EFD1000 Installation Manual
EFD1000
Installation Manual
Includes Instructions for Continued Airworthiness
Aspen Document #A-01-126-00 Revision C
DOCUMENT # A-01-126-00
PAGE 1-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
DOCUMENT REVISIONS
Revision
Description of Change
A
INITIAL RELEASE
B
INITIAL RELEASE – FAA APPROVED
C
Corrected Figure 9.17 STEC Autopilot Interface to add P1-12 CRS Datum Lo connection. Updated
Section 5.2.4 to add SL-30 limitations. Updated Figure 8.5 ACU Flight Director definitions. Added Table
10.1 EFD1000 Configuration Chart for inclusion in ICA’s. Moved ICA’s from Section 12 to Appendix D.
Updated Appendix D ICA’s. Moved Section 13 Operation to Section 12. Moved Appendix D
Environmental Qualification Forms to Section 13.
Prepared By:
TLM
Reviewed By:
PDL
Original signatures
on file. See ECO for
release date and
dispositions.
Usage Authorization / Master Control Number:
Release Authorization
Release Date:
Release Initials:
Release Signature
DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
3/28/08
DTS
David T.Stewart
Revision C
EFD1000 Installation Manual
The conditions and tests required for TSO approval of the EFD1000 System are minimum
performance standards. It is the responsibility of those installing this article either on or within
specific type or class of aircraft to determine that the aircraft installation conditions are within
the TSO standards. TSO articles must have separate approval for installation in an aircraft. The
article may be installed only if performed under 14 CFR part 43 or the applicable airworthiness
requirements.
This manual contains FAA Approved installation instructions for installation of the Aspen™
EFD1000 system under the EFD1000 AML STC for use as a primary electronic flight display
during day/night IFR and VFR operations in those Part 23 Class I and II aircraft (as defined in AC
23.1309-1C) listed on the EFD1000 AML. Installation of the EFD1000 into part 23 Class I or II
aircraft not included in the EFD1000 AML, into any part 23 class III or IV aircraft, or into any part
25, 27, or 29 aircraft requires separate airworthiness approval.
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EFD1000 Installation Manual
Table of Contents
1 INTRODUCTION ................................................................................................................. 11 1.1 PART NUMBERS ......................................................................................................... 11 1.3 ACCESSORIES REQUIRED BUT NOT SUPPLIED ...................................................................... 12 1.2 1.4 1.5 1.6 1.7 1.8 2 2.2 2.3 SPECIAL TOOLS REQUIRED............................................................................................ 13 VENDOR INFORMATION ............................................................................................... 13 WARRANTY REGISTRATION ........................................................................................... 14 REGULATORY COMPLIANCE .......................................................................................... 14 1.8.1 ... Technical Standard Order .......................................................................... 14 1.8.2 ... Software Certification ................................................................................ 14 1.8.3 ... Environmental Compliance ........................................................................ 14 PRIMARY FLIGHT DISPLAY (PFD) & CONFIGURATION MODULE (CM) ........................................ 15 2.1.1 ... General Specifications ............................................................................... 15 2.1.2 ... Operational Specifications: ........................................................................ 15 2.1.3 ... I/O Specifications:..................................................................................... 15 2.1.4 ... Certification Specifications: ....................................................................... 15 2.1.5 ... Outline Drawing: ....................................................................................... 16 REMOTE SENSOR UNIT (RSM): ...................................................................................... 17 2.2.1 ... General Specifications ............................................................................... 17 2.2.2 ... Operational Specifications: ........................................................................ 17 2.2.3 ... I/O Specifications:..................................................................................... 17 2.2.4 ... Certification Specifications: ....................................................................... 17 2.2.5 ... Outline Drawing: ....................................................................................... 18 ANALOG CONVERTER UNIT (ACU): ................................................................................ 19 2.3.1 ... General Specifications ............................................................................... 19 2.3.2 ... Operational Specifications: ........................................................................ 19 2.3.3 ... I/O Specifications:..................................................................................... 19 2.3.4 ... Certification Specifications: ....................................................................... 19 2.3.5 ... Outline Drawing: ....................................................................................... 20 SYSTEM DESCRIPTION......................................................................................................... 21 3.1 PRIMARY FLIGHT DISPLAY (PFD).................................................................................... 21 3.3 CONFIGURATION MODULE ........................................................................................... 23 3.2 3.4 3.5 4 OPTIONAL ACCESSORIES NOT SUPPLIED ........................................................................... 13 EQUIPMENT SPECIFICATIONS AND LIMITATIONS................................................................... 15 2.1 3 INSTALLATION KIT CONTENTS ....................................................................................... 11 REMOTE SENSOR MODULE (RSM) .................................................................................. 22 ANALOG CONVERTER UNIT (ACU) ................................................................................. 23 SYSTEM ARCHITECTURE ............................................................................................... 24 SUPPORTED INSTALLED CONFIGURATIONS .......................................................................... 25 4.1 4.2 PILOT CONFIGURATIONS .............................................................................................. 25 SIMPLE PRO CONFIGURATION ........................................................................................ 26 DOCUMENT # A-01-126-00
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EFD1000 Installation Manual
4.3 PRO CONFIGURATIONS WITH AUTOPILOT .......................................................................... 27 4.5 PRO CONFIGURATION WITH AUTOPILOT AND DUAL ANALOG VLOC......................................... 29 4.4 5 PRE MODIFICATION PLANNING............................................................................................ 31 5.1 5.2 5.3 5.4 5.5 6 PRO CONFIGURATION WITH AUTOPILOT AND DIGITAL/ANALOG VLOC..................................... 28 PRE MODIFICATION CHECKLIST ..................................................................................... 31 REQUIREMENTS AND LIMITATIONS .................................................................................. 32 5.2.1 ... Standby Attitude Positioning...................................................................... 34 5.2.2 ... Standby Airspeed and Altimeter Positioning ............................................... 35 5.2.3 ... Directional Gyro/ HSI................................................................................. 35 5.2.4 ... Back Up Nav Indicator ............................................................................... 36 5.2.5 ... GPS Annunciators...................................................................................... 37 5.2.6 ... Power Requirements.................................................................................. 37 PART 135 IFR OPERATIONS........................................................................................ 37 SETTING V-SPEED TEXTUAL MARKERS ........................................................................... 37 OPTIONAL INTERFACES................................................................................................ 38 5.5.1 ... Autopilot .................................................................................................. 38 5.5.2 ... GPSS ........................................................................................................ 38 5.5.3 ... GPS/ NAV Switching .................................................................................. 39 5.5.4 ... Sonalert .................................................................................................... 39 5.5.5 ... Heading Output ........................................................................................ 39 5.5.6 ... Second ACU .............................................................................................. 39 MECHANICAL INSTALLATION .............................................................................................. 41 6.1 UNPACKING AND INSPECTING EQUIPMENT ......................................................................... 41 6.3 LOG BOOK ENTRY ..................................................................................................... 41 6.2 6.4 6.5 6.6 6.7 6.8 6.9 EQUIPMENT LOCATION DOCUMENTATION ......................................................................... 41 WEIGHT AND BALANCE................................................................................................ 41 INSTALLATION LIMITATIONS ......................................................................................... 42 EQUIPMENT BONDING ................................................................................................. 42 COOLING ................................................................................................................ 43 PFD INSTALLATION.................................................................................................... 43 6.8.1 ... PFD Mounting Location.............................................................................. 43 6.8.2 ... Mounting Bracket Installation .................................................................... 44 6.8.3 ... PFD Bonding Strap..................................................................................... 44 6.8.4 ... Pitot and Static Connections ...................................................................... 47 6.8.5 ... Quick Connector Installation...................................................................... 47 6.8.6 ... Leak Check Requirements.......................................................................... 48 RSM INSTALLATION ................................................................................................... 49 6.9.1 ... Proposed RSM Location Check ................................................................... 50 6.9.2 ... Pressurized Aircraft................................................................................... 51 6.9.3 ... Second RSM Placement (MFD) .................................................................... 51 6.9.4 ... RSM Mounting Angles................................................................................ 51 6.9.5 ... RSM Doubler ............................................................................................. 53 DOCUMENT # A-01-126-00
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EFD1000 Installation Manual
6.10 6.11 7 ELECTRICAL INSTALLATION ................................................................................................ 63 7.1 7.2 8 6.9.6 ... RSM Doubler Fabrication ........................................................................... 54 6.9.7 ... RSM Installation ........................................................................................ 57 6.9.8 ... RSM mounting on Composite or Fabric ...................................................... 57 6.9.9 ... RSM Shim Fabrication (if necessary) ........................................................... 58 ACU INSTALLATION ................................................................................................... 60 6.10.1 . ACU Mounting........................................................................................... 60 CONFIGURATION MODULE INSTALLATION ......................................................................... 62 ELECTRICAL LOAD ANALYSIS......................................................................................... 63 ELECTRICAL INSTALLATION ........................................................................................... 63 7.2.1 ... HIRF/Lightning Requirements .................................................................... 64 7.2.2 ... PFD to GPS/VLOC/ACU Wiring.................................................................... 65 7.2.3 ... RSM Wiring ............................................................................................... 66 7.2.4 ... Configuration Module Wiring ..................................................................... 67 7.2.5 ... ACU Wiring ............................................................................................... 68 7.2.6 ... Back Up NAV Indicator Wiring .................................................................... 68 7.2.7 ... Autopilot Wiring........................................................................................ 68 ELECTRICAL CONNECTIONS ................................................................................................ 69 8.1 8.2 8.3 8.4 8.5 8.6 PFD ELECTRICAL SPECIFICATIONS .................................................................................. 69 8.1.1 ... Power Input .............................................................................................. 69 8.1.2 ... Tone (Sonalert) Output .............................................................................. 69 8.1.3 ... RS-232 GPS Input...................................................................................... 69 8.1.4 ... ARINC 429 GPS Inputs ............................................................................... 71 8.1.5 ... ARINC 429 VLOC Input .............................................................................. 72 8.1.6 ... ARINC 429 GPS Output .............................................................................. 72 ACU ELECTRICAL SPECIFICATIONS.................................................................................. 72 8.2.1 ... Power Input .............................................................................................. 72 8.2.2 ... VLOC Receiver........................................................................................... 73 8.2.3 ... GPS Receiver ............................................................................................. 73 8.2.4 ... Autopilot .................................................................................................. 75 8.2.5 ... ARINC 429 GPS Output .............................................................................. 77 PFD PIN OUT........................................................................................................... 78 RSM PIN OUT .......................................................................................................... 79 CONFIGURATION MODULE PIN OUT ................................................................................ 80 ACU PIN OUT .......................................................................................................... 80 9 INSTALLATION WIRING DIAGRAMS ...................................................................................... 83 10 CONFIGURATION AND EQUIPMENT CHECKOUT .................................................................. 111 10.1 TEST EQUIPMENT..................................................................................................... 111 10.3 BONDING CHECK – FAR 23.867(B)............................................................................. 112 10.2 10.4 WIRING VERIFICATION ............................................................................................... 111 SYSTEM CONFIGURATION ........................................................................................... 113 DOCUMENT # A-01-126-00
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10.5 10.6 11 POST INSTALLATION FLIGHT CHECK.................................................................................. 145 11.1 BASIC ADI FLIGHT CHECKS ........................................................................................ 145 11.3 ILS FLIGHT CHECKS (IF NO AUTOPILOT, OTHERWISE JUMP TO SECTION 11.4)............................ 145 11.2 11.4 12 10.4.1 . Main Menu Access................................................................................... 113 10.4.2 . Menu Navigation ..................................................................................... 113 10.4.3 . Edit Mode ............................................................................................... 113 10.4.4 . Main Menu Configuration ........................................................................ 113 10.4.5 . INSTALLATION MENU – UNIT CONFIGURATION.......................................... 118 RSM CALIBRATION .................................................................................................. 133 10.5.1 . Calibration Overview ............................................................................... 133 10.5.2 . RSM Calibration Procedure....................................................................... 135 10.5.3 . Heading Offset Adjustment ..................................................................... 137 10.5.4 . Heading Accuracy Test ............................................................................ 138 10.5.5 . Heading Interference Test ....................................................................... 138 GROUND TEST PROCEDURE ........................................................................................ 139 10.6.1 . Indicated Airspeed Display ...................................................................... 139 10.6.2 . Altitude Display ...................................................................................... 139 10.6.3 . System Leak Test .................................................................................... 139 10.6.4 . Outside Air Temperature ......................................................................... 140 10.6.5 . AHRS Sensor Test.................................................................................... 140 10.6.6 . GPS Sensor Test ...................................................................................... 140 10.6.7 . NAV Receiver Sensor Test ........................................................................ 141 10.6.8 . Backup Navigation Indicator .................................................................... 141 10.6.9 . Autopilot Sensor Test .............................................................................. 141 10.6.10 Flight Director Test ......................................................................... 142 10.6.11 Sonalert Test................................................................................... 143 10.6.12 Ancillary Equipment Heading Check ................................................. 143 10.6.13 TAPES Configuration Check ............................................................. 143 10.6.14 EMI Test.......................................................................................... 143 BASIC HSI/DG FLIGHT CHECKS .................................................................................. 145 AUTOPILOT FLIGHT CHECKS (IF INSTALLED)..................................................................... 146 OPERATION...................................................................................................................... 149 12.1 12.2 12.3 12.4 12.5 12.6 PILOT CONTROLS .................................................................................................... 149 12.1.1 . Overview................................................................................................. 149 12.1.2 . Power Control ......................................................................................... 150 12.1.3 . Display and Control Layout...................................................................... 151 12.1.4 . Control Knobs......................................................................................... 152 SETTING FLIGHT INSTRUMENTS .................................................................................... 152 KNOB SYNC FUNCTION ............................................................................................. 153 HOT KEY OPERATION ............................................................................................... 154 CDI AND BEARING POINTER SOURCE SELECTION .............................................................. 156 BACK LIGHT CONTROL.............................................................................................. 157 DOCUMENT # A-01-126-00
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12.7 MAP RANGE CONTROL.............................................................................................. 158 12.9 PRIMARY FLIGHT INSTRUMENTS ................................................................................... 158 12.8 12.10 12.11 12.12 13 DISPLAY REVERSION CONTROL AND ABNORMAL SHUTDOWN ................................................ 158 12.9.1 . Attitude Indicator .................................................................................... 158 12.9.2 . Airspeed Indicator................................................................................... 160 12.9.3 . Altimeter ................................................................................................ 162 12.9.4 . Vertical Speed Indicator (VSI) ................................................................... 163 12.9.5 . Rate of Turn Indicator ............................................................................. 164 12.9.6 . Data Bar (TAS, GS, OAT, Winds, Barometric pressure Set) .......................... 164 12.9.7 . Horizontal Situation Indicator .................................................................. 164 12.9.8 . Bearing Pointers ...................................................................................... 168 SITUATIONAL AWARENESS MAP DISPLAY ........................................................................ 168 AUTOPILOT INTEGRATION .......................................................................................... 171 MAIN MENU........................................................................................................... 175 12.12.1 Menu Controls ................................................................................ 175 12.12.2 Menu Options ................................................................................. 176 ENVIRONMENTAL QUALIFICATION FORMS ......................................................................... 179
APPENDIX A ..................................................................................................................... 183
TROUBLESHOOTING .................................................................................................. 184
APPENDIX B...................................................................................................................... 187
INSTALLATION FINAL CHECK SHEET .............................................................................. 188
APPENDIX C ..................................................................................................................... 191
OPERATOR CONFIGURATION CHECKLIST ......................................................................... 192
APPENDIX D ..................................................................................................................... 193
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS .............................................................. 193
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Revision C
EFD1000 Installation Manual
1
Introduction
This Installation Manual is FAA Approved and contains detailed installation instructions for
installing the EFD1000 System into specific aircraft as listed in the EFD1000 AML-STC. There are
required FAR’s that must be complied with and followed to insure an airworthy installation.
Section 5 Pre Modification Planning will guide you through these requirements.
1.1 Part Numbers
The EFD1000 Electronic Flight Display System consists of the following components:
•
•
A-05-110-00 EFD1000, TSO
A-05-111-00 REMOTE SENSOR MODULE (RSM)
•
A-05-112-00 ANALOG CONVERTER UNIT (ACU) – optional
•
A-05-113-00 CONFIGURATION MODULE, PFD PILOT
OR
•
A-05-114-00 CONFIGURATION MODULE, PFD PRO
•
A-08-130-00 INSTALLATION KIT, EFD1000
•
•
A-08-131-00 INSTALLATION KIT, RSM
A-08-132-00 INSTALLATION KIT, ACU - optional
1.2 Installation Kit Contents
A-08-130-00 EFD1000 Install Kit
Aspen P/N
Description
Manufacturers P/N
A-08-125-00-A
PFD Mounting Bracket
Aspen
A-06-564-00
44 Pin HD D-Sub connector with
Positronics P/N DD44F10000
A-06-573-00
EMI Metal Back shell
Positronics P/N D25000GE0
A-06-505-00
Pitot Quick Connector
Aspen
A-06-507-00
Static Quick Connector
Aspen
A-08-144-00-A
Configuration Module Connector
Aspen
DOCUMENT # A-01-126-00
contacts
Assembly with pigtail
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© Copyright 2008 Aspen Avionics Inc.
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EFD1000 Installation Manual
A-08-131-00 RSM Install Kit
Aspen P/N
Description
Manufacturers P/N
A-06-566-00
RSM Circular Connector
Hirose P/N SR30-10JF-7S(71)
A-06-567-00
8-32 Stainless Steel screws (4)
MS27039C08-17
A-06-568-00
Stainless Steel locking nuts (4)
MS21044C08
A-06-569-00
Stainless Steel washers (4) Cad Plated
NAS1149EN0832P
A-08-132-00 ACU Install Kit
Aspen P/N
Description
Manufacturers P/N
A-06-570-00
15 pin D-Sub connector
AMP P/N 205163-1
A-06-571-00
25 pin D-Sub connector
AMP P/N 205165-1
A-06-572-00
37 pin D-Sub connector
AMP P/N 205167-1
A-06-408-00
DB15 pin EMI Back shell
NorComp 970-015-030R121
A-06-409-00
DB25 EMI Back shell
NorComp 970-025-030R121
A-06-410-00
DB37 EMI Back shell
NorComp 970-037-030R121
A-06-574-00
Crimp Sockets (77)
Positronics P/N FC6020D
1.3 Accessories Required but Not Supplied
Description
Manufacturers P/N
Tee Fittings for pitot/static (2 req)
Thogus Products P/N TT-9444
1/4” pitot and static tubing
Imperial Eastman 44PN or equivalent
Over Braid – tinned copper light
Alpha Wire P/N 2142 (1/4”), P/N 2146 (1/2”)
Circuit Breaker pull to open (PFD) 7.5 amp
MS 26574-7.5 or equivalent
Circuit Breaker (ACU) 2 amp (1 for each ACU)
MS26574-2 or equivalent
PFD to GPS/ACU double shielded cable
M27500-22TG2V64 or equivalent
Hose Clamps (8 req)
Aero Seal 6604 or equiv.
7 conductor shielded cable (PFD to RSM)
M27500-A24SD7T23/ M27500-22TG7T14 or
Single stranded 24, 22, 20 AWG
MIL-W-22759/16 or equiv.
Shielded Wire 22 AWG
MIL-C-27500 or equiv.
PFD Mounting Screws #6-32
MS24693-S30 or equiv.
Over Braid – tinned copper med
(1/4x1/4x1/4) or equivalent
Daburn P/N 2350-X, X=diameter (i.e., 1/2)
equivalent
PFD and ACU Mounting Lock Nuts #6-32
MS21044N06 or equiv.
PFD and ACU Mounting Washers
NAS1149FN632P or equiv.
ACU mounting Screw #6-32
MS24694-X or equiv.
Miscellaneous screws, washers, cable ties,
Installer supplied
etc.
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EFD1000 Installation Manual
1.4 Optional Accessories Not Supplied
Description
Manufacturer
Sonalert (continuous type)
Mallory PK or PS series or equivalent
EFIS Master switch –rated for 7.5 amps cont.
MS35059-22 or equivalent
Circuit Breaker/Switch 7.5amp (PFD)
Potter Brumfield W31M-7.5 or equivalent
RSM Doubler
Installer fabricated per Section 6.9.5
RSM Shim – may be required on extreme
Installer fabricated per Section 6.9.9
RSM sealant non-pressure vessel mounting
MIL-A-46146, Dow 738 or equiv.
RSM sealant pressure vessel mounting
MIL-PRF-81733D, PS 870B-1/2 or equiv.
mounting angles
1.5 Special Tools Required
D-SUB connectors:
Hand Crimp Tool: Positronics P/N 9507-0-0-0 or equivalent
Insertion/Extraction Tools: Positronics P/N M81969/1-02 or equivalent
1.6 Vendor Information
Aspen Avionics Inc.
Alpha Wire Company – Over Braid
5001 Indian School Road NE
711 Liderwood Ave.
(505) 856-5034
(908) 925-8000
support@aspenavionics.com
info@alphawire.com
A.E. Petsche Co. – Double Shielded & RSM Cable
Daburn Electronics & Cable Corp– Over Braid
Albuquerque, NM 87110
2112 West Division St.
Arlington, TX 76012-3693
(817) 461-9473
Elizabeth, NJ 07207
224 Pegasus Ave.
Northvale, NJ 07647
(201) 768-5400
daburn@daburn.com
Info@aepetsche.com
Positronic Industries Inc. - Crimpers, Connectors
423 N. Campbell Ave.
Springfield, MO 65801
(417) 866-2322
info@connectpositronic.com
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EFD1000 Installation Manual
1.7 Warranty Registration
Registration of LRU part numbers and serial numbers must be recorded on the dealer portal of
the Aspen Avionics website at www.aspenavionics.com/dealerramp. Activating the warranty on
the EFD1000 system is just one important aspect of providing a satisfying installation
experience for our customers.
1.8 Regulatory Compliance
1.8.1
Technical Standard Order
All components of the EFD1000 system are produced under Technical Standard Order
Authorization (TSOA).
1.8.2
Software Certification
All software components of the EFD1000 system are developed to RTCA DO-178B
criticality Level C with the exception of the GPS receiver software, which is for
emergency use only.
1.8.3
Environmental Compliance
All system components meet the categories of RTCA/DO-160E according to the
environmental qualification form in Section 13.
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2
Equipment Specifications and Limitations
2.1 Primary Flight Display (PFD) & Configuration Module (CM)
2.1.1
General Specifications
Part Number ..............................
Width ........................................
7.00 in. (Measured at Bezel)
Overall Depth ............................
6.35 in. (Knob to Rear Pressure Fitting)
2.9 lbs with bracket
Display Colors ...........................
32,768
6.0 in. Diagonal TFT Active Matrix LCD (400x760)
Face ..........................................
Anti-Reflective Coated Glass
Rotary Knobs .............................
Optical Encoder with Momentary Push
Backlight ...................................
Dimming ...................................
High Intensity White LED
Manual & Automatic (Front Bezel Mounted Sensor)
Operational Specifications:
Operating Temp: ......................
-20°C to +55°C
Storage Temp: ..........................
-55°C to +85°C
Cooling .....................................
Integral Fan
Max Operating Altitude..............
35,000 ft Unpressurised/ 55,000 ft Pressurized
Max Humidity ............................
95% at 50°C
Input Voltage.............................
+8 to +32 Volts DC
Nominal Current ........................
2.4/4.8 Amps (28v/14v)
I/O Specifications:
ARINC 429 Inputs ......................
5 Low Speed
RS-232 Inputs ...........................
5
ARINC 429 Outputs ...................
RS-232 Outputs ........................
Pitot / Static ..............................
2.1.4
4.15 in. (Rear of Bezel to Rear of Can)
Weight.......................................
Display Type..............................
2.1.3
3.50 in. (Measured at Bezel)
Height .......................................
Can Depth .................................
2.1.2
A-05-110-00
1 Low Speed
3
Quick Connect
Certification Specifications:
Technical Standard Order:
TSO-C2d ..................................
TSO-C3d ..................................
TSO-C4c ..................................
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Airspeed Instruments
Turn and Slip Instrument
Bank and Pitch Instruments
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TSO-C6d ..................................
Direction Instrument Magnetic (Gyroscopically
TSO-C8d ..................................
Vertical Velocity Instrument (Rate-of-Climb)
TSO-C10b ................................
Altitude Pressure Activated Sensitive Type
TSO–C113 ................................
Airborne Multipurpose Electronic Display
RTCA DO-178B .........................
Level C
RTCA DO-160E..........................
See Environmental Qualification Form Section 13
TSO-C106 ................................
Software:
Environmental:
2.1.5
Stabilized)
Air Data Computer
Outline Drawing:
Figure 2.1 - PFD Outline Drawing (inches)
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2.2 Remote Sensor Unit (RSM):
2.2.1
General Specifications
Part Number ..............................
Width ........................................
Height .......................................
1.00 in. (Measured from Base)
Weight.......................................
0.2 lbs
Length.......................................
2.2.2
-55°C to +70°C
Storage Temp ...........................
-55°C to +85°C
Cooling .....................................
None Required
Max Operating Altitude..............
55,000 ft Unpressurized
Max Humidity ............................
95% at 50°C
Nominal Current ........................
Included in PFD Current
Input Voltage.............................
Provided by PFD
I/O Specifications:
Magnetometer ...........................
OAT...........................................
GPS ...........................................
2.2.4
4.40 in. (Front to Rear)
Operational Specifications:
Operating Temp .......................
2.2.3
A-05-111-00
2.65 in. (Measured at Base)
Proprietary Digital
Proprietary Digital
Proprietary Digital
Certification Specifications:
The RSM is certified as a component of the EFD1000 system
Environmental:
RTCA DO-160E..........................
DOCUMENT # A-01-126-00
See Environmental Qualification Form Section 13
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2.2.5
Outline Drawing:
0.99
4.36
2.64
24 inches
1.750
0.75
1.625
CABLE FEEDTHRU
4 X 0.194
Figure 2.2 - RSM Outline Drawing (inches)
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2.3 Analog Converter Unit (ACU):
2.3.1
General Specifications
Part Number ..............................
5.75 in. including mounting flanges
Length.......................................
4.30 in.
Weight.......................................
0.8 lbs
Height .......................................
2.3.2
-20°C to +55°C
Storage Temp: ..........................
-55°C to +85°C
Cooling .....................................
none required
Input Voltage.............................
+11 to +32 Vdc
Max Operating Altitude..............
Max Humidity ............................
Nominal Current ........................
35,000 ft Unpressurized/ 55,000 ft Pressurized
95% at 50°C
0.5/1.0 Amps (28v/14v)
I/O Specifications:
ARINC 429 Inputs ......................
2 Low Speed
RS-232 Inputs ...........................
1 (software loading only)
ARINC 429 Outputs ...................
VHF Nav Receiver.......................
GPS Receiver..............................
GPS OBS Interface ......................
2 Low Speed
1 Analog input
1 Analog input
1 Output
GPS Discrete ..............................
4 Active low inputs
Flight Director ...........................
1 output port
Autopilot Interface.....................
1 Analog port
DH Discrete ...............................
2.3.4
1.60 in.
Operational Specifications:
Operating Temp: ......................
2.3.3
A-05-112-00
Width ........................................
1 Active low input
Certification Specifications:
The ACU is certified as a component of the EFD1000 system
Environmental:
RTCA DO-160E..........................
DOCUMENT # A-01-126-00
See Environmental Qualification Form Section 13
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2.3.5
Outline Drawing:
4.3
2
4.7
0
Figure 2.3 - ACU Outline Drawing (inches)
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3 System Description
The EFD1000 system is comprised of the Primary Flight Display (PFD), Remote Sensor Module
(RSM), Configuration Module (CM) and optional Analog Converter Unit (ACU). The flight deck
display is designed specifically for general aviation aircraft.
The EFD1000 system provides display of attitude, airspeed, altitude, direction of flight, vertical
speed, turn rate, and turn quality. The system may optionally provide display of navigation
information, pilot-selectable indices (“bugs”), and annunciations to increase situational awareness
and enhance flight safety.
Two configurations, “Pilot” and “Pro” are available, which support different software feature sets.
3.1 Primary Flight Display (PFD)
The PFD is a digital system that consists of a high resolution 6” diagonal color LCD display,
user controls, photocell and Micro SD data card slot. The rear portion of the unit consists of a
non-removable electronics module which contains a full air data computer, attitude heading
reference system, power supplies, backup battery, and dual processor electronics. Also on
the rear of the unit, a fan is provided to cool the backlight and electronics.
The PFD mounts to the front surface of most instrument panels. The electronics module and
cooling fins on the back are sized to fit into existing mechanical attitude and heading
indicator instrument panel holes.
The mechanical design allows the instrument to be installed in the place of the mechanical
gyroscopic attitude and heading indicators, without interfering with the surrounding
instruments. The installation will require minimal, if any, mechanical modifications to most
general aviation aircraft instrument panels.
The PFD contains a microSD card port and reader at the bottom of the display bezel. In the
future, software updates and system upgrades will be loaded via this port.
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Figure 3.1 - PFD
The PFD is a pure digital system and natively supports both ARINC 429 and RS-232 digital
interfaces. In installations with a modern digital radio installation, the PFD connects directly
to the interfaced equipment.
In installations that require interfaces to non-ARINC avionics (i.e., older VLOC radios and
autopilots) the ACU is required to convert these signals into ARINC 429 for the PFD.
3.2 Remote Sensor Module (RSM)
The RSM is required and connects directly to the PFD. It physically resembles a traditional GPS
antenna and follows the industry standard mounting hole pattern.
However, internally it is substantially more complex in that it contains all of the sensors that
must be remotely located from the PFD display unit.
The RSM is powered by the PFD through a shielded wire harness and contains the following
sub-systems:
•
Outside Air Temperature (OAT) sensor
•
Emergency backup GPS engine
•
Heading “flux” sensors
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The RSM is mounted externally in a magnetically quite environment to provide acceptable
reception for the integral GPS antenna and to minimize magnetic disturbances that would
impact accurate magnetometer operation.
3.3 Configuration Module
The Configuration Module contains an EEPROM device which retains system configuration and
calibration data. The Configuration Module connects to the PFD through a short fabricated
harness and is fastened to the main wiring bundle of the PFD.
The Configuration Module provides two primary functions:
•
Retains aircraft specific configuration, calibration data and user settings, allowing the
PFD to be swapped for service purposes without re-entering or re-calibrating the
installation.
•
Contains a license key that configures the PFD software to either the “Pilot” or “Pro”
feature set.
3.4 Analog Converter Unit (ACU)
For the Pro model only, the optional Analog Converter Unit (ACU) provides compatibility with
older, analog-based avionics when required. The ACU converts and concentrates multiple
analog interfaces to digital ARINC 429 buses supported by the PFD. Control parameters, such
as desired heading, are also sent from the PFD to the ACU for conversion to analog format for
autopilot support.
The feature set of the “Pilot” system does not support interface to navigation equipment, and
therefore does not support the ACU interface. The ACU is required when any of the following
capabilities are required in a “Pro” installation:
•
•
•
•
Interface to supported autopilots
Interface to supported non-ARINC 429 VLOC navigation radios
Interface to supported non-ARINC 429 GPS navigators
Interface to supported radar altimeter decision height
If digital radios (i.e., Garmin 4XX/5XX series radios) are equipped in the aircraft, and no other
aircraft interfaces are desired, the ACU is not required.
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3.5 System Architecture
The system architecture in Figure 3.2 shows the relationships of the PFD, RSM, Configuration
Module and ACU.
Note: Radar Altimeter DH will be functional in
future software release
Figure 3.2 - EFD1000 System Architecture
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4
Supported Installed Configurations
The following diagrams show the different options for integrating with existing avionics in the
installed fleet. Most common digital VLOC radios (such as the Garmin 4xx/5xx series), and
“analog” VLOC radios are supported. The following diagrams show common installation
configurations, but do not represent all possible combinations.
4.1 Pilot Configurations
The following configurations show a basic Pilot installation. The Pilot model does not support
the display of VLOC or GPS navigation deviation, only the GPS flight plan and position is
received and displayed. The Pilot model does not support the ACU and therefore autopilot
interfaces are not available.
Figure 4.1 - Pilot Configurations
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4.2 Simple Pro Configuration
The following configuration shows a simple Pro installation, without an advanced autopilot
and flight director. No ACU is required for this installation. This installation would be used
when there is no analog VLOC receiver and the autopilot L/R input is dedicated to the GPS.
The PFD navigation source selection has no control over the autopilot input.
Tracker autopilots that use L/R steering can also be wired to an ACU so that the PFD displayed
navigation source L/R output is switched to the autopilot. These installations will be wired as
shown in Figure 4.3 minus the heading and course datum, flag, ILS Energize, and glide slope
signals.
Figure 4.2 - Simple Pro Configurations
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4.3 Pro Configurations with Autopilot
The following configurations show Pro installations with autopilot integration, but without
analog VLOC interfaces. A backup Navigation indicator is required in installations that do not
have an integral CDI display on the GPS receiver or VLOC receiver. There must be one
navigation indicator available to the pilot in the event of a PFD or ACU failure.
Figure 4.3 – Pro Configurations with Autopilot
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4.4 Pro Configuration with Autopilot and Digital/Analog VLOC
The following configuration shows a Pro installation with autopilot integration, a single digital
VLOC/GPS, a single analog VLOC, and a single RS-232/ analog GPS. A backup Navigation
indicator is required in installations that do not have an integral CDI display on the GPS
receiver or VLOC receiver. There must be one navigation indicator available to the pilot in the
event of a PFD or ACU failure.
Figure 4.4 - Pro Configuration with AP and VLOC
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4.5 Pro Configuration with Autopilot and Dual Analog VLOC
The following configuration shows a Pro installation with autopilot integration and dual analog
VLOC interfaces. Two ACU’s are required for this installation. A backup Navigation indicator
is required in installations that do not have an integral CDI display on the GPS receiver or
VLOC receiver. There must be one navigation indicator available to the pilot in the event of a
PFD or ACU failure.
Figure 4.5 - Pro Configuration with AP and Dual VLOC
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5
Pre Modification Planning
This section contains requirements that must be considered before installing the EFD1000. This
section will guide you through the requirements to ensure FAR compliance; including required
equipment, required secondary equipment, secondary equipment relocation and placement, and
optional equipment.
5.1 Pre Modification Checklist
Complete Table 5.1 to insure that the aircraft to be modified is a candidate for installation of
the EFD1000 system using this AML-STC. It is required to have a PASS or NA for all rows in
order to use this AML-STC as the certification basis for the EFD1000 installation. NA means
Not Applicable because no interface will be made to that device. Only items 5, 8, 9, 10, 11 &
12 below may use NA in the PASS box.
ITEM
Criteria
PASS
1
Is the aircraft to be modified on the Approved Model List (AML)?
2
Does aircraft have sufficient electrical capacity to supply all required
3
Is there an acceptable location to mount or relocate the required standby
4
Do the standby instruments meet the requirements of Figure 5.1?
5
Is a backup navigation indicator required (see section 5.2.4) - NA if no
equipment given the current draw in Table 7.1?
instruments in the pilot’s field of view? (see Figure 5.2)
Backup Nav indicator is required. If a backup indicator is required, is there
an acceptable location to mount or relocate a required backup Nav
Indicator in the pilot’s field of view? (see Figure 5.2)
6
Is there an acceptable location to mount the RSM? (see Section 6.9)
7
Is there a location to mount a PFD circuit breaker that will be accessible
8
If mounting an optional PFD Master switch is there a mounting location
9
If installing an optional ACU or ACU’s is there a location to mount a
to the pilot while seated?
accessible to the pilot while seated? – NA if not installed.
circuit breaker or breakers that is accessible to the pilot while seated? NA if no ACU installed.
10
Does the aircraft have a compatible GPS receiver or will one be installed?
11
Does the aircraft have a compatible Navigation receiver or will one be
(see Electrical Interface Section 8 to determine compatibility) - NA if no
GPS interface.
installed? (see Electrical Interface Section 8 to determine compatibility) -
NA if no NAV interface.
12
If the aircraft is equipped with an autopilot – is the Autopilot compatible?
(see Electrical Interface Section 8 to determine compatibility) - NA if no
autopilot interface.
Table 5.1 – Pre Modification Checklist
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5.2 Requirements and Limitations
FAR 23.1311(a)(5) requires that independent secondary instruments be installed (existing
units may be relocated) for Attitude, Altitude, Airspeed, and magnetic direction indicator
“whisky compass” when an Electronic Display (i.e., EFD1000) is used as the primary
instrument.
Part 23 aircraft that have no existing attitude Indicator must install a standby attitude
indicator along with the PFD as required by FAR 23.1311(a)(5) even though the aircraft
operates under VFR rules as per 91.205(b). Any deviation from this regulation requires
separate FAA approval.
The existing outside air temperature probe (if installed) and magnetic direction indicator
“whisky compass” may not be removed during the installation of the EFD1000 system.
Pneumatic Standby Instruments
Aircraft with existing pneumatic attitude, altitude, and airspeed instruments may relocate
them as necessary as described in Section 5.2.1. The standby airspeed and altimeter should
be connected to an independent pitot and static line (independent from PFD) whenever
available.
Electric Standby Instruments
Aircraft that are all electric must keep the EFD1000 PFD on an independent power source from
the standby instruments as determined from the flow chart of Figure 5.1. The installer must
verify that the standby instruments are electrically isolated from the PFD through either of the
following two methods:
A) Standby instruments are powered by a dedicated standby battery separate from the
aircraft starter battery. [Note: The EFD1000 internal battery does not qualify as an
independent battery under FAR 23.1353(h)]
B) Dual independent electrical systems (dual alternators and dual batteries) with the PFD
on one system and the standby instruments on the other system.
Removal of pneumatic standby instruments and installation of electric standby instruments is
not authorized by this STC. Separate installation approval would be required.
The installation of dual independent electrical systems or a standby (emergency) battery is not
authorized by this STC. Separate installation approval would be required.
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Figure 5.1 – Standby Instrument Power Requirements
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5.2.1
Standby Attitude Positioning
The Attitude indicator must be relocated to a position that meets FAR 23.1321(a). The
requirements are ±35 degrees from the pilot’s center line horizontally (± 21 inches
from centerline as defined by AC23-11) to an area just below the basic T configuration
to the glare shield vertically (see Figure 5.2 below). Standby instruments should be
mounted as close as practical to the primary instruments, but in no case outside ±35º.
NOTE: The existing instrument holes for the Turn and Bank and the Vertical Speed
indicator meet this requirement.
Figure 5.2 – Standby Instrument Placement
Also note that some attitude indicators are the primary pitch and roll reference for the
autopilot and must remain in the aircraft (i.e., KI-256). For rate based autopilots the
Turn and Bank Indicator will need to remain in the aircraft, and may be relocated to the
co-pilot side or blind mounted provided it is not used as the autopilot mode controller.
If used as the autopilot mode controller then it must be located where it can be easily
reached by the pilot while seated.
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5.2.2
Standby Airspeed and Altimeter Positioning
In a single PFD installation the existing airspeed indicator and altimeter may remain in
their original location. However, if the original location does not satisfy the basic “T”
configuration per FAR 23.1321(d) it will be required to “LOCK” the airspeed and
altitude tape in the PFD to “ON” via the installation menu. If the airspeed indicator is
not in position (AS) and the altimeter in position (AL) of Figure 5.3 below then the
TAPES must be “LOCKED ON” so that the pilot cannot de-clutter them from the display
during flight.
WARNING: Failure to adhere to the specific instrument layout requirements and
EFD1000 configuration requirements will violate the STC.
Likewise older aircraft panel layouts that do not have the airspeed indicator to the left,
or the altimeter to the right of the attitude indicator (AI) must either relocate the
instrument(s) to these positions or set the TAPES setting to “LOCK ON” in the
installation configuration menu.
Figure 5.3 – Basic T configuration
5.2.3
Directional Gyro/ HSI
The EFD1000 Flight Display will replace the existing Directional Gyro or HSI in the
panel. Provided the existing compass system is not driving a heading input to another
device in the aircraft, it may be removed from the aircraft at the operator’s discretion.
If another device is “bootstrapped” off of the compass then it will need to be
determined whether low speed ARINC 429 heading is accepted by this device and
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rewired appropriately. If the other device only accepts ARINC 407 synchro heading
then it may be necessary to keep the existing compass system in the aircraft and move
the indicator to another location.
A magnetic direction indicator “whisky compass” or equivalent is required as a
secondary direction indicator per FAR 23.1311(a)(5).
5.2.4
Back Up Nav Indicator
For certification reasons a backup navigation indicator is required in any installation
where the EFD1000 is the only display of navigation information in the cockpit. This
will ensure that a failure of the EFD1000 system does not result in a complete loss of
all navigation data to the flight crew
Thus, for example, an installation that includes a panel mount GPS with an integral LCD
display that includes a CDI indicator would not require a backup nav indicator.
However, a configuration with no GPS and dual legacy VLOC radios that do not include
an integral display with CDI indications will require a backup nav indicator.
If there is already a dedicated indicator wired to an existing NAV Receiver or GPS then
it can be paralleled to the ACU as shown in Section 9.
WARNING: Failure to provide a backup Nav indicator when required will violate the
STC.
Garmin SL-30 Interface
The Garmin SL-30 when connected to the EFD1000 system through the composite
video input requires that the SL-30 be configured for “Converter” in the set-up mode.
When you configure the SL-30 for “Converter” it disables the OBS input to the radio
thereby disabling the Left/Right/To/From analog outputs and it also disables VOR
Monitor mode and Back Course mode. Therefore the SL-30 cannot be used to directly
drive a backup HSI or Nav indicator without an internal converter. If you desire to
connect the SL-30 to the EFD1000 you must do one of the following: use one of the
backup Nav indicators in Figure 9.24, use a KN-72 VLOC Converter between the SL-30
composite out and Nav indicator analog in, or use a backup Nav indicator connected to
another navigation receiver in the aircraft.
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5.2.5
GPS Annunciators
The EFD1000 is capable of displaying GPS annunciations on the HSI portion of the
display from those ARINC 429 connected GPS receivers that output these labels. If
using the PFD display for any required GPS annunciations verify that the GPS receiver
output’s these messages on the ARINC 429 bus.
GPS Annunciations on PFD (if provided by GPS):
•
•
•
•
•
5.2.6
MSG
WPT
TERM
APPR
INTEG
Power Requirements
An electrical load analysis must be performed to ensure the installed EFD1000
components do not exceed the current capacity of the aircrafts charging system (see
Section 7.1).
An “EFIS MASTER” switch or switch breaker to the PFD may be installed if the customer
desires to isolate the PFD during engine starts. The PFD breaker must be a pull type
breaker and should be connected to the switched battery bus. A location will need to
be found for the ACU breaker(s) and they should be connected to the avionics bus
(switched battery bus if no avionics bus).
5.3 PART 135 IFR Operations
The 30 minute back-up battery in the PFD is not approved for use as a power source to meet
the electrical power source requirement for single engine Part 135 IFR operations under 14
CFR 135.163.
5.4 Setting V-SPEED Textual Markers
Have the aircraft operator complete “Operator Configuration Checklist” in Appendix C so that
this data is available prior to configuring the system in Section 10. We suggest making a copy
of this form and have it signed by owner/operator, then put a copy in Installation Package.
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5.5 Optional Interfaces
5.5.1
Autopilot
The EFD1000 Pro with ACU emulates a KI-525A HSI by providing HDG Datum, CRS
Datum, and navigation L/R outputs to a connected autopilot. Any autopilot compatible
with the KI-525 HSI is compatible with the EFD1000 System.
Similarly, the EFD1000 Pro with ACU emulates the KI-254/KI-256 flight director
indicator by accepting FD signals compatible with these indicators and displaying them
on the EFD. Any autopilots that output a flight director signal that is compatible with
the KI-254/256 is compatible with the EFD1000 System.
Section 9 of this document shows interconnect diagrams for common autopilots that
are KI-525A and KI 254/256 compatible, and therefore also compatible with the
EFD1000. Because the EFD1000 outputs Heading Datum and Course Datum via the
ACU the existing HSI/DG is no longer required to provide this output to the autopilot.
In addition, some existing autopilots that have only a DG installed (i.e. no HSI) will gain
full HSI features with the installation of the EFD1000 System. Please check the
manufacturers’ installation data for any jumpers or hardware that needs to be added or
removed from the autopilot to add the HSI interface.
When the EFD1000 System is installed, the ACU controls all analog navigation signals
provided to the autopilot. Navigation signal output to the autopilot is switched
depending on which sensor is coupled to the EFD1000 HSI. Therefore the
LT/RT/UP/DN, flags, and ILS Energize must only be connected between the ACU and
autopilot, and there should be no direct connection between the navigation receiver
and the autopilot.
The autopilot’s flight director output may be paralleled from the autopilot to the
existing Flight Director and ACU so that it is displayed on both instruments. The FD
may also be connected to just the ACU for Flight Director display on the PFD when
there is no existing flight director.
5.5.2
GPSS
GPS Steering provides a steering command to the autopilot through the HDG Datum
channel to provide for enroute, procedure turn, holding pattern, and turn anticipation
operation. GPSS through the EFD1000 is only available if Label 121 is transmitted by
the GPS over the ARINC 429 bus. RS-232 interfaces do not provide label 121;
therefore, for RS-232 GPS systems GPSS functionality is not provided.
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5.5.3
GPS/ NAV Switching
Existing GPS/NAV switching from the GPS and VLOC receiver to the original HSI will be
removed as the PFD will provide this capability. The existing GPS and VLOC receivers
will be wired directly to the PFD or ACU(s) as per the installation drawings in Section 9.
Any analog connections from the GPS and/or VLOC receiver to the autopilot will be
removed and wired per the ACU to autopilot interfaces shown in Section 9.
5.5.4
Sonalert
A Sonalert may be installed to provide an audio tone to the pilot whenever an altitude
or minimums advisory is generated by the system.
5.5.5
Heading Output
It may be necessary to use a digital bus, in lieu of a synchro output, to supply an
external device such as a TCAS or StormScope system with heading. Label 320 is
output from the ACU on P3 pins 4 & 5 via a low speed ARINC 429 bus, if no ACU is
installed then label 320 is available from the PFD pins 26 and 27.
Figure 5.4 – Low Speed ARINC 429 Heading
(Note- the Bendix/King KTA810/910 and KMH820/920 only accept High Speed A429
and therefore are not compatible with this output). Contact Aspen Avionics product
support for suggestions on using an ARINC 429 low to high speed converter.
5.5.6
Second ACU
A second ACU is required when two (2) analog VLOC receivers are installed.
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6
Mechanical Installation
The EFD1000 installation will require mechanical modifications to the aircraft. The PFD, RSM, and
Configuration Module will be installed in all installations, while one (1) or two (2) ACU(s) may be
required in others. Most installations will require removing and relocating existing flight
instruments to alternate locations in the instrument panel to be used as standby instrumentation.
6.1 Unpacking and Inspecting Equipment
Perform a visual inspection of all equipment for evidence of damage that might have occurred
during shipment. If a damage claim is to be filed save all shipping boxes and packing
material to substantiate your claim.
6.2 Equipment Location Documentation
It is required by the AML-STC that the PFD, RSM, CM, and ACU mounting locations be
recorded on Figure D1 of Appendix D. It is also required that an accurate description of wire
and cable routing be noted on the figure. This information will be required later to comply
with the ICA’s. Make a copy of the form and give to owner for inclusion in permanent aircraft
records.
6.3 Log Book Entry
Make a log book entry at the completion of the installation indicating that the aircraft has
been modified in accordance with the EFD1000 AML-STC.
6.4 Weight and Balance
Using the component weights in Table 6.1 and the moment arm of the component mounting
locations perform a weight and balance calculation per AC 43.13-1B. Also account for
equipment removed during the modification process.
Component
Weight (Ibs)
EFD1000 including bracket
2.9
RSM – Remote Sensor Module
0.2
ACU – Analog Converter Unit
0.8
Configuration Module
0.1
Table 6.1 – Component Weights
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6.5 Installation Limitations
The following mounting limitations must not be exceeded during the installation of the PFD
and RSM:
•
The PFD must be mounted within ±8º of perpendicular to the aircraft waterline.
•
The PFD must be mounted within 0.0±0.1º of the zero degree roll “wings level” axis.
•
The RSM must be mounted within ±4º to the longitudinal axis of the aircraft (see
Figure 6.8)
•
The RSM must be mounted within ±10º to the zero degree roll “wings level” axis (see
Figure 6.10)
•
The RSM must be mounted within ±10º to the zero pitch axis “waterline” of the
airframe (see Figure 6.9). In no case may the PFD to RSM difference be greater than
18º (8º of PFD tilt plus 10º of RSM tilt).
•
RSM must be mounted to a relatively flat surface such that when installed it will not
deform the aircraft skin and must not allow more than a .030” gap between RSM and
skin.
•
RSM must not be mounted to a NO ZONE as pictured in Figure 6.7.
•
Mounting the RSM to, or making other penetrations through, the aircraft pressure
vessel is beyond the scope of this STC. Separate FAA approval of pressure vessel
penetrations required to accommodate RSM mounting is required prior to the
installation of the remaining EFD1000 system components under the EFD1000 AMLSTC.
•
Mounting the RSM to a composite or fabric skinned aircraft is beyond the scope of this
STC. On composite and fabric skin aircraft, separate FAA approval of the RSM
mounting is required prior to the installation of the remaining EFD1000 system
components under the EFD1000 AML-STC.
6.6 Equipment Bonding
All metal components must be grounded and bonded to the airframe with less than 3
milliohms resistance in accordance with FAR 23.867(a).
The PFD uses an installer fabricated braided bonding strap to ensure proper bonding to the
panel. The bond strap is attached with supplied screw (3/8th inch length) to back of PFD at
location just below and left of static port. The other end of strap is attached to PFD mounting
bracket screw at backside of panel.
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The RSM does not require an RF ground plane, but it must be bonded to the airframe to meet
compliance with DO-160E EMI and Lightning certification requirements. The attached ground
wire on the RSM is not a bonding wire but is a shield ground for the pigtail over braid and
must be connected to airframe ground.
The ACU is bonded through its six (6) mounting holes and chassis when mounted to a metal
surface, otherwise a braided or single stranded wire bonding strap to airframe ground will
need to be fabricated for mounting on composite structures.
6.7 Cooling
The PFD has an integral fan mounted to the lower backside of the unit. The fan must not be
covered as to restrict airflow through the unit. The RSM, ACU, and Configuration Module have
no specific cooling requirements.
6.8 PFD Installation
Mechanical installation of the PFD requires installing the included mounting bracket,
connecting a braided bonding strap between the PFD and panel, and installing pitot and static
connections to the two keyed quick release pressure fittings.
6.8.1
PFD Mounting Location
The PFD must be mounted in the center position of the instrument panel per FAR
23.1321(d). If the two existing instrument holes that contain the attitude indicator and
direction indicator are not exactly centered, but are the closest instruments to the
center, then that position is acceptable for mounting the PFD.
NOTE:
Modification to the existing instrument panel is not authorized
under this STC. Any modification must be approved separately.
PFD Mounting Location
PFD
Figure 6.1 - PFD Mounting Location
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6.8.2
Mounting Bracket Installation
The pre-drilled holes in the mounting bracket (see Figure 6.4) support both standard
3” round instrument holes, and 3ATI square cutouts. The bracket is centered on the
upper instrument hole. The lower portion of the bracket is provisioned with screw
slots, allowing variable vertical spacing configurations.
If the lower cutout is a 3ATI or other larger standard cutout, a commercially available
metal blanking plate should be used to flush fill the cutout. Use the PFD Mounting
Bracket as a template to cut the 2.10” diameter cutout for the fan and two 0.150”
diameter mounting holes. All cut edges should be treated to prevent corrosion.
The PFD is attached to the instrument panel in 6 places with MS24693-S30 (#6-32
flathead screws), NAS1149FN632P (washers), and MS21044N06 (#6-32 Nuts). It is also
acceptable to use existing #6 nutplates or equivalent.
1) Burnish the back of the instrument panel around one of the 6 mounting holes to
allow for bracket to instrument panel bonding through the screw/washer/nut.
2) Loosely install the bracket with the upper two mounting screws/nuts/washers as
shown in Figure 6.3.
3) Use an inclinometer on the top of the PFD bracket with the aircraft level to make
this adjustment. It may be necessary to slot the existing holes to align the bracket
in the roll axis.
4) The PFD must be mounted within 0.0±0.1º of the zero degree roll “wings level”
axis.
5) Fabricate an 8” bonding strap from braid and two ground lugs. Attach one ground
lug to a mounting screw on the backside of the panel (see Figure 6.2).
6) Install remaining PFD mounting bracket screws and nuts.
7) Tighten all six (6) mounting screws and nuts to 12 in-lbs anchoring the bracket to
the panel.
Aircraft with tilted instrument panels of 8º or less can install the PFD flat against the
panel. The tilt will later be removed electronically in the system configuration using
the Pitch Attitude Trim adjustment.
6.8.3
PFD Bonding Strap
An 8” or shorter braided bonding strap is required between the screw (below and left
of the static port- see Figure 6.2) on the backside of the PFD to a location on the
backside of the instrument panel using one of the mounting screws and nuts. Verify
less than 3 milliohms resistance to airframe ground at bonding strap connection point.
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Bonding Strap
Attachment Screw
Rear View of PFD
Figure 6.2 – PFD Bonding Strap Connection
Figure 6.3 – PFD and Bracket Installation
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Figure 6.4 - PFD Mounting Bracket (inches)
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6.8.4
Pitot and Static Connections
Pitot and Static connections are made to the PFD via two keyed quick connect fittings.
These connections will typically require a “T fitting” to be installed in-line with the
existing altimeter and airspeed indicators.
The quick connectors are keyed such that they cannot be interchanged. Once the
correct quick connector is fastened to the pitot and static lines, they cannot be
inadvertently swapped on the rear of the PFD unit.
NOTE: The pitot quick connector will fit on the PFD static port but the static quick
connector cannot be inadvertently connected to the PFD pitot port due to the
keying.
Each connector has a 0.256” diameter barbed fitting that accepts a ¼” hose.
Figure 6.5 - Pitot & Static Quick Connector
6.8.5
Quick Connector Installation
1) Insert “T” fitting into existing aircraft Pitot line and secure with Aero Seal 6604 or
equivalent hose clamp (see Figure 6.6).
2) Connect a length of pitot line tubing between the “T” fitting and the “P” quick
connector. Verify the length of tubing can be installed with no drip loop and that it
can be secured away from flight controls. Secure each end with Aero Seal 6604 or
equivalent hose clamps.
3) Insert “T” fitting into existing aircraft Static line and secure with Aero Seal 6604 or
equivalent hose clamp (see Figure 6.6).
4) Connect a length of pitot line tubing between the “T” fitting and the “P” quick
connector. Verify the length of tubing can be installed with no drip loop and that it
can be secured away from flight controls. Secure each end with Aero Seal 6604 or
equivalent hose clamps.
5) Secure pitot and static lines as necessary to prevent interference with other aircraft
structures and components.
CAUTION: Secure pitot and static lines so that they will not interfere with flight
controls and are not at risk of mechanical damage.
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Figure 6.6 – Pitot & Static Line Connections
6.8.6
Leak Check Requirements
A pitot static leak check is required after the installation of the quick connectors and
the PFD is installed. The quick connectors are designed such that they seal when
disconnected.
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6.9 RSM Installation
The RSM is typically installed near the tail of the aircraft on an unpressurized portion of the
airframe. As the RSM incorporates both the OAT sensor and the emergency GPS antenna, it
must be mounted on the top outside of the airframe. In addition, the RSM includes the
magnetic flux sensors which is why it is important to locate the RSM as far away from the
cabin and baggage (or “hat rack”) compartment as practical.
Unlike a GPS antenna that is used for primary navigation, the backup GPS usage and inherent
sensitivity do not require a full view of the sky. Therefore, the vertical stabilizer may partially
mask the antennas view of the sky/horizon. Installation on either side of the vertical fin is
acceptable.
The preferred RSM installation area is a minimum of 12 inches behind a typical baggage or
(hat rack) compartment to no closer than 39” from the end of the fuselage (see Figure 6.7).
The NO ZONE areas below are hot zones for a lightning strike and are not to be used for
mounting the RSM. The RSM must not be mounted to the wing, the top of the vertical
stabilizer, the horizontal stabilizer, the fuselage forward of the cabin, or within 39” as
measured from the fuselage aft end as shown.
The RSM should not be mounted within 18 inches of a VHF Comm antenna, 6 inches of a GPS
or ELT antenna, and within 2 inches of another RSM.
The RSM will need to be mounted to a relatively flat surface such that there is less than .030”
gap surrounding the RSM when installed. The RSM must not be mounted to an excessively
curved area which could become deformed upon mounting the RSM.
NO ZONE
Alternate Locations
12"
NO ZONE
Prefered Area
12" minimum
separation
12" minimum
separation
Hat Rack
NO ZONE
Baggage
Compartment
39"
Figure 6.7 - RSM Mounting Location
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6.9.1
Proposed RSM Location Check
The installer must determine the best RSM location given the above factors. A
navigation quality handheld compass (i.e., hiking compass) can be used to find a
magnetically quiet area free from the effects of magnetic disturbances from flight
controls, autopilot servos, strobes, or any other large magnetic field appliance.
Place a small handheld compass in the proposed RSM mounting location and operate
all electrical systems. The compass needle should not deflect more than 2 degrees
during testing.
If a location cannot be found with less than 2 degrees of deflection then the electrical
device causing the interference will need to be determined. The device causing the
interference may need to be re-bonded or the wiring may need to be relocated.
Once an area is located free from electrical interference the flight controls will need to
be moved from stop to stop to determine if there is any compass deflection.
If the compass does not show any deflection from electrical or mechanical sources then
that location is acceptable to mount the RSM.
If the proposed location is free of electrical interference but shows deflection from the
flight controls it may be possible to degauss the flight control cables and or flight
control hardware. Large ferric moveable objects that have become magnetized can
cause compass deflection.
Fixed ferric objects can be compensated for by the AHRS during the RSM alignment. A
degaussing coil can be purchased at most audio and video stores.
NOTE:
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If it is impossible to find a suitable mounting location in the preferred area
it may be permissible to mount the RSM above the cabin. A location
will need to be found that is a minimum of 12 inches from any cabin
speakers or electronic device that can cause compass fluctuations at the RSM
location. Use the above procedure with the handheld compass to locate
a quiet area. During operation of the electrical systems concentrate on
those devices that are in the cabin and within the headliner. Be aware
that headsets and other items worn by and operated by the flight crew
and passengers could potentially interfere with the RSM. Typically this would
be when the headset is within 12” of the RSM location. Find a location
that cannot be affected by the passenger and flight crew headsets while
seated and moving about the cabin.
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6.9.2
Pressurized Aircraft
On pressurized aircraft it will be necessary for the RSM wiring to penetrate the aircraft
pressure vessel. The installer is responsible for obtaining proper documentation and
FAA approvals from either the airframe manufacturer or from a DER or FAA field office
for any penetrations of the pressure vessel or bulkhead.
CAUTION: Penetration of the pressure vessel is not approved under this STC and will
require separate approval.
CAUTION: Mounting the RSM on the pressure vessel is beyond the scope of this STC
and requires separate approval.
6.9.3
Second RSM Placement (MFD)
A second RSM may be installed in preparation for a MFD1000 installation. It is
preferred to mount RSM #2 on either side of RSM #1 with a spacing of 2 inches or
more. A typical install would place the RSM’s on opposite sides of the vertical
stabilizer. RSM’s may be mounted fore and aft if a side by side orientation is
impractical.
6.9.4
RSM Mounting Angles
For RSM mounting the following maximum mounting angles apply.
Figure 6.8 – RSM Top View longitudinal Alignment
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Maximum fore and aft tilt is in relation to the aircraft waterline. An aluminum shim
might be required to keep orientation within limits (see Section 6.9.9 for shim
fabrication).
Figure 6.9 – RSM Fore or Aft Max Tilt
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Maximum side to side tilt is 10 degrees in relation to wings level. An aluminum shim
might be required to keep orientation within limits (see Section 6.9.9 for shim
fabrication).
Figure 6.10 – RSM Side to Side Max Tilt
6.9.5
RSM Doubler
This STC approves the use of the doubler shown in Figure 6.11 for Aluminum Skinned
aircraft only. Mounting the RSM to a composite or fabric aircraft is not approved by
this STC and will require that the installer obtain separate approval of the RSM
mounting on these classes of aircraft. After the RSM mounting has been approved, this
STC may be subsequently installed.
The doubler is to be fabricated by the installer using the dimensions and rivet holes as
shown. Should the installer wish to deviate from this doubler in size, rivet count, rivet
spacing, or doubler thickness, they are required to seek separate approval.
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6.9.6
RSM Doubler Fabrication
1) Determine the thickness of aircraft skin.
2) For aircraft skins 0.050” thick and less the doubler should be made from 0.050”
material. For aircraft skins thicker than 0.050 the doubler should be made from
material the same thickness as the skin.
3) Fabricate the doubler from 2024-T3 AMS-QQ-A-250/5 to the dimensions in Figure
6.11, Tolerances ± 0.030
Figure 6.11 – RSM Doubler
4) Remove burrs and break sharp edges (0.005” – 0.015”)
5) Finish with Alumiprep Etch and Alodine Conversion Coating, or equivalent.
6) Mask around the four (4) mounting holes the diameter of the mounting washers or
1/2" on the down side of the doubler (see Figure 6.12). Prime that side with epoxy
primer per MIL-P-23377 or equivalent. Do not prime the side that faces the aircraft
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skin. This allows for a doubler to aircraft skin bond and mounting washer to
doubler bond.
7) Mark forward direction on doubler because pattern is not symmetrical.
8) Using the doubler as a template match drill holes in aircraft fuselage at location
determined from Section 6.9.1. Doubler must be aligned to the longitudinal axis of
the aircraft to within ±4º (see Figure 6.8).
Figure 6.12 – Masking of doubler
9) Remove burrs and break sharp edges on the aircraft skin (0.005” – 0.015”)
10) Burnish the aircraft skin on the inner surface in the area where the doubler will
mount. Apply Alodine 1201 and do not prime.
11) Mount a ground stud to the doubler for attachment of the RSM shield wire. Use an
MS24694-S9 #8-32 flathead screw and AN264-832A locknut or equivalent as
shown.
Aircraft
Skin
Countersink
Doubler
Figure 6.13– Ground Stud Mounting
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12) The doubler is attached to the inside surface of the aircraft skin with solid rivets.
•
For aircraft skin less than 0.032 thick install with MS20470AD4 protruding head
rivets.
•
For aircraft skin thickness of 0.032 install with NAS1097AD4 rivets flush in the
fuselage skin. Carefully control the countersink depth to not knife edge the
fuselage skin.
•
For aircraft skin thicknesses 0.040 to 0.063 install with NAS1097AD4 rivets
flush in the fuselage skin.
•
For aircraft skins 0.070 or thicker install with NAS1097AD5 rivets flush in the
fuselage skin.
13) Verify that the ground stud has less than 3 milliohms to ground.
Figure 6.14 – Rivet Installation
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6.9.7
RSM Installation
1) It is not required to remove aircraft surface paint below RSM unless an aluminum
shim was required on extreme mounting angles. The shim must be bonded to the
fuselage. Bonding of RSM is through four (4) mounting screws to doubler.
2) Install RSM on aircraft and secure using four (4) MS27039C08-17 stainless screws,
four (4) NAS1149EN0832P cadmium plated stainless washers, and four (4)
MS21044C08 stainless nuts. Torque hardware to 12-15 in-lbs. Installer may
substitute nut plates for washers and nuts provided the nutplates are attached to
the doubler only and not the aircraft skin. Nutplates must be stainless steel.
3) Apply a bead of non-corrosive sealant around the RSM and over each mounting
screw.
CAUTION: Only use stainless steel mounting hardware (i.e., screws, nuts, washers,
nutplates) to mount the RSM. Use of any other ferrous screws or hardware
may cause compass errors.
Aircraft Skin
Doubler
(installer fabricated)
FWD
Figure 6.15 – RSM Mounting
6.9.8
RSM mounting on Composite or Fabric
Mounting the RSM to a composite or fabric skinned aircraft is beyond the scope of this
STC. Separate FAA approval of the RSM mounting is required prior to the installation
of the remaining EFD1000 system components under the EFD1000 AML-STC.
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6.9.9
RSM Shim Fabrication (if necessary)
If the RSM exceeds the mounting limits of Section 6.9.4 a shim will be required.
Fabricate a shim with the dimensions of the RSM baseplate. Optionally the shim can be
made square and slightly larger than the RSM baseplate for ease of construction (see
Figure 6.16).
Figure 6.16 – Example Shim Top View
The shim must not exceed the minimum and maximum thickness as shown in Figure
6.17.
No Thinner than 0.040"
No Thicker than 3/8"
Figure 6.17 – Example Shim Side View
1) Use RSM doubler as a template to mark shim stock.
2) Fabricate shim from 2024-T3 aluminum with the four (4) mounting holes and 0.5”
cable pass-thru drilled through.
3) Remove burrs and break sharp edges (0.005” – 0.015”)
4) Finish with Alumiprep Etch and Alodine Conversion Coating, or equivalent.
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5) Mask off top side of shim 1/4” inside mounting surface of RSM and mask off a
similar area on the bottom so that these areas remain Alodine only (see Figure
6.18). Prime unmasked areas with epoxy primer per MIL-P-23377 or equivalent.
Paint to match aircraft color if desired.
Epoxy Primer
Both Sides
Do not Prime
Mask Off
Both Sides
Figure 6.18 – Masking of Doubler for Priming
6) The shim must be bonded to the aircraft skin by removing the paint and prepping
the aircraft surface where the shim and RSM will be mounted. Remove paint ½”
inside the outer footprint of the RSM mounting location. Burnish the aircraft skin
and apply Alodine 1201, do not prime.
7) Sandwich the shim between the aircraft skin and the RSM following the RSM
installation procedure in Section 6.9.7.
8) Apply sealant around shim and RSM.
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6.10
ACU Installation
The ACU has no user interface, and therefore can be remote mounted. The optimum
mounting location is an area that minimizes wire runs to interfacing equipment. This typically
means near the autopilot computer if installed.
When mounting the ACU find a location in the aircraft of known load carrying capabilities such
as:
•
•
•
•
Existing Avionics Shelf
Baggage compartment
Radio Rack
Cockpit Floor
Figure 6.18 – ACU Mount to Flat Metal Shelf
6.10.1 ACU Mounting
Mount ACU to existing shelf in any orientation using six (6) MS24694-X #6-32 screws,
six (6) NAS1149FN632P washers, and six (6) MS21044N06 #6-32 self locking nuts or
equivalent. Tighten nuts to 12 in-lbs.
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An unpainted surface of the ACU case must be bonded to aircraft ground either
through mounting to a metal shelf or with an installer fabricated bonding strap of wire
braid or single stranded wire no more than 12 inches in length. Attach ground lug of
bonding strap to one of the mounting screws if required.
Verify ACU case to airframe ground has less than 3 milliohms of resistance.
Should a shelf or bracket need to be fabricated in order to install the ACU it is beyond
the scope of this STC and will require separate FAA approval for that modification.
1
19
20
37
1
13
1
8
14
25
9
15
Figure 6.18 – ACU Dimensions (inches)
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6.11
Configuration Module Installation
The Configuration Module will be cable tied to the PFD wire harness. Leave just enough slack
in the cable ties so that the configuration module can slide along the PFD cable. This will
prevent strain on the configuration module connector while the PFD harness is manipulated
during installation and subsequent removal/replacement.
Figure 6.19 – Configuration Module Dimensions (inches)
Cable Tie two (2) places
Figure 6.20 – Configuration Module Tie Wrapped to Harness
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7 Electrical Installation
7.1 Electrical Load Analysis
Perform an electrical load analysis to verify the aircraft complies with FAR 23.1351(a) using
the current draw of each installed component as determined from Table 7.1 below.
Component
Current Draw (amps)
EFD1000
2.4 nominal @ 28Vdc
RSM – Remote Sensor Module
Current Draw
ACU – Analog Converter Unit
0.5 nominal @28Vdc
4.8 nominal @ 14Vdc
included in EFD1000
1.0 nominal @ 14Vdc
Configuration Module
Current draw
included in EFD1000
Table 7.1 – Current Draw
7.2 Electrical Installation
A 7.5 amp pull type circuit breaker or breaker/switch combination for the PFD will need to be
wired and mounted in a location accessible to the pilot while seated. The breaker will be
powered from the switched battery bus. If installing a switch, label it “EFIS Master” and install
in a location accessible to the pilot while seated. The switch must be rated for at least 7.5
amps continuous duty. Record the location of circuit breaker on Figure D1 of Appendix D.
A two (2) amp pull type circuit breaker for the ACU will need to be installed in a location
accessible to the pilot while seated. Wire the power source from the avionics bus (switched
battery bus if no avionics bus exists). The breaker is to be labeled “ACU” or “ACU #1” in a dual
ACU installation. If a second ACU is installed it will require its own two (2) amp breaker
labeled “ACU #2”. Record the location of circuit breaker(s) on Figure D1 of Appendix D.
Use of MIL-C-27500 shielded wire and MIL-W-22759 single conductor wire is recommended.
All wires should be fabricated as shown in Section 9 keeping all grounds as short as possible.
Wires and connectors must be clearly marked per FAR 23.1365(d).
Wires and wiring bundles must be secured in such a way to eliminate risk of mechanical
damage and minimize exposure to heat and fluids per FAR 23.1365(e).
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7.2.1
HIRF/Lightning Requirements
In order to meet HIRF and Lightning requirements it is required that the following cable
runs use either an over braid applied during fabrication or doubled shielded wires. The
over braid or double shield should extend within the back shell and must be grounded
at both ends.
All ARINC 429 and RS-232 wiring into or out of the PFD require either a double
•
shielded wire or a tinned copper over braid be applied over the twisted shielded
pair. See Figure 7.1 below and NOTE 1 on Wiring Diagrams 9.4 through 9.14.
Over Braid or
Double Shield
1
GPS1
Twisted Shielded Pair or Pairs*
Over Braid or
Double Shield
RS-232 or A429
1
GPS2
Twisted Shielded Pair or Pairs*
RS-232 or A429
PFD
*Twisted Shielded Pair or Pairs = all shielded
wires as shown on Wiring Diagrams in Section 9.
This may be one, two, or three sets of twisted
shielded pair. Over braid installed over top.
Over Braid or
Double Shield
1
Twisted Shielded Pair or Pairs*
1
Tinned copper over braid Alpha Wire P/N 214X, Daburn
P/N 2350-X or equivalent , or doubled shielded wires
MS27500-22TG2V64 2 conductor cable or equivalent
are required on the following inputs and outputs.
ACU
A429 PFD to ACU only
ACU to Analog GPS,
ACU to Analog VLOC, and
ACU to Autopilot do not require over
braid.
Wire as shown on Wiring Diagrams in
Section 9.
Figure 7.1 – Over Braid/ Double Shield Requirements
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The following wires require shields to comply with HIRF and Lightning requirements:
•
Aircraft power to the PFD requires a single stranded shielded wire from circuit
breaker to PFD. See Figure 9.1.
•
The discrete output from the PFD to the sonalert and the power wire from circuit
breaker to sonalert require a single stranded shielded wire. See Figure 9.1.
•
PFD to Configuration Module comes as an assembly with color coded wires and
uses an over braid over non-shielded single conductor wires.
PFD to RSM wiring does not require the over braid or double shield, only what is
specified in Section 7.2.3.
ACU to GPS, ACU to VLOC receiver, and ACU to autopilot require no additional
shielding just what is specified in the wiring diagrams of Section 9.
7.2.2
PFD to GPS/VLOC/ACU Wiring
Use tinned copper over braid or double shielded wires on all ARINC 429 and RS-232
wires entering or exiting the PFD back shell. Ground the over braid and wire shields
within the back shell. If using double shielded wire it may be difficult to terminate all
shields within the back shell. If this is the case then use a piece of tinned copper over
braid that extends at least 6 inches outside the back shell to cover all unshielded
wires(see Figure 7.2).
Figure 7.2 – PFD Back Shell Grounds
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At the GPS/VLOC/ACU terminate the over braid within the back shell or as close as
possible. Ground the over braid at this end using a pigtail as short as possible. If
using double shielded wires then ground both shields at the GPS/VLOC/ACU with
pigtail as short as possible.
7.2.3
RSM Wiring
The PFD to RSM wiring run is made with a single cable seven (7) conductor shielded
wire. M27500-A24SD7T23, M27500-22TG7T14 or equivalent 22 or 24AWG seven (7)
conductor shielded cable can be used.
Assembly using M27500-A24SD7T23 or equivalent Cable:
RSM END
Terminate the aircraft side of the RSM wiring with the Hirose circular connector SR3010JF-7S(71) from installation kit as shown in Figure 7.3 below. Due to the compact
design of the Hirose connector it may be easier to solder the wires to the solder cups
on the bench versus inside the tail of the aircraft. Use a fine tip soldering iron for this
procedure.
1. Pass the cable through the hood and metal cover. Strip back the insulation to
expose the shielding and wires with the dimensions that are shown.
2. Stake the metal clamper to the shield in the location shown. A hexagonal crimper
such as the ones used for BNC Coax connector assembly work can be used to
crimp it to approximately 5.2mm outside diameter.
3. Assemble the two pieces of the connector such that the solder cup piece is retained
by the ring. Discard the washer as it is not required.
4. Solder the seven (7) 24 AWG wires to the connector.
5. Thread metal cover onto connector.
6. Insert screw into metal cover so that it indents into metal clamper.
7. Put hood over metal cover.
Qty 7 – 22 AWG conductors
M27500-22TG7T14 or
M27500-A24SD7T23 or equivalent
Connector
Metal
Cover
Hood
To
PFD
10mm
4mm
20mm
To
RSM
Metal Clamper
Screw
Figure 7.3 – RSM Connector assembly
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CAUTION: Do not run RSM wiring near high current devices such as strobes and air
conditioners and avoid running RSM wiring in same wire bundle as strobe
and air conditioning wiring bundles if at all practical.
PFD END
Terminate the shield at the PFD end inside the back shell. Attach pigtail ground wire to
shield and connect to ground screw as shown in Figure 7.4.
Figure 7.4 – PFD Back Shell Grounds/RSM
7.2.4
Configuration Module Wiring
The Configuration Module (CM) connector comes as an assembly with color coded
wires within an over braid. The wires are inserted into the appropriate pins as shown
in Figure 9.1. The green wire with ground lug is attached to back shell.
PFD Pin
41
42
Black
Brown
CM Pin
1
2
43
Orange
4
44
Red
3
--
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Color
Green
5
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7.2.5
ACU Wiring
Wire as shown in Section 9 keeping all grounds as short as possible. No additional
HIRF shielding is required. The ACU case must be grounded to airframe ground for
proper operation.
7.2.6
Back Up NAV Indicator Wiring
Wire as shown in Figures 9.24, 9.25, and 9.26. Do not parallel more than one NAV
Indicator to each ACU.
7.2.7
Autopilot Wiring
Wire autopilot to ACU as shown in Section 9. Remove any existing connections and
switching between GPS and NAV receivers to autopilot. Only ARINC 429 wiring may
remain between the GPS and autopilot for NAV mode GPSS. The ACU will perform all
switching functions to autopilot for GPS1, GPS2, NAV1, NAV2.
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EFD1000 Installation Manual
8 Electrical Connections
8.1 PFD Electrical Specifications
8.1.1
Power Input
Nominal Input:
14Vdc or 28Vdc
Operating Range:
8.1.2
8Vdc to 32Vdc
Tone (Sonalert) Output
Active on:
Ground
Load Current:
100ma maximum
Inactive off:
8.1.3
Open
RS-232 GPS Input
The PFD will receive the following data on pin 8 when transmitted from the GPS
receiver. Data is accepted in packets coded in the industry standard "avionics" format
at a baud rate of 9600, 8 data bits, 1 stop bit, no parity. Packets are accepted at
approximately 1 Hz.
Serial packets are prefixed by an ASCII <STX> character (0x02 hex), and completed
with an ASCII <ETX> character (0x03 hex). Multiple messages consisting of an ID and
a Value are contained between the <STX> and <ETX>. Each message is terminated
with an ASCII carriage return (<CR> = 0x0d hex).
A single packet therefore is organized as follows:
<STX><ID><VALUE><CR><ID><VALUE><CR><ID><VALUE><CR> …. <ID><VALUE><CR><ETX>
ID
VALUE
VALUE FORMAT
Latitude
sddmmhh
B
Longitude
sdddmmhh
C
D
E
E
Magnetic Track
Ground Speed
Distance to Waypoint
Distance to Waypoint
ddd
ddd
ddddd
dddddd
I
K
Desired Track
Active Waypoint Identifier
dddd
ddd[dd]
A
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DESCRIPTION
s = sign (N for north, S for south)
dd = degrees
mm = minutes
hh = hundredths of minutes
s = sign (E for east, W for west)
ddd = degrees
mm = minutes
hh = hundredths of minutes
ddd = track in degrees
ddd = speed in knots
ddddd = distance in nm X 10
(Alternate format for ARNAV)
dddddd = distance in nm X 100
dddd = track in degrees x 10
ddd = ASCII waypoint ID
[dd] is optional for up to 5 characters
Revision C
EFD1000 Installation Manual
ID
VALUE
VALUE FORMAT
L
Q
Bearing to Active Waypoint
Magnetic Variation
dddd
sddd
T
Warnings
---A-----
w
Waypoint Info
See below
DESCRIPTION
dddd = bearing in degrees x 10
s = sign (E for east, W for west)
ddd = degrees x 10
A indicates GPS NAV flagged
Otherwise, all dashed
'w' messages are waypoint route information and correspond to the flight plan
programmed in the GPS navigator. A unique 'w' message is allocated for each waypoint
in the current flight plan. The following table describes the bit coding within the
message value field.
Byte
VALUE
VALUE FORMAT
ID from above table
w
2-3
Waypoint Number
dd
4
Sequence Number
xiannnnn
5-9
Waypoint Identifier
ddddd
10
Waypoint Latitude
sddddddd
11
Waypoint Latitude
xxdddddd
12
Waypoint Latitude
xddddddd
13
Waypoint Longitude
sxxxxxxx
14
Waypoint Longitude
dddddddd
15
Waypoint Longitude
xxdddddd
16
Waypoint Longitude
xddddddd
17
Magnetic Variation
dddddddd
18
Magnetic Variation
dddddddd
19
Waypoint Terminator
<CR>
1
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DESCRIPTION
ASCII Character
Indicates beginning of a single waypoint
item
ASCII Characters
dd = waypoint number represented with
two ASCII characters
Packed unsigned binary
x = not used
i = 1 if last waypoint in route
a = 1 if active waypoint in route
nnnnn = waypoint number
ASCII Characters
Identifier as 5 ASCII characters
Packed unsigned binary
s = sign (0 for north, 1 for south)
ddddddd = degrees
Packed unsigned binary
x = not used
dddddd = minutes
Packed unsigned binary
x = not used
ddddddd = hundredths of minutes
Packed unsigned binary
s = sign (0 for east, 1 for west)
Packed unsigned binary
dddddddd = degrees
Packed unsigned binary
x = not used
dddddd = minutes
Packed unsigned binary
x = not used
ddddddd = hundredths of minutes
Packed unsigned binary
dddddddd = LS Byte
Packed unsigned binary
dddddddd = MS Byte
ASCII Character
Packet terminator
Revision C
EFD1000 Installation Manual
8.1.4
ARINC 429 GPS Inputs
The PFD receives the following labels on pins (16, 17) and (20, 21) when transmitted
from a GPS receiver. ARINC 429 word definitions are implemented per GAMA Pub 11.
ARINC Label(s)
PFD Parameter
074
Data Record Header
075, bit 9 set
OBS/HOLD Mode
075, bit 9 not set
Auto Course Select
Label 100, bits 13(0)
CDI Select (GPS)
[GNAV installation only]
Label 100, bits 13(1)
CDI Select (VLOC)
[GNAV installation only]
Label 114
GPS “Desired Track”
Label 115
GPS “Waypoint Bearing”
and 12(1)
and 12(0)
Label 116
GPS “Crosstrack”
Label 117
GPS “Vertical Deviation”
Label 147
GPS “Magnetic Variation”
Label 121
GPS “Horizontal Command”
Label 251
GPS “Distance to Go”
Label 252
GPS “Time to Go”
Label 261G, bits 25
GPS “ENROUTE”
(0), 26(0), 27(0)
Label 261G, bits
GPS “ TERMINAL”
25(1), 26(0), 27(0)
Label 261G, bits
GPS “APPR Active”
25(0), 26(1), 27(0)
Label 300
GPS “Mag. Station Decl, Wpt Type, Class
Label 303
GPS “Message Length, Type, Number
Label 304
GPS “Message Characters 1-3”
Label 305
GPS “Message Characters 4-6”
Label 306
GPS NAV Waypoint Latitude” Full precision
Label 307
GPS NAV Waypoint Longitude” Full precision
Labels 310
GPS “Present Position Latitude”
Label 311
GPS ”Present Position Longitude”
Label 275, bit 23
GPS “TO” Flag
Label 275, bit 24
GPS “FROM” Flag
Label 275, bit 11 set
GPS “WPT ALERT”
Label 275, bit 22 set
GPS “INTEGRITY”
Label 275, bit 27 set
GPS “MSG ALERT”
Label 312
GPS “Ground Speed”
Label 313
GPS “Track”
Label 326
GPS “Lateral Deviation Scale Factor” full precision
Label 327
GPS “Vertical Deviation Scale Factor” full precision
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EFD1000 Installation Manual
8.1.5
ARINC Label(s)
PFD Parameter
Label 330
GPS FPL Curved “CONIC Arc Inbound Course”
Label 331
GPS FPL Curved “CONIC Arc Radius”
Label 332
GPS FPL Curved “CONIC ARC Course Change Angle”
Label 333
GPS FPL Curved “Airport Runway Azimuth
Label 334
GPS FPL Curved “Airport Runway Length
Label 335
GPS FPL Curved “Holding Pattern Azimuth”
Label 340
GPS FPL Curved “Procedure Turn Azimuth”
ARINC 429 VLOC Input
The PFD receives the following labels on Pins (18, 19) and (22, 23) when transmitted
from a VLOC receiver.
8.1.6
Input Data (Label)
Name
Label 34
Tuned Frequency
Label 34, bit 14 set
ILS Energize
Label 173
Localizer deviation and validity flags
Label 174
Glide Slope deviation and validity flags
Label 222
VOR Omni bearing
ARINC 429 GPS Output
The PFD transmits the following labels on pins 26 and 27 for GPS receivers and
systems that require low speed ARINC 429 Magnetic Heading. Note - if an ACU is
installed then the connections for the GPS and Heading will be made at
ACU P3 pins 4 and 5.
ARINC Label
PFD Data
Label 100
Selected Course
Label 320
Magnetic Heading
8.2 ACU Electrical Specifications
8.2.1
Power Input
Nominal Input:
Operating Range:
DOCUMENT # A-01-126-00
14Vdc or 28Vdc
11Vdc to 32Vdc
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Revision C
EFD1000 Installation Manual
8.2.2
VLOC Receiver
NAV Composite Input
An input connected to the composite output of a VHF Navigation receiver.
Nominal Input:
0.5Vrms VOR
0.35Vrms Localizer
Input Impedance:
10K ohms
ILS Energize Discrete Input
Low impedance to ground supplied from a Navigation receiver when it is tuned to a
localizer frequency.
Active:
Less than 500 ohms to ground or less than 1.5Vdc
Inactive:
Open circuit sinking less than 1 ma to ground at 28Vdc
Glide Slope Deviation Input
A low level differential input that accepts a glide slope signal from an external VHF Nav
receiver.
Input Range:
±150mVdc full scale
Load:
1000 ohm
Max Input Range:
±300mVdc
Glide Slope Flag Input
A low level valid input from an external VHF Navigation receiver.
Valid:
Greater than 260mV across a 1000 ohm load
Invalid:
8.2.3
Less than 100mV across a 1000 ohm load
GPS Receiver
OBS Sine, Cosine, Rotor
An OBS resolver output for GPS receivers that require an OBS input. The resolver
output electrical zero is set to -60º (300º ORZ) for compatibility with most legacy
resolvers. The ACU accommodates OBS excitation with DC offset.
Excitation Amplitude:
26Vac max (H to C)
Output Format:
Sine (D and E), Cosine (F and G)
Excitation Frequency:
Output Gradient:
DC Offset:
DOCUMENT # A-01-126-00
20Hz to 5000Hz
Excitation * 0.408 (26Vac in = 10.6Vac out)
0Vdc to +5Vdc (Offset applied to Rotor C)
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EFD1000 Installation Manual
TO/ FROM FLAG Input
Differential input from a GPS receiver indicating whether flying TO or FROM the active
waypoint.
TO the waypoint:
FROM the waypoint:
+40mV or greater
-40mV or greater
LEFT/ RIGHT Input
Differential input from a GPS receiver indicating LEFT or RIGHT of GPS course.
Input Range:
±150mVdc full scale
Load:
1000 ohm
Lateral Flag Input
Validity flag from the GPS receiver indicating valid LEFT and RIGHT data.
Valid:
260mV to 800mVdc
Invalid:
Less than 260mVdc
Vertical Deviation Input
Differential input from a GPS receiver indicating a fly UP or DOWN command.
Input Range:
±150mVdc full scale
Load:
1000 ohm
Vertical Deviation Flag Input
Validity flag from the GPS receiver indicating valid UP and DOWN data.
Valid:
260mV to 800mVdc
Invalid:
Less than 260mVdc
OBS/ LEG (HOLD) Input
Active low discrete input from a GPS receiver when in the OBS or HOLD mode.
APPR Active Input
Active low discrete input from a GPS receiver when approach mode is activated.
FCS-LOC Engage Input
Active low discrete input from a GPS receiver when approach is selected.
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EFD1000 Installation Manual
8.2.4
Autopilot
Lateral Deviation Output
A low level lateral deviation output that is connected to an autopilot lateral deviation
(RT/LT) input. The low side of the differential output is referenced to ground. Before
connecting this output verify the receiving equipment’s left/right input can
accommodate a ground potential on the low side.
Lateral Deviation:
±15mVdc for ± 10º of course error
Sense:
Positive voltage for fly right
Load:
Will drive up to three 1000 ohm loads
Lateral Flag Output
A low level valid output to the autopilot indicating the Lateral (LT/RT) signal from the
ACU is valid.
Valid:
0.4 to 0.8Vdc
Invalid:
Less than 0.05Vdc
Load:
Will drive up to three 1000 ohm loads
Vertical Deviation Output
A low level vertical deviation output that is connected to an autopilot vertical (UP/DN)
input. The low side of the differential output is referenced to ground.
Output Voltage:
±150mVdc nominal, tracks the glide slope deviation input
signal to within 5%
Loading:
Up to three 1000 ohm loads
Vertical Flag Output
A low level output to the autopilot indicating the UP/DN from the ACU is valid.
Valid:
0.4 to 0.8Vdc
Invalid:
Less than 0.05Vdc
Load:
Will drive up to three 1000 ohm loads
ILS Energize Output
Active low output to an autopilot when an ILS is selected or GPS approach is active.
ILS/GPS APPR Active:
ILS/GPS APPR Inactive:
Load Current:
DOCUMENT # A-01-126-00
Sink to ground
Open
100ma maximum
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EFD1000 Installation Manual
15 Volt Reference Output
An internally generated +15Vdc reference for KI-525 emulation.
Output Voltage:
+15Vdc ±2Vdc
Load Current:
30ma maximum
Heading and Course Datum Output
Emulated KI-525A outputs to drive the heading and course datum inputs of an
autopilot.
Reference Input:
DC (DC may be supplied by the autopilot or ACU
Heading Datum zero:
Heading Datum sense:
Course Datum zero:
Course Datum sense:
+15Vdc reference)
zero volts when heading bug on the lubber line.
+voltage when the heading bug is to the right
of the lubber line and ACU DATUM is set to NORMAL in
configuration.
zero volts when heading bug on the lubber line.
+voltage when the heading bug is to the right
of the lubber line and ACU DATUM is set to NORMAL in
configuration.
Century Flight Director Input
Reserved
Bendix King Flight Director Input
When the EFD1000 is configured for ACU FD TYPE = 0 the ACU will accept Bendix King
Flight Director output levels emulating the KI-256 Artificial Horizon Indicator.
Pitch Scaling:
0Vdc = null, -4.3Vdc = 10º up, +6.0Vdc = 10º down
Roll Scaling:
0Vdc = null, -0.6Vdc = 10º right, +0.6Vdc = 10º left
Load:
6650 ohms across single ended input
Cessna ARC Flight Director Input
Reserved
Flight Director Valid Input
A single high level valid discrete supplied by the flight director computer indicating
validity of the command bar signals to the ACU.
Valid:
Invalid:
DOCUMENT # A-01-126-00
Greater than 5Vdc
Less than 2Vdc
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EFD1000 Installation Manual
Flight Director Engaged Input
A single high level valid discrete indicating the pilot has engaged the flight director.
Engaged:
Greater than 5Vdc
Disengaged:
Less than 2Vdc
Heading Valid Output
Active low discrete output indicating the PFD directional gyro is valid.
Valid:
Sinks to ground
Invalid:
Open
Load Current:
100ma maximum
GPS Selected Output
Active low discrete output indicating GPS1 or GPS2 is the current coupled sensor on the
HSI.
GPS coupled:
Sinks to ground
Load Current:
100ma maximum
GPS not coupled:
8.2.5
Open
ARINC 429 GPS Output
The ACU transmits the following labels on P3 pins 4 and 5 for GPS receivers and
systems that require low speed ARINC 429 Magnetic Heading.
ARINC Label
PFD Data
Label 100
Selected Course
Label 320
Magnetic Heading
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EFD1000 Installation Manual
8.3 PFD Pin Out
Pin Number
Name
Input / Output
Function
1
POWER
-
Main DC power input for the unit
2
POWER
-
“
3
POWER
-
“
4
GND
-
Main DC ground for the unit
5
GND
-
“
6
GND
-
“
7
Digital_Discrete
OUTPUT
Altitude alert (Sonalert) discrete
8
RS232_RX1
INPUT
RS-232 Based GPS Receiver
9
Reserved
-
Future Expansion
10
“
-
“
11
“
-
“
12
“
-
“
13
“
-
“
14
“
-
“
15
“
-
“
16
ARINC_RX1A
INPUT
ARINC Receiver 1
17
ARINC_RX1B
INPUT
ARINC Receiver 1
18
ARINC_RX2A
INPUT
ARINC Receiver 2
19
ARINC_RX2B
INPUT
ARINC Receiver 2
20
ARINC_RX3A
INPUT
ARINC Receiver 3
21
ARINC_RX3B
INPUT
ARINC Receiver 3
22
ARINC_RX4A
INPUT
ARINC Receiver 4
23
ARINC_RX4B
INPUT
ARINC Receiver 4
24
Reserved
-
Future Expansion
25
Reserved
-
Future Expansion
26
ARINC_TX1A
OUTPUT
ARINC Transmitter 1
27
ARINC_TX1B
OUTPUT
ARINC Transmitter 1
28
Reserved
-
Future Expansion
29
Reserved
-
“
30
RSM_A
-
RSM Connection
31
RSM_B
-
“
32
RSM_C
-
“
33
RSM_D
-
“
34
RSM_E
-
“
35
RSM_F
-
“
36
RSM_G
-
“
37
Reserved
-
Future Expansion
38
“
-
“
39
“
-
“
40
“
-
“
41
CONFIG_A
-
Configuration Module connection
42
CONFIG_B
-
“
43
CONFIG_C
-
“
44
CONFIG_D
-
“
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EFD1000 Installation Manual
Figure 8.1 - PFD Connector (as viewed from rear of unit)
8.4 RSM Pin Out
Pin Number
Name
Input / Output
Function
1
RSM_A
-
RSM Connection
2
RSM_B
-
RSM Connection
3
RSM_C
-
RSM Connection
4
RSM_D
-
RSM Connection
5
RSM_E
-
RSM Connection
6
RSM_F
-
RSM Connection
7
RSM_G
-
RSM Connection
Figure 8.2 - RSM Connector (as viewed from front of male pin side)
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EFD1000 Installation Manual
8.5 Configuration Module Pin Out
Pin Number
Name
Input / Output
Function
1
Config_A
-
CM Connection
2
Config_B
-
CM Connection
3
Config_DC
-
CM Connection
4
Config_C
-
CM Connection
5
Config_S
-
Shield Ground
Figure 8.3 - Configuration Module Connector (Install side)
8.6 ACU Pin Out
Pin Number
Name
Input / Output
Function
J1-1
429RX2A
INPUT
ARINC 429 Port 2 Receive A
J1-2
429RX2B
INPUT
ARINC 429 Port 2 Receive B
J1-3
PWR-COM
-
Power Common
J1-4
GPS+LT
INPUT
GPS Lateral Dev Input (-)
J1-5
GPS-LATFLG
INPUT
GPS Lateral Flag Input (-)
J1-6
GPS+DN
INPUT
GPS Vertical Dev Input (-)
J1-7
GPS+FR
INPUT
GPS TO/FROM Input
J1-8
GPS-VERTFLG
INPUT
GPS Vertical Dev Flag (-)
J1-9
Reserved
-
Reserved
J1-10
+11 to 32Vdc
-
Aircraft Primary Power
J1-11
GPS+RT
INPUT
GPS Lateral Dev Input (+)
J1-12
GPS+LATFLG
INPUT
GPS Lateral Flag Input (+)
J1-13
GPS+UP
INPUT
GPS Vertical Dev Input (+)
J1-14
GPS+TO
INPUT
GPS TO/FROM Input
J1-15
GPS+VERTFLG
INPUT
GPS Vertical Flag (+)
Figure 8.4 - J1 Connector (as viewed from front of unit)
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EFD1000 Installation Manual
Pin Number
Name
Input / Output
J2-1
COMPOSITE
INPUT
VOR/LOC Composite input
J2-2
/ILS-ENERGIZE
INPUT
Active Low input from VHF Nav Rx
J2-3
/Spare-Disc1
INPUT
Spare Discrete Input
J2-4
/BACK-CRS-OUT
J2-5
/ILS-ENERGIZE-OUT
J2-6
/FCS-LOC-IN
J2-7
/OBS-LEG-IN
J2-8
Reserved
OUTPUT
Function
Open collector output to drive the back
course sense circuit of an autopilot
OUTPUT
Active Low Output when ILS Selected or
GPS Appr Active
INPUT
INPUT
Low Input from GPS when Appr Selected
Active Low from GPS when GPS OBS
mode selected
INPUT
Flight Director Engaged (command bars
J2-9
FD-ENGAGED
J2-10
FD-ROLL2
INPUT
Roll input for ARC and Bendix
J2-11
+VLOCFLG-OUT
INPUT
Valid VHF Nav VOR or Localizer signal
in view when active)
J2-12
+GS-IN
INPUT
Glideslope deviation from VHF Nav Rx
J2-13
+GSFLG-IN
INPUT
Glideslope flag from VHF Nav Rx
J2-14
FD-PITCH-COM
INPUT
Pitch Signal common for all FD types
J2-15
FD-ROLL-COM
INPUT
Roll Signal common for all FD types
J2-16
+UP
OUTPUT
Vertical output to autopilot (H)
J2-17
+VERT-FLG
OUTPUT
Vertical output flag (H)
J2-18
+RT
OUTPUT
Lateral deviation output
J2-19
ACU #1/#2
INPUT
Spare Discrete Input
J2-20
COMPOSITE-COM
-
VOR/LOC common
J2-21
Reserved
-
Spare Discrete Input
J2-22
Reserved
-
Spare Discrete Input
J2-23
Reserved
-
Reserved
INPUT
J2-24
APPR-ACT
J2-25
HEADING VALID
OUTPUT
J2-26
Reserved
-
Active Low input from GPS when GPS
approach mode activated
Active Low Output when Heading Valid
J2-27
FD-VALID
INPUT
Flight Director Active High valid
J2-28
FD-PITCH2
INPUT
Pitch Input for ARC Flight Director
J2-29
Reserved
-
J2-30
-VLOCFLG-OUT
-
Common
J2-31
-GS-IN
INPUT
Glideslope deviation from VHF Nav Rx
J2-32
-GSFLG-IN
INPUT
Glideslope flag from VHF Nav Rx
J2-33
FD-PITCH1
INPUT
Pitch Input for Century and Bendix FD
J2-34
FD-ROLL1
INPUT
Roll Input for Century FD
J2-35
+DN
OUTPUT
Vertical output to autopilot (L)
J2-36
-VERT-FLG
OUTPUT
Vertical output flag (L)
J2-37
+LT
OUTPUT
Lateral deviation output
Figure 8.5 - J2 Connector (as viewed from front of unit)
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EFD1000 Installation Manual
Pin Number
Name
Input / Output
Function
J3-1
429RX1A
INPUT
ARINC 429 Port 1 Receive A
J3-2
429TX1A
OUTPUT
ARINC 429 Port 1 Transmit A
J3-3
CRS-DATUM
OUTPUT
Course Datum output
J3-4
429TX2A
OUTPUT
ARINC 429 Port 2 Transmit A
J3-5
429TX2B
OUTPUT
ARINC 429 Port 2 Transmit B
J3-6
OBS-SIN
OUTPUT
Sin of selected course angle (L)
J3-7
OBS-COS
OUTPUT
COS of selected course angle (L)
J3-8
ROTOR-C
OUTPUT
OBS sin/cos excitation (L)
J3-9
+15V-EXT-OUT
OUTPUT
Internal +15Vdc reference
J3-10
SIGNAL-COM
-
Signal ground
J3-11
HDG/CRS-COM
-
Signal ground
J3-12
Reserved
-
Reserved
J3-13
Reserved
-
Reserved
J3-14
429RX1B
INPUT
ARINC 429 Port 1 Receive B
J3-15
429TX1B
OUTPUT
ARINC 429 Port 1 Transmit B
J3-16
SIGNAL-COM
-
Signal ground
OUTPUT
Active Low signal to drive GPS and
J3-17
GPS SELECTED
J3-18
OBS+SIN
OUTPUT
Sin of selected course angle (H)
J3-19
OBS+COS
OUTPUT
Cos of selected course angle(H)
J3-20
ROTOR-H
INPUT
OBS sin/cos excitation (H)
-
26Vac reference to emulate an ARINC
Autopilot inputs.
J3-21
ARINC-HDG-CRS-EXT
J3-22
HDG-DATUM
OUTPUT
Heading Datum output
J3-23
HDG-CRS-DATUM-EXT
INPUT
Heading/Course Datum excitation input
J3-24
Reserved
-
Reserved
J3-25
HDG-CRS-OFST
synchro interface
INPUT
Heading/Course Datum excitation
offset input
Figure 8.6 - J3 Connector (as viewed from front of unit)
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EFD1000 Installation Manual
9 Installation Wiring Diagrams
The following Section contains wiring diagrams for common interfacing equipment to the PFD,
ACU, RSM, and Configuration Module. Although the list of interfacing equipment is quite extensive
it does not cover all compatible equipment. For interfaces that are installed but not shown it is
required by the ICA’s that a drawing be made and inserted into Appendix D of this document.
All other drawings used from this section by the installer must be copied and inserted into
Appendix D.
There will be some GPS receivers not shown on these drawings that will be compatible with the
EFD1000 system. The EFD1000 is compatible with ARINC 429, RS-232, and analog GPS receivers.
For flight plan information to be presented on the PFD an RS-232 or ARINC 429 interface is
required. Should an RS-232 or ARINC 429 bus not be available or incompatible then the GPS can
still be connected to the EFD1000 system using analog signals to drive the HSI deviation
indications. In this situation, GPS flight plan data will not be available. It will be up to the installer
to verify the interface is fully functional by performing a complete ground check of the system.
There are also VLOC receivers not shown in these drawings that can be connected either by ARINC
429 to the PFD or through VOR composite video and the ACU. Any radio with a nominal output of
0.5Vrms VOR or 0.35Vrms Localizer composite video format are supported. It will be up to the
installer to verify the interface is fully functional by performing a complete ground check of the
system.
The EFD1000 Pro with ACU emulates a Bendix King KI-525A HSI by providing outputs for HDG
Datum and CRS Datum to an autopilot. The EFD1000 is compatible with any autopilot that is
compatible with a KI-525A HSI. Should connections be made to an autopilot not shown in these
drawings the installer must verify the interface is fully functional by performing a complete ground
and flight check of the system per the autopilot manufacturer’s installation manual or maintenance
instructions.
The EFD1000 Pro with ACU also emulates the Bendix King KI-254 and KI-256 flight director
indicators. All autopilots that output flight director signals that are KI-254/256 compatible are
also compatible with the EFD1000 flight director display.
To begin planning the electrical installation, select the drawing in the list below preceded by an “*”
that matches the aircraft equipment configuration, and then wire as shown. GPS1, GPS2, NAV1,
NAV2, and the autopilot are options on each page. Simply make the connections to the equipment
you plan to install and omit the units from the drawing you don’t. You will configure the system
later based upon the Configuration ID#s shown in the Configuration Matrix on each drawing.
Aspen Avionics Inc. uses the terms “GNAV” when referring to a combination GPS/VLOC Receiver all
in one unit (i.e., GNS-430), “GPS” for a standalone GPS Receiver (i.e., GNS-400, KLN90B), and
“VLOC” for stand alone VOR/Localizer equipment (i.e. KX-55, SL30).
DOCUMENT # A-01-126-00
PAGE 83-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
NOTE : Although the drawings show the complete interface of connected equipment to the
EFD1000 System, they do not show the complete connections for non-EFD1000
equipment. Please consult other manufacturers’ reference documents for their
complete interface to the aircraft.
List of Wiring Diagrams
Figure
Installation Drawing
9.1
EFD1000 Main Connections
9.3
Decision Height (DH) –Reserved
9.2
*9.4
*9.5
*9.6
*9.7
85
ACU Main Power
86
Pilot Digital RS-232 Interface
87
86
Pilot Digital ARINC 429 Interface
87
Pro Single Digital with autopilot
89
Pro Single Digital with “Tracker” or No autopilot
*9.8
Pro Digital/Analog Mix with and w/o autopilot
*9.9A
Pro Dual Digital with autopilot
*9.9
Page
88
90
Pro Dual Digital without autopilot
91
*9.10
Pro ARINC 429 GPS & Dual Analog VLOC with and w/o autopilot
93
*9.11A
CNX-80/GNS-480 with and w/o NAV2 and AP
95
KLN89/B & KLN94 Interface
97
*9.11
9.11B
9.12
9.13
Pro Legacy GPS & Analog VLOC with and w/o autopilot
CNX-80/GNS-480 RS-232 and Analog Interface
KLN-90/A/B RS-232 (only if ARINC 429 unavailable)
9.14
Apollo GX-55/65 Interface
9.16
KI-525A Emulation Bendix/King autopilots
9.15
Analog NAV/VLOC Interface
9.17
KI-525A Emulation S-TEC autopilots
9.19
NSD-360A Emulation Cessna ARC autopilots - Reserved
9.18
9.20
92
94
96
98
99
100
101
102
NSD-360A Emulation Century autopilots - Reserved
103
KI-256 Flight Director Emulation Bendix/King
105
G-550A Flight Director Emulation ARC – Reserved
106
104
9.21
52C77 Flight Director Emulation Century - Reserved
9.23
KI-256 Emulation S-TEC 55X with no existing FD
107
Back-Up NAV Indicator (internal converter)
108
9.22
9.23A
9.24
9.25
9.26
DOCUMENT # A-01-126-00
KI-256 Emulation S-TEC 60/65 with no existing FD
Back-Up NAV Indicator (OBS Resolver)
Back-Up NAV/GPS Indicator (OBS Resolver)
PAGE 84-202
© Copyright 2008 Aspen Avionics Inc.
105
107
109
110
Revision C
DOCUMENT # A-01-126-00
PAGE 85-202
© Copyright 2008 Aspen Avionics Inc.
CHASSIS
STUD
Black
Brown
Orange
Red
24 AWG
24 AWG
GROUND STRAP
8 INCHES
30
31
32
33
34
35
36
RSM_A
RSM_B
RSM_C
RSM_D
RSM_E
RSM_F
RSM_G
7
DIGITAL_OUT
41
42
43
44
4
5
6
GND
GND
GND
CONFIG_A
CONFIG_B
CONFIG_C
CONFIG_D
1
2
3
P1
POWER
POWER
POWER
(44 PIN F D-SUB
AMP P/N 1658683-1 WITH
AMP P/N 1658686 PINS)
EFD1000
CONNECTOR
4
+
CONFIG_A
CONFIG_B
CONFIG_D
CONFIG_C
CONFIG_S
1
2
3
4
5
6
7
RSM_A
RSM_B
RSM_C
RSM_D
RSM_E
RSM_F
RSM_G
HIROSE
SR30-10JF-7S(71)
To Battery Buss
14-28Vdc
SHIELD TERMINATES TO
“METAL CLAMPER” WITHIN
CONNECTOR
RSM CONNECTOR
BREAKER
7.5A
Figure 9.1 EFD1000 Main Connections
22 or 24 AWG X 7 WIRES PFD to RSM
7 CONDUCTOR SHIELDED WIRE
RSM SHIELDING EXTENDS WITHIN
CONNECTORS
1
2
3
4
5
Molex P/N 50-57-9045
CONFIGURATION
MODULE
CONNECTOR
CONNECT TO BOLT ON PFD
BRACKET (BACKSIDE OF PANEL) AIRFRAME GROUND
GROUND TERMINAL WIRE
LENGTH 12 INCHES MAX
Pigtail Assembly
A-08-144-00-A
-
Sonalert
(Optional)
20 AWG
20 AWG
EFIS Master
Switch is
optional
4
3
2
1
Note wires cross and are not in numerical order
Connect to airframe ground with as short a conductor
as possible.
Connect ground lugs to airframe ground with as short
a conductor as possible.
All wires in this manual are 22 AWG unless otherwise
noted.
HIRF/ LIGHTNING OVER BRAID OR
DOUBLE SHIELDED WIRE
TINNED COPPER OVERBRAID
DABURN P/N 2350-X or Equiv.
TWISTED SHIELDED PAIR 22 AWG
M27500-22SD1T23 or Equiv.
SINGLE SHIELDED 22 AWG
M27500-22SD1T23 or Equiv.
SINGLE UNSHIELDED
MIL-W-22759 or Equiv.
SINGLE UNSHIELDED
MIL-W-22759 or Equiv.
Wire Types in this Manual
EFD1000 Installation Manual
Revision C
EFD1000 Installation Manual
LABEL
ACU #1
ACU
P1
+14VDC/+28VDC IN
1
All wires are 22 AWG unless otherwise
noted.
2
2 amp circuit breaker MS26574-2 or
equivalent. Connect to avionics bus or
battery bus if no avionics bus exists.
2A
10
2
AIRCRAFT GROUND 3
3
Optional – ACU #2 is only required
LABEL
ACU #2
P1
+14VDC/+28VDC IN
ACU Chassis must be connected to
airframe ground for proper operation. If
ACU case is not grounded by mounting
to metal shelf or attachment point then a
ground wire from case to airframe
ground must be installed.
ACU#2
when dual Analog VHF Navigation
receivers are installed.
2A
10
AIRCRAFT GROUND 3
2
Figure 9.2 ACU Input Power
Figure 9.3 Decision Height (DH) Interface
DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
DOCUMENT # A-01-126-00
PAGE 87-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
DOCUMENT # A-01-126-00
PAGE 88-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
GNAV #1
EFD1000
2
Over Braid or
Double Shield
429 GPS RX1A
429 GPS RX1B
1
16
GNS430(W)(AW)
GNS530(W)(AW)
P4001
P5001
P4006
_
46
17
_
47
P5006
_
46
_
47
ACU
P1
429 RX2A
429 RX2B
1
2
_
24
_
23
P3
3
429 TX2A
4
48(50)
429 TX2B
5
49(51)
_
_
_
_
3
48(50)
24
23
_
_
49(51)
1
Over Braid or
Double Shield
VLOC/ACU RX2A 18
VLOC/ACU RX2B 19
Autopilot
P3
2
429 TX1A
15 429 TX1B
PFD 429 TX1A
26
1
PFD 429 TX1B
27
14 429 RX1B
1
2
429 RX1A
A
U
T
O
P
I
L
O
T
Over shield or over braid required on this wire
bundle to comply with HIRF & Lightning. Extend
within back shell if possible. Ground at both ends.
Configure GNS-430/530 Out for “Low GAMA 429
Graphics w/Int”, IN for “Low Sandel EHSI”,
VNAV for “Enable Labels”
3
Use pins 48&49 or 50&51 not both.
4
Refer to manufacturers’ installation manual for
complete interface. Drawing is for reference only.
See Figure:
9.16 for Bendix King
9.17 for S-TEC
9.18 Reserved
9.19 Reserved
9.20 & 9.21 Flight Director
Configuration Matrix
(see Section 10)
ID#1 ID#2 Description
B
NONE GNS430, No GPS2
With Autopilot
*GNS530 uses same config as GNS430
Figure 9.7 Pro Single Digital w/ Autopilot Interface
DOCUMENT # A-01-126-00
PAGE 89-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
GNAV #1
EFD1000
GNS530(W)(AW)
GNS430(W)(AW)
Over Braid or
Double Shield
P4001
1
429 GPS RX1A
429 GPS RX1B
16
P4006
17
1
_
429 VLOC RX2B 19
_
_
47
_
24
_
P5006
46
_
47
429 VLOC RX2A 18
P5001
_
46
2
_
23
24
23
ACU
P3
3
429 TX2A
4
48(50)
429 TX2B
5
49(51)
_
3
48(50)
_
49(51)
_
_
1
Over Braid or
Double Shield
ACU RX4A
22
ACU RX4B
23
RS-232/Analog GPS #2 - optional
P3
2
429 TX1A
15 429 TX1B
G
P
S
To
EFD1000
Pin 8
RS-232 Flight Plan
9.12 for KLN89/B & KLN94
9.13 for KLN-90/A/B
9.14 for GX-50/60 & GX-55/65
#
2
1
2
PFD 429 TX1A
26
1
PFD 429 TX1B
27
14 429 RX1B
4
See Figure 9.24, 9.25, 9.26 for
Back-Up NAV recommendations.
5
V
L
O
C
Configure GNS-430/530 Out for “Low
GAMA 429 Graphics w/Int”, IN for “Low
Sandel EHSI”, VNAV for “Enable Labels”
Use pins 48&49 or 50&51 not both.
I
N
P
U
T
Analog VLOC #2 - optional
Over shield or over braid required on
this wire bundle to comply with HIRF
& Lightning. Extend within back shell
if possible. Ground at both ends.
3
429 RX1A
See Figure 9.15 for:
(see Section 10)
ID#1 ID#2 Description
A
D
A
F
A
H
GNS430, No GPS2,
NAV2
GNS430, GPS2,
No NAV2
GNS430, GPS2,
NAV2
KX-155(A) &165(A)
KN-53
KX-170A/170B/175/175B
SL-30
#
2
I
N
P
U
T
Optional
Back-Up
Nav
Indicator
4
Refer to manufacturers’ installation
manual for complete interface.
Drawing is for reference only.
Configuration Matrix
See Figure:
Autopilot-optional
A
U
T
O
P
I
L
O
T
See Figure:
9.16 for Bendix King
9.17 for S-TEC
9.18 Reserved
9.19 Reserved
9.20 & 9.21 Flight Director
*GNS530 uses same config as GNS430
Configuration is identical for autopilot and no
autopilot interfaces
Figure 9.8 Pro Digital & Analog Mix with and w/o Autopilot Interface
DOCUMENT # A-01-126-00
PAGE 90-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
DOCUMENT # A-01-126-00
PAGE 91-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
GNAV #1
2
EFD1000
Over Braid or
Double Shield
429 GPS RX1A
429 GPS RX1B
1
16
GNS430(W)(AW)
GNS530(W)(AW)
P4001
P5001
46
17
47
ACU
P4006
_
_
P5006
_
46
_
47
P1
429 RX2A
429 RX2B
_
1
_
2
P3
429 TX2A
4
3
48(50)
429 TX2B
5
49(51)
24
23
_
24
_
_
3
48(50)
_
49(51)
23
_
_
1
Over Braid or
Double Shield
VLOC/ACU RX2A 18
Autopilot
P3
2
429 TX1A
15 429 TX1B
VLOC/ACU RX2B 19
429 RX1A
EFD 429 TX1A
26
1
EFD 429 TX1B
27
14 429 RX1B
See Figure:
A
U
T
O
P
I
L
O
T
9.16 for Bendix King
9.17 for S-TEC
9.18 Reserved
9.19 Reserved
9.20 & 9.21 Flight Director
GNAV #2
5
Optional
Back-Up
Nav
Indicator
Over Braid or
Double Shield
GNS430(W)(AW)
P4001
1
429 GPS RX3A
20
46
429 GPS RX3B
21
47
429 VLOC RX4A
22
1
429 VLOC RX4B
_
_
23
P4006
_
_
24
23
2
GNS530(W)(AW)
P5001
46
47
_
_
P5006
_
_
24
23
4
3
48(50)
49(51)
_
3
48(50)
_
49(51)
_
_
Configuration Matrix
(see Section 10)
ID#1 ID#2 Description
B
A
B
C
B
M
GNS430, GNS430
With Autopilot
GNS430, GNS400
With Autopilot
GNS430, GNS480
With Autopilot
*GNS530 uses same config as GNS430
*GNS500 uses same config as GNS400
Contact Aspen Avionics product support for
additional configuration ID’s if your
configuration is not shown.
1 Over shield or over braid required on this wire
bundle to comply with HIRF & Lightning.
Extend within back shell if possible. Ground at
both ends.
2 Configure GNS-430/530 Out for “Low GAMA
429 Graphics w/Int”, IN for “Low Sandel
EHSI”, VNAV for “Enable Labels”,
GNAV#1=LNAV1, GNAV#2=LNAV2
3 Use pins 48&49 or 50&51 not both.
4
If connecting a GPS(GNS400/500) for GNAV
#2 then omit A429 wires to PFD pins 22&23.
5 See Figure 9.24, 9.25, 9.26 for Back-Up
NAV recommendations.
6 Please refer to manufacturers’ installation
manual for complete interface. Drawing is for
reference only.
Figure 9.9A Pro Dual Digital with Autopilot Interface
DOCUMENT # A-01-126-00
PAGE 92-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
DOCUMENT # A-01-126-00
PAGE 93-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
RS-232/Analog GPS #1
EFD1000
To
EFD1000
Pin 8
ACU #1
1
Over Braid or
Double Shield
RS-232 Flight Plan
9.12 for KLN89/B & KLN94
9.13 for KLN-90/A/B
9.14 for GX-50/60 & GX-55/65
P3
429 TX1A
GPS/VLOC RX2A 18
2
GPS/VLOC RX2B 19
15 429 TX1B
See Figure:
G
P
S
I
N
P
U
T
Analog VLOC #1
V
L
O
C
See Figure 9.15 for:
KX-155(A) &165(A)
KN-53
KX-170A/170B/175/175B
SL-30
#
1
Optional
Back-Up
Nav
Indicator
2
3
Autopilot - optional
See Figure:
1
Over Braid or
Double Shield
PFD 429 TX1A
PFD 429 TX1B
26
1
27
14 429 RX1B
429 RX1A
ACU #2
1
A
U
T
O
P
I
L
O
T
9.16 for Bendix King
9.17 for S-TEC
9.18 Reserved
9.19 Reserved
9.20 & 9.21 Flight Director
4
P3
1
Analog VLOC #2
429 RX1A
14 429 RX1B
1
Over Braid or
Double Shield
V
L
O
C
See Figure 9.15 for:
KX-155(A) &165(A)
KN-53
KX-170A/170B/175/175B
SL-30
#
2
429 TX1A
429 VLOC RX4A 22
2
429 VLOC RX4B 23
15 429 TX1B
Optional
Back-Up
Nav
Indicator
2
Configuration Matrix
(see Section 10)
ID#1 ID#2 Description
G
NONE
H
NONE
H
D
GPS1, No NAV1,
No NAV2
GPS1,NAV1,
No NAV2
GPS1, NAV1, NAV2
DOCUMENT # A-01-126-00
1 Over shield or over braid required on this wire
bundle to comply with HIRF & Lightning. Extend
within back shell if possible. Ground at both ends.
2
See Figure 9.24, 9.25, 9.26 for Back-Up
NAV recommendations. If no GPS installed then
One backup NAV indicator is required.
3 Autopilot must be connected to ACU #1
4 Omit ACU #2 if using only 1 Analog Nav.
5 Refer to manufacturers’ installation manual
for complete interface. Drawing is for
reference only.
Figure 9.11 Pro Legacy GPS & Dual Analog VLOC
with and w/o Autopilot Interface
PAGE 94-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
DOCUMENT # A-01-126-00
PAGE 95-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
CNX-80
GNS-480
EFD1000
Over Braid or
Double Shield
RS-232 IN
1
22 RS-232 OUT 2
8
3
ACU
OBS SIN (D)
1
P1
Over shield or over braid
required on this wire bundle to
comply with HIRF & Lightning.
Extend within back shell if
possible. Ground at both ends.
2 P1-22 or P1-5 may be used for
RS232 TX. The output must be
configured for MAPCOM (9600)
P3
P7
18
7
GND MAINT
MISCELLANEOUS SETUP:
CDI SELECT KEY set to
IGNORE
Note: the CDI button and any
external CDI select switch will
no longer toggle the CDI
window on the 80/480. CDI will
be dedicated to the GPS.
4 The CNX-80/GNS-480 must not
be connected using the ARINC
429 interface. Required labels
are missing to provide a
satisfactory interface.
5 Refer to manufacturers’
installation manual for complete
interface. Drawing is for
reference only.
OBS_D
OBS SIN (E)
6
26
OBS_E
OBS COS (F)
19
16
OBS_F
OBS COS (G)
7
34
OBS_G
ROTOR (H)
20
24
OBS_H
8
25
OBS_C
ROTOR (C)
GPS MODE SEL 17
3 The CNX-80/GNS-480 must be
configured as follows to prevent
misleading information on the
PFD:
SERIAL GND
N/C
P2
P5
/FCS-LOC
6
/OBS-LEG
7
63
SUSP
/APPR ACTIVE
24
61
APPR ACTIVE
N/C
P1
GPS +TO
14
47
AUX CDI + TO
GPS +FR
7
48
AUX CDI + FROM
GPS +RT
11
46
AUX CDI + RIGHT
AUX CDI + LEFT
GPS +LT
4
45
GPS +UP
13
50
AUX GS + UP
GPS +DN
6
51
AUX GS + DOWN
GPS LAT FLG +
12
49
AUX CDI + VALID
GPS LAT FLG -
5
54
AUX CDI - VALID
GPS Vert FLG +
15
52
AUX VDI + VALID
GPS Vert FLG -
8
55
AUX VDI - VALID
P2
P7
1
20
19
37
COMPOSITE OUT
COMPOSITE GND
2
33
ILS ENERGIZE
NAV Composite
Composite GND
/ILS Engage
GS +UP
12
30
MAIN GS + UP
GS +DN
31
31
MAIN GS + DOWN
GS +FLG
13
28
MAIN GS + VALID
32
32
MAIN GS - VALID
GS -FLG
Figure 9.11B CNX-80/GNS-480 RS-232 and Analog Interface
DOCUMENT # A-01-126-00
PAGE 96-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
KLN89/B
KLN94
EFD1000
Over Braid or
Double Shield
RS-232 IN
1
P1
2
8
RS-232 OUT
ACU
1 Over shield or over braid
required on this wire bundle to
comply with HIRF & Lightning.
Extend within back shell if
possible. Ground at both ends.
2 Refer to manufacturers’
installation manual for complete
interface. Drawing is for
reference only.
P3
P2
OBS SIN (D)
18
36 OBS RESOLVER COS
OBS SIN (E)
6
OBS COS (F)
19
37 AC GROUND
OBS COS (G)
7
35
ROTOR (H)
20
34 OBS RESOLVER OUT
ROTOR (C)
8
GPS MODE SEL
17
OBS RESOLVER SIN
31 GPS DISPLAYED
P2
17
/FCS-LOC
6
/OBS-LEG
7
/APPR ACTIVE
24
18
N/C
FCS LOC /ENG
P1
APPR ACTIVE
P1
P2
GPS +TO
14
32
+TO
GPS +FR
7
33
+FROM
GPS +RT
11
12
D-BAR +RT
GPS +LT
4
11
D-BAR +LT
GPS +UP
13
13
Vert +UP
GPS +DN
6
14
Vert +DN
GPS LAT FLG +
12
10
LAT FLG +
GPS LAT FLG -
5
11
LAT FLG -
GPS Vert FLG +
15
12
Vert FLG +
GPS Vert FLG -
8
13
Vert FLG -
P1
Figure 9.12 KLN89/B & KLN94 RS-232 and Analog to ACU Interface
DOCUMENT # A-01-126-00
PAGE 97-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
ARINC 429 is the preferred connection – see Figure 9.10
KLN-90/A/B
EFD1000
Over Braid or
Double Shield
RS-232 IN
P901
1
13 RS-232 OUT
8
ACU
P3
OBS SIN (D)
2
37 OBS RESOLVER COS
18
OBS SIN (E)
6
OBS COS (F)
19
27 AC GROUND
OBS COS (G)
7
26 OBS RESOLVER SIN
ROTOR (H)
20
31 OBS RESOLVER OUT
ROTOR (C)
8
GPS MODE SEL 17
1
GPS DISPLAYED
P2
1
2
3
4
Over shield or over braid
required on this wire bundle to
comply with HIRF & Lightning.
Extend within back shell if
possible. Ground at both ends.
KLN-90B ONLY. These pins
are not connected on KLN-90
and KLN90A units.
If existing installation has
external OBS/LEG switch then
splice as shown. If not, then
just connect ACU P2-7 to
KLN90B pin 33.
Refer to manufacturers’
installation manual for complete
interface. Drawing is for
reference only.
/FCS-LOC
6
17
FCS LOC /ENG
/APPR ACTIVE
24
16
APPR ACTIVE
/OBS-LEG
7
33
/OBS-LEG
P1
Existing
OBS/LEG
switch
3
GPS +TO
14
21
+TO
GPS +FR
7
20
+FROM
GPS LAT FLG +
12
19
NAV FLG +
GPS LAT FLG -
5
GPS +LT
4
25
D-BAR +LT/NAV FLG-
GPS +RT
11
22
D-BAR +RT
GPS +UP
13
N/C
GPS +DN
6
N/C
GPS Vert FLG +
15
N/C
GPS Vert FLG -
8
N/C
Figure 9.13 KLN-90/A/B RS-232 and Analog to ACU Interface
DOCUMENT # A-01-126-00
PAGE 98-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
GX-50/55/60/65
EFD1000
Over Braid or
Double Shield
GX-55 GX-50
GX-65 GX-60
1
8
RS-232 IN
P1
P1
6
5
RS-232 OUT
ACU
2
P2
/OBS-LEG
/APPR ACTIVE
_
7
_
24
34
OBS(HOLD)
15
ACTIVE
28
Vert FLG+
29
Vert FLG-
30
Vert UP+
31
Vert DN+
P1
GPS Vert FLG+
GPS Vert FLGGPS +UP
1
_
15
_
8
_
13
_
GPS +DN
6
GPS +TO
14
2
12
+TO
GPS +FR
7
9
11
+FROM
GPS +RT
11
4
13
D-BAR +RT
GPS +LT
4
5
14
D-BAR +LT
GPS LAT FLG+
12
11
10
FLG+
GPS LAT FLG-
5
10
29
FLG-
Over shield or over braid required on this wire
bundle to comply with HIRF & Lightning. Extend
within back shell if possible. Ground at both ends.
2
The GX-50/55/60/65 do not have an OBS
connection.
3
The GX-50/60 share pin 29 between Vert FLGand NAV FLG-.
3
3
4
Configure RS-232 TX Port for “MovMap” in
GPS.
5
Refer to manufacturers’ installation manual
for complete interface. Drawing is for
reference only.
Figure 9.14 GX-50/60 & GX-55/65 RS-232 and Analog to ACU Interface
DOCUMENT # A-01-126-00
PAGE 99-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
ACU
KX155A
KX165A
KX155
KX165
KX170A/
170B/175B
P2
P401
P901
A1
A2
P171
NAV Composite
1
H
_
H
_
3
Composite GND
20
/ILS Engage
2
8
_
8
_
4
15 - S
_
15 - S
_
GS +UP
12
_
GS +DN
31
_
16 - T
_
GS +FLG
13
_
17 - U
_
GS -FLG
32
_
14 - R
_
1
16 - T
_
17 - U
_
14 - R
_
3
2
1
See manufacturers’ documentation for KN-70 and
KN-73 Glideslope connections.
1 KX155/165 Nav units have dual GS outputs. Use
“Numbered” or Lettered pins, not both.
3
2 Glideslope interface is for units with GS option.
4 Refer to manufacturers’ installation manual for
complete interface. Drawing is for reference only.
ACU
KN-53
SL-30
P2
P532
P1
NAV Composite
1
8
19
Composite GND
20
15
37
/ILS Engage
2
12
33
GS +UP
12
P
30
GS +DN
31
14
31
GS +FLG
13
13
28
GS -FLG
32
R
32
1
1
2
Configure SL-30 for “Converter” in Set-Up Mode.
The SL-30 cannot be connected to a back-up NAV
indicator through the anlalog L/R/T/F outputs. Only
a backup NAV indicator connected to the
composite output will function.
Refer to manufacturers’ installation manual for
complete interface. Drawing is for reference only.
Figure 9.15 ANALOG NAV Interface
DOCUMENT # A-01-126-00
PAGE 100-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
DOCUMENT # A-01-126-00
11
9
23
CRS/HDG COM
+15 OUT
HDG-CRS EXT
PAGE 101-202
© Copyright 2008 Aspen Avionics Inc.
2
1
_
P3
17
/GPS MODE SEL
5
11
25
HDG VALID
N/C
7
5
/ILS ENERGIZE
_
1
B
_
_
_
_
_
U
_
17
20
19
W
X
P1901
_
_
_
_
_
_
_
Y
21
19
V
_
_
_
_
c
AA
D
C
K
M
_
_
_
_
_
_
_
_
P2951
_
P1902
4 KFC-250/275 HDG & CRS Datum for 3"
Instruments (KCS-55A) only.
If the existing DG/HSI is to remain in the
aircraft do not parallel HDG/CRS Datum with
ACU. Cap and Stow at DG/HSI.
ACU HSI TYPE = 0
(see Section 10)
Bendix King Autopilot to ACU Interface
Figure 9.16 KI-525A Emulation
3
Configuration Matrix
_
_
_
_
_
_
_
_
C
_
_
11
7
_
_
_
24
_
23
25
26
28
_
M
_
A
2
_
P2251
_
_
_
_
_
22
_
_
_
_
_
_
_
_
10
27
28
11
_
_
_
_
_
_
_
_
_
_
P2202
3
_
2
17
16
33
32
P2201
_
_
_
C
_
A
H
M
S
W
J2
KFC-275
5
GPS Mode Sel if connected on a WAAS
capable GPS will not allow the vertical
mode to couple. Can be connected on all
other GPS units.
_
c
AA
D
C
K
M
_
_
_
_
_
_
_
_
J1
KFC-250
5
6 Refer to manufacturers’ installation
manual for complete interface. Drawing
is for reference only.
5
34
_
_
15
14
52
12
_
_
_
_
47
46
_
_
16
_
P2252
KFC-225
W
H
P2952
KFC-200
See Flight Director section Figure 9.20 for
command bar interface.
26
_
_
12
31
10
9
_
_
_
_
_
_
17
_
P1402
KFC-150
Autopilot can only be connected to ACU #1 in a
dual ACU configuration.
_
_
36
_
-VERT FLG
16
+UP
23
_
17
30
- LAT FLG
22
35
11
+ LAT FLG
24
+DN
37
+ LEFT
25
27
_
2
_
P1401
KAP-140
+VERT FLG
18
+ RIGHT
P2
22
HDG DATUM
P3
3
1
CRS DATUM
4
ACU
List of Autopilot interfaces shown is Not All Inclusive
EFD1000 Installation Manual
Revision C
DOCUMENT # A-01-126-00
PAGE 102-202
© Copyright 2008 Aspen Avionics Inc.
2
1
9
23
+15 OUT
HDG-CRS EXT
11
30
16
35
17
36
5
+ LAT FLG
- LAT FLG
+UP
+DN
+VERT FLG
-VERT FLG
/ILS ENERGIZE
/GPS MODE SEL
37
+ LEFT
17
P3
18
+ RIGHT
P2
22
11
HDG DATUM
CRS/HDG COM
3
P3
CRS DATUM
1
N/C
ACU HSI TYPE = 0
(see Section 10)
Configuration Matrix
CRS/HDG Datum is wired to simulate a KI-525A
HSI. If existing HSI is other than KI-525A then
autopilot needs to be modified to accept KI525A
inputs or contact Aspen Avionics for other
options.
Autopilot can only be connected to ACU #1 in a
dual ACU configuration.
2
ACU
_
_
_
_
_
_
_
_
26
_
_
42
_
_
_
_
_
_
14
_
9
_
_
49
32
_
_
_
14
_
13
31
30
46
35
13
29
12
44
10
28
31
29
_
7
_
11
P1
_
_
_
2
1
19
18
_
_
_
_
_
_
_
_
_
P2
SYSTEM 55
S-TEC Autopilot to ACU Interface
Figure 9.17 KI-525A Emulation
4 If the existing DG/HSI is to remain in the
aircraft do not parallel HDG/CRS Datum with
ACU. Cap and Stow at DG/HSI.
3 If existing installation had a DG then a jumper
from P1 pin 9 to 10 will need to be removed
from the autopilot. Refer to S-TEC reference
material.
6
P1
P1
8
SYSTEM
40/50
SYSTEM
20/30
_
49
32
_
_
_
_
14
13
31
30
29
12
44
28
11
P1
_
_
16
_
_
_
6
_
24
23
21
37
13
_
19
20
109
_
_
_
58
77
45
46
_
_
_
_
_
_
_
_
_
110
See Flight Director section Figure 9.20, 9.22, or
9.23 for command bar interface.
38
_
_
2
1
19
18
_
_
_
_
_
_
_
_
_
P2
SYSTEM
60-2/65
7 Refer to manufacturers’ installation manual for
complete interface. Drawing is for reference
only.
6 GPS Mode Sel if connected on a WAAS
capable GPS will not allow the vertical
mode to couple. Can be connected on all
other GPS units.
5
SYSTEM
55X
EFD1000 Installation Manual
Revision C
EFD1000 Installation Manual
Figure 9.18 NSD-360A/ NSD-1000 Emulation
Century Autopilot to ACU Interface
DOCUMENT # A-01-126-00
PAGE 103-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
Figure 9.19 NSD-360A/ NSD-1000 Emulation
Cessna ARC autopilot to ACU Interface
DOCUMENT # A-01-126-00
PAGE 104-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
ACU
KI-254
KI-256
P2
P1
P1
FD VALID 27
H
H
FD PITCH COM 14
N
N
FD PITCH 33
L
L
FD ROLL 10
M
M
P
P
FD ROLL COM 15
FD ENGAGE
1
9
AP FD Power
AP CMD Bar Ref
AP CMD Bar Pitch
AP CMD Bar Roll
AP FD Engage
Configuration Matrix
(see Section 10)
Set ACU FD TYPE = 1
1 Existing KI-256/254 Flight Director wiring may
be paralleled with ACU Flight Director input.
(-------) lines are existing aircraft wiring.
2 S-TEC System 55X requires ST-645 p/n
01188-2. S-TEC System 60-2 and 65 require
ST-670 p/n 01180 FD interface unit. See STEC autopilot installation manual for details.
Figure 9.20 KI-254/ KI-256 FD Emulation
Figure 9.21 52C77 FD Emulation
DOCUMENT # A-01-126-00
PAGE 105-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
Figure 9.22 G-550A Emulation Cessna ARC
DOCUMENT # A-01-126-00
PAGE 106-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
14 Volt Aircraft
28 Volt Aircraft
ACU
ACU
P2
ST-645
9
12
23
FD ENGAGE
FD +UP
14
FD +RIGHT
15
FD +DOWN
33
FD +LEFT
10
FD VALID
27
P2
ST-645
9
12
23
FD ENGAGE
FD +UP
14
FD +RIGHT
15
16
FD +DOWN
33
16
21
FD +LEFT
10
21
1
FD VALID
27
2
From AP computer P1-34
or AP/FD Master Switch
P/N 3536
From AP computer P1-34
or AP/FD Master Switch
P/N 3536
Configuration Matrix
(see Section 10)
1
Set ACU FD TYPE = 1
S-TEC System 55X requires ST-645 p/n
01188-2. . See S-TEC autopilot installation
manual for details and complete interface.
Figure 9.23 KI-256 Emulation
S-TEC 55X FD interface with no existing Flight Director
14 Volt Aircraft
28 Volt Aircraft
ACU
P2
ST-670
9
13
FD +UP
14
2
FD +RIGHT
15
FD ENGAGE
ACU
P2
ST-670
9
13
FD +UP
14
2
FD +RIGHT
15
FD ENGAGE
FD +DOWN
33
9
FD +DOWN
33
10
9
FD +LEFT
1
FD +LEFT
10
FD VALID
27
1
3
FD VALID
27
4
From Annunciator P/N
0141 pin 5 or FD Master
Switch
Configuration Matrix
(see Section 10)
Set ACU FD TYPE = 1
From Annunciator P/N
0141 pin 5 or FD Master
Switch
1
S-TEC System 60/65 requires ST-670 p/n
01180. See S-TEC autopilot installation
manual for details and complete interface.
Figure 9.23A KI-256 Emulation
S-TEC 60/65 FD interface with no existing Flight Director
DOCUMENT # A-01-126-00
PAGE 107-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
DOCUMENT # A-01-126-00
PAGE 108-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
ACU
NAV Receiver
with internal
NAV Converter
P2
2
NAV Composite
1
Composite GND
20
/ILS Engage
2
GS +UP
12
GS +DN
31
GS +FLG
13
GS -FLG
32
KX-165
KX-165A
KNS-80/81
3
NAV Indicator
KI-525A
KI-202
KI-206
KI-207
KPI-552
GI-102/A
GI-106/A
NAV FLG+
NAV FLGCDI +RIGHT
CDI +LEFT
+ TO
+ FROM
OBS RES A/H
OBS RES C
OBS RES D
OBS RES E
OBS RES F
OBS RES G
1
Parallel all lines shown maintaining
shielding as required.
2
Complete ACU to NAV hook-up is
shown on previous drawings.
3
Some Nav Receivers have multiple GS
outputs, They may be used in lieu of
paralleling the 4 wires.
4
See NAV Receiver/Indicator
manufacturers’ reference documents for
complete connection of these units.
This drawing is for reference only.
Figure 9.25 Back-up NAV Indicator (OBS Resolver)
DOCUMENT # A-01-126-00
PAGE 109-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
DOCUMENT # A-01-126-00
PAGE 110-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
10 Configuration and Equipment Checkout
Print a copy of Appendix B – Installation Final Check Sheet prior to starting any tests.
Log a Pass/Fail on check sheet then sign and date upon completion. Include copy of form in
permanent aircraft records.
10.1
Test Equipment
The following Test Equipment will be required to complete the remaining steps in the
ground test procedure:
•
•
•
10.2
Pitot Static Test Set
NAV/ILS Signal Generator
Digital Multimeter
Wiring Verification
•
Do not install the PFD, ACU, RSM or configuration module until instructed to do so
in the steps below.
•
Perform a continuity check on all wires between the PFD, ACU, RSM, Configuration
Module and their associated connections per wiring diagrams.
•
Verify over shields or over braids are installed on required wiring bundles.
•
Apply aircraft power and close the EFIS and ACU circuit breakers and the EFIS
master switch if installed.
•
Verify proper voltage on PFD main connector pins 1, 2, and 3 and that there are
proper grounds on pins 4, 5, and 6.
•
If installed, verify proper voltage on ACU P1-10 and ground on P1-3.
•
Remove power by pulling applicable circuit breakers.
•
Install the PFD, ACU, RSM, and Configuration Module.
•
Push in all applicable circuit breakers and apply power. Verify PFD displays
“INITIALIZING” after 5 seconds.
NOTE:
DOCUMENT # A-01-126-00
AHRS Flags may take up to 3 minutes to clear. Airspeed and Altitude flags
may take up to 20 minutes to clear at temperatures below -20ºC.
PAGE 111-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
10.3
Bonding Check – FAR 23.867(b)
•
Verify braided bonding strap is installed between PFD ground stud and airframe
ground.
•
Verify PFD mounting bracket is bonded to instrument panel with less than 3
milliohms resistance.
•
Verify ACU(s) chassis is bonded to airframe with less than 3 milliohms resistance.
•
Verify RSM base plate or doubler plate is bonded to airframe with less than 3
milliohms resistance.
DOCUMENT # A-01-126-00
PAGE 112-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
10.4
System Configuration
Configure the EFD1000 system prior to running the ground test procedure. The
configuration pages are accessed through the PFD display using the MENU button
and the lower Right Control Knob labeled MODE/SYNC.
10.4.1 Main Menu Access
The Main Menu operation is accessed by pushing the “MENU” button. See Section
10.4.5 for information on entering the INSTALLATION MENU.
10.4.2 Menu Navigation
When no fields are enabled for editing, rotating the right control knob clockwise
advances to the next menu page and counterclockwise advances to a previous
menu page.
Editable menu items are displayed in white text on a blue background, non-editable
menus items are green text on a blue background while grey text on a blue
background is disabled from editing.
10.4.3 Edit Mode
Pushing the line select key adjacent to an editable field enables the associated field for
editing. The field turns magenta when enabled and the right control knob reads “Edit
Value”.
When the field is enabled for editing rotating the right control knob will adjust the
value. Pushing the right control knob or the adjacent line select key will exit from the
editable field.
10.4.4 Main Menu Configuration
The Main Menu consists of 7 pages that are pilot selectable. The menus are shown as
they appear on the display of the PFD. The options for each editable field are displayed
to the right of each line select key. See Operation Section 12.12 for a detailed
description of the MAIN MENU pilot configurable settings.
DOCUMENT # A-01-126-00
PAGE 113-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
MAIN MENU PAGE 1 – General Settings
Set BARO units and AUTOCRS as required. AUTOCRS = ENABLE allows automatic CRS Pointer
slewing to GPS desired track (DTK).
Figure 10.1 – Main Menu Page 1
MAIN MENU PAGE 2 – 360 MAP Settings
Set as desired or use factory defaults settings.
Figure 10.2 – Main Menu Page 2
DOCUMENT # A-01-126-00
PAGE 114-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
MAIN MENU PAGE 3 – ARC MAP Settings
Set as desired or use factory default settings.
Figure 10.3 – Main Menu Page 3
MAIN MENU PAGE 4 – VSPEEDS A
Set VSPEED Textual Markers to values on “Operator Configuration Checklist” in Appendix C
or set to zero if not stated.
Figure 10.4 – Main Menu Page 4
NOTE: VSPEED’s may be locked by Installation Menu 3. To change these values go to
Installation Menu 3 and change VSPD EDIT from LOCKED to UNLOCKED. Make
changes to these values and then change VSPD EDIT back to LOCKED or as
required.
DOCUMENT # A-01-126-00
PAGE 115-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
MAIN MENU PAGE 5 – VSPEEDS B
Set VSPEED Textual Markers to values on “Operator Configuration Checklist” in Appendix C
or set to zero if not stated.
Figure 10.5 – Main Menu Page 5
MAIN MENU PAGE 6 – Power Settings
Power Settings page requires no configuration.
Figure 10.6 - Main Menu Page 6
DOCUMENT # A-01-126-00
PAGE 116-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
MAIN MENU PAGE 7 – System Status
System Status page requires no configuration.
Figure 10.7 – Main Menu Page 7
DOCUMENT # A-01-126-00
PAGE 117-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
10.4.5 INSTALLATION MENU – UNIT CONFIGURATION
The Installation Menu is entered from the Main Menu’s “SYSTEM STATUS PAGE” (page 7
of 7). Simultaneously push and hold the MENU key, Line Select Key #1 and Line Select
Key #2 for 3 seconds while the airspeed is below 30 units.
Figure 10.8 – Installation Menu Access
Whenever the warning message in Figure 10.9 is displayed, pressing either control
knob shall advance the Installation menu.
WARNING:
THE INSTALLATION MENU CONFIGURATION
SETTINGS MUST BE SET IN ACCORDANCE
WITH THE APPROVED INSTALLATION
INSTRUCTIONS. UNAUTHORIZED
MODIFICATION OF THESE INSTALLATION
SETTINGS MAY INVALIDATE THE TYPE
CERTIFICATED STATUS OF THIS AIRCRAFT
AND/OR RENDER IT UNAIRWORTHY.
PRESS EITHER CONTROL KNOB TO ACCEPT
PRESS MENU KEY TO EXIT
Figure 10.9 – Installation Menu Warning
To exit the Installation Menu at any time press the MENU button. All data will be saved
as displayed. The system will reboot and “INITIALIZING” will appear on the display for
approximately 15 seconds.
DOCUMENT # A-01-126-00
PAGE 118-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
WARNING: Only a Certified Mechanic may set the values on Installation Menu
pages 1 and 2. The values must match the certified speeds in the
Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or
other legal form of documentation (e.g., Placard).
INSTALLATION MENU PAGE 1 - IAS CONFIG A
Set Speed Bands per Aircraft Flight Manual.
Figure 10.10 – Installation Menu Page 1
Vne: Never Exceed speed (beginning of red band)
Vno: Maximum Structural Cruise speed (beginning of yellow band). For aircraft with no
published yellow speed band set Vno = Vne.
Vfe: Maximum Flap Extend speed (top of white band) - set to Vfe = Vs on
aircraft with no flaps
Vs: No Flap Stall speed (bottom of green band)
Vso: Full Flap Stall speed (bottom of white band) - set to Vso = Vs on aircraft
with no flaps
DOCUMENT # A-01-126-00
PAGE 119-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
WARNING: Only a Certified Mechanic may set the values on Installation Menu
pages 1 and 2. The values must match the certified speeds in the
Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or
other legal form of documentation (e.g., Placard).
INSTALLATION MENU PAGE 2 – IAS CONFIG B
Set Speed Markers per Aircraft Flight Manual
Figure 10.11 – Installation Menu Page 2
Vyse: Single Engine best rate of climb (blue marker) on multi engine aircraft – set to
zero “0” on single engine aircraft.
Vmc: Single Engine minimum control speed (red marker) on multi engine aircraft – set to
zero “0” on single engine aircraft.
Initial Flap Extension Speed – set to zero “0” on aircraft without a published initial
flap extension speed. For aircraft that have a published speed at which the first
notch of flap may be deployed, set to that published value.
DOCUMENT # A-01-126-00
PAGE 120-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
INSTALLATION MENU PAGE 3- IAS CONFIG C
Set IAS UNITS per Aircraft Flight Manual. Configure TAPES based on Flowchart in Figure
10.13. VPSD EDIT is set based on “Operator Configuration Checklist” of Appendix C or to
owner/operator preference.
M
E
N
U
IAS UNITS: KNOTS
MENU OPTIONS
KNOTS/ MPH
TAPES: UNLOCKED
UNLOCKED/ LOCK OFF
/ LOCK ON
VSPD EDIT: LOCKED
UNLOCKED/ LOCKED
IAS CONFIG C
PAGE 3 OF 11
SEL PAGE
Figure 10.12 – Installation Menu Page 3
IAS UNITS: Set to Knots or MPH as defined in the AFM
TAPES:
UNLOCKED = Must only be set when Airspeed and Altimeter are still in
basic T configuration. With this setting the pilot can turn airspeed and
altitude tapes on or off via “TPS” Hot Key.
LOCK OFF = Must be used when aircraft has VMO “Barber Pole” airspeed
indicator. Tapes are turned off and cannot be turned on by pilot
LOCK ON = This setting required whenever Altimeter or Airspeed Indicator
has been relocated from basic T configuration. Tapes are always enabled
and cannot be turned off by pilot.
VSPD EDIT: UNLOCKED = pilot can modify value of VSPEED textual markers in Main
Menu.
LOCKED = the pilot cannot modify the values of the VSPEED textual
markers in the Main Menu.
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Use the following flowchart to determine the proper configuration for the TAPES setting of
Installation Menu 3.
START
Requirements for
configuring Installation
Menu 3 “TAPES”
Figure 10.13
Does aircraft have a
VMO “barber pole”
Airspeed Indicator?
YES
NO
Is Altimeter and
Airspeed Indicator still
in Basic “T”
configuration?
YES
TAPES must be
configured to
LOCK OFF
NO
TAPES can be
configured to
UNLOCKED or any
other customer
preference
TAPES must be
configured to
LOCK ON
STOP
Figure 10.13 – TAPES Configuration Flow Chart
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INSTALLATION MENU PAGE 4 – MISC CONFIG
The following menu will be used to enable or disable the emergency GPS sensor located in
the RSM. The aircraft electrical system voltage is set and the pitch attitude zero reference
point is aligned for tilted instrument panels.
Figure 10.14 – Installation Menu Page 4
RSM GPS: Set to ENABLE.
RSM GPS USAGE: Set to EMER ONLY. “RSM GPS REVERSION EMER USE ONLY” will appear
on PFD if all connected GPS receivers fail. Do not set to VFR as it is not approved for
use at this time. Configuring for VFR will disable the RSM GPS receiver.
ELEC SYSTEM: Set to 14V or 28V as per aircraft electrical system.
PITCH ATT TRIM: Pitch Attitude Trim is used to align the horizon line of the PFD to the
horizon line of the standby attitude indicator. Aircraft with panel tilts of up to 8
degrees will use this adjustment to electronically compensate for the mechanical tilt of
the PFD. The attitude horizon cannot be seen while making this adjustment so make
note of how many degrees the zero pitch attitude mark is off. For example, if the zero
pitch reference was 3º too high, then set the Pitch Attitude Trim to -3º.
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INSTALLTION MENU PAGE 5 – NAV SET UP
The following menu will be used to configure the EFD1000 system for the installed GPS, NAV
and autopilot interfaces. The installation wiring diagrams in Section 9 have a Configuration
Matrix table that will be used to set ID#1 and ID#2.
Figure 10.15 – Installation Menu Page 5
GPS/NAV#1 (ID#1): Ranges from A to R as specified on the wiring diagrams of Section
9. See example below
GPS/NAV#2 (ID#2): Ranges from A to M as specified on the wiring diagrams of Section
9. See example below.
Using the Configuration Table from Figure 9.11 as an example;
If you wired the drawing exactly as shown you would select ID#1 = H and ID#2 = D.
This would mean you have a RS-232/Analog GPS1 (i.e., KLN-94, GX-55) with an
Analog NAV1 (i.e., KX-155A) and an Analog NAV2 (i.e., KX-155A).
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If you have the above installation without a NAV2 then select ID#1 = H and ID#2 =
NONE.
If you have the above installation with no NAV1 or NAV2 (just GPS and autopilot) then
select ID#1 = G and ID#2 = NONE.
Whenever the GPS / NAV #1 and/or #2 selection(s) have been made or changed, the
“ACCEPT CHANGES?” and “REJECT CHANGES?” menu options shall be enabled.
Once the “ACCEPT CHANGES?” option is selected and the validity of the GPS / NAV #1
and #2 selections has been determined, the annunciation shown in Figure 10.16 shall
be displayed for 5 seconds, and then return the “NAV SET UP” menu page to its initial
state with the accepted GPS / NAV #1 and #2 selections.
NAVIGATION CONFIGURATION
ACCEPTED
Figure 10.16 – Navigation Configuration ACCEPTED
If the “ACCEPT CHANGES?” option is selected and the GPS / NAV #1 and #2 selections
are determined invalid, the routine shall reject current GPS / NAV #1 and #2 selections
(i.e. revert to previously stored selections (if any)), display the annunciation shown in
Figure 10.17 for 5 seconds, and return the “NAV SET UP” menu page to its initial state.
INVALID CONFIGURATION SELECTION
SEE INSTALLATION MANUAL FOR
INSTRUCTIONS
Figure 10.17 – INVALID Configuration
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INSTALLATION MENU PAGE 6 – A429 CONFIG
Installation Menu pages 6 through 8 are not editable and are for status only. They can
help in the troubleshooting process if a GPS or NAV sensor does not function.
Figure 10.18 – Installation Menu Page 6
Figure 10.19 – Installation Menu Page 7
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Figure 10.20 – Installation Menu Page 8
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INSTALLATION MENU PAGE 9 – ACU CONFIG
The following menu configures the emulation modes for the Flight Director and HDG
and CRS Datum interfaces. The installation wiring diagrams in Section 9 have a
Configuration Matrix table that will be used to set ACU HSI TYPE and ACU FD TYPE.
Figure 10.21 – Installation Menu Page 9
ACU HSI TYPE: 0= KI-525A, Emulates KI-525A HSI
1= reserved
2= reserved
3= reserved
Below is an example from Figure 9.16 showing a KI-525A Emulation with a Bendix
King autopilot. In this case you would set the ACU HSI TYPE =0:
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ACU FD TYPE: 0= None, no flight director installed
1= KI-254/KI-256, Emulates KI-254/256 Flight Director
2= reserved
3= reserved
Below is an example from Figure 9.20 showing a KI-256 Emulation. In this case you
would set the ACU FD TYPE =1:
ACU DATUM: 0 = Normal
1 = Reversed. It may be necessary to select “Reversed” if the HDG or
CRS Datum drives the autopilot in the opposing direction. Some HSI’s
use reversed logic for CRS and HDG Datum. Verify through ground test
the proper setting (see section 10.6.9).
FD ROLL OFFSET ADJ: Flight Director Roll Offset is used to align the PFD Command
Bars to the Command Bars on the mechanical FD instrument in the roll axis. Positive
number increases roll in RIGHT (clockwise) direction. Negative number increases roll in
LEFT (counterclockwise) direction.
FD PITCH OFFSET ADJ: Flight Director Pitch Offset is used to align the PFD Command
Bars to the Command Bars on the mechanical FD instrument in the pitch axis. Positive
number increases pitch in UP direction. Negative number increases pitch in DOWN
direction.
Since the command bars are not visible in the Installation Menu you will need to make
note of how many degrees the bars must move to be aligned. Next enter the noted
offset value, then exit the menu and check command bars for alignment, then enter
Installation Menu again if necessary to make any further adjustment.
EXITING / SAVING DATA
To exit the Installation Menu press the MENU button. All data will be saved as it was
displayed on each page. The system will reboot and “INITIALIZING” will appear on the
display for approximately 15 seconds. Normal operation continues.
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INSTALLATION MENU PAGE 10 – RSM Calibration
The following menu will be used in the next section to calibrate and validate the
magnetometer in the RSM. Heading errors that are all in the same direction (all high or
all low of actual) can be corrected in this menu.
Figure 10.22 – Installation Menu Page 10
INSTALLATION MENU PAGE 11 – ACCEL BIAS CAL
Installation Page 11 is for Factory Calibration only and has no installation purpose.
Figure 10.23 – Installation Menu Page 11
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EFD1000 CONFIGURATION CHART
Insert copy in permanent aircraft records for use with Appendix D - Instructions for Continued
Airworthiness.
Aircraft Model:
Aircraft Type:
Aircraft Serial Number:
INSTRUCTIONS:
Fill in all non-shaded areas of Table 10.1
FEATURE
PAGE/KEY
IAS CONFIG PAGE A
PAGE 1:11
ASSIGNMENT
AVAILABLE
OPTIONS/RANGE
EFD1000 CONFIGRATION PER AIRCRAFT
NOTED ABOVE
PAGE 1 OF 11
IAS CONFIG A
Vne
KEY 1
Editable: 0 to 450
Vno
KEY 2
Editable: 0 to 450
Vfe
KEY 3
Editable: 0 to 450
Vs
KEY 4
Editable: 0 to 450
Vso
KEY 5
Editable: 0 to 450
IAS CONFIG PAGE B
PAGE 2:11
PAGE 2 OF 11
IAS CONFIG B
Vyse
KEY 1
Editable: 0 to 450
Vmc
KEY 2
Editable: 0 to 450
Triangle
KEY 3
Editable: 0 to 450
IAS CONFIG PAGE C
PAGE 3:11
Airspeed Display Units
KEY 1
kts/mph
Airspeed and Altitude
KEY 2
UNLOCKED / LOCK
Airspeed Textual Markers
KEY 3
UNLOCKED/
Tapes Display Lock
Lockout
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IAS CONFIG C
OFF/LOCK ON
LOCKED
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MISC CONFIG PAGE
PAGE 4:11
PAGE 4 OF 11
RSM GPS Enable
KEY 1
DISABLE / ENABLE
RSM GPS Usage
KEY 2
EMER ONLY / VFR
Electrical System
KEY 3
14 VOLT /
Pitch Attitude Trim
KEY 4
Editable:
MISC CONFIG
EMER ONLY
28 VOLT
-10.0 to +10.0
NAVIGATION
PAGE 5:11
PAGE 5 OF 11
CONFIGURATION SET UP
NAV SET UP
PAGE
GPS / NAV #1
KEY 1
Configuration
GPS / NAV #2
NONE, A, B, C, D,
E, F, G, H, I, J, K,
L, M, P, Q, R
KEY 2
Configuration
NONE, A, B, C, D,
E, F, G, H, I, J, K,
L, M
429 PORT
PAGE 6:11
PAGE 6 OF 11
A429 CONFIG
No Configuration Required
RS232 PORT
PAGE 7:11
PAGE 7 OF 11
No Configuration Required
CONFIGURATION PAGE
CONFIGURATION PAGE
RS232 CONFIG
NAVIGATION SOURCES
PAGE 8:11
PAGE 8 OF 11
ACU CONFIGURATION
PAGE 9:11
PAGE 9 OF 11
CONFIGURATION
NAV CONFIG
PAGE
No Configuration Required
ACU CONFIG
ACU HSI TYPE:
KEY 1
0,1,2,3
ACU FD TYPE:
KEY 2
0,1,2,3,4,5,6,7
ACU DATUM:
KEY 3
NORMAL,
FD ROLL OFFSET ADJ:
KEY 4
+/- 7.5 units (0.5
FD PITCH OFFSET ADJ:
KEY 5
+/- 7.5 units (0.5
RSM CALIBRATION
PAGE 10:11
HDG OFFSET:
KEY 5
ACCEL BIAS CAL
PAGE 11:11
REVERSED
unit increments)
unit increments)
PAGE 10 OF 11
RSM CALIBRATION
Editable: -10 to
+10 degrees
PAGE 11 OF 11
No Configuration Required
ACCEL BIAS CAL
Table 10.1 – EFD1000 System Configuration Chart
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10.5
RSM Calibration
10.5.1 Calibration Overview
The Remote Sensor Module must be calibrated by performing a compass swing in the
aircraft for any new installations and any follow up maintenance activities that could
affect RSM accuracy.
Such activities might include but are not limited to the replacement of the RSM,
replacement of the Configuration Module, installation of a mechanical or electrical
device in the vicinity to the RSM, installation of an appliance that might generate a
magnetic interference.
An overview of the RSM Calibration procedure is as follows (see Figure 10.24):
•
The aircraft will be taxied to a magnetically quiet area at least 200ft from metal
buildings and clear of metal grates, manhole covers and rebar within the
concrete. A Compass Rose is ideal for this procedure.
•
•
The aircraft can start from any heading.
With engines running, all electrical equipment operating, and the aircraft
stationary the RSM CAL page will be entered and Start Calibration will be
initiated (see Figure 10.25).
•
After a 10 second count down timer the pilot/operator will begin to taxi the
aircraft in a circle (cw or ccw) with the radius of approximately twice the length
of the aircrafts wing as viewed from the cockpit (≈ 30ft).
•
The aircraft will be taxied under its own power at a constant rate around a
circle until a 60 second timer elapses. The aircraft must not stop until the timer
has exhausted.
•
At the completion of the 60 seconds the aircraft will have made at least a 450º
•
At the end of the 60 second timer four headings about 90º apart will be
circle (360º + 90º) to no more than two complete circles (720º).
checked against a calibrated heading source (i.e., site compass, compass rose).
•
•
If PFD heading is acceptable then the calibration is Accepted.
If the PFD heading is not within tolerance then it is Rejected and the calibration
procedure is re-run.
•
After the calibration is accepted headings are checked using a calibrated
reference (i.e., a sight compass) every 45º (starting from North) to verify that
the heading accuracy is within ±4º.
The RSM calibration routine is accomplished using the Installation Menu “RSM
CALIBRATION” menu page. See Section 10.4.5 (Installation Menu Access) for
instructions on entering the INSTALLATION MENU.
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Figure 10.24 – RSM Calibration Graphic
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10.5.2 RSM Calibration Procedure
Figure 10.25 – RSM Calibration Page
On the “RSM CALIBRATION” menu page the current calibrated heading (to the
nearest 0.1 degrees) will be continuously displayed adjacent to the “CAL HDG:”
menu field.
With aircraft stationary at (POSITION 1) of Figure 10.24 press the “START CALIBRATION”
line select key. The annunciation shown in Figure 10.26 will be displayed with a
countdown timer that begins with 10 secs and counts down to 0 secs.
MAGNETOMETER CALIBRATION
IN PROGRESS
DO NOT MOVE THE AIRCRAFT FOR
THE NEXT 7 SECS
Figure 10.26 – Calibration in Process
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When the menu of Figure 10.27 is displayed immediately begin taxing the aircraft
clockwise or counter-clockwise at a constant rate of no faster than 1 turn every 30
seconds. About half normal taxi speed or a brisk walking speed is about right.
Approximately 10 seconds after initial movement (see POSITION A) the aircraft should
be taxiing at a constant rate (CR) throughout the rest of the procedure. When the
countdown timer is reached between one and a quarter turns (450º) (POSITION B) and
two turns (720º) (POSITION D) should have been completed. While turning the aircraft
do not stop the aircraft until the end of the 60 second timer and Figure 10.28 appears.
If you find that the timing of the turns was not right such that “Magnetometer
Calibration Complete” message occurs between B & D of Figure 10.24, then REJECT the
results and re-run the procedure.
MAGNETOMETER CALIBRATION
IN PROGRESS
TURN THE AIRCRAFT
NO FASTER THAN
1 CIRCLE IN 30 SECS
UNTIL TIMER STOPS
TIME REMAINING: ## SECS
Figure 10.27 – Aircraft Turning
At the end of the calibration routine the “ACCEPT CALIBRATION?” and “REJECT
CALIBRATION?” menu options will be enabled.
MAGNETOMETER CALIBRATION
COMPLETE
PLEASE ACCEPT OR REJECT RESULTS
Figure 10.28 – Accept/Reject Results
To determine whether to ACCEPT or REJECT the results check four headings
approximately 90º apart against a known good heading source (i.e., aircraft compass,
sight compass, compass rose). If the headings are all within ±4º then press ACCEPT. If
the headings are off by more than 4º, but all in the same direction (all higher or all
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lower than actual) then ACCEPT the results and use the Heading Offset Adjustment in
Section 10.5.3 to correct for a miss-aligned RSM.
Pressing the “ACCEPT CALIBRATION” selection shall accept the calibration results,
display the annunciation shown in Figure 10.29 for 5 seconds, and return the “RSM
CALIBRATION” menu page to its initial state.
MAGNETOMETER CALIBRATION
ACCEPTED
Figure 10.29 – Results Accepted
Pressing the “REJECT CALIBRATION” selection shall reject the calibration results. The
only reason to reject results would be if a previously stored calibration has better
heading accuracies.
MAGNETOMETER CALIBRATION
REJECTED
Figure 10.30 – Results Rejected
10.5.3 Heading Offset Adjustment
Monitor current aircraft heading on the PFD and compare it to actual aircraft heading.
Check the four cardinal headings and determine if the PFD heading is consistently higher
or lower than actual. Use the HDG OFFSET on Installation Menu page 10 of 11 to correct
for any misalignment of the RSM during mounting.
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10.5.4 Heading Accuracy Test
As a final check, position the aircraft on the headings shown on “Installation Final Check
Sheet” of Appendix B and verify heading is within +/- 4 degrees using a calibrated
heading source (i.e., site compass, compass rose). Record actual PFD headings in table
for inclusion in aircraft maintenance records.
If any heading is outside ±4º then rerun the Calibration Procedure and or Heading Offset
adjustment.
10.5.5 Heading Interference Test
With aircraft engine(s) running monitor current aircraft heading on PFD and exercise flight
controls stop to stop including flaps and any electric trim tabs. Verify the heading does
not change on the PFD by more than 2º. If movement of flight controls causes more than
a 2º heading change then it may be necessary to degauss the flight controls including the
cables. A handheld degausser can be found at most audio and video stores.
Operate all electrical and environmental equipment including:
•
Blowers, fans, heaters, air conditioner
•
Deice boots, fuel pump(s), backup vacuum pumps
•
Landing, logo, NAV lighting
•
Operate pulse equipment – transponder, WX radar, DME
•
Key all VHF communication radios.
•
Operate autopilot so that all servos run (roll, pitch, yaw, trim)
If the operation of any electrical system causes the heading to change by more than 2º the
RSM wiring may need to be relocated away from the offending system. The offending
system may also have a bonding issue to the airframe that needs to be corrected.
Run engine(s) from idle to take off power and verify that the heading does not change by
more than 2º.
This completes all RSM calibration and tests.
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10.6
Ground Test Procedure
The ground test procedure will consist of checking for proper operation of the following
items:
a) Airspeed Tape, Altitude Tape, and OAT Sensor
b) AHRS Sensor
c) GPS Sensor Inputs (including Backup RSM GPS Sensor)
d) Navigation Sensor Inputs (if installed)
e) Backup Navigation Indicator
f)
Autopilot Sensor Outputs (if installed)
g) Flight Director (if installed)
h) Sonalert (if installed)
i)
j)
Ancillary Equipment Heading Check (if using ARINC 429 heading from EFD1000)
EMI Test
CAUTION:
Do not exceed the aircrafts maximum Airspeed, Altitude, or Vertical
Speed at anytime during the testing. Damage could result to the preexisting aircraft instruments.
10.6.1 Indicated Airspeed Display
WARNING: This test must be performed by a certified mechanic.
Using Installation Final Check Sheet of Appendix B record the aircraft speed settings
from the Aircraft Flight Manual in the IAS Setting column. Set the Pitot/Static test set
for 5000 ft above field elevation. Increase airspeed to Vne and check all Speed Bands
and Speed Markers listed in table.
10.6.2 Altitude Display
With the Pitot/Static tester still set for 5000 ft above field elevation and with BARO Set
to 29.92 inHg on the PFD (see Section 13), verify altitude tape displays altitude within
±40ft of the calibrated test set altitude.
10.6.3 System Leak Test
Perform a pitot-static system leak test per the aircraft manufacturers’ maintenance
manual or set the Pitot Static Test Set to 1000ft above field elevation and without
additional pumping for a period of 1 minute the aircraft static system should not lose
more than 100ft of altitude in a non-pressurized aircraft.
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10.6.4 Outside Air Temperature
Verify the OAT displays on the DataBar and is not dashed.
10.6.5 AHRS Sensor Test
Verify that correct aircraft attitude information is presented on the Attitude Indicator
portion of the PFD. The Flags may take up to 5 minutes to clear when the ambient
temperature is below -20° C. Typically the attitude solution will be available in less
than 3 minutes.
10.6.6 GPS Sensor Test
Refer to GPS manufacturers’ instructions for operating GPS receiver and verifying a
complete and fully functional interface.
All GPS interfaces
Allow GPS receiver to acquire a valid position and enter a Direct To waypoint or a Flight
Plan. Verify the flight plan data appears on the PFD (if wired) and that it is correctly
oriented on the magnetic compass card.
NOTE:
If the basemap does not correctly orient on the compass card, ensure that
the GPS is configured for magnetic north reference.
Ensure GPS2 (if installed) is OFF
Select GPS1 on the PFD and verify the CRS pointer auto-slews (if enabled) to the
desired track (DTK). To enable AUTOCRS go to Main Menu page 1.
Select OBS or Hold Mode (if available) on the GPS and verify that the CRS knob on the
PFD has control over the CRS pointer (manual-slew).
Verify the To/From and Left/Right deflection has the correct polarity.
Check GPS vertical deviation for proper polarity (if connected).
NOTE:
The EFD1000 system will not display a VDI (GPS LPV Glide Slope) indicator
without an activated valid LPV approach with APPROACH mode active.
Verify that the OBS resolver output (if available) reads correctly on the GPS.
Turn off the GPS receiver and verify GPS1 is red slashed and goes invalid on PFD.
Verify that RSM GPS Reversion is correctly annunciated.
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Repeat procedure for GPS2 if installed.
Analog GPS interfaces
Verify OBS accuracy on GPS and calibrate if necessary using GPS manufacturers’
instructions.
RSM GPS
With RSM GPS enabled verify RSM in yellow box does not appear on left side of HSI
display. Absence of RSM annunciation verifies operation RSM GPS. See Installation
Menu 4 for instructions on enabling the RSM GPS module.
10.6.7 NAV Receiver Sensor Test
Select NAV1 on the PFD and create a valid and invalid condition with a Nav Signal
Generator verifying that the NAV Flag is displayed (Red Slash) when invalid.
Tune an ILS frequency on the Nav Receiver and verify the LDI (Localizer) scale is
displayed on the ADI portion of the PFD.
Tune the Nav Signal Generator to the ILS test frequency and generate a valid Glide
Slope signal. Verify the VDI (Glide Slope) scale appears on the right side of the ADI.
Generate a signal above and below the Glide Slope beam and verify proper polarity of
the GS deviation for Fly Up and Fly Down on the PFD.
NOTE:
The EFD1000 system will not display a VDI (Glide Slope) indicator without
both valid localizer and Glide Slope signals.
Repeat procedure for NAV2 if installed.
10.6.8 Backup Navigation Indicator
Verify the backup navigation indicator continues to function after pulling the PFD
circuit breaker.
10.6.9 Autopilot Sensor Test
Refer to autopilot manufacturers’ post installation check out procedures for complete
autopilot post installation ground checks. At a minimum complete the following
checks to verify the EFD1000 interface is satisfactory.
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Note:
For attitude based autopilots it might be necessary to level the
autopilot gyro to get proper FD and autopilot response from the test.
Caution:
Verify control surfaces are free and clear.
If installed, center the HDG Bug under the lubber line and engage the autopilot and
select HDG Mode. The FD (if installed) should be level and yoke should not turn. Move
the HDG Bug left of the lubber line and the FD and or yoke should bank left. Move the
HDG Bug to right of lubber line and the FD and or yoke should bank right.
With NAV1 selected on the PFD and a valid Nav Signal generated engage the autopilot
in NAV Mode and verify that the FD and/or yoke follow the CRS Pointer in phasing.
Verify that the autopilot responds to correct Left/Right phasing by generating left and
right needle deflection. For autopilots that monitor the NAV FLAG, generate an invalid
Nav Signal and verify autopilot responds accordingly.
Engage APPR Mode and verify that the autopilot responds correctly to a generated Fly
Up and Fly Down command. For autopilots that monitor the GS FLAG, generate an
invalid GS Signal and verify autopilot responds accordingly.
10.6.10
Flight Director Test
If installed, engage the Flight Director (FD) in HDG Mode and verify that the command
bars are in view
Adjust the HDG Bug to the right of the lubber line. Verify the command bars indicate
bank right. Adjust the HDG Bug to the left of the lubber line and verify the command
bars indicate bank left.
Compare the FD bars to the mechanical FD instrument, if installed. Note degrees of
difference between displays, if any, and adjust “FD Roll Offset Adj” as necessary on
Installation Menu page 9 to closely match both displays. For example, if PFD FD bars
need 2 more degrees of right bank then set FD Roll Offset Adj = +2.
Generate a pitch up command with the flight director and verify FD bars indicate pitch
up. Generate a pitch down command with the flight director and verify FD bars indicate
pitch down.
Compare the FD bars to the mechanical FD instrument, if installed. Note degrees of
difference between displays, if any, and adjust “FD Pitch Offset Adj” as necessary on
Installation Menu page 9 to closely match both displays. For example, if PFD FD bars
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need 3 more degrees of pitch up then set FD Pitch Offset Adj = +3.
10.6.11
Sonalert Test
If installed, verify the Sonalert is operational by generating a Selected Altitude alert on
the PFD. This can be done by setting the Selected Altitude to 300ft above current
altitude. Then adjust the BARO setting (increasing altitude on the tape) until the solid
yellow altitude flag is seen on the PFD (just left of Selected Altitude window). The
Sonalert should sound before reaching the selected altitude.
10.6.12
Ancillary Equipment Heading Check
Verify proper operation of any ancillary components that are using the Low Speed
ARINC 429 heading output from the EFD1000 system. Use ancillary equipment
manufacturers’ installation tests procedures to perform ground check on their
equipment.
10.6.13
TAPES Configuration Check
Verify the tapes are “LOCKED” or “UNLOCKED” as required by the flowchart in Figure
10.13.
•
If TAPES are LOCKED ON - IAS and Altitude tapes should be visible and pressing
the “TPS” line select key should have no effect.
•
If TAPES are LOCKED OFF – IAS and Altitude tapes should not be displayed on
PFD and “TPS” line select key has no effect.
•
If TAPES are UNLOCKED – then pressing “TPS” line select key will de-clutter IAS
and Altitude tapes from PFD.
10.6.14
EMI Test
Monitor the PFD for Flags, Red-X’s, Red Slashes, heading changes, altitude changes,
airspeed changes, attitude changes or any error messages while performing the
following Test:
a) Transmit on all Comm radios for 20 seconds each at 118.000mhz, 126.900mhz,
and 136.950mhz.
b) Turn on all transponders, DME’s, Wx Radar, and all other pulse type equipment for
20 seconds each.
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c) Operate all aircraft lighting including position lights, strobe lights, navigation
lights, and all other forms of lighting for 20 seconds each.
d) Operate all environmental equipment including fans, air conditioning, heaters, and
all other forms of environmental control equipment for 20 seconds each.
e) Operate Fuel pump(s), deice boots, windshield heat, prop heat, etc.
f)
Operate engine(s) and verify no interference.
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11 Post Installation Flight Check
CAUTION:
11.1
Only perform flight test in day VFR conditions with an appropriately rated
pilot for the aircraft type to be flown.
Basic ADI Flight Checks
Fly the aircraft in straight and level flight and verify that the ADI roll indication is level
with reference to the horizon. Observe the Slip Indicator is centered under the Roll
pointer and adjust rudder trim if available to center.
•
Make a coordinated 30 degree banked turn to the right and verify that the ADI roll
indication is correct with reference to the horizon.
•
Make a coordinated 30 degree banked turn to the left and verify the ADI roll
indication is correct with reference to the horizon.
•
Pitch the aircraft up 10 degrees and verify the ADI pitch indication is correct with
reference to the horizon.
•
Pitch the aircraft down 10 degrees and verify the ADI pitch indication is correct
with reference to the horizon.
11.2
Basic HSI/DG Flight Checks
•
Make a 180 degree coordinated turn to the right and verify that the compass scale
and numerical heading indication correctly track the aircraft heading during the
turn.
•
Make a 180 degree coordinated turn to the left and verify that the compass scale
and numerical heading indication correctly track the aircraft heading during the
turn.
11.3
ILS Flight Checks (if no autopilot, otherwise jump to Section 11.4)
•
Hand fly an ILS approach and verify that the raw data on the PFD for Lateral and
Vertical Deviation Indicators are correctly displayed. Check the CDI indication for
correct needle displacement.
•
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Check ILS2 if installed.
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11.4
Autopilot Flight Checks (if installed)
WARNING:
Remember to disconnect the Autopilot immediately if it is
not performing its intended function.
With wings level and the HDG Bug centered under the lubber line, deselect GPSS and
engage the autopilot in HDG Mode and ALT Hold Mode (if available). Verify that the
aircraft makes no abrupt turns during engagement and the aircraft continues to track
straight.
•
Now turn the HDG Bug 10 degrees to the right and verify the aircraft smoothly
turns to the right with a bank angle not exceeding 10 degrees. If 10 degrees was
acceptable in performance then proceed by turning the HDG Bug 90 degrees to
the right and verify the aircraft makes a standard rate turn and smoothly rolls out
on to the correct Heading.
•
Now repeat the test to the left.
•
With VLOC1 selected (VOR1 source indication) and a VOR Station tuned. Adjust the
CRS pointer to center the CDI. Engage the autopilot in NAV Mode and verify the
aircraft tracks to the VOR.
•
Repeat with NAV2, if installed.
•
Enter a valid flight plan or Direct To on the GPS. Couple the GPS to the HSI.
Engage the autopilot in NAV Mode, verify the autopilot tracks the GPS. (Note: GPSS
is disabled for this test, this test is verifying the GPS deviations to the autopilot)
•
Repeat with GPS2, if installed.
•
For GPS receivers using ARINC 429 interfaces, enable GPSS and engage the
autopilot in HDG Mode. Verify the autopilot tracks the GPS flight plan. Place the
GPS into OBS (HOLD) Mode (some GPS installations may require manual disabling
of AUTOCRS). Use the CRS Pointer on the HSI to steer the autopilot via the GPS.
With the HDG Bug centered, press the GPSS button again and verify the HDG Bug
controls the autopilot as before.
•
Perform an ILS approach using VLOC1 (ILS1 source indication). Verify that the
autopilot tracks the localizer, then captures and tracks the glideslope if installed.
•
Now repeat with ILS2 if installed.
•
If your GPS supports GPS WAAS LPV approaches, perform an LPV approach using
GPS1. Verify that the autopilot tracks the GPS lateral approach guidance, then
captures and tracks the GPS LPV vertical guidance.
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•
Repeat with GPS2, if installed.
This completes the flight test. If everything was satisfactory then document the completion of the
Test Flight in aircraft log book in accordance with FAR 91.407(b).
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12 Operation
The operation section contains all of the features of the PRO model with all available sensor
options configured. Should your installation not include a particular sensor (i.e., NAV2,
autopilot) then that system feature will be not available. Likewise if you have the PILOT model
which does not have navigational and autopilot interfaces the operational features associated
with those sensors will be not available. The PILOT model is similar to the PRO minus the
following features:
•
HSI – has slaved DG with pilot settable HDG Bug
•
Dual Bearing Pointers
•
•
•
•
•
12.1
Lateral and Vertical Deviation Indicators
MINIMUMS
Basemap – naviads, curved flight plan legs
GPS and VLOC navigation interfaces
Autopilot interface – GPSS, HDG BUG and CRS Pointer
Pilot Controls
12.1.1 Overview
Pilot interaction with the EFD1000 is accomplished through two knobs with
push/rotate function and 11 buttons located on the display bezel. Refer to
Figure 12.1.
Two control knobs are used to control pilot settable bugs and references.
Three lower push buttons, located between the control knobs, are used to select
navigation sources for the bearing pointers and the HSI.
Three dedicated buttons on the upper side of the right bezel control map range,
display reversion, and provide access the main menu.
Five soft keys on the lower half of the right bezel control frequently used commands,
such as the HSI mode or map de-clutter setting. These five keys are also used when
navigating the main menu.
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12.1.2 Power Control
To enhance safety, the EFD1000 includes an internal battery that allows the system to
continue to operate in the event of a failure of the aircraft electrical system. This
ensures that in addition to the standby instruments, the EFD1000 primary flight
instrument continues to remain available for a period of time following the loss of all
external supply power.
This internal battery is not required by regulation; however, it is good practice to verify
that the charge state of the battery prior to takeoff.
The typical EFD1000 installation receives aircraft power from the battery bus via a
dedicated circuit breaker and optional EFIS Master Switch.
Whenever indicated airspeed is invalid or below 30 KIAS the EFD1000 will power up
and power down with the application or removal of external power. A message is
presented during the normal power down sequence to enable the pilot to abort the
shutdown and switch to internal battery.
When IAS is greater than 30 KIAS and the input voltage drops below 12.8V (14V
Electrical System) or 25.6V (28V Electrical System) the EFD will automatically switch to
its internal battery (e.g. aircraft charging system failure).
The EFD1000 internal battery will provide at least 30 minutes of power when it is fully
charged. The battery provides power to the display head, RSM and emergency GPS.
Reducing the backlight intensity will extend the battery operating time.
When operating from battery, a red “ON BAT” annunciation and battery charge status
indication is presented in the lower portion of the Attitude Indicator.
A unit operating from battery may be powered off using the “Shut Down” command
available in the Power Settings Menu.
In the unlikely event that the normal power control is not working, the EFD may be
forced to shut down by first pulling its associated circuit breaker and then pressing
and holding the REV button for at least 5 seconds.
Battery charge status may be viewed from the “Power Settings” page of the Main Menu.
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12.1.3 Display and Control Layout
Figure 12.1 – Bezel and Display Features
1)
2)
3)
4)
5)
6)
7)
8)
9)
Reversion Control
Range Control
Menu Control
“TPS” Tapes ON/OFF Control
“MIN” Minimums ON/OFF Control
“360/ARC” HSI View Control
“MAP” Map declutter logic Control
“GPSS” GPS Steering ON/OFF Control
Right Control Knob
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10)
11)
12)
13)
14)
15)
16)
17)
18)
19)
20)
21)
22)
23)
24)
25)
26)
27)
28)
29)
30)
31)
32)
33)
34)
35)
36)
37)
38)
39)
40)
41
42)
43)
44)
45)
46)
47)
48)
49)
50)
51)
52)
53)
54)
55)
56)
Left Control Knob
Single-Line Bearing Pointer Source Select
CDI Source Control
Dual-Line Bearing Pointer Source Select
Micro SD Card slot
Automatic Dimming Photocell
Attitude Indicator
Aircraft Symbol
Single Cue Flight Director (optional
– compatible autopilot required)
Roll Pointer
Slip / Skid Indicator
Airspeed Indicator Tape
Selected Airspeed Field
Airspeed Drum/Pointer
Altitude Alert
Selected Altitude Field
Altitude Drum/Pointer
Altitude Tape
MINIMUMS annunciation
Selected Minimums Field
Decision Height “DH” Annunciation
LDI Navigation Source Indication
Lateral Deviation Indicator
Vertical Deviation Indicator
True Airspeed
Barometric Pressure Setting Field
Ground Speed
OAT
Wind Direction Arrow
Wind Direction and Speed
Selected Source Information Field
Selected Course (CRS)Field
Selected Heading Field
Vertical Speed Digital Value
Vertical Speed Tape
Left Control Knob state
Right Control Knob state
Single-Needle Bearing Pointer Source
Single-Needle Source Info Block
Dual-Needle Bearing Pointer Source
Dual-Needle Source Info Block
CDI Navigation Source
Magnetic Heading
Compass Scale
Hot Key legend
CRS Pointer
Single-Needle Bearing Pointer
57)
58)
59)
60)
Double-Needle Bearing Pointer
Heading Bug
Airspeed Bug
Altitude Bug
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12.1.4 Control Knobs
General
Two control knobs on the EFD bezel are used to adjust pilot editable data fields. The left
knob adjusts data fields on the left side of the display, and the right knob adjusts data
fields on the right side of the display.
The knob logic includes active and inactive states to prevent inadvertent adjustment of
editable fields. After 10 seconds of inactivity, the knob returns to an inactive “home”
state. A single push activates an inactive knob. Pushing the knob again will advance the
knob to the next editable field in a round-robin sequence.
When inactive, the knob legend is rendered in Cyan. Once activated, the knob legend
and associated data field and bug (where appropriate) are rendered in magenta.
Left control knob
The left control knob adjusts the CDI Course Set “CRS” and Indicated Airspeed Bug “IAS”
editable fields. To adjust these values PUSH the knob in a round robin fashion until the
desired field text turns magenta, then ROTATE the knob to set the value (clockwise to
increase, counterclockwise to decrease).
The home state for the left knob is “CRS”.
Right control knob
The right control knob controls Heading Bug “HDG”, Altitude Bug “ALT”, Barometric
Pressure Setting “BARO”, and Minimums setting “MIN” editable fields in that order. To
adjust these values PUSH the knob in a round robin fashion until the desired field text
turns magenta, then ROTATE the knob to set the value (clockwise to increase,
counterclockwise to decrease).
The home state for the right knob is “HDG”.
To adjust the “MIN” field, the field must first be enabled using the MINs hot key.
12.2
Setting Flight Instruments
The following procedures are used to adjust pilot editable data on the EFD1000:
Heading Bug Set
To set the heading bug, repeatedly PUSH the right control knob until the HDG field is
enabled for editing. ROTATE the knob to the desired setting.
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Altitude Bug Set
To set the altitude bug, repeatedly PUSH the right control knob until the ALT field is
enabled for editing. ROTATE the knob to the desired setting.
Barometric Pressure Set
To set the barometric pressure, repeatedly PUSH the right control knob until the BARO
field is enabled for editing. ROTATE the knob to the desired setting.
Minimums Set
To set the MINIMUMS alert, repeatedly PUSH the right control knob until the MIN field is
enabled for editing. ROTATE the knob to the desired setting.
The minimums field must first be enabled via the Hot Keys before it may be adjusted.
CDI Course Set
To select the CDI value, repeatedly PUSH the left control knob until the CRS field is
enabled for editing. ROTATE the knob to the desired value. When the CDI navigation
source is selected to a GPS and AUTOCRS is enabled the course is automatically set by
the GPS and is not pilot adjustable.
Indicated Airspeed Bug Set
To set the indicated airspeed bug, repeatedly PUSH the left control knob until the IAS
field is enabled for editing. ROTATE the knob to the desired setting.
12.3
Knob Sync Function
Editable fields may be synchronized as a function of data type as described in Table 12.1 below.
Whenever a control knob is held for approximately one second the active data type will be
“sync’d” as follows:
Left Knob
Data Type
SYNC Behavior
Right Knob
Data Type
SYNC Behavior
IAS
The airspeed bug is set to the
HDG
The heading bug is set to
VOR CRS
The CRS is set to the bearing to
ALT
The altimeter bug is set to
BARO
The barometric pressure is
current IAS.
the tuned VOR Station (this will
result in the deviation bar
the current heading.
the current altitude.
centering with a “TO” indication).
ILS CRS
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The CRS is set to the current
aircraft heading.
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set to standard pressure of
29.92 in Hg or 1013 mB.
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EFD1000 Installation Manual
Left Knob
SYNC Behavior
Data Type
GPS CRS
AUTOCRS disabled – CRS is set to
the Desired Track to the GPS
Right Knob
SYNC Behavior
Data Type
MIN
active waypoint.
The MINIMUMS value is set
to the current altitude.
AUTOCRS enabled – No effect.
NOTE: AUTOCRS is
enabled/disabled via the Main
menu.
Table 12.1 - Knob "Sync" Operation
12.4
Hot Key Operation
During normal operations, the five line select soft-keys on the lower right side of the display
bezel are referred to as “Hot Keys.” Hot Keys provide single-action access to frequently used
functions. An electronic legend adjacent to each Hot Key indicates its hot key function. When
the legend is green, the function is active. When it is grey, the function is inactive. The legend
always annunciates the current state.
Figure 12.2 – Hot Key buttons
Tapes
Hot key 1 enables/disables the display of the airspeed and altitude tapes. In some
installation where the backup airspeed and altitude instruments are not installed
adjacent to the EFD1000 system the TPS hot key will be disabled and it will not be
possible for the pilot to disable the airspeed and altitude tapes.
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Minimums
Hot Key 2 enables / disables the MINIMUMS display. When enabled, the minimums field
is available for editing and minimums alerts are provided. When disabled, no minimums
alerting is provided and the field may not be selected for editing. Upon enabling the
MINs field, the right knob cursor is activated for editing the MINs value.
Compass Presentation Format
Hot Key 3 toggles the compass between a 360 rose display and a 100 deg ARC display.
Basemap and Declutter Level
Hot Key 4 is used to enable the basemap and control the amount of basemap symbology
that is presented to the pilot. Refer to Section 12.10 Situational Awareness Map Display
for additional information about the basemap.
Each successive push of the MAP hot key will change the basemap declutter level in a
round robin sequence. Available selections are HIGH, MEDIUM, LOW, FP ONLY, and OFF.
In the HIGH, MEDIUM, and LOW settings the basemap symbology is rendered according
to selections made by the pilot in the main menu.
The FP ONLY selection displays just the flight plan legs and waypoints associated with
the GPS flight plan, and no other basemap features.
OFF removes all basemap and flight plan symbology.
Separate basemap declutter and range settings are retained for the 360 and ARC
compass modes.
A basemap feature display level icon is presented with the range in the lower left portion
of the display as follows:
OFF
High
Medium
Low
FP Only
Figure 12.3 – Basemap Range and Declutter Settings
GPSS
Hot Key 5 is used to enable or disable GPS Steering (GPSS) outputs to the autopilot. See
Section 12.11 for more information about GPSS.
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12.5
CDI and Bearing Pointer Source Selection
Overview
The pilot may couple navigation data from external GPS or VOR/Localizer (VLOC) radio
system to the HSI and bearing pointers. Navigation source selection is controlled by the
three buttons located between the control knobs.
The center button is used to control the source coupled to the Course Deviation
Indicator on the HSI.
The left button controls the source coupled to the single-needle bearing pointer.
The right button controls the source coupled to the double-needle bearing pointer.
Single-line BP
Source
CDI Nav
Source
Double-line BP
Source
Figure 12.4 – Navigation Source Selection Controls
Nav Source Selection
To couple a navigation source to a bearing pointer or the CDI press the associated
button to sequence between the available sources in a round-robin sequence. Available
sources are VLOC1, GPS1, VLOC2 and GPS2.
For integrated GPS/VHF radios, such as the Garmin GNS4xx/5xx, control of the data type
(i.e. GPS or VLOC) coupled to HSI course deviation indicator (but not for bearing pointers)
is controlled by the radio. When coupled to a radio of this type, the EFD1000 will not
toggle the operating state of the radio, but will annunciate the radio’s current operating
state in the CDI Nav Source display field. If the integrated radio is not reporting its
current state to the EFD1000, such as when the equipment is OFF, failed, or a GPS
waypoint has not been programmed, the EFD1000 will default to the VLOC mode.
Refer to the operating instructions or Aircraft Flight Manual Supplement for the
associated GPS or VLOC radio system for instructions on how to operate that equipment.
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Nav Source Display
The name of the currently coupled CDI or bearing pointer navigation source will be
displayed directly above the associated button. When the coupled source data is invalid
or not available, the legend is slashed with a red line.
12.6
Back Light Control
The PFD includes an adjustable LCD backlight that provides both automatic and manual
brightness adjustments over a wide dimmable range. A single bezel-mounted photocell
measures the ambient light, allowing an automatic dimming mode to be selected by the pilot.
Manual dimming control is enabled by the pilot to override the photocell input and adjust the
display to any desired intensity level (except off).
In either mode, the bezel-key backlighting is maintained at a fixed brightness level.
To adjust backlight intensity, press the MENU button and then press the left control knob to
toggle between auto (BRT AUTO) and manual brightness (BRT ADJUST) control.
To manually adjust the brightness, with BRT ADJUST displayed above the left knob rotate the
knob until the desired brightness level is set.
On power up, the display defaults to AUTO brightness control.
When operating on the internal battery, backlight intensity setting is capped at a value of 70 for
both manual and automatic operation.
Under extreme temperature conditions, such as may be encountered during ground operations
on extremely hot days, the system backlight will automatically dim to an intensity of 30
whenever internal sensors determine that the system operating temperature has exceeded
65ºC. Should this occur the pilot should take steps to reduce the cockpit ambient temperature.
Figure 12.5 – Lighting Control adjustment
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12.7
Map Range Control
The EFD1000 basemap range may be set to ranges of 2.5, 5, 10, 15, 20, 30, 40, 60, 80, 100,
and 200 nautical miles. Map range is measured from the own ship position to the outside of
the compass arc.
To increase the range push the ‘+’ side of the range key located on the upper right side of the
bezel. To decrease the range push the ‘–‘ side of the key. The currently selected map range is
displayed in the lower left corner of the display.
12.8
Display Reversion Control and Abnormal Shutdown
Single PFD installations do not have any display reversion capability that can be activated by
the REV button. As such, the reversion function is inoperative in single display installations.
In addition to display reversion control, the REV button may be used to force the unit to power
off should, for example, the display stop responding to pilot inputs. When external power has
been removed, pressing and holding the REV button for 5 Seconds will produce in an
immediate system shut down. When external power is available, pressing and holding the REV
button for 5 seconds will result in a system restart.
While the button is pressed, the following annunciation is provided adjacent to the button
Figure 12.6 – REV Button
12.9
Primary Flight Instruments
12.9.1 Attitude Indicator
The Attitude Indicator consists of a conventional blue over brown attitude ‘ball’ rendered
behind a fixed aircraft symbol to display pitch, roll and slip/skid information. The
horizon line is represented by a fixed white line extending to each edge of the display
area separating the blue sky and brown ground of the artificial horizon. A fixed roll
pointer reads degrees of bank against a moveable roll scale.
The AHRS attitude solution continually self-monitors and will present a “CROSS CHECK
ATTITUDE” annunciation whenever it determines that the AHRS solution may be
degraded. Should this alert be presented, the pilot should immediately cross compare
the attitude against backup sources of attitude information.
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Figure 12.7 Attitude Indicator
Pitch Markings
The pitch scale consists of minor pitch marks in 2.5º increments up to ±20º and major
pitch marks in 10º increments up to ±90º.
Roll Markings
The roll scale is indicated by tick marks at 10º, 20º, 30º, 45º and 60º on both sides of
the zero roll inverted solid white triangle. The 45º marks are represented as hollow
triangles.
Slip / Skid Indicator
Slip / skid is indicated by the lateral position of the white rectangle under the roll
pointer. One rectangle width is equivalent to one ball width of a conventional
inclinometer.
Figure 12.8 – Slip/Skid Indicator
Unusual Attitude Cues
Red chevrons are presented on the pitch ladder to guide in unusual attitude recovery.
The Chevrons come in to view at pitch attitudes greater than 15º nose up or 10º nose
down). The Chevrons indicate the direction of the horizon.
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Figure 12.9 - Excessive Pitch Down
Figure 12.10 – Excessive Pitch Up
12.9.2 Airspeed Indicator
Airspeed is indicated by a moving airspeed tape against a fixed position airspeed pointer.
A digital, drum-type readout is provided adjacent to the fixed pointer. Tick marks are
provided every 10 knots. The integral ADC will compute airspeeds between 20 kts (23mph)
to 450 kts (518mph). Outside of this range the airspeed value is dashed.
NOTE:
The airspeed tape and drum may be de-cluttered from the display by pilot
selection or through installer configuration.
Figure 12.11 – Airspeed Indicator
Speed Bands
Color speed bands are displayed on the indicated airspeed tape corresponding to the
colored arcs found on a traditional airspeed instrument. The range of these markings
are determined by the Federal Regulations, and correspond to the aircraft limiting
speeds that are identified in the Aircraft Flight Manual.
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The color bands are configured during installation and are not pilot adjustable.
Band
Color
Red
Band
Range
>VNE
Description
Red arc displayed at all speeds above aircraft never
exceed speed (VNE)
Yellow
VNO – VNE
Green
VS – VNO
Yellow arc extending from maximum structural cruising
speed (VNO) to never exceed speed (VNE).
Green arc corresponding to the normal operating range
extending between the no flap stall speed (VS) to the
maximum structural cruising speed (VNO).
White
VSO – VFE
White arc corresponding to the flap operating range
extending from the full-flap stall speed (VSO) up to the
full flap extend speed (VFE)
Red
<VSO
Red arc extending from the bottom of the airspeed tape
range up to full flap stall speed (VSO). This band is
disabled on the ground and during takeoff.
Table 12.2 – Speed Bands
Speed Markers
Color speed markers are displayed on the indicated airspeed tape corresponding to the
colored radial lines found on traditional airspeed instruments. These speed markers are
depicted in accordance with requirements in the Federal Regulations, and correspond to
the aircraft limiting speeds that are identified in the Aircraft Flight Manual.
The color markers are configured during installation and are not pilot adjustable.
Speed
Marker
Value
Description
Red Line
VNE
A Red line is displayed across the airspeed tape at the
Red Line
VMC
Multi Engine Aircraft Only.
(multi
A red line is displayed across the airspeed tape at the
engine
aircraft single engine minimum control speed.
only)
Blue Line
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aircraft never exceed speed (VNE)
VYSE
Multi Engine Aircraft Only.
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A blue line is displayed across the airspeed tape at the
aircraft single engine best rate of climb speed
Initial
If the aircraft manufacturer has published an initial flap
extension
the airspeed tape at the speed corresponding to this
flap
airspeed
extension speed, a white triangle will be presented on
limitation.
Table 12.3 – Speed Markers
V-Speed Markings
Pilot-adjustable V-speeds can be configured and/or viewed via the Main Menu. Choices
include: Va, Vbg (best glide speed), Vr, Vref, Vx, and Vy. and for retractable gear aircraft: Vle
and Vlo
NOTE: V-speed editing can be locked during installation to prevent inadvertent or
unauthorized adjustment.
12.9.3 Altimeter
Altitude is indicated by a moving altitude tape against a fixed position altitude pointer. A
digital, rolling drum readout indicating altitude values to the closest 20 feet is provided
adjacent to the fixed pointer. Minor tick marks are provided every 20 feet and major tick
marks are provided every 100 feet. The thousands and ten-thousands digits are larger
than all other digits. Negative altitudes are indicated by a “-“ sign preceding the
numerical altitude value in the drum.
The range of the altimeter is -1,600 to +51,000 feet
Selected Altitude
Altitude Bug
Altitude Pointer/Drum
“MINIMUMS” Set
Figure 12.12 – Altimeter Markings
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Barometric Pressure Setting (BARO)
Barometric pressure is adjusted with the right knob to provide a barometric-corrected
altitude on the display.
The barometric pressure value can be entered in either inches of mercury (IN) or
millibars (mB), as configured in the Main Menu GENERAL SETTINGS page.
The barometric pressure setting is retained over a power cycle of the equipment.
Altitude Alerts
Visual (and optional aural) altitude alerts are generated for level-off and deviation
conditions. A yellow, level-off alert illuminates next to the selected altitude numerical
field when the aircraft is within 15 seconds or 200 feet (whichever is greater) of the
selected altitude. When an optional aural alerter is installed, a 1 second tone is
provided.
After reaching the selected altitude if the aircraft altitude deviates by more than ±200
feet from the preselect value then a flashing yellow altitude deviation alert is generated,
accompanied by a one second tone from the optional aural alerter.
Figure 12.13 – Alert ON
Figure 12.14 – Alert OFF
12.9.4 Vertical Speed Indicator (VSI)
Whenever the vertical speed exceeds +/- 100 fpm the vertical speed is indicated by a
rising/sinking white vertical tape and associated scale markers immediately to the right
of the compass rose. A numerical indication or current aircraft vertical speed is shown
directly above the tape. Rates of ±2000 feet per minute (FPM) are indicated by the tape
while the numerical value will display rates of up to ±9990 FPM. A triangle caps the tape
whenever rates exceed ±2000 FPM.
In the ARC compass mode only the digital vertical speed value is presented.
Figure 12.15 – Positive Rate of Climb
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Figure 12.16 – Rate Exceeding 2000 fpm
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12.9.5 Rate of Turn Indicator
A rate of turn indicator with a range of 0 to 6 degrees per second is provided on both
the 360 and ARC Compass modes. The indicator consists of a curved white tape
originating from the heading index mark and extending in the direction of the turn along
the outer curve of the compass card.
Half Standard Turn Marking
Full Standard Turn Marking
Figure 12.17 – Rate of Turn
The rate of turn indicator features scale marks for standard and half standard rate turns
(“Standard” rate of turn = 3 degrees per second). When the rate of turn exceeds 4.5
degrees per second, an arrowhead is added to the end of the tape to show that the rate
of turn has exceeded the limits of the instrument.
12.9.6 Data Bar (TAS, GS, OAT, Winds, Barometric pressure Set)
The Data Bar visually separates the upper and lower halves of the EFD display. True
Airspeed (TAS), GPS Ground Speed (GS), Outside Air Temperature (OAT), Wind Direction,
Wind Speed, and Barometric Pressure Setting data are all presented in the data bar.
Figure 12.18 – Data Bar
12.9.7 Horizontal Situation Indicator
The traditional HSI is an instrument which combines a Direction Indicator overlaid with a
rotating Course Deviation Indicator (CDI). The HSI on the EFD1000 can be presented in
either a full 360 degree compass rose mode, or in a 100 deg ARC format. Within the
ARC mode, the pilot may select (via the main menu) between two different formats of
CDI presentation – ARC HSI mode and ARC CDI mode.
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Figure 12.19 - 360 Compass Mode
The ARC HSI mode, presents traditional rotating CDI symbology which resembles that
used in the HSI 360 Compass mode. The ARC CDI mode presents a fixed, non-rotating
CDI resembling that used in contemporary GPS navigation displays.
Figure 12.20 – ARC HSI Mode
Figure 12.21 – ARC CDI Mode
Lateral and Vertical Deviation Indicators
A Lateral Deviation Indicator (LDI) is presented on the attitude indicator whenever the
pilot has selected an ILS, LOC, LOC(BC), or a GPS Approach Mode to the HSI and valid
lateral guidance is being provided.
Back course deviation indications are automatically corrected for reverse sensing.
Therefore, there is no further pilot action required to enable reverse sensing other than
setting the inbound course on the HSI. “BC” will be annunciated to the left of the “LDI”
indicator.
A Vertical Deviation Indicator (VDI) is presented on the attitude indicator whenever the
LDI is shown and valid vertical guidance is provided, such as from an ILS or WAAS GPS
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Figure 12.22 – LDI and VDI Indicators
Navigation Source Information Block
A Navigation Source Information Block is presented in the upper left corner of the HSI
display area. The Source Information Block indicates the navigation source coupled to
the HSI and its associated mode (e.g. VOR, ILS, LOC, etc). Information is provided related
to the coupled source including, when available, waypoint or navaid identifier or
frequency, bearing and distance, and the estimated time to the active waypoint.
Figure 12.23 – Navigation Source Information Block
Off Scale Indication
Whenever the lateral deviation exceeds the maximum displayable range of 2.5 dots, the
deviation needle of the CDI and the deviation diamond of the LDI or VDI is rendered as a
hollow ghosted image “pegged” on the corresponding side.
Figure 12.24 – Off Scale CDI
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Figure 12.25 – Off Scale VDI and LDI
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Auto Course Control
The pilot may configure the EFD1000 via the main menu to enable Auto Course Select so
that a connected GPS will automatically set the course (CRS) value whenever the GPS is
auto sequencing between waypoints. This capability relieves the pilot from manually
setting the course at each waypoint transition along a GPS route. When Auto Course
Select is active the pilot cannot edit the CRS value.
Auto Course Select is indicated by an inverted green “A” presented adjacent to the
numerical CRS value and the “CRS” knob legend.
Figure 12.26 – Auto Course Select Legends
GPS Annunciations
When a compatible GPS system is coupled to the HSI, annunciations of MSG, WPT, TERM
or APPR, and INTEG that are associated with that GPS navigation source are shown on the
HSI display whenever these annunciations are output by the GPS. If a configured GPS
fails, an amber failure annunciation is also provided indicating the failed GPS (i.e. “GPS1”,
“GPS2”, “RSMGPS”). No other GPS annunciations are provided on the EFD1000 display.
Refer to the GPS Flight Manual for information related to GPS annunciations, including a
list of all possible annunciations that can be provided by any particular GPS system.
Figure 12.27 – GPS Annunciations
GPS Track Indicator
Whenever the EFD1000 is connected to a compatible GPS a track indicator is provided.
Track is indicated as a blue diamond rendered on the compass scale at the value that
corresponds to the current aircraft track.
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Figure 12.28 – GPS Track Diamond
12.9.8 Bearing Pointers
General
Two bearing pointers that show the radial of a VOR station or the bearing to a GPS
waypoint are provided. Bearing Pointers are only available in the 360 Compass mode.
Any available navigation source may be connected to either bearing pointer. If
connected to a source that does not provide angular bearing data, such as a localizer,
the bearing pointer is not presented and the source is flagged as invalid.
Figure 12.29 – Bearing Pointers
Bearing Pointer Source Information Block
Each bearing pointer has an associated source information block that displays
information about the source of bearing pointer data (when available). Information that
can be displayed includes distance to station and either the station identifier or the
tuned frequency.
12.10
Situational Awareness Map Display
Basemap
The basemap presents map symbols for nearby navaids, intersections, airports, GPS
flight plan waypoints, including curved and straight flight legs. Basemap data is
presented whenever the EFD1000 system is connected to a compatible GPS system. The
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basemap symbols underlay all other instruments and annunciations in the lower half of
the display. Map and flight plan elements are received from the GPS, and are only
available when connected to a compatible GPS unit (i.e., Garmin GNS4xx/5xx).
The base map is always oriented with magnetic heading up and centered so that the
current aircraft position coincides with the aircraft own ship symbol.
Map Features
When available, flight plan waypoints, airports, VORs, DMEs, NDBs, and intersection
symbols are rendered as shown in Figure 12.30 below. Map feature identifiers, when
displayed, are shown adjacent to their associated symbol.
Figure 12.30 – Map Feature Identifiers
Flight Plan
When a flight plan is received from a compatible GPS system the Basemap will show the
current and future flight plan waypoints and legs. The active leg waypoint and its
associated identifier are displayed in magenta. Other waypoints and legs are white.
Depending on the range and selected feature display level, waypoint identifiers are
displayed adjacent to their associated waypoints.
Flight plan depictions are rotated within the display to maintain their correct compass
orientations at all times.
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Figure 12.31 – Basemap Flight Plan
Basemap Position Source and Reversion
Position and flight plan data for the basemap is provided at all times by GPS1, except
when GPS2 is the navigation source coupled to the HSI. In the event that GPS1 fails, the
basemap will continue to present flight plan and mapping symbols that were received
from GPS1, but will use position data from GPS2. When the basemap position is in the
reversion mode, no flight leg or fly-to waypoint is indicated as ‘active’ (i.e. in magenta),
no fly to waypoint data is provided (e.g. bearing, distance, etc), and navigation data
coupled to the CDI is flagged as invalid.
When an alternate GPS is being used as the Base map position source, the message
“GPS# REVERSION” (where “#” indicates the source of the reversionary GPS position,
either “1” or “2” ) is presented.
Figure 12.32 – GPS1 Failure, Reversionary Navigation
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Emergency GPS Position Reversion
When the RSM GPS is enabled at installation this emergency-use only non-certified GPS may
be used as the basemap position source, but only when all external GPS systems have failed
or become invalid. In this case, the basemap will continue to show the last programmed
flight plan information from the external GPS system, but no active flight leg or fly to
waypoint is indicated and the GPS navigation data coupled to the CDI will be flagged
invalid.
The RSM GPS will only be activated upon failure of the external GPS system and cannot be
used as a primary source of position data.
When the RSM GPS is being used as the base map position source, the message: “RSM GPS
REVERSION EMER USE ONLY” is presented.
Figure 12.33 – GPS Failure, RSM GPS Reversion
12.11
Autopilot Integration
General
The EFD1000 can connect with many differnet legacy autopilot systems that are typically
found in general aviation aircraft. The EFD1000 emulates the HSI and/or Flight Director
(FD) indicator with which the autopilot was originally certified. Autopilot integration is
limited to heading bug and navigation integration, including vertical approach modes.
When connected to an autopilot system that includes Nav or Approach couplers, the EFD
also acts as a navigation source switch to the autopilot. This assures that the navigation
information presented on the PFD is the same as that being provided to the autopilot.
This arrangement also eliminates the need for any external autopilot navigation source
switch selectors or relays.
The EFD1000 does not currently provide vertical coupling to barometric references such
as altitude hold, vertical speed, or altitude capture.
GPSS
When GPSS is enabled, a digital GPS steering command generated by a compatible GPS
system (such as the Garmin GNS430) will be passed to the autopilot in the form of a
heading command. To have the autopilot follow this GPS steering command, engage the
autopilot in heading mode and select GPSS via the GPSS hot key on the PFD.
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When GPSS is not selected, the autopilot will follow the heading bug value manually set
by the pilot.
If the connected GPS system does not provide the required roll steering command, the
GPSS legend adjacent to the GPSS Hot Key will be rendered in grey and it will not be
possible to enable GPSS operation via the Hot Key.
NOTE: Refer the Aircraft Flight Manual Supplement for your GPS system for information
about GPSS steering commands that may be output by that system.
The autopilot must be in Heading Mode to receive GPSS signals from the EFD1000.
Flight Director
When connected to a compatible autopilot system the EFD1000 will display a single-cue
flight director. The flight director command bars visually represent the lateral and
vertical steering cues transmitted to the PFD by the autopilot. When the FD output from
the autopilot is unavailable or flagged invalid, the FD command bars are removed from
the display.
Figure 12.34 – Flight Director
Typical Autopilot Operations
Whenever the EFD1000 installed configuration includes connections to GPS, VLOC and
autopilot systems, the EFD1000 acts as a conduit of data between the navigation radios and
the autopilot system. This configuration enables any navigation sensor available for display
on the EFD system to be coupled to the autopilot.
“HDG” Mode Operation – Heading Bug Steering
1. Set the heading bug on the EFD1000 to the desired heading
2. Verify that GPSS is not selected (GPSS Legend on Hot Keys shown in GREY)
3. Select the autopilot’s heading mode.
4. Engage the autopilot
5. Verify that the autopilot turns the aircraft to the desired heading.
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“HDG” Mode Operation – GPS Steering (GPSS)
1. Couple the EFD1000 HSI to a GPS sensor
2. Select GPSS by pressing the GPSS Hot Key so that GPSS is rendered in GREEN (e.g.
GPSS Active).
3. Select the autopilot’s heading mode.
4. Engage the autopilot
5. Verify that the autopilot turns the aircraft to follow the GPS flight plan.
“NAV” Mode Operation – VLOC Navigation
1. Using the CDI Nav Source Select switch, couple a tuned/valid VLOC radio to the HSI
and set the desired course.
2. Set the EFD1000 heading bug to a value that will intercept the desired course
3. Engage the autopilot in heading mode and verify that the aircraft turns to the
desired heading
4. ARM the nav mode of the autopilot by selecting its NAV mode.
5. Monitor the CDI deflection and verify that upon intercepting the desired course that
the autopilot switches to NAV Capture, and turns to track the desired course
“NAV” Mode Operation – GPS Navigation
1. With a valid flight plan programmed in the GPS, use the CDI Nav Source Select
Switch to couple the GPS to the HSI.
2. With GPSS OFF, set the EFD1000 heading bug to a value that will intercept the active
leg of the flight plan.
- OR-
Select GPSS ON via the GPSS Hot Key.
3. Engage the autopilot in heading mode and verify that the aircraft turns to a heading
to intercept the active leg of the flight plan.
4. ARM the nav mode of the autopilot by selecting its NAV mode.
5. Monitor the CDI deflection and verify that upon intercepting the flight plan leg that
the autopilot switches to NAV Capture, and turns to track the desired course.
“APPR” Mode Operation – ILS Approach
1. Use the CDI Nav Source Select Switch, couple a tuned/valid ILS radio frequency to
the HSI, and set the desired approach course.
2. Set the EFD1000 heading bug to a value that will intercept the desired course, or as
instructed by ATC
3. Engage the autopilot in heading mode and verify that the aircraft turns to the
desired heading
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4. Once cleared for the ILS approach, arm the autopilot’s Approach mode.
5. Monitor the CDI localizer deflection and verify upon intercepting the localizer that
the autopilot switches to Approach NAV Capture, turns to track the localizer course,
and arms the glide slope.
6. Monitor the autopilot localizer tracking performance. Upon intercepting the glide
slope verify that the autopilot switches from glide slope ARM to glide slope capture,
and initiates a descent to track the glide slope.
“APPR” Mode Operation – GPS or GPS LPV WAAS Approach
1. With a valid GPS Approach programmed in the GPS, use the CDI Nav Source Select
switch to couple the GPS to the HSI.
2. With GPSS OFF, set the EFD1000 heading bug to a value that will intercept the active
leg of the flight plan.
- OR-
Select GPSS ON via the GPSS Hot Key.
3. Engage the autopilot in heading mode and verify that the aircraft turns to a heading
to intercept the active leg of the approach
4. Monitor the CDI cross track deviation and verify that upon intercepting the active leg
of the approach that the autopilot turns to track the GPS Approach guidance
THE FOLLOWING APPLIES FOR GPS LPV APPROACHES ONLY
5. Once cleared for the GPS LPV approach, arm the autopilot’s Approach mode.
6. Monitor the CDI GPS Lateral Deviation and verify that while tracking and/or
intercepting the final approach course that once the GPS APPROACH mode goes
active and LPV vertical deviation is presented on the EFD that the autopilot arms the
glide slope.
7. Monitor the autopilot lateral approach course tracking. Upon intercepting the LPV
glide slope verify that the autopilot switches from glide slope ARM to glide slope
capture, and initiates a descent to track the LPV glide slope.
GPSS “APPR” Mode Operation – GPS Underlay to ILS Approach
1. With a valid GPS Approach programmed in the GPS, use the CDI Nav Source Select
switch to couple the GPS to the HSI.
2. Select GPSS ON via the GPSS Hot Key.
3. Engage the autopilot in heading mode and verify that the aircraft turns to a heading
to intercept the active leg of the approach
4. Monitor the CDI cross track deviation and progress along the ILS GPS Approach
Underlay
5. Verify that the ILS frequency is tuned
6. Once cleared for the ILS approach, couple the EFD1000 HSI to the tuned ILS (if not
done automatically by the coupled radio) and arm the autopilot’s Approach mode.
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7. Monitor the CDI localizer deflection and verify that upon intercepting the localizer
that the autopilot switches to Approach NAV Capture, turns to track the localizer
course, and arms the glide slope.
8. Monitor the autopilot localizer tracking performance. Upon intercepting the glide
slope verify that the autopilot switches from glide slope ARM to glide slope capture,
and initiates a descent to track the glide slope.
12.12
Main Menu
12.12.1
Menu Controls
The EFD1000 Main Menu is used to adjust various system configuration settings and
preferences. To select the Main Menu, press the MENU button on the right side of the
display bezel. To exit the Menu, press the MENU button again.
Main Menu Navigation
Once the Main Menu is activated, rotating the lower right control knob will select the
various menu pages. The current menu page is indicated by the page name and legend
“page # of #”, and by the location of the green segment within the segmented menu
navigation bar displayed at the bottom of the display.
Page Location Legend
Menu Page Name
Segmented Menu Bar
Figure 12.35 – Main Menu Navigation
Configuring Menu Items
Each menu page shows a series of menu selections adjacent to the right bezel line select
keys. Editable menu selections are indicated by white text, while status only or noneditable items are shown in green. Items that have been inhibited from editing are
shown in gray.
Pressing a line select key adjacent to an editable field enables the item for editing,
indicated by showing the editable value in magenta. Rotating the lower right control
knob adjusts the editable value. Changes are effective immediately.
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ON
Figure 12.36 – Main Menu Line Select Keys
To exit the edit mode press the adjacent line select key, press the right control knob, or
leave the menu by pressing the MENU button.
12.12.2
Menu Options
General Settings Page
From the general settings page the pilot may:
•
•
•
•
•
Configure the barometric altimeter setting units to inches or millibars (IN/mB)
ENABLE or DISABLE the display of V-Speeds
ENABLE or DISABLE GPS Auto Course operations
Select between ARC HSI and ARC CDI compass view modes.
Perform an AHRS RESET.
360 and ARC Map Settings Display Level Pages
From the 360 and ARC Map Settings Pages the pilot may configure the way basemap
features are displayed in both the 360 and ARC HSI views. For each feature, the pilot
may select either “ON”, “AUTO”, or “OFF”.
When a display feature is selected “ON”, it will always be displayed on the basemap.
When a feature is “OFF”, it will never be displayed on the basemap.
When a feature is set to “AUTO”, it will be displayed in accordance with a proprietary
pre-set relationship that is a function of the feature display level setting (e.g. High,
Medium of Low), the current map range, and the type of feature.
For example, when set to “AUTO” Terminal VOR/DME’s are shown at range scales less
than 30nm on the HIGH feature display level setting, but would not otherwise be shown.
Similar logic is employed for all basemap features.
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V-Speed Setting Pages
The V-Speed settings page allows the pilot to set the values at which V-Speed markers
will be presented on the airspeed tape. V-Speed values may be set for:
•
•
•
•
•
•
•
•
NOTE:
Va – Design Maneuvering Speed
Vbg – Best Glide Speed
Vref – Approach Reference Speed
Vr – Rotation Speed
Vx – Best Angle of Climb Speed
Vy – Best rate of Climb Speed
Vlo – Maximum Landing Gear Operating Speed
Vle – Maximum Landing Gear Extended Speed
V-Speed editing may be inhibited in the installation configuration menus. When
inhibited, V-speed values are rendered in grey and cannot be adjusted by the
pilot.
Power Settings Page
The POWER SETTINGS Page is used to monitor and control the source of power to the
EFD1000, including overriding automatic power states. From the POWER SETTINGS Page
the pilot may:
•
•
Switch to Battery Power from external power
Switch to External Power from Battery Power
•
Shut down or Restart the unit
•
View the External Power Source Voltage
•
View the Internal Battery Status
System Status
The SYSTEM STATUS page is used to display information about the EFD1000 system and
software. From the SYSTEM STATUS page the pilot may:
•
•
•
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View the Main Application Processor software version
View the Input Output Processor software version
View the EFD1000 Feature load version
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THIS PAGE IS INTENTIONALLY LEFT BLANK
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13 Environmental Qualification Forms
Nomenclature:
Part Number:
TSO Numbers:
EFD1000 Primary Flight Display (PFD)
A-05-110-00
TSO-C2d, TSO-C3d, TSO-C4c, TSO-C6d, TSO-C8d, TSO-C10b,
TSO-C106, TSO–C113
Manufacturer:
Aspen Avionics, Inc
Date Tested:
2/2008
Address:
Test Name
Temperature/ Altitude
5001 Indian School Road NE, Albuquerque, NM 87110
DO-160E
Test
Para
Category
4.0
A1, decompress
(Pressurized)
Temperature/ Altitude
Notes
Controlled temp and pressurized to <15,000’
to 55,000”
4.0
C1
Controlled temp and non-pressurized to 35,000’
4.5.5
Y
300 minutes minimum
Internal, temperature controlled - 2 deg. C/minute
(Unpressurized)
Loss of Cooling
Temperature Variation
5.0
C
Humidity
6.0
A
Standard humidity environment
Operational Shocks and
7.0
B
Standard operational shock and crash safety
8.0
S, Curve M
Fixed Wing, Instrument Panel, Single/Multi-engine
Magnetic Effect
15.0
Z
Causes < 0.5 deg deflection to compass 0.3 meter away
Power Input
16.0
B (14V and 28V
DC equipment with significant battery floating on bus
Crash Safety
Vibration (Fixed Wing)
Recip. and Turboprop
tests)
Voltage Spike
17.0
A
Equipment for which a high degree of protection is
Audio Freq Conducted
18.0
B
DC equipment with significant battery floating on bus
Induced Signal
19.0
ZC
Equipment whose primary power is DC
RF Susceptibility
20.0
WW
(Conducted/Radiated) Bench test to show compliance
RF Emissions
21.0
M
Significant EM apertures, not in direct view of radio
required
Susceptibility
Susceptibility
with interim HIRF rules. 100V/m
receiver antenna (Equipment mounted in cockpit or
cabin area)
Lighting Induced
22.0
B3K33
Transient
Moderately exposed all-metal airframes, airframes
composed of metal framework and all composite skin
panels or carbon fiber composite airframes whose
major surface areas have been protected with metal
meshes or foils
ESD
DOCUMENT # A-01-126-00
25.0
A
Equipment installed in aerospace environment
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Nomenclature:
EFD1000 Remote Sensor Module (RSM)
Part Number:
A-05-111-00
TSO Numbers:
TSO’d with EFD1000 system
Manufacturer:
Aspen Avionics, Inc
Date Tested:
2/2008
Address:
Test Name
Temperature/ Altitude
5001 Indian School Road NE, Albuquerque, NM 87110
DO-160E
Test
Para
Category
4.0
F2
Notes
Non-controlled temp and non-pressurized
to 55,000’
Temperature Variation
5.0
A
External, non-temperature controlled - 10
Humidity
6.0
C
External humidity environment
Operational Shocks
7.0
A
Standard operational shock
Vibration
8.0
S, Curve M
Fixed Wing, Fuselage Mount, Single/Multi
Waterproofness
10.0
S
Heavy stream as encountered during washing
Fluid Susceptibility
11.0
F (Deicing fluids and aircraft
Self explanatory
deg. C/minute
Recip. and Turbo <12,500 Lb.
or deicing
cleaning compound only)
Magnetic Effect
15.0
Z
Causes < 0.5 deg deflection to compass 0.3
Power Input
16.0
n/a
Powered from PFD display
Voltage Spike
17.0
n/a
Powered from PFD display
Audio Freq Conducted
18.0
n/a
Powered from PFD display
Induced Signal
19.0
ZC
Equipment whose primary power is DC
RF Susceptibility
20.0
WW
meter away
Susceptibility
Susceptibility
(Conducted/Radiated) Bench test to show
compliance with interim HIRF rules. 100V/m
RF Emissions
21.0
H
Direct view of radio receiver antenna.
(equipment mounted outside airframe)
Lighting Induced
22.0
B3K33
Transient
Moderately exposed all-metal airframes,
airframes composed of metal framework and
all composite skin panels or carbon fiber
composite airframes whose major surface
areas have been protected with metal meshes
or foils
Lightning Direct Effects
23.0
2A
Mounted in area with sweptback attachment,
but no hang on
Icing
24.0
C
External environment
ESD
25.0
A
Equipment installed in aerospace environment
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Nomenclature:
Analog Converter Unit
Part Number:
A-05-112-00
TSO Numbers:
TSO’d with EFD1000 system
Address:
5001 Indian School Road NE, Albuquerque, NM 87110
Manufacturer:
Aspen Avionics, Inc
Date Tested:
Test Name
Temp/ Altitude
2/2008
DO-160E
Test Category
Notes
4.0
A1, decompress to
Controlled temp and pressurized to <15,000’
para
(Pressurized)
Temp/ Altitude
35,000’
4.0
C1
Controlled temp and non-pressurized to 35,000’
Temperature Variation
5.0
C
Internal, temperature controlled - 2 deg. C/minute
Humidity
6.0
A
Standard humidity environment
Operational Shocks
7.0
B
Standard operational shock and crash safety
8.0
S, Curve M
Fixed Wing, Instrument Panel, Single/Multi-engine Recip. and
Magnetic Effect
15.0
Z
Causes < 1.0 deg deflection to compass 0.3 meter away
Power Input
16.0
B (14V and 28V
DC equipment with significant battery floating on bus
(Unpressurized)
and Crash Safety
Vibration (Fixed Wing)
Turboprop
tests)
Voltage Spike
17.0
A
Equipment for which a high degree of protection is required
Audio Freq Conducted
18.0
B
DC equipment with significant battery floating on bus
19.0
ZC
Equipment whose primary power is DC
20.0
WW
(Conducted/Radiated) Bench test to show compliance with
Susceptibility
Induced Signal
Susceptibility
RF Susceptibility
interim HIRF rules. 100V/m
RF Emissions
21.0
M
Significant EM apertures, not in direct view of radio receiver
antenna (Equip mounted in cockpit or cabin area)
Lighting Induced
22.0
B3K33
Transient
Moderately exposed all-metal airframes, airframes composed
of metal framework and all composite skin panels or carbon
fiber composite airframes whose major surface areas have
been protected with metal meshes or foils
ESD
DOCUMENT # A-01-126-00
25.0
A
Equipment installed in aerospace environment
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Revision C
EFD1000 Installation Manual
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DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
APPENDIX A
TROUBLESHOOTING
DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
System Troubleshooting
Fault
Cause
Corrective Action
Display does not power on
a) PFD missing A/C power
a) Check PFD circuit breaker,
(Note: there can be up to a 20
second delay from the
wiring, and A/C battery
application of power to a
visible display)
b) PFD missing A/C ground
c) PFD is defective
d) Configuration Module
(CM) fail
Display does not power off
(Note: PFD will switch to
internal battery if airspeed is
greater than 30kts.)
“INITIALIZING” message
PFD on/off switch on panel,
voltage > 12 volts.
b) Check wiring to PFD
c) Repair or replace PFD
d) Check configuration
module wiring. Repair or
replace CM.
a) Airspeed is above 30kts
a) Normal operation
b) PFD may have been
b) Switch unit off using
c) PFD is defective
c) Repair or replace PFD
switched to internal battery
“REV” button.
a) RSM to PFD
a) Check RSM to PFD wiring
b) RSM failed
b) Repair or replace RSM
c) PFD failed
c) Repair or replace PFD
a) Air data sensor has not
a) Allow up to 20 minutes at
time.
to clear
ATTITUDE FAIL or
a) AHRS sensor has not
a) Allow up to 3 minutes for
(Note: Attitude flags could
b) RSM failed/data missing.
b) Check RSM to PFD wiring.
for more than 20 seconds
ALTIMETER, AIRSPEED, VSI
FAIL (RED-X)
communication lost
had sufficient warm-up
b) Air data sensor failed
DIRECTION FAIL ( RED-X)
take up to 3 minutes to clear
completed initialization.
temps below -20ºC for flags
b) Repair or replace PFD
AHRS to initialize.
Repair or replace RSM.
at temps below -20 ºC)
c) PFD is defective
CROSS CHECK ATTITUDE
a) If it occurred on system
a) RESET AHRS
b) Normal after abrupt
b) RESET AHRS
message (yellow)
start.
maneuvers on ground or in
air
OAT Display dashed
DOCUMENT # A-01-126-00
c) PFD is defective
c) Repair or replace PFD
a) Wiring fault between PFD
a) Check wiring
b) RSM is defective
b) Repair or replace RSM
a) Groundspeed < 20kts
a) Normal operation
c) Airspeed failed
c) See AIRSPEED FAIL
and RSM
WINDS Display dashed
c) Repair or replace PFD.
b) No GPS ground track
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© Copyright 2008 Aspen Avionics Inc.
b) GPS not computing GTK
troubleshooting procedure
Revision C
EFD1000 Installation Manual
System Troubleshooting -continued
Fault
Cause
Corrective Action
Red Slash through
a) GPS or VLOC receiver
a) Turn on GPS or VLOC
GPS1, NAV2)
b) GPS or VLOC receiver
b) See GPS/VLOC
Navigation Sensor (i.e.,
turned off.
failed
c) Wiring fault between
sensor and ACU or PFD
d) ACU wiring fault.
receiver
manufacturers’ instructions
for troubleshooting
c) Check wiring between
GPS/VLOC and ACU or PFD
d) Check ACU circuit
breaker, check ACU to PFD
wiring and ACU to sensor
e) ACU is defective.
f) PFD is defective.
Autopilot or analog
NAV/GPS inoperative
wiring
e) Repair or replace ACU
f) Repair or replace PFD
a) ACU chassis not
a) Ground ACU chassis to
b) ACU not powered
b) Check ACU circuit breaker
grounded
c) ACU to sensor wiring
d) ACU fault
e) PFD fault
airframe ground
and power/grounds
c) Check ACU to sensor
wiring
d) Repair or replace ACU
e) Repair or replace PFD
Excessive Heading errors
a) RSM is tilted more than
a) Shim RSM to within limits
that are higher than actual
manual
manual
in one quadrant, or errors
in some quadrants and
lower than actual in other
quadrants.
allowed per Section 6 of this
b) Poor RSM calibration
c) RSM calibrated too close
defined in Section 6 of this
b) Re-run RSM calibration at
constant rate turns.
c) Re-run RSM calibration
to buildings or ferrous
away from buildings and
d) Airframe or external
d) Check for magnetized
objects
magnetic interference
other ferrous objects
areas on airframe close to
RSM. Degauss magnetized
area
Heading errors in all
a) RSM misaligned on
a) Use HDG OFFSET
higher than actual
clockwise direction
RSM alignment.
quadrants – all errors are
aircraft fuselage in
adjustment to correct for
Heading errors in all
a) RSM misaligned on
a) Use HDG OFFSET
lower than actual
clockwise direction
RSM alignment.
quadrants – all errors are
DOCUMENT # A-01-126-00
aircraft fuselage in counter-
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© Copyright 2008 Aspen Avionics Inc.
adjustment to correct for
Revision C
EFD1000 Installation Manual
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DOCUMENT # A-01-126-00
PAGE 186-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
APPENDIX B
INSTALLATION FINAL CHECK SHEET
DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
EFD1000 Installation Final Check Sheet
(page 1 of 3)
Aircraft Type:
Date:
Aircraft Serial Number:
Tail Number:
The following three (3) pages must be printed and used during checkout. The Section number
refers to the section in the manual where the test is performed. This form must be included in
document package to be included in aircraft maintenance records.
Complete by performing test of Section 10.5.4
Calibrated Heading
TOLERANCE
0
+/- 4
45
+/- 4
Source
90
+/- 4
135
+/- 4
180
+/- 4
225
+/- 4
270
+/- 4
315
+/- 4
Actual PFD Heading
Complete by performing test of Section 10.6.1
IAS Setting
Band
Band
Color
Description
Range
Vne =
Red
>Vne
Red arc displayed at all speeds above Vne
Vno =
Yellow
Vno - Vne
Yellow arc extending from Vno to Vne
Vs =
Green
Vs - Vno
Green arc extending from Vs to Vno
Vfe =
White
Vso - Vfe
White arc extending from Vso to Vfe
Vyse =
Blue
= Vyse
Blue Marker at Vyse
Vmc =
Red
= Vmc
Red Marker at Vmc
Triangle
=
White triangle at initial flap extension
Pass
Vso =
=
Marker
Marker
(White)
airspeed
NOTE: Single engine aircraft and aircraft with no flaps will not use all parameters above
DOCUMENT # A-01-126-00
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Revision C
EFD1000 Installation Manual
EFD1000 Installation Final Check Sheet
(page 2 of 3)
SECTION
POST INSTALLATION TESTS
10.5.4
Heading Accuracy Check (above)
10.5.5
Heading Interference Test
10.6.1
Indicated Airspeed Test
10.6.2
Altitude Display Test
10.6.3
System Leak Test
10.6.4
OAT- Outside Air Temperature Test
10.6.5
AHRS (attitude solution) Test
10.6.6
GPS Sensor Test - GPS1 (if installed)
10.6.6
GPS Sensor Test – GPS2 (if installed)
10.6.6
RSM GPS (Back-up) Sensor Test
10.6.7
NAV Receiver Sensor Test – NAV1 (if installed)
10.6.7
NAV Receiver Sensor Test – NAV2 (if installed)
10.6.8
Back-up NAV Indicator Test (if installed)
10.6.9
Autopilot Sensor Test (if installed)
10.6.10
Flight Director Test (if installed
10.6.11
Sonalert Test (if installed)
10.6.12
Ancillary Equipment Heading Check (if connected)
10.6.13
TAPES Configuration Check
10.6.14
EMI Test
6.4
Weight and Balance performed
7.4
Electrical Load Analysis performed
11
Post Installation Flight Test
11.4
Document successful completion of flight test in aircraft log
DOCUMENT # A-01-126-00
PASS
FAIL
List equipment interfaced:
book per FAR 91.407B
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
EFD1000 Installation Final Check Sheet
(page 3 of 3)
SECTION
COMPLIANCE CHECK
PASS
5.2
Standby Attitude, Airspeed, Altimeter, Magnetic Compass
5.2.4
Backup Navigation Indicator (if required) connected to a
FAIL
installed in pilots field of view
navigation source installed in pilot’s field of view. The
indicator must continue to function if the PFD circuit
breaker is pulled.
7.2
Circuit breaker installed for PFD and 1 ea. for each ACU
10.3
PFD braided ground strap installed between unit and panel
with < .003 ohms to ground.
RSM ground wire attached to ground stud < .003 ohms.
RSM doubler plate bonded to airframe ground < .003 ohms.
ACU(s) chassis bonded to airframe ground < .003 ohms.
7.2
Wires, cables, and connectors clearly marked or stamped
7.2
If installed, PFD master switch must be easily accessible to
flight crew and clearly marked
MISCELLANEOUS
1.7
Update warranty records on Aspen Avionics website at
www.aspenavionics.com/dealerramp
6.3
Log book entry stating aircraft has been modified in
Misc
Complete cover page of EFD1000 AFMS Aspen document #
accordance with EFD1000 AML-STC.
A-01-175-00 (Pro) or A-01-179-00 (Pilot) and insert in
Airplane Flight Manual.
Misc
Complete wire routing diagram Figure D1 in Appendix D
Misc
Copy of ICA’s Appendix D with copy of wiring diagrams
(Section 9 or installer drafted), copy of Configuration Chart
Table 10.1, and copy of Pre-Modification Checklist Table
5.1 inserted. This data package is to be given to
owner/operator for inclusion in aircraft permanent records.
Installer/ Inspector
DOCUMENT # A-01-126-00
Date
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
Appendix C
OPERATOR CONFIGURATION CHECKLIST
DOCUMENT # A-01-126-00
PAGE 191-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
Operator Configuration Checklist
Aircraft Type:
Aircraft S/N:
Aircraft Tail #:
Owner/Operator:
I request that the following settings be configured into my EFD1000 PFD as described below.
These airspeeds must match the requirements for the aircraft above and must match the values in
the Aircraft Flight Manual (AFM), Pilot Operating Handbook (POH), or other legal form of
documentation (e.g., Placard).
Vne
Vno
Vfe
Vs
Vso
Vyse
Vmc
Multi engine only
Multi engine only
initial flap extension speed
I also would like my VSpeed Textual Markers set as per below: (Note – these may be edited by the
pilot unless LOCKED). Insert a zero “0” in any field you wish not to appear on display.
Va
Vbg
Vref
Vr
Vx
Vy
Vlo
Retractable Gear only
Vle
Retractable Gear only
I would like my Airspeed Textual Markers above: LOCKED / UNLOCKED (circle one)
Owner/ Operator
DOCUMENT # A-01-126-00
Date
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
APPENDIX D
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
AIRCRAFT MAKE:
AIRCRAFT MODEL:
AIRCRAFT SERIAL NUMBER:
Modification of an aircraft under the EFD1000 AML Supplemental Type Certificate obligates the
aircraft operator to include the maintenance information provided by this document in the
operator’s Aircraft Maintenance Manual and operator’s Aircraft Scheduled Maintenance Program.
DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
ICA – RECORD OF REVISION
Revision
Date
C
3/28/08
DOCUMENT # A-01-126-00
Description of Change
INITIAL RELEASE
PAGE 194-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
D.1 Introductory Information
This ICA provides instructions necessary for authorized personnel to inspect and maintain the
EFD1000 system installed by the EFD1000 AML-STC. The following data may be required for this
maintenance:
Replacement Parts:
A-01-126-00 Rev. C or later EFD1000 Installation
Operating Instructions:
Wire Routing Locations:
Wiring Diagrams:
Manual (see Section 1)
A-01-126-00 Rev. C or later EFD1000 Installation
Manual (see Section 12)
See attachment to this document Figure D1 (part of
permanent aircraft records)
See attachment to this document (part of permanent
aircraft records)
D.2 System Description
The EFD1000 system is comprised of the Primary Flight Display (PFD), Remote Sensor Module
(RSM), Configuration Module (CM) and optional Analog Converter Unit (ACU).
The EFD1000 system provides display of attitude, airspeed, altitude, direction of flight, vertical
speed, turn rate, and turn quality. The system may optionally provide display of navigation
information through interfaces to GPS Receivers and/or VHF Navigation Receivers.
When interfaced with a compatible autopilot, the EFD1000 system provides heading and course
datum information to the autopilot, which enables the autopilot to follow the Course and Heading
values set by the pilot on the EFD1000.
D.3 System Operation
Refer to EFD1000 Installation Manual A-01-126-00 Rev. C or later, or AFMS for instructions on
system operation.
D.4 Servicing
The PFD, RSM, ACU, CM have no field serviceable components. Return defective units to Aspen
Avionics or an authorized dealer.
D.5 Overhaul Period
None required
D.6 Special Tools
See document A-01-126-00 Rev. C or later Section 1.5 for special tools required.
DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
D.7 Airworthiness Limitations
There are no Airworthiness limitations associated with the installation of this appliance. The
Airworthiness Limitations Section is FAA approved and specifies maintenance required under 14
CFR § 43.16 and § 91.403 unless an alternate program has been FAA approved.
D.8 Distribution of Revisions
Any revision to this document will be available on the Aspen Avionics website at
www.aspenavionics.com. Significant changes or revisions will be electronically mailed to dealers
on record at the time the revision is available.
D.9 Periodic Maintenance and Calibration
All maintenance is considered “ON CONDITION” unless otherwise noted in these ICA’s.
Internal Battery
The 30 minute back-up battery in the PFD is not approved as a required power source to
meet electrical power requirement for essential equipment following loss of aircraft power
generation equipment. Because the battery is not “required” equipment, it is up to the
operator to replace the battery when its performance no longer meets his/her
expectations. However, the battery must be replaced by the end of its’ useful life of five (5)
years. Status of the battery can be determined by switching the PFD to internal battery
power by:
•
Press MENU Key
•
Select POWER SETTINGS, Main Menu 6 of 7
•
Press BATTERY line select key
After a short delay the percentage of battery charge remaining is displayed on the PFD as:
To switch back to external power:
•
Press EXT PWR line select key
Instructions for battery replacement are contained in Section D.12. Contact customer
service at Aspen Avionics or an authorized Aspen Avionics Dealer for a replacement battery.
Display Backlight
The PFD display backlight has a median expected life of 50,000 operating hours.
Replacement of the lamp is on-condition as it may last longer or shorter than 50,000
hours. It is up to the operator to determine whether the backlighting has become too dim
for its intended use.
The ACU, RSM, and Configuration Module require no periodic maintenance or calibration.
DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
D.10 Unit and Wiring Inspection
All units, brackets, installation hardware and wiring of the EFD1000 system should be checked as
defined below during annual inspection. Items found to be defective should be repaired or
replaced prior to returning the aircraft to service.
PFD Inspection
The PFD should be inspected for damage and its operation should be verified using
documents from Section D1 of these ICA’s. The PFD wiring should be checked for damage,
chafing, or excessive wear. The PFD braided bonding strap should be checked for proper
termination at the PFD and aircraft grounding point to maintain HIRF and Lightning
compliance. Verify less than 3 milliohms from PFD ground stud to airframe ground. The
installation of the PFD should be inspected for corrosion on the PFD and the structure it is
mounted on. The fasteners should be inspected for tightness and general condition.
ACU Inspection
The ACU should be inspected for damage and its operation should be verified using
documents from Section D1 of these ICA’s. ACU wiring should be checked for damage,
chafing, or excessive wear. Verify ACU chassis bonding to airframe ground is less than 3
milliohms to maintain HIRF and Lightning compliance. The installation of the ACU should
be inspected for corrosion on the ACU and the structure it is mounted on. The fasteners
should be inspected for tightness and general condition.
RSM Inspection
The RSM should be visually inspected for damage and wear on the lightning strip. RSM
wiring should be checked for damage, chafing, or excessive wear. Verify RSM doubler plate
bonding to airframe ground is less than 3 milliohms to maintain HIRF and Lightning
compliance. This can be checked with a milliohm meter between one of the RSM mounting
screws and airframe ground. The RSM installation and doubler should be inspected for
corrosion on the RSM, the RSM shim (optional), the fuselage skin, and the doubler. The
installation should be inspected for cracks in the fuselage, and loose or damaged fasteners.
Configuration Module Inspection
The Configuration Module should be checked for damage. The Configuration Module wiring
should be checked for damage, chafing, or excessive wear.
D.11 Troubleshooting
See Appendix A of the document A-01-126-00 Installation Manual for troubleshooting
procedures.
DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
D.12 Removal and Replacement
This section provides instructions for removal and replacement of LRU’s that have been previously
installed in the aircraft. No special tools are required for the removal and replacement of any
system LRU’s. If an LRU is found to be defective it should be removed and returned to Aspen
Avionics for repair or replacement.
PFD Removal
Verify power is off. Carefully insert a flat blade screw driver into the locking mechanism on
the top center of the PFD. While gently prying pull back the top of the PFD and extract from
bracket. Remove nut securing braided ground strap to PFD. Remove pitot and static quick
connectors by pulling back outer spring loaded locking sleeve while unplugging
connectors. To remove 44 pin D-sub connector unscrew both jackscrews fully and pull
connector straight back.
PFD Replacement
Verify power is off. Install 44 pin D-sub connector and tighten jackscrews until connector
is fully seated. Install pitot and static lines to back of PFD by firmly pressing the fitting
until fully seated (pitot and static quick connectors are keyed and cannot be crossed).
Gently pull on connector to ensure proper connection. Connect braided bonding strap to
PFD with nut. Insert bottom of PFD into bracket and pivot top forward until it locks into
place on bracket.
Perform pitot and static leak check and verify the airspeed and altitude indications on the
EFD correspond to the values set on the pitot static test set.
Perform return to service test by verifying no sensors are flagged invalid and there are no
RED-X’s on display. Perform sonalert test in Section 10.6.11.
PFD Battery Replacement
PFD battery replacement must only be performed by a properly certified individual or
facility. Remove PFD from panel as above. Remove two screws on each end of the football
shaped cover plate on rear of the PFD. Unplug electrical connector and slide battery out of
PFD. Install new battery in PFD then connect battery plug. Replace cover plate and
tightened cover screws. Reinstall and test PFD as above.
ACU Removal
Verify power is off. Remove ACU by unscrewing the jackscrews of all three D-sub
connectors. Gently remove the connectors by pulling straight out. Remove the six (6) 6-32
mounting screws securing the ACU to the aircraft and remove unit from aircraft.
ACU Replacement
Verify power is off. Install ACU in mounting location and install six (6) 6-32 mounting
screws through holes in ACU mounting tabs. Install all three (3) D-sub connectors securing
each with the two jackscrews per connector.
DOCUMENT # A-01-126-00
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Revision C
EFD1000 Installation Manual
Perform post installation tests in Sections 10.6.6, 10.6.7, 10.6.9, 10.6.10.
RSM Removal
Verify power is off. It will be necessary to gain access to the underside of the RSM mounting
location in order to unplug the RSM connector. Unscrew RSM electrical connector from
inside and undo shield ground wire from ground stud. Remove sealant from around base
of RSM and on mounting screws. Remove four (4) 8-32 non-ferrous mounting screws from
RSM and remove RSM from aircraft taking care to guide 24 inch “pigtail” connector out
through ½ inch hole in aircraft skin.
RSM Replacement
Verify power is off. Verify O-ring on RSM is in good condition with no cracking or
flattening. Contact Aspen Avionics for replacement O-ring if required. Verify RSM shim is
installed between aircraft skin and RSM if required. Feed circular connector down through ½
inch hole in aircraft skin and mount RSM (vent hole faces aft) with four (4) 8-32 non-
ferrous screws. It is critical that the screws be non-ferrous to prevent the introduction of
compass errors. Connect electrical connector from inside and cable tie connector and
harness to prevent interference with flight controls as per AC43.13. Connect shield ground
wire to ground stud. Re-seal around base and on top of four mounting screws of RSM
using one of the following non-corrosive sealants:
Non-pressure vessel mounting
Pressure vessel mounting
Dow Corning 738, MIL-A-46146 or equiv.
Pro-Seal PS 870B-1/2, MIL-PRF-81733D,
or equiv.
Perform RSM Calibration per Section 10.5 of this manual. Also check OAT operation per
Section 10.6.4 and check RSM GPS operation per Section 10.6.6.
CM Removal
Verify power is off. Cut the two (2) cable ties affixing the CMU to the PFD wiring harness.
Unplug the Molex connector by pressing down on the locking tab and gently pulling the
connector from the module.
CM Replacement
Verify power is off. Plug the Molex connector into the module until it clicks. Cable tie the
module to the PFD wiring harness being careful to prevent interference with flight controls
per AC43.13.
Perform the post-installation unit configuration per section 10.4.5 of this manual.
Perform RSM Calibration per Section 10.5 of this manual.
DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
INSTRUCTIONS:
1.
Draw in RSM and optional ACU and autopilot locations as done for PFD below.
2.
Draw in circuit breaker locations.
4.
Draw in ACU to PFD and ACU to autopilot cable routing.
3.
Draw in PFD to RSM cable routing.
A
Figure D1 – LRU and cable routing diagram
LRU and Circuit Breaker Definitions
A)
PFD
C)
ACU#1 – optional
B)
D)
(CM is wired within 12” of PFD)
RSM
ACU#2 – optional
DOCUMENT # A-01-126-00
E)
PFD circuit breaker location
G)
ACU#2 circuit breaker location – optional
F)
H)
ACU#1 circuit breaker location - optional
Autopilot computer location
PAGE 200-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
INSERT WIRING DIAGRAMS AFTER THIS PAGE
DOCUMENT # A-01-126-00
PAGE 201-202
© Copyright 2008 Aspen Avionics Inc.
Revision C
EFD1000 Installation Manual
INSERT THE FOLLOWING AFTER THIS PAGE
COMPLETED - CONFIGURATION CHART - TABLE 10.1
COMPLETED - PRE MODIFICATION CHECKLIST – TABLE 5.1
COMPLETED - OPERATOR CONFIGURATION CHECKLIST FROM APPENDIX C
COMPLETED - EFD1000 INSTALLATION FINAL CHECKSHEET FROM APPENDIX B
DOCUMENT # A-01-126-00
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© Copyright 2008 Aspen Avionics Inc.
Revision C