System Specification

for the
CL-605 RETROFIT Integrated Avionics System

Document Number 815-7893-100

Revision -
CAGE Code 0EFD0

Rockwell Collins

NOTICE: The contents of this document are proprietary to Rockwell Collins and shall not be disclosed,
disseminated, copied, or used except for purposes expressly authorized in writing by Rockwell Collins.

The technical data in this document (or file) is controlled for export under the Export Administration
Regulations (EAR), 15 CFR Parts 730-774. Violations of these export laws may be subject to fines and
penalties under the Export Administration Act.

© 2005, 2009, 2010, 2012, 2013, 2014 Rockwell Collins. All rights reserved.

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NAME TITLE APPROVAL

Prepared By: Sherell C. Teah Preparer N/A

Approved By: Michael J. Myers Engineering On File

Approved By: John J. Deister DAC Engineer On File

Approved By: Daniel R. Nagawiecki System Safety On File

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Revision History
VER REV DESCRIPTION DATE APPROVED
-001 - Original Release 01/28/05 A.Kritzman
-001 A Updates for Version 2. SCR 262 10/14/05 A.L. Kritzman
Updates for Version 3.3. SCR 662 Peer Review
-001 B 02/20/09 D.E Abernathy
#18131

-001 C Updates for CL605 WAAS/LPV, SCR 715 02/11/10 M.A. Davis

-001A - Snapshot Release for Tech Insertion 02/02/12 L.S. Bern

-001B - Snapshot Release for clean pdm copy 02/06/2012 L.S. Bern
Snapshot release to reflect part number change
-100A - 10/30/2012 Claude Jibouleau
for customer release.
Version 0.5 through 1.4 release
CRs included:
-100 - PL2100023282, PL2100023492, PL2100028220, 12/04/2014 Michael J. Myers
PL2100028379, PL2100032376, PL2100033006,
PL2100033543, PL2100035803

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Review Record
VER REV DATE REVIEWERS CHANGE DESCRIPTION
Mark Davis, Christy Coleman,
Candi Engel, Terri Engels, Chris
-001 - 01/25/05 Lorensen, Jay Gillund, John Internal Review
Kelchen Jr., Tim Countryman,
Alan Kritzman, Keith Miller

Mark Davis, Candi Engel, Terri

Engels, Mike Bauer, Tim
-001 A 10/14/05
Countryman, Alan Kritzman, Keith
Miller

Dale Abernathy, Isaack Diarra,

-001 C 02/11/10
Shayani Ghose

Barbara A. Pederson, Alan R.

-100A - 02/12/12 Bechtold, Dale E. Abernathy,
Thomas J. Metheny

See PREP – CL605-105

08/29/13
See PREP – CL605-133
-100 - 03/07/14 Internal Review
See PREP – CL605-165
09/08/14
See PREP – CL605-180

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Table of Contents
1. Scope ................................................................................................................................. 13
2. Applicable Documents ...................................................................................................... 14
2.1 Regulations ...................................................................................................................... 14
2.1.1 Federal Regulations .......................................................................................................... 14
2.1.2 International Regulations .................................................................................................. 15
2.2 Reference Documentation ............................................................................................. 16
2.2.1 Project Documentation ...................................................................................................... 16
2.2.2 Policies and Procedures ................................................................................................... 17
2.2.3 Customer Documents ....................................................................................................... 18
2.3 Definitions ........................................................................................................................ 18
3. Avionics System Description ........................................................................................... 19
3.1 System Overview ............................................................................................................ 19
3.2 Architecture ..................................................................................................................... 23
3.2.1 Safety Objectives .............................................................................................................. 25
3.2.2 HIRF and Lightning ........................................................................................................... 25
3.2.2.1 HIRF Special Conditions ................................................................................................... 25
3.2.2.2 Lightning Protection .......................................................................................................... 25
3.2.2.3 Compliance Demonstration ............................................................................................... 25
3.3 Cockpit Controls ............................................................................................................. 25
3.4 Equipment List ................................................................................................................ 27
3.4.1 System Equipment ............................................................................................................ 27
3.4.2 Optional Equipment........................................................................................................... 29
3.4.2.1 Rockwell Collins Equipment .............................................................................................. 29
3.4.2.3 Non-Rockwell Collins Avionics Equipment ....................................................................... 32
3.4.2.3.1 Lightning Detection System (Optional) ............................................................................................ 32
3.4.2.3.2 EGPWS ........................................................................................................................................... 32
3.4.2.3.3 Honeywell IRS (Inertial Reference Unit (Laseref V)) ....................................................................... 32
3.4.2.3.4 Standby Instrument ......................................................................................................................... 33
3.4.2.3.5 Flight Data Recorder ....................................................................................................................... 33
3.4.2.3.6 Cockpit Voice Recorder ................................................................................................................... 33
3.4.2.3.7 ELT .................................................................................................................................................. 33
3.4.2.3.8 SELCAL ........................................................................................................................................... 33

4. Subsystem Descriptions................................................................................................... 34

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4.1 Air Data System ............................................................................................................... 34
4.1.1 Operational Requirements ................................................................................................ 34
4.1.2 Description of Control Operation ....................................................................................... 35
4.1.3 Unique Modes ................................................................................................................... 35
4.1.3.1 RVSM ................................................................................................................................ 35
4.1.4 Functional Options ............................................................................................................ 35
4.1.5 Performance Requirements .............................................................................................. 35
4.2 Automatic Flight Control System (AFCS) ..................................................................... 37
4.2.1 Operational Requirements ................................................................................................ 37
4.2.2 Dual AFCS ........................................................................................................................ 38
4.2.2.1 Cockpit Switches ............................................................................................................... 38
4.2.2.2 Dual Autopilot .................................................................................................................... 38
4.2.2.2.1 Autopilot Control .............................................................................................................................. 38
4.2.2.3 Yaw Damper ..................................................................................................................... 38
4.2.2.3.1 Yaw Damper Control ....................................................................................................................... 38
4.2.2.4 Pitch Trim .......................................................................................................................... 39
4.2.2.4.1 Automatic Trim Control .................................................................................................................... 39
4.2.2.5 Flight Guidance ................................................................................................................. 39
4.2.2.6 Description of Control Operation ....................................................................................... 39

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4.2.3 FCS Modes ....................................................................................................................... 40

4.2.3.1 Flight Guidance Mode Selection ....................................................................................... 40
4.2.3.2 Lateral Modes ................................................................................................................... 40
4.2.3.2.1 Roll Hold Mode (Basic Roll) ............................................................................................................. 41
4.2.3.2.2 Lateral Takeoff Mode ....................................................................................................................... 41
4.2.3.2.3 Navigation Mode (NAV) ................................................................................................................... 41
4.2.3.2.4 Back Course Mode (B/C) ................................................................................................................. 41
4.2.3.2.5 Go Around Mode (Lateral) ............................................................................................................... 42
4.2.3.2.6 Half Bank ......................................................................................................................................... 42
4.2.3.2.7 Vertical Modes ................................................................................................................................. 42
4.2.3.2.8 Pitch Mode (Basic Pitch) ................................................................................................................. 43
4.2.3.2.9 Vertical Take Off Mode .................................................................................................................... 43
4.2.3.2.10 Altitude Select Mode ........................................................................................................................ 43
4.2.3.2.11 Altitude Hold Mode (ALT) ................................................................................................................ 43
4.2.3.2.12 Vertical Speed Mode (VS) ............................................................................................................... 43
4.2.3.2.13 Flight Level Change Mode (FLC)..................................................................................................... 43
4.2.3.2.14 Glideslope Mode (GS) ..................................................................................................................... 43
4.2.3.2.15 Vertical Navigation (VNAV).............................................................................................................. 44
4.2.3.2.16 Path Mode (PATH) .......................................................................................................................... 44
4.2.3.2.17 Glidepath Mode (GP) ....................................................................................................................... 44
4.2.3.2.18 Go Around Mode (Vertical) .............................................................................................................. 44
4.2.4 Functional Options ............................................................................................................ 44
4.2.5 Performance Requirements .............................................................................................. 44
4.2.5.1 Response to Failures ........................................................................................................ 44
4.2.5.1.1 Autopilot .......................................................................................................................................... 45
4.2.5.1.2 Yaw Damper .................................................................................................................................... 45
4.2.5.1.3 Automatic Pitch Trim ....................................................................................................................... 45
4.2.6 AFCS Interfacing ............................................................................................................... 45
4.3 Electronic Flight Instrument System (EFIS) ................................................................. 45
4.3.1 Operational Requirements ................................................................................................ 45
4.3.1.1 Display Parameters ........................................................................................................... 46
4.3.1.2 Unique Functions .............................................................................................................. 49
4.3.2 I/O...................................................................................................................................... 49
4.3.2.1 Adaptive Flight Display ..................................................................................................... 49
4.3.2.2 Display Control Panel........................................................................................................ 50
4.3.3 Control Operation .............................................................................................................. 53
4.3.3.1 AFD ................................................................................................................................... 53
4.3.4 EFIS Functional Options ................................................................................................... 63
4.3.4.1 3D FMS Maps ................................................................................................................... 63

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4.3.4.2 IFIS .................................................................................................................................... 63
4.3.4.3 Synthetic Vision Image ..................................................................................................... 63
4.3.5 Unique Modes ................................................................................................................... 63
4.3.6 Reversion Control ............................................................................................................. 63
4.3.6.1 Reversion Switch Panel .................................................................................................... 63
4.3.7 Performance...................................................................................................................... 63
4.4 Integrated Flight Information System (IFIS) ................................................................. 63
4.4.1 Operational Requirement .................................................................................................. 64
4.4.1.1 Adaptive Flight Display –Ethernet (AFD-5220E) .............................................................. 64
4.4.1.2 File Server Unit ................................................................................................................. 64
4.4.1.3 Database Unit (DBU) ........................................................................................................ 64
4.4.1.4 Electronic Charts Function (Baseline Option) ................................................................... 65
4.4.2 Description of Control Operation ....................................................................................... 65
4.4.3 Revisionary Control ........................................................................................................... 66
4.4.4 Functional Options ............................................................................................................ 66
4.4.4.1 Graphical Weather (Option) .............................................................................................. 66
4.4.4.2 United States, Canada and Puerto Rico XM Graphical Weather (Option) ....................... 66
4.4.4.3 Worldwide Graphical Weather (Option) ............................................................................ 67
4.4.4.4 Enhanced Map Overlays (Option) ..................................................................................... 67

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4.5 Synthetic Vision System (SVS) (Option) ...................................................................... 71

4.5.1 Operational Requirements ................................................................................................ 71
4.5.1.1 Description of Control Operation ....................................................................................... 71
4.5.1.2 Reversionary Control ........................................................................................................ 71
4.5.1.3 Functional Options ............................................................................................................ 71
4.6 Engine Indication/Crew Alerting System (EICAS) ....................................................... 71
4.6.1 Data Concentration System .............................................................................................. 74
4.6.1.1 Description of Control and Operation................................................................................ 74
4.6.1.2 DCU Input/Output Requirements ...................................................................................... 75
4.6.1.2.1 ARINC 429 Signal Processing ......................................................................................................... 75
4.6.1.2.2 Analog Signal Processing ................................................................................................................ 76
4.6.1.3 Unique Modes ................................................................................................................... 77
4.6.1.3.1 Crew Alerting ................................................................................................................................... 77
4.6.1.3.2 Aural Alerts ...................................................................................................................................... 78
4.6.1.3.3 Date/Time Operation ....................................................................................................................... 80
4.6.1.3.4 DCU/MDC Interface......................................................................................................................... 80
4.6.1.3.5 Automatic Performance Reserve ..................................................................................................... 82
4.6.1.3.6 Variable ITT ..................................................................................................................................... 82
4.6.1.3.7 Normalized AOA and Body AOA ..................................................................................................... 82
4.6.1.3.8 Input averaging ................................................................................................................................ 82
4.6.1.3.9 CVR Synchronization ...................................................................................................................... 82
4.6.1.3.10 EGPWS ........................................................................................................................................... 82
4.6.1.4 Functional Options ............................................................................................................ 82
4.6.1.5 Performance...................................................................................................................... 83
4.6.2 Data Displayed .................................................................................................................. 83
4.6.2.1 Data Display Control ......................................................................................................... 83
4.6.2.2 Engine and Aircraft Systems ............................................................................................. 83
4.6.2.2.1 List of Parameters ........................................................................................................................... 83
4.6.2.2.2 Compressed PFD EICAS Window................................................................................................... 84
4.6.2.2.3 Synoptic pages available in lower MFD window .............................................................................. 84
4.6.2.2.4 Crew Alerts ...................................................................................................................................... 88
4.6.2.2.5 Maintenance - Exceedances and Diagnostics ................................................................................. 88
4.6.3 EICAS Functional Options ................................................................................................ 88
4.6.4 Unique Modes ................................................................................................................... 88
4.6.5 Reversion Controls............................................................................................................ 88
4.6.6 Performance...................................................................................................................... 88
4.7 Integrated Avionics Processor System ........................................................................ 88
4.7.1 Operational Requirements ................................................................................................ 89
4.7.1.1 Input Port Allocation .......................................................................................................... 89

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4.7.1.2 Listed below is the output port allocation. ......................................................................... 91
4.7.2 Description of Control Operation ....................................................................................... 91
4.7.3 Unique Modes ................................................................................................................... 91
4.7.4 Functional Options ............................................................................................................ 91
4.7.5 Performance Requirements .............................................................................................. 91
4.8 Turbulence Weather Radar (TWR)................................................................................. 92
4.8.1 Operational Requirements ................................................................................................ 92
4.8.2 Description of Control Operation ....................................................................................... 92
4.8.3 Functional Options ............................................................................................................ 92
4.8.4 Performance Requirements .............................................................................................. 92
TM
4.9 Multiscan Weather Radar (WXR) (Optional) ............................................................. 93
4.9.1 Operational Requirements ................................................................................................ 93
4.9.2 Description of Control Operation ....................................................................................... 94
4.9.3 Functional Options. ........................................................................................................... 94
4.9.4 Performance Requirements .............................................................................................. 94
4.10 Lightning Detection System (LDS) (Optional) .............................................................. 94
4.10.1 Operational Requirements ................................................................................................ 95
4.10.1.1 Description of Control Operation ....................................................................................... 95
4.10.1.2 Functional Options ............................................................................................................ 95

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4.11 Radio System .................................................................................................................. 95

4.11.1 Operational Requirements ................................................................................................ 95
4.11.2 Description of Control Operation ....................................................................................... 95
4.11.3 Radio Tuning Operation .................................................................................................... 95
4.11.3.1 Description of the Control Operation ................................................................................. 97
4.11.3.2 CDU Radio Tuning ............................................................................................................ 97
4.11.3.3 Reversionary Control ........................................................................................................ 97
4.11.3.4 Functional Options ............................................................................................................ 97
4.11.4 VHF Comm (VHF) ............................................................................................................. 97
4.11.4.1 Operational Requirements ................................................................................................ 97
4.11.4.2 Description of Control Operation ....................................................................................... 98
4.11.4.3 Reversionary Control ........................................................................................................ 98
4.11.4.4 Functional Options ............................................................................................................ 98
4.11.5 ILS/VOR/MKR/ADF (NAV) ................................................................................................ 98
4.11.5.1 Operational Requirements ................................................................................................ 98
4.11.5.2 Description of the Control Operation ................................................................................. 99
4.11.5.3 Reversionary Control ........................................................................................................ 99
4.11.5.4 Functional Options ............................................................................................................ 99
4.11.6 Automatic Direction Finder (ADF) ..................................................................................... 99
4.11.6.1 Operational Requirements ................................................................................................ 99
4.11.6.2 Description of Control Operation ....................................................................................... 99
4.11.6.3 Reversionary Control ........................................................................................................ 99
4.11.6.4 Functional Options ............................................................................................................ 99
4.11.7 Distance Measuring Equipment System (DME) ............................................................... 99
4.11.7.1 Operational Requirements ................................................................................................ 99
4.11.7.2 Description of Control Operation ..................................................................................... 100
4.11.7.3 Reversionary Control ...................................................................................................... 100
4.11.7.4 Functional Options .......................................................................................................... 100
4.11.8 Global Navigation Satellite System (GNSS) ................................................................... 100
4.11.8.1 Operational Requirements .............................................................................................. 100
4.11.8.2 Description of Control Operation ..................................................................................... 100
4.11.8.3 Reversionary Control ...................................................................................................... 100
4.11.8.4 Functional Options .......................................................................................................... 101
4.11.9 High Frequency Communications System (HF) ............................................................. 101
4.11.9.1 Operational Requirements .............................................................................................. 101
4.11.9.2 Description of Control Operation ..................................................................................... 101
4.11.9.3 Reversionary Control ...................................................................................................... 101

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4.11.9.4 Functional Options .......................................................................................................... 101
4.11.10 Aero-I Satellite Communications System (SATCOM) (Optional) .................................... 101
4.11.10.1 Operational Requirements .............................................................................................. 102
4.11.10.2 Description of Control Operation ..................................................................................... 102
4.11.10.3 Reversionary Control ...................................................................................................... 102
4.11.10.4 Functional Options .......................................................................................................... 102
4.11.11 Radio Altimeter................................................................................................................ 102
4.11.11.1 Operational Requirements .............................................................................................. 102
4.11.11.2 Description of Control Operation ..................................................................................... 103
4.11.11.3 Reversionary Control ...................................................................................................... 103
4.11.11.4 Functional Options .......................................................................................................... 103
4.11.12 Transponder (TDR) ......................................................................................................... 103
4.11.12.1 Operational Requirements .............................................................................................. 103
4.11.12.2 Description of Control Operation ..................................................................................... 104
4.11.12.3 Reversionary Control ...................................................................................................... 104
4.11.12.4 Functional Options .......................................................................................................... 104
4.12 Traffic Collision and Avoidance System (TCAS) ....................................................... 104
4.12.1 Operational Requirements .............................................................................................. 104
4.12.2 Description of Control Operation ..................................................................................... 105

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4.12.3 Reversionary Control ...................................................................................................... 105

4.12.4 Functional Options .......................................................................................................... 105
4.13 Datalink Options ............................................................................................................ 105
4.13.1 CMU Interface Requirements ......................................................................................... 106
4.13.2 Functional Options .......................................................................................................... 106
4.13.2.1 Business Jet AOC Datalink ............................................................................................. 106
4.13.2.1.1 Operational Requirements ............................................................................................................. 106
4.13.2.1.2 Description of Control Operation ................................................................................................... 106
4.13.2.1.3 Reversionary Control ..................................................................................................................... 106
4.13.2.2 Worldwide Weather ......................................................................................................... 106
4.13.2.2.1 Operational Requirements ............................................................................................................. 106
4.13.2.2.2 Description of Control Operation ................................................................................................... 107
4.13.2.2.3 Reversionary Control ..................................................................................................................... 107
4.13.2.3 Datalink with Link 2000+ ................................................................................................. 109
4.13.2.3.1 Operational Requirements ............................................................................................................. 109
4.13.2.3.2 Description of Control Operation ................................................................................................... 109
4.13.2.3.3 Reversionary Control ..................................................................................................................... 110
4.13.2.3.4 Functional Options ......................................................................................................................... 110
4.13.2.4 FANS 1/A CPDLC and ADS-C (Optional) ...................................................................... 110
4.13.2.4.1 Operational Requirements ............................................................................................................. 110
4.13.2.4.2 Description of Control Operation ................................................................................................... 110
4.13.2.4.3 Reversionary Control ..................................................................................................................... 110
4.13.2.4.4 Functional Options ......................................................................................................................... 110
4.14 Audio Control Panel...................................................................................................... 111
4.14.1 Description of Control Operation ..................................................................................... 111
4.14.1.1 Volume Controls .............................................................................................................. 111
4.14.1.2 Mic Selector .................................................................................................................... 111
4.14.1.3 Microphones .................................................................................................................... 111
4.14.1.4 Interphone Mode ............................................................................................................. 111
4.14.1.5 R/T / I/C PTT ................................................................................................................... 112
4.14.1.6 VOICE/BOTH Select ....................................................................................................... 112
4.14.1.7 BOOM/MASK Select ....................................................................................................... 112
4.14.1.8 EMER/NORM Select ....................................................................................................... 113
4.14.1.9 FDR Output ..................................................................................................................... 113
4.14.1.10 PA System ...................................................................................................................... 113
4.14.2 Unique Modes ................................................................................................................. 113
4.14.2.1 Aural Warnings ................................................................................................................ 113
4.14.2.2 Cockpit Voice Recorder .................................................................................................. 113

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4.14.3 Reversionary Control ...................................................................................................... 113
4.14.4 Functional Options .......................................................................................................... 113
4.15 Flight Management System Tech Insertion (FMS -TI) (Option) ................................ 114
4.15.1 Operational Requirements .............................................................................................. 114
4.15.1.1 Flight Plan Management ................................................................................................. 116
4.15.1.2 FMS Flight Plan Procedures ........................................................................................... 118
4.15.1.3 Automatic Transitions to ILS and Localizer-based Approaches ..................................... 118
4.15.1.4 Lateral Navigation ........................................................................................................... 118
4.15.1.5 Vertical “3D” Navigation .................................................................................................. 118
4.15.1.6 Required Navigation Performance (RNP) ....................................................................... 119
4.15.1.7 FMS Position Estimation ................................................................................................. 119
4.15.1.8 Satellite Based Augmentation Systems (SBAS) Including LPV Approach ..................... 119
4.15.1.9 Multi-Sensor Navigation without GNSS .......................................................................... 120
4.15.1.10 Performance Management ............................................................................................. 120
4.15.1.11 Worldwide Navigation Data Base ................................................................................... 122
4.15.1.12 Maps and Text Data Displays ......................................................................................... 122
4.15.1.13 Description of Control Operation ..................................................................................... 123
4.15.1.14 Reversionary Control ...................................................................................................... 123
4.15.1.15 Functional Options .......................................................................................................... 123

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4.15.1.15.1 Required Navigation Performance – Authorization Required (RNP AR) ....................................... 123
4.16 Control Display Unit (CDU 6200) ................................................................................. 124
4.16.1 Operational Requirements .............................................................................................. 129
4.16.1.1 Initialization ..................................................................................................................... 129
4.16.2 Description of Control and operation .............................................................................. 130
4.16.3 Functional Options .......................................................................................................... 130
4.16.4 Reversionary control ....................................................................................................... 130
4.17 Maintenance Diagnostics System ............................................................................... 130
4.17.1 Operational Requirements .............................................................................................. 130
4.17.1.1 Current Faults ................................................................................................................. 131
4.17.1.4 LRU Test ......................................................................................................................... 131
4.17.1.5 LRU Rigging .................................................................................................................... 132
4.17.1.6 System Parameters......................................................................................................... 132
4.17.1.8 LRU Index/Operations .................................................................................................... 132
4.17.1.8.1 LRU Operations ............................................................................................................................. 132
4.17.1.9 MDC Setup ...................................................................................................................... 132
4.17.1.10 Configuration Data .......................................................................................................... 133
4.17.1.11 Report Download ............................................................................................................ 133
4.17.1.12 Pilot Data Download To Disk .......................................................................................... 133
4.17.2 Description of Control Operation ..................................................................................... 133
4.17.3 Unique operational modes .............................................................................................. 133
4.17.3.1 Advanced Diagnostics .................................................................................................... 133
4.17.3.2 Data Reader .................................................................................................................... 134
4.17.3.3 Table/File Uploads .......................................................................................................... 134
4.17.4 Functional Options .......................................................................................................... 134
4.17.5 Performance.................................................................................................................... 134
4.17.5.1 Throughput Timing and Margins ..................................................................................... 134
4.17.5.2 Memory Allocation and Margins ...................................................................................... 134
4.17.6 Storage Capability ........................................................................................................... 134
4.17.7 Checklist System (CLS) .................................................................................................. 135
4.17.7.1 Operational Requirements .............................................................................................. 135
4.17.7.2 Description of Control Operation ..................................................................................... 136
4.17.7.3 Reversionary Control ...................................................................................................... 136
4.17.7.4 Functional Options .......................................................................................................... 136
4.18 Heads Up Guidance System (HGS) (Option -STC) .................................................... 136
4.18.1 Heads Up Guidance System (HGS) Overview ............................................................... 136
4.18.2 HGS Operational Description .......................................................................................... 136

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4.19 Forward Vision Systems .............................................................................................. 137
4.19.1 Enhanced Vision System (EVS) (Option) ....................................................................... 137
4.19.1.1 Operational Requirements .............................................................................................. 137
4.19.1.2 Description of Control Operation ..................................................................................... 137
5. Physical Requirements ................................................................................................... 138
5.1 Environmental Requirements ...................................................................................... 138
5.2 Cockpit Panel Requirements ....................................................................................... 142
5.2.1 Styling/Color .................................................................................................................... 142
5.2.1.1 Color Scheme: ................................................................................................................ 142
5.2.1.2 Styling ............................................................................................................................. 142
5.2.2 Lighting Requirements .................................................................................................... 142
5.2.2.1 Panel Luminance and Dimming ...................................................................................... 142
6. Installation Requirements............................................................................................... 143
6.1 Cooling Requirements .................................................................................................. 143
6.1.1 Method of Cooling ........................................................................................................... 143
6.1.2 Maximum Temperatures ................................................................................................. 143
6.1.3 Minimum Temperatures .................................................................................................. 143
6.1.4 Cooling Airflow Requirements ......................................................................................... 144

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6.1.5 Direction of Required Air Flow ........................................................................................ 144

6.1.6 Reliability Basis ............................................................................................................... 144
6.1.7 Overheat Protection ........................................................................................................ 144
6.2 Location in Aircraft ....................................................................................................... 145
6.3 Installation Control Drawing List ................................................................................. 147
7. Test Requirements .......................................................................................................... 150
7.1 Self-Test ......................................................................................................................... 150
7.2 Pilot Test ........................................................................................................................ 150
8. Interface Requirements .................................................................................................. 151
8.1 Electrical Interfaces ...................................................................................................... 151
8.1.1 FDR Interface .................................................................................................................. 151
8.1.2 SATCOM ......................................................................................................................... 151
8.1.3 TAWS Interface ............................................................................................................... 151
8.1.4 Lightning Detection System Interface (option) ................................................................ 151
8.1.5 Emergency Locator Transmitter (ELT)............................................................................ 151
8.1.6 Cockpit Voice Recorder .................................................................................................. 151
8.1.7 Integrated Standby Indicator (ISI) ................................................................................... 151
8.1.8 Electric Pitch Trim ........................................................................................................... 151
8.1.9 Cabin Electronic System ................................................................................................. 151
8.1.10 Weight on Wheels ........................................................................................................... 152
8.1.11 Reversion Switches......................................................................................................... 152
8.1.12 Airframe Power Requirements ........................................................................................ 152
8.1.13 Power Interruption ........................................................................................................... 152
8.1.13.1 Stand-by Power ............................................................................................................... 153
8.1.14 Installation ....................................................................................................................... 153
8.1.14.1 Cockpit Inputs ................................................................................................................. 153
8.1.14.2 Software Upload Capability ............................................................................................. 154
9. Growth Requirements ..................................................................................................... 157
9.1 Additional Equipment ................................................................................................... 157
10. Maintainability ................................................................................................................. 158
10.1 Characteristics .............................................................................................................. 158
10.2 Engineering Maintainability ......................................................................................... 158
10.3 Product Maintainability ................................................................................................ 158
11. Verification ...................................................................................................................... 159

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11.1 Software Verification .................................................................................................... 159
11.2 Hardware Verification ................................................................................................... 159
11.2.1 Hardware Development Process .................................................................................... 159
11.2.2 Hardware Verification Testing ......................................................................................... 159
11.2.2.1 Safety Verification ........................................................................................................... 159
11.2.2.2 Design Verification Testing ............................................................................................. 159
11.2.2.3 Product Verification Testing ............................................................................................ 160
12. Certification ..................................................................................................................... 161
12.1 Safety Analysis.............................................................................................................. 161

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System Specification for the CL-605 RETROFIT Integrated Avionics System

List of Figures
Figure 3.1-1 Simplified System Block Diagram - Baseline Page 22
Figure 3.1-2 Detailed System Block Diagram Page 24
Figure 3.2-1 Flight Deck Arrangement Page 25
Figure 4.2-1 Flight Control Panel (FCP 4003) Page 40
Figure 4.3-1 Display Control Panel (Shown with PUSH AUTO TILT button) Page 56
Figure 4.3-2 Cursor Control Panel Baseline Page 59
Figure 4.3-3 PFD Format Page 60
Figure 4.3-4 MFD Format Page 61
Figure 4.3-5 PFD Reversion Display Format Page 62
Figure 4.4-1 Graphical Weather Format Page 69
Figure 4.4-2 Electronic Charts Format Page 70
Figure 4.6-1 EICAS Subsystem Block Diagram Page 73
Figure 4.6-2 FDR Interface via Optional FDCU Page 74
Figure 4.6-3 MFD EICAS Window Page 87
Figure 4.13-1 CDU-6200 Datalink Page Page 107
Figure 4.14-1 Audio Control Panel Page 111
Figure 4.16-1 CDU-6200 Tune Page Page 123
Figure 4.16-2 CDU-6200 FMS Page Page 124
Figure 4.16-3 CDU-6200 GPS Page Page 125
Figure 4.16-4 CDU-6200 Datalink Page Page 126
Figure 4.16-5 CDU-6200 SATCOM Page Page 127

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System Specification for the CL-605 RETROFIT Integrated Avionics System

List of Tables
Table 3.4-1 Baseline Equipment List Page 27
Table 3.4-2 Optional Equipment List Page 29
Table 3.4-3 Optional choices with OCM Configurations Page 32
Table 4.1-1 RVSM Budget Page 35
Table 4.1-2 ADC Output Parameters Page 36
Table 4.2-1 Flight Guidance Lateral Modes Page 40
Table 4.2-2 Flight Guidance Vertical Modes Page 42
Table 4.3-1 DCP Switches Page 51
Table 4.3-2 DCP Discrete Inputs Page 51
Table 4.3-3 CCP Switches Page 52
Table 4.3-4 CCP Discrete Inputs Page 53
Table 4.6-1 DCU I/O Requirements Page 75
Table 4.6-2 Discrete Inputs Page 76
Table 4.6-3 Discrete Outputs Page 77
Table 4.6-4 Master Date/Time table Page 80
Table 4.7-1 IOC Input Port Allocation Page 89
Table 4.7-2 IOC Output Port Allocation Page 91
Table 4.17-1 Data Storage Types And Quantities Page 132
Table 5.1-1 System Physical Requirements (Baseline and Options) Page 137
Table 5.2-1 Color Scheme Table Page 141
Table 5.2-2 Styling Matrix Page 141
Table 6.2-1 Equipment Locations (baseline and options) Page 144
Table 6.3-1 Installation Control Drawing List Page 146
Table 8.1-1 AFD design goal under various power conditions Page 151
Table 8.1-2 Cockpit Inputs Page 152
Table 8.1-3 Software Upload Capability Page 153
Table 8.1-4 Software Upload Capability Cont’d Page 154
Table 8.1-5 Database Upload Capability Page 155

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System Specification for the CL-605 RETROFIT Integrated Avionics System

1. Scope
This specification documents the technical requirements for the Rockwell Collins Pro Line
21TM integrated avionics system for a Retrofit program of the Bombardier CL605 (midsize
business jet. This specification refers to the aircraft as the CL-605 RETROFIT to
distinguish it from the production aircraft.
The CL605 retrofit references the current CL605 production aircraft as a baseline
equipment set. Refer to the Systems Specification, RCPN 815-793-001 for current CL605
information. In addition, it is assumed that the TCAS Version 7.1, the Link 2000+ and
FMS 4.1 LPV updates are accomplished via STC effort outside the scope of the CL 605
Retrofit program. The CORE avionics updates required to provision for new options
offered on the CL605 Retrofit are as follows:
 AFD (HW & SW Updates)
 IOT (Table Update)
 MDT (Table Update)
 FMC-6200 (HW and SW Updates)
 GPS-4000S (HW and SW Updates)
 FGC-4006
 DCU-4002
 CMU/ECU - If datalink already installed
The baseline requirement of installation of the above Provisional Equipment allows for
additional options to be available as the basis of the CL605 Retrofit aircraft:
 Synthetic Vision System (SVS)
 Multiscan Weather Radar
 Required Navigation Performance Authorization Required (RNP AR)

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 Future Air Navigation System (FANS)
 IFIS 7.0 XM Weather (Canada and Puerto Rico products)

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System Specification for the CL-605 RETROFIT Integrated Avionics System

2. Applicable Documents
2.1 Regulations

2.1.1 Federal Regulations

[1] 14 CFR FAR Part 21 - Certification Procedures for Products and Parts
[2] 14 CFR Part FAR Part 25 - Airworthiness Standards: Air Transport Category
Airplanes
[3] 14 CFR FAR Part 91 - General Operating and Flight Rules
[4] 14 CFR Part 121 Operating Requirements: Domestic, Flag, and Supplemental
Operations
[5] AC 91-16 Category II Operation – General Aviation Airplanes
[6] AC 20-129 Airworthiness Approval of Vertical Navigation (VNAV) Systems for
use in the U.S. National Airspace System (NAS) and Alaska
[7] AC 20-130A - Airworthiness Approval of Multi-Sensor Navigation Systems for use
in the U.S. National Airspace System (NAS) and Alaska.
[8] AC 20-151A - Airworthiness Approval of Traffic Alert and Collision Avoidance
Systems (TCAS II), Versions 7.0 & 7.1 and Associated Mode S Transponders
[9] AC 20-136 - Protection of Aircraft Electrical/Electronic Systems Against the
Indirect Effects of Lightning.
[10] AC 20-138B Airworthiness Approval of Global Navigation Satellite System
(GNSS) Equipment
[11] AC 20-153 Acceptance of Data Process and Associated Navigation Databases
[12] AC 25-1309 - Equipment, Systems, and Installation in Part 25 Airplanes
[13] AC 25-1309-1A - Equipment, Systems, and Installation in Part 25 Airplanes
[14] AC 25-11A - Installation of Electronic Display Instrument Systems in Part 25
Airplanes Electronic Flight Deck Displays
[15] AC 25-1329 - Automatic Pilot System Installation in Part 25 Airplanes.

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[16] AC 90-101 Approval Guidance for RNP Procedures with SAAAR
[17] AC 90-105 Approval Guidance for RNP Operations and Barometric Navigation in
the U.S National Airspace System
[18] AC 91-22A - Altitude Alerting Devices/Systems
[19] AC 90-97 Use of Barometric Vertical Navigation (VNAV) for Instrument Approach
Operations Using Decision Altitude
[20] AC 91-49 General Aviation Procedures for Flight in North Atlantic Minimum
Navigation Performance Specifications Airspace
[21] AC 90-96A Approval of US Operators and Aircraft to Operate Under Instrument
Flight Rules (IFR) in European Airspace Designated for Basic Area Navigation (B-
RNAV) and Precision Area Navigation (P-RNAV)
[22] AC 90-100A U.S Terminal and En Route Area Navigation (RNAV) Operations
[23] AC 120-29 29A- Criteria for Approving Category I and Category II Landing
Minima for FAR 121 Operators.

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System Specification for the CL-605 RETROFIT Integrated Avionics System

[24] AC 120-33 Operational Approval of Airborne Long-Range Navigation Systems for

Flight within the North Atlantic Minimum Navigation Performance Specification
Airspace
[25] AC 500-020 Flight Management System (FMS) Barometric Vertical Navigation
(VNAV) Temperature Compensation
[26] JTSO-2C115/ TSO-C115b Airborne Area Navigation Equipment Using Multi-
sensor Inputs
[27] TSO-C-129a Airborne Supplemental Navigation Equipment Using the Global
Positioning System (GPS)
[28] TSO-C146c Stand-alone Airborne Area Navigation Equipment Using the Global
Positioning System Augmented by the Satellite based Augmentation System
[29] TSO-C145a Airborne Navigation Sensors using the Global Positioning System
(GPS) Augmented by the Wide Area Augmentation System (WAAS)
[30] ARINC 404A - Air Transport Equipment Cases and Racking
[31] ARINC 408A - Air Transport Indicator Cases and Mounting
[32] ARINC 429-14 - Mark 33 Digital Information Transfer System (DITS)
[33] ARINC 739-1 - Multipurpose Control and Display Unit
[34] ARINC 600-7 - Air Transport Avionics Equipment Interfaces.
[35] AS8002 - Air Data Computer - Minimum Performance Standard
[36] ARINC 726-1 Fault Warning Computer System
[37] ARINC 714 Mark 3 Airborne SELCAL System
[38] ARINC 717 – Flight Data Recorder
[39] MIL-HDBK-217F, Notice 2, Reliability Prediction of Electronic Equipment

2.1.2 International Regulations

[40] AC 20-115A RTCA Document No. DO-178A, “Software Considerations in
Airborne Systems and Equipment Certification”

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[41] AC 20-115B RTCA Document No. DO-178B, “Software Considerations in
Airborne Systems and Equipment Certification”
[42] AC 20-152 RTCA Document No. DO-254, “Design Assurance Guidance for
Airborne Electronic Hardware”
[43] AC 21-16A RTCA Document No. DO-160A, “Environmental Conditions and Test
Procedures for Airborne Equipment”
[44] AC 21-16B RTCA Document No. DO-160B, “Environmental Conditions and Test
Procedures for Airborne Equipment”
[45] AC 21-16C RTCA Document No. DO-160C, “Environmental Conditions and Test
Procedures for Airborne Equipment”
[46] AC 21-16D RTCA Document No. DO-160D, “Environmental Conditions and Test
Procedures for Airborne Equipment”
[47] RTCA/DO-160E, “Environmental Conditions and Test Procedures for Airborne
Equipment”
[48] RTCA Document No. DO-187, “Airborne Area Navigation Equipment Using

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Multi-Sensor Inputs”
[49] AC 20-129 Vertical Navigation System (VNAV)
[50] AC 25-15 Approval of Flight Management Systems Transport Category Airplanes
[51] AC 91-22A Altitude Alerting Devices/Systems
[52] FED-STD-595A Colors
[53] JAR-25 Joint Airworthiness Regulations - Part 25
[54] JAR-AWO Joint Airworthiness Requirements, All weather operations.
[55] JAA NPA 25D-189, Alerting Systems
[56] SAE-AS 8034 Liquid Crystal Display Performance Requirements
[57] SAE ARP 4100 Flight Deck and Handling Qualities Standards for Transport
Aircraft
[58] SAE ARP Standard, AS-8002 Air Data Computer – Minimum Performance
Standards, October 30, 1981.
[59] SAE ARP 4761 Guidelines and Methods for Conducting the Safety Assessment
Process on Civil Airborne Systems and Equipment 1996-12
[60] AC 90-97 - Used Barometric Vertical Navigation (VNAV) for Instrument
Approach Operations using Decision Altitude
[61] DO-236A - Minimum Aviation System Performance Standards: Required
Navigation Performance for Area Navigation
[62] DO-254 – “Design Assurance Guidance for Airborne Electronic Hardware”
[63] DO-200A – “Standards for Processing Aeronautical Data”
[64] EUROCAE Document ED112 Minimum Operational Performance Specification
For Crash Protected Recorder Systems
[65] DO-181E - “Minimum Operational Performance Standards for Air Traffic Control
Radar Beacon System/Mode Select (ATCRBS/Mode S) Airborne Equipment”
[66] DO-260B with Corrigendum 1– “Minimum Operational Performance Standards for
1090 MHz Extended Squitter Automatic Dependent Surveillance – Broadcast

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(ADS-B) and Traffic Information Services (TIS-B)”
[67] ED-73E – “Minimum Operational Performance Specification for Secondary
Surveillance Radar Mode S Transponders”
2.2 Reference Documentation
2.2.1 Project Documentation
[68] Pro Line 21 Avionics System Parameter Dictionary, CANADAIR CL-605FF/R
Configuration, RCPN 096-4815-003 Rev -
[69] Interconnect Diagram Challenger CL-605 RETROFIT, RCPN 992-6066-001 Rev C
[70] Subsystem Specification for the ADC-850E Air Data System 826-9019-421 Rev A
[71] Subsystem Specification for the Canadair CL604 APS–4000 Flight Control
System, RCPN 829-6965-011 Rev -
[72] Equipment Specification for ICC-4007 822-0781-001, RCPN 829-8892-001 Rev -
[73] Flight Management System (FMS) Subsystem Requirements RCPN 815-7099-102
Rev -

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System Specification for the CL-605 RETROFIT Integrated Avionics System

[74] CDU-6200 Equipment Specification, RCPN 832-8460-001 Rev J

[75] Business and Regional Systems Requirements Document For the CCP-5060 Cursor
Control Panel, RCPN 815-8567-001 Rev A
[76] Business and Regional Systems Requirements Document For the DCP-5060
Display Control Panel, RCPN 815-8572-001 Rev B
[77] DCU-4002 Requirements Document, RCPN 829-6971-109 Rev -
[78] Flight Deck Operational Requirements for the CL-605 RETROFIT Integrated
Avionics System, RCPN 945-0950-002 Rev -
[79] Unigraphics Character Set - Futura Medium, RCPN 827-9600-002 Rev -
[80] Unigraphics Character Set - Futura Medium Condensed, RCPN 827-9600-005 Rev
-
[81] Business and Regional Systems Lighting and Dimming Control Guideline 829-
8407-109 Rev A
[82] System Specification Weather Radar RTA-800/84X/85X, RCPN 634-4494-001
Rev B
[83] System Specification Declaration of Design and Performance, Weather Radar
RTA-4114X, RCPN 523-0818-368
[84] Pro Line 21 CNS System Installation Manual, RCPN 523-0780702
[85] Collins Commercial Avionics ALT−4000, RCPN 822−0615−0XX and −2XX
Equipment Specification, RCPN 826-9646-001 Rev F
[86] Advanced Radio Products Equipment Specification for the CMU-40XX
RCPN 815-3982-001 Rev D
[87] CL-605FF Avionics Operators GuidePro Line 21 Avionics System with IFIS for the
Challenger 605, RCPN 523-0822376
[88] Reserved for: CL-605FF Avionics System Manual Bombardier Aerospace
Challenger 605 Avionics System with IFIS, RCPN 523-0807-949
[89] Pro Line 21 Synthetic Vision System (SVS) Product Line Requirements, RCPN
945-2319-002 Rev -

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[90] Continuum AFD-5220 Advanced Features User Interface Specification, RCPN 815-
6207-001 Rev A
[91] SAT 2200-2 System Requirements Document (SyRD), RCPN 945-1643-001 Rev -
2.2.2 Policies and Procedures
[92] Rockwell Collins Technical Consistent Process V3.2, RCPN 832-8716-009 Rev -
[93] Quality System Manual, RCPN 597-0594-001 Rev K
[94] Business and Regional Systems Special Environmental Test Requirements for
Airborne Products, RCPN 829-8407-108 Rev B
[95] Development Process Manual, 829-5487-002 Rev -
[96] CCA Hardware Development Process Manual, RCPN 829-6943-001 Rev –
[97] CS Reliability Assessment Process, RCPN 964-8342-810 Rev A

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System Specification for the CL-605 RETROFIT Integrated Avionics System

2.2.3 Customer Documents

[98] CL-605 Avionics System Technical Requirement Document, TRD-604DX-011
[99] DCP BA604-00122 Technical Assessment & Conceptual Definition - FMS-6200
(FANS, RNP NON-AR 0.3 WITH RF LEGS, LPV, RNP AR 0.3) and DBU-5010
[100] DCP BA604-00123 Technical Assessment & Conceptual Definition - RTA- 4114
MultiScan Weather Radar
[101] DCP BA604-00124 Technical Assessment & Conceptual Definition - TSS-4100
(Integrated TCAS/Transponder) and TCAS SW 7.1 Upgrade
[102] DCP BA604-00125 Technical Assessment & Conceptual Definition - Integrated
Flight Information System Upgrade
[103] DCP BA604-00126 Technical Assessment & Conceptual Definition – Synthetic
Vision System
2.3 Definitions
Shall: The word “shall” dictates an absolute requirement. Any sentence containing the
word “shall” represents a firm requirement.
Should: The word “should” dictates a highly desirable characteristic. Any sentence
containing the word “should” represents a design goal.
May: The word “may” dictates a desirable characteristic. Characteristics identified by the
word “may”will be implemented only if there is no impact to the design.
Baseline: A baseline function is a function that SHALL be implemented in every system
delivered. There is no ability to disable or substitute a baseline function except when an
option is exercised (see Optional). When an Option is part of the baseline it is referred to as
a “baseline option”. A baseline option may be deleted by an optional function.
Optional: An optional function is a function that CAN be implemented in every
appropriately equipped system. An optional function may be in addition to, or replacement
for, a baseline function or baseline option.
Rockwell Collins Defined Growth: Rockwell Collins is obligated to account for a number of
potential growth options, which may be of no interest to the Bombardier CL-605 RETROFIT. The

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definition of these options ensures cohesion between installations and provides the traceability
required for DO–178B. These options are identified as “Rockwell Collins Defined Growth” in this
document and/or will be italicized. In order to ensure cohesion and growth, Rockwell Collins
Defined Growth is subject to change as required by Rockwell Collins.

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System Specification for the CL-605 RETROFIT Integrated Avionics System

3. Avionics System Description

3.1 System Overview
The Rockwell Collins Pro Line 21 integrated avionics system shall consist of the following
baseline equipment:
Standard Equipment
 Four Display Electronic Flight Instrument System (EFIS and EICAS)
 Dual Autopilot and Yaw Damper
 Automatic Pitch Trim
 Dual Flight Director
 Dual Air Data System (with RVSM capability)
 Radio Altimeter
 Turbulence Weather Radar
 Dual Display Control Panels
 Dual Cursor Control Panels
 Dual Control Display Units
 Dual Flight Management System (with Performance and V-Speeds)
 Dual Global Navigation Satellite System (GNSS) Receivers (SBAS)
 Dual VOR/ILS/Marker Beacon
 Dual ADF
 Dual DME
 Dual Mode S Transponder (Diversity) (With Flight ID, Optional ADS-B and
Enhanced Surveillance)
 Traffic Collision and Avoidance System (TCAS II)
 File Server System
 Electronic Charts

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 Dual VHF Comm (Extended Range)
 Dual HF-9000 Comm
 Maintenance Diagnostics System
 DBU
 Integrated Avionics Processor System (IAPS)
 Dual Data Concentrator Units (DCUs)
 Dual Audio System
 Support Coltech VHF and HF SELCAL
 CAT II precision approach capability

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System Specification for the CL-605 RETROFIT Integrated Avionics System

The Rockwell Collins Pro Line 21 integrated avionics system shall consist of the following
optional equipment:
 Heads Up Display
 Enhanced Vision System
 Lightning Detection System (ARINC 429) (L3 WX-1000E)
 Extended Range VHF Comm
 Third VHF Comm
 Third VHF Comm (Extended Range)
 Third VHF Comm with Data link
 Third VHF Comm (Extended Range) with Data Link
 25 kHz VHF Comm Tuning in lieu of 8.33 kHz Comm Tuning
 IFIS 7.0 w/Split Charts
 IFIS Options
 Graphical Weather
 Universal Graphical Weather
 Enhanced XM Weather
 Enhanced Map Overlays
 3-D Map and Long Range Cruise
 CMU-4000 for Datalink (License Key Enabled)
 Textual ACARS (Biz Jet AOC)
 Link 2000+
 FANS (Oceanic Region ADS-C and CPDLC)
 SATCOM
 Cabin Electronics System (ARINC 429)
 Single Synthetic Vision System

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 MultiScan™ Weather Radar
 RNP AR >/= 0.3
 SW enabled via OCM
 One Flight Data Conversion Unit
 Third Flight Management System
 One CDU
 One Flight Management Computer (FMC)
 STC - TTR-4000 TCAS 7.1 with new Reversal Logic and “Level-off” RA
The Pro Line 21 system provides interfaces for the following Standard non-Rockwell
Collins/Avionics equipment:
 Terrain Awareness System (ARINC 429) (Honeywell MK V)
 Inertial Reference Unit (ARINC 429) (Honeywell Laseref V)
 Integrated Standby Instrument (ARINC 429)

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System Specification for the CL-605 RETROFIT Integrated Avionics System

 Flight Data Recorder (ARINC 717)

 Cockpit Voice Recorder
 Emergency Locator Transmitter (ARINC 429)
 VHF and HF SELCAL
 Autothrottle
 One Heads Up Guidance System (HGS)
 Interfaces to aircraft systems are provided via the DCU (section 4.5)

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System Specification for the CL-605 RETROFIT Integrated Avionics System

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Figure 3.1-1 Simplified System Block Diagram - Baseline

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System Specification for the CL-605 RETROFIT Integrated Avionics System

3.2 Architecture
A detailed block diagram of the baseline system architecture is shown in Figure 3.1-2.
The system is primarily interconnected using ARINC 429 buses.
The central feature of the avionics system is the Integrated Avionics Processor System
(IAPS). The IAPS shall provide housing for a number of modules providing lightning and
HIRF Protection, data concentration and distribution, Autopilot and Flight Control
functions, Flight Management functions, Maintenance Diagnostics, optional FANS function
and Environmental Control.
Data from external systems shall be provided to the IAPS for use by internal modules and
for distribution to other external systems.
Aircraft systems data shall be concentrated by a dual Data Concentrator Unit (DCU), for
distribution to the IAPS and the cockpit displays.
Four Liquid Crystal Display Units (AFD) shall provide for display of primary attitude,
heading, altitude, airspeed, navigation, flight guidance functions, engine indication and
crew alerting, as well as systems information. The AFDs mounted in the PFD positions
shall provide display of the synthetic vision image (option).
Each display shall be interchangeable and operate either as a Primary Flight Display (PFD)
or Multifunction Display (MFD) based on its location. Bombardier provided reversionary
switching shall allow the MFD to display PFD data as well as control of Air Data and
Attitude/Heading source selection.
The displays shall receive data directly from primary sensors, IRS, ADC, DCU, FMS, and
optional SVC and concentrated data from the IAPS. The Architecture shall ensure that after
loss of data from the IAPS , primary engine display data (N1, N2, ITT) is maintained for
both crew members.
The Control Display Units CDUs shall provide the normal direct means of radio tuning for
both pilot and copilot radios. The Multifunctional Display Unit (MFD) shall provide a
secondary means of tuning.
As a final radio backup, the Comm 1 radio shall include a reversionary capability of being

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forced to the EMERGENCY frequency (121.5) in the event of failure of the tuning devices.

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System Specification for the CL-605 RETROFIT Integrated Avionics System

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Figure 3.1-2 Detailed System Block Diagram

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System Specification for the CL-605 RETROFIT Integrated Avionics System

3.2.1 Safety Objectives

The Bombardier CL605 is a 14 CFR Part 25 aircraft. The Rockwell Collins equipment
certified shall be approved under a supplemental aircraft type certificate. Rockwell Collins
and Bombardier shall retain approval for Category II approach operations under JARs.

3.2.2 HIRF and Lightning

3.2.2.1 HIRF Special Conditions

The Certification Authorities, upon receipt of the certification request for the aircraft, shall
issue special conditions for “Protection from the Unwanted Effects of High Intensity
Radiated Fields (HIRF).” In these special conditions the Certification Authorities requires
that electronic equipment’s performing ”critical” functions (as defined in AC 25-1309) must
be designed and installed to ensure that operation and operational capability are not
adversely effected when the airplane is exposed to high intensity radiated fields external to
the airplane.

3.2.2.2 Lightning Protection

The Certification Authorities require that electronic equipment performing “critical”
functions (as defined in AC 25-1309) must be designed and installed to ensure that operation
and operational capability are not adversely affected when the airplane is exposed to
lightning and, that units performing “essential” functions (as defined in AC 25-1309) must
be protected to ensure that the function can be recovered in a timely manner after the
airplane has been exposed to lightning.
The aircraft shall provide an environment for “critical” and “essential” electronic equipment
installation such that the installed equipment is not subject to direct lightning effects.

3.2.2.3 Compliance Demonstration

All Rockwell Collins units when subjected to the specified levels of HIRF and Lightning
shall meet the performance requirements as agreed upon with the aircraft OEM and the

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certification authorities.
3.3 Cockpit Controls
All displays and controls for the Pro Line 21 avionics system shall be installed in the instrument
panel with the exception that the CDUs, CCP & DCP, OEM supplied RSP, Radio Tuning
inhibit panel shall be installed in the center pedestal. A potential flight deck arrangement is
shown in Figure 3.2-1.

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System Specification for the CL-605 RETROFIT Integrated Avionics System

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Figure 3.2-1 Flight Deck Arrangement

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System Specification for the CL-605 RETROFIT Integrated Avionics System

3.4 Equipment List

3.4.1 System Equipment

A complete baseline equipment list including type number, description, part number, weight,
power and size are provided in Table 3.4-1 Baseline Equipment List.

Table 3.4-1 Baseline Equipment List

Weight Power Length Width Height
Type Number Part Number Description Qty (lbs) (Watts) (inches) (inches) (inches)
Air Data System
ADC-850E 822-0842-621 Air Data Computer 2 5.5 15.0 13.83 4.91 3.35
UMT-13 622-5213-001 Mount, 1/2 ATR 2 .5 13.39 5.12 3.75
Angle of Attack
SLZ7960 856-0077-010 AOA Transmitter 1 2.4
Audio System
AIS-REU 856-0073-010 Remote Electronics Unit 1 6.7 42.0 14.95 5.01 7.62
AIS-REUMNT 856-0073-040 REU Mounting Tray 1
AIS-ACPDV 856-0073-050 Avtech Audio Control Panel, 2 2.0 4.50 5.75 4.12
Dual VHF
Automatic Flight Control System
FCC-4006 822-0809-810 Flight Control Computer 4 1.8 2.3 8.74 5.95 2.07
FCP-4003 822-0182-101 Flight Control Panel 1 4.6 5.0 5.80 14.62 1.75
SMT-87A 822-0259-001 Servo Mount 1 1.9 3.56 4.32 3.37
SMT-87B 822-0260-001 Servo Mount 1 1.9 3.56 4.32 3.37
SSM-4000 822-0782-001 Servo Switching Module 2 .9 8.74 5.95 .52
SVL-4000 622-9968-002 Servo, Linear Actuator 2 5.0 24.2 14.44 2.24 3.37
SVO-85A 622-4404-101 Primary Servo 1 4.0 21.0 4.15 3.37 3.37
SVO-85B 622-5027-101 Primary Servo 1 4.0 21.0 4.15 3.37 3.37
Data Concentration System
UMT-18 622-9977-005 Mount, 3/4 ATR 2 3.2 7.0 12.75 8.15 7.72
RDC-4002 822-1533-201 Remote Data Concentrator 1 2.6 8.37 7.50 2.00
ERU-4000 822-0845-001 EICAS Routing Unit 2 4.8 6.52 12.50 2.47
LDU-4000 622-9822-001 Lamp Driver Unit 1 3.9 6.0 9.25 5.75 3.94
DCU-4002 822-0179-205 Data Concentration Unit 2 16.8 14.75 7.52 7.65
Electronic Flight Instrument System
AFD-5220E 822-1917-207 Adaptive Flight Display 4 19.0 51.0 9.58 9.84 12.50

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IMT-5220 822-1576-001 Instrument Mounting Tray 4 1.8 10.40 9.86 11.96
CCP-5060 822-2164-002 Cursor Control Panel 2 1.6 4.0 2.65 5.75 3.75
DCP-5060 822-2165-002 Display Control Panel 2 1.2 4.2 2.64 5.75 2.25
Flight Management System
CDU-6200 822-1485-402 Control Display Unit 2 4.1 35.0 4.65 5.75 6.38
FMC-6200 822-2488-102 Flight Management Computer 2 1.4 5.29 1.66 8.37
HF Radio System
HF-9031A 822-0101-002 HF Transceiver 2 18.8 56.0 12.60 5.59 7.65
MT-9030A 622-8116-001 HF Radio Mount 2 2.2 13.00 5.90 1.79
HF-9041 685-0350-002 HF Antenna Coupler 2 12.0 7.0 14.50 4.06 7.56
MT-9042A 622-8124-001 HF Coupler Mount, Dual 1 4.7 18.85 8.62 6.18
FL-9001 685-0326-001 HF Feedline 1 .4 4.21 4.12 2.75

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Integrated Avionics Processor System

ICC-4007 822-0781-001 Integrated Card Cage 1 13.6 18.70 17.12 7.10
IEC-4000 822-0288-001 IAPS Environmental 2 2.6 8.43 1.55 5.71
Controller
IOC-4100 822-1362-084 Input/Output Concentrator 4 .8 8.0 5.59 .66 8.43
PWR-4000 622-9945-021 Power Supply Module 4 1.3 5.59 .79 8.74
CSU-4100 822-1364-002 Configuration Strapping Unit 2 .8 5.96 .54 8.43
OCM-4100 822-1463-235 Option Control Module 2 .1 1.55 1.38 .28
(EGPWS, FDR, Checklist,
LPV)
LHP-4000 822-0287-702 Lightning/HIRF Protection 1 2.5 8.74 5.95 1.49
LHP-4001 822-0332-702 Lightning/HIRF Protection 1 2.5 8.74 5.95 1.49
Maintenance Diagnostic System
MDC-3110 822-1987-006 Maintenance Diagnostic 1 .8 5.59 .66 8.43
Computer
MDT-3110 810-0042-085 Maintenance Diagnostic 1
Tables
DBU-5000 822-2215-602 Database Unit 1 1.8 6.5 6.65 5.75 2.25
Radio Altitude System
ALT-4000 822-0615-202 Radio Altimeter 1 4.5 16.5 13.93 3.53 3.31
UMT-12 622-5212-004 Mount, 3/8 ATR 1 .4 13.39 3.80 3.75
Radio System
VHF-4000 822-1468-102 VHF Comm Transceiver - 2 3.5 17.0 13.82 2.50 3.34
8.33kHz
MMT-125 622-9670-001 Mount - Piggyback 2 .4 13.42 2.50 3.86
Installations
NAV-4000 822-1465-001 VOR/ILS/MB/ADF Receiver 2 3.4 17.6 13.82 2.50 3.44
MMT-125 622-9670-001 Mount - Piggyback 2 .4 13.42 2.50 3.86
Installations
MMT-125/125 653-9078-102 MMT-125 Over MMT-125 1 .5
Piggyback Mount Kit
DME-4000 822-1466-001 DME Transceiver 2 3.4 10.0 14.12 2.50 3.44
MMT-125 622-9670-002 Mount - Single Installation 2 .5 13.54 2.50 3.86
ANT-462B 622-7384-001 Dual ADF Antenna 1 5.8 23.81 10.70 1.21
GPS-4000S 822-2189-010 Global Positioning System, 2 6.5 14.53 2.43 7.62
SBAS Capable
MCU-2 270-2712-010 Equipment Tray, 2 MCU 2 1.0 14.95 2.52 7.25
ARINC
Transponder & Traffic Alert and Collision Avoidance System

STATE 4 - MANUFACTURING RELEASE 2015-02-13

TTR-4000 822-1294-032 TCAS Receiver / Transmitter 1 17.7 80.7 14.81 4.99 7.81
MCU-4 270-2682-040 Equipment Tray, 4 MCU 1 2.9 6.5 20.06 5.01 8.31
ARINC
TRE-920 622-8973-001 TCAS Directional Antenna 1 2.1 11.20 6.30 1.30
MMT-150 622-9672-001 Mount, 1/2 ATR Short, Dwarf 1 .9 13.42 5.00 3.86
MMT-150/ATR 634-1103-008 MMT-150 Over 1/2 ATR 1
Piggyback Mount Kit
TDR-94D 622-9210-008 Diversity Mode S 2 8.5 28.0 13.90 4.90 3.33
Transponder, EHS
Integrated Flight Information System
FSU-5010 822-1543-101 File Server Unit 1 6.5 30.0 13.19 2.29 7.89
MMT-5000 822-1811-004 Equipment Mount 1 1.6 2.9 16.30 2.53 5.17
ECU-3000 822-1200-998 External Compensation Unit 1 .2 .1 2.75 1.32 1.00
ECH-5000 810-0002-001 Electronic Charts Key 1
FSA-5000 810-0001-122 File Server Application (XM 1
GWX)

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Lightning Detection System

WX-1000 270-2687-030 Lightning Detection System 1 2.3 10.09 4.52 1.16
Antenna
WX-1000E 270-2687-010 Lightning Detection System 1 7.0 11.5 12.62 4.92 3.42
Processor
WX-1000MT 270-2687-020 Lightning Detection System 1 1.2 13.29 5.16 4.25
Processor Tray
Weather Radar System
RTA-854 622-8440-004 Receiver Transmitter Antenna 1 19.0 70.0 13.75 15.54 15.54
Notes
 GPS-4000S requires a C190 compliant antenna. GPS antenna not supplied by Rockwell Collins.
 For HF Power SSB Voice & Multidata tone, 200 average (20 Amps during modulation peaks) All
others 450 Watts max
 As only one HF system can transmit at a time, system power is max unit power + 30 watts. 30
Watts in nominal power draw in RX mode.

3.4.2 Optional Equipment

3.4.2.1 Rockwell Collins Equipment
Several options shall be capable of being added to the baseline system. The software/
hardware interfaces required to integrate the optional equipment and features shall be
provided in the baseline equipment complement, and included in the Rockwell Collins
baseline development.
The optional equipment is identified in the table below.
Table 3.4-2 Optional Equipment List
Weight Power Length Width Height
Type Number Part Number Description Qty (lbs) (Watts) (inches) (inches) (inches)
Flight Management System with Search Patterns
FMC-6200 822-2488-103 Flight Management Computer 2 1.4 5.29 1.66 8.37
FMC-6200 822-2488-102 Flight Management Computer -2 1.4 5.29 1.66 8.37
Third Flight Management System
FMC-6200 822-2488-102 Flight Management Computer 1 1.4 5.29 1.66 8.37
FMC-6200 822-2488-103 Flight Management Computer 1 1.4 5.29 1.66 8.37
CDU-6200 822-1485-402 Control Display Unit 1 4.1 35.0 4.65 5.75 6.38
SATCOM - Dual CDU Configuration

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SDU-2200-2 822-3009-001 Satellite Communications 1 25.0 14.58 7.52 7.85
Data Unit
SCM-2200 822-2558-001 Satellite Communications 1
Data Unit Configuration
Module
SDU-ORT COL47-0063- Secure Owners Requirement 1 .0
0301 Table
SATCOM - Triple CDU Configuration
SDU-2200-2 822-3009-001 Satellite Communications 1 25.0 14.58 7.52 7.85
Data Unit
SCM-2200 822-2558-001 Satellite Communications 1
Data Unit Configuration
Module
SDU-ORT COL40-0063- Secure Owners Requirement 1 .0
0401 Table
Second Radio Altimeter
ALT-4000 822-0615-202 Radio Altimeter 1 4.5 16.5 13.93 3.53 3.31
UMT-12 622-5212-004 Mount, 3/8 ATR 1 .4 13.39 3.80 3.75
UMT-12/12 634-1103-003 UMT-12 over UMT-12 1 .3
Piggyback Mount Kit

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Extended Frequency VHF Communication System

VHF-4000E 822-1872-101 VHF Comm Transceiver - Ext 2 3.5 17.0 13.82 2.50 3.34
Range, 8.33kHz
VHF-4000 822-1468-102 VHF Comm Transceiver - -2 3.5 17.0 13.82 2.50 3.34
8.33kHz
Third VHF Communication Radio
AIS-ACP3V 856-0073-030 Avtech Audio Control Panel, 1 2.0 4.50 5.75 4.12
Triple VHF
AIS-ACPDV 856-0073-050 Avtech Audio Control Panel, 1 2.0 4.50 5.75 4.12
Dual VHF
VHF-4000 822-1468-102 VHF Comm Transceiver - 1 3.5 17.0 13.82 2.50 3.34
8.33kHz
VHF-4000E 822-1872-101 VHF Comm Transceiver - Ext 1 3.5 17.0 13.82 2.50 3.34
Range, 8.33kHz
MMT-125 622-9670-001 Mount - Piggyback 1 .4 13.42 2.50 3.86
Installations
Third VHF Communication Radio for Datalink
AIS-ACPDV 856-0073-050 Avtech Audio Control Panel, -2 2.0 4.50 5.75 4.12
Dual VHF
AIS-ACP3V 856-0073-030 Avtech Audio Control Panel, 2 2.0 4.50 5.75 4.12
Triple VHF
VHF-4000 822-1468-302 VHF Comm Transceiver - 1 3.5 17.0 13.82 2.50 3.34
8.33kHz, Data Link
VHF-4000E 822-1872-310 VHF Comm Transceiver - Ext 1 3.8 17.0 13.82 2.50 3.34
Range, 8.33kHz, DataLink
MMT-125 622-9670-001 Mount - Piggyback 1 .4 13.42 2.50 3.86
Installations
Datalink
CMU-4000 822-1739-601 Communications 1 4.0 13.5 14.12 3.00 3.44
Management Unit
ECU-3000 822-1200-996 External Compensation Unit 1 .2 .1 2.75 1.32 1.00
MMT-130 622-9671-001 Mount - Piggyback 1 .5 13.42 3.00 3.86
Installations
Datalink Option Keys
FAN-6200 810-0186-100 FANS ATC Data Link Key 1
(CPDLC)
DLC-6200 810-0185-100 Dual ATC Data Link Key 1
ATN-6200 810-0187-100 ATN CPDLC Key (Link 1
2K+)

STATE 4 - MANUFACTURING RELEASE 2015-02-13

FPLK-6200 810-0368-100 702A AOC Key (Data Link) 1
GWXK-6200 810-0369-100 Graphical Weather Key (Data 1
Link)
Lower TCAS Directional Antenna
TSA-4100 866-0016-101 Traffic Surveillance Antenna, 1 2.2 11.20 6.30 1.32
Directional
Single IFIS with Enhanced Map Overlays
OVL-5000 810-0003-001 Enhanced Map Overlays Key 1
Single IFIS XM Graphical Weather
XMA-1000 822-2030-001 XM Weather Antenna 1 .4 4.30 2.70 .72
XMWR-1000 822-2031-003 XM Weather Receiver 1 1.6 11.2 7.80 6.46 1.83
GWX-3002 810-0142-001 XM Weather Key 1

Single IFIS Universal Graphical Weather

GWX-5000 810-0004-001 Universal Weather Key 1
FSA-5000 810-0001-022 File Server Application 1
(Universal GWX)
FSA-5000 810-0001-122 File Server Application (XM -1
GWX)

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Synthetic Vision System

SVCM-3000 822-3095-108 Synthetic Vision 1 .1 .38 2.05 .65
Configuration Module
SVC-3000 VIU 866-0232-060 Synthetic Vision Computer 1 .9 5.6 3.64 6.26 1.00
Video Interface Unit
SVCM-3000 822-3095-109 Synthetic Vision 1 .1 .38 2.05 .65
Configuration Module
SVC-3000 866-0232-010 Synthetic Vision Computer 1 9.6 42.0 15.20 2.25 7.60
SVC-3000 866-0232-055 Synthetic Vision Computer 1 .8 14.92 2.50 7.28
Mount Mount
Multiscan Weather Radar System
RTA-854 622-8440-004 Receiver Transmitter Antenna -1 19.0 70.0 13.75 15.54 15.54
RTA-4114 822-2255-001 Weather Radar, 14" 1 15.4 65.0 15.54 14.04 13.75
DCP-5060 822-2165-102 Display Control Panel 1 1.2 4.2 2.64 5.75 2.25
Enhanced Vision System
EVS Sensor 1500-3180-001 EVS Sensor 1 18.0 100.0 10.73 7.98 7.80
EVS Window 1500-3190-001 EVS window with control 1 3.0 300.0 8.00 6.75 .25
electronics
CMA-2700-AIT 1500-3200-001 EVS Aircraft Identification 1 .1 1.50 2.00 .51
Tag
Heads-up Guidance System
CMB-6600 1500-3110-001 HUD Combiner, Left 1 5.0 10.28 10.01 3.12
OHU-6600 1500-3100-001 HUD Overhead Unit 1 25.5 140.0 21.56 8.50 7.37
CSV-6600 5000-8194-001 HUD Combiner Sun Visor 1 1.0 .20 9.96 6.47
HC-6605 1500-3120-001 HGS Computer 1 14.0 95.2
HC Fan Tray 1500-3310-001 HUD Computer Fan Tray 1
Flight Data Conversion Unit
FDCU-4000 822-2877-001 Flight Data Conversion Unit 1 .5 3.18 3.85 1.17
OCM Options
OCM-4100 822-1463-235 Option Control Module -2 .1 1.55 1.38 .28
(EGPWS, FDR, Checklist,
LPV)
OCM-4100 822-1463-239 Option Control Module 2 .1 1.55 1.38 .28
(EGPWS, 3D Map, LRC,
FDR, Checklist, LPV)
OCM-4100 822-1463-240 Option Control Module 2 .1 1.55 1.38 .28
(EGPWS, FDR, CDU GWx,
Checklist, LPV)
OCM-4100 822-1463-409 Option Control Module 2 .1 1.55 1.38 .28

STATE 4 - MANUFACTURING RELEASE 2015-02-13

(EGPWS, FDR, Checklist,
LPV, RNP AR)
OCM-4100 822-1463-413 Option Control Module 2 .1 1.55 1.38 .28
(EGPWS, 3D Map, LRC,
FDR, Checklist, LPV, RNP
AR)
OCM-4100 822-1463-414 Option Control Module 2 .1 1.55 1.38 .28
(EGPWS, FDR, CDU GWx,
Checklist, LPV, RNP AR)
OCM-4100 822-1463-421 Option Control Module 2 .1 1.55 1.38 .28
(EGPWS, 3D Map, LRC,
FDR, CDU GWx, Checklist,
LPV, RNP AR)
OCM-4100 822-1463-254 Option Control Module 2 .1 1.55 1.38 .28
(EGPWS, 3D Map, LRC,
FDR, CDU GWx, Checklist,
LPV)

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 System Specification for the CL-605 RETROFIT Integrated Avionics System

ADS-B Out (DO-260B) System

TDR-94D 622-9210-501 Diversity Mode S 2 7.1 50.0 13.90 4.90 3.33
Transponder, ADS-B Out
TDR-94D 622-9210-008 Diversity Mode S -2 8.5 28.0 13.90 4.90 3.33
Transponder, EHS

3.4.2.2 OCM Selectable Options

The aircraft has several options that can only be enabled through the proper selection of
OCM-4100.
The following table contains the part numbers and options enabled by each OCM applicable
to the CL-605 program:
Table 3.4-3 Optional choices with OCM Configurations
OCM Part Number EGPWS RNP LPV 3D MAP Long Range Cruise FDR GWX CDU Checklist
822-1463-235 (baseline) X X X X
822-1463-239 X X X X X X
822-1463-240 X X X X X X
822-1463-254 X X X X X X X
822-1463-409 X X X X X
822-1463-413 X X X X X X X
822-1463-414 X X X X X X
822-1463-421 X X X X X X X X

3.4.2.3 Non-Rockwell Collins Avionics Equipment

The Pro Line 21 system shall provide interfaces and display control to support integrated
system installations of the following equipment.

3.4.2.3.1 Lightning Detection System (Optional)

The Rockwell Collins system shall provide an interface with an L3 Communications
Stormscope Series II Model WX-1000E. The system maps electrical discharge activity
(lightning) 360 degrees around the aircraft to a distance of 200 nautical miles. Three levels
of electrical activity intensity are identified. Level one represents the lowest rate of electrical
discharge and level three the highest.

STATE 4 - MANUFACTURING RELEASE 2015-02-13

The system transmits the location of up to 63 thunderstorm cells to the AFDs for display.
This data is provided to the AFDs via an ARINC 429 interface. The data set is updated
every two seconds. Electrical discharge activity is presented as thunderbolts on the MFD in
yellow, red, and magenta with yellow signifying level one and magenta as level three
activity.
The WX-1000E receives heading stabilization data from the AHRS via an ARINC 429
interface. The heading data is used to rotate the thunderstorm presentation during aircraft
turns.

3.4.2.3.2 EGPWS
The Rockwell Collins system shall provide an interface with a Honeywell EGPWS MK V to
support display of terrain data and windshear alerts on the AFDs. An ARINC 453 interface
shall be provided for the terrain data and an ARINC 429 interface for windshear.

3.4.2.3.3 Honeywell IRS (Inertial Reference Unit (Laseref V))

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System Specification for the CL-605 RETROFIT Integrated Avionics System

The Rockwell Collins system shall provide inputs at the displays for the purpose of
displaying the attitude and heading reference from the IRS.
The Honeywell IRS shall be capable of supplying supplemental navigational data i.e.
acceleration data, lat/long, to the IAPS and FMC.
The Rockwell Collins system shall provide a concentrated bus output from the IAPS & GPS
that supplies adequate information for the IRS to function properly.

3.4.2.3.4 Standby Instrument

The following interfaces shall be provided to the Bombardier supplied 3-in-1 standby
instrument (Thales P/N C16786MA01, Model: ISI).
 Single ARINC 429 from the left NAV-4000 is to supply LOC/GS information for
display.
 Single ARINC 429 output to the IAPS to provide integrated standby maintenance
data.
 The Rockwell Collins system shall provide appropriate nav data and monitoring of
maintenance labels.

3.4.2.3.5 Flight Data Recorder

The DCU 4002 shall provide an ARINC 717 bus at a rate of 128 wd/sec with all required
labels per FDR requirements [38].
The Flight Data converter unit (FDCU) shall convert ARINC 429 parameter data from the
DCU into ARINC 717 format and transmit it at a rate of 512 wd/sec.

3.4.2.3.6 Cockpit Voice Recorder

Rockwell Collins shall provide the necessary interface to the aircraft audio system, FANS
(CPDLC), Link 2000+ and time stamp for coordinating the time with the FDR.

3.4.2.3.7 ELT
Rockwell Collins shall provide a low speed GP BUS with GPS position information to

STATE 4 - MANUFACTURING RELEASE 2015-02-13

support multifunction ELT.
3.4.2.3.8 SELCAL
Rockwell Collins shall provide the necessary interface to ensure the proper operation of the
Bombardier supplied AVTEC SECAL system.
The Dual channel AVTEC SELCAL system is standard to support HF SELCAL with a five
channel unit optional to support VHF SELCAL. The SELCAL sends 5 (two HF and three
VHF) discretes to the DCU's that drive 5 green SELCAL Messages with Aural (see DCU
CAS Logic).

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System Specification for the CL-605 RETROFIT Integrated Avionics System

4. Subsystem Descriptions
4.1 Air Data System
The Air Data System shall consist of the following:
 Two Air Data Computers (ADC)
 Two Primary Flight Displays (PFD)
The ADC shall be capable of being mounted close to the pitot pressure probe. The ADC
shall receive static air pressure (Ps), total air pressure (Pt), and temperature measurement
sensors to compute the air data
parameters.
The ADC shall be capable of being programmed with static source error correction (SSEC)
to compensate for errors in the aircraft static system.
A secondary SSEC shall be activated through the use of ground straps.
In addition, the Air Data System shall provide two strappable selections for the aircraft’s
maximum operating speeds (Vmo/Mmo).
The ADC shall provide a minimum of 1 low speed ARINC 429 port to receive on-side
system data.
The PFD shall provide functionality to calculate some of the traditional Air Data parameters
and provide necessary parameters to the system through the IAPS.

4.1.1 Operational Requirements

The Air Data Subsystem shall provide primary air data information compliant with AS-8002
and related standards (see Performance Requirements section). This shall include the
computation of all traditional air data parameters, as follows:
 Pressure Altitude (Corrected for static port pressure errors)
 Two SSEL Profiles primary and alternate.
 Pressure Altitude analog output.

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 SSEC (Static Source Error Correction)
 Vertical Speed
 Airspeed (IAS/CAS)
 Mach Number
 True Airspeed (TAS)
 Static Air Temperature (SAT)
 Ram Air Temperature (RAT)
 Temperature Variation from ISA
The subsystem computes and controls a number of reference values and parameters in
addition to the primary air data parameters:
 Discrete Output (7 from relays)
 ADC Diagnostic Word

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System Specification for the CL-605 RETROFIT Integrated Avionics System

4.1.2 Description of Control Operation

The various airdata parameters that require an input value shall be calculated or compensated
for in the AFD.

4.1.3 Unique Modes

4.1.3.1 RVSM
The ADC shall provide the capability for RVSM operations, assuming normal airframe error
contribution.
The ADC calibration requirements for RVSM shall provide a Rockwell Collins System
contribution to the RVSM budget as shown in the following table.
Table 4.1-1 RVSM Budget

Parameter Range Resolution Accuracy

Pressure Altitude -1871 to +61,191 feet 1 ft -1000 ft

(RVSM)

4.1.4 Functional Options

N/A.

4.1.5 Performance Requirements

The ADC shall meet or exceed the performance requirements of Aerospace Standard (AS)

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8002.
Table 4.1-2 provides performance data for the ADC:

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Table 4.1-2 ADC Output Parameters

Parameter Range Resolution Accuracy
Pressure -1871 to +61,191 1 ft -1000 ft
Altitude feet
(RVSM)

BARO 22.00 to 32.00 0.01 inHG 6.0 ft @ 22.00 inHG

Correction to inHG 5.4 ft @ 23.00 inHG
Altitude
5.1 ft @ 25.00 inHG
4.8 ft @ 28.00 inHG
4.4 ft @ 32.00 inHG
Vertical Speed -20,480 to 20,480
ft/min whichever is greater.

Airspeed 0 to 510 Kt 0.125 Kt

(IAS/CAS)

Kt

Mach 0.0 to .99 Mach 0.00025

Mach 20,000 ft

20,000 ft

25,000 ft

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35,000 ft

40,000 ft

50,000 ft

50,000 ft

50,000 ft

50,000 ft

50,000 ft
True Airspeed 100 to 600 Kts 0.125 Kt

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Parameter Range Resolution Accuracy

Static Air -99 deg C to 60 deg 0.25 deg C
Temperature C
Maximum 120 to 510 Kts 0.250 Kt
Speed, Vmo
Total Air -60 deg C to 99 deg 0.25 deg C
Temperature C
IAS Trend +/- 25.6 KT/SEC 0.1 KT/SEC 0.1 KT/SEC
ISA Deviation -99 deg to 50 deg C 0.25 deg C ± 1.1 ° C AT –1000 FT
± 1.1 ° C AT 1000 FT
± 1.15 ° C AT 30000 FT
± 1.2 ° C AT 36200 FT

4.2 Automatic Flight Control System (AFCS)

The automatic flight control system is an integrated autopilot, flight director, and yaw
damper. The system provides dual two axis autopilots, dual flight directors, dual yaw
dampers, and automatic pitch trim control. All computations are performed by one pair of
flight control computers (FCC’s) at a time. The system contains a standby pair of FCC’s, to
enhance availability of the automatic flight control system. The cockpit mounted AFCS SEL
switch is used to manually select which pair of FCC’s shall be active, and which pair shall be
standby. Changing the selection shall clear all modes.
The FCS shall consist of the following:
 Four Flight Control Computers (FCC)
 Two Servo Switching Modules (SSM)
 One Flight Control Panel (FCP)
 One Pitch axis (elevator) servo
 One Roll axis (aileron) servo
 Two Yaw axis (rudder) linear actuators

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4.2.1 Operational Requirements
Each pair of FCCs shall contain flight guidance, independent yaw damping, Autopilot, and
automatic pitch trim functions. Each computer module shall generate commands for one
Flight Director and one yaw damper. Both modules working together shall have redundant
computations to form the Autopilot, and to provide automatic pitch trim commands.
The flight control system is considered to be a Fail-Soft operating system with the exception
of the automatic pitch trim which is Fail-Passive.
Note: The definition of fail-passive as used to describe the AFCS in this specification is a
system that, in the event of a failure, causes no significant deviation of aircraft flight path or
attitude.
The Flight Control System (FCS) shall have the following capability:
 Fail- Soft including Servo Operation
 Category I and Category II Precision Approach
 Fail-Soft Flight Guidance in Cruise and Non-precision approach
 Fail Passive Automatic Pitch Axis Trim
 Fail Soft Yaw Damper

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4.2.2 Dual AFCS

Two sets of FCCs shall provide a dual autopilot capability. The unique requirements of this
configuration include:
- An OEM Provided AFCS 1/2 select switch, mounted in the cockpit with the other
reversion switches, to provide selection between FCC pairs.
- Servo Switching Modules (SSM), with inputs from the AFCS 1/2 switch, to execute
selection between FCC pairs
- Discrete health monitor outputs from the standby FCC pair to the EICAS system; a
message shall alert the crew when the standby autopilot is not available
- Maintenance system isolation of system faults to a specific failed FCC quadrant.
The autopilot shall disengage when selecting the alternate FCS system. The Yaw damper
system shall remain engaged.
4.2.2.1 Cockpit Switches
The AFCS requires cockpit switches for FCS selection, manual pitch trim override, Take-
off/Go around Flight Director synchronization, selection of left or right autopilot, #1 and #2
Yaw damp engage switches and autopilot disengagement switches.

4.2.2.2 Dual Autopilot

Autopilot shall provide the control signals required to drive the aileron and elevator servos as
well as the rudder actuator in response to raw data inputs or commands from the Flight
Guidance portion of the AFCS.

4.2.2.2.1 Autopilot Control

The autopilot is engaged using the APENG switch on the FCP. The autopilot can be
disengaged using the autopilot disengagement switch or the AP DISC switch bar on the FCP.
When the AP DISC switch–bar is down, an amber and white striped band is revealed on the
panel, to indicate the disengage position. The white segments within the band are
illuminated.

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4.2.2.3 Yaw Damper
The Yaw Damper system shall consist of dual independent channels, one per FCC, each
controlling a linear actuator to position the rudder. The two linear actuators are
mechanically linked with a walking beam design so that rudder position is the kinematic sum
of the two inputs. Normally both Yaw Dampers work together. A discrete engage switch
for each Yaw Damper and a common disengage switch shall provide cockpit control.

4.2.2.3.1 Yaw Damper Control

Each independent yaw damper provides turn coordination and Dutch–roll damping.
The Yaw Damper shall be engaged by pushing the pedestal mounted YD switches if there
are no excessive rates present and system monitors do not detect any failures which shall
prevent safe engagement. Engagement of the autopilot requires engage of the Yaw Damper.

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System Specification for the CL-605 RETROFIT Integrated Avionics System

4.2.2.4 Pitch Trim

The FCC shall provide automatic control of the aircraft pitch trim system to automatically
off-load the forces on the elevator servo. The FCC shall provide engage and command
inputs to the aircraft pitch trim system.
Automatic fail passive control of the aircraft pitch trim shall be included in the FCC’s when
the Autopilot is engaged. This control shall consist of dual computations which measure
primary pitch servo torque and command pitch trim displacement proportional to the torque
being held by the primary servo to relieve the forces on the primary control surface. To
tailor trim activity to the flight conditions, three trim programmers are available. One
program is active whenever flaps are extended, one when True Airspeed is greater than 300
knots, and the third in normal flight.
Failures in the automatic pitch trim system should not cause an autopilot disengagement.
Mis- trims and trim failures shall be annunciated using CAS.

4.2.2.4.1 Automatic Trim Control

Automatic pitch trim shall be enabled when the autopilot is engaged. The aircraft manual
electric trim switches shall disengage the autopilot when activated.

4.2.2.5 Flight Guidance

The FCS Flight Guidance shall provide pitch and roll commands to the autopilot and steering
commands to the Primary Flight Displays (PFD) based on the currently active flight
guidance mode. The lateral and vertical modes provided by the AFCS Automatic Flight
Control System are listed in Table 4.2-1 and Table 4.2-2.
The Flight Director commands shall be computed based on the mode selected by the flight
crew. These commands shall be presented on the primary flight display and can be coupled
to the Autopilot. Redundant limiting in the Autopilot attitude loops shall limit the aircraft
response resulting from a Flight Director malfunction to a level that is no worse than normal
pitch and roll maneuvers. All mode changes, including engagement and transfer, shall be
synchronized to provide smooth transition between modes. Magnitude and rate limiters shall
be provided to further enhance smooth operation by limiting roll and roll rate commands.

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Pitch commands shall also be rate limited to ensure smooth, low g, captures. Programming
of gains with altitude, speed or distance shall be performed whenever appropriate to improve
overall system operation.

4.2.2.6 Description of Control Operation

The primary FCS control is the glareshield mounted FCP–4003 flight control panel, shown
in Figure 4.3.2-1. The FCP contains the lateral and vertical mode select switches, the VS /
pitch wheel, autopilot switches, FD switches, and various control knobs. Each knob has a
push switch in the center. All panel legends, arrows, and locator arcs (which bracket all
rotating controls) are illuminated. The ALT knob legend and locator arcs are mostly hidden
by the knob in a direct frontal view. All rotating controls incorporate multiple mechanical
detents (clicks). Round indicator lights are located to the left and right of each mode select
switch. The left indicator lights are driven by the pilot’s FCC, and the right indicator lights
are driven by the copilot’s FCC. Operational details shall be described in the CL 605FF
FDOR [78].

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System Specification for the CL-605 RETROFIT Integrated Avionics System

Figure 4.2-1 Flight Control Panel (FCP 4003)

4.2.3 FCS Modes

4.2.3.1 Flight Guidance Mode Selection

The CL 605 has two independent flight directors with a common mode selection to ensure
proper and easy transaction when required.
When both flight directors are off, they are simultaneously turned on by either selecting a
vertical mode, selecting a lateral mode, or engaging the autopilot.
When only the offside flight director is off, its command bars may be turned on by pushing
the offside FD switch on the FCP, or by transferring.
Both flight directors are always turned on by selection of “takeoff” mode or “go-around”
mode, or when a significant overspeed occurs. However, the flight directors may not be
turned on while a Windshear warning is active on the PFD.
Both flight directors are simultaneously turned off by pushing the onside FD switch when
the autopilot is not engaged.
When the autopilot is engaged, the coupled side FD switch has no function. The offside
command bars can be turned off by pushing the offside FD switch (the mode annunciations
remain).
If a Windshear Warning occurs, the flight directors are turned off with autopilot disengage,
or immediately if the autopilot is not engaged. Once a significant overspeed occurs, the
flight directors cannot be turned off while the overspeed annunciation is present.

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4.2.3.2 Lateral Modes
The Flight Guidance Lateral modes are listed in Table 4.2-1 below.
Table 4.2-1 Flight Guidance Lateral Modes

Modes Selection Switch Control Functions

_____
Roll Hold (Basic) Heading Hold, Roll Hold
Lateral Take Off Mode TOGA Switch (Throttle) Heading Hold with 5 degree bank limit
Heading Select HDG Heading Select
Lateral Navigation NAV FMS, Localizer, VOR
Approach APPR FMS, Localizer, VOR
Back Course B/C Localizer
Go Around TOGA Switch (Throttle) Heading Hold

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FMS when FMS was previous lateral

captured mode
Half Bank 1/2 BANK Bank Command limited to 15 deg

4.2.3.2.1 Roll Hold Mode (Basic Roll)

The basic lateral mode of the FCS shall be Roll Hold. Roll Hold shall consist of two
submodes; roll and heading hold. If the roll attitude of the aircraft is less than five degrees at
mode activation, the system shall generate commands to maintain the existing aircraft
heading. If the roll attitude of the aircraft is five degrees or greater at mode activation, the
system shall generate commands to hold the aircraft’s existing roll angle.
When on the ground (weight–on–wheels switch activated), the heading hold memory shall
continuously synchronize to the current heading. After liftoff the heading hold memory shall
contain the heading which existed at liftoff.
When at excessive latitudes, (in the Polar regions as determined by the IRU) Roll Mode shall
fly wings level rather than heading. When exiting excessive latitudes, the roll mode
reference shall reset to the current heading and commands are generated to maintain the
heading.

4.2.3.2.2 Lateral Takeoff Mode

Lateral takeoff mode generates a wings level command while on the ground. After liftoff,
lateral takeoff mode generates a heading hold command, with a 5º bank limit, using the
heading which existed at liftoff. The heading hold memory cannot be re–synchronized
(additional pushes of a TOGA switch have no effect).
Selection of lateral takeoff mode turns on both flight directors, disengages the autopilot (but
not the yaw damper), and clears all other lateral modes. Lateral and vertical takeoff mode
selections are coincident. Heading Select Mode (HDG)
When in Heading Select mode, the system shall generate commands to capture and maintain
the selected heading shown on the PFD and/or MFD. The Selected Heading shall be set by
the HDG knob on the FCP. Heading mode shall be selected by pressing the HDG switch on
the FCP.

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4.2.3.2.3 Navigation Mode (NAV)
Navigation mode shall be selected by pressing the NAV switch on the FCP. When in
Navigation mode, the system shall generate commands to capture and track the selected
lateral navigation course as displayed on the PFD (FMS, Localizer, and VOR). Approach
Mode (Lateral)
Approach mode shall be selected by pressing the APPR switch on the FGP. When in lateral
Approach mode, the system shall generate commands to capture and track the final approach
course (FMS, Localizer, and VOR).

4.2.3.2.4 Back Course Mode (B/C)

Back course mode shall be selected by pressing the B/C switch on the FCP when a localizer
is tuned. When in back course mode, the system shall generate commands to capture and
track the back course approach (Localizer).

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4.2.3.2.5 Go Around Mode (Lateral)

Go around mode shall be selected by pressing the TOGA switch on the throttle.
Lateral go around mode generates a heading hold command, with a 5º bank limit. The
heading hold memory cannot be re–synchronized (additional pushes of a TOGA switch have
no effect).
When in lateral Go Around mode, the system shall generate commands in the lateral axis to
hold the heading existing when the GA switch is depressed.
Activation of go around mode shall automatically disconnect the autopilot.
When Go Around is selected while the captured lateral mode is APPR LNVx or LNVx, the
lateral go around mode shall automatically transition to LNVx to allow seamless transition to
flying the missed approach.

4.2.3.2.6 Half Bank

Half Bank shall be selected by pressing the ½ BANK switch. Half Bank shall be
automatically selected when climbing through the Half Bank transitional altitude. Half Bank
reduces the maximum commanded roll angle to 15 degrees.
Half Bank shall be inhibited from selection below the transition altitude when LNVx in the
captured lateral mode.

4.2.3.2.7 Vertical Modes

The Flight Guidance Vertical modes are listed in Table 4.2-2 below:
Table 4.2-2 Flight Guidance Vertical Modes

Modes Selection Switch Control Functions

Pitch Hold (Basic) ____ Pitch Hold
Vertical Take Off TOGA Switch on Throttle Alt Select Mode
Altitude Select Mode ____ Altitude select mode is automatically
selected (no switch is provided) upon
existence of any mode except glideslope

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capture, altitude hold, or glidepath capture
while the FMS altitude is invalid or
missing.
Altitude Hold ALT Altitude Hold (Pressure Altitude)
Vertical Speed VS Vertical Speed (in VNAV Mode the FMS
may select VS)
Flight Level Change FLC IAS, Mach (in VNAV Mode the FMS may
select VS)
Path Mode ____ FMS selected (FCS VNAV Mode)
Glidepath Mode ____ FMS Selected (FCS VNAV Mode *
approach)
Approach APPR FMS, Glideslope
Vertical Navigation VNAV VNAV
Go Around TOGA (cockpit mounted) Take Off/Go Around (TOGA)
Overspeed ____ IAS, Mach

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System Specification for the CL-605 RETROFIT Integrated Avionics System

4.2.3.2.8 Pitch Mode (Basic Pitch)

The basic vertical mode of the system shall be Pitch mode. When in Pitch mode, the system
shall generate commands to hold the pitch angle of the aircraft that exists when the mode is
selected. When in Pitch Hold mode, the VS/pitch wheel (down/up) shall be used to change
the pitch reference.

4.2.3.2.9 Vertical Take Off Mode

Vertical take Off Mode is selected by pushing one of the throttle mounted TOGA switches
while on the ground.
Vertical Take Off Mode generates a 14 deg. Pitch up command. Loss of an engine shall
reduce the command to 10 deg.

4.2.3.2.10 Altitude Select Mode

Altitude select mode generates commands to capture and track selected barometric altitudes,
displayed on the PFD. The altitude preselect function, controlled by the ALT knob on the
FCP, provides one of the selected altitudes (the preselected altitude). When in VNAV mode,
the FMS may provide a second selected altitude (the FMS altitude).
While selected, altitude select mode is always armed, except when capturing or tracking a
selected altitude.

4.2.3.2.11 Altitude Hold Mode (ALT)

Altitude Hold mode shall be selected by pressing the ALT switch on the FCP. Additionally,
Altitude Hold mode shall be automatically selected after altitude capture has occurred and
the aircraft has stabilized on the Preselected Altitude. When in Altitude Hold mode, the
system shall generate commands to capture and maintain the pressure altitude that exists
when the mode is selected.

4.2.3.2.12 Vertical Speed Mode (VS)

Vertical speed mode shall be selected by pressing the VS switch on the FCP except in
Vertical Approach Capture/Track and Flight Level Change.

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When in Vertical Speed mode, the system shall generate commands to maintain the Vertical
Speed that exists when the mode is selected. In Vertical Speed mode, the VS/Pitch wheel
shall be used to slew the vertical speed reference.

4.2.3.2.13 Flight Level Change Mode (FLC)

Flight level change (FLC) mode is manually selected by pushing the FLC switch on the FCP.
In VNAV mode, FLC mode can be selected by the FMS.
FMS selections of FLC mode are inhibited when in glideslope capture. FLC mode is
automatically selected upon a significant overspeed. A significant overspeed exists, if not in
altitude hold or altitude select capture/track modes, when the current IAS is 10 knots above
Vmo (if the airspeed reference is IAS) or when the current mach is .015 mach above Mmo
(if the airspeed reference is mach).

4.2.3.2.14 Glideslope Mode (GS)

Glideslope mode is automatically selected when in approach mode, inbound, with a valid
localizer as the lateral navigation source.

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Glideslope mode shall generate commands to capture and track the glideslope. Captures can
be performed from above or below the beam.

4.2.3.2.15 Vertical Navigation (VNAV)

Vertical navigation (VNAV) mode is selected by pushing the VNAV switch on the FCP.
Selection is inhibited when in glideslope capture.
VNAV mode allows the FMS to execute the vertical flight plan by issuing various
commands to the flight control system. In VNAV mode the FMS can select pitch mode,
altitude hold mode, vertical speed mode, flight level change mode, path mode, or glidepath
mode, and/or set the associated reference value.
4.2.3.2.16 Path Mode (PATH)
Path mode may be selected by the FMS, or by deselecting glidepath mode by selecting
another lateral mode (HDG, NAV, or B/C). Path mode can only be selected while the FCS
is in VNAV mode. There is no switch for path mode on the FCP.

4.2.3.2.17 Glidepath Mode (GP)

Glidepath mode can only be selected by the FMS (see page 31, section 2.5.4.7) if the FMS
has armed for a glidepath capture while the FCS is in VNAV mode and approach mode, the
FMS is the active navigation source, no preselect navigation source is active, and FMS
VNAV is valid. There is no switch for glidepath mode on the FCP.

4.2.3.2.18 Go Around Mode (Vertical)

Vertical go around mode is selected by pushing one of the throttle–mounted TOGA switches
while airborne.
GA mode generates a 10 deg. Pitch up command for the flight director.

4.2.4 Functional Options

N/A.

4.2.5 Performance Requirements

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Reference AFCS Equipment Specification [71].

4.2.5.1 Response to Failures

The following are the fault responses for the AFCS functions, where fail passive and fail soft
are defined to be:
 Fail Passive: a single failure, shall not:
Cause significant displacement of the aircraft from its approach path or altitude loss below
the nominal glidepath.
Upon system disconnection, involve any out-of-trim condition not easily controlled by the
pilot.
Cause any action of the flight control system that is not readily apparent to the pilot, either
by control movement or advisory display.
 Fail Soft: Limited aircraft disturbance for any single fault - less than 0.4 g in
pitch and less than 5 deg/sec of roll rate.

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4.2.5.1.1 Autopilot
For both pitch and roll axes, the autopilot shall:
 Be fail-soft to flight guidance failures in cruise.
 Be fail-soft to Category-I and II precision approach guidance faults.
 Be fail-soft to attitude-loop failures.
 Be Fail-passive in pitch trim operations.
4.2.5.1.2 Yaw Damper
The yaw damper function shall be fail soft.

4.2.5.1.3 Automatic Pitch Trim

The automatic pitch trim function shall be fail-passive.

4.2.6 AFCS Interfacing

The interfacing of the AFCS with other components of the avionics system and external
components is shown in the AFCS Equipment Specification [71].
4.3 Electronic Flight Instrument System (EFIS)

4.3.1 Operational Requirements

The EFIS shall consist of the following:
 Two Adaptive Flight Displays to act as PFDs
 Two Adaptive Flight Displays to act as MFDs
 Two Display Control Panels
 Two Cursor Control Panels
 Two OEM supplied Baro Knobs
 OEM supplied Reversion Panel
Two AFDs are installed in each pilot’s instrument panel with the DCP located in the center
pedestal as shown in Figure 3.2-1. The outboard display shall act as the Primary Flight
Display (PFD) and the inboard display shall act as a Multi-Function Display (MFD). To

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allow for the failure of either display, each shall be capable of providing all the
instrumentation for the safe operation of the aircraft. Reversion shall allow dispatch with the
right MFD failed.
The DCP shall provide the primary pilot interface to control the PFD. A combination of
direct control functions and display menus shall control the display.
The CCP shall provide the primary pilot interface to control the MFD. The CCP shall
provide the MFD radio tuning, menu, and overlay control as well as Quick Access keys. The
CCP shall also provide operator control of Chart display, orientate, zoom and joystick
control. Format options shall be controlled using on screen menus controlled by the CCP.
Additionally, the CCP shall control the Crew Alerting System.
External reversion switches shall provide display and sensor reversion.
Brightness of the PFD and MFD shall be controlled with an OEM provided 1 K
potentiometer. 0 Vdc indicates a short to ground failure the wiper should never go below 3
vdc. Recommendation is there shall be five brightness controls, one for each MFD and PFD,
one for the center pedestal CDUs.

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Two OEM provided identical PFD/MFD dual concentric dimmers shall control the intensity
of displays, one for the pilot side primary flight display (PFD) and multifunction display
(MFD), one for the copilot side PFD and MFD. The PFD/MFD dual concentric dimmers are
located on the lower center pedestal.
The OEM supplied baro knobs shall be 3 state non-shorting type switches.

4.3.1.1 Display Parameters

The PFD format shall be able to display, at a minimum, the following parameters:
 Altitude
 BARO correction (on-side)
 Alternate Vmo/Mmo selection
 Barometric Corrected Altitude
 Baro Correction Value (inHg)
 Baro Correction Value (hPa)
 Preselect Altitude
 Altitude Preselect warning
 Baro: Rolling digital display and analog moving vertical tape
 Minimum descent BARO reference altitude
 Airspeed
 Maximum Allowable Airspeed/Mach (Vmo/Mmo)
 Rolling Digital display and moving vertical tape
 Part time digital Mach display
 Part time Mach Scale display
 Take-off speeds (V1, VR, V2,)
 FCS reference speed
 Overspeed Warning
 Target Speed (VT)

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 Approach speeds (Vac and Vrf)
 Airspeed Trend Vector
 Low airspeed awareness
 Mach Scale
 Vertical Speed
 Analog scale at all times
 Digital display when under dynamic conditions
 FCS reference vertical speed bug
 Normalized Angle of Attack
 Height
 Radio altitude: digital display when rad alt < 2500 feet
 Minimum RA (RAD ALT) reference altitude
 Attitude

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System Specification for the CL-605 RETROFIT Integrated Avionics System

 Pitch
 Roll
 Excessive attitude indication
 Lateral Acceleration (slip/skid)
 Flight Guidance
 Flight Path Vectors
 Lateral Deviation
 FMS
 Localizer (Expanded)
 VOR
 GLS (future growth option)
 Vertical Deviation
 FMS
 Glideslope
 GLS (future growth option)
 TCAS II Resolution Advisory
 Distance
 FMS
 DME
 Annunciations
 Minimums
 Autopilot Mistrim (Pitch, roll, yaw)
 Pitch Trim Fail
 Marker beacons

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 FCS (AP, FD, YD, modes)
 Navigation source
 Bearing source
 Preset Navigation source
 FMS messages
 TAWS annunciation
 Weather Radar
 RNP Value (Option)
 SVS Messages (Option)
 Rose
 Heading
 Course

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 Selected heading
 Track angle (from FMS)
 To/from indicator
 Lateral deviation
 Present Position Map / Extended Present Position Map
 MAP Symbology (overlay)
 Radar Symbology (overlay)
 TCAS II Traffic Symbology (overlay)
 Bearing
 FMS
 VOR
 ADF
 Lightning Sensor Overlay
 TAWS Symbology (map overlay)
 Synthetic Vision Image showing terrain and runways (option)
 Temperature
 SAT
 ISA Deviation Display
 TAT
 TAS
 Ground Speed
 Wind Speed and Direction
 EICAS Display (Pilot selectable and in reversion)
 Display Menus
The MFD formats shall display the following parameters:

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 EICAS information
 Display Menus (Upper and Lower windows)
 MAP Display
 Heading Up (aircraft centered)
 3D Map (option)
 North Up
 Map display text window
 Extended Map
 TCAS only display
 Radio Management Display
 Radar Symbology (map overlay)
 TAS
 Ground Speed

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 Wind Speed and Direction

 TCAS II Traffic Symbology (overlay)
 Lightning Sensor (overlay)
 TAWS Symbology (map overlay)
 Maintenance Information
 Checklist
 Graphical Weather (optional)
 Electronic Charts (optional)
 Enhanced Map Overlays (optional)
 Video (optional)

4.3.1.2 Unique Functions

In addition to the processing required to display the parameters specified in the previous
section, the AFDs shall implement the calculations/algorithms/logic required for the
following:
 Airspeed Trend Vector
 Low Airspeed Awareness
 Overspeed Alert
 Altitude Alerts
 Display/Blanking Logic for V speeds
 Vertical Speed Complementary Filter (VS and normal acceleration)
 RA/BARO Minimums Display/Alert Logic
 Comparators/Monitors
 Primary Flight Data
 Engine Data (Primary vs Secondary source)
 Barometric Setting (increment/decrement input from DCP)
 Barometric Altitude


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Maximum Allowable Airspeed/Mach (Vmo/Mmo)

4.3.2 I/O

4.3.2.1 Adaptive Flight Display

Each AFD shall provide the following I/O capability at a minimum:
 30 ARINC 429 receivers programmable for high or low speed
 4 ARINC 429 transmitters programmable for high or low speed
 2 ARINC 453 input buses (WXT, TAWS), 708A-2 compliant
 2 ARINC 453 output buses (only an internal wrap-around of the 453 input), 708A-
2 compliant
 40 discrete inputs
 9 discrete outputs
 1 4-wire Manual Brightness Control potentiometer interface

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 5 VDC/AC and 115 VAC power for bezel lighting

 1 Bi-directional Ethernet Port (AFD-5220E only)
 1 NTSC video input (AFD-5220E only) Used for optional Synthetic Vision input
on PFDs and Optional EVS on MFDs.
The AFD shall receive data from the following sensors (all installed unless indicated
otherwise) direct (independent of IOC operation):
 IRU
 ADC
 On-side VOR/LOC receiver (data also available from IOC)
 TCAS
 DCU
 EGPWS
 FMC
 IOCs
 CCP
 DCP
 RTA
 Other AFDs
 FSU – MFD (optional)
 SVC - PFD (optional)
 EVS – MFD (optional)

4.3.2.2 Display Control Panel

The DCP shall provide the following external I/O capability at a minimum:
 17 ground/open discrete inputs
 1 High Speed ARINC 429 receiver

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 5 encoder inputs
 2 configuration straps
 8 ground/open discrete outputs
 2 High Speed ARINC 429 transmitters
The DCP shall provide the required discrete I/O capability to process the switches that
physically reside on the DCP. In addition, the DCP shall process a variety of other switches
that are physically located elsewhere in the cockpit but electrically connect directly to the
DCP.
The following switches shall be located on the DCP.

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Table 4.3-1 DCP Switches

Switch Switch Type Required Discretes

MENU ADV/DATA/PUSH SELECT* Rotary with center push button 5
TILT/PUSH AUTO TILT (RTA-854) Rotary with center push button 3
TILT (RTA-4114) Rotary 2
RANGE ** Rotary 2
BRG SRC Push button 1
REFS Push button 1
RDR MENU Push button 1
TR/WX Push button 1
TFC Push button 1
Push button 1
FRMT Push button 1
MENU Push button 1
ESC Push button 1
RADAR Push button 1
* The Menu Advance /Data control is a dual concentric knob with integral push button.
** The range control is a concentric knob associated with the Radar Tilt Control knob.
The DCP shall provide 28 Vdc/Open, Ground/Open discrete inputs to process remotely
located switches. The remotely located switches are listed in Table 4.3-2.

Table 4.3-2 DCP Discrete Inputs

Switch Switch Type Required Discretes

HDG/PUSH SYNC (FCP) Rotary with center push button 3

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CRS/PUSH DIRECT (FCP) Rotary with center push button 3
ALT/PUSH CANCEL (FCP) Rotary with knob push 3
SPEED/PUSH IAS/MACH (FCP) Rotary with center push button 3
BARO/BARO STD Rotary with center push button 3
Overspeed Warn Test - RSVD Ground/Open 1
Spare Ground/Open 10
4.3.2.3 Cursor Control Panel
The Cursor Control Panel (CCP) shall provide the following I/O capability at a minimum:
 16 ground/open discrete inputs
 1 High Speed ARINC 429 receiver
 5 encoder inputs
 2 configuration straps
 8 ground/open discrete outputs

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 2 High Speed ARINC 429 transmitters

The CCP shall provide the required discrete I/O capability to process the switches that
physically reside on the CCP. In addition, the CCP shall process a variety of other switches
that are physically located elsewhere in the cockpit, but electrically connect directly to the
CCP.
The following switches shall be located on the CCP.

Table 4.3-3 CCP Switches

Switch Switch Type Required Discretes

MENU ADV/DATA/PUSH
Rotary with center push button 5
SELECT
RADIO ADV/DATA/PUSH
Rotary with center push button 5
SELECT
CAS Push button 1
TFC Push button 1
TR/WX Push button 1
AC ELEC Push button 1
DC ELEC Push button 1
HYD Push button 1
FLT Push button 1
UPR MENU Push button 1
LWR MENU Push button 1
LWR FMT Push button 1
ESC Push button 1
MEM 1 Push button 1
MEM 2 Push button 1

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MEM 3 Push button 1
CHART Push button 1
Orientate Push button 1
ZOOM +/- Rocker 2
Joystick Up Ground/Open- discrete 1
Joystick Down Ground/Open- discrete 1
Joystick Right Ground/Open- discrete 1
Joystick Left Ground/Open- discrete 1

Joystick Window Select Ground/Open- discrete 1

ATC Push button 1

IDENT Push button 1

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DME-H Push button 1

1/2 Push button 1
FREQ Push button 1
RADIO Push button 1
The CCP shall provide 28 Vdc/Open, Ground/Open discrete inputs to process remotely
located switches.
Table 4.3-4 CCP Discrete Inputs

Switch Switch Type Required Inputs

Checklist Enable Ground/Open- discrete 1
Checklist Line Advance Ground/Open- discrete 1
Advanced Features Ground/Open- discrete 6
Momentary Ground/Open-
Data Base 1
discrete
Spare Ground/open- discrete 2

4.3.3 Control Operation

4.3.3.1 AFD
Control of the display formats shall be via the DCP and CCP. Control of the radar,
navigation sources, bearing pointers, speed and altitude references shall be via the DCP.
Controls for the Selected Course, Selected Heading, FCS reference speed and preselected
altitude reference shall be physically located on the FCP. Menu Controls shall allow
selection of format and display control using a Menu ADV/DATA control. Menus shall be
automatically blanked after a predetermined period of no switch activity. Selection of a
different DCP function key before the previously selected menu is blanked shall cause the
previous menu to be replaced with the newly selected menu. When no menu is active, the
DCP MENU ADV/DATA control shall control the Preset Navigation source and Preset
course.
The DCP MENU ADV/DATA rotary switches shall select menu items and set boxed values
for the selected menu item. Pressing the DCP PUSH SELECT switch shall activate the

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boxed value. This operation shall allow the following AFD parameters to be set using only
the DCP controls.
 Baro Setting
 PFD Navigation and Bearing Sources
 Preselected Navigation source and course
 Weather Radar Gain and modes
 V speeds
 Approach Minimums
 Configuration menu
The AFD display area shall be 10.64 high by 7.90 wide. Figure 4.3-3 shows the PFD format.
Figure 4.3-4 shows the MFD format. Figure 4.3.3.3-4 shows the PFD Reversion Display
format.
Four character sizes shall be available:
Small (SC) - 0.106 inches
Medium (MC) - 0.123 inches
Large (LC) - 0.164 inches

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Very Large (VLC) - 0.197 inches

Line Width - 0.0177 inches
The EFIS color convention for the PFD and MFD shall be as follows:
 Warnings, Flight envelope and system limits are red.
 Cautions, abnormal source annunciation are yellow.
 Scales, SVS status messages and flight plan data are white.
 Sensor data within normal range is green.
 VOR/LOC Navigation data is green, except yellow if cross-side source selected.
 FMS Navigation data is magenta, except yellow if cross-side source is selected.
 Directly-pilot-entered values are cyan.
 Machine-supplied values (which may result from pilot-entered values not on
EFIS) are magenta.
 Fixed legends, Scale outlines and dividers are light gray.

4.3.3.2 Display Control Panel

The Display Control Panel (DCP), shown in Figure 4.3-1 is located in the pedestal.
The DCP shall provide PFD configuration and selection controls for:
Baro Set,
Vspeed/minimums references,
PFD format,
Nav/Bearing source selection,
TCAS Overlay,
Terrain and Weather overlays for map, and
PFD/MFD Terrain/Weather range.
The function of each DCP control is described briefly below.
 NAV SRC (Navigation Source)

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Pressing this button shall interchange the active and preset navigation sources.
 MENU
The MENU button shall select the PFD MENU. All menus available for selection shall be
displayed. The menus shall be dependent on the specific aircraft configuration. The items
on the PFD MENU shall be changed using the Selection Box Method.
The menu list shall automatically time out.
 ESC (Escape)
The ESC button shall step one level out of a selected menu.
 MENU ADV/DATA/PUSH SELECT (Double stack knob)
After a menu has been selected the MENU ADV (outer knob) shall provide rotary control to
move the focus indicator within the menu and the DATA (inner knob) shall provide rotary
control to change the selection in the focus indicator.

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The PUSH SELECT button located in the center of the MENU ADV/DATA knob shall
make the value entered with the DATA knob the active display value or change the state of
the item in the selection box.
 REFS (Reference)
The REFS button shall select the REFS menus on the PFD. The REFS menu allows the pilot
to set and/or activate Vspeed references and approach minimums. The REFS menu also
provides SVS control when the SVS option is installed. The items on the REFS menus are
changed using the Selection Box method.
The menu shall automatically time out.
 BRG SRC (Bearing Source)
The BRG SRC button shall activate the Bearing source menu, the MENU
ADV/DATA/PUSH SELECT knob is used to scroll and activate the appropriate selection.
 RDR MENU (Radar Menu)
The RDR MENU button shall select/deselect the Radar Control menu on the PFD. The
Radar Control menu shall provide Mode, Ground Clutter Suppression (GCS), Gain, Sector
Scan, and Target control. The items on the RADAR Control menu shall be changed using
the Selection Box method. The menu shall automatically time out.
 FRMT (FORMAT)
The FRMT button shall select the next available PFD display format. With the displays not
reverted, the format selections shall be Rose, Present position Map (PPOS), and Extended
Present Position Map (EPPM).
When displays are reverted, with a compressed display format selections shall be Rose,
PPOS and a system summary display.
 TR/WX (Terrain/Weather/Lightning)
The TR/WX button shall be a multiple push pushbutton to select/deselect the display of
Terrain, Weather and Lightning (if installed) on the PFD.
The first push of the TR/WX pushbutton shall select the next overlay available on the PFD.

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Subsequent pushes of the TR/WX shall select the next overlay available in the circular
queue. An OFF selection shall be included in the queue.
The PFD shall automatically change the range to an appropriate range if required.
 TFC (Traffic)
Pressing this button when no TCAS Traffic Alert is active shall select/deselect a TCAS
overlay on the currently selected PFD format.
If a TCAS Traffic Alert is active and the current format is Extended Present Position or
Secondary EICAS, the TFC button shall display a TCAS/Rose format.
 RANGE/TILT/PUSH AUTO (RTA-854 Only)
The RANGE knob shall be a rotary control to decrease or increase the PFD and MFD Nav
display range until the minimum or maximum range is reached.
The TILT knob shall be a rotary control to select the radar antenna tilt angle, -15 to +15
degrees.

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The PUSH AUTO TILT button is only available on the DCP when an RTA-854 is installed.
It is located in the center of the RANGE/TILT knob and shall select/deselect automatic tilt
control.
 RADAR (Radar Control)
The Radar button shall turn the Radar from Standby to On, and from Test or On to Standby.

Figure 4.3-1 Display Control Panel (Shown with PUSH AUTO TILT button)
4.3.3.3 Cursor Control Panel
The Cursor Control Panel (CCP) shown in Figure 4.3-2 shall provide for MFD display
control. The CCP calls up main menus and associated submenus to control the current MFD
display. The CCP shall provide control of all CAS displays, including on the PFD when the
PFD is in compressed format. Pressing a switch for an optional function that is not enabled
(e.g. CHART) shall display a SELECTION INACTIVE message on the MFD.
The function of each CCP control is described briefly below.
 MFD Window formatting
 MENU ADV/DATA/PUSH SELECT (Selection Box method)
The Menu Advance and Data rotary knobs shall be used to control the display menus.
Operation shall be the same as the DCP MENU ADV/DATA/PUSH SELECT.

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 UPR MENU (Upper Menu)
The UPR MENU button shall select the menu for the MFD upper window.
 LWR MENU (Lower Menu)
The LWR MENU button shall select the menu for the MFD lower window.
 ESC (Escape)
The ESC button shall provide the means to back out of a menu selection.
 LWR FRMT (Lower Window Format)
The LWR FRMT button shall remove any synoptic overlays from the lower window.
Additional presses cycles through the available formats.
 TR/WX (Terrain/Weather/Lightning)
The TR/WX button shall be a multiple push pushbutton to select/deselect the display of
Terrain, Weather and Lightning (if installed) on the MFD.

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The first push of the TR/WX pushbutton shall select the next overlay available on the MFD.
Subsequent pushes of the TR/WX selects the next overlay available in the circular queue.
An OFF selection shall be included in the queue.
The MFD shall automatically change the range to an appropriate range if required.
 TFC (Traffic)
The TFC pushbutton shall select/deselect a traffic display overlayed on the current MFD
format, provided the current format is compatible.
If Traffic is selected for display and the current format/range is not compatible, the MFD
shall automatically display TRAFFIC ONLY and change the range to 10 NM.
 CAS (Crew Alert System)
The CAS (Crew Alerting System) button shall cycle through the CAS list on the MFD (and
PFD, when it is in compressed format).
 AC ELEC (A/C Electrical Synoptic)
The AC ELEC button shall provide direct access to the AC Electrical synoptic page.
 DC ELEC (D/C Electrical Synoptic)
The DC ELEC button shall provide direct access to the DC Electrical synoptic page.
 FLT (Flight Control Synoptic)
The FLT button shall provide direct access to the Flight Controls synoptic page.
 SUMRY (Summary Synoptic)
The SUMRY button shall provide direct access to the summary synoptic page.
 HYD (Hydraulic Synoptic)
The HYD button shall provide direct access to the hydraulic synoptic page.
 MEM 1, MEM 2, MEM 3 (Quick Access Keys)
The three Quick Access Keys, (MEM1, MEM2, and MEM3) shall allow the pilot to
memorize three configurations of upper and lower MFD windows. A momentary press of a

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Quick Access Key shall select the desired combination. Pressing and holding the key for
more than 3 seconds shall cause the current upper and lower MFD window configuration and
selections to be stored for future recall.
 Joystick
Without Zoom selected, and the CHART displayed in the upper and lower window, the
joystick shall move a cursor window over the Chart.
Without Zoom selected and the Chart displayed in the lower window, the joystick shall move
the chart vertically as well as move the cursor window.
With Zoom selected, the joystick shall move the Chart from one Cursor window area to the
next, allowing selected areas to be viewed at a larger scale.
With 3D Map selected, the joystick shall control the orientation of the 3D Map display.
With Present Position Map or Plan Map selected, the joystick shall control a waypoint
designator.

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With XM WXR selected, the joystick shall pan image or position cursor window area to
zoom in or out on image.
 JSTK
The JSTK button shall shift joystick between upper and lower window when both windows
are in a joystick format.
 RADIO ADV/DATA/PUSH SELECT
The RADIO ADV knob shall be a rotary control used for MFD Radio Tuning and Radio
menu control. The larger and smaller knobs change the most significant and least
significant digits of the frequency respectively.
 RADIO
The RADIO button shall select and deselect the sub menu for the selected radio system.
Pressing the RADIO pushbutton shall select/deselect, on the MFD, the tuning control sub-
menu of the radio associated with the current position of the tuning control (Box). Pressing
the RADIO pushbutton when another menu is displayed shall close the menu and return the
tune box to its default position (COM).
All sub-menus shall automatically time out.
 DME-H (DME HOLD)
The DME-H pushbutton shall select/deselect the DME Hold function.
When DME Hold is selected, the DME shall hold the current NAV frequency while allowing
the VOR radio to be independently tuned.
 IDENT
The IDENT button shall select transponder ident for the active transponder.
 1/2
The 1/2 button shall select/deselect the cross-side radio menu on the MFD. When a radio
sub-menu is in view, the equivalent cross-side radio (e.g., #2) sub-menu is
selected/deselected.
 FREQ Interchange

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The FREQ Interchange button shall swap the active and preset frequency for the selected
radio system.
 ATC
The ATC button is a direct access key to change the transponder/TCAS from standby to
RA/TA and from any state to standby.
With IFIS installed
 CHART
Pressing the CHART button shall select and deselect the Chart display on the MFD. When
EICAS information is not displayed CHART shall remove the previously displayed upper
and lower window display. A second press of the CHART button shall remove the Chart
and return to the previous upper and lower window displays.
 Orientate (Graphic Key Legend)

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With a chart displayed, pressing the orientate button shall rotate the chart 90 degrees. A
second press shall return the chart to its previous position.
 ZOOM +/-
With a Chart displayed, pressing ZOOM + shall increase the size of the Chart, showing the
area previously highlighted by the cursor window, and pressing ZOOM - shall return the
Chart to its normal size.
 Joystick
The Joystick button shall select the joystick control between the upper and lower window of
the MFD.

Figure 4.3-2 Cursor Control Panel Baseline

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Figure 4.3-3 PFD Format STATE 4 - MANUFACTURING RELEASE 2015-02-13

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Figure 4.3-4 MFD Format

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Figure 4.3-5 PFD Reversion Display Format

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4.3.4 EFIS Functional Options

4.3.4.1 3D FMS Maps

With the correct OCM installed the MFD shall display both the lateral and vertical flight
profile in a 3D map format.
The proper OCM is detailed in Table 3.4-3.

4.3.4.2 IFIS
Section 4.4

4.3.4.3 Synthetic Vision Image

Section 4.5

4.3.5 Unique Modes

N/A

4.3.6 Reversion Control

PFD and MFD shall support discrete inputs for reversionary modes.

4.3.6.1 Reversion Switch Panel

The EFIS reversionary switch panel is supplied by the aircraft OEM.

4.3.7 Performance
N/A
4.4 Integrated Flight Information System (IFIS)
The baseline IFIS system shall consist of:

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 Two Adaptive Flight Displays – AFD-5220E in the MFD position

 One File Server Unit (FSU)

 One External Compensation Unit (ECU)

 One Data Base Unit (DBU-5010E))

 XM Receiver and Antenna (optional)

 Two Cursor Control Panels (CCP) (Shared with EFIS)

 One Collins Portable Access Software (CPAS)

Support of Worldwide graphical weather (Universal) shall require the installation of Datalink
and associated hardware:

 One Communication Management Unit (CMU)

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 One External Compensation Unit (ECU)

 One CMU GWX License Key

 Third Very High Frequency Communication Radio (VHF)

4.4.1 Operational Requirement

The IFIS shall provide the following capabilities for display on the MFD:
 Electronic Charts – (Refer to section 4.4.1.4)
The IFIS shall provide the following optional capabilities for display on the MFD:

 XM Graphical Weather (Refer to section 4.4.4.1 and 4.4.4.2)

 Worldwide graphical weather (Universal) (Refer to section 4.4.4.3)

 Enhanced Map Overlays (Refer to section 4.4.4.4)

4.4.1.1 Adaptive Flight Display –Ethernet (AFD-5220E)

The AFD-5220E displays in the MFD position are used to provide electronic charts,
datalinked graphical weather and enhanced map overlay features (i.e. rivers, lakes, political
boundaries, airspace, and airways). The additional display functions are implemented as
formats selected with the Menu control and buttons located on the Cursor Control Panel
(CCP). Format options are controlled using on-screen menus controlled by the CCP.

4.4.1.2 File Server Unit

The FSU shall provide mass data storage for all the databases required for the enhanced
features of the AFD-5220E as well as graphical processing capabilities for display list
rendering. The single FSU installation supports independent operations on two MFDs.
Interface to the AFD-5220E shall be via a bi-directional Ethernet bus. The FSU shall
support two AFDs. The FSU shall additionally provide an ARINC 429 interface to the on-

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side CDU for datalink capabilities.
The FSU databases and application software are field Loadable via an interface to the CPAS
or the Optional DBU-5010E. The FSU shall provide an upload / download capability to the
FMSs and MDC via Ethernet connection to the CPAS or optional DBU-5010E.

4.4.1.3 Database Unit (DBU)

The Database Unit (DBU-5010E) shall provide a common point for loading software and
databases to software-loadable units.
 The FSU databases and application software shall be field loadable via an ARINC
615A Ethernet interface to the DBU.
 FMS databases and files shall interface with the DBU by RS-422 enhanced protocol.
The FMS databases include PERF (performance) databases, VSPEED databases,
THRUST databases and NAV (navigation) databases.
 MDC files shall interface with the DBU by RS-422 enhanced protocol. The MDC
files include the MDT.

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 The DBU shall use the ARINC 615-3 protocol for uploading software destined for
ARINC 429 based Line Replaceable Unit (LRU). One ARINC 429 output and one
ARINC 429 input interface shall be provided for the data loader function allowing
any ARINC 429 based LRU to be connected to the DBU. The DBU can be
connected to a rotary switch which is then connected to several different ARINC
429 based LRUs including TSS and SVS to load TSS Application files and SVS
Runway / Airport database. Using a rotary switch, the DBU is only capable of
data loading one ARINC 429 based LRU at a time.
The DBU shall require no special equipment or computer system. The DBU shall include
two USB ports which allow for a solid state removable flash media.

4.4.1.4 Electronic Charts Function (Baseline Option)

The Electronic Charts function, enabled via the ECH-5000 key, shall provide the display of
charts for arrival, approach, departure, airport and NOTAMS. Access to the Electronic
Charts format is via the CCP CHART button. Integration with the Rockwell Collins FMS
flight plan data shall provide easy access to all charts pertinent to the flight plan (origin
airport, destination airport, alternate airport, departure, arrival, and approach), eliminating
the need for entry of identical flight plan information in multiple places. Pilot entered station
IDs shall also be allowed. After station IDs have been entered for the Electronic Charts, IDs
shall be automatically transferred to the XM Graphical Weather function. Charts shall be
capable of being panned, oriented (rotated to portrait or landscape), and zoomed.
The Electronic Chart function shall provide aircraft position on all geo-referenced charts.
Figure 4.4-2 depicts an Electronic Chart format.
The Electronic Chart application shall provide the following functions:
 ChartLink™
 SmartEntry for other Station ID
 Arrival (STARs) Charts
 Auto Charts
 Approach Charts

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 Airport Charts
 Departure (SIDs) Charts
 Airspace Charts
 Noise Charts
 Chart NOTAMS
 Aircraft position on WGS84 “Geo-referenced” compliant charts
 Chart Dimming for viewing charts at night
 Quick selection of the display of predefined charts
 Quick change of the displayed chart
 Split Approach Charts

4.4.2 Description of Control Operation

The additional display functions are implemented as formats selected with the Menu control

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and buttons located on the Cursor Control Panel (CCP) as shown in Figure 4.3.3.3-1. The
CCP shall provide for operator control of MFD menu and display format functionality.
Format options shall be controlled using on-screen menus controlled by the CCP.

4.4.3 Revisionary Control

N/A

4.4.4 Functional Options

4.4.4.1 Graphical Weather (Option)

Graphical Weather is provided by two vendors: Installation of either XM OR Universal
weather, not both simultaneously, is allowed. Access to the graphical weather format shall
be via the lower window format key or the upper menu key.
The File Server Application (FSA-5000) for XM or Universal Weather shall be specifically
required for each option.

4.4.4.2 United States, Canada and Puerto Rico XM Graphical Weather (Option)
The XM Graphical Weather application, enabled via the GWX-3002 key, shall provide the
capability to display and manipulate graphical and textual weather information in the cockpit
for CONUS USA, Canada and Puerto Rico.
Weather information is received via a satellite data link receiver (XM Weather Receiver
(XMWR) and XM Antenna (XMA)). The vendor provides a constant broadcast of the data,
so there is no request or queuing of weather information. The graphical information shall be
panned and zoomed using the CCP Joystick and Zoom buttons, to display a desired region of
weather in detail.
The XM Graphical Weather application shall provide the following functions:
 Aircraft position on overlay
 Origin and destination ICAO displayed on overlay
 Textual TAF and METAR reports for station IDs

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 Textual SIGMET and AIRMET reports
 NEXRAD overlay
 Severe weather storm tracks also known as Storm Cell Identification and Tracking
(SCIT)
 METAR overlay
 SIGMET overlay
 Animated NEXRAD
 Winds Aloft imagery with aircraft, origin and destination information
 Temporary Flight Restrictions (TFRs) displayed on the Map
 Satellite imagery with aircraft, origin and destination information
 Lightning Strike Overlay
 Icing potential

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 Turbulence
 XM Canadian Weather Products
o Radar Coverage
o High Resolution NEXRAD radar
o Surface Precipitation
o Severe Weather Storm tracks
o TFRs
o Winds Aloft
o METARS
o TAFS
 XM Puerto Rico Weather Products
o Same options as CONUS

4.4.4.3 Worldwide Graphical Weather (Option)

The Worldwide Graphical Weather application, enabled via the GWX-5000 key, shall provide
the display of stored graphical weather images. The images are requested from the ground
station via control pages on the CDU. When the images are received, they are stored in the
FSU. The pilot can select these images for viewing via a menu on the MFD. The images shall
be uplinked through the 3rd VHF and transmitted to the FSU from the CMU. The format shall
display one stored graphical weather image at a given time, on the MFD. Using the CCP for
control, the pilot shall select another image among the choices displayed on an MFD list.
The WorldWide Graphical Weather application shall provide the following:
 NEXRAD (CONUS)
 Tops/Movement (CONUS)
 WX Depiction (Worldwide)
 Forecasted Winds Aloft (Worldwide)

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 Forecasted Icing (Worldwide)
 Forecasted Turbulence (Worldwide)

4.4.4.4 Enhanced Map Overlays (Option)

The Enhanced Map Overlays function, enabled via the OVL-5000 key, shall provide the
display of additional map data that complements the navigational data already provided by
the FMS. The Enhanced Map Data includes geopolitical overlays (political borders and
water bodies), airways and airspace. The Enhanced Map Overlays are available on PPOS
and Plan map formats and are accessed via a menu selection. The Enhanced Map data is
hosted on the FSU in multiple databases.
The Enhanced Map Overlays function shall provide the following:
 Geo-Political boundaries
 Water

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 Airways (Victor and Jet)

 Airspace (Class B and C terminal airspace, prohibited and restricted airspace)
 NEXRAD (when installed)
 TFRs (when installed)

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Figure 4.4-1 Graphical Weather Format

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Figure 4.4-2 Electronic Charts Format

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4.5 Synthetic Vision System (SVS) (Option)

The Optional Synthetic Vision System shall consist of the following equipment:
 One Synthetic Vision Computer (SVC)
 One Synthetic Vision Configuration Module
 One Synthetic Vision Video Interface Unit (VIU)

4.5.1 Operational Requirements

Synthetic vision shall use a terrain database and current position information to generate a
virtual landscape image for the PFD background. The image shall be pilot selectable to
replace the normal sky/ground depiction that is a part of the ADI. The synthetic vision
image shall dynamically change, giving the pilot better situational awareness of the
surrounding terrain.
The synthetic vision image shall depict terrain, airport and runways. The terrain image shall
use data from a terrain database with 30 arc second terrain resolution worldwide, and down
to 6 arc second resolution in Airport Area.
The runway/airport database update shall be dataloaded via DBU-5010E A429 port (615-3).
The terrain database update shall be dataloaded via the Rockwell Collins Service Center.
Terrain shall be depicted as a solid object with pattern applied.
The synthetic vision image shall display either a destination runway or take-off runway
dependent on proximity. The runway identifier shall be depicted on each runway. Runways
shall appear as if they lie directly on the terrain surface.

4.5.1.1 Description of Control Operation

Synthetic vision shall be displayed as the sky-ground background with terrain on the PFD.
Synthetic vision shall be selected for display on the PFD using the PFD Menu.
If FPV is available and OFF; it will be automatically selected ON when SVS is ON.
SVS is automatically removed in EICAS Reversion (Compressed ADI).

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4.5.1.2 Reversionary Control
N/A.

4.5.1.3 Functional Options

N/A.
4.6 Engine Indication/Crew Alerting System (EICAS)
The EICAS provides engine instrument display and crew alerting functions that meet the
appropriate requirements of FAR Part 25. The EICAS also provides the Flight Data
Acquisition, aural warning and Lamp Driver Unit functions. The EICAS shall generally
follow the guidelines of Advisory Circular AC 25-11[14].
The EICAS configuration for the aircraft shall consist of the following.
 Two EICAS/MFD Displays

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 One Lamp Driver Unit (LDU)

 Two Data Concentrator Units (DCU)
 Two EICAS Routing (ERU)
 One Remote Data Concentrators (RDC)
 One Flight Data Converter Unit (FDCU) - Optional
A subsystem block diagram is shown in Figure 4.6-1. This configuration provides for the
remote conversion and concentration of the data for the displays. This concentration shall be
performed by two dual-channel DCUs for engine and aircraft data. Each DCU shall provide
single channel conversion for each engine plus a single channel conversion for aircraft
systems data. Figure 4-6-2 shows the FDR Interface when the optional FDCU is installed.
Two DCUs provide all required paths for engine data and aircraft system data. An optional
Remote Data Concentrator (RDC) is available for monitoring of analog and discrete signals
necessary. These signals shall be concentrated in the RDC and transmitted to the Left and
Right DCUs via a low speed ARINC 429 bus.
The pilot side MFD shall act as the primary EICAS display, while the copilot MFD shall act
as the secondary EICAS display. Should one MFD fail, the secondary MFD shall
automatically become the primary MFD.
The LDU shall accept serial bus data from the DCUs and provide grounds for cockpit
annunciator lamps.
No single fault in the EICAS system shall result in the permanent loss of more than one
parameter of engine or aircraft systems data. Functions associated with each engine or
redundant subsystem shall be isolated from the other engine(s) or subsystem(s), so that no
fault in the processing of the data from one shall affect the processing of the data from the
others. Monitors of vital data shall be provided.
Both of the MFDs and PFDs shall have access to outputs from each DCUs.
Dispatch should be allowed with copilot MFD failed, provided the pilots MFD and both
PFDs are functional.

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Left Engine
Cabin N1, N2, ITT, Fuel Flow, Fuel Temp, Oil Press,
Press. Oil Temp, 10th Stage Bleed, 14th Stage Bleed,
Aquisition Engine Vibe, T/R EGPWS
Module
(CPAM)

L-PFD
Analog Signals EGPWS-1
L-DCU-2
APU, Aircraft
L-DCU-3
Electrical,
Hydraulics,
L-DCU-6
Control Surface
Position

LB-GP-5
Crew Force LA-GP-5
Measuring L-DCU-7
L-DCU L-MFD
System
(CFMS)
FDR-1 (717)
L-DCU-4

Fuel LA-IOC LB-IOC

Quantity AOA FDR
Gauging Aural
System R-DCU-4 Warn
FDR-2 (717)
R-DCU-7 RA-IOC RB-IOC
RA-GP-5
Horizontal
Stabilizer R-DCU
R-MFD
Trim
(HSTCU) RB-GP-5
RDC-1
RDC
Discretes
Electrical, R-DCU-3
Overheat, Fire, R-DCU-2
Flap Overspeed, EGPWS-1
APU

R-DCU-6 R-PFD
LDU
Proximity LDU-2 LDU-1
Sensor
Electronic
Unit
(PSEU)
N1, N2, ITT, Fuel Flow, Fuel Temp, Oil Press,
Oil Temp, 10th Stage Bleed, 14th Stage Bleed,
Engine Vibe, T/R
Right Engine

Figure 4.6-1 EICAS Subsystem Block Diagram

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L-DCU-4 HS
FDCU-2 (A717)
FDCU-1 HS
FDCU

STATUS OUT FDR

L-DCU

L-DCU-5 HS R-DCU-5 HS

R-DCU

Figure 4.6-2 FDR Interface via Optional FDCU

4.6.1 Data Concentration System

The Data Concentration as part of the EICAS system shall consist of the following:
 Two Data Concentrator Units (DCU)
 One Remote Data Concentrator (RDC)
 Two EICAS Routing Unit (ERU)
 One Flight Data Conversion Unit (FDCU) (Option)

4.6.1.1 Description of Control and Operation

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The Data Concentration System provides the primary interface between the Rockwell
Collins Avionics system and the aircraft systems. Two dual channel Data Concentrator
Units (DCU) provide the necessary interfaces. These units accept discrete, analog, and serial
digital inputs and concentrates these inputs onto high speed ARINC 429 serial digital buses.
The DCU shall drive aircraft aural alerts and control aural alert prioritization (including
TCAS and TAWS). The DCU shall drive the Master Warn/Master Caution indicators.
The DCU shall provide an ARINC 717 interface to the Flight Data Recorder. Aircraft
information is input to the RDC 4002 and the DCU. The DCU then concentrates the
information and sends it to the FDR on an ARINC 717 bus at 128 Wd/sec.
If the optional Flight Data Converter Unit (FDCU) is used, the DCU shall provide
information to the FDCU on an ARINC 429 bus. The FDCU shall convert this data to
ARINC 717 format and transmit it to the FDR at a rate of 512 wd/sec.
DCU shall provide an ARINC 429 output for Lamp Driver Unit.

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There are two functionally identical DCUs channels. The analog, discrete, and ARINC 429
inputs shall be distributed to both DCU by the ECUs. All outputs shall be independent.
Crosstalk of data shall be accomplished by a high-speed cross channel bus from DCU. The
cross-talk bus shall not allow propagation of an electrical fault from one channel to the other.
The DCU shall carry out independent, segregated functions in each channel. These two
channels have been designated “Channel A” and “Channel B”.
All hardware in each channel shall be capable of independent operation.
Functions shall be allocated to each channel as shown below. This list does not include all
functions.
 Channel A: Concentrate On–side Engine Data
-Concentrate Aircraft Data
 Channel B: Concentrate Cross–side Engine Data
-CAS Function
-Aural Warning Function
-Flight Data Acquisition Function
-Lamp Driver Function
-Cockpit Voice Recorder synchronization

4.6.1.2 DCU Input/Output Requirements

The DCU shall include provisions for accepting the following aircraft inputs and engine
sensors:
Table 4.6-1 DCU I/O Requirements

Signal type Qty/DCU

ARINC 429(LS) 24

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ARINC 429(HS) 8
ARINC 717 1
Discrete 280
Analog 86
The discrete inputs shall be either 28V/open, or ground/open.
All the above inputs shall be concentrated for transmission on an ARINC 429 bus. Analog
inputs shall be filtered and scaled for binary representation in the DCU.

4.6.1.2.1 ARINC 429 Signal Processing

The DCU shall perform ARINC–429 input/output processing. Requirements for this
processing are given in the following sections. Data to be processed may be numeric,
discrete, or file (block data) as defined in ARINC 429–12.

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4.6.1.2.1.1 ARINC Data Selection

The DCU shall have a primary and secondary source selection for those systems that have
more than one input source.

4.6.1.2.1.2 ARINC 429 Input Bus Monitoring

The DCU shall provide input bus monitoring for each bus entering the DCU and provide a
status of these inputs to the MDC using standard diagnostic labels.

4.6.1.2.1.3 Label Pass-Through

The DCU Pass–Through function re–routes received ARINC 429 labels to one or more DCU
output busses.

4.6.1.2.2 Analog Signal Processing

The DCU–4002 shall perform analog–to–digital conversion of signals received from the
engines and several aircraft systems. These digital signals shall be output on ARINC 429
busses.

4.6.1.2.2.1 Analog to Digital Conversion

Channel A shall convert on–side engine signals and all aircraft signals. Channel A converted
engine signals shall be output on ARINC 429 buses as defined in the data dictionary.
Channel A converted engine and aircraft signals shall be transferred internally to Channel B.
Channel B shall convert cross–side engine signals.
Channel B converted engine signals shall be output on ARINC 429 buses as defined in the
data dictionary. The internally transferred engine and aircraft data from Side A shall be
output from Side B on ARINC 429 buses as defined in the data dictionary.

4.6.1.2.2.2 Sensor excitation

The DCU–4002 shall provide excitation for several analog sensors. The electrical signals

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required are referenced in DCU 4002 requirements document.

4.6.1.2.2.3 Discrete Signal Processing

The DCU–4002 shall receive discrete signals (one wire per signal) from aircraft systems
listed in Table 4.3-2.
The DCU shall provide the following discrete input capability:
Table 4.6-2 Discrete Inputs

TYPE QUANTITY
Gnd/Open or Gnd/28V 238
28VDC/Open 42

4.6.1.2.2.4 28 VOLT/OPEN Discrete Input Definition

The DCU shall be capable of correctly interpreting the 28V/open discrete states while
operating on input voltages of 10.0 to 32.2 VDC.

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4.6.1.2.2.5 GND/OPEN or GND/28V Discrete Input Definition

The DCU shall be capable of correctly interpreting the GND/open and GND/28V discrete
switch operations while operating on input voltages of 10.0 to 32.2 VDC and while in the
presence of ground potentials of up to 4.0 VDC at the discrete switch ground with respect to
the DCU ground.

4.6.1.2.2.6 Discrete Output Definition

The DCU shall provide four discrete outputs consisting of one wire per signal.
Table 4.6-3 Discrete Outputs

Signal Name Signal Type Sink Capacity

Master Caution GND/OPEN 500 mA
Master Warn GND/OPEN 500 mA
APR GND/OPEN 500 mA
FDAU Valid GND/OPEN 500 mA

4.6.1.2.2.7 Aircraft Systems Supported for Analog and Discrete inputs

The following aircraft Systems shall be supported by the Data Concentrator Unit.
Analog and/or Discrete inputs
 Air Conditioning System (ATA chapter 21)
 Communication System (ATA chapter 23)
 Electrical Power System (ATA chapter 24)
 Fire Protection System (ATA chapter 26)
 Flight Control System (ATA chapter 27)
 Fuel System (ATA chapter 28)
 Hydraulic System (ATA chapter 29)
 Ice Protection System (ATA chapter 30)
 Indicating/Recording System (ATA chapter 31)

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 Landing Gear (ATA chapter 32)
 Lighting (ATA chapter 33)
 Oxygen System (ATA chapter 35)
 Pneumatic System (ATA chapter 36)
 APU (ATA chapter 49)
 Doors (ATA chapter 52)
 Engine Control and Indication (ATA chapters 70, 73, 74, 77, 78)

4.6.1.3 Unique Modes

4.6.1.3.1 Crew Alerting
The DCU–4002 shall process inputs as required to create outputs for Warning, Caution,
Advisory, and Status messages.
The CAS process is not required to use more than 16 bits of resolution in its computations.

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The Crew Alerting process consists of: Computing Boolean equations using available data
(Analog, Discrete, ARINC, and Time Delays). Combining internally computed results
received from the other DCU in an “OR” function. Producing CAS MISCOMP and EICAS
COMP INOP messages.
The DCU shall be capable of processing the logic for 436 Crew Alerts. This number does
not include Aural Alerts, but in practice there are many Aurals which have the same logic as
Warnings or Cautions.
Each DCU shall transmit its internally detected Warning, Caution, and Aural CAS outputs to
the other DCU.
If the DCU cross talk buss has cross talked data available for a given label, the DCU shall
transmit the internally detected outputs as the message indications for that label to the
EICAS display.
If the DCU cross talk buss has cross talked data available for a given label, all of that
available data shall be “OR”ed with the internally detected outputs for that label. This
“OR”ed data will be used to transmit message indications for that label to the EICAS
displays.
The DCU shall also use the data from those message indications, either internally detected or
“OR”ed, for the activation of the Master Warning/Master Caution lights.
In addition, the DCU shall transmit internally detected Advisory, Status and other messages
to the EICAS displays.

4.6.1.3.1.1 Alert Comparator

A comparison of Warning, Caution, and Aural outputs from all available sources shall be
done.

4.6.1.3.1.2 Take-Off and Landing Inhibit

CAS inhibits shall prevent the assertion of designated CAS equations during certain flight
phases. These inhibits can be specified for any CAS equation processed by the DCU,

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regardless of output type (AFD, LDU, IAPS, etc.), for up to six flight phases. Note that only
two of these are currently defined.

4.6.1.3.2 Aural Alerts

The DCU shall process inputs as required to create outputs for Aural Alerts. One audio
output shall be provided. It shall drive 60 mW into 600_ load at a preset volume. The audio
output shall conform to standards given in RTCA/DO–170.

4.6.1.3.2.1 Assertion Cancellation

An aural alert shall have the potential to be sounded whenever the logical equation of the
aural transitions from CLEAR to SET.
The potential of an aural alert to be sounded shall be cleared when one of the following
occurs:
 The logical equation of the aural transitions from SET to CLEAR.
 The appropriate RESET (Warning or Caution) occurs.

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4.6.1.3.2.2 Prioritization
Aural Alerts are prioritized as detailed in the DCU requirements doc [77].
Of the two types of messages voice and tone a maximum of two can be sounded at the same
time. The two alerts shall consist of the highest priority voice and the highest priority tone,
or the two highest priority tones, two voice cannot sound at the same time.
No voice alerts shall sound when GPWS Inhibit Voice Messages is SET.

4.6.1.3.2.3 Determination of Master

Aural alert processing shall be performed in all DCUs. Only one master DCU shall drive
aural outputs at any time. Details of mastership are in the DCU requirements doc [77].

4.6.1.3.2.4 Dedicated Tones

The DCU shall produce the following tones
Amplitudes are specified as a percent, relative to a 60mW, 1 kHz tone. The amplitudes
specified are measured at their peak, with +/-25% tolerance.
 Fire Bell
 Stall Warbler
 Overspeed Clacker
 Altitude “C” Chord
 Autopilot Cavalry Charge
 Trim Clacker
 Landing Gear Horn
 Vertical Track Alert
 Datalink

4.6.1.3.2.5 Attensons

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Some voice alerts and some visual alerts shall be preceded by an attenson. Attensons shall
be produced according to ARINC 726–1.
 Warning Attenson:

Peak amplitude: 74% of reference.

 Caution Attenson: Same as the Warning Attenson, but is only sounded once.

4.6.1.3.2.6 TCAS OUTPUTS

The DCU shall select between two voice alert sources: Internal, and External from TCAS.
Upon Power–Up, the DCU shall default to the internal source.

4.6.1.3.2.7 Aural Alert Test

When the AURAL WARNING TEST discrete input transitions from CLEAR to SET, a test
of the aural warning function shall be done. This test shall consist of sequentially sounding

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each tone, first the Warning Attenson, then the Caution Attenson, then the Voice Messages
in a predetermined order.

4.6.1.3.2.8 Aural Alerts Volume Control

The output level of aural tones shall be reduced by 6 dB when sounded in conjunction with
an attenson or a voice message.

4.6.1.3.3 Date/Time Operation

The DCUs shall source select between the various Time (GMT) and Date sources in the
cockpit. All DCUs shall output a Master Time and Date on the DCU–7 bus.
The source for Master Time and Date for the left and right DCUs shall be determined based
on hierarchy.
Table 4.6-4 Master Date/Time table

Source
L GPS
R GPS
MDC
L FMS
R FMS
4.6.1.3.4 DCU/MDC Interface
The system shall provide functions for the detection and storing of exceedances for the
engine parameters of N1, Oil Temp, Oil Pressure, Vibration, Turbine Temperature, Turbine
Temperature (start) and N2. An exceedance event shall occur when a parameter exceeds a
specified threshold level. When an exceedance event occurs, the parameter, the time
duration above the threshold, the peak level, the value of the level exceeded and the flight
leg shall be stored in nonvolatile memory. Memory shall be provided for at least 10
exceedance events for each of 20 flight legs before the oldest event is overwritten. The
system shall incorporate provisions for displaying the stored exceedance data on the MFD.

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The exceedances can be downloaded onto a disk.
Diagnostics functions covering LRU fault isolation of the EICAS system LRUs shall be
encompassed in the system and available through the Maintenance/Diagnostics Computer
(MDC) in the integrated system.
Engine operating time shall be calculated and recorded in non-volatile memory.

4.6.1.3.4.1 DCU Captured Data Storage

During normal operation there may be times when the DCU is functional while the MDC is
not operating. During this time, the DCU shall be capturing maintenance data. This data
shall be stored in NVM until it can be transmitted to the MDC, or until data from a new
flight leg overwrites it.
The following data (known as the “Maintenance Queue)”:
 1 Engine Trend Event.
 10 Engine Exceedance Events and their accompanying data.

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 10 Maintenance Messages and their accompanying data.

 1 Flight Leg Number Incrementation assertion.
Normal operation should not fill the “Maintenance Queue” in the NVM during one flight leg,
therefore the DCU shall store data from multiple flight legs in the absence of the MDC.
The data stored for each type shall be the first data captured during the flight leg.

4.6.1.3.4.2 Engine Trend Monitoring

A. The DCU–4002 shall capture and store the values of specified engine trend monitoring
parameters.
The DCU shall capture one engine trend per flight leg.
Parameters to be transmitted (for storage in the MDC) include:
 PARAMETER NAME
 N1 (L and R)
 N2 (L and R)
 ITT (L and R)
 Engine N1 Vibration (L and R)
 Oil Pressure (L and R)
 Oil Temperature (L and R)
 Fuel Flow (L and R)
 IAS
 Altitude (29.92)
 TAT
 Eng Oper Time Since Last Trend (L and R)
 ECS Pack (L and R)

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 Cowl Anti–Ice (L and R)
 Wing Anti–Ice (L and R)
 Date
 Time

4.6.1.3.4.3 Engine Exceedence

Engine parameters shall be monitored to detect exceedances for several engine parameters.
 L N1
 R N1
 L N2
 R N2
 L ITT (Low)
 R ITT (Low)

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 L ITT (High–mid)
 R ITT (High–mid)
 L ITT (High)
 R ITT (High)
 L ENG VIB
 R ENG VIB
 L ENG OIL TEMP
 R ENG OIL TEMP
 L ENG OIL PRESS
 R ENG OIL PRESS
4.6.1.3.5 Automatic Performance Reserve
The APR function shall sense the fan speed (N1) of both engines, and control the APR
discrete output.

4.6.1.3.6 Variable ITT

The DCU shall be capable of calculating three ITT scales.

4.6.1.3.7 Normalized AOA and Body AOA

4.6.1.3.7.1 Normalized AOA

Normalized AOA shall be compensated for flap and altitude conditions.

4.6.1.3.7.2 Body AOA

The DCU shall calculate Body AOA.

4.6.1.3.8 Input averaging

The DCU shall provide an Averaging function for the analog inputs and respective cross-talk
bus labels.

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4.6.1.3.9 CVR Synchronization
Time stamp correlation between the FDR and Cockpit Voice Recorder (CVR) occurs by
sending time stamp information to the CVR. The time reference used by the FDR function is
also used to generate the signal sent to the CVR.
Encryption of the time stamp shall be in accordance with DO–170

4.6.1.3.10 EGPWS
The DCU shall receive input, pass through, process, and re–map, ARINC EGPWS data.

4.6.1.4 Functional Options

N/A.

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4.6.1.5 Performance
The DCU shall be required to operate (not to start) as long as the input voltage is 10.0 Vdc or
greater. This requirement ensures the DCU shall remain operational during engine start.

4.6.2 Data Displayed

The MFD EICAS display shall display a fixed format of data.
The MFD shall provide pages of formats for engine indications, crew alerting messages,
flight control trim position and other aircraft systems data during reversionary operation.
In reversionary operation (after a MFD failure), a subset of the EICAS information shall be
made available in the compressed PFD mode. Reversion switching to a compressed format
requires action from the flight crew.

4.6.2.1 Data Display Control

The various Engine Indication, Crew altering and synoptic pages shall be selectable on the
CCP or through menu prompts on the MFD.

4.6.2.2 Engine and Aircraft Systems

A list of engine and aircraft systems data for indication is given below:

4.6.2.2.1 List of Parameters

 N1 analog gauge with digital read out.
 N1 reference bug
 N1 reference ICON & digital display.
 Automatic Performance Reserve (APR)
 Thrust reverser status
 ITT (Internal Turbine Temperature) analog gauge/digital readout.
 N2 analog gauge with Digital read out.

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 Engine vibration
 Fuel flow
 Oil pressure
 Oil temperature
 Digital Fan vibration read out
 Amber VIB caution annunciation for N2
 Fuel quantity
 Aileron trim
 Horizontal stabilizer trim
 Rudder trim
 Flap position
 Landing gear
 Pressurization data

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 Crew alerting warnings and cautions status and advisory messages.

 Auxiliary power unit exhaust gas temperature (APU EGT)
 Auxiliary power unit RPM
 Pressurization (cabin altitude, rate, delta p)
 Oxygen pressure
 Engine fuel temperature
 Cabin temperature
 Flight spoiler position
 Ground spoiler position
4.6.2.2.2 Compressed PFD EICAS Window
 N1 analog gauge with digital read out.
 N1 reference bug
 N1 reference ICON & digital display.
 Amber Fan VIB message
 Digital ITT display
 Digital N2
 N2 amber VIB message
 Digital Fuel Flow
 Oil Pressure
 Oil Temperature
 Fuel Quantity “Total”
 Aileron trim
 Horizontal stabilizer trim
 Rudder trim
 Flap position

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 Landing gear
 APU RPM Digital display
 APU EGT Digital Display
 Spoiler Position
 CAS Window limited to 12 lines.

4.6.2.2.3 Synoptic pages available in lower MFD window

4.6.2.2.3.1 Summary Page

 Cabin
 ALT
 Manual Message
 RATE
 Delta Pressure

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 Bleed Pressure
 TEMP
 OXY
 Hydraulic
 Pressure (PRESS) All three hydraulic systems
 Temperature degrees C (TEMP C) All three hydraulic systems
 Quantity percentage (QTY %) All three hydraulic systems
 Inboard Brakes (INBD BRAKES)
 Outboard Brakes (OUTBD BRAKES)
 AC Electrical
 Generator #1 (GEN1)
 KVA
 VOLTS
 Generator #2 (GEN2)
 KVA
 VOLTS
 APU Generator (APU GEN)
 KVA
 VOLTS
 Air Driven Generator (ADG)
 VOLTS
 DC Electrical
 Transformer Rectifier Unit #1 (TRU1)
 Essential Transformer Rectifier Unit #1 (ESS TRU1)

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 Transformer Rectifier Unit #2 (TRU 2)
 Essential Transformer Rectifier Unit #2 (ESS TRU2)
 Main Battery (MAIN BATT)
 APU Battery (APU BATT)
 FUEL
 Total (LBS) Below total, the individual tank qtys are listed.
 Fuel Temp (Engine and Bulk)

4.6.2.2.3.2 Hydraulic Page

 Hydraulic power user legends
 Hydraulic pressure
 Hydraulic quantity
 Hydraulic temperature

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 Brake pressure
 Valve position
 Pump status

4.6.2.2.3.3 AC Electrical Page

 Bus status and electrical flows
 Generator voltages
 Generator loads
 Generator frequencies
 Loads

4.6.2.2.3.4 DC Electrical Page

 Bus status and electrical flows
 Battery and bus voltages
 Battery and bus loads
 Battery availability
 Charger status

4.6.2.2.3.5 Flight Control Page

 Surface positions:
 ailerons
 elevators
 rudder
 ground spoilers
 flight spoilers
 Flap position

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Figure 4.6-3 MFD EICAS Window

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4.6.2.2.4 Crew Alerts

The EICAS system shall display crew alerting messages for warnings (red), cautions
(yellow), status (white) and advisories (green). The system shall accommodate a maximum
of 436 messages.
Further details are in Section 4.6.1.3 DCU Unique Modes.

4.6.2.2.5 Maintenance - Exceedances and Diagnostics

Details are in Section 4.6.1.3 DCU Unique Modes.

4.6.3 EICAS Functional Options

 Kg Vs lbs (CSU selectable) display of fuel

4.6.4 Unique Modes

N/A.

4.6.5 Reversion Controls

N/A.

4.6.6 Performance
N/A.
4.7 Integrated Avionics Processor System
The Integrated Avionics Processor System (IAPS) is a physical collection of several
functional modules combined into an efficient mechanical package to minimize size, weight,
installation cost and aircraft wiring. It shall consist of the following:
 One Integrated Card Cage including Lightning/HIRF Protection
 Two IAPS Environmental Controller
 Two Configuration Strapping Units

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 Two Options Control Modules - installed on CSU
 Four Input/Output Concentrators
 Four Power supplies
 Four Flight Control Computers. Covered in AFCS section
 Two SSM 4000 Servo Switching Modules. Covered in the AFCS section.
 Two Flight Management Computers, 3rd FMC optional. Covered in FMS section.
 One Maintenance Diagnostics Computer. Covered in Maintenance section.
 Two Lightning/HIRF Protection Units
The requirements for the FGC, FMC, and MDC are detailed in their respective sections of
this specification.

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4.7.1 Operational Requirements

The ICC shall provide integral HIRF and lightning protection for all installed modules.
The ICC shall provide physical and electrical segregation between left and right side signals.
This segregation shall be maintained through the ICCs backplane.
The PWRs shall provide the necessary power requirements for all installed modules.
The CSUs shall provide switches and a plug in configuration module to enable selection and
activation of the required optional configurations.
The IOCs shall perform data concentration for the avionics system. The IOCs shall
concentrate essential and non-essential data. At a minimum, each IOC shall provide the
following I/O capability:
 36 low/high speed ARINC 429 input ports
 12 low/high speed ARINC 429 output ports

4.7.1.1 Input Port Allocation

Listed below is the input port allocation.
Table 4.7-1 IOC Input Port Allocation

Port Speed Input

00 IOC Internal IOC-4100
01 IOC Internal IOC-TST
02 High T-IRU
03 High FMC
04 High FCC
05 High MDC

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06 High IRU
07 Low ADC
08 High MFD
09 Low TDR
10 Low VIR
11 Low T-VHF
12 High HGS
13 Low GLS(Growth)
14 Low ADF
15 High GPS
16 High PFD

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Port Speed Input

17 Low VHF
18 High Spare
19 Low HF
20 High DCU-7
21 Low RALT
22 High DME
23 Low CDU-6
24 Low CFDS (SATCOM)
25 Low Arinc 615
26 Low CDU-7
27 High FSU-1
28 High CMU-11/12
29 Low ISI-1
30 Low EVSHC
31 High RTA
32 High SVC
33 High CVR
34 Spare Spare
35 Spare Spare
36 Spare Spare

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37 Spare Spare

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4.7.1.2 Listed below is the output port allocation.

Table 4.7-2 IOC Output Port Allocation

Port Output Bus Destination Speed

0 GPBUS-2 CDU, GPS Low
1 GPBUS-4 ATS, TDR, EVSHC Low
2 GPBUS-5 DCU, TAWS, LDS, FSU High
3 IOC-4 FMC High
4 IOC-3 FCC High
5 GPBUS-3 NAV, VHF, TDR, Low
RTA,DME, TDR, ELT
6 IOC-1 PFD, MFD, High
7 GPBUS-1 ADC, CDU, CMU Low
8 IOC Internal IOC Internal
9 IOC-5 MDC High
10 IOC-2 Spare Internal High
11 IOC-6 HGC High
12 IOC-7 IRU, CMU, Cabin, MFD, High
SVC, RTA (4114)
13 IOC-8 Reserved X
14 IOC-9 Reserved X

4.7.2 Description of Control Operation

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There shall be no crew controlled operations required for the IAPS.

4.7.3 Unique Modes

There are no unique operational modes for the IAPS.

4.7.4 Functional Options

N/A.

4.7.5 Performance Requirements

The IOC’s shall perform the appropriate mapping functions (input to output) while
introducing a maximum transport delay of 5 ms from the receipt of an incoming word until
the word is placed in the appropriate output queue.

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4.8 Turbulence Weather Radar (TWR)

The Turbulence Weather Radar system consists of:
 An integrated Receiver/Transmitter/Antenna (RTA)
The weather radar shall provide a gyro stabilized, four color (green, yellow, red, magenta)
display. The four colors indicate increasing intensities of rainfall with magenta indicating a
rate of two inches per hour or greater. In addition, Path Attenuation Compensation (PAC)
Alert indicates areas of unknown rainfall rates caused by intervening areas of precipitation.
The RTA shall be an entirely solid state assembly. No wave guide shall be required due to
the integrated packaging.
The weather radar symbology shall be sent to all AFDs.

4.8.1 Operational Requirements

The RTA shall provide the following functionality:
 300 nautical mile range

 120 degree scan

 27 degrees/sec scan rate (approximately 4.9 seconds/scan)

4.8.2 Description of Control Operation

The pilot shall control the Weather Radar system using a combination of switches on the
DCP and display menu selections. The DCP shall provide a dual concentric rotary switch to
control radar tilt and range. In addition, the DCP shall provide a radar pushbutton switch.
This switch shall activate the radar menu on the displays. This menu shall allow the pilot to
select the following modes:
 Test
 Standby
 Weather
 Weather + Turbulence
 Turbulence

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 Ground map
In addition, the radar menu shall allow the pilot to control the following features:
 Gain
 Stabilization
Each pilot shall be able to operate the radar in different modes and ranges. When the pilots
selections are different, the radar returns shall be updated every other sweep. In Sync mode,
the radar return shall be updated every sweep.

4.8.3 Functional Options

N/A.

4.8.4 Performance Requirements

The performance characteristics of the RTA are detailed in the TWR-850 Turbulence
Weather Radar System Installation Manual [83].

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4.9 Multiscan TM Weather Radar (WXR) (Optional)

The Weather Radar system shall consist of:
 An integrated Receiver / Transmitter / Antenna (RTA)

The RTA-4114 Weather Radar is an all solid-state color radar system that operates in the X-
band frequency range with a 14” antenna. The system is used to aid the pilot in the detection
of thunderstorms and to assist in avoiding the turbulence that is generally associated with
these storms.
When operated in the Automatic mode (MultiScan™) the Weather Radar system combines
multiple radar scans at preselected tilt angles in order to detect short-, mid- and long-range
weather. Weather data from multiple scans is stored in memory. When the flight crew
selects a desired range, information from the various scans is extracted from memory and
merged on the display. Since long- and short-range weather information is available due to
the use of multiple tilt angles, the display presentation represents an optimized weather
picture regardless of the aircraft altitude or the range scale selected.
The weather radar shall provide a gyro stabilized, four color (green, amber, red, magenta)
display. Green, yellow and red colors are used to indicate increasing intensities of rainfall
with red indicating a rate of 0.47 inches per hour or greater. Magenta is used to display
precipitation related turbulence. In addition, in automatic operation, Path Attenuation
Compensation (PAC) Alert indicates areas of unknown rainfall rates caused by intervening
areas of precipitation.

4.9.1 Operational Requirements

The Weather Radar provides the following capabilities:
 320 nautical mile range (maximum displayed range is 300 nm)
 14” antenna (integrated with the R/T as a single LRU)
 120 degree scan
 +/- 15 degree manual Tilt


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30 degrees/sec scan rate (approx. 4 seconds/scan)
 Independent range and mode selection for pilot and copilot
 Fully automatic operation – simultaneous monitoring of high, middle, and low altitude
weather merged to form one display picture of virtually clutter-free weather
 Variable Temperature Based Gain (only in Automatic operation)
 Oceanic/Continental Weather Correlation (only in Automatic operation)
 Enhanced ground clutter suppression (only in Automatic operation)
 Certified turbulence detection is displayed out to 40 nautical miles in any range
selected
 Ground mapping
 Automatic Overflight protection (in Automatic operation)
 “Smart Scan” optimizes radar dwell time in direction of turn
 Split function control

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 Active gain in all modes

 Twice the scan rate of traditional radar with two side-dedicated outputs ( only in
automatic operation)
 In addition, in automatic operation, Path Attenuation Compensation (PAC) Alert
indicates areas of unknown rainfall rates caused by intervening areas of
precipitation.
The RTA-4114 provides two ARINC 453 outputs. Each output is dedicated to a side. Each
output reflects the condition of the onside control (range, gain, tilt, and sub-mode).

4.9.2 Description of Control Operation

The pilot shall control the RTA operation using a combination of switches on the DCP. The
DCP shall provide a dual concentric rotary switch to control radar tilt, range, and
Standby/On states. In addition, the DCP shall provide a radar pushbutton switch. This
switch shall activate the radar menu on the displays. This menu shall allow the pilot to select
the following modes:
 Weather (WX)
 Turbulence (Turb)
 Weather plus Turb (WX+T)
 Map (disables ground clutter suppression)(Map)
 Standby (STBY)
 Test

In addition, the radar menu shall allow the pilot to control the following features:
 Gain
 Tilt
 Automatic
 Manual

4.9.3 Functional Options.

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N/A.

4.9.4 Performance Requirements

The performance characteristics of the Weather Radar are detailed in the MultiScan Weather
Radar System Installation Manual [83] and installation manual. The performance
characteristics of the Weather Radar are detailed in the installation manual.
4.10 Lightning Detection System (LDS) (Optional)
The Lightning Detection System (LDS) shall consist of the following units:
 A Lightning Sensor Processor (WX-1000E)
 A Lightning Sensor Antenna (WX-1000)
 A Lightning Processor Mount (WX-1000MT)

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4.10.1 Operational Requirements

The LDS shall provide a mapping of the electrical discharges taking place during
thunderstorms. When overlayed on the PFD using the DCP, or on the MFD using the CCP,
this information may be used by the pilot to evaluate his flight path with respect to electrical
discharges.
A maximum of 63 lightning cells shall be transmitted by the LDS via ARINC 429 to the
AFDs.

4.10.1.1 Description of Control Operation

The pilot shall not be required to perform any control operations for the LDS. Display
overlay control is described above in the DCP section 4.3.2.2.

4.10.1.2 Functional Options

N/A.
4.11 Radio System
The radio system shall consist of the following equipment
 Radio Tuning Function located in MFDs
 Two Control Display Units (CDU) (for tuning - shared with FMS, optional 3rd
CDU)
 Two VHF communication transceivers (optional 3rd VHF with datalink capability
available)
 Two NAV ILS/VOR/MKR/ADF navigation receivers
 Two HF Communication Transceivers
 Two HF Antenna Couplers
 Two Mode S Diversity transponders (with optional ADS-B and Enhanced
Surveillance if capable)
 Two DME receivers
 Two ADF Antennas
 One Radio Altimeter (2nd is optional)

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 One OEM supplied Reversion Panel

4.11.1 Operational Requirements

Each radio shall be capable of receiving tuning commands on a minimum of two ARINC
429 low speed data bus given a maximum of 1 failure mode. The non-audio outputs of the
radios shall be available on a Low speed ARINC 429 bus.

4.11.2 Description of Control Operation

The MFD shall be responsible for providing all primary radio control functions. Pilot entries
shall be made using the CCP. The CDU shall provide an alternative means of tuning and
controlling all radios functions including self-test.

4.11.3 Radio Tuning Operation

At a minimum, the MFD shall provide for the following controls:

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 Master frequency (nonvolatile memory)

 Frequency control
 Mode control (nonvolatile memory)
The MFD shall be capable of performing as the primary radio tuning source in the cockpit.
As the primary tuning source, the MFD shall be capable of display and control for all modes
of all installed Rockwell Collins radios, both on-side and cross-side.
At a minimum, control/display of the following is required:
 VHF Comm
 Frequency
 Squelch (On/Off)
 Transmit indication
 VOR/ILS/MB receiver
 Frequency
 Auto-tune (On/Off /Inhibit)
 DME Frequency Hold (On/Off)
 ADF
 Frequency
 Mode (On/Off)
 BFO (On/Off)
 Test (On/Off)
 Transponder
 Code
 Mode (A/C)
 Reporting Altitude
 Ident
 Elementary Surveillance (Flight ID)

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 HF (HF-9000)
 Frequency
 Numbered Preset Channels
 Simplex/Duplex
 Squelch
 Lower sideband Voice
 Upper sideband Voice
 Amplitude Modulation
 Test
 TCAS II
 Mode (Auto/Stand-by/TA only)
 Altitude Tag (Relative/Absolute)

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 Test (On/Off)
 Traffic (On/Off)
 Altitude Range (Above/Below/Normal)
As the primary radio tuning source, the MFD shall act as the frequency master for the radios.
Frequency as well as the state of the other control functions shall be maintained in non-
volatile memory such that the radio does not change state or frequency due to an interruption
in power.

4.11.3.1 Description of the Control Operation

Tuning shall be displayed as a menu on the MFD, controlled using the Selection Box method
via the CCPs. Tuning shall also be displayed and controlled through the CDU.
Automatic FMS tuning of VOR/DME for FMS navigation purposes. Tune by Ident shall be
supported. This allows the CDU to query the Navigation Database for the frequency
associated with a three letter IKO identifier for the nav aid.

4.11.3.2 CDU Radio Tuning

CDU tuning to all the radios (both on-side and cross-side). The CDU shall allow the NAV
receivers to be tuned by identifier. This function requires the use of the FMC database. The
CDU shall support the entry of Flight ID to the transponder system.

4.11.3.3 Reversionary Control

The aircraft shall include an appropriate number of switches to allow the MFD tuning to be
inhibited.
CDU tuning shall accomplish all the same functions as the MFD tuning if the MFD tune
inhibit is set. See section 4.9.2 for the CDU tuning.
If the MFD and CDU inhibit discrete are all set the left com radio shall receive a discrete
input to automatically tune to 121.5 MHZ for emergency radio contact.

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4.11.3.4 Functional Options
N/A.

4.11.4 VHF Comm (VHF)

The VHF Communication subsystem shall consist of the following:
 Two or optionally three VHF Communication Transceivers.

4.11.4.1 Operational Requirements

The VHF transceiver shall be a remote-mounted multi-channel VHF transceiver providing
AM voice communications in the frequency range from 118.00 through 136.975 MHz. 8.33
kHz voice operation is supported in the baseline communication tranceivers. Interface to the
IAPS shall be via a primary and secondary ARINC 429 digital buses along with analog audio
to the REU.

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The VHF transceiver provides Very High Frequency (VHF) voice and data communication
functions. The VHF can be operated as a double side band AM voice or VDL Mode A data
transceiver or as a digital VDL Mode 2 data transceiver. Mode A uses an ARINC 750
standard 2.4 kbps AM minimum phase shift keying carrier sense multiple access (CSMA)
signal from an internal MODEM. Mode 2 uses an ARINC 750 standard 31.5 kbps
differential 8-ary phase shift keying (D8PSK) CSMA Aviation VHF Packet
Communications (AVPAC) signal. CMU (or equivalent) is required for data link
communications.

4.11.4.2 Description of Control Operation

The VHF transceiver tuning shall be displayed as a menu on the MFD, controlled using the
Selection Box method via the Caps. Tuning shall also be displayed and controlled through
the CDU.

4.11.4.3 Reversionary Control

See Section 4.11.3.3.

4.11.4.4 Functional Options

VHF COM in combination with the CMU, the unit shall have growth potential for sending
and receiving Modes A and data 2 communications in addition to operating in the voice
mode.
The VHF shall provide the low level physical link protocols including the PSK modulation
and demodulation.

4.11.5 ILS/VOR/MKR/ADF (NAV)

The baseline ILS / VOR / MKR / ADF subsystem shall consist of the following:
 Two Navigation Receivers

4.11.5.1 Operational Requirements

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Each Navigation Receiver shall contain all the functionality to support the
VOR/ILS/GS/MKR an ADF receiver.
The VOR receiver shall provide RF Signal processing in the frequency range from 108.00
through 117.95 MHz using a channel spacing of 50 kHz.
The LOC receiver shall provide RF Signal processing in the frequency range from 108.10
through 111.95 MHz using a channel spacing of 50 kHz.
The Glide slope receiver shall provide RF Signal processing in the frequency range from
329.15 through 335.00 MHz using a channel spacing of 150 kHz.
The Marker Beacon receiver shall provide RF Signal processing at 75 MHz.
ADF is covered in a Section 4.11.6.

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4.11.5.2 Description of the Control Operation

Tuning shall be displayed as a menu on the MFD, controlled using the Selection Box method
via the CCPs. Tuning shall also be displayed and controlled through the CDU.
Automatic FMS tuning of VOR/DME for FMS navigation purposes. Tune by Ident shall be
supported. This allows the CDU to query the Navigation Database for the frequency
associated with an Ident.

4.11.5.3 Reversionary Control

See Section 4.11.3.3.

4.11.5.4 Functional Options

Automatic tuning of the ILS for Nav to Nav shall be supported.

4.11.6 Automatic Direction Finder (ADF)

The baseline Automatic Direction Finding subsystem shall consist of the following:
 Dual Automatic Direction Finding receiver integrated in the Navigation (ILS /VOR /
MKR/ADF) receiver.
 Dual ADF Antenna.

4.11.6.1 Operational Requirements

The ADF receiver shall operate from 190 kHz to 1799.5 kHz (normal) and from 2179 to
2185 kHz (extended range).

4.11.6.2 Description of Control Operation

ADF tuning shall be displayed as a menu on the MFD, controlled using the Selection Box
method via the CCPs. Tuning shall also be displayed and controlled through the CDU.

4.11.6.3 Reversionary Control

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Tuning reversionary control is described in the MFD tuning section.

4.11.6.4 Functional Options

N/A.

4.11.7 Distance Measuring Equipment System (DME)

The baseline DME subsystem shall consist of the following:
 Dual Distance Measuring Equipment Transmitter/Receiver,

4.11.7.1 Operational Requirements

The DME-4000 shall be a remote-mounted multi-channel Distance Measuring Equipment
(DME). The DME shall operate on 252 channels from 960 to 1215 MHz with both X and Y
pulse-pair spacings. Transmitter output power shall be 300 watts minimum.

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The DME-4000 Distance Measuring Equipment shall provide information from up to three
DME stations from a single receiver/transmitter. The DME-4000 shall accept serial digital
tuning in ARINC 429 format.
Station identifier shall be available in analog and it shall be processed into ARINC 429
format by the DME and made available to the aircraft systems. Sophisticated RF Signal
processing in the DME shall prevent erroneous data from multipath reflected signals from
being sent to the aircraft systems.

4.11.7.2 Description of Control Operation

In a dual DME installation Channel #1 of each DME shall be co-tuned with its on-side NAV,
unless DME Hold has been selected for that DME. Channel 2 and 3 shall support automatic
FMS control.

4.11.7.3 Reversionary Control

See Section 4.11.3.3.

4.11.7.4 Functional Options

N/A

4.11.8 Global Navigation Satellite System (GNSS)

The Global Navigation Satellite System shall consist of the following:
 Dual GPS-4000S Global Positioning Sensor Receivers, SBAS

4.11.8.1 Operational Requirements

The GPS-4000S shall be a 12 channel receiver with four satellites in view for a minimum
solution. With sufficient satellites, the system shall provide Receiver Autonomous Integrity
Monitoring (RAIM) suitable for non-precision approach. The system shall provide
predictive RAIM and Satellite Based Augmentation System (SBAS) as well as Fault
Detection and Exclusion for remote and oceanic operations.
The GPS shall accept ARINC-429 inputs from the FMS and master date/time to aid it in

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acquiring satellites upon power-up. The GPS also shall accept Predictive RAIM requests
from the FMS and provides the results of the request to allow the crew to determine if GPS
shall be available with the necessary integrity to perform a non-precision approach at the
destination airport (when outside SBAS coverage). The GPS shall accept pressure and
barometric altitude via ARINC 429 to allow it to perform altitude aiding in times of poor
satellite geometry or availability.

4.11.8.2 Description of Control Operation

In normal operation no pilot action shall be necessary other than ensuring the GPS sensor
availability is verified for non-precision approach at the destination or alternate airport.
Predictions for the destination airport shall be provided automatically. The crew can request
a prediction for an alternate airport via the Control Display Unit (CDU).

4.11.8.3 Reversionary Control

The GPS shall use FMS, date/time, and air data information provided to its primary (#1)
input port as long as that information is valid. The GPS shall revert to using information

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provided to its secondary (#2) port when valid information is not available at its primary port
and valid information is available on its secondary port. The GPS shall continue to monitor
the #1 port and shall revert back to data on that port should it become available and valid.

4.11.8.4 Functional Options

N/A

4.11.9 High Frequency Communications System (HF)

The HF subsystem option shall consist of the following:
 Two HF Receiver / Transmitters
 Two HF Antenna Couplers
 Dual HF Coupler mount

4.11.9.1 Operational Requirements

The HF-9000 subsystem shall cover the 2.0 to 29.9999 MHz frequency range in 100 Hz
steps. Communication shall be possible in both simplex and half duplex in Upper SideBand
(USB), Lower SideBand (LSB) and Amplitude Modulation Equivalent (AME).
A pressurized antenna coupler shall be provided to match the power amplifier in the
receiver-transmitter to the antenna to maximize the radiated power. Each antenna coupler
shall have the capability to learn and store tuning data for 99 preset channels as well as
storing the last 50 manually tuned frequencies. This learning shall be accomplished during
the first tune cycle and then stored. Upon recalling the preset channel or a previously used
manual frequency, the antenna coupler tuning cycle time shall be nominally 40 milliseconds.
Selectable power outputs of 175, 50 or 10 W PEP shall be available and the system shall be
ARINC 719 AM Selective Calling System (SELCAL) compatible.

4.11.9.2 Description of Control Operation

Tuning shall be displayed and controlled through the MFD or CDU.

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4.11.9.3 Reversionary Control
See Section 4.11.3.3.

4.11.9.4 Functional Options

N/A

4.11.10 Aero-I Satellite Communications System (SATCOM) (Optional)

The Aero-I Satellite Communications System shall consist of the following:
 One satellite data/transceiver SDU-2200-2 (four or six channel options available)
 One Low Noise Amplifier (LNA)
 One SDU Configuration Module SCM-2200
 The Secure Owners Requirement Table (SDU-ORT)
 One Antenna Control Unit
 One SATCOM Antenna

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The Secure Owners Requirement Table (SDU-ORT) is stored in the SCM-2200 and contains
the configuration setup of the SDU. The SDU ORT contains the files which are critical for
operation of aircraft communications. This includes airframe configuration items, modes of
operation, satellite parameters, Ethernet interface configuration, cockpit voice configuration,
high rate in the global beam, antenna configuration, SDU to antenna cable loss, Iridium
Polite Mode, GNSS frequency algorithm, WOW configuration, barred cabin numbers, and
Passive Intermod (PIM) testing parameters.
The Satellite Receiver/Transmitter shall combine the satellite data unit, SDU Configuration
Module (SCM), receiver, radio frequency source and high power amplifier (HPA). The
SDU-2200-2 shall provide ARINC 429 digital interfaces for aircraft avionics. Cooling air to
the SDU-2200-2 shall be provided by a fan on the mounting tray.

4.11.10.1 Operational Requirements

The system shall provide the following capabilities:
 Provide six utilizing compatible satellites (e.g., Inmarsat I spot beams from model
III satellites) Data shall be accommodated on at least one channel.
 Provide a high level of secure communications
The system shall provide data communications throughout the world, within the satellite
coverage area, through the use of spot beams and hemispherical global beams so that
essential air traffic communications are maintained.

4.11.10.2 Description of Control Operation

While the SATCOM system implements a CDU interface, flight crew use of the interface is
not required for the data communication required to support FANS CPDLC operations. Pilot
interface with the SATCOM transceiver shall be controlled via the CDU.

4.11.10.3 Reversionary Control

N/A

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4.11.10.4 Functional Options
SATCOM Datalink is an option, and requires an optional CMU that supports that Datalink.
The following options shall be supported:
 Interfaces to high gain antennas for operation with compatible satellites (e.g.,
Inmarsat H service).

4.11.11 Radio Altimeter

The ALT-4000 Radio Altimeter System provides height above the terrain from 2500 feet to
touchdown. The system consists of the following:
 One Receiver/Transmitter

4.11.11.1 Operational Requirements

The RT shall provide the following outputs:

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 Four low speed, ARINC 429 buses

 Four altitude trips (ground/open discretes)
The ALT-4000 shall be self-monitored to an integrity of 10E-7 to achieve JAR Category II
certification with a single installation.
The RT shall include a SCSI II connector under a removable front cover plate. This shall
allow interface for test and setup procedures.

4.11.11.2 Description of Control Operation

The pilot shall not be required to perform any control operations for the radio altimeter.

4.11.11.3 Reversionary Control

Reversion Control shall exist in the PFDs to annunciate Radio Altimeter reversion when dual
Radio Altimeters are installed.

4.11.11.4 Functional Options

N/A

4.11.12 Transponder (TDR)

The transponder subsystem shall consist of the following:
 Two Mode S Transponders (optional ADS-B and Enhanced Surveillance if
capable)

4.11.12.1 Operational Requirements

The TDR-94D Mode S transponder shall operate in Mode A, Mode C and Mode S. The
transponder shall reply in the correct mode dependent on the interrogation request.
When interrogated in Mode S, the response code shall be that assigned to the particular
aircraft by configuration strapping as well as the Mode A code set via the DCP/MFD or

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CDU.
The TDR-94D shall provide antenna diversity operation allowing automatic use of the upper
and lower aircraft antennas. Independent upper and lower antennas are required. The TDR
shall provide ARINC 429 high-speed bus interfaces to transmit and receive information with
the TCAS system.
In addition to the typical Mode A, C & S System Interfaces, the TDR also supports Flight ID
and Enhanced Surveillance.
The transponder functions shall include:
 Transmit on 1090 MHz
 Receive on 1030 MHz
 DO-181E [65] compliant mode A, C, S / Extended interface functions (Mark 4
ARINC 718A and ICAO Annex 10 Amendment 77) including mandated JAA /
Eurocontrol elementary surveillance, enhanced surveillance and 1090 MHz
extended squitter (ADS-B transmit) capabilities in accordance with DO-260B [66]

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and ED-73E [67].

The ADS-B Out transponders provides the central functionality for the ADS-B system. The
transponder receives own aircraft position, velocity, track, position/velocity quality
indicators, uncorrected pressure (barometric) altitude, heading, Flight ID, beacon code, and
target altitude information and makes it broadcasts the data via periodic 1090 MHz
transmissions.

4.11.12.2 Description of Control Operation

TDR Mode A code entry shall be displayed as a menu on the MFD, controlled using the
Selection Box method via the DCPs. Mode A control shall also be displayed and controlled
through the CDU.
When selected Flight ID shall be displayed as a menu on the MFD, (controlled using the
selection box method via the DCP. Flight ID shall be displayed and controlled through the
CDU.

4.11.12.3 Reversionary Control

Tuning reversionary control shall be pilot controlled through the CDU.

4.11.12.4 Functional Options

N/A.
4.12 Traffic Collision and Avoidance System (TCAS)
The TCAS system shall consist of the following:
 One TCAS Transmitter Receiver
 One Directional Antenna
The TCAS shall operate in conjunction with the baseline dual Mode S diversity transponders
to provide the overall TCAS II functionality.

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The TCAS shall incorporate Change 7/7.1 (FAA) which is ACAS (JAA) compatible.

4.12.1 Operational Requirements

The TCAS II system shall provide:
 Collision avoidance tracking
 Threat Detection
 Threat resolution
 Communication and coordination
 Surveillance
Maximum surveillance range shall typically be 30 to 40 nautical miles in front of the aircraft.
Maximum number of aircraft displayed processed by the TCAS and sent out on the ARINC
429 bus shall be 30.

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4.12.2 Description of Control Operation

TCAS mode selection shall be displayed and controlled by the MFD and CDU. The
following mode selections shall be available:
 Other Traffic Selection – ON/OFF
 Altitude Selection – REL/ABS
 TEST – 10 second duration
 Extended Test – continuous until the TCAS control page is deselected
 Altitude limit selection – ABOVE, BELOW, NORMAL
Annunciation of the TCAS status and selected modes shall be on the PFD and/or the MFD
when a TCAS overlay is selected on the respective display.
TCAS overlay shall be selectable on the PFD on any of the Navigational formats using the
DCP TFC button.
The MFD shall also provide TCAS Overlay, and a TCAS only display format activated with
the “TFC” button on the CCP.
Resolution advisories shall be displayed on the PFD pitch tape. Voice alerts shall be
provided via the audio system.

4.12.3 Reversionary Control

N/A.

4.12.4 Functional Options

N/A.

4.13 Datalink Options

Several Datalink options are available, including Business Jet AOC, Worldwide Graphical
Weather, Link 2000+ and FANS. In order to attain any of the Datalink functions, the
following optional equipment must be installed::


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One Communication Management Unit
 One External Compensation Unit (ECU)
 Applicable CMU License Key(s)
 Third VHF Transceiver
 One optional SATCOM (FANS Oceanic Operation)
The CMU serves as a communications management unit, and the CMU shall perform ATN
and AOC routing functions necessary for performing digital aircraft communications. When
this option is selected, the CMU shall provide an ARINC datalink protocol for Datalink
compatible VHF and optional SATCOM systems. The CMU function shall also be capable
of providing an interface to the cockpit printer.
The ECU serves as an airplane personality module to store aircraft specific data necessary
for correct Datalink operation.

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4.13.1 CMU Interface Requirements

The CMU-4000 shall provide independent high speed ARINC 429 transmit and receive
buses to interface with the third VHF-4000 data radio. Interfaces to this VHF radio are used
to access Datalink services as defined by ARINC 758-1.
The CMU-4000 shall provide high speed ARINC 429 transmit and receive buses to interface
with one SATCOM data radio. These interfaces are also defined by ARINC 758-1.
The CMU-4000 shall provide high speed ARINC 429 transmit and receive buses to interface
with three MCDU’s and two FMS’s. These interfaces are defined by ARINC 739 and
ARINC 619
The CMU-4000 shall provide a separate ARINC 429 interface with a Maintenance Data
System MDS.
The CMU-4000 provides ARINC 429 transmit and receive busses to interface with a printer.
This interface is defined by ARINC 744.
The CMU-4000 shall provide an interface to the Airplane Personality Module (ECU). This
interface is defined by ARINC 607-2.
The CMU-4000 provides a high speed ARINC 429 bus pair and an input discrete for data
loading. This interface is as defined by ARINC 615-3.

4.13.2 Functional Options

4.13.2.1 Business Jet AOC Datalink

A CMU FPLK-6200license key is required to enable this function.

4.13.2.1.1 Operational Requirements

The CMU provides the Business Jet AOC. This Datalink function shall provide a Flight
Plan route interface from/to the AOC.

4.13.2.1.2 Description of Control Operation

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Reference FDOR [78].

4.13.2.1.3 Reversionary Control

N/A

4.13.2.2 Worldwide Weather

The CMU 4000 shall be capable of supporting Worldwide Weather data link service. A
CMU GWXK-6200 license key is required to enable this function.
Installation of an FSU and the GWX-5000 license key is required to support display of
Worldwide Graphical Weather on the MFD.
An OCM that enables graphical weather display on the CDU is required for the option to
display the weather on the CDU instead of on the MFD.

4.13.2.2.1 Operational Requirements

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Section 4.4.4.4 describes the operation of Worldwide graphical weather display on the MFD.
Optionally, the weather can be displayed on the CDU.

4.13.2.2.2 Description of Control Operation

Reference FDOR [78].

4.13.2.2.3 Reversionary Control

N/A

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Figure 4.13-1 CDU-6200 Datalink Page

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4.13.2.3 Datalink with Link 2000+

A CMU ATN-6200 license key is required to enable this function.

4.13.2.3.1 Operational Requirements

Link 2000+ traffic control air/ground digital communications shall be supported by the
optional Link 2000+ system.
The Link 2000+ services are a superset of the capabilities provided by a Datalink-capable
system. By satisfying the requirements set out in EUROCONTROL Specification for
Datalink Services (EUROCONTROL-SPEC-0116), this feature set will provide a positive-
control alternative to controller-pilot voice communication. Thus, the Link 2000+ system
consists of the same hardware as the Business Jet AOC Datalink product (including
connectivity to FMS, CDU and MDC) but with additional software to process the additional
capabilities. The CMU allows Link 2000+ operation from any CDU.
The Link 2000+ feature set is intended as a full-capability substitute for all the controller-
pilot communications currently performed via voice command for aircraft operating under
positive control (IFR). The initial Eurocontrol regulations shall apply to aircraft wishing to
operate at or above 28500 feet Mean Sea Level (MSL).
Annex-A of the EUROCONTROL Specification identifies a lengthy list of message packets
to be supported. These commands can include everything from clearances to a downpath
waypoint on the filed instrument flight plan to immediate commands such as CLIMB,
DESCEND, or TURN TO HEADING OF.

4.13.2.3.2 Description of Control Operation

At the beginning of a flight, the aircrew will initiate registration of the Link 2000+ equipped
aircraft with the competent traffic control authority. Once the control center acknowledges
the registration, the aircraft will be capable of receiving digital commands from the control
center (thus alleviating the crowded voice channels). Whenever a control command is
received by the airborne system, both aural and visual cues should be provided to the aircrew
as notification of a received command. The crew should then review the command and
select a response to the controller (typical choices will consist of WILL COMPLY,

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CANNOT COMPLY, or PLEASE WAIT). Digital response to the controller command
shall have the same effect as verbal acknowledgement of a voice-command.
As with the current voice-only control scheme, the crew shall also have the capabilities
(under Link 2000+) to initiate requests to the control center. Typical requests might include
change in cleared altitude, clearance directly to a downpath waypoint, and flight-plan offset
to avoid a weather cell. In these cases, the controller would respond with a specific
command message approving or denying the request.
As with the current voice-only control scheme, Link 2000+ shall support the capability to
establish contact with a second control center and termination of service with the current
control center as the aircraft transitions from one control region to another. Link 2000+
shall also provide ground control the ability to command all aircraft in their region to check
for a VHF radio stuck in TRANSMIT (a common problem with airborne radios and a
condition that significantly degrades the capabilities of voice-only communications). A
digital interface has been implemented to transmit Link 2000+ messages to the CVR for
recording.

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4.13.2.3.3 Reversionary Control

N/A.

4.13.2.3.4 Functional Options

N/A.

4.13.2.4 FANS 1/A CPDLC and ADS-C (Optional)

The FANS 1/A CPDLC function resides in the FMS-6200. A CMU FAN-6200 license key
is required to enable this function. A CMU DLC-6200 license key is required to provide
dual FANS capability.

4.13.2.4.1 Operational Requirements

The FANS-1/A option shall provide the means to establish a connection with an ATS
Provider system (AFN) and shall send and receive FANS messages over a VHF or
SATCOM data communication radio.
FANS-1/A is implemented in oceanic airspace and in select continental airspaces which are
typically beyond the range of ground-based ATC radar and VHF communications. The
Automatic Dependent Surveillance – Contract (ADS-C) function results in operations that
more closely reflect a continental radar-based surveillance environment; pilots no longer
need to make manual position reports since aircraft position is monitored automatically. The
CPDLC function shall allow the crew to communicate directly with air traffic control
anytime using a common set of preformatted messages.
Aircraft equipped with ADS-C and FANS CPDLC allow for preferred routes and for real
time flight plan updates when prevailing conditions on a long oceanic flight warrant a
change in routing or altitude. The technologies also position aircraft to fly in reduced
separation airspace, many remote and oceanic airspace stakeholders share a goal of 30 NM
lateral / 30 NM longitudinal separation. A digital interface has been implemented to transmit
FANS CPDLC messages to the CVR for recording.

4.13.2.4.2 Description of Control Operation

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FANS CPDLC messages shall be displayed in a CDU window, accessed using soft line
select key. For further information, reference FDOR [78].
4.13.2.4.3 Reversionary Control
Reversionary control is not pilot controlled, it is automatic. Each FMC-6200 unit contains
the FANS function. If the FANS function is not available due to a failure of the FMC-6200
module in use, the crew can log into the FANS function contained on the remaining FMC-
6200 which operates as a warm spare.

4.13.2.4.4 Functional Options

N/A.

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4.14 Audio Control Panel

The Audio Integrating System shall consist of the following equipment:
 One Remote Electronic Unit
 Two Audio Control Panels

4.14.1 Description of Control Operation

4.14.1.1 Volume Controls

The ACP consists of controls with dual functions, ‘volume control’ and ‘ON/OFF.’
The controls provide control for the radio transceiver inputs and the other two control the
speaker and interphone output levels. All ‘ON/OFF’ controls are ‘push off/push on’. The
volume control is at maximum when the control is fully clockwise. The ‘ON/OFF’ control
of the transceiver selected by the ‘Mic Selector’ is automatically forced to ‘ON’.

4.14.1.2 Mic Selector

The Mic Select switch controls the routing of the selected microphone’s audio signal and
Push To Talk (PTT) lines. Selections are provided for VHF-1, VHF-2, VHF-3 (optional),
HF-1, HF-2, INT/SVC, and Public Address (PA). This is a rotary switch which provides a
mechanical interlock such that only one ‘Mic’ can be selected at one time.

4.14.1.3 Microphones
Each station includes three microphone inputs: mask, boom, and the hand mic. The
microphone transmit signal (PTT) can be generated by pressing the hand mic, depressing the
button on the control wheel (this button serves a dual function, if it is slid to the side, it
provides a ‘HOT MIC’ feature, allowing communication between the Pilot and copilot), or
toggling the switch on the ACP to the R/T position.
All PTT controls, including the interphone PTTs, shall mute the speaker by 80 db for all
stations for as long as they are active (this excludes the aural warnings). The hand mic PTT
shall override the Boom and Mask Mic.

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4.14.1.4 Interphone Mode
The three interphones are located in the nose wheel, the AFT equipment bay, and the
avionics bay. Weight on Wheels is a requirement for the operation of the interphones for
both the nose wheel and the AFT equipment bay. The interphone stations are connected in a
common PTT party line circuit. The flight deck shall be able to receive the interphone
communications if the ‘INT/SVC’ mode is selected on the ACP. When selected, the flight
deck can transmit on the interphone system by pressing the PTT on the hand mic, moving the
switch on the ACP to the I/C position, or by pushing or sliding the PTT button on the control
wheel.

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Figure 4.14-1 Audio Control Panel

4.14.1.5 R/T / I/C PTT

The ‘R/T / I/C’ is a 3 position switch. The center position is the ‘OFF’ position. The ‘R/T’
position is momentary and spring loaded which generates a PTT control for the flight crew.
The ‘I/C’ position is detented in order to provide a ‘HOT MIC’ feature for the interphone
system.
When the ‘R/T / I/C’ is in the ‘OFF’ position, there is a ‘brick wall’ for the communication
between the pilot and copilot. This switch must be in the ‘I/C’ position to allow
communication between the pilot and copilot.

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4.14.1.6 VOICE/BOTH Select
The ‘VOICE/BOTH’ shall be a two position switch. When the switch is in the ‘VOICE’
mode, the navigation radio signals DME-1 and DME-2 CANNOT be received even if the
radio volume control is in the ‘ON’ position. The ‘VOICE’ position shall also attenuate the
1020 Hz frequency by at least 40 dB for the NAV-1, NAV-2, ADF-1, and ADF-2 signals.
When ‘BOTH’ is selected, the communication and navigation radio signals (DME-1, DME-
2) can be connected in a common receive line circuit.

4.14.1.7 BOOM/MASK Select

The ‘Boom/Mask’ shall be a two position switch. This switch allows the flight crew to
select either the boom or mask microphone for use by the flight crew station.

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4.14.1.8 EMER/NORM Select

This ‘EMER/NORM’ select switch selects between normal or emergency operating mode.
This switch shall be a locking switch and must be pulled out to select the emergency mode.
When the emergency mode is selected the following shall happen:
1. The headphones shall carry a summation of the signals from the VHF,
NAV, and Aural Warning Systems. The pilot’s headphones shall
have the -1 radios and the copilot shall have the -2 radios.
2. The pilots’ Boom and Mask mics and XMIT PTT lines shall be routed
directly to the VHF -1 transceiver.
3. The copilots’ Boom and Mask mics and XMIT PTT lines shall be
routed directly to the VHF-2 transceiver.

4.14.1.9 FDR Output

The signal for the FDR shall be the logical ‘NOR’ of the PTT for the VHF-1, VHF-2, VHF-
3, HF- 1, and HF-2.

4.14.1.10 PA System
The ‘Mic Selector’ can select the PA system to interface with a cabin mounted PA system.

4.14.2 Unique Modes

4.14.2.1 Aural Warnings

The REU shall accept three aural warnings. Two of these warnings come from the DCUs,
while the third aural warning comes from the GPWS. In all switch positions, the aural
warnings shall automatically be heard over the headphones and speaker amplifier. The aural
warnings cannot be muted.

4.14.2.2 Cockpit Voice Recorder

The Cockpit Voice Recorder shall receive the summation of the headphone and speaker
audio outputs.

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4.14.3 Reversionary Control
N/A

4.14.4 Functional Options

Third VHF Control

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4.15 Flight Management System Tech Insertion (FMS -TI) (Option)

The FMS system consists of the following equipment:
 Two Control Display Units (CDUs) (Primary tuning source for radio system)
(3rd CDU installed as option)
 Two Flight Management Computers (FMCs)
(3rd FMC installed as option)
 Two GPS Global Positioning Sensor, SBAS (Reference Section 4.11.8)
 One Data Base Unit (DBU, shared with, IFIS, SVS, &MDC)
The FMS provides lateral and vertical navigation for oceanic / remote, en route, terminal,
and non-precision approach operations. FMS lateral guidance shall be selectable as a
navigation source for display for manual flight and for coupling to the flight director or
autopilot. When FMS is the navigation source, FMS vertical guidance shall be selectable for
display for manual flight and for coupling to the flight director or autopilot.
The FMS shall have optional capability for providing a 3D graphical map of the flight plan.
The FMS system shall be capable of providing 4 maps.

4.15.1 Operational Requirements

The FMS operational capabilities depend on the FMS’s TSO and airworthiness basis. The
FMC TSO shall be in accordance with
 TSO-C115b “Airborne Area Navigation Equipment Using Multi-sensor
Inputs”[26]
 TSO-C146c Class Delta 4 [28]
RCI will have a Type 2 Letter of Acceptance, in accordance with AC 20-153 [11]for
“Acceptance of Data Processes and Associated Navigation Databases” for the FMS
navigation database provided by RCI.
The installed system, including the FMS, shall meet the equipment requirements of the
following airworthiness criteria:

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 AC 20-130A [7] Airworthiness Approval of Navigation or Flight Management
Systems Integrating Multiple Navigation Sensors.
 AC 20-138B [10]Airworthiness Approval of Global Navigation Satellite System
(GNSS) Equipment
Note: FMS operations with GNSS operations are based on inputs from the TSO-C145a [29]
GPS-4000S receiver also installed in accordance with AC 20-138B [10].
 AC 20-129 [6]Airworthiness Approval of Vertical Navigation (VNAV) Systems
for use in the U.S. National Airspace System (NAS) and Alaska
The installed system, including the FMS shall meet the equipment requirements of the
following criteria for approach operations:
Note: FMS operations with GNSS operations are based on inputs from the TSO-C145a
[29] GPS-4000S receiver installed in accordance with AC 20-138B [10] for SBAS (WAAS
in the United States).

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 VOR / DME and VOR / DME RNAV in accordance with TSO-C115b [26] and
AC 20-130A [7]
 RNP Approach, including operating to the LNAV / VNAV minimum with
supplemental barometric VNAV in accordance with AC 90-105 [17].
 Temperature Compensation (option) Transport Canada AC 500-020 [25].
 As a Collins option, RNP AR Approach for RNP 0.3 NM or greater in the final
segment and RNP 1.0 or greater in the missed approach segment in accordance
with FAA AC 90-101 [16].
The installed system, including the FMS, shall meet the equipment requirements of the
following criteria for en route and terminal operations:
 RNP-1 in accordance with AC 90-105 [17]
 RF Legs in accordance with AC 90-105 [17].
 US RNAV (RNAV-1 and RNAV-2) in accordance with AC 90-100A [22].
 PRNAV (RNAV-1) in accordance with AC 90-96A [21].
 BRNAV (RNAV-5) in accordance with AC 90-96A [21].
For aircraft that meet the applicable installation requirements, such as for dual long-range
navigation GNSS or IRU sensors, the system shall meet the equipment requirements of the
following criteria for oceanic / remote operations
 Oceanic / Remote based on GNSS in accordance with AC 20-138B Appendix 1
 MNPS in accordance with AC 120-33 [24]for Part 121 AC 91-49 [20] for Part 91
and Part 135 ICAO DOC 7030 (Europe)
 RNP-10 in accordance with FAA Order 8400.12A
 RNP-4 in accordance with FAA Order 8400.33
Installations with dual IRU are capable of being approved for Polar operations. Refer to
FAA Notice 8400.10, B055, B040, A002. Refer to also Guidance for Polar Operations
(March 5, 2001).

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The FMS provides the following capabilities:
 PFD display of FMS primary navigation information
 Position estimation using GNSS, DME, VOR, and IRU sensor data.
 Multi-waypoint lateral and vertical flight plan management including flight
planning, flight plan creation and editing
 Saving, and loading a flight plan to/from disk.
 Departure Procedures
 STARs
 Airways
 Holding patterns
 Direct – To and intercept course
 Parallel offsets

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 Flyover waypoints
 GNSS Non-precision Approaches
 Automatic transition from FMS to localizer-based approach
 SBAS LPV approaches (option)
 Time and Fuel Performance (predicted and measured)
 Weight settings (BOW, Fuel weight, Passenger weight, Cargo weight)
 Alternate Airport
 Nearest Airports
 Pilot defined routes
 Pilot defined waypoints
 Computation of short term navigation parameters such as desired track, cross track
distance, ground speed, vertical deviation, etc.
 Formatting computed flight plan progress and history parameters.
 Computing lateral and vertical steering commands for use by the flight guidance
system
 Reduced FMS half bank
 Utilizing an incorporated database which can be updated from the data loader
 Operating in independent or synchronized mode
 Take off and approach reference speeds (Vspeeds)
 Integrated Flight Information System ChartLink™
 Back-up GNSS position display
 Display of Plain English Language Database Information
 Airway Intercept and Intersections
 Radius to fix (RF) Legs

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 Airshow Cabin System Interface
 Temperature Compensation
 RNP AR >=0.3
 Time and Fuel performance is predicted and measured
 Search and Rescue (Option)

4.15.1.1 Flight Plan Management

Flight plan management provides the pilot with the capability to create, edit, save and
retrieve flight plans. Flight plan storage and retrieval operations shall be designed for use
with both nonvolatile memory and portable media. The FMS provides capability to store
and load pilot defined routes and pilot defined waypoint.
The FMS provides a primary, active flight plan and a secondary flight plan. The FMS lateral
and vertical guidance shall be based on the active flight plan.

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The FMS creates a modified flight plan, separate from the active flight plan, in response to
the pilot’s flight plan edits. The FMS shall display the modified flight plan in place of the
active flight plan on the CDU and MFD text pages. The FMS shall display the modified
flight plan in addition to the active flight plan on the moving map. The pilot may then use
the CDU and MFD displays to review the edits prior to confirming the modifications for use
in the active flight plan. The FMS shall provide a selection (EXEC) for the pilot to confirm
replacing the active flight plan with the modified flight plan. The FMS shall provide a
selection for the crew cancel the modified flight plan. The cancel selection allows using the
modified flight plan edits for “what if” flight planning purposes.
A primary and a secondary flight plan capability shall be provided. The primary flight plan
shall be considered the “active” flight plan and shall be the one used for FMS lateral and
vertical guidance.
The secondary flight plan may be used for “what if” purposes, such as for diverting around
weather or to an alternate airport. The two flight plans are easily exchanged with one
another and activated. The FMS shall provide a selection for the crew to copy the active
flight plan to the secondary flight plan. The FMS shall provide a selection for the crew to
copy the secondary flight plan to the primary flight plan. When the crew copies the
secondary flight plan to the primary flight plan, the FMS shall create a modified flight plan
using the copied secondary flight plan. The FMS shall provide MFD text and MFD map
displays for the secondary flight plan.
The FMS will have the following Flight Plan Management capabilities:
 Selection of runway, Departure Procedure, STAR, Approach Procedure, including
associated procedure Transitions, by means of a list for the origin and destination
airports
Note: Approach procedures include the associated missed approach
 Entry of Airway procedures
 Entry and edit of holding patterns
 Vertical direct-to, when prerequisite data has been entered
Note: Vertical direct-to in climbs is not supported.

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 Lateral Direct-to a flight plan waypoint
 Edit of a waypoint inbound course, associated with the Lateral direct-to feature
 Display and edit of flight plan Waypoint speed constraint
 Display and edit of flight plan Waypoint altitude constraint
 Entry of flight plan waypoints from the navigation database
 Entry of pilot-defined waypoints
 Deletion of flight plan waypoints
 Search and Rescue (Option)
 Integrated Flight Information Systems (IFIS)
When the crew selects a procedure, the FMS loads the selected procedure from the
navigation database. The FMS shall be capable of providing lateral guidance and moving
map display for twenty-three ARINC-424 leg types, which are used in Departure Procedures,
STARs, and approach procedures.

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4.15.1.2 FMS Flight Plan Procedures

FMS flight plans may include departure/arrival airports, departure/arrival runways, waypoint
to waypoint strings, airways, departure (DPs and SIDs), STARs, approach procedures,
direct-to, holding patterns and parallel offsets. The airways, departures, STARs and
approach procedures, which are specified by the pilot, are retrieved from the worldwide
navigation data base. All twenty-three ARINC-424 leg types, which are used in departures,
STARs, and non-precision approaches, are supported.

4.15.1.3 Automatic Transitions to ILS and Localizer-based Approaches

When the crew has selected an ILS or other localizer-based approach in the active flight
plan, the FMS shall provide capability for an automatic transition from the FMS navigation
source to the localizer navigation source. After the aircraft is in the terminal area for the
selected approach, the FMS shall automatically tune the localizer preset the final approach
course for the selected localizer-based approach. The PFD will indicate that the localizer
navigation source is armed and will display the localizer and Glideslope deviations
simultaneously with the FMS lateral and vertical guidance. Localizer capture will not occur
until the pilot presses APPR, typically upon being cleared for the approach. When the
localizer captures, the navigation source automatically changes from FMS to LOC. In the
case of ILS, the FMS vertical navigation will remain coupled after the localizer has been
captured and until the ILS Glideslope captures, providing a seamless transition.

4.15.1.4 Lateral Navigation

The FMS will provide lateral guidance for the active flight plan. The FMS is capable of
lateral guidance for all twenty-three ARINC 424 leg types, including RF Legs. The FMS
shall be capable of automatically sequencing flight legs when appropriate for the given leg
type. The FMS shall provide a parallel offset function and shall provide lateral guidance for
the parallel offset when it is active.
The FMS lateral guidance commands will provide appropriate bank angle through a turn.
FMS lateral guidance shall be integrated with the autopilot halfbank function. The FMS will
provide turn anticipation except for waypoints and leg types that effectively require a fly-
over. The turn anticipation shall be a function of course change, winds, aircraft speed and

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corner cut limitations.

4.15.1.5 Vertical “3D” Navigation

The FMS shall provide Vertical guidance (VNAV) during, climb, cruise, descent and
approach phases of flight. VNAV guidance shall be selected for PFD display and for
coupling to flight director or autopilot.
The system may be programmed to fly a pilot specified speed schedule and altitude vertical
profile which may consist of climb, cruise and descent speed schedules, speed and/or altitude
constraints entered by the pilot or any described as part of a Departure, STAR or approach.
VNAV operation shall be fully integrated with the altitude preselector and all VNAV
speed/altitude references shall be capable of being overridden by the pilot. Descents shall be
capable of being either air-mass or geographic path, depending on the circum.

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4.15.1.6 Required Navigation Performance (RNP)

The FMS shall automatically set the RNP value according to the phase of flight. The FMS
shall provide an alert when the current Estimated Position Uncertainty (EPU) exceeds the
active RNP value. The default RNP values are:
 0.3 NM for the final segment of RNP approach (not RNP AR)
 1.0 NM for VOR/DME or VOR/DME RNAV approach
 1.0 NM for terminal area
 2.0 NM for en route area
The FMS shall provide a crew selection for RNP-4 (RNP value of 4.0 NM) when enabled
while en route. RNP-4 is appropriate for authorized oceanic / remote operations.
The FMS shall be capable of RNP operations when FMS position estimation is based on
GNSS. Systems with IRU installed are capable of being approved for RNP-1 operations
based on DME/DME/IRU and RNP-10 operations based on IRU. Otherwise, the FMS shall
be capable of RNAV operations when the FMS position estimation is based on DME/DME
or VOR/DME.
The optional capability for RNP AR >= 0.3 adds support for Special Aircraft and Aircrew
Authorization Required operations to 0.3 NM and greater on the approach and 1.0 NM and
greater on the missed approach. RNP AR requires the FMS to be using GNSS for position
estimation.

4.15.1.7 FMS Position Estimation

The FMS shall perform position estimation using multiple sensor inputs. The FMS shall use
sensors in the following priority:
 GNSS,
 DME/DME,
 VOR/DME,
 IRU

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When using GNSS position, the FMS shall not blend DME/DME or VOR/DME position
estimates with the GNSS position used for navigation. The FMS shall use the IRU position
when no higher priority sensor inputs are available. The FMS dead reckons when no
positional sensor inputs are available.
The FMS shall display an Estimated Position Uncertainty (EPU) according to the sensor on
which position estimation is based. The FMS shall provide a means for pilot
selection/deselection of the navigation sensors to be used in the aircraft position
determination calculations.
4.15.1.8 Satellite Based Augmentation Systems (SBAS) Including LPV Approach
The FMS shall support up to 3 GNSS receiver inputs. The SBAS enabled GNSS allows the
aircraft with an SBAS enabled FMS to perform an LPV approach. An SBAS enabled GNSS
increases the accuracy of the given GNSS position through the use of a series of reference
stations located throughout the United States that continuously send correction data to the
GNSS receiver. An SBAS enabled FMS allows crew selection of SBAS approaches, include
LPV approach, with associated flight guidance

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SBAS can be used in all phases of flight that lie within the SBAS coverage area. Lateral
navigation (position estimation) is always based on SBAS corrected data when such data are
available from the GPS-4000S GNSS receiver, unless the crew specifically disables use of
GNSS or use of the available SBAS Service Providers. FMS lateral guidance always uses
the GNSS receiver positional data, regardless of whether SBAS corrections are being applied
(except when the GNSS positional data are either not available or are otherwise invalid or
inappropriate for navigational use). When the GNSS receiver is in a GNSS navigation mode
(SBAS, SBAS PA, or GNSS Navigation including the distinct GPS Altitude Aiding mode)
the FMS uses only the GNSS data and does not blend other sensors, such as DME/DME, or
VOR/DME into the position estimation.
Outside of an SBAS coverage area or in the event of an SBAS failure, GNSS receiver reverts
to GNSS navigation mode (that does not apply SBAS corrections and, includes the distinct
GNSS Altitude Aiding mode) and satisfies the requirements for basic GNSS equipment, very
similar to the existing TSO-C146c operations for all flight phases. When the GNSS receiver
is in the GPS navigation mode, the FMS uses only the GPS data and does not blend other
sensors, such as DME/DME, into the position estimation.

4.15.1.9 Multi-Sensor Navigation without GNSS

If GNSS is not available, the FMS equipment provides area navigation based on DME/DME,
VOR/DME, or IRU in accordance with TSO-C115b for all phases of flight. The FMS
transitions smoothly from GNSS to non-GNSS multi-sensor position estimation such that
there is not sudden change in FMS position when the FMS stops using GNSS position data.
FMS navigation shall support up to two VORs and two DME radios (six DME channels) for
navigation computations. These sensors shall be automatically tuned using information from
the navigation data base and best-fit geometry to select stations that provide the highest
navigation accuracy when FMS autotune is enabled.
The FMS will support auto position initialization feature by the GNSS via alphanumeric
entry using the CDU.

4.15.1.10 Performance Management

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Performance management shall consist of two elements. The baseline element shall be an en
route performance management feature with prediction capabilities shall be capable of a
takeoff and approach performance feature. Each of these features is described in more detail
below.
The takeoff and approach performance feature shall provide an electronic calculation and
display of OEM supplied aircraft performance data for Vspeeds, weight limits and runway
length requirements. The FMS will allow manual entry of landing factor to calculate landing
field length. Additional performance parameters shall be takeoff flight path calculations and
all climb gradients which are associated with takeoff and approach-to-landing phases of
flight. The FMS shall be based on the data contained in the AFM, but the FMS shall
automate the processes of table/chart lookup, interpolation and application of correction
factors. Minimal pilot entry of input parameters and maximum use of other FMS
information and avionics system/sensor information should be considered in the design.
The takeoff Vspeeds (V1, VR, V2) shall be integrated with the PFDs and shall be available
for pilot selection as bug settings on the airspeed scale.
The following takeoff and approach performance parameters shall be provided.

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 Maximum takeoff weight

 Balanced field length
 Takeoff decision speed (V1)
 Takeoff rotation speed (VR)
 Takeoff safety speed (V2)
 Final takeoff speed (VFTO)
 Second segment climb gradient
 Final segment climb gradient
 Approach flap speeds
 Final approach speed (VREF)
 Approach climb speed (VGA)
 Maximum landing weight
 Landing distance/field length
 Approach climb gradient
 Landing climb gradient
 Collins Defined Growth Equal Time Point (ETP) between any two given
waypoints.
 Collins Defined Growth Point of No Return (PNR) from any given waypoint.
An obstacle clearance/climb performance calculator shall be included as part of the takeoff
and approach performance feature. The FMS obstacle clearance calculator shall compute
and display the required climb gradient performance based on obstacle height and distance
information that is specified by the pilot. The FMS climb performance calculator shall
compute and display the required vertical speed based on ground speed and climb gradient
information that is specified by the pilot.
Baseline en route performance management should provide time and fuel predictions for the
active, modified and second flight plans. The predictions shall be based on a blended

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combination of forecast and measured flight conditions and shall use an OEM supplied
aircraft performance data base. The FMS calculations shall account for the speed and
altitude envelope of the aircraft such that predictions are limited to the performance
capability of the aircraft. Active and modified flight plan performance predictions shall be
continually updated during the flight to adjust for actual progress and fuel consumption. The
system shall include a “what-if” problem solving tool that shall determine the effect in
changes in altitude, speed, wind or other contingencies on the outcome of the flight. The
changes may be canceled or inserted into the flight plan, which allows for en route
modifications due to unexpected conditions. Fuel consumption estimates shall be capable of
being customized to an individual aircraft via a fuel flow correction factor. The following
performance prediction information shall be provided for a flight plan:
 Predicted altitude at waypoint
 ETA at waypoint
 Fuel remaining at waypoint
 Leg ETE

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 Fuel remaining/required at alternate airport

 Airmass Top-of-Climb (TOC) points
 Geometric Descent Path Top of Descent (TOD) points
A fuel management feature shall also be provided that allows the pilot a means of monitoring
fuel economy and consumption status during the flight. Range, endurance and specific range
information shall be calculated based on either measured data and/or pilot entered values.
Measured fuel flow and fuel consumption information shall be included. This information
shall be displayed both on a per engine basis and as a sum total.

4.15.1.11 Worldwide Navigation Data Base

The navigation data base shall contain a collection of navigation and related data stored in
memory. This data may be used for flight planning, navigation and display of background
map information. Data bases may be available for worldwide coverage or they may be
tailored for an individual operator’s requirements. The FMS shall use a navigation data base
which is primarily referenced to WGS 84 (World Geodetic System 1984). An inspection
function shall be provided which allows the pilot to inspect any of the data contained in the
data base. Enabling WAAS LPV and RNP AR will change the Navigation Database needed
to support these approaches.
The data base shall consist of (as a minimum):
 Airports
 Airport Reference Points
 Departure procedures and associated transitions
 STARs and associated transitions
 Instrument Approach Procedures (IAP), including associated transitions and the
missed approach
 Runways
 Airways
 Terminal and enroute waypoints (Comment: standardise on “enroute” versus “en

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route)
 Navaid Waypoints and associated navaid frequencies
 Non-Directional Beacons
Navigation data base updates shall be supported on the 28-day Aeronautical Information
Regulation and Control (AIRAC) cycle.

4.15.1.12 Maps and Text Data Displays

The FMS shall provide data to other flight deck displays, including north-up and heading-up
moving map formats, and an optional 3-Dimensional (3D) flight plan map format. The FMS
provides data for textual flight deck displays.
The FMS design shall support display of both present position (PPOS) maps and plan
(PLAN) maps through one FMS and shall be capable of displaying both types of Maps
simultaneously on one side of the cockpit. Two-dimensional PPOS maps shall be supported.
PLAN maps shall support both 2D and optional 3D viewing perspectives.

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Present position map data shall be generated to support a heading-up orientation. FMS PPOS
map data shall be provided such that the aircraft present position is the map reference.
Plan map data shall be provided to support a map referenced to a pilot selectable
geographical location or to the aircraft present position. Baseline plan map data shall be
provided by the FMS which supports both 2D and optional 3D graphical formats. Aircraft
present position and altitude information shall also be provided which allows the aircraft
symbol to be overlaid on the PLAN map.
Text data displays shall be provided which provide summary information for various FMS
subfunctions. At a minimum, this text data shall include the following:
 Flight Plan Progress
 Second Flight Plan
 Navigation Status
 Position Summary
 VOR/DME Status
 GNSS Status on the GNSS Status Page
 IRS Status on the IRS Status Page
 Takeoff Reference
 Approach Reference

4.15.1.13 Description of Control Operation

Refer to FDOR [78].

4.15.1.14 Reversionary Control

Refer to FDOR [78].

4.15.1.15 Functional Options



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The Third FMC, and CDU is an option.
 The navigation database shall support TUNE by Ident when that Option is
selected.
 3D FMS Maps.
 Long Range Cruise.
 Special Missions Capability (Search and Rescue pattern)
Note: This option requires a unique part number FMC.
The FMS shall be compatible with the optional datalink communications services (Refer to
Section).4.13 The FMS shall accept datalinked information, which may include Flight Plans.

4.15.1.15.1 Required Navigation Performance – Authorization Required (RNP AR)

Software is enabled via OCM.
Refer to 4.15.1.6 for further description.

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4.16 Control Display Unit (CDU 6200)

The CDU display is capable of supporting standard ARINC 739 data pages with 14 lines of
24 characters. Line 14 of the display is a scratchpad line containing 22 usable characters. A
15th line is available as the means of providing annunciation to the flight crew of conditions
requiring crew attention. Data is displayed on lines 3, 5, 7, 9, 11, and 13. Six line select
keys located on the left and right edge of the display align with the data lines. Above each of
the data lines is a label line.

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Figure 4.16-1 CDU-6200 Tune Page

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Figure 4.16-2 CDU-6200 FMS Page

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Figure 4.16-3 CDU-6200 GPS Page

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Figure 4.16-4 CDU-6200 Datalink Page

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Figure 4.16-5 CDU-6200 SATCOM Page

Two character sizes (large and small) shall be available. The display shall be capable of
displaying data in the following six colors:
 Cyan
 Yellow
 Magenta
 White
 Green
 Red
All keyboard keys provide tactile feedback and all panel legends and CDU keys legends are
lighted. The backlighting for the keys and CDU panel legends shall be controlled by a
remote dimmer.

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The CDU provides a panel mounted dimming control for the display. External dimming
capability for the display shall also be provided.
The system uses a scratchpad operating system whereby the scratchpad line (line 14) on the
CDU is used to display and temporarily hold keystrokes, or is used as a receptacle for data
that is copied down from the page above by pressing one of the line keys.

4.16.1 Operational Requirements

The CDU shall support tuning functionality including pages for COM, NAV, ATC, ADF,
TCAS, and shall optionally support HF. The CDU shall optionally support APR-GLS VDL
with VDL graphics as a Rockwell Collins Defined Growth. The CDU shall support the entry
of Flight ID to the TDR. The CDU shall support Tune By Ident, via interface with the FMS.
See Figure 4.16-1.
Each CDU shall provide capability for interfacing with the following inputs:
 4 ARINC 739 Input ports
 On-Side FMC
 Cross-Side FMC
 SATCOM
 3 IOC ARINC 429 Input ports
 1 GPS Input (back up navigation page)
 1 Cross-talk bus
 1 ARINC 615 data load input
Each CDU shall provide the following outputs:
 2 ARINC 739 Output ports, programmable low/high speed
 1 High Speed ARINC 429 cross-talk
 2 Low speed radio tuning outputs.
The CDU shall be the main Central Head for the Flight Management System (FMS).

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4.16.1.1 Initialization
The position of the long range navigation sensors (GPS), IRS are available on the position
initialization page of the CDU. Initialization of FMS, IRS and GPS present position may be
accomplished by:
 Entering an airport identifier (pre-filled with previous flight’s destination)
 Entering a pilot-defined waypoint (pre-filled if within 3 nm)
 Entering a navigation database waypoint
 Setting FMS position to a GPS position
 Setting FMS position to a received VOR/DME navaid
 A single button press while on the runway threshold before takeoff
 Selecting the AUTO Initialization Option to allow automatic initialization to valid
GPS position (FMS-6200 only)

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4.16.2 Description of Control and operation

Reference CL 605Retrofit FDOR [78].

4.16.3 Functional Options

The following options shall be provided:
 Data Link control and display using CDU
 SATCOM interface
The following growth options are possible:
 Video interface

4.16.4 Reversionary control

Reference CL 605Retrofit FDOR [78].
4.17 Maintenance Diagnostics System
The MDS aids the operator in detecting and troubleshooting aircraft component problems. It
does this by monitoring aircraft system LRUs to determine failures and to identify LRUs that
may require replacement. It logs this information to help permit the diagnosis of LRU faults.
Other MDS functions include displaying and storing engine maintenance information and
real-time display of aircraft system parameter information. The MDS also includes the
ability to download stored data through a download device.
MDS Equipment
 Maintenance Diagnostic Computer (MDC)
 Multifunction Display (MFD)
 Member LRUs
 Cursor Control Panel (CCP)
 Database Unit (DBU)
The MDS may interface with the following optional systems:

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 Rockwell Collins Portable Access Software (CPAS)
 Optional Datalink system via optional VHF Comm or optional SATCOM datalink

4.17.1 Operational Requirements

The MDS shall utilizes a cockpit MFD as the display media for presenting its information to
the operator and uses a variety of formats, including English-readable text and binary
readouts, to depict diagnostic information.
The Cursor Control Panel (CCP) shall provide the operator a means of selecting information
on the displayed maintenance pages. That input is mapped to certain displayed MDC
functionality and, depending on the type of information on the display, the user may page
forward or backward, move a cursor up or down on a page, return to previous pages, or
select items on a page.
In order to perform aircraft maintenance diagnostics, the MDS subsystem requires the
interaction between several components (including the MDC, the MFD and aircraft LRUs).

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The hub for maintenance diagnostics is the MDC. The scope of the MDC functionality
requires that it be capable of interfacing with several different pieces of aircraft equipment.
Following is a list of functionality the MDS shall support.

4.17.1.1 Current Faults

The Current Faults page displays the faults detected in the current flight leg by the MDC.
The MDC shall display the following information for each current fault:
 ATA Chapter Number – in the form “ATAxx-yy”
 ATA Chapter Name
 Failed LRU Name
 Component ID (If applicable)
 LRU Status
 Fault Message
4.17.1.2 Current Service Messages
The Current Service Message page displays the service messages detected in the current
flight leg by the MDC.
The MDC shall display the following information for each current service message:
 ATA Chapter Number – in the form “ATAxx-yy”
 ATA Chapter Name
 Failed LRU Name
 Component ID (If applicable)
 LRU Status
 Service Message
 Current Service Messages shall be ordered by ATA Chapter, then alphabetically
by LRU Name.
4.17.1.3 Aircraft History
The Aircraft History page provides access to the history data information that is stored

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within the MDC.
The MDC shall provide the following menu items on this page, when those options are
enabled:
 FAULT HISTORY
 SERVICE MESSAGE HISTORY
 ENGINE EXCEEDANCE
 ENGINE TREND
 LIFE CYCLE DATA
 FLIGHT LEG SUMMARY

4.17.1.4 LRU Test

The MDC shall have the ability to initiate an LRU Test. LRU Test initiation shall be
performed per the requirements of the ARINC 604 protocol.

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4.17.1.5 LRU Rigging

The MDC shall have the ability to initiate an LRU Rigging operation. LRU Rigging
initiation shall be performed per the requirements of the ARINC 604 protocol.

4.17.1.6 System Parameters

The System Parameters page shall provide the capability to view aircraft system parameters
on a real-time basis for maintenance or information purposes. This is an optional MDC
feature that may not be available on all aircraft types. The MDC Diagnostic Tables define
whether this feature is enabled or disabled and also defines the parameters that can be
viewed.
4.17.1.7 ATA Index
The ATA Index page shall allow the user to view all ATA chapter numbers (in ascending
numeric order). Each ATA chapter can be selected and provides additional LRU/Sensor
grouping information.

4.17.1.8 LRU Index/Operations

The LRU Index/Operations page shall provide the capability to view a filtered listing of
aircraft LRUs. LRUs can be viewed by their reporting status, by their ATA chapter number
or in alphabetical order.

4.17.1.8.1 LRU Operations

The LRU Operations page shall provide a more detailed view of reporting LRU diagnostic
labels and data.

4.17.1.8.1.1 Display Software Part Number

The Display Software Part Number page is an optional function that shall allow the user to
view the software part number(s) for a given LRU. The part number(s) displayed on this
page are “dynamic” and reported by an LRU to the MDC when this page is selected for
viewing.

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4.17.1.9 MDC Setup
The MDC Setup page shall contain menu selections that allow the user to perform MDC
configuration and initialization activities.
The MDC shall provide the following menu items on this page:
 SET AIRCRAFT IDENTIFICATION
 SET AIRCRAFT CLOCK
 LOAD FILES FROM DISK
 FILE BROWSER
 SET FLIGHT LEG NUMBER
 RESET FAULT HISTORY
 RESET SERVICE MESSAGE HISTORY
 RESET ALL DATA FILES
 DELETE CHECKLIST FILES

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System Specification for the CL-605 RETROFIT Integrated Avionics System

4.17.1.10 Configuration Data

The Configuration Data page allows the user to view the current state of both the Left and
Right Configuration Strapping Units (CSUs). It also allows the user to view the currently
loaded MDC software and diagnostic table information as well as the currently set aircraft
ID.
The MDC shall provide the following selectable menu items:
 “CSU DATA (LEFT)”
 “CSU DATA (RIGHT)”
 “MDC VERSION INFORMATION”
 “LRU CONFIGURATION DATA”
 “LRU SW PART NUMBER DATA”

4.17.1.11 Report Download

The Report Download page allows the user to initiate a download of any MDC report file to
a DBU diskette, CPAS-3000 or equivalent.
The MDC shall provide the following report download menu options on this page:
 CURRENT FAULTS
 FAULT HISTORY
 CURRENT SERVICE MESSAGES
 SERVICE MESSAGE HISTORY
 FLIGHT LEG SUMMARY
 SYSTEM PARAMETERS
 LRU PART NUMBERS
 CONFIGURATION DATA
 CURRENT ARINC DATA
 ALL REPORTS

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4.17.1.12 Pilot Data Download To Disk
The Pilot Data Download to Disk function shall allow the operator to write the LRU Fault
History, Current Service Messages, Current Fault Data, Current ARINC Data, and
Configuration Strapping Unit Data to diskette by pressing only one button from the main
menu when this option is enabled.

4.17.2 Description of Control Operation

Refer to the Challenger 605 Retrofit FDOR [78].

4.17.3 Unique operational modes

4.17.3.1 Advanced Diagnostics

The Advanced Diagnostics pages are available to display detailed help and troubleshooting
data or a “snapshot” of data for selected current fault messages. The snapshot data is current

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System Specification for the CL-605 RETROFIT Integrated Avionics System

at the time of selection. Selecting the REFRESH menu item shall cause the snapshot data to
be updated.
This page also displays the “stored” information for faults saved in MDC history files. For
history data there is no refresh option.

4.17.3.2 Data Reader

The Data Reader page shall display bit level information for each selected data label. The
current value for each bit (0 or 1) is shown along with bit level definitions in English text. If
no data is available for a label, dashes are displayed.

4.17.3.3 Table/File Uploads

MDC shall be capable of uploading Diagnostic Tables and files using the DBU, or when
IFIS is installed, CPAS 3000.
The MDC shall support the loading user generated Test and Rigging files and user generated
Checklist files.

4.17.4 Functional Options

4.17.5 Performance
Performance requirements for the MDC include the categories of processor throughput and
memory usage.

4.17.5.1 Throughput Timing and Margins

At initial program certification, MDC processor utilization shall have a minimum of 30%
throughput timing margin.

4.17.5.2 Memory Allocation and Margins

At initial program certification, MDC memory usage shall have a minimum of 30% margin

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for each memory type (RAM, ROM, NVM, etc).

4.17.6 Storage Capability

This section defines data storage types and quantities. The information provided in the table
below is for reference purposes only. The storage requirements for each of the different data
types are found in their respective page sections above and in the MDC general
requirements.
Table 4.17-1 Data Storage Types And Quantities

# Stored Per
Data Type Maximum
Flight Leg1
Current Faults 2002
Fault Messages (History) 20 20003
Current Service Messages 2002
Service Messages (History) 20 20003

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# Stored Per
Data Type Maximum
Flight Leg1
Engine Trends 3 300
Engine Trend Related Parameters per
17
Engine Trend

Engine Exceedance Occurrences 20 400

Engine Exceedance Types 17

Fault Equations 2600
Bus Labels 512
Flight Legs 1004
LRUs 1000
ATA Chapters 200
Diagnostic Labels per LRU 10
Life Cycle Data Types 12

Note 1: Table sections left empty are not applicable (n/a) for that data type.
Note 2: Although current faults and current service messages can display 200 maximum,
the MDC only stores the first 20 of each of these into fault history.
Note 3: MDC can store 2000 messages, but the History pages and report downloads shall
display only the most recent 500. The remaining faults and messages are
accessible through the Fight Leg Summary pages.
Note 4: On the flight leg summary page, the MDC shall display Faults for a maximum of
100 flight legs.

4.17.7 Checklist System (CLS)

The Checklist function shall consist of:

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 One Maintenance Diagnostic Computer
 Two CCP (Cursor control panel)
 DBU or equivalent
 Checklist editor software
Checklist information shall be selectable for display on the MFD.

4.17.7.1 Operational Requirements

Up to four checklist types shall be provided which could be used as follows:
 Normal Checklist
 Abnormal Checklist
 Emergency Checklist
 User Defined Checklist

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The MFD upper menu shall be used to select/deselect display of checklist information on the
MFD. A minimum of 25 lines of medium text should be available for the checklist display.
A minimum of 42 medium character spaces per line should be provided. The MDC shall
provide 512K bytes of NVM to store all checklist data.

4.17.7.2 Description of Control Operation

Refer to the Challenger 605 Retrofit FDOR [78].

4.17.7.3 Reversionary Control

N/A.

4.17.7.4 Functional Options

N/A.
4.18 Heads Up Guidance System (HGS) (Option -STC)
The Heads Up Guidance System shall consist of the following equipment:
 Heads Up Display (HUD) Combiner
 HUD Overhead Unit
 HUD Combiner Sun Visor
 HUD Computer
 HUD Computer Fan Tray

4.18.1 Heads Up Guidance System (HGS) Overview

The HGS is an electronic and optical system which generates and displays information in
the Pilot's forward field of view. The displayed information is derived from the aircraft's
instruments and sensors. The HGS also displays windshear detection (caution and warning)
indications in all modes as directed by the Ground Proximity Warning System (GPWS).
The HGS is made up of three LRU's. The Combiner is an optical element which optically
combines displayed flight symbology with the pilot's view through the aircraft windscreen.
This permits various symbols to remain conformal with the outside scene. The combiner

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also focuses flight symbology at infinity, allowing the pilot to see the information without
eye movement or a shift in eye focus.

The Overhead Unit (OHU) projects the flight symbology, generated by the HC, onto the
Combiner. Within the OHU is an Active Matrix Liquid Crystal Display (AMLCD), a relay
lens assembly, backlight and supporting electronics. The OHU provides Built-In-Test (BIT)
status via ARINC-429 transmitter to the HUD computer.

The HUD Computer (HC) provides a pixilated image to the OHU for display via the
Combiner. This image is derived from internal calculations, which determine the position
and form of the flight symbology to be presented, dependent on the aircraft equipment and
sensor data received by the HC. The HC contains two HUD Processors and Input / Output
Subsystems (HPIO1, HPIO2) and Enhanced Graphic Display Processor (EGDP).

4.18.2 HGS Operational Description

The HUD provides attitude, speed, altitude, flight path, Flight Director Guidance, Traffic
Collision Avoidance System (TCAS) guidance, visual approach, unusual attitude, and other

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situational information to the pilot in symbolic format. Basic flight information is available
during all phases of flight. The HUD also displays a video image from an Enhanced Vision
System.

The HUD display representation of aircraft sensor and equipment data is designed for
immediate recognition by the pilot while not causing any confusion due to ambiguity with
like data presented on other cockpit displays. The pilot is made aware of the loss of any
required HUD displayed information, due to unavailable aircraft sensor or equipment data,
through the obvious blanking of display elements or the display of special status messages.
4.19 Forward Vision Systems

4.19.1 Enhanced Vision System (EVS) (Option)

The EVS system shall consist of the following:
 One EVS Processor Assembly
 One FLIR Assembly
 One Window Assembly

4.19.1.1 Operational Requirements

The EVS shall provide:
 An image of the natural scene, including the approach lights of the runway even
during adverse weather conditions.

4.19.1.2 Description of Control Operation

The EVS image on the MFD shall be controlled by the following selections:
 BRIGHTNESS - +10 to -10
 CONTRAST - +10 to -10

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5. Physical Requirements
TSO Qualification and Environmental Categories

5.1 Environmental Requirements

Table 5.1-1 System Physical Requirements (Baseline and Options)
Type TSO Categories Environmental Categories HW RTSA
Number Doc
ADC- C8c, C10b, C43a, C46a, C95, A2F2/BA/JY/E1XXXXXZ/BZ/AZZZZX DO-160B
850E C101, C106
AFD- C2d, C3d, C4c, C6d, C8d, [(A1)(F1)X]BBB[(TBB1R)(SM)]EXXXXXZ[BZ]A DO-160D
5220E C9c, C10b, C31d, C32d, ZC[KF]M[(A3)(J3)3]XXA
C34e, C35d, C36e, C37d,
C38d, C40c, C41d, C43c,
C44b, C46a, C47, C49b,
C52b, C55, C63c, C66c, C87,
C92c, C95, C101, C104,
C105, C110a, C112, C113,
C115b, C117a, C119b,
C129a, C151b, C165
AIS- C50c A1CBOXXXXFXZZAAAAA DO-160B
ACP3V
AIS- C50c A1CBOXXXXFXZZAAAAA DO-160B
ACPDV
AIS- C50c A1CBOXXXXFXZZAAAAA DO-160B
ACPDV
AIS-REU C50c A1CBOEXXXFXXZAAAAA DO-160B
AIS-
REUMNT
ALT-4000 C87 [A2F2]- DO-160C
BB[CLMNY]E1XXXXSZ[BZ]AZ[AZ]Y[AZ][Z3Z
3]XA

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ALT-4000 C87 [A2F2]- DO-160C
BB[CLMNY]E1XXXXSZ[BZ]AZ[AZ]Y[AZ][Z3Z
3]XA
ANT- C41d Class A [(A2)(E1)]BB[JY][E2]SXXXXX[BZ]AZAXA DO-160B
462B
CCP-5060 C113 [(A2)(F1)X]BBB[(UG)(TBB1R)(SM)]EXXXXXZ[ DO-160D
BZ]AZC[KF]M[(Z3)(J4)3]XXA
CDU-6200 C113 [(A2)(F1)- DO-160D
]BBB[(TBB1R)(SLM)]EXXXXXZ[BZ]AZC[YY]H
[Z3Z4]XXA
CDU-6200 C113 [(A2)(F1)- DO-160D
]BBB[(TBB1R)(SLM)]EXXXXXZ[BZ]AZC[YY]H
[Z3Z4]XXA
CMA-
2700-AIT
CMB- PMA [(A1)(F1)X]CAB[(RCC1)(SC)(HR)]XWFXFXZA DO-160E
6600 AZ[ZC][*]M[(A3)(J3)4]XXAC

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CMU- PMA [(A2)(F2)Z]BBB[(TCC1R)(SLM)]EWXXXSZ[BZ] DO-160D

4000 AZCEM[A3E3]XAA
CSU-4100 N/A [(A2)(C4)(F1)Y]BBB[(TCC1R)(SCLM)]EXXXXS DO-160D
Z[BZ]AZZ[WWX]H[(Z3)(Z3)]XAA
CSV-6600
DBU-5000 C113 [(A2)(C4)(F1)X]BBB[SB2M]EXXXXXZ[BZ]AZ[ DO-160E
ZC][RRWW]M[(A3)(E3)X]XXAX
DCP-5060 C113 [(A2)(F1)X]BBB[(UG)(TBB1R)(SM)]EXXXXXZ[ DO-160D
BZ]AZC[KF]M[(Z3)(J4)3]XXA
DCP-5060 C113 [(A2)(F1)X]BBB[(UG)(TBB1R)(SM)]EXXXXXZ[ DO-160D
BZ]AZC[KF]M[(Z3)(J4)3]XXA
DCU-4002 PMA [(A2)(F2)]- DO-160C
BB[CLM]E1XXXXXZ[BZ]AZZUZ[(Z3)(Z3)]XA
DME- C66c [(A2)(F2)X]BBB[(SLM)(TCC1R)]EWXXXSZ[BZ] DO-160D
4000 AZC[K(GKE)]H[(A3)(E3)]XAA
ECU-3000 C113 [(A2)(F2)W]BBB[(TCC1R)(SLM)]EWXXXSZ[BZ DO-160D
]AZZ[(KG)(KF/E)]H[(Z3)(J4)3]XAA
ECU-3000 C50c [(A2)(F2)Z]BBB[(TCC1R)(SLM)]EWXXXSZ[BZ] DO-160D
AZZ[(KG)(KF/E)]H[(Z3)(J4)3]XAA
ERU-4000 PMA [A2F2]-BB[CMS]XXXXXXXXXXXXXXXX DO-160C
EVS
Sensor
EVS
Window
FCC-4006 C9c, C52a A2C4F1YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3 DO-160C
Z3]XA
FCP-4003 C9c, C52a [A2F1]- DO-160C
BB[BMS]E1XXXXXZ[BZ]AZAUA[Z3Z3]XX
FDCU- TBD [(A2)(F1)ABB[(RCC1)(HR))(SLM)]EYXXXXZ[B DO-160E
4000 Z]AZ[CC][KE]H[(A3)(J4)4]XAAX
FMC-6200 C115b, C145a, C146a, C165 [(A2)(C4)(F1)Y]BBB[SCLM]EXXXXSZ[BZ]AZ[Z DO-160E
C][WW]M[(Z3)(Z4)]XAAX

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FMC-6200 C115b, C145a, C146a, C165 [(A2)(C4)(F1)Y]BBB[SCLM]EXXXXSZ[BZ]AZ[Z DO-160E
C][WW]M[(Z3)(Z4)]XAAX
FSU-5010 C113, C165 [(A2)(F2)W]BBB[(TCC1R)(SLM)]EWXXXSZ[BZ DO-160D
]AZC[KF]M[(Z3)(J4)3]XAA
GPS- C145a (Class 3) [(A2)(F1)X]ABB[(RCC1)(HR)(SLM)(UG)]EWXX DO-160E
4000S XSZ[BZ]AZ[CC][GF]H[(A3)(J4)4]XAAX
HC-6605 N/A (F2)(F2)ABBSXXXXXXZZAZ(ZC)(FD)M(A3J33) DO-160E
XXAX
HF-9031A C31d, C32d F2/B/A/MNR/E1XXDFSAAA/AZ/Z/AZ/AZ/X DO-160B
HF-9041 C31d, C32d F2/B/A/MNR/E1/WXDFSAAA[A/Z]Z[A/Z][A/Z] DO-160B
ICC-4007 C9c, C52a, C94a, C115a [A2F2]/[A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZ DO-160C
ZWZ[Z3Z3]XA
IEC-4000 C9c, C52a, C115 [A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z DO-160C
3Z3]XA
IOC-4100 C9c, C52b, C115b [(A2)(C4)(F1)Y]BBB(SCLM)EXXXXSZ[BZ]AZZ[ DO-160D
WWX]H[(Z3)(Z3)]XAA
LDU-4000 PMA [A2F2]BB[CY]El XXXXXZ[BZ]AZZZZX DO-160B

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LHP-4000 C9c, C52a, C115 [A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z DO-160C

3Z3]XA
LHP-4001 C9c, C52a, C115 [A2F2/A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZ DO-160C
WZ[Z3Z3]XA
MDC- C113 [(A2)(C4)(F1)Y]BBXXEXXXXXZ[BZ]AZZ[XXX DO-160D
3110 ]X[XXXX]XAX
NAV- C34e, C35d Class A, C36e [(A2)(F2)Z]BBB[(SLM)(TCC1R)]EWXXXSZ[BZ] DO-160D
4000 Class B, C40c, C41d Class A AZC[K(KGE)]H[(A3)(E3)]XAA
OCM- C113 [(A2)(F2)Y]BBB[SCLM]EXXXXSZ[BZ]AZZ[W DO-160D
4100 WP]L[(Z3)(Z4)]XAA
OCM- C9c, C52b, C113, and C115b [(A2)(F2)Y]BBB[SCLM]EXXXXSZ[BZ]AZZ[W DO-160D
4100 WP]L[(Z3)(Z4)]XAA
OCM- C9c, C52b, C113, and C115b [(A2)(F2)Y]BBB[SCLM]EXXXXSZ[BZ]AZZ[W DO-160D
4100 WP]L[(Z3)(Z4)]XAA
OHU- PMA [(A1)(F1)X]CAB[(RCC1)(SC)(HR)]XWFXFXZA DO-160E
6600 AZ[ZC][*]M[(A3)(J3)4]XXAC
PWR- C9c, C52a, C115 [A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z DO-160C
4000 3Z3]XA
RDC-4002 DO-160D
RTA-4114 C63c [(F2)X]ABB[(RCC1)(SLM)]XYXXXXAZAZ[ZC][ DO-160E
RR]M[(A4)(J4)4]XAAX
RTA-854 C63c Class 7 F2/BBJE1XXXXXZ/BZ/AZZAX DO-160B
RTA-854 C63c Class 7 F2/BBJE1XXXXXZ/BZ/AZZAX DO-160B
SCM-2200
SDU- [(A2)(F2)Z]BAB[S(BLMY)R(B1)]EXXXFXZ[AA( DO-160E
2200-2 WF)H]A[RK(WF)][(CW)(CC)][RR]M[A3J33]XXA
X
SLZ7960 N/A MIL-STD 810 similar to D2-
AALXWXDFSZZAZZWZ(A3XX)XX
SMT-87A C9c [A2F3]-BB[ET]XWFXXXXXXXXXXXXB DO-160C
SMT-87B C9c [A2F3]-BB[ET]XWFXXXXXXXXXXXXB DO-160C
SSM-4000 C9c, C52a A2C4F1]YBB[CLM]E1XXXXXZ[BZ]AZZWZ[Z3 DO-160C

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Z3]XA
SVC-3000 C113 [(A2)(E1)X]BAB[SMSB]HWXXXXZZAZZRM[(A DO-160D
3)(E3)]XXA
SVC-3000 C113 E1XBBB[(SM)(SB)]XWXXXXZZAZZRM[XX(J3 DO-160D
VIU 3)]XXA
SVCM- C113 [(A2)(E1)X]BAB[SMSB]HWXXXXZZAZZRM[(A DO-160D
3000 3)(E3)]XXA
SVL-4000 C9c F2[-BB]EE2RXDXXA[BZ]AZAWB[Z3Z3]XB DO-160C
SVO-85A C9c [A2F2]-BB[DY]E1RFXXXA[BZ]AZZWZXXB DO-160C
SVO-85B C9c [A2F2]-BB[DY]E1RFXXXA[BZ]AZZWZXXB DO-160C
TDR-94D C112 Class 3A2 121 011 [(A2)(E1)- DO-160D
]BBA[SCLM]EXXXFXZZAZZ[RRR]M[(Z3)(Z3)]
XXA
TDR-94D C112 Class 3A2 121 011 [(A2)(E1)- DO-160D
]BBA[SCLM]EXXXFXZZAZZ[RRR]M[(Z3)(Z3)]
XXA
TDR-94D C112d Level 2adens Class1, [(A2)(E1)X]BBA[(SLMY)(SC)]EXXXFXZ[ZXX] DO-160G

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C166b Class A3 Transmitting AZ[ZCX][RR]M[(A3)(JZ)(L3)]XXAX

Only
TRE-920 C119a /D2/AB/JY/XSFDFSXXXXXXX DO-160B
TSA-4100 C112, C119b, C166a [(D2)(F2)X]ABB[(RCC1)(HR)(SLM)]XSFDFSZ[X DO-160E
(Transmit Only) ]XX[CW][RR]H[(XX)(K4)4][1A]AAX
TTR-4000 C119c [(A2)(D2)]BBB[SCYLM]EXXXXSZ[BZ]AZC[W DO-160D
WX]M[(Z3)(Z4)]XAA
VHF-4000 C37d, C38d, C128 [(A2)(F2)Z]BBB[(SLM)(TCC1R)]EWXXXSZ[BZ] DO-160D
AZC[KA]H[(A3)(E3)]XAA
VHF-4000 C37d, C38d, C128 [(A2)(F2)Z]BBB[(SLM)(TCC1R)]EWXXXSZ[BZ] DO-160D
AZC[KA]H[(A3)(E3)]XAA
VHF- C128a, C160 Receiver Class [(A2)(F2)X]BBB[(RCC1)(HR)(SLM)]EWXXXSZ[ DO-160E
4000E F, Transmitter Class 7, BZ]AZ[CW][RR]H[(A3)(J3)3]XAAX
Architecture Class Y, C169a
Receiver Class C/E,
Transmitter Class 3/5
VHF- C37d, C38d, C128 [(A2)(F2)Z]BBB[(SLM)(TCC1R)]EWXXXSZ[BZ] DO-160D
4000E AZC[KA]H[(A3)(E3)]XAA
WX-1000 C110a [(F2)-]AA(CJMLY)XSFXXXX(AZ)A(AZ)ZZZ DO-160B
WX- C110a [(F2)-]BA(BMNO)XXXXXXX(AZ)A(AZ)ZZZ DO-160B
1000E
XMA- PMA [F2X]ACB[TC1R]XRFXXSZXXXZ[UUU]M[XXE DO-160D
1000 2][1B]CA
XMWR- PMA [(F2)X]BBB[S(BM)]EXXXXXZZAZZ[RR]M[(A2) DO-160D
1000 (E2)X]XXA

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5.2 Cockpit Panel Requirements

The electronic displays and control panels shall be designed to meet a standard color scheme.
This equipment component color scheme is listed below.

5.2.1 Styling/Color

5.2.1.1 Color Scheme:

Table 5.2-1 Color Scheme Table

Panel -Rockwell Collins Medium Gray No. 283

Lighted Panel Graphics -Rockwell Collins White No. 106

Mounting Plate -Rockwell Collins Medium Gray No. 283

Knobs -Rockwell Collins Black No. 302
Knob Graphics -Rockwell Collins White No. 106
Unlighted Buttons -Rockwell Collins Black No. 302
Dzus Fasteners -Rockwell Collins Medium Gray No. 283
Button Graphics -Rockwell Collins White No. 106

5.2.1.2 Styling
Table 5.2-2 Styling Matrix

Font -Futura Medium or Futura Medium Condensed

-Pro Line 4 styled: 0.375 inch thick, Light-plate on top

Panels of a 0.062 inch thick back plate (0.437 thick total stack
up above mounting surface) 15 degree bevel

STATE 4 - MANUFACTURING RELEASE 2015-02-13

Buttons -concave shaped front surface

5.2.2 Lighting Requirements

All control panels, shall use LED integral lighting.

5.2.2.1 Panel Luminance and Dimming

The lighting color coordinates, brightness and contrast shall be:
x = 0.440+/- 0.030 y = 0.405 +/- 0.030
y = 1.5 +/- 0.75 ftL @ 4.50 +/- 0.05 VDC at 100% Duty Cycle
The panel lighting shall adhere to the standard dimming characteristics of the Business and
Regional Systems Lighting and Dimming Control Guideline [81].

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6. Installation Requirements
In order to meet environmental and reliability requirements the installation shall be designed
in accordance with applicable Rockwell Collins wiring interconnect and installation
manuals.
6.1 Cooling Requirements

6.1.1 Method of Cooling

All avionics units that are not listed below are designed to be cooled by conduction and free
convection.
The IAPS Card Cage contains an IAPS Environmental Controller (IEC) module with an
integral fan.
The TCAS cooling requirements shall be provided by either convection cooling or a fan
incorporated in the mount, dependent upon the installation.
The FSU cooling requirements shall be provided by a fan incorporated in the mount.
The SDU cooling requirements shall be provided by a fan incorporated in the mount.
The DCU requires forced air cooling. The DCU mount contains an integral fan to provide
cooling.
The SVC cooling requirements shall be provided by a fan incorporated in the SVC LRU.

6.1.2 Maximum Temperatures

All avionics equipment have a maximum ambient air temperature requirement of +70o C
continuous, except for the AFD. The AFDs have an ambient requirement of +55o C
continuous, and +70o C for 30 minutes.
After failure of the IAPS Environmental Controller (IEC), the local ambient air shall be
maintained below +40o C.

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6.1.3 Minimum Temperatures
An internal heater shall be provided within the AFD to achieve the minimum operating
temperature as soon as possible after power up. Both the backlight and liquid crystal display
have minimum temperature requirements for operation. Below 0o C a time period is required
before the backlight can be turned on. At minus 55o C, the worst case, the time period shall
nominally not exceed eight minutes, with the display performance acceptable for engine start
three minutes later. This performance assumes 28 Vdc power available. If a lower voltage
is present the time period shall be increased.
The CDU uses LED backlighting for the LCD display. The performance of the LCD at
extremely low temperatures can be degraded. Within the temperature range of –20o C and
+70o C, operation shall be normal with a 4 second power-up delay. Below –20o C there shall
be a power-up delay of 1 minute for each degree below –20o C , up to 10 minutes. After the
display is on, full brightness shall be achieved with 10 minutes.

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6.1.4 Cooling Airflow Requirements

To achieve avionics reliability through optimum cooling, it is required that flush cooling air,
(over the unit), be provided for equipment in the instrument panel or pedestal, and the
equipment in the avionics racks. The required air flow rate is 0.5 lbs/hr for each watt of
equipment dissipation.
The typical design flow rate for the IAPS Card Cage is 0.8 lbs/hr/watt of dissipation at sea
level.
There are no ARINC cooling requirements for the Pro Line 21 avionics for this application.
Rockwell Collins selects cooling fans to provide air flow rates equal to or better than those
specified in ARINC specifications 404A [30], 408A [31] , and 600 [34].

6.1.5 Direction of Required Air Flow

The IAPS card cage has air entering at the left side of the ICC, which is then forced into the
top of the IAPS shelf and exits at the bottom shelf. Air outlet for the card cage is on the
bottom surface.
The FSU has air entering from its bottom (mounting) surface and exhausts on the top
surface.
The TCAS can be cooled by natural convection or by forced air. Air inlet is from underside
and exhaust is on the top side.
Flush cooling air direction is optional for all other equipment.

6.1.6 Reliability Basis

Reliability data is generated using field data or reliability prediction based on the following
criteria:
Based on field data – for units that have existing field reliability history, this field data
is the primary basis for determining expected future reliability.
Based on prediction – for units that do not have existing field reliability history or

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insufficient history, reliability is based on a combination of a reliability prediction
which uses the methods and failure rates of MIL-HDBK-217F [39] along with a
similarity analysis which involves predicting the unit MTBF based on similar fielded
product observed performance [97].
To achieve avionics reliability, avionics equipment should nominally be operated at 35o C or
lower.

6.1.7 Overheat Protection

Overheat protection is provided in the IAPS card cage and the AFD.
If an overheat condition is sensed by a PWR, the affected PWR shall automatically shut
down to prevent damage.
If an overheat condition is sensed by the AFD, the unit shall automatically shut down to
prevent damage. An overheat condition is the point where the LCD shall be damaged, and is
well beyond the +70° C operating limits.

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6.2 Location in Aircraft

Equipment locations are indicated in Table 6.2-1. (To be updated to final locations).

Table 6.2-1 Equipment Locations (baseline and options)

Type Number Description Location
ADC-850E Air Data Computer Avionics Bay
AFD-5220E Adaptive Flight Display Instrument Panel
AIS-ACP3V Avtech Audio Control Panel, Triple VHF
AIS-ACPDV Avtech Audio Control Panel, Dual VHF
AIS-ACPDV Avtech Audio Control Panel, Dual VHF Right Console
AIS-REU Remote Electronics Unit Avionics Bay
AIS-REUMNT REU Mounting Tray Avionics Bay
ALT-4000 Radio Altimeter Aft Avionics Bay
ANT-462B Dual ADF Antenna Aircraft Fuselage
CCP-5060 Cursor Control Panel Pedestal
CDU-6200 Control Display Unit
CDU-6200 Control Display Unit Pedestal
CMA-2700-AIT EVS Aircraft Identification Tag Glareshield
CMB-6600 HUD Combiner, Left Overhead Roof Panel
CMU-4000 Communications Management Unit
CSU-4100 Configuration Strapping Unit P/O IAPS
CSV-6600 HUD Combiner Sun Visor Overhead Roof Panel
DBU-5000 Database Unit Right Console
DCP-5060 Display Control Panel
DCP-5060 Display Control Panel Pedestal
DCU-4002 Data Concentration Unit Avionics Bay
DME-4000 DME Transceiver Avionics Bay
ECU-3000 External Compensation Unit
ECU-3000 External Compensation Unit Avionics Bay
ERU-4000 EICAS Routing Unit Avionics Bay
EVS Sensor EVS Sensor Aircraft Fuselage

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EVS Window EVS window with control electronics Aircraft Fuselage
FCC-4006 Flight Control Computer P/O IAPS
FCP-4003 Flight Control Panel Glareshield
FDCU-4000 Flight Data Conversion Unit Avionics Bay
FMC-6200 Flight Management Computer
FMC-6200 Flight Management Computer P/O IAPS
FSU-5010 File Server Unit
GPS-4000S Global Positioning System, SBAS Capable Avionics Bay
HC-6605 HGS Computer Aft Avionics Bay
HF-9031A HF Transceiver Aft Avionics Bay
HF-9041 HF Antenna Coupler Aft Avionics Bay
ICC-4007 Integrated Card Cage Avionics Bay
IEC-4000 IAPS Environmental Controller P/O IAPS
IOC-4100 Input/Output Concentrator P/O IAPS
LDU-4000 Lamp Driver Unit Avionics Bay
LHP-4000 Lightning/HIRF Protection P/O IAPS

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LHP-4001 Lightning/HIRF Protection P/O IAPS

MDC-3110 Maintenance Diagnostic Computer P/O IAPS
NAV-4000 VOR/ILS/MB/ADF Receiver Avionics Bay
OCM-4100 Option Control Module (EGPWS, 3D Map,
LRC, FDR, CDU GWx, Checklist, LPV)
OCM-4100 Option Control Module (EGPWS, 3D Map,
LRC, FDR, CDU GWx, Checklist, LPV, RNP
AR)
OCM-4100 Option Control Module (EGPWS, 3D Map,
LRC, FDR, Checklist, LPV)
OCM-4100 Option Control Module (EGPWS, 3D Map,
LRC, FDR, Checklist, LPV, RNP AR)
OCM-4100 Option Control Module (EGPWS, FDR, CDU
GWx, Checklist, LPV)
OCM-4100 Option Control Module (EGPWS, FDR, CDU
GWX, Checklist, LPV, RNP AR)
OCM-4100 Option Control Module (EGPWS, FDR,
Checklist, LPV)
OCM-4100 Option Control Module (EGPWS, FDR, P/O IAPS
Checklist, LPV)
OCM-4100 Option Control Module (EGPWS, FDR,
Checklist, LPV, RNP AR)
OHU-6600 HUD Overhead Unit Overhead Roof Panel
PWR-4000 Power Supply Module P/O IAPS
RDC-4002 Remote Data Concentrator Avionics Bay
RTA-4114 Weather Radar, 14" Aircraft Nose
RTA-854 Receiver Transmitter Antenna Aircraft Nose
SCM-2200 Satellite Communications Data Unit
Configuration Module
SDU-2200-2 Satellite Communications Data Unit
SLZ7960 AOA Transmitter Aircraft Fuselage
SMT-87A Servo Mount Existing Location

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SMT-87B Servo Mount Existing Location
SSM-4000 Servo Switching Module P/O IAPS
SVC-3000 Synthetic Vision Computer TBD
SVC-3000 VIU Synthetic Vision Computer Video Interface
Unit
SVCM-3000 Synthetic Vision Configuration Module
SVL-4000 Linear Actuator Existing Location
SVO-85A Primary Servo Existing Location
SVO-85B Primary Servo Existing Location
TDR-94D Diversity Mode S Transponder, ADS-B Out
TDR-94D Diversity Mode S Transponder, EHS
TRE-920 TCAS Directional Antenna
TSA-4100 Traffic Surveillance Antenna, Directional
TTR-4000 TCAS Receiver / Transmitter
VHF-4000 VHF Comm Transceiver - 8.33kHz
VHF-4000 VHF Comm Transceiver - 8.33kHz Avionics Bay

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VHF-4000 VHF Comm Transceiver - 8.33kHz, Data Link

VHF-4000E VHF Comm Transceiver - Ext Range, 8.33kHz
VHF-4000E VHF Comm Transceiver - Ext Range,
8.33kHz, DataLink
WX-1000 LDS Antenna Aircraft Fuselage
WX-1000E LDS Processor Aircraft Fuselage
XMA-1000 XM Weather Antenna
XMWR-1000 XM Weather Receiver

6.3 Installation Control Drawing List

Table 6.3-1 Installation Control Drawing List
Type Number Description ICD
ADC-850E Air Data Computer 659-7612-001
AFD-5220E Adaptive Flight Display 830-8392-125
AIS-ACP3V Avtech Audio Control Panel, Triple VHF
AIS-ACPDV Avtech Audio Control Panel, Dual VHF
AIS-REU Remote Electronics Unit
AIS-REUMNT REU Mounting Tray
ALT-4000 Radio Altimeter 653-0726-001
ANT-462B Dual ADF Antenna 652-8279-001
CCP-5060 Cursor Control Panel 827-9957-002
CDU-6200 Control Display Unit 827-7842-202
CMA-2700-AIT EVS Aircraft Identification Tag 100-601948-000
CMB-6600 HUD Combiner, Left 1500-3118
CMU-4000 Communications Management Unit
CSU-4100 Configuration Strapping Unit 827-3020-001
CSV-6600 HUD Combiner Sun Visor 5000-8194
DBU-5000 Database Unit 983-8147-002
DCP-5060 Display Control Panel 827-3157-001
DCP-5060 Display Control Panel 983-4125-112

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DCU-4002 Data Concentration Unit 827-1091-001
DME-4000 DME Transceiver 653-0754-001
ECU-3000 External Compensation Unit 653-0749-001
ERU-4000 EICAS Routing Unit 827-1411-001
EVS Sensor EVS Sensor
EVS Window EVS window with control electronics
FCC-4006 Flight Control Computer 827-6288-001
FCP-4003 Flight Control Panel 827-7566-001
FDCU-4000 Flight Data Conversion Unit 983-9727-001
FMC-6200 Flight Management Computer 983-8457-202
FSU-5010 File Server Unit 827-8982-010
GPS-4000S Global Positioning System, SBAS Capable 830-7818-002
HC-6605 HGS Computer 1500-3120-001
HF-9031A HF Transceiver 751-4059-002
HF-9041 HF Antenna Coupler 659-9087
ICC-4007 Integrated Card Cage 827-1092-001

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IEC-4000 IAPS Environmental Controller 827-6573-001

IOC-4100 Input/Output Concentrator 827-8385-001
LDU-4000 Lamp Driver Unit 827-4352-001
LHP-4000 Lightning/HIRF Protection 827-0800-702
LHP-4001 Lightning/HIRF Protection 827-0801-702
MDC-3110 Maintenance Diagnostic Computer 827-2655-001
NAV-4000 VOR/ILS/MB/ADF Receiver 653-0752-001
OCM-4100 Option Control Module (EGPWS, 3D Map, 827-3019-001
LRC, FDR, CDU GWx, Checklist, LPV)
OCM-4100 Option Control Module (EGPWS, 3D Map, 827-3019-001
LRC, FDR, CDU GWx, Checklist, LPV, RNP
AR)
OCM-4100 Option Control Module (EGPWS, 3D Map, 827-3019-001
LRC, FDR, Checklist, LPV)
OCM-4100 Option Control Module (EGPWS, 3D Map, 827-3019-001
LRC, FDR, Checklist, LPV, RNP AR)
OCM-4100 Option Control Module (EGPWS, FDR, CDU 827-3019-001
GWx, Checklist, LPV)
OCM-4100 Option Control Module (EGPWS, FDR, CDU 827-3019-001
GWX, Checklist, LPV, RNP AR)
OCM-4100 Option Control Module (EGPWS, FDR, 827-3019-001
Checklist, LPV)
OCM-4100 Option Control Module (EGPWS, FDR, 827-3019-001
Checklist, LPV, RNP AR)
OHU-6600 HUD Overhead Unit 1500-3108
PWR-4000 Power Supply Module 827-5706-001
RDC-4002 Remote Data Concentrator 827-8585-001
RTA-4114 Weather Radar, 14" 653-4450-001
RTA-854 Receiver Transmitter Antenna 659-7694-001
SCM-2200 Satellite Communications Data Unit
Configuration Module
SDU-2200-2 Satellite Communications Data Unit 983-9932-001

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SLZ7960 AOA Transmitter
SMT-87A Servo Mount 653-0716-001
SMT-87B Servo Mount 653-0716-001
SSM-4000 Servo Switching Module 827-1203-001
SVC-3000 Synthetic Vision Computer 983-8003-210
SVC-3000 VIU Synthetic Vision Computer Video Interface Unit 983-8003-260
SVCM-3000 Synthetic Vision Configuration Module 983-8003-200
SVL-4000 Linear Actuator 827-4628-001
SVO-85A Primary Servo 647-3612-001
SVO-85B Primary Servo 647-3612-001
TDR-94D Diversity Mode S Transponder, ADS-B Out 653-0705-001
TDR-94D Diversity Mode S Transponder, EHS 653-0705-001
TRE-920 TCAS Directional Antenna 827-0385
TSA-4100 Traffic Surveillance Antenna, Directional 983-8213-001
TTR-4000 TCAS Receiver / Transmitter 830-5902-001
VHF-4000 VHF Comm Transceiver - 8.33kHz 653-0753-001

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VHF-4000 VHF Comm Transceiver - 8.33kHz, Data Link 653-0753-001

VHF-4000E VHF Comm Transceiver - Ext Range, 8.33kHz 653-0753-001
VHF-4000E VHF Comm Transceiver - Ext Range, 8.33kHz, 653-0753-001
DataLink
WX-1000 LDS Antenna 827-5191-001
WX-1000E LDS Processor 827-5190-001
XMA-1000 XM Weather Antenna 983-4823-001
XMWR-1000 XM Weather Receiver 983-4823-002

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7. Test Requirements
7.1 Self-Test
Each Rockwell Collins LRU in the system, equipped with at least one ARINC 429 output
bus, shall perform built-in-test and transmit at least one ARINC 429 word to provide
test/maintenance data.
7.2 Pilot Test
There shall be no requirement for pilot initiated test of the avionics system with the
exception of annunciator test.

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8. Interface Requirements
8.1 Electrical Interfaces

8.1.1 FDR Interface

The DCU shall provide an ARINC 717 interface to the Flight Data Recorder.
The DCU shall acquire FDR data to the extent possible within the DCU I/O limits defined in
the DCU section. Only data residing in the Rockwell Collins system shall be provided to the
FDR.

8.1.2 SATCOM
The Rockwell Collins system shall interface with a SATCOM via ARINC 429 interfaces
from CDU.

8.1.3 TAWS Interface

The Rockwell Collins system shall interface with a TAWS via ARINC 429 interfaces.
TAWS terrain data shall be transmitted to the AFD via an ARINC 453 interface.
TAWS audio shall be provided as an analog input to the REM.

8.1.4 Lightning Detection System Interface (option)

The Rockwell Collins system shall provide display interface for an L-3 lightning detection
system. Display selection shall be provided by the DCP and CCP.

8.1.5 Emergency Locator Transmitter (ELT)

The Rockwell Collins system shall provide an ARINC 429 interface with a compatible ELT
to provide latitude and longitude data (Labels 310 and 311 respectively – high or low speed
bus).

8.1.6 Cockpit Voice Recorder

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The Rockwell Collins system shall provide analog audio to the CVR from each Audio
Control Panel. A digital interface has been implemented to transmit Link 2000+ and FANS
CPDLC messages to the CVR for recording.

8.1.7 Integrated Standby Indicator (ISI)

The Rockwell Collins system shall provide an ARINC 429 interface with NAV radio
deviation data that may be used by an ISI.

8.1.8 Electric Pitch Trim

An OEM supplied electric pitch trim switch shall provide an input to the Rockwell Collins
System to disengage the autopilot.

8.1.9 Cabin Electronic System

The Rockwell Collins system shall provide an ARINC 429 output to the CES system.

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8.1.10 Weight on Wheels

Weight on Wheels status, (left, right, and nose) GND/OPEN discretes, are required from the
aircraft systems.
GND = Ground.
The DCU shall read the discrete and pass Weight on Wheels to other avionics systems.
Weight on Wheels shall also be directly read by the TDR, TCAS, GPS, RIU, ACP, and FSU.

8.1.11 Reversion Switches

Display and sensor reversion are provided by the RSP. RSP is supplied by aircraft OEM.

8.1.12 Airframe Power Requirements

The avionics system is designed to operate on 28 V dc power from the aircraft’s power
systems. It is the responsibility of the installer to ensure that the architecture of the power
system, both primary and back-up, is designed so as to ensure proper and certifiable system
operation in various power system fault scenarios.

8.1.13 Power Interruption

In response to a power interruption lasting less than 250 msec and greater than 5msec, the
avionics processing shall be allowed to be disrupted for a period not to exceed the sum of the
duration of the power interrupt and a period of 200 msec after the reapplication of power.
During this power interruption, the contents of program and local parameter memory shall
not be affected.
Power interruptions less than 5msec shall not affect the avionics processing in any manner.
The AFDs shall have the above power interruption requirements as a goal. The AFD design
requirement shall be the return of normal display operation within 1 second following any
power interruption greater than 1 ms. Power interruptions less than 1 ms shall be
transparent.

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Table 8.1-1 Listed below is the AFD design goal under various power conditions.

Voltage level at which the Display blanks 15 +/- 1 Vdc

Voltage level at which the display returns 18 +/- 0.6 Vdc
Time for display to return after a long reset Less than 5 seconds
(greater than 1 second)
Time for the display to return after a reset less than 2 seconds
between 200 ms and 1 sec
Time for the display to return after a reset Less than 1 second
between 1 and 200 milliseconds

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8.1.13.1 Stand-by Power

To ensure no power outages during bus bar switching and engine starts, battery back-up
power shall be provided by the aircraft systems for the following units:
 DCU
After the power–up sequence has completed, the DCU shall remain operational with voltages
on the Main Power Inputs of 10 VDC or greater.
If the Main Power Inputs drop below 10 VDC, the DCU shall automatically switch to the
Battery Back–up Power Inputs. Switching to backup power shall be done internal to the
DCU.
The DCU shall remain on The continuous
power drain presented to the Battery when not powering the DCU shall not exceed 1 mA.
The DCU shall not be required to operate through a power dropout of any duration if power
is not available on the battery backup bus.

8.1.14 Installation

8.1.14.1 Cockpit Inputs

The specific cockpit inputs to the avionics system shall be determined during final system
definition. The table below represents some of the switches which may be required.
Table 8.1-2 Cockpit Inputs

SWITCH/DISCRETE INTERFACE LOCATED IN: LOGIC: True/False

Aural A TEST DCU Center Pedestal gnd/open – Gnd = test
Aural B TEST DCU Center Pedestal gnd/open – Gnd = test
PILOT SYNC (A/P) FCC Cntrl wheel gnd/open – Gnd = sync
select

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AP DISC (Not) (L/R) (A/B) FCC Cntrl wheel 28 vdc/open – 28vdc = not
disengage
GO AROUND FCC Throttle Revers gnd/open – Gnd = go around
select
CO-PILOT SYNC (A/P) FCP Cntrl wheel gnd/open – Gnd = sync
select
MAN PITCH TRIM FCP Pitch Trim Relay gnd/open – Open = trim
DISENGAGE active
EMERGENCY TRIM FCP Emer Trim Relay 28 vdc/open – Open = trim
active
Baro Knob DCP Glareshield 3 state switch

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8.1.14.2 Software Upload Capability

Equipment capable of software upload is identified in the table below. The specific
equipment which is loadable on the aircraft shall be determined during final system
definition.
Table 8.1-3 Software Upload Capability

Type Number Designation Upload Capability Included in Installation

Type
AIR DATA SYSTEM
ADC-850E Air Data Computer N/A No

AUTOMATIC FLIGHT GUIDANCE SYSTEM

FCP-4003 Flight Control Panel N/A N/A
FCC-4006 Flight Control Computer N/A N/A
Module
SVO-85C Primary Servo N/A N/A
SVO-85B Primary Servo N/A N/A
SMT-85C, SMT-85B Servo Mount N/A N/A

DATA CONCENTRATION SYSTEM

DCU-4002 Data Concentrator Unit ARINC 615-3 No

ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

AFD-5220E Adaptive Flight Display ARINC 615-3 No
DCP-5060 Display Control Panel N/A N/A
CCP-5060 Cursor Control Panel N/A N/A

FLIGHT MANAGEMENT SYSTEM

FMC-6000 Flight Management N/A N/A
Computer

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CDU-6200 Control Display Unit ARINC 615-3 No
DBU-5000 Data Base Unit N/A N/A

GLOBAL POSITIONING SYSTEM

GPS-4000S Global Positioning System ARINC 615-3 No
MAINTENANCE DIAGNOSTIC SYSTEM
MDC-3110 Maintenance Diagnostic ARINC 615-3 No
Computer Module

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Table 8.1-4 Software Upload Capability Cont’d

INTEGRATED AVIONICS PROCESSOR SYSTEM (IAPS)

CSU-3100 Central Strapping Unit N/A N/A
Module
ICC-3010 Integrated Card Cage N/A N/A
IEC-3001 IAPS Environmental N/A N/A
Control Module
IOC-3110 Input Output Concentrator ARINC 615-3 No
Module
PWR-3000 Power Supply Module N/A N/A
OCM-3100 Options Control Module N/A N/A

RADIO ALTITUDE SYSTEM

ALT-4000 Radio Altimeter N/A N/A

RADIO SYSTEM
VHF-4000 VHF Transceiver ARINC 615-3 No
NAV-4000 VOR/ILS/MKR/ADF ARINC 615-3 No
Receiver
Distance Measuring
DME-4000 Equipment ARINC 615-3 No
TDR-94D Transponder N/A N/A
TTR-4000 TCAS TX/RX ARINC 615-3 No
HF-9031A HF R/T N/A N/A
HF-9041 HF ANT CPLR N/A N/A
ECU-3000 External Compensation N/A N/A
Unit

WEATHER RADAR SYSTEM

RTA-854 Receiver Transmitter N/A N/A
Antenna

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DATA LINK AND FILE SERVER SYSTEM
FSU-5010 File Server Unit ARINC 615A Yes

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Table 8.1-5 Database Upload Capability

Update Included in
Application Designation Path Provider
Cycle Installation
Flight DBU-5000
FMS Navigation Rockwell
Management 28 days or CPAS- Baseline
Database Collins
System 3000
Charts File Server Unit 14 days CPAS-3000 Jeppesen Option
Graphical Weather On Rockwell
File Server Unit CPAS-3000 Option
backgrounds Demand Collins
Geographical On Rockwell
File Server Unit CPAS-3000 Option
(Worldwide) Demand Collins
28 day
Airspace/airways Rockwell
File Server Unit AIRAC CPAS-3000 Option
(Worldwide) Collins
cycle

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9. Growth Requirements
9.1 Additional Equipment
Growth capability shall allow the following:
 Graphics Capable CDU
 MLS Interface Capability
 MDC Storage of Caution Alerting System Messages

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10. Maintainability
10.1 Characteristics
10.2 Engineering Maintainability
The life cycle cost of a system is directly tied to the maintainability of the products which
comprise it. A product that has maintainability engineered into all aspects of its design (i.e.,
systems, analysis, hardware, and software) shall have reduced life cycle cost.
In order to ensure a system has maintainability engineered into it, the following general
guidelines shall be followed:
 Detailed documentation shall be provided for product design.
 Documentation shall be concise and organized so that changes can be made
efficiently and be easily tracked.
 Documentation shall be structured such that it supports readability, flexibility,
traceability, testability, and verification.
 The documentation and design structure shall support a timely, cost effective
means of supporting new applications.
 The structure of the design shall support clarity, traceability, testability, and
flexibility.
 A configuration management system shall provide for configuration control of the
design.
 Development processes shall be documented and automated when appropriate.
 Standards shall be developed and used throughout the product design.
The control law functions shall be designed such that ease of adjustment and understanding
are emphasized. The design principles of the control laws shall be documented.
The requirement definition and software structure shall support modularity.
The software development process shall be documented to comply with the applicable
DO-178( ) Level requirements.
10.3 Product Maintainability

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The avionics shall be designed with the following characteristics to enhance maintainability:
 Functional partitioning within the LRU
 Accessibility of the LRU in the aircraft and accessibility of the circuit cards in the
LRU
 Diagnostics in processor based LRUs
 Ease of LRU calibration and adjustment
 Ability to program the LRU at the board level, and LRU level

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11. Verification
The primary goal of hardware and software verification is to produce a safe, reliable, high
quality product. Safety concerns shall be properly addressed and all requirements shall be
verified.
A hazard analysis performed on the requirements assesses each function’s most severe
failure condition category. Functions shall be assigned a criticality at the same or more
stringent level than the hazard analysis indicates.
Requirements testing shall be performed at the highest practical level of hardware and
software integration.
11.1 Software Verification
Software developed for this avionics system application shall be verified in accordance with
DO-178B for those 178B LRUs containing this applications software changes. The other
LRUs affected by this application, the changes shall be verified accordingly to the applicable
DO-178( ) level.
Source code coverage shall be analyzed at the level required by DO-178( ) for every
software component affected by this application development.

11.2 Hardware Verification

11.2.1 Hardware Development Process

All equipment shall be developed in accordance with the CCA Hardware Development
Process Manual [96].
Avionics equipment produced in the factory or repaired by the service center shall be built or
modified in accordance with the Business and Regional Systems Quality System Manual
[93].

11.2.2 Hardware Verification Testing

Hardware Verification Testing ensures that all hardware delivered to the customer is fully

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operational upon delivery.

11.2.2.1 Safety Verification

Various analyses shall be performed to verify hardware compliance with the system safety
requirements.

11.2.2.2 Design Verification Testing

Design Verification Testing ensures that the equipment is properly designed for operation in
all the various environmental conditions for which the equipment is certified.
a. All equipment developed shall be tested in accordance with DO-160 ( ).
b. All equipment developed shall be tested in accordance with Special Environmental
Test Requirements for Airborne Products.
c. All programmed logic devices developed or modified shall follow the guidelines of
DO-254.

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11.2.2.3 Product Verification Testing

a. All equipment produced in the factory or returned to the service center shall be fully
tested in accordance with its Production Test Requirements Document to verify the
proper operation of the factory produced hardware.
All equipment produced in the factory shall be subject to Environmental Stress Screening
Plan (ESSP) testing according to standard factory procedure.

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12. Certification
Certification requirements and engineering shall be performed in accordance with the
Statement of Work jointly agreed between Rockwell Collins and the OEM.
12.1 Safety Analysis
Rockwell Collins shall provide System Safety Analyses in accordance with the Statement of
Work agreed between Rockwell Collins and the OEM.

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GLOSSARY
1.xxV(ss) The impending low speed stall indicator. xx is typically a number between 0.06
and 0.10. 1.06 of stick shaker speed would be an example.
1.3V(ss) Target approach speed indicator. 1.3 of stick shaker speed.
3D Three Dimensional (lat, long, alt)
4D Four Dimensional (lat, long, alt, time)
A
A Aileron
A At or Above (Altitude suffix)
AAC Aeronautical Administrative Communications
ABS Absolute
ABV Above
A/C Aircraft
AC Advisory Circular
AC Alternating Current
ACARS Airborne Communications, Addressing and Reporting System
ACAS Airborne Collision Avoidance System
ACF ACARS Convergence Function (ARINC 622)
ACKNLGE Acknowledge
ACO Aircraft Certification Office
ACP Audio Control Panel
ACRP Aircraft Certification Program
ACT Active
ADC Air Data Computer: A computer that receives inputs from temperature sensors as
well as static and pitot ports. Then it generates altitude, airspeed, vertical speed
and several computed temperatures.
ADF Automatic Direction Finder: Receiver that provides bearings to radio frequency
(RF) transmitters in a compatible frequency range.

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ADI Attitude Direction Indicator: A PFD display that provides pitch and roll
information.
ADL Airborne Data Loader (ARINC 615)
ADLP Airborne Data Link Processor (MODE-S)
ADNS ARINC Data Network Service
ADS Automatic Dependence Surveillance. A surveillance technique in which aircraft
automatically provide, via data link, data derived from on-board navigation and
position fixing systems, including aircraft identification, four dimensional position
and additional data as appropriate.
ADS-A Automatic Dependence Surveillance - Addressed
ADS-B Automatic Dependence Surveillance - Broadcast
ADSU Automatic Dependence Surveillance Unit
ADV Advance
AEEC Airlines Electronics Engineering Committee
AEG Aircraft Evaluation Group

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AES Aircraft Earth Station

AFD Adaptive Flight Display: A LCD display unit.
AFM Aircraft Flight Manual
AFN ATS Facilities Notification
AGL Above Ground Level
AHC Attitude Heading Computer: A computer that is part of the AHRS. Generates
information for the pitch and roll displays.
AHRS Attitude Heading Reference System: A system which measures and outputs
aircraft attitude (pitch and bank) and heading.
AHS Attitude/Heading System: Either an AHRS or an IRS.
AIDS Aircraft Integrated Data System
ALT Altitude
ALT AHC Alternate Attitude Heading Computer
ALTN Alternate
ALTS CAP Selected Altitude Capture: An autopilot flight director mode.
AM Amplitude Modulation
AMI Alpha Margin Indicator: A device that displays the angle of attack.
ANP Actual Navigation Performance
ANT Antenna
AOA Angle of Attack: Angle between the wing chord and the flight path.
AOC Aeronautical Operational Communications
AP Autopilot
APC Aeronautical Passenger Communications
APP Autopilot panel
APPR Approach: That segment of flight having to do with final descent and landing.
APR Automatic Performance Reserve: An engine mode of operation.
APU Auxiliary Power Unit
ARINC Aeronautical Radio Incorporated: A corporation in which the U.S. scheduled
airlines are the major stockholders.

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ARP Aerospace Recommended Practice
ARP Airport Reference Point: A point in space based on a particular altitude, waypoint
and/or offset. The FMS makes calculations to guide the aircraft to that particular
point.
ARPT Airport
ARR Arrival
ARTCC Air-Route Traffic Control Center
ARTS Automatic Radar Terminal System
ASDE Airport Surface Detection Equipment
ASEL Altitude Select: An autopilot flight/director mode.
ASI Airspeed Indicator
ASR Airport Surveillance Radar
ATA Actual Time of Arrival
ATA Air Transport Association
ATC Air Traffic Control

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ATD Actual Time of Departure

ATE Automatic Test Equipment
ATIS Automatic Traffic Information Services
ATM Air Traffic Management
ATN Aeronautical Telecommunications Network
ATS Air Traffic Services
ATT Attitude: A term that refers to the pitch and roll of the aircraft.
AUTO Automatic
AUTOTILT Mechanism that automatically tilts the weather radar.
AVAIL Available
AVIONICS Aviation Electronics: Any of a group of aircraft electronic devices.
AVPAC Aviation VHS Packet Communications
AWO All Weather Operations
AZ Azimuth: Distance in degrees measured clockwise from North.
B
B At or Below (Altitude suffix)
B/C Backcourse
BACKCOURSE An approach from the end of the runway opposite the front localizer. Normally in
this type of approach, there is no glideslope available.

Runway
L

G
L--Localizer generally
located beyond runway
G--Glideslope transmitter

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BARO Barometer
BAZ Back Azimuth: Same concept as Backcourse except, the pilot uses the Microwave
Landing System (MLS). An MLS BAZ transmitter on the ground is required.
BCS Block Check Sequence
BEL Below
BFO Bent Frequency Oscillator
BIT Built-In Test
BITE Built-In-Test Equipment
BOP Bit-Oriented-Protocol
BRG Bearing
C
C Celsius
CAA Civil Aviation Administration
CAS Crew Alerting System

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CAS Calibrated Air Speed

CAT I A precision instrument approach and landing with a decision height not lower than
60m (200 ft) and with either a runway visual range not less than 800 meters (2600
ft), or with a runway visual range of not less than 500m (1800ft).
CAT II A precision instrument approach and landing with a decision height lower than
60m (200 ft) but not less than 30m (100ft) and a runway visual range not less than
350m (1200 ft).
CAT IIIa A precision instrument approach and landing with a decision height lower than
60m (200ft), or no decision height and a runway visual range of not less than
200m (700ft).
CAT IIIb A precision instrument approach and landing with a decision height lower than
15m (50ft), or no decision height and a runway visual range less than 200m
(700ft) but not less than 50m (150ft).
FAA note – The United States does not use Decision Heights for Category IIIb.
CAT IIIc A precision instrument approach and landing with no decision height and no
runway visual range limitations.
CCP Cursor Control Panel
CDI Course and deviation indicator
CDMA Code Division Multiple Access
CDN Canadian Domestic Network (VHF ACARS)
CDTI Cockpit Display of Traffic Information
CDU Control Display Unit: An input control/display usually part of a Flight
Management System (FMS).
CFDIU Centralized Fault Display Interface Unit
CFDS Centralized Fault Display System
CFIT Controlled Flight Into Terrain
C.G. Center of Gravity
CHAN Channel
CHP Course Heading Panel
CK Check
CKLST Checklist

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CKP Course Knob Panel
CLB Climb
CLM Climb
CLR Clear
CMD Command
CMU Communications Management Unit
CNI Communication Navigation Interrogation
CNS Communications, Navigation, and Surveillance
COM Communication
COMSAT Communications Satellite Corporation
CONICS Curved vectors often used in the creation of MAP displays--portions of a circle
specified by the tangent to the circle at the starting point (starting angle), radius of
the circle (radius of curvature), and the number of degrees of the circle enclosed
by the vector (subtended angle).
NOTE: The start position (X,Y) of a conic is not part of the conic specification. It

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defaults to the previous vector end position X/Y values.

CPDLC Controller-Pilot Data Link Communications
CPE Control Panel Electronics
CPL Coupled
RCPN Collins Part Number
CPU Central Processing Unit
CRC Cyclic Redundancy Check
CROSS-SIDE Refers to the opposite side of the cockpit.
CRS Course: The angle that the pilot is flying usually with respect to magnetic
heading.
CRT Cathode Ray Tube
CRZ Cruise
CSMA Carrier Sense Multiple Access
CSU Central Strapping Unit: A LRU used to select installed system features on a
particular aircraft.
CTAS Center TRACON Automation System
CTD Cross Track Deviation
CTL Control: Refers to a radio frequency controller.
CTR Center
CCW Counter Clockwise
CW Clockwise
CWM Comparator Warning Monitor
D
DADC Digital Air Data Computer
DARP Dynamic Aircraft Route Planning
DAU Data Acquisition Unit
DCU Data Concentrator Unit
DBI Downlink Block Identifier
DBU Data Base Unit

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DCP Display Control Panel: Used to operate modes of EFIS system.
DCU Data Concentration Unit
DDM Difference in Depth of Modulation, a measurement used in conjunction with ILS
signals.
DDP Display Dimmer Panel
DEG Degree
DEP Departure
DES Descent: An autopilot Flight director mode.
DEST Destination
DEV Deviation
DFDCU Digital Flight Data Acquisition System
DFDR Digital Flight Data Recorder
DG Directional Gyro: A mode of AHS operation that provides heading data without
the benefit of a flux (AHRS) or normal alignment (IRS).
DGNSS Differential Global Navigation Satellite System

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DH Decision Height: The point in space at which a decision must be made to

continue a precision approach or go around.

Decision Height

DIFF Difference
Runway
DIR Direct, Direction
DISCRETES A general term for a single wire signal that is either off or on.
DISP Display
DIST Distance
DLP Data Link Processor
DLSP Data Link Service Provider
DME Distance Measuring Equipment: A system of airborne and ground radios which
determines slant range distance from the aircraft to the ground radio.
DOT Department of Transportation
DR Dead Reckoning: The worst degraded mode of FMS navigation. DR is displayed
when no raw position data is received by the FMS for a set time delay. In such
situations, position is computed by monitoring speed and direction since last
known position.
DRIFT ANGLE The angle between the Heading (HDG) and Track (TRK).

Heading Track

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Drift
Angle

Wind

DTG Distance To Go
DTK Desired Track

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E
E Elevator
E East
EATMS European Air Traffic Management System
ECH Electronic Charts
ECU Electronic Control Unit (Engine)
ECU External Compensation Unit
EEC Electronic Engine Computer
EFC Expected Further Clearance Time
EFD Electronic Flight Display: A CRT display unit.
EFIS Electronic Flight Instrument System
EGPWS Enhanced Ground Proximity Warning System
EGT Exhaust Gas Temp
EICAS Engine Indication and Crew Alert System: A system that combines engine
parameters and aircraft system status.
EIS Engine Indication System
EGPWS Enhanced GPWS - GPWS with a terrain map capable of display.
ELEV Elevation
ELS Electronic Library System
ELT Emergency Locator Transmitter
EMG Emergency
EMI ElectoMagnetic Interference
EN RTE En route
EPR Engine Pressure Ratio
ERT Estimated Ramp Time
ET Elapsed Time
ETA Estimated Time of Arrival: The estimated time to arrive at some navigational
position based on present position and estimated ground speed.
EVS Enhanced Vision System

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EXEC Execute
EXT Extension
F
F Fahrenheit
FAA Federal Aviation Administration
FAF Final Approach Fix
FANS Future Air Navigation Systems
FADEC Full Authority Digital Electronic Control
FAR Federal Aviation Regulation
FCC Federal Communications Commission
FCC Flight Control Computer: A computer that provides commands to keep the
aircraft on the correct vertical and lateral paths.
FCP Flight Control Panel: A LRU used for controlling the modes of the FCS.
FCS Flight Control System: An airborne system which uses desired flight parameters
to compute commands for the autopilot and/or flight director command bars for

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flight path guidance.

FD Flight Director: The device that displays flight control system commands to the
pilot.
FDCU Flight Data Acquisition Unit (ARINC 573)
FDR Flight Data Recorder
FDU Flux Detection Unit
FF Fuel Flow
FGC Flight Guidance Computer
FGP Flight Guidance Panel: A LRU used for controlling the modes of the flight
director.
FGS Flight Guidance System
FHA Fault Hazards Analysis
FIR Flight Information Region
FIS Flight Information Services
FL Flight Level
FL180 Flight Level 180: The transition altitude (18,000 ft) for the United States. At this
altitude, the pilot sets the barometric correction to standard atmospheric pressure
(29.92 in-Hg).
FLT Flight
FMC Flight Management Computer: The computer that controls the flight management
system.
FMEA Failure Modes and Effects Analysis
FMS Flight Management System: A navigation system which allows selection of
various onboard navigation systems to provide flight guidance. May include
vertical navigation capability.
FOB Fuel on Board
FPA Flight Path Angle
FPLN Flight Plan
FPM Feet Per Minute
FPTA Flight Plan Target Altitude

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FPV Flight Path Vectors
FR Fuel Remaining
FREQ Frequency
FRONTCOURSE ILS approach made from the end of the runway for which the localizer is
calibrated. Uses both localizer and the glideslope.
FSU File Server Unit
FT Feet
G
GA General Aviation
GA Go Around: A missed approach procedure.
GAMA General Aviation Manufacture’s Association
GATM Global Air Traffic Management
GCS Ground Cluster Suppression: A mode of the weather radar in which all non-
moving signals are blanked out.
GES Ground Earth Station

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GLIDEPATH The vertical approach path.

GLONASS Global Navigation Satellite System (CIS)
GLS GNSS Landing System
GLU GNSS Landing Unit
GMT Green Mean Time (obsolete), now UTC
GND Ground
GNLS GNSS Navigator and Landing System
GNLU GNSS Navigator and Landing Unit
GNS Global Navigation System
GNSS Global Navigation Satellite Systems (augmented)
GNU GNSS Navigator Unit
GPA Glide Path Angle: The angle between the ground and the glidepath. Similar
concept to glideslope angle.
GPS Global Positioning System
GPWS Ground Proximity Warning System - A system which provides alerts to the pilots
for various operational modes.
GS Ground Speed: Speed of the aircraft over the ground. Vector resulting from
addition of airspeed vector and wind vector.
G/S Glideslope: Radio signal that provides vertical guidance in an instrument landing.
GW Gross Weight
GWX Graphical Weather
H
HDG Heading: The angular relation of the longitudinal axis of the aircraft with respect
to a reference. Magnetic heading is referenced to magnetic north. True heading is
referenced to true north.
HERF High Energy Radio Frequency Interference
HF High Frequency
HFDL HF Data Link
HGS Heads Up Guidance System

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HI High
HIRF High Intensity Radiated Field
HOLD Holding Pattern
HPa HectoPascal: A unit of pressure in the meter-kilogram-second system.
(Hecto=100) (1 Pascal= 1 Newton per square meter).
HSI Horizontal Situation Indicator
HUD Heads-Up Display
HWND Headwind
I
IAPS Integrated Avionics Processor System
IAS Indicated Air Speed: Airspeed as displayed on the airspeed indicator.
IASP IAS Profile: An autopilot/flight director mode that commands the aircraft to fly
pre-programmed airspeed values.
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ICC IAPS Card Cage

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IDENT Identifier
IDRP Inter-Domain Routing Protocol
IDS Integrated Display System
IEC IAPS Environmental Controller
IFR Instrument Flight Rules
ILS Instrument Landing System: A system of two land based radios and aircraft
radios that provide lateral and vertical guidance for approach to landing.
IM Inner Marker Beacon: When present, MB used in conjunction with ILS,
intercepts glideslope approximately 100 feet above touchdown.
IMT Mount (Display)
INBD Inbound
INDEP Independent
INFO Information
INIT Initialize
INOP Inoperative; not working.
INS Inertial Navigation System
INTC Intercept Course
INTERS Intersections
IOC Input/Output Concentrator: A device that concentrates input and output data from
various systems onto a single bus.
IRS Inertial Reference System
ISA International Standard Atmosphere
ISO International Standards Organization
ITT Interstage Turbine Temp.
ITU International Telecommunications Union
J
JAA Joint Aviation Authority
JAR Joint Airworthiness Requirement
K
KG Kilograms
KIAS Knots, Indicated Airspeed

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KT Knots
L
L Left
LAAS Local Area Augmentation System (GPS)
LAT Latitude
LBS Pounds
LCD Liquid Crystal Display
LDA Localizer Directional Aid
LDS Lightning Detection System
LDU Link Data Unit
LNAV Lateral Navigation: A system that provides navigation information in the lateral
plane.
LO Low
LOC Localizer: A ground based radio that provides lateral guidance during an ILS
landing. It is generally located beyond the end of the runway.

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LON Longitude
LORAN Long Range Navigation
LOS Line of Sight
LPV Localizer Performance with Vertical guidance
LRM Line Replaceable Module
LRN Long Range Navigation
LRU Line Replaceable Unit: An instrument box that can be replaced by a repairman.
LSC Low Speed Cues: Markings on the airspeed scale associated with the stall speed
region.
LSK Line Select Key
LVL Level
LV Lower Voice
LX Lightning
M
M Mach, Meters
MAC Media Access Control (OSI layer)
MACH The ratio of the speed of the aircraft to the speed of sound in the surrounding
atmosphere.
MAG Magnetic
MAGVAR Magnetic Variation: The difference between True North and Magnetic North.
MAN Manual
MAZ MLS Azimuth: A ground based radio that provides lateral guidance during an
MLS landing.
MB Marker Beacon: Ground based transmitters that generate elliptical upward beams
used to provide position information on ILS approaches, and rarely during en
route
MCDU Multi-function CDU
MCT Maximum Continuous Thrust (Engine)
MDA Minimum Descent Altitude: A barometric altitude below which the pilot may not

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descend. Used in conjunction with an approach, the pilot flies at this altitude until
runway is in sight or does a go around.
MDC Maintenance Diagnostic Computer: A computer that monitors for failures of
other systems.
MDCRS Meteorological Data Collection and Reporting System
MFD Multifunction Flight Display: A display providing pilot selectable information
that may include checklists, map displays, navigation data, or other items.
MGP MLS Glide Path: A ground based radio that provides vertical guidance during an
MLS landing.
MKR Marker
MLS Microwave Landing System: An ILS like system that potentially provides curved
lateral path and selectable angle approach.
MM Middle Marker: MB used in conjunction with ILS, intercepts glideslope
approximately 200 feet above touchdown.
MMT Modular Mounting Enclosure
MMO Maximum Mach number

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MMR Multi-Mode Landing System Receiver

MMT Mount
MOD Modified
MOPS Minimum Operational Performance Standard
MSG Message
MSK Minimum Shift Keying
MSP Mode Select Panel
MTBF Mean Time Between Failure
MTBR Mean Time Between Removal
MTBUR Mean Time Between Unscheduled Removal
N
N North
N1 Low Pressure Rotary Shaft Speed (Fan Speed)
N2 High Pressure Rotary Shaft Speed (Turbine Speed)
N/A Not Available/Applicable/Allowed
NAS National Airspace System
NASA National Aeronautics and Space Administration
NAT North Atlantic Tracks
NAV Navigation
NAVAID Navigational Aid
NAVAIDS A radio station (VOR) or a waypoint that assists in navigation.
NCD No Computer Data: A possible status for ARINC digital words.
NDB NonDirectional Beacon: Ground based low frequency transmitters providing
homing guidance.
NM Nautical Miles
NOTAM Notice to Airmen
NRP National Route Program
NRZ Non-Return-to-Zero

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NVM Nonvolatile Memory
O
OAT Optional Auxiliary Terminal
OAT Outside Air Temperature: The ambient temperature surrounding the aircraft.
OBS Omni Bearing Selector
OCM Options Control Module
ODL Oceanic Data Link
OFF-SIDE Same as cross-side. Refers to the other side of the cockpit.
OFST Offset
ORIG Origin
OM Outer Marker Beacon: MB used in conjunction with ILS, intercepts glideslope
approximately 1400 feet above touchdown.
OMS Onboard Maintenance System
ON-SIDE Refers to a pilot or copilot’s own side of the cockpit.
OOOI Out-Off-On-In Times

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OSI Open System Interconnect

P
PAC Path Attenuation Compensation
PAC Path Attenuation Correction: A warning annunciation of the weather radar. It
tells the pilot there is significant weather activity on that bearing.
PAMB Pressure, ambient
PDC Pre-Departure Clearance
PDL Portable Data Loader
PERF Performance

PFD Primary Flight Display: Provides basic forward view flight information including
pitch and roll, attitude, computed flight guidance (command bars) and approach
deviation. May include other parameters.
PLA Power Lever Angle
PMA Parts Manufacturer Approval
POS Position
PPOS Present Position
PSID Pounds per square inch Differential
PSIG Pounds per square inch Gage
PRAIM Predictive RAIM
PREV Previous
PROG Progress
PROX Proximity
PTCH Pitch: Movement about the lateral (left to right) axis of the aircraft.
PTT Push to Talk
PWR Power Supply
Q
QOS Quality of Service

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R
R Rudder
R Right
RA Radio Altitude: The absolute altitude (height) above the ground. Measured by a
radio altimeter system.
RA Radio Altimeter: An electronic system that measures Radio Altitude.
RA(TCAS) Resolution Advisory: Oral and visual information provided by the TCAS to the
flight crew to avoid a potential collision. The RA advises the flight crew to take
immediate evasive action.
RAIM Receiver Autonomous Integrity Monitoring
RALT Radio Altitude/Radio Altimeter
RCL Recall
RCP Required Communications Performance
RCVR Receiver

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RDR Radar
REL Relative
RIU Radio Interface Unit
RMT Remote
RNAV Area Navigation
ROL Roll
ROLL Movement about the longitudinal (front to back) axis of the aircraft.

Longitudinal Axis

ROM Read Only Memory

ROUTE An ordered group of flight reference points (Airports, Navaids, Geographic
Reference Points, etc.) representing part or all of a planned flight path.
RNAV Area Navigation (VOR/DME)
RNP Required Navigation Performance
RPM Revolutions per Minute
RTA Receiver/Transmitter Antenna
RTA Required Time of Arrival
RTCA Radio Technical Commission for Aeronautics (or more recently, Requirements
and Technical Concepts for Aviation).

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RTE Route
RTU Radio Tuning Unit: A control for tuning communication and navigation radios.
RVR Runway Visual Range
RVSM Required Vertical Separation Minimums
RWY Runway
S
S South
SAA Service Access Area (VHF Cat B ACARS)
SAE Society of Automotive Engineers
SAL System Address Label (ARINC 429)
SARPS Standards and Recommended Practices
SAT Static Air Temperature: Temperature of air which has been brought to rest. Used
in aircraft performance.
SATCOM Satellite Communications

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SCAN ANGLE Angle of the weather reflectivity information with respect to the aircraft heading.
SCAT-1 Special Category 1 Approach System
SDD Sensor Display Driver
SDF Simplified Directional Facility
SDI Source/Destination Identifier: A bit field contained in serial data words that tell
the source or destination of the data in that word.
SDU Sensor Display Unit
SEC Second
SELCAL Selective Calling System
SENS Sensor
SID Standard Instrument Departure
SITA Society International de Telecommunications
SKP Skip
SMT Servo Mount
SPD Speed
SQ Squelch
SRD Systems Requirements Document
SRP Selected Reference Point
SSEC Static Source Error Correction
SSM Sign Status Matrix: A set of bits in an ARINC label that tell the status of that
label. The status can be normal, fail, test or no computed data (NCD).
SSR Secondary Surveillance Radar
STA Station
STAR Standard Terminal Arrival Route
STARS Standard Terminal Arrival Routes
STBY Standby
STC Supplementary Type Certificate
STC Sensitivity Time Control
STIM Stimulate

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STIM XX An AHRS test mode, where “XX” can be OA (Sequence of all tests), 01 (Roll
tests), 02 (Pitch tests), 03 (Heading test).
STD Standard (barometric pressure)
SUA Special Use Airspace
SVC Switched Virtual Circuit
SVO Servo
SYNC Synchronize
T
TA Traffic Advisory: TCAS information given to the pilot pertaining to the position
of another aircraft in the immediate vicinity.
TACAN Tactical Air Navigation: A military UHF system similar to VOR/DME.
Commercial aircraft use the DME portion.
TAS True AirSpeed: An indicated airspeed reading that includes compensation for the
outside air temperature and the altitude.
TAT Total Air Temperature

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System Specification for the CL-605 RETROFIT Integrated Avionics System

TAWS Terrain Avoidance Warning System

TBD To Be Determined
TC Type Certificate
TCAS Traffic Alert Collision Avoidance System: Transponder system that talks to other
aircraft and determines their altitude, rate, vertical speed, distance and bearing.
TD Traffic Display: A feature of the TCAS that shows TCAS traffic.
TDMA Time-Division Multiple Access
TDR Transponder
TEMP Temperature
TERM Terminal
TERPS Terminal Instrument Procedures
TFC Traffic
TGT Target: A weather radar annunciator that indicates weather ahead.
THLD Threshold
TIS Traffic Information Service
T/O Take-off
TOGA Take-Off/Go-Around
TRACON Terminal Radar Approach Control
TRANS Transition
TRB Turbulence (TURB): A weather radar warning of approaching turbulence.
TRK Track: The course the aircraft is traveling along the ground with respect to true
north.
TRK Track, Track Angle
TRU True
TSO Technical Standard Order (Technical Standard Authorization): A document
defining the requirements for a given aircraft system so it can be certified for
general use.
TT2 Total Inlet Temperature (Engine)
TTG Time To Go: The time from present position to the next navigation fix based on
current aircraft groundspeed.

STATE 4 - MANUFACTURING RELEASE 2015-02-13

TTR TCAS Receiver/Transmitter
TURB Turbulance
TWND Tailwind
TX Transmit: An annunciation that maybe displayed on the Communications Radio
Controller (CTL, CDU, RTU) while a radio signal is being transmitted.
U
UBI Uplink Block Identifier
UHF Ultrahigh Frequency
UIR Upper Flight Information Region
UMT Mount
USTB Unstabilized: Weather Radar’s automatic stabilization is inactive.
UTC Universal Time Coordinated (French)
UV Upper Voice
V

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V(1) A pilot selectable speed on the PFD. Critical engine failure speed.
V(R) A pilot selectable speed on the PFD. Take-off rotation speed.
V(2) A pilot selectable speed on the PFD. Take-off safety speed.
V(T) A pilot selectable speed on the PFD. A general Target speed for flight.
VAR Variation
V BAR PFD Flight Director Symbology for which the command bars move vertically for
pitch command and rotate for roll command.
VDL VHF Data Link
VDR VHF Data Radio
VFR Visual Flight Rules
VHF Very High Frequency
VIR VOR/ILS Receiver
VLF Very Low Frequency
VLSI Very Large Scale Integration
Vmo Maximum Airspeed
VNAV Vertical Navigation: (Also VNV). A system by which the crew can define a
vertical path in space and the system can output guidance to maintain that path.
VNV Vertical Navigation
VOR VHF Omnidirectional Range: A series of ground based VHF navigation radios
that, in conjunction with an airborne receiver, allows flight on a selected course.
May be paired with DME.
VORDME Paired VOR and DME stations
VORTAC Paired VOR and TACAN stations
VPA Vertical Path Angle
VS Vertical Speed: Rate of climb or descent in feet per minute.
VSI Vertical Speed Indicator
W
W West
WAAS Wide Area Augmentation System (GPS)

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WAYPOINT Navigation aid, airport, or geographic point a pilot uses to navigate the aircraft.
WING CHORD An imaginary line joining the leading and trailing edges of the wing.
WOW Weight On Wheels
WPT Waypoint: (Also WYPT). A defined geographic point used as a reference for
navigation.
WT Weight
Wx Weather
WX Weather Radar
WXP Weather Radar Control Panel
WXR Weather Radar
WYPT Waypoint
X
XFR Transfer
XLS Cross-side
XMTR/RCVR Transmitter/Receiver

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XPDR Transponder
XPTR Cross Pointer: The flight director command bars. Pitch command is shown with
vertical motion of the horizontal bar and roll command is shown with lateral
motion on the vertical bar.
XSIDE Cross-side
XTK Crosstrack
XWND Crosswind
Y
YAW Refers to movement about the vertical axis of the aircraft.

Desired direction of travel

Vertical Axis

Yaw

YD Yaw Damper

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