AGUSTA AW139

AGUSTA AW139
B.1.3 AVIONIC SYSTEMS

TRAINING MANUAL

REVISION 0
ISSUE: 2011

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MANUAL INTRODUCTION

Copyright © 2012 CAE

All Rights Reserved
June 2012, Rev 0
The information contained within this Training Manual is based on information excerpted
from the Agusta Westland AW-139 Maintenance and Service Documentation. Excerpted
materials used in this publication have been reproduced with permission of Agusta Westland.
As this information is for TRAINING PURPOSES ONLY, if any conflict exists between this
document and the official technical publication, the official technical publication will take
precedence.

CAE is pleased to provide this publication to further meet the valued requests and
expectations of the Agusta Westland AW-139 Maintenance Technician. Any suggestions for
changes or improvements to this manual are welcome, and may be forwarded to:
CAE SIMULATION TECHNOLOGIES,
ATTN: TRAINING SOLUTIONS (A6L5)
8585 Cote de Liesse,
Saint-Laurent, Quebec,
H4T 1G6, CANADA

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AGUSTA AW139

AVIONIC SYSTEMS
TRAINING MANUAL
B.1.3

CHAPTER 00-00
INTEGRATED AVIONICS SYSTEMS
CONTENTS

SUB-CHAPTER SUBJECT

00-00 INTEGRATED AVIONIC

SYSTEMS

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INTEGRATED AVIONIC SYSTEM

GENERAL

The integrated avionics system contains the systems and functions necessary to operate the
helicopter.

These systems and functions are:

– Auto flight.
– Communications.
– Indicating/recording.
– Navigation.
– Central maintenance.

The integrated avionics system has modular avionics units. The modular avionics units
contain the hardware units that make the subsystems and functions necessary to operate the
helicopter. The integrated avionics system uses flat-panel display units to show data in the
cockpit. It uses mechanical and virtual controllers to control the helicopter. It includes a
maintenance system to monitor the operation of the helicopter.

List of subsystems
The integrated avionics system includes the subsystems that follow:
– The Automatic Flight Control System (AFCS)
– The Modular Radio System
– The VHF Data Radio (VDR)
– The Airborne Audio System
- The Central Warning System
– The Electronic Display System (EDS)
– The Air Data System (ADS)
– The Attitude and Heading Reference System (AHRS)
– The Radio Altimeter System
– The VOR/ILS Data Link (VIDL) system
– The Weather Radar (WXR) system
– The Lightning Sensor System (LSS) (optional)
– The Distance Measuring Equipment (DME) system
– The Air Traffic Control (ATC) Transponder (XPDR) system
– The Automatic Direction Finder (ADF) system
– The Global Positioning System (GPS)
– The Flight Management System (FMS)
– The Central Maintenance System (CMS).

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COPILOT PFD COPILOT MFD PILOT MFD PILOT PFD

PRIMUS EPIC SYSTEM OVERVIEW

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AutoPilot
Air Data Module Controller Air Data Module

FD Guidance
Controller

Audio Audio
Control Control
Panel Panel

INTERGRATED AVIONIC SYSTEM –OVERVIEW- (FIGURE 1 OF 2)

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Remote Remote
Instrument Instrument
Controller Controller

MCDU
Display MCDU Display
Cont. Cont.

Aircraft Aircraft
Personality Personality
Module Module

Weather
Radar
Picure Bus
(WXPD)

INTERGRATED AVIONIC SYSTEM –OVERVIEW- (FIGURE 2 OF 2)

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System interfaces
The integrated avionics system also supplies the interfaces for the equipment that follows:
– The Flight Data Recorder (ARINC 573/717)
– The Cockpit Voice Recorder (analog)
– The Electronic Engine Controllers (RS-422)
– The Fuel Computer(s) (ARINC 429)
– The Passenger Address System (analog)
– The Health and Usage Monitor System (optional) (ARINC 429)
– The Doppler Sensor (optional) (ARINC 429)
– The VHF NAV, ADF and DME radios (optional) (ARINC 429)
– The Flight Management System (optional) (ARINC 429).

AVIONIC SYSTEM INTERFACES

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MODULAR AVIONICS UNIT (MAU)

The Primus EPIC system within the AB139 is equipped with 2 Modular Avionics Units
marked as MAU No1 and MAU No2. The MAU’s are located in the Electronic Equipment
Bays at the aircraft Bagage compartment. The MAU’s chassis containing the various
modules of the Primus EPIC system. These modules include:

– Power Supply Module (PSM)

– Network Interface Controller with Processor (NIC/PROC)
– Custom I/O (CSIO) module
– Control I/O (CIO) module
– Actuator I/O Processor (AIOP) module
– Central Maintenance Computer (CMC)
– Database Module (DBM)
– Global Positioning System (GPS) (optional)
– Video CIO (optional).

The MAUs transmit and receive the data through the ASCB-D bus and the LAN bus. The
Custom I/O (CSIO), Control I/O (CIO) and the other modules send the data from the sensors
and the systems to the processor modules. The processor modules process the data to control
and monitor the helicopter. The NIC transmits and receives data from the ASCB-D and the
LAN, and makes them available to the other modules in the MAU. The data are made
available through a special Peripheral Component Interconnect (PCI) backplane that has this
name: Virtual back Plane Peripheral Component Interconnect (VbPCI) bus. The VbPCI is a
32-bit wide passive, parallel back-plane bus. The system uses this bus to connect the NIC to
all the modules in the MAU on the ASCB-D. All module data in these units (I/O included)
are available to all other modules or to the ASCB-D in the integrated avionics system. A
standard hardware interface the name of which is Back-plane Interface Controller (BIC)
supplies the connection to the MAU VbPCI. The BIC is installed on the MAU modules. The
BIC stores and sends the ASCB-D and LAN data it receives from the NIC to the modules in
sequence. But the transmission occurs only when the modules are prepared to receive the
data. The hardware mechanism to store, transmit and receive the data in sequence is the BIC
frame buffer. The BIC frame buffer has dual ports and uses Random Access Memory
(RAM). The NIC in the MAU can read and write to the BIC frame buffer. To decode and
encode the data to and from the BIC, the MAU modules use a software function of the
module processing circuit. This is a standard function the name of which is Periodic Device
Driver (PDD). The PDD is a high-integrity, table-driven routine. It applies ASCB-D data to
software functions available on the modules that are synchronized with the ASCB-D
network.

Each module in the MAU can read and write to the primary and buses on the same ASCB-D
channel. Each module can only read from the primary ASCB-D channel on the opposite side.

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1- Power Supply Module (PSM)

2- Custom In/Output Processor Module (CSI/OP)
3- Control In/Output Processor Module (CI/OP)
4- Video Control In/Output Module (VID-I/O)
5- Network Interface Controller Processor
Module (NIC/PROC)
6- Actuator In/Output Module –A (AI/OP-A)
7- Actuator In/Output Module –B (AI/OP-B)
8- Central Maintenance Computer Module (CMC)

MODULAR AVIONICS UNIT (MAU) NO1

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1- Power Supply Module (PSM)

2- Custom In/Output Processor Module (CSI/OP)
3- Control In/Output Processor Module (CI/OP)
4- Data Base Module (DBM)
5- Network Interface Controller Processor
Module (NIC/PROC)
6- Actuator In/Output Module –A (AI/OP-A)
7- Actuator In/Output Module –B (AI/OP-B)
8- Global Positioning System Module (GPS)

MODULAR AVIONICS UNIT (MAU) NO2

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MODULAR RADIO CABINET (MRC)

The Primus EPIC system within the AB139 is equipped with two Modular Radio Cabinets
marked as MRC No1 and MRC No2. The MRC’s are located in the nose compartment. The
aluminum based MRC Chassis contains the various Communication and Navigation system
Modules, further called as Radio Modules. These radio modules include:

- Network Interface Modules (NIM)

- VHF Data Radio (VDR) Modules
- VOR/ILS/Data Link (VIDL) Module.
- Automatic Direction Finder (ADF) Module
- Distance Measuring Equipment (DME) Module
- Mode S Diversity Transponder (XPDR) Module.

Each radio module consists of metal–enclosed circuit cards, backplane connectors, front
mounting plate, and a front connector(s). Each radio module contains its own power supply;
this permits independent application of aircraft power to the modules. The radio modules
connect to the NIM through the MRC backplane. Two fans attached to the rear cover of the
MRC supply cooling air to the NIM and radio modules. The NIM controls the operation of
the fans.

Each MRC has an Aircraft Personality Module (APM) for storage of installation options. The
strap options are kept in Non-Volatile Memory (NVM) that can be loaded with the central
maintenance computer (CMC). Because the APM is part of the MRC motherboard, option
selections are kept in NVM after a radio module or NIM is replaced. Each radio module
contains self test circuitry that can be activated as an IBIT (initiated built–in test) through the
maintenance page of the CMC (central maintenance computer).

MODULAR RADIO CABINET LOCATION

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2 1 4 5 6 7

9 8

MRC No1 – Front View - MRC No2 – Front View -

1- Network Interface Module (NIM) No1

2- VOR/ILS/Data Link (VIDL) Module No1
3- VHF Data Radio (VDR) Module No1
4- Automatic Direction Finder (ADF) Module No2
5- Distance Measuring Equipment (DME) Module
6- VOR/ILS/Data Link (VIDL) Module No2
7- Network Interface Module (NIM) No2
8- Mode S Diversity Transponder (XPDR) Module
9- VHF Data Radio (VDR) Module No2

Note: MRC No1 has 3 unused slots. May be used

for additional radio and/or navigation systems

MRC No2

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DATA BUS SYSTEM INTRODUCTION

The data bus system is the primary system for the transmission of data between the
subsystems, the units and the modules. The data buses supply the electrical circuits and
connections necessary for data transmission between the subsystems, the units and the
modules.

The most important function of the avionics system is the transfer of data between
subsystems and/or units or module. Some of these data are discrete data. The discrete data
move on one wire only and usually change between + 28 V dc and open, or between ground
and open. The subsystems, units and modules use the discrete data for the annunciators and
warnings, and all the times when these data are sufficient. Most of the data transfer is
between the subsystems, and through the use of the digital data buses. The data bus system
has the buses that follow:
– Avionics Standard Communication Bus - Version D (ASCB-D)
– Local Area Network (LAN)
– Virtual backplane Peripheral Component Interconnect (VbPCI)
– Remote Image Bus (RIB)
– Control Area Network (CAN)
– Weather Radar Picture Data (WXPD)
– Digital audio bus
– Digital microphone bus
– Radio Control Bus (RCB)
– ARINC 429 data bus
– RS-422 control bus.

All units and modules in the data bus system have different addresses. The data transmitted
on the ASCB-D and RSB include these addresses. When a unit or a module reads its address,
it transmits data on the bus during a specified time. After a unit or a module completes the
transmission of the data, it goes back to the monitor only mode.

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Avionics Standard Communication Bus Version-D (ASCB-D) data bus

The ASCB-D data bus is the primary interface between the MAUs and the MRCs. The
ASCB-D data bus is a high-speed data bus of the fail-operational type that includes four data
buses: the left primary, the right primary, the left backup and the right backup data buses.
The fail-operational data buses are those that continue to operate also if one or more units or
modules connected to them become unserviceable. Each data bus is made of sets of twisted
wires that are electrically isolated, and have a shield and resistor terminations. Each data bus
transmits the serial data in two directions (one direction at a time) at a rate of 10 MHz. The
data configuration is equivalent to that of a high-level data-link control. The isolation bus
couplers isolate the four ASCB-D buses from each other. Thus a short circuit on one bus has
no effect on the other buses. A NIC/PROC module in the MAUs and a NIM in the MRCs
controls the data transmitted on the ASCB-D. Each NIC/PROC module and NIM that is
attached to the ASCB-D is related to one side (right or left), and connected to three buses: the
onside primary, the onside backup and the crossside primary buses. Each NIC/PROC
module and NIM transmits data on the onside buses at the same time. Each NIC/PROC
module and NIM receives data from one of the onside buses (through a switching algorithm),
and also from the cross-side bus.

Local Area Network (LAN) data bus

The LAN is available to all units that connect to the ASCB-D. The LAN is a high-speed,
non-essential bus without redundancy that is used for the maintenance and test functions. It
is also used to upload the data and software in the MAU modules and the NIMs of the MRCs.
The maintenance is done on the ground by connection of a standard laptop computer to the
LAN. The configuration of the laptop computer must be that of a remote maintenance
terminal (RMT) to the LAN: Ethernet 10-Base-2 hardware and proprietary software. The
maintenance terminal and its CD or 3.5 inch disk drive are used to upload/download the data.
Database files and/or software are uploaded to the system. Stored data (memory) or the fault
history files are downloaded.

The LAN is connected to the same NIC/PROC as the ASCB-D. Each NIC/PROC includes a
hardware LAN connector. All MAU modules transmit and receive on the LAN through the
backplane bus. The NIC/PROC operates as an interface between the virtual LAN and the
LAN hardware. The LAN hardware is a thin coaxial cable connected point-to-point to the
NIC/PROC, NIM and CMC modules. The LAN is continuous internally to the same modules.

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ASCB-D and LAN BUS STRUCTURE

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Virtual backplane Peripheral Component Interconnect (VbPCI) data bus

The VbPCI is a parallel bus that operates at high-speed and transmits in two directions. It
connects the Network Interface Control Processor (NIC/PROC) Module to most MAU
modules, but not to the power supply module and the GPS module. The bus structure is the
same as that of the standard PCI bus you have in personal computers. Each channel of an
MAU has a VbPCI that operates independently. The NIC/PROC modules control the
transmission of data on the VbPCI. These NIC/PROC modules operate as the VbPCI
masters. A standard hardware interface the name of which is Backplane Interface Controller
(BIC) gives the connection to the backplane of the MAU VbPCI. The BIC is installed on the
client modules. It lets the NIC/PROC move the data received from the ASCB-D and LAN to
the memory of the client module. It also lets the NIC/PROC retrieve the ASCB-D and LAN
data the client module wants to transmit. The hardware mechanism that does these
operations is the BIC frame buffer. The BIC frame buffer is a dual-port Random Access
Memory (RAM) that can be read and written to by the NIC/PROC and the client module.

VbpPCI DATA BUS STRUCTURE

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ARINC 429 data bus

The ARINC 429 data bus system is made of transmitters and receivers connected through sets
of two twisted wires that have a shield. The data are transmitted by one transmitter to one
receiver or to a group of as many as 20 receivers connected in parallel. Each ARINC 429 bus
transmits the data in one direction only. Two sets of transmitters, receivers and two twisted
wires with a shield are necessary to transmit the data in two directions (to and from two units
or modules). The ARINC 429 data transmissions contain words of 32 bits. These words are
transmitted at 12.5 kHz (low-speed) or 100 kHz (high-speed). Bit number 1 is always the
first bit transmitted and bit number 32 is always the last bit transmitted. Bits 1 thru 8 are the
octal label, which identifies the type of data contained in the word. Bits 9 and 10 usually are
the source/destination identifier, which shows what source unit or module transmitted the
word. Bits 9 and 10 can also be used as data bits in high-resolution data words. Bits 11 thru
29 are the data field. Bit 11 is the least significant bit and bit 29 is the most significant bit.
Bits 30 and 31 usually are the sign-status matrix, which identifies the sign and validity of the
data. Bits 30 and 31 can be used as data bits in high resolution data words, as occurs with
bits 9 and 10. Bit 32 is used for parity.

RS-422 control bus

The RS-422 buses are made of sets of two shielded twisted wires. The controllers in the
other avionics systems the RS-422 buses to transmit data. These controllers include the
guidance panel, display controller and the WX control bus (the MAUs supply this bus). The
data transmitted on an RS-422 data bus are for control of the flight director. The display
controller transmits RS-422 data for the manipulation of the display data on the PFD and
MFD. Also the Engine Electronic Controllers (EEC’s) are connected by the RS-422 buses to
the MAU’s to supply engine parameter indication.

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CAN Data Buses

Data is transmitted between the actuator I/O with processor (AIOP) modules in the MAUs
and the linear actuators through the Control Area Network (CAN) bus. The CAN bus is the
interface between each MAU and the related triaxial set of series actuators. All data
transmitted to and from the MAU modules is put on the ASCB-D by the NIC/PROC so the
data can be available to other aircraft systems.

The Control Area Network (CAN) bus is based on the CAN industry standard and uses
controller integrated circuits that operate at 500 kHz. The CAN bus is bidirectional and uses
the same wire and harness construction as the ASCB-D.

CAN BUS STRUCTURE

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Weather Radar Picture Data (WXPD) Buses

Video data from the weather radar (WXR) system is transmitted on the weather radar picture
data (WXPD) bus. The WXR system has two unidirectional buses, which are called the left
WXPD and the right WXPD. Each bus connects to the DU-1080 display unit in the electronic
display system (EDS). The WXPD transmits weather radar picture data as serial Manchester
II encoded data at rate of 1 MHz. Data transmissions occur 8.33 ±0.50 ms apart

Digital Audio Data Buses

Radio audio signals are transmitted from the MRC through the digital audio buses to the
audio panels. Each MRC has one bus output while each audio panel has two bus inputs, one
for each MRC. Each digital audio bus is a high-speed, unidirectional serial bus that
multiplexes multiple audio channels to a single shielded-twisted wire pair. Audio signals are
digitized in the MRCs for all internal radios, as well as any external radios, and changed back
to analog in the audio panels. The NIM in each MRC controls the transfer of data on the
digital audio bus for that MRC.

Digital Microphone Bus

There are two digital microphone buses in the system to transmit audio signals from an audio
panel to the MRCs and other audio panels. Each digital microphone bus is a high-speed,
bidirectional serial bus that multiplexes multiple microphone channels to a single shielded-
twisted wire pair. Microphone channels are supplied for one pilot microphone (MIC) (mask
or boom) and two maintenance MICs for each audio panel, up to a maximum of eight panels.
The microphone signals are digitized in audio panels and changed back to analog signals by
the audio panels for the interphones and MRCs for radio transmissions. The MRCs supply
external analog MIC outputs for any external radios.
The audio panels control the transfer of data on the digital microphone buses.

Radio Control Buses - RCB

The RCB connects the NIM in the MRCs to the MRC internal modules. Each module
communicates over separate serial receive (RX) and transmit (TX) RCB data buses to and
from the NIM. The RCB also connects an optional microwave landing system receiver, in
some aircraft, to the NIM. Each RCB bus is carried on two shielded-twisted wire pairs, one
for receive and one for transmit, for each radio module interface.

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DIGITAL AUDIO AND MICROPHONE DATA BUSES

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VARIOUS PRIMUS EPIC COMPONENTS

AHRS and Compass Control Panel – 2 off

Multifunction Control and Display Unit (MCDU - 2 off)

Audio Control Panel (2 off

Cursor Control Device (CCD 2 off)

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Guidance Controller
(Flight Director Control panel)

AutoPilot Control Panel

Reversion Control Panel

WC-701 Beacon Controller WC-700 Weather Radar Controller

(701 Weather Radar System only) (701 Weather Radar System only)

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Display Controller (2 off)

Display Unit
(Identical for all four Display Units)

Electronic Standby Instrument System

Remote Instrument Controller (2 off) (Standby ADI – not Honeywell supplied)

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The pitch and roll linear actuators are located in the ceiling of the cockpit just aft of the pilot
seat. The yaw linear actuators are located in the tail of the aircraft. There are also trim
actuators that are located under the copilot floor. The flight control components include:
SM-7000 Pitch Smart Linear Actuator
SM-7000 Roll Smart Linear Actuator
SM-7000 Yaw Smart Linear Actuator.

Rotary Collective Trim Actuators (not supplied by Honeywell)

Rotary Yaw Trim Actuators (not supplied by Honeywell)
Rotary Pitch Trim Actuators (not supplied by Honeywell)
Rotary Roll Trim Actuators (not supplied by Honeywell)

AFCS ACTUATORS LOCATION

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The tail contains the following Honeywell supplied components:

FX-600 Flux Valves.

FLUXVALVE (MSU) LOCATION

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ANTENNAS INSTALLATION

The system also includes externally mounted components. The externally mounted
components are shown below. The Honeywell supplied antennas that are mounted externally
include:

AT-300 Radio Altimeter (RA) Antenna’s

AT-860 ADF Antenna
GPS Antenna

The Agusta supplied antennas that are mounted externally include:

VHF 1 and VHF 2

Glideslope (GS)
XPDR Top and XPDR Bottom
Marker Beacon (MB)
DME
VOR
TCAS

XPDR

VHF 3

Glide Slope
VHF 2

AB/AW139 ANTENNEA LOCATION

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TERMS DEFINITION

A alpha
ADA air data application
ADF autom atic direction finder
ADI attitude director indicator
ADLP airborne datalink processor
ADM air data module
ADS air data source
air data system
AEO all engines operating
AFC autom atic flight control
AFCS automatic flight control system
AFM airplane flight manual
AFMS airplane flight manual supplement
AGC autom atic gain control
AGL above ground level
AHRS attitude and heading reference system
AHRU attitude and heading reference unit
AIOP actuator input/output with processor
alpha alphabetical
ALT altitude
ALT SEL altitude select
ALTA altitude aquire
AM am plitude modulation
AMLCD active matrix liquid crystal display
amps am peres
ANSI American National Standards Institute
ANT antenna
AOA angle–of–attack
AP autopilot
API application s programming interface
APM aircraft personality module
APP approach
ARINC Aeronautical Radio Incorporated
ASCB avionics standard communications bus
ASCB–D avionics standard communication bus – version D
ASEL altitude preselect
ASL above sea level

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TERMS DEFINITION

ATC air traffic control

ATT attitude
AUX auxiliary
AWG aural warning generator
AZ azim uth
BARO barometric
BATT battery
BC back course
BFO beat frequency oscillator
BIT built– in test
BITE built– in test equipment
BKUP backup
BOD bottom of descent
BOSC bottom of step climb
BRG bearing
BRT/DIM bright/dim
BTO bus tie open
C center
centigrade
Celsius
CAB cabin
CALF control abstraction layer function
CAS crew alert system
CB circu it breaker
CCD cursor control device
ccw counterclockwise
CDI course deviation indicator
CFIT controlled flight into terrain
CHAN channel
CHK check
CHM chim e
CLR clear
CMC central maintenance computer
CMS configuration management system
CNTL, CNTRL control
COM, COMM communication
Config configuration

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TERMS DEFINITION

ETA estimated time of arrival

ETE estimated time en route
ETL effective translational lift
EXT PWR external power
FC fault code
FD flight director
FGS flight guidance system
FHDB fault history database
FLT ID flight identification
FMS flight management system
FOG fiber optic rate gyro
FOM figure of merit
FP, FPLN flight plan
FPGA field–programmable gate array
FPL flight planning
fpm feet per minute
FPV flight path vector
FREQ frequency
FSBY forced standby
ft feet
FTR force trim release
G/S, GS glideslope
GA go–around
GC guidance controller
GCR ground clutter reduction
GCU generator control unit
GEN generator
GGF graphics generation function
GMAP ground mapping
GND PROX ground proximity
GPS global positioning system
GPWS round proximity warning system
Hbc baro corrected altitude
HDG heading
HDPH headphone
HF high frequency

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TERMS DEFINITION

HF COMM high frequency communications

HFOM horizontal figure of merit
HGL Honeywell graphics language
HH:MM:SS hour:minute:second
HI high
HIL horizon tal integrity limit
HOLDA hold acknowledge
HOV hover
Hp pressure altitude
hPa hectopas cals
HR altitude rate
HSI horizontal situation indicator
HVPS high voltage power supply
HYD hydraulic
Hz Hertz
I inner
I/O input/output
IBIT initiated built–in test
ICS inte rcom system
ID, IDENT identification
Idents identifiers
IFR instrum ent flight rules
IGB intermediate gear box
IHBT inhibited
ILS instrument landing system
in–Hg inches of mercury
INPH interphone
Int inte rrupt
IOP inoperative
IRS inertial reference system
ITT inte rnal turbine temperature
ITU International Telecommunication Union
KG kilogram s
kg kilogram s
kHz kilohertz
KIAS knots indicated airspeed

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TERMS DEFINITION

kt, kts knots

L left
LAAD low altitude awareness display
LAN local area network
lb, LB pound(s)
LCD liquid crystal display
LCF low cycle fatigue
LD lower sideband data
LNAV lateral navigation
LO low
LOC localize r
LRM line replaceable module
LRU line replaceable unit
LSK line select key
LSS lightning sensor system
LV lower sideband voice
LX lightning
M m iddle
MAG m agnetic
MAINT maintenance
MAN m anual
MAU modular avionics unit
Mc calib rated Mach
MCDU multifunction control display unit
MCP maximum continuous power
MDA m inimum descent altitude
MED m edium
MEM m emory
MFD multif unction displays
MGB m ain gear box
MHz m egahertz
Mi indicated Mach
MIN mi nimum
MKR BCN marker beacon
MKR SENS marker sensor
MMO maximum operating Mach
MON monitor

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MPEL maximum permissable exposure level

MRC modular radio cabinet
ms m illisecond
MSCP m iscompare
msec m illisecond
MSG m essage
MSL mean sea level
MSU magnetic sensor unit
MTC m inimum terrain clearance
MWF monitor warning function
N north
numeric
NAV navigation
NAVAID navigation aid
NAVSTAR navigation system with time and ranging
NEG negative
NF power turbine speed
NG com pressor speed
NIC network interface controllers
NIC/PROC network interface controller with processor
NIM network interface module
NM nautic al mile(s)
No. num ber
NORM normal
NR m ain rotor speed
NWS National Weather Service
O outer
OAT outside air temperature
OEI one engine inoperative
OEI TNG one engine inoperative – training
OP operational
OSC oscillato r
PA public address
PAST pilot– activated self–test
PERF perform ance
PFD prim ary flight display

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PFN pulse forming network

PI power index
PLI pitch limit indicators
PMAT portable maintenance access terminal
POC power on count
POST power–on self–test
PREV previous
PROG progress
PRV preview
Ps static pressure
psi pounds per square inch
Pt tota l pressure
PTT push–to–talk
Pwr power
Qc im pact pressure
Qd dynam ic pressure
QFE Queens Field Elevation
R right
RA, RAD radio
RAIM receiver autonomous integrity monitor
RAM random –access memory
RCT rain compensation technique
RCVR receiver
RD reduced carrier
REACT rain echo attenuation compensation technique
REF reference
REG register
RFCF runway field clearance floor
RHT radar altitude hold
RIC remote instrument controller
RICP remote instrument control panel
RMI radio magnetic indicator
RNG range
RNP required navigation performance
rpm revolution per minute
RTA rece iver/transmitter/antenna

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RX receiver
S south
SAR search and rescue
SAS stability augmentation system
SAT static air temperature
SATCOM satellite communications
SBY, STBY standby
SCI serial control interface
SECT sector
SELCAL select calling
SLV slave
SMP Sim plex
SOV shut off valve
SP space
SPEX spares exchange
SPLT split
SQ squelch
SQH squelch high
SQL squelch low
SSEC static source error correction
STAB, STB stabilizer
STC sensitivity time control
SYNC synchronize
Sys system
TA terrain look–ahead alert
TACAN tactical air navigation
TAD terrain alerting and display
TAS t rue airspeed
TAT tota l air temperature
TAWS terrain alert warning system
TCAS traffic alert and collision avoidance system
TCF terrain clearance floor
Temp t emperature
TGB tail gear box
TGT turbin e gas temperature
TOC top of climb
TOD top of descent

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TQ torque
tritach trip le tachometer
TRU transf ormer rectifier unit
TST test
TTFF tim e–to–first–fix
TTS tim e to station
TX transm itter
UCPL uncoupled
UD upper sideband data
UNCAL uncalibration
UTIL SOV utility shut off valve
UV upper sideband voice
V dc, VDC volts direct current
VAR variable
Vc calib rated airspeed
VCE voice
VDI vertical deviation indicator
VDR VHF data radio
VFOM vertical figure of merit
VFR visual flight rules
VG vertical gyro
VHF very high frequency
Vi indicated airspeed
VIDL VHF omni directional radio and instrument landing system
VIL vertical integrity limit
VIP video integrated processor
VMS vehicle monitoring system
VNAV vertical navigation
VNAV APP vertical navigation mode approach
VNAV DEV vertical navigation mode deviation
VNE never exceed speed
VOL volum e
VOR very high frequency omni–directional radio range
VOR/LOC VHF omni–range/localizer
VORTAC combined VOR and TACAN stations
VOX voice–activated squelch

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VP vertical path
VS vertical speed
VTA vertical track
W watt
west
WINDSHR windshear
WOW weight–on–wheels
WX weather
WXR weather radar
XMIT transm it
transmitter
XMIT INH inhibit transmissions
XMITTER, XMTR transmitter
XPDR transponder
XREF cross reference

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