Beruflich Dokumente
Kultur Dokumente
X Installation Manual
This manual covers the installation of a single EFD1000 PFD and installations with an EFD1000
and/or EFD500 MFD. There are important limitations to the allowable configurations. To avoid
unsatisfactory results, refer to the STC Specific Requirements and Limitations, Section 4, and
review the Pre-Mod Planning, Section 5, before beginning the installation.
Correct replacement and proper placement of the aircraft instruments is critical to maintain the
aircraft certification. Certain instruments can be removed. More importantly, certain
instruments must not be removed. Installation of an EFD1000 MFD with EBB authorizes
removal of standby airspeed and altitude instruments. In all cases, a standby attitude
instrument must be retained. See Section 4.
The EFD1000 PFD, EFD1000 MFD and/or EFD500 MFD are powered from the Battery Bus, not
the Avionics Bus. Connection through the avionics bus is not approved, and is not eligible to
be approved as a deviation to the STC. Separate EFD (1000 and 500) master switches are
required for each display.
The RSM contains magnetic elements that are sensitive to magnetic fields on the aircraft.
Section 6.9 describes locating the RSM installation. Mounting the RSM over the cabin can be
problematic due to passengers using headsets with magnetic speakers. Exercise the control
cables while validating a location. Consider all the magnetic field variations. A satisfactory
RSM location is part of the Final Check Sheet. Use caution when installing the RSM connector
to avoid damaging the connector or wiring.
The RSM can be damaged if exposed to a magnet. Do not use magnetic tools or magnetic
levels near the RSM.
The installer must determine whether the design changes described in this document are
compatible with previously approved modifications.
The ICA requires installer-supplied wiring diagrams and equipment location information. See
Aspen Avionics document #900-00012-001, Instructions for Continued Airworthiness.
Each EFD battery must be charged before release to the customer. See Section 10.6.20.
This installation is not authorized as a Primary Flight Display for Category II Operations.
Installation in RVSM aircraft has significant limitations. See paragraph 4.1.
Installations in a Class III aircraft require a PFD containing RTCA DO-178B Level B software.
Verify the software level on the PFD System Data tag before installation.
If the aircraft has dual independent pitot/static systems then the PFD must be installed on one
system and theEFD1000 MFD must be installed on the other independent pitot/static system.
The connection of the Avidyne DFC-90 autopilot is not approved under AML-STC SA10822SC.
See Avidyne DFC-90 STC documentation for installation approval.
DOCUMENT REVISIONS
Revision Description of Change ECO
Earlier revisions are on file
AB Software Version 2.5 approved. Added new SW2.5 installation menu page 13 of 24 in section 10. 3127
Updated Table 1-3, 1-4, 1-5 and1-6 for SW2.5. Corrected Figure F1 – Pin 44 of K1 to L2. Updated
Appendix G to update “PRESEL” switch location and readability requirements.
AC Software Version B2.3.3 approved. Updated Table 1-4, 1-5 and1-6 for swB2.3.3. Updated Fig 9- 3181
23F and 9-23G to fix FD Pitch Com ground point of shield. Added wording to Section 4.4.1 about
changing the backup AI vacuum source.
AD Software Version 2.6 information added. Added new SW2.6 installation menu items. Updated Tables 3231
1-4, 1-5 and 1-6 for SW2.6. Updated EFD1000/500 environmental table to reflect performance at
+70C.
AE Added Appendix H – CG100 STC Install Instructions. Updated Table 1-1A, 1-3,1-4 and Fig 1-4, 1- 3249
5, 1-6 to include the CG100. Updated Fig 3-2 to add EA100 and CG100. Remove sw 2.6 approved
comments from AD description of change and tables 1.4 & 1.5.
AF Removed references to 2.6 software and DFC90. Corrected screw part number in Table 1-19. 3287
Revised rev AD description of change to include "Software Version 2.6 information added."
AG Software version 2.6 approved. No changes to STC SA10822SC. Updated configuration menus to 3319
show software 2.6 TSO related items. The connection of the Avidyne DFC-90 autopilot is not
approved under AML-STC SA10822SC. See Avidyne DFC-90 STC documentation for installation
approval.
AH Updated CG100 software to version 1.1 in Table 1-4, Latest Approved Software Versions. 3335
AK Updated CG100 software to version 1.1.1 and added the specific Minimum Performance Standards 3375
that the EFD1000 meets regarding the Incomplete TSO-C198 information.
AL Added SB2012-07 “Updating CG100 software to v1.1.1” to Table 1-6. Fixed typo in Table 1-4. 3399
Added verbiage to Appendix E about the attitude valid from the KI254. Added note to the
KLN89/94 and GX50/55/60/65 wiring diagrams about not removing any required GPS annunciators
or switches.
AM Added to Table 1-6; SB2012-08 “Upgrading EFD1000 PFD to IOP 2.0.4”, and SB2012-09 3424
“Upgrading EA100 sw to 1.1”. Updated Table 1-4 to show new Lvl B and Lvl C EFD IOP software at
2.0.4 and EA100 software at 1.1. Updated Fig 9-9C to correct EFD Out Port setting speed. Added
EA100 Installation Limitation that EA100 sw v1.1 requires EFD software with IOP vB2.0.4 (Appendix
E). Updated Table 1-6 to include ICA Rev T. Updated Figures 1-4, 1-5, 1-6 to correct CG100 install
kit P/N. Updated Figure 9-27 to include info on GPS/VOR HS A429 settings and A429 ADC input
configuration.
Prepared By: TLM Reviewed By: WCB See ECO Record For Release Authorization
The conditions and tests required for TSO approval of the EFD1000/500 System are minimum
performance standards. It is the responsibility of those installing this article either on or within specific
type or class of aircraft to determine that the aircraft installation conditions are within the TSO
standards. TSO articles must have separate approval for installation in an aircraft. The article may be
installed only if performed under 14 CFR Part 43 or the applicable airworthiness requirements.
This manual contains FAA Approved installation instructions for installation of the Aspen™
EFD1000/EFD500 system under the AML STC for use as a primary electronic flight display and
associated Multifunction display(s) (as applicable) during day/night IFR and VFR operations in those Part
23 Class I, II and III aircraft (as defined in AC 23.1309-1D) listed on the AML. Installation of the
EFD1000/500 into part 23 Class I, II or III aircraft not included in the AML, into any 14CFR Part 23 Class
IV aircraft, or into any part 25, 27, or 29 aircraft, or non-U.S. registered aircraft requires separate
airworthiness approval.
This document is protected by the Copyright Laws of the United States and other countries. Nevertheless,
authorized Aspen dealers and distributors are licensed to make a reasonable number of verbatim copies of this
document for use in their business as Aspen dealers.
Public or fee-based copy centers need not inquire into the bearer's status as an Aspen dealer or distributor, into
the purposes for which reproductions are to be made, or into the reasonableness of the number of reproductions
requested.
Table of Contents:
1 INTRODUCTION ................................................................................................................. 25
1.1 PART NUMBERS ......................................................................................................... 25
1.1.1 AUTHORIZED DISPLAY CONFIGURATIONS .......................................................................... 26
1.1.2 OPTIONAL AND STANDARD FEATURES OF EACH DISPLAY SYSTEM ............................................ 26
1.1.3 LATEST APPROVED SOFTWARE VERSIONS .......................................................................... 27
1.1.4 EFD1000/500 SYSTEM AUTHORIZED SOFTWARE CONFIGURATIONS ....................................... 28
1.1.5 AUTHORIZED SYSTEM COMPONENTS OF EACH DISPLAY SYSTEM .............................................. 29
1.1.6 AML-STC DOCUMENT LIST ........................................................................................ 34
1.2 INSTALLATION KIT CONTENTS ....................................................................................... 35
1.3 OPTIONAL LRU INSTALLATION KITS................................................................................ 37
1.4 ACCESSORIES REQUIRED BUT NOT SUPPLIED – EFD1000 PFD ............................................... 37
1.5 OPTIONAL ACCESSORIES NOT SUPPLIED – EFD1000 PFD .................................................... 38
1.6 OPTIONAL ACCESSORIES REQUIRED BUT NOT SUPPLIED – EFD1000 MFD ................................ 38
1.7 OPTIONAL ACCESSORIES REQUIRED BUT NOT SUPPLIED – EFD500 MFD .................................. 39
1.8 OPTIONAL ACCESSORIES REQUIRED BUT NOT SUPPLIED – EA100 ............................................ 39
1.9 SPECIAL TOOLS REQUIRED............................................................................................ 39
1.10 VENDOR INFORMATION ............................................................................................... 40
1.11 WARRANTY REGISTRATION ........................................................................................... 40
1.12 REGULATORY COMPLIANCE .......................................................................................... 40
1.12.1 TECHNICAL STANDARD ORDER ...................................................................................... 40
1.12.2 SOFTWARE CERTIFICATION ........................................................................................... 40
1.12.3 ENVIRONMENTAL COMPLIANCE ...................................................................................... 40
1.12.4 INSTALLATION APPROVAL ............................................................................................ 40
1.13 FIELD REPLACEABLE PARTS ........................................................................................... 41
1.14 MARKING ................................................................................................................ 41
2 EQUIPMENT SPECIFICATIONS AND LIMITATIONS ................................................................... 43
2.1 EFD1000 PFD AND MFD .......................................................................................... 43
2.1.1 GENERAL SPECIFICATIONS ............................................................................................ 43
2.1.2 OPERATIONAL SPECIFICATIONS ...................................................................................... 43
2.1.3 I/O SPECIFICATIONS .................................................................................................. 43
2.1.4 CERTIFICATION SPECIFICATIONS..................................................................................... 43
2.1.5 EFD1000 OUTLINE DRAWING ...................................................................................... 46
2.2 EFD500 MFD ......................................................................................................... 46
2.2.1 GENERAL SPECIFICATIONS ............................................................................................ 46
2.2.2 OPERATIONAL SPECIFICATIONS ...................................................................................... 47
2.2.3 I/O SPECIFICATIONS .................................................................................................. 47
2.2.4 CERTIFICATION SPECIFICATIONS..................................................................................... 47
2.2.5 EFD500 OUTLINE DRAWING ........................................................................................ 48
2.2.6 DESIGN EYE VIEWING ENVELOPE ..................................................................................... 48
2.3 REMOTE SENSOR MODULE (RSM) .................................................................................. 48
2.3.1 GENERAL SPECIFICATIONS ............................................................................................ 49
List of Tables
List of Figures
Figure 6-15: RSM-003 External Mounting Locations (Bottom view) ................................................... 108
Figure 6-16: RSM Top View longitudinal Alignment .......................................................................... 110
Figure 6-17: RSM Fore or Aft Max Tilt.............................................................................................. 111
Figure 6-18: RSM Fore or Aft Max Tilt (Shim installed)...................................................................... 111
Figure 6-19: RSM Side to Side Max Tilt ............................................................................................ 111
Figure 6-20: RSM Side to Side Max Tilt (Shim installed) .................................................................... 112
Figure 6-21: RSM Doubler P/N 503-00015-001 .............................................................................. 113
Figure 6-22: Masking of Doubler..................................................................................................... 113
Figure 6-23: Doubler Installation .................................................................................................... 114
Figure 6-24: RSM Mounting ............................................................................................................ 115
Figure 6-25: Example Shim Top View .............................................................................................. 116
Figure 6-26: Example Shim Side View .............................................................................................. 116
Figure 6-27: Masking of Shim for Priming ....................................................................................... 116
Figure 6-28: ACU/ACU2 Mount to Flat Metal Shelf ........................................................................... 117
Figure 6-29: ACU Dimensions (inches) ............................................................................................ 118
Figure 6-30: ACU2 Dimensions (inches) .......................................................................................... 119
Figure 6-31: Configuration Module Dimensions (inches) .................................................................. 120
Figure 6-32: Configuration Module Tie Wrapped to Harness ............................................................. 120
Figure 6-33: EBB58 Mounting Bracket Installation ............................................................................ 121
Figure 6-34: EBB58 Attachment locations ........................................................................................ 122
Figure 6-35: Sonalert Mounting Instructions .................................................................................... 122
Figure 7-1: EFD1000 PFD/EFD1000 MFD/EFD500MFD Switches........................................................ 125
Figure 7-2: EBB58 Switch ................................................................................................................ 125
Figure 7-3: Over Braid/ Double Shield Requirements ....................................................................... 126
Figure 7-4: EFD Back Shell Grounds ................................................................................................. 127
Figure 7-5: RSM Connector assembly .............................................................................................. 128
Figure 7-6: EFD Back Shell Grounds/RSM ......................................................................................... 129
Figure 7-7: EBB Wiring Harness Switch Connections ......................................................................... 130
Figure 7-8: EBB EMER DISC switch labeling ...................................................................................... 131
Figure 8-1: PFD/MFD Connector (as viewed from rear of unit) .......................................................... 145
Figure 8-2: RSM Mating Connector –Install Side ............................................................................... 145
Figure 8-3: Configuration Module Connector (Install side) ................................................................ 146
Figure 8-4: ACU J1 Connector (as viewed from front of unit) ............................................................ 147
Figure 8-5: ACU J2 Connector (as viewed from front of unit) ............................................................ 148
Figure 8-6: ACU J3 Connector (as viewed from front of unit) ............................................................ 149
Figure 8-7: ACU2 J4 Connector (ACU2 only)..................................................................................... 151
Figure 9-1: EFD1000/500 Main Connections ................................................................................... 155
Figure 9-2: ACU/ACU2 Input Power ................................................................................................. 156
Figure 9-3: Decision Height (DH) Interface ....................................................................................... 156
Figure 9-4: PILOT system Digital RS232 Interface............................................................................. 157
Figure 9-5: PILOT system Digital ARINC 429 Interface ...................................................................... 157
Figure 9-6: PRO Single Digital with "Tracker" or no Autopilot Interface ............................................. 158
Figure 9-7: PRO Single Digital with Autopilot Interface ..................................................................... 159
Figure 9-8: PRO Digital & Analog Mix with or without Autopilot Interface ......................................... 160
Figure 9-9: PRO Dual Digital without Autopilot Interface .................................................................. 161
Figure 9-9A: PRO Dual Digital with Autopilot ................................................................................... 162
Figure 9-9B: ARINC 429 EFIS with cross-side EFD1000..................................................................... 163
Figure 9-9C: ARINC 429 EFIS with cross-side EFD1000 and ACU2 .................................................... 164
Figure 9-10: PRO ARINC 429 GPS & Analog VLOC (1 or 2) with or without Autopilot .......................... 165
Figure 9-11: PRO RS232 GPS & Analog VLOC (1 or 2) with or without Autopilot................................. 166
Note – The PFD does not display KLN89/B or KLN94 annunciations other than APPR. ........................ 167
Do not remove any required GPS annunciators or switches during installation................................... 167
Figure 9-12: KLN89B & KLN94 RS232 and Analog to ACU Interface .................................................. 167
Figure 9-13: KLN-90/A/B RS232 and Analog to ACU Interface ......................................................... 168
Note – The PFD does not display GX50/55/60/65 annunciations other than APPR. ............................ 169
Do not remove any required GPS annunciators or switches during installation................................... 169
Figure 9-14: GX-50/60 & GX-55/65 RS232 and Analog to ACU Interface ......................................... 169
Figure 9-15: Analog NAV Interface .................................................................................................. 170
Figure 9-15A: Narco and Cessna ARC Navigation Radios .................................................................. 171
Figure 9-16: KI525A Emulation (Bendix/King autopilot to ACU) ........................................................ 172
Figure 9-16A: KFC250 (4”)/325 Autopilot to ACU ............................................................................ 173
Figure 9-16B: KFC300 Autopilot to ACU Interface ............................................................................ 174
Figure 9-17: STEC Autopilot to ACU Interface (minus HDG/CRS Datum) ............................................ 175
Figure 9-17A: KI525A Emulation (STEC Autopilot) ............................................................................ 175
Figure 9-17B: NSD360A Emulation (STEC Autopilot) ......................................................................... 176
Figure 9-18: Century Autopilot to ACU Interface (minus HDG/CRS Datum) ........................................ 177
Figure 9-18A: NSD360A Emulation (Century 21/31/41/2000) .......................................................... 177
Figure 9-18B: NSD360A Emulation Century 1C388/M, 1C388C/MC Radio Couplers .......................... 178
Figure 9-18C: NSD360A Emulation Century 1C388-2/-3 Radio Couplers ......................................... 179
Figure 9-18D: NSD-360A Emulation Century IV (DC version) ............................................................ 180
Figure 9-19: Cessna ARC 300B/400B/800B Autopilot to ACU Interface ............................................. 181
Figure 9-19A: Cessna Navomatic 300/400/800 IFCS to ACU Interface .............................................. 182
Figure 9-19B: NAVOMATIC 400/400A Autopilot to ACU Interface ..................................................... 183
Figure 9-19C: Cessna ARC 300A AC & DC version to ACU Interface .................................................. 184
Figure 9-19D: Cessna 300 Navomatic to ACU Interface .................................................................... 185
Figure 9-19E: Cessna ARC 1000A IFCS Interface (-102 ACU2 only) ................................................... 186
Figure 9-20: Bendix FCS-810 Autopilot to ACU ............................................................................... 187
Figure 9-20A: Bendix M-4C and M-4D Autopilot to ACU .................................................................. 188
Figure 9-21: Collins AP-106/107 Autopilot to ACU.......................................................................... 189
Figure 9-22: Sperry SPZ200/500 Autopilot (-002 ACU2 only) ........................................................... 190
Figure 9-23: KI-256 Emulation (Bendix King) Flight Director ............................................................ 191
Figure 9-23A: 52C77 Emulation (Century 41/2000) Flight Director .................................................. 192
Figure 9-23B: 52C77 Emulation (Century IV) Flight Director ............................................................. 193
Figure 9-23C: G550A/1050A Emulation (Cessna ARC) Flight Director ............................................... 194
Figure 9-23D: KI256 Emulation (STEC 55/55X/60/65) Flight Director ............................................... 195
Figure 9-23F: FD-112V Emulation (Collins) Flight Director ............................................................... 196
Figure 9-23G: FD-112V Emulation (Bendix M-4D) Flight Director ..................................................... 197
Figure 9-23H: AD500 Emulation (Sperry) Flight Director................................................................... 198
1 Introduction
This Installation Manual contains FAA Approved Data, but only when used to install the Aspen
Avionics EFD1000 and/or EFD500 display systems in accordance with AML STC SA10822SC. This
document contains detailed instructions for installing the EFD1000/500 System into specific aircraft
as listed in the AML-STC. There are regulations that must be complied with to ensure an airworthy
installation. Section 4 -STC Specific Requirements and Limitations and Section 5 -Pre-Modification
Planning will guide you through these requirements.
The following table identifies the only Authorized Display Configurations for software
version 2.X equipment. Other combinations are not approved. See Aspen Document
A-01-126-00 for installation of software version 1.0 and 1.1 equipment.
Note: The EFD1000 Level B PFD is required for Class III aircraft.
Note: Standalone MFD installations are not authorized at this time. An MFD must always be installed
with a PFD.
Option EHA Traffic ESV(1) ACU ACU2(2) Class III EA100 CG100
Evolution Evolution
Hazard Display Synthetic FD(3) (interface) (interface)
System Awareness (no WX) Vision
PFD Pilot N/A N/A N/A N/A N/A N/A N/A N/A
302-00014-007 A MAP
EFD 1000 PFD
Version B2.3.3
(Software Design Assurance 910-00001-004
302-00013-004 A IOP Version
Level B)
B2.0.4
Software
V2.1 V2.2.x V2.3.x V2.4.x V2.5 V2.6
Version
VB2.1 OK - - - - -
VB2.2.x - OK - - - -
EFD1000
PFD VB2.3.1 - - OK - - -
PRO C3
VB2.3.2 - - - OK - -
VB2.3.3 - - - - OK OK
V2.1 OK - - - - -
V2.2.x - OK - - - -
EFD1000 V2.3.x - - OK - - -
PFD
PRO V2.4.x - - - OK - -
V2.5 - - - - OK -
V2.6 - - - - - OK
EFD1000
All SW N/A - MFDs are not authorized for installation
PFD
Versions with a EFD1000 Pilot PFD
PILOT
910-00001-004 DISPLAY
w/ Internal Battery
302-00013-( ) SOFTWARE
EFD1000 IOP
302-00014-( ) SOFTWARE
EFD1000 MAP
910-00005-004 Configuration
Module
300-00001-007 CM IMAGE
PRO – Level B
300-00001-010 CM IMAGE
PRO w/ Traffic– Level B
EFD1000 SW vB2.2.3 and above
910-00003-001 RSM
w/GPS, TOP MOUNT
910-00003-003 RSM
w/o GPS, BOTTOM MOUNT
Optional Equipment
910-00013-001 EA100
903-00011-001 EA100 Install Kit
910-00004-001 ACU
910-00004-101, -102 ACU2
903-00003- ( ) ACU/ACU2 Install Kit
903-00001-005 Tone Generator Kit
903-00007-001 EFD Recess Mount
910-00001-001 DISPLAY
w/ Internal Battery
302-00008-( ) SOFTWARE, or
302-00013-( ) SOFTWARE
EFD1000-500 IOP
302-00007-( ) SOFTWARE
EFD1000-500 MAP
910-00005-004 Configuration
Module
300-00001-009 CM IMAGE
EFD1000 MFD
910-00003-001 RSM
w/GPS, TOP MOUNT
910-00003-003 RSM
w/o GPS, BOTTOM MOUNT
Optional Equipment
910-00007-001 EWR50 XM WX
903-00005-001 EWR50 Install Kit
910-00014-001 CG100 Gateway
903-00013-( ) CG100 Install Kit
903-00007-001 EFD Recess Mount
910-00001-002 DISPLAY
For use with EBB58
302-00008-( ) SOFTWARE, or
302-00013-( ) SOFTWARE
EFD1000-500 IOP
302-00007-( ) SOFTWARE
EFD1000-500 MAP
910-00005-004 Configuration
Module
300-00001-009 CM IMAGE
EFD1000 MFD
910-00003-001 RSM
w/GPS, TOP MOUNT
910-00003-003 RSM
w/o GPS, BOTTOM MOUNT
Optional Equipment
910-00007-001 EWR50 XM WX
903-00005-001 EWR50 Install Kit
910-00014-001 CG100 Gateway
903-00013-( ) CG100 Install Kit
903-00007-001 EFD Recess Mount
Figure 1-5: EFD1000 MFD Authorized System Components (Suitable for replacing standby AS/ALT)
910-00001-003 DISPLAY
w/o Sensor Board
302-00008-( ) SOFTWARE, or
302-00013-( ) SOFTWARE
EFD1000-500 IOP
302-00007-( ) SOFTWARE
EFD1000-500 MAP
910-00005-004 Configuration
Module
300-00001-013 CM IMAGE
EFD500 MFD
Optional Equipment
910-00007-001 EWR50 XM WX
903-00005-001 EWR50 Install Kit
910-00014-001 CG100 Gateway
903-00013-( ) CG100 Install Kit
903-00007-001 EFD Recess Mount
All components of the EFD1000/500 system are produced under Technical Standard
Order Authorization (TSOA)
The software for the EFD1000/500 system was developed to RTCA DO-178B software
Level C. A variant of the EFD1000 software provides Level B software for the Primary
Flight Display. The RSM GPS receiver software was developed to RTCA DO-178B level E.
The RSM GPS is approved for emergency use only.
Installation of the EFD1000 PFD and EFD1000 MFD and/or EFD500 MFD is FAA approved
under AML STC SA10822SC. This installation manual contains FAA Approved Data, but
only when used to install the Aspen Avionics EFD1000 and/or EFD500 display systems in
accordance with this AML STC. The data in this manual may be used only by Authorized
Aspen Avionics Dealers, and then only to support installation of the EFD1000 and/or
EFD500, either under STC SA10822SC, or as a follow-on field approval for aircraft not
included in the Approved Model List. Use of this data for any other purpose requires
separate written approval from Aspen Avionics Inc.
1.14 Marking
The following additional TSOs and the required markings are listed here in lieu of
marking on the nameplate in accordance with FAA Order 8150.1C and an FAA-granted
deviation:
TSO-C2d ........................... Airspeed Instruments Type B (20 to 450 kts) (EFD1000 only)
TSO-C3d ........................... Turn and Slip Instrument Type B (EFD1000 only)
TSO-C4c ........................... Bank and Pitch Instruments AS396B (EFD1000 only)
TSO-C6d ........................... Direction Instrument Magnetic (Gyroscopically Stabilized)
(EFD1000 only)
TSO-C8d ........................... Vertical Velocity Instrument (Rate-of-Climb) VSI Type B/9900
FPM Max (EFD1000 only)
TSO-C10b ......................... Altitude Pressure Activated Sensitive Type (-1600 to 51,000
feet) (EFD1000 only)
TSO-C106 ......................... Air Data Computer (EFD1000 only)
TSO-C113 ......................... Airborne Multipurpose Electronic Display (this is the primary
TSO and is marked on the nameplate)
TSO-C165 ......................... Electronic Map Display Equipment for Graphical Depiction of
Aircraft Position (Optional, Aircraft Position on the Approach
Charts, when the approach charts database is used, MFD
Only.
TSO-C198 Incomplete ....... Automatic Flight Guidance and Control System (AFGS)
Equipment. The specific MPS that the EFD1000 meets, when
configured with the Avidyne Autopilot, is RTCA DO-325
Section 2.2.5 (only) and 2.2.7. Equipment Functional Classes
A1 and C. (EFD1000 PFD only, when configured)
Software:
RTCA DO-178B ................. Level C, or Level B for a specialized software variant for the
PFD.
Complex Electronic Hardware (CEH): NONE
Environmental:
RTCA DO-160E ................. See Environmental Qualification Form Section 13
List of TSO deviations
1. TSO article marking requirements: Marking of only the primary TSO number
on the nameplate.
3. Deviate from ETSO-C4c 3.1.2 and SAE Aerospace Standard AS 8001 to use
RTCA DO-160D instead of RTCA DO-138 as the standard for
Environmental Conditions and Test Procedures for Airborne Equipment.
4. Deviate from SAEAS 392C Section 4.2.4 to not display ALTITUDE or ALT
next to the tape indicating altitude.
For more information, see the Declaration of Design and Performance, Issue 7 or
subsequent, available from Aspen Avionics.
With respect to TSO-C165, the software qualification is level C. Failure of the functions
defined in TSO-C165 for Electronic Map Display (airborne applications) have been
determined to be a major failure condition for malfunctions causing the display of
misleading information
The conditions and tests required for TSO approval of this article are minimum
performance standards. It is the responsibility of those installing this article either on
or within a specific type or class of aircraft to determine that the aircraft installation
conditions are within the TSO standards. TSO articles must have separate approval for
installation in an aircraft. The article may be installed only if performed under 14 CFR
Part 43 or the applicable airworthiness requirements
2.75
Not shown: The EFD1000 -002 variant with D-connector for the EBB
1.75
2.75
C.G.
1.50
Software:
RTCA DO-178B ................. Level E
Complex Electronic Hardware (CEH): NONE
Environmental:
RTCA DO-160E ................. See Environmental Qualification Form Section 13
0.813
Max Operating Altitude ..... 35,000 ft. Unpressurized/ 55,000 ft. Pressurized
Cooling ............................. None Required
Max Humidity .................... 95% at 50°C
Input Voltage..................... Provided by EFD
Nominal Current ................ Included in EFD Current
Proprietary Digital
Software: NONE
Complex Electronic Hardware (CEH): NONE
Environmental:
RTCA DO-160E ................. See Environmental Qualification Form Section 13
1.85
in
C.G. in
55
0.
Part Number ...................... 910-00004-001, A-05-112-00 (These part numbers are equivalent)
Width ................................ 5.75 in. including mounting flanges
Height ............................... 1.60 in.
Length............................... 4.28 in.
Weight............................... 0.8 lbs.
Software:
RTCA DO-178B ................. Level C
Complex Electronic Hardware (CEH): NONE
Environmental:
RTCA DO-160E ................. See Environmental Qualification Form Section 13
4 .2
2 8
4. 7
C.G.
2.1
6 4
2.3
1.60
Software:
RTCA DO-178B ................. Level C
Complex Electronic Hardware (CEH): NONE
Environmental:
RTCA DO-160E ................. See Environmental Qualification Form Section 13
1.12
Proprietary
Software: NONE
Complex Electronic Hardware (CEH): NONE
Environmental:
RTCA DO-160E ................. Contained within the EFD1000 Environmental Qualification
Form. See Section 13.
3 System Description
The Aspen Avionics EFD1000 and EFD500 systems are multi-purpose displays. The EFD1000
contains an internal ADAHRS that is used to provide attitude, heading and air data for the display.
The EFD500 is a variant of the EFD1000 and does not contain the internal ADAHRS. The EFD1000
and the EFD500 come standard with an internal battery to provide a nominal 30-minute operation
in the event of power loss. These batteries are not designed to provide 30-minute operation under
all foreseeable operating conditions, such as extreme cold temperatures where battery operation is
not assured. An optional Emergency Backup Battery (EBB) is available that will provide at least 30
minutes of operation under all foreseeable operating conditions. Typical EBB endurance at 25 deg C
will exceed two hours when the battery is fully charged. When a PFD is installed, and the Emergency
Backup Battery is connected to an EFD1000 MFD, the legacy standby altimeter and airspeed
indicators may be removed from the aircraft.
Additional equipment is normally installed in support of the displays, including the Remote Sensor
Module (RSM), Configuration Module (CM), optional Emergency Backup Battery (as noted above) and
optional Analog Converter Unit (ACU). Several external sensors can optionally be connected to the
displays, including GPS systems, the Aspen EWR50 XM weather receiver, The Aspen CG100™
Connected Gateway, WX-500 Stormscope, GTX330 and certain other ARINC 735A protocol TAS and
TCAS I systems.
The EFD1000 system can be configured as a PFD or MFD. In the PFD configuration, the EFD1000
provides display of attitude, airspeed, altitude, direction of flight, vertical speed, turn rate, and turn
quality. The system can provide display of navigation information, pilot-selectable indices (“bugs”),
and annunciations to increase situational awareness and enhance flight safety.
The “Pro” and “Pilot” configuration are available in software version 2.1 and later. The Pro System
can optionally display WX-500 data, XM datalink weather products and traffic information from
ARINC 735 compatible traffic systems. The EFD1000C3 Level B PFD can optionally display traffic but
not XM or WX-500 data. The Pilot System provides a moving map; however it does not provide an
HSI or second GPS navigation.
The EFD1000 can also be purchased in a multi-function display configuration with reversion
capability to a Primary Flight Display. The EFD500 is a variant of the EFD family that does not
include an ADAHRS. The EFD500 may only be purchased in a multi-function display configuration,
and does not include reversion capability.
3.1 EFD1000/EFD500
The EFD1000/EFD500 are digital systems that consists of a high-resolution 6” diagonal color
LCD display, user controls, photocell and Micro SD data card slot. The rear portion of the
EFD1000 includes a non-removable electronics module that contains a full air data computer,
attitude heading reference system, power supplies, backup battery, and dual processor
electronics. Also on the rear of the unit, a fan is provided to cool the backlight and
electronics. The EFD500 does not contain an air data computer or attitude heading reference
system.
The EFD1000/500 mounts to the front surface of most instrument panels. The electronics
module and cooling fins on the back are sized to fit into existing instrument panel holes. A
recess-mount bracket is available to mount the displays nearly flush with the instrument
panel.
The mechanical design allows the instrument to be installed in a vertically oriented pair of
instrument openings, without interfering with the surrounding instruments. The installation
requires minimal mechanical modifications to most general aviation aircraft instrument
panels.
The EFD1000 and EFD500 contain a microSD card port and reader at the bottom of the
display bezel. When authorized, software updates and system upgrades can be installed
using the card port. The port is also used for database information in the EFD1000 MFD,
EFD500 MFD and EFD1000 PFD with the Evolution Synthetic Vision enabled.
The EFD1000 is a digital system and supports both ARINC 429 and RS-232 digital interfaces.
In installations with a modern digital radio installation, the PFD connects directly to the
interfaced equipment.
In installations that require interfaces to analog avionics (i.e., older VLOC navigation radios
and autopilots) an ACU is required to digitize the analog signals into ARINC 429 for the PFD.
The EFD1000 and EFD500 can be installed in the following configurations:
• EFD1000 configured as a PFD Pro or Pilot
• PFD Pro plus EFD1000 configured as an MFD
• PFD Pro plus EFD500 configured as an MFD
• PFD Pro plus EFD1000 and EFD500, each configured as MFDs
The MFDs are connected to the PFD and each other via an RS-232 digital cross-
communications bus.
NOTE: Version 1.X PFD is not compatible with the Version 2.X MFD. To be used in a multi-display
configuration, the PFD must be upgraded to Version 2.X.
The RSM contains all of the sensors that must be remotely located from the PFD display unit.
Certain versions of the RSM can be installed on the underside of the aircraft or internally.
The RSM is powered by the PFD through a shielded wire harness and contains the following
sub-systems:
• Outside Air Temperature (OAT) sensor
• Emergency backup GPS (RSM GPS version)
• Magnetic “flux” sensors
All RSM versions must be mounted in a magnetically quiet environment. The emergency GPS
version of the RSM is mounted in an area that will provide acceptable reception for the
integral GPS antenna. The versions that do not have GPS can be mounted internally to the
fuselage or wing structure, or in the case of the bottom-mount RSM, on the underside of the
aircraft. Internally mounting the RSM may require disabling of the OAT on the associated EFD
unless a remote OAT probe is installed with the ACU2. It is also possible to inter-
communicate OAT information from one display with an OAT sensor to another display
without an OAT sensor. Disabling of OAT will also disable TAS and calculated winds.
CAUTION: Do not mount an RSM made for inverted operation on the top of the aircraft as reverse
magnetic sensing will result, producing unacceptable AHRS performance.
Each display has an associated Configuration Module that retains that display’s aircraft
specific configuration, calibration data and user settings. This scheme permits the display
hardware to be replaced without re-entering the installation settings or re-calibrating the
EFD.
The feature set of the “Pilot” system does not support interface to navigation equipment, and
therefore does not support the ACU interface. The ACU is required when any of the following
capabilities are required in a “Pro” installation:
• Interface to supported autopilots
• Interface to supported non-ARINC 429 VLOC navigation radios
• Interface to supported non-ARINC 429 GPS navigators
• Interface to supported radar altimeter decision height (discrete)
If digital radios (i.e., Garmin 4XX/5XX series radios) are equipped in the aircraft and no other
aircraft interfaces are to be used, then the ACU is not required.
NOTE: The ARINC 429 data bus between the ACU and the EFD1000 contain proprietary data labels.
Connecting other systems to this bus is not authorized as the other systems may incorrectly
decode the data.
The following configuration shows an EFD1000 PFD Pro connected to a GNAV (GPS and
VLOC) unit, a RS232 GPS#2, an Analog NAV receiver #2 and an autopilot. Any
combination of these sensors may be connected as well as a second GNAV or second
analog NAV receiver using a second ACU.
The following configuration shows an EFD1000 PFD Pro and an EFD1000 MFD or EFD500
MFD interfaced with optional traffic, XM weather, and the WX-500 Stormscope. Any
combination of these sensors may be connected as well as the required RS-232 or ARINC
429 connections from a GPS receiver and or VLOC receiver for navigation, flight plan and
moving map. The MFD1000 supports the reversion of PFD functions in the event of a PFD
failure. The EFD1000 MFD with Emergency Backup Battery authorizes removal of legacy
standby indicators for airspeed and altitude.
Static
Pitot
RS232 RX1
RS232 RX3
RS232 RX2
RS232 RX0
RS232 RX4
RS232 RX1
RS232 RX3
RS232 RX2
RS232 RX0
RS232 RX5
RS232 TX2
RS232 TX0
RS232 TX1
RS232 TX3
RS232 TX2
RS232 TX0
Digital Out
Digital Out
429 RX1
429 RX2
429 RX3
429 RX4
429 RX5
429 RX3
429 TX1
429 RX1
429 RX2
429 RX4
429 RX5
429 TX1
The following configuration shows an EFD1000 PFD Pro, an EFD1000 MFD, and an
EFD500 MFD interfaced with optional traffic, XM weather, and the WX-500 Stormscope.
Any combination of these sensors may be connected as well as the required RS-232 or
ARINC 429 connections from a GPS receiver and or VLOC receiver for navigation, flight
plan and moving map. The EFD1000 MFD supports the reversion of PFD functions in the
event of a PFD failure. The EFD1000 MFD with Emergency Backup Battery in this
configuration authorizes removal of legacy standby indicators for airspeed and altitude.
This installation is not authorized as a Primary Flight Display for Category II Operations or
RVSM Operations.
The connection of the Avidyne DFC-90 autopilot is not approved under AML-STC SA10822SC.
See Avidyne DFC-90 STC documentation for installation approval
Class III aircraft, as identified in the Approved Model List, require Software level B for the PFD.
Level B can be verified by the software level identified on the EFD1000 data tag (serial number
label).
The EBB58 may only be installed in a multiple display configuration and may only be
connected to the EFD1000 MFD. No other connections are permitted.
Certain aircraft can be modified to permit a maximum takeoff weight of more than 12,500 lb.
Any aircraft modified in this manner are not eligible for this STC unless specifically noted in
this section.
Required Backups
RSM RSM
CM CM
MFD
PFD
1000
ACU
optional
or
IFR GPS
EA100
optional
(1) A standby attitude indicator is always required in accordance with 14CFR 23.1311,
except for aircraft limited to VFR. See Section 5.1.5.
(2) An MFD500 added to this configuration does not change the required components.
Figure 4-3: EFD1000 PFD and MFD1000 Authorized Configuration (with or without MFD500)
Required Backups
ATT Compass
RSM RSM
CM CM
MFD
PFD
1000
EBB58
ACU
optional
Emergency Backup Battery
or
IFR GPS
EA100
optional
(1)Note: This configuration has been FAA approved under an Equivalent Level of Safety and
requires a mechanical standby attitude indicator.
(2) An MFD500 added to this configuration does not change the required components.
Figure 4-4: EFD1000 PFD and MFD1000 with EBB58 (with and without MFD500)
In accordance with FAA Policy, the secondary attitude indicator requirement of FAR 23.1311
(a)(5) does not always apply to aircraft limited to VFR. See Section5.1.6,Special
Considerations for Aircraft Limited to VFR.
Note that some existing ADI indicators contain a fast/slow or angle of attack (AOA)
indication. The EFD1000 does not support a fast/slow or angle of attack display. Removal of
such an ADI under this STC is not permitted unless the fast/slow or angle of attack is not
required by the type certification of the aircraft, or the fast/slow or angle of attack can be
provided by approved alternate means.
Note that some existing ADI systems contain autopilot annunciations. The EFD1000 does not
support autopilot annunciations. Removal of such an ADI under this STC is not permitted
unless the autopilot annunciations can be provided by approved alternate means.
The existing outside air temperature probe (if installed) and magnetic direction indicator
“whiskey compass” may not be removed during the installation of the EFD1000 system.
The 30 minute, internal battery in the PFD is not approved for use as a power source to meet
the electrical power source requirement under 14 CFR 23.1353, or for single engine Part 135
IFR operations under 14 CFR 135.163.
Aircraft with existing pneumatic attitude, altitude, and airspeed instruments may relocate
them as necessary as described in Section 4.4.4. The standby pneumatic airspeed and
altimeter should be connected to an independent pitot and static line (independent from
PFD) whenever available. Changing the vacuum source of the AI is beyond the scope of
the STC and must be separately approved.
Aircraft that are all electric must keep the EFD1000 PFD on an independent power source
from the standby instruments as determined from the flow chart of Figure 4-5. The
installer must verify that the standby instruments are electrically isolated from the PFD
through either of the following two methods:
The standby, electric attitude indicator must not rely on pitot/static inputs for its
operation.
4.4.3 Using the EFD1000 MFD as Standby Airspeed and/or Altimeter (see Figure 4-6)
Under certain conditions (see the Caution messages below and Section 4.5), the EFD1000
MFD may be used as the required standby airspeed and/or altimeter in class I, II and III
aircraft. If being used as the required standby instrument then the EFD1000 MFD must
be connected to the EBB58 Emergency Backup Battery. The placard must be located near
the EFD1000 MFD within the pilot’s maximum field of view (see figure 4-8). The placard
must be in black and white (white letters on black background or black letters on white
background) in a font no smaller than other placards in the aircraft and reads as follows:
The placard requires the EBB58 battery capacity to be verified prior to each flight.
CAUTION: Do not remove any airspeed indicators that are of the Vmo or barber pole type as they
have an overspeed-warning alert generated by the indicator or by a separate circuit. The
existing type certificated overspeed warning alert is the only overspeed warning allowed
at this time under this STC.
CAUTION: If the airspeed tape on the EFD1000 cannot be configured to look exactly like the existing
airspeed indicator then the existing airspeed indicator must remain immediately adjacent
to the left of the PFD. The TAPES must also be LOCKED OFF so that the airspeed and
altimeter tape is out of view.
If the aircraft has dual independent electrical systems then the PFD must be installed on
one bus and the EFD1000 MFD must be installed on the other independent bus. If
independent buses do not exist then the PFD and MFD are to be installed on the
aircraft’s battery bus or essential bus.
If the aircraft has dual independent pitot and/or static systems then the PFD must be
installed on one system and the EFD1000 MFD must be installed on the other
independent pitot and/or static system.
Some altimeters have outputs for Baro set and encoded altitude to an autopilot pre-
selector, transponder, traffic system, or other ancillary equipment. Verify no functions
are being eliminated that cannot be replaced from another source (i.e., blind encoder,
etc.) prior to removal of existing altimeter from aircraft.
START
EXISTING
ATTITUDE, ALTITUDE, PNEUMATIC
AIRSPEED INDICATOR
POWER SOURCE?
ELECTRIC
YES
OBTAIN SEPARATE
CONNECT STANDBY AIRWORTHINESS
INSTRUMENT TO BUS APPROVAL TO USE
INDEPENDENT OF BATTERY
EFD1000 PFD POWERED BACKUP
INSTRUMENTS
CONFIRM CAPACITY
OF PRIMARY CONNECT STANDBY
INSTRUMENT BUS BY INSTRUMENT TO
ELECTRICAL LOAD BACKUP BATTERY
ANALYSIS POWER
CONFIRM CAPACITY
OF BACKUP VERIFY BACKUP
INSTRUMENT BUS BY BATTERY POWER
ELECTRICAL LOAD CAPACITY EXCEEDS
ANALYSIS 30 MINUTES
STOP
START
NOTE:
EFD1000 PFD IT IS ADVISABLE TO KEEP MECHANICAL
AS BACKUP INSTRUMENTS IF SPACE PERMITS
PRIMARY
INSTRUMENTATION
NO
YES
CONNECT MFD1000
P/N 910-00001-002 TO
ESSENTIAL OR
BATTERY BUS
(independent of PFD if
available)
CONNECT EFD1000
MFD TO
INDEPENDENT PITOT/
INSTALL EBB58 STATIC SYSTEM
EXTERNAL BATTERY (IF AVAILABLE)
AND CONNECT TO
EFD1000 MFD
Installation is
conforming
Figure 4-6: Required Backups when using MFD1000 with EBB58 Flowchart
The Attitude indicator must be relocated to a position within the pilot’s primary
maximum field of view in accordance with FAR 23.1321(a). The requirements are ±35
degrees from the pilot’s centerline horizontally (± 21 inches from centerline as defined
by AC23-1311-1b) to an area just below the basic T configuration to the glare shield
vertically (see Figure 4-7 below). It is recommended that the Standby instruments be
mounted in the instrument panel immediately adjacent to the EFD1000/500 displays, but
in no case may they be mounted outside the ±35º field of view requirement.
The standby instruments may be 2 ¼ inch instruments if they meet the placement
requirements (installed under separate approval).
NOTE: In addition to the above positioning requirements, the standby instruments must be as close
as practical to the PFD.
Also note that some attitude indicators (i.e., KI-256) are the primary pitch and roll
reference for the autopilot and must remain in the aircraft but may be copilot or blind
mounted provided a separate standby attitude indicator is installed in accordance with
this section. For rate-based autopilots the Turn and Slip Indicator must remain in the
aircraft, and may be relocated to the copilot side or blind mounted provided it is not
used as the autopilot mode controller. If used as the autopilot mode controller then it
must be located where it can be easily reached by the pilot while seated.
The airspeed indicator and altimeter must be within the pilot’s primary maximum field of
view in accordance with FAR 23.1321(a). The requirements are +/- 35 degrees from the
pilot’s centerline horizontally (+/- 21 inches from centerline as defined by AC23.1311-
1b), see Figure 4-8.
Likewise, older aircraft panel layouts that do not have the airspeed indicator to the left or
the altimeter to the right of the attitude indicator (AI) must either relocate the
instrument(s) to these positions or set the TAPES setting to “LOCK ON” in the installation
configuration menu.
NOTE: In addition to the above positioning requirements, the standby instruments must be as close
as practical to the PFD.
Multi-Display Configuration
In a two or three display configuration (PFD and one or two MFD), in which an MFD is
positioned adjacent to the PFD, it is required by this STC for the TAPES to be locked on in
the installation menu so that the pilot cannot de-clutter them from display during flight.
This requirement is mandatory regardless of whether the EFD1000 MFD or the existing
IAS/ALT indicators are being used as the required standby instruments.
If an MFD is installed such that separate airspeed and altitude instruments are installed
in the basic T arrangement described above, then the PFD tapes may remain unlocked.
CAUTION: If the airspeed tape on the EFD1000 cannot be configured to look exactly like the existing
airspeed indicator then the existing airspeed indicator must remain immediately
adjacent to the left of the PFD. The TAPES must also be LOCKED OFF so that the
airspeed and altimeter tape is out of view. This scenario would require any MFD to be
placed two instrument holes away from the PFD so that the Altimeter and Airspeed
indicators can remain in the Basic T configuration.
WARNING: Failure to adhere to these specific instrument layout requirements and EFD1000
configuration requirements will violate the STC.
For certification reasons a backup navigation indicator is required for at least one type of
operation for which the aircraft is certificated. This means that in any installation in an
aircraft certified for IFR where the EFD1000 is the only display of navigation information
in the cockpit, a backup navigation indicator is required. This will ensure that a failure of
the EFD1000 system does not result in a complete loss of all navigation data to the flight
crew. A backup navigation indicator is not required for an EFD1000 installation in
aircraft limited to VFR.
Thus, for example, an installation that includes a panel mount GPS with an integral LCD
display that includes a moving map or CDI indicator would not require a backup NAV
indicator. However, a configuration with no GPS and dual legacy VLOC radios that do not
include an integral display with CDI indications will require a backup NAV indicator.
In a two or three display configuration the EFD1000 or EFD500 MFD satisfies the
requirement for a backup NAV indicator.
If there is already a dedicated indicator wired to an existing NAV Receiver or GPS then it
can be paralleled to the ACU as shown in Section 9.
WARNING: Failure to provide a backup NAV indicator when required will violate the STC.
CNX-80/GNS480
It is not recommended that a backup NAV indicator be connected. If it is desired to
connect a backup navigation indicator then it should only be wired to the dedicated VOR
Composite output on connector P7. Connecting the NAV indicator to the AUX CDI output
on P5 or to the Main Course Deviation output is not recommended.
5 Pre-Modification Planning
NOTE: The installer must provide the aircraft operator with copies of wiring diagrams (copy from
Section 9 or draft ones not shown) and equipment locations (completed Figure 1 in the ICA)
that are suitable for system troubleshooting.
4 Does the aircraft have a standby attitude indicator in the pilot’s primary maximum
field of view (See Figure 4-7)?
5 Does the aircraft have a Vmo or barber pole type airspeed indicator installed? If
yes, do not remove the existing airspeed indicator.
6 If the standby airspeed indicator and altimeter are to be removed, is there an
acceptable location to mount the required placard reading “EMER BAT DISPATCH
LIMIT 80% - SEE EFD AFMS”? NA if EBB not required to be installed.
7 Is there an acceptable location to mount and label the EBB emergency disconnect
switch? NA if EBB not required to be installed.
8 Does aircraft have sufficient electrical capacity to supply all required equipment
given the current draw in Table 7-1?
9 Is there an acceptable location to mount or relocate the required standby airspeed
and altitude instruments, collocated with the standby attitude indicator, all within
the pilot’s primary maximum field of view? (see Figure 4-7 and 4-8)
10 Do the standby instruments meet the requirements of Figure 4-5 and 4-6?
11 Is there acceptable clearance between the control column (yoke or stick) and the
MFD(s) when the flight controls are in the full nose down position?
12 Is there an acceptable location to mount the EFD1000 MFD RSM? (see Section 6) -
NA if EFD500 only installation
13 Is there a location to mount the MFD circuit breaker(s) that will be accessible to the
pilot while seated?
14 Is there a location to mount the MFD switch(s) that is accessible to the pilot while
seated?
Table 5-2: MFD Pre-Modification Checklist
The EFD1000 Flight Display will replace the existing Directional Gyro or HSI in the panel.
The HSI/DG indicator may be removed from the aircraft at the operator’s discretion. If
another device is “bootstrapped” from the compass then it will need to be determined
whether RS232 or LS ARINC 429 heading is accepted by this device and rewired
appropriately. If the other device only accepts ARINC 407 synchro heading or HS ARINC
429 then an ACU2 will be required.
The EFD1000 is capable of displaying GPS annunciations on the HSI portion of the display
from those ARINC 429 connected GPS receivers that output these labels. If using the PFD
display for any required GPS annunciations verify that the GPS receiver outputs these
messages on the ARINC 429 bus.
NOTE: It is up to the installer to determine if the annunciations are sufficient for the GPS navigation
application.
5.1.3 Synthetic Vision Enabled PFD Pro (level C) or MFD (requires external GPS position)
The EFD1000 system uses either an internal battery or an EBB58 to permit operation of
the EFD1000 during an aircraft charging system failure. If the aircraft bus voltage falls
below a nominal 12.3V (14V electrical system) or 24.6V (28V electrical system), and the
indicated airspeed is above 30 knots or mph (as configured), the EFD1000 will switch to
the internal or EBB battery. The installer must ensure that the aircraft electrical system
attains the minimum voltage when the electrical system is loaded to flight configuration
and engine RPM is at or above the level necessary for nominal alternator/generator
output.
The EBB58 may only be installed in a multiple display configuration and may only be
connected to an EFD1000 MFD no other connections are permitted.
For first-time EFD installations, a switch or switch breaker to the PFD and to each MFD
must be installed. These controls are used during emergency procedures, and also
enable the PFD and MFD(s) to remain off during engine start. It is recommended that
previous PFD installations that did not include an EFIS Master switch add a switch in the
existing circuit, or replace the existing circuit breaker with a circuit breaker switch. For
multiple installations, the same style of switch/breaker should be used on each EFD.
All MFD and PFD switches must be separate to mitigate against potential single point
failure of both primary and secondary instruments. When not using a switch style circuit
breaker, each circuit breaker(s) must be a trip free pull type and must be connected to
the main battery bus (after the Battery Master Switch) as shown in the EFD1000 wiring
diagram.
The switches should be arranged in the same order as the EFDs. For example, if the
installed EFD arrangement is EFD500 MFD, EFD1000 PFD, and EFD1000 MFD (from left to
right), the switches should be arranged in that order, from left to right. Alternately, the
switches may be arranged vertically, from top to bottom, in the same order.
If available, connect the ACU/ACU2 to the avionics electrical bus. Otherwise, connecting
the ACU to the switched battery bus is permissible.
Relief from the requirement for a secondary attitude reference for VFR aircraft has been
provided in an FAA memorandum dated December 8, 2008, “Certification of Electronic
Displays in Part 23 Aircraft Limited to VFR (Visual Flight Rules) Operations; Project No.
SA9024SC-A, Aspen Avionics, Inc. FAA Approved Model List.” The Policy within this
Memorandum permits exclusion of 23.1311(a)(5) with respect to the requirement for a
secondary attitude indicator for aircraft limited to VFR.
It is not acceptable to use this FAA Policy to change the established kinds of operations
authorized for a particular aircraft (see 14 CFR §23.1525). Rather, the policy may be
applied for aircraft that are limited by their certification basis to VFR only operations.
Changes to the kinds of operations authorized for any aircraft on the AML is beyond the
scope of this modification and must be established separately.
The following requirements must be met in order to install the EFD1000 without a
standby attitude indicator in U.S. registered Part 23 aircraft limited to VFR:
The aircraft must have a placard or other acceptable means, stating “Operation of This
Aircraft is Limited to VFR Only”, or similar phraseology acceptable to the FAA, as
required by § 23.1525, § 23.1559 and § 91.9. Since the kinds of operations will have
been limited to VFR by the aircraft certification basis, this placard should already be in
place prior to installation of the EFD1000/500 system, but should be verified.
For aircraft limited to VFR, magnetic compass information must remain independent of
the aircraft’s primary electrical power.
Some Cessna 190/195 aircraft have non-standard airspeed indicators that cannot be
replaced by standard airspeed indicators. Therefore, when used in aircraft with non-
standard airspeed systems, the EFD1000 airspeed tapes must be “locked off” in the
EFD1000 installation menus so the pilot always uses the non-standard airspeed
indicator.
Most Cessna 190/195 aircraft with a standard (“L”)-shaped pitot mast use standard
airspeed indicators. Cessna 190/195 aircraft with a “Harpoon”- shaped pitot mast do not
have a standard airspeed indicator.
Review of the logbooks and technical data must be accomplished to verify that the
airspeed indicator is standard or not. Generally, unless modified, aircraft serial number
16084 and above have standard airspeed indicators, and 16083 and below do not.
The pitot and static systems must still be connected to the EFD1000 because these
inputs are used in the EFD1000 for other purposes.
CAUTION: Cessna 190/195 aircraft using non-standard airspeed indicators must have the EFD1000
airspeed and altitude tapes “locked off” in the installation menus.
NOTE: The Pitot and Static system must be connected to the EFD1000 even when the tapes are not
to be displayed.
NOTE: Verify that the aircraft is on the Approved Model List prior to modification.
• The on ground heading accuracy of the EFD1000 must be within +/-4 degrees. A RSM
shim might be required to meet this tolerance – see Section 6.9.9.
See Section 10.5.1.1 for a conventional gear specific RSM calibration procedure.
The V-speeds must be set in the EFD1000 PFD and EFD1000 MFD.
The EFD1000 Pro with ACU emulates a KI-525A, NSD-360A and PN-101 HSI by providing
HDG Datum, CRS Datum, and navigation L/R outputs to a connected autopilot. Any
autopilot compatible with the KI-525A, NSD-360A or PN-101 HSI is compatible with the
EFD1000 System.
Similarly, the EFD1000 Pro with ACU emulates the KI-254, KI-256, G-550A, and 52C77
flight director indicators by accepting FD signals compatible with these indicators and
displaying them on the EFD. The ACU2 adds to these FD types the Collins FD-112V
(includes Collins and some Bendix M4D autopilots)and the Sperry AD500. NOTE – The
Cessna ARC1000 and Sperry autopilots require the use of ACU2 P/N 910-00004-102 for
G/S and NAV superflag connection.
The EFD1000 PFD can send autopilot AHRS information and mode commands, and
receive flight director and mode annunciations, via RS232 signals to/from the DFC-90
autopilot system.
NOTE: The connection of the Avidyne DFC-90 autopilot is not approved under AML-STC
SA10822SC. See Avidyne DFC-90 STC documentation for installation approval.
Section 9 of this document shows interconnect diagrams for common autopilots that are
compatible with the EFD1000. Because the EFD1000 outputs Heading Datum and Course
Datum via the ACU the existing HSI/DG is no longer required to provide this output to
the autopilot.
In addition, some existing autopilots that have only a DG installed (i.e. no HSI) will gain
full HSI features with the installation of the EFD1000 System. Please check the
manufacturer’s installation data for any jumpers or hardware that must be added or
removed from the autopilot to add the HSI interface.
When the EFD1000 System is installed, the ACU controls all analog navigation signals
provided to the autopilot. Navigation signal output to the autopilot is switched
depending on which sensor is coupled to the EFD1000 HSI. Therefore the LT/RT/UP/DN,
flags, and ILS Energize must only be connected between the ACU and autopilot, and
there should be no direct connection between the navigation receiver and the autopilot.
The autopilot’s flight director output may be paralleled from the autopilot to the existing
Flight Director indicator and to the ACU so that it is displayed on both instruments
unless an EA100 is installed in which case the FD may only be connected to the ACU.
See Appendix E for detailed EA100 installation eligibility. The EA100 can only be
used to replace the analog outputs from a KG-258, a KI-254, a KI-255, or a KI-256
Flight Command Indicator to the autopilots identified in Appendix E. No other
autopilot interfaces are authorized. KFC250 autopilots must have the P/N 065-
5016-XX Adapter Board to be eligible for connection to the EA100.
In a two-display PFD and MFD1000 installation you may install a panel mounted
switch that will allow the MFD1000 to drive navigation signals to the autopilot in
the event of a PFD issue. See Appendix F for instructions.
For KFC200 autopilots, the Avionik Straubing APS4A Altitude Pre-Select System may
be installed with the EFD1000 PFD which allows the autopilot to capture the PFD
Selected Altitude. See Appendix G for instructions.
Not all GPS navigator outputs are the same. Some navigators provide output to support
curved flight plan segments. Other navigators can only provide the straight segments of
a flight plan, and the curved segments are not depicted. Some navigators provide an
output that result in a straight-line depiction of a curved flight plan segment, which
should not be used. It is possible to connect the navigator in an incorrect configuration,
resulting in potentially misleading information to the pilot.
NOTE: Other GPS navigators have not been evaluated and may be compatible.
Contact Aspen Avionics for information regarding additional navigators.
Navigator Mode
EFD1000 Mode and/or
Navigator and/or Basemap Depiction
Type of Connection
Type of Connection
This connection method presents
Bendix King
Standard Mode, straight-leg portions of flight plans.
KLN 90/A/B, GPS TYPE 1, RS-232
RS-232 An open segment is shown in lieu of a
KLN900
curved segment.
This connection method displays
KLN 90/A/B ARINC 429 ARINC 429
straight-leg portions of flight plans.
This connection method presents
Bendix King
Standard Mode, straight-leg portions of flight plans.
KLN 94 GPS TYPE 1, RS-232
RS-232 An open segment is shown in lieu of a
KLN 89/B
curved segment.
Bendix King This connection method presents
KLN94 Enhanced Mode, curved segments of flight plans.
GPS TYPE 2, RS-232
Enhanced RS-232
Mode
Garmin This connection method presents
GPS155 curved approaches. The GPS155XL
GPS155XL shows an open segment in lieu of a
ARINC 429 ARINC 429
GPS300XL, curved segment.
GNC300
GPS165
Garmin This connection method presents
GNS-4xx/5xx ARINC 429 ARINC 429 curved approaches.
GTN-6xx/7xx
This connection method can
Garmin incorrectly display curved segments
This configuration
GNS-4xx/5xx RS-232 as straight lines and the displayed
should not be used.
GTN-6xx/7xx information can be misleading to the
pilot in certain conditions.
Garmin GNS- This software version has not been
480 (Software This configuration tested with EFD software 2.X. GNS-
ARINC 429
v2.0 and should not be used. 480 should be upgraded to SW v2.3.
below)
Garmin GNS- ARINC 429 This connection method presents
480 (Software GAMA 429 GFX ARINC 429 curved approaches.
v2.3) Int
Trimble This connection method can
This configuration
TNL-2000 RS-232 incorrectly display the map
should not be used.
TNL-3000 information.
Table 5-3: GPS Basemap Compatibility
5.5.3 GPSS
GPS Steering provides a steering command to the autopilot through the HDG Datum
channel to provide for enroute, procedure turn, holding pattern, and turn anticipation
operation. GPSS through the EFD1000 is only available if Label 121 is transmitted by the
GPS over the ARINC 429 bus.
Existing GPS/NAV switching from the GPS and VLOC receiver to the original HSI will be
removed as the PFD will provide this capability. The existing GPS and VLOC receivers will
be wired directly to the PFD or ACU(s) as per the installation drawings in Section 9.
Analog connections from the GPS and/or VLOC receiver to the autopilot will be removed
and wired per the ACU to autopilot interfaces shown in Section 9.
The discrete output from the EFD1000 PFD Pro is used to drive a tone generator or
Sonalert. The Sonalert will sound when approaching the “Selected Altitude”, leaving the
“Selected Altitude” by more than 200ft, when “Minimums” is reached, or if an Evolution
Synthetic Vision (ESV) alert is triggered. The Sonalert must be mounted in a location so
that it is audible to the pilot while seated such as above the pilot’s head, on the
instrument panel, on the glare shield, or some other acceptable location. The Sonalert is
not an option but required when ESV is enabled and the aircraft does not have a TAWS
system installed. The MFD discrete output can be used to permit switching the autopilot
datum source to a reverted MFD. See Appendix F, : A/P Source Select.
The EFD500 does not have an integral AHRS and therefore does not output heading
information.
(1)NOTE: The ACU2 26Vrms@400hz reference output can support loads up to 0.06VA, which may be
one analog or several digital indicators. It is suggested to determine the load requirements
of the sources or use an external inverter as the synchro reference.
Air data information is available in the following formats. The ACU does not pass-thru
air data information to its output bus, the ACU2 does. See Section 8 for ARINC 429 and
RS232 air data output specifications.
The EFD500 does not have an integral air data computer and therefore does not output
air data information.
Unless, as installed, that equipment was tested and calibrated to transmit altitude data
corresponding within 125 feet (on a 95 percent probability basis) of the indicated or
calibrated datum of the altimeter normally used to maintain flight altitude, with that
altimeter referenced to 29.92 inches of mercury for altitudes from sea level to the
maximum operating altitude of the aircraft.
Aspen has shown that the EFD1000 system is capable of transmitting altitude data
reliably on a better than 95% probability basis. Therefore, when the EFD1000
altimeter system is tested and calibrated in accordance with 14CFR 91.413, the
EFD1000 system can be used as an Encoding Altitude source.
The EFD1000 provides this output in RS232 Format Z. See Figure 9-28 for wiring
connections.
A second ACU is required when two (2) analog VLOC receivers are installed. Note when
installing two ACUs they both must be of the same type (ACU vs. ACU2) if the ACU2 is
being used for the advanced features of ADF/RAD ALT/OAT. The advanced features
require the ACU2 to be configured high speed and the ACU can only operate low speed
A429.
A decision height (DH) input from a compatible radar altimeter may be connected to the
ACU/ACU2. “DH” will be displayed on the PFD when decision height is reached.
Several new RS-232 ports are enabled in v2.X software. When an EWR50 XM received is
added to the installation during a v2.X upgrade and there is an existing RS-232 GPS
connection, this will need to be moved to another port. See Section 8.
If there is insufficient clearance between the PFD and control column when the flight
controls are in the full nose down position, it will be required to flush mount or recess
mount the PFD in the instrument panel. Also the installer may choose to flush mount the
PFD for cosmetic reasons.
Aspen Avionics Flush Mount Kit
Aspen Avionics offers a specific Flush Mount Kit for this purpose. See Service Bulletin
SB2009-03 document number 991-00018-001 for instructions.
Locally Fabricated Brackets
If the installer chooses to fabricate their own brackets for flush mounting the displays
then this modification is beyond the scope of this manual and will require that the
brackets and the instrument panel modification be separately approved.
Additional sensors (including TCAS I) will be added from time to time and will be identified in
subsequent revisions of this manual or in Service Bulletins or Tech Notes. Traffic sensor
control functions are performed using existing traffic equipment installations or other
compatible equipment. TCAS II is incompatible with the EFD1000/500. TCAS II installations
are not authorized.
EWR50 XM Weather
See Aspen Avionics document 900-00007-001 “EWR50 Installation Manual” for
installation data on installing the complete EWR50 system.
WX-500
The EFD can be configured so that it is the control panel and the display for the WX-500.
In this configuration the EFD will be configured for “CONTROL” which allows the installer
to configure the WX-500 receiver, initiate various tests, and view system data from the
WX-500 via the EFD. The EFD RS232 transmitter and receiver will be connected.
If an existing WX-500 control panel exists and it is desired to keep that interface
operational then the EFD will be configured as “DISPLAY” and only the EFD RS232 receiver
will be connected
5.8 ADF
One or two Bendix King KR-87 type ADF receivers may be connected to the ACU2. ADF1 and
ADF2 may be selected as bearing pointers on the HSI. The ACU2 does not support stepper
motor drive for remote RMI, but does provide ARINC 407 synchro heading output for RMI that
support this interface.
6 Mechanical Installation
The PFD and MFD installation will require mechanical modifications to the aircraft. The PFD, RSM (a
RSM is required for each EFD1000 installation), and Configuration Module will be installed in all
installations, while one (1) or two (2) ACU(s), and one (1) or two (2) MFD(s) may be installed in
others. Most installations will require removing and relocating existing flight instruments to
alternate locations in the instrument panel to be used as standby instrumentation.
• The EFD1000 must be mounted within 20º nose down to -10º nose up of perpendicular to
the aircraft waterline.
• The EFD1000 must be mounted within 0.0±2.0º of the zero degree roll “wings level” axis.
• The RSM must be mounted within ±4º to the longitudinal axis of the aircraft (see Figure
6-16)
• The RSM must be mounted within ±10º to the zero degree roll “wings level” axis (see
Figure 6-19)
• The RSM must be mounted within ±10º to the zero pitch axis “waterline” of the airframe
(see Figure 6-17).
• RSM must be mounted to a relatively flat surface such that when installed it will not
deform the aircraft skin and must not allow more than a .030” gap between RSM and skin.
• RSM must not be mounted to a NO ZONE as pictured in Figure 6-13, Figure 6-14, and
Figure 6-15.
• Mounting the RSM to, or making other penetrations through, the aircraft pressure vessel
is beyond the scope of this STC. Separate FAA approval of pressure vessel penetrations
required to accommodate RSM mounting is required prior to the installation of the
remaining EFD1000 system components under the EFD1000 AML-STC.
• Mounting the RSM to the exterior of a composite or fabric skinned aircraft structure is
beyond the scope of this STC. To mount the RSM on composite or fabric skin aircraft
structures, separate FAA approval of the RSM mounting is required prior to the installation
of the remaining EFD1000 system components under the EFD1000 AML-STC.
The RSM provides information required for the presentation of attitude, heading and OAT
information for each EFD1000 display. If the EFD1000 MFD is used as backup for
attitude (this is presently not permitted) then the redundant RSMs in a dual EFD1000
display installation are essential. If there is anticipation that the backup attitude
indicator would eventually be a candidate for replacement by the EFD1000 MFD, then the
following would apply: to ensure the RSM devices would remain redundant.
NOTE: If the EFD1000 MFD is not used as a backup attitude indicator, these RSM separation
requirements are only recommendations, and the minimum separation for RSMs is six inches,
edge to edge.
To avoid possible common mode failures the PFD and EFD1000 MFD RSMs should be
separated by aircraft structure and mounted in different regions of the airframe. For
example, one RSM can be top mounted on the aft empennage region while the other is
internal wing mounted (i.e., old flux sensor location). If this is not practical, the two RSMs
must be separated by a minimum of 12 inches laterally (preferably separated by dorsal or
keel structure), or if lined up longitudinally where one RSM is directly fore or aft of the
other, the separation must be a minimum of 24 inches.
Note: In future software releases it may be possible to remove the mechanical attitude indicator,
provided that sufficient separation exists between the two RSMs.
• Although each RSM’s wiring to its display is manufactured as individually shielded and
continuous wiring, the redundant RSM wiring is specifically not permitted to share the
same connector, nor the same shield throughout their entire installation.
• A minimum of 12” lateral separation is required for all wiring (with the limited exception
of regions permitting benign bulkhead penetrations) unless physical partitions exist.
• When the EBB58 is installed its wiring harness must also remain isolated/separate from
the EFD1000 PFD’s RSM wiring to provide independence. This will ensure that any physical
damage to a particular wiring bundle cannot damage both the PFD’s RSM input and the
EBB’s ability to provide emergency power to the EFD1000 MFD.
• Turbine Compressor Rotor burst considerations: If installed in a rotor burst zone the RSMs
must be installed on the top and bottom of the fuselage and not within the multiple
fragment region with corresponding wire routing. If the RSMs are outside of the rotor
burst zone but their wire routing is within this threat area, then only the wiring
installation must include this level of separation.
• Bird strike considerations: If not shielded by the shadow of the fuselage, the RSMs must
either be laterally separated or installed on the top and bottom of the aircraft.
The EFD uses an installer fabricated braided bonding strap to ensure proper bonding to the
panel. The bond strap is attached with supplied screw (3/8th inch length) to the back of the
EFD at a location just below and left of static port. The other end of the strap is attached to
the EFD mounting bracket screw at the rear of the panel. Each EFD1000 display must have its
own (i.e. not shared with another EFD1000) bonding strap ground location.
The RSM does not require an RF ground plane, but it must be bonded to the airframe to meet
compliance with DO-160E EMI and lightning certification requirements. Bonding of the RSM is
achieved through the mounting fasteners. The attached ground wire on the RSM is not a
bonding wire but is a shield ground for the pigtail over braid and must be connected to
airframe ground. Each RSM harness shield must have its own (i.e. not shared with another
RSM) bonding location.
The ACU is bonded through its six (6) mounting holes and chassis when mounted to a metal
surface, otherwise a braided or single stranded wire bonding strap to airframe ground will
need to be fabricated for mounting on composite structures.
6.7 Cooling
The EFD uses an integral fan for cooling. The area near the fan must be unobstructed to
permit maximum airflow through the unit. Venting and cooling air circulating behind the EFD
will improve heat dissipation and may improve equipment reliability, and is therefore a good
installation practice. The RSM, ACU, Configuration Module, and EBB58 have no cooling
requirements.
NOTE: To avoid damage to the equipment, do not place the EFD Display face down on the knobs.
The PFD must be mounted approximately centered in the instrument panel per FAR
23.1321(d). If the two existing instrument holes that contain the attitude indicator and
direction indicator are not exactly centered, but are the closest instruments to the center,
then that position is acceptable for mounting the PFD.
The PFD can be mounted on the non-pilot (typically right side) side of the instrument
panel if it is not for use by any required pilot during takeoff, initial climb, final approach,
and landing. Backup instruments are required on the pilot side only. See 14CFR
23.1311 and 14CFR 23.1321.
NOTE: Modification to the existing instrument panel is not authorized under this STC. Any
modification must be approved separately.
Since the MFD1000 may become a PFD during MFD to PFD reversion, the EFD1000 MFD
should be positioned adjacent to the right or left of the PFD. If this is not practical or
permitted (see note below), then the EFD1000 MFD must be mounted in the pilot’s
primary maximum field of view in a position that meets FAR 23.1321(a) if it is to be used
as a backup instrument or if the MFD is for use by any required pilot during takeoff,
initial climb, final approach, and landing. The requirements are +/- 35 degrees from the
pilot’s centerline horizontally (+/- 21 inches from centerline as defined by AC23.1311-
1b). See Figure 4-7.
NOTE: If it is not possible to configure the EFD1000 airspeed tape to look identical to the existing
airspeed indicator then the airspeed and altimeter must remain in the original positions (to
preserve the basic “T”) and the airspeed/altitude tapes on the PFD (and reverted MFD) must
be locked off. This will require any MFD to be positioned outside of the airspeed indicator or
altimeter.
NOTE: The standby instruments must be as close as practical to the PFD. This applies to the
EFD1000 MFD when used as the standby airspeed and altitude – the standby AI must be as
close as practical to the EFD1000 MFD.
The pre-drilled holes in the mounting bracket support both standard 3” round
instrument holes, and 3ATI square cutouts. The bracket is centered on the upper
instrument hole. The lower portion of the bracket is provisioned with screw slots,
allowing variable vertical spacing configurations.
If the lower cutout is a 3ATI or other larger standard cutout, a commercially available
metal blanking plate should be used to flush fill the cutout. Use the EFD Mounting
Bracket as a template to cut the 2.10” diameter cutout for the fan and two 0.150”
diameter mounting holes. All cut edges should be treated to prevent corrosion.
Aircraft with tilted instrument panels of 20º or less can install the EFD flat against the
panel. The tilt will later be removed electronically in the system configuration using the
Panel Tilt Pitch Adjustment.
The EFD is attached to the instrument panel in 6 places with MS24693-S30 (#6-32
flathead screws), NAS1149FN632P (washers), and MS21044N06 (#6-32 Nuts). It is also
acceptable to use existing #6 nutplates.
1) Burnish the back of the instrument panel around one of the 6 mounting holes to
allow for bracket to instrument panel bonding through the screw/washer/nut.
2) Loosely install the bracket with the upper two mounting screws/nuts/washers as
shown in Figure.
3) Use an inclinometer on the top of the EFD bracket with the aircraft level to make this
adjustment. It may be necessary to slot the existing holes to align the bracket in the
roll axis.
4) The PFD must be mounted within 0.0±2.0º of the zero degree roll “wings level” axis.
5) Fabricate an 8” bonding strap from braid and two ground lugs. Attach one ground
lug to a mounting screw on the backside of the panel (see Figure 6-10).
6) Install remaining EFD mounting bracket screws and nuts.
7) Tighten all six (6) mounting screws and nuts to 12 in-lbs. anchoring the bracket to
the panel.
These are partial instructions for accomplishing the aircraft modification to permit recess
mounting the EFD1000 displays using Aspen Avionics Recess Mounting Kits. Recess
mounting of the EFD displays can be done for cosmetic reasons or for clearance when
the flight controls are in the full nose down position. This data, and the information
found in AC 43.13-2B Chapters 1, 2 and 11 normally is sufficient data to accomplish the
modification.
This section contains instructions for preparing the instrument panel to accept the
EFD1000/500 in a recessed mounting. This data is approved for the structural aspects
of the instrument panel modification; however, by itself, it may not be sufficient data to
address all aspects of modifying the instrument panel of an aircraft. These instructions
and the data in AC43.13-2B chapters 1, 2 and 11 is normally sufficient data to complete
the modification. In some cases (for example only, if the instrument panel supporting
structure, structural attachments, or a structural instrument panel are modified) then
additional data will be required. In those cases where this data is insufficient then these
instructions, combined with additional data to accommodate individual differences in an
aircraft, can be presented to a Structural DER or Regulatory Authority for approval. If the
data package is satisfactory, the DER or Regulatory Authority will approve the data for
use in the modification of the instrument panel.
Once all necessary approved data to accomplish the panel mounting is obtained, and the
modification is accomplished, the EFD1000/500 installation can proceed in accordance
with AML STC SA10822SC or other regulatory approval process.
STEP 1 – Evaluate the Installation and Determine if Sufficient Approved Data is Available to
Proceed
Normally, the instructions in this section and in AC43.13-2B Chapters 1, 2 and 11 are
sufficient data to complete the modification. If the data is not sufficient, such as, for
example the instrument panel structural supports are affected or the panel itself
provides structural integrity to the airframe, then additional data must be developed
and approved. If additional data is required, collect and prepare the approved data
necessary to substantiate the alteration before modifying the aircraft.
STEP 2 – Plan the Cutouts for the Instrument Panel in Accordance with the Cutout Location
Figures Below
Using the dimensions from Figure 6-3 – Single EFD, Figure 6-6 – Dual EFD, or Figure
6-7– Triple EFD as a guide determine the mounting location of the brackets. Verify
that no supporting structure is compromised. See AC43.13-2B.
STEP 3 – Obtain one Recess Mount Kit for Each Display to be Installed
STEP 4 – Measure and Mark the EFD Cutout and Bracket Mounting Hole Locations
Using the dimensions from – Figure 6-3 Single EFD, Figure 6-6 Dual EFD, or Figure 6-
7 Triple EFD as a guide mark the EFD cutout and four bracket mounting holes per EFD.
The clearance notch at the top (see detail “A”) is to permit a tool to be inserted to
press the EFD release mechanism and release the EFD from the mounting bracket
STEP 5 – Cut out the EFD hole and Drill Four Mounting Holes per EFD
2) Cut the display bezel opening and drill four bracket mounting holes (per EFD)
0.144” in diameter and countersink as required.
3) Remove burrs and break sharp edges on the panel (0.005” – 0.015”).
4) Chemical conversion coat the bare aluminum and primer or paint as required.
Step 6 – Install the Recess Mount Brackets and Hardware (Use Figure 6-4 for reference)
1) Fit the spacers (A) between instrument panel and recess brackets (C) as shown
in Figure 6-4, using four MS24693-S26 6-32 X 3/8 machine screws or pan
head screws may be used if that look is desired. Tighten all four mounting
screws and nuts to 12 in-lbs anchoring the brackets to the panel.
NOTE: Spacers (A) come in a strip of three which can be snapped apart for Single and Dual display
installations. Triple displays will use the spacer in one long piece. The thickness of the
instrument panel will determine how many spacers will be required. Instrument panels that
are 1/8” thick should require one spacer while 1/16” panels may require up to four spacers to
provide the desired appearance.
2) Mount EFD Bracket (B) to Recess Brackets (C) using six MS24693-S24 6-32 X
¼ flat head machine screws.
3) Tighten all six mounting screws and nuts to 12 in-lbs.
1) Fabricate one 8” bonding strap (per EFD) from braid with ground lugs at each
end.
The following test is to structurally substantiate the bracket installation. The applied
static test load is determined using 2.9lbs for each EFD mass. See AC 43.13-2B for
additional Structural Data.
Static Test Load
Number of Direction of Pull Load
(load factor x EFD
Displays (push on bracket) Factor
weight)
1 Forward (toward firewall) 9.0g 9.0 x 2.9 = 26 lbs
2 Forward (toward firewall) 9.0g 9.0 x 5.8 = 52 lbs
3 Forward (toward firewall) 9.0g 9.0 x 8.7 = 78 lbs
Table 6-3: Static Load Table
Use a block of wood or piece of aluminum that will cover the EFD bracket(s). This
ensures an even force is applied to the entire set of bracket(s) at once. Place
mechanical or digital push/pull gauge against block and assert the static test load
defined in the table above for a minimum of 3 seconds. Ensure instrument panel and
brackets show no signs of permanent deformation.
NOTE: The recessed brackets are TSO’d and meet the meet the sideward, upward, downward, and
forward axis load requirements of the EFD. Therefore only the forward axis is tested above to
substantiate the overall bracket installation.
An 8” or shorter braided bonding strap is required between the screw (below and left of
the static port- see Figure 6-10) on the backside of the EFD to a location on the backside
of the instrument panel using one of the mounting screws and nuts. Each EFD bonding
strap must have its own (i.e. not shared with another EFD) bonding location. Verify ≤ 3
milliohms resistance to airframe ground at bonding strap connection point.
NOTE: The EFD1000 system altimeter has not been evaluated for RVSM operations. For EFD1000
installations in RVSM-qualified aircraft, the altitude and airspeed tapes must be locked off in
the Installation Menus. Integration of the EFD1000 static input on RVSM qualified aircraft is
beyond the scope of this STC and requires separate approval.
Pitot and Static connections are made to the EFD1000 via two keyed quick connect
fittings. These connections will typically require a “T fitting” to be installed in-line with
the existing altimeter and airspeed indicators.
The quick connectors are keyed such that they cannot be interchanged. Once the correct
quick connector is fastened to the pitot and static lines, they cannot be inadvertently
swapped on the rear of the EFD unit.
Installations that include an EFD1000 MFD require that there be an alternate static valve
accessible to the pilot while seated in the normal position. Installation of an alternate
static valve is outside the scope of the EFD1000 STC.
If the aircraft has dual pitot and/or static systems then connect the PFD to one system
and the EFD1000 MFD (if installed) to the other independent pitot and/or static system.
NOTE: The pitot quick connector will fit on the EFD static port but the static quick connector cannot
be inadvertently connected to the EFD pitot port due to the keying.
1) Insert “T” fitting into existing aircraft Pitot line and secure with the supplied hose clamp
(see Figure 6-12).
2) Connect a length of pitot line tubing between the “T” fitting and the “P” quick connector.
Verify the length of tubing can be installed with no drip loop and that it can be secured
away from flight controls. Secure each end with the supplied hose clamps.
3) Insert “T” fitting into existing aircraft Static line and secure with the supplied hose clamp
(see Figure 6-12).
4) Connect a length of static line tubing between the “T” fitting and the “S” quick connector.
Verify the length of tubing can be installed with no drip loop and that it can be secured
away from flight controls. Secure each end with the supplied hose clamps.
5) Secure pitot and static lines as necessary to prevent interference with other aircraft
structures and components and to prevent them from kinking when the EFD is slid in to
place.
CAUTION: Secure pitot and static lines so that they will not interfere with flight controls and are not
at risk of mechanical damage. The lines can soften when the EFD warms and should be
secured in a way that prevents the line from kinking.
PITOT
PITOT
3/16” ID TUBING
HOSE CLAMP
STATIC
STATIC
3/16” ID TUBING
STATIC QUICK
CONNECTOR
P/N 275-00001-001
“T” FITTING SPLICE INTO STATIC LINE
A pitot static leak check is required after the installation of the quick connectors and the
EFD1000 is installed. The quick connectors are designed such that they seal when
disconnected.
CAUTION: There are special considerations for mounting the RSM on composite, fabric and
pressurized aircraft. See sections 6.9.5and 6.9.6.
There are three versions of RSM available for mounting in different orientations. The –001
version includes an internal emergency use GPS and is generally for external top mounting,
although may also be internally mounted. The –002 version does not include the internal GPS
and is for external or internal mounting in a top-mounted orientation. The –003 version also
does not include the internal GPS and is for external or internal mounting in a bottom-
mounted orientation.
NOTE: If all RSM are mounted internally (and no remote OAT connection to ACU2) the OAT sensor
must be disabled which will result in no TAS and wind display. If the RSM is mounted on the
bottom, or internally mounted in an aluminum aircraft, then the emergency GPS sensor will
be disabled, but can be inter-communicated from a RSM that is receiving GPS through
configuration.
The RSM includes magnetic flux sensors which is why it is important to locate the RSM as far
away from the cabin and baggage (or “hat rack”) compartment as practical as these areas may
have varying magnetic fields (baggage, passengers, etc.).
The RSM should not be mounted within 18 inches of a VHF Comm antenna, 6 inches of a GPS
or ELT antenna, or within 12 inches of an active traffic antenna or DME antenna.
The RSM should be mounted to a relatively flat surface such that there is less than .030” gap
surrounding the RSM when installed. The RSM must not be mounted to an excessively curved
area that could deform the RSM or aircraft skin.
The RSM must not be mounted within a composite fairing such as a fiberglass wingtip cover,
or vertical fin cover as these do not protect against direct lightning effects.
See Figure 6-13. The RSM is typically installed near the tail of the aircraft on an
unpressurized portion of the airframe. To take advantage of the OAT sensor and internal
GPS (-001 only) the RSM must be mounted on the top outside of the airframe. Any RSM
may be mounted internally if an outside location is impractical. Whenever an RSM is
internally mounted, the OAT must be configured “off” and the internal GPS (-001 only)
may need to be disabled if GPS signal reception is problematic.
For a top external mount the preferred RSM installation area is a minimum of 12 inches
behind a typical baggage or (hat rack) compartment to no closer than 39” from the end
of the fuselage. The “Less Preferred” areas over the cabin should only be selected if
impossible to find an acceptable location within the “Preferred” area of Figure 6-13.
Unlike a GPS antenna that is used for primary navigation, the backup GPS usage and
inherent sensitivity do not require a full view of the sky. Therefore, the vertical stabilizer
may partially mask the antennas view of the sky/horizon. Installation on either side of
the vertical fin is acceptable.
When externally mounted, the NO ZONE areas are hot zones for a lightning strike and are
not to be used for mounting the RSM. The RSM must not be mounted externally to the
wing, the top of the vertical stabilizer, the horizontal stabilizer, the fuselage forward of
the cabin, or within 39” of the tail as measured from the fuselage aft end as shown.
If it is impossible to find a suitable external mounting location in the preferred area, and
internal mounting is not possible, it may be permissible to mount the RSM above the
cabin. A location will need to be found that is a minimum of 18 inches from any small
cabin speakers or electronic device that can cause compass fluctuations. Large cabin
speakers may cause RSM interference at distances up to 3 feet. Use the procedure in
Section 0 to locate a quiet area. During operation of the electrical systems, concentrate
on those devices that are in the cabin and within the headliner. Be aware that headsets
and other items worn by and operated by the flight crew and passengers could
potentially interfere with the RSM. Typically this would be when the headset is within 12”
of the RSM location. Find a location that cannot be affected by passenger and flight crew
headsets while seated or moving about the cabin.
With software version 2.X it is also possible to internally mount the RSM within an area of
the aircraft fuselage or wing structure that is magnetically benign. For aluminum
aircraft, the RSM may be mounted anywhere inside the aluminum structure.
For composite or fabric covered aircraft, the RSM must not be mounted forward of the
windscreen, or within 39” of the aft end of the fuselage. It may be mounted within the
wing but no closer than 39” of the wingtip. It must not be mounted within the horizontal
stabilizer, or within the vertical stabilizer. See Figure 6-14.
NOTE: If internally mounting the RSM a mounting plate must be locally fabricated and approved
separately. All mounting instructions for a magnetically quiet location still apply.
See Figure 6-15. The–003 version of the RSM is designed for external bottom mounting.
This version may be mounted to any magnetically quiet area on the underside of the
fuselage. Mounting this RSM to the underside of an aerodynamic surface, such as the
wing or the horizontal stabilizer is not approved. Any location that results in the OAT
sensor becoming heated from engine exhaust requires that the OAT sensor be disabled
in configuration menus.
Figure 6-13: RSM-External Mounting Locations (Top/Side View) – all aircraft types
The installer must determine the best RSM location given the above factors. A navigation
quality handheld compass (i.e., hiking compass) can be used to find a magnetically quiet
area free from the effects of magnetic disturbances from flight controls, autopilot servos,
strobes, or any other large magnetic field appliance.
The RSM can detect magnetic fields in three dimensions. This means that magnetic
influences below the RSM can also affect performance. Be sure to evaluate potential
magnetic influences above and below the RSM.
NOTE: Changes to the magnetic field around the RSM can affect the RSM calibration and require
revalidation of the RSM performance.
Known sources of interference include (but are not limited to) the following types of
material located near the RSM (normally, these materials within 12 inches can cause
interference):
• Steel-wound hose or ducting
• Steel hose clamps
• Magnetized or magnetic hardware
• Servos
• Trim motors
• Poor bonding of electrical connections
• Blower motors
Place a small handheld compass in the proposed RSM mounting location and move the
compass around the location looking for needle deflection. There should be no more
than 2º of compass needle movement within an area 18” x 18”x 18” around the proposed
location. Should the compass show excessive needle movement it would be required to
find a new location or, if feasible, treat the affected area with a degaussing coil. Contact
Aspen Avionics product support for information on obtaining or using a handheld
degaussing coil. A degaussing coil can be purchased at most audio and video stores.
Operate flight controls from stop to stop and verify no more than 2º of compass needle
movement. Should the compass show excessive needle movement it would be required
to find a new location or degauss the flight control cables and or flight control hardware.
Operate all electrical systems. The compass needle should not deflect more than 2
degrees during testing.
If a location cannot be found with less than 2 degrees of deflection then the electrical
device causing the interference will need to be determined. The device causing the
interference may need to be re-bonded or the wiring may need to be relocated.
If the compass does not show any deflection from electrical or mechanical sources then
that location should be acceptable to mount the RSM.
On pressurized aircraft it will be necessary for the RSM wiring to penetrate the aircraft
pressure vessel. The installer is responsible for obtaining proper documentation and
FAA approvals from either the airframe manufacturer or from a DER or FAA field office
for any penetrations of the pressure vessel or bulkhead.
NOTE: Penetration of the pressure vessel is not approved under this STC and will require separate
approval.
NOTE: Mounting the RSM on the pressure vessel is beyond the scope of this STC and requires
separate approval.
Approval for the structural aspects of mounting the RSM to a composite or fabric skinned
aircraft, including consideration for the direct effects of lightning, is beyond the scope of
the EFD1000 AML STC. Separate FAA approval for structural and lightning direct effects
considerations is required before mounting the RSM on these aircraft types.
RSM installation on aircraft certified to 14CFR Part 23 Amendment 23-48 or later (such
as the Gippsland GA-8) must be evaluated for damage tolerance if the RSM is to be
located on the wing, empennage or associated structure. Therefore the installation of
the RSM on the wing, empennage or associated structure of these aircraft is beyond the
scope of this manual and requires separate approval.
The installation information for the RSM in this manual is satisfactory to meet the
requirements for the direct effects of lightning for all metal aircraft.
Though separate approval must be obtained for the RSM structural and, in the case of
fabric and composite aircraft, lightning direct effects; installation of the remaining
EFD1000 system components is approved under the EFD1000 AML-STC. This includes
HIRF and lightning induced transient susceptibility approval of the EFD1000 system
installation (i.e. display, RSM, CM, ACU, and associated wiring).
Each RSM harness shield must have its own (i.e. not shared with another RSM) bonding
location.
NOTE: For aircraft operating in the latitudes above 55N or in the southern fourth of Australia it is
recommended that the RSM mounting angles be at 5 degrees or less.
Maximum fore and aft tilt is in relation to the aircraft waterline. An aluminum shim
might be required to keep orientation within limits (see Section 6.9.12 for shim
fabrication).
This STC approves the use of the doubler shown in Figure 6-21 for Aluminum Skinned
aircraft only. Mounting the RSM to a composite or fabric aircraft is not approved by this
STC and will require that the installer obtain separate approval of the RSM mounting on
these classes of aircraft. After the RSM mounting has been approved, this STC may be
subsequently installed.
The doubler may be purchased from Aspen under P/N 503-00015-001 or may be
installer fabricated using the dimensions and rivet holes as shown. Should the installer
wish to deviate from this doubler in size, rivet count, rivet spacing, or doubler thickness,
they are required to seek separate approval.
2) For aircraft skins 0.050” thick and less the doubler should be made from 0.050”
material or optionally Aspen P/N 503-00015-001 doubler may be used. For
aircraft skins thicker than 0.050 the doubler should be made from material the
same thickness as the aircraft skin.
NOTE: The tab for the RSM shield ground lug connection may be bent as shown or the entire
forward edge may be extended and bent down as a tab.
9) Remove burrs and break sharp edges on the aircraft skin (0.005” – 0.015”)
10) Burnish the aircraft skin on the inner surface in the area where the doubler will
mount. Apply Alodine 1201 and do not prime.
11) The doubler is attached to the inside surface of the aircraft skin with solid rivets.
12) For aircraft skin less than 0.032 thick install with MS20470AD4 protruding head
rivets.
13) For aircraft skin thickness of 0.032 install with NAS1097AD4 rivets flush in the
fuselage skin. Carefully control the countersink depth to not knife-edge the
fuselage skin.
14) For aircraft skin thicknesses 0.040 to 0.050 install with NAS1097AD4 rivets flush
in the fuselage skin.
15) For aircraft skins 0.063 or thicker install with NAS1097AD5 rivets flush in the
fuselage skin.
The installer must use a suitable existing shelf or fabricate a suitable mounting bracket
for internally mounting the RSM. Use AC43.13-2B Chapter 1 for additional structural
data.
CAUTION: Do not use a magnetic tipped or electric screwdriver to mount the RSM as this may
magnetize the RSM and cause heading errors.
CAUTION: For installations made under revision J or later of the Installation manual, only non-
ferrous mounting hardware can be used (i.e., screws, nuts, washers, nutplates) to mount
the RSM. Use of any ferrous hardware may cause compass errors. The supplied Brass
hardware should be used.
NOTE: The RSM contains a sensitive magnetometer. Nearby ferrous components or hardware can
magnetize the RSM and/or cause erroneous indications.
1) It is not required to remove aircraft surface paint below RSM unless an aluminum shim was
required on extreme mounting angles. The shim must be bonded to the fuselage.
Bonding of RSM is through four (4) mounting screws to doubler.
2) Install ring terminal to RSM shield ground wire.
3) Install RSM on aircraft and secure using four (4) screws, four (4) washers, and four (4) nuts
as identified below. Installer may substitute non-ferrous nut plates for washers and nuts
provided the nutplates are attached to the doubler only and not the aircraft skin.
Description
8-32 Brass screw 1¼” MS35214-47
Brass locking nuts MS21044B08 (formerly AN365-B832)
Brass Washer NAS1149B0832H (formerly AN960-B8)
Table 6-4: RSM Mounting Hardware
4) Torque hardware to 12-15 in-lbs. Do not over-torque the hardware as it may cause the
RSM housing to crack.
5) Attach ring terminal to ground stud on RSM doubler tab.
6) Apply a bead of non-corrosive sealant around the RSM and over each mounting screw.
If the RSM exceeds the mounting limits of Section 6.9.8 a shim will be required.
Fabricate a shim with the dimensions of the RSM baseplate. Optionally the shim can be
made square and slightly larger than the RSM baseplate for ease of construction (see
Figure 6-25).
The shim must not exceed the minimum and maximum thickness as shown in Figure 6-
26. Use of a thicker shim is acceptable but not approved under this STC. A thicker shim
will require a local approval.
6) The shim must be bonded to the aircraft skin by removing the paint and prepping the
aircraft surface where the shim and RSM will be mounted. Remove paint ½” inside the
outer footprint of the RSM mounting location. Burnish the aircraft skin and apply Alodine
1201, do not prime.
7) Sandwich the shim between the aircraft skin and the RSM following the RSM installation
procedure in Section 6.9.8.
8) Apply non-corrosive sealant around shim and RSM.
When mounting the ACU/ACU2 find a location in the aircraft of known load carrying
capabilities such as:
• Existing Avionics Shelf
• Baggage compartment
• Radio Rack
• Cockpit Floor
Mount the ACU to existing shelf in any orientation using six (6) MS35206 #8-32 screws,
six (6) NAS1149FN832P washers, and six (6) MS21044N08 #8-32 self-locking nuts.
Tighten nuts to 12 in-lbs.
Should a shelf or bracket need to be fabricated in order to install the ACU it is beyond
the scope of this STC and will require separate FAA approval for that modification.
1 19
20 37
1 13 1 8
14 25 9 15
The EBB58 must be mounted within the temperature-controlled part of the aircraft. It must
not be mounted to the firewall. The battery warms during operation and therefore should not
be mounted under a seat.
The installer must use an existing shelf with suitable load carrying capabilities or fabricate a
suitable mounting bracket for mounting the EBB58. Use AC43.13-2B Chapter 1 for additional
structural data.
Secure EBB58 bracket to existing structure or fabricated bracket using four (4) MS35206
#6-32 screws, four (4) NAS1149FN632P washers, and four (4) MS21044N06 #6-32 self
locking nuts. Tighten nuts to 12 in-lbs.
Install the EBB58 in the rack so that the rear tab is properly retained and the spring clips
are fully seated.
NOTE: If the spring clip(s) are sprung so the pins do not fully seat, the mounting bracket must be
replaced.
7 Electrical Installation
7.1 Electrical Load Analysis
Perform an electrical load analysis to verify the aircraft complies with FAR 23.1351(a) using
the current draw of each installed component as determined from Table 7-1 below.
Component Current Draw (amps)
EFD1000 2.4 nominal @ 28Vdc
4.8 nominal @ 14Vdc
EFD500 0.8 nominal @ 28Vdc
1.6 nominal @ 14Vdc
RSM – Remote Sensor Module Current Draw included in EFD1000
ACU – Analog Converter Unit 0.5 nominal @28Vdc
1.0 nominal @ 14Vdc
ACU2 – Analog Converter Unit 2 0.5 nominal @ 28Vdc
1.0 nominal @ 14Vdc
Configuration Module Current draw included in EFD1000
A dedicated 7.5 amp pull type circuit breaker and switch or breaker/switch combination
for the EFD1000 PFD must be installed in a location accessible to the pilot while seated.
The breaker will be powered from the switched battery or essential bus. Label the switch
and/or breaker “EFD1000 PFD.” Note – the switch may be labeled “PFD” in a PFD only
configuration. The switch must be rated for at least 7.5 amps continuous duty. Record
the location of circuit breaker and switch on Figure 3 of Aspen Avionics document #900-
00012-001, Instructions for Continued Airworthiness.
A dedicated 7.5 amp pull type circuit breaker and separate switch or breaker/switch
combination for the EFD1000 MFD must be installed in a location accessible to the pilot
while seated. The breaker will be powered by the switched battery or essential bus.
Label the switch and/or breaker “EFD1000 MFD.” Note - The switch must be rated for at
least 7.5 amps continuous duty. Record the location of circuit breaker and switch on
Figure 3 of Aspen Avionics document #900-00012-001, Instructions for Continued
Airworthiness.
If the aircraft has independent electrical systems then the PFD will be connected to one
bus and the MFD must be connected to the other independent bus.
A dedicated 5A to 7.5A pull type circuit breaker and separate switch or breaker/switch
combination for the EFD500 MFD must be installed in a location accessible to the pilot
while seated. The breaker will be powered by the switched battery or essential bus.
Label the switch and/or breaker “EFD500 MFD”. The switch must be rated for at least 5
amps continuous duty. The EFD500 MFD must have its own independent switch. Record
the location of circuit breaker and switch on Figure 3 of Aspen Avionics document #900-
00012-001, Instructions for Continued Airworthiness.
A two (2)-amp pull type circuit breaker for the ACU/ACU2 must be installed in a location
accessible to the pilot while seated. Wire the power source from the avionics bus
(switched battery bus if no avionics bus exists). The breaker is to be labeled “ACU” or
“ACU #1” in a dual ACU installation. If a second ACU is installed it will require its own
two (2) amp breaker labeled “ACU #2”. Record the location of circuit breaker(s) on Figure
3 of Aspen Avionics document #900-00012-001, Instructions for Continued
Airworthiness.
The EBB58 connects via a prefabricated harness to the back of the EFD1000 MFD (P/N
910-00001-002 only). A “Locking Toggle” switch rated for at least 0.5A continuous duty
must be installed in a location accessible to the pilot while seated. The switch must be
labeled “EBB EMER DISC” and have a “DISC” and “NORM” position. The NORM position is
when the switch is in the open position. The switch will be connected to the EBB D-sub
connector as shown in Figure 7.5. Record the location of the switch on Figure 3 of Aspen
Avionics document #900-00012-001, Instructions for Continued Airworthiness.
Wires and wiring bundles must be secured in such a way to eliminate risk of mechanical
damage and minimize exposure to heat and fluids per FAR 23.1365(e).
In order to meet HIRF and Lightning requirements it is required that the following cable
runs use either an over braid applied during fabrication or double shielded wires. The
over braid or double shield must extend within the back shell and must be grounded at
both ends.
All ARINC 429 and RS-232 wiring into or out of the EFD require either a double-shielded
wire or a tinned copper over braid be applied over the twisted shielded pair. See Figure
7-3 below and NOTE 1 on Wiring Diagrams 9-4 through 9-14.
Over Braid or
Double Shield 1
GPS1
Twisted Shielded Pair or Pairs* RS-232 or A429
Over Braid or 1
Double Shield
PFD
*Twisted Shielded Pair or Pairs = all shielded
wires as shown on Wiring Diagrams in Section 9.
This may be one, two, or three sets of twisted
shielded pair. Over braid installed over top.
Over Braid or
Double Shield 1
ACU
Twisted Shielded Pair or Pairs* A429 PFD to ACU only
The following wires require single shields to comply with HIRF and Lightning
requirements:
• Aircraft power to the EFD requires a single stranded shielded wire from circuit
breaker to EFD. See Figure 9-1.
• The discrete output from the EFD to the Sonalert (or relay) and the power wire from
circuit breaker to Sonalert (or relay) require a single stranded shielded wire. See
Figure 9-1.
• EFD to Configuration Module comes as an assembly with color coded wires and uses
an over braid over non-shielded single conductor wires.
EFD1000 to RSM wiring does not require the over braid or double shield, only what is
specified in Section7.2.9.
ACU to GPS, ACU to VLOC receiver, and ACU to autopilot require no additional shielding
just what is specified in the wiring diagrams of Section 9.
Use tinned copper over braid or double-shielded wires on all ARINC 429 and RS-232
wires entering or exiting the EFD back shell. Ground the over braid and wire shields
within the back shell. If using double shielded wire it may be difficult to terminate all
shields within the back shell. If this is the case then use a piece of tinned copper over
braid that extends at least 6 inches outside the back shell to cover all unshielded wires
(see Figure 7-4).
At the GPS/VLOC/ACU terminate the over braid within the back shell or as close as
possible. Ground the over braid at this end using a pigtail as short as possible. If using
double shielded wires then ground both shields at the GPS/VLOC/ACU with pigtail as
short as possible.
The EFD1000 to RSM wiring run is made with a single cable seven (7) conductor shielded
wire. M27500-A24SD7T23 or M27500-22TG7T14 seven (7) conductor shielded cable
can be used. Cable runs longer than 35ft are not recommended.
Ensure that a trap or drip loop is provided to prevent fluids or condensed moisture from
running into wires and cables dressed downward to a connector, terminal block, panel,
or junction box. See AC 43.13-1B Chapter 11.
This cable assembly is prefabricated with the following wire color markings and will be
cut to length at the EFD1000.
Pin 1 ...... White/Black
Pin 2 ...... White/Red
Pin 3 ...... White/Orange
Pin 4 ...... White/Yellow
Pin 5 ...... White/Green
Pin 6 ...... White/Blue
Pin 7 ...... White
Terminate the aircraft side of the RSM wiring with the Hirose circular connector from
installation kit as shown in Figure 7-5 below. Due to the compact design of the Hirose
connector it may be easier to solder the wires to the solder cups on the bench versus
inside the tail of the aircraft. Use a fine tip soldering iron for this procedure.
1) Pass the cable through the hood and metal cover. Strip back the insulation to expose the
shielding and wires with the dimensions that are shown.
2) Stake the metal clamper to the shield in the location shown. A hexagonal crimper such as
the ones used for BNC Coax connector assembly work can be used to crimp it to
approximately 5.2mm outside diameter.
3) Assemble the two pieces of the connector such that the ring retains the solder cup piece.
Discard the washer as it is not required.
4) Solder the seven (7) 24 AWG wires to the connector.
5) Thread metal cover onto connector.
6) Insert screw into metal cover so that it indents into metal clamper.
7) Put hood over metal cover.
CAUTION: Do not run RSM wiring near high current devices such as strobes and air conditioners and
avoid running RSM wiring in same wire bundle as strobe and air conditioning wiring
bundles if at all practical.
Terminate the shield at the PFD end inside the back shell. Attach pigtail ground wire
to shield and connect to ground screw as shown in Figure 7-6.
The Configuration Module (CM) connector comes as an assembly with color-coded wires
within an over braid. The wires are inserted into the appropriate pins as shown in Figure
9-1. The green wire with ground lug is attached to back shell.
PFD Pin Color CM Pin
41 Black 1
42 Brown 2
43 Orange 4
44 Red 3
-- Green 5
Table 7-2: CM Wiring
Wire the ACU as shown in Section 9 keeping all grounds as short as possible. No
additional HIRF shielding is required. The ACU case must be grounded to airframe
ground for proper operation.
Wire the NAV indicator as shown in Figures 9-24, 9-25, and 9-26. Do not parallel more
than one NAV Indicator to each ACU. When paralleling the wiring make the splice is as
close to the navigation receiver as practical. Do not splice the connection at the back of
the NAV indicator.
Wire the autopilot to ACU as shown in Section 9. Remove any existing connections and
switching between GPS and NAV receivers to autopilot. Only ARINC 429 wiring may
remain between the GPS and autopilot for NAV mode GPSS. The ACU will perform all
switching functions to autopilot for GPS1, GPS2, NAV1, and NAV2.
The EBB58 Wiring harness comes prefabricated with connectors both at the battery and
the MFD end. The twisted pair for the Emergency Battery Disconnect switch should be
cut to length and connected across the required SPST locking toggle type emergency
battery disconnect switch. Optionally a SPST switch and integral guard may be installed
in place of the locking toggle switch. The guard would be installed so the switch is
normally open. When the guard is lifted and the switch is enabled, the switch will close,
disconnecting the relay in the EBB. The shield is not grounded at the switch end.
The switch must be installed in a position so that is accessible to the pilot while seated.
Be sure the switch guard can remain open so the guard does not return to the resting
position and inadvertently open the switch.
NOTE: When in the DISC position, the EBB Emergency Disconnect switch energizes a relay powered
by the EBB. Thus, when the switch is in the DISC position, the Emergency battery will
gradually discharge through the relay.
Plug prefabricated wiring harness in to EBB58 and secure the connector by tightening the
jackscrews. Connect the other end to the back of the EFD1000 MFD (P/N 910-00001-
002 only) and secure the connector by tightening the jackscrews. The EBB battery cable
must be routed separately from the MFD main power wiring and the PFD RSM wiring.
CAUTION: The EBB harness connector at the MFD1000 end has 3 symmetrical contacts and it can
inadvertently be plugged in upside down. Make sure the label on the backshell marked
“TOP” is facing up or damage to the MFD and EBB could occur.
8 Electrical Connections
8.1 EFD Electrical Specifications
8.1.1 Power Input
Data is accepted in packets coded in the industry standard "avionics" format at a baud
rate of 9600, 8 data bits, 1 stop bit, no parity. Packets are accepted at approximately 1
Hz.
In Software version 2.X the following GPS configuration options are available in the
Installation menu:
• GPS TYPE 1 – KLN94 and KLN90B Standard RS-232 configuration.
• GPS TYPE 2 – KLN94 Enhanced configuration. Allows the KLN94 to be configured for
Enhanced RS-232. Curved flight paths can be displayed.
• GPS TYPE 3 – GX-50/55/60/65 configuration.
The EFD1000 Display outputs the following computed air data output signals over the
RS-232 bus in Format Z (Shadin) (ADC TYPE 1) and Format C (Bendix King) (ADC TYPE 2):
Label ADC TYPE 1 ADC TYPE 2
True Air Speed X X
Indicated Air Speed X X
Pressure Altitude X X
Outside Air Temp (OAT) X
Wind Direction X X
Wind Speed X X
Rate of Turn X
Vertical Speed X X
Heading Data X X
Table 8-1: RS232 ADC Outputs
The EFD receives the following labels on pins (16, 17) and (20, 21) when transmitted
from a GPS receiver. ARINC 429 word definitions are implemented per GAMA Pub 11. The
GPS input ports can be configured either HIGH or LOW.
The EFD receives the following labels on Pins (18, 19) and (22, 23) when transmitted
from a VLOC receiver. The VLOC input ports can be configured either HIGH or LOW.
ARINC (Label) EFD Parameter
Label 34 Tuned Frequency
Label 34, bit 14 set ILS Energize
Label 173 Localizer deviation and validity flags
Label 174 Glide Slope deviation and validity flags
Label 222 VOR Omni bearing
Table 8-3: EFD A429 VLOC Input
The EFD1000 transmits the following labels on pins 26 and 27 (only when the installation
is configured for no ACU) for ancillary equipment that require high or low speed ARINC
429 Heading, OBS, and Air Data. Note - if an ACU is installed then the connections will
be made at ACU P3 pins 4 and 5.
ARINC Label EFD Parameter Software Version
Label 100 Selected Course 2.0 and subsequent
Label 320 Magnetic Heading 2.0 and subsequent
Label 203 Pressure Altitude 2.0 and subsequent
Label 204 Pressure Altitude (Baro corrected) 2.0 and subsequent
Label 210 True Airspeed 2.0 and subsequent
Table 8-4: EFD1000 A429 GPS Output
A low level differential input that accepts a glide slope signal from an external VHF
Nav receiver.
Input Range: ................. ±150mVdc full scale
Max Input Range: .......... ±400mVdc
Load: ............................ 1000 ohm
An OBS resolver output for GPS receivers that require an OBS input. The resolver
output electrical zero is set to +60º (300º ORZ) for compatibility with most legacy
resolvers. The ACU accommodates OBS excitation with DC offset.
Excitation Amplitude: .... 5Vac min to 26Vac max (H to C)
Excitation Frequency: .... 30Hz to 5000Hz
Differential input from a GPS receiver indicating whether flying TO or FROM the active
waypoint.
TO the waypoint: ........... +40mV or greater
FROM the waypoint: ...... -40mV or greater
Differential input from a GPS receiver indicating LEFT or RIGHT of GPS course.
Input Range: ................. ±150mVdc full scale
Load: ............................ 1000 ohm
Validity flag from the GPS receiver indicating valid LEFT and RIGHT data.
Valid: ............................ 260mV to 800mVdc
Invalid: .......................... Less than 260mVdc
Validity flag from the GPS receiver indicating valid UP and DOWN data.
Valid: ............................ 260mV to 800mVdc
Invalid: .......................... Less than 260mVdc
Active low discrete input from a GPS receiver when in the OBS or HOLD mode.
Active low discrete input from a GPS receiver when approach mode is activated.
Active low discrete input from a GPS receiver when approach is selected.
8.2.5 Autopilot
A low level valid output to the autopilot indicating the Lateral (LT/RT) signal from the
ACU is valid.
Valid: ............................ 0.4 to 0.8Vdc
Invalid: .......................... Less than 0.05Vdc
Load: ............................ Will drive up to three 1000 ohm loads
NOTE – ACU2 P/N 910-00004-102 does not have a low level flag. It provides a discrete to ground
for energizing an external superflag relay.
A low level vertical deviation output that is connected to an autopilot vertical (UP/DN)
input. The low side of the differential output is referenced to ground.
Output Voltage:............. ±150mVdc nominal, tracks the glide slope deviation input
signal to within 5%
Loading:........................ Up to three 1000-ohm loads
A low level output to the autopilot indicating the UP/DN from the ACU is valid.
Valid: ............................ 0.4 to 0.8Vdc
Invalid: .......................... Less than 0.05Vdc
Load: ............................ Will drive up to three 1000-ohm loads
NOTE – ACU2 P/N 910-00004-102 does not have a low level flag. It provides a discrete to ground
for energizing an external superflag relay.
Active low output to an autopilot when an ILS is selected or GPS approach is active.
ILS/GPS APPR Active: ..... Sink to ground
ILS/GPS APPR Inactive: ... Open
Load Current: ................ 100ma maximum
Emulated KI-525A outputs to drive the heading and course datum inputs of an
autopilot.
Emulated PN-101 outputs to drive the heading and course datum inputs of an autopilot.
PN-101 EMULATION
ACU HSI TYPE = 3
2
REFERENCE DESCRIPTION
1
DATUM SCALING VOLTAGE (with ACU DATUM = NORMAL)
ACU P3-21
HDG The gradient is 26Vac Assuming a reference voltage of 26Vac, the
ACU P3-22 scaled to Reference gradient is 131mVac per degree up to 90⁰, or
11.8Vac voltage may 11.8Vac. From 91⁰ to 180⁰ the output
maximum at be any AC diminishes by 131mVac per degree, reaching
90⁰ when using reference 0Vac at 180⁰. For negative angles (HDG Bug left
a 26Vac voltage of the lubber line) the gradient is out of phase
reference. It is with the reference and is 131mVac per degree
linear between up to -90⁰. From -90⁰ to -179⁰ the output
0⁰ and 90⁰. diminishes by 131mVac per degree reaching
0Vdc at 180⁰.
CRS The gradient is 26Vac Assuming a reference voltage of 26Vac, the
ACU P3-3 scaled to Reference gradient is 131mVac per degree up to 90⁰, or
11.8Vac voltage may 11.8Vac. From 91⁰ to 180⁰ the output
maximum at be any AC diminishes by 131mVac per degree, reaching
90⁰ when using reference 0Vac at 180⁰. For negative angles (HDG Bug left
a 26Vac voltage of the lubber line) the gradient is out of phase
reference. It is with the reference and is 131mVac per degree
linear between up to -90⁰. From -90⁰ to -179⁰ the output
0⁰ and 90⁰. diminishes by 131mVac per degree reaching
0Vdc at 180⁰.
1Datum outputs are in reference to ACU P3-11, ACU reference ground.
2Reference voltage typically comes from autopilot computer or aircraft inverter.
Table 8-7: PN101 Emulation Specifications
Note 1: ACU Software Version A-02-178-1.1 or subsequent is required for the G- 550A and 52C77
Flight Director emulations.
A single high level valid discrete supplied by the flight director computer indicating
validity of the command bar signals to the ACU.
Valid: ............................ Greater than 5Vdc
Invalid: .......................... Less than 2Vdc
A single high level valid discrete indicating the pilot has engaged the flight director.
Engaged: ....................... Greater than 5Vdc
Disengaged: .................. Less than 2Vdc
Active low discrete output indicating the PFD directional gyro is valid.
Valid: ............................ Sinks to ground
Invalid: .......................... Open
Load Current: ................ 100ma maximum
Active low discrete output indicating GPS1 or GPS2 is the current coupled sensor on
the HSI.
GPS coupled: ................. Sinks to ground
GPS not coupled: ........... Open
Load Current: ................ 100ma maximum
The ACU2 will read Sin/Cos signals from an ADF#1 and a ADF#2.
Input Range: ...................... 4.5 ± 3 Vdc scale
Max Input Range: .............. +8.5Vdc
Load: ................................. at least 68000 ohm
The ACU2 will read differential signal from a compatible Radio Altimeter.
Input Range: ...................... -0.2 to +28Vdc
Max Input Range: .............. ± 29.2Vdc
Load: ................................. at least 121000 ohm
Displayed Resolution: ........ 10ft from 0 to 500ft, 100ft from 500ft and above
RA TYPE
Radio Altimeter Type Scaling
Setting
None NONE NONE
KRA 10 RA TYPE 1 For Radio Altitude 20 to 2500 ft. = +4mV/foot
Collins ALT 50/55 RA TYPE 2 For Radio Altitude ≤ 500 feet:
Voltsin = (0.02 * RALT) + 0.4 or
RALT (ft.) = (50ft/VDC * Voltsin ) - 20 ft.
For Radio Altitude > 500 feet:
Voltsin = 0.003 * (RALT-500) +10.4 or
RALT (ft.) = (333.3333ft/VDC * Voltsin) –
2966.7
ARINC 552 RA TYPE 3 For Radio Altitude ≤ 480 feet:
Voltsin = (0.02 * RALT (ft.)) + 0.4
For Radio Altitude > 480 feet:
Voltsin = (10) * (1 + Ln ((RALT (ft.) + 20)/500)
KRA 405 RA TYPE 4 For Radio Altitude -20 to 2500 ft.
Precision Out -10mv/ft.
KRA 405 RA TYPE 5 For Radio Altitude -20 to 500 ft. = +20mv/ft.
Aux Out #1 For Radio Altitude 500 to 2500 ft. = +3mv/ft.
For Radio Altitude = Zero ft. = +0.400 volts
Sperry RT-200 RA TYPE 6 For Radio Altitude -20 to 2500 ft. = -4mv/ft.
ARINC 429 RA TYPE 7 Label 164 on ARINC 429 RX3
Table 8-10:– Radio Altimeter Types
The ACU2 will output a heading synchro (bootstrap) signal per ARINC 407 to external
equipment.
Synchro Output:
Output Format:.................. VX-z = VRefsin(Ө - 120⁰)
VY-Z = VRef sin(Ө + 120⁰)
Output Range: ................... 0 to 11.8Vrms
The ACU2 will disable the heading reference output when an external reference of
greater than 18Vac is applied across pins 26V-REF-H and 26V-REF-C.
Heading Valid:
Open Collector output to the heading valid flag. It can sink up to 100mA to ground at
28Vdc.
The ACU2 outputs +15Vdc and -15Vdc to external equipment such as a Bendix King KA-
52/57.
+15 Range: ....................... +14Vdc to +15.5Vdc at up to 150mA
-15 Range: ........................ -14Vdc to -15.5Vdc at up to 150mA
The ACU2 will accept an external OAT probe to drive the OAT indication on the EFD. May
be used when the RSM is mounted internally or in the exhaust stream.
OAT Excitation: ................. 4.5 to 5.5Vdc at up to 20mA
OAT Signal: ....................... 213.15 to 333.15μA (±60C)
OAT Signal Load: ............... 6040 ohm ± 0.1%
The ACU2 provides a high impedance (10K) glideslope flag input for use with Narco and
other NAV radios unable to drive the standard 1k load.
Valid: ................................ Greater than 260mV across a 10000-ohm load
Invalid: .............................. Less than 100mV across a 10000 ohm load
The ACU2 makes hardware and software changes to the flight director inputs on
connector J2 that allows for new FD types. FD Valid and FD Engage inputs are the same
as ACU above.
Flight Director ACU FD TYPE
Scale Pitch, Range Scale Roll, Range FD Valid
Type Setting
None ACU FD TYPE 0
Bendix King ACU FD TYPE 1 -6.0 Vdc = 9.9⁰ UP -0.6Vdc = 10⁰ RT >5Vdc on P2-27
KI256 +10.0Vdc = 9.1⁰ DN +0.6Vdc = 10⁰ LT >5Vdc on P2-9
Offset 0Vdc Offset 0Vdc
Reserved ACU FD TYPE 2
The ACU2 transmits the following labels on J3-4/J3-5 (TX2)for GPS receivers and
systems that require ARINC 429 magnetic heading, air data and selected course.
ARINC EFD Software
PFD Data Rate (ms)
Label Version
100 Selected Course 200 2.0 and later
320 Magnetic Heading 200 2.0 and later
203 Pressure Altitude 200 2.0 and later
204 Baro Corrected Altitude 200 2.0 and later
210 True Airspeed 200 2.0 and later
Table 8-12: ACU2 ARINC 429 Output
Pin Input /
Name Function
Number Output
6 GND - “
7 DigitalDiscrete OUTPUT Tone Alert (PFD)/Reversion Relay (MFD)
8 RS232RX1 INPUT RS232 RX1 (115kb)
9 RS232RX2 INPUT RS232 RX2
10 RS232RX3 INPUT RS232 RX3
11 RS232RX4 INPUT RS232 RX4
12 RS232RX5 INPUT RS232 RX5
13 RS232TX1 OUTPUT RS232 TX1
14 RS232TX2 OUTPUT RS232 TX2
15 RS232TX3 OUTPUT RS232 TX3
16 ARINCRX1A INPUT ARINC Receiver 1
17 ARINCRX1B INPUT ARINC Receiver 1
18 ARINCRX2A INPUT ARINC Receiver 2
19 ARINCRX2B INPUT ARINC Receiver 2
20 ARINCRX3A INPUT ARINC Receiver 3
21 ARINCRX3B INPUT ARINC Receiver 3
22 ARINCRX4A INPUT ARINC Receiver 4
23 ARINCRX4B INPUT ARINC Receiver 4
24 ARINCRX5A INPUT ARINC Receiver 5
25 ARINCRX5B INPUT ARINC Receiver 5
26 ARINCTX1A OUTPUT ARINC Transmitter 1
27 ARINCTX1B OUTPUT ARINC Transmitter 1
28 Reserved - Future Expansion
29 Reserved - “
30 RS232TX0 OUTPUT RS232 TX
31 RS232RX0 INPUT RS232 RX0 (115kb)
32 RSMC - RSM data (EFD1000 only)
33 RSMD - RSM data (EFD1000 only)
34 RSME - RSM data (EFD1000 only)
35 RSMF - RSM data (EFD1000 only)
36 RSMG - RSM data (EFD1000 only)
37 ENET TX+ OUTPUT Ethernet TX bus
38 ENET TX- OUTPUT Ethernet TX bus
39 ENET RX+ INPUT Ethernet RX bus
40 ENET RX- INPUT Ethernet RX bus
41 CONFIGA - Configuration Module connection
42 CONFIGB - “
43 CONFIGC - “
44 CONFIGD - “
Table 8-13: PFD/MFD Pin Out
Pin Input /
Name Function
Number Output
J2-1 COMPOSITE INPUT VOR/LOC Composite input
J2-2 /ILS-ENERGIZE INPUT Active Low input from VHF Nav Rx
J2-3 /Spare-Disc1 INPUT Spare Discrete Input
/BACK-CRS- Open collector output to drive the back course
J2-41 OUTPUT
OUT sense circuit of an autopilot
/ILS-ENERGIZE- Active Low Output when ILS Selected or GPS Appr
J2-5 OUTPUT
OUT Active
J2-6 /FCS-LOC-IN INPUT Low Input from GPS when Appr Selected
J2-7 /OBS-LEG-IN INPUT Active Low from GPS when GPS OBS mode selected
J2-8 -DH INPUT Differential –DH input
Flight Director Engaged (command bars in view
J2-9 FD-ENGAGED INPUT
when active)
J2-10 FD-ROLL2 INPUT Roll input for ARC and Bendix
J2-11 +VLOCFLG-OUT OUTPUT Valid VHF Nav VOR or Localizer signal
Pin Input /
Name Function
Number Output
J2-12 +GS-IN INPUT Glideslope deviation from VHF Nav Rx
J2-13 +GSFLG-IN INPUT Glideslope flag from VHF Nav Rx
J2-14 FD-PITCH-COM INPUT Pitch Signal common for all FD types
J2-15 FD-ROLL-COM INPUT Roll Signal common for all FD types
J2-16 +UP OUTPUT Vertical output to autopilot (H)
J2-17 +VERT-FLG OUTPUT Vertical output flag (H)
J2-18 +RT OUTPUT Lateral deviation output
J2-19 ACU #1/#2 INPUT Spare Discrete Input
J2-20 COMPOSITE-COM - VOR/LOC common
J2-21 Reserved - Spare Discrete Input
J2-22 Reserved - Spare Discrete Input
J2-23 Reserved - Reserved
Active Low input from GPS when GPS approach
J2-24 APPR-ACT INPUT
mode activated
J2-251 HEADING VALID OUTPUT Active Low Output when Heading Valid
J2-26 +DH INPUT Differential +DH Input
J2-27 FD-VALID INPUT Flight Director Active High valid
J2-28 FD-PITCH2 INPUT Pitch Input for ARC Flight Director
J2-29 ALT ENGAGE OUTPUT 10Vdc when Selected Alt reached
J2-30 -VLOCFLG-OUT - Common
J2-31 -GS-IN INPUT Glideslope deviation from VHF Nav Rx
J2-32 -GSFLG-IN INPUT Glideslope flag from VHF Nav Rx
J2-33 FD-PITCH1 INPUT Pitch Input for Century and Bendix FD
J2-34 FD-ROLL1 INPUT Roll Input for Century FD
J2-35 +DN OUTPUT Vertical output to autopilot (L)
J2-36 -VERT-FLG OUTPUT Vertical output flag (L)
J2-37 +LT OUTPUT Lateral deviation output
Table 8-17: ACU J2 Pin Out
1NOTE – On ACU2 P/N 910-00004-102, J2-4 is a NAV Flag Discrete and J2-25 is a Glide
Slope Flag Discrete used on autopilots that require a superflag input.
Pin Input /
Name Function
Number Output
J3-1 429RX1A INPUT ARINC 429 Port 1 Receive A
Pin Input /
Name Function
Number Output
J3-2 429TX1A OUTPUT ARINC 429 Port 1 Transmit A
J3-3 CRS-DATUM OUTPUT Course Datum output
J3-4 429TX2A OUTPUT ARINC 429 Port 2 Transmit A
J3-5 429TX2B OUTPUT ARINC 429 Port 2 Transmit B
J3-6 OBS SIN - OUTPUT Sin of selected course angle (L)
J3-7 OBS COS - OUTPUT Cos of selected course angle (L)
J3-8 ROTOR C OUTPUT OBS sin/cos excitation (L)
+15V-EXT- OUTPUT Internal +15Vdc reference
J3-9
OUT
J3-10 SIGNAL-COM - Signal ground
J3-11 HDG/CRS-COM - Signal ground
J3-12 Reserved - Reserved
J3-13 Reserved - Reserved
J3-14 429RX1B INPUT ARINC 429 Port 1 Receive B
J3-15 429TX1B OUTPUT ARINC 429 Port 1 Transmit B
J3-16 SIGNAL-COM - Signal ground
J3-17 GPS SELECTED OUTPUT Active Low signal to drive GPS and Autopilot inputs.
J3-18 OBS SIN + OUTPUT Sin of selected course angle (H)
J3-19 OBS COS + OUTPUT Cos of selected course angle(H)
J3-20 ROTOR H INPUT OBS sin/cos excitation (H)
ARINC-HDG- - 26Vac reference to emulate an ARINC synchro
J3-21
CRS-EXT interface
J3-22 HDG-DATUM OUTPUT Heading Datum output
HDG-CRS- INPUT
J3-23 Heading/Course Datum excitation input
DATUM-EXT
J3-24 Reserved - Reserved
J3-25 HDG-CRS-OFST INPUT Heading/Course Datum excitation offset input
Table 8-18: ACU J3 Pin Out
Pin Input /
Name Function
Number Output
J4-1 +15VDC Out OUTPUT 15Vdc power to external equipment
J4-2 429TX3B OUTPUT ARINC 429 Port 3 Transmit B
J4-3 429RX3B INPUT ARINC 429 Port 3 Receive B
J4-4 400HZ-REF-LO OUTPUT 400Hz excitation for heading synchro
Pin Input /
Name Function
Number Output
J4-5 HDG Y OUTPUT Heading synchro (Y-Z)
J4-6* DME1-DATA +8V INPUT Serial Data in for DME1
J4-7* DME1-CLK +8V INPUT Serial Clock In for DME1
J4-8* DME2-GATE +8V INPUT Data Gate In for DME2
J4-9* DME-COM INPUT Common for DME1 and DME2
J4-10 ADF1 +REF INPUT DC Voltage In from ADF1
J4-11 OAT +5 OUTPUT 5V excitation to OAT probe
J4-12 ADF2 +REF INPUT DC Voltage In from ADF2
J4-13 OATSIG INPUT OAT input signal
J4-14* 422TX1+ OUTPUT RS422 Port 1 Serial Data Out
J4-15* 422TX2+ OUTPUT RS422 Port 2 Serial Data Out
J4-16* 422RX1B INPUT RS422 Port 1 Serial Data In, or RS232 RX1
J4-17* 422RX2A INPUT RS422 Port 2 Serial Data In
J4-18 /DISC1 OUTPUT Active Low Discrete Output
J4-19 /DISC3 OUTPUT Active Low Discrete Output
J4-20 +RADALT INPUT Radio Altitude Input
J4-21 RADALT-VLD INPUT Radio Altitude Valid
J4-22 -15VDC OUT OUTPUT -15Vdc Output for external equipment
J4-23 429TX3A OUTPUT ARINC 429 Port 3 Transmit A
J4-24 429RX3A INPUT ARINC 429 Port 3 Receive A
J4-25 400HZ-REF-HI OUTPUT 400Hz excitation for heading synchro
J4-26 HDG-X OUTPUT Heading synchro output (X-Z)
J4-27 HDG-Z OUTPUT Heading synchro output (Z)
J4-28* DME1-GATE +8V INPUT Data Gate In for DME1
J4-29* DME2-DATA +8V INPUT Serial Data In for DME2
J4-30* DME2-CLK +8V INPUT Serial Clock In for DME2
J4-31 ADF1+SIN INPUT DC voltage In from ADF1
J4-32 ADF1+COS INPUT DC voltage In from ADF1
J4-33 ADF2+SIN INPUT DC voltage In from ADF2
J4-34 ADF2+COS INPUT DC voltage In from ADF2
J4-35* 422TX1- OUTPUT RS422 Port 1 Serial Data Out, or RS232 TX1
J4-36* 422TX2- OUTPUT RS422 Port 2 Serial Data Out, or RS232 TX2
J4-37* 422RX1A INPUT RS422 Port 1 Serial Data In
232/422
J4-38 - Chassis Ground
SERIAL COM
J4-39* 422RX2B INPUT RS422 Port 2 Serial Data In, or RS232 RX2
J4-40 /DISC2 OUTPUT Active Low Discrete Output
J4-41 /DISC4 OUTPUT Active Low Discrete Output
J4-42 -RADALT INPUT Radio Altitude Input
Pin Input /
Name Function
Number Output
J4-43* ANN-LOAD INPUT STEC 55X Annunciator Load
J4-44 /SPARE-DISC3 INPUT Discrete Input
J4-45 /SPARE-DISC4 INPUT Discrete Input
J4-46 /SPARE-DISC5 - Discrete Input or Output
J4-47 /SPARE-DISC6 - Discrete Input or Output
J4-48 /SPARE-DISC7 - Discrete Input or Output
J4-49 /SPARE-DISC8 - Discrete Input or Output
J4-50 /SPARE-DISC9 INPUT Discrete Input
J4-51 /SPARE-DISC10 INPUT Discrete Input
/SYN-HDG-
J4-52 OUTPUT Active Low output when synchro Hdg Valid
VALID
MK12D-
J4-53 INPUT High impedance Glideslope Flag (Narco)
GS+FLG
J4-54 MK12D-GS-FLG INPUT High impedance Glideslope Flag (Narco)
J4-55* ANN-CLK INPUT STEC 55X Annunciator Clock
J4-56* ANN-DATA INPUT STEC 55X Annunciator Data
J4-57* VSC-REF INPUT Vertical Speed Reference In
J4-58* VSC OUTPUT Vertical Speed Out
J4-59* VSC-COM - Vertical Speed Common
J4-60 26V-REF-H INPUT 26V Heading Synchro Reference In
J4-61 26V-REF-C INPUT 26V Heading Synchro Reference In
J4-62* BARO-OUT OUTPUT Baro Correction Output (0-5Vdc)
Table 8-19: ACU J4 Pin Out(ACU2 only)
*NOTE – These connections are provisional only and are not operational at this time. Future
EFD software will enable these functions.
There will be some GPS receivers not shown on these drawings that will be compatible with the
EFD1000 system. The EFD1000 is compatible with ARINC 429, RS-232, and analog GPS receivers.
For flight plan information to be presented on the PFD an RS-232 or ARINC 429 interface is
required. Should an RS-232 or ARINC 429 bus not be available or incompatible then the GPS can
still be connected to the EFD1000 system using analog signals to drive the HSI deviation indications.
In this situation, GPS flight plan data will not be available. It will be up to the installer to verify the
interface is fully functional by performing a complete GPS manufacturer’s ground check of the
system.
There are also VLOC receivers not shown in these drawings that can be connected either by ARINC
429 to the PFD or through VOR composite video into the ACU or ACU2. Any radio with a nominal
output of 0.5Vrms VOR or 0.35Vrms Localizer composite video format are supported. It will be up to
the installer to verify the interface is fully functional by performing a complete VOR manufacturer’s
ground check of the system.
The EFD1000 Pro with ACU or ACU2 emulates a Bendix King KI-525A, a NSD-360A, and a PN-101
HSI by providing outputs for HDG Datum and CRS Datum to an autopilot. The EFD1000 is
compatible with any autopilot that is compatible with a KI-525A, NSD-360A, or PN-101 HSI. Should
connections be made to an autopilot not shown in these drawings the installer must verify the
interface is fully functional by performing a complete ground and flight check of the system per the
autopilot manufacturer’s installation manual or maintenance instructions.
The EFD1000 Pro with ACU emulates the Bendix King KI-254/256, ARC G-550A, and Century 52C77
flight director indicators. The EFD1000 Pro with ACU2 emulates the same FD types as the ACU but
includes the FD112V and AD500 flight director indicators. All autopilots that output flight director
signals of the above types are compatible with the EFD1000 flight director display.
NOTE: The FD112V and AD500 Flight Director require an unlock card to enable.
To begin planning the electrical installation, select the drawing in the list below preceded by an
asterisk, “*”, that matches the aircraft equipment configuration, and then wire as shown. GPS1,
GPS2, NAV1, NAV2, and the autopilot are options on each page. Simply make the connections to
the equipment you plan to install and omit the units from the drawing you don’t. You will configure
the system later based upon the Configuration ID#s shown in the Configuration Matrix on each
drawing. Aspen Avionics Inc. uses the terms “GNAV” when referring to a combination GPS/VLOC
Receiver with an integral CDI source select (i.e., GNS-430), “GPS” for a standalone GPS Receiver (i.e.,
GNS-400, KLN90B), and “VLOC” for stand-alone VOR/Localizer equipment (i.e. KX-155, SL30).
Figure # Description
9-23A 52C77 Flight Director Emulation Century 41/2000
9-23B 52C77 Flight Director Emulation Century IV
9-23C G-550A/1050A Flight Director Emulation ARC
9-23D S-TEC 55/55X/60/65 Flight Director using ST645/670
9-23F Collins FD-112V Flight Director Emulation
9-23G Bendix M-4D Flight Director with existing Collins FD
9-23H Sperry AD500 Flight Director Emulation
9-24 Back-Up NAV Indicator (internal converter)
9-25 Back-Up NAV Indicator (OBS Resolver)
9-26 Back-Up NAV/GPS Indicator (OBS Resolver)
9-27 Non-Aspen Equipment Configuration Notes
9-28 EHA Interfaces - Traffic, XM Weather, WX-500
9-28A RS232 Air Data Output
Table 9-1: PFD Wiring Diagrams
Two configuration specific drawings (Figure 9-31 and 9-32) are provided that show the most
common system configurations. These drawings show the complete NAV/GPS and ACU
interfaces to the EFD1000 and EFD500 systems.
Figure # Description
9-1 EFD500/1000 MFD main connections
9-30 GENERIC: PFD with MFD
9-30A GENERIC: PFD with MFD1000 and MFD500
9-31 PFD with MFD, GNAV1 and Analog NAV2 and/or GPS2
9-32 PFD with MFD, GNAV1 and GNAV2
Table 9-2: MFD Wiring Diagrams
20 AWG 14-28Vdc
POWER 1 Wire Types in this Manual
24 AWG Battery Bus
DOCUMENT # 900-00003-001
POWER 2 BREAKER
SINGLE UNSHIELDED
POWER 3
MIL-W-22759
20 AWG
GND 4 SINGLE SHIELDED 22 AWG
24 AWG
GND 5 MIL-W-27500
GND 6
6 Note – Use separate ground attachment TWISTED SHIELDED PAIR 22 AWG
points for PFD and MFD1000 MIL-W-27500
DIGITAL_OUT 7
Sonalert TINNED COPPER OVERBRAID
PFD Pro DABURN P/N 2350-X
Black
CONFIG_A 41 1 CONFIG_A
Brown
CONFIG_B 42 2 CONFIG_B
Orange All wires in this manual are 22 AWG unless otherwise
CONFIG_C 43 3 CONFIG_D
Red 1 noted.
CONFIG_D 44 4 CONFIG_C
4 5 CONFIG_S
PAGE 155-348
Connect ground lugs to airframe ground with as short
2 a conductor as possible.
RSM CONNECTOR
Connect to airframe ground with as short a conductor
7 CONDUCTOR SHIELDED WIRE 8 HIROSE 3
RSM SHIELDING EXTENDS WITHIN SR30-10PF-7P(71)
as possible.
GROUND TERMINAL WIRE 7 The EFD1000 is normally shipped with the internal
SHIELD TERMINATES TO
LENGTH 12 INCHES MAX “METAL CLAMPER” WITHIN
battery disconnected. Connect the battery prior to
CONNECTOR installation. See Section 6.8.1.
CHASSIS
STUD
GROUND STRAP 8 PFD RSM and MFD RSM wiring must be isolated/
8 INCHES separate from each other. Also PFD RSM wiring must be
CONNECT TO BOLT ON PFD
isolated/separate from EBB58 wiring. See Section 6.5.3.
BRACKET (BACKSIDE OF PANEL) -
AIRFRAME GROUND
REVISION AM
EFD1000 and EFD500 SW v2.X Installation Manual
EFD1000 and EFD500 SW v2.X Installation Manual
KRA-10A
1 DH interface requires PFD software
1 version 1.1 or later.
ACU
P3 DH On requires that DH+ (Pin 26) is 5Vdc
2
greater (or more) than DH- (Pin 8) when
+15 V out 9 Decision Height is reached by Radar
4 KI-250 Altimeter. DH Off = less than 1Vdc difference.
P2 4
P1 3 KFC200/250 installations – If pin B of the
DH + 26 KI258/256 is powered by KA-285 pin A
DH - 8 8 then pin A should be moved to pin 11 of
the KI-250 as shown. See KRA-10A
installation manual for Note 6 “Optional
11 Dimming Bus” connection.
GPS
EFD1000 KLN89/B KLX135
GX50
GX55 KLN35A
/60 KLN94 /A
Over Braid or
Double Shield P891
P1 P1 P1 P1
1 P941
This drawing is used for a single GNAV and autopilot interface only.
Use Figure 9-8 if adding a second GPS or Analog Nav2 receiver.
GNAV
EFD1000 2 2 6
GNS430/W CNX-80
GTN6xx/7xx
GNS530/W GNS-480
Over Braid or
Double Shield P1001 P1004 Px001 Px006 P5
1
429 GPS RX1A 16 _ 46 _ 4 4
10
429 GPS RX1B _ _
17 29 47 24
ACU/ACU2
P1
429 RX2A 1 _ 24 _ 24 5 4
_ 23 _ 23 25
429 RX2B 2
P3
_
429 TX2A 4 48 48(50) _ 8
5
_ 49(51) _
429 TX2B 5 67 28
25 57
1 See Fig 9-28A for optional
Over Braid or
Double Shield P3 air data interface
Autopilot
VLOC/ACU RX2A 18 2 429 TX1A
A
VLOC/ACU RX2B 19 15 429 TX1B U
T
See Figure:
O
PFD 429 TX1A 26 1 429 RX1A P
I 9-16 to 9-22 for Autopilot
PFD 429 TX1B 27 14 429 RX1B L
O
9-23 for Flight Director
T
This drawing is used for a single GNAV with a GPS2 and/or NAV2 and with
or w/o autopilot interface. Use Figure 9-7 if No GPS2 and No Analog Nav2 receiver.
GNAV #1
2 2 6
EFD1000
GNS430/W CNX-80
GTN6xx/7xx
GNS530/W GNS-480
Over Braid or
Double Shield P1001 P1004 Px001 Px006 P5
1
429 GPS RX1A 16 _ 46 _ 4 4
10
429 GPS RX1B _ _
17 29 47 24
1
429 VLOC RX2A 18 _ 24 _ 24 5 4
_ 23 _ 23 25
429 VLOC RX2B 19
ACU/ACU2
P3
optional _
429 TX2A 4 48 48(50) _ 8
5 3
429 VLOC RX3A 20 A429 _ 49(51) _
429 TX2B 5 67 28
429 VLOC RX3B 21 GPS2
25 57
Over Braid or See Fig 9-28A for optional
Double Shield P3 air data interface
PFD 429 TX1B 27 14 429 RX1B # 9-12 for KLN89/B & KLN94
2
9-13 for KLN-90/A/B
I 9-14 for GX-50/60 & GX-55/65
N
1 Over shield or over braid required on this wire P
bundle to comply with HIRF & Lightning. U
T
Extend within back shell. Ground at both
ends.
2 See Figure 9-27 for GNS and GTN configuration.
Figure 9-8: PRO Digital & Analog Mix with or without Autopilot Interface
P3
_
429 TX2A 4 EFIS TX A 48 48(50) _ 8
N/C 1 _ _
429 TX2B 5 EFIS TX B 67 49(51) 28
1
Over Braid or
Double Shield P3 ADF/Rad Alt/Autopilot
A429 RX3A 20 2 429 TX1A See Figure:
A429 RX3B 21 15 429 TX1B 9-16 to 9-22 for Autopilot
9-23 for Flight Director
EFD 429 TX1A 26 1 429 RX1A 9-28 for ADF/Rad Alt/Rmt
EFD 429 TX1B 27 14 429 RX1B OAT/ARINC 407 synchro
HDG
GNAV #2
GNS430/W CNX-80
GTN6xx/7xx
GNS530/W GNS-480
Over Braid or
EFIS GPS1 Rx A P1001 P1004 Px001 Px006 P5
Double Shield
EFIS GPS1 Rx B
429 RX2A 18 _ 46 _ 4
10
_ _
429 RX2B 19 29 47 24
EFIS GPS1 Rx A
EFIS GPS1 Rx B
429 VLOC RX4A 22 _ _ 24
24 5
429 VLOC RX4B 23 _ 23 _ 23 25
_
EFIS TX A 48 48(50) _ 8
1 _ _
EFIS TX B 67 49(51) 28
Configuration Matrix
EFD1000 Configuration Menu Page (sw 2.3 and later)
NAV NAV NAV ACU
GNAV GNAV Config
SETUP A SETUP B SETUP C CONFIG B
# Installed ID#1 ID#2 A429 IN PORT A429 PORT SPEED VLOC1 Speed A429 Tx Speed
IN 1 = GPS1, IN 2 = NONE IN 1 & 2 = HIGH, 3 & 4 = LOW1 Tx Speed = Low GPS1 = HS A429, GPS2 = HS A429,
1 B None IN 3 = VLOC1 + ACU, IN 4 = NONE Output = LOW1 Rx Speed = Low VLOC1 = LS A429, VLOC2 = LS A429
1
IN 1 = GPS1, IN 2 = GPS2 IN 1 & 2 = HIGH, 3 & 4 = LOW Tx Speed = Low
2 B A IN 3 = VLOC1 + ACU, IN 4 = VLOC2 Output = LOW1 Rx Speed = Low
GPS1 = HS A429, VLOC1 = LS A429
1
Low setting ok unless advanced ACU2 features needed (ADF/RA/Rmt OAT). If ADF/RA/Rmt OAT required then use HIGH but then all GNAV GPS and
VLOC settings must be HIGH.
1 OBS connection from EFD1000 not possible if A429 EFIS is controlling this input. OBS operation will be performed
from cross-side EFIS. If it is desired to have the EFD1000 control one or both OBS input(s) then wire ACU2 TX2
Out pins 4&5 to GNAV pins 48&49. Do not connect both A429 EFIS and EFD1000 simultaneously to this input.
Figure 9-9C: ARINC 429 EFIS with cross-side EFD1000 and ACU2
Figure 9-10: PRO ARINC 429 GPS & Analog VLOC (1 or 2) with or without Autopilot
Analog VLOC #1
V
L
O See Figure 9.15 for:
C
# KX-155(A) &165(A)
1
KN-53
Optional
KX-170A/170B/175/175B
Back-Up SL-30
Nav
Indicator
3 Autopilot - optional
1 A
Over Braid or U See Figure:
Double Shield T
O
PFD 429 TX1A 26 1 429 RX1A P 9.16 to 9.22 for Autopilot
I
L 9.23 for Flight Director
PFD 429 TX1B 27 14 429 RX1B
O
T
1 ACU/ACU2 #2 4
P3
Analog VLOC #2
1 429 RX1A V
L
14 429 RX1B O See Figure 9.15 for:
C
1
Over Braid or # KX-155(A) &165(A)
Double Shield 2
KN-53
429 VLOC RX4A 22 2 429 TX1A
Optional
KX-170A/170B/175/175B
429 VLOC RX4B 23 15 429 TX1B
Back-Up SL-30
Nav
Indicator
Configuration Matrix 1 Over shield or over braid required on this wire 4 Omit ACU #2 if using only 1 Analog Nav. ACU
bundle to comply with HIRF & Lightning. Extend #1 & #2 must be both the same base P/N 910-
(see Section 10) 0000x-xxx.
within back shell. Ground at both ends.
ID#1 ID#2 Description
See Figure 9.24, 9.25, 9.26 for Back-Up 5 Refer to manufacturers’ documentation to verify
G NONE
GPS1, No NAV1, 2 the integration data and for information regarding
No NAV2 NAV recommendations. If no GPS installed then
GPS1,NAV1, One backup NAV indicator is required. checkout procedures. This drawing, as it pertains
H NONE
No NAV2 to the non-Aspen equipment, is for reference only.
H D GPS1, NAV1, NAV2
3 Autopilot must be connected to ACU #1
Figure 9-11: PRO RS232 GPS & Analog VLOC (1 or 2) with or without Autopilot
Note – The PFD does not display KLN89/B or KLN94 annunciations other than APPR.
Do not remove any required GPS annunciators or switches during installation.
Figure 9-12: KLN89B & KLN94 RS232 and Analog to ACU Interface
KLN-90/A/B
EFD1000 Over Braid or
Double Shield 1 P901
4
ACU
P3
OBS COS - 7
OBS SIN - 6 27 AC GROUND
OBS SIN + 18 26 OBS RESOLVER SIN
ROTOR (H) 20 31 OBS RESOLVER OUT
ROTOR (C) 8
2
1 Over shield or over braid required
K1
on this wire bundle to comply with NO
/GPS MODE SEL 17
HIRF & Lightning. Extend within
1 GPS DISPLAYED
back shell. Ground at both ends. NC
ACFT PWR 5
P2
KLN-90B ONLY. These pins are
2 /FCS-LOC 6 17 FCS LOC /ENG
not connected on KLN-90 and
KLN90A units. 16 APPR ACTIVE
/APPR ACTIVE 24
3 If existing installation has external
OBS/LEG switch then splice as /OBS-LEG 7 33 /OBS-LEG
Existing
shown. OBS/LEG
P1 switch
4 Pin 8 may be used provided the 3
interface does not include XM Wx GPS +TO 14 21 +TO
GPS +FR 7 20 +FROM
5 GPS selected on PFD requires
open to GPS. NAV1 or NAV2 GPS LAT FLG + 12 19 NAV FLG +
selected on PFD requires ground to
GPS. Use 14V or 28V SPDT relay GPS LAT FLG - 5
for K1, P/N M5757/10.
GPS +LT 4 25 D-BAR +LT/NAV FLG-
6 Optionally a twisted pair (22TG2V64)
GPS +RT 11 22 D-BAR +RT
may be used with the second
conductor grounded at both ends.
Note – The PFD does not display GX50/55/60/65 annunciations other than APPR.
Do not remove any required GPS annunciators or switches during installation.
GX-50/55/60/65
GX-50
EFD1000 Over Braid or
GX-55 GX-60
GX-65
Double Shield 1
P1 P1
P2
_ OBS(HOLD)
/OBS-LEG 7 34
_ ACTIVE
/APPR ACTIVE 24 15
P1
_
GPS Vert FLG+ 15 28 Vert FLG+
_
GPS Vert FLG- 8 29 Vert FLG- 3
_
GPS +UP 13 30 Vert UP+
_
GPS +DN 6 31 Vert DN+
3 The GX-50/60 share pin 29 between Vert FLG- 7 Refer to manufacturers’ documentation to
and NAV FLG-. verify the integration data and for information
regarding checkout procedures. This drawing,
4 Pin 8 may be used provided the interface does as it pertains to the non-Aspen equipment, is
not include XM Wx for reference only.
Figure 9-14: GX-50/60 & GX-55/65 RS232 and Analog to ACU Interface
2 Glideslope interface is for units with GS option. 5 Refer to manufacturers’ documentation to verify the
integration data and for information regarding
checkout procedures. This drawing, as it pertains to
the non-Aspen equipment, is for reference only.
2
ACU KN-53 SL-30
P532 P1
P2
NAV Composite 1 B 19
Composite GND 20 15 37
3
/ILS Engage 2 12 33
GS +UP 12 P 30
GS +DN 31 14 31
GS +FLG 13 13 28
GS -FLG 32 R 32
1 If paralleling GS signals with backup NAV indicator 3 Diode required when paralleling ILS Energize wire
then splice wires as close to NAV receiver as with backup NAV indicator. See Figure 9-24. Use
possible. Do not parallel at back of NAV indicator 1N4005.
(see Figures 9-24 & 9-25)
4 Refer to manufacturers’ documentation to verify the
integration data and for information regarding
2 See Figure 9-27 for SL-30 configuration.
checkout procedures. This drawing, as it pertains to
the non-Aspen equipment, is for reference only.
CRS DATUM 3 _ _ _ _ _ _ _
17 W W 16 W 32
2
HDG DATUM _ _ _ _ _ _ _
22 2 X H 2 H 16
_ _ _ _ _ _ _
CRS/HDG COM 11 27 20 M 28 M 33
_ _ _ _ _ _ _ _ 17 _ _
19 S
DOCUMENT # 900-00003-001
+15 OUT 9
HDG-CRS EXT 23
P2
_ _ _ _ _ _ _
+ RIGHT 18 25 17 A 26 A 2
24 _ U _ _ C 25 _ _ C 3 _ _
+ LEFT 37
_ _ _ _ _ _ _ _ _ _
+ LAT FLG 11 22 23 27
_ _ _ _ _ _ _ _ _ _
- LAT FLG 30 23 24 26
_ 9 _ _ _ _ _ 11 _
+UP 16 V M 12 M
+DN 35 _ _ _ _ _ _ 28 _
10 19 K 52 K
_ _ _ _ _ _ _
+VERT FLG 17 31 21 C 14 C 27
_ 12 _ Y D _ _ 15 D _ _ 10 _
-VERT FLG 36
_ _ _ _ _ _ _
/ILS ENERGIZE 5 7 B AA 7 AA 22
PAGE 172-348
11 _ _ c _ _ c _ _ _
/HDG VALID 25 1 11 38
P3
1 Autopilot can only be connected to ACU #1 in a dual 6 Installations with a Yaw system and a KRG331/332 10 Refer to autopilot manufacturers’ documentation
ACU configuration. rate gyro and are removing the KG102A may need to for autopilot-side integration information
install a peanut inverter if the KRG331/332 got its (including autopilot STC compliance data) and for
2 If the existing DG/HSI is to remain in the aircraft do 26VAC from the KG102A. autopilot and flight director checkout procedures.
not parallel HDG/CRS Datum with ACU. Cap and This drawing, as it pertains to the non-Aspen
REVISION AM
EFD1000 and EFD500 SW v2.X Installation Manual
EFD1000 and EFD500 SW v2.X Installation Manual
3
ACU2 1
KFC-250(4")
w/ 065-5015-XX
KFC-325
KCP220 KCP220 KCP220 KMC321
P2991 P2992
P3 P2201 P2202 P2203 P3211
CRS DATUM 3 _ W _ _ 10 _
_ _ _ _
CRS/HDG COM 11 S 9
_ M _ _ 35 _
_ _ _ 34 _
HDG DATUM 22 H
_ _ _ _ _
36
21 H _ _ 11 _
HDG-CRS EXT HI 43
_ _ _ _ 22 _
HDG-CRS EXT LO 10
_ _ _ _
+ RIGHT 18 A 2
_ _ _ _
+ LEFT 37 C 3
+ LAT FLG _ _ _ _
11 48 27
4 4
- LAT FLG _ _ _ _ 26
30 49
_ _ 11 _ _
+UP 16 M
_ _ _ _
+DN 35 K 28
_ _ _ _
+VERT FLG 17 C 27
D _ _ _ _
-VERT FLG 36 10
/ILS ENERGIZE _ _ _ _
5 AA 22
25 c _ 38 _ _ _
/HDG VALID
1 Autopilot can only be connected to ACU #1 in a dual 3 KFC-250 HDG & CRS Datum for 4" Instruments
ACU configuration. only. KCP299 with 065-5015-XX Adapter Card
only.
2 If the existing DG/HSI is to remain in the aircraft do
not parallel HDG/CRS Datum with ACU. Cap and 4 KCP220 -15 and above p/n computers wire LAT
Stow at DG/HSI. FLG to pins 48&49, KCP220 -14 and below
computers wire to pins 27 and 26 of KMC321.
Configuration Matrix 5 Refer to autopilot manufacturers’ documentation
(see Section 10) for autopilot-side integration information (including
autopilot STC compliance data) and for autopilot
ACU HSI TYPE = 3
and flight director checkout procedures. This
drawing, as it pertains to the non-Aspen
equipment, is for reference only.
P1 P1 P1 P2 P1 P2 109 110
P2
10 13 30 _ _ _
+ RIGHT 18 30 21
9 31 _ _ 23 _
+ LEFT 37 14 31
+ LAT FLG _ _ 13 _ 13 _ 24 _
11
- LAT FLG _ _ _ 14 _ _
30 14 6
_ _ _ _ 18 _ 46
+UP 16 18
_ _ _ _ _
+DN 35 19 19 45
_ _ _ _ _
+VERT FLG 17 1 1 77
_ _ _ 2 _ 2 _ 58
-VERT FLG 36
/ILS ENERGIZE _ _ _ _ _
5 32 32 16
P3
42 26 _ 49 _ _ _
/GPS MODE SEL 17 49
_ _ _ _ _ _ _
38
3
1 Autopilot can only be connected to ACU #1 in a
dual ACU configuration.
4 Refer to autopilot manufacturers’ documentation for
2 See Flight Director section Figure 9-23 for autopilot-side integration information (including
command bar interface. autopilot STC compliance data) and for autopilot and
3 P2-38 is GPSS SELECT which is grounded when flight director checkout procedures. This drawing, as
there is an A429 GPSS direct connection between it pertains to the non-Aspen equipment, is for
GPS and 55X. When using the EFD1000 GPSS reference only.
only, this pin is left open.
P1 P1 P1 P2 P1 P2 109 110
P3
_ _ 11 _ 11 _ _
CRS DATUM 3 20
31 28 _ 28 _ _
HDG DATUM 22 8 19
29 _ _ _
CRS/HDG COM 11 7 29 29 13
_ _ _ _ _ _
12 12
+15 OUT 9 _ _ _
35 46 44 44 37
HDG-CRS EXT 23
1 CRS/HDG Datum is wired to simulate a KI-525A 3 If the existing DG/HSI is to remain in the aircraft do
HSI. If existing HSI is other than KI-525A then not parallel HDG/CRS Datum with ACU. Cap and
autopilot needs to be modified to accept KI525A Stow at DG/HSI.
inputs. See Figure 9-17B for NSD-360 interface.
4 Refer to autopilot manufacturers’ documentation for
2 If existing installation used a DG then a DG Select autopilot-side integration information (including
jumper may need to be removed. Refer to S-TEC autopilot STC compliance data) and for autopilot and
reference material. flight director checkout procedures. This drawing, as
it pertains to the non-Aspen equipment, is for
Configuration Matrix reference only.
(see Section 10)
NOTE:
For best performance it is strongly recommended to configure the
STEC computer for a KI-525 interface and wire per Figure 9-17A.
REMOVE
ACU 1
P3 STEC
AP Computer
HDG-CRS OFFSET 25 NSD-360 (configured for
NSD-360)
66.5K 1% P1
NC 19 EXC. GND
HDG-CRS EXT 23 NC
3 4
300B/400B/800B
ACU CA-550A/FD
J1-P4 J2-P5
To other A/P
P3 equipment
(parallel wiring)
HDG-CRS EXT 23 10 _
CRS/HDG COM 11 _
21
_
HDG DATUM 22 24
2 CRS DATUM 3 _ 17
P2
18 _
+ RIGHT 2
_ 5
+ LEFT 37
+ LAT FLG _ _
11
- LAT FLG _ _
30
18 _
+UP 16
_
+DN 35 17
_ _
+VERT FLG 17
_ _
-VERT FLG 36
5 _ 9
/ILS ENERGIZE
1 Autopilot can only be connected to ACU #1 in a dual 6 Refer to autopilot manufacturers’ documentation
ACU configuration. for autopilot-side integration information
(including autopilot STC compliance data) and for
2 Existing DG installations must make CRS Datum autopilot and flight director checkout procedures.
connection as shown to gain full HSI features.
This drawing, as it pertains to the non-Aspen
Remove Jumper from J2-17 to J1-21 if installed.
equipment, is for reference only.
3 See Flight Director section Figure 9-23 for
command bar interface. 5 CA-550/FD J1-24 and J2-17 may have been
previously connected to ground if they were unused.
These prior connections must be removed.
4 Note – autopilot connections are shown at CA-550A/FD
computer but may route through the S-550A Mode
selector or A/P Accessory Unit. Wire as shown or ACU
may be connected to these units provided NAV1 and Configuration Matrix
NAV2 inputs are jumpered together. (see Section 10)
2
Cessna 300/400/800
ACU IFCS
Mode AP
Controller Computer
Other A/P
S530A CA530FD
P3 equipment
(parallel if other J3/P18 J1/P16
wires exist)
HDG-CRS EXT 23 _ E
_
EXT LO 10 F
HDG DATUM E _
22
C _
CRS DATUM 3 _
V
HDG/CRS COM 11 k _
b _
m _
P2
_
+ RIGHT 18 U
T _
+ LEFT 37
a _
Z _
N _
+UP 16
+DN 35 P _
d _
_
f
5 S _
/ILS ENERGIZE
Y _
1 Autopilot can only be connected to ACU #1 in a dual 4 Refer to autopilot manufacturers’ documentation for
ACU configuration. autopilot-side integration information (including
autopilot STC compliance data) and for autopilot and
2 The EFD1000 is not currently compatible with the flight director checkout procedures. This drawing, as
Flight Director output of the CA-530FD. Keep it pertains to the non-Aspen equipment, is for
existing G519FD indicator in pilot field of view. reference only.
3 CRS Datum, LT/RT, UP/DN, and ILS Energize are
paralleled to both the Nav1 and Nav2 inputs on the Configuration Matrix
S530A. This is so that the EFD1000 will drive the (see Section 10)
autopilot no matter the position of the Nav1/2
selector switch. Set ACU HSI TYPE = 1
Set ACU DATUM = REVERSED
NAVOMATIC 400/400A
AP Mode Controller AP Computer
ACU C-520A/B C-530A C-420A CA-520/B CA-530A
P3 P1 P3 P1 P2 P1 P3 J1/P10 P5
_ _ _ _ _
HDG-CRS EXT 23 B B B 400Hz Ref Source (10Vac)
1 _ _ _ _ _ _
EXT-OFFSET 25 A D 400Hz Ref Common (4.5Vdc)
_ _ _ _ _ _ _
EXT-COM 10 C 400Hz Ref Common
HDG DATUM 22 _ _ _ _ _
E A A HDG GYRO Signal IN
CRS DATUM 3
_ _ _ _ _
2 M X M GND= NAV, OPEN= HDG
K1
N _ R _ N _ _ _ AP ON (14V or 28V)
P2
18 _ _ _ _ _ _
+ RIGHT M B
4 _ _ _ _ _ _
+ LEFT 37 N A
_ _ _ _ _ _ _
+UP 16 C
_ _ _ _ _ _ _
+DN 35 D
_ _ _ _ _ _ _ a
ILS Energize 5
1 Verify 10Vac goes to ACU P3-23 and 4.5Vdc goes to 4 The R/L output is no different than any previous HSI/
ACU P3-25 before connecting the ACU. Sometimes NAV interface and may need to be run through a
the 10Vac and 4.5Vdc signals are reversed at the Backcourse relay circuit in the Cessna audio control
mode controller. panel or other existing BC relay box.
2 The relay allows the HDG Bug to be used in heading 5 Refer to autopilot manufacturers’ documentation for
mode and the CRS Pointer to be used in NAV/APPR autopilot-side integration information (including autopilot
modes. Optionally the relay may be omitted and ACU STC compliance data) and for autopilot and flight director
P3-22 wired directly to HDG GYRO Signal IN of the checkout procedures. This drawing, as it pertains to the
mode controller (HDG Bug will be used in HDG and non-Aspen equipment, is for reference only.
NAV modes). K1 must be rated for 14V or 28V
depending on autopilot operating voltage, P/N M5757/ Configuration Matrix
10. Diodes are 1N4005. (see Section 10)
3 If the mode controller has a integrated HDG knob then it Set ACU HSI TYPE = 1
must be modified to work with an external DG. Set ACU DATUM = REVERSED
300A
Navomatic
CA-395A CA-395A
(DC Datum) (AC Datum)
ACU 1 2
P3 J1 J1
CRS/HDG COM 11 18 18
HDG DATUM 22 20 17
P2
+ RIGHT 18 9 9
+ LEFT 37 11 11
13 13
/ILS ENERGIZE 5 15 15
3
Figure 9-19E: Cessna ARC 1000A IFCS Interface (-102 ACU2 only)
2
FCS-810 ACU
CA-814A P2
E 18 + RIGHT
3
F 37 + LEFT
A 16 + UP
B 35 + DOWN
T1
10K :10K
HDG HI
z 4 1
2
5
22 HDG DATUM
HDG LO 6
t 3
4
T1
10K :10K
CRS HI 4 1
C
5 2
3 CRS DATUM
CRS LO 6 3
D
1 A resistor may be inserted in series with the 26V Exc Hi 5 Refer to autopilot manufacturers’ documentation for
line connected to ACU P3-21 if lower HDG/CRS gain is autopilot-side integration information (including autopilot
required. STC compliance data) and for autopilot and flight director
checkout procedures. This drawing, as it pertains to the
2 Flight Director interface not supported at this time. non-Aspen equipment, is for reference only.
3 Some CA-814A have the L/R output reversed.
Perform ground test to determine if E&F must be Configuration Matrix
reversed. (see Section 10)
4 Previous wiring diagrams showed ground from ACU Set ACU HSI TYPE = 3
pin 11 to T1 pin 3. Wiring was changed to ground T1-
Set ACU DATUM = NORMAL
3 from CA-814 to prevent CRS Datum interference in
to HDG Datum signal.
_ _
HDG-CRS EXT 21 7
_ _ 5
EXT LO 10
HDG DATUM 22 36 _ _
CRS/HDG COM 11
CRS DATUM 3 _ _
41
CRS/HDG COM 11 37 _ _
P2
_ _
+ RIGHT 18 21
_ _
+ LEFT 37 20
3 K1
ACU C/B
+28V _ _
16
NAV Flag Discrete 4
_ _
+UP 16 16
_ _
+DN 35 17
3 K2
ACU C/B
+28V _ 7 _
G/S Flag Discrete 25
_ _
/ILS ENERGIZE 5 22
_ _
23
1 Autopilot can only be connected to ACU #1 in a dual 5 See Figure 9-23H for Flight Director interface
ACU configuration.
6 Refer to autopilot manufacturers’ documentation for
2 ACU2 p/n 910-00008-002 required for Superflag output. autopilot-side integration information (including autopilot
STC compliance data) and for autopilot and flight director
3 K1 and K2 must be mounted as close to the ACU as checkout procedures. This drawing, as it pertains to the
practical. Use 28V relay for K1 and K2, P/N M5757/10- non-Aspen equipment, is for reference only.
039.
EA100
installations
see Appendix E
3 3
or P1 P1
P2
FD VALID 27 H H
FD PITCH COM 14 N N
FD ROLL COM 15
FD PITCH 33 L L
FD ROLL 10 M M
1
Configuration Matrix
(see Section 10)
AP FD Power
AP CMD Bar Ref
AP CMD Bar Pitch
AP CMD Bar Roll
AP FD Engage
1 Install two diodes in opposite polarity as shown to 3 Non EA100 installations – Flight director wiring may
emulate the diode circuit inside the KI256. These be paralleled to both ACU and KI 254/256.
diodes are required when the KI256 is removed from
aircraft for proper autopilot and flight director EA100 installations – Do Not parallel flight director
operation. It is recommended that these diodes are wiring to KI 254/256 if the instrument is being
installed in all installations. Use Aspen P/N 122- retained.
00031-001 or 1N4003 (200v). Note – the side of the
diodes shown to aircraft ground may instead be 4 Refer to autopilot manufacturers’ documentation for
connected to ACU P2 pins 14 and 15 (which is ACU autopilot-side integration information (including autopilot
flight director ground). STC compliance data) and for autopilot and flight director
checkout procedures. This drawing, as it pertains to the
2 S-TEC Systems that are retaining the KI-256 must non-Aspen equipment, is for reference only.
cap and stow existing FD wiring to the KI-256 and
wire the ACU per Figure 9-23D or 9-23E. The ST-670
and ST-645 cannot drive both loads.
Century 41/2000 FD
ACU 3
P2 52C77 52C77 Configuration Matrix
( )(-2) (-3) (-4)
(see Section 10)
CD-64 CD-144
FD VALID 27 N/C
Set ACU FD TYPE = 4
FD PITCH COM 14 F 12
2
FD PITCH 33 J 11
FD ROLL COM 15 K 28
FD ROLL 34 H 10
FD ENGAGE 9 N/C - -
1 Existing Flight Director wiring may be paralleled 3 Software version A-02-178-1.1, or later is
with ACU Flight Director input. (--------) lines are required. Software version is marked on ACU.
existing aircraft wiring. See Note 2 if not
paralleling indicator. 4 Refer to autopilot manufacturers’ documentation for
autopilot-side integration information (including autopilot
2 If connecting the Century Autopilot computer to the ACU STC compliance data) and for autopilot and flight director
without a paralleled 52C77 indicator, then a load resistor checkout procedures. This drawing, as it pertains to the
will be required as shown. For a 14V Century 41/2000 non-Aspen equipment, is for reference only.
the resistor is 15.8ohms 10W, and for a 28V Century 41/
2000 the resistor is 31.6ohms 10W. The roll output does
not require a resistor.
P2 P1 P1
Configuration Matrix
FD VALID 27 1 24 3 (see Section 10)
FD PITCH COM 14 26 27
Set ACU FD TYPE = 3
FD ROLL COM 15
FD PITCH 28 10 28
FD ROLL 10 9 26
FD ENGAGE 9 8 24 3
AP FD Power
AP CMD Pointer Com
1 AP Pitch CMD Pointer
AP Roll CMD Pointer
AP FD Engage
1 Existing G-550A Flight Director wiring may be 4 Refer to autopilot manufacturers’ documentation for
paralleled with ACU Flight Director input. autopilot-side integration information (including autopilot
(-------) lines are existing aircraft wiring. STC compliance data) and for autopilot and flight director
checkout procedures. This drawing, as it pertains to the
non-Aspen equipment, is for reference only.
2 Software version A-02-178-1.1, or later is
required. Software version is marked on ACU.
Collins FD-112V
Collins FD
AP106/107
ACU2 1
913K-1
161H-1
910-00004-101 913K-1A
J1 J1 J2
P2
_ _
FD VALID 27 33 Other
Collins
Autopilot
FD ROLL1 34 _ _ and Flight
28 Directors
FD ROLL COM 15 _ _
28 with 150mv/
deg pitch
and roll
20 _
FD PITCH1 33 52 command
_ _ bar signals
FD PITCH COM 14 8
Before
Flight
Director
(existing) M-4D
FCS Autopilot
ON Computer
Master FD-112V P1 P2
28Vdc
_
z 39
OFF
After
Flight
Director 3
(existing)
FCS
ON
Master
28Vdc
OFF 2
Bendix M-4D FD
M-4D
ACU2 1 Autopilot
Computer
910-00004-101
P1 P2
P2
_
FD VALID 27 39
FD ROLL1 34 _
35
FD ROLL COM 15 _
36
_ 38
FD PITCH1 33
_ 37
FD PITCH COM 14
1 ACU2 is required with Class III FD “Unlock” card. 4 Refer to autopilot manufacturers’ documentation for
autopilot-side integration information (including autopilot
M-4D computer requires Collins adapter board STC compliance data) and for autopilot and flight director
2
40007463-0501 for FD-112V, FD-108/329B-7R. checkout procedures. This drawing, as it pertains to the
non-Aspen equipment, is for reference only.
3 Existing FD on/off switch must be retained and
wired as shown. ACU P2-27 is looking for open =
FD Valid and +28v = FD Invalid.
Configuration Matrix
(see Section 10)
ACU
NAV Receiver
without internal
P2 NAV Converter
NAV Composite 1
KX-155
Composite GND 20
KX-155A
/ILS Engage 2
KNS-80/81
GS +UP 12
KN-53
GS +DN 31 SL-30
GS +FLG 13
GS -FLG 32
NAV Indicator
and Converter
KI-203
KI-204
KI-208
KI-209
KN-72
1 Parallel all lines shown maintaining shielding as 4 KX-165 and KX-165A’s may be connected as
required. Splice connections as close to NAV shown to these indicators or they may be
receiver as possible. Do not splice from back of connected to units with an OBS Resolver.
NAV indicator.
5 Complete ACU to NAV hook-up is shown on
2 GS lines will only be connected on NAV units Figure 9-15.
with this option.
Some Nav Receivers have multiple GS outputs. 6 Refer to manufacturers’ documentation to
3 verify the integration data and for information
Separate outputs should be used in lieu of regarding checkout procedures. This drawing,
paralleling the 4 wires when available. as it pertains to the non-Aspen equipment, is
for reference only.
ACU
NAV Receiver
with internal
2 P2 NAV Converter
NAV Composite 1
Composite GND 20
/ILS Engage 2
GS +UP 12
GS +DN 31 3
GS +FLG 13
GS -FLG 32
KX-165
1 KX-165A
KNS-80/81
SL-30
NAV Indicator
KI-525A
KI-202 NAV FLG+
KI-206 NAV FLG-
CDI +RIGHT
KI-207 CDI +LEFT
KPI-552 + TO
GI-102/A + FROM
OBS RES A/H
GI-106/A OBS RES C
OBS RES D
OBS RES E
OBS RES F
OBS RES G
1 Parallel all lines shown maintaining shielding as 3 Some Nav Receivers have multiple GS outputs.
required. Splice connections as close to NAV Separate outputs should be used in lieu of
receiver as possible. Do not splice from back of paralleling the 4 wires when available.
NAV indicator.
4 Refer to manufacturers’ documentation to verify
2 Complete ACU to NAV hook-up is shown on the integration data and for information
Figure 9-15. regarding checkout procedures. This drawing,
as it pertains to the non-Aspen equipment, is
for reference only.
CNX-80/ GNS-480 (software 2.0 and below) NOTE 1 – GPS SDI Setting
This configuration is not authorized. The GNS-480 should be EFD1000 SW is v2.1 or below:
upgraded to software version 2.3 (see below) Set the SDI to COMMON on all single and dual 430/530 and
SYS1 or SYS2 for all single and dual GNS480.
Pxxx
1 The ACU2 and the device requiring the synchro heading 3 ACU2 26Vrms@400Hz reference output can support up to
input must use the same 400HZ reference. Either wire the 0.06VA. If more than one analog load is required use an
400HZ from the external source in to both the ACU2 and external inverter.
the device or use ACU2 400HZ output as reference to
device. Note if a external reference is connected to pins 4 Refer to manufacturers’ documentation to verify the
60/61, the ACU2 will disable the internal 400HZ reference integration data and for information regarding checkout
output on pins 25/4. procedures. This drawing, as it pertains to the non-Aspen
equipment, is for reference only.
2 /SYN-HDG VALID is a active Lo output when the heading
system is valid. If the device requires a active Hi input
then use this output to drive a relay to invert the signal.
This output can sink up to 100ma to ground.
Configuration Matrix
(see Section 10)
ID#1 ID#2 Description
ACU2 connected.
S* None No GPS or NAV
ACU2 ADF #1
P4 Bendix/King Other Compatible ADF
KR-87 Receivers
P872
ADF1 +SIN 31 A
ADF1 REF 10 D
ADF1 +COS 32 B
D 2
ADF #2
Bendix/King Other Compatible ADF
KR-87 Receivers
P872
ADF2 +SIN 33 A
ADF2 REF 12 D
ADF2 +COS 34 B
D 2
Radio Altimeter 1
Bendix/King Bendix/King Collins Sperry
ARINC 552 ARINC 429
KRA 10A KRA 405/B ALT50/55 RT200
TYPE 1 TYPE 4 TYPE 2 TYPE 3 TYPE 6 TYPE 7
P10A1 P4051 P1 BP P1
RADALT+ 20 8 K 57 47 W
RADALT- 42 12 b 59 46 N
RADALT VALID 21 6 S 8 12 Y
P2
DH+ 26
DH- 8 1 Configuration Matrix
(see Section 10)
ID#1 ID#2 Description
ACU2 connected.
S* None
1 See Figure 9-3 for DH interface. No GPS or NAV
2 KR-87 use pin D for Cos Lo and Sin Lo *NOTE – The “S” configuration is only used
when no GPS/NAV or autopilot is connected but
features of the ACU2 are required (i.e., ADF/
3 Refer to manufacturers’ documentation to verify the Rad Alt/remote OAT, etc.)
integration data and for information regarding checkout If a GPS or NAV receiver is connected, use the
procedures. This drawing, as it pertains to the non-Aspen configuration on that drawing (Fig 9.6 thru 9.11)
equipment, is for reference only.
Configuration Matrix
(see Section 10)
ID#1 ID#2 Description
1 Compatible OAT Probes are: ACU2 connected.
Davtron P/N 655-PROBE S* None No GPS or NAV
Shadin P/N 681201-1
*NOTE – The “S” configuration is only used
when no GPS/NAV or autopilot is connected but
2 Sensor leads may be lengthened or shortened without features of the ACU2 are required (i.e., ADF/
Rad Alt/remote OAT, etc.)
affecting the calibration. If a GPS or NAV receiver is connected, use the
configuration on that drawing (Fig 9.6 thru 9.11)
44 PIN 44 PIN
3 2
1 1
(optional)
RS-232 GPS
4
10
10 (optional)
EWR50
22 RS232_TX
4 RS-232_RX
5
(optional) (optional)
Existing WX-500 Display WX-500
10 10
8 20 RS232_TX
8 RS-232_RX
(optional)
Existing Traffic Display
10 10
(optional)
8 ARINC 429
Traffic Sensor
(TAS or TIS)
ARINC 429 IN A
6
ARINC 429 IN B
1 See Figures 9-6 to 9-11 for GPS/NAV connections. Parallel connections to 6 PFD or ACU A429 TX may be connected to the traffic sensor for Label 320
both the PFD and MFD from all A429 GPS/NAV and the ACU pins 2 &15. “Magnetic Heading” only. No traffic control panel functions are output by EFD1000
system.
2 ARINC 429 TX to the ACU or GPS A429 IN. See the EFD1000 Installation Inter-System Bus Configuration
Manual Figures 9-6 to 9-10 for connections 7 See Figure 9-1 for CM and RSM wiring connections DISPLAY RS232 PORT PORT SETTING
See the EFD1000 Installation Manual for Sonalert option. 8 See the existing Display’s Installation Manual for specifications. 232 IN PORT 4
EFD1000 MFD* or
3 PFD
EFD500 MFD*
9 See the existing Sensor’s Installation Manual for pin connections and complete 232 OUT PORT 2 EFD
4 Note, pre-existing RS232 GPS installations may be connected to PFD pin
interface to aircraft.
8. These must be re-pinned to PFD pin 9 when installing XM weather. 232 IN PORT 5 EFD1000 PFD
10
Carry shielding though all wire splices. RS232 wiring only - Optionally a MFD 500 or
See EWR50 Installation Manual for complete interface to aircraft. twisted pair (22TG2V64) may be used with the second conductor grounded MFD 1000
5 232 OUT PORT 2 EFD
at both ends in lieu of single conductor shown.
* Set to EFD1000 MFD or EFD500 MFD as per installed
REVISION AM
ARINC 429_RX5B 25
ARINC 429_TX1A 26
ARINC 429_TX1B 27
PAGE 209-348
ARINC 429_RX5B 25
ARINC 429_TX1A 26
ARINC 429_TX1B 27
DIGITAL_OUT 7
RS232_RX0 31
RS232_RX1 8
RS232_RX2 9
RS232_RX3 10
RS232_RX4 11
RS232_RX5 12
RS232_TX0 30
RS232_TX1 13
RS232_TX2 14
RS232_TX3 15
ARINC 429_RX1A 16
ARINC 429_RX1B 17
ARINC 429_RX2A 18
ARINC 429_RX2B 19
ARINC 429_RX3A 20
ARINC 429_RX3B 21
DOCUMENT # 900-00003-001
ARINC 429_RX4A 22
ARINC 429_RX4B 23
ARINC 429_RX5A 24
ARINC 429_RX5B 25
EFD1000 and EFD500 SW v2.X Installation Manual
7 7 7 7 4
1
PFD with EFD1000 or EFD500 MFD
Config: (1A-2D) GNAV and Analog NAV#2 EFD1000 PFD EFD1000 MFD
Config: (1A-2H) GNAV and Analog NAV#2 and RS232 GPS#2
Config: (1A-2F) GNAV and RS232 GPS#2
EFD500 MFD
GNAV #1 7
GTN6xx GNS430/W GNS- 44 PIN 44 PIN
GTN7xx GNS530/W 480
P1001 P1004 Px001 Px006 P5 3
29 _ 47 _ 24
10 _ _ 4
46
_ _ 11
23 23 25
_ 24 _ 24 5
48 48(50) _ 8
67 __ _
49(51) 28
9
Analog VLOC #2 - optional
See Figure 9-15 for:
1 This drawing is used for existing PFD installations that wired to Figure 9-8 5 See Figure 9-2 for ACU power and ground connections 10
ACU A429 TX2 (pins 4,5) may be connected to the traffic sensor for Label 320
or have one GNAV with Analog NAV and/or GPS. Other configurations “Magnetic Heading” only. No traffic control panel functions are output by EFD1000
must use their appropriate drawing. 6 See Figure 9-3 for DH wiring connections system
Existing PFD installation may have used pin 8 for the RS232 GPS connection. This 11 Carry shielding though all wire splices. RS232 wiring only - Optionally a
2 7 See Figure 9-1 for PFD/MFD power and CM/RSM wiring connections twisted pair (22TG2V64) may be used with the second conductor grounded
wire must be moved to pin 9 when adding the optional EWR50 XM receiver
at both ends in lieu of single conductor shown.
8 See the existing Display’s Installation Manual for specifications
3 See the EFD1000 Installation Manual for Sonalert option
See the existing Sensor’s Installation Manual for pin connections and
EFD500 installations do not use an RSM. 9 complete interface to aircraft
4
Figure 9-31: Two Display System PFD/MFD, GNAV1 and Analog NAV#2 or GPS#2
Configurations (1A-2D) or (1A-2H) or (1A-2F)
NOTE: To avoid damage to the equipment, do not place the EFD1000 Display face down on the
knobs.
The following Test Equipment will be required to complete the remaining steps in the ground test
procedure:
• Pitot Static Test Set
• NAV/ILS Signal Generator
• Digital Multimeter
• Electrical Bonding Tester
Do not install the EFD, ACU, RSM or configuration module until instructed to do so in
Section10.3.
1) Perform a continuity check on all wires between the EFD, ACU, RSM, Configuration
Module and their associated connections per wiring diagrams.
2) Verify over shields or over braids are installed on required wiring bundles.
3) Apply aircraft power and close the EFIS, MFD, and ACU circuit breakers and the EFIS
and MFD master switch if installed.
4) Verify proper voltage on EFD main connector pins 1, 2, and 3 and that there are
proper grounds on pins 4, 5, and 6.
5) If installed, verify proper voltage on ACU/ACU2 P1-10 and ground on P1-3.
1) Verify braided bonding strap is installed between EFD ground stud and airframe
ground.
2) Verify EFD mounting bracket is bonded to instrument panel with no greater than 3
milliohms resistance.
3) Verify ACU(s) chassis is bonded to airframe with no greater than 3 milliohms
resistance.
4) Verify RSM base plate or doubler plate is bonded to airframe with no greater than 3
milliohms resistance.
5) Verify EBB58 Emergency Backup Battery mounting bracket (if installed) is bonded to
airframe with no greater than 3 milliohms resistance.
If the data card is removed a “Database Failure” message will be shown when the system
loads additional data (normally the aircraft has flown some distance).
The data card contains Terrain, Obstacle, Cultural, NavData, and optionally Charts. The
NavData, Obstacle, and Cultural data is available for download on a 28-day cycle from
Jeppesen. U.S. Terminal Procedures Charts (Charts) are available for download on a 28-day
cycle from Seattle Avionics. Extra and replacement cards are purchased directly from
Jeppesen. Jeppesen information is available at 1-800-621-5377 or email
captain@jeppesen.com. Charts are available from Seattle Avionics Software at
www.seattleavionics.com
The data card is inserted in the card slot at the base the MFD. The data card (microSD card)
is inserted with the metal contacts facing down and toward the display. The card is inserted
until it is almost flush with the display bezel and locks into place. To remove the data card
simply push in on the card and it will eject part way. It can then be removed from the MFD.
If a “Convert Config Module (CM)” message is displayed, press Convert. This will load the EFD
software level configuration pages to the configuration module.
Configure all systems using Section 10.4 prior to system check out.
NOTE: AHRS Flags may take up to 3 minutes to clear. Airspeed and Altitude flags may take up to 20
minutes to clear at temperatures below -20ºC.
NOTE: The MFD’s may require up to 3 minutes to completely load all database features. Menu pages
and configuration pages may be accessed during this time.
Pushing the “MENU” button accesses the Main Menu operation. See PFD Pilot Guide and
MFD Pilot Guide for Main Menu operation.
When no fields are enabled for editing, rotating the right control knob clockwise
advances to the next menu page and counterclockwise advances to a previous
menu page.
Editable menu items are displayed in white text on a blue background, non-editable
menus items are green text on a blue background while grey text on a blue background
is disabled from editing.
Pushing the line select key adjacent to an editable field enables the associated field for
editing. The field turns magenta when enabled and the right control knob reads “Edit
Value”.
When the field is enabled for editing rotating the right control knob will adjust the value.
Pushing the right control knob or the adjacent line select key will exit from the editable
field.
The Main Menu consists of pages that are pilot selectable. Refer to the PFD Pilot Guide
and MFD Pilot Guide for Main Menu configuration if necessary.
The Installation Menu is entered from the Main Menu’s “SYSTEM STATUS PAGE” (page 11
of 11). Simultaneously push and hold the MENU key, Line Select Key #1 and Line Select
Key #2 for 3 seconds while the airspeed is below 30 units.
Whenever the warning message in Figure 10-2 is displayed, pressing either control knob
shall advance the Installation menu.
WARNING:
THE INSTALLATION MENU CONFIGURATION SETTINGS
MUST BE SET IN ACCORDANCE WITH THE APPROVED
INSTALLATION INSTRUCTIONS. UNAUTHORIZED
MODIFICATION OF THESE INSTALLATION SETTINGS
MAY INVALIDATE THE TYPE CERTIFICATED STATUS OF
THIS AIRCRAFT AND/OR RENDER IT UNAIRWORTHY.
To exit the Installation Menu at any time press the MENU button. All data will be saved
as displayed. The system will reboot and “INITIALIZING” will appear on the display for
approximately 40 seconds.
Select the appropriate section from the following pages that applies to your system or
systems. The EFD1000 PFD, EFD1000 MFD, and the EFD500 MFD have identical page
layouts and configuration options. The EFD500 MFD pages are unique in that some
configuration options are grayed out because they refer to a depopulated ADAHRS
function.
• Section 10.4.6 -EFD1000 PFD and MFD (print twice for dual EFD1000 systems)
• Section 10.4.7 -EFD500 MFD
Record aircraft information at the beginning of the section and record the configuration
in each table as shown below.
Make a copy of the appropriate section with the information recorded for inclusion into
Aspen Avionics document #900-00012-001, Instructions for Continued Airworthiness.
Installation Date:
Aircraft Model: EFD1000 S/N:
Aircraft Type: RSM S/N:
Aircraft S/N: ACU S/N:
CM S/N:
Use this form for both the EFD1000 PFD and EFD1000 MFD
WARNING: Only an appropriately rated mechanic or repairman (14 CFR 43.3) may set the values on the
IAS Config A and B menu pages. The values must match the certified speeds in the Aircraft
Flight Manual (AFM), Pilot Operating Handbook (POH), or other legal form of documentation
(e.g., Placard).
The following menus are based on software version 2.5. Previous software levels do not
have all shown options below and some items have been moved to another menu page.
Aircraft that use a Vmo/Mmo airspeed indicator are shown in Table 10-1 (Section
10.4.8.1) and will set the MOL TYPE to 2 thru 6. See Table 10-1 for MOL TYPE and
MOL Parameter values. Set the MOL MARKER/BAND to either a BARBER POLE or
REDLINE depending on existing airspeed indicator marking. MACH DSPL TYPE may be
set to operator preference. This setting determines when the airspeed tape changes
from Vmo to Mmo, either at an Altitude or at a Speed.
All standard airspeed indicators (that use a Vne) will set the MOL TYPE to 1 and then
enter the Vne in the MOL PARAM VALUE field.
MOL Parameter
MOL Description
Selection Options
Type And Example
(Known Values)
1 Vne For this type, Vne is displayed as a fixed value. Set MOL TYPE = 1
Example: If Vne = 180Kts, enter 180 in the MOL PARAM VALUE field.
2 Vmo For this type, Vmo is displayed as a fixed value. Set MOL TYPE =2
Example: If Vmo = 210Kts, enter 210 in the MOL PARAM VALUE field.
3 Vmo For this type, Vmo and Mmo are known values. MAX ALT is the service ceiling
Mmo of the aircraft. Set MOL TYPE=3. Push line select key next to MOL PARAM SEL
and scroll to Vmo. Press line select next to MOL PARAM VALUE and rotate right
MAX ALT
knob until Vmo value is correct. Repeat for Mmo and MAX ALT
4 Vmo1 For this type, Vmo is displayed as a fixed value to a known altitude and then
ALT 1 Vmo decreases by # knots per # feet (were # is a number)
KNOTS or MPH
Example:
(depending on the
Vmo is 226 KIAS to 15,500 feet and then Vmo decreases 4 KIAS per 1,000 feet
setting on the IAS Known values: Vmo=226, ALT1=15500, KNOTS=4, ALT2=1000, MAX ALT =
UNIT installation A/C service ceiling.
menu setting) Use MOL PARAM SEL to select Vmo/ALT1/KNOTS/ALT2
ALT 2 Use MOL PARAM VALUE to enter 226/15500/4/1000
MAX ALT
5 Vmo 1 For this type, the aircraft has multiple Vmo’s (Vmo x) that depend on different
ALT 1 altitudes (ALT x).
Example:
Vmo2
Vmo = 160 KIAS from 0 ft. to 5000 ft.
ALT 2
Vmo = 155 KIAS from 5000 ft. to 10000 ft.
Vmo 3 Vmo = 145 KIAS from 10000 ft. to 15000 ft.
ALT 3
Vmo 4 In this example Vmo1=160, ALT1=5000, Vmo2=155, ALT2=10000,
ALT 4 Vmo3=145, ALT3=15000
Vmo 5
This type can support up to 6 Vmo’s.
ALT 5
Vmo 6
ALT 6
6 Vmo 1 For this type, Vmo (Vmo1) is displayed as a fixed value to a known altitude
(ALT1) and then Vmo decreases in a straight-line variation between the Vmo1
altitude and a Vmo2 altitude (ALT2). ALT2 = aircraft maximum altitude.
Example:
Vmo = 197 KIAS from 0 ft. to 15000 ft.
Vmo = 160 KIAS at 25000 ft.
Set Speed Bands per Aircraft Flight Manual. Note- Vne is set on previous page.
OVERSPEED ALERT–A setting of DISABLE is the only valid configuration allowed under
the STC at this time.
NOTE: These selections are rotorcraft only and are grayed out.
This menu is used to select the color of the airspeed tape speed bands so that they
can exactly match the existing airspeed indicator.
SPD Band 2 - Maximum structural cruising speed (Vno) to the never exceed speed
(Vne). Yellow is the default for piston engine aircraft. Set as required to match existing
IAS indicator.
SPD Band 3 - No flap stall speed (Vs) to the maximum structural cruising speed (Vno).
Green is the default for piston engine aircraft. Set as required to match existing IAS
indicator.
SPD Band 4 - Full flap stall speed (Vso) to the maximum flap extend speed (Vfe). White
is the default for piston engine aircraft. Set as required to match existing IAS
indicator.
Note: “CLEAR” will render a tape marking (Speed Band) with no color, which will replicate certain
Vmo/Mmo mechanical airspeed indicators such as ones with a black background with white
tick marks and numbers.
INSTALLATION MENU PAGE – IAS CONFIG E SW v2.3 and above
Feature Options Actual Setting
SPD Band 2 YELLOW, CLEAR
SPD Band 3 GREEN, WHITE, CLEAR
SPD Band 4 WHITE, CLEAR
Not Used
Not Used
Notes:
10.4.6.7 Installation Menu Page - IAS CONFIG G (SW v2.2 and above)
IAS DISPLAY – DISABLE will remove the airspeed bug from the tape, the upper left
window, and the left knob. The window will continue identify the units (KTS or MPH)
displayed on the airspeed tape.
ALT DISPLAY – DISABLE will remove the altitude bug from the tape, the upper right
window, and the right knob. It also removes the MIN field.
BARO DISPLAY – When disabled will remove the BARO setting from the right knob and
the BARO display from the center Databar. The Disable setting will also remove the
baro-corrected altitude label from the A429 and RS232 busses.
VSI DISPLAY (added sw 2.2.3) – Always On means the tape will always be displayed.
Always Off means the tape is always turned off. AUTO means the tape will declutter
when the vertical speed is between +/-100fpm. ALWAYS ON or AUTO are the only
settings permitted under this STC.
CAUTION: Setting BARO DISPLAY to DISABLE may only be used when the TAPES are Locked Off and it
is a stand-alone PFD. PFD/MFD installations must be set to ENABLE.
The following menu will be used to configure the EFD1000 system for the installed
GPS, NAV and autopilot interfaces. The installation wiring diagrams in Section 9 have a
Configuration Matrix table that will be used to set ID#1 and ID#2.
The following menu will pre-fill based on the GPS/NAV #1/2 selections made on the
previous page. No changes required here unless it is required to change the
GPS1/GPS2/NAV1/NAV2 order to accommodate parallel connection of the EFD1000
and a second EFIS system running GPS and NAV at mixed A429 speeds (see Figure 9-
9B and 9-9C for these connections).
A429 input ports will be set to HIGH or LOW. ADF/RAD ALT/remote OAT require high
speed to the ACU2. The standard ACU only operates low speed. Set the appropriate
number of ADF receivers installed. Set NAV#2 Position Source to GPS1 if it is desired
to have GPS1 map data displayed when VLOC#2 is selected. Set to GPS2 if GPS2 map
data is to be displayed when VLOC#2 is selected. Single GPS installations set to GPS1.
NOTE: Power to the ACU2 should be reset after configuring the EFD because if it was running low
speed when powered up, it will continue to run low speed even if changed to high above until
it boots back up. ADF/RAD/ALT/RMT OAT will not function in this case.
The following menu is used to configure the RS-232 RX IN sensor ports. Options
include GPS TYPE X, WX500, XM Weather, RSM, EFD1000 PFD, EFD1000 MFD, and
EFD500 MFD inter-system communication. Note - some ports do not include all
interface options. (See wiring diagrams in sections 9 to determine how each port was
wired and configure port accordingly.)
NOTE – Setting and wiring RS232 TX0 or RS232 TX1 to DFC A/P 1 or DFC A/P 2
requires the associated RS232 RX port (0 or 1) to be wired/configured as DFC A/P or
unused. For example, using 232 TX0 for DFC A/P 1 will require 232 RX0 to be wired
to DFC90 P2-24 or unused. No other 232 RX0 configuration options are available.
RS232 TX2 and TX3 do not have this restriction.
NOTE - Use of the “DFC A/P” settings not approved under AML-STC SA10822SC. See
Avidyne DFC-90 STC installation instructions for setting of these values.
The following menu is used to configure the RS-232 RX IN 5 sensor port and the four
RS-232 TX OUT ports. Options include XM Weather, WX500, ADC (two types) and PFD
or MFD inter-system communications. Note - some ports do not include all interface
options. (See wiring diagrams in sections 9 to determine how each port was wired
and configure port accordingly.)
NOTE – Setting and wiring RS232 TX0 or RS232 TX1 to DFC A/P 1 or DFC A/P 2
requires the associated RS232 RX port (0 or 1) to be wired/configured as DFC A/P or
unused. For example, using 232 TX0 for DFC A/P 1 will require 232 RX0 to be wired
to DFC90 P2-24 or unused. No other 232 RX0 configuration options are available.
RS232 TX2 and TX3 do not have this restriction.
NOTE - Use of the “DFC A/P” settings not approved under AML-STC SA10822SC. See
Avidyne DFC-90 STC installation instructions for setting of these values.
PORT 1
For PFD only installations these are grayed out. For PFD/MFD installations set all three
to HIGH after configuring the inter-system buss in the previous two menu pages.
The following menu configures the emulation modes for the Flight Director and HDG
and CRS Datum interfaces. The installation wiring diagrams in Section 9 have a
Configuration Matrix table that will be used to set ACU HSI TYPE and ACU FD TYPE.
(See Section 10.4.8 for example). Flight Director display pitch and roll offset
adjustments are also made.
The ACU/ACU2 transmit buss speed to the GPS receiver and receive buss speed from
the digital VLOC receiver will be configured. For ACU set both to LOW. ACU2 may
change these to HIGH if required but most configurations as shown in Section 9 use
Low speed settings.
RSM Orientation– TOP (A-05-111-00, -001, and -002 RSM), BOTTOM (-003 RSM)
RSM GPS Enable - ENABLE if A-05-111-00 RSM or -001 RSM and RSM has view of
satellites. Set to INTERCOM if MFD1000 using a -002 or -003 RSM or -001 RSM is
internal with no view of satellites. Set to DISABLE if a PFD is using a -002 or -003 RSM
or has no view of satellites. INTERCOM setting was added in software v2.3 and later.
RAD ALT CONFIG –Set to NONE unless Radio Altimeter is installed, then set to correct
type per table in Section 8.
RSM GPS USAGE – EMER ONLY is the only permitted setting under the STC.
WIND DISPLAY (added SW v2.2.3) – ENABLE>=30KIAS is default setting. DISABLE
removes the wind vector/speed/direction from databar. Maybe set per operator
preference.
Caution: Use of the MODE 2 selection affects the certification of the EFD1000 system and is
prohibited.
INSTALLATION MENU PAGE – MISC CONFIG A SW 2.3 and above
Feature Options Actual Setting
RSM Orientation TOP, BOTTOM (Inverted orientation)
RSM GPS Enable DISABLE, ENABLE, INTERCOM
RSM GPS USAGE EMER ONLY/ MODE 2 (read Caution above)
RAD ALT CONFIG NONE, TYPE 1, TYPE 2, TYPE 3, TYPE 4,
TYPE 5, TYPE 6, TYPE 7
WIND DISPLAY DISABLE, ENABLE>=30KIAS,
ENABLE>=40KIAS, ENABLE>=50KIAS,
ENABLE>=60KIAS, ENABLE>=70KIAS,
ENABLE>=80KIAS, ENABLE>=90KIAS
Notes: The standard EFD1000 MFD RSM (-002) does not include a GPS.
The following menu will be used to set the aircraft electrical system voltage. EFD
Battery Config will be set to INTERNAL for all -001 EFDs and REMOTE for all -002
EFDs. The Panel Tilt Pitch Adj is aligned for tilted instrument panels and the Panel Roll
Adj is adjusted to compensate for slightly misaligned EFD mounting in the instrument
panel. See Section 10.4.8for instructions on setting the Panel Tilt Pitch Adj, Panel Roll
Adj, and Attitude Ref Symbol adjustments.
COMPOSITE PHASE (VOR1,2) – If the analog NAV receiver has a 180⁰ phase shifted
output (i.e.,RT-385) then select 180 for VOR1 or 2 or both.
GPSS GAIN - 1.0 is default, Rate Based autopilots may need a setting of up to 2.0.
CRS SDI – For a dual A429 GPS interface set to NAV 1/2 and set GPS1 for SDI=LNAV1
and GPS2 for SDI=LNAV2. All other GPS configurations set to COMMON. See Figure
9.27.
OBS DISPLAY – Set to ENABLE (this is a user preference item and can be set to disable).
INSTALLATION MENU PAGE – MISC CONFIG C SW 2.0 and above
Feature Options Actual Setting
COMPOSITE PHASE
(0,0) (180,0) (0,180) (180,180)
(VOR1,2)
GPSS GAIN: 0.5 to 2.0 (0.1 increments)
CRS SDI COMMON, NAV 1/2 (SW v2.2 and above)
OBS DISPLAY DISABLE, ENABLE (SW v2.2 and above)
Not Used
Notes:
OAT Source – If a PFD only install, and the RSM is internally mounted or in an area that
affects OAT accuracy then set to NONE. If the RSM is externally mounted then set to
RSM. If using a remote OAT probe connected to the ACU2 then set to PROBE. If a
multi display install, and the connected RSM does not have accurate OAT and another
EFD does then set to INTERCOM and this EFD will use the other EFD’s OAT
information.
OAT BIAS - Should the OAT display on the PFD be in error on the high side it may be
lowered by up to 8 degrees C. Note the adjustment is done in degrees C only. If
configured for degrees F then perform the conversion and lower the value in C then
required amount.
Caution: Do not adjust the OAT BIAS without comparing it to a calibrated temperature source.
Adjustment procedure:
1) Make sure the aircraft has been in a hangar for long enough that the skin
temperature has reached that of the surrounding air temperature or the
aircraft and RSM are not being influenced by radiant heat (such as the Sun
or radiant heaters).
2) Turn on the EFD1000 system and allow it to run for a minimum 20 minutes.
3) Using the reading from a calibrated temperature gauge located in the
immediate vicinity of the RSM, compare it to the OAT reading on the PFD.
4) If the OAT reading on the PFD is high by up to 8 degrees it can be adjusted
by entering -1 to -8 in the OAT BIAS field.
SV ALERT CONFIG – There are 5 options but only two are permitted under the STC. Set
to Option 1 if the aircraft does not have a TAWS installed, set to Option 3 if it does
have a TAWS installed. FPM is Flight Path Marker.
1= Alert Tone, Alert Annunciations, FPM Alert Colors, and Terrain Coloring are
configured
2= Only Alert Annunciations, FPM Alert Colors, and Terrain Coloring are
configured
3= Only FPM Alert Colors, and Terrain Coloring are configured
4= Only Terrain Coloring is configured
5= None of the Above
DISPLAY FPM – There are 3 settings and the “PFD/MFD” setting is recommended.
DISABLE = FPM is not displayed
PFD ONLY= FPM is displayed on the PFD, not on the MFD
PFD/MFD= FPM is displayed on both the PFD and MFD
AIRCRAFT REF SYMBOL – Option 1 is recommended.
1= Ref Symbol Type 1
The following menu will be used in the next section to calibrate and validate the
magnetometer in the RSM. Heading errors of up to +/- 6.0º can be calibrated at 30º
increments beginning with North. (Follow RSM Cal procedure in Section 10.5.)
This table is used to record the HDG ADJ values used to bring the compass heading
values in to specification.
RSM CALIBRATION
(PFD Software 1.1 and PAGE 12 Options Actual Setting
later)
HDG SEL: 030 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 060 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 090 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 120 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 150 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 180 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 210 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 240 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 270 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 300 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 330 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
HDG SEL: 360 KEY 4
HDG ADJ: KEY 5 Editable: -6 to +6
This page is for Factory Calibration only and has no installation purpose.
The following menu is used for WX-500 configuration, system status, and system test.
HEAD TYPE is configuration status. It will display NONE if there is no WX-500
connection, DISPLAY when a RS232 RX Port is set to WX500, and CONTROL when a
RS232 TX Port is set to WX500.
INSTALLATION MENU PAGE – DFC A/P CONFIG PAGE A SW v2.6 and above
Feature Options Actual Setting
Aircraft 1 or 2 (1=non-Cirrus, 2= Cirrus)
Configuration
Pitch Servo Type 0-255
Pitch Linkage Type 0-255
Pitch Trim Servo Type 0-255
Turn Coordinator 1 or 2 (1=installed, 2= not installed)
Configuration
Notes: Use of these settings not approved under AML-STC SA10822SC. See Avidyne DFC-90
STC installation instructions for setting of these values.
INSTALLATION MENU PAGE – DFC A/P CONFIG PAGE B SW v2.6 and above
Feature Options Actual Setting
Roll Servo Type 0-255
Pitch Linkage Type 0-255
Buzzer Volume 0-11
Push to Test Buzzer Action
Maximum Autopilot 0-450
Speed
Notes: Use of these settings not approved under AML-STC SA10822SC. See Avidyne DFC-90
STC installation instructions for setting of these values.
Use the line select key next to IP ADDR and the right knob to set the value.
Subsequent pushes of the line select key will advance the cursor to the right so that
each set of digits between the decimal points may be entered.
This menu is for diagnostic purposes only. Note – Operational Time and Flight Time
are stored in the configuration module of the aircraft and these times are cumulative
for the installation not the EFD unit itself.
EXITING / SAVING DATA - To exit the Installation Menu press the MENU button. All
data will be saved as it was displayed on each page. The system will reboot and
“INITIALIZING” will appear on the display for approximately 40 seconds. Normal
operation continues.
NOTE: Cycle power to the ACU/ACU2 so that it can accept the changes made to the installation
menu.
NOTE: Some menus are grayed out as they do not apply to the EFD500 MFD. The EFD500 is
depopulated of the ADC and AHRS sensors.
10.4.7.3 Installation Menu Page – IAS CONFIG C (SW v2.2 and above)
NOTE: These selections are rotorcraft only and are grayed out.
Does not apply to EFD500
The following menu will be used to configure the EFD500 system for the installed GPS,
NAV and autopilot interfaces. The installation wiring diagrams in Section 9 have a
Configuration Matrix table that will be used to set ID#1 and ID#2.
The following menu will pre-fill based on the GPS/NAV #1/2 selections made on the
previous page. No changes required here unless it is required to change the
GPS1/GPS2/NAV1/NAV2 order to accommodate parallel connection of the EFD1000
and a second EFIS system running GPS and NAV at mixed A429 speeds (see Figure 9-
11A and 9-11B for these connections).
A429 input ports will be set to HIGH or LOW. Set NAV#2 Position Source to GPS1 if it is
desired to have GPS1 map data displayed when VLOC#2 is selected. Set to GPS2 if
GPS2 map data is to be displayed when VLOC#2 is selected. Single GPS installations
set to GPS1.
The following menu is used to configure the RS-232 RX IN sensor ports. Options
include GPS TYPE X, WX500, XM Weather, RSM, EFD1000 PFD, EFD1000 MFD, and
EFD500 MFD inter-system communication. Note - some ports do not include all
interface options. (See wiring diagrams in sections 9 to determine how each port was
wired and configure port accordingly.
The following menu is used to configure the RS-232 RX IN 5 sensor port and the four
RS-232 TX OUT ports. Options include XM Weather, WX500, and PFD or MFD inter-
system communications. Note - some ports do not include all interface options. (See
wiring diagrams in sections 9 to determine how each port was wired and configure
port accordingly.)
For PFD only installations these are grayed out. For PFD/MFD installations set all three
to HIGH after configuring the inter-system buss in the previous two menu pages.
RSM GPS Enable - Set to INTERCOM. If the PFD does not have the RSM GPS enabled
then set to DISABLE. INTERCOM setting was added in software v2.3 and later.
RSM GPS USAGE – EMER ONLY is the only permitted setting under the STC.
Caution: Use of the MODE 2 selection affects the certification of the EFD1000 system and is
prohibited.
WIND DISPLAY (added SW v2.2.3) – ENABLE>=30KIAS is default setting. DISABLE
removes the wind vector/speed/direction from databar. Maybe set per operator
preference.
COMPOSITE PHASE (VOR1, 2) – If the analog NAV receiver has a 180⁰ phase shifted
output (i.e., RT-385) then select 180 for VOR1 or 2 or both.
CRS SDI – For a dual GNAV interface set to NAV 1/2 and set GNAV1 for SDI=1 and
GNAV2 for SDI=2. For single GNAV/GPS set to COMMON.
OBS DISPLAY – Set to ENABLE (this is a user preference item and can be set to disable).
INSTALLATION MENU PAGE – MISC CONFIG C SW 2.0 and above
Feature Options Actual Setting
COMPOSITE PHASE
(0,0) (180,0) (0,180) (180,180)
(VOR1,2)
GPSS GAIN: Does not apply to EFD500
CRS SDI COMMON, NAV 1/2 (SW v2.2 and above)
OBS DISPLAY DISABLE, ENABLE (SW v2.2 and above)
Not Used
Notes:
The following menu is used for WX-500 configuration, system status, and system test.
HEAD TYPE is configuration status. It will display NONE if there is no WX-500
connection, DISPLAY when a RS232 RX Port is set to WX500, and CONTROL when a
RS232 TX Port is set to WX500.
To exit the Installation Menu press the MENU button. All data will be saved as it was
displayed on each page. The system will reboot and re-initialize. Normal operation
continues.
This section contains an expanded definition of each menu feature and detailed
instructions for the available configuration options. Note not all PFD and MFD versions
have every option as defined below.
Use the following table to fill in Configuration Menu Page 1. Verify settings with POH,
existing airspeed indicator, or any applicable STC’s performed to the aircraft.
TCDS MOL
Aircraft Model TYPE MOL Parameters Vmo Test Points (±4kts)
BN-2T, BN-2T-4R A17EU 2 Uses fixed Vmo: Verify Redline or Barber Pole is
Enter Vmo value per positioned at the Vmo airspeed
existing IAS indicator mark.
BN2A Mk III (with A29EU 2 Uses fixed Vmo: Verify Redline or Barber Pole is
NB/M/501 airspeed Enter Vmo value per positioned at the Vmo airspeed
indicator) existing IAS indicator mark.
BN2A Mk III-2* * The -2 & -3 with NB/M/579
BN2A Mk III-3* Airspeed Indicator have a Vne
(use MOL Type 1)
Cessna 208/208B A37CE 2 Uses fixed Vmo: Verify Redline or Barber Pole is
Vmo = 175kts positioned at 175kts
Cessna 425 A7CE 3 Vmo = 230kts Verify Redline or Barber Pole
Mmo = .52 appears at the correct airspeed
MAX ALT = 30,000ft at the following altitudes:
Field Elevation = 230kts
24Kft = 218kts
27Kft = 205kts
Cessna 406 A25CE 3 Vmo = 229kts Verify Redline or Barber Pole
Mmo = .52 appears at the correct airspeed
MAX ALT = 30,000ft at the following altitudes:
Field Elevation = 229kts
24Kft = 218kts
27Kft = 205kts
Cessna 441 A28CE 3 Vmo = 245kts Verify Redline or Barber Pole
Mmo = .55 appears at the correct airspeed
MAX ALT = 33,000ft (s/n at the following altitudes:
441-0001* to 0172*), or Field Elevation = 245kts
MAX ALT = 35,000ft (s/n 23Kft = 236kts
441-0173 and up)
26Kft = 222kts
* 35,000ft if modified with
SK441-36
Dornier A16EU 2 Uses Fixed Vmo = 199kts Verify Redline or Barber Pole is
Do228-100 positioned at 199kts
Do228-200
Hawker Beechcraft 3A20 2 Uses fixed Vmo: Verify Barber Pole is positioned
TCDS MOL
Aircraft Model TYPE MOL Parameters Vmo Test Points (±4kts)
65-A90-1, 65-A90-2 Vmo = 208kts at 208kts
65-A90-4
B90, C90
Hawker Beechcraft 3A20 2 Uses fixed Vmo: Verify Barber Pole is positioned
E90, H90, C90A, Vmo = 226kts at 226kts
C90GT, C90GTi
Hawker Beechcraft F90 A31CE 3 Vmo = 253kts Verify Barber Pole appears at
Mmo = .48 the correct airspeed at the
MAX ALT = 31,000ft following altitudes:
Field Elevation = 253kts
15Kft = 241kts
21Kft = 214kts
Hawker Beechcraft A14CE 4 Vmo=226kts up to 15,500ft Verify Barber Pole appears at
99, 99A, A99, A99A, 15,500ft to 25,000ft Vmo the correct airspeed at the
B99, 100, A100, A100A decreases by 4kts/1000ft following altitudes:
Vmo=226 Field Elevation = 226kts
ALT1=15500 18Kft = 216kts
KNOTS=4
20Kft = 208kts
ALT2=1000
MAX ALT=25000 (A99, A99A,
B99), or
MAX ALT=25500 (99,99A), or
MAX ALT=31000 (100, A100,
A100A)
Hawker Beechcraft A14CE 4 Vmo=223kts up to 15,500ft Verify Barber Pole appears at
B100 15,500ft to 25,000ft Vmo the correct airspeed at the
decreases by 4kts/1000ft following altitudes:
Vmo=223 Field Elevation = 223kts
ALT1=15500
18Kft = 213kts
KNOTS=4
20Kft = 205kts
ALT2=1000
MAX ALT=31000
Hawker Beechcraft A14CE 4 Vmo=224kts up to 15,500ft Verify Barber Pole appears at
C99 15,500ft to 25,000ft Vmo the correct airspeed at the
decreases by 4kts/1000ft following altitudes:
Vmo=224 Field Elevation = 224kts
ALT1=15500
18Kft = 214kts
KNOTS=4
20Kft = 206kts
ALT2=1000
MAX ALT=25000
Hawker Beechcraft A24CE 3 Vmo=270kts, Mmo = .48 (s/n Verify Redline or Barber Pole
200, A200C (UC-12B), BB-2, BB-6 thru BB-198, BC- appears at the correct airspeed
200C, B200, B200C (C- 1* thru BC-61*, BD-1* and at the following altitudes:
12F, UC-12M, C-12R, up*) Field Elevation = 270kts
UC-12F), A200* (C- * if modified with Beech 12Kft = 256kts
12A, C-12C) Service Instructions C-12-
17Kft = 232kts
*serial number specific 0076 then use lower Vmo
-see below below.
MAX ALT = Enter maximum
operating altitude per POH
TCDS MOL
Aircraft Model TYPE MOL Parameters Vmo Test Points (±4kts)
Hawker Beechcraft A24CE 3 Vmo=260kts, Mmo = .52 (s/n Verify Redline or Barber Pole
200, A200C (UC-12B), BB-199 and up, BL-1 and up, appears at the correct airspeed
200C, B200, B200C (C- BJ-1 and up, BP-64 and up, BU- at the following altitudes:
12F, UC-12M, C-12R, 1 and up, BV-1 and up, BW-1 Field Elevation = 260kts
UC-12F), A200* (C- and up, BC-62 and up, BC-1*
18Kft = 247kts
12A, C-12C), A200CT thru BC-61*, BD-1* thru BD-
20Kft = 237kts
(C-12D, C-12F), 30*), all A200CT (C-12D, C-
B200GT, B200CGT, 12F), (s/n BY-1 and up, BZ-1
A100-1 (U-21J) and up and aircraft modified per
*serial number specific Hawker Beechcraft Kit 101-
-see above 9113), all A100-1 (U-21J)
* when modified with Beech
Service Instructions C-12-0076
MAX ALT = Enter maximum
operating altitude per POH
Hawker Beechcraft A24CE 3 Vmo=245kts, Mmo=.472 Verify Barber Pole appears at
200T, 200CT, B200T, (all models and s/n’s) the correct airspeed at the
B200CT, A200CT (FWC- MAX ALT = Enter following altitudes:
12D, RC-12D, RC-12G, maximum operating Field Elevation = 245kts
RC-12H) altitude per POH 15Kft = 237kts
20Kft = 215kts
IndustrieAeronautiche 7A4 4 Vmo=220kts up to Verify Barber Pole appears at
(formerly Piaggio) 10,000ft the correct airspeed at the
P.166 DL3 decreases by 4kts/1000ft following altitudes:
above 10,000ft Field Elevation = 220kts
Vmo=220 15Kft = 200kts
ALT1=10000
17Kft = 192kts
KNOTS=4
ALT2=1000
MAX ALT=24000
M7 Aerospace A5SW 2 Uses fixed Vmo: Verify Barber Pole is positioned
(formerly Fairchild) Vmo = 208kts at 208kts
SA26-T, SA26-AT
M7 Aerospace A5SW 4 Vmo=265kts up to Verify Barber Pole appears at
(formerly Fairchild) 26,000ft the correct airspeed at the
SA226-T 26,000 to 31,000 Vmo following altitudes:
decreases by 6kts/1000ft Field Elevation = 265kts
Vmo=265 28Kft = 253kts
ALT1=26000
29Kft = 247kts
KNOTS=6
ALT2=1000
MAX ALT=31000
M7 Aerospace A5SW 4 Vmo=248kts up to Verify Barber Pole appears at
(formerly Fairchild) 17,000ft the correct airspeed at the
SA226-AT decreases by 5kts/1000ft following altitudes:
above 17,000ft Field Elevation = 248kts
Vmo=248 21Kft = 228kts
ALT1=17000
23Kft = 218kts
KNOTS=5
ALT2=1000
MAX ALT=31000
TCDS MOL
Aircraft Model TYPE MOL Parameters Vmo Test Points (±4kts)
M7 Aerospace A5SW 4 Vmo=265kts up to Verify Barber Pole appears at
(formerly Fairchild) 24,000ft the correct airspeed at the
SA226-T(B) decreases by 5kts/1000ft following altitudes:
above 24,000ft Field Elevation = 265kts
Vmo=265 26Kft = 255kts
ALT1=24000
28Kft = 245kts
KNOTS=5
ALT2=1000
MAX ALT=31000
Pilatus A50EU 3 Vmo = 270kts Verify Barber Pole appears at
PC-7 Mmo = .55 the correct airspeed at the
MAX ALT = 25,000ft following altitudes:
Field Elevation = 270kts
18Kft = 262kts
22Kft = 241kts
Piper A8EA 6 Contact Aspen Field Contact Aspen Field Service
PA-31T, PA-31T1, PA- Service (requires airspeed (requires airspeed info from
31T2, PA-31T3 info from POH) POH)
Piper A23SO 6 Contact Aspen Field Contact Aspen Field Service
PA-42, PA-42-720, PA- Service (requires airspeed (requires airspeed info from
42-1000 info from POH) POH)
Interceptor Aircraft 3A18 2 Uses fixed Vmo: Verify Barber Pole is positioned
400 Vmo = 208kts at 208kts
REIMS Aviation A54EU 3 Vmo = 229kts Verify Barber Pole appears at
F406 Mmo = .52 the correct airspeed at the
MAX ALT = 30,000ft following altitudes:
Field Elevation = 229kts
24Kft = 218kts
26Kft = 209kts
Socata A60EU 2 Uses fixed Vmo: Verify Barber Pole is positioned
TBM 700 Vmo = 270kts at 270kts
Twin Commander 2A4 2 Uses fixed Vmo: Verify Barber Pole is positioned
680T, 680V, 680W, Vmo = 217kts at 217kts
681, 690 (680T, 680V, 680W, 681) (680T,680V,680W,681)
Vmo = 243kts Verify Barber Pole is positioned
(690) at 243kts (690)
Twin Commander 2A4 3 Vmo = 243kts Verify Barber Pole appears at
690A, 690B, 690C, 695 Mmo = .52 the correct airspeed at the
MAX ALT = 31,000ft following altitudes:
Field Elevation = 243kts
21Kft = 232kts
24Kft = 218kts
Twin Commander 2A4 3 Vmo = 252kts Verify Barber Pole appears at
695A, 690D, 695B Mmo = .60 the correct airspeed at the
MAX ALT = 35,000ft (695A) following altitudes:
MAX ALT = 31,000ft (690D*) Field Elevation = 252kts
*increases to 35,000ft if Twin 26Kft = 243kts
Commander Kit No. 149 28Kft = 233kts
installed
TCDS MOL
Aircraft Model TYPE MOL Parameters Vmo Test Points (±4kts)
Viking Air (de Havilland) A9EA 1 Contact Aspen Field Contact Aspen Field Service
DHC-6-1, DHC-6-100, Service (requires airspeed (requires airspeed info from
DHC-6-200, DHC-6- info from POH) POH)
300
Vno: Maximum Structural Cruise speed (beginning of yellow band). For aircraft with
no published yellow speed band set Vno = Vne.
Vfe: Maximum Flap Extend speed (top of white band) - set to Vfe = Vs on aircraft
with no flaps
Vso: Full Flap Stall speed (bottom of white band) - set to Vso= Vs on aircraft with
no flaps
Vyse: Single Engine best rate of climb (blue marker) on multi engine aircraft – set to
zero “0” on single engine aircraft.
Vmc: Single Engine minimum control speed (red marker) on multi engine aircraft –
set to zero “0” on single engine aircraft.
Initial Flap Extension Speed – set to zero “0” on aircraft without a published
initial flap extension speed. For aircraft that have a published speed at which
the first notch of flap may be deployed, set to that published value.
TAPES:
Use the following flowchart (Figure 10-4) to determine the proper configuration for
the TAPES setting of Installation Menu 3.
UNLOCKED = Must only be set when Airspeed and Altimeter are still in basic T
configuration. With this setting the pilot can turn airspeed and
altitude tapes on or off via menu.
LOCK OFF*= Must be used when the aircraft has a Vmo “Barber Pole” airspeed
indicator. Tapes are turned off and cannot be turned on by pilot.
LOCK ON = This setting required whenever Altimeter or Airspeed Indicator
has been relocated from basic T configuration. Tapes are always
enabled and cannot be turned off by pilot.
*NOTE: Tapes cannot be locked off unless the airspeed indicator and altimeter are located within
the Primary Field of View and in the basic “T” configuration.
VSPD EDIT:
UNLOCKED = Pilot can modify value of VSPEED textual markers in the Main
Menu.
LOCKED = Pilot cannot modify the values of the VSPEED textual
markers in the Main Menu.
START
Requirements for
configuring Installation
Menu setting “TAPES”
NO
Can the
Does the
YES PFD IAS tape be NO
aircraft have a Vmo
configured to match the
“barber pole” Airspeed
mechanical IAS
Indicator
indicator?
NO
YES
NO
TAPES can be
configured to
UNLOCKED or any
other customer
preference
EFD500 and MFD1000
installations adjacent to the PFD require the
TAPES to be configured to LOCK ON
TAPES must be
configured to
LOCK ON
STOP
This setting is used to compensate for aircraft instrument panels that are inclined with
respect to the aircraft leveling indices. The EFD1000 AHRS performance and the RSM
calibration depend on the AHRS sensor orientation to the aircraft waterline using the
aircraft leveling indices.
CAUTION: Do not use the “PANEL TILT PITCH ADJ” adjustment to align the Aircraft Reference Symbol
to a zero pitch mark for level flight. Though such an adjustment appears to be a natural
step, incorrect adjustment may result in incorrect pitch, roll and heading values. For
non-tilted panel installations, the EFD1000 AHRS must show zero degrees pitch when
the aircraft is leveled using the aircraft leveling indices. Adjustment of the PANEL TILT
PITCH ADJ to set the Aircraft Reference Symbol to a zero pitch mark for level-flight may
result in improper PFD alignment. If the level flight level zero pitch reference needs
adjustment, proceed in accordance with the ATTITUDE REF SYMBOL ADJ procedure
described below.
NOTE: Once the PFD is installed and properly aligned, the Aircraft Reference Symbol’s level-flight
pitch attitude indication changes with speed and aircraft loading and cannot be adjusted by
the pilot. See 14CFR 23.1303(f). See ATTITUDE REF SYMBOL ADJ adjustment to determine if
further action is required.
Adjust the PANEL TILT PITCH ADJ value using one of the two methods shown below.
Panel Roll Adjust is used to align the roll reference mark of the EFD1000 to zero
degrees when the aircraft is wings level. With the aircraft wings level change the Panel
Roll Adjust adjustment to make the CORRECTED ROLL ATTITUDE equal to 0.0º. Should
more than 2º of correction be required the mechanical mounting of the EFD1000 for
level in the panel should be re-verified.
CAUTION: A RSM Calibration must be performed before first flight after changing either the PANEL
TILT PITCH ADJ or PANEL ROLL ADJ values.
This is used to make small changes to the pitch attitude reference mark on the
EFD1000 should the aircraft fly consistently slightly nose high or nose low in cruise
trim. It is not necessary to perform the RSM Calibration after making changes to this
setting.
If you wired the drawing exactly as shown you would select ID#1 = H and ID#2 = D.
This would mean you have a RS-232/Analog GPS1 (i.e., KLN-94, GX-55) with an
Analog NAV1 (i.e., KX-155A) and an Analog NAV2 (i.e., KX-155A).
If you have the above installation without a NAV2 then select ID#1 = H and ID#2 =
NONE.
If you have the above installation with no NAV1 or NAV2 (just GPS and autopilot) then
select ID#1 = G and ID#2 = NONE.
Most modern navigation receivers will be set to (0, 0) as VOR1 and VOR2 will have
VOR composite outputs with zero degree phase shift. For receivers with VOR
composite outputs that are 180º out of phase (i.e., ARC RT-385) set to 180 as
required.
0 = Normal
1 = Reversed. It may be necessary to select “Reversed” if the HDG or CRS Datum
drives the autopilot in the opposing direction. Some HSI units use
reversed logic for CRS and HDG Datum. Verify through ground
test the proper setting.
10.4.10.4 FD ROLL OFFSET ADJ
Flight Director Roll Offset is used to align the PFD Command Bars to the Command
Bars on the mechanical FD instrument in the roll axis. Positive number increases roll in
RIGHT (clockwise) direction. Negative number increases roll in LEFT (counterclockwise)
direction.
Flight Director Pitch Offset is used to align the PFD Command Bars to the Command
Bars on the mechanical FD instrument in the pitch axis. Positive number increases
pitch in UP direction. Negative number increases pitch in DOWN direction.
The value of the command bars position is digitally shown in the top portion of the
Installation Menu when the autopilot’s flight director is valid and engaged. This will
assist you in aligning the PFD flight director to the mechanical flight director indicator.
To exit the Installation Menu press the MENU button. All data will be saved as it was
displayed on each page. The system will reboot and “INITIALIZING” will appear on the
display for approximately 40 seconds. Normal operation continues.
The Remote Sensor Module must be calibrated by performing a compass swing in the
aircraft for any new installations and any follow up maintenance activities that could
affect RSM accuracy.
Such activities might include but are not limited to the replacement of the RSM,
replacement of the Configuration Module, installation of a mechanical or electrical device
in the vicinity to the RSM, installation of an appliance that might generate a magnetic
interference.
NOTE: Before replacing the RSM and/or the Configuration Module, determine if the current
installation has had SB2009-02 applied by referring to the EFD1000 Configuration Chart or
the aircraft logs. If so, do not replace the Configuration Module or RSM without completing
the calibrations as identified in the SB2009-02. Contact an Aspen Avionics FSE for more
information.
CAUTION: When a Calibration is initiated, the aircraft must be turned as described below. If the
calibration is initiated and then accepted without moving the aircraft, an erroneous
calibration will be written to the Configuration Module, potentially resulting in failure to
initialize.
As a second check against potentially damaging magnetic interference near the RSM it
is required that the following test be run. The handheld compass test in section 6
usually does an acceptable job of locating a magnetically quiet area for mounting a
RSM but does not take out all the factors such as ferrous RSM mounting hardware and
an RSM that may have come in contact with a magnet due to poor handling and
mounting practices. Follow the instructions below to fill in Table 10-1.
STEP Example Actual
40,422.2nT
Vertical Component (Z) from NOAA (nT)
(Los Angeles)
Vertical Component (Z) from NOAA converted by
.40 Z1
moving the decimal 5 places to left
Vertical Component (Z) from EFD1000
.37 Z2
(RSM level within 5 degrees)
Vertical Component (Z) Average of North and South Not required as RSM
Z2
reading (RSM tilted more than 5 degrees) was within 5⁰
Add 0.1 to the Z1 box above .40 + .1 = .50 Z3
Subtract 0.1 from the Z1 box above .40 - .1 = .30 Z4
Does Z2 lie in between the Z3 and Z4 number? Yes
Table 10-2: Vertical Component Evaluation table
http://www.ngdc.noaa.gov/geomagmodels/IGRFWMM.jsp
Either enter your Zip code and click on “Get Location” or select a country and city from
the drop down menus. Your known Lat/Long may also be entered. Once your closest
geographical area is found the Lat/Long will pre-fill to the right. Leave the date fields
as pre-filled (today’s date) and then click on “Compute Magnetic Field Values” near the
bottom center of the screen. Under the column “Vertical Component” copy this value
in nT (nanotesla) to the top box of Table 10-1.
This value must be converted by moving the decimal point over 5 places to the left.
For example a value of 40,422.2nT will become .40 after the decimal is moved five
places to the left and the 0.004222 is discarded. This value (Z1) will be compared to
the Vertical Component on the EFD1000 Diagnostic Page in the installation menu.
If the pitch angle of the RSM to the horizon (with aircraft sitting on the landing gear) is
less than 5 degrees then the “Z” value can be read directly and compared to the NOAA
number above. If the RSM is tilted more than 5 degrees to the horizon then the
averaging of two values to come up with a “Z” for comparison will be required. To
average two readings the aircraft should be positioned facing north (±20 degrees) and
a Z value recorded and then with the aircraft positioned exactly 180 degrees from the
northern heading the Z value is recorded. Add these two numbers together and then
divide by 2 to get the average “Z” value. Enter this value in the Z2 box of Table 10-1.
Now add and subtract 0.1 from Z1 to come up with a Z3 and Z4 range limit.
If Z2 falls between the Z3 and Z4 limits then the RSM location and magnetic signature
is acceptable for your geographic location and a RSM Calibration can proceed.
If the Z2 value does not fall between the Z3 and Z4 range limits then further
investigation is required. The RSM is not seeing the correct vertical component of the
earth’s magnetic field due to magnetic interference near the RSM. Check the RSM area
for ferrous hardware and magnetic interference. Contact an Aspen Avionics Field
Service Engineer if further troubleshooting is required.
Perform the RSM calibration procedure per Section 10.5.2 with the tail wheel on the
ground. Verify heading accuracy is within +/- 4º. If the heading accuracy cannot be
brought within +/- 4º tolerance then try temporarily shimming the rear of the RSM
up. Perform another RSM calibration. If a shim corrects the heading accuracy then
install permanent shim per Section 6.9.12.
In some installations it might not be possible to achieve +/- 4º accuracy during the
RSM calibration with the aircraft tail wheel on the ground. If feasible and necessary,
the RSM calibration can be performed in the aircraft flight attitude (with the aircraft
tail wheel lifted off the ground). Contact Aspen Avionics product support for tail
dragger RSM calibration assistance.
The RSM calibration routine is accomplished using the Installation Menu “RSM
CALIBRATION” menu page. See Section 10.4.5 (Installation Menu Access) for instructions
on entering the INSTALLATION MENU.
CAUTION: The “PANEL TILT PITCH ADJ” and “ROLL ATT TRIM” must be set correctly on the
Installation Menu page prior to calibrating the RSM.
On the “RSM CALIBRATION” menu page the current calibrated heading (to the nearest 0.1
degrees) will be continuously displayed adjacent to the “CAL HDG:” menu field.
NOTE: Verify CAL HDG is within 25 degrees of a calibrated compass source prior to starting the RSM
Calibration. This is a rough check of the hard and soft iron effects (magnetic interference) in
the vicinity of the RSM. Should the CAL HDG be greater than 25 degrees then the RSM
location should be re-surveyed per Section 6.9.1.
With aircraft stationary at (POSITION 1) of Figure 10-6 press the “START CALIBRATION”
line select key. The annunciation shown in Figure 10-8 will be displayed with a
countdown timer that begins with 15 secs and counts down to 0 secs.
CAUTION: Do not press ACCEPT Calibration without moving the aircraft in the procedure below as
corruption to the configuration module could occur.
MAGNETOMETER CALIBRATION
IN PROGRESS
DO NOT MOVE THE AIRCRAFT
FOR THE NEXT 7 SECS
When the menu of Figure 10-15 is displayed immediately begin taxiing the aircraft
clockwise or counter-clockwise at a constant rate of no faster than 1 turn every 30
seconds. About half normal taxi speed or a brisk walking speed is about right.
Approximately 10 seconds after initial movement (see POSITION A) the aircraft should be
taxiing at a constant rate (CR) throughout the rest of the procedure. When the
countdown timer is reached between one and a quarter turns (450º) (POSITION B) and
two turns (720º) (POSITION D) should have been completed. While turning the aircraft do
not stop the aircraft until the end of the 60-second timer and Figure 10-16 appears.
If you find that the timing of the turns was not right such that “Magnetometer
Calibration Complete” message occurs between B & D of Figure 10-12, then REJECT the
results and re-run the procedure.
MAGNETOMETER CALIBRATION
IN PROGRESS
At the end of the calibration routine the “ACCEPT CALIBRATION?” and “REJECT
CALIBRATION?” menu options will be enabled.
NOTE: If the message “Erroneous Calibration Values” is displayed then magnetic interference exists
in the vicinity of the calibration area or the RSM is mounted in a magnetically noisy area. Try
the calibration process again in a flat magnetically quiet area. If the message is displayed
again the RSM location must be surveyed for magnetic interference.
MAGNETOMETER CALIBRATION
COMPLETE
If the headings are within ±10º then press ACCEPT and use the Heading Offset
Adjustment in Section 10.5.3 to align each heading value to actual.
NOTE: Typically with a clean RSM location the heading values will be within 3 degrees of actual
heading. If they are outside this value the RSM mounting area should be rechecked for
magnetic contamination (internal interference) or the calibration can be rerun in a new
location (external interference) to see if the values are improved. RSMs tilted to the upper
end of the limit may not be able to achieve the 3 degree or less of error without using the
Heading Offset Adjustment).
Pressing the “ACCEPT CALIBRATION” selection shall accept the calibration results, display
the annunciation shown in Figure 10-11 for 5 seconds, and return the “RSM
CALIBRATION” menu page to its initial state.
MAGNETOMETER CALIBRATION
ACCEPTED
Pressing the “REJECT CALIBRATION” selection shall reject the calibration results. Reject
the results if the calibration was poor or a previously stored calibration has better
heading accuracies.
MAGNETOMETER CALIBRATION
REJECTED
When the calibration routine is complete and the results have been accepted the CAL
HDG value will be displayed.
MAGNETOMETER CALIBRATION
HDG ADJ field will display the amount of correction (+/- 6.0 degrees) that was required.
Press the HDG ADJ line select key to accept the setting.
MAGNETOMETER CALIBRATION
Now repeat the process above for all other headings in 30º increments from 60º to 360º.
Press the MENU key to exit the Installation Menu. Continue with heading accuracy tests in
Section 10.5.4.
NOTE: In some aircraft, prop wash and wind during ground operations can create inconsistent
pressures in the pitot-static system. The pressures can affect the ADAHRS, resulting in
small pitch and heading perturbations. Before reading the aircraft headings for the
purposes of calibration, ensure the attitude solution has stabilized and is not influenced by
external winds and pressures. The disturbances normally settle out over a period of 15 to
60 seconds. Idle power or temporarily selecting the alternate static source can sometimes
eliminate the effect.
As a final check, position the aircraft on the headings shown on “Installation Final Check
Sheet” of Appendix B and verify heading (viewed on HSI display) is within +/- 4 degrees
using a calibrated heading source (i.e., sight compass, compass rose). Record the actual
PFD headings in the table for inclusion in the aircraft maintenance records.
If any heading is outside ±4º then rerun the Calibration Procedure and or Heading Offset
adjustment.
With aircraft engine(s) running monitor current aircraft heading on PFD and exercise
flight controls stop to stop including flaps and any electric trim tabs. Verify the heading
(viewed on HSI display) does not change on the PFD by more than 2º. If movement of
flight controls causes more than a 2º heading change then it may be necessary to
degauss the flight controls including the cables. A handheld degausser can be found at
most audio and video stores.
If the operation of any electrical system causes the heading to change by more than 2º
the RSM wiring may need to be relocated away from the offending system. The
offending system may also have a bonding issue to the airframe that needs to be
corrected.
Run engine(s) from idle to take off power and verify that the heading does not change by
more than 2º. Prop wash at higher engine RPMs may cause a heading shift; try an
alternate static source if this is an issue.
10.6 Ground Test Procedure (PFD, EFD500 MFD and EFD1000 in PFD Rev & MFD Mode)
The ground test procedure will consist of checking for proper operation of the following
items. Check the PFD and the EFD1000 MFD in reverted mode simultaneously. Check the
EFD1000 MFD and EFD500 MFD using the sections marked for these devices:
CAUTION: Do not exceed the aircraft’s maximum Airspeed, Altitude, or Vertical Speed at anytime
during the testing. Damage could result to the pre-existing aircraft instruments.
NOTE: When changing indicated airspeed or altitude on the ground using pitot/static test
equipment, changes in the AHRS display of pitch, roll and heading will result, possibly
accompanied by a CROSS CHECK ATTITUDE annunciation. This behavior is the result of the
Kalman Filter algorithms employed in the EFD1000 attitude solution. These changes in pitch,
roll or heading are normal and do NOT indicate a system failure. The integrated nature of the
EFD1000 AHRS algorithms is such that AHRS performance can only be properly evaluated
during flight or ground maneuvers.
With the Pitot/Static tester still set for 5000 ft. above field elevation and with BARO Set to
29.92 in. Hg. on the PFD (see Section 12), verify altitude tape displays altitude within
±40ft of the calibrated test set altitude.
Perform a pitot-static system leak test per the aircraft manufacturer’s maintenance
manual or set the Pitot Static Test Set to 1000ft above field elevation and without
additional pumping for a period of 1 minute the aircraft static system should not lose
more than 100ft of altitude in a non-pressurized aircraft.
Verify the OAT displays on the Data Bar and is not dashed.
Verify that correct aircraft attitude information is presented on the Attitude Indicator
portion of the PFD. The Flags may take up to 5 minutes to clear when the ambient
temperature is below -20° C. Typically the attitude solution will be available in less than
3 minutes.
Refer to GPS manufacturer’s instructions for operating GPS receiver and verifying a
complete and fully functional interface.
1) Allow the GPS receiver to acquire a valid position and enter a Direct To waypoint
or a Flight Plan. Verify the flight plan data appears on the PFD (if wired) and
that it is correctly oriented on the magnetic compass card.
NOTE: If the basemap does not correctly orient on the compass card, ensure that the GPS is
configured for magnetic north reference.
NOTE: The EFD1000 displays the CDI in EFIS scale factors which are 2.5 dots full scale deflection.
This is half that shown on a mechanical indicator. Therefore 0.155DDM = 2.5 dots and
0.093DDM =1.5 dots on the EFD indicator.
NOTE: The EFD1000 system will not display a VDI (GPS LPV Glide Slope) indicator without an
activated valid LPV approach with APPROACH mode active.
NOTE: The EFD1000 requires software v2.3 or later to display a VDI needle when the WAAS GPS is
on the self-test page.
6) Verify that the OBS resolver output (if available) reads correctly on the GPS.
7) Turn off the GPS receiver and verify GPS1 is red slashed and goes invalid on
PFD.
8) Verify that RSM GPS Reversion is correctly annunciated.
9) Repeat procedure for GPS2 if installed.
Verify OBS accuracy on GPS and calibrate if necessary using GPS manufacturer’s
instructions.
NOTE: The self-test page on these types of GPS may not pull the lateral flag and therefore may not
show a valid CDI or to/from indication when in test mode.
10.6.6.3 RSM GPS (if ENABLED)
With RSM GPS enabled verify RSM GPS in yellow box does not appear on left side of HSI
display. Absence of RSM annunciation verifies correct operation of RSM GPS. See
Installation Menu 4 for instructions on enabling the RSM GPS module.
1) Select NAV1 on the PFD and create a valid and invalid condition with a Nav Signal
Generator verifying that the NAV Flag is displayed (Red Slash) when invalid.
2) Tune an ILS frequency on the Nav Receiver and verify the LDI (Localizer) scale is
displayed on the ADI portion of the PFD.
3) Tune the Nav Signal Generator to the ILS test frequency and generate a valid Glide
Slope signal. Verify the VDI (Glide Slope) scale appears on the right side of the ADI.
4) Generate a signal above and below the Glide Slope beam and verify proper polarity of
the GS deviation for Fly Up and Fly Down on the PFD.
NOTE: The EFD1000 system will not display a VDI (Glide Slope) indicator without both valid localizer
and Glide Slope signals.
Verify the backup navigation indicator continues to function after pulling the PFD and
ACU circuit breakers.
Refer to autopilot manufacturer’s post installation check out procedures for complete
autopilot post installation ground checks. At a minimum complete the following checks
to verify the EFD1000 interface is satisfactory.
NOTE: For attitude-based autopilots it might be necessary to level the autopilot gyro to get proper
FD and autopilot response from the test.
1) If installed, center the HDG Bug under the lubber line and engage the autopilot and
select HDG Mode.
2) The FD (if installed) should be level and the yoke should not turn.
3) Move the HDG Bug left of the lubber line and the FD and or yoke should bank left.
4) Move the HDG Bug to right of lubber line and the FD and or yoke should bank right.
5) With NAV1 selected on the PFD and a valid Nav Signal generated engage the autopilot
in NAV Mode and verify that the FD and/or yoke follow the CRS Pointer in phasing.
6) Verify that the autopilot responds to correct Left/Right phasing by generating left
and right needle deflection. For autopilots that monitor the NAV FLAG, generate an
invalid Nav Signal and verify autopilot responds accordingly.
7) Engage APPR Mode and verify that the autopilot responds correctly to a generated Fly
Up and Fly Down command. For autopilots that monitor the GS FLAG, generate an
invalid GS Signal and verify autopilot responds accordingly.
1) If installed, engage the Flight Director (FD) in HDG Mode and verify that the command
bars are in view.
NOTE: Some rate-based autopilots may require a valid vertical and lateral mode to be engaged to
view the flight director.
2) Adjust the HDG Bug to the right of the lubber line. Verify the command bars indicate
bank right. Adjust the HDG Bug to the left of the lubber line and verify the command
bars indicate bank left.
3) Compare the FD bars to the mechanical FD instrument, if installed. Note the degrees
of difference between displays, if any, and adjust “FD Roll Offset Adj” as necessary on
Installation Menu page 9 to closely match both displays. For example, if PFD FD bars
need 2 more degrees of right bank then set FD Roll Offset Adj = +2.
4) Generate a pitch up command with the flight director and verify FD bars indicate
pitch up. Generate a pitch down command with the flight director and verify FD bars
indicate pitch down.
5) Compare the FD bars to the mechanical FD instrument, if installed. Note degrees of
difference between displays, if any, and adjust “FD Pitch Offset Adj” as necessary on
Installation Menu page 9 to closely match both displays. For example, if PFD FD bars
need 3 more degrees of pitch up then set FD Pitch Offset Adj = +3.
1) Press one of the bearing pointer selection keys until ADF1 and or ADF2 is
shown.
2) Tune the ADF receiver to a radio station or the frequency on a signal generator.
3) Verify the ADF needle points to the station or generator.
1) Make sure the Radar Altimeter setting is turned on in the Main Menu.
2) Press the radar altimeter self test button and verify the display shows (RA 50, or
RA 100 depending on type of a radio altimeter) +/-10ft in the radio altitude
display field. Otherwise make sure it displays 0ft +/-10ft while the aircraft is
sitting on its gear and is outside away from buildings and manhole covers.
1) If installed (may be required of ESV enabled PFD), verify the Sonalert is operational by
generating a Selected Altitude alert on the PFD. This can be done by setting the
Selected Altitude to 300ft above current altitude.
2) Then adjust the BARO setting (increasing altitude on the tape) until the solid yellow
altitude flag is seen on the PFD (just left of Selected Altitude window).
3) The Sonalert should sound before reaching the selected altitude.
4) Compare the amplitude of the Stall warning tone or the autopilot-disconnect tone to
the Sonalert tone. The amplitudes should be comparable when seated in the pilot’s
position and wearing headsets.
10.6.14 Traffic Display Test (if installed, for PFD, EFD500 MFD, & EFD1000 MFD)
Turn on traffic processor and initiate TAS self test through traffic control unit. Verify
traffic test pattern appears correctly on the EFD. The traffic interface may also be verified
by observing aircraft in the vicinity on the EFD display.
10.6.15 XM Weather Display and Control Test (if installed, applies to PFD, EFD500 MFD, and
EFD1000 MFD)
1) Turn on XM weather receiver and allow it to acquire satellite data. A clear view of the
southern sky will be required.
2) Select the XM STATUS page on the EFD and verify the XM Serial Number and the
Signal Quality is reported.
3) Select various weather options from EFD to verify control bus functionality.
10.6.16 WX-500 Display and Control Test (if installed, applies to PFD, EFD500 MFD, and EFD1000
MFD)
1) Verify proper operation of any ancillary components that are using either the ARINC
429, RS-232 or the ARINC 407 synchro heading output.
2) Use ancillary equipment manufacturers’ installation test procedures to perform
ground check on their equipment.
1) Verify proper operation of any ancillary components that are using the ARINC 429 or
RS-232 air data output from the EFD1000 system.
2) Use ancillary equipment manufacturers’ installation test procedures to perform
ground checks on their equipment.
For all multi display interfaces, the RS232 inter-system communications should be
checked as follows:
1) Begin with all displays powered on.
2) Pull the circuit breaker to the PFD display and verify that the MFD display(s)
annunciate “Cross Link Failure”. Reset PFD breaker.
3) In a Three-display installation pull each MFD circuit breaker individually and verify
the other MFD displays “Cross Link Failure”.
4) In EFD1000 MFD installations press the REV button on the MFD and adjust the Baro
setting on the EFD1000 MFD and verify the Baro changes on the PFD to match.
10.6.20 EBB58 Battery Test (if installed) & internal battery tests
All EFD systems have an internal or external battery that must be tested. Some EFD1000
MFD systems are connected to the EBB58 external battery. The battery percentage is
verified on all EFD systems. For EBB58 installations the Emergency Disconnect switch
must be exercised to verify operation.
For best results, read these instructions before executing the test.
1) Provide external power to all EFD1000 PFD/MFD and EFD500 MFD.
2) Select the battery menu by pressing the MENU key and rotating the right knob to the
second to the last page. This is the page that shows the battery and external power
conditions. Verify that the external power voltage (the power to the EFD) is at the
appropriate level for the aircraft, and the last line on the Menu page shows BATT:
CHARGING.
3) With the EFD Menu displayed, press the line select key on the EFD menu next to
“BATTERY”. A timer will count down, after which the battery percentage remaining
will be displayed. Power for the EFD will transition from external power to EFD
battery power.
4) NOTE: The external power to the EFDs must continue to be supplied.
5) Verify that the battery percentage remaining is at least 80%. See the note below.
6) For internal batteries this completes the test. For EFD1000 MFD connected to the
EBB58 external battery, continue with step g).
7) Turn off the MFD master switch. Select the EBB Emergency Disconnect switch to DISC.
Verify the EFD1000 MFD immediately turns off. Switch the Emergency Disconnect
back to NORM. Turn on the MFD master switch and verify the EFD1000 MFD restarts
in the normal boot-up sequence.
NOTE: If the battery remaining percentage is below 80%, then charge the internal or EBB battery to
80% or above by leaving the EFD powered on from external power with the EBB emergency
disconnect switch in the NORM position.
Verify the tapes are “LOCKED” or “UNLOCKED” as required by the flowchart in Figure 10-
4.
• If TAPES are locked on (LOCK ON) - IAS and Altitude tapes should be visible and when
pressing the MENU key the TPS line select key should be locked to ENABLE.
• If TAPES are locked off (LOCK OFF) – IAS and Altitude tapes should not be displayed
on PFD and when pressing the MENU key the TPS line select key should be locked to
DISABLE.
• If TAPES are UNLOCKED – then pressing the MENU key and then the TPS line select
key will allow setting to be changed from ENABLE to DISABLE.
Monitor the EFD for Flags, Red-X’s, Red Slashes, heading changes, altitude changes,
airspeed changes, attitude changes or any error messages while performing the
following Test:
1) Transmit on all Comm radios for 20 seconds each at 118.000MHz, 126.900MHz, and
136.950MHz.
2) Turn on all transponders, DMEs, Wx Radar, and all other pulse type equipment for 20
seconds each.
3) Operate all aircraft lighting including position lights, strobe lights, navigation lights,
and all other forms of lighting for 20 seconds each.
4) Operate all environmental equipment including fans, air conditioning, heaters, and all
other forms of environmental control equipment for 20 seconds each.
5) Operate Fuel pump(s), deice boots, windshield heat, prop heat, flaps.
6) Operate autopilot, servos, yaw damper, and all electric trim servos.
7) Operate engine(s) and verify no interference.
With all EFD mounted in the instrument panel push the control column (yoke or stick) all
the way forward (nose down) and verify there is sufficient clearance between all EFD, and
their knobs, and the control column. With the control column fully forward move it from
lock to lock (full right to full left) and verify there is sufficient clearance between all EFD,
and their knobs, and the control column.
1) Establish flight plans on each ARINC SDI-enabled GPS with destinations within 200
miles.
2) Enable the OBS mode on each GPS device.
3) Select GPS 1 on the PFD
4) Select GPS 1 on the MFD Secondary HSI (SHSI), if installed.
5) Select CRS on the PFD and turn the CRS PFD knob.
6) The GPS 1 OBS should respond to the CRS pointer (not GPS 2).
7) The MFD SHSI Course pointer should track the PFD CRS pointer.
8) Select GPS 2 on the PFD.
9) The GPS 2 OBS should respond to the PFD CRS pointer (not GPS 1).
10) When GPS 2 is selected on the MFD SHSI, the MFD should track the PFD CRS pointer.
11) If enabled on the installation menu, the OBS indication (white and magenta lines
extending from the destination fix) will be displayed on the PFD, EFD500 MFD and
EFD1000 MFD as applicable.
10.6.25 OBS Mode Check for one analog/RS-232 GPS device and one analog GPS device or one
analog/RS-232 GPS device and one ARINC GPS device.
1) Establish a flight plan on the GPS devices with destinations within 200 miles.
2) Enable the OBS mode on the GPS devices.
3) Select GPS 1 on the PFD and select CRS on the PFD.
4) Turn the CRS knob.
5) The GPS 1 OBS should respond to the CRS value.
6) The GPS 2 OBS should respond to the CRS value.
7) The Secondary HSI on the MFD should track the PFD CRS value.
8) If enabled, the OBS indication (white and magenta lines extending from the
destination fix) will be displayed on the PFD, EFD500 MFD and EFD1000 MFD as
applicable.
10.6.26 OBS Mode Check - Single analog, ARINC or RS-232 GPS device
1) Establish a flight plan on the GPS device with a destination within 200 miles.
2) Enable the OBS mode on the GPS devices.
3) Select GPS 1 on the PFD and select CRS on the PFD
4) Turn the CRS knob.
5) The GPS 1 OBS should respond to the CRS value.
6) The Secondary HSI on the MFD should track the PFD CRS value.
7) If enabled, the OBS indications (white and magenta lines extending from the
destination fix) will be displayed on the PFD, EFD500 MFD and EFD1000 MFD as
applicable.
When the WX-500 Mode is Control, the WX-500 Installation Menu shall display and enable the
SYSTEM DATA, STRIKE TEST, NOISE MONITOR, and ANTENNA MOUNT menu keys.
When the WX-500 Mode is Display or None, the WX-500 Installation Menu shall disable (gray)
the SYSTEM DATA, STRIKE TEST, NOISE MONITOR, and ANTENNA MOUNT menu keys. Note -
Use other installed WX-500 control panel to access these functions.
When the System Data display is selected (line select key depressed), information
regarding the WX-500 is requested by the EFD and displayed in the upper portion of the
screen. There are four pages of data that are selected by rotating the right knob.
When the Strike Test display is selected, the EFD sends a Strike Test mode control
message to the WX-500 and displays the test strikes in the upper portion of the screen.
The outer ring of the Strike Test display shall represent 25 nm. The sides of the Strike
Test mode acceptance box shall be drawn at 18±3 nm and 45±10 degrees. Test strikes
shall be displayed for one second and appear as a cross at the reported range and
bearing as shown above.
When the Noise Monitor display is selected, the EFD sends a Noise Monitor mode control
message to the WX-500 and displays the noise strikes in the upper portion of the screen
as shown.
The noise monitor mode shall display triggers, out to 400 nm, until the noise monitor
mode is exited. The noise monitor mode shall display the number of triggers received
since entering this mode. Pressing and holding the noise monitor line select key shall
activate the clear strike function.
When the Antenna Mount menu item is selected, the installer can edit the Antenna Mount
setting to be Top or Bottom. When the Antenna Mount menu item is deselected, the
EFD1000 EFD sends an Antenna Mount message to the WX-500. If the value transmitted
by the EFD1000 EFD matches the jumper value detected by in the WX-500, the Antenna
Jumper Error condition is cleared. Otherwise the Antenna Jumper Error condition is set
and no weather data will be transmitted.
For MFD1000 installations press the REV button on the MFD to revert the MFD to a PFD. Observe
both the PFD and MFD1000 during the flight checks below.
11.1 Basic ADI Flight Checks (PFD and EFD1000 MFD in reversion)
Fly the aircraft in straight and level flight and verify that the ADI roll indication is level with
reference to the horizon. Observe the Slip Indicator is centered under the Roll pointer and
adjust rudder trim if available to center.
a) Make a coordinated 30-degree banked turn to the right and verify that the ADI roll
indication is correct with reference to the horizon.
b) Make a coordinated 30-degree banked turn to the left and verify the ADI roll indication is
correct with reference to the horizon.
c) Pitch the aircraft up 10 degrees and verify the ADI pitch indication is correct with
reference to the horizon.
d) Pitch the aircraft down 10 degrees and verify the ADI pitch indication is correct with
reference to the horizon.
11.2 Basic HSI/DG Flight Checks (PFD and EFD1000 MFD in reversion)
a) Make a 180-degree coordinated turn to the right and verify that the compass scale and
numerical heading indication correctly track the aircraft heading during the turn.
b) Make a 180-degree coordinated turn to the left and verify that the compass scale and
numerical heading indication correctly track the aircraft heading during the turn.
c) Then turn from West to North (30° Angle of Bank) and, using an outside reference, roll out
to a northerly heading. (In the Southern Hemisphere, also turn West to South)
d) Immediately after the aircraft rolls out, record the heading indication.
e) Maintain the same heading by outside visual reference. There may be some movement of
the heading indicator as the heading system stabilizes.
f) When the heading stabilizes, record the heading again. Then perform the test from East
to North (In the southern Hemisphere, also turn east to South).
g) If the difference between the heading on rollout and the heading after stabilizing is more
than 7°, refer to the Troubleshooting Guide, Appendix A.
11.3 ILS Flight Checks PFD (EFD1000 MFD and EFD1000 Secondary HSI)
a) Hand fly an ILS approach and verify that the raw data on the PFD and MFD for Lateral and
Vertical Deviation Indicators are correctly displayed. Check the CDI indication for correct
needle displacement. Momentarily verify the MFD Secondary HSI also shows the lateral
and vertical deviation indicators correctly.
With wings level and the HDG Bug centered under the lubber line, deselect GPSS and engage
the autopilot in HDG Mode and ALT Hold Mode (if available). Verify that the aircraft makes no
abrupt turns during engagement and the aircraft continues to track straight.
a) Now turn the HDG Bug 10 degrees to the right and verify the aircraft smoothly turns to
the right with a bank angle not exceeding 10 degrees. If 10 degrees was acceptable in
performance then proceed by turning the HDG Bug 90 degrees to the right and verify the
aircraft makes a standard rate turn and smoothly rolls out on to the correct Heading.
c) With VLOC1 selected (VOR1 source indication) and a VOR Station tuned. Adjust the CRS
pointer to center the CDI. Engage the autopilot in NAV Mode and verify the aircraft tracks
to the VOR.
e) Enter a valid flight plan or Direct To on the GPS. Couple the GPS to the HSI. Engage the
autopilot in NAV Mode, verify the autopilot tracks the GPS. (Note: GPSS is disabled for this
test, this test is verifying the GPS deviations to the autopilot)
g) For GPS receivers using ARINC 429 interfaces, enable GPSS and engage the autopilot in
HDG Mode. Verify the autopilot tracks the GPS flight plan. Place the GPS into OBS
(HOLD) Mode (some GPS installations may require manual disabling of AUTOCRS). Use the
CRS Pointer on the HSI to steer the autopilot via the GPS. With the HDG Bug centered,
press the GPSS button again and verify the HDG Bug controls the autopilot as before.
h) Perform an ILS approach using VLOC1 (ILS1 source indication). Verify that the autopilot
tracks the localizer, then captures and tracks the glideslope if installed.
j) If your GPS supports GPS WAAS LPV approaches, perform an LPV approach using GPS1.
Verify that the autopilot tracks the GPS lateral approach guidance, then captures and
tracks the GPS LPV vertical guidance.
12 Operating Instructions
The operation section describes all of the features of the PRO model with all available sensor
options configured. Should your installation not include a particular sensor (i.e., NAV2, autopilot)
then that system feature will be not available. The PRO DIGITAL model has all the features of the
PRO minus the autopilot interface.
Basic operation of the EFD1000 MFD and EFD500 MFD are covered in this section. For detailed
operating instructions see the MFD pilot’s guide.
The EFD1000 is a Multi-use system. The following describes the functions that are intended to be
provided by this article.
Pilot interaction with the EFD1000/EFD500 is accomplished through two knobs with
push/rotate function and 11 buttons located on the display bezel. Refer to Figure 12-1.
Two control knobs are used to control pilot settable bugs and references.
Three lower push buttons, located between the control knobs, are used to select
navigation sources for the bearing pointers and the HSI.
Three dedicated buttons on the upper side of the right bezel control map range, display
reversion, and provide access the main menu.
Five soft keys on the lower half of the right bezel control frequently used commands.
The soft keys are also used when navigating the main menu and for enabling the right
knob for barometric pressure and VSI bug (when configured).
If the EFD1000 MFD is being used for required standby instruments then the EBB58
Emergency Backup Battery is required by regulation. See AFMS for instructions on testing
prior to flight.
The typical EFD1000 installation receives aircraft power from the battery bus via a
dedicated circuit breaker and EFIS Master and optional MFD Master switch.
Whenever indicated airspeed is invalid or below 30 KIAS the EFD1000 will power up and
power down with the application or removal of external power. A message is presented
during the normal power down sequence to enable the pilot to abort the shutdown and
switch to internal battery.
When IAS is greater than 30 KIAS and the input voltage drops below 12.3V (14V Electrical
System) or 24.6V (28V Electrical System) the EFD will automatically switch to its internal
battery (e.g. aircraft charging system failure).
The EFD will also switch to internal or the EBB battery if an overvoltage condition is
sensed.
The EFD1000 internal battery (or Emergency Backup Battery in the case of the 910-
00001-002 EFD) will provide at least 30 minutes of power when it is fully charged. The
battery provides power to the display head, RSM and emergency GPS. Reducing the
backlight intensity will extend the battery operating time.
When operating from battery, a red “ON BAT” annunciation and battery charge status
indication is presented in the lower portion of the Attitude Indicator.
A unit operating from battery may be powered off using the “Shut Down” command
available in the Power Settings Menu.
In the unlikely event that the normal power control is not working, the EFD may be forced
to shut down by first pulling its associated circuit breaker and then pressing and holding
the REV button for at least 5 seconds.
Battery charge status may be viewed from the “Power Settings” page of the Main Menu.
NOTE: The MFD control layout is similar to the PFD. The display button (#9) selects the view.
16) Attitude Indicator
17) Aircraft Symbol
18) Single Cue Flight Director (optional
– compatible autopilot required)
19) Roll Pointer
20) Slip / Skid Indicator
21) Airspeed Indicator Tape
22) Selected Airspeed Field
23) Airspeed Drum/Pointer
24) Altitude Alert
25) Selected Altitude Field
26) Altitude Drum/Pointer
27) Altitude Tape
28) Radio Altitude
29) Selected Minimums Field and Minimums
annunciation
30) Decision Height “DH” Annunciation
31) LDI Navigation Source Indication
32) Lateral Deviation Indicator
33) Vertical Deviation Indicator
34) True Airspeed
35) Barometric Pressure Setting Field
36) Ground Speed
37) OAT
38) Wind Direction Arrow
39) Wind Direction and Speed
40) Selected Source Information Field
41) Selected Course (CRS)Field
42) Selected Heading Field
43) Vertical Speed Digital Value
44) Vertical Speed Tape
Figure 12-1: Bezel and Display Features 45) Left Control Knob state
46) Right Control Knob state
1) Reversion Control 47) Single-Needle Bearing Pointer Source
2) Range Control 48) Single-Needle Source Info Block
3) Menu Control 49) Dual-Needle Bearing Pointer Source
4) 1/2 page, 2/2 page 50) Dual-Needle Source Info Block
5) “MIN” (1/2 page), LTNG (2/2 page) 51) CDI Navigation Source
6) “360/ARC” his (1/2 page), NXRD (2/2 page) 52) Magnetic Heading
7) “GPSS” GPS Steering (1/2 page), TRFC (2/2 page) 53) Compass Scale
8) ON/OFF Control BARO 54) Hot Key legend
9) Right Control Knob 55) CRS Pointer
10) Left Control Knob 56) Single-Needle Bearing Pointer
11) Single-Line Bearing Pointer Source Select 57) Double-Needle Bearing Pointer
12) CDI Source Control 58) Heading Bug
13) Dual-Line Bearing Pointer Source Select 59) Airspeed Bug
14) Micro SD Card slot 60) Altitude Bug
15) Automatic Dimming Photocell
12.1.4.1 General
Two control knobs on the EFD bezel are used to adjust pilot editable data fields on the
EFD. The left knob adjusts data fields on the left side of the display, and the right
knob adjusts data fields on the right side of the display.
The knob logic includes active and inactive states to prevent inadvertent adjustment
of editable fields. After 10 seconds of inactivity, the knob returns to an inactive
“home” state. A single push or rotating the knob activates an inactive knob. Pushing
the knob again will advance the knob to the next editable field in a round-robin
sequence.
When inactive, the knob legend is rendered in Cyan. Once activated, the knob legend
and associated data field and bug (where appropriate) are rendered in magenta.
The MFD control knobs select the views and the pages.
Traffic may be displayed on the MFD as either a dedicated traffic display or as an overlay with
other data.
See the PFD and MFD Pilot’s Guides for additional operational information.
See the PFD and MFD Pilot’s Guides for additional operational information.
See the PFD and MFD Pilot’s Guides for additional operational information.
12.5 Charts
Software version 2.2 and above allows for the display of AeroNav Services (formerly NACO)
Charts and Geo-Referenced airport diagrams [Aerodrome Moving Map Display (AMMD)] on all
versions of MFD. The (AMMD) function is an Electronic Flight Bag (EFB) Type C application.
NOTE: The intended function of AMMD is to help flight crews orient themselves on the airport
surface and improve pilot positional awareness during taxi operations. AMMD function is
not sufficient to be used as the basis for maneuvering and is not to be used for navigation.
Airport Diagrams may be viewed in Heading Up (HDG), North Up (N UP), and Normal (NORM)
orientations through round-robin Hot Key selection. The Normal orientation mimics the
presentation provided in the AeroNav Services hardcopies.
NOTE: Not all airports have AeroNav Services Airport Diagrams. Not all diagrams are geo-
referenced.
The pilot may overlay the Ownship symbol on geo-referenced Airport Diagrams, which, in
turn, becomes an Aerodrome Moving Map Display (AMMD). To display the Ownship symbol,
press the OWN Hot Key when a diagram is displayed. As long as the aircraft is located within
the area of the Airport Diagram, and GPS position and EFD1000 heading information are
valid, the Ownship symbol will be displayed and oriented appropriately. The EFD1000’s
heading determines the Ownship’s orientation and its position is determined by a connected
GPS navigation source.
Instrument Approach Procedures may be viewed in HDG and N UP orientations.
The pilot can overlay the Ownship symbol on geo-referenced Approach Procedures. To
display the Ownship symbol, press the OWN Hot Key when a procedure is displayed. As long
as the aircraft is located within the area of the approach procedure, the procedure is geo-
referenced, the aircraft position is not in an area where the Ownship is blocked out, and GPS
and EFD1000 heading information are valid, the Ownship symbol will be displayed and
oriented appropriately. The EFD1000’s heading determines the Ownship’s orientation and its
position is determined by a connected GPS navigation source.
NOTE: Discrepancies are known to exist in the placement of navigational aid symbols are known to
exist in the source material. This product is not intended for navigation guidance.
NOTE: The intended function of the display of terminal procedures is to provide a graphical
depiction of the approach chart used to improve the flight crew awareness of the aircraft
Ownship position relative to other items depicted on the chart. The Ownship on the terminal
procedures charts is not sufficient to be used as the basis for maneuvering and is not to be
used for navigation.
NOTE: Not all Approach Charts are geo-referenced. No SIDs or STARS are Geo-Referenced.
NOTE: The intended function of the display of terminal procedures when the ownship is not
displayed is to provide a graphical depiction of the approach chart used to improve the flight
crew awareness of the aircraft ownship position relative to other items depicted on the chart.
Appendix A: Troubleshooting
System Troubleshooting
Initialization Page (SW v2.0 and above)
Test Fault Corrective Action
TROUBLESHOOTING NOTE
The version 2.2 EFD (the software version/part number is marked on the EFD) should not
be installed in to a 2.0 or 2.1 system unless it is desired to configure the installation to
v2.2. Booting a version 2.2 EFD with a version 2.0 or 2.1 CM will render the CM invalid
for the 2.0 or 2.1 EFD.
NOTE
With software version 2.3 and later it is possible to advance the system beyond a failed
Initialization Screen by holding the MENU key and line select keys #1 and #2
simultaneously for 3-4 seconds. The Diagnostic screen may then be accessed in the
installation menu for further troubleshooting.
Display does not power on a) PFD missing A/C power a) Check PFD circuit breaker, PFD on/off
(Note: there can be up to a switch on panel, wiring, and A/C battery
20 second delay from the voltage > 11.5 volts.
application of power to a b) PFD may have been b) Switch unit off using “REV” button or
visible display) improperly shut down “SHUT DOWN” command from Main Menu
page 6.
c) PFD missing A/C ground c) Check wiring to PFD
d) PFD is defective d) Repair or replace PFD
Display does not power off a) Airspeed is above 30kts a) Normal operation
(Note: PFD will switch to b) PFD may have been b) Switch unit off using “REV” button or
internal battery if airspeed switched to internal “SHUT DOWN” command from Main Menu
is greater than 30kts.) battery page 6.
Display flashes on/off, a) Configuration Module a) Check CM plug and wiring from PFD to CM
black/white or blue/white unplugged or miss wired
repetitively b) RSM or CM wiring short b) Verify RSM pin 6 or CM pin 1 is not
shorted to aircraft ground or another pin.
c) Configuration module c) Repair or replace CM
defective
d) PFD defective d) Repair or replace PFD
“CONFIG MODULE LINK a) Configuration Module a) Check CM plug and wiring from PFD to CM
FAIL” message (SW v1.X) unplugged or miss wired
b) Configuration module b) Repair or replace CM
defective
c) PFD defective c) Repair or replace PFD
“INITIALIZING” message for a) RSM to PFD a) Check RSM to PFD wiring for shorts or
more than 60 seconds communication lost opens.
(SW v1.X) b) RSM failed b) Repair or replace RSM
c) PFD failed c) Repair or replace PFD
“RSM LINK FAIL” message a) RSM to PFD a) Check RSM to PFD wiring for shorts or
(SW v1.X) communication lost opens.
b) RSM failed b) Repair or replace RSM
“WRONG CONFIG MODULE” PFD is at one software level Convert config module per appropriate
message (SW v1.X) and config module is at a service bulletin.
different software level
ALTIMETER, AIRSPEED, VSI a) Air data sensor has not a) Allow up to 20 minutes at temps below -
FAIL (RED-X) had sufficient warm-up 20ºC for flags to clear
time.
b) Pitot/static lines reversed b) Connect pitot line to “P” port and static
line to “S” port on PFD
Red Slash through a) GPS or VLOC receiver a) Turn on GPS or VLOC receiver
Navigation Sensor turned off.
(i.e., GPS1, NAV2) b) GPS does not have a valid b) Allow GPS to acquire a position and enter
“TO” waypoint and a flight plan or Direct To
position
c) GPS or VLOC receiver c) See GPS/VLOC manufacturer’s instructions
failed for troubleshooting
GPS1 or GPS2 selection not a) GPS receiver turned off a) Turn on GPS and initialize
available on Display b) GPS does not have a valid b) Allow GPS to acquire a position and enter
(GNS430/GNS530/GNS480 “TO” waypoint and a flight plan or Direct To
only) position
c) GNS CDI is selected to c) Verify the GNS CDI is selected to GPS.
VLOC.
d) GPS to PFD A429 wiring d) Check A429 wiring for shorts, opens or
issue. crossed A and B lines.
e) GPS defective. e) Repair or replace GPS
f) PFD defective. f) Repair or replace PFD
Autopilot or analog a) ACU chassis not a) Ground ACU chassis to airframe ground
NAV/GPS inoperative grounded
b) ACU not powered b) Check ACU circuit breaker and
power/grounds
c) ACU to sensor wiring c) Check ACU to sensor wiring
“ERRONEOUS CALIBRATION a) RSM is tilted more than a) Shim RSM to within limits defined in
VALUES” message during allowed per Section 6 of Section 6 of this manual
RSM Cal (SW v2.0 and later) this manual
or b) Poor RSM calibration b) Re-run RSM calibration at constant rate
Excessive Heading errors in turns on flat ground.
one quadrant, or errors that c) RSM calibrated too close c) Re-run RSM calibration away from
are higher than actual in to buildings or ferrous buildings and other ferrous objects
some quadrants and lower objects
than actual in other
d) Ferrous hardware used to d) Only non-ferrous screws, nuts, washers
quadrants.
mount RSM may be used on RSM
Sluggish compass card b) RSM has become b) With power removed from EFD1000
magnetized. system degauss RSM and general area
using degausser.
(Note: may or may not be
associated with “Cross c) “Pitch Attitude Trim” or c) Perform an RSM Calibration per Section
“Panel Tilt Pitch 10.5.2
Check Attitude” message)
Compensation” adjustment
made without performing a
subsequent RSM
Calibration.
d) Pitot and/or Static line d) Check pitot/static connections and
connections at PFD blocked, plumbing for blockage. Check IAS and
kinked, or unplugged. ALT sensor per Section 10.
e) Normal after abrupt e) Perform AHRS Reset
maneuvers.
Excessive Heading Lead / Magnetic Interference Verify that all steps have been accomplished
Lag during or after turns to remove magnetic interference (see section
(>7°) 6.9.4), then contact an Aspen Field Service
Engineer
Autopilot has lateral offset Autopilot roll “null” Follow the autopilot manufacturer’s
in GPSS or APPR mode centering out of adjustment guidelines for adjusting roll “null” centering
(HDG Bug may also be out
of center)
Century II/III autopilot Value of R1 set incorrectly Follow the autopilot manufacturer’s
performance poor in all instructions for checking NAV intercept
modes angle. Larger value for R1 will raise angle
and smaller value of R1 will lower intercept
angle. See Tech Note 2009-06.
OAT Display dashed a) Wiring fault between PFD a) Check wiring
and RSM
b) RSM is defective b) Repair or replace RSM
“CROSS LINK FAILURE” a) PFD or MFD not powered a) Power up all EFD displays
message up
b) PFD or MFD inter-system b) Check wiring per diagrams in Section 9
bus wiring fault
c) PFD or MFD is defective c) Repair or Replace defective EFD
“Database Init” message Database is missing or files Insert functional database card
are missing from card
“TERRAIN FAIL” message a) Data Card not inserted a) Insert valid MFD Database
b) Data Card failed b) Insert valid MFD Database
c) Heading fail c) Verify EFD1000 MFD Direction Indicator is
valid and repair if needed. EFD500 MFD
inter-communication bus to PFD may
have failed or is not configured.
d) GPS position fail d) Verify GPS has good position data
e) Altitude fail e) Verify EFD1000 Altitude is valid. EFD500
MFD intercommunication bus to PFD may
have failed or is not configured.
“TRFC FAIL” message Traffic sensor is configured Verify traffic processor is turned on and is
but not valid. operational.
Dedicated Traffic Display See AFMS or pilots guide
page messages
Dedicated WX500 Display See AFMS or pilots guide
page messages
Dedicated XM Weather See AFMS or pilots guide
Display page messages
“RSM GPS” message a) Message is on MFD and a a) Set RSM GPS Enable to DISABLE in
-002 or -003 RSM is installation menu.
installed.
b) New RSM installation. b) New RSM installations may need to
acquire an almanac and could require up
to 15 minutes to clear.
c) Wiring issue between EFD c) Check RSM pins 1 and 2 for continuity to
and RSM. EFD.
d) RSM GPS engine has d) Replace RSM.
failed.
The following five pages must be printed and used during checkout. The Section number refers to the
section in the manual where the test is performed. This form must be included in document package to
be included in aircraft maintenance records.
NOTE
Single engine aircraft and aircraft with no flaps will not use all parameters above.
10.6.11* PFD Sonalert Test (when required on a Synthetic Vision enabled PFD or MFD)
10.6.19 Battery Capacity Check – EBB and Internal batteries > 80% Charge
_________________________________________________________________________ _______________________________
Installer / Inspector Date
And
Sample of AFMS Section 1.2
(Installed Equipment Configuration Matrix)
Owner/Operator: ___________________________________________________________________________________
I request that the following settings be configured into my EFD1000 PFD as described below. These
airspeeds must match the requirements for the aircraft above and must match the values in the Aircraft
Flight Manual (AFM), Pilot Operating Handbook (POH), or other legal form of documentation (e.g.,
Placard).
Vne (or Vmo) _________________
Vno __________________________
Vfe __________________________
Vs ___________________________
Vso __________________________
Vyse _________________________ Multi engine only
Vmc _________________________ Multi engine only
I also would like my V-Speed Textual Markers set as per below: (Note – these may be edited by the pilot
unless LOCKED). Insert a zero “0” in any field you wish not to appear on display.
Va ___________________________
Vbg __________________________
Vref__________________________
Vr ___________________________
Vx ___________________________
Vy ___________________________
Vlo __________________________ retractable gear only
Vle___________________________ retractable gear only
I would like my Airspeed Textual Markers above: LOCKED / UNLOCKED (circle one)
_________________________________________________________________________ _______________________________
Owner / Operator Date
Each page of the Airplane Flight Manual must be of a type that is not easily erased, disfigured, or
misplaced, and is capable of being inserted in the existing approved Airplane Flight Manual.
The Aircraft Flight Manual Supplement Section 1.2 contains information about the installed
configuration of the EFD systems in the customer aircraft. The installer must complete the table in the
AFMS before giving the completed AFMS document to the customer.
Enter a “3” in all applicable boxes noting the installed equipment. The backup Instrument type and
configurations are to be circled.
The following sample installation is of an EFD1000 PFD, EFD1000 MFD, and EFD500 MFD with a -001
RSM connected to the PFD and a -003 RSM connected to the EFD1000 MFD. It has a EWR50 XM receiver
connected to all three displays, a WX-500 connected to both MFDs, and no Traffic. The EBB58
Emergency Backup Battery is installed because the standby airspeed and altimeter where removed and
replaced with the EFD1000 MFD. An EA100 is also installed. Synthetic Vision is enabled on the PFD and
both MFD and since there is no TAWS installed the audible and textual alerts are enabled on all three
displays.
NOTE: These tables are to be completed by the Avionics EFD500 EFD1000 EFD1000 Level B EFD1000
Installer. MFD PFD PRO PFD PILOT EFD1000 C3 MFD
PFD
Installed Evolution Flight Displays
RSM with GPS Not Available
Type of backup Attitude Indicator in this aircraft: Mechanical backup attitude (this is required)
Type of Standby Airspeed Indicator in this aircraft: EFD1000 MFD* Mechanical Airspeed
Type of Standby Altimeter in this aircraft: EFD1000 MFD* Mechanical Altimeter
*An operational EBB Emergency Backup Battery connected to an EFD1000 MFD is required unless a standby
Airspeed indicator and a standby Altimeter are installed.
Periodic Maintenance: None beyond that which is described in Aspen Avionics document #900-00012-
001, Instructions for Continued Airworthiness.
Calibration: None beyond that which is described in Aspen Avionics document #900-00012-001,
Instructions for Continued Airworthiness.
Repair: On Condition
Recommended Inspection Intervals: None beyond that which is described Aspen Avionics document
#900-00012-001, Instructions for Continued Airworthiness.
The EA100 Adapter is an optional sub-component of the required EFD1000 system designed to replace
the KG-258, KI-254, KI-255 and KI-256 attitude output. The EA100 converts the digital pitch and roll
signals of the EFD1000 into equivalent analog signals. The EA100 is approved to replace the KG-258,
KI-254, KI-255 or KI-256 for any autopilot model shown in the wiring diagrams of this appendix.
Removal of the KG-258, KI-254, and KI-256 is approved by this STC when the EA100 is installed per
this appendix and a required backup AI is located within the pilot’s primary maximum field of view in
accordance with FAR 23.1321(a), see Section 5.2.1 of this manual.
General Limitations
The EA100 must only be used to replace the analog outputs from a KG-258, a KI-254, a KI-255 or a KI-
256 Flight Command Indicator to a compatible autopilot, as identified by the wiring diagrams in this
appendix.
The EA100 provides attitude data to the autopilot. If an EFD1000 MFD is installed, it is recommended
that the EA100 is connected to the MFD. If there is only an EFD1000 PFD, the EA100 can be connected
to the PFD.
NOTE
A Pre-Installation test flight is recommended to verify that the autopilot performance is
satisfactory prior to starting the EA100 installation. Autopilot problems should be
corrected prior to the EA100 installation as troubleshooting post installation autopilot
issues will be much easier if the autopilot performance was base lined prior to install. See
Pre-installation Test Flight in this Appendix.
EA100 Specifications
General Specifications:
Part Number ...................... 910-00013-001
Width ................................ 6.83 in. including mounting flanges
Height ............................... 1.85 in.
Length............................... 4.28 in.
Weight............................... 1.25 lbs.
Operational Specifications:
Operating Temp ................ -20°C to +55°C
Storage Temp .................... -55°C to +85°C
Max Operating Altitude ..... 55,000 ft.
Cooling ............................. None Required
Max Humidity .................... 95% at 50°C
Input Voltage..................... +14 and 28 VDC
Nominal Current ................ 0.25/0.5 Amps (28v/14v)
I/O Specifications:
Ethernet Port ..................... 1 Digital
Autopilot Pitch gyro Out .... 1 Analog
Autopilot Roll gyro Out ...... 1 Analog
Autopilot gyro Ref In ......... 1 Analog
AP Disc Relay ..................... 1 Output
ATT Fail Relay .................... 1 Output
Signal Output .................... Attitude Reference Signals for the KC 295 Flight Computer:
50mV AC/degrees, Roll and Pitch
Certification Specifications:
The EA100 is certified as a sub-component of the required EFD1000 system
Software:
RTCA DO-178B ................. Level C
Complex Electronic Hardware (CEH): NONE
Environmental:
RTCA DO-160E ................. See Environmental Qualification Form this Appendix
Outline Drawing:
EA100 Installation
Installation Limitations
• The EFD1000 display must be at software level 2.2.2 or subsequent (vB2.2.3 or subsequent if a
EFD1000C3)
• EA100 software v1.1 requires EFD software with IOP version 2.0.4 or B2.0.4
• An IFR GPS must be connected to the EFD1000 that is connected to the EA100.
• The EA100 must be installed in a temperature-controlled part of the aircraft.
• The EA100 must not be installed on the firewall.
• Maximum Ethernet cable length between the EFD and the EA100 is 30 feet.
• An “A/P AHRS FAIL” light (amber) must be installed in the pilot primary field-of-view.
• AFMS 900-00008-001 Rev H or later FAA approved revision with the Configuration Matrix in Section
1.2 completed must be inserted in the Airplane Flight Manual.
Mechanical Installation
The EA100 has no user interface, and therefore can be remote mounted in any orientation as long as it
is accessible. Orientation with the connectors facing upwards is not recommended due to the potential
for accumulated water in the connectors. The optimum mounting location is an area that minimizes
wire runs to interfacing equipment. This typically means near the autopilot computer or near the
attitude gyro it is replacing.
NOTE
The EA100 has been tested for normal operation over a temperature range from -20C to
+55C, and for short time operations from -40C to +70C. This qualification permits
installation in non-pressurized but temperature controlled regions of aircraft operated up
to 50,000ft. For all aircraft on the EFD1000 AML STC installation in a temperature
controlled region of the aircraft is acceptable. Should an alternate location be selected
the installer must validate that the temperature in the alternate location is within the
equipment’s qualified temperature range.
Locate the EA100 on an existing avionics shelf, radio rack, or cabin or cockpit floor. Attach to material
and structure that is appropriate for equipment mounting, using appropriate fasteners and corrosion
control. The EA100 is suitably protected against corrosion. Do not permit other parts of the aircraft or
cabling to abrade against the EA100. Installation of the EA100 must be in accordance with AC43.13-
2B, Chapter1 Paragraphs 100 to 114, pages 1 to 8.
An unpainted surface of the EA100 case must be bonded to aircraft ground either through mounting to
a metal shelf or with an installer fabricated bonding strap or wire braid no more than 12 inches in
length. Attach ground lug of bonding strap to one of the mounting screws if required. Refer to AC
43.13-1B paragraphs 11-187 to 11-190, pages 11-73 to 11-79 for additional bonding information.
Shelf or bracket fabrication is beyond the scope of this STC and will require separate FAA approved
data.
Structural DER analysis or static testing should be accomplished to the following ultimate load factors
for items of mass within the cabin or cockpit: upward and downward 10.0g, forward 18.0g, aft and
sideward 4.5g. The load factors should be multiplied by the weight of the EA100 plus any attachment
brackets and hardware. See AC43.13-2B, Chapter1 Paragraph 103, page 2 and Paragraph 105, page 3.
Structural Sizing and Analysis must be accomplished for the installation location in accordance with
AC43.13-2B, Chapter1 Paragraph 104, page 2. Materials and workmanship must be accomplished in
accordance with AC43.13-2B, Chapter1 Paragraph 106, page 4.
Mount the EA-100 using six (6) MS35206 #8-32 screws, six (6) NAS1149FN832P washers, and six (6)
MS21044N08 #8-32 self-locking nuts. Tighten nuts to 12 in-lbs.
Electrical Installation
The Electrical installation of the EA100 will involve the following steps:
1) Add limiting diodes to the Flight Director wiring as shown in Figure F12. This replaces necessary
diodes that are removed when the KI-256 is removed from the aircraft. Should the KI-256
remain in the aircraft the Flight Director wiring to the KI 256 must be capped and stowed, or
removed. It is not permitted to have Flight Director on the KI 256 in an EA100 installation.
2) Wire the main connections to the EA100 as shown in Figure F5.
3) Wire the appropriate autopilot connections as shown in Figures F6 thru F11.
4) KI254 installations only, the KI254 electric gyro used an attitude valid to the autopilot computer.
Remove this wire as open logic equals valid to the KC19X computer.
NOTE
If the existing gyro is supplying radar stabilization then these wires should be separated
from the autopilot wires and connected to the EA100 Aux output as the AP Output may
not be capable of driving both loads.
CAUTION
Radar Installations Only – the AUX EXCITE HI input is limited to 32Vp-p maximum
voltage. Some 26V inverters are not well regulated and can exceed this voltage.
Perform an electrical load analysis to verify the aircraft complies with FAR 23.1351(a) using the current
draw of the EA100 from the table below. Refer to AC 43.13-1B paragraphs 11-35 and 11-36, page 11-
12 for additional information on Electrical Load determination and control.
A two-ampere trip-free resettable (push-pull type) circuit breaker must be installed for the EA100 in a
location accessible to the pilot while seated. The power source for the EA100 is the same as that of the
autopilot computer. In most cases this is the avionics buss. The source could be the switched battery
buss through an autopilot on/off switch. The breaker must be labeled “A/P AHRS”. Record the location
of circuit breaker on Figure 3 of Aspen Avionics document #900-00012-001, Instructions for
Continued Airworthiness.
An “A/P AHRS FAIL” annunciator light must be installed in the pilot primary field-of-view. The light
must have the following specifications:
• There must be a push-to-test function or momentary on switch so that the A/P AHRS lamp can be
tested prior to each flight. The integrated “dimmable cat’s-eye” light/switch (MS25041-4) has a
momentary lamp test and is labeled Push to Test.
• The light must be dimmable for night and yet readable and discernible in sunlight and free from
glare and reflections that could interfere with the pilot's vision in all operations for which the aircraft
is certified. The light must be installed so that their direct rays, and rays reflected from the
windshield or other surface, are shielded from the pilot's eyes.
• The power source for the light must come from the EA100 A/P AHRS relay.
• The “A/P AHRS FAIL” label is required and must be of a text size similar to other labels in the panel
and be readable and discernible (lit) at night.
NOTE
Due to the above specifications it is recommended to use the “dimmable cat’s-eye”
integrated lamp/switch (MS25041-4) as it meets all the requirements above once
positioned appropriately and labeled “A/P AHRS FAIL”.
Primary Field-of-View for the purpose of this STC uses the location of the PFD as the measuring point.
The A/P AHRS FAIL light must be within the box defined in Figure F4 below. The lamp and label should
be viewable from the normal seated position with minimum head movement. Record the location of the
light on Figure 3 of Aspen Avionics document #900-00012-001, Instructions for Continued
Airworthiness.
MIL-C-27500 shielded wire and MIL-W-22759 single conductor wire should be used. All wires should
be fabricated as shown, keeping all grounds as short as possible.
The Ethernet cable between the EA100 and the EFD1000 has a maximum cable length of 30ft. This
cable is an Aspen-supplied component.
Wires and wiring bundles must be secured in such a way to eliminate risk of mechanical damage and
minimize exposure to heat and fluids per FAR 23.1365(e).
Electrical Connections
EA100 P1 Connector
EA100 P2 Connector
Outputs 1-3 & 16-18; and 31-33 & 19 to 21 are KI-256-format pitch and roll outputs.
AML STC SA10822SC approves use of the Pitch/Roll attitude outputs for the autopilots identified in this
installation data. Other applications were not evaluated under this STC. Other uses of the TSO EA100
equipment must have separate approval for installation in an aircraft. Refer to the TSO Installation
Instructions (Aspen document 900-00018-001).
Wiring Diagrams
GENERAL INSTALLATION NOTES
NOTE
EA100's with software version 1.1 or later require the connected EFD be at IOP version
2.0.4 (or B2.0.4) or later approved software.
EFD1000
1 P1
P/N 412-00013-00x
ENET TX- 1 40 ENET RX-
ENET TX+ 2 39 ENET RX+
ENET RX- 9 38 ENET TX-
ENET RX+ 10 37 ENET TX+
MS25041-4
P2 2 3 1 A/P circuit
breaker
A/P AHRS INVALID 43 (existing)
20 AWG
20 AWG 5
A/P AHRS COMM 44
existing wire
KI 25X
AP POWER H
ACU
P2
3
1 EA100 to EFD1000 Ethernet connection must use Aspen 4 The flight director valid input to the ACU must be controlled
P/N 412-00013-00x cable. Shields must be terminated by the EA100 A/P AHRS Relay as shown so that the flight
within the EA100 and EFD back shells to pass EMI/RFI director is disabled if the EA100 autopilot output fails.
interference tests.
5 Use 20 AWG or wire size appropriate for A/P circuit breaker
2 A/P AHRS FAIL light must be installed in the pilots primary rating. Wire may be spliced to a 22 AWG wire not more than
field of view. Use light/dimmer/test switch P/N MS25041-4. 4 inches in length at the EA100 to accommodate the high
Wire as shown. density pin size.
Before
A/P DISC Switch OR Relay Connection (partial)
KC19X
To A/P circuit
breaker
A/P DISC 19X1 19X2
3
OR B A/P DISC IN
Existing Wire
To A/P circuit NC
breaker
C
NO
To A/P Sonalert
A/P DISC
“Existing” AP
DISC Relay
After
KC19X
EA100
P2 19X1 19X2
1
AP EXCITE HI 1 C GYRO EXCITATION
AP EXCITE LO 16 Z VERT GYRO REF
19X1 19X2
20 AWG
A/P INTRLK ENERGIZED 41 B A/P DISC IN
A/P INTRLK COMM 39
5
20 AWG
To A/P circuit
breaker
A/P DISC
2
OR
Existing Wire
To A/P circuit NC
breaker
C
NO
To A/P Sonalert
A/P DISC
3 The existing autopilot disconnect circuit must be run through an
internal relay within the EA100. This ensures the autopilot
“Existing” AP
DISC Relay cannot be engaged or will disengage if the EA100 attitude is
invalid. The autopilot “sonalert” or disconnect tone must not be
1 Wire and shield as shown. interrupted with this relay. Wire as shown.
2 Remove wires from KC19X2-B. The wires should be spliced 4 No connect on KAP100
together with a third wire which will be connected to the EA100
pin 39. Connect EA100 pin 41 to KC19X2-B. 5 20 AWG wire may be spliced to a 22 AWG wire of no more
than 4 inches in length at the EA100 to accommodate the high
density pin.
Before
A/P DISC Relay Connection (partial)
To optional
Yaw Axis
KC290
NC P2902
To A/P circuit breaker
Existing Wire
D A/P DISC IN
C
NO 2
“Existing” AP
DISC Relay
After
EA100 KC295
P2 P2952
1
AP EXCITE HI 1 w GYRO EXCITATION
AP EXCITE LO 16 s VERT GYRO REF
To optional
Yaw Axis
KC290
NC P2902
To A/P circuit breaker
3 D A/P DISC IN
Existing Wire
C
NO
“Existing” AP
DISC Relay
1 Wire and shield as shown. 3 Remove existing wire from P2902 pin D and extend to
EA100 pin 39. Run new wire from P2902 pin D to EA100
2 The existing autopilot disconnect circuit must be run through an pin 41. Verify optional yaw axis wire is on pin 41 side of
internal relay within the EA100. This ensures the autopilot EA100.
cannot be engaged or will disengage if the EA100 attitude is
invalid. The autopilot “sonalert” or disconnect tone must not be 4 20 AWG wire may be spliced to a 22 AWG wire of no
interrupted with this relay. Wire as shown. more than 4 inches in length at the EA100 to
accommodate the high density pin.
Before
A/P DISC Connection (partial)
After
EA100 KC225
P2 P2251
1
AP EXCITE HI 1 38 VG EXC
AP EXCITE LO 16 39 VG EXC LO
Existing Wire
2 9 A/P DISC IN
Existing Wire
1 Wire and shield as shown. 3 Remove existing wire from P2251 pin 9 and extend to
EA100 pin 39. Run new wire from P2251 pin 9 to EA100
2 The existing autopilot disconnect circuit must be run through an pin 41.
internal relay within the EA100. This ensures the autopilot
cannot be engaged or will disengage if the EA100 attitude is 4 20 AWG wire may be spliced to a 22 AWG wire of no
invalid. The autopilot “sonalert” or disconnect tone must not be more than 4 inches in length at the EA100 to
interrupted with this relay. Wire as shown. accommodate the high density pin.
Before
A/P DISC from KA136 to KCP299
After
KCP299 Flight Computer
4
with KA141
EA100 with P/N 065-5016-XX Adapter
Board (for 3" instruments)
P2991 P2992 5
P2
1
AP EXCITE HI 1 w 10VAC 400Hz
AP EXCITE LO 16 F PWR REF
KI256 E
KA141 Autopilot Monitor
Existing Wire
4 GYRO REF
AP PITCH HI 2 12 PITCH AC (H)
AP PITCH LO 17 N GYRO REF
1 Wire and shield as shown. 5 Only KCP299 flight computers with adapter board 065-
5016-XX may use this drawing. Flight computers with 065-
The existing autopilot disconnect circuit from the KA136
2 5015-XX adapter boards not approved.
must be run through an internal relay within the EA100. This
ensures the autopilot cannot be engaged or will disengage if 6 Wire from KA141-4 to KI256-E is a ground reference from
the EA100 attitude is invalid. Wire as shown. the KA141. If removing the KI256, it is not necessary to
ground this wire.
3 Remove existing wire from P2992 pin j and extend to
EA100 pin 39. Run new wire from P2992 pin j to EA100 7 18 AWG wire may be spliced to a 22 AWG wire of no
pin 41. more than 4 inches in length at the EA100 to
4 KFC250 autopilots that do not use a KA141 cannot use this accommodate the high density pin.
drawing. See appropriate wiring diagram in this manual.
Before
A/P DISC from KA136 to KCP299
After
KCP299 Flight Computer 4
without KA141
EA100 with P/N 065-5016-XX Adapter
Board (for 3" instruments)
P2991 P2992 5
P2
1
AP EXCITE HI 1 w 10VAC 400HZ
AP EXCITE LO 16 F PWR REF
1 Wire and shield as shown. 4 KFC250 autopilots with a KA141 cannot use this drawing.
See appropriate wiring diagram in this manual.
The existing autopilot disconnect circuit from the KA136
2 must be run through an internal relay within the EA100. This 5 Only KCP299 flight computers with adapter board 065-
ensures the autopilot cannot be engaged or will disengage if 5016-XX may use this drawing. Flight computers with 065-
the EA100 attitude is invalid. Wire as shown. 5015-XX adapter boards not approved.
3 Remove existing wire from P2992 pin j and extend to 6 18 AWG wire may be spliced to a 22 AWG wire of no
EA100 pin 39. Run new wire from P2992 pin j to EA100 more than 4 inches in length at the EA100 to
pin 41. accommodate the high density pin.
18 AWG
18 AWG
Before
Existing EFD1000 Installations
P1 P1
P2
FD VALID 27 H H
FD PITCH COM 14 N N
FD ROLL COM 15
FD PITCH 33 L L
FD ROLL 10 M M
FD ENGAGE 9 P P
AP FD Power
AP CMD Bar Ref
AP CMD Bar Pitch
AP CMD Bar Roll
AP FD Engage
After
Existing EFD1000 Installations
And all new installations
EA100 2 2
P1 P1
P2
FD VALID 27 H H
FD PITCH COM 14 N N
FD ROLL COM 15
FD PITCH 33 L L
FD ROLL 10 M M
1
FD ENGAGE 9 P P
1 Install two diodes in opposite polarity as shown to emulate the diode circuit inside the KI
254/256. These diodes are required when the KI 254/256 is removed from aircraft for
proper autopilot and flight director operation. Use Aspen p/n 122-00031-001 or 1N4003
(200v). Note – the side of the diodes shown to aircraft ground may instead be connected
to ACU P2 pins 14 and 15 (which is ACU flight director ground).
2 If the KI 254/256 is not removed from the aircraft then the Flight Director wiring to the KI
254/256 must be removed on all existing installations when adding the EA100.
Configuration
Use Tech Note 2010-10 for instructions on using the EA100 Tool to setup and align the EA100.
Verify the EFD is at IOP version 2.0.4 (or B2.0.4) or later for EA100’s with software 1.1 or later.
To change the IP ADDR press the line select key next to IP ADDR and then rotate the right knob to set
the first three digits. Press the line select key again next to IP ADDR to advance the cursor to the next
field to the right and set the next three digits. Continue with this sequence until all digits of the IP
ADDR are set to 192.168.28.12.
Using Section 10.4.8 verify and set if necessary, the “PANEL ROLL ADJUST” and the “PANEL TILT PITCH
ADJ” so that the roll attitude and pitch attitude are 0.0⁰ on the EFD1000 when the aircraft is level.
Adjust any remaining EFD1000 displays so that they all display the same corrected roll/pitch attitude.
Ground Test
Complete the ground tests in this section as well as the EA100 specific items in Appendix B,
EFD1000/500 Installation Final Check Sheet.
Autopilot
Power up the EFD1000(s). Close the AP AHRS circuit breaker. Power up the autopilot.
a) Engage the autopilot.
b) Press the autopilot disconnect switch momentarily and verify the autopilot disengages.
c) Engage the autopilot.
d) Pull the A/P AHRS circuit breaker and verify the autopilot disengages. Verify the AP AHRS FAIL
light on the instrument panel illuminates.
e) Verify the Flight Director bars are removed from the PFD display. (note – any illuminated FD
modes will remain illuminated on the A/P control head or annunciator unit).
f) Verify the autopilot cannot be engaged as long as the A/P AHRS FAIL light is illuminated.
g) Push in the A/P AHRS circuit breaker and after the A/P AHRS FAIL light goes out. Verify that
the autopilot can be re-engaged.
h) Press the A/P AHRS FAIL light “press-to-test” switch and verify the lamp illuminates.
Using the EA100 Tool (see Tech Note 2010-10) or by pitching/rolling the EFD1000 connected to the
EA100, perform the following tests with the autopilot engaged in ATT Hold mode (no HDG, NAV, APPR
engaged).
NOTE
When the EA100 Tool is running the A/P Engage relay and the A/P AHRS FAIL light relay
are not engaged. These must be engaged using the tool to extinguish the light and to be
able to engage the autopilot.
Positive numbers are Roll right and Pitch Up. Negative numbers are Roll left and Pitch down.
a) Generate a +5º right bank – verify the yoke moves counter-clockwise or left.
b) Generate a -5º left bank – verify the yoke moves clockwise or right.
c) Generate a +5º pitch up – verify the yoke moves forward.
d) Generate a -5º pitch down – verify the yoke moves back.
NOTE
The appropriate autopilot test equipment and certifications will be required for this work.
See Tech Note 2010-10 for instructions on using the EA100 Alignment Tool and the autopilot
manufacturer’s alignment procedure to make these adjustments.
COMMUNICATIONS
VHF COMMUNICATIONS
COCKPIT INTERCOM
EA100
SYSTEM DESCRIPTION POSITION
Pass Fail
NAVIGATION
VOR / ILS
Verify the operation of each VHF Nav receiver in both VOR and ILS
modes (including glideslope) while monitoring the effects of the No 1
Threat equipment. At a minimum, use of ground test equipment is
required. Use of ground stations should be accomplished if facilities
No 2
are available. Record the frequencies tested.
DME
Verify the operation of each DME while monitoring the effects of the No 1
Threat equipment. Ground test equipment or the same local
frequencies used for VOR and ILS testing may be used for this test. No 2
MARKER BEACON
Verify the operation of each ADF receiver while monitoring the effects
of the Threat equipment. Frequencies from each band should be
tested where possible. Public broadcast stations are acceptable for
conducting test.
GPS
Verify the operation of each GPS receiver while monitoring the effects
of the Threat equipment. GPS satellite signals should be stable and of No 1
similar strength with the threat equipment on and off. The navigation
systems used to display GPS information should not have any
interference effects from the threat equipment. Record GPS satellite
No 2
and position data for each system.
EFIS
Verify the PFD and MFD displays function without interference while
monitoring the effects of the Threat equipment.
FLIGHT DIRECTOR
EA100
SYSTEM DESCRIPTION POSITION
Pass Fail
AIR DATA
Verify the air data system is presenting correct and steady information
while monitoring the effects of the Threat Equipment.
AUTOPILOT
COMPASS SYSTEM
ATTITUDE SYSTEM
SAFETY EQUPIMENT
Verify the function of the weather radar system while monitoring the
effects of the Threat equipment. Prior to ground operation of the
radar, proper safety precautions need to be observed to prevent injury
or damage to ground personnel or equipment.
Start the aircraft engine(s) and configure the aircraft for normal in-
ENGINE
flight operations (i.e. pitot heat, lights, etc.) Verify the engine
instruments display correct and stable information while monitoring
FUEL
the effects of the Threat Equipment. This may be accomplished
QTY
immediately prior to flight-testing if practicable.
Verify operation of flaps and electric trim while monitoring the effects
FLAPS
of the threat equipment. Surfaces should move smoothly through the
entire range of operation without interference. ELEC TRIM
EA100
SYSTEM DESCRIPTION POSITION
Pass Fail
OTHER EQUIPMENT (specify)
TAWS/GPWS
Verify that the equipment functions properly without interference
while monitoring the effects of the Threat equipment.
FADEC
Note: FADEC installations normally require special verification in
accordance with the FADEC certification information. The installer
must determine whether the design change is compatible with
previously approved modifications.
Flight Test
For new EFD1000 system installations that include the EA100 perform the “Pre EA100 Test Flight”
below. After installation of the EA100 perform the “Post EA100 Test Flight” below.
The autopilot should have similar flight performance before and after the EA100 Adapter installation.
NOTE
Any “Pre EA100 Test Flight” performance issues should be resolved prior to the EA100
installation.
NOTE
Autopilot adjustment in accordance with the autopilot manufacturer’s instructions may be
necessary to correct HDG Bug out of center or aircraft tracking off course conditions. The
“roll centering pot” adjuster tool should be available. For best results, determine the
location of the roll centering pot prior to the test flight so that it may be accessed if
needed.
a) Under VFR conditions fly the aircraft to a safe maneuvering altitude. Level and trim the
aircraft for coordinated flight. Perform all tests (except the approaches) at cruise speed.
b) Engage the autopilot in pitch and roll mode (Attitude Mode) and verify the aircraft produces
no oscillations.
c) Engage HDG and ALT mode and verify the HDG bug centers under the lubber line. If the HDG
bug is not under the lubber line verify the slip/skid indicator is centered. If the slip/skid
indicator is centered then the autopilot roll null “roll centering” is out of adjustment. If the
slip/skid indicator is out of center then adjust rudder trim to center.
d) Turn the HDG bug 90 degrees left. During the turn record the maximum bank angle. Verify
the aircraft does not lose more than 100ft during the turn. Verify the autopilot rolls out on
the HDG bug with little overshoot.
e) Turn the HDG Bug 90 degrees right. During the turn record the maximum bank angle. Verify
the aircraft does not lose more than 100ft during the turn. Verify the autopilot rolls out on
the HDG bug with little overshoot.
f) Using the Pitch Modifier (pitch rocker switch) press the “up” side of the switch to initiate a
climb attitude of about 5 degrees. Verify the aircraft climbs and maintains a consistent 5-
degree +/- 2-degree attitude with no oscillations.
g) Using the Pitch Modifier (pitch rocker switch) press the “down” side of the switch to initiate a
descent attitude of about 5 degrees. Verify the aircraft descends and maintains a consistent
5-degree +/- 2-degree attitude with no oscillations.
h) Perform an ILS approach and note the performance in the lateral and vertical (if Glide Slope
equipped) axes. Verify no oscillations.
i) If the autopilot performance is similar to or better than that of the pre-install test flight (and
the pre-install test flight was satisfactory) then no further adjustments are necessary. If the
HDG bug did not center use the “roll centering” pot to correct this condition. If the maximum
bank angles or pitch angles were outside the maximum allowed by the autopilot
manufacturer then the autopilot must be aligned to the EA100 using the manufacturer’s gyro
alignment procedure.
This Page is to be printed and given to the aircraft owner for inclusion in the aircraft records.
AUTOPILOT “PRE” AND “POST” EA100 TEST FLIGHT
AIRCRAFT TYPE: AIRCRAFT REG#:
A/P
PARAMETERS PRE EA100 INSTALL POST EA100 INSTALL
MODE
HDG HDG Bug from Lubber Line
ALT -Oscillations?
HDG Maximum Left Bank Angle
ALT
HDG Maximum Right Bank Angle
ALT
HDG ALT HOLD mode (does it hold
ALT aircraft within 100ft during
turns)
HDG 5 Degree Pitch Up
ATT -Oscillations?
HOLD
HDG 5 Degree Pitch Down
ATT -Oscillations?
HOLD
APPR ILS lateral Performance
-Oscillations?
APPR Glide Slope Performance
-Oscillations?
NOTES:
The A/P Source Select switch permits the EFD1000 MFD to drive the autopilot (and ACU outputs) when
the MFD is in Reversion Mode. The design provides a “Lockout” of the MFD when not in reversion and
also provides annunciation to the flight crew as to which display (PFD or MFD) is driving the autopilot.
NOTE
These instructions do not approve any co-pilot mounted PFD or MFD to be selected for
coupling to the autopilot. Only the PFD and EFD1000 MFD mounted on the pilot side of
the panel are approved to use this “Autopilot Source” switch.
Ref Qualification /
Nomenclature Part Number Manufacturer
Des Comment
K1 Multi-pole relay with minimum of 4 poles AK-950-Rx-xx Ameri King TSO C129a
L1/L2
Lamp, Green, PTT, Dimmable 01-91180-3 Electroswitch MS25041-3
Opt A
L1/L2
Lighted engraved LED or Lamp Series 582 Eaton MIL-S-22885/101
OPT B
1/4w resistor, value determined by night
R1 viewing test MIL-R-39008 Vishay Dale MIL-R-39008
(optional if dimming bus not available)
Circuit Overview
The K1 relay coil receives its ground from pin 7 of the MFD so that the relay cannot be energized unless
the MFD is in Reversion Mode (REV button pressed on MFD). S1 is a spring-loaded toggle with a
momentary PFD position and momentary MFD REV position that returns to center after the desired
display is selected. The switch may be installed in either a horizontal orientation with the PFD position
to the LEFT, or in a vertical orientation with the PFD position UP. If the MFD is in Reversion and the S1
switch is selected to the MFD position, the relay will energize and electrically latch. The relay will
remain latched until the PFD position is selected on S1 or the REV button on the MFD is pressed (reverts
back to a MFD) or by loss of power to the ACU circuit breaker.
• Each control must be easily readable and discernible and the lights must be installed so that their
direct rays, and rays reflected from the windshield and other surface are shielded from the pilot’s
eyes. See AC 43-13-2B Paragraph 1104 (e) Page 129. If the aircraft does not have a day/night
lighting bus a separate dimming switch and resistors may be required.
• The annunciator labeling must be properly illuminated by the instrument panel lighting system so
as to be visible at night
• Relay K1 and switch S1 must be powered from the ACU circuit breaker.
Only the following deviations are allowed from the circuit design:
• K1 may be replaced with two 2-pole relays. Only relays with electrically suppressed coils may be
used.
• S1 may be of another switch design as long as the DPDT Mom-ON-Mom design is retained.
• The PFD and MFD annunciators may be of a legend style (i.e., Eaton style) or separate lamp
assemblies with one labeled “PFD” and the other labeled “MFD”.
NOTE
The PFD and MFD must be at software version 2.3.1 or later and the inter-system buss
must be wired and configured so that the PFD can cross-fill its PFD settings to the MFD
when the MFD is in reversion mode.
Install the relays and wiring in accordance with AC 43.13-2B Chapter 1 Paragraphs 100 through 114,
pages 1-7 and Chapter 2 paragraphs 200 through 207 and 209, pages 9 to 19.
System Checkout
1. Power up the PFD, MFD1000, and the autopilot computer.
2. Verify the PFD and the MFD have software version 2.3.1 or later.
3. With the PFD initialized and the MFD initialized and in MFD mode, verify the green PFD indicator is
lit on the A/P SOURCE panel.
4. Engage the autopilot in HDG mode and verify the PFD HDG Bug controls the autopilot.
5. Push the REV button on the MFD, verify the green PFD indicator is still lit, the PFD HDG Bug still
controls the autopilot, and the MFD HDG Bug does not control the autopilot.
CAUTION
Before performing Step 6, hold the control yoke/stick as the autopilot may disengage or
the HDG Mode may drop with the PFD to MFD transition. This may also require the re-
engagement of the autopilot or HDG mode.
6. Move the A/P SOURCE switch to the MFD position and release, verify the green PFD indicator goes
out, the green MFD indicator is now lit, the PFD HDG Bug does not control the autopilot, and the
MFD HDG Bug does control the autopilot (autopilot or HDG mode may need to be re-engaged).
7. Press the REV button on the MFD and verify the green MFD indicator is out and the green PFD
indicator is lit, autopilot control will go back to the PFD (autopilot or HDG mode may need to be re-
engaged).
8. Verify the switch marking and annunciators are readable in day/night.
9. Test is complete.
Aircraft Documentation
1. Remove the previously approved PFD-MFD AFMS P/N 900-00008-001 and install a copy (with
Section 1.2 completed) of the approved PFD-MFD AFMS P/N 900-00008-001 Rev P or later in the
aircraft Flight Manual or Supplemental Flight Manual. NOTE: Complete Section 1.2 in the AFMS by
transferring the existing data from the original AFMS.
2. Insert copy of ICA P/N 900-00012-001 Rev P or later.
3. Return the aircraft to service in accordance with appropriate regulatory procedures.
L1/L2 K1
May be green incandescent indicators, Ameri King
L1/L2 green LED indicators, Relay (K1) Aircraft Power
Option B or green split legend indicator (Eaton style) labeled
PFD and MFD. AK-950-R8-14 14V
AK-950-R8-28 28V
PFD
S1
A 3 2
DPDT Toggle Switch
6 B
Mom – ON – Mom R1
9 Momentary LEFT and RIGHT
1/4w resistor, value to be determined by night
or
time viewing evaluation. May be required if
12 11 Momentary to Up and Down
C aircraft dimming bus not available.
MFD Spring loaded to center position
PFD
2 5
BRT
L1
A B
BATT
ACU 2A
1 3 4 6 BUS
S1 R1
L2 DIM
C
MFD
ACU K1
P1
24
PFD
+14Vdc/+28Vdc IN 10 4
44
n/c 26 ARINC 429 TX1A
P3 3 43 27 ARINC 429 TX1B
22
ARINC 429_RX1A 1 2
42
21
ARINC 429_RX1B 14 1
41
MFD
26 ARINC 429 TX1A
78 62
27 ARINC 429 TX1B
Make all wiring connections in accordance with AC43.13-2B Chapter 2 paragraph 207, pages 18 and
19.
Provide sufficient illumination to make the switch nomenclature easily readable at night (see AC 43.13-
2B, Chapter 11, page 129, paragraph 1104).
Use MIL-C-27500, 22 gauge shielded wire and MIL-W-22759, 22 gauge single conductor wire. All
grounds should be as short as possible. A429 Wiring is double-shielded or single shield with tinned
copper overbraid.
Wires and wiring bundles must be secured in such a way to eliminate risk of mechanical damage and
minimize exposure to heat and fluids per FAR 23.1365(e) and AC 43.13-2B Chapter 2 paragraph 207,
page 18.
Warning, Caution, Advisory lights must be effective under all probable cockpit lighting conditions per
FAR 23.1322(e).
The APS4A system may be installed with the EFD1000 PFD to provide automatic enablement of the ALT
HOLD function of the autopilot upon the aircraft reaching the PFD Selected Altitude. The interface
consists of an EFD1000 system, an APS4A system, and a PRESEL/ARMED switch and annunciator.
NOTE
As of this revision the APS4A system has been tested with the EFD1000 and KFC200
autopilot. Connection to any other EFIS or autopilot is beyond the scope of this STC and
requires separate approval.
Ref
Nomenclature Part Number Manufacturer Qualification / Comment
Des
Avionik 14VDC Bendix-King KFC-200
APS4A Altitude Preselect Interface Box (14Vdc) AS02-ALTPIB-01
Straubing TSO-C9 and TSO-C52b
Avionik 28VDC Bendix-King KFC-200
APS4A Altitude Preselect Interface Box (28Vdc) AS02-ALTPIB-41
Straubing TSO-C9 and TSO-C52b
DS1
Lamp, Green, PTT, Dimmable 01-91180-3 Electroswitch MS25041-3
OPT B
Table G1: Component Part Information
Technical Specifications
Supply Input ...................... 11-32VDC at 0.15A
Weight............................... 0.55lb (250g)
Dimensions ....................... 1.53 x 2.84 x 4.13 inches (39 x 72 x 105mm)
Mounting .......................... 4ea. 6-32” screws
Connector ......................... D-Sub 9 PIN
Cooling ............................. Not required
TSO/ETSO Limitations
The APS4A is certified to TSO-C9c/ETSO-C9c and TSO-C52b/ETSO-C52b standards.
Mechanical Installation
The APS4A unit has no user interface, and therefore can be remote mounted. The optimum mounting
location is an area that minimizes wire runs to interfacing equipment. It may be mounted in any
orientation.
Mount the APS4A in accordance with AC43.13-2B Chapters 1 and 2. Failure of the APS4A is a minor
failure condition. There is no software. The mechanical installation must be structurally substantiated
in accordance with AC43.13-2B Chapter 1 Pages 1 to 7, Paragraphs to 100 to 114.
Install using four (4) MS35206 #6-32 screws, four (4) NAS1149FN632P washers, and four (4)
MS21044N06 #6-32 self-locking nuts. Tighten nuts to 12 in-lbs.
An unpainted surface of the APS4A case must be bonded to aircraft ground either through mounting to
a metal shelf or with an installer fabricated bonding strap of wire braid or single stranded wire no more
than 12 inches in length. Attach ground lug of bonding strap to one of the mounting screws if required.
The center of gravity of the APS4A is the exact dimensional center of the unit.
Electrical Installation
Install the relays and wiring in accordance with AC 43.13-2B Chapter 2 paragraphs 200 through 207
and 209, pages 9 to 19.
The added switches and annunciators must be installed in the pilot’s primary field of view and
observable with minimum head and eye movement. The preferred location is near the autopilot mode
annunciator panel.
Warning, Caution, Advisory lights must be effective under all probable cockpit lighting conditions per
FAR 23.1322(e). Each control must be easily readable and discernible and the lights must be installed so
that their direct rays, and rays reflected from the windshield and other surface are shielded from the
pilot’s eyes. See AC 43-13-2B Paragraph 1104 (e) Page 129.
If the aircraft does not have a Day/Night annunciator bus a separate switch and resistors may be used.
Use MIL-C-27500, 22 gauge shielded wire and MIL-W-22759, 22 gauge single conductor wire. All
grounds should be as short as possible.
Wires and wiring bundles must be secured in such a way to eliminate risk of mechanical damage and
minimize exposure to heat and fluids per FAR 23.1365(e) and AC 43.13-2B.
PIN Input/Output Description
1 Input Relay NC
2 Output Relay Com
3 Input Relay NO
4 --- 28Vdc lighting
5 Output ARMED annunciator output (GND)
6 Input Alt Preselect ARM switch input (mom. GND)
7 Input +10V or Ground from A/P mode controller
8 Input Power Ground
9 Input 10 to 32Vdc Input Power
Table G2: APS4A Pin out
A panel mounting spacer is supplied with each unit so as to place the switch mounting flange flush with
a 0.235” thick edge lighted panel. For other switch applications the spacer is discarded.
A reversible mounting sleeve is supplied with each unit as to be usable with or without the panel
mounting spacer. The mounting sleeve allows the switch to be installed on mounting plates ranging
from 0.032” to 0.187” thick.
The switch assembly is mounted from the front of the mounting plate by means of a screwdriver only.
All mounting screws are integral to the switch.
System Checkout
1. Power up the PFD and the autopilot system.
2. Set the PFD Selected Altitude to 300 ft (or greater) above the current field elevation (current
altimeter reading). Pressing the right knob until “ALT” is displayed sets selected Altitude. Then turn
the right knob until the value in the upper right window displays 300ft or more above current
altitude [i.e., current altitude is 540 ft, then set the Selected Altitude to 540 + 300 = 840 (use 900
ft), note the Selected Altitude is in 100 ft increments so round up to the next altitude = 900 ft]
3. Verify the ARMED light is OFF, now verify the autopilot ALT Hold mode can be engaged by the ALT
button on the autopilot computer/mode controller. Disengage ALT Hold.
4. Press the PRESEL switch and verify the ARMED light is ON, now verify the autopilot ALT Hold mode
can also be engaged by the ALT button on the autopilot computer. Disengage ALT Hold.
5. With the ARMED light ON and ALT Hold mode OFF, slowly decrease the baro setting on the PFD so
that the altimeter tape is increasing in altitude toward the Selected Altitude. When the Selected
Altitude is reached (+/-20ft) the ARMED light should go OUT and the ALT Hold light on the
autopilot computer/mode controller/annunciator should go ON.
6. Verify the switch marking and annunciators are readable in day/night.
7. This completes the required testing.
NOTE
The altitude is captured by engagement of the ALT Hold function. During flight there will
be some overshoot of the selected altitude. The overshoot will be proportional to the
amount of vertical speed at which the aircraft approaches the selected altitude.
Aircraft Documentation
1. Remove the previously approved PFD-MFD AFMS P/N 900-00008-001 and install a copy (with
Section 1.2 completed) of the approved PFD-MFD AFMS P/N 900-00008-001 Rev P or later in the
aircraft Flight Manual or Supplemental Flight Manual.
2. Insert copy of ICA P/N 900-00012-001 Rev P or later.
3. Return the aircraft to service in accordance with appropriate regulatory procedures.
Perform the following steps to install the CG100 Gateway under AML-STC SA10822SC:
1. Install the CG100 in accordance with Aspen document 900-00023-001, Installation Instructions
for the CG100.
2. Document the installation in the ICA document 900-00012-001 Rev R or later as instructed
below.
3. Insert AFMS 900-00008-001 Rev Q or later FAA approved version with the Configuration Matrix
in Section 1.2 completed in the Airplane Flight Manual.
ICA Documentation
It is required by the AML-STC that the CG100 components, wiring, circuit breaker, and switch locations
information be recorded in Aspen document 900-00012-001, instructions for Continued Airworthiness.
Complete Section 15 “Wiring and Component Location Data” in the ICA and give a copy of the
completed section to the owner for inclusion in the permanent aircraft records.
NOTE - Shelf or bracket fabrication that might be required to mount the CG100 is beyond the scope of
this STC and will require separate FAA approved data.
The Pitot Monitor Tool can be used to set older EFD1000 installations to the new settings1 under
STC10822SC or can be used to set the parameters per other STC holder’s requirements. It is not
necessary to make the change to the EFD500 MFD.
1Note – it is only required to modify an existing installation if the operator is reporting “Check Pitot
Heat” annunciations after landing or during a flight maneuver which the IAS drops below 30kts.
SUBJECT
The EFD1000 uses several parameters to determine the attitude solution, including airspeed.
If the airspeed indication fails due to a plugged pitot tube, it is possible for the display to
present erroneous attitude information. The Pitot Tool is used to modify the parameters at
which the “Check Pitot Heat” or “Cross Check Attitude” annunciations are displayed.
STC10822SC
At the time of initial certification, a time of one-half second was established to detect the
airspeed failure condition by comparing the GPS data. Field experience indicates that this
duration should be extended to 5.0 seconds for reliable detection.
This Tech Note is applicable to the EFD1000 displays (including Pro and Pilot versions and MFDs) with
Software version 2.2 or B2.2 or later. It is not applicable to the EFD500.
NOTE: Installing this modification does not affect the software or the TSO of the EFD1000 system. It
disables or modifies the detection time for the Pitot Obstruction Monitor, which is a Configuration
Module parameter. The timing change has been evaluated under AML STC SA10822SC only.
COMPLIANCE
APPROVAL
The engineering design data of this Tech Note are FAA approved for STC SA10822SC only. Installations
approved under a certification other than STC SA10822SC require appropriate approval.
WARRANTY INFORMATION
This tool is provided free of charge (if downloaded from the Aspen website) and can be optionally used
to modify the detection duration. Charges related to the adjustment are covered under warranty for
those systems under warranty. A warranty claim of 1 hour may be submitted with prior approval of
Aspen Tech Support or if the system is interfaced with a Bendix King GPS navigator and is exhibiting
nuisance Red-X indications. Electronic copies of required documentation are available free of charge
for download from the Aspen Avionics web site.
LABOR
Approximately 1 hour of labor will be required to perform the actions in this Tech Note.
REFERENCE
Verify the EFD system software level is at MAP software v2.2 or later, IOP software v2.0.1 or later.
MODIFICATION STEPS
For aircraft not modified in accordance with the Aspen STC SA10822SC, obtain proper regulatory
approval prior to commencing any modification activities.
1) Download the tool from the Aspen Avionics website or other electronic means.
2) Boot and run the tool.
3) Make the desired change (the change should be made to the EFD1000 PFD and the EFD 1000
MFD. It is not necessary to make the change to the EFD500 MFD).
4) Update the Aircraft Records.
For aircraft on the AML, make a logbook entry regarding the implementation of this Tech Note as a
minor change to the STC SA10822SC and complete the appropriate documentation. For aircraft
installations previously approved via a Field Approval, this change must be approved locally via the
same method as the original approval.
This requires a dealer supplied microSD card and high capacity microSD card writer. This same card can
be used to update multiple aircraft.
1) Power on the EFD and confirm that it is a v2.2 or later unit by going to the last page of the PFD
or MFD menu verifying the following:
MAP VER: 2.2 or later
IOP VER: 2.0.1 or later
If the display does not show the above message, the unit is not eligible for using this tool.
NOTE: This is a ground operation. If the airspeed is greater than 30 knots the system will
not enter the Installation Menu
3) Go into the Installation Menu by pressing the “MENU” key and the two line select keys directly
below “MENU” simultaneously for 3 seconds (Figure H1). Follow the instructions on the screen.
4) Go to the last page of the Installation Menu. Boot from the SD card by pressing the two buttons
closest to the knobs for three seconds (Figure H1). When the display responds to the button
press, release the buttons.
5) You will see a screen titled PITOT MONITOR TOOL. Checking Configuration.
Please wait while the Config Module is opened and read.
UPGRADER ERROR indicates that an error occurred trying to access the Configuration Module of
the EFD.
Definitions:
IAS = Indicated Airspeed on EFD airspeed tape
GS = groundspeed from GPS receiver
POM = Pitot Obstruction Monitor, specific function (Message Type) that occurs when certain airspeed
(IAS) and groundspeed (GS) values are met for a length of time (Trigger Time).
The table below lists the required values per STC 10822SC and suggested values to be used in a
helicopter application that must be approved separately.
NOTE: Up to the point of pressing MENU to proceed, the change has not been written to
the EFD’s CM
6) Once you are satisfied with the changes, press MENU to save.
NOTE: If you do not wish to continue, and instead wish to return to normal operation, press
the REV key
The change will be saved to the Configuration Module. Once the save is complete, the screen will
read:
Change Complete
Press the ‘REV’ button to reset
7) Remove the microSD card and, in the case of the MFD, replace with the database card. There
should be no database card in the PFD.
8) Reset the system by pressing the ‘REV’ button.
END