EFD1000 Installation Manual - НЕБО-Сервис · PDF fileEFD1000 Installation Manual DOCUMENT # A-01-126-00 PAGE 12-202 Revision C © Copyright 2008 Aspen Avionics Inc. A-08-131-00

EFD1000 Installation Manual

DOCUMENT # A-01-126-00 PAGE 1-202 Revision C © Copyright 2008 Aspen Avionics Inc.

EFD1000

Installation Manual

Includes Instructions for Continued Airworthiness

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



DOCUMENT REVISIONS

Revision Description of Change

A INITIAL RELEASE

B INITIAL RELEASE – FAA APPROVED

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

Prepared By: TLM Release Authorization

Reviewed By: PDL

Original signatures on file. See ECO for

release date and dispositions. Release Date: 3/28/08

Release Initials: DTS Usage Authorization / Master Control Number:

Release Signature David T.Stewart



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.



THIS PAGE IS INTENTIONALLY LEFT BLANK



Table of Contents

1 INTRODUCTION ................................................................................................................. 11

1.1 PART NUMBERS......................................................................................................... 11 1.2 INSTALLATION KIT CONTENTS....................................................................................... 11 1.3 ACCESSORIES REQUIRED BUT NOT SUPPLIED ...................................................................... 12 1.4 OPTIONAL ACCESSORIES NOT SUPPLIED ........................................................................... 13 1.5 SPECIAL TOOLS REQUIRED............................................................................................ 13 1.6 VENDOR INFORMATION ............................................................................................... 13 1.7 WARRANTY REGISTRATION........................................................................................... 14 1.8 REGULATORY COMPLIANCE .......................................................................................... 14

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

2 EQUIPMENT SPECIFICATIONS AND LIMITATIONS................................................................... 15

2.1 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

2.2 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

2.3 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

3 SYSTEM DESCRIPTION......................................................................................................... 21

3.1 PRIMARY FLIGHT DISPLAY (PFD).................................................................................... 21 3.2 REMOTE SENSOR MODULE (RSM) .................................................................................. 22 3.3 CONFIGURATION MODULE ........................................................................................... 23 3.4 ANALOG CONVERTER UNIT (ACU) ................................................................................. 23 3.5 SYSTEM ARCHITECTURE............................................................................................... 24

4 SUPPORTED INSTALLED CONFIGURATIONS .......................................................................... 25

4.1 PILOT CONFIGURATIONS.............................................................................................. 25 4.2 SIMPLE PRO CONFIGURATION........................................................................................ 26



4.3 PRO CONFIGURATIONS WITH AUTOPILOT.......................................................................... 27 4.4 PRO CONFIGURATION WITH AUTOPILOT AND DIGITAL/ANALOG VLOC..................................... 28 4.5 PRO CONFIGURATION WITH AUTOPILOT AND DUAL ANALOG VLOC......................................... 29

5 PRE MODIFICATION PLANNING............................................................................................ 31

5.1 PRE MODIFICATION CHECKLIST ..................................................................................... 31 5.2 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

5.3 PART 135 IFR OPERATIONS........................................................................................ 37 5.4 SETTING V-SPEED TEXTUAL MARKERS ........................................................................... 37 5.5 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

6 MECHANICAL INSTALLATION .............................................................................................. 41

6.1 UNPACKING AND INSPECTING EQUIPMENT......................................................................... 41 6.2 EQUIPMENT LOCATION DOCUMENTATION......................................................................... 41 6.3 LOG BOOK ENTRY ..................................................................................................... 41 6.4 WEIGHT AND BALANCE................................................................................................ 41 6.5 INSTALLATION LIMITATIONS ......................................................................................... 42 6.6 EQUIPMENT BONDING ................................................................................................. 42 6.7 COOLING ................................................................................................................ 43 6.8 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

6.9 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



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

6.10 ACU INSTALLATION................................................................................................... 60 6.10.1. ACU Mounting........................................................................................... 60

6.11 CONFIGURATION MODULE INSTALLATION ......................................................................... 62

7 ELECTRICAL INSTALLATION ................................................................................................ 63

7.1 ELECTRICAL LOAD ANALYSIS......................................................................................... 63 7.2 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

8 ELECTRICAL CONNECTIONS ................................................................................................ 69

8.1 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

8.2 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

8.3 PFD PIN OUT........................................................................................................... 78 8.4 RSM PIN OUT .......................................................................................................... 79 8.5 CONFIGURATION MODULE PIN OUT ................................................................................ 80 8.6 ACU PIN OUT.......................................................................................................... 80

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

10 CONFIGURATION AND EQUIPMENT CHECKOUT.................................................................. 111

10.1 TEST EQUIPMENT..................................................................................................... 111 10.2 WIRING VERIFICATION............................................................................................... 111 10.3 BONDING CHECK – FAR 23.867(B)............................................................................. 112 10.4 SYSTEM CONFIGURATION........................................................................................... 113



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

10.5 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

10.6 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

11 POST INSTALLATION FLIGHT CHECK.................................................................................. 145

11.1 BASIC ADI FLIGHT CHECKS ........................................................................................ 145 11.2 BASIC HSI/DG FLIGHT CHECKS .................................................................................. 145 11.3 ILS FLIGHT CHECKS (IF NO AUTOPILOT, OTHERWISE JUMP TO SECTION 11.4)............................ 145 11.4 AUTOPILOT FLIGHT CHECKS (IF INSTALLED)..................................................................... 146

12 OPERATION...................................................................................................................... 149

12.1 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

12.2 SETTING FLIGHT INSTRUMENTS.................................................................................... 152 12.3 KNOB SYNC FUNCTION ............................................................................................. 153 12.4 HOT KEY OPERATION ............................................................................................... 154 12.5 CDI AND BEARING POINTER SOURCE SELECTION .............................................................. 156 12.6 BACK LIGHT CONTROL.............................................................................................. 157



12.7 MAP RANGE CONTROL.............................................................................................. 158 12.8 DISPLAY REVERSION CONTROL AND ABNORMAL SHUTDOWN................................................ 158 12.9 PRIMARY FLIGHT INSTRUMENTS ................................................................................... 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

12.10 SITUATIONAL AWARENESS MAP DISPLAY ........................................................................ 168 12.11 AUTOPILOT INTEGRATION .......................................................................................... 171 12.12 MAIN MENU........................................................................................................... 175

12.12.1 Menu Controls ................................................................................ 175 12.12.2 Menu Options ................................................................................. 176

13 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






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

contacts 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

Assembly with pigtail Aspen



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

(1/4x1/4x1/4) or equivalent 1/4” pitot and static tubing Imperial Eastman 44PN or equivalent Over Braid – tinned copper light Over Braid – tinned copper med

Alpha Wire P/N 2142 (1/4”), P/N 2146 (1/2”) Daburn P/N 2350-X, X=diameter (i.e., 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

equivalent 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. 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, etc.

Installer supplied



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 mounting angles

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.

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. Albuquerque, NM 87110 Elizabeth, NJ 07207 (505) 856-5034 (908) 925-8000 [email protected] [email protected] A.E. Petsche Co. – Double Shielded & RSM Cable Daburn Electronics & Cable Corp– Over Braid 2112 West Division St. 224 Pegasus Ave. Arlington, TX 76012-3693 Northvale, NJ 07647 (817) 461-9473 (201) 768-5400 [email protected] [email protected] Positronic Industries Inc. - Crimpers, Connectors 423 N. Campbell Ave. Springfield, MO 65801 (417) 866-2322 [email protected]

mailto:[email protected]�






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.

http://www.aspenavionics.com/�



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

2.1.1 General Specifications

Part Number .............................. A-05-110-00 Width ........................................ 3.50 in. (Measured at Bezel) Height ....................................... 7.00 in. (Measured at Bezel) Can Depth ................................. 4.15 in. (Rear of Bezel to Rear of Can) Overall Depth ............................ 6.35 in. (Knob to Rear Pressure Fitting) Weight....................................... 2.9 lbs with bracket Display Type.............................. 6.0 in. Diagonal TFT Active Matrix LCD (400x760) Display Colors ........................... 32,768 Face .......................................... Anti-Reflective Coated Glass Backlight ................................... High Intensity White LED Rotary Knobs............................. Optical Encoder with Momentary Push Dimming ................................... Manual & Automatic (Front Bezel Mounted Sensor)

2.1.2 Operational Specifications:

Operating Temp: ...................... -20°C to +55°C Storage Temp: .......................... -55°C to +85°C Max Operating Altitude.............. 35,000 ft Unpressurised/ 55,000 ft Pressurized Cooling ..................................... Integral Fan Max Humidity ............................ 95% at 50°C Input Voltage............................. +8 to +32 Volts DC Nominal Current........................ 2.4/4.8 Amps (28v/14v)

2.1.3 I/O Specifications:

ARINC 429 Inputs ...................... 5 Low Speed ARINC 429 Outputs ................... 1 Low Speed RS-232 Inputs ........................... 5 RS-232 Outputs ........................ 3 Pitot / Static .............................. Quick Connect

2.1.4 Certification Specifications:

Technical Standard Order: TSO-C2d .................................. Airspeed Instruments TSO-C3d .................................. Turn and Slip Instrument TSO-C4c .................................. Bank and Pitch Instruments



TSO-C6d .................................. Direction Instrument Magnetic (Gyroscopically Stabilized)

TSO-C8d .................................. Vertical Velocity Instrument (Rate-of-Climb) TSO-C10b ................................ Altitude Pressure Activated Sensitive Type TSO-C106 ................................ Air Data Computer TSO–C113 ................................ Airborne Multipurpose Electronic Display Software: RTCA DO-178B ......................... Level C Environmental: RTCA DO-160E.......................... See Environmental Qualification Form Section 13

2.1.5 Outline Drawing:

Figure 2.1 - PFD Outline Drawing (inches)



2.2 Remote Sensor Unit (RSM):


Part Number .............................. A-05-111-00 Width ........................................ 2.65 in. (Measured at Base) Height ....................................... 1.00 in. (Measured from Base) Length....................................... 4.40 in. (Front to Rear) Weight....................................... 0.2 lbs


Operating Temp ....................... -55°C to +70°C Storage Temp ........................... -55°C to +85°C Max Operating Altitude.............. 55,000 ft Unpressurized Cooling ..................................... None Required Max Humidity ............................ 95% at 50°C Input Voltage............................. Provided by PFD Nominal Current........................ Included in PFD Current


Magnetometer ........................... Proprietary Digital OAT........................................... Proprietary Digital GPS ........................................... Proprietary Digital


The RSM is certified as a component of the EFD1000 system Environmental: RTCA DO-160E.......................... See Environmental Qualification Form Section 13




24 inches

4.36

0.99

2.64

1.750

1.625

4 X 0.194

CABLE FEEDTHRU

0.75

Figure 2.2 - RSM Outline Drawing (inches)



2.3 Analog Converter Unit (ACU):


Part Number .............................. A-05-112-00 Width ........................................ 5.75 in. including mounting flanges Height ....................................... 1.60 in. Length....................................... 4.30 in. Weight....................................... 0.8 lbs


Operating Temp: ...................... -20°C to +55°C Storage Temp: .......................... -55°C to +85°C Max Operating Altitude.............. 35,000 ft Unpressurized/ 55,000 ft Pressurized Cooling ..................................... none required Max Humidity ............................ 95% at 50°C Input Voltage............................. +11 to +32 Vdc Nominal Current........................ 0.5/1.0 Amps (28v/14v)


ARINC 429 Inputs ...................... 2 Low Speed ARINC 429 Outputs ................... 2 Low Speed RS-232 Inputs ........................... 1 (software loading only) VHF Nav Receiver....................... 1 Analog input GPS Receiver.............................. 1 Analog input GPS OBS Interface ...................... 1 Output GPS Discrete .............................. 4 Active low inputs DH Discrete ............................... 1 Active low input Flight Director ........................... 1 output port Autopilot Interface..................... 1 Analog port


The ACU is certified as a component of the EFD1000 system Environmental: RTCA DO-160E.......................... See Environmental Qualification Form Section 13




4.724.30

Figure 2.3 - ACU Outline Drawing (inches)



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.



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



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.



3.5 System Architecture

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

Figure 3.2 - EFD1000 System Architecture

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



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



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



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



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



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






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

equipment given the current draw in Table 7.1?

3 Is there an acceptable location to mount or relocate the required standby instruments in the pilot’s field of view? (see Figure 5.2)

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

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

to the pilot while seated?

8 If mounting an optional PFD Master switch is there a mounting location accessible to the pilot while seated? – NA if not installed.

9 If installing an optional ACU or ACU’s is there a location to mount a 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? (see Electrical Interface Section 8 to determine compatibility) - NA if no GPS interface.

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



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.



Figure 5.1 – Standby Instrument Power Requirements



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.



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



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.



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):

• MSG • WPT • TERM • APPR • INTEG

5.2.6 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.



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.



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



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 AML-STC.

• 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.



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

PFD Mounting Location

Figure 6.1 - PFD Mounting Location



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.



Bonding Strap

Attachment Screw

Rear View of PFD

Figure 6.2 – PFD Bonding Strap Connection

Figure 6.3 – PFD and Bracket Installation



Figure 6.4 - PFD Mounting Bracket (inches)



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.



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.



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.

12"Prefered Area

Hat Rack

Baggage Compartment

NO ZONE

NO ZONE

Alternate Locations

12" minimumseparation

39"

NO ZONE12" minimum

separation

Figure 6.7 - RSM Mounting Location



6.9.1 Proposed RSM Location Check

The installer must determine the best RSM location given the above factors. A navigation quality handheld compass (i.e., hiking compass) can be used to find a magnetically quiet area free from the effects of magnetic disturbances from flight controls, autopilot servos, strobes, or any other large magnetic field appliance. Place a small handheld compass in the proposed RSM mounting location and operate all electrical systems. The compass needle should not deflect more than 2 degrees during testing. If a location cannot be found with less than 2 degrees of deflection then the electrical device causing the interference will need to be determined. The device causing the interference may need to be re-bonded or the wiring may need to be relocated. Once an area is located free from electrical interference the flight controls will need to be moved from stop to stop to determine if there is any compass deflection. If the compass does not show any deflection from electrical or mechanical sources then that location is acceptable to mount the RSM. If the proposed location is free of electrical interference but shows deflection from the flight controls it may be possible to degauss the flight control cables and or flight control hardware. Large ferric moveable objects that have become magnetized can cause compass deflection. Fixed ferric objects can be compensated for by the AHRS during the RSM alignment. A degaussing coil can be purchased at most audio and video stores.

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



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



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



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.



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



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.

Doubler

Aircraft Skin

Countersink

Figure 6.13– Ground Stud Mounting



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



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.

Doubler(installer fabricated)

Aircraft Skin

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.



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.



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 PrimerBoth Sides

Do not PrimeMask 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.



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.



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.

15

20

1

1

14

37

19

13

25

1

9

8

Figure 6.18 – ACU Dimensions (inches)



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)

Figure 6.20 – Configuration Module Tie Wrapped to Harness

Cable Tie two (2) places



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 @ 28Vdc4.8 nominal @ 14Vdc

RSM – Remote Sensor Module Current Draw included in EFD1000

ACU – Analog Converter Unit 0.5 nominal @28Vdc 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).



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 orDouble Shield



PFD

GPS1RS-232 or A429

GPS2RS-232 or A429

ACUA429 PFD to ACU only

*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.

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.

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.

1

1

1

Twisted Shielded Pair or Pairs*



1

Figure 7.1 – Over Braid/ Double Shield Requirements



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



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 SR30-10JF-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.

Metal Clamper

Qty 7 – 22 AWG conductors

Screw

10mm 4mm To PFD

HoodMetal Cover

Connector

To RSM

20mm

M27500-22TG7T14 orM27500-A24SD7T23 or equivalent

Figure 7.3 – RSM Connector assembly



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 Color CM Pin 41 Black 1 42 Brown 2 43 Orange 4

44 Red 3 -- Green 5



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.



8 Electrical Connections

8.1 PFD Electrical Specifications

8.1.1 Power Input

Nominal Input: 14Vdc or 28Vdc Operating Range: 8Vdc to 32Vdc

8.1.2 Tone (Sonalert) Output

Active on: Ground Inactive off: Open Load Current: 100ma maximum

8.1.3 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 DESCRIPTION

A Latitude sddmmhh s = sign (N for north, S for south)

dd = degrees mm = minutes hh = hundredths of minutes

B Longitude sdddmmhh s = sign (E for east, W for west) ddd = degrees mm = minutes hh = hundredths of minutes

C Magnetic Track ddd ddd = track in degrees D Ground Speed ddd ddd = speed in knots E Distance to Waypoint ddddd ddddd = distance in nm X 10 E Distance to Waypoint dddddd (Alternate format for ARNAV)

dddddd = distance in nm X 100 I Desired Track dddd dddd = track in degrees x 10 K Active Waypoint Identifier ddd[dd] ddd = ASCII waypoint ID

[dd] is optional for up to 5 characters



ID VALUE VALUE FORMAT DESCRIPTION

L Bearing to Active Waypoint dddd dddd = bearing in degrees x 10 Q Magnetic Variation sddd s = sign (E for east, W for west)

ddd = degrees x 10 T Warnings ---A----- A indicates GPS NAV flagged

Otherwise, all dashed w Waypoint Info See below

'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 DESCRIPTION

1 ID from above table w ASCII Character

Indicates beginning of a single waypoint item

2-3 Waypoint Number dd ASCII Characters dd = waypoint number represented with two ASCII characters

4 Sequence Number xiannnnn Packed unsigned binary x = not used i = 1 if last waypoint in route a = 1 if active waypoint in route nnnnn = waypoint number

5-9 Waypoint Identifier ddddd ASCII Characters Identifier as 5 ASCII characters

10 Waypoint Latitude sddddddd Packed unsigned binary s = sign (0 for north, 1 for south) ddddddd = degrees

11 Waypoint Latitude xxdddddd Packed unsigned binary x = not used dddddd = minutes

12 Waypoint Latitude xddddddd Packed unsigned binary x = not used ddddddd = hundredths of minutes

13 Waypoint Longitude sxxxxxxx Packed unsigned binary s = sign (0 for east, 1 for west)

14 Waypoint Longitude dddddddd Packed unsigned binary dddddddd = degrees

15 Waypoint Longitude xxdddddd Packed unsigned binary x = not used dddddd = minutes

16 Waypoint Longitude xddddddd Packed unsigned binary x = not used ddddddd = hundredths of minutes

17 Magnetic Variation dddddddd Packed unsigned binary dddddddd = LS Byte

18 Magnetic Variation dddddddd Packed unsigned binary dddddddd = MS Byte

19 Waypoint Terminator <CR> ASCII Character Packet terminator



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) and 12(1)

CDI Select (GPS) [GNAV installation only]

Label 100, bits 13(1) and 12(0)

CDI Select (VLOC) [GNAV installation only]

Label 114 GPS “Desired Track” Label 115 GPS “Waypoint Bearing” 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 (0), 26(0), 27(0)

GPS “ENROUTE”

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

GPS “ TERMINAL”

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

GPS “APPR Active”

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



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”

8.1.5 ARINC 429 VLOC Input

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

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

8.1.6 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: 14Vdc or 28Vdc Operating Range: 11Vdc to 32Vdc



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 Max Input Range: ±300mVdc Load: 1000 ohm 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: Less than 100mV across a 1000 ohm load

8.2.3 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) Excitation Frequency: 20Hz to 5000Hz Output Format: Sine (D and E), Cosine (F and G) Output Gradient: Excitation * 0.408 (26Vac in = 10.6Vac out) DC Offset: 0Vdc to +5Vdc (Offset applied to Rotor C)



TO/ FROM FLAG Input Differential input from a GPS receiver indicating whether flying TO or FROM the active waypoint. TO the waypoint: +40mV or greater FROM the waypoint: -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.



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: Sink to ground ILS/GPS APPR Inactive: Open Load Current: 100ma maximum



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 +15Vdc reference) Heading Datum zero: zero volts when heading bug on the lubber line. Heading Datum sense: +voltage when the heading bug is to the right of the lubber line and ACU DATUM is set to NORMAL in configuration. Course Datum zero: zero volts when heading bug on the lubber line. Course Datum sense: +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: Greater than 5Vdc Invalid: Less than 2Vdc



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 GPS not coupled: Open Load Current: 100ma maximum

8.2.5 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



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 - “



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)



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)



Pin Number Name Input / Output Function 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 OUTPUT Open collector output to drive the back

course sense circuit of an autopilot

J2-5 /ILS-ENERGIZE-OUT OUTPUT Active Low Output when ILS Selected or

GPS Appr Active J2-6 /FCS-LOC-IN INPUT Low Input from GPS when Appr Selected

J2-7 /OBS-LEG-IN INPUT Active Low from GPS when GPS OBS

mode selected J2-8 Reserved -

J2-9 FD-ENGAGED INPUT Flight Director Engaged (command bars

in view when active) J2-10 FD-ROLL2 INPUT Roll input for ARC and Bendix J2-11 +VLOCFLG-OUT INPUT Valid VHF Nav VOR or Localizer signal 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

J2-24 APPR-ACT INPUT Active Low input from GPS when GPS

approach mode activated J2-25 HEADING VALID OUTPUT Active Low Output when Heading Valid J2-26 Reserved - 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




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

J3-17 GPS SELECTED OUTPUT Active Low signal to drive GPS and

Autopilot inputs. 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)

J3-21 ARINC-HDG-CRS-EXT - 26Vac reference to emulate an ARINC

synchro interface 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 INPUT Heading/Course Datum excitation

offset input




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).



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 Page

9.1 EFD1000 Main Connections 85 9.2 ACU Main Power 86 9.3 Decision Height (DH) –Reserved 86 *9.4 Pilot Digital RS-232 Interface 87 *9.5 Pilot Digital ARINC 429 Interface 87 *9.6 Pro Single Digital with “Tracker” or No autopilot 88 *9.7 Pro Single Digital with autopilot 89 *9.8 Pro Digital/Analog Mix with and w/o autopilot 90 *9.9 Pro Dual Digital without autopilot 91 *9.9A Pro Dual Digital with autopilot 92 *9.10 Pro ARINC 429 GPS & Dual Analog VLOC with and w/o autopilot 93 *9.11 Pro Legacy GPS & Analog VLOC with and w/o autopilot 94 *9.11A CNX-80/GNS-480 with and w/o NAV2 and AP 95 9.11B CNX-80/GNS-480 RS-232 and Analog Interface 96 9.12 KLN89/B & KLN94 Interface 97 9.13 KLN-90/A/B RS-232 (only if ARINC 429 unavailable) 98 9.14 Apollo GX-55/65 Interface 99 9.15 Analog NAV/VLOC Interface 100 9.16 KI-525A Emulation Bendix/King autopilots 101 9.17 KI-525A Emulation S-TEC autopilots 102 9.18 NSD-360A Emulation Century autopilots - Reserved 103 9.19 NSD-360A Emulation Cessna ARC autopilots - Reserved 104 9.20 KI-256 Flight Director Emulation Bendix/King 105 9.21 52C77 Flight Director Emulation Century - Reserved 105 9.22 G-550A Flight Director Emulation ARC – Reserved 106 9.23 KI-256 Emulation S-TEC 55X with no existing FD 107 9.23A KI-256 Emulation S-TEC 60/65 with no existing FD 107 9.24 Back-Up NAV Indicator (internal converter) 108 9.25 Back-Up NAV Indicator (OBS Resolver) 109 9.26 Back-Up NAV/GPS Indicator (OBS Resolver) 110



1P1

PO

WE

RP

OW

ER

2P

OW

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3

GN

D4

GN

D5

GN

D6

EFD

1000

C

ON

NEC

TOR

(4

4 P

IN F

D-S

UB

AM

P P

/N 1

6586

83-1

WIT

H

AMP

P/N

165

8686

PIN

S)

RS

M_A

30R

SM

_B31

RS

M_C

32R

SM

_D33

RS

M_E

34R

SM

_F35

RS

M_G

36

CO

NFI

G_A

7

CO

NFI

G_B

CO

NFI

G_C

CO

NFI

G_D

1 2 3 4 5

CO

NFI

G_A

CO

NFI

G_B

CO

NFI

G_D

CO

NFI

G_C

CO

NFI

G_S

SIN

GLE

UN

SH

IELD

ED

MIL

-W-2

2759

or E

quiv

.

SIN

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UN

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2759

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Sona

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1 2 3 4 5 6 7

RSM

_AR

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RSM

_CR

SM_D

RSM

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SM_F

RS

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AID

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P/N

235

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or E

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PFD

BR

AC

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(BA

CKS

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GR

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GR

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A-0

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20 A

WG

20 A

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24 A

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24 A

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22 o

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ACU #1

10+14VDC/+28VDC IN

Figure 9.2 ACU Input Power

AIRCRAFT GROUND 3

P1 1 All wires are 22 AWG unless otherwise noted.

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

22

2A

ACU #2

10+14VDC/+28VDC IN

AIRCRAFT GROUND 3

P1

Optional – ACU #2 is only required when dual Analog VHF Navigation receivers are installed.

ACU

LABEL

2

2A

ACU#2

LABEL

3ACU 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.

Figure 9.3 Decision Height (DH) Interface









EFD1000

16429 GPS RX1A

P4001 P4006 P5006P5001

46 46

24

429 GPS RX1B 17 47

24

47

23

Figure 9.7 Pro Single Digital w/ Autopilot Interface

GNS430(W)(AW) GNS530(W)(AW)

23

1

2

P1

P3

4

5

48(50)

49(51)

48(50)

49(51)

ACU

P3

18

19

26

27 14

1

15

2VLOC/ACU RX2A

VLOC/ACU RX2B

PFD 429 TX1A

PFD 429 TX1B

AutopilotSee Figure:

9.16 for Bendix King9.17 for S-TEC9.18 Reserved9.19 Reserved9.20 & 9.21 Flight Director

_

_

_

_

__

_

_

_

_

_

_

429 RX1B

429 RX1A

429 TX1B

429 TX1A AUTOPILOT

429 RX2A

429 TX2A

429 TX2B

429 RX2B

1

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

ID#1 Description

B

ID#2

NONE GNS430, No GPS2With Autopilot

2

GNAV #1

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

1

Configure GNS-430/530 Out for “Low GAMA 429 Graphics w/Int”, IN for “Low Sandel EHSI”, VNAV for “Enable Labels”

*GNS530 uses same config as GNS430

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.

4

2

3 3

Configuration Matrix(see Section 10)





EFD1000

16429 GPS RX1A

P4001 P4006 P5006P5001

46 46

24

429 GPS RX1B 17 47

24

47

23

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


23

P3

4

5

48(50)

49(51)

48(50)

49(51)

ACU

P3

18

19

26

27 14

1

15

2ACU RX4A

ACU RX4B

PFD 429 TX1A

PFD 429 TX1B

Autopilot-optional

See Figure:


_

_

_

_

__

_

_

_

_

_

_

429 RX1B

429 RX1A

429 TX1B

429 TX1A GPS

#2

INPUT

22

23

VLOC

#2

INPUT

AUTOPILOT

Analog VLOC #2 - optional

RS-232/Analog GPS #2 - optional

See Figure:

9.12 for KLN89/B & KLN949.13 for KLN-90/A/B9.14 for GX-50/60 & GX-55/65

429 VLOC RX2A

429 VLOC RX2B

GNAV #1

RS-232 Flight Plan To

EFD1000Pin 8

429 TX2A

429 TX2B

1

OptionalBack-Up

NavIndicator

See Figure 9.24, 9.25, 9.26 forBack-Up NAV recommendations.

2

3


ID#1 Description

A

A

A

ID#2

D

F

H

GNS430, No GPS2, NAV2

GNS430, GPS2, No NAV2

GNS430, GPS2, NAV2

4

See Figure 9.15 for:

KX-155(A) &165(A)KN-53KX-170A/170B/175/175BSL-30Use pins 48&49 or 50&51 not both.

2

Configure GNS-430/530 Out for “Low GAMA 429 Graphics w/Int”, IN for “Low Sandel EHSI”, VNAV for “Enable Labels”

*GNS530 uses same config as GNS430Configuration is identical for autopilot and no autopilot interfaces

3

1

1

1


5

4

3









EFD1000

16429 GPS RX1A

P4001 P4006 P5006P5001

46 46

24

429 GPS RX1B 17 47

24

47

23

Figure 9.9A Pro Dual Digital with Autopilot Interface


23

1

2

P1

P3

4

5

48(50)

49(51)

48(50)

49(51)

ACU

P3

18

19

26

27 14

1

15

2VLOC/ACU RX2A

VLOC/ACU RX2B

EFD 429 TX1A

EFD 429 TX1B

Autopilot

See Figure:


_

_

_

_

__

_

_

_

_

_

_

429 RX1B

429 RX1A

429 TX1B

429 TX1A AUTOPILOT

P4001 P4006 P5006P5001

46 46

24

47

24

47

23


23

48(50)

49(51)

48(50)

49(51)_

_

_

_

__

_

_

_

_

_

_

GNAV #1

GNAV #2

20

21

22

23

429 GPS RX3A

429 GPS RX3B

429 VLOC RX4A

429 VLOC RX4B

1

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

429 RX2A

429 RX2B

429 TX2A

429 TX2B

2

ID#1 Description

B

ID#2A

C

M

GNS430, GNS430With Autopilot


3

1

1

1

1

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.

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

B

B

*GNS530 uses same config as GNS430*GNS500 uses same config as GNS400Contact Aspen Avionics product support for additional configuration ID’s if your configuration is not shown.

2

2

3 3

3 3


5

4

OptionalBack-Up

NavIndicator

5


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

6








EFD1000

GPS/VLOC RX2A

GPS/VLOC RX2B

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

ACU #1

P3

18

19

26

27 14

1

15

2

PFD 429 TX1A

PFD 429 TX1B

Autopilot - optional

See Figure:


429 RX1B

429 RX1A

429 TX1B

429 TX1AGPS

INPUT

22

23

AUTOPILOT

Analog VLOC #2

RS-232/Analog GPS #1

See Figure:

9.12 for KLN89/B & KLN949.13 for KLN-90/A/B9.14 for GX-50/60 & GX-55/65

429 VLOC RX4A

429 VLOC RX4B

RS-232 Flight Plan To

EFD1000Pin 8

Analog VLOC #1

ACU #2

14

1

15

2

P3

429 RX1A

429 RX1B

OptionalBack-Up

NavIndicator

OptionalBack-Up

NavIndicator

VLOC

#2

VLOC

#1

429 TX1B

429 TX1A

Autopilot must be connected to ACU #1

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

2

2

1

2

3


4 Omit ACU #2 if using only 1 Analog Nav.

1

ID#1 Description

G

H

H

ID#2

NONE

NONE

D

GPS1, No NAV1, No NAV2

GPS1,NAV1,No NAV2

GPS1, NAV1, NAV2


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


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

1

1


5

3

4


1






EFD1000

8RS-232 IN

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

P3

18

6

ACU

GPS +TO

/FCS-LOC

/OBS-LEG

/APPR ACTIVE

OBS SIN (D)

OBS SIN (E)1

22

CNX-80GNS-480

19

7

20

8

7

16

34

24

P2

6

7

24 61

P1

4

13

6

12

5

15

45

50

51

52

49

OBS COS (F)

OBS COS (G)

ROTOR (H)

ROTOR (C)

APPR ACTIVE

N/C

RS-232 OUT

OBS_D

OBS_H

OBS_F

OBS_G

AUX CDI + TO

AUX CDI + FROM

AUX CDI + VALID

AUX CDI + RIGHT

AUX CDI + LEFT

GPS +UP

GPS +RT

GPS +LT

GPS LAT FLG +

GPS LAT FLG -

P1

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

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.

AUX GS + UP

AUX GS + DOWN

46

48

47

54

558

11

7

14

AUX CDI - VALID

AUX VDI + VALID

AUX VDI - VALID

GPS +DN

GPS Vert FLG +

GPS +FR

GPS Vert FLG -

P7

P5

17GPS MODE SEL

3

26

25

N/C

63 SUSP

OBS_E

OBS_C

P2 P7

120

12

31

13

32

2

1937

33

30

31

28

32

NAV CompositeComposite GND

/ILS Engage

GS +UP

GS +DN

GS +FLG

GS -FLG MAIN GS - VALID

MAIN GS + VALID

MAIN GS + DOWN

MAIN GS + UP

ILS ENERGIZE

COMPOSITE GNDCOMPOSITE OUT

SERIAL GND

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

2

3

The CNX-80/GNS-480 must not be connected using the ARINC 429 interface. Required labels are missing to provide a satisfactory interface.


4

1


2

5




EFD1000

8RS-232 IN

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

P3

18

6

ACU

GPS +TO

/FCS-LOC

/OBS-LEG

/APPR ACTIVE

OBS SIN (D)

OBS SIN (E)

1

2

KLN89/BKLN94

19

7

20

8

36

37

35

34

P2

6

7

24

17

18

P1

4

13

6

12

5

15

11

13

14

12

10

OBS COS (F)

OBS COS (G)

ROTOR (H)

ROTOR (C)

APPR ACTIVE

FCS LOC /ENG

RS-232 OUT

OBS RESOLVER COS

OBS RESOLVER OUT

AC GROUND

OBS RESOLVER SIN

+TO

+FROM

LAT FLG +

D-BAR +RT

D-BAR +LT

GPS +UP

GPS +RT

GPS +LT

GPS LAT FLG +

GPS LAT FLG -

GPS DISPLAYED

P1


P2

Vert +UP

Vert +DN

12

33

32

P1

31

11

138

11

7

14

LAT FLG -

Vert FLG +

Vert FLG -

GPS +DN

GPS Vert FLG +

GPS +FR

GPS Vert FLG -

N/C

P2

P1

17GPS MODE SEL


1

2




EFD1000

8RS-232 IN

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

P3

18

6

ACU

GPS +TO

/FCS-LOC

/OBS-LEG

/APPR ACTIVE

OBS SIN (D)

OBS SIN (E)

1

13

KLN-90/A/B

19

7

20

8

37

27

26

31

P2

6

24

7

17

33

P1

11

4

5

13

6

15

25

22

OBS COS (F)

OBS COS (G)

ROTOR (H)

ROTOR (C)

APPR ACTIVE

FCS LOC /ENG

RS-232 OUT

OBS RESOLVER COS

OBS RESOLVER OUT

AC GROUND

OBS RESOLVER SIN

+TO

+FROM

NAV FLG +

D-BAR +RT

D-BAR +LT/NAV FLG-

GPS +UP

GPS +RT

GPS +LT

GPS LAT FLG +

GPS LAT FLG -

GPS DISPLAYED

P901


19

20

21

1

8

12

7

14

GPS +DN

GPS Vert FLG +

GPS +FR

GPS Vert FLG -

N/C

17GPS MODE SEL


1

2

16

Existing OBS/LEG

switch

N/C

N/C

N/C

/OBS-LEG

3

2

3

4

If existing installation has external OBS/LEG switch then splice as shown. If not, then just connect ACU P2-7 to KLN90B pin 33.

KLN-90B ONLY. These pins are not connected on KLN-90 and KLN90A units.

ARINC 429 is the preferred connection – see Figure 9.10




EFD1000

8RS-232 IN

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

ACU

GPS +TO

1

6

P1

4

12

5

5

11

10

RS-232 OUT

+TO

+FROM

D-BAR +RT

D-BAR +LT

GPS LAT FLG+

GPS +RT

GPS +LT

P1


FLG+

FLG-

4

9

2

11

7

14

GPS LAT FLG-

GPS +FR

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

GPS Vert FLG+

GPS Vert FLG-

GPS +UP

GPS +DN

15

8

13

6

P2

/OBS-LEG

/APPR ACTIVE

7

24

31

30

29

10

14

13

12

11

28

29

Vert FLG+

Vert FLG-

Vert DN+

Vert UP+

34

15

5

_

_

_

_

_

_

P1

GX-55GX-65

GX-50GX-60

OBS(HOLD)

ACTIVE

2

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

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

4

GX-50/55/60/65

1


5

3

3



ACU

1NAV Composite

P401 P901 A2A1

H _

Figure 9.15 ANALOG NAV Interface

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

KX155KX165

KX155AKX165A

20

2

32

13

31

12

H

8 8

15 - S 15 - S

14 - R

17 - U

16 - T

17 - U

14 - R

16 - T_

_

_

_

_

_

_

_

_

_

Composite GND

/ILS Engage

GS +UP

GS +DN

GS -FLG

GS +FLG

1 1

1

ACU

1NAV Composite

P532 P1

8

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.

KN-53 SL-30

20

2

32

13

31

12

12

15

3228

31

13

14

P

R

Composite GND

/ILS Engage

GS +UP

GS +DN

GS -FLG

GS +FLG

1

30

33

37

19

1

2

2 Glideslope interface is for units with GS option. Refer to manufacturers’ installation manual for complete interface. Drawing is for reference only.

3

2

P2

P2

KX170A/170B/175B

P171

3

4


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

3

_

_

_

_

_

4



AC

U

3C

RS

DA

TUM

P14

01P

1402

P19

02P

1901

P29

52P

2251

P225

2J1

J2

_17

2W

W2

16

HW

Figu

re 9

.16

KI-5

25A

Em

ulat

ion

Ben

dix

Kin

g A

utop

ilot t

o A

CU

Inte

rfac

e

Aut

opilo

t can

onl

y be

con

nect

ed to

AC

U #

1 in

a

dual

AC

U c

onfig

urat

ion.

KA

P-1

40K

FC-1

50K

FC-2

00K

FC-2

25K

FC-2

50

P29

51

H

9 2322 11

__ _

_

_

__

_

_

__ _

_ _ _27

X 20 19

P3

_ _ _ __

_ _M S

28M

2553617351630113718P2

/GP

S M

OD

E S

EL

HD

G D

ATU

MC

RS

/HD

G C

OM

+15

OU

TH

DG

-CR

S E

XT

+ R

IGH

T

+ LE

FT

+ LA

T FL

G

-LA

T FL

G

+UP

+DN

+VER

T FL

G

-VE

RT

FLG

/ILS

EN

ER

GIZ

E

_

__

_11

2634

7B

AA

7A

A

1c

c11

25 24 22 23

9 10 31 12

17 U

V 19 21 Y

A C

M K C D

M K C D

A C

5212

26 25 23 24

14 15

__

_

_

_

_

_

_

__

__

___

__

__

__

___

__

__

__

__

___

__

__

__

__

__

__

__

__

__

_

__

__

_

1 2

See

Flig

ht D

irect

or s

ectio

n Fi

gure

9.2

0 fo

r co

mm

and

bar i

nter

face

.3

Ref

er to

man

ufac

ture

rs’ i

nsta

llatio

n m

anua

l for

com

plet

e in

terfa

ce.

Dra

win

g is

for r

efer

ence

onl

y.

_

46 47

4

5

If th

e ex

istin

g D

G/H

SI is

to re

mai

n in

the

airc

raft

do n

ot p

aral

lel H

DG

/CR

S D

atum

with

A

CU

. C

ap a

nd S

tow

at D

G/H

SI.

6

HD

G V

ALI

D

P3 17

AC

U H

SI T

YPE

= 0

4

KFC

-275

P220

1P2

202

32 16 33 17 2 3

11 28 27 10

22 ___ __

______

________

KFC

-250

/275

HD

G &

CR

S D

atum

for 3

" In

stru

men

ts (K

CS

-55A

) onl

y.

55

1

List

of A

utop

ilot i

nter

face

s sh

own

is N

ot A

ll In

clus

ive

N/C

Con

figur

atio

n M

atrix

(see

Sec

tion

10)

5

GP

S M

ode

Sel

if c

onne

cted

on

a W

AA

S

capa

ble

GP

S w

ill no

t allo

w th

e ve

rtica

l m

ode

to c

oupl

e. C

an b

e co

nnec

ted

on a

ll ot

her G

PS

uni

ts.



AC

U

3C

RS

DA

TUM

P1

P1

P2

P1

P2

109

110

_11

8

1128

1920

Figu

re 9

.17

KI-5

25A

Em

ulat

ion

S-TE

C A

utop

ilot t

o A

CU

Inte

rfac

e

Aut

opilo

t can

onl

y be

con

nect

ed to

AC

U #

1 in

a

dual

AC

U c

onfig

urat

ion.

SYS

TEM

20

/30

SYS

TEM

55

SY

STE

M

55X

SY

STE

M

60-2

/65

P1 29

9 2322 11

_31 29

35

__

46

_

_ __ _

_ _7

28 29 44

P3

37

_ _13

12

53617351630113718P2

/GP

S M

OD

E S

EL

HD

G D

ATU

MC

RS

/HD

G C

OM

+15

OU

TH

DG

-CR

S E

XT

+ R

IGH

T

+ LE

FT

+ LA

T FL

G

-LA

T FL

G

+UP

+DN

+VE

RT

FLG

-VE

RT

FLG

/ILS

EN

ER

GIZ

E

_

_

_

26

38

4249

3216

10 9

13 14

13 1430 31

18 19 1 2

21

31

18 19 1 2

4546

30

23 24 6

77 58

__

49

__

__

___

__

___

__

__

___

_

__

_

_14

_

_

_

_13

___

_

_

_

_

_

_

_

1 2

See

Flig

ht D

irect

or s

ectio

n Fi

gure

9.2

0, 9

.22,

or

9.23

for c

omm

and

bar i

nter

face

.3

Ref

er to

man

ufac

ture

rs’ i

nsta

llatio

n m

anua

l for

co

mpl

ete

inte

rface

. D

raw

ing

is fo

r ref

eren

ce

only

.

SYS

TEM

40

/50

32

_

4

_

CR

S/H

DG

Dat

um is

wire

d to

sim

ulat

e a

KI-5

25A

H

SI.

If ex

istin

g H

SI i

s ot

her t

han

KI-5

25A

then

au

topi

lot n

eeds

to b

e m

odifi

ed to

acc

ept K

I525

A

inpu

ts o

r con

tact

Asp

en A

vion

ics

for o

ther

op

tions

.

2

5If

exis

ting

inst

alla

tion

had

a D

G th

en a

jum

per

from

P1

pin

9 to

10

will

nee

d to

be

rem

oved

fro

m th

e au

topi

lot.

Ref

er to

S-T

EC

refe

renc

e m

ater

ial.

6

If th

e ex

istin

g D

G/H

SI i

s to

rem

ain

in th

e ai

rcra

ft do

not

par

alle

l HD

G/C

RS

Dat

um w

ith

AC

U.

Cap

and

Sto

w a

t DG

/HS

I.

17P3

_

_

__

__

__

1

N/C

AC

U H

SI T

YPE

= 0

Con

figur

atio

n M

atrix

(see

Sec

tion

10)

7

GP

S M

ode

Sel

if c

onne

cted

on

a W

AA

S

capa

ble

GP

S w

ill no

t allo

w th

e ve

rtica

l m

ode

to c

oupl

e. C

an b

e co

nnec

ted

on a

ll ot

her G

PS

uni

ts.

6

44

__

12_

__

_



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



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



ACU

10

FD PITCH

P1 P1

L LFD ROLL

9M M

Figure 9.20 KI-254/ KI-256 FD Emulation

Existing KI-256/254 Flight Director wiring may be paralleled with ACU Flight Director input.(-------) lines are existing aircraft wiring.

KI-256KI-254

P P

33

P2

FD ENGAGE

AP FD Engage AP CMD Bar RollAP CMD Bar Pitch1

1

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 S-TEC autopilot installation manual for details.

Figure 9.21 52C77 FD Emulation

H27

N15

14

H

N

AP CMD Bar RefAP FD Power

FD ROLL COMFD PITCH COM

FD VALID

2


Set ACU FD TYPE = 1



Figure 9.22 G-550A Emulation Cessna ARC



ACU

10

FD +DOWN 16FD +LEFT

9

21

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

ST-645

12

33

P2

FD ENGAGE

127

2315

14FD +RIGHT

FD +UP

FD VALID

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

14 Volt Aircraft

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

ACU

10

FD +DOWN 16FD +LEFT

9

21

ST-645

12

33

P2

FD ENGAGE

227

2315

14FD +RIGHT

FD +UP

FD VALID

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

28 Volt Aircraft

Figure 9.23A KI-256 EmulationS-TEC 60/65 FD interface with no existing Flight Director

ACU

10

FD +DOWN 9FD +LEFT

9

1

ST-670

13

33

P2

FD ENGAGE

327

215

14FD +RIGHT

FD +UP

FD VALID

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

14 Volt Aircraft

ACU

10

FD +DOWN 9FD +LEFT

9

1

ST-670

13

33

P2

FD ENGAGE

427

215

14FD +RIGHT

FD +UP

FD VALID

28 Volt Aircraft

Set ACU FD TYPE = 1

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

1

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

1


Set ACU FD TYPE = 1






ACU

1NAV Composite

Figure 9.25 Back-up NAV Indicator (OBS Resolver)

20

2

32

13

31

12

Composite GND

/ILS Engage

GS +UP

GS +DN

GS -FLG

GS +FLG

P2

NAV Receiver with internal

NAV Converter

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

KX-165KX-165AKNS-80/81

1 Parallel all lines shown maintaining shielding as required.

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

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

2

3

4

NAV Indicator

NAV FLG+NAV FLG-CDI +RIGHTCDI +LEFT+ TO+ FROMOBS RES A/HOBS RES C

OBS RES GOBS RES FOBS RES EOBS RES D

3

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

2





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:

• Pitot Static Test Set • NAV/ILS Signal Generator • Digital Multimeter

10.2 Wiring Verification

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

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

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

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

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

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

• Remove power by pulling applicable circuit breakers.

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

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

NOTE: AHRS Flags may take up to 3 minutes to clear. Airspeed and Altitude flags may take up to 20 minutes to clear at temperatures below -20ºC.



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.



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.



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.




MAIN MENU PAGE 3 – ARC MAP Settings Set as desired or use factory default settings.


MAIN MENU PAGE 4 – VSPEEDS A Set VSPEED Textual Markers to values on “Operator Configuration Checklist” in Appendix C or set to zero if not stated.


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.



MAIN MENU PAGE 5 – VSPEEDS B Set VSPEED Textual Markers to values on “Operator Configuration Checklist” in Appendix C or set to zero if not stated.


MAIN MENU PAGE 6 – Power Settings Power Settings page requires no configuration.

Figure 10.6 - Main Menu Page 6



MAIN MENU PAGE 7 – System Status System Status page requires no configuration.




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.

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.

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



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



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


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.



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.

IAS CONFIG C PAGE 3 OF 11

SEL PAGE

IAS UNITS: KNOTS

TAPES: UNLOCKED

VSPD EDIT: LOCKED

KNOTS/ MPH

UNLOCKED/ LOCK OFF/ LOCK ON

UNLOCKED/ LOCKED

MENU OPTIONSMENU


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.



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

Is Altimeter and Airspeed Indicator still

in Basic “T” configuration?

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

TAPES can be configured to

UNLOCKED or any other customer

preference

TAPES must be configured to

LOCK ON

TAPES must be configured to LOCK OFF

YES

NO

YES

NO

STOP

Figure 10.13 – TAPES Configuration Flow Chart



INSTALLATION MENU PAGE 4 – MISC CONFIG The following menu will be used to enable or disable the emergency GPS sensor located in the RSM. The aircraft electrical system voltage is set and the pitch attitude zero reference point is aligned for tilted instrument panels.


RSM GPS: Set to ENABLE. RSM GPS USAGE: Set to EMER ONLY. “RSM GPS REVERSION EMER USE ONLY” will appear on PFD if all connected GPS receivers fail. Do not set to VFR as it is not approved for use at this time. Configuring for VFR will disable the RSM GPS receiver. ELEC SYSTEM: Set to 14V or 28V as per aircraft electrical system. PITCH ATT TRIM: Pitch Attitude Trim is used to align the horizon line of the PFD to the horizon line of the standby attitude indicator. Aircraft with panel tilts of up to 8 degrees will use this adjustment to electronically compensate for the mechanical tilt of the PFD. The attitude horizon cannot be seen while making this adjustment so make note of how many degrees the zero pitch attitude mark is off. For example, if the zero pitch reference was 3º too high, then set the Pitch Attitude Trim to -3º.



INSTALLTION MENU PAGE 5 – NAV SET UP The following menu will be used to configure the EFD1000 system for the installed GPS, NAV and autopilot interfaces. The installation wiring diagrams in Section 9 have a Configuration Matrix table that will be used to set ID#1 and ID#2.


GPS/NAV#1 (ID#1): Ranges from A to R as specified on the wiring diagrams of Section 9. See example below GPS/NAV#2 (ID#2): Ranges from A to M as specified on the wiring diagrams of Section 9. See example below.

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



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.

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.

Figure 10.17 – INVALID Configuration

NAVIGATION CONFIGURATION

ACCEPTED

INVALID CONFIGURATION SELECTION

SEE INSTALLATION MANUAL FOR

INSTRUCTIONS



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.








INSTALLATION MENU PAGE 9 – ACU CONFIG The following menu configures the emulation modes for the Flight Director and HDG and CRS Datum interfaces. The installation wiring diagrams in Section 9 have a Configuration Matrix table that will be used to set ACU HSI TYPE and ACU FD TYPE.


ACU HSI TYPE: 0= KI-525A, Emulates KI-525A HSI 1= reserved 2= reserved 3= reserved

Below is an example from Figure 9.16 showing a KI-525A Emulation with a Bendix King autopilot. In this case you would set the ACU HSI TYPE =0:



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.



INSTALLATION MENU PAGE 10 – RSM Calibration The following menu will be used in the next section to calibrate and validate the magnetometer in the RSM. Heading errors that are all in the same direction (all high or all low of actual) can be corrected in this menu.


INSTALLATION MENU PAGE 11 – ACCEL BIAS CAL Installation Page 11 is for Factory Calibration only and has no installation purpose.




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 ASSIGNMENT

AVAILABLE OPTIONS/RANGE

EFD1000 CONFIGRATION PER AIRCRAFT NOTED ABOVE

IAS CONFIG PAGE A PAGE 1:11 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 PAGE 3 OF 11 IAS CONFIG C

Airspeed Display Units KEY 1 kts/mph

Airspeed and Altitude Tapes Display Lock

KEY 2 UNLOCKED / LOCK OFF/LOCK ON

Airspeed Textual Markers Lockout

KEY 3 UNLOCKED/ LOCKED



MISC CONFIG PAGE PAGE 4:11 PAGE 4 OF 11 MISC CONFIG

RSM GPS Enable KEY 1 DISABLE / ENABLE

RSM GPS Usage KEY 2 EMER ONLY / VFR EMER ONLY Electrical System KEY 3 14 VOLT /

28 VOLT

Pitch Attitude Trim KEY 4 Editable: -10.0 to +10.0

NAVIGATION CONFIGURATION SET UP PAGE

PAGE 5:11 PAGE 5 OF 11 NAV SET UP

GPS / NAV #1 Configuration

KEY 1 NONE, A, B, C, D, E, F, G, H, I, J, K, L, M, P, Q, R

GPS / NAV #2 Configuration

KEY 2 NONE, A, B, C, D, E, F, G, H, I, J, K, L, M

429 PORT CONFIGURATION PAGE

PAGE 6:11 PAGE 6 OF 11 A429 CONFIG No Configuration Required

RS232 PORT CONFIGURATION PAGE

PAGE 7:11 PAGE 7 OF 11 No Configuration Required RS232 CONFIG

NAVIGATION SOURCES CONFIGURATION

PAGE 8:11 PAGE 8 OF 11 No Configuration Required NAV CONFIG

ACU CONFIGURATION PAGE

PAGE 9:11 PAGE 9 OF 11 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, REVERSED

FD ROLL OFFSET ADJ: KEY 4 +/- 7.5 units (0.5 unit increments)

FD PITCH OFFSET ADJ: KEY 5 +/- 7.5 units (0.5 unit increments)

RSM CALIBRATION PAGE 10:11 PAGE 10 OF 11 RSM CALIBRATION

HDG OFFSET:

KEY 5 Editable: -10 to +10 degrees

ACCEL BIAS CAL PAGE 11:11 PAGE 11 OF 11 No Configuration Required ACCEL BIAS CAL

Table 10.1 – EFD1000 System Configuration Chart



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

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



Figure 10.24 – RSM Calibration Graphic



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.

Figure 10.26 – Calibration in Process

MAGNETOMETER CALIBRATION

IN PROGRESS

DO NOT MOVE THE AIRCRAFT FOR THE NEXT 7 SECS



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.

Figure 10.27 – Aircraft Turning

At the end of the calibration routine the “ACCEPT CALIBRATION?” and “REJECT CALIBRATION?” menu options will be enabled.

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

MAGNETOMETER CALIBRATION IN PROGRESS

TURN THE AIRCRAFT

NO FASTER THAN 1 CIRCLE IN 30 SECS UNTIL TIMER STOPS

TIME REMAINING: ## SECS

MAGNETOMETER CALIBRATION COMPLETE

PLEASE ACCEPT OR REJECT RESULTS



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.

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.

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.


REJECTED


ACCEPTED



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.



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) Ancillary Equipment Heading Check (if using ARINC 429 heading from EFD1000) j) EMI Test

CAUTION: Do not exceed the aircrafts maximum Airspeed, Altitude, or Vertical Speed at anytime during the testing. Damage could result to the pre-existing 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.



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.



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.



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



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.



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.



11 Post Installation Flight Check CAUTION: Only perform flight test in day VFR conditions with an appropriately rated pilot for the aircraft type to be flown.

11.1 Basic ADI Flight Checks

Fly the aircraft in straight and level flight and verify that the ADI roll indication is level with reference to the horizon. Observe the Slip Indicator is centered under the Roll pointer and adjust rudder trim if available to center.

• Make a coordinated 30 degree banked turn to the right and verify that the ADI roll indication is correct with reference to the horizon.

• Make a coordinated 30 degree banked turn to the left and verify the ADI roll indication is correct with reference to the horizon.

• Pitch the aircraft up 10 degrees and verify the ADI pitch indication is correct with reference to the horizon.

• Pitch the aircraft down 10 degrees and verify the ADI pitch indication is correct with reference to the horizon.

11.2 Basic HSI/DG Flight Checks

• Make a 180 degree coordinated turn to the right and verify that the compass scale and numerical heading indication correctly track the aircraft heading during the turn.

• Make a 180 degree coordinated turn to the left and verify that the compass scale and numerical heading indication correctly track the aircraft heading during the turn.

11.3 ILS Flight Checks (if no autopilot, otherwise jump to Section 11.4)

• Hand fly an ILS approach and verify that the raw data on the PFD for Lateral and Vertical Deviation Indicators are correctly displayed. Check the CDI indication for correct needle displacement.

• Check ILS2 if installed.



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.



• 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).






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 • 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

12.1 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.



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.



12.1.3 Display and Control Layout

Figure 12.1 – Bezel and Display Features 1) Reversion Control 2) Range Control 3) Menu Control 4) “TPS” Tapes ON/OFF Control 5) “MIN” Minimums ON/OFF Control 6) “360/ARC” HSI View Control 7) “MAP” Map declutter logic Control 8) “GPSS” GPS Steering ON/OFF Control 9) Right Control Knob

10) Left Control Knob 11) Single-Line Bearing Pointer Source Select 12) CDI Source Control 13) Dual-Line Bearing Pointer Source Select 14) Micro SD Card slot 15) Automatic Dimming Photocell 16) Attitude Indicator 17) Aircraft Symbol 18) Single Cue Flight Director (optional

– compatible autopilot required) 19) Roll Pointer 20) Slip / Skid Indicator 21) Airspeed Indicator Tape 22) Selected Airspeed Field 23) Airspeed Drum/Pointer 24) Altitude Alert 25) Selected Altitude Field 26) Altitude Drum/Pointer 27) Altitude Tape 28) MINIMUMS annunciation 29) Selected Minimums Field 30) Decision Height “DH” Annunciation 31) LDI Navigation Source Indication 32) Lateral Deviation Indicator 33) Vertical Deviation Indicator 34) True Airspeed 35) Barometric Pressure Setting Field 36) Ground Speed 37) OAT 38) Wind Direction Arrow 39) Wind Direction and Speed 40) Selected Source Information Field 41 Selected Course (CRS)Field 42) Selected Heading Field 43) Vertical Speed Digital Value 44) Vertical Speed Tape 45) Left Control Knob state 46) Right Control Knob state 47) Single-Needle Bearing Pointer Source 48) Single-Needle Source Info Block 49) Dual-Needle Bearing Pointer Source 50) Dual-Needle Source Info Block 51) CDI Navigation Source 52) Magnetic Heading 53) Compass Scale 54) Hot Key legend 55) CRS Pointer 56) Single-Needle Bearing Pointer 57) Double-Needle Bearing Pointer 58) Heading Bug 59) Airspeed Bug 60) Altitude Bug



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.



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 current IAS.

HDG The heading bug is set to the current heading.

VOR CRS The CRS is set to the bearing to the tuned VOR Station (this will result in the deviation bar centering with a “TO” indication).

ALT The altimeter bug is set to the current altitude.

ILS CRS The CRS is set to the current aircraft heading.

BARO The barometric pressure is set to standard pressure of 29.92 in Hg or 1013 mB.



Left Knob Data Type

SYNC Behavior Right Knob Data Type

SYNC Behavior

GPS CRS AUTOCRS disabled – CRS is set to the Desired Track to the GPS active waypoint. AUTOCRS enabled – No effect. NOTE: AUTOCRS is enabled/disabled via the Main menu.

MIN The MINIMUMS value is set to the current altitude.

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.



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.



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

SourceCDI NavSource

Double-line BPSource

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.



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



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.



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.



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.



The color bands are configured during installation and are not pilot adjustable.

Band Color

Band Range

Description

Red >VNE Red arc displayed at all speeds above aircraft never exceed speed (VNE)

Yellow VNO – VNE Yellow arc extending from maximum structural cruising speed (VNO) to never exceed speed (VNE).

Green VS – VNO 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 aircraft never exceed speed (VNE)

Red Line (multi engine only)

VMC Multi Engine Aircraft Only.

A red line is displayed across the airspeed tape at the aircraft single engine minimum control speed.

Blue Line VYSE Multi Engine Aircraft Only.



A blue line is displayed across the airspeed tape at the aircraft single engine best rate of climb speed

Initial flap extension airspeed

If the aircraft manufacturer has published an initial flap extension speed, a white triangle will be presented on the airspeed tape at the speed corresponding to this 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

Figure 12.12 – Altimeter Markings

Altitude Pointer/Drum

Altitude Bug

Selected Altitude

“MINIMUMS” Set



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 Figure 12.16 – Rate Exceeding 2000 fpm



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.

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.

Half Standard Turn Marking

Full Standard Turn Marking



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



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 Figure 12.25 – Off Scale VDI and LDI



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.



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



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.



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



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.



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.



“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



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.



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.

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 non-editable 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.

Menu Page Name Page Location Legend

Segmented Menu Bar



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.



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:

• 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

NOTE: V-Speed editing may be inhibited in the installation configuration menus. When inhibited, V-speed values are rendered in grey and cannot be adjusted by the pilot.

Power Settings Page

The POWER SETTINGS Page is used to monitor and control the source of power to the EFD1000, including overriding automatic power states. From the POWER SETTINGS Page the pilot may:

• Switch to Battery Power from external power • Switch to External Power from Battery Power • Shut down or Restart the unit • View the External Power Source Voltage • View the Internal Battery Status

System Status

The SYSTEM STATUS page is used to display information about the EFD1000 system and software. From the SYSTEM STATUS page the pilot may:

• View the Main Application Processor software version • View the Input Output Processor software version • View the EFD1000 Feature load version






13 Environmental Qualification Forms

Nomenclature: EFD1000 Primary Flight Display (PFD) Part Number: A-05-110-00 TSO Numbers: TSO-C2d, TSO-C3d, TSO-C4c, TSO-C6d, TSO-C8d, TSO-C10b,

TSO-C106, TSO–C113 Manufacturer: Aspen Avionics, Inc Address: 5001 Indian School Road NE, Albuquerque, NM 87110 Date Tested: 2/2008

Test Name DO-160E

Para Test

Category Notes

Temperature/ Altitude (Pressurized)

4.0 A1, decompress to 55,000”

Controlled temp and pressurized to <15,000’

Temperature/ Altitude (Unpressurized)

4.0 C1 Controlled temp and non-pressurized to 35,000’

Loss of Cooling 4.5.5 Y 300 minutes minimum Temperature Variation 5.0 C Internal, temperature controlled - 2 deg. C/minute Humidity 6.0 A Standard humidity environment Operational Shocks and Crash Safety

7.0 B Standard operational shock and crash safety

Vibration (Fixed Wing) 8.0 S, Curve M Fixed Wing, Instrument Panel, Single/Multi-engine Recip. and Turboprop

Magnetic Effect 15.0 Z Causes < 0.5 deg deflection to compass 0.3 meter away Power Input 16.0 B (14V and 28V

tests) DC equipment with significant battery floating on bus

Voltage Spike 17.0 A Equipment for which a high degree of protection is required

Audio Freq Conducted Susceptibility

18.0 B DC equipment with significant battery floating on bus

Induced Signal Susceptibility

19.0 ZC Equipment whose primary power is DC

RF Susceptibility 20.0 WW (Conducted/Radiated) Bench test to show compliance with interim HIRF rules. 100V/m

RF Emissions 21.0 M Significant EM apertures, not in direct view of radio receiver antenna (Equipment mounted in cockpit or

cabin area) Lighting Induced Transient

22.0 B3K33 Moderately exposed all-metal airframes, airframes composed of metal framework and all composite skin

panels or carbon fiber composite airframes whose major surface areas have been protected with metal

meshes or foils ESD 25.0 A Equipment installed in aerospace environment



Nomenclature: EFD1000 Remote Sensor Module (RSM) Part Number: A-05-111-00 TSO Numbers: TSO’d with EFD1000 system Manufacturer: Aspen Avionics, Inc Address: 5001 Indian School Road NE, Albuquerque, NM 87110 Date Tested: 2/2008

Test Name DO-160E Para

Test Category

Notes

Temperature/ Altitude 4.0 F2 Non-controlled temp and non-pressurized to 55,000’

Temperature Variation 5.0 A External, non-temperature controlled - 10 deg. C/minute

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

Recip. and Turbo <12,500 Lb. Waterproofness 10.0 S Heavy stream as encountered during washing

or deicing Fluid Susceptibility 11.0 F (Deicing fluids and aircraft

cleaning compound only) Self explanatory

Magnetic Effect 15.0 Z Causes < 0.5 deg deflection to compass 0.3 meter away

Power Input 16.0 n/a Powered from PFD display Voltage Spike 17.0 n/a Powered from PFD display Audio Freq Conducted Susceptibility

18.0 n/a Powered from PFD display




RF Emissions 21.0 H Direct view of radio receiver antenna. (equipment mounted outside airframe)

Lighting Induced Transient

22.0 B3K33 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



Nomenclature: Analog Converter Unit Part Number: A-05-112-00 TSO Numbers: TSO’d with EFD1000 system Manufacturer: Aspen Avionics, Inc Address: 5001 Indian School Road NE, Albuquerque, NM 87110 Date Tested: 2/2008

Test Name DO-160E para

Test Category Notes

Temp/ Altitude (Pressurized)

4.0 A1, decompress to 35,000’

Controlled temp and pressurized to <15,000’

Temp/ Altitude (Unpressurized)

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 and Crash Safety

7.0 B Standard operational shock and crash safety

Vibration (Fixed Wing) 8.0 S, Curve M Fixed Wing, Instrument Panel, Single/Multi-engine Recip. and Turboprop

Magnetic Effect 15.0 Z Causes < 1.0 deg deflection to compass 0.3 meter away

Power Input 16.0 B (14V and 28V tests)

DC equipment with significant battery floating on bus

Voltage Spike 17.0 A Equipment for which a high degree of protection is required

Audio Freq Conducted Susceptibility

18.0 B DC equipment with significant battery floating on bus




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 Transient

22.0 B3K33 Moderately exposed all-metal airframes, airframes composed of metal framework and all composite skin panels or carbon fiber composite airframes whose major surface areas have

been protected with metal meshes or foils ESD 25.0 A Equipment installed in aerospace environment






APPENDIX A

TROUBLESHOOTING



System Troubleshooting

Fault Cause Corrective Action Display does not power on (Note: there can be up to a 20 second delay from the application of power to a visible display)

a) PFD missing A/C power b) PFD missing A/C ground c) PFD is defective d) Configuration Module (CM) fail

a) Check PFD circuit breaker, PFD on/off switch on panel, wiring, and A/C battery voltage > 12 volts. b) Check wiring to PFD c) Repair or replace PFD d) Check configuration module wiring. Repair or replace CM.

Display does not power off (Note: PFD will switch to internal battery if airspeed is greater than 30kts.)

a) Airspeed is above 30kts b) PFD may have been switched to internal battery c) PFD is defective

a) Normal operation b) Switch unit off using “REV” button. c) Repair or replace PFD

“INITIALIZING” message for more than 20 seconds

a) RSM to PFD communication lost b) RSM failed c) PFD failed

a) Check RSM to PFD wiring b) Repair or replace RSM c) Repair or replace PFD

ALTIMETER, AIRSPEED, VSI FAIL (RED-X)

a) Air data sensor has not had sufficient warm-up time. b) Air data sensor failed

a) Allow up to 20 minutes at temps below -20ºC for flags to clear b) Repair or replace PFD

ATTITUDE FAIL or DIRECTION FAIL ( RED-X) (Note: Attitude flags could take up to 3 minutes to clear at temps below -20 ºC)

a) AHRS sensor has not completed initialization. b) RSM failed/data missing. c) PFD is defective

a) Allow up to 3 minutes for AHRS to initialize. b) Check RSM to PFD wiring. Repair or replace RSM. c) Repair or replace PFD.

CROSS CHECK ATTITUDE message (yellow)

a) If it occurred on system start. b) Normal after abrupt maneuvers on ground or in air c) PFD is defective

a) RESET AHRS b) RESET AHRS c) Repair or replace PFD

OAT Display dashed a) Wiring fault between PFD and RSM b) RSM is defective

a) Check wiring b) Repair or replace RSM

WINDS Display dashed a) Groundspeed < 20kts b) No GPS ground track c) Airspeed failed

a) Normal operation b) GPS not computing GTK c) See AIRSPEED FAIL troubleshooting procedure



System Troubleshooting -continued

Fault Cause Corrective Action Red Slash through Navigation Sensor (i.e., GPS1, NAV2)

a) GPS or VLOC receiver turned off. b) GPS or VLOC receiver failed c) Wiring fault between sensor and ACU or PFD d) ACU wiring fault. e) ACU is defective. f) PFD is defective.

a) Turn on GPS or VLOC receiver b) See GPS/VLOC 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 wiring e) Repair or replace ACU f) Repair or replace PFD

Autopilot or analog NAV/GPS inoperative

a) ACU chassis not grounded b) ACU not powered c) ACU to sensor wiring d) ACU fault e) PFD fault

a) Ground ACU chassis to airframe ground b) Check ACU circuit breaker and power/grounds c) Check ACU to sensor wiring d) Repair or replace ACU e) Repair or replace PFD

Excessive Heading errors in one quadrant, or errors that are higher than actual in some quadrants and lower than actual in other quadrants.

a) RSM is tilted more than allowed per Section 6 of this manual b) Poor RSM calibration c) RSM calibrated too close to buildings or ferrous objects d) Airframe or external magnetic interference

a) Shim RSM to within limits defined in Section 6 of this manual b) Re-run RSM calibration at constant rate turns. c) Re-run RSM calibration away from buildings and other ferrous objects d) Check for magnetized areas on airframe close to RSM. Degauss magnetized area

Heading errors in all quadrants – all errors are higher than actual

a) RSM misaligned on aircraft fuselage in clockwise direction

a) Use HDG OFFSET adjustment to correct for RSM alignment.

Heading errors in all quadrants – all errors are lower than actual

a) RSM misaligned on aircraft fuselage in counter-clockwise direction

a) Use HDG OFFSET adjustment to correct for RSM alignment.






APPENDIX B

INSTALLATION FINAL CHECK SHEET



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 Source

TOLERANCE Actual PFD Heading

0 +/- 4 45 +/- 4 90 +/- 4

135 +/- 4 180 +/- 4 225 +/- 4 270 +/- 4 315 +/- 4

Complete by performing test of Section 10.6.1

IAS Setting Band Color

Band Range

Description Pass

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 Vso = Vyse = Blue

Marker = Vyse Blue Marker at Vyse

Vmc = Red Marker

= Vmc Red Marker at Vmc

= Triangle (White)

= White triangle at initial flap extension airspeed

NOTE: Single engine aircraft and aircraft with no flaps will not use all parameters above



EFD1000 Installation Final Check Sheet (page 2 of 3)

SECTION POST INSTALLATION TESTS PASS FAIL

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) List equipment interfaced:

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 book per FAR 91.407B



EFD1000 Installation Final Check Sheet

(page 3 of 3)

SECTION COMPLIANCE CHECK PASS FAIL

5.2 Standby Attitude, Airspeed, Altimeter, Magnetic Compass installed in pilots field of view

5.2.4 Backup Navigation Indicator (if required) connected to a 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 accordance with EFD1000 AML-STC.

Misc Complete cover page of EFD1000 AFMS Aspen document # A-01-175-00 (Pro) or A-01-179-00 (Pilot) and insert in Airplane Flight Manual.

Misc Complete wire routing diagram Figure D1 in Appendix D

Misc Copy of ICA’s Appendix D with copy of wiring diagrams (Section 9 or installer drafted), copy of Configuration Chart Table 10.1, and copy of Pre-Modification Checklist Table 5.1 inserted. This data package is to be given to owner/operator for inclusion in aircraft permanent records.

Installer/ Inspector Date




Appendix C

OPERATOR CONFIGURATION CHECKLIST



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 Multi engine only

Vmc Multi engine only

initial flap extension speed

I also would like my VSpeed Textual Markers set as per below: (Note – these may be edited by the pilot unless LOCKED). Insert a zero “0” in any field you wish not to appear on display.

Va

Vbg

Vref

Vr

Vx

Vy

Vlo Retractable Gear only

Vle Retractable Gear only

I would like my Airspeed Textual Markers above: LOCKED / UNLOCKED (circle one)

Owner/ Operator Date



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.



ICA – RECORD OF REVISION

Revision Date Description of Change

C 3/28/08 INITIAL RELEASE



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 Manual (see Section 1) Operating Instructions: A-01-126-00 Rev. C or later EFD1000 Installation Manual (see Section 12) Wire Routing Locations: See attachment to this document Figure D1 (part of permanent aircraft records) Wiring Diagrams: 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.



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.




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.



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.



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 Dow Corning 738, MIL-A-46146 or equiv. Pressure vessel mounting 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.



INSTRUCTIONS: 1. Draw in RSM and optional ACU and autopilot locations as done for PFD below. 2. Draw in circuit breaker locations. 3. Draw in PFD to RSM cable routing. 4. Draw in ACU to PFD and ACU to autopilot cable routing.

A

Figure D1 – LRU and cable routing diagram

LRU and Circuit Breaker Definitions

A) PFD (CM is wired within 12” of PFD) E) PFD circuit breaker location B) RSM F) ACU#1 circuit breaker location - optional C) ACU#1 – optional G) ACU#2 circuit breaker location – optional D) ACU#2 – optional H) Autopilot computer location



INSERT WIRING DIAGRAMS AFTER THIS PAGE



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

Documents

EFD1000 Installation Manual - НЕБО-Сервис · PDF fileEFD1000 Installation Manual DOCUMENT # A-01-126-00 PAGE 12-202 Revision C © Copyright 2008 Aspen Avionics Inc. A-08-131-00