Failure at the Final steps of the Data Loading Procedure
1) If the amber CAS message "AVC: SYSTEM CONFIG ABNORM" shows, do the steps that follow:
NOTE: This procedure is only recommended when there is a problem.
a) Push the "MENU" button on the Cursor Control Device (CCD) (L201FP)/(R201FP).
b) On the MDU (M101FD)/(201FD), make a selection of the "MAINT" menu item.
▪ Open the DMU door and wait until the LEDs on the DMU are green.
c) On the “CMC MAINTENANCE MENU” page, make a selection of the "PARAMETERS MONITORING" button.
▪ Remove the PCMCIA card from the DMU and install it in the laptop PC (TO-45-100).
d) On the "PARAMETERS MONITORING" page, make the "ATA CHAPTER 31 (INDICATING/RECORDING
SYSTEM)" selection. ▪ Delete the files located in the PCMCIA card.
e) Make the "31–40" ATA selection. ▪ Browse the Blue CD ROM folder “charts_data” and locate the files “charts.ini”, “charts.bin”, and “crcfiles.txt”.
f) On the ”CONFIGURATION MONITOR FUNCTION (1/2)" page, make the "CONFIGURATION MONITOR TEST"
selection. NOTE: Dependent on the windows explorer setting, the extension of the file may not show. In this case, the file
g) When the test completes, do the steps that follow: shows as follows:
▪ Make sure that the CMC Interface Display shows that the configuration of each module is correct. WINDOWS EXPLORER SETTINGS
▪ If a hardware configuration failure is found, replace the module. WITH EXTENSIONS HIDDEN
▪ Make sure that the correct PN is installed at the correct slot. Actual Name Displayed Name Type
▪ If a software configuration error is found, load the OPS and database again.
charts.ini: charts Configuration settings
▪ If the failure continues, replace the module.
2) If the amber CAS message "AVC: APM MISCOMPARE" shows on the Primary Display Unit (PDU) charts.bin: charts BIN file
(L101FD)/(R101FD), do the Aircraft Personality Module (APM) file transfer procedure (Refer to TASK 45-91-00-860- crcfiles.txt: crcfiles Text document
801) and use a known good APM as a source to load in the other APM.
3) If the white "NAV: AGM 1 DB ERROR", "NAV: AGM 2 DB ERROR", "NAV: AGM 3 DB ERROR", or "NAV: AGM 4
DB ERROR" fault message shows under the “FAULT” tab on the “STAT” page, do a target load of the applicable DR- f) Copy the three selected files into the PCMCIA card as follows:
PN file of the red and blue CD-ROMs for the applicable Advanced Graphics Module (AGM). ▪ Make a selection of the file “charts.ini” on the PCMCIA Card.
4) If the "NAV: AGMX/FMSY NO GFP" fault message shows under the “FAULT” tab on the “STAT” page, do a full load ▪ Make a right click, select properties and uncheck the “Read only” attribute.
of the navigation data base (red CD-ROM). ▪ Repeat the same operation for the files: “charts.bin” and “crcfiles.txt”.
g) Make sure the LEDs on the DMU are green and reinstall the PCMCIA card in the slot1 position of the DMU
NOTE: AGMX can show as AGM1, AGM2, AGM3, or AGM4. FMSY can show as FMS1, FMS2, or FMS3. (upper slot just below the DVD ROM player).
h) Make sure the "Dataset Start Date DDMMMYY" shows in white.
5) If the "NAV: AGM 1 DB OLD", "NAV: AGM 2 DB OLD ", "NAV: AGM 3 DB OLD ", or "NAV: AGM 4 DB OLD " fault
message shows under the “FAULT” tab on the “STAT” page, do a full load with the current CHARTS,
AIRPORT,GEOPOLITICAL, OBSTACLE, FONTS Database (Blue CD-ROM) and the NAVIGATION, AIRSPACE,
COMMUNICATION, GRID MORA (Red CD-ROM).
6) NOTE: This fault message is not a failure; it just indicates that the Database is out of date.
7) If a member system of the ATA Chapter 23, 31, or 34 of the Maintenance Manual shows the "LRU NO COM"
message after a software load procedure, do a target load of the OPS and Separately Loadable Database (SLDB) for
that module.
8) Do the steps that follow if the "Dataset Start Date DDMMMYY" does not show in white and the amber message
"Dataset Start Date DDMMMYY” May contain outdated information" shows.
a) Do a full load with the current CHARTS, AIRPORT, GEOPOLITICAL, OBSTACLE, FONTS Database (Blue CD-
ROM).
b) Make sure that the blue CD ROM is loaded from the DMU (901FP).
c) If the error "PCMCIA Cannot Accept Load" shows, do the steps that follow:
▪ Open the DMU door and wait until the LEDs on the DMU are green.
▪ Remove the PCMCIA card from the DMU and install it in the laptop PC (TO-45-100).
▪ Delete the files located in the PCMCIA card.
▪ Make sure the LEDs on the DMU are green and reinstall PCMCIA card in the slot1 position of the DMU
(upper slot just below the DVD ROM player).
d) Do a full load again with the current CHARTS, AIRPORT, GEOPOLITICAL, OBSTACLE, FONTS Database (Blue
CD-ROM).

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 Developed for Training Purposes Falcon 7X

Revision Info Screen

 DATA LOADING TROUBLESHOOTING (CONTINUED)
Operation (Continued)
Miscellaneous Issues
If you try to load data from a cockpit device or the laptop PC (TO-45-100) while the "CMC MAIN MENU" page shows a
Weight-Off-Wheels configuration for the aircraft, the "DATA LOADER" selection is not available. To get access to the data
loader, do the steps that follow:
− De-energize the aircraft (Refer to TASK 24-00-00-860-803).
− Put the aircraft in a WOW configuration. Make sure that the parking brake is engaged and that N2 is less than
50%.
− Energize the aircraft (Refer to TASK 24-00-00-860-803).
− Try the load procedure again.

If the media is installed in the DMU (901FP) or the CD-ROM drive for the laptop PC (TO-45-100), the available DR-PN
files show. If the media is one of the other data sources, look in a subfolder for the DR-PN prompt. Find and make a
selection of the DR-PN file. The DR-PN line should show in green and a description of the software to be loaded shows at
the bottom of the display. If the DR-PN file does not show in green, the "SELECT FILE" button is not available.

When the "CMC CONNECTION FAILED, CONNECTING TO 192.168.200.1" message shows, one of the conditions that
follow may be the cause:
− The CMC has not yet completed the initialize procedure after a power cycle or load. This can take up to 5 mn
− Power is not applied to the CMC module (2505TC)
− The CMC has a failure or does not have the OPS loaded
− The LAN is not connected correctly or is defective

NOTE: You can use the "DATA LOADER" button in the DLS on the laptop PC (TO-45-100).

Log File Errors

Errors that occur during the configuration check and data loading procedure show in the DLS Interface Display. A
complete set of events and error messages that occur during the configuration check and data loading procedure are
recorded to an ASCII text file (c:\dlswork\DlsLogBuffer#.txt, where "#" is sequentially increased for each DLS session)
on the laptop PC (TO-45-100) or CMC used to do the data loading procedure.

Twenty-five DLS sessions are kept in memory when you use the laptop PC (TO-45-100). Five sessions are kept in
memory when you use the onboard CMC. When memory gets to the session limit, the oldest file is overwritten in a circular
queue.

A load session starts when you make a selection of the "DATA LOADER" button. The session ends when you make a
selection of the "Exit" or "Main Menu" button. During sessions, all File Transfer Protocol (FTP) activity of the DLS is
recorded to a single file.

Figure 56
DLS Log Buffer

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Developed for Training Purposes Falcon 7X

Figure 57
APM Load
 APM RESTORATION TOOL
Overview NOTE: It is recommended that you make a selection of the "Yes" button when each APM restoration operation
completes. This is to make sure that the restoration has put the system into the correct configuration.
The Aircraft Personality Module (APM) Restoration Tool (also referred to as the "Tool" in this procedure) is a software tool
that lets you load and synchronize the APM binary files. It also lets you see the APM configurations and differences on the
Central Maintenance Computer-Remote Terminal (RT) display. You can use the display data to make a decision about 10) After the APM scan is complete, the display shows the results of the APM data load operation.
which APM to use as the data source to load the other APMs. The Tool uses a Graphical User Interface (GUI) that makes  Make sure that the data in all APMs agree. If there are no problems in the system, the only available selection
it easy to use. The Tool is included on the Tools CD-ROM that is supplied with the aircraft. that shows on the page is "Exit Utility".
11) If your work is complete, make the "Exit Utility" selection to stop the Tool.
Operation
IP ADDRESS APM LOCATION IN AIRCRAFT
Installation of the APM Restoration Tool in the CMC-RT
Refer to the Remote Terminal Software and EPIC Tools procedure of the Maintenance Manual for instructions on how to 192.168.1.1 APM 1 Modular Avionics Unit (MAU) 1 chassis (101FY), slot
install the Tool. (Refer to TASK 45-90-00-860-801) "NIC1" (Network Interface Controller (NIC) 1 backshell)
192.168.33.1 APM 2 MAU 2 chassis (201FY), slot "NIC1" (NIC 3 backshell)
The following “APM Restoration Tool User Guide” depicted in this training material are for reference only and are intended
192.168.2.1 APM 3 Modular Radio Cabinet (MRC) 1 (101NZ)
to familiarize the technician with APM restoration procedures. For operation and maintenance procedures please refer to
the manufacturers approved Aircraft Maintenance Manuals. 192.168.34.1 APM 4 MRC 2 (201NZ)

Use of the APM Restoration Tool

Do the steps that follow to start and use the APM restoration tool:
1) Start the APM Restoration Tool on the CMC-RT by moving the cursor to the "Start" selection, then "Programs", "APM
Tools" and select "APM Restoration Tool".
2) When the Tool starts, the initial "EPIC APM Restoration Utility" display shows these three selections:
 "Start Restoration Sequence": starts the Tool
 "Exit Utility": stops the Tool
 "Perform APM Update": loads the APM data from the specified source APM to the other APMs (this selection is
not available until the Tool completes its initial operations).
3) Make a selection of the "Start Restoration Sequence" button to show the full “EPIC APM Restoration Utility” screen.

NOTE: The "APM Processing Activity" window shows each step of the initial Tool operation as it completes.

4) After the Tool completes its initial operations, the "APM System Status" window shows the available APMs and their
data.
5) In the "Select Source APM" window, the applicable radio button is used to make the selection of the source APM.
6) Make a selection of the "Perform APM Update" button to use the new source APM selection to load the other APMs.
7) When the Tool completes its initial operations, a green box shows around the source APM selection. The other APMs
have red boxes around the values that do not agree with the source APM values.
8) Make a selection of the "Perform APM Update" button to start the data load operation.
 The "APM LOAD Select" pop-up window shows your "Source Module" selection and the "Destinations" list of
available APMs.
 Each APM in the "Destinations" list has an adjacent check box. Those APMs with a check mark in its check box
will receive the source APM data but all other APMs will not.
 After you make the applicable selections, make a selection of "Yes, Load APMs" to start the APM data load
operation. If you must cancel the operation, make a selection of "No, Cancel Load".
9) When the APM data load operation is complete, the "APM Restoration" pop-up window shows "Loading Operation
Complete".
 Make the "Yes" selection to do a scan of the APMs to make sure that the data load operation was satisfactory.
Make the "No" selection to go back to the initial "EPIC APM Restoration Utility" display.
 Make the "No" selection to go back to the initial "EPIC APM Restoration Utility" display.

Figure 58
APM Results Page

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 Developed for Training Purposes Falcon 7X

DATA LOADING SYSTEM (DLS) COMPONENT CHART

901FP DMU (A/C with M305 or SB 018). 101NZ MRC 1
Location: COCKPIT, SIDE CONSOLE, RH (226) 2601FY Processor 6 Module Location: F8-12, UNDER CABIN FLOOR, RH (122)
Access: Passenger Door (PAX) Location: MAU 2 Chassis (201FY) Access: Cabin Floor (121GZ)
References: Access: Nose Cone (210) References:
Description: SDS 45-90-00. References: Description: SDS 45-90-00.
Wiring Diagram: WD 34-23-30 Description: SDS 31-41-00. Wiring Diagram: None
Removal/Installation: TASK 45-90-01-900-801. Wiring Diagram: None Removal/Installation: TASK 31-43-01-900-801.
Removal/Installation: TASK 31-41-09-900-801.
911FP "DATA LOADER" Circuit Breaker 201NZ MRC 2
Location: LH Front SPDB (L1000PM) 6101FY MAU 1 Configuration Module Location: NOSE CONE, RH (212)
Access: Cockpit Lateral Lining No.5 (221XZ) Access: Cabin Floor (121FZ) Access: Nose Cone (210)
References: References: References:
Description: It prevents damage to the power-supply line Description: SDS 45-90-00. Description: SDS 45-90-00.
(left circuits) of the DMU (901FP). Wiring Diagram: None Wiring Diagram: None
Wiring Diagram: WD 34-23-30 Removal/Installation: TASK 31-42-25-900-801. Removal/Installation: TASK 31-43-01-900-801.
Removal/Installation: TASK 24-62-21-900-801.
6201FY MAU 2 Configuration Module 2505TC CMC Module
2101FY NIC/Processor 1 Module Access: Nose Cone (210) Location: NOSE CONE, RH (212)
Location: MAU 1 Chassis (101FY) References: Access: Nose Cone (210)
Access: Cabin Floor (121FZ) Description: SDS 45-90-00. References:
References: Wiring Diagram: None Description: SDS 45-90-00.
Description: SDS 45-90-00. Removal/Installation: TASK 31-42-25-900- Wiring Diagram: WD 34-23-30
Wiring Diagram: None 801. Removal/Installation: TASK 45-10-01-900-801.
Removal/Installation: TASK 31-42-01-900-801.
(A/C without M305 and SB 018).
2301FY NIC/Processor 3 Module 8101FY Database 1 Module
Location: MAU 2 Chassis (201FY) Location: MAU 1 Chassis (101FY)
Access: Nose Cone (210) Access: Cabin Floor (121FZ)
References: References:
Description: SDS 45-90-00. Description: SDS 45-90-00.
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 31-42-01-900-801. Removal/Installation: TASK 31-42-21-900-801.

(A/C with M305 or SB 018). (A/C without M305 and SB 018).

2501FY Processor 5 Module 8201FY Database 2 Module
Location: MAU 1 Chassis (101FY) Location: MAU 2 Chassis (201FY)
Access: Cabin Floor (121FZ) Access: Nose Cone (210)
References: References:
Description: SDS 31-41-00. Description: SDS 45-90-00.
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 31-41-09-900-801. Removal/Installation: TASK 31-42-21-900-801.

L5811FY Rear LAN Terminal Load

Location: F41-44, SERVICING COMP, LH (311)
Access: Servicing Compartment Door (MSD)
References:
Description: SDS 45-90-00.
Wiring Diagram: None
Removal/Installation: None.
 NOTES: NOTES:

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