Mi Avionics - Raptor Aviation, Inc.

Transcription

&
Are pleased to present to you the ultimate Bell Cobra Helicopter avionics upgrade
program.
Contents:
Introduction of Program
Overview of Raptor Aviation
Overview of Alternative Aviation
Overview of the Avionics Upgrade Program
Introduction
Highlights
Overview
Video
Pricing
Raptor Aviation, LLC is a global aircraft broker specializing in the procurement and sales of turbine
business aircraft and military / special mission aircraft. The company has been in business since the
early 2000s with numerous customers all over the world.
Our close working relationship with militaries / government agencies / government contractors allows us
to have in depth knowledge of these aircraft, spot needs and offer practical cost effective solutions to
unique mission requirements. This Mi Helicopter avionics upgrade is one of the results. Raptor Aviation
is marketing the solution and Alternative Avionics is providing the engineering, documentation and
installation for this program.
While “finding” an aircraft on the internet has become “easy” the actual process of buying or selling an
aircraft is still a very complex process. An experienced broker can save you money and time! We
provide a turn key solution for your complete project.
Raptor Aviation chooses not to have our own shop or to a line ourselves exclusively
with any one vendor. This allows us to recommend the best products and the best
facilities at the best prices for our customer’s particular project. We are not “handicapped”
into only one channel of thinking but allowed the freedom to come up with better solutions
that are workable for the customer.
Albert Heidinger
Founder of Raptor Aviation
Over 18,000 flight hours
General Aviation, Corporate, Warbird, &
Airline experience
Extensive Global Experience
80+ Countries Visited
10 Years of Aircraft Sales & Consulting
LearJet in EMS configuration.
We can offer turn-key EMS
solutions.
Raptor is a dealer for a line of
EMS equipment. We can offer
turn-key EMS solutions.
Quick change interiors for large
scale emergencies.
LearJet with external pylons
for target towing / carrying
ECM / EW pods.
 Air Intercept Training
 Air Defense Training
 Threat Simulation (Missile
Search, Lock On, Track, &
Launch)
 Jamming (Air to Air & Air to
Ground)
 Target Towing
 ACM











FLIR / Wescam EO/IR Sensors
Surveillance Tracking/Recording
Systems (STAR)
Multi-Function Radars
Secure/VHF/UHF/Satcom Suites
Self Protection Systems
Fully Integrated Mission Control
Consoles
Video Data Links & Recording
Moving Maps Systems
Weapon Systems and Fire
Control
Full Certification & Training
Special Operations / Classified
Avionics Upgrades
Alternative Aviation Services, Inc. is a full range Avionics and Systems Integrator based in Waterford,
MI. The company has been in business since 1985 providing avionics installation and service, data
and voice communication system design and integration and aircraft structural design and
maintenance. Currently we provide our services to a wide range of civilian, military, and public use
aircraft. Alternative Aviation Services also has a history of working with security sensitive projects
involving aircraft through governmental and military organizations.
In addition to Alternative Aviation Services, Inc.’s past experience integrating data collection and
microwave data communication in news gathering aircraft, recent developments in existing, certified
systems, have increased the capabilities of satellite and ground based data transmission systems. As
a direct result of the increased data transmission capabilities, Alternative Aviation Services, Inc. has
installed a number of voice and data communication systems in business and governmental aircraft.
Specific avionics capabilities include system design, integration, sales, service, and repair of EFIS
Upgrades, Enhanced vision systems, STC design and certification, TAWS/TCAS Solutions, group and
non-group RVSM Solutions.
Currently Alternative Avionics is even providing STC design and certification for some of the major
airframe OEMs including this same Cobham system for a major government helicopter contract.
INTRODUCTION
More than 12,000 Mi 8/17 helicopters have been produced. It has proven to be a very reliable helicopter with
excellent hot / high performance. One of the most limiting factors has been the conditions it can operate in due to
very basic avionics.
Our solution updates the flight deck to the most modern systems available greatly expanding the conditions the
helicopter can operate in while at the same time providing a much greater level of safety and reliability.
This system provides all the latest and greatest typically associated with the best business jets but does it at a very
affordable cost while at the same time offering a weight savings over the old avionics. This system has already
been installed in Mi series helicopters and has been selected for a major government upgrade program in another
helicopter type.
SYSTEM HIGHLIGHTS
 Up to Four Screen EFIS
 Large central MFD / Mission Computer with Video Input
 EICAS Display for all Engine Indications & Crew Alerting
 All New 5 Axis Digital Autopilot / SAS Designed for Heavy Helicopters
 Heli-TAWs with Global Database
 Tower / Antennas / Obstacle Alerting with Global Database + User Added
 TCAS I or II
 Synthetic Vision
 Dual ADAHRS (Air Data + AHARs)
 WAAS Capable GPS
 Dual Integrated FMS
 Integrated Digital Flight Record----play back the last 5 flights
SYSTEM HIGHLIGHTS
 User-Definable Approaches
 Highway-in-the-Sky
 Hover Vectors
 Moving Map that includes Rivers / Lakes / Bodies of Water and Political Borders
 Radar / Traffic Overlay on the Moving Map
 Designed for Helicopters
 Light Weight
 Operates in Extreme Environments. Electronics are Sealed from the Elements.
 Day, Night, VFR, IFR
 NVG Compatible Without Using any Films
SYSTEM OVERVIEW
The avionics system upgrades will be certified for day time,
night time, VFR and IFR. All displays will be night vision
goggle compatible.
The Cobham IDU-680P EFIS with supporting Cobham
Avionics will be at the heart of the upgrade. The Cool City
Avionics SAS/Flight Director/Autopilot will replace the
existing Russian SAS.
The six-by-eight inch portrait display, called the IDU-680P,
is an extension of the certified IDU-450 four-by-five inch
landscape display currently featured in the US Navy TH-57
cockpit modernization program and helicopter OEM applications.
Engineered to satisfy extreme helicopter environmental operating requirements, the IDU680 provides more screen area with less weight and forms the core of the Cobham
Cockpit solution for civil and special-mission helicopters and airplanes.
SYSTEM OVERVIEW
Like the IDU-450, the IDU-680P features integrated helicopter and fixed-wing TAWS
(Terrain Awareness and Warning System), night-vision goggle compatibility, integrated
GPS and FMS (Flight Management System), and on-board digital flight recording. It also
shares the IDU-450's unique synthetic vision primary flight display for airplanes and
helicopters, highway-in-the sky navigation, hover vector symbology, and a wide range of
engine display and master caution system options. Like all Cobham Avionics flight
displays, the software is DO-178B, Level-A.
The IDU-680 can accept a variety of sensor inputs including Cobham's integrated or
remote-mount, one-pound ADAHRS (Air Data / Attitude / Heading Reference System)
and GPS-WAAS (Wide Area Augmentation System) receiver. The display also supports
up to five RS-170 video inputs as well as TCAS-I / II and ADS-B traffic systems. The IDU680 will be available in both FAA-certified and MIL-STD versions.
“Cobham Avionics is delighted to now offer the features of our proven IDU-450 in a largeformat display,” says Vice President Mike Sheehan. “The IDU-680 will meet customer
demand for our proven, innovative software and robust hardware in a larger format.”
SYSTEM OVERVIEW
The Cobham EFIS will consist of 4 IDU-680 displays set up in a pilot PFD, pilot MFD, copilot PFD, co-pilot MFD configuration.
Cobham will also supply a pair of Cobham VHF Comms, a pair of VHF Navigation
receivers with Glide Slope receivers, a pair of DMEs and a digital audio control system
that includes four intercom stations.
Dual digital Air Data computers with an integrated Attitude Heading Reference System
(ADAHRS) are part of the Cobham EFIS.
Heli-TAWS is an integrated part of the Cobham Avionics package.
Synthetic Vision is an integrated feature of the Cobham Avionics package.
Engine instrumentation will be integrated into the Cobham IDU-680P EFIS. Engine
system transducers will be changed as required to facilitate the proper interface to the
EFIS.
Crew Caution Advisory Annunciations will be displayed on the Cobham MFD.
SYSTEM OVERVIEW
A Pair of L3 Trilogy Secondary Flight Displays with internal battery backup power and
remote magnetometers will provide the required emergency flight instrumentation.
A 15 inch diagonally measured video display will be installed to provide a display for
customer specified systems, such as street maps, Infra-Red camera images, surveillance
camera images, etc.
A L3 Skywatch 899 TCAS 1 System will be installed to provide active traffic collision
avoidance detection. Rockwell Collins TCAS II can be provided at an additional cost.
The Cool City 5 channel Stabilization Augmentation System/Flight Director/Autopilot will
replace the existing SAS.
IFF transponders, UHF communication radios, encrypted radios, cockpit voice recorders,
flight data recorders, IR vision, weather radar and other customer required avionics
systems can be provided at an additional cost.
All installations will come with complete engineering drawings and documentation.
Samples of different display format options.
AUTOPILOT SYSTEM OVERVIEW
The following is a brief of the autopilot system. The description and pictures represent
the HFC-150 system. All of the details of the actually model that will be installed in the Mi
helicopter have not been publicly released yet. Needless to say it has been designed for
heavy helicopters and is currently being integrated into a helicopter as part of a major
purchase by a major government / military.
After more than seven years of research and development, a team of highly experienced
autopilot professionals has designed the first professional, full-function, digital flight
control system that is light-weight and affordable for the light and medium-sized
helicopter fleet. No longer is system pricing beyond the cost-effective reach of this vital
portion of the rotorcraft market.
All helicopter pilots now have available to them the safety enhancements and multiple
flight benefits of the stability augmentation and autopilot systems utilized by the larger
helicopter and fixed-wing pilots for decades.
AUTOPILOT SYSTEM OVERVIEW
Cool City Avionics automatic flight control and stability augmentation systems offer the
pilot the ability to more easily manage flights, while providing the passengers a more
comfortable ride. SAS and autopilot systems are proven aids for reducing pilot stress and
fatigue, while providing an enhanced safety environment for everyone on board.
4 minute video
on the robustness
of the Cobham EFIS.
PRICING
This system is extremely affordable. In fact it is about one half the cost of a similar
outdated system that wasn’t nearly as capable.
For the lower budget customer a basic two, three, or four screen system could be
installed without EICAS and other options. This would still give the customer a very
capable system with many addition benefits over what’s presenting in the helicopter.
Things like HTAWS and synthetic vision are part of the basic system.
For the ultimate upgrade things like EICAS, mission computer / MFD, digital autopilot,
TCAS, enhanced (IR) vision, and other customer designated items are integrated.
Pricing starts around $600K and can top $2.4M. Due to the large numbers of variables
please contact us for a quote of your system.
Hopefully you now have an idea of why this is the best avionics system currently available
anywhere in the world for retrofit. It offers more features, robustness, and value for the
dollar than anything from any of the more well know vendors.
This system is designed for and can be installed in most helicopters and fix-wing aircraft.
Significant cost savings and safety can be derived from selecting this system for
installation in multiple fleet types. It would greatly reduce the training requirements and
parts inventories required.
A detailed file on this system is available upon request.
While the components are not ITAR restricted any military installation will require
clearances.
Due to the large number of configuration options available, please contact us to get a
quote for you application.
Please contact us to assist /
quote your with your project.
P O Box 75300
Cincinnati, OH 45275
Tel. 859-250-0082
Fax: 859-681-0681
www.raptoraviation.com
[email protected]
The following pages provide details on the
Cohban EFIS system then the autopilot system.
P O Box 75300 │Cincinnati, OH │ 45275 │ www.raptoraviation.com │[email protected] │ Tel. 1-859-250-0082 │ Fax 1-859-681-0681
Helicopter Avionics Modernization
REVISION HISTORY FOLLOWS ON PAGE 2.
WARNING:
A printed copy of this document may not be the latest revision. It is the responsibility of the
user to ensure that the latest revision is used. The latest revision of this document may be printed from the
Chelton Flight Systems electronic document repository.
THIS DOCUMENT CONTAINS PROPRIETARY INFORMATION OF CHELTON FLIGHT SYSTEMS, A COBHAM AVIONICS AND
SURVEILLANCE COMPANY. NEITHER RECEIPT, NOR POSSESSION THEREOF, CONFERS ANY RIGHT TO REPRODUCE OR USE,
OR DISCLOSE, IN WHOLE OR IN PART, ANY SUCH INFORMATION WITHOUT WRITTEN AUTHORIZATION FROM CHELTON
FLIGHT SYSTEMS.
APPROVAL
AUTHOR
NAME
G. Pratt
PURPOSE:
CHECK
This document serves as the standard
QUALITY
cover sheet to be used on all Chelton
COGNIZANT
Flight Systems’ documents held in
COGNIZANT
configuration control.
COGNIZANT
RELEASE DATE:
Status
12 December 2010
60-000113
REV
60-000000
1.0
Typed signatures indicate approval. Handwritten,
or electronic signature approval of this document is
Released
DOCUMENT NUMBER
on file at Chelton Flight Systems, Boise, Idaho.
Page 1 of 148
REVISION RECORD
Rev
1.0
Notes
Original version.
60-000113
Date
11/12/10
Author
G. Pratt
Page 2 of 148
TABLE OF CONTENTS
REVISION RECORD........................................................................................................... 2
TABLE OF CONTENTS...................................................................................................... 3
1
PURPOSE..................................................................................................................... 4
2
SCOPE.......................................................................................................................... 4
3
REFERENCE DOCUMENTS ........................................................................................ 4
4
LIST OF ACRONYMS................................................................................................... 7
5
PROPOSED SYSTEM ................................................................................................ 10
5.1
BASIC SYSTEM .............................................................................................................10
5.2
OPTIONAL EQUIPMENT ...............................................................................................10
5.3
SYSTEM BLOCK DIAGRAM ..........................................................................................12
5.4
SYSTEM BLOCK DIAGRAM WITH ARMS .....................................................................13
6
COMPETITIVE COMPARISON .................................................................................. 14
7
COMPONENT DESCRIPTIONS ................................................................................. 16
7.1
6X8 EFIS DISPLAYS ......................................................................................................16
7.2
REMOTE BUGS PANEL (RBP) ......................................................................................47
7.3
ADAHRS ........................................................................................................................54
7.4
GPS/SBAS RECEIVER ..................................................................................................72
7.5
ANALOG INTERFACE UNIT (AIU) .................................................................................82
7.6
DATA ACQUISITION UNIT (DAU) ..................................................................................90
7.7
ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS)............................................99
7.8
VHF COM TRANSCRIVER CVC-151 ...........................................................................108
7.9
VHF NAV RECEIVER CVN-251....................................................................................114
7.10
DME RECEIVER CDM-451 .......................................................................................120
7.11
ADF RECEIVER DFS-431A .......................................................................................125
7.12
AUDIO/RADIO MANAGEMENT SYSTEM (ARMS) ...................................................131
7.13
SOLID STATE COCKPIT VOICE RECORDER..........................................................138
8
TRAINING ................................................................................................................. 148
9
TERMS AND CONDITIONS...................................................................................... 148
60-000113
Page 3 of 148
1
PURPOSE
This document defines the proposed avionics system offered by Cobham Avionics for the
program specified on the cover page.
2
SCOPE
This document, in conjunction with the listed reference documents, is to be used to evaluate the
proposed system against the program requirements. It provides basic technical, functional, and
commercial aspects of Cobham Avionics’ proposed solution.
This document is to be used during a down-select process for reference only. It does not
represent approved design or installation data. The components described in this
documentation are subject to change without notice.
3
REFERENCE DOCUMENTS
Document Number
Document Title
ARINC429-16
Mark 33 Digital Information Transfer System (DITS)
ARINC 705-5
Attitude and Heading Reference System
ARINC 706-4
Mark 5 Subsonic Air Data System
FAA Order 8150.1B
Technical Standard Order Procedures
MIL-HDBK-217
Reliability Prediction of Electronic Equipment
RTCA/DO-143
Minimum Operational Performance Standards for Airborne Radio Marker
Receiving Equipment Operating on 75 MHz
RTCA/DO-155
Minimum Performance Standards – Airborne Low-Range Radio Altimeters
RTCA/DO-160E
Environmental Conditions and Test Procedures for Airborne Equipment
RTCA/DO-161A
Minimum Performance Standards – Airborne Ground Proximity Warning
Equipment
RTCA/DO-178B
Software Considerations in Airborne Systems and Equipment Certification
RTCA/DO-179
Minimum Operational Performance Standards for Automatic Direction Finding
(ADF) Equipment
RTCA/DO-185A
Minimum Operational Performance Standards for Traffic Alert and Collision
Avoidance System II (TCAS II) Airborne Equipment
RTCA/DO-189
Minimum Operational Performance Standards for Airborne Distance Measuring
Equipment (DME) Operating within the Radio Frequency Range of 9601215 MHz
RTCA/DO-191
Minimum Operational Performance Standards for Airborne Thunderstorm
Detection Equipment
60-000113
Page 4 of 148
Document Number
Document Title
RTCA/DO-192
Minimum Operational Performance Standards for Airborne ILS Glide Slope
Receiving Equipment Operating within the Radio Frequency Range of
328.6-335.4 MHz
RTCA/DO-195
Minimum Operational Performance Standards for Airborne ILS Localizer
Receiving Equipment Operating within the Radio Frequency Range of
108-112 MHz
RTCA/DO-196
Minimum Operational Performance Standards for Airborne VOR Receiving
Equipment Operating within the Radio Frequency Range of 108-117.95
MHz
RTCA/DO-197A
Minimum Operational Performance Standards for An Active Traffic Alert and
Collision Avoidance System I
RTCA/DO-229C
Minimum Operational Performance Standards for Global Positioning
System/Wide Area Augmentation System Airborne Equipment
RTCA/DO-254
Design Assurance Guidance for Airborne Electronic Hardware
SAE ARP4102-7
Electronic Displays
SAE AS392C
Altimeter, Pressure Actuated Sensitive Type
SAE AS396B
Bank and Pitch Instruments (Indicating Stabilized Type)
SAE AS405C
Fuel and Oil Quantity Instruments
SAE AS408C
Pressure Instruments, Fuel, Oil and Hydraulic
SAE AS8002
Air Data Computer
SAE AS8005
Minimum Performance Standard for Temperature Instruments
SAE AS8008
Flight Director Equipment
SAE AS8013A
Minimum Performance Standard for Direction Instrument, Magnetic
(Gyroscopically Stabilized)
SAE AS8016A
Vertical Velocity Instrument (Rate-of-Climb)
SAE AS8019A
Airspeed Instruments
SAE AS8034
Minimum Performance Standard for Airborne Multipurpose Electronic Displays
TSO-C2d
TSO-C4c
Bank and Pitch Instruments
TSO-C6d
Direction Instrument, Magnetic (Gyroscopically Stabilized)
TSO-C8d
Vertical Velocity Instruments (Rate-of-Climb)
TSO-C10b
Altimeter, Pressure Actuated, Sensitive Type
TSO-C34e
ILS Glide Slope Receiving Equipment Operating within the Radio Frequency
Range of 328.6-335.4 Megahertz (MHz)
TSO-C35d
Airborne Radio Marker Receiving Equipment
TSO-C36e
Airborne ILS Localizer Receiving Equipment Operating within the Radio
Frequency Range of 108-112 Megahertz (MHz)
TSO-C40c
60-000113
VOR Receiving Equipment Operating within the Radio Frequency Range of
Page 5 of 148
Document Number
Document Title
108-117.95 Megahertz (MHz)
TSO-C41d
Airborne Automatic Direction Finding (ADF) Equipment
TSO-C43c
Temperature Instruments
TSO-C47a
Fuel, Oil, and Hydraulic Pressure Instruments
TSO-C52b
TSO-C55a
TSO-C66c
Distance Measuring Equipment (DME) Operating within the Radio Frequency
Range of 960-1215 Megahertz
TSO-C87
Airborne Low-Range Radio Altimeter
TSO-C106
Air Data Computer
TSO-C110a
Airborne Passive Thunderstorm Detection Equipment
TSO-C113
Airborne Multipurpose Electronic Displays
TSO-C115b
AIRBORNE AREA NAVIGATION EQUIPMENT USING MULTI-SENSOR
INPUTS
TSO-C118
Traffic Alert and Collision Avoidance System (TCAS) Airborne Equipment,
TCAS I
TSO-C119b
Traffic Alert and Collision Avoidance System (TCAS) Airborne Equipment,
TCAS II
TSO-145a
Airborne Navigation Sensors Using the Global Positioning System (GPS)
Augmented by the Wide Area Augmentation System (WAAS)
TSO-C146a
Stand-Alone Airborne Navigation Equipment Using the Global Positioning
System (GPS) Augmented by the Wide Area Augmentation System
(WAAS)
TSO-C147
Traffic Advisory System (TAS) Airborne Equipment
TSO-C151b
Terrain Awareness and Warning System
60-000113
Page 6 of 148
4
LIST OF ACRONYMS
The following acronyms may appear in the document:
AC
Advisory Circular
AD
Airworthiness Directive
A-D
Analog to Digital (converter)
DMIR Designated Manufacturing Inspection
Representative
DO
RTCA Document
ADAHRS Air Data Attitude Heading
DOD
Department of Defense
Reference System
DOF
Digital Obstruction File
ADC
DP
Departure Procedure
DR
Dead Reckoning or Defect Report
Broadcast
DSP
Digital Signal Processing
AFM
Aircraft Flight Manual
EFIS
Electronic Flight Instrument System
AGL
Above Ground Level
EICAS Engine Instrument and Caution Advisory
Air Data Computer
ADS-B Automatic Dependent Surveillance-
AHRS Attitude Heading Reference System
System
AMLCD Active Matrix Liquid Crystal Display
EGPWS Enhanced Ground Proximity
ANSI
American National Standards
Warning System
Institute
EIA
Electronics Industry Association
Approach with Vertical Guidance
ETA
Estimated Time of Arrival
ARINC Aeronautical Radio, Inc.
ETE
Estimated Time Enroute
ARP
SAE Aerospace Recommended
FAA
Federal Aviation Administration
Practice
FAF
Final Approach Fix
AS
SAE Aerospace Standard
FAR
Federal Aviation Regulation
ATA
AT Attachment (hard disk storage
FAWP Final Approach Waypoint - same as FAF
interface)
FDE
Fault Detection and Exclusion
ATC
Air Traffic Control
FHA
Functional Hazard Analysis
CDI
Course Deviation Indicator
FIFO
"First in, First out"
CDTI
Cockpit Display of Traffic Information
FIS
Flight Information Service
CDR
Critical Design Review
FIS-B Flight Information Service-Broadcast
CFS
Chelton Flight Systems
FL
Flight Level
CM
Configuration Management
FLTA
Forward Looking Terrain Awareness
COM
Communication
FMEA Fault Mode and Effects Analysis
CPM
Company Project Manager
FMS
Flight Management System
CPU
Central Processing Unit
FPE
Floating Point Emulation
CR
Change Request
FPM
Feet per Minute
CRC
Cyclic Redundancy Check
FSD
Full Scale Deflection
DA
Decision Altitude
FTE
Flight Technical Error
D-A
Digital to Analog (converter)
GLS
GNSS Landing System
DAICD Digital Aeronautical Information CD
GND
Ground (potential)
DAR
Designated Airworthiness
GNSS Global Navigation Satellite System
Representative
GPH
Gallons per Hour
DCN
Document Change Notice
GPS
Global Positioning System
DEM
Digital Elevation Model
GPWS Ground Proximity Warning System
DER
Designated Engineer Representative
HAL
Horizontal Alert Limit
DH
Decision Height
HAT
Height Above Threshold
DL
Data Link
HFOM Horizontal Figure of Merit
DME
Distance Measuring Equipment
HPL
APV
60-000113
Horizontal Protection Level
Page 7 of 148
HSI
Horizontal Situation Indicator
HUL
Horizontal Uncertainty Limit
MSB
Most Significant Bit or Byte
IAP
Instrument Approach Procedure, also
MSL
Mean Sea Level
Initial Approach Point
MSU
Magnetic Sensor Unit
IAS
MTBF Mean Time Between Failures
Indicated Airspeed
Standard
IAWP Initial Approach Waypoint - same as IAP
NACO National Aeronautical Charting Office
IC
Integrated Circuit
NAS
ICAO
International Civil Aviation Organization
NASA National Aeronautics and Space
ID
Identity or Identification
U.S. National Airspace System
Administration
IDU
Integrated Display Unit
NED
IFR
Instrument Flight Rules
NIMA National Imagery and Mapping
ILS
Instrument Landing System
IM
Inner Marker
ND
Navigation Display
IO
Input/Output
NDB
Nondirectional Beacon
IPV
Instrument Procedure with Vertical Guidance
NM
Nautical Mile
ISR
Interrupt Service Routine
NPA
Non-Precision Approach
JAD
Jeppesen Aviation Database
OAT
Outside Air Temperature
JTAG Joint Test Action Group (IEEE 1149.1 Standard)
OBS
Omnibearing Selector
K
Kilo=1000
OM
Outer Marker
KB
Kilobyte
OT
Other Traffic (Traffic Function)
KIAS
Knots Indicated Airspeed
PA
Proximate Advisory (Traffic Function)
KT
Knot - Nautical Mile per Hour
PDA
Premature Descent Alert
KTAS Knots True Airspeed
PDR
Preliminary Design Review
LDA
Localizer-type Directional Aid
PFD
Primary Flight Display (the display
LED
Light Emitting Diode
National Elevation Dataset
Agency
screen showing primary
LNAV Lateral Navigation
instrumentation -- can also refer to
LOC
Localizer
the primary IDU with software that
LRU
Line Replaceable Unit
only shows primary instrumentation)
LSB
Least Significant Bit or Byte
PFDE Predicted Fault Detection and
MAHP Missed Approach Holding Point
MAHWP Missed Approach Holding Waypoint
MAP
Exclusion
PIC
Peripheral Interface Controller
- same as MAHP
PLI
Pitch Limit Indicator
Missed Approach Point
PN
Part Number
MASPS Minimum Aviation System
PSAC Plan for Software Aspects of
Performance Standard
MAWP Missed Approach Waypoint - same
Certification
PSCP Project Specific Certification Plan
as MAP
PSP
Partnership for Safety Plan
MB
Megabyte
PTN
Problem Tracking Number
MDA
Minimum Descent Altitude
QA
Quality Assurance
MEMS Micro Electro Mechanical System
QM
Quality Management
MFD
Multifunction Display (an IDU with
RA
Resolution Advisory (Traffic Function)
software for showing multiple display
RAM
Random Access Memory
screens)
RMI
Radio Magnetic Indicator
Middle Marker
RNAV Area Navigation
MM
MOPS Minimum Operational Performance
60-000113
RNP
Required Navigation Performance
Page 8 of 148
RS
EIA Recommended Standard
SV
RTC
Real Time Computing
SVCP Software Verification Cases and Procedures
Service Vehicle
RTCA Radio Telephone Commission for Aeronautics
SVP
Software Verification Plan
RTD
Resistive Thermal Detector
SVR
Software Verification Results
RTL
Run Time Library
SYRD System Requirements Document
Rx
Receive
TA
Traffic Advisory (Traffic Function)
SA
Selective Availability
TAS
Traffic Advisory System
SAE
Society of Automotive Engineers
TAWS Terrain Awareness and Warning System
SAS
Software Accomplishment Summary
TCAD Traffic Collision Alert Device
SBAS Space-Based Augmentation System
TCAS Traffic Collision Alert System
SCI
TERPS Terminal Instrument Procedures
Software Configuration Index
SCMP Software Configuration Management Plan
TCH
Threshold Crossing Height
SCR
Software Conformity Review
TD
Traffic Display
SCS
Software Coding Standards
TIS
Traffic Information Service
SDD
Software Design Document
TIS-B Traffic information Service-Broadcast
SDP
Software Development Plan
TMS
Texas Instruments family of DSP processors
SDS
Software Design Standards
TQP
Tool Qualification Plan
SECI
Software Environment Configuration Index
TSO
Technical Standard Order
SPR
Software Problem Report
Tx
Transmit
SMA
Sub-Miniature version A connector
UART Universal Asynchronous Receiver-
SN
Serial Number
SNI
Serial Number Information
USGS United States Geological Survey
SOI
Stage of Involvement (FAA software audit)
UTC
Universal Time Coordinated
SQA
Software Quality Assurance
VAL
Vertical Alert Limit
Transmitter
SQAP Software Quality Assurance Plan
VFOM Vertical Figure of Merit
SQAR Software Quality Assurance Representative
VFR
Visual Flight Rules
SRD
Software Requirements Document
VHF
Very High Frequency
SRS
Software Requirements Standards
VNAV Vertical Navigation
SRTM Shuttle Radar Topographical Mission
VOR
VHF Omnidirectional Radio
SSA
VPL
Vertical Protection Level
STAR Standard Terminal Arrival Routes
VSI
Vertical Speed Indicator
STC
Supplemental Type Certificate
VTF
Vectors to Final
STP
Software Test Protocol
VUL
Vertical Uncertainty Limit
STS
Software Test Specification
WAAS Wide Area Augmentation System
SUA
Special Use Airspace
WGS84 World Geodetic System 1984
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System Safety Assessment
Page 9 of 148
5
PROPOSED SYSTEM
5.1
BASIC SYSTEM
Cobham is proposing an IFR certifiable avionics modernization program to provide MI-17 and
other medium/heavy lift helicopters with state-of-the-art digital avionics for primary flight,
navigation, and engine/systems displays, solid-state sensors, and area navigation capability
meeting FAA NexGen requirements.
Basic configuration (NVG)
•
Four IDU-680 portrait 6”x8” (viewable area) EFIS/EICAS displays
•
Two display-integrated ADAHRS, each with MSU and OAT probe
•
Two display-integrated GPS/WAAS receivers with antennas
•
Redundant Enhanced HTAWS
•
Redundant FMS with area navigation
•
EICAS with dual-channel engine data acquisition units (DAU)
•
Electronic standby instrument with internal battery
•
VHF com and nav radios
•
Scanning DME receiver
•
ADF receiver
•
Color radio control heads
•
Digital audio control system with pilot, copilot, and aft cabin controllers
•
GPS-encoded 406Mhz. ELT
•
Digital radar altimeter
5.2
OPTIONAL EQUIPMENT
•
Integrated audio/radio management system, NVG (ARMS)
•
RDR-2000
•
RDR-2000 color weather radar interface
•
Mode-S TXP
•
TXP control head and install kit, NVG
(not required with ARMS option
•
Cockpit voice recorder with controller
•
Additional aft audio controller (each, up to six total)
•
2nd ADF
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•
2nd ADF control head, NVG (not required with ARMS option)
•
TCAS-I
•
Stormscope
The displays present all flight, navigation, and engine instrumentation. Each display also
includes synthetic vision, projected flight path, integrated head-up FMS, Enhance Helicopter
TAWS, integrated voice warning and master caution, and digital flight recorder. The displays
are NVG compatible and all software is RTCA/DO-178B Level A.
The ADAHRS provide attitude, heading, and air data to the displays. The GPS receivers
provide data for navigation and FMS functions. Attitude, air data, and GPS input can be cross
fed from the off-side sensors to the on-side displays. Annunciation is provided when both pilots
have selected the same sensor. Comparators monitor and provide mismatch alerts for
airspeed, altitude, attitude, heading, GPS, radar altitude, baro setting, and localizer/glideslope
functions.
The DAU converts analog engine sensor output to digital for display on the EFIS.
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5.3
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SYSTEM BLOCK DIAGRAM
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5.4
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SYSTEM BLOCK DIAGRAM WITH ARMS
Page 13 of 148
6
COMPETITIVE COMPARISON
Feature Cobham Honeywell
Sensor LRUs ADAHRS + GPS AHRS + ADC + GPS A A A Level A software is dramatically more reliable (10E‐9 vs 10E‐5) Integrated Sensors Yes No No Easier installation and maintenance, better system reliability (fewer connectors) Integrated Helicopter TAWS Yes No No Improved safety with no additional weight Attitude / Air Data Software Level Collins Cobham Benefit AHRS + Lighter weight, easier ADC + installation, better system GPS reliability (fewer components) Integrated FMS Yes No No Better system reliability (fewer components), reduced pilot workload (FMS functions performed "head up" on PFD) All conventional flight display formats Yes No Yes EADI, EHSI, moving map, engine display Synthetic Vision Yes No No Improved safety, reduced pilot workload Flight Path Marker Yes No No Improved safety, reduced pilot workload Tower/Antenna Alerting Yes No No Improved safety. Integrated Digital Flight Recorder Yes No No Post‐flight debriefing, incident investigation No Provides precision approach capability for landing anywhere (like rooftops), improves marginal VFR, night operations, and noise abatement procedures. User‐Defined Approaches 60-000113
Yes No Page 14 of 148
Feature Conformal Traffic on PFD Highway‐in‐the‐
Sky (Predictive Flight Director) Integrated Master Caution Voice Warning System 60-000113
Cobham Honeywell
Yes Yes Yes No No No Collins Cobham Benefit No Provides intuitive, compelling display of conflicting traffic (position and altitude) on the primary flight display. No Intuitively provides ILS precision for all navigation procedures dramatically reduces pilot workload, improves safety by graphically depicting hazardous navigation situations. No Prioritizes and alerts all hazards including terrain, towers, traffic, powerplant, FMS, fuel, etc. for improved safety and reduced pilot workload. Page 15 of 148
7
COMPONENT DESCRIPTIONS
7.1
6X8 EFIS DISPLAYS
7.1.1
General Description
The IDU-680 EFIS, P/N 42-023001-0001, is a complete flight and navigation instrumentation
system that intuitively provides information to a pilot via computer generated screen displays.
The screen displays are bisected horizontally into two functional areas. The display area is 6” x
8” (10.4” diagonal) in the portrait orientation. Resolution is 1024x768 pixels with anti-aliased
graphics.
The functional areas display a variety of PFD and a MFD formats that can be configured to
show a flight instruments, moving map, HSI, flight planner, traffic, terrain, weather, or engine
displays. The IDU-680 consists of a core processor, a user interface, and various digital sensor
modules that communicate with IDU-680s via RS-232, RS-422 or ARINC429 serial data, plus
connector, cooling air fitting, and optional serial expansion modules to facilitate future growth.
The IDU-680 EFIS will have at least one set of Cobham digital sensor modules (ADAHRS and
GPS) communicating with up to four IDU-680s per crew station. Alternately, the IDUs can be
driven by any ARINC-429 air data and attitude source but must use the Cobham GPS/WAAS
receiver. Each IDU-680 incorporates a high-brightness LCD screen, bezel-mounted controls, a
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screen and keyboard lighting intensity control, and a central processing unit. Data storage
consists of up to 2 compact flash cards sufficiently sized to hold worldwide terrain and
navigation databases. Because the receive ports of the IDU-680s are connected to the digital
sensor modules in parallel, each IDU-680 is independent from all other IDU-680s. At a
minimum, an IDU-680 EFIS System installed in an aircraft would include at least one IDU-680, a
TSO-C145a or C145b GPS/WAAS receiver, a TSO-C4c and C6d approved AHRS, and a TSOC106 approved ADC.
The IDU-680 accommodates “Integrated Peripherals” that are mechanically integrated with the
IDU-680 but have electrical isolation and redundancy. These Modules may include:
•
Integrated ADAHRS
•
Integrated GPS/WAAS
•
Serial Expansion Modules (additional ARINC-429 ports, ARINC-453 weather radar, video
format converters, etc.)
The IDU-680 is constructed of all CNC-machined bulkheads and interstitial printed circuit
boards. No folded sheet metal is used. Cooling air from an external fan is ducted through the
machined bulkheads in such a manner that separates it from the circuitry, thereby protecting the
circuit boards from the external environment. Water, dust, and other contaminates that enter
the cooling system will not come into contact with electrical components, thus improving
reliability and prolonging life in high-humidity and dusty environments.
Tall electrical components on the printed circuit boards such as capacitors fit into machined
pockets during assembly such that they are supported and not stressed during high vibration
conditions. Heat generating components are thermally bonded to the aluminum bulkheads,
which function as heat sinks.
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7.1.2
Functions
Each functional area of the IDU-680 can be configured in a variety of formats by the pilot. The
PFD and EICAS functional areas are fixed in position. The MFD functional areas are
changeable by the pilot in flight.
PFD
EICAS
(Fixed)
(Fixed)
MFD
MFD
(Changeable)
(Changeable)
Should a display fail, the other display will automatically revert to the lost PFD or EICAS in its
MFD functional area:
Example:
EICAS auto-reversion
if display fails
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7.1.2.1
The numerous PFD and MFD formats are described below.Primary Flight Display
The primary flight display functional area of the IDU-680 can be configured in a variety of
formats by the pilot from basic EADI to full synthetic vision, emulating HUD symbology. The
software is field-configurable for fixed-wing or helicopter symbology.
Basic PFD
The basic PFD presents conventional primary flight display instruments, including:
•
Airspeed and altitude
•
Attitude
•
Heading
•
Poll pointer or sky pointer
•
Ground track
•
V-speeds
•
Desired track
•
Autopilot Mode:Source indication
•
Single- and dual-cue flight director
•
QNH/QFE/QNE
•
CDI (RNP 0.3/BRNAV/PRNAV)
•
Baro setting in inches of mercury or
•
Localizer
•
Glideslope/VNAV
•
VSITRAS (TCAS-II)
•
Speed trend
•
Ground track and desired track
•
Absolute altitude (radio, GPS, or baro)
•
Waypoint information
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•
Selected speed/VSI/altitude/heading
bugs
millibars/hectoPascals
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Synthetic Vision
The synthetic vision PFD includes all EADI elements (except single-cue flight director) plus
forward-looking, real-time display of the world ahead of the aircraft, including:
•
Terrain (worldwide)
•
Flight path marker (velocity vector)
•
Towers/antennas/obstructions
•
HSI
(worldwide plus user-added)
•
MiniMap
•
Navigation aids
•
Traffic thumbnail
•
Perspective runway
•
Highway-in-the-sky, and traffic.
•
Cautions/warning/advisories.
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Synthetic Vision PFD with Hover Vector (Helicopters Only)
The hover vector is used to indicate direction and groundspeed of drift at low groundspeeds.
The hover vector consists of large attitude reference, an inner concentric ring indicating 10 knots
groundspeed, and an outer concentric ring indicating 20 knots groundspeed. The white dot of
the attitude reference at the center for the concentric rings indicates 0 knots groundspeed. A
dot equal in size to the white dot and connected to the white dot by a white line floats over the
concentric ring area to indicate direction and velocity of drift in a gods-eye view.
The example below indicates a drift forward and slightly left at about 25 kt. groundspeed.
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7.1.2.2
•
EHSI
The electronic horizontal situation
•
True airspeed
indicator displays:
•
Groundspeed
•
Conventional HIS
•
Zulu time
•
Dual RMI
•
Count-up/count-down/flight timers
•
Desired track and ground track
•
OBS mode
•
Dual DME/TACAN
•
CDI scale
•
Dual ADF
•
Fuel totalizer (if equipped)
•
Glideslope/VNAV indicator
•
Cautions/warnings/advisories
•
Winds aloft
•
Helicopter, small airplane, or jet
•
Cross-wind component
•
Density altitude
•
Outside air temperature
ETA or ETE for active and destination
•
ISA temperature
waypoints
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ownship position symbol
•
Waypoint type, bearing, distance, and
Page 22 of 148
7.1.2.3
Moving Map
The real-time moving map (10Hz. update rate) includes all EHSI elements except glideslope
and HSI, plus:
•
•
Worldwide 6 arc-second terrain with
•
Political borders
relative elevation coloring and shaded
•
Synthetic vision field-of-view indicator
relief
•
Weather (datalink or radar)
Threatening terrain differentiation
•
Low-level (Victor) and high-level (Jet)
(only terrain generating a TAWS alert
airways
is colored red or yellow, thus allowing
•
Navigation aids
terrain and weather display on the
•
Runways
same screen)
•
Curvilinear routing supports all
•
Projected path
•
Dead-stick glide area (fixed-wing
•
Lubber line
only)
•
LAT/LON
•
Hydrography
•
Pan and zoom functions
•
Altitude-coded special-use airspace
•
Towers and obstructions
•
Traffic
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ARINC-424 leg type (FMS flight plan)
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7.1.2.4
Traffic Display
Traffic display function supports any ARINC-735A-compliant traffic detection system, including
TAS, TIS-B, TCAS-I, TCAS-II, and ADS-B.
TAS, TCAS-I, TCAS-II
ADS-B
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7.1.2.5
Weather Display
Weather Radar
ARINC-453 color weather radar on moving map, overlaying terrain.
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Datalink Weather
When interfaced with a compatible datalink weather receiver, the display will show
•
Nexrad radar imagery
•
Echo tops
•
Wind and temperatures aloft
•
Gaphical METARs
•
Lightning
•
Convective SIGMETs
•
Icing condition
•
Temporary flight restriction
•
Terminal area forecasts
•
Turbulence
•
Pan and zoom functions
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Stormscope
Interface with L3 WX-500 Stormscope is supported. Display shows strikes, cells, range, and
rate.
7.1.2.6
Integrated Terrain Awareness and Warning System
Each display in a system provides TAWS functionality (no separate LRU). Depending upon
aircraft configuration settings and external sensors/switches, the system is configurable as a
Class A, B or C TAWS for fixed-wing or a Class A or B HTAWS for helicopters. Functions
provided by TAWS are:
1. Terrain Display: Display of terrain and obstacles on the PFD (synthetic vision) and
moving map.
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2. Forward Looking Terrain Awareness (“FLTA”): A warning function that uses a terrain
database and an obstruction database to alert the pilot to hazardous terrain or
obstructions in front of the aircraft.
3. Premature Descent Alert (“PDA”): A warning function that alerts the pilot when
descending well below a normal approach glidepath on the final approach segment of an
instrument approach procedure.
4. Excessive Rate of Descent (GPWS Mode 1): A warning function that alerts the pilot when
the rate of descent is hazardously high as compared to height above terrain (i.e.,
descending into terrain).
5. Excessive Closure Rate to Terrain (GPWS Mode 2): A warning function that alerts the
pilot when the rate of change of height above terrain is hazardously high as compared to
height above terrain (i.e., flying level over rising terrain).
6. Sink Rate after Takeoff or Missed Approach (GPWS Mode 3): A warning function that
alerts the pilot when a sink rate is detected immediately after takeoff or initiation of a
missed approach.
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7. Flight into Terrain when not in Landing Configuration (GPWS Mode 4): A warning
function that alerts the pilot when descending into terrain without properly configuring the
aircraft for landing.
8. Excessive Downward Deviation from an ILS Glideslope (GPWS Mode 5): A warning
function that alerts the pilot when an excessive downward glideslope deviation is
detected on the final approach segment of an ILS approach.
9. 500 foot Wake-up Call: A single voice callout when descending through 500 feet AGL
TAWS functions provided by the EFIS as compared to TAWS / HTAWS class and aircraft
type are as follows:
Notes: RG + F = Retractable Gear with Defined Landing Flaps Position
RG = Retractable Gear
FG + F = Fixed Gear with Defined Landing Flaps Position
FG = Fixed Gear
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7.1.2.7
Integrated Flight Management System
Each display in a system contains a stand-alone integrated FMS that supports all ARINC-424
leg types. FMS functions include:
•
Create and Store 100 Flight Plans
•
Activate a Stored Flight Plan
•
Edit a Stored Flight Plan
•
Reverse a Stored Flight Plan
•
Delete a Stored Flight Plan
•
Nearest Airport, VOR, NDB, ILS, intersection, user waypoint, ARTCC, FSS
•
Direct to Any Waypoint
•
Re-center on Route
•
Flight Planning Using Airways (Vector and Jet Routes)
•
Published and Non-Published Holding Patterns
•
VNAV and Waypoint Offset
•
Activate a Waypoint within an Active Route
•
Add a Waypoint or Airway to an Active Route
•
Delete a Waypoint from an Active Route
•
Create a User Waypoint (lat/lon, rad/dist, mark-on-target)
•
Create User-Defined Precision Approach to User Waypoint
•
Edit a User Waypoint
•
Get Waypoint Information (Jeppesen NavData – runway info, frequencies, etc.)
•
Send Nav and Com Frequencies to Radios
•
Select a VFR Approach
•
Select an IFR Approach
•
Select a DP or STAR
•
Missed Approach Arming Procedure
•
Parallel Track Function
•
Area Navigation, RNP, and LPV Procedures
•
Automatic OBS -- GPS
•
Manual OBS – GPS
•
HSI Source Selection
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Graphical Flight Planner
Part of integral FMS. Includes weather overlay with datalink weather interface.
Nav Log
Part of integral FMS. Provides waypoint type, VNAV, offset, leg type, distance, ETE, ETA, and
fuel remaining, and fuel flow (when fuel totalizer is enabled).
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7.1.2.8
Expanded Hover Vector, Geo-Referenced (Helicopters Only)
The expanded hover vector is used to indicate flight direction and groundspeed. The hover
vector re-uses the compass rose and range rings as speed scales. The speed range for the
expanded hover vector is automatically adjusted based upon current groundspeed. Map
elements, including user-defined waypoints (mark-on-target) are displayed to allow hover control
relative to geo-stationary points.
The ownship symbol indicates 0 knots groundspeed. A gray dot connected to the ownship
symbol by a line floats over the hover screen to indicate flight direction and groundspeed.
Deviation of the dot in a straight up direction (12 O’clock position) indicates forward flight while
straight down (6 O’clock position) indicates rearward flight. Deviation of the dot laterally
indicates lateral drift.
In turns, an arc emanating from the ownship symbol indicates the projected path over the
ground 30 seconds into the future.
AGL altitude is displayed as an analog indication and digital readout on the right side of the
hover screen. AGL altitude is driven by whatever AGL altitude source is being used for the
TAWS system (radar, GPS, or barometric altitude).
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7.1.2.9
Digital Flight Recording
Each display in a system logs all flight performance data for post-flight evaluation. These data
can be downloaded for review after a flight. Data from the last 5 flights are logged at a onesecond interval. There is no reasonable limit to the lengths of the flights. Each log file is a
comma delimited ASCII file. The file contains a date stamp and each line contains a time stamp
(Zulu time).
These log files (*.dat) can be opened and manipulated (charting, graphing, etc.) in Microsoft
Excel or other spreadsheet applications that support comma-delimited data format or “flown”
using Cobham’s Windows playback utility.
While the displays are not designed to be compliant with the requirements for flight data
recorder (TSO-C124), data has been recoverable in 100% of the accidents to date, including
those with post-crash fires and salt water submersion.
The following parameters are recorded:
1. Time Stamp
2. Aircraft Latitude in Degrees
3. Aircraft Longitude in Degrees
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4. Aircraft Altitude in Feet
5. Aircraft Pitch in Degrees
6. Aircraft Bank in Degrees
7. Aircraft Heading in Degrees True
8. Aircraft Track in Degrees True
9. Aircraft Indicated Airspeed in Knots
10. Aircraft True Airspeed in Knots
11. Aircraft Groundspeed in Knots
12. Aircraft VSI in Feet per Minute
13. Aircraft Glide path in Degrees
14. Aircraft Computed AOA in Degrees
15. Aircraft G-force
16. Computed Wind Speed in Knots
17. Computed Wind Direction in Degrees True
18. Outside Air Temperature in Degrees Fahrenheit
19. Density Altitude in Feet
7.1.2.10
Engine Indication and Crew Alerting System
Engine indication and CAS messaging is developed in accordance with customer specifications
and displayed on the IDU-680. EICAS display data transmitted from the Cobham DAU or
equivalent. EICAS can be displayed on any screen in a system for redundancy.
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60-000113
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7.1.2.11
Caution / Warning / Advisory System
Each display in a system incorporates an integrated auditory caution/warning/advisory (CWA)
system that monitors a wide variety of parameters and provides auditory annunciations for
conditions that demand pilot awareness or action. Auditory annunciations take the form of either
a voice warning, tone, or chime as appropriate. Annunciations are grouped into three
categories: warning, caution, and advisory.
Warnings are accompanied by a red flag and repeat until acknowledged by the pilot (by pushing
the EFIS MUTE button on yoke, cyclic/collective, or panel) or the condition is corrected.
Cautions are accompanied by a yellow flag and are annunciated once. The flag is displayed
until the condition is corrected. Advisories are accompanied by a blue flag or no flag, depending
on condition.
Annunciation volume is based on level of threat and audio is silenced immediately upon
pressing the EFIS MUTE button. Overall volume can be adjusted during installation. CWA
Flags are stacked in the lower left corner of each display with warnings displayed on top,
followed by cautions and then advisories. EICAS alerting/messaging is in addition to below.
The following Warnings are provided:
•
GPWS Mode 1
•
Overspeed
•
GPWS Mode 2
•
GPWS Mode 5
•
TAWS FLTA
•
Traffic
•
Obstruction
•
Low Fuel
•
Stall (depending on configuration)
The following Cautions are provided:
•
Decision Height
•
GPWS Mode 2
•
Minimum Altitude
•
GPWS Mode 3
•
TAWS FLTA
•
GPWS Mode 5
•
Obstruction
•
Check Gear
•
GPWS Mode 4 (various)
•
Traffic
•
TAWS PDA
•
IDU Overtemp
•
GPWS Mode 1
•
Low Fuel (with fuel totalizer)
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•
Selected Altitude Deviation
•
Attitude Miscompare
•
Check Range (with fuel totalizer)
•
GPS/WAAS Miscompare
•
ADC #1 Failure
•
Glideslope Miscompare
•
ADC #2 Failure
•
Heading Miscompare
•
AHRS #1 Failure
•
Airspeed Miscompare
•
AHRS #2 Failure
•
Localizer Miscompare
•
Radar Altimeter #1 Failure
•
Radar Altitude Miscompare
•
Radar Altimeter #2 Failure
•
TAWS FLTA Function Inoperative
•
Air Data Failure Caution
•
OAT Sensor Failed
•
VNAV Altitude Deviation
•
Same ADC Source
•
Auxiliary Sensor Failure
•
Same AHRS Source
•
GPS/WAAS Dead Reckoning Mode
•
Same GPS/WAAS Source
•
GPS/WAAS Loss of Integrity
•
Same NAV Source
•
GPS/WAAS Loss of Navigation
•
Same Radar Altimeter Source
•
GPS/WAAS #1 Failure
•
SCC Card Failed
•
GPS/WAAS #2 Failure
•
TAWS Autorotation Mode
•
Altitude Miscompare
•
TCAS Failed
The following Advisories are provided:
•
Air Data Initializing
•
Parallel Offset Track
•
Check Barometric Setting
•
TAWS Inhibit Advisory
•
Flight Path Marker Inhibit
•
TAWS Low Altitude Mode
•
GPS/WAAS IFR Approach Mode
•
TAWS Glideslope Cancel
•
Automatic Waypoint Sequencing
•
Crossfill Armed
Suspended
•
Crossfill Inhibited
•
GPS/WAAS Terminal Mode
•
TCAS Standby
•
GPS/WAAS VFR Approach Mode
•
TCAS TA Only Mode
•
GPS/WAAS Vectors to Final
•
TCAS Test Mode
•
IFR Approach Mode
•
Countdown Timer Chime
•
Barometric Setting Miscompare
•
Level-off
•
Menu Locked
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7.1.3
Environmental Characteristics
The IDU-680 has been designed to meet the following RTCA/DO-160E conditions:
Sec.
Condition
Cat.
Test Category Description
Notes
4.0
Temperature and
F2
Equipment intended for installation in non-
+75°C for Short-
pressurized and non-controlled temperature
Time Operating
location in an aircraft that is operated at altitudes
High Temp. Cat. V
up to 55,000 ft (16,800 m) MSL.
(30 minutes) for loss
Operating Low Temp: -55 deg C
of cooling.
Altitude
Operating High temp: +70 deg C
Ground Survival Low Temp: -55 deg C
Ground Survival High Temp: +85 deg C
Altitude: +55,000 feet
5.0
Temperature
B
Variation
Equipment in a non-temperature-controlled or
partially temperature controlled internal section of
the aircraft.
6.0
Humidity
B
Equipment intended for installation in civil aircraft,
non-civil transport aircraft and other classes,
installed under conditions in which a more severe
humidity environment than standard conditions
may be encountered.
7.0
Operational Shocks B
Equipment generally installed in fixed-wing aircraft Aircraft Type 5, Test
& Crash Safety
or helicopters and tested for standard operational
Type R for Crash
shock and crash safety.
Safety Sustained
Test
8.0
Vibration
H+R+
H – Demonstrates performance at high-level, short Cat. H, curve R
U
duration transient vibration levels
R - (Fixed-Wing) Demonstrates performance at
Cat. R, curves B, B1
higher, robust vibration levels and after long term
vibration exposure.
Cat. U, curve G
U - (Helicopter w/Unknown Frequencies)
Demonstrates performance at higher vibration
levels and after long term vibration exposure for
fuselage and instrument panel equipment when
the specific rotor frequencies are unknown.
9.0
Explosive
X
Not Applicable
W
Equipment is installed in locations where it may be Drip proof test
Atmosphere
10.0
Waterproofness
subjected to falling water, such as condensation
11.0
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Fluids Susceptibility X
Not Applicable
Page 38 of 148
Sec.
Condition
Cat.
12.0
Sand and Dust
S
Equipment is installed in locations subject to
Notes
blowing sand and dust.
13.0
Fungus Resistance F
Demonstrate whether equipment material is
By Analysis
adversely affected by fungi growth.
14.0
Salt Fog
S
Equipment is subjected to a corrosive atmosphere
15.0
Magnetic Effect
Z
Magnetic deflection distance less that 0.3m.
16.0
Power Input
Z
Equipment intended for use on aircraft DC
200 ms power
electrical systems where the DC supply has a
interruption capacity
battery whose capacity is small compared with the
capacity of the DC generators.
17.0
Voltage Spike
A
Equipment intended primarily for installation where
a high degree of protection against damage by
voltage spikes is required.
18.0
19.0
Audio Frequency
Z
Conducted
electrical systems where the DC supply may not
Susceptibility-
have a battery of significant capacity floating on
Power Inputs
the dc bus at all times.
Induced Signal
ZC
Susceptibility
Equipment intended primarily for operation in
systems where interference-free operation is
required on aircraft whose primary power is
constant frequency or DC.
20.0
Radio Frequency
Y
Equipment and interconnecting wiring installed in
K
Susceptibility
severe electromagnetic environments and to show Minimum level at all
(Radiated and
compliance with the interim HIRF rules.
Conducted)
21.0
Radiated:
Emission of Radio
frequencies to be
100V/m
M
Frequency Energy
Equipment in areas where apertures are EM
significant but not in direct view of aircraft
antennas, such as passenger cabin or cockpit
22.0
Lightning Induced
A3J33
Equipment interconnected with wiring installed
Level 4 for MSU and
Transient
within any airframe or airframe section when
OAT Probe pins.
Susceptibility
structural resistance is also a significant source of
induced transients, (i.e., carbon fiber composite
structures). Level 3 designates equipment and
interconnecting wiring installed in a moderately
exposed environment.
23.0
Lightning Direct
X
Not Applicable
X
Not Applicable
Effects
24.0
60-000113
Icing
Page 39 of 148
Sec.
Condition
Cat.
25.0
Electrostatic
A
Electronic equipment that is installed, repaired or
Discharge (ESD)
26.0
Fire, Flammability
Notes
operated in an aerospace environment.
C
Non-metallic equipment, component parts, sub-
By Analysis
assemblies installed in pressurized or nonpressurized zones and non-fire zones with largest
dimension greater than 50 mm.
The IDU-680 is designed to continuously operate at ambient temperatures between -55° and
+75ºC when provisioned as described below. Both cooling and heating features are used to
achieve this broad temperature range. For cooling, the IDU-680 incorporates a finned,
convective cooling heatsink positioned to efficiently remove heat from the electronics. The
bottom of this heatsink connects to a forced-air cooling inlet port (cooling fan not provided).
Both 1” diameter and 5/8” diameter inlet ports are available. The 1” diameter inlet is meant to
accommodate forced-air cooling sources of up to 8SCFM. The 5/8” diameter inlet is meant to
accommodate forced-air cooling sources of up to 5SCFM. The 5/8” diameter inlet includes slots
to admit additional cooling air with a venturi effect. The slots also affirmatively prevent inlet
cooling hose blockage from affecting convective cooling when forced-air is not available.
60-000113
80
40
Air Flow (SCFM)
Cooling properties of the IDU-680, based upon test data, are presented below:
Page 40 of 148
7.1.4
Physical Specifications
Dimensions:
Weight:
9.5 lbs., including J1 connector
Mounting:
Tray-less installation, mounts to instrument panel using integral clamps.
Cutout:
10.12” H x 7.35W
7.1.5
Electrical Characteristics
The displays operate at 9VDC to 35VDC. Below 9VDC, the display backlight will not illuminate
but the processor will continue to operated down to 8VDC and the display will illuminate again
when 9VDC is restored.
60-000113
Device
Maximum (28VDC)
Typical (28VDC)
IDU-680
70 Watts @ 28VDC
40 Watts @ 28VDC
Integral Heater
140 Watt @ 28VDC
(separate circuit)
(cold soaked at -55°C)
Page 41 of 148
326 Body Pitch Rate
327 Body Roll Rate
330 Body Yaw Rate
331 Body X-Axis Acceleration
332 Body Y-Axis Acceleration
333 Body Z-Axis Acceleration
Autopilot Labels
100 Selected Course
101 Selected Heading
102 Selected Altitude
103 Selected Airspeed
104 Selected VSI
121 Horizontal Command Signal
122 Vertical Command Signal
270 HeliSAS Discretes
320 Magnetic Heading
324 Pitch Angle
325 Roll Angle
FMS Flight Plan Labels
074 Flight Plan Header
075 Active Waypoint
113 Message Checksum
125 Greenwich Mean Time
164 Radio Altitude
204 Baro Corrected Altitude
210 True Airspeed
260 UTC Date
303 Message Length/Type/Number
304 Message Characters 1-3
305 Message Characters 4-6
306 Waypoint Latitude
307 Waypoint Longitude
310 Present Position –Latitude
311 Present Position –Longitude
312 Ground Speed
313 Track Angle
314 True Heading
315 Wind Speed
316 Wind Direction
324 Pitch Angle
325 Roll Angle
GPS Labels
114 Desired Track
115 Waypoint Bearing
116G Cross Track Distance
60-000113
117G Vertical Deviation
125 Greenwich Mean Time
147 Magnetic Variation
155 HeliSAS VNAV Descent Angle
251 Distance to Go
260 UTC Date
310 Present Position –Latitude
311 Present Position –Longitude
312 Ground Speed
313 Track Angle
315 Wind Speed
316 Wind Direction
326G Lateral Scale Factor
351G Distance To Destination
352G Estimated Time to Destination
GPS 743A Labels
076 Altitude (MSL)
101 Horizontal Dilution of Precision
102 Vertical Dilution of Precision
103 Track Angle
110 Latitude
111 Longitude
112 Ground Speed
120 Fine Latitude
121 Fine Longitude
130 Horizontal Protection Level
133 Vertical Protection Level
136 Vertical Figure of Merit
140 UTC Fine
147 Magnetic Variation
150 UTC
165 Vertical Velocity
166 N/S Velocity
174 E/W Velocity
247 Horizontal Figure of Merit
260 UTC Date
273 GNSS Sensor Status
370 GNSS Height (WGS-84)
NAV Labels
173 Lateral Deviation
174 Glideslope Deviation
202G DME Distance
RADALT Labels
164 AGL Altitude
Page 43 of 148
The following labels are received at high or low speed:
ADC Labels
(ARINC 429 Names)
203 Pressure Altitude
206 Computed Airspeed
211 Total Air Temperature
212 Altitude Rate
AHRS Labels
(ARINC 429 Names)
270 AHRS Discrete
324 Pitch Angle
325 Roll Angle
326 Body Pitch Rate
327 Body Roll Rate
330 Body Yaw Rate
331 X-axis Acceleration
332 Y-axis Acceleration
333 Z-axis Acceleration
TCAS Labels
(ARINC 429 Names)
130 Intruder Range
131 Intruder Altitude
132 Intruder Bearing
270 Vertical Resolution Advisory
274 Selected Sensitivity Level
350 Maintenance Data
357 RTS/ETX
FD Labels
(ARINC 429 Names)
140 Flight Director Roll
7.1.8
141 Flight Director Pitch
142 Flight Director Fast/Slow
NAV Labels
(ARINC 429 Names)
034 VOR/ILS Frequency
035 DME Frequency
162 ADF Bearing
173 Localizer Deviation
174 Glideslope Deviation
202 DME Distance
222 VOR Bearing
RADALT Labels
(ARINC 429 Names)
164 Radio Height
DAU Labels
(ARINC 429 Names)
102 Electrical Load
104 Bus Voltage
105 Transmission Oil Temperature
106 Transmission Oil Pressure
245 Engine Free Power Turbine (NF)
246 Rotor RPM (NR)
255 Fuel Quantity
316 Engine Oil Temperature
317 Engine Oil Pressure
320 Fuel Pressure
336 Engine Torque
344 Ng
345 Inter-Turbine Temperature
Export Requirements
The displays have a commodity jurisdiction from the US State Department as NON-ITAR
Controlled. The displays export under US Commerce Department General License 7A994.
7.1.9
TSOs
The IDU-680 complies with the following TSOs and associated MOPS, thought it does not
currently carry TSO authorization:
TSO
Title
MOPS
TSO-C2d
SAE AS8019A
TSO-C4c
SAE AS396B
TSO-C6d
SAE AS8013A
60-000113
Page 44 of 148
TSO
Title
MOPS
TSO-C8d
Vertical Velocity Instruments (Rate-Of-Climb)
SAE AS8016A
TSO-C10b
Altimeter, Pressure Actuated, Sensitive Type
SAE AS392C
TSO-C34e
ILS Glide Slope Receiving Equipment Operating Within the
RTCA/DO-192
Radio Frequency Range of 328.6-335.4 MHz (partial)
TSO-C35d
RTCA/DO-143
TSO-C36e
Airborne ILS Localizer Receiving Equipment Operating Within
RTCA/DO-195
the Radio Frequency Range of 108-112 MHz
TSO-C40c
VOR Receiving Equipment Operating Within the Radio
RTCA/DO-196
Frequency Range of 108-117.95 MHz
TSO-C41d
Airborne Automatic Direction Finding (ADF) Equipment
RTCA/DO-179
TSO-C52b
SAE AS8008
TSO-C66c
Distance Measuring Equipment (DME) Operating within the
RTCA/DO-189
Radio Frequency Range of 960-1215 Megahertz
TSO-C87
Airborne Low-Range Radio Altimeter
RTCA/DO-155
TSO-C110a
Airborne Passive Thunderstorm Equipment
RTCA/DO-191
TSO-C113
SAE AS8034
TSO-C118
Traffic Alert and Collision Avoidance System (TCAS) Airborne
RTCA/DO-197A
Equipment, TCAS I
TSO-C119b
Traffic Alert and Collision Avoidance System (TCAS) Airborne
RTCA/DO-185A
Equipment, TCAS II
TSO-C146a
Stand-Alone Airborne Navigation Equipment Using the Global
RTCA/DO-229C
Positioning System (GPS) Augmented by the Wide Area
Augmentation System (WAAS)
TSO-C147
Traffic Advisory System (TAS) Airborne Equipment
RTCA/DO-197A
TSO-C151b
Terrain Awareness and Warning System
TSO-C151b
RTCA/DO-161A
The EICAS complies with the requirements of the following TSOs and MOPS, although it does
not currently carry TSO authorization.
TSO
Title
MOPS
TSO-C43c
SAE AS8005
TSO-C47a
Fuel, Oil, and Hydraulic Pressure Instruments
SAE AS408C
TSO-C55a
SAE AS405C
TSO-C113
SAE AS8034
60-000113
Page 45 of 148
7.1.10
Reliability
MIL-STD 217, 35°C, 100% duty cycle.
Component
IDU-680
7.1.11
MTBF Fixed-Wing
(AIC)
14,220 hrs.
MTBF Rotorcraft
5,843 Hrs.
Required Maintenance
There is no required maintenance.
Navigation and tower/antenna databases may be updated through Jeppesen every 28 days.
Terrain database is updated periodically as new data is made available from government
sources.
All field maintenance, including installation and removal, is performed with a single tool.
7/64” hex-head wrench.
7.1.12
Built-In Test
The displays perform initialization test on startup, continuous built-in test during operation, and
pilot-initiated test.
7.1.13
NVG Compatibility
An external panel switch places the display in NVG mode through dual-redundant pins pulled to
ground. NVG modifies the backlight and control brightness curves so as to not cause NVG
blooming in accordance with RTCA/DO-275.
7.1.14
Software / Hardware Certification Level
All Software is compliant with RTCA/DO-178B, Level-A, and all complex electronic hardware is
compliant with RTCA/DO-254, Level-A; however, since the IDU-680 is for special-mission
applications, FAA certification has not yet been provided.
60-000113
Page 46 of 148
7.2
7.2.1
REMOTE BUGS PANEL (RBP)
General Description
The RBP (P/N 42-014001-0001) provides quick, direct entry for Heading, Altitude,
Course, and other EFIS input without using the menu system built into the displays.
All RBP functions are duplicated in the EFIS menu structure. Two knobs are
dedicated (Heading and Altitude) while the third is multi-function to account for
pilot preference. The RBP also functions as a master dimming controller.
60-000113
Page 47 of 148
7.2.2
Functions
The Remote Bugs Panel (RBP) provides dedicated controls for frequently needed bugs, as well
as additional controls for selecting and setting IDU parameters. The RBP consists of two LED
dot matrix displays and a number of knobs and buttons. The RBP acts as a terminal, reporting
the activation of knobs and buttons to the IDU over a serial port and displaying the data
provided to it by the IDU. The RBP communicates to the EFIS displays using a proprietary RS422 Protocol.
1. The leftmost (“Heading”) rotary knob is dedicated to the EFIS heading bug function.
2. The center (“Altitude”) rotary knob is dedicated to the EFIS altitude bug function.
3. The rightmost (“Set”) rotary knob is multi-function with current function indicated by the
main display. Functions of this knob, set by the pilot, can be:
a. GPS Course
b. VOR 1 Courxe
c. VOR 2 Course
d. Selected Airspeed
e. Selected VSI
f. Selected Climb Angle
g. Selected Descent Angle
h. Decision Height
i. Minimum Descent Altitude
4. The two “Arrow” dedicated pushbuttons are used as a function selector for the “Set”
rotary knob.
5. The rotary knob pushbuttons are generally used for synchronization (SYNC) of the
function associated with the rotary knob.
6. The “LNAV” dedicated pushbutton is used to switch EFIS autopilot roll steering output
between LNAV sub-mode and heading sub-mode.
7. The “VNAV” dedicated pushbutton is used to switch EFIS autopilot pitch steering and
commanded VSI output between VNAV sub-mode and target altitude sub-mode.
8. The <BAR> dedicated pushbutton has the function annunciated in the option display.
The software that interprets the knob and button actuations and controls the displays (with the
exception of the dimming function) resides on the IDU.
60-000113
Page 48 of 148
The RBP has dimming control functionality that allows it to control its own backlight and display
brightness. An internal ambient light sensor is used to adjust initial display and backlight
brightness. An NVG Mode pin is provided to enable NVG-specific brightness curves. In
addition, various remote dimming curves are supported.
7.2.3
RBP – RTCA/DO-160E
Sec.
4.0
Condition
Temperature and
Cat.
F2
Altitude
Notes
Equipment intended for installation in non-pressurized
and non-controlled temperature location in an aircraft
that is operated at altitudes up to 55,000 ft (16,800 m)
MSL.
5.0
Temperature
B
Variation
6.0
Humidity
Equipment in a non-temperature-controlled or partially
temperature controlled internal section of the aircraft.
B
Equipment intended for installation in civil aircraft, noncivil transport aircraft and other classes, installed under
conditions in which a more severe humidity environment
than standard conditions may be encountered.
7.0
Operational Shocks
B
& Crash Safety
Equipment generally installed in fixed-wing aircraft or
Aircraft Type 5,
helicopters and tested for standard operational shock
Test Type R for
and crash safety.
Crash Safety
Sustained Test
8.0
Vibration
H + R + H – Demonstrates performance at high-level, short
U
Cat. H, curve R
R - (Fixed-Wing) Demonstrates performance at higher,
Cat. R, curves B,
robust vibration levels and after long term vibration
B1
exposure.
U - (Helicopter w/Unknown Frequencies) Demonstrates Cat. U, curve G
performance at higher vibration levels and after long
term vibration exposure for fuselage and instrument
panel equipment when the specific rotor frequencies are
unknown.
9.0
Explosive
X
Not Applicable
Atmosphere
60-000113
Page 49 of 148
Sec.
Condition
10.0 Waterproofness
Cat.
W
Notes
Equipment is installed in locations where it may be
Drip proof test
subjected to falling water, such as condensation
11.0 Fluids Susceptibility
X
Not Applicable
12.0 Sand and Dust
S
Equipment is installed in locations subject to blowing
sand and dust.
13.0 Fungus Resistance
F
Demonstrate whether equipment material is adversely
By Analysis
affected by fungi growth.
14.0 Salt Fog
S
15.0 Magnetic Effect
Z
16.0 Power Input
Z
Equipment intended for use on aircraft DC electrical
200 ms power
systems where the DC supply has a battery whose
interruption
capacity is small compared with the capacity of the DC
capacity
generators.
17.0 Voltage Spike
A
Equipment intended primarily for installation where a
high degree of protection against damage by voltage
spikes is required.
18.0 Audio Frequency
Z
Conducted
systems where the DC supply may not have a battery of
Susceptibility-
significant capacity floating on the dc bus at all times.
Power Inputs
19.0 Induced Signal
ZC
Susceptibility
Equipment intended primarily for operation in systems
where interference-free operation is required on aircraft
whose primary power is constant frequency (DC).
20.0 Radio Frequency
YK
Equipment and interconnecting wiring installed in severe Radiated:
K
Susceptibility
electromagnetic environments and to show compliance Minimum level at all
(Radiated and
with the interim HIRF rules.
Conducted)
21.0 Emission of Radio
frequencies to be
100V/m
M
Frequency Energy
Equipment in areas where apertures are EM significant
but not in direct view of aircraft antennas, such as
passenger cabin or cockpit
22.0 Lightning Induced
A3J33
Equipment interconnected with wiring installed within
Transient
any airframe or airframe section when structural
Susceptibility
resistance is also a significant source of induced
transients, (i.e., carbon fiber composite structures).
Level 3 designates equipment and interconnecting
wiring installed in a moderately exposed environment.
23.0 Lightning Direct
X
Not Applicable
Effects
60-000113
Page 50 of 148
Sec.
Condition
Cat.
24.0 Icing
X
Not Applicable
25.0 Electrostatic
A
Discharge (ESD)
26.0 Fire, Flammability
Notes
C
By Analysis
Non-metallic equipment, component parts, subassemblies installed in pressurized or non-pressurized
zones and non-fire zones with largest dimension greater
than 50 mm.
7.2.4
Dimensions:
Weight:
RBP:
1.0 lbs.
Mounting:
60-000113
Page 51 of 148
The RBP mounts in a standard Dzus rail radio stack.
7.2.5
The RBP operates from 14VDC to 28VDC with spikes to 80VDC and down to 10VDC for 30
seconds.
The GPS has dual internal power supplies (stand-alone verison) or gets dual conditioned power
input from the display (IDU-mounted version).
7.2.6
Device
Typical (28VDC)
RBP
15 Watts @ 28VDC
Input/Output
Communication with the displays is via proprietary RS-422 interface.
7.2.7
ARINC-429 Labels
Not applicable.
7.2.8
Export Requirements
The RBP is not subject to ITAR control and exports under US Commerce Department General
License 7A994.
7.2.9
TSOs
The RBP is authorized to be labeled with the following TSOs and MOPS:
TSO
Title
MOPS
TSO-C113c
Multipurpose display
SAE AS8034A
7.2.10
Reliability
MIL-STD 217, Airborne Inhabited Cargo, 35°C, 100% duty cycle.
Component
RBP
7.2.11
MTBF Fixed-Wing
10,000
MTBF Rotorcraft
6,100
Field Service History
The RBP is TSO’d and STC’d in hundreds of aircraft, Part-23, Part-25, Part-27, and Part-29,
and is standard equipment on the Agusta A109 Grand New.
60-000113
Page 52 of 148
7.2.12
7.2.13
Built-In Test
The RBP performs initialization test on startup.
7.2.14
NVG Compatibility
The RBP is NVG compatible with no further modification.
7.2.15
All Software is compliant with RTCA/DO-178B, Level-A.
The RBP contains no complex electronic hardware.
60-000113
Page 53 of 148
7.3
ADAHRS
7.3.1
General Description
The ADAHRS consists of the ADAHRS Module (P/N 42-005001-0001), the MSU (P/N 42-0040010001) and the OAT Probe (P/N 42-002001-0001).
The ADAHRS Module is a device that incorporates an AHRS and an ADC within a single
enclosure. By incorporating both units into one device, communication, wiring, power, and
mounting issues are minimized while providing improved reliability and electrical robustness.
The AHRS portion and the ADC portion can be thought of as separate, individual devices
residing in a common enclosure.
Internal to the ADAHRS Module are rate sensors, accelerometers, pressure sensors and
heaters. The rate sensors and accelerometers are used to sense the orientation and
acceleration of the ADAHRS in orthogonal space. The pressure sensors are used to detect and
calculate the absolute and differential air pressures of the airframe. The heaters are used to
ensure the ADAHRS Module is heated to the minimum operating temperature that the sensors
require.
60-000113
Page 54 of 148
Air pressure inputs are connected to the Pitot and Static ports on the ADAHRS Module. The
two ports are straight thread tube fitting O-Ring gasket types that accommodate standard AN
fittings.
The ADAHRS Module is configured for either an independent installation or an integrated
installation. In an independent installation, the ADAHRS Module is free standing. In this
configuration, the ADAHRS Module receives electrical power from the airframe and provides
ride-through capability for power dropouts. All input and output lines are protected from
lightning and high intensity radio frequency interference.
In an integrated installation, the ADAHRS Module is parasitically mounted to an IDU. The IDU
provides filtered and conditioned power with ride-through capability. The IDU also provides
lightning and high intensity radio frequency interference protection.
The MSU is a remote triaxial Earth field magnetometer. It is a solid state device with no moving
parts. It transmits field vector information to the ADAHRS Module via RS-422 serial
communication link. It has the same general form factor as a Honeywell KMT-112 flux valve.
The MSU is a required part of an ADAHRS installation. The ADAHRS does not have a “free”
mode; polar operations (±70° lattitude) are not supported.
The OAT Probe is a remote 1000Ω platinum RTD that is mounted through the exterior skin of
the airframe. It monitors the outside air temperature and sends analog data to the ADAHRS
Module for use in the air data calculations.
60-000113
Page 55 of 148
7.3.2
Functions
7.3.2.1
Air Data
The ADAHRS senses pitot and static pressures to provide air data to the EFIS. The ADAHRS
meets the following air data performance specifications:
•
Pressure altitude range:
-1,000’MSL to FL550
•
Pressure altitude resolution:
< 1 ft.
•
Pressure altitude accuracy:
Meets or exceeds TSO-C106.
•
Airspeed range:
20-550 KIAS.
•
Airspeed resolution:
0.01KIAS.
•
Airspeed accuracy:
±10.0KIAS below 50KIAS
Meets or exceeds TSO-C106 from 50 to 450 KIAS,
±5.0KIAS above 450KIAS.
•
Vertical speed range:
±32,768 feet per minute.
•
Vertical speed Resolution:
1 foot per minute.
•
Vertical speed accuracy:
5% or 30 feet per minute, whichever is greater.
•
OAT calibration range:
-70°C to +100°C.
•
OAT Resolution:
0.01°C.
•
OAT Accuracy:
±1.5°C from -70°C to +70°C (per TSO-C106)
±2.5°C from +70°C to +100°C.
7.3.2.2
Attitude
The ADAHRS senses roll, pitch, and yaw and transmits these data to the EFIS. The ADAHRS
meets the following performance specifications:
•
Accelerometer range:
±10g
•
Accelerometer resolution:
< 0.0013g
•
Accelerometer accuracy
< 0.01g
•
Rate sensor range:
200º/second
•
Rate sensor resolution:
< 0.01º/second
•
Rate sensor accuracy:
< 0.1 º/second
•
Pitch range:
±90º
•
Pitch accuracy:
< 0.5°
•
Roll range:
±180º
•
Roll accuracy:
< 0.5°.
60-000113
Page 56 of 148
7.3.2.3
Magnetic Heading
The MSU senses magnetic heading and transmits to the ADAHRS. The ADAHRS then sends
magnetic heading to the EFIS. The magnetic heading function meets the following performance
specification:
•
Heading range:
±180º from Magnetic North.
•
Heading accuracy:
< 2.0°
•
Magnetometer range:
±131,072 nano-Tesla
•
Magnetometer resolution:
12 nano-Tesla
•
Magnetometer accuracy:
< 600 nano-Tesla
To provide a smooth and useable display the ADAHRS applies a long-term filter to magnetic
heading. The ADAHRS has a “Quick Slave” function to bypass the filtering and reset heading to
the instantaneous sensed value. This function is for startup in areas of heavy magnetic
influence such as an oil platform; upon departing the platform, the pilot can Quick Slave the
heading to the sensed value, without waiting for the filtering to wash out the error caused by the
iron in the platform.
7.3.3
ADAHRS – RTCA/DO-160E
Sec. Condition
Cat.
4.0
F2
Temperature
and Altitude
Notes
up to 55,000 ft (16,800 m) MSL.
5.0
Temperature
Variation
B
the aircraft.
60-000113
Page 57 of 148
Sec. Condition
Cat.
6.0
B
Humidity
Notes
may be encountered.
7.0
8.0
Operational
Equipment generally installed in fixed-wing
Aircraft Type 5, Test Type R for
Shocks
aircraft or helicopters and tested for standard
Crash Safety Sustained Test
& Crash Safety
operational shock and crash safety.
Vibration
B
H + R H – Demonstrates performance at high-level,
+U
Cat. H, curve R
short duration transient vibration levels
vibration exposure.
Cat. U, curve G
9.0
Explosive
X
Not Applicable
Atmosphere
10.0 Waterproofness W
Equipment is installed in locations where it may
Drip proof test
be subjected to falling water, such as
condensation
11.0 Fluids
X
Not Applicable
S
Susceptibility
12.0 Sand and Dust
13.0 Fungus
F
Resistance
By Analysis
14.0 Salt Fog
S
Z
16.0 Power Input
Z
200 ms power interruption
capacity
17.0 Voltage Spike
A
Equipment intended primarily for installation
where a high degree of protection against
damage by voltage spikes is required.
60-000113
Page 58 of 148
Sec. Condition
Cat.
18.0 Audio Frequency Z
Conducted
Susceptibility-
Power Inputs
19.0 Induced Signal
ZC
Susceptibility
Notes
constant frequency (DC).
20.0 Radio Frequency YK
Equipment and interconnecting wiring installed in Conducted: Y
Susceptibility
severe electromagnetic environments and to
Radiated:
(Radiated and
show compliance with the interim HIRF rules.
Minimum level at all
Conducted)
21.0 Emission of
frequencies to be 100V/m
M
Radio Frequency
Energy
22.0 Lightning
K
A3J3 Equipment interconnected with wiring installed
ADAHRS Module: OAT Probe
Induced
3
and MSU RS-422 pins to A4.
Transient
A4J3 structural resistance is also a significant source of All other pins to A3.
Susceptibility
3
MSU: A4J33
exposed environment. Level 4 designates
OAT Probe: A4J33
equipment and interconnecting wiring installed in
severe electromagnetic environments.
23.0 Lightning Direct 2B
Effects
Equipment externally mounted in areas of the
Applicable to OAT probe only
aircraft surface where there is a high possibility of
a lightning attachment being swept onto it from a
Zone 1A or 2A, but having a high possibility of
flash hang-on.
24.0 Icing
C
Items mounted externally or in non-temperature-
Applicable to OAT probe only
controlled areas where there is risk of
accumulating free water, which could
subsequently freeze on the cold surfaces of the
equipment.
25.0 Electrostatic
Discharge (ESD)
60-000113
A
Page 59 of 148
Sec. Condition
Cat.
Notes
26.0 Fire,
C
By Analysis
Flammability
60-000113
Page 60 of 148
MSU – RTCA/DO-160E
Sec.
4.0
Condition
Temperature and
Cat.
F2, A3 Equipment intended for installation in non-pressurized
Altitude
Notes
F2 for general
and non-controlled temperature location in an aircraft that testing, plus
is operated at altitudes up to 55,000 ft (16,800 m) MSL.
Decompression
and Overpressure
tests from Level A3
5.0
Temperature
B
Variation
6.0
Humidity
B
7.0
& Crash Safety
helicopters and tested for standard operational shock and Test Type R for
crash safety.
Aircraft Type 5,
Crash Safety
Sustained Test
8.0
Vibration
H + R H – Demonstrates performance at high-level, short
Cat. H, curve R
+S+
U
Cat. R, curves B,
B1
exposure.
S – (Fixed-Wing) Demonstrates performance at standard Cat S, curves L, M
operating fixed wing vibration conditions.
U - (Helicopter w/Unknown Frequencies) Demonstrates
Cat. U, curve G
performance at higher vibration levels and after long term
vibration exposure for fuselage and instrument panel
equipment when the specific rotor frequencies are
unknown.
9.0
Explosive
X
Equipment identified as Category X, no test performed
R
Atmosphere
10.0
Waterproofness
subjected to (R) driving rain or (S) heavy stream of fluid
flow.
11.0
12.0
Sand and Dust
S
sand and dust.
60-000113
Page 61 of 148
Sec.
13.0
Condition
Cat.
Fungus Resistance F
Notes
By Analysis
14.0
Salt Fog
S
15.0
Magnetic Effect
Z
16.0
Power Input
Z
1) 200 ms power
interruption
capacity
2) 14V and 28V DC
17.0
Voltage Spike
A
Equipment intended primarily for installation where a high 14V and 28V DC
degree of protection against damage by voltage spikes is
required.
18.0
Audio Frequency
Z
Conducted
Susceptibility-
Power Inputs
19.0
Induced Signal
ZC
Susceptibility
Equipment intended primarily for operation in systems
where interference-free operation is required on aircraft
whose primary power is constant frequency (DC).
20.0
Radio Frequency
WK
Equipment and interconnecting wiring installed in severe Conducted: Cat. W
Susceptibility
electromagnetic environments and to show compliance
with unshielded
(Radiated and
power leads. Cat
Conducted)
Y with shielded
power leads.
Radiated: Cat. K
with modified levels
and test
methodology of
Level G, Minimum
level at all
frequencies to be
100V/m
21.0
Emission of Radio
Frequency Energy
H
Equipment located in areas where apertures are electromagnetically significant and are in direct view of radio
receiver’s antenna.
60-000113
Page 62 of 148
Sec.
22.0
Condition
Lightning Induced
Cat.
Notes
A4J44 Equipment interconnected with wiring installed within any
Transient
airframe or airframe section when structural resistance is
Susceptibility
also a significant source of induced transients, (i.e.,
carbon fiber composite structures).
23.0
Lightning Direct
X
Effects
24.0
Icing
X
25.0
Electrostatic
A
Discharge (ESD)
26.0
Fire, Flammability
C
By Analysis
assemblies installed in pressurized or non-pressurized
than 50 mm.
The ADAHRS Module and MSU operate at relatively high thermal temperatures compared to
any environment in which it will be operating.
OAT – RTCA/DO-160E
Sec.
4.0
Condition
Temperature and
Cat.
F2, A3 Equipment intended for installation in non-pressurized
Altitude
Notes
F2 for general
and non-controlled temperature location in an aircraft that testing, plus
is operated at altitudes up to 55,000 ft (16,800 m) MSL.
Decompression
and Overpressure
tests from Level A3
5.0
Temperature
B
Variation
6.0
Humidity
B
7.0
& Crash Safety
helicopters and tested for standard operational shock and Test Type R for
crash safety.
Aircraft Type 5,
Crash Safety
Sustained Test
60-000113
Page 63 of 148
Sec.
8.0
Condition
Vibration
Cat.
H + R H – Demonstrates performance at high-level, short
Notes
Cat. H, curve R
+S+
U
Cat. R, curves B,
B1
exposure.
S – (Fixed-Wing) Demonstrates performance at standard Cat S, curves L, M
operating fixed wing vibration conditions.
U - (Helicopter w/Unknown Frequencies) Demonstrates
Cat. U, curve G
performance at higher vibration levels and after long term
vibration exposure for fuselage and instrument panel
equipment when the specific rotor frequencies are
unknown.
9.0
Explosive
X
S
Category S applies
subjected to (R) driving rain or (S) heavy stream of fluid
to exterior
flow.
mounting
Atmosphere
10.0
Waterproofness
11.0
12.0
Sand and Dust
S
sand and dust.
13.0
Fungus Resistance F
By Analysis
14.0
Salt Fog
T
Category T applies
to exterior
mounting
15.0
Magnetic Effect
Z
16.0
Power Input
X
17.0
Voltage Spike
X
18.0
Audio Frequency
X
X
Conducted
SusceptibilityPower Inputs
19.0
Induced Signal
Susceptibility
60-000113
Page 64 of 148
Sec.
20.0
Condition
Radio Frequency
Cat.
YK
Notes
Equipment and interconnecting wiring installed in severe Conducted: Cat. Y
Susceptibility
electromagnetic environments and to show compliance
Radiated: Cat. K
(Radiated and
with modified levels
Conducted)
and test
methodology of
Level G, Minimum
level at all
frequencies to be
100V/m
21.0
Emission of Radio
H
Frequency Energy
Equipment located in areas where apertures are electromagnetically significant and are in direct view of radio
receiver’s antenna.
22.0
Lightning Induced
A4J44 Equipment interconnected with wiring installed within any
Transient
airframe or airframe section when structural resistance is
Susceptibility
also a significant source of induced transients, (i.e.,
carbon fiber composite structures).
23.0
Lightning Direct
2B
Effects
Equipment externally mounted in areas of the aircraft
Category 2B
surface where there is a high possibility of a lightning
applicable to
attachment being swept onto it from a Zone 1A or 2A, but exterior of OAT
24.0
25.0
Icing
Electrostatic
C
A
Discharge (ESD)
26.0
Fire, Flammability
having a high possibility of flash hang-on.
probe only
Items mounted externally or in non-temperature-
Category C
controlled areas where there is risk of accumulating free
applicable to
water, which could subsequently freeze on the cold
exterior of OAT
surfaces of the equipment.
probe only
C
By Analysis
assemblies installed in pressurized or non-pressurized
than 50 mm.
60-000113
Page 65 of 148
7.3.4
Dimensions:
ADAHRS (Independent Mount):
60-000113
Page 66 of 148
ADAHRS (Integrated Mount):
60-000113
Page 67 of 148
MSU:
OAT Probe:
60-000113
Page 68 of 148
Weight:
ADAHRS
0.97 lbs.
Magnetometer
0.40 lbs.
OAT Probe
0.13 lbs.
Mounting:
ADAHRS: The independent version of the ADAHRS should mechanically bolt to a mounting
surface by use of the bottom plate mounting flange. The integrated version of the ADAHRS is
parasitically connected to the back of an IDU. The ADAHRS may be mounted in any orientation
so long as one of its sides aligns with the longitudinal axis of the aircraft ±2°.
MSU: The MSU should mechanically bolt to a mounting surface by use of the drilled and slotted
bolt pattern in the flange. The MSU may replace a Honeywell KMT-112 flux valve without
requiring any physical alteration of the mounting surface. The MSU is mountable in any
orientation so long as the plane of its mounting flange is within 20° of level and its direction
arrow points to the front of the aircraft ±20°.
The OAT Probe mechanically bolts to a mounting surface by use of body threads and a nut with
lock washer.
7.3.5
The ADAHRS operates from 14VDC to 28VDC with spikes to 80VDC and down to 10VDC for 30
seconds.
The ADAHRS has dual internal power supplies (stand-alone verison) or gets dual conditioned
power input from the display (IDU-mounted version), each driving both ADC and AHRS
functions in parallel.
7.3.6
Device
Typical (28VDC)
ADAHRS
30 Watts @ 28VDC
Input/Output
The ADAHRS Module communicates via RS-232, RS-422, and ARINC 429 digital
communication ports as the primary means of transferring data. Input data comes from the
MSU via RS-422. Output data from the ADAHRS Module goes to one or more IDUs via RS-232
60-000113
Page 69 of 148
or ARINC 429. Other devices may also use the ARINC 429 outputs. The OAT Probe is a
resistive device only and provides an analog signal to the ADAHRS Module.
The ADAHRS provides the following I/O:
•
One RS-232 for attitude and heading data (Rx/Tx)
•
One ARINC 429 high speed for attitude and heading data, and, when selected, air data
(Ref: ARINC 705-5) (Tx Only)
•
One RS-232 for air data (Tx Only)
•
One ARINC 429 low speed for air data (Ref: ARINC 706-4) (Tx Only)
•
One RS-422 port for communications with the MSU (Rx Only)
7.3.7
ARINC-429 Labels
The following labels are transmitted, AHRS values at high-speed and ADC values at low-speed:
AHRS Port: (Ref: ARINC705-5)
331 Body Longitudinal Acceleration
332 Body Lateral Acceleration
333 Body Normal Acceleration
377 Equipment ID
212 Altitude Rate
ADC Port: (Ref: ARINC 706-4)
324 Pitch Angle
325 Roll Angle
326 Body Pitch Rate
327 Body Roll Rate
212 Altitude Rate
330 Body Yaw Rate
377 Equipment ID
7.3.8
Export Requirements
The ADAHRS has a commodity jurisdiction from the US State Department as NON-ITAR
Controlled. The ADAHRS export under US Commerce Department General License 7A994.
7.3.9
TSOs
The ADAHRS meets the requirements of the following TSOs and MOPS:
TSO
Title
MOPS
TSO-C4c
SAE AS396B
TSO-C6d
SAE AS8013A
TSO-C106C
Air Data Computer
SAE AS8002
60-000113
Page 70 of 148
7.3.10
Reliability
Component
AHRS
ADC
7.3.11
MTBF Fixed-Wing
7,169 hrs.
23,004 hrs.
MTBF Rotorcraft
4,405 hrs.
14,381 hrs.
The ADAHRS has been STC’d on over 740 different types of aircraft.
Range of installations includes:
Airplanes: Most Cessna/Piper/Beechcraft piston and turboprop singles and twins, LockheedMartin C-130, Pilatus PC-12, OV-10 Bronco, DHC6 Twin Otter, F104 Starfighter, Aero L39,
Folland Gnat, Dornier AlphaJet,
Helicopters: Bell 204/205/206/407/427, Bell Huey II, Eurocopter
EC120/AS350/AS355/BK117/SA330 Puma, Mi-17, Mi-24.
7.3.12
Adjustments can be made for long-term variability in the pressure transducers using a pitotstatic test set and the ADAHRS ground maintenance and configuration utility resident on the
EFIS or a laptop computer.
7.3.13
Built-In Test
The ADAHRS performs initialization test on startup and continuous built-in test during operation
and features an LED status indicator for field troubleshooting visible without removal.
7.3.14
NVG Compatibility
Not applicable.
7.3.15
All Software is compliant with RTCA/DO-178B, Level-A.
All complex electronic hardware is compliant with RTCA/DO-254, Level-A.
60-000113
Page 71 of 148
7.4
GPS/SBAS RECEIVER
7.4.1
General Description
The GPS/SBAS receiver (P/N 42-015002-XXXX, antenna P/N 42-015004-0001) is a 15-channel
(12 GPS, 3 SBAS) Class Beta-III satellite receiver that utilizes the signals coming from Global
Positioning System (GPS) satellite constellation and satellite-based augmentation system
(SBAS). Wide Area Augmentation System (WAAS) is one example of SBAS.
The primary function of the GPS/SBAS receiver is to compute the position and velocity of an
aircraft along with the precise time (PVT). It also computes the integrity of the PVT from the
SBAS signal, if available. GPSB detects and excludes failed satellites (FD/FDE) using receiver
autonomous integrity monitoring (RAIM) algorithm, whenever there are enough satellites,
regardless of SBAS availability. The receiver also incorporates Predictive RAIM as per ARINC743A-4.
The GPS/SBAS receiver is configured for either an independent installation or an integrated
installation. In an independent installation, the GPS is free standing. In this configuration, the
GPS receives electrical power from the airframe and provides ride-through capability for power
interruptions. All input and output lines are protected from lightning and high intensity radio
frequency interference.
In an integrated installation, the GPS is parasitically mounted to an IDU. The IDU provides
filtered and conditioned power with ride-through capability. The IDU also provides lightning and
high intensity radio frequency interference protection.
60-000113
Page 72 of 148
7.4.2
Functions
The GPS/SBAS is a C/A code receiver that provides the displays all data necessary to provide
TSO-C146B area navigation functions, including
•
Latitude
•
GPS Vertical Velocity
•
Longitude
•
HPLFD
•
Altitude
•
HPLWAAS
•
UTC Time seconds
•
HFOM
•
UTC Day
•
HUL
•
UTC Month
•
VPLFD
•
UTC Year
•
VPLWAAS
•
Prediction Type
•
VFOM
•
Required HAL
•
VUL
•
Data Validity Flags
•
HDOP
•
GPS North/South Velocity
•
VDOP
•
GPS East/West Velocity
GPS input is also used for TAWS and HTAWS functions.
Characteristics
Parameter
Specification
General
Type
C/A code Sensor with SBAS capability
Time
Synchronized to either
100 ns
GPS or UTC (SA off)
Sensitivity
Acquisition
-136 dBm
Tracking
-140 dBm
Update rate
5 Hz
Integrity Monitoring
SBAS integrity, if available
FD and FDE RAIM
All as per DO-229D
Predictive RAIM
7.4.3
GPS/SBAS Receiver – RTCA/DO-160E
60-000113
Page 73 of 148
Sec. Condition
Cat.
4.0
F2
Temperature
and Altitude
Notes
up to 55,000 ft (16,800 m) MSL.
5.0
Temperature
B
Variation
the aircraft.
6.0
Humidity
B
may be encountered.
7.0
8.0
Operational
Aircraft Type 5, Test Type R for
Shocks
Crash Safety Sustained Test
& Crash Safety
Vibration
B
H + R H – Demonstrates performance at high-level,
+U
Cat. H, curve R
short duration transient vibration levels
vibration exposure.
Cat. U, curve G
9.0
Explosive
X
Not Applicable
Atmosphere
10.0 Waterproofness W
Equipment is installed in locations where it may
Drip proof test
be subjected to falling water, such as
condensation
11.0 Fluids
X
Not Applicable
S
Susceptibility
12.0 Sand and Dust
60-000113
Page 74 of 148
Sec. Condition
Cat.
Notes
13.0 Fungus
F
By Analysis
Resistance
14.0 Salt Fog
S
Z
16.0 Power Input
Z
200 ms power interruption
capacity
17.0 Voltage Spike
A
18.0 Audio Frequency Z
Conducted
Susceptibility-
Power Inputs
19.0 Induced Signal
ZC
Susceptibility
constant frequency (DC).
20.0 Radio Frequency YK
Equipment and interconnecting wiring installed in Conducted: Y
Susceptibility
severe electromagnetic environments and to
Radiated:
(Radiated and
show compliance with the interim HIRF rules.
Minimum level at all
Conducted)
21.0 Emission of
frequencies to be 100V/m
M
Radio Frequency
Energy
22.0 Lightning
K
A3J3 Equipment interconnected with wiring installed
Induced
3
Transient
A4J3 structural resistance is also a significant source of
Susceptibility
3
exposed environment. Level 4 designates
equipment and interconnecting wiring installed in
severe electromagnetic environments.
23.0 Lightning Direct X
Not Applicable.
Effects
24.0 Icing
60-000113
X
Not Applicable.
Page 75 of 148
Sec. Condition
Cat.
25.0 Electrostatic
A
Discharge (ESD)
26.0 Fire,
Flammability
Notes
C
By Analysis
60-000113
Page 76 of 148
7.4.4
Dimensions:
GPS/SBAS receiver (Independent Mount):
60-000113
Page 77 of 148
GPS/SBAS receiver (Integrated Mount):
GPS/SBAS antenna:
60-000113
Page 78 of 148
Weight:
GPS/SBAS receiver:
1.0 lb.
Antenna:
0.4 lb.
Mounting:
The independent version of the GPS should mechanically bolt to a mounting surface by use of
the bottom plate mounting flange. The integrated version of the GPS is parasitically connected
to the back of an IDU. The GPS may be mounted in any orientation.
The GPS/WAAS Antenna is an active antenna that meets DO-301 in an ARINC 743A footprint.
The antenna contains a 33dB gain amplifier powered by 5 VDC from the GPS receiver through
the coax cable. The GPS antenna is vertically polarized, optimized for UHF operation,
and designed for installation in aircraft, including helicopters. GPS is a line of sight system. This
means that the antenna must have an unobstructed view of the satellite. Any “shadowing” or
signal shading from the aircraft will degrade the performance of the GPS. Shadowing may be
from vertical stabilizers, wings, other antennas, engines, propellers, helicopter rotors, or the
fuselage itself. Use existing aircraft antenna mounting structure if available.
The GPS has been demonstrated as compatible with satellite communications (SatCom), and is
eligible to be installed in SatCom equipped aircraft.
7.4.5
The GPS operates from 14VDC to 28VDC with spikes to 80VDC and down to 10VDC for 30
seconds.
input from the display (IDU-mounted version)..
Device
Typical (28VDC)
GPS/SBAS receiver
12 Watts @ 28VDC
7.4.6
Input/Output
All GPS/SBAS receiver I/O is performed directly with the IDU. No external output is provided.
For output of GPS-derived data, see the display Input/Output section.
60-000113
Page 79 of 148
7.4.7
ARINC-429 Labels
None. For ARINC-429 labels for GPS/SBAS derived data, see the display Input/Output section.
7.4.8
Export Requirements
The GPS/SBAS receiver is not subject to ITAR control and exports under US Commerce
Department General License 7A994.
7.4.9
TSOs
The GPS/SBAS receiver meets the requirements of the following TSOs and MOPS:
TSO
Title
MOPS
TSO-C146B,
Airborne Navigation Sensors Using the Global Positioning
RTCA/DO-229D
Class Beta-III
System (GPS) Augmented by the Wide Area Augmentation
System (WAAS) GPS Augmented by Wide Area Augmented
System
TSO-C190
Active Airborne Global Navigation Satellite System
RTCA/DO-301
(GNSS) Antenna.
7.4.10
Reliability
Component
GPS/SBAS receiver
7.4.11
MTBF Fixed-Wing
245,181 hrs.
MTBF Rotorcraft
149,560 hrs.
The GPS/SBAS receiver has demonstrated performance in light business jets, commuter-class
aircraft, and a variety of helicopters.
7.4.12
7.4.13
Built-In Test
The GPS performs initialization test on startup and continuous built-in test during operation.
7.4.14
NVG Compatibility
Not applicable.
60-000113
Page 80 of 148
7.4.15
All Software is compliant with RTCA/DO-178B, Level-B.
All complex electronic hardware is compliant with RTCA/DO-254, Level-B.
60-000113
Page 81 of 148
7.5
7.5.1
ANALOG INTERFACE UNIT (AIU)
General Description
The AIU-1 (P/N 453-7000) provides a data conversion function for the Cobham EFIS displays.
The AIU receives inputs from various legacy analog devices and translates them to digital data
that is sent to the EFIS for display. It also translates digital autopilot commands from the EFIS
to analog steering signals to allow the EFIS to command an autopilot system.
60-000113
Page 82 of 148
7.5.2
Functions
The AIU converts dual VOR/LOC/GS, MB, radar altimeter, ADF, and flight director signals to
digtal for display on the EFIS.
The AIU converts EFIS autopilot roll steering commands to course and heading datum,
horizontal deviation, and valid flag discretes to analog signals to emulate an HSI, thereby
providing advanced roll-steering capability to legacy analog autopilot systems.
60-000113
Page 83 of 148
7.5.3
AIU – RTCA/DO-160E
Sec.
Condition
4.0 Temperature
Cat.
D2 Equipment intended for installation in non-
and Altitude
Notes
location in an aircraft that is operated at
altitudes up to 50,000 ft (15,200 m) MSL.
4.5. Loss of Cooling
X
4
5.0 Temperature
B
Variation
6.0 Humidity
Equipment
requires no
auxiliary
altitudes up to 50,000 ft (15,200 m) MSL.
cooling.
Equipment in a non-temperature-controlled
internal section of the aircraft.
B
Equipment intended for installation in civil
aircraft, non-civil transport aircraft and other
classes, within non-environmentally controlled
compartments of aircraft in which more severe
humidity environment may be encountered.
7.0 Operational
Level 5 for
Shocks
Crash Safety
& Crash Safety
Sustained Test
8.0 Vibration
B
T + U T - (Fixed-Wing) Demonstrates performance at
higher vibration levels and after long term
vibration exposure. It also demonstrates
performance during high level - short duration
vibration.
Z
16.0 Power Input
B
Equipment intended for use on aircraft electrical
systems supplied by engine-driven
alternator/rectifiers, or dc generators where a
battery of significant capacity is floating on the
dc bus at all times.
17.0 Voltage Spike
A
60-000113
Page 84 of 148
Sec.
Condition
18.0 Audio
Cat.
B Equipment intended for use on aircraft electrical
Frequency
systems supplied by engine-driven
Conducted
alternator/rectifiers, or dc generators where a
Susceptibility-
battery of significant capacity is floating on the
Power Inputs
dc bus at all times.
19.0 Induced Signal
C
Susceptibility
Notes
required and where severe coupling occurs due
to long wire runs or minimum wire separation.
20.0 Radio
W
Equipment and interconnecting wiring installed
Frequency
in severe electromagnetic environments. Such
Susceptibility
environments might be found in non-metallic
aircraft or exposed areas in metallic aircraft.
21.0 Emission of
M
Equipment and interconnected wiring located in
Radio
areas where apertures are EM significant and
Frequency
not directly in view of the radio receiver’s
Energy
antenna. This category may be suitable for
equipment and associated interconnecting
wiring located in the passenger cabin or cockpit
of a transport aircraft.
22.0 Lightning
Induced
A3G3 Equipment interconnected with wiring installed
3
within airframes or airframe sections where
Cat. A pin
injection tests.
Transient
apertures, not structural resistance, are the main Cat. G cable
Susceptibility
source of induced transients as would be the
bundle single
case in all-metal airframes, airframes composed stroke, multiple
of metal framework and composite skin panels
stroke, and
or carbon fiber composite airframes whose major multiple burst
surface areas have been protected with metal
tests.
meshes or foils. Level 3 designates equipment
Tested by
and interconnecting wiring installed in a
similarity.
moderately exposed environment.
25.0 Electrostatic
Discharge
60-000113
A
Electronic equipment that is installed repaired or
Page 85 of 148
7.5.4
Dimensions:
Weight:
AIU-1: 2.2 lbs.
Mounting:
The AIU should mechanically bolt to a mounting surface by use of the integral mounting flanges.
The unit may be mounted in any orientation, using either sets (horizontal or vertical) of mounting
flanges.
7.5.5
The AIU operates from 14VDC to 28VDC with spikes to 80VDC and down to 10VDC for 30
seconds.
input from the display (IDU-mounted version).
60-000113
Page 86 of 148
Device
Typical (28VDC)
AIU
14 Watts @ 28VDC
7.5.6
Input/Output
7.5.6.1
Navigation Receiver Input Signals:
The following signals are received from navigation receiver equipment:
•
Composite VOR radial bearing/Localizer deviation inputs for two Nav Receivers
•
ILS Energize input
•
DC Glideslope deviation for two Nav Receivers
•
Glideslope validity flag for two Nav Receivers
•
ADF bearing input for one ADF Receiver
•
Marker Beacon inputs for Blue, Yellow and White indications
7.5.6.2
Radar Altimeter Input Signals:
The following signals are received from radar altimeter equipment:
•
Radar Altimeter altitude signal
•
Radar Altimeter validity flag
7.5.6.3
Flight Director Input Signals:
The following signals are received from autopilot flight director equipment:
•
Flight director vertical deviation
•
Flight director horizontal deviation
7.5.6.4
Discrete Inputs Signals:
Eight open/ground discrete inputs are received.
7.5.6.5
Digital Inputs Signals:
The following digital input signals are received:
•
Two ARINC 429 Receivers (reserved)
•
Four RS-232 Receivers (two used, two reserved)
7.5.6.6
Discrete Output Signals:
One open/ground discrete output for navigation source select is output.
7.5.6.7
Autopilot Output Signals:
The following analog autopilot control signals are output:
•
Analog Horizontal Steering
•
Analog Course Datum
•
Analog Heading Datum
60-000113
Page 87 of 148
•
Autopilot Flag
7.5.6.8
Digital Output Signals:
The following digital signals are output:
•
One ARINC 429 Transmitter (used)
•
Four RS-232 Transmitters (two used, two reserved)
7.5.7
ARINC-429 Labels
The following ARINC-429 labels are transmitted at low speed:
•
Label 222 BNR VOR Omnibearing/Marker (SDI 1 = A, SDI 2 = B)
•
Label 173 BNR Localizer Deviation (SDI 1 = A, SDI 2 = B)
•
Label 174 BNR Glideslope Deviation (SDI 1 = A, SDI 2 = B)
•
Label 164 BNR Radio Height
•
Label 162 BNR ADF Bearing
•
Label 270 Discrete Data
•
Label 140 BNR Flight Director Roll
•
Label 141 BNR Flight Director Pitch
7.5.8
Export Requirements
The AIU-1 is not subject to ITAR control and exports under US Commerce Department General
License 7A994.
7.5.9
TSOs
The AIU-1 is authorized to be labeled with the following TSOs and MOPS:
TSO
Title
MOPS
TSO-C34e
ILS Glide Slope Receiving Equipment Operating Within the
Radio Frequency Range of 328.6-335.4 MHz (partial)
RTCA/DO-192
TSO-C35d
Airborne Radio Marker Receiving Equipment (partial)
RTCA/DO-143
TSO-C36e
Airborne ILS Localizer Receiving Equipment Operating Within
the Radio Frequency Range of 108-112 MHz (partial)
RTCA/DO-195
TSO-C40c
VOR Receiving Equipment Operating Within the Radio
Frequency Range of 108-117.95 MHz (partial)
RTCA/DO-196
TSO-C41d
Airborne Automatic Direction Finding (ADF) Equipment (partial)
RTCA/DO-179
TSO-C52b
Flight Director Equipment (partial)
SAE AS8008
60-000113
Page 88 of 148
TSO
Title
MOPS
TSO-C87
Airborne Low-Range Radio Altimeter (partial)
RTCA/DO-155
TSO-C146a
Stand-Alone Airborne Navigation Equipment Using the Global
Positioning System (GPS) Augmented by the Wide Area
Augmentation System (WAAS) (partial)
RTCA/DO-229C
7.5.10
Reliability
Component
AIU-1
7.5.11
MTBF Fixed-Wing
MTBF Rotorcraft
The ADAHRS has been STC’d on over 740 different types of aircraft.
The range of installations includes Part 23 and Part 25 airplanes and Part 27 and Part 29
helicopters.
7.5.12
7.5.13
Built-In Test
The AIU performs initialization test on startup.
7.5.14
NVG Compatibility
Not applicable.
7.5.15
All Software is compliant with RTCA/DO-178B, Level-C.
The AIU-1 contains no complex electronic hardware.
60-000113
Page 89 of 148
7.6
7.6.1
DATA ACQUISITION UNIT (DAU)
General Description
The Data Acquisition Unit is a microprocessor-based signal conditioning system. The system
will accept aircraft sensor data, perform signal conditioning and validation then present this
information to compatible systems via RS-422, RS-232 and ARINC 429 compatible serial data
buses. The system will also receive, via ARINC 429 compatible serial data buses, global
positioning and air data information to support health monitoring functions of the DAU. The DAU
configuration is based upon a dual channel architecture. Two independent primary processing
channels (Primary Channel #1 and Primary Channel #2) interface with non-fuel quantity sensors
providing for signal input processing and output of sensor data for which the channel interfaces.
In addition, two independent fuel quantity processing channels (FQP #1 and FQP #2) provide
for excitation, sensing and data processing of two tank groups. The DAU supports four dual
ARINC 429, two RS-422 and two RS- 232 serial data buses. Each bus is managed as an
asynchronous data port. Information received includes altitude, airspeed and global positioning
data. Information transmitted includes engine parameters (tachometer(s), torque, interturbine
temperature, oil pressure, oil temperature, vacuum pressure, and fuel flow), fuel quantity (left
and right tank groups), and global positioning data. Fuel quantity sensing and reporting
functions are accomplished by independent (isolated) fuel quantity processing electronics. In
addition, the DAU includes built-in test, performance and health monitoring functions.
60-000113
Page 90 of 148
7.6.2
Functions
The parameters processed by the unit are listed below:
• Transmission Oil Temperature
• Transmission Oil Pressure
• Engine Free Power Turbine Tachometer (NF)
• Rotor Tachometer (NR)
• Fuel Quantity
• Engine Oil Temperature
• Engine Oil Pressure
• Fuel Pressure
• Engine Torque
• Gas Producer Tachometer (NG)
• Inter Turbine Temperature
• Electrical Load
• Bus Voltage
7.6.3
DAU – RTCA/DO-160E
Section
Condition
Cat.
Notes
Equipment intended for installation in
4.0
Temperature /
Altitude
a non-pressurized but controlled
D2
temperature location on an aircraft
that is operated at altitudes up to
50,000 ft. MSL.
4.5.5
5.0
In-Flight Loss of
Cooling
Temp Variation
V
A
Loss of cooling for 30 minutes
minimum.
Equipment external to the aircraft or
internal to the aircraft at 10°C/min.
civil aircraft, non-civil transport
aircraft and other classes, within
6.0
Humidity
B
non-environmentally controlled
compartments of aircraft in which
more severe humidity environment
may be encountered.
7.0
60-000113
Operational
B
Equipment generally installed in
Page 91 of 148
Shocks/ Crash
fixed-wing aircraft or helicopters and
Safety
tested for standard operational shock
and crash safety.
Demonstrates performance at
8.0
Vibration
R
higher, robust vibration levels and
after long term vibration exposure.
9.0
Explosive
Atmosphere
X
Not applicable
Equipment is installed in locations
10.0
Waterproofness
W
where it may be subjected to falling
water, such as condensation
11.0
Fluids
Susceptibility
F
Equipment installed in an area of the
Fluid Susceptibility is
aircraft where it may be exposed to
for spray only and not
certain fluids.
immersion.
Equipment installed in locations
12.0
Sand and Dust
D
where the equipment is subjected to
blowing dust in the course of normal
aircraft operations.
13.0
Fungus
Resistance
Demonstrate whether equipment
F
material is adversely affected by
By analysis
fungi growth.
Equipment installed in locations
where it is subjected to a severe salt
atmosphere, such as equipment
14.0
Salt Fog
S
exposed directly to external
unfiltered air on hovering aircraft that
may operate or be parked near the
sea.
15.0
Magnetic Effect
Z
Magnetic deflection distance less
that 0.3m.
DC equipment intended for use on
aircraft electrical systems supplied
16.0
Power Input
B
by engine-driven alternator/rectifiers,
or DC generators where a battery of
significant capacity is floating on the
CD bus at all times.
Equipment intended primarily for
17.0
Voltage Spike
A
installation where a high degree of
protection against damage by
60-000113
Page 92 of 148
Audio Freq
18.0
Conducted
B
Susc.
installation where a high degree of
protection against damage by
19.0
Induced
Susceptibility
operation in systems where
ZC
interference-free operation is
required on aircraft whose primary
power is constant frequency (DC).
Tested to meet or exceed the
RF Susceptibility
20.0
(Conducted/Rad
equipment level tests of HIRF
WW
iated)
regulations. Supports approval of
equipment with major failure
classification.
Equipment in areas where apertures
21.0
RF Emissions
M
are EM significant but not in direct
view of aircraft antennas, such as
passenger cabin or cockpit
Equipment with shielded wiring in a
22.0
Lightning
A3E
Transient Susc.
3
moderately exposed environment
where aircraft apertures are the
significant source of lightning
coupling.
23.0
24.0
25.0
Lightning Direct
Effect
Icing
Electrostatic
Discharge
X
Not Applicable
X
Not Applicable
Electronic equipment that is
A
installed, repaired or operated in an
aerospace environment.
Equipment installed in a fire zone,
26.0
Fire,
Flammability
which must function or not cause a
B
hazardous condition during the first
five minutes of fire without structural
degradation.
60-000113
Page 93 of 148
7.6.4
Dimensions:
Weight:
DAU: 4.0 lbs.
Mounting:
The DAU should mechanically bolt to a mounting surface by use of the integral mounting
flanges. The unit may be mounted in any orientation.
7.6.5
The DAU operates from 14VDC to 28VDC with spikes to 50VDC and down to 10VDC for 60
seconds.
60-000113
Page 94 of 148
The DAU has dual internal power supplies, requiring dual-circuit power input.
7.6.6
Device
Typical (28VDC)
DAU
40 Watts @ 28VDC
Input/Output
Signal Type
(HW Conditioning Circuit)
28VDC Power
# of
Signals
Per Unit
2
# of Signals
Per Channel
Typical Usage
1
Channel Power
Future Use
ARINC 429 Inputs
4
4
ARINC 429 Outputs
JTAG port
8
2
4
1
RS-232 Input/Output
6
3
External CAN bus
2
1
Cross-Channel CAN bus
1
1
Tachometer
6
6
3
3
4
2
DC Voltmeter
7
7
Pressure Transducer
Fuel Quantity (cap)
6
2
6
1
Fuel Quantity (volt)
4
2
Fuel Quantity (current)
4
2
8
4
4
2
Could be used for self excited
trim/flap pot
Could be used as 4-20mA current
loop
For pressure sensors
Future Use
3
3
Main, Battery and Standby buses
6
6
Identify Unit variable configuration;
interface cable indent (supports 64
different systems)
40
Each Discrete can be either an
input or an output
- Discrete Inputs will be Grnd/Open
- Discrete Outputs will be
Open/Collector
Thermocouple
Resistance Temperature
Device (RTD)
28 Volt DC excitation output
5 Volt DC excitation output
Loadmeter (differential
voltage)
Configuration Inputs
Discrete Inputs/Outpus
60-000113
40
Engine Displays
Programming port
Maintenance, Calibration,
Programming
CAN bus connection to other
DAUs (if needed for multi-engine
aircraft)
Data connection between
channels
Primary Compressor Speed,
Secondary Compressor Speed,
Rotor Speed
Turbine/Exhaust Temperature
Temperature bulb, Potentiometer,
etc.
Buses, could be configured as 3
thermocouples, 3 Pressure
Transducers, or 3 Load Meters
Oil Pressure, Hydraulic Pressure
Page 95 of 148
7.6.7
ARINC-429 Labels
The following ARINC-429 labels are transmitted at high speed:
ARINC Label
Description
102
104
105
Electrical Load
Bus Voltage
Transmission Oil Temperature
106
245
246
255
273
275
316
Transmission Oil Pressure
Engine Free Power Turbine Tachometer (NF)
Rotor Tachometer (NR)
Fuel Quantity
DAU Software Version
DAU Configuration and Mode Info
Engine Oil Temperature
317
320
336
344
345
Engine Oil Pressure
Fuel Pressure
Engine Torque
Gas Producer Tachometer (NG)
Inter Turbine Temperature
350
377
DAU Fault and Maintenance
Equipment ID
7.6.8
Export Requirements
The DAU is not subject to ITAR control and exports under US Commerce Department General
License 7A994.
7.6.9
TSOs
The DAU is authorized to be labeled with the following TSOs and MOPS:
TSO
Title
MOPS
TSO-C43c
SAE AS8005
TSO-C44b
Fuel Flowmeters
SAE AS407B
TSO-C47
Pressure Instruments – Fuel, Oil, and Hydraulic
SAE AS408A
TSO-C49b
Electrical Tachometer – Magnetic Drag (Indicator and Generator)
SAE AS404B
TSO-C55
Fuel Quantity
SAE AS405B
60-000113
Page 96 of 148
7.6.10
Reliability
Component
DAU
7.6.11
MTBF Fixed-Wing
14,428
MTBF Rotorcraft
8,657
The DAU has been FAA certified and installed with the following engines:
• P&W JT-15D
• P&W PT-6A
• Williams J44
• Honeywell TPE-731
7.6.12
7.6.13
Built-In Test
Upon application of power, the unit performs a Power-On Self-Test (POST) consisting of the
following tests:
• Program CRC Validation
• Configuration CRC Validation
• RAM Integrity Test
• EEPROM Test
• Watchdog Test
• Configuration Discrete Test
• Calibration Data CRC Validation
• ARINC Devices Loopback Test
• ADC Devices
• Counters
The unit performs continuous built-in test:
• Watchdog
• Cross Channel communication Test
• ARINC Devices Transmission Test
• 5.5V Power Test
60-000113
Page 97 of 148
• ADC Devices Voltage reference test
7.6.14
NVG Compatibility
Not applicable.
7.6.15
The DAU contains no complex electronic hardware.
60-000113
Page 98 of 148
7.7
7.7.1
ELECTRONIC STANDBY INSTRUMENT SYSTEM (ESIS)
General Description
The ESI-1000 ESIS is a stand-alone, panel mounted, self-contained solid state instrument that
displays attitude, altitude, airspeed and heading in a 3 ATI “compatible” form factor. The ESIS
is used to obtain the required availability of critical flight information in system safety
assessments. The ESIS is composed of the following integral components: Active Matrix LCD,
Keyboard, Solid State Attitude Sensors, Air Data Sensors, Processor Board, and Power Supply.
An external magnetometer is required for the heading display. The ESI-2000 is an ESI-1000
with a built-in battery.
60-000113
Page 99 of 148
7.7.2
Functions
The ESIS following display information is provided:
• Visual display of attitude (pitch and roll)
• Slip/Skid Indicator
• Barometric corrected altitude
• Indicated Airspeed
• Heading, Magnetic (optional for Part 23 aircraft)
• Battery Indications
ATTITUDE AND HEADING PERFORMANCE:
• Attitude Accuracy: Error less than or equal to 2.5 degrees in pitch and roll with valid air
data.
• Heading
2 degrees static on ground with magnetometer.
• Latitude:
+/- 70 degrees.
• Dip angle exclusions for Northern Canada and South of Australia.
OPERATION LIMITS:
• Pitch
All angles
• Roll
All angles
• Yaw
All angles
• Pitch Rate ± 100 degrees/second
• Roll Rate
± 100 degrees/second
• Yaw Rate ± 100 degrees/second
• Altitude
60-000113
Calibrated range: -1,500 to 55,000ft. (-457 to 16,764m)
Page 100 of 148
• Altitude Rate
Up to ± 6,000 ft/min (1,829m/min)
• Airspeed (Part 23 aircraft)
Calibrated range is 40 to 400kts.
• Longitudinal Axis Acceleration ± 7.5 g
• Lateral Axis Acceleration ± 7.5 g
• Vertical Axis Acceleration
60-000113
± 12.0 g
Page 101 of 148
7.7.3
Electronic Standby Instrument – RTCA/DO-160E/F
Sec.
Condition
4.0 Temperature
Cat.
A1
and Altitude
Equipment intended for installation in a
Notes
Tested to
pressurized location and controlled
25,000 ft
temperature above 15,000 ft,
Maximum
Operating
Altitude.
5.0 Temperature
C
Variation
Equipment in a temperature-controlled internal Minimum 2°
section of the aircraft.
C/min
6.0 Humidity
A
Standard humidity environment
7.0 Operational
B
3 shocks of 6g in both directions of the three
Sustained
Shocks
orthogonal axes. One 20g Impulse shock in
Aircraft Type 4
& Crash Safety
both directions of each orthogonal axis for a
(All Fixed-Wing)
total of 6 shocks.
8.0 Vibration
S, R, Fixed Wing, Curve M, Sine. Fixed Wing, Curves
U2 B & B1, Random, Unknown Rotorcraft, Curves
F and F1, Random
Explosion
Proofness
X
Not applicable
14.0 Salt Spray
X
Not applicable
Z
Dc deflection less than 0.3m
9.0
16.0 Power Input
17.0 Voltage Spike
Audio Frequency
18.0 Conducted
Susceptibility
Induced Signal
19.0
Susceptibility
20.0 Radio
ZXI
For 28Vdc equipment:
18vdc-32.2Vdc Full performance
A
High degree of protection against damage by
voltage spikes
Z
Dc systems supplied from variable speed
generators
ZC
Magnetic Fields, Electric Fields, Spikes induced
into Cables.
CW and SW Modulation: aircraft effects from
Frequency
external electromagnetic environment are
Susceptibility
minor
21.0 Emission of
M
Radio
For electromagnetically significant
environments
Frequency
Energy
22.0 Lightning
A4
Pin Injection Tests:
Induced
B3
Waveform 3 Test Levels 1500 VOC/60 ISC
Transient
J44
Waveform 4 Test Levels 750 VOC /150 ISC
Susceptibility
60-000113
Page 102 of 148
Sec.
Condition
25.0 Electrostatic
Cat.
A
15,000v/330 W/150pf
Notes
Discharge
7.7.4
Dimensions:
Weight:
ESI-1000:
60-000113
2.75 Lbs (1.247 kg) MAX.
Page 103 of 148
Mounting:
The ESI-1000 form factor is per ARINC 3 ATI. However, the overall width of the bezel exceeds
3 ATI standards by 0.68”. Overall length behind the front surface of the instrument panel is 7.13
inches, including connectors, and 0.68 inches ahead of the instrument panel. Maximum weight
is 3.25 lbs.
Located on the rear of the unit are one electrical connector and two quick disconnect ports for
pitot and static pneumatic lines.
Main Connector:
The main connector (J1) is an Amphenol JT02RE-10-13P (13-pin circular). Mating connector is
an Amphenol JT06RE-10-13S(SR) with M39029/57-354 contacts.
Pitot and Static Connectors:
The pitot and static port connectors for the ESI-1000 are metal, quick disconnects with o-rings in
the female couplings. The pitot port connector is L-3 Avionics Systems P/N 2170-20822-01
(male) which mates with Hydraflow P/N 1QF1-2-44C (female) or equivalent. The static port
connector is L-3 Avionics Systems P/N 2170-20821-01 (male) which mates with Hydraflow P/N
1QF1-3-64C (female) or equivalent. The two connectors are color coded and mechanically
keyed to prevent inadvertent cross connection of the pitot and static lines.
7.7.5
Nominal power input is +28V DC. Maximum power consumption is 10.0 watts. The ESI-1000
will operate from aircraft supplied power when that power is in the range of approximately +13V
DC to +33V DC.
The DAU has dual internal power supplies, requiring dual-circuit power input.
7.7.6
Device
Typical (28VDC)
ESI-1000
10.0 Watts @ 28VDC
Input/Output
Signal Type
(HW Conditioning Circuit)
28VDC Power
60-000113
# of
Signals
Per Unit
2
# of Pin
2
Typical Usage
ESI-1000 Power
Page 104 of 148
RS-422 Input/Output
7.7.7
2
2
Optional magnetometer interface
ARINC-429 Labels
The ESI-1000 is a standalone system and does not require interaction with other aircraft
systems
7.7.8
Export Requirements
The ESI-1000 is not subject to ITAR control and exports under US Department of Commerce No
License Required (NLR) ECCN 7A994.
7.7.9
TSOs
The ESI-1000 is authorized to be labeled with the following TSOs and MOPS:
TSO
Title
MOPS
TSO-C2d
Airspeed Instruments (Type B, 40 to 400 kts)
SAE AS8019
TSO-C3e
Turn and Slip Instrument
TSO-C4c
SAE AS396B
TSO-C6e
SAE 8013A
TSO-C10b
Altimeter, Pressure Actuated, Sensitive Type (-1,500 to 55,000 ft.)
SAE AS392C
TSO-C46a
Maximum Allowed Airspeed
TSO-C113
7.7.10
SAE AS8034
SAE ARP1068B
Reliability
These predictions are for estimated performance planning only and were based on
MIL-HDBK-217F, Notice 2 in the appropriate environments. They are only applicable to
operation in the specified environment. Fixed Wing is based on Airborne Inhabited Cargo (AIC)
and Rotorcraft is based on Airborne Rotary Winged (ARW).
Component
ESI-1000
60-000113
MTBF Fixed-Wing
(Operating Hours)
11,000 operating hours
MTBF Rotorcraft
(Operating Hours)
4,000 operating hours
Based on Airborne Inhabited
Cargo (AIC) environment at 40°
C External Ambient with a 12.4°
C internal temperature rise.
Based on Airborne Rotary Winged
(ARW) environment at 40° C
External Ambient with a 12.4° C
internal temperature rise.
Page 105 of 148
7.7.11
The ESI-1000 has been is covered by an AML-STC covering a variety of aircraft types and
models. Recent installations and authorizations include:
• Mitsubishi MU-2
• Piper Aerostar
• Cessna P210
• Cessna 182
• Beechcraft King Air 90
• Beechcraft Duke
• Piper Saratoga
• Beechcraft Baron
• Beechcraft Bonanza
• Waco
• Piper Malibu Mirage
• Cirrus SR 22 G3
• Cirrus SR 22 G2
• Pilatus PC-12
7.7.12
No scheduled maintenance interval applicable. Subject to requirements of FAA document
CFR FAR Part 91.411.
7.7.13
Built-In Test
Upon application of power, the unit performs a Power-On Self-Test (POST) consisting of the
following tests:
• Processor Test
• Memory Test
• Power Supply Test
• Sensor Test
• Magnetometer Test (if installed)
The unit performs continuous built-in test:
• Calibration Required
• Installation Error
60-000113
Page 106 of 148
• Magnetometer Test (if installed)
7.7.14
NVG Compatibility
The proposed ESI-1000 is not designed for NVG compatibility. With the application of specific
filtering, an NVG-compatible version can be developed.
7.7.15
All Software is compliant with RTCA/DO-178B, Level A.
All Hardware is compliant with RTCA/DO-254, Level A.
60-000113
Page 107 of 148
7.8
7.8.1
VHF COM TRANSCRIVER CVC-151
General Description
The FliteLine VHF communication system is an all digital DSP VHF transceiver, built and
designed to ARINC Air Transport specifications. The CVC-151 VHF transceiver is designed to
meet the latest ATC environment and all future CNS ATN requirements. The CVC-151 has
provisions for VDL Mode 2 and VDL Mode 3. The FliteLine communication system features a
20 watt solid-state transmitter and is compliant with 25 kHz or 8.33 kHz spacing. The CVC-151
transceiver architecture is standard ARINC 429 which supports interface to FMS systems and
RMS 555 Radio Management System. The CVC-151 transceiver is interchangeable with
current Series III VHF Coms.
7.8.2
Functions
• 8.33 and/or 25 kHz channel spacing
• Continuous transmit capability (at reduced power)
• Built-in SELCAL and ACARS capability
• Multiple lighting curve options
• Increased system self-test and BIT
• ARINC 429 Digital Data Bus
• Adaptor bracket for Series III installations
• Reduced weight and volume
• Provisions for VDL Mode 2 and VDL Mode 3
60-000113
Page 108 of 148
7.8.3
CONDITIONS
Cat.
Description of Conducted Test
Temperature and Altitude
4.0
Low Temperature
4.5.1
High Temp. Ground Survival
4.5.2
High Temp. Operating
4.5.3
In-Flight Loss of Cooling
4.5.4
Altitude
4.6.1
Decompression
4.6.2
Temperature Variation
5.0
Category A
Humidity
6.0
Category A
Operational Shock & Crash Safety
7.0
Category B
Operational
7.2
Crash Safety
7.3
Vibration
8.0
Category S(M) R(B& B1), U(G)
Explosion Proofness
9.0
Category E
Waterproofness
10.0
Category W
Fluids Susceptibility
11.0
Category X (not tested)
Sand and Dust
12.0
Fungus Resistance
13.0
Salt Spray
14.0
Magnetic Effect
15.0
Category Z
Power Input
16.0
Category Z
Voltage Spike
17.0
Category A
Audio Frequency Conducted
18.0
Category Z
19.0
Category CC
Category F2
Category Z no cooling is required
Susceptibility
Induced Signal Susceptibility
60-000113
Page 109 of 148
CONDITIONS
Radio Frequency Susceptibility
Cat.
20.0
Category F, Y Non-hazardous operation
*Category G, F Non-hazardous operation*
Emission of Radio Frequency
21.0
Category H
22.0
Category A3E33
Category A4E33 28 VDC power inputs
*Category A3G33*
*Category A3G34 28 VDC power inputs*
Lightning Direct Effects
23.0
Icing
24.0
Electrostatic Discharge
25.0
Category A
Fire and Flammability
26.0
Energy
Lightning Induced Transient
Susceptibility
Bonding
N/A
Resistance between mounting rack and
equipment shall be less than 0.0025 Ohms
7.8.4
Weight:
3.75 lbs (1.7 kg)
Dimensions:
Width:
2.40 in. (60.96 mm)
Height:
4.00 in. (101.6 mm)
Length:
12.95 in. (328.93 mm)
Mounting:
60-000113
Tray, see Install manual
Page 110 of 148
7.8.5
Power Requirements:
28 Vdc aircraft power
Current Requirements:
Receive:
0.5 A
Transmit:
4.5 A
Power Inputs:
28 VDC: Connector J101, pins 3 and 15
7.0 amps TX max. at 27.5 ±0.2 VDC
Rx 640 mA typical
18 to 33 VDC input
D.C. PWR GND: J101, pins 5 and 7
Aircraft GND: J101, pin 19
Cable shield GND: J101, pins 17, 30, 69, and 82
Power Outputs:
+10 VDC Connector J101, pins 88
+10 VDC ± 5% 10 mA maximum
7.8.6
Input/Output
ARINC 429
Antenna Input: COM Ant J102 50 Ohm BNC (2.5:1 VSWR max.)
Analog Inputs
Microphone Input (DO-214, § 1.5.2)
Microphone input: 150 Ohm carbon microphone equivalent, 0.25 to 2.50 VRMS input for
85% AM.
MIC J101, pin 60
Voice_PTT1 J101 pin 80
A 12 VDC bias is present on the J101, pin 60 for microphone bias when required.
Analog Outputs
COM AUDIO OUTPUT: HI J101, pin 62, LO J101, pin 88
This output shall be capable of 4.9 ±0.25 VRMS into a 600 Ohm load.
SIDETONE OUTPUT: HI J101, pin 105, LO J101, pin 77
This output shall be capable of 4.9 ± 0.5 VRMS into a 600 Ohm load.
Display Serial Bus Outputs
The serial data bus is used for an external control head and has the following electrical
characteristics and bit structure.
The DATA, CLOCK, and ENABLE lines have 9.5 < V high < 10.5 VDC and 0 < V low
<0.5 VDC. They shall source and sink a minimum of 1 mA.
CD-402B DATA J101 pin 1
CD-402B CLOCK J101 pin 13
CD-402B ENABLE J101 pin 26
60-000113
Page 111 of 148
The DATA is a 96 bit serial stream. Each bit in the DATA controls a segment in the LCD
display. The table below defines the serial stream.
7.8.7
Arinc 429 Labels
Received Labels
LABEL
030
047
INFO CONTAINED IN LABEL
25 kHz Frequency
8.33 kHz Frequency
Transmit Labels
LABEL
030
047
371
7.8.8
25 kHz Frequency
8.33 kHz Frequency
Company Information Label
Export Requirements
The unit is controlled by U.S. Department of Commerce under ECCN 7A994. Depending on
end use/user, a license may be required.
7.8.9
TSOs
TSO
Title
MOPS
TSO-C169
VHF Radio Communications Transceiver
RTCA/DO-186a
Equipment Operating within Radio Frequency
Range 117.975 To 137.000 MHz
7.8.10
Reliability
Results:
Name
Failure Rate
MTBF Hrs
Remark
Per Million Hours (106)
Operating Hours
Years @ 36 hours/month
324.99
3076.93
7.12
CVC-151
Reliability Model:
Standard
Failure Distribution
Operation Temperature
Operation Stress
Environment
60-000113
MIL-HDBK-217 FN2
Reliability Prediction of Electronic
Equipment (Parts Stress Analysis)
Exponential (Constant Failure Rate)
30 °C
50% (Voltage, Current, Power)
AUC – Airborne Uninhab Cargo
Page 112 of 148
Results:
Name
Failure Rate
MTBF Hrs
Remark
Operating Hours
194.84
5132.49
11.88
CVC-151
Reliability Model:
Standard
Operation Stress
Environment
7.8.11
MIL-HDBK-217 FN2
30 °C
AIC, AC – Airborne Inhabited Cargo,
Commercial
This equipment is installed in several aircraft including the T6-A, Q400, C-130 and EC-145.
7.8.12
7.8.13
Built-In Test
The unit performs initialization test on startup.
7.8.14
NVG Compatibility
Not applicable.
7.8.15
The software for the CVC-151 has been certified to DO-178B (December 1, 1992) with software
level C, “Major."
Hardware environmental qualification to RTCA DO-160E.
60-000113
Page 113 of 148
7.9
7.9.1
VHF NAV RECEIVER CVN-251
General Description
The FliteLine VHF navigation system is an all digital DSP system which combines VOR/LOC,
Glideslope and Marker Beacon functions. This receiver configuration supports the total
navigation interface requirements for MFD or moving map displays. The ARINC 429 digital data
bus offers compatibility with EFIS/LCD displays, the RMS-555 Radio Management and Flight
Management Systems by supporting Nav auto-tune operation. Additional interfaces are
provided to support analog HSI’s, CDI’s and RMI’s to include analog. Automatic calibration of
the VOR converter ensures navigation guidance accuracy. FliteLine navigation system
represents 50% weight and volume reduction as compared to Series III. FliteLine navigation
system is interchangeable with Series III equipment using a special mounting tray adapter.
7.9.2
Functions
• Digital VOR/LOC and Glideslope Converters
• Integrated Glideslope and Marker Beacon
• FM immunity
• Analog outputs to CDI’s and HSI’s
• Digital radial/bearing output
• Adaptor bracket for Series III installations
60-000113
Page 114 of 148
• Increased self-test and BIT
• Multiple lighting curve options
• Special rotor modulation protection
7.9.3
CONDITIONS
Cat.
4.0
Low Temperature
4.5.1
4.5.2
4.5.3
4.5.4
Altitude
4.6.1
Decompression
4.6.2
5.0
Category A
Humidity
6.0
Category A
7.0
Category B
Operational
7.2
Crash Safety
7.3
Vibration
8.0
Category S(M) R(B&B1) U(G)
Explosion Proofness
9.0
Category E
Waterproofness
10.0
Category W
11.0
Category F, for mineral based fluid (MIL-H5606) and Type II De-icing fluid
Sand
12.0
Dust
12.0
Category S, and MIL-STD-810F Method 510.4,
Procedure 1
Category F2
Category D, and MIL-STD-810F Method 510.4,
Procedure 2
Fungus Resistance
13.0
Category F, and MIL-STD-810F Method 508.5
Salt Fog
14.0
Category S, and MIL-STD-810F Method 509.4
Magnetic Effect
15.0
Category Z
60-000113
Page 115 of 148
CONDITIONS
Cat.
Power Input
16.0
Category Z
Voltage Spike
17.0
Category A
18.0
Category Z
19.0
Category CC
20.0
Category F, Y Non-hazardous operation
Category G, F Non-hazardous operation*
21.0
Category H
22.0
Category A3E33
Category A4E33 28 VDC power inputs
*Category A3G33*
*Category A3G34 28 VDC power inputs*
23.0
Icing
24.0
25.0
Category A
26.0
Bonding
N/A
Susceptibility
Energy
Susceptibility
7.9.4
Weight:
3.75 lbs (1.7 kg)
Dimensions:
60-000113
Page 116 of 148
Width:
2.40 in. (60.96 mm)
Height:
4.00 in. (101.6 mm)
Length:
12.95 in. (328.93 mm)
Mounting:
7.9.5
Power Requirements:
28 Vdc aircraft power
0.8 A
7.9.6
Input/Output
ARINC 429
RF BNC Marker Beacon
RF BNC VOR/ILS
RF BNC Glide Slope
7.9.7
Arinc 429 Labels
Received Labels
LABEL
033
034
ILS Frequency
ILS/VOR Frequency
UNITS
MHz
MHz
FORMAT
BCD
BCD
SPEED
LOW
LOW
Transmit Labels
LABEL
033
034
35
100
173
174
222
371
7.9.8
ILS Frequency
ILS/VOR Frequency
DME Frequency
Selected Course
LCO Deviation
Glideslope Deviation
VOR Bearing
Company Information Label
UNITS
MHz
MHz
MHz
DEG
DDM
DDM
DEG
DSC
FORMAT
BCD
BCD
SPEED
LOW
LOW
Application
Dependent
LOW
Export Requirements
60-000113
Page 117 of 148
7.9.9
TSOs
TSO
Title
MOPS
TSO-C34e
ILS Glide Slope Receiving Equipment Operating
Within The Radio Frequency Range Of 328.6-335.4
MHz
TSO-C35d
TSO-C36e
Airborne ILS Localizer Receiving Equipment
Operating Within The Radio Frequency Range Of
108-112 MHz
TSO-C40c
VOR Receiving Equipment Operating Within The
Radio Frequency Range Of 108-117.95 MHz
7.9.10
Reliability
Results:
Name
Failure Rate
MTBF Hrs
Remark
Operating Hours
306.08
3267.03
7.56
CVN-251
Reliability Model:
Standard
Operation Stress
Environment
MIL-HDBK-217 FN2
30 °C
AUC – Airborne Uninhab Cargo
Results:
Failure Rate
MTBF Hrs
Remark
Operating Hours
259.5
1888.6
4.37
Name
CVN-251
Reliability Model:
Standard
Operation Stress
Environment
60-000113
MIL-HDBK-217 FN2
30 °C
ARW – Airborne Rotary Winged
Page 118 of 148
Results:
Name
Failure Rate
MTBF Hrs
Remark
Operating Hours
174.22
5739.65
13.28
CVN-251
Reliability Model:
Standard
Operation Stress
Environment
7.9.11
MIL-HDBK-217 FN2
30 °C
Commercial
7.9.12
7.9.13
Built-In Test
7.9.14
NVG Compatibility
Not applicable.
7.9.15
Software is compliant with RTCA/DO-178B, Level B.
All complex electronic hardware is compliant with RTCA/DO-254.
60-000113
Page 119 of 148
7.10 DME RECEIVER CDM-451
7.10.1
General Description
The CDM-451 is an all digital DME. The triple channel scanning DME provides ARINC 429
outputs along with analog outputs for two displays or EFIS MFD’s. The CDM-451 transceiver is
compatible with FMS systems to include auto-tune operation. The third output channel can also
provide single DME output to the FMS for independent navigation solution. The receiver can be
tuned via ARINC 429 bus using individual CVN-252 nav Control Displays, the Series III RMS
555 Radio Management System, or with Flight Management Systems.
7.10.2
Functions
• Simultaneous scanning of three ground stations
• 325 Watt transmitter
• Continuous self-test
• Increased built-in diagnostics
• ARINC429 Digital Data Bus interface
• Analog outputs
• Burst mode timing options
• 50% volume and weight savings compared to Series III DM-441B
• Can be mounted using mounting tray and wiring from Series III DM-441B
7.10.3
CONDITIONS
60-000113
Cat.
Page 120 of 148
CONDITIONS
Cat.
4.0
Low Temperature
4.5.1
4.5.3
4.5.4
4.5.5
Altitude
4.6.1
55,000ft
Decompression
4.6.2
5.0
Category A
Humidity
6.0
Category B
7.0
Category B
Operational
7.2
Crash Safety
7.3
Vibration
8.0
Category S(M), R(B,B1), U(G)
Explosion Proofness
9.0
Category E
Waterproofness
10.0
Category W
11.0
Sand and Dust
12.0
Fungus Resistance
13.0
Salt Fog
14.0
Magnetic Effect
15.0
Category Z
Power Input
16.0
Category Z
Voltage Spike
17.0
Category A
18.0
Category Z
19.0
Category CC
20.0
Category G Conducted, E Radiated
21.0
Category H
22.0
Category A3G33
23.0
Icing
24.0
25.0
Category A
26.0
Category F2
Susceptibility
Energy
Susceptibility
Bonding
N/A
60-000113
Page 121 of 148
7.10.4
Weight:
3.6 lbs (1.63 kg)
Dimensions:
Width: 2.40 in. (60.96 mm)
Height: 4.00 in. (101.6 mm)
Length:12.95 in. (328.93 mm)
Mounting:
7.10.5
Power Requirements:
27.5 Vdc aircraft power (+/- 20%)
1.2 A max.
7.10.6
Input/Output
7.10.7
Arinc 429 Labels
Received Labels
LABEL INFO CONTAINED IN LABEL
UNITS FORMAT SPEED
012
Waypoint Ground Speed
BCD
LOW
035
DME Frequency
BCD
LOW
251
Waypoint Distance
BNR
LOW
252
Waypoint Time-To-Station
BNR
LOW
Labels 012, 251 and 252 are used only when RNAV repeater mode is selected.
Transmit Labels
LABEL
012
035
202
252
60-000113
Waypoint Ground Speed
DME Frequency
DME Distance
Waypoint Time-To-Station
UNITS
FORMAT
BCD
BCD
BNR
BNR
SPEED
LOW
LOW
LOW
LOW
Page 122 of 148
7.10.8
Export Requirements
7.10.9
TSOs
TSO
Title
MOPS
TSO-C66c
Distance Measuring Equipment (DME) Operating
Within The Radio Frequency Range Of 960-1215
MHz
Eurocae MPS/WG 8/1/71
7.10.10
Reliability
Results:
Name
Failure Rate
MTBF Hrs
Remark
Operating Hours
140.34
7125.37
16.49
CDM-451
Reliability Model:
Standard
Operation Stress
Environment
7.10.11
MIL-HDBK-217 FN2
30 °C
Commercial
7.10.12
7.10.13
Built-In Test
7.10.14
NVG Compatibility
Not applicable.
60-000113
Page 123 of 148
7.10.15
Software is compliant with RTCA/DO-178B, Level C.
All complex electronic hardware is tested to RTCA/DO-254.
60-000113
Page 124 of 148
7.11 ADF RECEIVER DFS-431A
7.11.1
General Description
The DFS 43A Automatic Direction Finder is an all-digital system designed to provide ADF
navigation reception from non-directional beacons (NDB), locator outer markers (LOM), and
commercial AM broadcast stations.
Through microprocessor-controlled signal processing and a self-calibration routine, the DFS
43A system ensures the accuracy of displayed ADF information. The DF-431B receiver unit can
be tuned via ARINC 429 digital data bus, individual control units, the Series III RMS 555 Radio
Management System, or with Flight Management Systems.
The AT-434A combined sense/loop antenna is designed specifically for use with the DF-431B
receiver. Streamlined in shape to reduce drag, the antenna provides superior signal reception
throughout all modes of DFS 43A system operation.
7.11.2
Functions
• Left/right steering guidance to/from NDB
• Autopilot interface
• Half or whole kHz channel spacing
• Specially designed loop/sense antenna
• Continuous self-test
60-000113
Page 125 of 148
• Built-in diagnostics
• Improved station overfly sensitivity
7.11.3
7.11.3.1
DFS 431A
DO-160A CONDITIONS
Cat.
4.0
Category F2
Humidity
6.0
Category A
Vibration
8.0
Category MNO
Explosion Proofness
9.0
10.0
Waterproofness
Hydraulic Fluid
Sand and Dust
12.0
Fungus Resistance
13.0
Salt Spray
14.0
Magnetic Effect
15.0
Category A
Power Input
16.0
Category B
Voltage Spike
17.0
Category A
18.0
Category B
Susceptibility
Electromagnetic Compatibility
Temperature:
Altitude:
Cooling:
7.11.3.2
Operation: -55° C to +70° C (-67° F to + 158° F)
Storage: –55° C to +85° C (-67° F to + 185° F)
To 55,000 feet (16,764 meters)
Free air circulation
Antenna AT-434
Temperature:
Altitude:
Cooling:
Operation: -55° C to +70° C (-67° F to + 158° F)
Storage: –55° C to +85° C (-67° F to + 185° F)
To 55,000 feet (16,764 meters)
Free air circulation
7.11.4
7.11.4.1
DFS 431A
60-000113
Category A
Page 126 of 148
Weight:
5.64 lbs. (2.56 kg)
Dimensions:
Width:
4.10 in. (104.14 mm)
Height:
4.00 in. (101.6 mm)
Length:
13.33 in. (338.58 mm)
Mounting:
SIZE (With mating connector):
Width
4.10 in (104.14 mm)
Height
4.00 in. (101.60 mm)
Length
14.60 in. (370.84 mm)
SIZE (Without mating connector):
Width
4.10 in (104.14 mm)
Height
4.00 in. (101.60 mm)
Length
13.26 in. (336.80 mm)
WEIGHT (Nominal):
DF-431B
Single Mounting Tray
Dual Mounting Tray
7.11.4.2
Antenna AT-434
Width
Height
Length
Mounting surface radius of
curvature
60-000113
5.64 lbs (2.56 kg)
0.97 lbs (0.44 kg)
2.88 lbs (1.31 kg)
6.77 in. (171.96 mm)
2.95 in. (75.03 mm)
13.86 in. (352.04 mm)
60 inches (1524 mm)
Page 127 of 148
Weight
7.11.5
7.11.5.1
DFS 431A
Power Requirements:
27.5 Vdc aircraft power (+/- 20%)
0.6 A
Altitude
Temperature Range
Cooling
Weight
Overall Dimensions
Input Power Requirements
Antenna Impedance
(Signal)
Frequency Control
Frequency Range
Frequency Memory
Channel Spacing
Receiver Sensitivity
Receiver Selectivity
AGC
Audio Frequency Response
Audio Distortion
Audio Output
Spurious Response
BearingAccuracy
Quadrantal Error Correction
_
RMI Output Standard
60-000113
to 55,000 Feet (16764 Meters)
Operation ~550C to +70oC (--67oF to +1580F)
Storage -S50C to +850C (-67oF to +18SoF)
Free Air Circulation
DF 431A: 5.20 Ibs. maximum (2.36 kg)
DF431B: 5.64 lbs. nominal (2.56 kg)
Height 4.00 inches maximum (101.60 mm)
Width 4.10 inches maximum (104.15 mm)
Length (OF 431A) 11.56 inches maximum (293.62mm)
(OF 4318) 12.56 inches maximum (319.02 mm)
18 to 33 volts dc
0.6 amps (nominal) at 27.5 Vdc,
0.7 amps max.
With RMI. (Add 0.32 amps for two de SIN/COS torque
loads.)
75 ohms balanced line
Gray Code/ARINC429
190.0 -1860.0 KHz (Tuning range 100.0 KHz to 1899 KHz
and 2181 to 2183 KHz. Performance not guaranteed below
190 KHz above 1860.0 KHz except for 2181-2163).
Non-Volatile
0.5 KHz
ANT Mode: 70 microvolts for 6 dB S + N/N Ratio
ADF, BRG, BFO, Test Modes: 150 microvolts for 6 dB S +
N/N Ratio
6 dB min. @ +/- 2 KHz
65 dB min. @ +/- 6 KHz
Audio output will not vary more than 3dB with inputs from
50 microvolts to 0.5 volts.
6 dB typical variation from 350 Hz - 1400 Hz
7.5% max. @30% modulation, 20% max. @ 90%
modulation
40 milliwatts into 600 ohms
80 dB min. below desired response.
+ 30 (excluding Quadrantal Error) 50 microvolts/meter to
0.5 volts/meter
-160 to +260 in 20 increments.
3-wireXYZ @ 400 Hz; DC Sine/Cosine; ARINC429
CW Identification 1000 Hz tone
Page 128 of 148
Operation w/lnterrupted CW
Identification NOB's
7.11.6
Receiver will operate correctly within specified limits
Input/Output
ARINC 429
7.11.7
Arinc 429 Labels
Input Labels
LABEL
032
162
320
7.11.8
ADF FREQUENCY
ADF BEARING
MAGNETIC HEADING
UNITS
kHz
DEG
DEG
FORMAT
BCD
BNR
BNR
SPEED
LOW
LOW
LOW
Export Requirements
7.11.9
TSOs
ADF is not TSO’d. Must be included in Type Design or STC.
7.11.10
Reliability
Results:
Name
Failure Rate
MTBF Hrs
Remark
Operating Hours
133.3
7,500
17.36
DFS 43A
Reliability Model:
Standard
Operation Stress
Environment
7.11.11
PRISM
25 °C
60-000113
Page 129 of 148
7.11.12
7.11.13
Built-In Test
7.11.14
NVG Compatibility
Not applicable.
7.11.15
The software is compliant with RTCA/DO-178B, Level C.
60-000113
Page 130 of 148
7.12 AUDIO/RADIO MANAGEMENT SYSTEM (ARMS)
7.12.1
General Description
The ARMS is an integrated audio and radio management system that provides tuning for remote
receivers and transmitters and simultaneously controls and distributes the audio from these
same devices. The ARMS replaces the control/display units and audio control system. A
minimum configuration includes at one Audio Management Unit (AMU) and one ARCDU
(Audio/Radio Control and Display Unit).
60-000113
Page 131 of 148
7.12.2
Functions
The ARMS controls, displays, and mixes/distributes from all on-board radios. Audio control can
be added to crew stations that do not require radio tuning capability.
FMS2
FMS1
Pilot
Co-Pilot
ARCDU 2
ARCDU 1
Navigator
Flight Eng
Operator 1
Operator 2
DME1
VOR/
ILS 1
HF1
V/UHF1
V/UHF2
HF2
DME2
VOR/
ILS 2
AMU
Operator 3
…
PTT
Warning
Discretes
(Altimeter,
tone, …)
Pilot
7.12.3
Flight
Engineer Gnd Crew
CVR
Co-Pilot Navigator
ARCDU 3000 – RTCA/DO-160F
Sec.
Condition
4.0 Temperature
and Altitude
Cat.
A1
Notes
pressurized and controlled temperature
altitudes up to 15,000 ft (4,600m) MSL.
(-20 degrees/+70C degrees with 5C minimum)
60-000113
Page 132 of 148
Sec.
Condition
5.0 Temperature
Cat.
B
Variation
Notes
partially temperature controlled internal section
of the aircraft.
6.0 Humidity
A
Standard humidity environment
7.0 Operational
B & E Standard operational shock and crash safety,
Shocks
low frequency shock and crash safety
& Crash Safety
6g 11ms and 20 ms
1 chock 20g/20ms & acceleration 18g
8.0 Vibration
S + U Fixed wing standard vibration:
category S curve M
category S curve B
Helicopter robust vibration: category U curve G
A
Magnetic deflection between 0.3 m and 1.0 m
DC equipment intended for use on aircraft
16.0 Power Input
Z
electrical systems supplied by variable speed
generators
17.0 Voltage Spike
A
18.0 Audio
Z
DC equipment intended for use on aircraft
Frequency
electrical systems supplied by variable speed
Conducted
generators
SusceptibilityPower Inputs
19.0 Induced Signal
ZW
Susceptibility
20.0 Radio
Magnetic fields induced into the equipment:
30A x meter from 350 to 800Hz
V
Frequency
Susceptibility
21.0 Emission of
M
Equipment and interconnected wiring located
Radio
in areas where apertures are EM significant
Frequency
and not directly in view of the radio receiver’s
Energy
antenna. This category may be suitable for
equipment and associated interconnecting
wiring located in the passenger cabin or
cockpit of a transport aircraft.
Range [0.15, 152]MHz
60-000113
Page 133 of 148
Sec.
Condition
22.0 Lightning
Cat.
A3J33 Multiple strokes and burst
Induced
Intended for equipment and interconnecting
Transient
wiring installed in a moderately exposed
Susceptibility
environment
25.0 Electrostatic
Discharge
60-000113
A
Notes
Electronic equipment that is installed repaired
or operated in an aerospace environment.
Page 134 of 148
7.12.4
Dimensions:
Weight:
ARCDU:
1.4 kg
Mounting:
DZUS-rail
7.12.5
The DAU operates from 14VDC to 28VDC with spikes to 50VDC and down to 10VDC for 60
seconds.
60-000113
Page 135 of 148
7.12.6
Device
Typical (28VDC)
ARCDU
56 Watts @ 28VDC
Input/Output
ARINC-429: 16 input, 9 output
RS-485: 2 half-duplex, 1 full-duplex
23 discrete inputs
18 discrete outputs
7.12.7
ARINC-429 Labels
TBC
7.12.8
Export Requirements
The ARCDU is not subject to any export requirements.
7.12.9
TSOs
The ARCDU 3000 is authorized to be labeled with the following TSOs and MOPS:
TSO
Title
TSO-C113
Airborne Multipurpose Display
7.12.10
Reliability
MIL-STD-217, 40°C, 100% duty cycle.
Component
ARCDU 3000
7.12.11
MTBF Fixed-Wing
13,000
MTBF Rotorcraft
7,800
Pilatus PC9-M, PC7/MK2 et PC21: 2 ARCDU, 1 AMU
Dash-8: 2 ARCDU, 1 AMU, 1 ACP, Public Address
Lockheed C-130 ARMS
Embraer EMB-312
7.12.12
60-000113
Page 136 of 148
7.12.13
Built-In Test
The ARDCU 3000 performs initialization test on startup and continuous built-in test.
7.12.14
NVG Compatibility
Display and Front Panel NVG available and qualified
7.12.15
Software development compliant with the DO178B level B
Hardware development compliant with the DO254 level B
60-000113
Page 137 of 148
7.13 SOLID STATE COCKPIT VOICE RECORDER
7.13.1
General Description
The CVR is housed in an ARINC 404A, 1/2-ATR short case. The CVR, the chassis, and Crash
Survivable Memory Unit (CSMU) are painted international orange. Two reflective stripes are
located on the CSMU. The CVR consists of a chassis and front panel, three Printed Wiring
Assemblies (Aircraft Interface PWA, Audio Compressor PWA, and Acquisition Processor PWA),
and the Crash Survivable Memory Unit (CSMU). The CSMU contains the solid state flash
memory used as the recording medium. An Underwater Locator Device (ULD), also referred to
as an underwater acoustic beacon, is mounted horizontally on the front of the CSMU and is also
used as the recorder’s carrying handle. The ULD is equipped with a battery that has an
expected life of six years. The ULD meets or exceeds the requirements of FAA TSO–C121. The
Ground Support Equipment (GSE) connector is located on the front of the CVR. This connector
provides the interface from the recorder to GSE for checkout of the recorder, or to transfer data
to a readout device. The CVR is connected to aircraft wiring via a 57-pin, DPXB-style connector.
Both are tray-mountable
60-000113
Page 138 of 148
7.13.2
Functions
The CVR has the following basic functionality (refer to figure 2 below):
• Standard 1/2 ATR, Short, Chassis

2 hour, 4 channel, high quality audio recording

Three voice channel inputs (150-3500 Hz)

One cockpit area microphone input (150-6000 Hz)

Input Impedance > 5K Ohms

Input level 50 mV to 3 V RMS
• 2 hours (minimum) DataLink recording

32 Mbytes of dedicated DataLink recording memory

Dedicated ARINC 429, high speed, DataLink input

Shared ARINC 429, low speed, DataLink handshake output (shared with
OMS output)

Williamsburg Version 3 Protocol with ALO/ALR negotiation

Williamsburg Version 1 Hardware compatibility

Data Link Operational on Airbus A380 aircraft.
• OMS Interface

Dedicated ARINC 429, high speed, OMS input

Shared ARINC 429, low speed, OMS output (shared with DataLink
handshake output)

Label 350/351 CVDR status word transmission at 1 Hz rate
• Time Code Input

Dedicated ARINC 429, low speed, UTC input using Label 150 or 125
(priority to Label 150)

FDR frame counter input and recording on Label 150 (as alternate to UTC)

Failover to internal time reference

FSK UTC input accepted on Audio Channel 1 or Channel 3 inputs (if no
ARINC 429 time code input)
• 28 VDC (10 W max) power input
• Option for RIPS Fault and Maintenance Discrete inputs with Pins 29 and 38 and
status reporting in Label 350 output word
• Fully compliant with ARINC 757
• Fully compliant with ED-56A and ED-112 for Audio and DataLink crash protected
recording
60-000113
Page 139 of 148
• Built-In-Test 'Good' tone inserted on Audio Monitor output
• ARINC 757 compatible Control Unit interface (Test, Erase, Audio Monitor, Test
Indicator, Power Out)
AMU
CAM
Audio
3
Audio
Central
DataLink
ARINC 429
CVR
Maintenance
ATC
ARINC 429
GMT /
DataLink
ATC
ARINC 429
UTC
Power
Monitor
Supply
Warning
28 VDC
RIPS
Aircraft Electrical
System
Control Units:
The S261 Control Units are DO–160C and\ ED–56A compliant, can be supplied in several
colors and differ only in size, microphone options, faceplate illumination options, and interface
connector.
The Model 261Control Units are housed in a case and connect to the CVR using a 37 pin,
D subminiature connector for aircraft panel mounting, two turn Dzus fasteners are used for the
control unit.
Each control unit uses aircraft wiring for connection to the recorder unit. The front panelof each
unit provides two pushbuttons designated ERASE and TEST, a phone jack designated
HEADSET, and a green lamp designated TEST. The CVR's built in test equipment (BITE)
function is initiated by pressing and holding the TEST pushbutton. Successful completion of the
BITE operational test is indicated by the illumination of the green TEST lamp. Bulk erasure of
the CVR stored data is performed by pressing the ERASE pushbutton for at least 2 seconds and
then releasing.
60-000113
Page 140 of 148
Microphones:
The Model S056 Remote Microphone Module with internal amplifier is designed for use with the
FA2100CVR & S261 Control Units. The Model S056 is available in either surface mount or
panel mount types.
This microphone is an electric condenser type, directional microphone which operates from a
low voltage, approximately +6V, received from its internal amplifier.
7.13.3
RTCO-DO/160F, and to TSO 123b & 124b.
Sec.
Condition
4.0 Temperature
Cat.
F2
and Altitude
Equipment intended for installation in a non-
Notes
pressurized location and non-controlled
temperature operated up to 55,000 ft,
5.0 Temperature
A
Equipment internal or external to the aircraft
Variation
C/min
6.0 Humidity
B
7.0 Operational
E
Shocks
Severe humidity environment
Operational low frequency shock and crash
safety
& Crash Safety
8.0 Vibration
Minimum 10°
B3?
DO 160F, Category S Curve B3
Explosion
Proofness
10.0 Waterproofness
W
14.0 Salt Spray
X
Not applicable
Z
Dc deflection less than 0.3m
9.0
E
DO 160F, Category E, Environment II
DO 160F
DO 160F,
16.0 Power Input
17.0 Voltage Spike
AC
A
Category:
Ac equipment, primary power supplied from
either a constant or variable ac system and Dc DC = ZXX
power is supplied from transformer-rectifier
AC =
units.
A(WF)XXZX
High degree of protection against damage by
voltage spikes
DO 160F,
Audio Frequency
18.0 Conducted
Susceptibility
B
Dc equipment powered by engine-driven
alternator/rectifiers
Category:
DC = Z
AC = K
60-000113
Page 141 of 148
Sec.
Condition
Induced Signal
19.0
Susceptibility
20.0 Radio
Cat.
CW
Notes
Interference free operation
RR
Frequency
Susceptibility
21.0 Emission of
M
Radio
Frequency
Energy
22.0 Lightning
A3J33
Induced
Transient
Susceptibility
25.0 Electrostatic
Discharge
60-000113
A
Equipment operated in an aerospace
environment
Page 142 of 148
7.13.4
SSCVR/ Dimensions:
60-000113
(see drawing below)
Page 143 of 148
Control Unit: (Zeus Fastener Mounted)
60-000113
Page 144 of 148
Microphone:
Weight:
SSCVR:
Nominal 9.9 lbs.
SSFDR :
Nominal 9.9 lbs
Mounting:
Both recorders are Rack mounted
7.13.5
The recorders operates with either 28VDC or 115VAC
7.13.6
Input/Output
See Function Section
7.13.7
60-000113
ARINC-429 Labels
Page 145 of 148
See Function Section
7.13.8
Export Requirements
The Recorders are not subject to ITAR control and exports under US Commerce Department
General License 7A994.
7.13.9
TSOs
The recorders are authorized to be labeled with the following TSOs and MOPS:
TSO
Title
MOPS
TSO-C123b
Cockpit Voice Recorders
ED112
TSO-C121
ULB
7.13.10
Reliability
MIL-STD-217 reliability prediction:
Component
SSCVR
Control Unit
Microphone
7.13.11
MTBF Fixed-Wing
(Calendar Hours)
50,000
70,000
70,000
The recorders and microphones are installed on;
• Airbus
• Boeing
• Bombardier,
• Embraer
• Cessna
• Russian Regional Jet,
• Pilatus
• Piaggio
• Plus many other aircraft types, including Rotorcraft.
7.13.12
There is no required maintenance, apart from the underwater locator beacon (ULB) as installed
on the Recorders. The ULB requires replacement every 6 years.
60-000113
Page 146 of 148
7.13.13
Built-In Test
Upon application of power, the unit performs a Power-On Self-Test (POST). During normal
operation, the unit performs continuous built-in test.
7.13.14
NVG Compatibility
Not applicable.
7.13.15
60-000113
Page 147 of 148
8
TRAINING
Cobham provides on-site training for installation, maintenance and troubleshooting, and pilot
training. Flight training curriculums are available for ground and in-flight instruction. Training
materials include manuals, quick reference guides, POH supplements, video, interactive
multimedia, and flight simulation.
9
TERMS AND CONDITIONS
This proposal is offered under Cobham’s standard terms and conditions of sale.
The hardware components are commercial price listed items. Services are offered as a
commercial offer. It is our assumption that we are bidding competitively; Cobham will not accept
participation in DCMA and DCAA.
60-000113
Page 148 of 148
AUTOPILOT SYSTEM DETAILS
The autopilot (AP) Controller is used to select subsystem functions and autopilot
modes. It also is used to display function and mode annunciations and warnings via
the LED lighting. The AP Controller is NVIS compatible for operations using nightvision equipment.
Small in size, the controller measures only 6¼” W X 1” H X ¾” D and it may be
installed in a single or dual controller configuration without modification to the
system.
The following subsystem functions are selectable from the controller:
¦AP¦ Autopilot (ON-OFF) – When AP “ON” selected, AP comes on in attitude
retention mode in pitch and roll axes and “ATT” will be annunciated under HDG
button
¦YD¦ Yaw Damper (ON-OFF) – Engages with AP ON – YD may be operated
independently, with AP and/or with SCAS
¦FT¦ Force Trim (ON-OFF) –Only selectable when AP is ”OFF” – may be operated
with SCAS and/or YD/or independently.
¦SCAS¦ SCAS (OFF-ON) – Defaults to ON at aircraft system power up – May be
operated independently – Independent operation requires hands on cyclic at all time
The following autopilot modes are selectable from the controller:
¦HDG¦ Heading – follows heading bug from DG/HIS
¦IAS¦ Indicated Airspeed – samples and maintains current airspeed at engagement
¦ALT¦ Altitude Hold – samples and maintains current altitude at engagement Glide
slope is armed when selected while in Alt mode if tracking the localizer GS
annunciation is located under ALT button
¦VS¦ Vertical Speed – samples and maintains current vertical speed at engagement
¦LNAV¦ Lateral Navigation – senses selected navigation source such as VOR,
LOC, GPSS, and Back Course Back Course (B/C) annunciation is located below
LNAV button
¦VNAV¦ Vertical Navigation – mode used for WAAS GPS LPV approach
The Cool City digital flight guidance computer (DFGC) is the heart and soul of the
automatic flight control system. The DFGC contains the latest in electronics
technology with surface-mount printed circuit boards (PCBs), solid-state sensors,
accelerometers and air transducers. Cool City uses the latest in surface-mount
technology and electronic hardware to provide high reliability and RF interference
resistance.
Cool City makes use of a single chassis for the electronics of the system. Each box
is configured for the system to be installed; however, should you choose to update
the system later, it is accomplished by the addition of the requisite internal PCBs.
Although all system PCBs are located within this one box, the autopilot and SCAS
are independent and each has their own power source and internal power supply.
The DFGC is tray-mounted outside the cockpit; therefore, installation in the cabin
area has a very small footprint.
The tray for the DFGC contains a configuration module to store all airframe related
specifics, which are downloaded by the DFGC each time at start-up. By utilizing this
method, the DFGC remains generic with regards to different airframes. This allows
operators of multiple helicopters to keep a single DFGC spare that may be used in
many different airframe models with the same system installed. The tray also
contains the air transducers; therefore, removing and replacing the DFGC does not
require entry into the pitot-static system.
The DFGC contains 3-axis orthogonal, solid-state rate sensors, as well as an
integral yaw-axis rate sensor and a long-term slip-skid sensor. The DFGC will
interface with essentially all attitude systems for attitude data, ADAHRS from
electronic flight instrument systems, AHRS, and/or the air data computer that have
autopilot outputs.
Any failure of external data used by the autopilot causes the DFGC to revert to the
internal rate package so you do not lose autopilot functions. This reversion occurs
seamlessly; however, it is annunciated on the AP Controller by the annunciation of
RATE.
The DFGC has seven „receive‟ and one „transmit‟ ARINC 429 ports, a CAN bus port
and analog interfaces for connecting to the aircraft systems. The DFGC also
contains a digital data recorder function which records up to 48 channels of
information in a 28-minute loop.
Additionally, the computer contains a bi-directional CAN port for diagnostics that can
be used with an external recorder for continuous recording of operations for Flight
Operations Quality Assurance (FOQA).
The DFGC has been tested to the latest DO-160 environmental qualifications,
against HIRF and protected against lightning, to ensure it meets the standards
established by Cool City and the FAA and, more importantly, the expectations of
you…the customer.
To differentiate between autopilot / stability augmentation system components,
Cool City uses the nomenclature of actuator for the series electromechanical
devices used in the SAS/SCAS systems. The electromechanical devices of the
autopilot system are referred to as parallel servos; however, in general, the terms
actuator and servo are interchangeable.
Cool City manufactures two models of series actuators, a linear and a rotary
series actuator. As implied in the name, the linear actuators move in and out and
are installed in push-pull control tubes. The rotary actuators are used in control
systems incorporating a torque tube that rotates for control travel.
The series actuator is manufactured on CNC machinery from 6061 billet
aluminum for strength and corrosion protected per MIL-DTL-5541. Cool City uses
a commercial, size 17 stepper motor to drive the actuator. Also, key to the
structural integrity of the Cool City actuator is the dovetail mechanical joint that
holds the actuator housing and the electronics box together without depending
upon fasteners for strength.
The Cool City actuators are fast-action units with very limited control travel
authority. In most instances, the actuators operate full travel in less than a
second and have approximately 10% control travel authority. The actuators have
a very high duty cycle when operating in turbulence. When quiescent or at
system shut-down, the actuators automatically re-center.
The series actuator provides SAS/SCAS actions in a short, but fast motion.
Mounted in the main flight control tubes, these actuators have very limited travel
authority, usually less than 10 percent of full control travel. While limited in travel
distance, these actuators operate at a high rate of speed. Full travel for the
actuator occurs in less than one second.
For safety purposes, the actuators have an internal electrical and mechanical
stop. The mechanical stop is located just beyond the electrical stop and is not
reached in normal operation. Other than the obvious improvements in the aircraft
stability, operation of the actuators is transparent to the pilot.
To differentiate between autopilot and stability augmentation system
components, Cool City uses the nomenclature of servo for the parallel-installed,
electromechanical devices used in the autopilot systems. The series-installed,
electromechanical devices of the SAS/SCAS are referred to as actuators;
however, in general, the terms actuator and servo are interchangeable.
The parallel servo is considered the most critical element in the autopilot system
because it is the only component attached to the flight controls. Therefore, the
servo capstan incorporates an internal spring mechanism and has an internal
gradient that may be overridden in the case of a servo failure or the pilot‟s need
to “fly through” the autopilot.
The servo capstan gradient requires increasing force as you move the cyclic from
the original override point. Upon releasing the cyclic, the spring mechanism will
return the cyclic to the original position.
The autopilot servo is manufactured on CNC machinery from 6061 billet
aluminum for strength and corrosion protected per MIL-DTL-5541. For long life
and smoothness of operation, the capstan rides on straddle-mounted roller
bearings. Additionally, all servo gearing and shafts are manufactured from
stainless steel and the shafts run on ball or roller bearings as well.
Cool City uses a commercial, size 17 stepper motor to drive the servo. Stepper
motors are not subject to “starting voltage” problems so prevalent in older
systems. Also, from a safety standpoint, there is no single-point failure that can
cause the stepper motor to have a “runaway”.
The parallel servo is used in roll, pitch, and may be optionally installed in the yaw
axis of rotorcraft installations. The servo is connected to the aircraft‟s primary
control system through the use of either push-pull rods or bridle cables,
dependent upon the specific requirements of the installation.
In addition to the attributes listed above, consider these additional features:




“Smart” servo design with precision servo position feedback
Servo engage-disengage mechanism tested to 500 in. lbs
Machined mating surfaces prevent internal contamination from external
sources
90° electrical connector for installation in confined areas
As with all autopilot systems, the servo is most critical to optimum autopilot
performance and system longevity. Cool City has successfully subjected our
servo to the most strenuous of environmental testing. We have also life-tested
our servo over a half-million cycles without failure. We believe our servo is the
most robust servo available on the market.