Airbus A220 Technical Training Manual - Electrical Bombardier CSeries CS300

BD500 SERIES (PW PW1500G) INITIAL MAINTENANCE TRAINING COURSE
TECHNICAL TRAINING MANUAL

CUSTOMER TRAINING
MODULE 2: ELECTRICAL Montreal Training Centre
CMUI: CS130-21.02-06.00-121418 8575 Côte-de-Liesse Road
Saint-Laurent, Québec, Canada H4T 1G5
VERSION V6.00 Telephone (514) 344-6620
Toll-Free North America 1 (877) 551-1550
Fax (514) 344-6643
BD-500-1A10 www.batraining.com
iflybombardier.com
BD-500-1A11
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Please note that this version of C Series Module 2: Electrical is up-to-date as of the date of the training course(s) that you are attending, and may
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Copyright © 1999-2018 Bombardier Inc. or its subsidiaries. All rights reserved.
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL

CS130-21.02-06.00-121418 For Training Purposes Only
Acronyms and Abbreviations
ACRONYMS AND ABBREVIATIONS AEMF aft engine mount fitting

AFCS automatic flight control system
A AFCU alternate flight control unit
A/T autothrottle AFDA adaptive flight display application
ABIT automatic BIT AFDT adaptive flight display table
ABS absolute AFDX avionics full duplex switched Ethernet
ABS autobrake system AFM Airplane Flight Manual
ACARS aircraft communications addressing and reporting system AFP automated fiber placement
ACC active clearance control AGB accessory gearbox
ACES avionics cooling and extraction system AGL above ground level
ACL access control list AHC attitude heading computer
ACM air cycle machine AHMS aircraft health management system
ACM aircraft condition monitoring AIS aircraft information server
ACMF aircraft condition monitoring function AIS audio integrating system
ACMP AC motor pump AIM axle interface module
ACP audio control panel AIM aircraft identification module
ACU audio conditioning unit AIM align-in-motion
ADC air data computer AL autoland
ADEF aircraft data exchange function ALC APU line contactor
ADF automatic direction finder ALI airworthiness limitation item
ADI attitude direction indicator AI-Li aluminum-lithium
ADLS airborne data link system ALM application license manager
ADMF aircraft data management function ALT altitude
ADRF aircraft data recording function ALTN FLAP alternate flap
ADS air data system AM amplitude modulation
ADSP air data smart probe AMCU advanced monitor control unit
ADSP air data system probe AMP Aircraft Maintenance Publication
AES alternate extension system ANR archive noise reduction
AEV avionics exhaust valve ANS aircraft network switch
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL i

AOA angle-of-attack BAHX buffer air heat exchanger

AOC air/oil cooler BAPS buffer air pressure sensor
AOC airport operational communications BAVS buffer air valve solenoid
AODV active oil damper valve BAVSOV buffer air shutoff valve
AOHX air/oil heat exchanger BCCC base coat clear coat
AP autopilot BCS brake control system
APM aircraft personality module BDCU brake data concentrator unit
APR automatic power reserve BFO beat frequency oscillator
APU auxiliary power unit BGM boarding music
AR automatic realignment BIT built-in test
ARTCC air route traffic control center BITE built-in test equipment
ASA autoland status annunciator BL buttock line
ASC APU starting contactor BLC battery line contactor
ASM air separation module BLS bifurcation latch system
ASRP aircraft structure repair publication BMPS bleed monitoring pressure sensor
AT autothrottle BPCU bus power control unit
ATC air traffic control BPMS bleed pressure monitoring sensor
ATIS air traffic information services BSC battery start contactor
ATP acceptance test procedure BTC bus tie contactor
ATS air turbine starter BTS base transceiver station
ATS autothrottle system BTMS brake temperature monitoring system
ATS air traffic services BTS brake temperature sensor
AV-VENTS avionics ventilated temperature sensor BTS bleed temperature sensor
B BVID barely visible impact damage
BALODS bleed air leak and overheat detection system C
BAP buffer air pressure CADTS cargo duct temperature sensor
BAS bleed air system CAI cowl anti-ice
BAV bleed air valve CAIS cowl anti-ice system
BACV buffer air check valve CAIV cowl anti-ice valve
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL ii

CAM cockpit area microphone CMUI configuration management unique identifier

CAN controller air network CNS communications, navigation and surveillance
CAS calibrated airspeed COM communication
CAS crew alerting system CPCS cabin pressure control system
CATS cargo temperature sensor CPCV compensator pressure check valve
CB circuit breaker CPD circuit protection device
CBIT continuous built-in test CPDD circuit protection device detector
CBP circuit breaker panel CPDLC controller-pilot data link communications
CBV cross-bleed valve CPN Collins part number
CC cabin controller CPU central processing unit
CCDL cross-channel data link CRC cyclical redundancy check
CCM common computing module CRES corrosion resistant steel
CCMR common computing module runtime CSD cabin service display
CCP cursor control panel CSD customer service display
CCU camera control unit CSMU crash-survivable memory unit
CCW counterclockwise CSOV cargo shutoff valve
CDC control and distribution cabinet CT crew terminal
CDI course deviation indicator CT current transformer
CDTS compressor discharge temperature sensor CTP control tuning panel
CEM cover and environmental module CVR cockpit voice recorder
CF configuration file CW clockwise
CFIT controlled flight into terrain CWB center wing box
CFRP carbon fiber reinforced polymer D
CIC compressor intermediate case D/I discrete input
CIC corrosion inhibiting compound D/O discrete output
CLAWS control laws DBM database manager
CM configuration manager DCM data concentrator module
CMS cabin management system DCMR data concentration module runtime
CMU communication management unit DCS data concentration system
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL iii

DCU directional control unit EFAN extraction fan

DCV directional control valve EDM emergency descent mode
DFSOV dual-flow shutoff valve EDP engine-driven hydraulic pump
DLCA data link communications application EDP engine-driven pump
DMA display manager application EDU electronic display unit
DMC data concentrator unit module cabinet EEC electronic engine control
DME distance measuring equipment EEGS emergency electrical power generation
DMM data memory module EEPROM electrical erasable programmable read only memory
DP differential protection EESS emergency escape slide system
DPCT differential protection current transformer EFB electronic flight bag
DPI differential pressure indicator EEGS emergency electrical power generation
DPLY deploy EFCS electronic flight control system
DRA diagnostic and reporting application eFIM electronic fault isolation manual
DSK double-stack knob EFIS electronic flight instrument system
DSM digital switching module EGT exhaust gas temperature
DSU data storage unit EHSV electrohydraulic servovalve
DSPU diode shunt protection unit EIC engine inlet cowl
DTC DC tie contactor EICAS engine indication and crew alerting system
DTE damage tolerance evaluation ELC external power line contactor
DTI damage tolerance inspection ELT emergency locator transmitter
DTS duct temperature sensor EMA electric motor actuator
DU display unit EMU expansion module unit
E EMAC electric motor actuator controller
EBC essential bus contactor EMCU electric motor control unit
ECL electronic checklist EMER emergency
ECS environmental control system EMPC emergency power control
ECU electronic control unit EOAM emergency opening assist means
ECU external compensation unit EOF end-of-flight
EDCM electronic door control module EPC electrical power center
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL iv

EPC electronic power center FCV flow control valve

EPGD electrical power generation and distribution FD flight director
EPGDS electrical power generation and distribution system FDDSS flight deck door surveillance system
EPGS electrical power generation system FDE flight deck effect
EPP engine programming plug FDG fan drive gearbox
EPSU emergency power supply unit FDGS fan drive gear system
EPTRU external power transformer rectifier unit FDR flight data recorder
ERAV emergency ram air valve FDRAS flight deck remote access system
ESD electrostatic discharge FDV flow divider valve
ETC essential tie contactor FEGV fan exit guide vane
ETOPS extended-range twin-engine operational performance FEMB forward engine mount bulkhead
standards FF fuel flow
F FFDP fuel flow differential pressure
FA flight attendant FFSV free fall selector valve
FAA Federal Aviation Authority FG flight guidance
FADEC full authority digital engine control FGS flight guidance system
FANS future air navigation system FIC fan intermediate case
FAV fan air valve FIDEX fire detection and extinguishing
FBC front bearing compartment FIM fault isolation manual
FBW fly-by-wire FLC flight level change
FBWPC fly-by-wire power converter FLS fast load-shed
FC full close FLTA forward-looking terrain avoidance
FCP flight control panel FMA flight mode annunciator
FCS flight control system FMS flight management system
FCBS fatigue critical baseline structure FMSA flight management system application
FCEE flight crew emergency exit FMV fuel metering valve
FCSB fan cowling support beam FO full open
FCU flush control unit FOD foreign object debris
FCU fuel control unit FOHX fuel/oil heat exchanger
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL v

FOHXBV fuel/oil heat exchanger bypass valve GSA ground spoiler actuator
FPS feedback position sensor GSCM ground spoiler control module
FPV flight path vector GSE ground support equipment
FQC fuel quality computer GUI graphical user interface
FS fixed structure H
FS flight station HAAO high altitude airport operation
FS fuselage station HDG heading
FSA file server application HF high frequency
FSV flow sensor venturi HID high-intensity discharge
FSB fasten seat belt HLEIF high load event indication function
FSCL flight spoiler control lever HLSL high lift selector lever
FTIS fuel tank inerting system HMU health management unit
FW failure warning HOR hold open rod
FWSOV firewall shutoff valve HP high-pressure
G HPC high-pressure compressor
GA go-around HPD hydraulic pump depressurization
GCF ground cooling fan HPGC high-pressure ground connection
GCR generator control relay HPSOV high-pressure shutoff valve
GCS global connectivity suite HPT high-pressure turbine
GCU generator control unit HPV high-pressure valve
GFP graphical flight planning HRD high-rate discharge
GFRP glass fiber reinforced polymer HRTDb high-resolution terrain database
GHTS galley heater temperature sensor HS handset
GLC generator line contactor HS high solid
GMT Greenwich mean time HSI horizontal situation indicator
GNSS global navigation satellite system HSTA horizontal stabilizer trim actuator
GPWS ground proximity warning system HSTS horizontal stabilizer trim system
GS glideslope HUD head-up display
GS ground spoiler HUDS head-up display system
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL vi

I IOM input/output module

I/O input/output IP information provider
IAMS integrated air management system IPC integrated processing cabinet
IAS indicated airspeed IPCKV intermediate pressure check valve
IASC integrated air system controller IPS inches per second
IBIT initiated built-in test IPS integrated processing system
IBR integral bladed rotor IRCV inlet return check valve
ICAO International Civil Aviation Organization IRS inertial reference system
ICCP integrated cockpit control panel IRU inertial reference unit
ICDU integrated control display unit ISI integrated standby instrument
ICU inerting control unit ISM input signal management
ICU isolation control unit ISPS in-seat power supply
ICV isolation control valve ISPSS in-seat power supply system
IFE in-flight entertainment system ITT interturbine temperature
IFEC in-flight entertainment and connectivity system J
IFIS integrated flight information system JOSV journal oil shuttle valve
IFPC integrated fuel pump and control L
IFS information landing system L/S lube/scavenge
IFS inner fixed structure LAN local area network
IGN ignition LBIT landing built-in test
IGV inlet guide vane LCD life cycle data
IGVA inlet guide vane actuator LCT line current transformer
IIM inceptor interface module LED light-emitting diode
IIV inlet isolation valve LLU LED lighting unit
ILS instrument landing system LGCL landing gear control lever
IMA integrated modular avionics LGCV landing gear control valve
IMS information management system LGIS landing gear indicating system
INT intermittent LGSCU landing gear and steering control unit
IOC input/output concentrator LGSV landing gear selector valve
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL vii

LOC localizer MIXTS mix manifold temperature sensor

LOP low oil pressure MKP multifunction keyboard panel
LOPA layout of passenger area MLG main landing gear
LP low-pressure MLW maximum landing weight
LPC low-pressure compressor MMEL Master Minimum Equipment List
LPSOV low-pressure shutoff valve MOF main oil filter
LPT low-pressure turbine MOT main oil temperature
LRD low-rate discharge MPP maintenance planning publication
LRM line replaceable module MPSOV minimum pressure-shutoff valve
LRU line replaceable unit MRW maximum ramp weight
LSK line select key MSV mode select valve
LSOP lubrication and scavenge oil pump MTD master time and date
LV lower sideband voice MTO maximum rated takeoff
LVDS low-voltage differential signaling MTOW maximum takeoff weight
LVDT linear variable differential transformer MWW main wheel well
M MZFW maximum zero fuel weight
MAX maximum N
MB marker beacon NA not activated
MCDL motor control data link NACA National Advisory Committee for Aeronautics
MCE motor control electronic ND nosedown
MCR minimum control requirement NCD no computed data
MCV mode control valve NCG network communication gap
MDU manual drive unit NCU network control unit
MEL minimum equipment list NDB non-directional beacon
MES main engine start NDO network data object
MFK multifunction keyboard panel NEA nitrogen-enriched air
MFP multifunction probe NEADS nitrogen-enriched air distribution system
MFS multifunction spoiler NLG nose landing gear
MFW multifunction window NO PED no personal electronic device
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL viii

NPRV negative pressure-relief valve P

NU noseup P&W Pratt and Whitney
NWS nosewheel steering P2 inlet pressure
NVM non-volatile memory PA passenger address
O PAX passenger
OAT outside air temperature PBA pushbutton annunciator
OBB outboard brake PBE protective breathing equipment
OBIGGS onboard inlet gas generation system PBIT power-up built-in test
OC overcurrent PCE precooler exhaust
OCM oil control module PCE precooler exit
OCM option control module PCU power control unit
ODI overboard discharge indicator PDF portable document format
ODL onboard data loader PDOS power door operating system
ODM oil debris monitor PDPS pack pressure differential sensor
OEA oxygen-enriched air PDL permitted damage limits
OEM original equipment manufacturer PDS power distribution system
OF overfrequency PDTS pack discharge temperature sensor
OFV outflow valve PDU power drive unit
OMS onboard maintenance system PED personal electronic device
OMS IMA OMS interactive maintenance application PEM power environment module
OMSA onboard maintenance system application PEV pressure equalization valve
OMST onboard maintenance system table PFCC primary flight control computer
OPAS outboard position asymmetry sensor PFD primary flight display
OPU overvoltage protection unit PFS post flight summary
OSP opposite-side pressure PHMU prognostics and health management unit
OSS overspeed/shutdown solenoid PIC peripheral interface controller
OT other traffic PIC processor-in-command
OV overvoltage PIFS pack inlet flow sensor
OWEE overwing emergency exit PIM panel interface module
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL ix

PIPS pack inlet pressure sensor PVT position, velocity, time

PLD programmable logic device PWM pulse width modulation
PLD proportional lift dump Q
PMA permanent magnet alternator QAD quick attach/detach
PMA program manager application QEC quick engine change
PMAG permanent magnet alternator generator R
PMG permanent magnet generator RA radio altimeter
POB power off brake RA resolution advisory
POB pressure off brake RAM receiver autonomous integrity monitoring
POR point of regulation RAD radio altitude
PPM power producing module RARV ram air regulating valve
PPT pedal position transducer RAT ram air turbine
PRAM prerecorded announcement and message RDC remote data concentrator
PRSOV pressure-regulating shutoff valve RDCP refuel/defuel control panel
PRV pressure-regulating valve REL relative altitude
PRV pressure-relief valve REO repair engineering order
PS passenger service RET retracted
PS pressure sensor REU remote electronic unit
PSA print server application RF radio frequency
PSE principal structural element RFAN recirculation fan
PSU passenger service unit RGA rotary geared actuator
PSUC passenger service unit controller RGC RAT generator control
PT proximate traffic RIPS recorder independent power supply
PT pressure transducer RIU radio interface unit
Pt total pressure RLC RAT line contactor
PTS pack temperature sensor RMA remote maintenance access
PTT push-to-talk RMS radio management system
PTU power transfer unit ROLS remote oil lever sensor
PTY priority ROV redundant overvoltage
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL x

RPA rudder pedal assembly SFV safety valve

RPM revolutions per minute SLS slow load-shed
RSA report server application SMS surface management system
RSP reversion switch panel SOV solenoid operated valve
RTA receiver-transmitter antenna SOV shutoff valve
RTD resistance temperature device SPCV supply pressure check valve
RTD resistive thermal device SPDS secondary power distribution system
RTL ready-to-load SPDT single pole double throw
RTO rejected takeoff SPKR speaker
RTS return to service SPM seat power module
RTSA radio tuning system application SSC sidestick controller
RVDT rotary variable differential transformer SSD OML solid-state onboard media loader
S SSI structural significant item
SAL specific airworthiness limitation SSEC static source error connection
SAT static air temperature SSPC solid-state power controller
SATCOM satellite communication SSPC-CB solid-state power controller circuit breaker
SAV starter air valve SSRPC solid-state remote power controller
SB service bulletin SUA special use airspace
SBAS satellite-based augmentation system SVA stator vane actuator
SBIT start-up BIT SVS synthetic vision system
SCV surge control valve T
SCV steering control valve T/M torque motor
SEB seat electronics box T/R thrust reverser
SELCAL selective calling T2 inlet temperature
SFCC slat/flap control computer TA traffic advisory
SFCL slat/flap control lever TACKV trim air check valve
SFCP slat/flap control panel TAPRV trim air pressure-regulating valve
SFECU slat/flap electronic control unit TASOV trim air shutoff valve
SFIS standby flight instrument system TAT total air temperature
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL xi

TAV trim air valve TQA throttle quadrant assembly

TAWS terrain awareness and warning system TRAS thrust reverser actuation system
TAWSDb terrain awareness and warning system database TRU transformer rectifier unit
TCA turbine cooling air TSC TRU start contactor
TCAS traffic alert and collision avoidance system TSFC thrust specific fuel consumption
TCB thermal circuit breaker TSM trip status monitor
TCDS type certificate data sheet TSO technical standard order
TCF terrain control valve TSS traffic surveillance system
TDR transponder TTG time-to-go
TCV temperature control valve TTP time-triggered protocol
TEC turbine exhaust case TWIP terminal weather information for pilot
TED trailing edge down U
TEU trailing edge up UART universal asynchronous receiver transmitter
TFTP trivial file transfer protocol UBMF usage-based monitoring function
TIC turbine inlet case UF underfrequency
TIC turbine intermediate case ULB underwater locator beacon
TIV temperature inlet valve UPLS ultrasonic point level sensors
TIV temperature isolation valve USB universal serial bus
TLA throttle lever angle UTC universal time coordinated
TLC TRU line contactor UV upper sideband voice
TLD time limited dispatch UV ultraviolet
TOGA takeoff/go-around UV undervoltage
TPIS tire pressure indicating system V
TPM TAWS processing module VAC volts alternating current
TPM tire pressure module VDC voltage direct current
TPMA terrain processing module application VDL VHF data link
TPMU tire pressure monitoring unit VDLM VHF data link mode
TPS tire pressure sensor VENTS ventilated temperature sensor
TPSA terrain processing system application VFG variable frequency generator
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL xii

VFGOOHX variable frequency generator oil/oil heat exchanger WST wheel speed transducer
VGMD vacuum generator motor drive unit WTBF wing-to-body fairing
VHF-NAV VHF navigation WWHS windshield and side window heating system
VID visible impact damage WWS waste water system
VL virtual link WWSC water and waste system controller
VLAN virtual local area network WXR weather radar
VNAV vertical navigation Z
VOC volatile organic compounds ZB zone box
VOR-VHF VHF omnidirectional radio P differential pressure
VORV variable oil reduction valve
VPA video passenger announcement
VSD vertical situation display
VSPD V-speed
VSWR voltage standing-wave radio
VTU video transmission unit
W
WAI wing anti-ice
WAP wireless access point
WAIS wing anti-ice system
WAITS wing anti-ice temperature sensor
WAIV wing anti-ice valve
WBV windmill bypass valve
WIPC windshield ice protection controller
WL waterline
WOFFW weight-off-wheels
WOW weight-on-wheels
WPS words-per-second
WS wing situation
WSA web server application
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL xiii

Page Intentionally Left Blank
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL xiv

Module 2: Electrical - List of Changes
MODULE 2: ELECTRICAL - LIST OF CHANGES
The following table details the changes applied to this revision:
ATA NAME AND NUMBER CMUI NUMBER CHANGES APPLIED

Front Page CS130-21.02-06.00-121418 Version number and CMUI number
Acronyms and Abbreviations CS130-21.02-06.00-121418 Deleted BCT (bus tie contactor current transformer) and added MKP
(multifunction keyboard panel) (pges ii and viii)
List of Changes CS130-21.02-06.00-121418 New CMUI
24 Electrical Power CS130-21.02-06.00-121418 Changed External AC Receptacle to External Power Receptacle (pge 24-5)
Changed ‘on top of the main gearbox’ to ‘on top of the fuel/oil manifold’
(pge 24-8)
Updated VFG Oil System section (text and graphic) (pges 24-16, 24-17)
Changed oil lamp to oil light (pge 24-22)
Changed Fire Push Button Annunciator to L(R) ENG FIRE Pushbutton
Annunciator; added APU FIRE PBA where required; changed GEN switch to
GEN PBA (pge 24-26)
Changed EXT PWR switch to EXT PWR PBA; pin EF to pin E-F (pge 24-30)
Changed ‘The following page provides the CAS messages for...’ to ‘crew alerting
system (CAS) and INFO messages for...’ (pges 24-32, 24-62, 24-74, 24-150,
24-186, 24-202, 24-236)
Changed APU GEN switch to APU GEN PBA; control switch to APU GEN PBA
(pge 24-33)
Changed QAD device to QAD adapter (pge 24-38)
Changed utilize to use (pge 24-46)
Changed battery switch to BATT 1(2) switch (pges 24-48, 24-63)
Changed flight deck to ELECTRICAL panel (pge 24-54)
Moved Battery Charger Test section before CAS message tables; changed
button to pushbutton (pges 24-60, 24-61)
Changed BATT charger to battery charger; BATT 1(2) heater to battery 1(2)
heater (pges 24-63, 24-65)
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC i


24 Electrical Power (cont) CS130-21.02-06.00-121418 Added alternator to PNAG definition (pge 24-70)
Changed L/R engine to left and right engine (pge 24-75)
Added legend (pge 24-79)
Changed BUS to Bus in legend (pges 24-83, 24-87, 24-147)
Updated legend and added panel caption (pge 24-97)
Added panel and page captions on all graphics (pges 24-103 to 24-141, 24-229
to 24-333)
Changed External AC Power to External Power in heading and text; added EXT
PWR PBA to text for AVAIL light; updated text (pge 24-108)
Changed figure title ‘External AC Online’ to ‘External Power Online’ (pge 24-109)
Changed external AC to external power (pges 24-110, 24-111, 24-120, 24-121,
24-122, 24-123)
Updated graphic (pge 24-127)
Changed ‘indication is shown’ to ‘light illuminates’; EXT PWR SERV IN USE light
to EXT PWR SERV PBA IN USE light (pge 24-132)
Changed generator control switch to GEN PBA; BUS ISOL signal to BUS ISOL
switch (pge 24-134)
Changed ESSENTIAL to ESS (pge 24-142)
Added ‘five’ to ‘control and distribution cabinets’ (pge 24-152)
Updated text in Microprocessor-Communications Line Replaceable Modules
section (pge 24-160)
Changed ice detected signal to ice detection signal (pge 24-182)
Changed OMS DATALOAD PAGE to OMS DATA LOAD PAGE (pge 24-185)
Added text for CB application (pge 24-192)
Changed ‘external AC power operation’ section to ‘External Power operation’
section; ground service switch to ground service power (pge 24-194)
Updated graphic (pge 24-209)
Updated text in auto deployment paragraph (pge 24-224)
Updated graphics (pges 24-225, 24-227)
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC ii


24 Electrical Power (cont) CS130-21.02-06.00-121418 Changed RAT GEN ON light to RAT GEN PBA ON light; RAT GEN switch to RAT
GEN PBA (pge 24-226)
Changed ‘pin must be installed to the RAT’ to ‘pin must be installed to lock the
RAT’ (pge 24-238)
31 Indicating/Recording Systems CS130-21.02-06.00-121418 Changed pushbutton switches to pushbutton annunciators (PBAs) (pge 31-2)
Updated panel names (pges 31-3, 31-5, 31-7, 31-43, 31-85)
Changed multifunction keypad with multifunction keyboard panel (pge 31-6)
Added panel captions and updated displays (pge 31-9)
Updated panel names (pges 31-11, 31-15, 31-17)
Relocated RDC 1 (pge 31-13)
Added text for cabinet provisions (pge 31-38)
Added details for backplane view and rear connector view (pge 31-39)
Changed ‘...used by the synthetic vision system (SVS), if installed.’ to ‘used by
the terrain awareness and warning system (TAWS).’ (pge 31-50)
Added last paragraph (pge 31-52)
Modified last paragraph (pge 31-58)
Deleted windshield wipers (pge 31-67)
Added CAS Messages heading (pges 31-81, 31-151, 31-161)
Added last paragraph (pge 31-86)
Updated reversion switch panel (pges 31-89, 31-95, 31-139)
Updated names of controls (pge 31-91)
Added ‘on DU 5 only’ after ‘multifunction window (MFW)’ (pge 31-92)
Changed EICAS knob to DISPLAY switch; updated text REV bullet (pge 31-94)
Updated reversion switch panel (pge 31-97)
Added NOTE and HMU maintenance panel; updated MFW format selection
(pge 31-99)
Updated reversion switch panel and PFD and EICAS (pge 31-107)
Added build 8A display reversion, updated related text and graphics, and
deleted EICAS compressed format (pges 31-108 to 31-114)
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC iii


31 Indicating/Recording Systems (cont) CS130-21.02-06.00-121418 Updated Automatic Display Reversion section (pges 31-106 to 31-115)
Added window heat/probe heat panel caption; changed master warning/master
caution cancel to master warning/caution cancel (pge 31-123)
Changed master warning/caution control to master warning/caution PBAs
(pge 31-127)
Changed master warning/master caution PBA to master WARNING/CAUTION
PBA; master warning/master caution cancel to master warning/caution cancel
(pges 31-136, 31-137)
Changed EICAS knob to DISPLAY switch and updated text; deleted text
regarding unavailable EICAS swap function (pge 31-138)
Changed CAS Message List Display Control to CAS Pushbutton to Display CAS
Message List (pge 31-141)
Added text for triaxial accelerometer and updated graphic accordingly
(pges 31-152, 31-153
Added bullet for triaxial accelerometer (pge 31-154)
Added Triaxial Accelerometer section (pges 31-156, 31-157)
Added last paragraph and updated graphic accordingly; added ENGINE panel
caption (pges 31-158, 31-159)
45 Central Maintenance System CS130-21.02-06.00-121418 Updated text (pge 45-2)
Changed refuel/deufel control panel to refuel interphone panel and equipment
bay maintenance panels to equipment bay service panels (pge 45-7)
Changed ‘The following page provides the CAS messages for...’ to ‘crew alerting
system (CAS) and INFO messages for...’ (pge 45-14)
Changed heading ‘CAS and info messages’ to ‘CAS messages’; changed
MAINTENANCE switch to AIRCRAFT switch in STATUS message table
(pge 45-15)
Added NOTE (pges 45-22, 45-24)
Changed headings MSG DATA, LRU DATA, TEST to MSG DATA Tab, LRU
DATA Tab, TEST Tab (pges 45-26, 45-32)
Changed figure title ‘Using the Data Tab’ to ‘Viewing Data’ (pge 45-31)
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC iv


45 Central Maintenance System (cont) CS130-21.02-06.00-121418 Changed heading ‘Test Page’ to ‘TEST Tab’ (pge 45-32)
Changed figure title ‘Using the Test Page’ to ‘Selecting the TEST Tab’
(pge 45-33)
Changed CANCEL button to CANCEL soft key; updated text (pge 45-38)
Changed heading ‘Data Reader Page’ to ‘APU ECU - Data Reader Page’ and
updated text and figure title accordingly; added ‘Data tab’ to the end of first bullet
(pges 45-52, 45-53)
Changed ‘Selecting a flight leg displays a sub-menu and...’ to ‘Selecting a flight
leg displays a Post Flight Summary Details Page and...’; changed FDE menu to
FDE tab; added paragraph ‘The OMS generates a Post Flight Summary (PFS)
report...’ (pge 45-54)
Added ‘Tab’ to figure title (pge 45-55)
Changed ‘Selecting a specific FDE displays...’ to ‘Selecting a specific FDE on
the Post Flight Summary Page displays...’; changed submenus to tabs; changed
FAULT MSGS menu to FAULT MSGS tab; added Occurrence and Recurrence
subsection (pge 45-56)
Changed heading ‘Post Flight Summary - FAULT’ to ‘Post Flight Summary
Details Page - FAULT Tab’; changed ‘Fault MSG menu’ to ‘FAULT tab’ and
updated text accordingly; changed ‘submenus’ to ‘tabs’ and update text (pge 45-
58)
Added ‘Details Page’ to figure title (pge 45-59)
Changed heading ‘Post Flight Summary - SERVICE’ to ‘Post Flight Summary
Details - SERVICE’; updated text (pge 45-60)
Added ‘Details’ to figure title (pges 45-61, 45-63)
Changed heading ‘Post Flight Summary - SRVCING’ to ‘Post Flight Summary
Details - SRVCING’ (pge 45-62)
Changed ‘FDE page’ to ‘FDEs’ in second bullet text (pge 45-64)
Changed ‘FDE summary’ to ‘FDE summary page’ in heading and text
(pge 45-66)
Changed headings ‘Fault Messages’ and ‘Fault Message Summary’ to ‘Fault
Messages Page’ and ‘Fault Message Summary Page’; changed refresh button
to Refresh soft key (pge 45-68)
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC v


45 Central Maintenance System (cont) CS130-21.02-06.00-121418 Changed HELP, MSG DATA, LRU DATA to HELP tab, MSG DATA tab, LRU
DATA tab; changed refresh button to Refresh soft key (pge 45-70)
Deleted System Parameters section (pge 45-72); Changed heading
‘LRU/System Operations’ to ‘LRU/System Operations Page’; changed View
combo box to View drop-down menu
Changed ‘The page provides the following selections:’ to ‘The LRU/System
Operations page provides the following tabs:’; changed NVM button and Start
button to NVM soft key and Start soft key (pge 45-74)
Changed heading ‘System Configuration’ to ‘System Configuration Page’;
changed X button to X soft key (pges 45-76, 45-80)
Changed heading ‘Maintenance Reports’ to ‘Maintenance Reports Page’ and
updated text accordingly; updated the third bullet list; changed Start button and
Cancel button to Start soft key and Cancel soft key (pge 45-86)
Changed figure title ‘Maintenance Reports Range and Write To Options’ to
‘Maintenance Reports Page Report Type and Write To Options’ (pge 45-87)
Corrected ‘Change Maintenance Flight Log’ to ‘Change Maintenance Flight Leg’
(pge 45-88)
Changed figure title ‘Utility Functions Password and Menu’ to ‘Utility Functions
Password and Utility Functions Menu Pages’ (pge 45-89)
Changed Write Maintenance Reports button to Write Maintenance Reports soft
key (pge 45-90)
Changed heading ‘Change Automatically Initiated Reports’ to ‘Change
Automatically Initiated Reports Page’; updated text and figure title accordingly
(pges 45-92, 45-93)
Changed heading and figure title ‘Change Aircraft SELCAL Code’ to ‘Change
Aircraft SELCAL Code Page’ (pges 45-94, 45-95)
Changed heading ‘Change Maintenance Flight Leg’ to ‘Change Maintenance
Flight Leg Page’; updated text and figure title accordingly (pges 45-96, 45-97)
Changed heading ‘Change Report Configuration’ to ‘Change Report
Configuration Page’; updated text and figure title accordingly
(pges 45-98, 45-99)
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC vi


45 Central Maintenance System (cont) CS130-21.02-06.00-121418 Changed heading ‘Delete Stored Maintenance Data’ to ‘Delete Stored
Maintenance Data Page’ and updated text accordingly; changed button to soft
key (pge 45-100)
Changed figure title ‘Delete Stored Maintenance Data and Maintenance Files
Pages’ to ‘Delete Stored Maintenance Data and Delete Maintenance Files
Pages (pge 45-101)
Changed heading and figure title ‘View Loaded Maintenance Files’ to ‘View
Loaded Maintenance Files Pages’; updated the text accordingly (pge 45-102)
46 Information Systems CS130-21.02-06.00-121418 Deleted AIRCRAFT MAINT switch; changed maintenance switch to AIRCRAFT
switch and channel switch to CHAN switch (pges 46-2, 46-3)
Changed menu button to MENU pushbutton and data button to DATA
pushbutton (pge 46-8)
Deleted multifunction keyboard panel (pge 46-9)
Changed main menu to MENU (pge 46-14)
Changed ENTER button to ENTER pushbutton (pge 46-18)
Changed heading ‘New or Misconfigured LRU/LRM’ to ‘Load New or
Misconfigured LRU/LRM’; updated text and figure title accordingly
(pges 46-22, 46-23)
Changed ‘LRU or software set details’ to ‘LRU or software set details soft key’
(pge 46-24)
Deleted scenario function (pge 46-26)
Updated text (pge 46-30)
Changed aircraft maintenance switch to AIRCRAFT switch and channel switch
to CHAN switch (pge 46-32)
Changed perform LRU/system operation menu to Perform LRU/System
Operation option (pge 46-34)
Corrected ‘...the HMU MAINTENANCE panel in the MAINT position.’ to ‘...the
AIRCRAFT switch on the HMU maintenance panel in the MAINT position.’
(pge 46-36)
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC vii


46 Information Systems (cont) CS130-21.02-06.00-121418 Added bullets (pge 46-38)
Changed aircraft maintenance switch to AIRCRAFT switch (pge 46-43)
Changed REPORT subfunction to REPORT page (pge 46-44)
Changed maintenance switch to AIRCRAFT switch in STATUS message table
(pge 46-53)
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC viii

ATA 24 - Electrical Power
BD-500-1A10
BD-500-1A11
24 - Electrical Power
Table of Contents
24-00 Electrical Power Generation and Practical Aspects .......................................................... 24-36
Distribution System.................................................................24-2 VFG Servicing .......................................................... 24-36
General Information ..........................................................24-2 VFG Removal and Installation ................................. 24-38
24-20 AC Electrical Power Generation System ......................24-4 24-30 DC Power Generation................................................ 24-40
General Description .........................................................24-4 General Description ...................................................... 24-40
Component Location ........................................................24-6 Component Location .................................................... 24-42
Variable Frequency Generators...................................24-6 Transformer Rectifier Unit ........................................ 24-42
APU Generator ............................................................24-6 Battery Chargers ...................................................... 24-44
External Power Receptacle..........................................24-6 NiCad Batteries ......................................................... 24-44
Variable Frequency Generator Oil/Oil Cooler ..............24-8 Detailed Component Information .................................. 24-46
Variable Frequency Generator Air/Oil Cooler ..............24-8 Transformer Rectifier Unit ........................................ 24-46
Pressure Surge Damper Ball .......................................24-8 Battery Charger 1 ..................................................... 24-48
Generator Control Units .............................................24-10 Battery Charger 2...................................................... 24-50
Overvoltage Protection Units .....................................24-10 Battery Heater .......................................................... 24-52
Component Information...................................................24-12 Controls and Indications ................................................ 24-54
VFG External View ....................................................24-12 DC Power Generation - Controls .............................. 24-54
Variable Frequency Generator DC Power Generation -
Power Feeder Cables ...............................................24-14 Electrical Synoptic Page ........................................... 24-56
Detailed Component Information ...................................24-16 Detailed Description ..................................................... 24-58
VFG Oil System ........................................................24-16 Battery System.......................................................... 24-58
Controls and Indications .................................................24-18 Monitoring and Tests ..................................................... 24-60
AC Power Generation Controls..................................24-18 Battery Charger Test ................................................ 24-60
Electrical Servicing Panel ..........................................24-18 CAS Messages ......................................................... 24-62
AC Power Generation -
Practical Aspects .......................................................... 24-66
Electrical Synoptic Page ............................................24-20
Battery Removal and Installation .............................. 24-66
Detailed Description .......................................................24-22
VFG Disconnect ........................................................24-22 24-33 Fly-By-Wire Power Converter System ....................... 24-68
Generator Control and Operation .............................24-24 General Description ....................................................... 24-68
External Power Operation..........................................24-30 Permanent Magnet Alternator Generator.................. 24-68
Monitoring and Tests .....................................................24-32 Fly-By-Wire Power Converter ................................... 24-68
CAS Messages ..........................................................24-33
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL 24-i

Component Location ......................................................24-70 Ground Service Mode ............................................. 24-132

Permanent Magnet alternator Generator ...................24-70 SMOKE Isolation using the BUS ISOL Switch ........ 24-134
Fly-By-Wire Power Converters ..................................24-70 Detailed Description ................................................... 24-142
Detailed Component Information ...................................24-72 Interrupt-Free DC ESSENTIAL BUS Operation ...... 24-142
Fly-By-Wire Power Converter ....................................24-72 Differential Current Protection................................. 24-144
Monitoring and Tests ......................................................24-74 Monitoring and Tests ................................................... 24-150
CAS Messages ..........................................................24-75 CAS Messages ....................................................... 24-151
24-02 Primary Power Distribution System ............................24-76 24-01 Secondary Power Distribution ................................. 24-152
General Description .......................................................24-76 General Description .................................................... 24-152
Component Location .....................................................24-78 Component Location ................................................... 24-154
Electrical Power Centers............................................24-78 Control and Distribution Cabinets ........................... 24-154
Bus Power Control Units............................................24-80 Detailed Component Information ................................. 24-156
Emergency Power Control .........................................24-80 Control and Distribution Cabinet
Detailed Component Information ...................................24-82 Line Replaceable Module Assignment.................... 24-156
Electrical Power Center 1 ..........................................24-82 Master and Satellite CDCs...................................... 24-158
Electrical Power Center 1 Control and Distribution Cabinet
Line Replaceable Components..................................24-84 Internal Interface ..................................................... 24-160
Electrical Power Center 2 ..........................................24-86 Power Supply Comms Module................................ 24-166
Electrical Power Center 2 Discrete Input/Output Module ................................. 24-168
Line Replaceable Components..................................24-88 Junction Module LRM ............................................. 24-170
Electrical Power Center 3 ..........................................24-90 Power Modules ....................................................... 24-172
Electrical Power Center 3 Solid-State Power Controller................................... 24-174
Line Replaceable Units ..............................................24-92 Load Management .................................................. 24-176
Circuit Protective Device Detector .............................24-94 Detailed Description ................................................... 24-180
Bus Power Control Units............................................24-96 Control and Distribution Cabinet
Transformer Rectifier Unit Overcurrent......................24-96
Operating Modes..................................................... 24-180
Emergency Power Control .........................................24-98
Data loading ............................................................ 24-184
Controls and Indications ...............................................24-100
Monitoring and Tests ................................................... 24-186
Electrical Panel and Synoptic Page .........................24-100
CAS Messages ....................................................... 24-187
Operation ......................................................................24-102
Practical Aspects ........................................................ 24-190
Normal Operation.....................................................24-102
Control and Distribution Cabinet Maintenance........ 24-190
Transformer Rectifier Unit Failure Modes ................24-124
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL 24-ii

24-70 Circuit Breaker Application .......................................24-192 Operation ..................................................................... 24-234

General Description ......................................................24-192 RAT Stow ................................................................ 24-234
Operation .....................................................................24-194 Monitoring and Tests ................................................... 24-236
Maintenance Mode .................................................24-194 CAS Messages ....................................................... 24-237
Filtering and Sorting ................................................24-196 Practical Aspects ......................................................... 24-238
Circuit Breaker Application Selections .....................24-198 RAT Ground Safety Pin Installation ....................... 24-238
Detailed Description ....................................................24-200 RAT Servicing ......................................................... 24-240
Circuit Breaker Panel ..............................................24-200 RAT Ground Test ................................................... 24-242
Monitoring and Tests ...................................................24-202
CAS Messages ........................................................24-203
Practical Aspects .........................................................24-204
Circuit Breaker Panel Maintenance ........................24-204
24-20 Electrical Emergency Generation System ................24-206
General Description ......................................................24-206
Component Location ....................................................24-208
Ram Air Turbine Assembly ......................................24-208
RAT Deployment Actuator .......................................24-208
Stow Panel...............................................................24-208
RAT Generator Control ............................................24-210
Emergency Power Control .......................................24-210
Detailed Component Information ..................................24-212
Ram Air Turbine Assembly ......................................24-212
Deployment Actuator ...............................................24-214
RAT Blade Release .................................................24-216
RAT Blade Locking ..................................................24-218
RAT Stow Abort Function ........................................24-220
RAT Generator ........................................................24-222
Detailed Description ....................................................24-224
RAT Deployment .....................................................24-224
RAT Generator Control ............................................24-226
Emergency Operation ..............................................24-228
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL 24-iii

List of Figures
Figure 1: Electrical Power Generation and Figure 18: DC Power Generation......................................... 24-41
Distribution System ...............................................24-3 Figure 19: Transformer Rectifier Units................................. 24-43
Figure 2: AC Power Generation ...........................................24-5 Figure 20: Batteries and Battery Chargers .......................... 24-45
Figure 3: Variable Frequency Generator, Figure 21: Transformer Rectifier Unit Block Diagram .......... 24-47
APU Generator, and Figure 22: Battery Charger 1 Functional Schematic ............ 24-49
External Power Receptacle ...................................24-7
Figure 23: Battery Charger 2 Functional Schematic ............ 24-51
Figure 4: VFG Oil Coolers and
Pressure Surge Damper Ball.................................24-9 Figure 24: Battery Heater Functional Schematic ................. 24-53
Figure 5: Generator Control Unit and Figure 25: DC Power Generation - Controls ........................ 24-55
Overvoltage Protection Unit ................................24-11 Figure 26: DC Power Generation -
Figure 6: Variable Frequency Generators (VFGs)..............24-13 Electrical Synoptic Page ..................................... 24-57
Figure 7: Variable Frequency Generator Figure 27: Battery System Operation................................... 24-59
Power Feeder Cables..........................................24-15 Figure 28: Battery Charger Test .......................................... 24-61
Figure 8: Variable Frequency Generator Oil System..........24-17 Figure 29: Battery Hoist ....................................................... 24-67
Figure 9: Electrical AC Power Generation Controls ...........24-19 Figure 30: DC Power Generation –
Figure 10: AC Power Generation - Permanent Magnet Alternator Generator
Electrical Synoptic Page......................................24-21 and Fly-By-Wire Power Converter ...................... 24-69
Figure 11: Variable Frequency Generator Figure 31: Permanent Magnet Alternator Generator
Disconnect Mechanism and Fly-By-Wire Power Converter ...................... 24-71
Electrical Block Diagram .....................................24-23 Figure 32: Fly-By-Wire Power Converter
Figure 12: Generator Control and Operation........................24-25 Detailed Block Diagram ...................................... 24-73
Figure 13: Generator Lockout and Engine FIRE PBA ..........24-27 Figure 33: Primary Power Distribution System .................... 24-77
Figure 14: Overvoltage Protection Unit Operation................24-29 Figure 34: Electrical Power Centers .................................... 24-79
Figure 15: External Power Electrical Schematic...................24-31 Figure 35: Bus Power Control Units and
Emergency Power Control.................................. 24-81
Figure 16: VFG Servicing .....................................................24-37
Figure 36: Electrical Power Center 1 ................................... 24-83
Figure 17: VFG Removal and Installation and
Ground Support Equipment.................................24-39 Figure 37: Electrical Power Center 1
Line Replaceable Components........................... 24-85
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL 24-iv

Figure 38: Electrical Power Center 2....................................24-87 Figure 61: Ground Service Mode....................................... 24-133
Figure 39: Electrical Power Center 2 Figure 62: Main Transfer Inhibit
Line Replaceable Components ...........................24-89 with Both VFGs Online ..................................... 24-135
Figure 40: Electrical Power Center 3 ...................................24-91 Figure 63: BUS ISOL Switch in MAIN
Figure 41: Electrical Power Center 3 with Left VFG Online......................................... 24-137
Line Replaceable Components ...........................24-93 Figure 64: BUS ISOL Switch in Main
Figure 42: Circuit Protective Device Detector.......................24-95 with Right VFG Online ...................................... 24-139
Figure 43: Bus Power Control Units Block Diagram.............24-97 Figure 65: Essential Transfer Inhibit
with Both VFGs Online ..................................... 24-141
Figure 44: Emergency Power Control Block Diagram ..........24-99
Figure 66: Interrupt-Free DC ESS BUS Operation ............ 24-143
Figure 45: Primary Power Distribution
Controls and Indications....................................24-101 Figure 67: EPC 1 and EPC 2 Differential Protection.......... 24-145
Figure 46: Unpowered Aircraft............................................24-103 Figure 68: EPC 3 Differential Protection ............................ 24-147
Figure 47: BATT 1 Switch Selected to AUTO.....................24-105 Figure 69: Tie Bus Differential Protection .......................... 24-149
Figure 48: BATT 1 and BATT 2 Switches Figure 70: Secondary Power Distribution .......................... 24-153
Selected to AUTO .............................................24-107 Figure 71: Control and Distribution Cabinets ..................... 24-155
Figure 49: External Power Online.......................................24-109 Figure 72: CDC Line Replaceable
Figure 50: External Power with Module Assignments ........................................ 24-157
APU Generator Online ......................................24-111 Figure 73: Master and Satellite CDCs ............................... 24-159
Figure 51: APU Generator Online ......................................24-113 Figure 74: Control and Distribution
Figure 52: APU Generator and Left VFG Online ................24-115 Cabinets 1 and 2 Micro-Comms and
Power Supply-Comms Modules ....................... 24-161
Figure 53: Left VFG Online.................................................24-117
Figure 75: Control and Distribution
Figure 54: Left and Right VFGs Online ..............................24-119
Cabinets 1 and 2 Discrete Input/Output
Figure 55: External Power with Left VFG Online................24-121 and Junction Modules....................................... 24-163
Figure 56: External Power with Right VFG Online .............24-123 Figure 76: Control and Distribution
Figure 57: TRU 1 Failure ....................................................24-125 Cabinets 3, 4, and 5 Block Diagram ................. 24-165
Figure 58: TRU 3 Failure ....................................................24-127 Figure 77: Power Supply-Comms Module ......................... 24-167
Figure 59: TRU 1 and TRU 2 Failure..................................24-129 Figure 78: Discrete Input/Output Line Replaceable
Figure 60: TRU 1 and TRU 3 Failure..................................24-131 Module Block Diagram...................................... 24-169
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL 24-v

Figure 79: Junction Module Line Replaceable Figure 98: RAT Stow Abort Function ................................. 24-221
Module...............................................................24-171 Figure 99: RAT Generator Control and Indications............ 24-223
Figure 80: Power Module Block Diagram ...........................24-173 Figure 100:RAT Deployment ............................................. 24-225
Figure 81: Solid-State Power Controller Figure 101:RAT Generator Control.................................... 24-227
Block Diagram ...................................................24-175 Figure 102:Ram Air Turbine Generator Online .................. 24-229
Figure 82: Normal Operation - SSPC - Figure 103:Ram Air Turbine Generator
Wing Anti-Ice Example ......................................24-183 with Left VFG Online......................................... 24-231
Figure 83: Control and Distribution Cabinet Figure 104:Ram Air Turbine Generator
Software Loading ..............................................24-185 with Both VFGs Online ..................................... 24-233
Figure 84: Control and Distribution Cabinet Figure 105:RAT Stow Operation........................................ 24-235
Maintenance......................................................24-191
Figure 106:RAT Safety Pin Installation .............................. 24-239
Figure 85: Circuit Breaker Application ................................24-193
Figure 107:RAT Servicing.................................................. 24-241
Figure 86: Maintenance Mode Operation ...........................24-195
Figure 108:Ground Test Back Drive Unit Attachment ........ 24-243
Figure 87: Circuit Breaker Application Sort
and Filter Control...............................................24-197
Figure 88: Circuit Breaker Application
Selection Navigation..........................................24-199
Figure 89: Circuit Breaker Panel
Electrical Schematics ........................................24-201
Figure 90: Circuit Breaker Replacement ............................24-205
Figure 91: Electrical Emergency Generation System.........24-207
Figure 92: Ram Air Turbine System,
Deployment Actuator, and Stow Panel..............24-209
Figure 93: RAT Generator Control and
Emergency Power Control ................................24-211
Figure 94: Ram Air Turbine Assembly................................24-213
Figure 95: RAT Deployment Actuator.................................24-215
Figure 96: RAT Blade Release...........................................24-217
Figure 97: RAT Locking Plunger ........................................24-219
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL 24-vi

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL 24-vii

ELECTRICAL POWER - CHAPTER BREAKDOWN
ELECTRICAL POWER CHAPTER BREAKDOWN
Electrical Power
Power Distribution System
Generation System
1 2
Primary Power
AC Power Generation
Distribution
Secondary Power
DC Power Generation
Distribution
Emergency Electrical
Generation System
3
24-00 Electrical Power Generation and Distribution System
24-00 ELECTRICAL POWER GENERATION

AND DISTRIBUTION SYSTEM
GENERAL INFORMATION
The electrical power generation and distribution system has two bus
power control units (BPCUs) and three electrical power centers (EPCs)
that house the system distribution buses, power contactors, circuit
breakers, transformer rectifier units (TRUs), and the emergency power
control (EMPC).
The system switches AC power from the power sources to the
appropriate AC electrical buses, and through the TRUs to the DC
electrical power buses. The primary distribution system controls and
reconfigures the distribution system in response to system logic or
operator input.
During normal operation, the system operates in a split bus configuration
with AC BUS 1 isolated from AC BUS 2. In the event of a failure of one of
the variable frequency generators (VFGs), a combination of three bus tie
contactors can be closed to either allow for connection of AC BUS 1 to
AC BUS 2, or to allow the APU generator to replace the inoperative VFG.
The system provides a load management function that can shed
nonessential loads in order to avoid sustained overloads when the load
demand exceeds the available online source capacity.
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL 24-2

CS130-21.02-06.00-121418 CS130_24_L2_EPGDS_General.fm
For Training Purposes Only
24-00 Electrical Power Generation and Distribution System
APU
L VFG GEN
EXT PWR R VFG
BPCU 1 BPCU 2
AC BUS 1 AC BUS 2
TRU 1 TRU 2
GEN RAT
DC BUS 1 DC BUS 2
RGC
DC ESS BUS 1 DC ESS BUS 2
EMPC
SSRPC 1
SSRPC 2
AC ESS BUS
BATT DIR BUS 1 BATT DIR BUS 2

TRU 3
SSRPC 4
SSRPC 3
DC EMER BUS DC ESS BUS 3
EPC 3
CS1_CS3_2400_018
EPC 1 LEGEND EPC 2
BATT 1 BATT 2
AC Generation
DC Generation
Figure 1: Electrical Power Generation and Distribution System

CS130-21.02-06.00-121418 CS130_24_L2_EPGDS_General.fm
24-20 AC Electrical Power Generation System
24-20 AC ELECTRICAL POWER GENERATION

SYSTEM
GENERAL DESCRIPTION
The AC electrical power generation system (EPGS) includes the normal The OPU provides a redundant overvoltage (OV) protection when the
AC power sources, and the control units that control the AC power GCU voltage regulation and protection function fails. The OPU
supply to the electrical power centers (EPCs). communicates solely with its associated GCU.
The electrical system architecture is consists of the following three The status of the AC electrical power generation system is displayed on
operating channels, each centered on an electrical power center (EPC): the EICAS and the electrical synoptic page.
• Left main channel - centered around EPC 1, comprises the electrical
system components on the left side of the aircraft. It includes the left
variable frequency generator (VFG), external power, as well as the
units that provide monitoring and control of this channel
• Right main channel - centered around EPC 2, comprises the
electrical system components on the right side of the aircraft. It
includes the right VFG, APU generator, as well as the units that
provide monitoring and control of this channel
• The emergency, or alternate channel - centered around EPC 3, is
explained in detail in primary power distribution and emergency
electrical generation system
Each of the VFGs and the APU generator has a dedicated generator
control unit (GCU). All GCUs are identical, and are identified with their
installed positions, by using the programming pin configuration.
The generator control units (GCUs) report faults to the onboard
maintenance system (OMS) and the aircraft health management system
(AHMS).
Each generator has an associated overvoltage protection unit (OPU)
that works in series with the GCU.

CS130-21.02-06.00-121418 CS130_24_L2_ACEPGS_General.fm
Left Main Channel Right Main Channel
EXTERNAL POWER
LEFT VARIABLE FREQUENCY RECEPTACLE APU GENERATOR RIGHT VARIABLE FREQUENCY
GENERATOR GENERATOR
OVERVOLTAGE
PROTECTION OVERVOLTAGE
UNIT PROTECTION
UNIT
EPC 1 EPC 2
OVERVOLTAGE
PROTECTION
UNIT
AC BUS AC BUS
GENERATOR GENERATOR
GENERATOR CONTROL
CONTROL CONTROL
UNIT UNIT
UNIT
EICAS EICAS
SYN SYN
CS1_CS3_2420_001
OMS OMS
HMU HMU
Figure 2: AC Power Generation

CS130-21.02-06.00-121418 CS130_24_L2_ACEPGS_General.fm
COMPONENT LOCATION
The AC electrical power generation components include the following:
• Variable frequency generators (VFGs)
• Auxiliary power unit (APU) generator
• External AC power receptacle
• Variable frequency generator (VFG) oil/oil cooler (Refer to figure 4)
• Variable frequency generator (VFG) air/oil cooler (Refer to figure 4)
• Pressure surge damper ball (Refer to figure 4)
• Generator control units (GCUs) (Refer to figure 5)
• Overvoltage protection units (OPUs) (Refer to figure 5)
VARIABLE FREQUENCY GENERATORS

Two variable frequency generators (VFGs) are mounted on either engine
main gearbox.
APU GENERATOR
The auxiliary power unit (APU) generator is mounted on the APU
gearbox.
EXTERNAL POWER RECEPTACLE

External power is connected to the aircraft through a standard 6-pin
external power receptacle, located on the lower left forward fuselage.

CS130-21.02-06.00-121418 CS130_24_L2_ACEPGS_ComponentLocation.fm
CS1_CS3_2420_002
EQUENCY GE
VARIABLE FREQUENCY GENERATOR (2X) APU GENERATOR EXTERNAL POWER RECEPTACLE
Figure 3: Variable Frequency Generator, APU Generator, and External Power Receptacle

VARIABLE FREQUENCY GENERATOR OIL/OIL COOLER

The variable frequency generators (VFGs) oil/oil cooler is located on top
of the fuel/oil manifold.
VARIABLE FREQUENCY GENERATOR AIR/OIL COOLER

The VFG air/oil cooler is located on the fan intermediate case at the
7 o’clock position.
PRESSURE SURGE DAMPER BALL

The pressure surge damper ball is connected between the VFG and the
oil/oil cooler.

Pressure Surge
Damper Ball
Oil/Oil Cooler
Air/Oil Cooler
0 007
CS1_CS3_2420_007
Figure 4: VFG Oil Coolers and Pressure Surge Damper Ball

GENERATOR CONTROL UNITS

All three generator control units (GCUs) are located in the mid
equipment bay.
OVERVOLTAGE PROTECTION UNITS

All three overvoltage protection units (OPUs) are located in the mid
equipment bay.

OPU 2
Right GCU
OPU 3
APU GCU
OPU 1
Left GCU
MID EQUIPMENT BAY

(LOOKING AFT)
CS1_CS3_2420_003
OVERVOLTAGE PROTECTION UNIT (OPU) GENERATOR CONTROL UNIT (GCU)
Figure 5: Generator Control Unit and Overvoltage Protection Unit

COMPONENT INFORMATION
VFG EXTERNAL VIEW

A lifting lug is located at the top of the VFG for the installation of a lifting
eye. The lifting eye allows a hoist to lift the VFG onto the support fixture
needed to raise the VFG into position for installation.
The disconnect reset ring is secured with a screw that must be removed
before resetting the VFG.
The VFG has the following external features:
• J1 and J2 electrical connectors
• Sight glass
• Filter cover
• Servicing ports

CS130-21.02-06.00-121418 CS130_24_L2_ACEPGS_ComponentInformation.fm
Lifting Lug
Oil Filter Cover
J1 Electrical
Connector
Pressure Fill
Quick Disconnect
J2 Electrical
Connector
Terminal Block Overflow

and Cover DRAIN DRAIN Drain Plug
Disconnect
Reset Ring Case Drain
Plug
ADD ADD
CS1_CS3_2420_005
OIL OIL
SIGHT GLASS
Figure 6: Variable Frequency Generators (VFGs)

VARIABLE FREQUENCY GENERATOR POWER FEEDER CABLES

The VFG 3-phase output is carried over four power feeder cables to a
pylon power feeder terminal.
The power feeder terminal is located within a conduit assembly, which is
cooled by fan discharge air.

Pylon Power Conduit Assembly
Pylon Power
Feeder Terminal
Cooling AIr
Power Feeder Cables
CS1_CS3_2420_004
Figure 7: Variable Frequency Generator Power Feeder Cables

DETAILED COMPONENT INFORMATION The associated L(R) DISC PBA amber OIL legend illuminates, and a
L(R) GEN LO OIL caution crew alerting system (CAS) message, if the oil
VFG OIL SYSTEM pressure is below 30 psi or the oil temperature above 173°C (278°F) and
the VFG is not disconnected.
The VFG uses a self-contained oil circuit consisting of a pump,
pressure-regulating valve, bypass valve, filter, and monitoring sensors to The differential pressure (P) switch closes at an increasing pressure of
provide generator cooling and lubrication. 78 psid, indicating a clogged filter with an impending bypass. The switch
opens at a decreasing pressure of 56 psid. A L(R) GEN OIL HI DELTA P
The VFG case has pressure fill and overflow drain ports for oil servicing
INFO message is displayed for this condition. The GCU inhibits the
and a case drain to drain the VFG oil. The VFG case overpressure relief
warning of high P at oil temperatures below 56°C (132°F).
valve limits VFG case pressure to 35 psi.
The pump draws oil from the case. The pump output is regulated to 125+
30 psi by the pressure-regulating valve. The oil is filtered by a
replaceable oil filter. A bypass valve routes oil back to the pump inlet if
the oil filter is clogged. The oil is then cooled before being supplied to the
generator for cooling and lubrication.
The external cooling circuit consists of an oil-oil cooler and the air-oil
cooler. Each cooler has a pressure-regulating valve (PRV) to allow oil to
bypass the cooler during cold conditions. Oil flows from the oil out port,
through the external circuit, and back to the oil-in port. Oil pressure in the
external circuit is limited to 450 psi maximum by the VFG bypass valve.
A pressure surge damper ball absorbs pressure spikes in the VFG oil
circuit.
A sight glass provides visual indication of oil level in the VFG during
maintenance and inspection.
The remote oil level sensor (ROLS) monitors the VFG oil level. The
generator control units (GCUs) samples oil level every 6 minutes on the
ground with the engine not running. A L(R) GEN OIL LEVEL INFO
message is displayed if oil servicing is required.
A low oil pressure (LOP) switch monitors the pressure within the VFG.
The switch opens at 50 psi and closes at 30 psi. A temperature bulb is
located at the pump discharge core to provide the temperature of oil
being pumped into the external circuit.

CS130-21.02-06.00-121418 CS130_24_L3_ACEPGS_DetailedComponentInformation.fm
¨P Sensor
Case Oil Filter Bypass

Overpress Valve
Relief Valve (450 psi)
Gen Lube
and Cooling Temperature
Case Bulb
Pressure Surge Vent T
Damper Ball Valve
PRV
Pump Sight Glass
Oil Out
OK
OIL/OIL COOLER PRV ROLS
ADD
LOP
PRV
Main Gearbox
Case Drain Overflow Pressure
Engine Oil to Drain Fill
Engine Bearings Pressure-
Regulating
Air AIR/OIL Air Valve
COOLER (125 psi)
LEGEND
Engine Oil
Cooled VFG Oil CONDITION VALUE CAS MESSAGE INFO MESSAGE
Hot VFG Oil
Suction Low Pressure < 30 PSIG GEN OIL
VFG Oil
¨3 Differential Pressure High Temperature > 173°C (278°F) GEN OIL
CS1_CS3_2420_006
LOP Low Oil Pressure Switch
PRV Pressure-Regulating Valve P > 78 PSID ELECTRICAL FAULT L(R) GEN OIL HI DELTA P
ROLS Remote Oil Level Sensor
Low Level --- ELECTRICAL FAULT L(R) GEN OIL LO LEVEL
Figure 8: Variable Frequency Generator Oil System

CS130-21.02-06.00-121418 CS130_24_L3_ACEPGS_DetailedComponentInformation.fm
CONTROLS AND INDICATIONS
AC POWER GENERATION CONTROLS

The ELECTRICAL panel provides control of AC power generation
components, including the following:
• Main generator, including disconnect
• APU generator
• External power
ELECTRICAL SERVICING PANEL

The electrical servicing panel contains the external AC receptacle and
the electrical/towing service panel.
The external AC connection permits the connection of a standard
115/200 VAC, 400 Hz, electrical ground support equipment.
The electrical/towing service panel is a multi-purpose panel. It is used on
the ground when connecting external power. Battery and external power
switches and indications are provided.

CS130-21.02-06.00-121418 CS130_24_L2_ACEPGS_ControlsIndications.fm
Electrical/Towing
Service Panel
OVERHEAD PANEL
ELECTRICAL MAINT
LTS LAMP
BUS ISOL CABIN PWR RAT GEN ON/OFF
TEST
AUTO
CKPT
MAIN ESS IN USE
EXT
OF
FFF PWR TOWBARLESS ONLY
PULL AVAIL NO TOW

TURN ON
IN USE TOW
B
BATT 1 BATT 2 SERV
TOW PWR
AUTO AUTO
OFF OFF
BATT HEADSET
OMS/HMU
OMS/
MS/HMU
L GEN R GEN
FAIL FAIL
OFF EXT PWR APU GEN OFF
L DISC AVAIL FAIL R DISC External

IN USE OFF
Power Receptacle
OIL OIL
CS1_CS3_2420_009
DISC DISC
ELECTRICAL PANEL ELECTRICAL SERVICE PANEL
Figure 9: Electrical AC Power Generation Controls

AC POWER GENERATION - ELECTRICAL SYNOPTIC PAGE

The ELECTRICAL synoptic page provides a dynamic representation of
the status of the electrical power generation and distribution system. The
AC elements are displayed on the lower portion. Colored flow lines
indicate the status of power between the various elements.
The following information related to AC power is displayed:
• Status of the engine-driven variable frequency generators
(VFGs) - (identified as L GEN and R GEN)
• APU generator
• External power
• AC BUS 1, AC BUS 2, and the AC ESS BUS
To declutter the synoptic page, the following elements will be removed
from display when they are no longer required:
• APU generator and status
• External power status

FLOW LINES
Symbol Condition
STATUS AIR DOOR ELEC FLT CTR
CTRL
TRL
L ENGINE GEN STATUS AND
REPRESENTATION Powered ASSOCIATED BOXOUT
(MANAGED BY
FUEL
FUE
EL HYD
YD AVIONIC
IONIC INFO CB FADEC AND ECU) Symbol Condition
Not powered
Symbol Condition L
0 KVA GEN - Not operating
BATT 1 BATT 2
Invalid 115 V
19 °C 17 °C APU
Running
400 Hz L
GEN - Disconnect
25 V 25 V DISC
0A 0A
0 KVA
APU
115 V GEN Failed
400 Hz
DC ESS 1 DC ESS 2 APU
Not running
0 KVA
DC ESS 3 CURRENT, VOLTAGE, 115 V
EXT
Invalid
FREQUENCY, GEN
400 Hz
PWR RATING READOUTS
DC BUS 1 DC BUS 2 0 KVA
APU Symbol Condition 115 V
R
GEN Operating
Invalid 400 Hz
DC TRU 1 TRU 3 TRU 2 44 A Abnormal
28 V 28 V 28 V
AC 89 A 16 A 80 A 28 V Normal
AC BUS 1 AC ESS AC BUS 2 è½ KVA Invalid

DECLUTTERED DECLUTTERED
SYMBOLOGY LOGIC SYMBOLOGY LOGIC
Symbol Condition Symbol Condition
Displayed only when Displayed only

external AC frequency when APU is
0 KVA 73 KVA running or control
is detected or control 115 V
115 V
logic is invalid. BUS STATUS 400 Hz is invalid.
400 Hz
0 KVA 0 KVA Symbol Condition
0V 12 KVA 19 KVA 0V EXT APU
GEN
APU
115 V 115 V PWR AC BUS 1 Powered
L 400 HZ 407 HZ R
GEN GEN AC BUS 1 Failed
CS1_CS3_2420_011
EXT APU
PWR GEN APU AC BUS 1 Disconnected
AC BUS 1 Invalid
SYNOPTIC PAGE - ELECTRICAL
Figure 10: AC Power Generation - Electrical Synoptic Page

DETAILED DESCRIPTION
NOTE
VFG DISCONNECT
The VFG disconnect mechanism disengages the VFG from the VFG If the DISC PBA is pressed on the ground with the engine not
input shaft and engine gearbox. If low VFG oil pressure or high oil running, and the disconnect mechanism not reset, the DISC light
temperature is detected while the VFG is in operation, the associated will not illuminate until the engine reaches idle speed.
DISC PBA amber OIL light illuminates. The L(R) GEN OIL caution If electrically actuated, the VFG disconnect can be reset through a
message is also displayed. The low oil pressure indication is inhibited manual reset feature provided on the VFG. The disconnect is capable of
during a VFG underspeed condition. being reset at an input speed between 0 and 100 rpm.
The VFG manual disconnect is accomplished by selecting the DISC
PBA on the ELECTRICAL panel. The PBA commands the GCU to:
NOTE
• Energize the disconnect solenoid, which activates a clutch to
disengage the VFG It is recommended to remove the VFG if it has been disconnected
• De-excite the generator for a high oil temperature or low oil pressure.
When the aircraft is in air mode, the DISC PBA will not disconnect the The VFG has a thermal disconnect mechanism. The thermal disconnect
VFG unless a high oil temperature or low oil pressure condition exists. occurs when the oil-out temperature exceeds 204ºC (400ºF). A eutectic
solder plug melts, actuating the disconnect mechanism. The indications
of a thermal disconnect will be the same as for a manual disconnect. A
thermal disconnect cannot be reset and requires the replacement of the
NOTE
VFG.
The DISC PBA should not be pressed for more than 3 seconds.
The GCU compares the VFG PMG frequency to the engine speed to
determine if the VFG has disconnected. When the VFG disconnects, the
DISC legend in the DISC PBA illuminates and the corresponding GEN
DISC white status message is displayed. A DISC icon is displayed below
the generator on the ELECTRICAL synoptic page. The amber FAIL light
in the associated GEN PBA illuminates and the corresponding GEN
FAIL amber caution message is displayed.

CS130-21.02-06.00-121418 CS130_24_L3_ACEPGS_DetailedDescription.fm
ELECTRICAL PANEL
L DISC VARIABLE
GENERATOR CONTROL UNIT FREQUENCY GENERATOR
OIL
DISC Contactor
Driver
GLC Drive Out Exciter

(via OPU) Control Exciter Field
DISC Disconnect
Solenoid
EEC Disconnect
Monitor Solenoid
Driver +
_
System (28 VDC)
Control
and
EICAS N2 Protection
Processor PMG Frequency
SYN +
OMS
Power PMG
HMU Comms Supply
Air/Gnd
CDC 1-11-13
L GCU
DC
BUS 1 SSPC 10A
CS1_CS3_2420_014
Logic: Always On
Low Oil Pressure
NOTE High Oil Temperature

Right circuit is similar.
Figure 11: Variable Frequency Generator Disconnect Mechanism Electrical Block Diagram

GENERATOR CONTROL AND OPERATION

The primary function of the GCU is the control and protection of its
associated generating channel.
The GCU also provides coordination with the associated overvoltage
protection unit (OPU) to protect the system in the event of an
overvoltage condition.
The generator control switches are normally in the ON position. Thus,
once the generator is producing power that complies with the power
requirements, the GCU automatically closes the associated line
contactor and provides power to the AC BUS.
The GCU regulates the generator output voltage to 115 V at the point of
regulation (POR). If the GCU voltage regulation fails and causes the
voltage to exceed the protection thresholds, the GCU voltage protection
function opens the GCU generator control relay (GCR) and generator
line contactor (GLC). This turns off the generator and takes it offline.
The GCU voltage regulation and protection functions are independent of
each other. The same process occurs for the following protection
functions:
• Undervoltage (UV)
• Over and underfrequency (OF and UF)
• Phase sequence (phase rotation)
• Overcurrent (OC)
• Overcurrent with underspeed
• Differential protection (DP)
• Delta current
• Shorted rotating diode
• Open phase
• Generator lockout and fire switch (left and right GCUs only)

LEGEND
Current BPCU BUS Power Control Unit
Transformer
CT Current Transformer
EPC Electrical Power Center
GCR Generator Control Relay Aux
Main GLC Generator Line Contactor Contacts
Gen OPU Overvoltage Protection Unit
Current AC BUS
PMG Permanent Magnet Generator Transformer
POR Point of Regulation
OA
OB
Exciter
OC
Generator
PMG Line Contactor or
APU Line Contactor
VFG or APU GENERATOR EPC

1
BPCU
CT In POR POR
Request
Lockout PMG In
Lockout Request (Power Supply)
Command
GLC AUX Contacts GLC Position
Power
CDC 1-11-13 Supply
L GCU Current
EICAS Sensing
DC
BUS 1 SSPC 10A Power Supply GCU OPU
GCR GCR
SYN Logic: Always On
Protective Protective
OMS ELECTRICAL FIRE PBA Functions
PANEL Functions CT In
L GEN L ENG
HMU Test/Reset OPU Test/Reset
FAIL Gen Sw Auto
FIRE OPU Status Status
OFF
CS1_CS3_2420_013
GCU OPU
NOTE GLC Driver GLC Driver
1 APU GEN uses phase A only.

Generic Generating Channel Shown.
GENERATOR CONTROL UNIT OVERVOLTAGE PROTECTION UNIT
Figure 12: Generator Control and Operation

GCU Protection Trip Reset and GCU Power Supplies

After a fault has triggered the generator protective functions, the GCU is The GCUs also provide commands to the BPCUs to open and isolate
reset by cycling the GEN PBA on the ELECTRICAL panel, or by a cold contactors in the primary AC power distribution network for specific GCU
start of the GCU. protective functions.
The left GCU receives power for operation from the left VFG PMG via
Overcurrent
OPU 1 (primary source) and DC BUS 1. The source from DC BUS 1 is
provided from a solid-state power controller (SSPC) in CDC 1. An overcurrent (OC) condition overrides undervoltage protection. An
overcurrent condition opens the associated bus tie contactor (BTC) for
The right GCU receives power for operation from the right VFG PMG via
left and right GCUs only, and requests the associated BPCU to lockout
OPU 2 (primary source) and DC BUS 2. The source from DC BUS 2 is
the associated BTC. The OC trip curve provides an inverse time delay to
provided from an SSPC in CDC 2.
maximize the OC time as long as possible, while not exceeding the
The APU GCU (AGCU) receives power for operation from the APU PMG generator thermal characteristics
via OPU 3 (primary source) and DC BUS 1. The source from DC BUS 1
is provided from an SSPC in CDC 1. Delta Current Protection
The delta current protection detects a difference in the generator CT
Generator Lockout and L(R) ENG FIRE Pushbutton Annunciator
phase currents and POR voltage due to unbalanced loading. When this
The left and right GCUs monitor the digital lockout request signals from occurs, the GCU opens the associated generator line contactor (GLC)
their associated bus power control units (BPCUs). When this occurs, the for left and right GCUs only, and requests its associated BPCU to lockout
GCU de-excites the generator and opens the associated line contactor. the associated BTC. Doing so inhibits the transfer of the unbalanced
The BPCU requested lockout signal is inhibited if the VFG current is less fault to another source.
than a set value, and the associated VFG is online.
If the APU generator is providing power to both AC BUS 1 and
The L(R) ENG or APU FIRE pushbutton annunciator (PBA) is wired in AC BUS 2, the AGCU requests BPCU 2 to open BTC 3 to inhibit the
series with the associated GEN PBA for the GCU. If the L(R) ENG or transfer of the unbalanced fault to another source. The AGCU de-excites
APU FIRE PBA is depressed, the GCU de-excites the generator and the generator and opens the generator line contactor. The delta current
uses the same control logic defined for the L(R) ENG or APU GEN PBA protection is inhibited by an overcurrent condition. This prevents delta
to open the associated line contactor. current from operating during a high-impedance single-phase fault
condition. Overcurrent protection is required to take precedence for this
condition.

LEGEND
Current BPCU BUS Power Control Unit
Transformer
GCR Generator Control Relay
GLC Generator Line Contactor Aux
Contacts
Main OPU Overvoltage Protection Unit
Gen PMG Permanent Magnet Generator Current AC BUS
POR Point of Regulation Transformer
OA
OB
Exciter OC
Generator
Line Contactor or
PMG APU Line Contactor

1
BPCU
CT In POR POR
Request
Lockout PMG In
Command
Power
CDC 1-11-13 Supply
L GCU Current
EICAS Sensing
DC
BUS 1 SSPC 10A Power Supply GCU OPU
GCR GCR
OMS Functions
ELECTRICAL FIRE PBA Functions CT In
PANEL
HMU L GEN L ENG Test/Reset OPU Test/Reset
FAIL Gen Sw Auto OPU Status Status
FIRE
CS1_CS3_2420_018
OFF OPU
GCU

Figure 13: Generator Lockout and Engine FIRE PBA

Overvoltage Protection Unit Operation

The OPU provides the following limitations and protective functions:
• Overvoltage limiter
• Redundant overvoltage (ROV) protection
• OPU power supply protection
Overvoltage Limiter
The OPU provides an overvoltage limit protection function that senses
the maximum POR voltage, and compares it with a preset OV limiter
voltage upper threshold. If this threshold is reached for a very short
period of time, the OPU will open the OPU GCR. The time delay is
designed to minimize nuisance trips due to voltage spikes. The delay
must allow the OPU to trip fast enough so that POR voltage never
exceeds the system OV requirement for a GCU voltage regulation
failure.
Redundant Overvoltage Protection

The OPU provides hardware overvoltage protection for the VFG and
APU generators independent of the GCU software overvoltage
protection. The OPU redundant overvoltage detection and removal is
independent of the GCU/AGCU voltage regulation function. If the OPU
inverse overvoltage protection threshold is exceeded, the OPU
independently removes the generator excitation and opens the main line
contactor.
Power Supply Protection

The OPU provides a power supply status discrete to indicate an OPU
power supply failure to the GCU. The GCU disables the voltage
regulator and locks out the GLC/ALC if the OPU power supply monitor
indicates that the OPU power supply has failed.

LEGEND
Current
Transformer CT Current Transformer
GCR Generator Control Relay Aux
GLC Generator Line Contactor Contacts
PMG Permanent Magnet Generator
Current AC BUS
Main POR Point of Regulation Transformer
Gen
OA
OB
OC
Exciter
Generator
Line Contactor or
APU Line Contactor
PMG

1
BPCU
CT In POR POR
Request
Lockout PMG In
Command
Power
CDC 1-11-13 Supply
Current
L GCU Sensing
EICAS
DC GCU OPU
BUS 1 SSPC 10A Power Supply GCR GCR
Functions CT In Functions
OMS
L GEN L ENG
Test/Reset OPU Test/Reset
HMU FAIL Gen Sw Auto
FIRE OPU Status Status
OFF
CS1_CS3_2420_019
GCU OPU
FIRE PBA
Figure 14: Overvoltage Protection Unit Operation

EXTERNAL POWER OPERATION The ELC lockout can be reset by momentarily pressing the EXT PWR
PBA in the flight deck, or by cycling all power on the aircraft. Some fault
When external power is supplied to the aircraft, the external power
conditions can only be reset by cycling all power on BPCU 1.
transformer rectifier unit (EPTRU), located in EPC 1, converts AC power
into 28 VDC and supplies it to both BPCUs. The DC power is also used
to control any relays that the BPCUs request. External Power Pin E-F Interlock
The AVAIL light indicates that the external power is of acceptable quality. The EP pin E-F interlock fault is active when BPCU 1 senses any of the
Momentary selection of the EXT PWR PBA on the flight deck following pin E-F interlock conditions:
ELECTRICAL panel causes BPCU 1 to enter external power mode. • AC overvoltage fault
BPCU 1 closes the ELC and the BTCs depending on the aircraft power
configuration. • DC overvoltage fault
External power is removed from the distribution system when the EXT • Overcurrent fault
PWR PBA is selected again. • Pin E open fault
Pressing the momentary SERV PBA on the electrical/towing service
panel commands BPCU 1 into ground service mode. When this occurs, Other External Power Line Contactor Lockout Conditions
the BPCU closes/opens the corresponding contactors for the aircraft to
BPCU 1 also de-energizes and locks out the ELC for conditions not
be in ground service mode. The ground service mode powers AC BUS
directly caused by external AC power. This is to prevent the automatic
1, AC BUS 2, and DC BUS 1.
application of external power should the fault occur. These conditions
BPCU 1 will disconnect interlock pin F, and open and lock out the include:
external power line contactor (ELC, if any of the following monitored
external power fault conditions occur: • Bus tie contactor 1 (BTC 1) fail-to-open fault
• Overvoltage (OV) fault • Bus tie contactor 3 (BTC 3) fail-to-close fault
• Undervoltage (UV) fault • AC tie differential fault
• Overfrequency (OF) fault • Uncontrolled BPCU 1 shutdown fault
• Underfrequency (UF) fault • ELC contactor chatter

• Overcurrent (OC) fault Refer to the Primary Power Distribution section - BPCU for more
information.
• Phase sequence fault
• Open phase fault
• ELC fail-to-open fault
• ELC fail-to-close fault
• PIN E-F Interlock fault

EXTERNAL POWER CDC 1

RECEPTACLE
EXT PWR
Pin E-F Interlock
AVA IL EICAS
IN U S E
SYN
BUS POWER
CONTROL ELECTRICAL
Current Sensing UNIT 1 PANEL OMS
EPC 1
HMU
EPTRU
28 VDC
ELC Control CKPT

ELC IN USE
EXT
PWR
AVAIL
APU
GEN IN USE
SERV
BTC 1 BTC 3 BTC 2
BUS POWER
AC BUS 1 AC BUS 2 CONTROL
UNIT 2
28 VDC
Elec Serv Pnl 3 EMER
BUS
LEGEND BATT
EPC 1
BTC BUS Tie Contactor
ELC External Power Line Contactor
CS1_CS3_2420_015
EPC Electrical Power Center ELECTRICAL/TOWING
SERVICE PANEL
EPTRU External Power Transformer Rectifier Unit
Figure 15: External Power Electrical Schematic

MONITORING AND TESTS

The following page provides the crew alerting system (CAS) and INFO
messages for AC electrical power generation.

CS130-21.02-06.00-121418 CS130_24_L2_ACEPGS_MonitoringTests.fm
CAS MESSAGES
Table 1: CAUTION Messages Table 3: STATUS Messages
MESSAGE LOGIC MESSAGE LOGIC

APU GEN FAIL APU generator not online with APU running L GEN OFF Left generator is off with associated engine
and the APU GEN PBA selected to AUTO, or a running and GEN PBA selected OFF.
total loss of TTP communication from the APU R GEN OFF Right generator is off with associated engine
GCU running and GEN PBA selected OFF.
L GEN FAIL Left generator not online and the L GEN PBA L GEN DISC Left generator disconnected manually through
set to AUTO, or total loss of TTP DISC PBA.
communication from the left GCU.
R GEN DISC Right generator disconnected manually
R GEN FAIL Right generator not online and the R GEN PBA through DISC PBA.
set to AUTO, or total loss of TTP
communication from the right GCU. APU GEN OFF APU generator is off with APU running and
APU GEN PBA selected OFF.
L GEN OIL Left generator low oil pressure or high oil
temperature detected and no generator EXT PWR IN USE External power connected and online.
overload.
Table 4: INFO Messages
R GEN OIL Right generator low oil pressure or high oil
temperature detected and no generator MESSAGE LOGIC
overload.
24 ELECTRICAL FAULT - L Left generator oil level low.
Table 2: ADVISORY Messages GEN OIL LO LEVEL
24 ELECTRICAL FAULT - R Right generator oil level low.
MESSAGE LOGIC GEN OIL LO LEVEL
EXT PWR AVAIL External power connected and available for 24 ELECTRICAL FAULT - L Left generator oil filter impending bypass.
use. GEN OIL HI DELTA P
ELECTRICAL FAULT Loss of redundant or non-critical function for 24 ELECTRICAL FAULT - R Right generator oil filter impending bypass.
the electrical system (refer to INFO GEN OIL HI DELTA P
messages). 24 ELECTRICAL FAULT - Generator inoperative.
GEN INOP
24 ELECTRICAL FAULT - L Left generator minor fault.
GEN DEGRADED
24 ELECTRICAL FAULT - R Right generator minor fault.
GEN DEGRADED


MESSAGE LOGIC
24 ELECTRICAL FAULT - APU generator minor fault.
APU GEN DEGRADED
24 ELECTRICAL FAULT - Ground power cart inoperative.
GND CART INOP

PRACTICAL ASPECTS
VFG SERVICING
The VFG is serviced through a pressure fill fitting. The pressure fill cap
cannot be removed unless the overfill drain plug is removed. Servicing is
not possible if the overfill cap is not removed.
The VFG does not have a manual vent feature. The pressure is relieved
through pressure-relief orifices at the servicing points. Once a filter cover
or service point cap is loosened, the pressure-relief orifice is exposed,
the case pressure is vented, and the cover can be removed.
When the oil service cart is connected to the pressure fill port and the
filling procedure has started, oil flows through the cooling circuit and
back into the VFG. When the oil reaches the level of the standpipe, the
oil will flow out of the overfill drain. Allow the required quantity of oil to
drain after filling. The oil level can be verified at the oil level sight glass
on the VFG.
The VFG case oil drain port allows complete emptying of the VFG case.

CS130-21.02-06.00-121418 CS130_24_L2_ACEPGS_PracticalAspects.fm
Oil Filter Cover
Pressure Fill
Quick
Disconnect
Indicates
Overfilling
DRAIN DRAIN
Overflow
Properly Serviced Drain Plug
to Overflow Level
Case
Drain
Normal Oil Plug
Quantity Indicated,
No Action Required
ADD ADD
CS1_CS3_2420_016
OIL OIL
SIGHT GLASS
Figure 16: VFG Servicing

VFG REMOVAL AND INSTALLATION

Removal and installation of the variable frequency generator is done
using ground support equipment (GSE).
The GSE supports the weight of the VFG and rotates the unit when
installed in the quick attach/detach (QAD) adapter.
A QAD adapter secures the VFG to the engine main gearbox. The QAD
is a breech type device that provides proper orientation of the VFG, and
permits rapid installation or removal of the VFG.
The QAD adapter has an asymmetric bolt hole pattern to prevent
incorrect installation.
To remove the VFG, release the tension bolt and rotate the VFG until the
open marks are aligned. Upon installation, the VFG is inserted at the
open align marks and rotated until the close marks align.
CAUTION
The VFG and QAD adapter weigh approximately 50 kg
(110 lb).
Do not support the weight of the VFG using the drive shaft or
terminal block cover.

Disengage Lift Eye

Engage
Variable
Frequency
QAD Generator
Asymmetric Bolt
Hole Pattern (8X)
Close Align
Marks
Hydraulic Lift
Wrench
Open Align Marks
VFG QUICK ATTACH/DETACH ADAPTER
CS1_CS3_2420_017
VFG REMOVAL AND INSTALLATION GROUND SUPPORT EQUIPMENT
Figure 17: VFG Removal and Installation and Ground Support Equipment

24-30 DC Power Generation
24-30 DC POWER GENERATION
GENERAL DESCRIPTION
DC power generation is provided by three transformer rectifier units
(TRUs), and two NiCad batteries.
Each of the main electrical channels and the emergency channel,
centered in electrical power centers (EPCs) 1, 2, and 3, include a TRU.
The TRU converts 115 VAC, 3-phase power into 28 VDC. TRU 1 and
TRU 2 supply DC for primary and secondary power distribution, normally
feeding DC BUS 1 and DC BUS 2, as well as DC ESS BUS 1 and DC
ESS BUS 2. TRU 3 typically feeds DC ESS BUS 3.
Two NiCad batteries provide 24 VDC. BATT 1 supplies the left main
channel, and BATT 2 supplies the right main channel. The batteries feed
their respective BATT DIRECT BUS, and the DC EMER BUS.
Each of the batteries is charged by a dedicated battery charger. The
battery charger uses AC power from the AC BUS to maintain the battery
in the fully charged condition.
Information on the status of the batteries and the TRUs is provided to the
engine indication and crew alerting system (EICAS) and the
ELECTRICAL synoptic page, as well as the onboard maintenance
system (OMS) and aircraft health management system (AHMS).
When AC power is not available, the batteries can supply power for:
• APU starting
• Refueling
• Service lights
In flight, the batteries power essential loads when the ram air turbine
(RAT) is not available.
The batteries also backup the DC ESS BUSES to ensure no
power-break for the DC loads.

CS130-21.02-06.00-121418 CS130_24_L2_DCPG_General.fm
Left Main Channel Emergency Channel Right Main Channel
EPC 1 EPC 3 EPC 2
AC BUS 1 AC ESS BUS AC BUS 2
TRU 1 TRU 3 TRU 2
1 2
DC BUSES DC ESS BUS 3 DC BUSES
EICAS
SYN
BATTE R
BATTERY CHARGER OMS ARGER
BATTERY CHARGER
BATTERY 1
BAT BATTERY
RY 2
HMU
CS1_CS3_2402_001
NOTE
1 DC BUS 1, DC ESS BUS 1, BATT DIR BUS 1 and EMER BUS.
2 DC BUS 2, DC ESS BUS 2 and BATT DIR BUS 2.
Figure 18: DC Power Generation

CS130-21.02-06.00-121418 CS130_24_L2_DCPG_General.fm
COMPONENT LOCATION
TRANSFORMER RECTIFIER UNIT

There are three identical transformer rectifier units (TRUs). TRU 1 is
located in EPC 1, TRU 2 is located in EPC 2, and TRU 3 is located in
EPC 3.

CS130-21.02-06.00-121418 CS130_24_L2_DCPG_ComponentLocation.fm
TRU 1
EPC 1
(MID EQUIPMENT BAY)
TRU 2
EPC 2
(MID EQUIPMENT BAY) TRU 3
EPC 3
(FWD EQUIPMENT BAY)
CS1_CS3_2402_003
TRANSFORMER RECTIFIER UNIT
(TRU)
Figure 19: Transformer Rectifier Units

BATTERY CHARGERS
There are two identical battery chargers located in the mid equipment
bay.
NICAD BATTERIES
Two NiCad batteries are located in the right wing-to-body fairing
(WTBF), aft of the wing.
CAUTION
Each battery weighs approximately 40 kg (89 lb).

Battery
Charger 1
Battery 2
Battery 1
Battery
MID EQUIPMENT BAY AFT RACK Charger 2
CS1_CS3_2402_004
BATTERY C
CHARGER (2X)
Figure 20: Batteries and Battery Chargers

DETAILED COMPONENT INFORMATION
TRANSFORMER RECTIFIER UNIT TRU Overtemperature

The primary function of the TRUs is to convert 115 VAC, 3-phase input Each TRU provides a discrete output signal to its associated
power to 28 VDC power for its associated channel. The TRU input power BPCU/EMPC to indicate a TRU overtemperature. When TRU 1 or TRU 2
is filtered and isolated through a power transformer and rectified to overtemperature protection is active, the associated TLC is locked out
convert the AC input to a DC output. and the TRU is considered unavailable. When the TRU 3
overtemperature protection is active, TLC 3 is locked out and the TRU is
The TRU has an integral cooling fan automatically controlled by an
considered unavailable. TRU 3 overtemperature protection is inhibited
internal temperature switch.
when the RAT is deployed.
A shunt in the DC output return line is used by the bus power control unit
When a TRU is inoperative, a TRU FAULT advisory message is
(BPCU) and emergency power control (EMPC) to monitor TRU output
displayed. The associated INFO message identifies the inoperative
current.
TRU.
The status of TRU 1 and TRU 2 is monitored by their host BPCU. Both
BPCUs and EMPC monitor TRU 3.
The following conditions are monitored:
• Overvoltage
• Ripple voltage
• Fan failure
• Overtemperature
The BPCUs and EMPC use these signals to perform the protection, BIT,
and health monitoring functions for the TRUs.
If any of the above conditions occur, the TRU is deemed unavailable.
TRU Fan Failure

When the TRU fan failure discrete to the BPCU is active for 5 seconds,
the associated TLC is locked out and the TRU deemed unavailable.
TRU 3 fan failure protection is inhibited when the RAT is deployed.

CS130-21.02-06.00-121418 CS130_24_L3_DCPG_DetailedComponentInformation.fm
TRU
Ph_A Transformer
115 VAC Ph_B 28 VDC Output

Input Output
Input Rectifier
Ph_C Filter Filter
Shunt 28 VDC Return
Interface
Board
FAN
Voltage Sense
Temperature Sense
Shunt (current) Sense
Fan Status
CS1_CS3_2402_010
BPCU 1, BPCU 2, and EMPC
Figure 21: Transformer Rectifier Unit Block Diagram

BATTERY CHARGER 1 • The BATT 1(2) switch is selected to AUTO and the associated BLC is
failed in the closed or open position
The function of the battery charger is to maintain its respective battery in
a fully charged condition to support the ESS BUS. The battery chargers perform power-on built-in test (PBIT). During PBIT,
the charger also performs an operational test of the battery temperature
AC BUS 1 power is supplied to battery charger 1 through a 3-phase AC
sensor.
SSPC located in CDC 1. The output of the battery charger is connected
to the associated battery through its BATT DIRECT BUS. Due to the
arrangement of buses, the battery charger also performs a power supply
function. The DC output of the battery charger is limited to a maximum of
44 A.
BPCU 1 sends the command to its associated CDC over the
time-triggered protocol (TTP) buses to turn the battery charger SSPC on
and off. The battery charger is commanded on whenever AC power is
available on AC BUS 1 and the BATT 1 switch on the ELECTRICAL
panel is selected to AUTO. The battery chargers and battery heaters are
also turned on during ground service mode operation, regardless of the
position of the BATT switch.
The operation of the battery charger and heater is inhibited if a battery
overcurrent condition is detected, or if the associated battery line
contactor fails in the closed condition.
In the event of a battery or battery charger failure, the charger provides a
discrete output to the associated CDC. Any fault results in the battery
charger stopping the charging process.
A BATTERY CHARGER FAULT advisory CAS message is displayed
upon failure of battery charger 1 or 2.
The BATT 1 (2) FAIL caution message is displayed. under one of the
following conditions:
• The battery is not connected to the DC ESS BUS when commanded
by the BPCU
• A battery fault is detected
• The battery is not installed

BATTERY CHARGER 1 EPC 1

CDC 1-16-1,2,3 BATT 1
Charger Out
BATT 1 Charger In
TTP
BPCU 1 AC 3Ø 50
BUS 1 SSPC 7.5A AC In 3Ø DC Out BATT DIRECT BUS 1
Logic: Advanced
EICAS
CDC 1
SYN
DMC 1 AND BATT 1 Fail BATT 1 Fail
DMC 2 BATTERY 1
BATT Chrgr 1 Fail BATT Chrgr 1 Fail
OMS
28 VDC
Mid Equip Bay
HMU BATT 1 Temp SNS BATT 1 Temp SNS
Battery Charger SSPC Advanced Logic
BATT 1 Switch AUTO
Battery Line Contactor Failed
Battery Overheat
CS1_CS3_2402_012
SSPC Output Active
LEGEND Ground Service Mode
AFDX
TTP BUS
Figure 22: Battery Charger 1 Functional Schematic

BATTERY CHARGER 2
The operation of battery charger 2 is similar to that of battery charger 1
except in the emergency mode.
AC BUS 2 power is supplied to battery charger 2 through a 3-phase AC
SSPC located in CDC 2. However, under emergency conditions, AC
BUS 2 is not available. In order to continue to charge battery 2 in
emergency conditions, the source of power for the battery charger is
switched over to the AC ESS BUS, which is powered by the RAT
generator.
The EMPC provides an EMER MODE 28 VDC discrete when the RAT
deploys. The 28 VDC powers the coil of the battery charger control relay
through the BATT 1 switch AUTO contacts. When the RAT is deployed
and the RAT line contactor is energized, a ground is supplied to the
battery charger control relay and the AC ESS BUS powers battery
charger 2.
During ground service mode operation, AC BUS 2 is powered. CDC 2
turns on, but only controls power outputs to the BATT 2 charger in SSPC
and BATT 2 heat.

CDC 2-14-1,2,3 Battery Charger BATTERY CHARGER 2 EPC 2

BATT 2 Charger In Control Relay BATT 2
AC 3Ø Charger Out
BPCU 2
BUS 2 SSPC 7.5A
AC In 3Ø 50
3Ø DC Out BATT DIRECT BUS 2
Logic: Advanced
EPC 3
When Energized,
Opens Battery
Charger ESS Line Contactor 2
AC ESS 7.5 3Ø
BUS
BPCU 2
NORM
CDC 2
BATTERY 2
RAT Line
EMER Contactor BATT 2 Fail BATT 2 Fail 28 VDC
BATT Chrgr 2 Fail BATT Chrgr 2 Fail
EMPC BATT 2 Temp SNS BATT 2 Temp SNS
Mid Equipment Bay EICAS
Emer Mode
SYN
DMC 1 AND
DMC 2
AUTO OMS
Battery Charger SSPC Advanced Logic
HMU
OFF BATT 2 Switch Auto
Battery Line Contactor 2 Failed

BATTERY 1 SWITCH
CS1_CS3_2402_013
Battery Overheat
LEGEND SSPC Output

Ground Service Mode Active
AFDX
TTP BUS
Figure 23: Battery Charger 2 Functional Schematic

BATTERY HEATER
Each battery contains an internal heater and two internal temperature
sensors. The battery charger uses temperature sensor 2 for charge rate
control, which prevents excessive temperatures within the battery and
also shuts down the charger in the case of excessive battery
temperature.
The battery heater receives AC power from a single-phase SSPC on AC
BUS 1 for BATT 1 and AC BUS 2 for BATT 2. The logic to drive the
output is the same as that which drives battery charger operation. The
heater power is applied in ground service mode, or when the associated
BATT switch is in the AUTO position.
The internal heater draws as much as 620 W, and increases battery
temperature by approximately 0.6°C (1.08°F)/minute following a cold
soak at -20°C (-4°F). An internal thermal switch automatically terminates
heater operation at temperatures above 16.8°C (62°F). A second
thermal switch, in series with the first one, ensures that no
overtemperature conditions can occur in the battery due to the heater.
Temperature sensor 1 provides information to the DMCs for indication of
battery temperature in the flight deck. If battery temperature exceeds
71°C (160°F), the BATT 1 (BATT 2) OVERTEMP caution message will
be displayed. It will remain posted until battery temperature drops below
65°C (149°F).
Battery temperature is also displayed on the ELECTRICAL synoptic
page. The temperature readout changes from its normal white to amber
if the BATT 1 (BATT 2) OVERTEMP caution message is displayed or if
battery temperature is less than -20°C (-4°F).

BATTERY 1
To Battery Charger 1 Temp 2 SNS
CDC 1-16-6
BATT 1 Heat
AC Thermal
BUS 1 SSPC 7.5A Heater Input Switches
EICAS Logic: Advanced
SYN
DMC 1 AND Temp 1 SNS
DMC 2
OMS
HMU
Battery Heater 1 SSPC Advanced Logic
BATT 1 Switch AUTO
Battery Line Contactor 1 Failed
Battery Overheat
SSPC Output Active

Ground Service Mode
CS1_CS3_2402_014
NOTE
Battery heater 1 shown, battery heater 2 similar.
Figure 24: Battery Heater Functional Schematic

DC POWER GENERATION - CONTROLS

Controls for DC power generation are located on the overhead
ELECTRICAL panel and exterior electrical/towing service panel.
Two battery switches are available, one for each of the batteries.
A BATT status indicator is installed on the electrical/towing service
panel. This amber light illuminates continuously when the aircraft is on
the ground, with either BATT 1 or BATT 2 switch on the ELECTRICAL
panel selected to AUTO, and when the APU, external power, and engine
generators are off. The light flashes and the external multifunction horn
sounds when batteries are depleting for more than 5 minutes. The light
will shut off when at least one AC power source comes online or when
the electrical power is turned off.

CS130-21.02-06.00-121418 CS130_24_L2_DCPG_ControlsIndications.fm
Multifunction
Horn
ELECTRICAL
BUS ISOL CABIN PWR
AUTO
MAIN ESS
OFF ON
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO
OFF OFF
NAV
LTS
MAINT
LTS LAMP
L GEN
GE R GEN TEST
ON/OFF
FAIL FAIL
CKPT
OFF EXT PWR APU GEN OFF IN USE
AVAIL FAIL EXT

L DISC R DISC PWR TOWBARLESS ONLY
IN USE OFF AVAIL NO TOW

ON
IN USE TOW
SERV
TOW PWR
Battery Status
Indicator
PARK BRK
ELECTRICAL PANEL
CS1_CS3_2402_008
BATT C
CALL HEADSET
OMS/
MS/HMU
OMS/HMU
ELECTRICAL/TOWING SERVICE PANEL
Figure 25: DC Power Generation - Controls

DC POWER GENERATION - ELECTRICAL SYNOPTIC PAGE

The ELECTRICAL synoptic page provides a dynamic representation of
the status of the electrical power generation and distribution system. The
DC elements are displayed on the upper portion. Colored flow lines
indicate the status of power between the various elements.
The following information relating to DC power is displayed:
• Transformer rectifier units 1, 2, and 3
• Battery 1 and Battery 2
• DC BUS 1 and DC BUS 2
• DC ESS BUS 1, DC ESS BUS 2, and DC ESS BUS 3
The DC EMER BUS and its flow lines are only displayed should the DC
emergency bus be unpowered with AC power online.
Indication of TRU status is provided on the ELECTRICAL synoptic page.
The TRU box outline is displayed in green for normal operation, in white
if the TRU voltage is low as a result of loss of AC supply, and in amber if
the BPCU detects a TRU inoperative.

STATUS
S AIR
IR DOOR
OR ELEC
C FLT CTRL
CTRL
TRU/BATT STATUS TEMPERATURE
READOUT
FUEL
FUE
EL HYD
YD AVIONIC INFO CB Symbol Condition
Symbol Condition
TRU1
BATT 1 BATT 2 28 V
Not online 72 °C Overtemp
Normal disconnect
19 °C 17 °C 0A
25 V 25 V 32 °C Normal
0A 0A BATT1
30 °C Normal Operation
28 V è½ °C Invalid
20 A
DC ESS 1 DC ESS 2
DC ESS 3 BATT2
30 °C Fail
150 V BUS STATUS
DC BUS 1 DC BUS 2 200 A
Symbol Condition
TRU3
DC TRU 1 TRU 3 TRU 2 32 V Invalid DC ESS 1 Powered
28 V 28 V 28 V 11 A
AC 89 A 16 A 80 A DC ESS 1 Failed
AC BUS 1 AC ESS AC BUS 2 DC ESS 1 Disconnected
DC ESS 1 Invalid
CURRENT, VOLTAGE,
FREQUENCY,
PWR RATING READOUTS
FLOW LINES
Symbol Condition
Symbol Condition
0 KVA 0 KVA 44 A Abnormal
0V 12 KVA 19 KVA 0V Powered
115 V 115 V
400 HZ 407 HZ 28 V Normal Not powered
L R
GEN GEN
CS1_CS3_2402_009
è½ KVA Invalid Invalid
EXT APU
PWR GEN APU
Figure 26: DC Power Generation - Electrical Synoptic Page

BATTERY SYSTEM
The BPCU opens the associated BLC under the following conditions:
The battery direct buses supply the DC EMER BUS through an 80 A
fuse and diode (D1 and D2). The DC EMER BUS is located in EPC 1. • APU start request from the APU ECU (BLC 2 only)
The diodes prevent each battery direct bus from supplying the other • Battery overcurrent > 1000 A for 0.5 seconds
battery direct bus.
• Battery overcurrent > 500 A for 15 seconds
Battery current draw is monitored by a hall effect sensor (HES) that
provides an analog output signal of current flow to the associated BPCU. • TRU overcurrent
The BPCU provides 15 VDC for the associated HES power supply. The • When the BPCU detects a contactor chatter more than four times in
BPCU also performs a built-in test on the HES. 5 seconds
Battery 1 and Battery 2 systems operate in a similar manner. Battery 1 is • TRU ripple voltage for > 5 seconds
described below.
When the BATT 1 switch is in AUTO and AC power is not available, NOTE
BATTERY DIRECT BUS 1 powers DC ESS BUS 1 through the battery Battery 2 overcurrent protection is inhibited during APU starts.
line contactor (BLC) 1. BLC 1 energizes when the BATTERY DIRECT
BUS is powered, and a ground is supplied by BPCU 1. The ground is
supplied through the de-energized contact of DC EMER relay 1 and the
energized BATT 1 SLAVE relay.
When AC power is available, the BPCU removes the ground from
BLC 1, and TRU 1 powers DC ESS BUS 1. If AC power is lost,
AC SLAVE relay 1 de-energizes and the emergency power control card
supplies power to energize DC EMER relay 1. This provides a ground to
energize BLC 1, allowing the BATTERY DIRECT BUS 1 to power DC
ESS BUS 1.
The BPCU provides a ground signal to close the BLC under the following
conditions:
• BPCU power-up
• BPCU internal failure
• SSRPC 1 or 2 are commanded to provide no-break power for
10 seconds

CS130-21.02-06.00-121418 CS130_24_L3_DCPG_DetailedDescription.fm
EPC 1 EPC 2
DC EMER BUS
D2 BLC 1
D1 F2-80A
BATT 1
BATTERY CHARGER 1 Charger Out F1-80A
DC ESS BUS 1 TRU 1 BATT DIRECT BUS 2
DC Out 50 BATT DIRECT BUS 1
BATT 1 DC EMER
Slave Relay Relay 1 Hall Effect
Sensor 2
BLC 1
BATTERY 2
3
CB-F5
Hall Effect
Sensor 1 SSRPC 1 and 3
Control
AC
Slave Relay 1
BATTERY 1 BPCU 1
EMPC
28 VDC Out BLC 1 Coil Ground
BLC 1 Closed
BATT 1 ELECTRICAL PANEL
Temperature Sensor BATT 1
EICAS AUTO AC BUS 1
OFF
BATT 1 HES
SYN
DMC 1 LEGEND
AND
DMC 2 BPCU Bus Power Control Unit
OMS
CDC Control and Distribution Cabinet
DMC Data Concentrator Unit Module Cabinet
CS1_CS3_2402_011
HMU BATT 1 Switch AUTO EMPC Emergency Power Control
AUTO EPC Electrical Power Center
NOTE CDC 1 TRU Transformer Rectifier Unit
AND AFDX
Battery line contactor 1 shown, CDC 2
BLC 2 similar. OFF TTP BUS
Figure 27: Battery System Operation

CS130-21.02-06.00-121418 CS130_24_L3_DCPG_DetailedDescription.fm
MONITORING AND TESTS The advanced display mode can be exited by selecting the FAULT
pushbutton when the menu item ADV EXIT is displayed.
BATTERY CHARGER TEST
The battery charger front face contains an LCD display as well as FAULT
and STATUS test buttons.
There are two display modes: normal and advanced.
In the normal display mode, the LCD display alternates between the
charger mode and charger fault status every 2 seconds.
If the STATUS pushbutton is pressed while in the normal display mode,
the operating status of the charger displays. Information available
includes software version, operating mode, output voltage, and current.
If the FAULT pushbutton is pressed while in the normal display mode,
the charger provides information on any fault conditions.
Pressing and holding the STATUS and FAULT pushbuttons
simultaneously for more than 5 seconds forces the charger into the
advanced display mode. The display counts down from AdvMenu4 to
AdvMenu0 over an additional 5 seconds, at which time the AdvMenu is
displayed, confirming entry into advanced display mode. The
pushbuttons can be released after this time.
Once the pushbuttons are released, the advanced battery charger
information can be accessed by the following menu options:
• Software revision code
• Stored faults display
• Date/time
• Total operating hours
• Date and time set mode
• Exit
The menu items can be advanced using the STATUS pushbutton. The
selected menu can be accessed using the FAULT pushbutton.

CS130-21.02-06.00-121418 CS130_24_L2_DCPG_MonitoringTests.fm
STATUS Pushbutton
FAULT Pushbutton
LED Display
FAULT STATUS
LED DISPLAY AND TEST PUSHBUTTONS
BATTERY CHARGER
CS1_CS3_2402_015
Figure 28: Battery Charger Test

CAS MESSAGES
The following pages provides the crew alerting system (CAS) and INFO
messages for DC electrical power generation.

Table 6: ADVISORY Messages
Table 5: CAUTION Messages MESSAGE LOGIC

ELECTRICAL FAULT Loss of redundant or non-critical function for
MESSAGE LOGIC
the electrical system (refer to INFO
BATT 1 OVERTEMP BATT 1 temperature greater than 71°C (160°F) messages).
resets below 65°C (150°F).
BATT 2 OVERTEMP BATT 2 temperature greater than 71°C (160°F) Table 7: STATUS Messages
resets below 65°C (150°F).
MESSAGE LOGIC
BATT DISCHARGING BATT 1 and/or BATT 2 discharging for
5 minutes or more on the ground. BATT 1 OFF BATT 1 selected and confirmed off.
BATT 1 FAIL BATT 1 charger detects a fault in the battery, BATT 2 OFF BATT 2 selected and confirmed off.
or the battery is not installed, the BATT 1 BATT PWR CONFIG BATT PWR switch on HMU maintenance
switch is selected to AUTO and the BLC 1 is panel set to DC ESS BUS 3 position.
failed in the closed or open position or battery
1 is not connected to DC ESS BUS 1 when
commanded by the BPCU.
BATT 2 FAIL BATT 2 charger detects a fault in the battery,
or the battery is not installed, the BATT 2
switch is selected to AUTO and the BLC 2 is
failed in the closed or open position, or battery
2 is not connected to DC ESS BUS 2 when
commanded by the BPCU.
MESSAGE LOGIC
BATT EMER PWR ON Loss of all AC power sources in flight and the
only power source is the battery system.
BATT CHARGER FAULT Battery charger 1 and/or 2 inoperative (refer to
INFO messages).
TRU FAULT TRU 1, TRU 2 or TRU 3 failure or not
connected to the respective DC BUS (refer to
INFO messages).


MESSAGE LOGIC
24 BATT CHARGER FAULT - Battery charger 1 BIT fail.
BATT CHARGER 1 INOP
24 BATT CHARGER FAULT - Battery charger 2 BIT fail.
BATT CHARGER 2 INOP
24 ELECTRICAL FAULT - BATT Battery 1 temperature sensor out of range
1 TEMP SNSR INOP for more than 2 seconds.
24 ELECTRICAL FAULT - BATT Battery 2 temperature sensor out of range
2 TEMP SNSR INOP for more than 2 seconds.
24 ELECTRICAL FAULT - BATT Battery 1 heater failed.
1 HEATER INOP
24 ELECTRICAL FAULT - BATT Battery 2 heater failed.
2 HEATER INOP
24 TRU FAULT - TRU 1 INOP TRU 1 fail.
24 TRU FAULT - TRU RIPPLE TRU sensing ripple.
24 TRU FAULT - CBP INOP Circuit breaker panel (flight deck) has an
interface problem.

PRACTICAL ASPECTS
BATTERY REMOVAL AND INSTALLATION

The weight of the aircraft batteries and their height above the ground
requires the use of ground support equipment (GSE) to lift the battery to
the required height. The battery must then be manually moved between
the hoist and the aircraft.
CAUTION
Each battery weighs approximately 40 kg (89 lb).

CS130-21.02-06.00-121418 CS130_24_L2_DCPG_PracticalAspects.fm
1.88 m
(74 in.)
CS1_CS3_2402_016
Figure 29: Battery Hoist

CS130-21.02-06.00-121418 CS130_24_L2_DCPG_PracticalAspects.fm
24-33 Fly-By-Wire Power Converter System
24-33 FLY-BY-WIRE POWER CONVERTER

SYSTEM
GENERAL DESCRIPTION Each FBWPC has six independent outputs. Each output is monitored
and protected by an internal circuit protection device (CPD). The CPDs
PERMANENT MAGNET ALTERNATOR GENERATOR are active current limiting electronic circuit breakers. Six toggle switches
located on the front of the FBWPC enable, disable, and reset the
The permanent magnet alternator generator (PMAG) contains three individual CPDs. Removing and reinstating all power to the FBWPC also
separate power windings. Two of the power windings provide power to resets all CPDs. The status of each of the CPDs is monitored on the CB
the two electronic engine control (EEC) channels on each engine. The application in the flight deck. Refer to secondary power distribution for
other winding provides power to a fly-by-wire power converter (FBWPC). more information.
Each power winding supplies 3-phase AC electrical power. The voltage The status of the FBWPC is reported to the EICAS, the OMS, and HMU.
output varies with engine speed.
FLY-BY-WIRE POWER CONVERTER

The purpose of the FBWPC is to provide 28 VDC power to the electronic
flight control system. The left FBWPC also powers inertial reference unit
no. 1.
During normal operation, the FBWPC is powered by DC BUS 1. If DC
BUS 1 power is lost, the control and distribution cabinet (CDC) 1
de-energizes the PMAG control relay, allowing the PMAG to power the
FBWPC. If the PMAG fails, BATT DIRECT BUS 1 provides a secondary
source of backup power.
The right FBWPC receives power from DC BUS 2. The PMAG and BATT
DIRECT BUS 2 are backup sources of power.

CS130-21.02-06.00-121418 CS130_24_L2_FBWPCS_General.fm
Toggle Switch
PMAG
Control Relay
S1 S2
PMAG 28 VDC to Fly-by-Wire System

S3 S4
S5 S6
28 VDC to IRU 1 (L FBWPC only)
TOGGLE SWITCH
DISABLE -
ENABLE -
28 VDC to AHC (R FBWPC only)
CDC 1
Relay Control EICAS
OMS
HMU
DC BUS 1
BATT DIRECT BUS 1

CS1_CS3_2402_002
LEGEND
AHC Attitude Heading Computer
NOTE CDC Control and Distribution Cabinet
FBWPC Fly-By-Wire Power Converter
L FBWPC shown, R FBWPC similar. PMAG Permanent Magnet Alternator Generator
Figure 30: DC Power Generation – Permanent Magnet Alternator Generator and Fly-By-Wire Power Converter

CS130-21.02-06.00-121418 CS130_24_L2_FBWPCS_General.fm
COMPONENT LOCATION
PERMANENT MAGNET ALTERNATOR GENERATOR

A permanent magnet alternator generator (PMAG) is installed on the
main gearbox of each engine.
FLY-BY-WIRE POWER CONVERTERS

Two fly-by-wire power converters (FBWPCs) are installed in the mid
equipment bay.

CS130-21.02-06.00-121418 CS130_24_L2_FBWPCS_ComponentLocation.fm
PERMANENT MAGNET
ALTERNATOR GENERATOR
Left
Fly-By-Wire
Power
Converter
Right
CS1_CS3_2402_006
Fly-By-Wire
Power
Converter
A MID EQUIPMENT BAY B MID EQUIPMENT BAY
Figure 31: Permanent Magnet Alternator Generator and Fly-By-Wire Power Converter

CS130-21.02-06.00-121418 CS130_24_L2_FBWPCS_ComponentLocation.fm

If the batteries are selected on, and are the only source of power,
FLY-BY-WIRE POWER CONVERTER FBWPC does not turn on.
The purpose of the FBWPC is to provide and protect 28 VDC power to Each individual circuit protection device (CPD) is independently
multiple loads associated with the flight control system and IRU no. 1. protected against overload and short circuit. The CPD power output
The FBWPC receives power from three independent sources in the current limiter prevents any CPD from providing more than 7.25 A. The
following order of priority: overcurrent protective trip feature trips the individual CPD and disables
its output, if the current exceeds 4.25A for more than 10 seconds.
• Associated DC BUS
The FBWPC sends status information to the DMCs using an ARINC 429
• Associated engine-mounted permanent magnet alternator generator
bus. CPD status is displayed on the CB page.
(PMAG)
The FBWPC transmits PMAG operating information to the onboard
• Associated BATT DIRECT BUS
maintenance system (OMS), such as:
The FBWPC PMAG input power is processed by an internal PMAG
• Input voltage and current
converter to a nominal 28 VDC. The output of the PMAG converter,
together with the DC BUS inputs, is supplied to a power supply switching • CPD output voltage
logic. The switching logic selects the appropriate source of power and • Current
connects it to the loads.
• Status
During normal operation, with the DC BUS powered, the PMAG CTL
RLY is energized and the DC BUS powers the FBWPC. If the DC BUS It also relays configuration data to the OMS, including:
power is lost, the PMAG CTL RLY de-energizes and the PMAG provides • Hardware part numbers
3-phase AC power to the FBWPC. The FBWPC is capable of converting
between 33 VAC to 105 VAC into 28 VDC power. • Serial numbers
When ground service mode is used, the FBWPC GS CTL RLY is • Software part numbers
energized by BPCU 1 to prevent DC BUS 1 power from being supplied • Applicable cyclic redundancy checks (CRCs)
to the left FWBPC.
If all AC power is lost in flight, the associated BATT DIR BUS powers the
FBWPC for 30 seconds. This ensures the FBWPCs remain powered
while the ram air turbine (RAT) deploys.

CS130-21.02-06.00-121418 CS130_24_L3_FBWPCS_DetailedComponentInformation.fm

CDC 1-9-14
L PMAG Rly Coil Drv L PMG
CTL RLY Front Cover
DC Switches
BUS 1 SSPC 3A S1 S2
Fault
Logic: Advanced Detect
S3 S4
LEFT ENGINE TOGGLE SWITCH
MAIN GEARBOX DISABLE-
S5 S6 ENABLE -
3-phase
PMAG Rectifier and
Converter
S1 CPD 1
PMAG Primary
Backup Power
S2 CPD 2
EPC 1 Secondary Backup Power
L FBW PC SEC (Off after 30s)
28 VDC
Power Supply S3 CPD 3 Outputs to
BAT DIR
BUS 1 30A Switching Electronic Flight
Logic Control System
and IRU 1 EICAS
L FBW PC FBWPC GS S4 CPD 4
(FBWPC 1 only)
CTL RLY
DC Primary Power
BUS 1 25A CPD 5
SYN
S5
BPCU 1
OMS
FBW GS AUX S6 CPD 6
HMU
Microcontroller
CPD Monitor
28 VDC OUT
ARINC DMC 1
429 AND
Driver DMC 2
CS1_CS3_2402_007
NOTE NVM PBIT Watch Temp
CBIT Dog Sens
L FBWPC shown, R FBWPC similar.
The R FBWPC does not have a ground service relay.
Figure 32: Fly-By-Wire Power Converter Detailed Block Diagram

CS130-21.02-06.00-121418 CS130_24_L3_FBWPCS_DetailedComponentInformation.fm

messages for the fly-by-wire power converter system.

CS130-21.02-06.00-121418 CS130_24_L2_FBWPCS_MonitoringTests.fm
CAS MESSAGES
Table 9: ADVISORY Message
MESSAGE LOGIC
ELECTRICAL FAULT Loss of redundant or noncritical function for
messages).
MESSAGE LOGIC
24 ELECTRICAL FAULT - L Loss of communication with the L FBW PC
FBW PC COM LOSS end system.
24 ELECTRICAL FAULT - R Loss of communication with the R FBW PC
FBW PC COM LOSS end system.
24 ELECTRICAL FAULT - L L FBW PC minor fault.
FBW PC DEGRADED
24 ELECTRICAL FAULT - R R FBW PC minor fault.
FBW PC DEGRADED
24 ELECTRICAL FAULT - L PMG feed for L FBW PC is not available while
FBW PC INOP left engine is running.
24 ELECTRICAL FAULT - R PMG feed for R FBW PC is not available
FBW PC INOP while right engine is running.
24 ELECTRICAL FAULT - L PMG feed for L FBW PC is not available with
FBW PC PMG INOP left engine running.
24 ELECTRICAL FAULT - R PMG feed for R FBW PC is not available with
FBW PC PMG INOP left engine running.

CS130-21.02-06.00-121418 CS130_24_L2_FBWPCS_MonitoringTests.fm
24-02 Primary Power Distribution System
24-02 PRIMARY POWER DISTRIBUTION

SYSTEM
GENERAL DESCRIPTION NOTE

The primary power distribution system includes all of the AC and DC The EMPC unit controls the RAT autodeploy logic and provides a
power sources, which feed the AC and DC BUSES within the three redundant overvoltage protection function for the RAT generating
electrical power centers (EPCs). These buses directly supply major channel. For further information on these functions, refer to
power consumers, through circuit breakers, as well as provide power to emergency power generation and distribution.
the secondary power distribution system.
Each EPC contains physical separation barriers and firewalls to limit the
effect of potential foreign object debris (FOD) damage, and to isolate
potential fire hazards. These barriers are also used to isolate the
components of the normal power distribution from those essential for
flight.
Thermal circuit breakers, required to protect AC and DC outputs and
inputs, are located on the outside of the EPCs. Crew monitoring of these
circuit breakers is provided on the CB page in the flight deck, however
reset of a tripped breaker requires maintenance personnel to access the
equipment bay.
The contactors within EPC 1 and EPC 2 are controlled by bus power
control units (BPCUs).
The BPCUs provide the control and protection functions for external
power, BATT 1, BATT 2, TRU 1, TRU 2, DC BUS 1, DC BUS 2, DC ESS
BUS 1, and DC ESS BUS 2.
The BPCUs provide control and protection functions for AC BUS 1 and
AC BUS 2 in conjunction with GCUs.
The BPCUs provide load management functionality when the AC or DC
sources are overloaded.
The emergency power control (EMPC) provides control and protection of
primary power distribution within EPC 3.

CS130-21.02-06.00-121418 CS130_24_L2_PPDS_General.fm
APU
L VFG GEN
EXT PWR R VFG
BPCU 1 BPCU 2
APU
STARTER
AC BUS 1 AC BUS 2
TRU 1 TRU 2
GEN RAT
DC BUS 1 DC BUS 2
RGC
EMPC
SSRPC 1
SSRPC 2
AC ESS BUS

TRU 3
SSRPC 4
SSRPC 3
DC EMER BUS DC ESS BUS 3
EPC 3
CS1_CS3_2450_001
EPC 1 LEGEND EPC 2
BATT 1 BATT 2
AC Generation
DC Generation
Figure 33: Primary Power Distribution System

CS130-21.02-06.00-121418 CS130_24_L2_PPDS_General.fm
COMPONENT LOCATION
The primary power distribution system consists of the following:
• Electrical power centers (EPCs)
• Bus power control units (BPCUs)
• Emergency power control (EMPC) unit
ELECTRICAL POWER CENTERS

EPC 1 and EPC 2 are installed in the mid equipment bay. EPC 3 is
installed in the forward equipment bay.

CS130-21.02-06.00-121418 CS130_24_L2_PPDS_ComponentLocation.fm
Thermal
Circuit
Breakers
EPC 1
(MID EQUIPMENT BAY)
Thermal
Circuit Breakers EPC 3
(FWD EQUIPMENT BAY)
CS1_CS3_2400_008
EPC 2
(MID EQUIPMENT BAY)
LEGEND
Figure 34: Electrical Power Centers

BUS POWER CONTROL UNITS

BPCU 1 and BPCU 2 are located in the mid equipment bay.
EMERGENCY POWER CONTROL

The emergency power control (EMPC) unit is a line replaceable module
installed within EPC 3.

A EMERGENCY POWER CONTROL LRM
ELECTRICAL POWER CENTER
BPCU 1
CS1_CS3_2450_002
BPCU 2
BUS POWER CONTROL UNIT

MID EQUIPMENT BAY
Figure 35: Bus Power Control Units and Emergency Power Control

ELECTRICAL POWER CENTER 1

EPC 1 contains the primary power distribution infrastructure for the left
power channel. It contains an internal separation barrier between the AC effect current sensor is used in the feed line from the battery to the
power and normal DC power section, as well as between the DC power battery direct bus to measure battery current draw.
and essential DC power sections. The EPC also includes a number of relays. Some relays are used by the
The AC distribution system receives and distributes the primary 3-phase electrical power generation system. Other relays are hosted relays.
AC power. AC input power may be received from the left variable Hosted relays are housed within the EPC, but are controlled by circuitry
frequency generator (VFG), external power, or from EPC 2. The bus tie external to the EPC.
function allows EPC 1 to supply power to EPC 2 or receive power from EPC 1 houses the motor pump contactor for hydraulic AC motor pump
EPC 2. (ACMP) 2B. Current draw by the hydraulic pump is monitored by a
The DC distribution system receives and distributes primary 28 VDC current transformer upstream of the motor pump contactor. The BPCU
power. DC power is created using a 350 A transformer rectifier unit monitors the current transformer to protect against excessive current
(TRU 1), BATT 1, and from one of several bus tie functions with EPC 2 draw by the AC motor pump.
or EPC 3. An external power TRU provides DC power for BPCU operation when
The EPC incorporates contactors and solid-state remote power using external AC power. For additional information, refer to external AC
controllers (SSRPCs) to switch power to and from various DC BUSES. power.
Power diodes ensure the correct power distribution. Discrete inputs, outputs, analog voltage and sensing data are provided
Thermal circuit breakers, mounted on the outside of the EPC, as well as to BPCU 1 and BPCU 2, for control and monitoring purposes.
internal fuses, provide protection for distribution wires to the other EPCs,
and loads supplied directly from the EPC. APU Groomer Mode
An AC and DC circuit protective device detector (CPDD) monitors the On ground, the APU operates in a variable speed mode to optimize fuel
state of the EPC CBs, including the fuses and related devices. The burn and reduce emissions. The APU generator frequency varies
CPDD periodically reads, processes, and reports the state of the circuit between 400 Hz and 440 Hz. When the maintenance outlets are used in
protective devices (CPDs) in the EPC to CDC 1 via CAN buses. This either galley 1 or 4, the APU is governed to a frequency of 400 Hz. In
information is sent to the DMCs for display on the circuit breaker page in flight, the APU will always operate at 100% speed.
the flight deck.
Current transformers are used throughout the EPC to provide
measurement of current to the power feeds. These measurements are
used by the generator control units (GCUs) and bus power control units
(BPCUs) to identify current fault conditions. A Hall

CS130-21.02-06.00-121418 CS130_24_L3_PPDS_DetailedComponentInformation.fm
EXT PWR
L VFG 115/200 VAC 75 kVA
3-phase
115/200 VAC
LEGEND 3-phase 75 kVA EPCTA
EPC 1
ACMP AC Motor Pump AC SUBDISTRIBUTION
BCT Bus Tie Current Transformer
BLC Battery Line Contactor CB Sense LCT 1 EP BPCU
BPCU Bus Power Control Unit Matrix TRU Power
BTC Bus Tie Contactor
CDC Control and GLC 1
ELC
Distribution Cabinet
CPD Circuit Protective Devices To AC BUS 2
AC BUS 1 (To/From EPC 2)
DTC DC Tie Contactor CAN BUS BCT 1 BTC 1
CPD Detector CB-A11
ELC External Power To CDC 1
Line Contactor
50 ACMP 2B
EP External Power MPC 2B
EPC Electrical Power Center TRU 1
EPCTA External Power Current Discrete Discrete Input
75
Inputs Interface CB-A18
Transformer Assembly TCB Feeds
EPGS Electrical Power TLC 1
Generation System To AC ESS BUS
(EPC 3)
ETC Essential Tie Contactor APU Groomer DC SUBDISTRIBUTION
GLC Generator Line Contactor Mode Discrete Output
LCT Line Current Transformer DC BUS 1 To DC BUS 2
Discrete Interface (To/From EPC 2)
MPC Motor Pump Contactor DTC 3
SSRPC Solid-state Remote Outputs TCB Feeds
Power Controller DTC 1
TCB Thermal Circuit Breaker Voltage Sensing TCB Feeds
Analog AC/DC
TLC TRU Line Contactor Voltage and DC ESS BUS 1 To DC ESS BUS 2
TRU Transformer Rectifier Unit Current Sensing Current Sense (To/From EPC 2)
VFG Variable Frequency Generator F3-200A
SSRPC 1
BLC 1
To DC ESS BUS 3
TCB Feeds (To/From EPC 3)
CB-J1 ETC 1
D3
CONTACTOR CONTROL 50 BATT Direct BUS 1 SSRPC 3
EPGS D4
BPCU 1 Relays
BPCU 2 F1-80A
Hall
Left GCU Effect
CS1_CS3_2450_003
D1 TCB Feeds
Sensor 1 D2
BTC 1/2 are controlled by BPCUs and Hosted
Relays DC EMER BUS From BATT
inhibited by GCUs. DIR BUS 2
(EPC 2)
For dual controlled contactors, primary
control is indicated by the left-most symbol. BATTERY CHARGER 1 BATT 1
Figure 36: Electrical Power Center 1

ELECTRICAL POWER CENTER 1 LINE REPLACEABLE • Emergency relay 1

COMPONENTS
• AC slave relay 1
Electrical power center (EPC) 1 has the following line replaceable
• Bus tie contactor 1
components:
• External power transformer rectifier unit
• Diodes 1 and 2
• Extraction fan contactor 2
• E brake relay 1
• External line contactor
• E brake relay 2
• Generator line contactor 1
• Solid-state remote power controller 3
• Motor pump contactor 2B
• Battery 1 hall effect sensor
• Fuse 1 and fuse detector WARNING
• Diodes 3 and 4 WHEN WORKING INSIDE EPC 1, MAKE SURE BATTERIES 1
AND 2 ARE DISCONNECTED. IF THE BATTERIES ARE
• Fuse 5 CONNECTED, INJURY TO PERSONNEL AND DAMAGE TO
• Battery line contactor 1 EQUIPMENT MAY OCCUR.
• Fuse 3 and fuse detector
• DC tie contactor 1
• Essential tie contactor 1
• TLC driver electronic board
• DC tie contactor 3
• TRU line contactor 1
• Fly-by-wire power converter relay
• Circuit protection device detector 1
• Maintenance mode relay
• Hydraulic system no. 1 shutoff valve relay
• Battery 1 slave relay

EPC 1
LEGEND
1. Diodes 1 and 2
2. E Brake Relay 1 1
3. E Brake Relay 2
4. Solid-State Remote Power Controller 3
5. Solid-State Remote Power Controller 1 25
6. Battery 1 Hall Effect Sensor 2
7. Fuse 1 and Fuse Detector
8. Diodes 3 and 4 4
9. Fuse 5
10. Battery Line Contactor 1 26
11. Fuse 3 and Fuse Detector 3
12. DC Tie Contactor 1
13. Essential Tie Contactor 1
5
14. TLC Driver Electronic Board
15. DC Tie Contactor 3 7
16. TRU Line Contactor 1 6
27
17. Fly-By-Wire Power Converter Relay 8
18. Circuit Protection Device Detector 1
19. Maintenance Mode Relay 9
20. Hydraulic System No. 1 Shutoff Valve Relay
21. Battery 1 Slave Relay 10 18
22. Emergency Relay 1
11
23. AC Slave Relay 1 12
24. Bus Tie Contactor 1 28
25. External Power Transformer Rectifier Unit 19 20 21
13
26. Extraction Fan Contactor 2
27. External Line Contactor 22 23
28. Generator Line Contactor 1
29. Motor Pump Contactor 2B
14
15
29
24
16
CS1_CS3_2450_041
17
Figure 37: Electrical Power Center 1 Line Replaceable Components


EPC 2 contains the primary power distribution infrastructure for the right The EPC includes relays, which the electrical power generation system
power channel, and the APU generating channel. EPC 2 contains an uses, as well as hosted relays. These hosted relays are housed within
internal separation barrier between the normal DC power and essential the EPC, but use circuitry external to the EPC.
DC power sections, an internal separation barrier between the normal
EPC 2 houses the motor pump contactors for hydraulic AC motor pump
AC power (AC BUS 2) and normal DC power sections, and an internal
(ACMP) 3A and 3B. Current draw by the hydraulic pumps is monitored
firewall between the APU generator and normal AC power (AC BUS 2)
by a current transformer upstream of the motor pump contactor. The
sections.
BPCU monitors the current transformer to protect against excessive
AC input power can be received from the right VFG, APU generator current draw by the AC motor pump.
power, or from EPC 1. The bus tie function allows EPC 2 to supply
Discrete inputs, outputs, analog voltage, and sensing data are provided
power to EPC 1 or receive power from EPC 1.
to BPCU 1 and BPCU 2 for control and monitoring purposes.
The DC distribution system receives and distributes primary 28 VDC
power. DC power is created using a 350 A transformer rectifier unit
(TRU 2), BATT 2, and from one of several bus tie functions with EPC 1
or EPC 3.
The EPC incorporates contactors and solid-state remote power
controllers (SSRPCs) to switch power to and from various DC BUSES.
Power diodes ensure the correct power distribution.
Thermal circuit breakers, mounted on the outside of the EPC, as well as
internal fuses, provide protection for distribution wires to the other EPCs
and loads supplied directly from the EPC.
An AC and DC circuit breaker sense matrix monitors the state of the
EPC circuit breakers, which includes fuses. The CB sense matrix
periodically reads, processes, and reports the state of the CPDs in the
EPC to CDC 2 via CAN BUSES. This information is sent to the DMCs for
display on the CB page in the flight deck.
Current transformers are used throughout the EPC to provide
measurement of current to the power feeds. These measurements are
used by the GCUs and BPCUs to identify current fault conditions. A
hall-effect current sensor is used in the feed line from the battery to the
battery direct bus to measure battery current draw.

LEGEND
APU
GEN R VFG
ACMP AC Motor Pump 115/200 VAC
ACT APU Current Transformer 75 kVA 3-phase 75 kVA
EPC 2
ALC APU Line Contactor
AC SUBDISTRIBUTION
ASC APU Start Contactor
BCT Bus Tie Current Transformer
BLC Battery Line Contactor ACT LCT 2 CB Sense
Matrix
BSC Battery Start Contactor
BTC Bus Tie Contactor GLC 2
CDC Control and Distribution Cabinet ALC
CPD Circuit Protective Devices To AC BUS 1
CT Current Transformer (to/from EPC 1) AC BUS 2
BTC 3 BTC 2 BCT 2 CDP Detector CAN BUS
DTC DC Tie Contactor CB-A4 to CDC 2
EPC External Power Center ACMP 3B
EPGS Electrical Power MPC 3B 50
Generation System
ACMP 3A TRU 2 Discrete Input
CB-A13
ETC Essential Tie Contactor Discrete
MPC 3A Interface Inputs
75
GLC Generator Line Contactor
LCT Line Current Transformer TCB Feeds
TLC 2
MPC Motor Pump Contactor To AC ESS BUS
SSRPC Solid-state Remote (EPC 3)
Power Controller DC SUBDISTRIBUTION
TCB Thermal Circuit Breaker To DC BUS 1 Discrete Output Discrete
DC BUS 2 Interface
TLC TRU Line Contactor (to/from EPC 1) Outputs
F4-400A
TRU Transformer Rectifier Unit TCB Feeds
VFG Variable Frequency Generator DTC 2
TCB Feeds Voltage
Analog AC/DC
Voltage and Sensing
To DC ESS BUS 1 DC ESS BUS 2 Current Sense
(to/from EPC 1) Current
ETC 6 Sensing
SSRPC 2
BLC 2
To DC ESS BUS 3
(to/from EPC 3) TCB
CONTACTOR CONTROL ETC 2 CB-B12 Feeds
D5
AGCU 50
From TRU Start Contactor SSRPC 4 BATT DIRECT BUS 2
BPCU 1 EPGS
(EPC 3) D6
BPCU 2 Relays
F2-80A
CDC
Right GCU APU Start Motor Hall Effect
CS1_CS3_2450_004
ASC BSC Sensor 2
BTC 1/2 are controlled by BPCUs and To DC EMER BUS Hosted
(EPC 1) Relays
inhibited by GCUs.
For dual controlled contactors, primary
control is indicated by the left-most symbol. BATT 2 BATTERY CHARGER 2

ELECTRICAL POWER CENTER 2 LINE REPLACEABLE • Battery line contactor 2

COMPONENTS
• Battery 2 slave relay
components:
• AC slave relay 2
• Extraction fan contactor 1
• Emergency relay 2
• Generator line contactor 2
• Diodes 5 and 6
• Recirculation fan
• TLC driver electronic board
• Motor pump contactor 3A
• Motor pump contactor 3B
• Fuse 4
• Cabin pressure relay
• Essential tie contactor 6 WARNING
• DC tie contactor 2 WHEN WORKING INSIDE EPC 2, MAKE SURE BATTERY 2 IS
DISCONNECTED. IF THE BATTERY IS CONNECTED, INJURY
• APU line contactor TO PERSONNEL AND DAMAGE TO EQUIPMENT MAY
• Hydraulic system no. 2 shutoff valve relay OCCUR.
• E brake relay 4
• E brake relay 3
• Battery 1 hall effect sensor
• Fuse 2 and fuse detector
• Fuse 6
• Battery start contactor
• APU start contactor

EPC 2
LEGEND
1. Extraction Fan Contactor 1
2. Generator Line Contactor 2 12
3. Recirculation Fan
4. Bus Tie Contactor 2
5. Motor Pump Contactor 3A 14
1 13
6. Motor Pump Contactor 3B
7. Circuit Protection Device Detector 2
8. Cabin Pressure Relay 15
16
10. DC Tie Contactor 2
18 19
11. APU Line Contactor
12. Hydraulic System No. 2 Shutoff Valve Relay 2 17 20
3
13. E Brake Relay 4
14. E Brake Relay 3 21
16. Battery 1 Hall Effect Sensor 22 23
17. Fuse 2 and Fuse Detector
18. Fuse 6
4 27
19. Battery Start Contactor
20. APU Start Contactor 24 25 26
7
22. Battery Line Contactor 2
23. Essential Tie Contactor 2 8 29
24. Battery 2 Slave Relay
25. AC Slave Relay 2 10 28
5 9
26. Emergency Relay 2
27. Diodes 5 and 6
28. TRU Line Contactor 2
29. TLC Driver Electronic Board
30. Bus Tie Contactor 3
31. Fuse 4
31
11 30
6
CS1_CS3_2450_042


EPC 3 contains the primary power distribution infrastructure for the
emergency power channel. EPC 3 contains an internal separation
barrier between the AC distribution and DC distribution.
EPC 3 receives, and distributes aircraft power for the AC ESS BUS and
DC ESS BUS 3.
The AC distribution system receives and distributes the 3-phase AC
power from either AC BUS 1 or AC BUS 2, or the RAT generator if in the
emergency mode.
The DC distribution system generates and distributes power to DC ESS
BUS 3. TRU 3 provides the main DC power input when the AC ESS BUS
is powered. Input power can be received from BATT 1, BATT 2, TRU 1
(EPC 1), or TRU 2 (EPC 2) from across the DC TIE BUS when TRU 3 is
not operative.
Thermal circuit breakers, mounted on the outside of the EPC, as well as
internal fuses, provide protection for distribution wires to the other EPCs
and loads supplied directly from the EPC.
An AC and DC circuit breaker sense matrix monitors the state of the
EPC circuit breakers, including fuses and related devices. The sense
matrix periodically reads, processes, and reports the state of CBs in the
EPC via the circuit protective device detector (CPDD) to CDC 2 via CAN
buses. This information is displayed on the CB page.
The EPC also include relays used by the electrical power generation
system as well as hosted relays.
Discrete inputs, outputs, analog voltage, and sensing data are provided
to BPCU 1 and BPCU 2 for control and monitoring purposes.

10 kVA HYB RAT
From From GEN

EPC 1 EPC 2 115/200 VAC
LEGEND EPC 3 3-phase
CDC Control and Distribution Cabinet AC SUBDISTRIBUTION

CPD Circuit Protective Devices
EBC Essential Bus Contactor A429 from DMCs RGC
EMPC Emergency Power Control
ETC Essential Tie Contactor EBC 1 EBC 2
A429 to DMCs EMPC
RAT Ram Air Turbine
RGC RAT Generator Control
RLC RAT Line Contactor
TCB Thermal Circuit Breaker CB Sense RLC
TLC TRU Line Contactor Matrix
TRU Transformer Rectifier Unit
TSC TRU Start Contactor
CPD
CAN BUS to CDC 2 Detector
AC ESS BUS TCB Feeds
Discrete L Fuel Pump

CB-F1 Contactor
Input
50
Discrete Inputs CB-A1
Interface 10 L Fuel Pump
Discrete DC SUBDISTRIBUTION
Discrete Outputs Output
Interface
TRU 3
TSC
APU Start
Voltage Sensing Analog (EPC 2)
AC/DC
Voltage and
Current Sensing Current Sense TLC 3
DC ESS TIE ETC 3 ETC 4 DC ESS

CONTACTOR CONTROL BUS 1 - 3 DC ESS BUS 3 TIE BUS 2 - 3
CS1_CS3_2450_005
(from EPC 1) (from EPC 2)
EMPC
RGC Hosted Relays 5 TCB Feeds
CDC 4
CDC 1

ELECTRICAL POWER CENTER 3 LINE REPLACEABLE UNITS

components:
• RAT line contactor
• Essential bus contactor 1
• Left fuel pump relay
• Essential bus contactor 2
• Landing gear relay 1
• Landing gear relay 2
• TRU start contactor

LEGEND
1. RAT Line Contactor EPC 3
2. Essential Bus Contactor 1
3. Left Fuel Pump Relay
4. Essential Bus Contactor 2
5. Circuit Protection Device Detector 3 6 7
6. Landing Gear Relay 1
1
7. Landing Gear Relay 2 8 9
8. TRU Line Contactor 3
9. TRU Start Contactor
2
3 10
11
4
CS1_CS3_2450_043

CIRCUIT PROTECTIVE DEVICE DETECTOR

Each of the three EPCs contains a circuit protection device detector The CPDD performs power-on built-in test (PBIT) and continuous built-in
(CPDD) module. The CPDD is responsible for monitoring fuses, circuit test (CBIT) checking.
breakers, and relays of various subsystems, and sending the status
summary via the two controller area network (CAN) buses to its
associated CDC (CDC 1 or CDC 2). NOTE
The CPDD is a separate circuit board within the EPC. It is pin The auxiliary contacts used by the CPDD are not shown on
programmed to identify the EPC where it is installed. The CPDD features electrical schematics.
an automatic built in test intended to verify CPDD wiring health. The BIT
report is transmitted via the CAN BUSES.
The following methods are used to monitor the status of the circuit
protection devices:
• Direct reading of auxiliary contacts
• Indirect reading of CB auxiliary contacts through a circuit breaker
matrix
• Indirect reading using voltage measurement
Fuses rated at less than 200 A, DC circuit breakers less than 50 A AC
circuit breakers, and various relays use auxiliary contacts to report their
status. DC CBs greater than 50 A and fuses greater than 200 A use
voltage measurement for status reporting.
EPC 1 and EPC 2 contain a circuit breaker matrix that can indirectly
monitor the status of the CB. The matrix is an arrangement of several
rows of multiple CB auxiliary contacts. The auxiliary contacts are
accessed by activating the corresponding column with a discrete output
signal. The matrix contains control diodes to check the status of the
lines.
Voltage measurement of high-current demand devices uses two discrete
inputs to measure the voltage at the input and output of the device. A
voltage differential is indicative of an open device.

BITE
LRU ID
Watchdog
Fuse With Fuse Thermal Circuit Breaker

CDC 1-11-11 Detector Pin
With Auxiliary Contacts
EPC 1 CBP MON Program
DC Power
BUS 1 SSPC 3A Supply Microprocessor
Logic: Always On
Direct Reading
Fuses
CDC 2-9-12 CAN
Relays BUS CDC
EPC 2 CBP MON CBs Discrete Interface
DC AUX
SSPC 3A 1 Contacts Inputs
BUS 2
MUX
Logic: Always On
BITE
CDC 4-5-14
EPC 3 CBP MON Diode CB CB CB CB
DC
BUS 2 SSPC 3A 2 Indirect
Reading
Logic: Always On CB Diode CB CB CB
Discrete
Output
CB CB Diode CB CB
NOTE
CB CB CB Diode CB
1 To EPC 2
CS1_CS3_2450_006
Column 1 Column 2 Column I Column J Column N
2 To EPC 3
Circuit Breaker Sense Matrix CIRCUIT PROTECTION DEVICE DETECTOR
Figure 42: Circuit Protective Device Detector

BUS POWER CONTROL UNITS

BPCU 1 provides external power control, load management, and control For primary power distribution control, the BPCUs work with the GCUs to
to bus contactors on the left side of the aircraft. BPCU 2 provides APU distribute power from all currently available sources to each power bus.
start contactor control, load management, and control to contactors on The power sources are configured to operate in split bus mode.
the right side of the aircraft.
TRANSFORMER RECTIFIER UNIT OVERCURRENT
BPCU 1 and BPCU 2 receive internal power from DC ESS BUS 1, DC
ESS BUS 2, and external power through the EP TRU. BPCU 1 and TRU 1 and TRU 2 output current is sensed by a shunt internal to the
BPCU 2 also receive backup power from DC EMER BUS when the other TRU and monitored by the BPCUs to obtain information necessary to
power feeds are not available. In maintenance mode, BPCU 1 receives perform TRU 1 and TRU 2 overcurrent (OC) protection.
power from the DC EMER BUS through a maintenance mode relay.
The source of the overcurrent is isolated by the BPCU sequentially
To monitor the status of the electrical system, the BPCUs receive the opening downstream contactors in rapid succession until the OC
following AC analog inputs: condition is no longer active. The BPCU sequencing logic also
re-enables downstream contactors to enable automatic reconfiguration
• External AC voltage and current
of serviceable buses.
• AC bus voltage and current
TRU 1 and TRU 2 OC conditions are reset by a cold start of the BPCUs.
• Line and tie bus current A cold start is a complete power-down followed by power-up.
The BPCU also receives analog 28 VDC inputs:
• DC bus voltage NOTE
• DC bus current
When a TRU OC protection is active, the operation of SSRPCs
Discrete inputs include control panel switch position, WOW, pin and power transfers are inhibited until the protection is no longer
programming, and status information from other control units including active.
the opposite BPCU.
The two primary functions of the BPCU are to perform power source/bus
transfers, and coordinate load management. Load management and
power transfers coordinate with other LRUs over redundant
communication. This means that if one bus becomes non-operational,
the LRUs will use data from an operational bus. The BPCU will
communicate over redundant TTP networks to CDC 1, CDC 2, all GCUs
and the other BPCU.
The BPCU protects the external AC source and TRU, generates CAS
messages, and BITE.

BPCU 1
DC ESS BUS Contactor

Control and
Monitoring
Backup
DC EMER BUS Power
Supply Voltage and
Maint
Current Sensing
EPTRU SSRPC Control EPC

and Monitoring
Hydraulic Motor
Pump Contactor
Protection Control and
Functions Monitoring
WOW
TRU Monitoring
Air/Gnd and Protection
EICAS
ELECTRICAL
BUS ISOL CABIN PWR SYN
AUTO
RAT GEN
CDC 1 DMC 1
MAIN ESS AND AND
ON Lamp Drivers CDC 2 DMC 2
PULL OMS
TURN
BATT
B
AUTO
1 BATT 2
AUTO
Communication
OFF OFF
HMU
GCUs
L GEN R GEN
FAIL FAIL
L DISC AVAIL FAIL R DISC

IN USE OFF
OIL OIL Switch Inputs

DISC DISC BPCU 2
CS1_CS3_2450_008
ELECTRICAL PANEL LEGEND
SSRPC Solid-State Remote Power Controller
AFDX
TTP BUS
Figure 43: Bus Power Control Units Block Diagram


The emergency power control (EMPC) receives 28 VDC from DC ESS
BUS 2 and DC ESS BUS 3. The DC EMER BUS provides backup power
to the EMPC in the event the voltage of the other sources falls below
18 VDC.
The EMPC controls the following contactors:
• Essential bus contactors 1 and 2 (EBC 1 and EBC 2)
• Essential tie contactors 3 and 4 (ETC 3 and ETC 4)
• TRU line contactor 3 (TLC 3)
The EMPC controls RAT line contactor (RLC) when the RAT is deployed.
The EMPC monitors the ELC, ALC, GLC 1 and GLC 2, EBC 1 and
EBC 2, TLC 1 and TLC 3, ETC 3 and ETC 4, and the RLC status via
their auxiliary contact inputs.
The EMPC controls the various contactors in EPC 3 in coordination with
BPCU 1 and BPCU 2.
The EMPC monitors TRU 3 for current, temperature, and status. A TRU
3 OC condition is reset by a cold start of the EMPC or when the electrical
emergency mode is activated.
The EMPC communicates with DMC 1 and DMC 2 over ARINC 429.
The RAT generator control (RGC) transmits ARINC 429 data through the
EMPC.
Upon detection of a fault, the EMPC latches the fault until a reset
operation is conducted.

EMPC
Backup
DC EMER BUS ARINC 429 RAT
Power GENERATOR
DC ESS BUS 2 Initiated BITE/ CONTROL
Supply
RGC Reset
DC ESS BUS 3
Auxiliary Contacts Contactor

(EPC 1, EPC 2 and EPC 3) Position Contactor Drivers EBC 1 and EBC 2, ETC 3 and ETC 4, TLC 3
Redundant
Overvoltage
WOW Protection
RAT Line
Air/Gnd Contactor RAT Line Contactor
RAT GEN Control
Protection Auto Deploy

Functions RAM Air
ON RAT Deploy RAT Control Manual Deploy Turbine
RAT Gen ON Indication Deploy
ELECTRICAL
PANEL Battery Charger Control Relay
EMER Mode DC Emer Relay 1
DC Emer Relay 2
Voltage Sensing EICAS
EPC 3 Current Sensing DMC 1 SYN

ARINC 429 AND
TRU 3 Current, Temp, DMC 2
CS1_CS3_2450_009
and Status OMS
HMU
Figure 44: Emergency Power Control Block Diagram

ELECTRICAL PANEL AND SYNOPTIC PAGE

Primary power distribution indication is displayed on the ELEC synoptic
page. The synoptic page is automatically configured to reflect the
operational status of the aircraft.

CS130-21.02-06.00-121418 CS130_24_L2_PPDS_ControlsIndications.fm
STATUS AIR DOOR ELEC FLT CTRL
BUS STATUS
FUEL HYD AVIONIC INFO CB
FLOW LINES
Symbol Condition Symbol Condition BATT 1 BATT 2
Powered DC ESS 3 Powered
30 °C DC EMER 30 °C
28 V 28 V
0A 0A
Not powered AC ESS Failed
Invalid DC ESS 1 DC ESS 2

DC EMER Disconnected
DC ESS 3
AC BUS 1 Invalid
DC BUS 1 DC BUS 2
DC TRU 1 TRU 3 TRU 2

28 V 28 V 28 V
AC 240 A 150 A 202 A
DECLUTTERED
SYMBOLOGY LOGIC AC BUS 1 AC ESS AC BUS 2
Symbol Condition
Interconnect DC BUS 1 and
DC BUS 2 flow lines
displayed only when
energized or control logic is
invalid.
DC EMER Displayed only in 0 KVA 0 KVA

abnormal states.
0V 23 KVA 23 KVA 0V
115 V 115 V
L 400 HZ 400 HZ R
GEN GEN
CS1_CS3_2450_010
EXT APU
PWR GEN APU
Figure 45: Primary Power Distribution Controls and Indications

CS130-21.02-06.00-121418 CS130_24_L2_PPDS_ControlsIndications.fm
OPERATION
NORMAL OPERATION
Normal operation of the distribution of primary electrical power is
illustrated in the following modes:
• Unpowered aircraft
• BATT 1 or BATT 2 power
• BATT 1 and BATT 2 power
• External AC power
• External AC with APU generator online
• APU generator online
• APU generator with left VFG online
• Left VFG online
• Left and right VFGs online
• External AC with L VFG online
• External AC with R VFG online
Unpowered Aircraft
When the aircraft is unpowered with both batteries connected, the
battery direct buses are powered from their respective batteries. The
emergency bus is powered from both battery direct buses through
diodes.
NOTE
In this scenario, the ELECTRICAL synoptic page is not available,
since the aircraft is unpowered, and there is no available power for
the display units.

CS130-21.02-06.00-121418 CS130_24_L2_PPDS_Operation.fm
EXT
L PWR APU R
VFG GEN VFG
GLC 1 ELC GLC 2

ALC
BTC 1 BTC 3 BTC 2
AC BUS 1 AC BUS 2
TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
DC BUS 1 DC BUS 2
APU
DTC 1 Starter DTC 2
RLC
ASC
ELECTRICAL
BUS ISOL CABIN PWR
AC ESS BUS
SSRPC 2
RAT GEN
SSRPC 1
AUTO
MAIN ESS
BLC 1 ETC 1 ETC 2 BLC 2
ON
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
FAIL FAIL
SSRPC 4
OFF EXT PWR APU GEN OFF TLC 3
AVAIL FAIL
BSC
L DISC R DISC
CS1_CS3_2450_021
IN USE OFF DC EMER BUS
OIL OIL
ETC 3 ETC 4
DISC DISC
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 46: Unpowered Aircraft

BATT 1 or BATT 2 Power

When the BATT 1 switch is selected to AUTO, battery line contactor 1
(BLC 1) closes, allowing BATT DIR BUS 1 to supply DC ESS BUS 1.
Essential tie contactor (ETC) 1 and ETC 2 are energized by BPCU 1 and
BPCU 2 respectively to connect all three DC ESS BUSES. BPCU 2 also
energizes ETC 6 to directly parallel DC ESS BUS 1 and 2. This ensures
that these two buses are paralleled in the event that the AC ESS BUS
and DC ESS BUS 3 are isolated during the smoke isolation procedure
(BUS ISOL switch selected to ESS).
Operation using BATT 2 switch is similar.

BATT 1 BATT 2 EXT

16 °C 15 °C L PWR APU R
24 V 25 V VFG GEN VFG
82 A 3A
DC ESS 1 DC ESS 2 GLC 1 ELC GLC 2

ALC
DC ESS 3 BTC 1 BTC 3 BTC 2
DC BUS 1 DC BUS 2 AC BUS 1 AC BUS 2
0V 0V 0V
AC 0A 0A 0A
AC BUS 1 AC ESS AC BUS 2

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
--- KVA --- KVA
--- V --- V DC BUS 1 DC BUS 2
L R
GEN GEN
APU
APU DTC 1 Starter DTC 2
RLC
SYNOPTIC PAGE - ELECTRICAL DC ESS BUS 1 DC ESS BUS 2
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
CS1_CS3_2450_022
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 47: BATT 1 Switch Selected to AUTO

BATT 1 and BATT 2 Power

When both BATT 1 and BATT 2 switches are selected to AUTO, all three
DC essential buses are powered, paralleled, and supplied from both
batteries.

BATT 1 BATT 2 EXT

18 A 66 A

ALC
0V 0V 0V
AC 0A 0A 0A

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
--- KVA --- KVA
--- V --- V DC BUS 1 DC BUS 2
L R
GEN GEN
APU
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN
GE R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
CS1_CS3_2450_023
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 48: BATT 1 and BATT 2 Switches Selected to AUTO

External Power - Press the EXT PWR PBA

When external power is connected to the aircraft, both the EXT PWR - Make sure that the EXT PWR PBA IN USE light illuminates and
PBA AVAIL lights on the ELECTRICAL panel and on the electrical/towing the EXT PWR AVAIL light goes off.
service panel illuminate.
When the EXT PWR PBA on the ELECTRICAL panel is pressed, the
AVAIL lights extinguish and the corresponding IN USE light illuminates. NOTE
BPCU 1 energizes the external power line contactor (ELC) to connect On the main instrument panel, display unit (DU) 1 and DU 2 turn
external power to the aircraft. In addition, the BPCUs energize the on. The ELECTRICAL synoptic page can be selected for display.
contactors within their respective EPCs. The EMPC energizes TRU line
contactor 3 (TLC 3).
With power available from each of the TRUs, the battery line contactors
(BLCs) are de-energized. Both batteries now only supply their
associated battery direct bus and the emergency bus.
The BPCUs de-energize ETC 1, ETC 2, and ETC 6 to isolate the three
DC essential buses from each other.
External Power Operation

To operate the aircraft with external power:
1 Connect the ground power unit (GPU) to the external power
receptacle.
2 On the electrical/towing service panel:
- Make sure the EXT PWR SERV AVAIL light illuminates.
- Make sure the CKPT PBA IN USE and EXT PWR IN USE lights
are off.
3 On the ELECTRICAL panel:
- Make sure the EXT PWR PBA IN USE light is off and the EXT
PWR AVAIL light illuminates.
- Make sure the BUS ISOL switch is selected to AUTO.
- Select BATT 1 switch and BATT 2 switch to AUTO.

BATT 1 BATT 2 EXT CKPT

17 °C 16 °C L PWR IN USE APU R
25 V 25 V VFG EXT
PWR
GEN VFG
0A 0A

SERV ALC
DC ESS 3 BTC 1 BTC 2
BTC 3
28 V 28 V 28 V
AC 85 A 16 A 80 A

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
0 KVA 0 KVA
0V 31 KVA 0V DC BUS 1 DC BUS 2
115 V
L 400 HZ R
GEN GEN
APU
EXT APU DTC 1 Starter DTC 2
PWR
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
CS1_CS3_2450_024
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 49: External Power Online

External Power with APU Generator Online

External power supplies the left channel and the APU generator supplies
the right channel. BTC 3 is de-energized to isolate the left and right
channels.
With the APU running, the APU generator comes online when the APU
GEN PBA is selected, unless two AC sources are already online.

BATT 1 BATT 2 EXT

0A 0A

ALC
28 V 28 V 28 V
AC 89 A 16 A 80 A

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
0 KVA 0 KVA
0V 12 KVA 19 KVA 0V DC BUS 1 DC BUS 2
115 V 115 V
L 400 HZ 407 HZ R
GEN GEN
APU
EXT APU APU DTC 1 Starter DTC 2
PWR PWR
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
CS1_CS3_2450_027
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 50: External Power with APU Generator Online

APU Generator Online

The BPCUs close BTC 1, BTC 2, and BTC 3 allowing the APU generator
to supply the left and right channels.

BATT 1 BATT 2 EXT

0A 0A

ALC
28 V 28 V 28 V
AC 89 A 16 A 80 A

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
0 KVA 0 KVA
0V 20 KVA 0V DC BUS 1 DC BUS 2
115 V
L 407 HZ R
GEN GEN
APU
APU APU DTC 1 Starter DTC 2
PWR
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL
SSRPC 1
AUTO
MAIN ESS
PULL
TURN
B
BATT 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
CS1_CS3_2450_028
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 51: APU Generator Online

APU Generator and Left VFG Online

The APU generator is online and the left engine generator is brought
online. The APU generator splits the channels with the other AC source.
With the left VFG online, BPCU 1 opens BTC 1 to isolate the left and
right channels.

BATT 1 BATT 2 EXT

0A 0A

ALC
28 V 28 V 28 V
AC 94 A 17 A 87 A

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
7 KVA 0 KVA
115 V 22 KVA 0V DC BUS 1 DC BUS 2
115 V
L 442 HZ R
GEN GEN
APU
APU APU DTC 1 Starter DTC 2
PWR
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
CS1_CS3_2450_029
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 52: APU Generator and Left VFG Online

Left VFG Online

With only the left VFG online, the BPCUs close BTC 1, BTC 2, and BTC
3. The left VFG supplies power to all buses.

BATT 1 BATT 2 EXT

0A 0A

ALC
28 V 28 V 28 V
AC 91 A 18 A 87 A

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
39 KVA 0 KVA
115 V 0V DC BUS 1 DC BUS 2
L R
GEN GEN
APU
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
CS1_CS3_2450_030
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 53: Left VFG Online

Left VFG and Right VFGs Online

The left VFG is online when the right VFG is online. The BPCUs open
BTC 1 and BTC 2 to isolate the left and right channels.

BATT 1 BATT 2 EXT

0A 0A

ALC
28 V 29 V 28 V
AC 91 A 18 A 86 A

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
6 KVA 22 KVA
115 V 115 V DC BUS 1 DC BUS 2
L R
GEN GEN
APU
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL
SSRPC 1
AUTO
MAIN ESS
PULL
TURN
BATT
B A T1
BAT BATT
BAT
A T2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AIL F
FAIL
CS1_CS3_2450_031
ETC 3 ETC 4
DC ESS BUS 3
DISC DISC
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 54: Left and Right VFGs Online

External Power with Left VFG Online

When the left engine is started, its VFG will automatically be turned on
and brought online by the GCU energizing the generator line contactor.
The left VFG will automatically supply the left channel (EPC 1). BPCU 1
de-energizes bus tie contactor 1 (BTC 1) to isolate the left channel from
the right channel.
BPCU 2 energizes BTC 2 and BTC 3 to allow external power to supply
the right channel.

BATT 1 BATT 2 EXT

0A 1A

ALC
28 V 29 V 28 V
AC 91 A 18 A 87 A

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
6 KVA 0 KVA
115 V 14 KVA 0V DC BUS 1 DC BUS 2
115 V
L 400 HZ R
GEN GEN
APU
PWR
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
DC EMER BUS
CS1_CS3_2450_025
IN USE OFF
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 55: External Power with Left VFG Online

External Power with Right VFG Online

When the right engine is started (left engine off), the right VFG is
automatically turned on and brought online by the right GCU.
BTC 2 is de-energized by BPCU 2 to isolate the right channel from the
left, which will be supplied from external power.

BATT 1 BATT 2 EXT

0A 1A

ALC
28 V 29 V 28 V
AC 92 A 18 A 86 A

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
0 KVA 14 KVA
0V 6 KVA 115 V DC BUS 1 DC BUS 2
115 V
L 400 HZ R
GEN GEN
APU
PWR
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
CS1_CS3_2450_026
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 56: External Power with Right VFG Online

TRANSFORMER RECTIFIER UNIT FAILURE MODES

Operation of the distribution of primary electrical power is illustrated in
the following TRU failure modes:
• TRU 1 failure
• TRU 3 failure
• TRU 1 and TRU 2 failure
• TRU 1 and TRU 3 failure
TRU 1 Failure
With both VFGs online, a failure of TRU 1 prevents TRU from supplying
DC BUS 1. BPCU 1 energizes DTC 3 to allow DC BUS 2 to supply DC
BUS 1.
To reduce the demand on the right VFG as a result of supplying DC BUS
1, the EMPC switches the AC ESS BUS from AC BUS 2 to AC BUS 1.
This is done by energizing EBC 1 (normally open contactor) and EBC 2
(normally closed contactor).
To reduce the load on TRU 2, the DC ESS BUS 1 is powered from
DC ESS BUS 3. This is done by closing ETC 1.

BATT 1 BATT 2 EXT

0A 1A
DC ESS 1 DC ESS 2 GLC 1 GLC 2

ELC ALC
21 V 29 V 28 V
AC 0A 45 A 150 A

TRU
T
TR 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
7 KVA 21 KVA
L R
GEN GEN
APU
RLC
ASC
AC ESS BUS
SSRPC 2
SSRPC 1
ETC 6
TRU 3 TSC
SSRPC 3
SSRPC 4
TLC 3
BSC
CS1_CS3_2450_032
DC EMER BUS
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
Figure 57: TRU 1 Failure

TRU 3 Failure
With both VFGs online, a failure of TRU 3 prevents DC ESS BUS 3 from
being supplied by this TRU. In this scenario, ETC 2 is closed to allow
DC ESS BUS 2 to supply DC ESS BUS 3.

BATT 1 BATT 2 EXT

0A 1A

ELC ALC
28 V 21 V 28 V
AC 121 A 0A 105 A

TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
9 KVA 19 KVA
L R
GEN GEN
APU
RLC
ASC
AC ESS BUS
SSRPC 2
SSRPC 1
ETC 6
TRU
TR 3 TSC
SSRPC 3
SSRPC 4
TLC 3
BSC
CS1_CS3_2450_033
DC EMER BUS
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
Figure 58: TRU 3 Failure

TRU 1 and TRU 2 Failures

Failure of TRU 1 and TRU 2 results in loss of power on both DC BUS 1
and DC BUS 2.
All DC ESS BUSES are paralleled and fed from TRU 3.

BATT 1 BATT 2 EXT

0A 0A

ELC ALC
21 V 28 V 21 V
AC 0A 80 A 0A

TRU
TR 1 TRU
TR 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
6 KVA 12 KVA
L R
GEN GEN
APU
RLC
ASC
AC ESS BUS
SSRPC 2
SSRPC 1
ETC 6
TRU 3 TSC
SSRPC 3
SSRPC 4
TLC 3
BSC
CS1_CS3_2450_034
DC EMER BUS
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
Figure 59: TRU 1 and TRU 2 Failure

TRU 1 and TRU 3 Failures

Failure of TRU 1 and TRU 3 results in TRU 2 as the remaining TRU. All
DC ESS BUSES are paralleled through ETC 1, ETC 3, ETC 4, and ETC
2. In addition, DC ESS BUS 1 and DC ESS BUS 2 are paralleled through
the closing of ETC 6.
The AC ESS BUS is powered from AC BUS 1 to avoid overloading
AC BUS 2.
TRU 2 and TRU 3 Failure

Failure of TRU 1 and TRU 3 results in an identical configuration, with the
exception that DC BUS 1 would be powered and DC BUS 2 would be
unpowered. The AC ESS BUS is powered from AC BUS 2.

BATT 1 BATT 2 EXT

0A 0A

ELC ALC
21 V 21 V 28 V
AC 0A 0A 139 A

TRU
TR 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
6 KVA 20 KVA
L R
GEN GEN
APU
RLC
ASC
AC ESS BUS
SSRPC 2
SSRPC 1
ETC 6
TRU
TR 3 TSC
SSRPC 3
SSRPC 4
TLC 3
BSC
CS1_CS3_2450_035
DC EMER BUS
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
Figure 60: TRU 1 and TRU 3 Failure

GROUND SERVICE MODE

The ground service mode is selected using the SERV PBA on the
ELECTRICAL/TOWING SERVICE PANEL. When the SERV PBA is
pressed, BPCU 1 commands the ground service mode. BPCU 1 closes
the ELC, BTC 1, BTC 3, and TLC 1.
Ten seconds after BPCU 1 commands ground service mode, BPCU 2
opens EBC 2, then closes BTC 2. This allows AC BUS 2 to be powered.
CDC 2 turns on, but only controls power to battery charger 2 and battery
heater 2. In addition, all loads connected to AC BUS 2 via a thermal
circuit breaker are powered.
Operating the Aircraft in Ground Service Mode

To operate the aircraft in ground service mode:
1. Connect the ground power unit (GPU) to the external power
receptacle.
2. On the ELECTRICAL/TOWING SERVICE panel, make sure that the
EXT PWR SERV PBA AVAIL light illuminates.
3. On the ELECTRICAL panel, make sure that the BATT 1 and BATT 2
switches are set to the OFF position.
4. On the ELECTRICAL/TOWING SERVICE panel, press the EXT PWR
SERV PBA. Make sure the EXT PWR SERV PBA IN USE light
illuminates and the EXT PWR SERV PBA AVAIL light goes out.

EXT
L PWR APU R
MAINT
VFG GEN VFG
LTS LAMP
TEST
ON/RESET/OFF
CKPT GLC 1 ELC GLC 2

IN USE ALC
BTC 1 BTC 3 BTC 2
EXT
PWR TOWBARLESS ONLY
AVAIL NO TOW AC BUS 1 AC BUS 2

ON
IN USE TOW
SERV
TOW PWR
Battery 2 Charger
Battery 2 Heater
TRU 1 TRU 2 and Thermal Circuit
RAT Breakers Only
BATT C
CALL HEADSET GEN
OMS/HMU
OMS/
MS/HMU
EBC 1 EBC 2
TLC 1 TLC 2
ELECTRICAL/TOWING SERVICE PANEL DTC 3
DC BUS 1 DC BUS 2
Battery 1 Charger
Battery 1 Heater APU
DTC 1 Starter DTC 2
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
OFF ON
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
CS1_CS3_2450_036
ETC 3 ETC 4
OIL OIL
DC ESS BUS 3
DISC DISC
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 61: Ground Service Mode

SMOKE ISOLATION USING THE BUS ISOL SWITCH The operation of the BUS ISOL switch for smoke isolation procedures is
Smoke isolation conditions and procedures require the flight crew to
segregate systems, power sources, and buses to evaluate and • BUS ISOL switch in MAIN with both VFGs online
extinguish possible electrical fire sources.
• BUS ISOL switch in MAIN with the left VFG online
When the BUS ISOL switch on the ELECTRICAL panel is selected to
• BUS ISOL switch in MAIN with the right VFG online
MAIN, the left and right channels are isolated from each other. To
remove power from a channel, with the BUS ISOL switch in the MAIN • BUS ISOL switch in ESS with both VFGs online
position, the associated GEN PBA on the ELECTRICAL panel is
selected OFF. This de-energizes the generator line contactor, removing BUS ISOL Switch in MAIN with Both VFGs Online
power to the associated AC BUS, TRU, and DC BUS. Since power is With both VFGs online, when the BUS ISOL switch is selected to MAIN,
lost from the TRU, the corresponding battery line contactor closes, which the following contacts are opened and locked out:
powers the associated DC ESS BUS. If the DC ESS BUS must be
isolated, the BATT switch must be selected OFF. • BTC 1, BTC 2, DTC 3, ETC 1, ETC 2, ETC 3, ETC 4, and ETC 6
Smoke isolation procedures, related to EPC 3, require that the BUS
ISOL switch on the ELECTRICAL panel is selected to ESS or MAIN to
isolate EPC 3. Smoke isolation procedures require 28 VDC power from
DC ESS BUS 2 or DC ESS BUS 3.
The circuitry for smoke isolation of EPC 3 is dictated by the position of
the BUS ISOL switch within the cockpit. When the BUS ISOL switch is in
MAIN, the logic opens ETC 3 and ETC 4. When the BUS ISOL switch is
in ESS, ETC 4, ETC 3, EBC 2, and EBC 1 will be commanded to their
open positions to isolate the EPC 3 AC ESS BUS and DC ESS BUS 3.
When the BUS ISOL switch is in AUTO, all contactors will be in their
normal positions. Upon the loss of BUS ISOL switch ARINC 429 signal,
the EMPC smoke isolation will remain in the last state unless an
electrical emergency is detected.

BATT 1 BATT 2 EXT

0A 0A

ALC
28 V 28 V 28 V
AC 91 A 18 A 86 A CONTACTORS
LOCKED OUT
TRU 1 TRU 2 BPCU 1
RAT
GEN BPCU 2
EBC 1 EBC 2 EMPC
TLC 1 TLC 2
DTC 3
9 KVA 19 KVA
L R
GEN GEN
APU
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL
SSRPC 1
AUTO
MAIN ESS
LL
PU N
R
TU
BATT 1
BA BATT
BAT
A T2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
F
FAIL F
FAIL
BSC
AIL F
FAIL
CS1_CS3_2450_037
ETC 3 ETC 4
DC ESS BUS 3
DISC DISC
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 62: Main Transfer Inhibit with Both VFGs Online

BUS ISOL SWITCH IN MAIN WITH LEFT VFG ONLINE

With only the left VFG online, when the BUS ISOL switch is selected to
MAIN, the following contacts are opened and locked out:
• BTC 1, DTC 3, ETC 1, ETC 2, ETC 3, ETC 4, and ETC 6

BATT 1 BATT 2 EXT

0A 30 A

ALC
28 V 28 V 0V
AC 95 A 18 A 0A CONTACTORS
LOCKED OUT
TRU 1 TRU 2 BPCU 1
RAT
GEN BPCU 2
EBC 1 EBC 2 EMPC
TLC 1 TLC 2
DTC 3
11 KVA 0 KVA
L R
GEN GEN
APU
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
LL
PU N
R
TU
BATT
BA 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
CS1_CS3_2450_038
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 63: BUS ISOL Switch in MAIN with Left VFG Online

BUS ISOL SWITCH IN MAIN WITH RIGHT VFG ONLINE

With only the right VFG online, when the BUS ISOL switch is selected to
MAIN, the following contacts are opened and locked out:
• BTC 2, DTC 3, ETC 1, ETC 2, ETC 3, ETC 4, and ETC 6

BATT 1 BATT 2 EXT

27 A 0A

ALC
0V 28 V 28 V
AC 0A 17 A 91 A CONTACTORS
LOCKED OUT
TRU 1 TRU 2 BPCU 1
RAT
GEN BPCU 2
EBC 1 EBC 2 EMPC
TLC 1 TLC 2
DTC 3
0 KVA 26 KVA
0V 115 V DC BUS 1 DC BUS 2
L R
GEN GEN
APU
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL
SSRPC 1
AUTO
MAIN ESS
LL
PU N
R
TU
BATT 1
BA BATT
BAT
A T2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL F
FAIL
BSC
AIL F
FAIL
CS1_CS3_2450_039
ETC 3 ETC 4
DC ESS BUS 3
DISC DISC
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 64: BUS ISOL Switch in Main with Right VFG Online

BUS ISOL SWITCH IN ESS WITH BOTH VFGS ONLINE

With both VFGs online, when the BUS ISOL switch is selected to ESS,
the EMPC opens the following contactors:
• ETC 3, ETC 4, EBC 1, and EBC 2

BATT 1 BATT 2 EXT

0A 0A

ALC
28 V 0V 28 V
AC 91 A 0A 86 A CONTACTORS
LOCKED OUT
TRU 1 TRU 2 EMPC
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
11 KVA 19 KVA
L R
GEN GEN
APU
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PU
TU LL
RN
BATT 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
CS1_CS3_2450_040
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 65: Essential Transfer Inhibit with Both VFGs Online

INTERRUPT-FREE DC ESSENTIAL BUS OPERATION

The DC primary distribution system includes four solid-state remote
power controllers (SSRPCs). SSRPC 1 and SSRPC 3 are located in
EPC 1, while SSRPC 2 and SSRPC 4 are located in EPC 2.
SSRPCs provide battery direct bus power to maintain the voltage on the
DC ESS BUSES during source transfer in the brief period before the
contactor can supply the bus. To maintain interrupt-free DC buses, the
BPCUs command the SSRPCs on for 100 ms when the associated DC
bus is sensed below a minimum voltage threshold.
The arrangement of SSRPC control and supply is as follows:
• BPCU 1 controls SSRPC 1 to route power from BATT DIR BUS 1 to
DC ESS BUS 1, and SSRPC 3 routes power to DC ESS BUS 3
• BPCU 2 controls SSRPC 2 to route power from BATT DIR BUS 2 to
DC ESS BUS 2 and SSRPC 4 to route power to DC ESS BUS 3
The BPCU commands the SSRPC to conduct power when the voltage
on the associated DC ESS BUS falls below 22+/-1 VDC. The BPCUs will
trigger the SSRPC output within 2.8 ms.
Whenever an SSRPC is commanded closed, the associated BLC is
commanded closed for 10 seconds.
The SSRPCs have a continuous rating of 150 A DC, and report their
status to the associated BPCU.
BPCU 1 inhibits SSRPC 1 and SSRPC 3 operation if TRU 1, TRU 3, or
BATT 1 current exceeds 400 A. BPCU 2 inhibits SSRPC 2 and SSRPC 4
operation if TRU 2, TRU 3, or BATT 2 output current exceeds 400 A.
The BPCUs inhibit SSRPC operation when the respective battery switch
is in the OFF position, except during the electrical maintenance mode,
where BPCU 1 closes SSRPC 3.

CS130-21.02-06.00-121418 CS130_24_L3_PPDS_DetailedDescription.fm
BPCU Command
DC ESS BUS power < 22 VDC
cmd
SSRPC
No TRU or BATT overheat
for 10 sec.
BLC
EPC 1 EPC 3 EPC 2
SSRPC 2
SSRPC 1
DC ESS BUS 3
ETC 3 ETC 4 BATT DIR BUS 2
BATT DIR BUS 1

SSRPC 3 SSRPC 4
CS1_CS3_2450_012
SSRPC CONTROL
BPCU 1
BPCU 2
Figure 66: Interrupt-Free DC ESS BUS Operation

DIFFERENTIAL CURRENT PROTECTION

The primary AC distribution system uses differential protection (DP) When AC BUS 1 is being powered from VFG 1, the BPCU detects an
functions to prevent differential current across single phases of the EPC 1 differential protection (DP) condition if any one phase of the sum
3-phase AC distribution system. Differential current protection includes of CT 2, DPCT 1, and BCT 1 current is less than the same phase of
the following: LCT 1 by more than 100 A.
• EPC differential current protection When AC BUS 2 is being powered from VFG 2, the BPCU detects an
EPC 2 DP condition if any one phase of the sum of CT 3, CT 4, DPCT 2,
• TIE BUS differential protection
and BCT 2 current is less than the same phase of LCT 2 by more than
100 A.
EPC Differential Current Protection
Where a DP fault occurs with the VFG supplying the AC BUS, the BPCU
The electrical power center (EPC) internal bus bars and interfaces are
sends a BPCU requested lockout to the GCU. This causes the GCU to
monitored for current faults. Four sets of current transformers (CTs) in
shut down the generator and open the generator line contactor.
EPC 1, five sets of CTs in EPC 2, and three sets of CTs in EPC 3 are
used to protect the AC load bus interfaces internal to the EPCs. When AC BUS 1 is being powered through the bus tie (VFG 2, external
power, or APU generator), the BPCU detects an EPC 1 DP condition if
EPC 1 and EPC 2 Differential Current Protection any one phase of the sum of CT 2 and DPCT 1 current is less than the
same phase of BCT 1 by more than 100 A.
In EPC 1 and EPC 2, the current supplied by the associated VFG is
monitored by line current transformers (LCT) 1 and LCT 2 respectively, When AC BUS 2 is being powered from through the bus tie (VFG 1,
reporting to the associated GCU. The GCU continuously reports LCT external power or APU gen), the BPCU detects an EPC 2 DP condition if
current to its respective BPCU. any one phase of the sum of CT 3, CT 4, and DPCT 2 current is less
than the same phase of BCT 2 by more than 100 A.
When the AC BUS is supplied from the opposite AC BUS, a bus tie
contactor current transformer (BCT) monitors the current and reports to When the AC BUS is being powered from the bus tie and an EPC 1 or
the associated BPCU. EPC 2 DP condition is true, the BPCU de-energizes and locks out the
associated BTC.
Each AC motor pump contactor has a CT used to monitor the current
supplied to the associated ACMP. This information is supplied to the An EPC 1 or EPC 2 DP fault is reset with a cold start of the BPCU.
BPCU.
Associated TRU and EPC thermal circuit breaker (TCB) feeds are
connected together to sum their outputs.
A differential protection current transformer (DPCT) measures current
supplied to the AC ESS BUS (in EPC 3). This current is reported to the
BPCU.

AC BUS powered by VFG: AC BUS powered by VFG:

Sum of CT 2, DPCT 1, BCT 1 < LCT 1 by more than 100 A, Sum of CT 3, CT 4, DPCT 2, BCT 2 < LCT 2 by more than 100 A,
then BPCU required to lockout GLC 1 through GCU. then BPCU required to lockout GLC 2 through GCU.
NOTE
L VFG To BPCU 1 R VFG
To BPCU 2
EPC 1 EPC 2
To Left GCU
To Right GCU LCT 2
LCT 1
GLC 2
GLC 1 BTC 2
BTC 1 To/From AC BUS 2
AC BUS 1
AC BUS 1 To/From BCT 2
AC BUS 2
BCT 1 CT 4 MPC 3B
MPC 2B DPCT 1 DPCT 2
ACMP 3B
ACMP 2B
CT 2 CT 3
ACMP 3A
MPC 3A
To AC ESS BUS
TCB Feeds
LEGEND To AC ESS BUS TCB Feeds

TRU 1 BCT Bus Tie Contactor Current Transformer TRU 2
BTC Bus Tie Contactor
DPCT Differential Protection Current Transformer
GLC Generator Line Contactor
LCT Line Current Transformer
CS1_CS3_2450_018
MPC Motor Pump Contactor
AC BUS 1 powered by TIE BUS: AC BUS 2 powered by TIE BUS:
Sum of CT 2, DPCT 1 < BCT 1 by more than 100 A, Sum of CT 3, CT 4, DPCT 2 < BCT 2 by more than 100 A,
then BPCU locks out BTC 1. then BPCU locks out BTC 2.
Figure 67: EPC 1 and EPC 2 Differential Protection

EPC 3
The EMPC monitors the current draw in EPC 3 through three current
transformers. The EMPC monitors the AC ESS BUS CT (CT 1), EBC 1
CT (CT 2), and EBC 2 CT (CT 3) to perform EPC 3 tie bus differential
protection. The CTs are connected together to sum their outputs before
sending this value to the EMPC.
The EMPC detects an EPC 3 DP condition if any one phase of the sum
of the CT 2 and CT 3 current is greater than the same phase of CT 1 by
more than 75 A.
If the EPC 3 DP condition is true for 100 ms, the EMPC de-energizes
and locks out EBC 1 as well as energizes and locks out EBC 2.
The EPC 3 DP fault is reset by a cold start of the EMPC.

From
AC BUS 2
From
AC BUS 1
GEN RAT Sum of CT 2, CT 3 > CT 1 by more than 75 A,
then EMPC locks out EBC 1 and EBC 2.
EPC 3
CT 2 CT 3 EMPC
EBC 1 EBC 2
LEGEND
RLC EBC Essential Bus Contactor
EMPC Emergency Power Control
RLC RAT Line Contactor
CT 1 TCB Thermal Circuit Breaker
AC ESS BUS TCB

Feeds
NOTE
To EMPC
TRU 3
CS1_CS3_2450_019
Figure 68: EPC 3 Differential Protection

Tie Bus Differential Protection

Bus tie differential protection monitors the current supplied by the source
to AC BUS 1 and/or AC BUS 2, and determines if a current differential
exists on any single phase.
The following table provides information on bus tie differential protection.
It indicates the source supplying AC BUS 1 and/or AC BUS 2, and the
criteria needed to activate bus tie differential protection.
For example, with external power supplying both AC BUS 1 and AC
BUS 2, bus tie differential protection is activated if the external power
current transformer EPCT current is greater than the sum of BCT 1 and
BCT 2 by more than 100 A on any single phase.
If the APU generator is supplying power and bus tie differential
protection is activated, BPCU 2 will send a BPCU request lockout signal
to the APU GCU. This causes the APU generator to shut down and the
APU line contactor to de-energize and lock out.
If any bus tie differential protection is detected for 100 ms, the BPCUs
perform the following:
• BPCU 1 de-energizes and lock outs the ELC and BTC 1
• BPCU 2 de-energizes and lock outs BTC 2
The bus tie differential protection is reset by performing a cold start of
the BPCUs.

EXT PWR
APU
L VFG GEN
R VFG
EPCT
EPC 1 EPC 2
LCT 1 ACT LCT 2
GLC 1 ELC ALC GLC 2
BTC 1 BTC 3 BTC 2
AC BUS 1 AC BUS 2
BCT 1 BCT 2
SOURCE BUS CRITERIA

AC AC > Threshold is Minimum 100
BUS 1 BUS 2 ± 30 amp Any Phase
NOTE External Power X X EPCT > BCT 1 + BCT 2
To APU GCU External Power X EPCT > BCT 1
To BPCU 1
External Power X EPCT > BCT 2
To BPCU 2
To Left GCU APU Gen X X ACT > BCT 1 + BCT 2
To Right GCU APU Gen X ACT > BCT 1
CS1_CS3_2450_020
APU Gen X ACT > BCT 2
VFG 1 X X BCT 1 > BCT 2
VFG 2 X X BCT 2 > BCT 1
Figure 69: Tie Bus Differential Protection


messages for the primary power distribution.

CS130-21.02-06.00-121418 CS130_24_L2_PPDS_MonitoringTests.fm
CAS MESSAGES
Table 11: CAUTION Messages Table 13: STATUS Messages

AC BUS 1 AC BUS 1 not powered with at least one AC ELEC BUS ISOL MAIN AC BUS 1, AC BUS 2, DC BUS 1, DC BUS 2,
primary power source available. DC ESS BUS 1, and DC ESS BUS 2 cross
AC BUS 2 AC BUS 2 not powered with at least one AC feeding inhibited.
primary power source available. ELEC BUS ISOL ESS AC ESS BUS and DC ESS BUS 3 cross
AC ESS BUS AC ESS BUS not powered with at least one feeding inhibited.
AC primary power source available or in
emergency mode. Table 14: INFO Messages
DC BUS 1 DC BUS 1 not powered with at least one AC
MESSAGE LOGIC
primary power source available.
24 ELECTRICAL FAULT - BPCU inoperative.
DC BUS 2 DC BUS 2 not powered with at least one AC
BPCU INOP
primary power source available.
24 ELECTRICAL FAULT - BPCU minor fault.
DC ESS BUS 1 DC ESS BUS 1 not powered.
BPCU 1 DEGRADED
DC ESS BUS 2 DC ESS BUS 2 not powered.
24 ELECTRICAL FAULT - BPCU minor fault.
DC ESS BUS 3 DC ESS BUS 3 not powered. BPCU 2 DEGRADED
DC EMER BUS DC EMER BUS not powered. 24 ELECTRICAL FAULT - EPC inoperative.
EPC INOP
24 ELECTRICAL FAULT - EPC 1 minor fault.
EPC 1 DEGRADED
MESSAGE LOGIC
24 ELECTRICAL FAULT - EPC 2 minor fault.
LOAD SHED Automatic load shed commanded. EPC 2 DEGRADED
ELECTRICAL FAULT Loss of redundant or noncritical function for 24 ELECTRICAL FAULT - EPC 3 minor fault.
the electrical system (refer to INFO EPC 3 DEGRADED
messages).

CS130-21.02-06.00-121418 CS130_24_L2_PPDS_MonitoringTests.fm
24-01 Secondary Power Distribution
24-01 SECONDARY POWER DISTRIBUTION
GENERAL DESCRIPTION
The secondary power distribution system (SPDS) provides 115 VAC and The CBPs distribute power from the EPCs to the secondary loads as
28 VDC to the aircraft loads. The distribution of this power is controlled follows:
by five control and distribution cabinets (CDCs), and by circuit breaker • The left CBP distributes AC ESS BUS and DC ESS BUS 3 power,
panels (CBPs) located in the flight deck. located in EPC 3
CDCs distribute AC and DC electrical power from the electrical power • The right CBP distributes DC ESS BUS 3 power, located in EPC 3
centers (EPCs) to aircraft loads of less than 15 A each. Aircraft systems
provide information to the CDCs, which process the logic of each
subsystem and control power output to end user systems.
The CDCs use solid-state power controllers (SSPCs) for logic switching
and load protection.
The CBPs use thermal circuit breakers for load protection. The CBPs
provide the essential AC and DC power sources.
The CDCs distribute power from the electrical power centers to the
secondary loads as follows:
• CDC 1 distributes power from AC BUS 1, DC BUS 1, and DC ESS
BUS 1, located in EPC 1
• CDC 2 distributes AC BUS 2, DC BUS 2, and DC ESS BUS 2 power,
located in EPC 2
• CDC 3 distributes AC BUS 1 and DC BUS 1 power, located in EPC 1
• CDC 4 distributes AC BUS 2 and DC BUS 2 power, located in EPC 2
• CDC 5 distributes AC BUS 1, AC BUS 2, DC BUS 1, and DC BUS 2
power, located in EPC 1 and EPC 2

CS130-21.02-06.00-121418 CS130_24_L2_SPD_General.fm
EPC 3
AC ESS BUS
DC ESS BUS 3
EPC 1 EPC 2
AC BUS 1 1 2 3 4 5 1 2 3 4 5
AC BUS 2
FLIGHT CONTROLS NAVIGATION
REU MFS 2 PRI REU MFS 2 SEC REU INBD AIL PRI REU INBD AIL SEC IIM 3 NAV 1 GPS 1 RAD ALT 1 ATC 1 ISI
A 3 3 5 5 5 A 3 3 3 5 3
LIGHTS
REU AFT 2 PRI REU AFT 2 SEC REU AFT 3 PRI REU AFT 3 SEC PFCC 3 ADS PROBE 3 IRU 3 CKPT DOME LT PWR 1
B 5 5 5 5 5 B 3 3 3
DC BUS 1 C
SLAT CH 1
5
FLAP CH 2
5
HYDRAULIC
HYD 3 PRESS XDCRS
3 C
VHF1
10
COMMUNICATIONS
ACP 1
3
RIU 1B
3
RIU 2A
3
DC BUS 2
1 2 3 4 5 1 2 3 4 5
INDICATING AIR
L INBD DSPL CCP 1 CTP 1 DMC 1A L IPC IASC 2B ECS SAFETY SNSR R BLEED SNSR EMER RAM AIR VLV
D 15 3 3 7½ 15 D 15 3 3 3
DC ESS BUS 1 E
RSP
3
AUTOFLIGHT
FCP A
3
FUEL
FUEL GRAV XFR SOV
3 E
L MLG ALTN EXTN
5
LANDING GEAR
NLG ALTN EXTN R MLG ALTN EXTN
5 5
ALTN GEAR CTRL
3 DC ESS BUS 2
ANTI-ICE ENGINE INDICATING ENGINE
L WINDOW CTRL L FADEC A L ENG IGN A ICCP RDC 3 ICCP OVHD 3 ICCP 3 R FADEC A R ENG IGN A
F 3 10 7½ F 3 3 3 10 7½
1 2 3 4 5 1 2 3 4 5
ANTI-ICE
L TAT HEAT ADS PROBE HEAT 3B
G 5 7½ G
ANTI-ICE
R TAT HEAT ADS PROBE HEAT 4B L WINDOW HTR
H 5 7½ 3 H
FLIGHT CONTROLS
STAB TRIM CH 1
I 15 I
LEFT CIRCUIT RIGHT CIRCUIT

BREAKER PANEL BREAKER PANEL
Secondary Secondary
Loads Loads
CDC 3
CDC 4 CDC 2
CDC 1 Secondary Loads
Secondary Loads Secondary Loads
CS1_CS3_2470_001
Secondary Loads
CDC 5
Secondary Loads
Figure 70: Secondary Power Distribution

CS130-21.02-06.00-121418 CS130_24_L2_SPD_General.fm
COMPONENT LOCATION
CONTROL AND DISTRIBUTION CABINETS

The five CDCs are installed as follows:
• CDC 1 and CDC 2 are installed in the mid equipment bay
• CDC 3 and CDC 4 are installed in the forward equipment bay
• CDC 5 is installed behind the aft cargo bay
Each CDC is a chassis with removable line replaceable modules
(LRMs).

CS130-21.02-06.00-121418 CS130_24_L2_SPD_ComponentLocation.fm
Aft
Fuselage
Mid
Fuselage
CDC 5
Forward
Fuselage
CDC 1
Line
Replaceable
Modules
CDC 2
CDC 3
CDC 4 Cover
Air Inlet
CS1_CS3_2470_002
Electrostatic
Discharge Jack
CONTROL AND DISTRIBUTION CABINET
Figure 71: Control and Distribution Cabinets

CS130-21.02-06.00-121418 CS130_24_L2_SPD_ComponentLocation.fm
CONTROL AND DISTRIBUTION CABINET LINE REPLACEABLE

MODULE ASSIGNMENT
Each CDC has a number of removable line replaceable modules (LRMs)
as follows:
• CDC 1 and CDC 2 have provisions for 19 LRMs
• CDC 3 and CDC 4 have provisions for 16 LRMs
• CDC 5 has provisions for 20 LRMs
All CDCs contain the following LRMs:
• Power supply-communications (PS-comms) LRMs
• Discrete input/output (I/O) LRM
• AC power modules (or SSPC LRMs)
• DC power modules (or SSPC LRMs)
• Junction LRMs
CDC 1 and CDC 2 also contain the following additional LRMs:
• Redundant microprocessor-communications (micro-comms) LRMs
NOTE
Each of the LRMs within the CDCs are assigned a number.
Reference to these numbers can be found in various technical
publications and electrical schematics. For example, CDC 2-9
refers to LRM 9 within CDC 2.
Although the microprocessor-comms LRMs within CDC 1 and
CDC 2 (master CDCs) occupy two slots, they are counted as one
LRM.
In CDC 1 and CDC 2, there are 21 slots and 19 LRMs.

CS130-21.02-06.00-121418 CS130_24_L3_SPD_DetailedComponentInformation.fm
24-157
CS130_24_L3_SPD_DetailedComponentInformation.fm
CS1_CS3_2470_004
9 10 11 12 13 14 15 16 17 18 19 20
9 10 11 12 13 14 15 16
9 10 11 12 13 14 15 16
Junction Module Junction Module Junction Module

Junction Module Junction Module Junction Module
AC-12 AC-6 AC 1 AC-6
AC 1 AC 2
AC-12 AC-6 Feed 2 AC-12
Feed 2 Feed 2
AC-6 AC-6 AC-6
AC 1
AC-6 AC-6 AC-12
AC 1 AC 2 Feed 1
AC-12 AC-12 AC-6
Feed 1 Feed 1 DC 1
AC-6 AC-12 Spare DC-18
AC 2 Feed 2
Discrete I/O Spare AC-6 DC-12
7 8
8
Feed 3 DC 1
DC-18 Discrete I/O Feed 1 DC-18
7
DC 1
Feed 2 DC 2 DC-12 Discrete I/O
6
6
DC-12
Feed 1 AC-6
DC-18
5
5
DC-18 AC 2
DC 1 AC-6
7 8
DC 2 Feed 2
Feed 1 DC-18 DC-18
4
4
Feed 2 AC-6
DC 1 DC 2
Figure 72: CDC Line Replaceable Module Assignments
Spare DC-12 AC-6
5 6
SpareDC-12
3
3
Feed 3 Feed 3 AC 2
AC-6
DC 2 Power Supply/ DC 1 Power Supply/ Feed 1
2
2
CDC 4 CDC 3 AC-6 3 4

COMMS 2 COMMS 2 DC 2
CDC 4
CDC 3
Power Supply/ Power Supply/ DC-12

DC 1 DC 2 Feed 1
1
1
COMMS 1 COMMS 1 DC 1 Power Supply/
2
COMMS 2
CDC 5
DC 2 Power Supply/
1
LRM #
LRM #
COMMS 1
TECHNICAL TRAINING MANUAL

9 10 11 12 13 14 15 16 17 18 19 LRM #
9 10 11 12 13 14 15 16 17 18 19 20 21
9 10 11 12 13 14 15 16 17 18 19 20 21
Junction Module Junction Module

9 10 11 12 13 14 15 16 17 18 19
Junction Module Junction Module

AC 1 AC 2
AC-6 AC-6
AC 1 AC 2
AC-6 AC-12
AC 1 AC 2
AC-12 AC-6
AC 1 AC 2
Spare AC-6 AC-6
AC 2
Discrete I/O Spare AC-6
DC 1
Spare DC-18 Discrete I/O
DC 1 DC 2
DC-18 Spare DC-18
DC 1 DC 2
DC-12 DC-18
DC 1 DC 2
DC-18 DC-18
DC ESS 1 DC ESS 2
DC-18 DC-12
8
8
DC ESS 1 DC ESS 2
DC-18 DC-18
6 7
6 7
DC ESS 1 DC ESS 2
DC-12 DC-12
7 8
7 8
DC ESS 1 DC ESS 2
5
5
DC-18 DC-18
Microprocessor 2 Microprocessor 2
5 6
5 6
4
4
Communication Communication
DIR BATT DC EMER
Power Supply/ Power Supply/
3
3
4
4
DC ESS 1 DC ESS 2
COMMS 2 COMMS 2
DC 1 DC 2
Power Supply/ Power Supply/
Copyright © Bombardier Inc.

3
3
2
2
CS130-21.02-06.00-121418
DC ESS 1 DC ESS 2
COMMS 1 COMMS 1
CDC 2
CDC 1
Microprocessor 1 Microprocessor 1
1 2
1 2
1
1
Communication Communication
LRM #
LRM #
Slot #
Slot #
MASTER AND SATELLITE CDCS

CDC 1 and CDC 2 are referred to as master CDCs. CDC 3, CDC 4, and
CDC 5 are referred to as satellite CDCs.
CDC 1 controls CDC 3 and CDC 5, while CDC 2 controls CDC 4.
Communication between the CDCs occurs through dual TTP buses.
Communication with the avionics suite is via dual AFDX buses with the
DMCs.

DMC 1 AND DMC 2
Master CDCs CDC 1 CDC 2
Satellite CDCs CDC 3 CDC 5 CDC 4
CS1_CS3_2470_021
LEGEND
AFDX
TTP Bus (A and B)
Figure 73: Master and Satellite CDCs

CONTROL AND DISTRIBUTION CABINET INTERNAL INTERFACE Only one micro-comms LRM within each CDC is active and in control at
a time, while the other micro-comms LRM is in standby mode. The
Control and Distribution Cabinets 1 and 2 microprocessor software runs identically on both the active and standby
processors. On power-up, the non-volatile memory (NVM) determines
CDC 1 and CDC 2 are nearly identical, except for the buses that power
the previously active LRM and returns it to active mode. If the NVM
the CDCs, as well as the sources of AC and DC power that each LRM
cannot determine which LRM was previously active, the first LRM to
routes to individual user systems.
respond assumes control and operates in active mode.
The main functions of the CDCs are to:
Post Power Up Microprocessor Power Up Toggle
• Control the solid-state power controllers (SSPCs) and discrete
Once the power up is complete and the active LRM has been
outputs (D/Os)
determined, the LRMs are toggled to make the standby LRM the active
• Read discrete inputs (D/Is) LRM. This minimizes the chances of hidden failures with one LRM
• Communicate control with the associated satellite CDCs always being active.
• Execute utility system management logic When the active LRM fails, the standby LRM automatically assumes
control.
• Execute electrical load management logic
Time-triggered protocol (TTP) communication with the micro-comms
• Enable on-aircraft testing and software uploads LRM in CDC 1 and CDC 2 is through external connections and over the
• Provide communication between the EPGDS and DMCs backplane. For CDCs 3, 4, and 5, TTP communication is through
external connections only. Internal communications with the other LRMs
Microprocessor-Communications Line Replaceable Modules in the CDC is through serial buses over the backplane.
The microprocessor-communications (micro-comms) LRMs provide the Power Supply-Communication Line Replaceable Modules
main logic and interface modules for all CDCs. They communicate with
the data concentrator unit module cabinets (DMCs) to receive and Each CDC has two redundant power supply-communications
transmit data used for maintenance and troubleshooting, flight deck (PS-comms) LRMs. These LRMs perform two major functions: power
displays, and synoptic and CAS messages. They use TTP buses to supply and communications. All of the AC and DC power LRMs as well
communicate with other CDCs. These LRMs also contain the circuit as the discrete input/output module interface with the PS-comms LRMs.
breaker application. The power supply-comms LRMs receive 28 VDC from DC buses to
A number of discrete inputs assist the micro-comms LRMs to determine provide internal power for the operation of all LRMs. CAN BUS
the mode of operation. These include the following: communication with the EPCs, and subsequently to the flight deck circuit
breaker panels, monitors the status of circuit protective devices such as
• Weight-on-wheels (WOW)
thermal circuit breakers. Pin strapping is used for unit identification. The
• Ground service mode active power supply function provides 3 VDC and 28 VDC control power for
• Software download enable operation of the LRMs within the CDC. Each LRM has provisions for
• Pin programming for application (CS100/CS300) identification three power sources, but only receives one or two 28 VDC feeds.

Handshake Lines
DMC DMC
Micro Micro
CDC Comms Power Power CDC
28 VDC Input 2 28 VDC Input 1 Supply Comms
Module Supply
Comms Comms Module
Discrete Inputs 1 28 VDC Input 3 28 VDC Input 2 2 Discrete Inputs
Module Module
1 +3 VDC 2
PIN +3 VDC PIN
Strapping Strapping
CAN 1A to EPC 1 CAN 1B to EPC 1
DC Power DC Power Discrete AC Power AC Power

Modules Modules Modules Junction
Modules Input/Output Module
(DC-18) (DC-12) Module (AC-6) (AC-12)
18 12 15 30 6 12
28 VDC
Feed for SSPCs Discrete Inputs
Discrete Outputs
115 VAC 115 VAC

Feed for SSPCs SSPC Outputs
28 VDC
SSPC Outputs
CDC 1 AND CDC 2
LEGEND NOTE
BUS PWR A AFDX LAN A xx Circuit Quantity
CS1_CS3_2470_005
BUS PWR B AFDX LAN B
Discrete PWR CAN BUS CDC 1 shown. CDC 2 only
Serial BUS A Ethernet uses two TTP BUSES for
Serial BUS B TTP BUS communication with the
other CDCs.
Figure 74: Control and Distribution Cabinets 1 and 2 Micro-Comms and Power Supply-Comms Modules

AC and DC Power Modules

Thermal circuit breakers in the EPCs provide 28 VDC and 115 VAC for Configuration File
the solid-state power controllers (SSPCs) on the AC and DC power
The configuration file (CF) provides the operational data to configure
LRMs. The SSPCs provide a 28 VDC or 115 VAC output to the user
CDC 1 and CDC 2.
system when commanded by the active micro-comms LRM.
The information contained in the CF enables the CDC application
Discrete Input/Output Modules software to configure the SSPCs and discrete outputs under its control,
including those in the associated satellite CDCs. Information contained
Discrete input/output modules, also controlled by micro-comms, extend
within the configuration file includes the CB name, CB rating, phase
the capabilities of the CDC to interface with other aircraft systems.
grouping, and SSPC default state.
These LRMs are used to receive discrete input signals for logic switching
and to provide low-current discrete outputs. Each CDC has a single Utility Software
discrete I/O module. The utility software controls the SSPCs and discrete outputs, based on
defined input parameters and logic. The utility software also determines
Junction Modules when the SSPC will provide the output to power the user system.
The junction modules simplify aircraft wiring by providing multiple
termination points to splices, diodes, and relays used by the systems on
the aircraft.
Control and Distribution Cabinet Software

Embedded CDC software is uploaded into the micro-comms LRM flash
memory through the Ethernet test link interface through ARINC 615A
from the onboard data loader. The software coordinates the operation of
all LRMs and the interfaces with the avionics system.
There are two separate loadable files:
• Configuration file (CF)
• Utility software
Each software file has a separate part number.

Handshake Lines
DMC DMC
Micro- Micro
CDC Comms 28 VDC Input 2 Power 28 VDC Input 1 Power Comms CDC
Module Supply Supply Module
Discrete Inputs 1 28 VDC Input 3 Comms 28 VDC Input 2 Comms 2 Discrete Inputs
Module +3 VDC Module
PIN +3 VDC PIN
Strapping Strapping
CAN 1A CAN 1B to EPC 1
to EPC 1

Modules Modules Modules Junction
Modules Input/Output Module
(DC-18) (DC-12) Module (AC-6) (AC-12)
18 12 15 30 6 12
28 VDC
Discrete Outputs
115 VAC 115 VAC

28 VDC
SSPC Outputs
CDC 1 AND CDC 2
LEGEND NOTE
BUS PWR A AFDX LAN A xx Circuit Quantity
CS1_CS3_2470_032
BUS PWR B AFDX LAN B
Discrete PWR CAN BUS CDC 1 shown. CDC 2 only
Serial BUS A Ethernet uses two TTP BUSES for
Serial BUS B TTP BUS communication with the
other CDCs.
Figure 75: Control and Distribution Cabinets 1 and 2 Discrete Input/Output and Junction Modules

Control and Distribution Cabinets 3, 4, and 5

CDCs 3, 4, and 5 are very similar to CDCs 1 and 2, except in the number
of AC and DC power LRMs that are installed. Also, CDCs 3, 4, and 5 do
not have microprocessor-communications LRMs and are therefore
slaved to CDC 1 and CDC 2 for operation.

CDC Power 28 VDC Input 1 Power CDC

Supply Supply
Comms 28 VDC Input 2 Comms
PIN Module Module PIN
Strapping 1 2 Strapping
+3 VDC +3 VDC

Modules Modules Input/Output Modules Modules Junction
(DC-12) (DC-18) Module (AC-6) (AC-12) Module
12 18 15 30 6 12
28 VDC
Discrete Outputs
115 VAC 115 VAC

28 VDC
SSPC Outputs
CDC 3, CDC 4, AND CDC 5
LEGEND
BUS PWR A
BUS PWR B
CS1_CS3_2470_006
Discrete PWR
Serial BUS A NOTE
Serial BUS B
TTP Bus xx Circuit Quantity
Figure 76: Control and Distribution Cabinets 3, 4, and 5 Block Diagram

POWER SUPPLY COMMS MODULE

For internal power, each CDC receives 28 VDC from a number of CDC 1 provides a secondary power source for CDC 2 power supply
redundant power sources. The sources are classified as: comms 2 and CDC 4 power supply comms 2 using SSPCs. These
SSPCs are powered by DC BUS 1 power.
• Primary (PRI)
CDC 2 provides a secondary power source for CDC 1 power supply
• Secondary (SEC)
comms 2 and CDC 3 power supply comms 2 using SSPCs. These
• Maintenance (MAINT) SSPCs are power by DC BUS 2.
Primary Power Maintenance Mode

The primary power sources are protected by thermal circuit breakers in Maintenance mode power is also provided by EPC 1 for CDC 1 and
EPC 1 and EPC 2. CDC 2 through the maintenance mode relay using BATT DIR BUS 1 and
EPC 1 provides the primary power sources for CDC 1, CDC 3, and the DC EMER BUS. The other CDCs are not powered in maintenance
CDC 5 using a combination of DC BUS 1 and DC ESS BUS 1. mode.
EPC 2 provides the primary power sources for CDC 2 and CDC 4 using
DC BUS 2 and DC ESS BUS 2.
Secondary Power
The secondary power sources are protected by either thermal circuit
breakers or solid-state power controllers (SSPCs). These power sources
provide redundancy in the event of an electrical bus failure.
CDC 1 and CDC 2 power supply comms modules. Each have dual
power sources for increased redundancy. Due to the time delay that
occurs in electrical bus switching in a fault condition, a SSPC provides a
secondary power source to CDC 1 and CDC 2 to prevent an interruption
in power to the CDCs. This prevents unwanted momentary power
interruptions that could cause the LRUs to reboot or system faults to
occur.
EPC 1 provides a secondary power source to CDC 1 power supply
comms module 1 through a thermal circuit breaker on DC BUS 1.
EPC 2 provides secondary power sources to CDC 2 power supply
comms module 1. CDC 5 power supply comms module 2 on DC BUS 2
using thermal circuit breakers.

EPC 1 CDC 1 CDC 4 EPC 2

CDC 1 SEC A PS Comm 2 PS Comm 1 CDC 4 PRI
CDC 1-11-12
DC BUS 1 CDC 4 SEC
10A In 2 In 2 DC BUS 2
DC 10A
BUS 1 SSPC 10A
Logic: Always On
DC ESS BUS 1 CDC 2
PS Comm 1
CDC 1 PRI A CDC 2-10-6
In 3
CDC 1 SEC B
In 2 DC
10A CDC 2 SEC A CDC 5 SEC
BUS 2 SSPC 10A
CDC 1 PRI B PS Comm 2 Logic: Always On 10A 10A
In 2
10A In 3 PS Comm 1
In 1 CDC 2 PRI A
In 3
BATT DIR BUS 1 In 2 DC ESS BUS 2
CDC 1-9-1 10A
CDC 2 SEC B
CDC 1 MAINT PS Comm 2 CDC 2 PRI B
DC
BUS 1 SSPC 10A In 3
7.5A In 2
Logic: Always On In 1 10A
CDC 2 MAINT
10A CDC 2-9-1

CDC 3 CDC 3 SEC
DC
MAINT MODE PS Comm 1 PS Comm 2 BUS 2 SSPC 10A
RELAY
In 2 In 2 Logic: Always On
DC EMER BUS
CDC 3 PRI
CDC 5
10A
CS1_CS3_2470_009
PS Comm 1 PS Comm 2
CDC 5 PRI
In 2 In 2
10A
Figure 77: Power Supply-Comms Module

DISCRETE INPUT/OUTPUT MODULE

Each CDC has one discrete input/output (I/O) module. This module
enables the CDC to receive discrete inputs and provide discrete outputs.
Discrete inputs are used for logic processing of both the solid-state
power controllers (SSPCs), and discrete outputs. An example of a
discrete input is an ice detection signal that is used by the
microprocessor for SSPC logic switching.
Discrete outputs are used to provide commands from the
microprocessor to airframe systems. An example of a discrete output is
a command to turn on a hydraulic AC motor pump (ACMP).
Each I/O is controlled by a peripheral interface controller (PIC). The PIC
provides a serial bus interface with the active micro-comms LRM. The
active micro-comms LRM controls the switching of the output.
There are a total of 30 discrete inputs and 15 discrete outputs. The
inputs and outputs are either 28 V/open or ground/open type.
The rating of each output is limited to 250 mA.
The PS-comms LRM provides 3 VDC and 28 VDC power for operation
of the module. In addition, it provides power for the 28 V/open outputs.
A red LED on the module indicates its functional status. The LED
illuminates when the network has been verified and the module is
receiving valid commands from the active processor.
Inputs and outputs are processed by the active micro-comms LRM.
Communication between the discrete I/O module and the micro-comms
LRM is through redundant serial buses on the backplane of the CDC.
Faults are reported to the micro-comms LRM.
Upon loss of communication, the discrete output is commanded into a
predefined default state within 1 second. The default states are ON,
OFF, and LAST commanded.
Software part numbers are stored in the NVM.

DISCRETE INPUT/OUTPUT MODULE
Inputs
28 VDC/Open 10
28 VDC/Open
Discrete PICs DISC PWR
Outputs Output
External 5 Monitor
Connections
Inputs
GND/Open 20 GND/Open
Discrete PICs
Outputs Output
10 Monitor
Backplane
Connections
Control Serial BUS A
Serial BUS B
3 VDC
NVM
PWR BUS A
Power Supply
LEGEND
PWR BUS B
PIC Peripheral Interface Controller
CS1_CS3_2470_010
xx Circuit Quantity
Figure 78: Discrete Input/Output Line Replaceable Module Block Diagram

JUNCTION MODULE LRM

Two LRM slots in each CDC are occupied by two junction module LRMs.
The junction modules simplify aircraft wiring by providing multiple
termination points to splices, diodes, and relays used by systems on the
aircraft.
The number and type of circuits in the junction modules are shown in the
associated illustration.

JUNCTION MODULE
Type Quantity Circuit Nominal Current
Type 1 Splice 5 4A
Type 2 Splice 21 4A
Type 1 Diode 4 3.5 A
Type 2 Diode 2 3.5 A
3.75 A
Relay 6
(main contacts)
CS1_CS3_2470_015
Figure 79: Junction Module Line Replaceable Module

POWER MODULES default function remains active until control power to the module is lost.
The CDCs contain a number of unused (or spare) SSPC power
Both AC and DC power modules have programmable and fixed current
modules.
rating SSPCs. The SSPCs are switched ON or OFF based on the logic
provided by the electrical power system and member systems. The
DC Power Modules
switching commands are provided by the in-command micro-comms
module. There are two types of DC power modules: DC 12 and DC 18.
There are four types of DC and AC power modules: DC 12, DC 18, AC 6, DC power module DC 12 has 12 DC SSPCs, with either four or two
and AC 12. The number associated with each type of module represents current ratings.
the number of SSPCs installed (e.g., AC 6 has 6 AC SSPCs, DC 18 has
DC power module DC 18 has 18 DC SSPCs, with either three, two, or
18 DC SSPCs, etc.).
one current ratings.
Each SSPC is designed to trip at the software-programmed current
All SSPCs on the DC power module are fed from one thermal CB on an
rating. The circuit breaking function of each SSPC is individually
EPC.
implemented using a peripheral interface controller (PIC).
A fuse provides secondary current protection to the output of each AC Power Modules
SSPC. For SSPCs that can supply a number of different current ratings,
There are two types of AC power modules: AC 6 and AC 12. The
each output is protected by a separate fuse, sized according to the
difference between them is the number and type of SSPCs installed.
gauge of wire that may be connected. These fuses trip at a rating higher
than the SSPC trip rating. A blown fuse requires replacement of the All of the SSPCs on a power module are supplied from a 3-phase
power module. The fuses are not monitored. thermal CB on the EPC.
The circuit breaker (CB) application in the flight deck indicates the status Where single-phase AC power is required, the load will be connected to
of each SSPC: IN, OUT, TRIPPED, or LOCKED. SSPC information, a single SSPC. Where 3-phase AC power is required, each phase is
including output current and failure modes, is continually communicated protected by a separate SSPC.
by an AFDX BUS. To enable the three SSPCs to function together as a single SSPC, they
Each power module has an LED to indicate valid communication with the are grouped. When SSPCs are grouped, a single SSPC input
active micro-comms module. commands the on/off control. All three SSPCs respond to the single
input command.
The SSPC outputs are programmed to assume a default state if internal
communications from the micro-comms module is lost. Default states If any single-phase of the 3-phase configuration detects an open or short
are also used for specific SSPCs if data from other sources is not circuit, the other SSPCs will be commanded open within 50 ms.
available. The default states are OFF, ON, and LAST commanded. At However, if one SSPC of the 3-phase configuration is itself shorted
power-up, all SSPC outputs are off. After establishing communication (rather than the circuit it protects), the other SSPCs will continue to
with the active micro-comms module, the default function for an SSPC is operate and provide circuit protection.
enabled upon receipt of its first on/off command. Once enabled, the

CDC 1
Backup Fuse
DC POWER MODULE (DC 12, DC 18) (typical)
CDC 1 LRM x
DC 50 SSPC
BUS 1 5A
Peripheral Interface Controller 7.5 A

EPC 1 4 Ratings
1 10 A
15 A
SSPC 5A
Peripheral Interface Controller 7.5 A 3 Ratings

10 A 28 VDC
1 Output
SSPC
3A
2 Ratings
Peripheral Interface Controller 5A
SSPC 3 A (Fixed Rating)
Peripheral Interface Controller

1
Serial BUS A
+3 VDC Interface A To All PICs
Serial BUS B
Interface B
+3 VDC
+
PWR BUS A
Board
Power Supply Microprocessor
PWR BUS B Test
CS1_CS3_2470_012
NOTE
1 To other SSPCs of same type.
DC shown, AC similar.
Figure 80: Power Module Block Diagram

SOLID-STATE POWER CONTROLLER Some SSPCs are categorized as always on. The utility software has no
effect upon these SSPCs. They provide a 28 VDC or 115 VAC output as
Each CDC contains multiple power modules, that use solid-state power
soon as the power source is available.
controllers (SSPCs) to provide circuit protection and switching to aircraft
loads. Based on the number of input parameters, type of input, and complexity
of the logic to command SSPCs, the utility logic is classified as either
The SSPC provides the functions of a circuit breaker and a switch. Both
single-input, combinational, or advanced.
of these functions are solid-state and are thus considered virtual
devices. A peripheral interface controller (PIC) controls and monitors the The single-input logic switches the SSPC output or discrete output,
SSPC. The PIC communicates over a serial bus with the active when the single-input is available.
micro-comms LRM. The CB function of the SSPC, with a programmed
Combinational logic defines the command for the SSPC, based on
trip rating, is individually implemented in the PIC. The switch function is
multiple discrete parameters. These parameters are combined via a
controlled by the active micro-comms LRM.
logic that does not involve time delay or latching of the discrete inputs
In addition to being locally stored with each SSPC, the pre-programmed and/or the SSPC output command.
trip rating configuration is continuously transmitted to each SSPC by the
Advanced logic defines the command for the SSPC, based on a number
active micro-comms LRM.
of parameters. They may be discrete and/or analog, and use logic that
The following SSPC status information is reported to the active involves time delay or latching associated with the discrete input and/or
micro-comms LRM: SSPC output command.
• Programmed trip rating In the always on mode, the virtual switch is normally closed. As soon as
AC or DC power is available, the SSPC provides an output, which will
• Default configuration
only be terminated if:
• Voltage
• The input power is lost
• Current
• The virtual circuit breaker is commanded open (i.e, tripped or OFF)
• CB function (open/closed)
• All power to the power module is lost
• Switch function (ON/OFF)
When controlled by utility software, the software logic that controls the
• Reason for trip (or BITE fault, if no trip) closing of the virtual switch must be satisfied before the SSPC virtual
During power-up, each SSPC within the CDC is commanded to the OFF switch closes.
state (switch open). Upon completion of the power-up tests, the SSPC Following initial power-up, the SSPCs are designed to continue to
virtual switch is commanded to operate under one of the following operate, even if there is a complete loss of communication with the host
modes: power module. Upon complete loss, the individual SSPC continues to
• Always ON provide wire protection functions but will switch the output (load) to a
default safe state (ON, OFF, or last commanded ON/OFF state) defined
• Controlled by utility software in the CDC configuration file.

Current Sense Virtual Circuit

Breaker
Virtual Switch
SSPC SSPC LOGIC CONDITIONS FOR TURN ON
Single-Input Single input turns SSPC on.
Power Output
Combinational Multiple discretes.
No time delay or no latching of inputs

or output command.
Voltage Sense
Advanced Number of parameters (analog or discrete)
time delay.
Latching of inputs or output command.

Peripheral Interface Controller
Always On Always provides 28 VDC or 115 VAC when

the aircraft is powered.
AC or DC Power Module Serial BUS

NOTE
Information reported by the SSPC:
Micro-Comms LRM · Programmed trip rating
· Default configuration
· Voltage
· Current
CS1_CS3_2470_011
· CB function (open/closed)
· Switch function (on/off)
· Reason for trip (or bite fault, if no trip)
Figure 81: Solid-State Power Controller Block Diagram

LOAD MANAGEMENT Load-Shedding Function Failure

The load management function automatically sheds non-essential loads. If the load-shedding function fails to remove loads below the overcurrent
This feature ensures that the load demand is always less than the thresholds, the BPCU overcurrent scheme opens a bus tie contactor
capacity of the source currently online. (BTC) for AC load-shed functions, or opens DC tie contactor 3 (DTC 3)
for DC load-shed functions. If the load-shed function fails to reduce the
Non-essential AC and DC loads that can be shed are identified as part of
load below the overcurrent thresholds and the BPCU fails to disconnect
a load-shed group. There are three AC and four DC load-shed groups.
the related BTC or DTC, then GCU overcurrent protection opens the line
Some AC load-shed groups contain DC loads that are associated with
contactor.
the AC loads. Some DC load-shed groups contain AC loads that are
associated with the DC loads. The BPCUs provide a second level load management, de-energizing the
opposite DC buses if the CDC load shed logic does not operate properly.
Each load in the load-shed groups is supplied with electrical power from
Refer to the TRU Overcurrent section for more details.
SSPCs located within the CDCs. To shed these loads, the BPCU in
control will send digital signals to CDC 1 and CDC 2 to isolate the
AC Load-Shedding
SSPCs as part of the load-shed group(s). The individual SSPCs that are
shed will be indicated on the CB application. When operating from a single AC power source, there are 3 AC
load-shed groups of nonessential loads that can be shed, if necessary.
Restoration
The AC load-shed groups have been arranged as follows:
The BPCUs reset the associated DC load-shed signals to the CDCs
• Group 1 - half of the galley equipment
when the failed TRU is restored, or following a subsequent BPCU power
cycle. • Group 2 - half of the galley equipment
When both AC load-shed and DC load-shed occur, and a DC (AC) • Group 3 - in-flight entertainment (IFE) equipment
power source is subsequently recovered, the BPCU only restores the These AC load-shed groups can be shed in sequence during AC slow
load-shed groups that belong to the DC (AC) shed groups. load-shed (SLS) or hydraulic AC motor pump (ACMP) start. They can
also be shed all at once for AC fast load-shed (FLS) or APU requested
load-shed operation.
A loss of the APU ECU valid signals or loss of communications will result
in an automatic APU load-shed.
The BPCUs automatically reset AC load-shedding, based on
overcurrent, when the number of AC sources is greater than one.

Table 15: AC Load-Shed Operation

SHED SHED SHED
GROUP 1 GROUP 2 GROUP 3
Galley 2
SINGLE SOURCE CURRENT
CONDITION SUPPLYING Galley 1 EQPT OVERCURRENT SHUTDOWN
OPTIONS THRESHOLD Connectivity
EQPT Galley 4
SAT
Galley 3-4 EQPT
IFE
EQPT Galley
Heaters
VFG 1
AC BUS 1
AC Load-Shedding VFG 2 > 230 A After After After
and 300 s
Slow Load-Shed APU GEN < 336 A 180 s 200 s 220 s
AC BUS 2
EXT AC
Go to either
VFG 1
AC Load-Shedding AC BUS 1 AC Slow
VFG 2
ACMP 3A, ACMP 2B, and > 225 A After 1 s Load-Shed or N/A
APU GEN
ACMP 3B Start Request AC BUS 2 Fast
EXT AC
Load-Shed
VFG 1
AC BUS 1
AC Load-Shedding VFG 2
and > 336 A After 1 s 5s
Fast Load-Shed APU GEN
AC BUS 2
EXT AC
AC BUS 1
AC Load-Shed APU GEN and/or APU ECU Request Immediate N/A
AC BUS 2
CS1_CS3_TB24_005

DC Load-Shedding
There are four DC load-shed groups of non-essential loads that can be
shed if necessary when either TRU 1 or TRU 2 is operative. The DC
load-shed groups are based on bus assignment and system criticality.
The DC load-shed groups are shed in sequence during TRU slow
load-shed or all at once for TRU fast load-shed.
If this does not reduce the current below the threshold, then the TRU
overcurrent protection scheme is activated. Refer to DC Power
Generation for more details.

Table 16: DC Load-Shed Operation - TRU Slow Load-Shed

CURRENT AFTER AFTER AFTER AFTER AFTER
SOURCE
THRESHOLD 30 SECONDS 35 SECONDS 40 SECONDS 45 SECONDS 5 MINUTES
TRU 1 with TRU 2 > 375 A Shed Group 4 Shed Group 5 Shed Group 6 Shed Group 7 Overcurrent
not Available < 525 A Protection
TRU 2 with TRU 1 > 375 A Shed Group 5 Shed Group 4 Shed Group 7 Shed Group 6 Overcurrent
not Available < 575 A Protection
CS1_CS3_TB24_006
Table 17: DC Load-Shed Operation - TRU Fast Load-Shed

CURRENT OVERCURRENT
SOURCE SHED GROUP
THRESHOLD PROTECTION
TRU 1 or TRU 2 with Opposite > 525 A for 4, 5, 6, 7 Inverse Time Curve
TRU not Available 8s
CS1_CS3_TB24_007

Fail-safe mode is entered when the microprocessor hardware detects a
CONTROL AND DISTRIBUTION CABINET OPERATING MODES fault or a communication problem. The microprocessor is held in reset
CDC operation is defined by commands performed by the micro-comms and does not become active. An INFO message of the faulty
LRM. CDC operating modes are as follows: micro-comms LRM is displayed and can only be reset by a correction of
the fault and cycling of the aircraft power.
• Normal mode
• Data-loading mode
• Safe mode
• Fail-safe mode
Normal mode is entered following successful power-up (refer to the
Normal Operation section).
Data-loading mode is entered when a data load request is received from
the avionics system over the AFDX data bus.
Safe mode is entered when the CDC powers up on the ground and a
software configuration problem is detected, or the system cannot
determine which aircraft type (CS100 or CS300) it is installed on.
Safe mode is defined by the following conditions:
• SSPC and discrete output control is inhibited
• Neither microprocessor in the CDC is able to become active
• The test link interface is operational, allowing NVM data retrieval
• The AFDX interface is operational allowing data loading, CAS
messages, and BITE message retrieval
• BITE is operational
Safe mode requires software reloading. The NVM data or BITE
information can be used to determine the problem. The problem could
also be caused by a strapping error that must be corrected before
system operation is restored.

CS130-21.02-06.00-121418 CS130_24_L3_SPD_DetailedDescription.fm
Table 18: Control and Distribution Cabinet Operating Modes

CDC OPERATING MODES
Normal Mode Data Loading Mode Safe Mode Hardware Fail-Safe Mode
CDC control of SSPCs and discrete outputs Data load request from avionics system. Software configuration problem: Hardware fault requiring fault correction
active. • SSPC and discrete output control inhibited and cold reset.
• Both CDC microprocessors inactive

• Test link operational, allows NVM data retrieval
• Data loading, CAS messages, and BITE active
CS1_CS3_TB24_008

Normal Mode
CDC normal operation can be illustrated using the application of The left and right ice detection signals are provided as discrete inputs to
electrical power to the wing anti-ice valves (WAIVs). In the following the discrete I/O LRMs in CDC 3 and CDC 4. These inputs are sent via a
illustration, an SSPC is used to control the power to WAIVs. TTP BUS from the power supply-comms LRMs to the micro-comms
LRM in CDC 1 and CDC 2 respectively. The left ice detection signal is
In order to supply bleed air to the wings, the solenoids of the WAIVs are
then carried over an AFDX BUS to the micro-comms LRM in CDC 2.
energized with 28 VDC from DC ESS BUS 2. The SOLENOID_CMD
(28 V) power is supplied from SSPC 17, in LRM 5, in CDC 2 When the logic requirements are satisfied, the active microprocessor in
(CDC 2-5-17). This SSPC is switched on when the utilities software, CDC 2 commands the SSPC to conduct. The SSPC provides 28 VDC,
stored in the microprocessors, detects the parameters necessary to from DC ESS BUS 2, to supply the wing anti-ice valves. The IASCs
satisfy the operational logic. monitor the operation of the WAIVs through discrete positions signals.
The logic to operate the WAIVs is classified as advanced. The CDC will
command the wing anti-ice valve SSPC ON when the following
conditions are met:
• Integrated air system controller (IASC) 1B or IASC 2B provides a
wing anti-ice enable signal (WAI_ENABLE) and either of the
following conditions are true:
- The left or right ice detector provides an ice detected discrete
input (L_ICE_DETECTED_3 or R_ICE_DETECTED_3) and the
wing anti-ice switch is in the AUTO position (WING_SW_AUTO)
- The WING anti-ice switch is in the ON position (WING_SW_ON)
When the ice detection signal is removed, the logic waits 2 minutes
(delay) before closing the wing anti-ice valves. This ensures that any
remaining ice is fully melted prior to closing the WAIVs.
The WAI_ENABLE signal(s) from the IASCs is sent via ARINC 429 to
the DMCs, which forwards it to the active microprocessor via an
AFDX BUS. The WAI_ENABLE signal is only available when the logic
within the IASC(s) is satisfied.
The WING_SW position signals are sent via ARINC 429 to the DMCs,
which forwards them to the active microprocessor via an AFDX BUS.

ICCP
WING Switch AUTO
ANTI-ICE IASC Logic
WING Switch ON
WING
AUTO
OFF ON
WAI Enable
DMC 1 AND IASCs
DMC 2
Utility Logic DC ESS BUS 2
CDC 1 CDC 2
Full Closed Position
Full Closed Position

DC Power Module
Micro-Comms
Micro-Comms
SSPC
1
TTP 2
TTP 1
Solenoid CMD
SOL
L Wing
CDC 3 CDC 4 Anti-Ice Valve
SOL
PS - Comms
I/O Module
I/O Module
PS - Comms
R Wing
Anti-Ice Valve
LEGEND
IASC Integrated Air System Controller
ICCP Integrated Cockpit Control Panel
A429 BUS
AFDX
TTP BUS 1
CS1_CS3_2470_024
L Ice Detected 3 R Ice Detected 3 TTP BUS 2
L ICE R ICE NOTE

DETECTOR DETECTOR
1 CDC 2-5-17 Wing Anti-Ice Valve
Figure 82: Normal Operation - SSPC - Wing Anti-Ice Example

DATA LOADING
CDC 1 and CDC 2 microprocessors data loading is done through an
ARINC 615A-2 protocol from the onboard data loader (ODL). The
software upload is enabled when the AIRCRAFT switch on the
HMU maintenance panel is set to UPLOAD, and the proper aircraft
conditions allow the CDCs to go into software upload operation.
Selecting the CHAN switch to A permits microprocessor 1 of both CDC 1
and CDC 2 to be uploaded at the same time. Selecting the CHAN switch
to B permits microprocessor 2 of both CDC 1 and CDC 2 to be uploaded
at the same time.
After software is uploaded in the microprocessors, a power cycle is
required for the CDCs to implement the newly installed software.

MAINT MENU
AIRCRAFT CHAN BATT PWR
LRU / System Operations NORM OFF
MAINT UPLOAD A B
View All ATAs NORM
Select ATA 24 Electrical DC ESS BUS 3
Select LRU/System CDC 1 UTILITIES LRM 01
Config Data Rigging Test NVM

001 /001 OMS / HMU CMS TEST 1 TEST 2
CDC 1 MICROPROCESSOR/COMMS 1
COMBINATIONAL UTILITY SW HAMCC-XXXXXXXXXXXX
CVR/FDR UTILITY SW HAMCC-XXXXXXXXXXXX
DOORS UTILITY SW HAMCC-XXXXXXXXXXXX
IAMS UTILITY SW HAMCC-XXXXXXXXXXXX
INTERIORS UTILITY SW HAMCC-XXXXXXXXXXXXX
LIGHTING UTILITY SW HAMCC-XXXXXXXXXXXXX
POWER PLANT UTILITY SW HAMCC-XXXXXXXXXXXXX
HYDRAULICS UTILITY SW HAMCC-XXXXXXXXXXXX
FUEL UTILITY SW HAMCC-XXXXXXXXXXXX
EPGDS UTILITY SW HAMCC-XXXXXXXXXXXX HMU MAINTENANCE PANEL
MAINTENANCE PAGE
LOAD NEW
MAINT MENU DATABASES
Maintenance Data Load Menu
Ź Load New Documents & Tables
Ź Load New/Misconfigured LRU
Ź Load Aircraft Software Set
Ź Reload Data & Software
CS1_CS3_2470_026
Ź Reload LRU
OMS DATA LOAD PAGE

MAINTENANCE LAPTOP
Figure 83: Control and Distribution Cabinet Software Loading


messages for the secondary power distribution system.

CS130-21.02-06.00-121418 CS130_24_L2_SPD_Monitoringtests.fm
CAS MESSAGES Table 20: INFO Messages
Table 19: ADVISORY Message MESSAGE LOGIC

24 ELECTRICAL FAULT - CDC 2 satellite repeater power supply module
MESSAGE LOGIC
CDC 2 PWR SUPPLY 3 failure.
ELECTRICAL FAULT Loss of redundant or noncritical function for MODULE 3 INOP
the electrical system (refer to INFO 24 ELECTRICAL FAULT - CDC 3 satellite repeater power supply module
messages). CDC 3 PWR SUPPLY 1 failure.
MODULE 1 INOP
MESSAGE LOGIC CDC 3 PWR SUPPLY 2 failure.
MODULE 2 INOP
24 ELECTRICAL FAULT - CDC 1 microprocessor channel 1, LRM 1
CDC 1 MICRO 1 MODULE 1 failure.
INOP
MODULE 1 INOP
INOP
MODULE 2 INOP
MODULE 2 INOP
MODULE 1 INOP
MODULE 3 INOP
MODULE 2 INOP
24 ELECTRICAL FAULT - Loss of redundant communication for any
EPDS COM REDUND LOSS EPDS TTP end-system.
INOP
24 ELECTRICAL FAULT - Loss of redundant communication for any
EPGS COM REDUND LOSS EPGS TTP end system.
INOP 24 ELECTRICAL FAULT - Loss of redundant communication for any
CAN COM REDUND LOSS CAN end-system.
CDC 2 PWR SUPPLY 2 failure. 24 ELECTRICAL FAULT - Loss of redundant communication for any
MODULE 2 INOP CDC AFDX COM REDUND AFDX end-system.
LOSS


MESSAGE LOGIC
24 ELECTRICAL FAULT - Loss of communication with the EMPC end
EMPC COM LOSS system.
24 ELECTRICAL FAULT - CDC power module failure.
CDC PWR MODULE INOP
24 ELECTRICAL FAULT - SSPC failed open.
CDC SSPC FAIL OPEN
24 ELECTRICAL FAULT - CDC discrete module failure.
CDC DISCRETE MODULE
INOP

PRACTICAL ASPECTS
CONTROL AND DISTRIBUTION CABINET MAINTENANCE

The CDC LRMs are designed for easy removal and installation. The
LRMs are held in place with lever mechanisms that lock the LRM in
position once it is installed correctly.
The LRMs are keyed to ensure they cannot be installed in the wrong
positions.
Each CDC has a safety ground stud on each end of the cabinet, which
must be connected to an aircraft ground.
An electrostatic discharge sensitive wrist strap must be worn when
performing maintenance on the CDC or replacing LRMs. The wrist strap
is plugged into an ESD jack installed on the CDC frame.

CS130-21.02-06.00-121418 CS130_24_L2_SPD_PracticalAspects.fm
Safety
Ground Levers for
Stud Removal
and
Installation
ESD Jack
Static
Wrist
Strap
CS1_CS3_2470_031
Figure 84: Control and Distribution Cabinet Maintenance

CS130-21.02-06.00-121418 CS130_24_L2_SPD_PracticalAspects.fm
24-70 Circuit Breaker Application
24-70 CIRCUIT BREAKER APPLICATION
GENERAL DESCRIPTION
The circuit breaker (CB) application is contained within the
microprocessor-comms LRMs within the master CDCs (CDC 1 and
CDC 2). Each microprocessor-comms LRM communicates with the flight
deck display units over the AFDX BUSES.
The CB application allows monitoring and control of solid-state power
controller circuit breaker (SSPC-CB) functions using graphical user
interface (GUI) components on a flight deck display unit.
The CB application monitors all CBs on board the aircraft. The circuit
breaker panels are located in the flight deck, as well as the forward and
mid equipment bays. The FBWPC CPDs and fuses are in the mid
equipment bay. The circuit breakers in the equipment bays are not
accessible in flight.
The CB application is displayed on the CB page in normal mode.
The normal mode allows the following actions:
• View FUSE, TCBs, FBWPC CPDs or SSPC-CBs states, location,
and rating
• Acknowledge TRIP FUSE, TCBs or SSPC-CBs
• Select IN (SSPC-CB only)
• Select OUT (SSPC-CB only)
A CB TRIP advisory CAS message is displayed each time a new CB trip
(SSPC-CB, FBWPC-CPD, TCB, or fuse) occurs. The CAS message is
removed when all tripped CBs have been acknowledged or corrected.
The CB application periodically checks for changes in the CB states.
When a change occurs in the list being displayed, the Re-sort soft key
becomes active, allowing the list to be updated.The soft key is grayed
out when the list is up-to-date.

CS130-21.02-06.00-121418 CS130_24_L2_CBA_General.fm

Filter By
Combo Box
Sort By
Combo Box SORT BY: FILTER:
Re-sort Button
BUS ALL
NAME LOCATION RATING STATUS

CIRCUIT BREAKER STATES
AC SLAVE RLY 1 EPC1-A12 3 IN
State / SSPC FBWPC
Graphics Color Description -CB TCB -CPD Fuse
AC SLAVE RLY 2 EPC2-A3 3 IN
IN Green Breaker is in X X X X
ACP 1 R-CBP-C2 3 IN
OUT White Breaker is out X X X X
ACP 2 CDC2-7-14 3 OUT Cyan Breaker is X X X X
TRIP tripped
ACP 3 CDC1-7-14 3 OUT LOCK White Breaker is X
locked. Similar
ADS PROBE 1 CDC3-6-8 3 IN to CB collar
--- Amber Breaker state X X X X

ADS PROBE 2 CDC4-4-16 3 IN is unknown
(except for
maintenance
ADS PROBE 3 R-CBP-B1 3 IN mode)
SHED Gray SSPC-CB X
ADS PROBE 4 CDC2-5-16 3 IN automatically
shed
ADS PROBE HEAT 1A CDC3-14-1 7.5 IN IN FAIL Green - Circuit breaker X

OUT Gray failed in
ADS PROBE HEAT 1B CDC4-14-4 7.5 IN OUT FAIL White - Circuit breaker X
Gray failed out
CS1_CS3_2470_016
ADS PROBE HEAT 2A CDC4-14-5 7.5 IN
ADS PROBE HEAT 2B CDC3-14-2 7.5 IN
Figure 85: Circuit Breaker Application

CS130-21.02-06.00-121418 CS130_24_L2_CBA_General.fm
OPERATION
In electrical maintenance mode, CDC 1 and CDC 2 do not communicate
MAINTENANCE MODE with any of their SSPCs, but display all SSPC CB statuses as valid on
The electrical maintenance mode is used to set an SSPC to the IN, OUT, the circuit breaker (CB) page. When an SSPC is set to IN, OUT, or
or LOCK state prior to performing any maintenance of the aircraft LOCKED from the CB page, the CDC stores the command in the NVM.
systems. On subsequent aircraft power-up or when the power of the CDC control
power is active, the micro-comms card communicates with the SSPCs
The electrical maintenance mode may only be entered when the aircraft
and commands the SSPC CBs according to the status stored in the NVM
is on the ground. The electrical maintenance mode is configured using
as commanded from the CB page.
switches on the HMU maintenance panel, located on the flight deck aft
bulkhead. To enter the electrical maintenance mode, the BATT PWR The BATT PWR switch on the HMU maintenance panel is connected to
switch on the HMU maintenance panel must be selected to the CDC 3 discrete I/O module to detect the switch position. When the
DC ESS BUS 3, and the BATT 1 and BATT 2 switches are selected to BATT PWR switch is selected to DC ESS 3, the BATT PWR CONFIG
the OFF position. In this mode, SSRPC 3 is triggered to power the DC status CAS message is displayed on the EICAS.
ESS BUS 3.
The electrical maintenance mode has a higher priority over the ground
NOTE
service mode (refer to the External Power operation section). If the
ground service power is selected, with the aircraft power configuration 1. If the ground service mode is selected while in electrical
set to electrical maintenance mode and external AC power available, the maintenance mode, the request will be ignored by the BPCU.
bus power control unit (BPCU) ignores the request and keeps the aircraft The ground service mode must be reselected after the
in electrical maintenance mode. maintenance mode is exited.
If the BATT PWR switch on the HMU maintenance panel is selected to 2. Do not leave the BATT PWR switch in the DC ESS BUS 3
DC ESS BUS 3, and the aircraft power configuration is in ground service position for long periods of time. The aircraft batteries can
mode with both battery switches set to OFF, the BPCU will exit the discharge.
ground service mode, unpower AC BUS 1 and DC BUS 1, and will set
the aircraft to the electrical maintenance mode. 3. When the BATT PWR switch is set to DC ESS BUS 3, display
unit (DU) 2 turns on.

CS130-21.02-06.00-121418 CS130_24_L2_CBA_Operation.fm
EXT
L PWR APU R AIRCRAFT CHAN BATT PWR
VFG GEN VFG NORM OFF
MAINT UPLOAD A
NORM
GLC 1 ELC GLC 2
ALC DC ESS BUS 3
BTC 1 BTC 3 BTC 2
AC BUS 1 AC BUS 2
OMS / HMU CMS TEST 1 TEST 2
TRU 1 TRU 2
RAT
GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
HMU MAINTENANCE PANEL
DC BUS 1 DC BUS 2
APU
DTC 1 Starter DTC 2
RLC
ASC ELECTRICAL
BUS ISOL CABIN PWR
AC ESS BUS RAT GEN
SSRPC 2
AUTO
SSRPC 1
MAIN ESS
BLC 1 ETC 1 ETC 2 BLC 2 ON

PULL
TURN
BATT 1
B BATT 2
AUTO AUTO
ETC 6 OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3 FAIL FAIL
SSRPC 4
TLC 3
BSC L DISC AVAIL FAIL R DISC
IN USE OFF
DC EMER BUS
CS1_CS3_2470_020
ETC 3 ETC 4 OIL OIL
DC ESS BUS 3 DISC DISC
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 86: Maintenance Mode Operation

FILTERING AND SORTING

The circuit breaker (CB) application enables sorting and filtering of the When sorting by BUS, LOCATION, or SYSTEM, the CB application
various circuit protective devices to quickly locate and identify a displays the CBs in ascending alphabetical order by their CB name.
particular CPD.
Sorting is possible using the following attributes:
• Status (CB state)
• Bus (source electrical bus)
• System (ATA chapter)
• Location (LRU containing the CB)
The default sort criteria is STATUS. This criteria is displayed first on
power-up or when a CB TRIP advisory message is displayed.
Each of these sort categories also has a default. Subcategories are
indented to indicate they are subcategories of the default category.
Once sorted, each category can be filtered to display only the results of a
specific criteria.
When sorting by STATUS and filtering by OFFLINE, the CB application
displays the CBs in the following order:
• TRIP
• OUT
• LOCK
• SHED
• INVALID
Each of the above groups is then automatically sub-sorted by reverse
chronology, which means that the most recent change of state will be
displayed at the top and the oldest at the bottom.
When sorting by STATUS and filtering by TRIP, OUT, LOCK, SHED, or
INVALID, the CB application displays CBs whose state matches the filter
selection. Each group is displayed in reverse chronological order.

SORT BY: SORT BY: SORT BY: FILTER: FILTER:
STATUS BUS LOCATION ALL OFFLINE
STATUS BUS LOCATION ALL OFFLINE

BUS AC ESS BUS CDC 1 21 - AIR COND & PRESS TRIP
LOCATION AC BUS 1 CDC 2 22 - AUTO FLIGHT OUT
SYSTEM AC BUS 2 CDC 3 23 - COMMUNICATIONS LOCK
DC EMER BUS CDC 4 24 - ELECTRICAL SHED
DC ESS BUS 1 CDC 5 25 - EQUIPMENT INVALID
DC ESS BUS 2 EPC 1 26 - FIRE PROT
DC ESS BUS 3 EPC 2 27 - FLT CTRL
DC BUS 1 EPC 3 28 - FUEL
DC BUS 2 L-CBP 29 - HYDRAULIC
R-CBP 30 - ICE/RAIN PROT
L-FBWPC 31 - IND/REC
R-FBWPC 32 - GEAR/BRAKE
33 - LIGHTS
34 - NAVIGATION
35 - OXYGEN
CS1_CS3_2470_018
36 - BLEED
NEXT
Figure 87: Circuit Breaker Application Sort and Filter Control

CIRCUIT BREAKER APPLICATION SELECTIONS

The following illustrations display the possible interactions of the
selections on the CB application.

Acknowledge
TRIP
During load shedding of a group, it is
still possible to acknowledge a
SHED TRIP SSPC. If an OUT SSPC is
changed to IN during load shedding, it Unlock
will immediately go to SHED.
IN OUT LOCK
Acknowledge
1
TRIP
RCCB
NOTE
Unlock If a RCCB, for example an ACMP contactor,
IN OUT LOCK 1 is OUT and an overcurrent occured, the
option to set back the contactor to IN is
disabled until power is recycled.
SSPC
Acknowledge
FAIL, in maintenance mode, the TRIP
command button allows a single
attempt to reset the CB.
IN
FAIL MANUAL
Physical Reset
IN OUT COLLARING
(if applicable)
OUT
FUSE / TCB / FBWPC-CPD

FAIL
LEGEND
CS1_CS3_2470_017
CPD Circuit Protective Device
FBWPC Fly-By-Wire Power Controller
RCCB Remote Control Circuit Breaker
SSPC Solid-State Power Controller
TCB Thermal Circuit Breaker
Figure 88: Circuit Breaker Application Selection Navigation

CIRCUIT BREAKER PANEL

Thermal CBs on the EPCs provide the DC and AC feeds to the circuit
breaker panels (CBPs). DC ESS BUS 3 feeds both CBPs. The AC ESS
BUS feeds the left CBP only. In addition, the right CBP has provisions to
accommodate additional AC or DC BUS connections.
Power from these buses is distributed to member system loads via AC
and DC circuit breakers of various ratings and phases. Each feed
includes a thermal circuit breaker to protect the aircraft wiring from faults
and electrical overloads. The CB trip status monitor (TSM) LRM allows
for automated trip status monitoring. The circuitry on the CB TSM scans
all the CB locations of the CBP to determine the trip status of each circuit
breaker.
The CB TSM reporting function communicates the trip status to the
master CDCs over two CAN BUSES. The left CBP status messages are
transmitted via the CAN BUS to CDC 1. The right CBP status messages
are transmitted via the CAN BUS to CDC 2. The master CDCs report this
status information to the EICAS and the aircraft health management
system (AHMS).

CS130-21.02-06.00-121418 CS130_24_L3_CBA_DetailedDescription.fm
LEFT CIRCUIT BREAKER PANEL RIGHT CIRCUIT BREAKER PANEL

1 2 3 4 5 1 2 3 4 5
L CBP DC ESS 3 FLIGHT CONTROLS

R CBP DC ESS 3 NAVIGATION
REU MFS 2 PRI REU MFS 2 SEC REU INBD AIL PRI REU INBD AIL SEC IIM 3
NAV 1 GPS 1 RAD ALT 1 ATC 1 ISI
A 3 3 5 5 5 A 3 3 3 5 3
DC ESS 50 REU AFT 2 PRI REU AFT 2 SEC REU AFT 3 PRI REU AFT 3 SEC PFCC 3
DC ESS BUS 3 DC ESS 50 LIGHTS
DC ESS BUS 3
BUS 3 B 5 5 5 5 5 Feeds (15x) BUS 3 B
ADS PROBE 3
3
IRU 3
3
CKPT DOME LT PWR 1
3 Feeds (15x)
HYDRAULIC COMMUNICATIONS
EPC 3 C
SLAT CH 1
5
FLAP CH 2
5
HYD 3 PRESS XDCRS
3 EPC 3 C
VHF1
10
ACP 1
3
RIU 1B
3
RIU 2A
1 2 3 4 5 1 2 3 4 5
INDICATING AIR
L INBD DSPL CCP 1 CTP 1 DMC 1A L IPC
IASC 2B ECS SAFETY SNSR R BLEED SNSR EMER RAM AIR VLV
D 15 3 3 7½ 15 D 15 3 3 3
AUTOFLIGHT FUEL LANDING GEAR
E
RSP
3
FCP A
3
FUEL GRAV XFR SOV
3
DC ESS BUS 3 E
L MLG ALTN EXTN
5
5 5
ALTN GEAR CTRL
3
DC ESS BUS 3
ANTI-ICE ENGINE
Feeds (15x) INDICATING ENGINE
Feeds (15x)
L WINDOW CTRL L FADEC A L ENG IGN A ICCP RDC 3 ICCP OVHD 3 ICCP 3 R FADEC A R ENG IGN A
F 3 10 7½ F 3 3 3 10 7½
L CBP AC ESS
AØ 1 2 3 4 5 1 2 3 4 5
DC Power
ANTI-ICE
G
L TAT HEAT
5
ADS PROBE HEAT 3B
7½
Single phase AC Provision for G
Feeds (8x)
AC ESS BØ
R TAT HEAT ADS PROBE HEAT 4B
ANTI-ICE
L WINDOW HTR
ESS BUS Loads (6x) DC Power Feed
BUS H 5 7½ 3 H Single phase AC Provisional
FLIGHT CONTROLS
3-phase AC Provision for Power Feeds (4x)
25 CØ I
STAB TRIM CH 1
15 ESS BUS Loads (3x) 3Ø AC Power Feed I
3-phase
EPC 3
Power Feeds (1x)
CDC 3-7-8 CDC 1 CDC 4-6-9 CDC 2

L CBP MON R CBP MON
CS1_CS3_2470_029
DC CB Trip Status Monitor and CAN BUS DC CB Trip Status Monitor and CAN BUS
BUS 1 SSPC 3A Reporting LRM BUS 2 SSPC 3A Reporting LRM
Logic: Always On Logic: Always On
Figure 89: Circuit Breaker Panel Electrical Schematics

CS130-21.02-06.00-121418 CS130_24_L3_CBA_DetailedDescription.fm

messages for the circuit breaker application.

CS130-21.02-06.00-121418 CS130_24_L2_CBA_MonitoringTests.fm
CAS MESSAGES
MESSAGE LOGIC
CB TRIP A thermal CB trip, SSPC trip or fuse is open
and has not been acknowledged.
Note: This message is removed then
displayed again whenever a new trip
happens in order to send the message to the
top of the screen.
ELECTRICAL FAULT Loss of redundant or non-critical function for
messages).
Table 22: STATUS Message
MESSAGE LOGIC
BATT PWR CONFIG BATT PWR switch on HMU maintenance
panel set to DC ESS BUS 3.
MESSAGE LOGIC
24 ELECTRICAL FAULT - L CB Left circuit breaker panel minor fault.
PANEL DEGRADED
24 ELECTRICAL FAULT - R CB Right circuit breaker panel minor fault.
PANEL DEGRADED
24 ELECTRICAL FAULT - CBP A circuit breaker panel has an interface fault.
INOP

CS130-21.02-06.00-121418 CS130_24_L2_CBA_MonitoringTests.fm
PRACTICAL ASPECTS
CIRCUIT BREAKER PANEL MAINTENANCE

For ease of maintenance and quick accessibility, each circuit breaker
panel (CBP) consists of multiple modules.
Each module face plate is illuminated and held in place with four
fasteners to allow easy access to the circuit breaker. Each of the CBs
can be easily unplugged and replaced.

CS130-21.02-06.00-121418 CS130_24_L2_CBA_PracticalAspects.fm
Each face plate is easily removable

and is held to the module by four screws.
CS1_CS3_2470_030
Removal of face plate exposes the
plug and play patented circuit breaker design.
Figure 90: Circuit Breaker Replacement

CS130-21.02-06.00-121418 CS130_24_L2_CBA_PracticalAspects.fm
24-20 Electrical Emergency Generation System
24-20 ELECTRICAL EMERGENCY

GENERATION SYSTEM
GENERAL DESCRIPTION
A ram air turbine (RAT) provides emergency electrical and hydraulic
power.
The RAT is a self-contained system that uses ram air force to drive a
10 kVA AC generator and a hydraulic pump. The hydraulic pump
supplies pressure to hydraulic system no. 3.
The RAT can be deployed automatically in flight or manually upon
selection of a switch in the flight deck.
A spring-loaded actuator deploys the RAT into the airstream when it
receives an electrical deploy command. This actuator is also used to
hydraulically stow the RAT when on the ground. To stow the RAT, an
electric switch, accessible in the wing-to-body fairing (WTBF), is used to
control hydraulic system no. 3 pressure to the actuator.
The RAT generator supplies the AC ESS BUS in EPC 3 when operating.
A RAT generator control (RGC) provides control and protective functions
for the generator. The emergency power control (EMPC), in conjunction
with the RGC, controls deployment of the RAT and the application of
power to the AC ESS BUS.

CS130-21.02-06.00-121418 CS130_24_L2_EEGS_General.fm
To RAT Actuator
RAT STOW
To RAT Generator PANEL
EPC 3
AC ESS BUS
RAT GENERATOR
CONTROL
TRU ESS
RAM AIR TURBINE
DC ESS BUS 3
RAT GEN EICAS
SYN
ON
CS1_CS3_2423_001
OMS
RAT GEN PBA
EMERGENCY HMU
POWER CONTROL
Figure 91: Electrical Emergency Generation System

CS130-21.02-06.00-121418 CS130_24_L2_EEGS_General.fm
COMPONENT LOCATION
The electrical emergency generation system consists of the following
components:
• Ram air turbine assembly
• RAT deployment actuator
• Stow panel
• RAT generator control (Refer to figure 93)
• Emergency power control (Refer to figure 93)
RAM AIR TURBINE ASSEMBLY

The ram air turbine (RAT) assembly is mounted under the center
fuselage in the wing-to-body fairing (WTBF). It is attached to the aircraft
structure via a pivot shaft on the generator housing.
RAT DEPLOYMENT ACTUATOR

The deployment actuator is connected at one end to the aircraft structure
and at the other end to the RAT assembly.
STOW PANEL
The stow panel is located in the WTBF.

CS130-21.02-06.00-121418 CS130_24_L2_EEGS_ComponentLocation.fm
RAT STOW PANEL
Stowed Actuator
RAT
CS1_CS3_2423_002
(ram air turbine)
Figure 92: Ram Air Turbine System, Deployment Actuator, and Stow Panel

RAT GENERATOR CONTROL

The RAT generator control (RGC) is located in EPC 3, in the forward
equipment bay.

The emergency power control (EMPC) is located within EPC 3.

TRU 3
(ref.)
EPC 3
(FWD EQUIPMENT BAY)
RAT GENERATOR CONTROL Rat Generator

Control
Emergency
Power Control LRM
CS1_CS3_2423_004
EMERGENCY POWER CONTROL LRM
Figure 93: RAT Generator Control and Emergency Power Control

RAM AIR TURBINE ASSEMBLY

The RAT assembly consists of a two-bladed, 87.6 cm (34.5 in.) diameter
turbine, mounted to a lower bevel gearbox assembly. The governor
within the turbine assembly maintains the turbine rotational speed
between 4600 rpm and 6500 rpm.
A hydraulic pump and generator are located at the top of the RAT strut.
The strut connects the gearbox housing to the generator housing. A
drive shaft located inside the strut couples the gearbox output to the
generator input spline.

CS130-21.02-06.00-121418 CS130_24_L3_EEGS_DetailedComponentInformation.fm
Hydraulic Pump
Generator
Strut
Gearbox Housing
CS1_CS3_2423_024
Figure 94: Ram Air Turbine Assembly

DEPLOYMENT ACTUATOR
The deployment actuator is connected at one end to the aircraft
structure. The other end is connected to the RAT assembly. When the
actuator internal lock is released, the deploy spring extends the actuator
deploying the RAT into the airstream. The spring provides 91 kg (200 lb)
of deployment force.
The deployment actuator contains internal mechanical locks that operate
when the unit is fully extended (downlock) or retracted (uplock). The
actuator internal downlock prevents the actuator from rebound and from
causing damage to the skin of the aircraft during landing or negative-G
conditions.
The actuator is released for extension (deployment) using two
functionally independent solenoids installed in parallel on the actuator.
One solenoid is used for automatic deployment, the other solenoid is
used for manual deployment. When either of these solenoids is
energized, the actuator unlocks, allowing the deploy spring to extend the
RAT into the airstream.
A pressure switch monitors pressure within the deploy actuator. The
switch is normally closed. It will open on an increasing pressure of
363 psi, and reset at a decreasing pressure of 263 psi. The EMPC
provides a signal to the engine indication and crew alerting system
(EICAS). An INFO message is displayed when high pressure is in the
deploy actuator and the actuator is in the stowed or deployed position.
High pressure in the RAT deploy actuator could prevent the RAT from
being deployed.
When the stow switch is selected to the STOW position, 28 VDC from
DC BUS 2 is supplied to the stow solenoid. The stow solenoid supplies
pressure to operate the control valve. The control valve supplies
hydraulic pressure to the stow side of the actuator piston, causing the
actuator to retract until the internal locks engage.
Releasing the stow switch de-energizes the stow solenoid. With no
pressure available, the control valve returns to the normal position,
removing pressure from the actuator.

STOW ORIFICE Supply Pressure
STOW
SOLENOID
CONTROL
VALVE SOL
FILTER SCREEN
Actuator Return
AUTO DEPLOY SOLENOID

Actuator
SOL
PS
SHAFT
LOCK
SOL
Control Valve Bonding
MANUAL DEPLOY SOLENOID Deploy Strap
Pressure
Switch Spring
Auto Deploy
Deploy Solenoid
Spring
Manual Deploy
Solenoid
Pressure
Switch
Stow
Solenoid
CS1_CS3_2423_009
Adjustable
Rod End Pressure Port
Return Port
Figure 95: RAT Deployment Actuator

RAT BLADE RELEASE

During deployment from the stowed position, the stow abort bracket and
turbine release cable move together until 56.4° of movement. At this
angle, the stow abort bracket makes contact with a fixed pin attached to
the aircraft structure. Contact with the fixed pin arrests the movement of
the turbine release cable pulling up on the plunger. The plunger is fully
released when the RAT is fully extended (67.6°).
A proximity sensor, mounted on the RAT generator housing, monitors
the position of the stow abort bracket and provides an indication of RAT
deployment on the EICAS.

Turbine Fixed Pin Bolted RAT Deploy

Plunger Release Cable to Structure Proximity Switch
Stow
Abort
Bracket
2 Partial deployment
1 Stowed RAT
CS1_CS3_2423_007
3 Fixed pin contact 4 Full deployment, cable pulled
Figure 96: RAT Blade Release

RAT BLADE LOCKING
RAT Locking Plunger

A spring-loaded locking plunger locks the turbine drive shaft to prevent
rotation. This ensures that no structure is contacted by the blades until
the RAT is in the fully deployed position. When the plunger is pulled
upward, by the release cable, the turbine is free to rotate.

Release Cable
Generator/Hydraulic Pump
Drive Shaft
Locking
Plunger
Spiral Bevel
Gears
Turbine
Drive Shaft
CS1_CS3_2423_006
GEARBOX
Figure 97: RAT Locking Plunger

RAT STOW ABORT FUNCTION

The stow abort function prevents stowing of the RAT if the blades are not
properly aligned. In the event that the blades are misaligned, the turbine
locking plunger will not seat in the turbine drive shaft hole.
In addition, the high plunger position causes the stow abort pawl,
connected to the generator, to contact the fixed pin. This contact
prevents the RAT from retracting further than 5 to 8° from the fully
deployed position.

Fixed Pin
Stow Abort Pawl
Attatched to Stow Abort Pawl
Generator Clears Fixed Pin
Stow Abort Stow Abort
Pawl Bracket
Turbine Release
Cable
Fully deployed 67.6° Stow beginning Stow continuing

1 (Locking plunger fully released) 2 (Blades centered) 3 (Blades centered)
Stow Abort Pawl

Contacts Fixed Pin
CS1_CS3_2423_008
RAT being stowed
(Blades not centered)
Figure 98: RAT Stow Abort Function

RAT GENERATOR
In an in-flight emergency condition, RAT deployment is automatic,
requiring no crew action.
Manual deployment, in-flight or on the ground, is accomplished by
selection of the guarded RAT GEN PBA on the ELECTRICAL panel.
When the RAT generator is supplying power, the ON light in the PBA, is
illuminated.
The momentary RAT GEN PBA also sends a signal to the RGC to
command the RLC closed. This connects the RAT GEN to the AC ESS
BUS.
Indication of RAT deployment is displayed on the ELECTRICAL synoptic
page.
NOTE
Because the RAT GEN PBA is connected to the DC EMER BUS,
the RAT deploys as soon as the PBA is pressed, even if the
aircraft is unpowered.

CS130-21.02-06.00-121418 CS130_24_L2_EEGS_ControlsIndications.fm

2
BUS ISOL RAT GEN
BATT 1 BATT 2 AUTO
22 °C 23 °C MAIN ESS
26 V 26 V OFF ON
0A 0A PULL
TURN
B
BATT 1 BATT 2
DC ESS 1 DC ESS 2 AUTO AUTO
OFF OFF
DC ESS 3
1 Displayed only:
When RAT is deployed
DC BUS 1 DC BUS 2
OR
L GEN R GEN
RAT Line Contactor CLSD
DC TRU 1 TRU 3 TRU 2 FAIL FAIL
0V 28 V 0V OFF EXT PWR APU GEN OFF

AC 0A 92 A 0A AVAIL FAIL
L DISC R DISC
IN USE OFF
1 2 RAT GEN PBA DISC DISC
Press to manually deploy RAT
115 V RAT
509 Hz GEN Press to turn RAT generator off
ELECTRICAL PANEL
0 KVA 0 KVA
0V 0V
L R
GEN GEN
WARNING
CS1_CS3_2423_011
The RAT GEN PBA is connected to the
DC EMER BUS. The RAT will deploy
when the PBA is pressed, even if the
SYNOPTIC PAGE - ELECTRICAL aircraft is unpowered.
Figure 99: RAT Generator Control and Indications

CS130-21.02-06.00-121418 CS130_24_L2_EEGS_ControlsIndications.fm
RAT DEPLOYMENT
An autodeployment of the ram air turbine (RAT) occurs when AC BUS 1
and AC BUS 2 power is lost while the aircraft is in the air mode. Power
loss is determined by the position of the generator line contactor
(GLC) 1, GLC 2, and the APU line contactor (ALC). The emergency
power control (EMPC) monitors the auxiliary contacts of the GLCs and
ALC. Anytime all three contactors are open, AC BUS 1 and AC BUS 2
are unpowered.
Additional logic is provided by the weight-on-wheels (WOW) inputs from
the landing gear steering control units (LGSCUs). In flight, the deploy
logic uses either WOW input and an airspeed signal greater than 50 kt
from the air data system.
The EMPC internal logic for automatic deployment prevents inadvertent
RAT deployment during ground operation. If the aircraft is on jacks
during maintenance, both WOW signals from the LGSCUs must be in
agreement. The external power line contactor (ELC) position is
monitored using one of the ELC auxiliary contacts. The emergency
power control (EMPC) auto deploy logic is inhibited for 10 seconds to
ensure the WOW air or ground state is determined by the LGSCU.
In an auto deployment, the EMPC supplies 28 VDC to the RAT auto
deploy solenoid for 1.75 seconds. The RAT can also be deployed
manually pressing the RAT GEN PBA on the ELECTRICAL panel. The
RAT GEN PBA ON light illuminates when the RAT is deployed and
producing power. The RAT PBA supplies 28 VDC from the DC EMER
BUS to the RAT manual deploy solenoid. When either solenoid is
energized, the uplock is released and the RAT deployment actuator
extends the RAT into the air stream. The turbine accelerates to an
operating speed between 4600 rpm and 6500 rpm.
RAT deployment is monitored by the RAT deployed proximity switch and
indicated by a RAT DPLY advisory message on the engine indication
and crew alerting system (EICAS).

CS130-21.02-06.00-121418 CS130_24_L3_EEGS_DetailedDescription.fm
RAT Deploy Command
L GEN Fail
R GEN Fail
APU GEN Fail
Ext Power Avail RAT deploy

IN AIR
Airspeed > 50 kt Time

EMPC on Delay
10 sec
EPC 3
GLC 1 Aux Contact
Air Data
GLC 2 Aux Contact System
ALC Aux Contact EICAS
RGC EMPC
RCL LS SYN
DRIVE
COMM DMC 1 AND DMC 2
Init Bite OMS
LGSCU 1 and LGSCU 2 WOW LGSCU 1 AND

RAT GEN PBA LGSCU 2 HMU
RAT GEN Reset
Deployed Prox SW RAT DEPLOYED
PROXIMITY SWITCH
ON
RAT GEN
ON IND
LEGEND
OFF ALC APU Line Contactor

MANUAL DEPLOY ELC External Power Line Contactor
CB-B7 Man-Deploy
SOLENOID EMPC Emergency Power Control
CS1_CS3_2423_025
RAT ON
DC Dply Man GLC Generator Line Contactor
EMER 5 EMPC Power Backup RAT Ram Air Turbine
BUS Auto-Deploy Solenoid AUTO DEPLOY
SOLENOID WOW Weight-On-wheels
EPC 1 ARINC 429
Figure 100: RAT Deployment

RAT GENERATOR CONTROL

The RAT generator control (RGC) is only powered when the RAT is
deployed and operating, and during a power-up built-in test (BIT). During
a power-up BIT, the RGC receives 28 VDC from the EMPC LRM to
power the RGC and begin the BIT function. Under all other conditions,
the RGC only receives power from the RAT permanent magnet
generator. With the EMPC LRM powering the RGC during power-up BIT,
the RAT line contactor (RLC) can be tested. The RGC monitors the
output frequency of the RAT AC generator and, when the threshold
frequency of 425 Hz is reached, the RGC commands the RLC to close
and connect the RAT generator to the AC ESS BUS. The RLC control is
shared with the EMPC. The RGC provides a ground for the RLC coil,
while the EMPC provides the power.
The EMPC provides 28 VDC to illuminate the RAT GEN PBA ON light on
the ELECTRICAL panel in the flight deck. The logic to drive this light
requires the RLC to be detected in the closed position with voltage
sensed on phase-A at the point of regulation.
Under fault conditions, the RGC de-energizes and locks out the RLC,
and de-excites and locks out generator excitation. To reset the system,
the RAT GEN PBA must be cycled.
The EMPC provides communications over the ARINC 429 BUS for the
RAT system control status, protection status, and BIT through the DMC
to the aircraft health management system (AHMS) and EICAS.
The RAT generator current is measured via built-in current transformers.
The RAT generator incorporates two, 115 V single phase AC heaters to
maintain the rotor and stator air gap above 0°C (32°F) during flight. One
heater is powered when the outside sensed total air temperature (TAT) is
0°C (32°F) or less. Only one heater operates at a time.
This power is supplied from AC BUS 2 for RAT heater A, and AC BUS 1
for RAT heater B. An INFO message is displayed if either heater fails.

EPC 3
RAT BPCU 1
CDC 2-16-10 RAT GENERATOR Line Contactor 4.9kΩ
AC ESS BUS SNS
RAT HTR A
POR
AC RAT Heater A AØ RLC AUX
BUS 2 SSPC 3A
Logic: Advanced BØ AC ESS BUS BPCU 2

RAT Heater B
CØ AC ESS BUS SNS
RLC AUX
CDC 1-16-5 EXC PMG CT
RAT HTR B
AC
BUS 1 SSPC 3A EICAS
Logic: Advanced
SYN
Power
OMS
RGC
Ground
RLC AUX RLC Driver HMU
EMPC
POR RLC
RCL Driver
LS
CT SNS DRIVE
COMM DMC 1 AND DMC2
PMG
Init Bite
Exciter
RAT GEN PBA

RAT GEN Reset
ON
RAT GEN
ON IND
OFF
CS1_CS3_2423_014
CB-B7
RAT ON
DC Dply Man
EMER 5 EMPC Power Backup LEGEND
BUS
EPC 1 ARINC 429
Figure 101: RAT Generator Control

EMERGENCY OPERATION
The emergency operation of the primary power distribution system is
• Ram air turbine (RAT) generator operation
• RAT generator with left VFG online
• RAT generator with left and right VFGs online
Ram Air Turbine Generator Operation

In flight, when the RAT is deployed with no other AC source available,
the RAT generator supplies the AC ESS BUS and DC ESS BUS 3
through TRU 3.
Both battery line contactors (BLCs) are closed providing battery power to
their respective DC ESS BUS. In addition, the EMPC and BPCUs closes
all of the essential tie contactors (ETCs) to parallel all DC ESS BUSES
and BAT DIR BUSES.

BATT 1 BATT 2 EXT

0A 0A

ALC
0V 28 V 0V
AC 0A 124 A 0A

TRU 1 TRU 2
115 V
RAT
RAT
555 Hz GEN GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
0 KVA 0 KVA
0V 0V DC BUS 1 DC BUS 2
L R
GEN GEN
APU
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
ON
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
DC EMER BUS
CS1_CS3_2423_016
IN USE OFF
ETC 3 ETC 4
OIL OIL
DC ESS BUS 3
DISC DISC
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 102: Ram Air Turbine Generator Online

RAT Generator with Left VFG Online

If the RAT generator is online when a VFG comes online, it will supply
the AC BUSES, DC BUSES, and DC ESS BUSES 1 and 2. The RAT
generator supplies the AC ESS BUS and DC ESS BUS 3 only.
The batteries supply only their respective battery direct buses.

BATT 1 BATT 2 EXT

0A 0A

ALC
28 V 28 V 28 V
AC 96 A 18 A 83 A

TRU 1 TRU 2
115 V
RAT
RAT
555 Hz GEN GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
29 KVA 0 KVA
L R
GEN GEN
APU
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
DC EMER BUS
CS1_CS3_2423_017
IN USE OFF
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 103: Ram Air Turbine Generator with Left VFG Online

RAT Generator with Left and Right VFGs Online

With the RAT generator supplying power when both VFGs are online,
the AC buses are supplied from their corresponding generator. The RAT
generator continues to supply the AC ESS BUS and DC ESS BUS 3.

BATT 1 BATT 2 EXT

0A 0A

ALC
28 V 28 V 28 V
AC 96 A 18 A 83 A

TRU 1 TRU 2
115 V
RAT
RAT
555 Hz GEN GEN
EBC 1 EBC 2
TLC 1 TLC 2
DTC 3
12 KVA 15 KVA
L R
GEN GEN
APU
RLC
ASC
ELECTRICAL
AC ESS BUS
SSRPC 2
BUS ISOL CABIN PWR
SSRPC 1
RAT GEN
AUTO
MAIN ESS
PULL
TURN
BATT
B 1 BATT 2
AUTO AUTO ETC 6
OFF OFF
TRU 3 TSC
L GEN R GEN
SSRPC 3
SSRPC 4
FAIL FAIL
BSC
AVAIL FAIL
DC EMER BUS
CS1_CS3_2423_018
IN USE OFF
ETC 3 ETC 4
DC ESS BUS 3
BATT 1 BATT 2
ELECTRICAL PANEL
Figure 104: Ram Air Turbine Generator with Both VFGs Online

OPERATION
RAT STOW
Stowing of the RAT is accomplished using the RAT stow switch and
pressure from hydraulic system no. 3.
To stow the RAT:
1. Hydraulic system no. 3 must be pressurized.
2. The RAT blades must be aligned properly.
3. Select and hold the RAT stow switch until the RAT deploy actuator
lock has been engaged.
4. Insert the RAT safety pin if the aircraft is not required for flight.

CS130-21.02-06.00-121418 CS130_24_L2_EEGS_Operation.fm
RAT STOW SWITCH DEPLOYMENT

CDC 2-9-4 ACTUATOR
RAT Restow
DC
BUS 2 SSPC 3A
Stow Solenoid
Logic: Always On
STOW
CS1_CS3_2423_019
Figure 105: RAT Stow Operation

CS130-21.02-06.00-121418 CS130_24_L2_EEGS_Operation.fm

messages for the electrical emergency generation system.

CS130-21.02-06.00-121418 CS130_24_L2_EEGS_MonitoringTests.fm
Table 24: WARNING Messages MESSAGE LOGIC

24 ELECTRICAL FAULT - RAT heater A failed.
MESSAGE LOGIC RAT HEATER A INOP
EMER PWR ONLY Loss of the main power generation including 24 ELECTRICAL FAULT - RAT heater B failed.
the APU generator when the aircraft is in the RAT HEATER B INOP
air, RAT is online OR battery power only.
24 ELECTRICAL FAULT - RAT will not deploy with residual pressure in the
RAT ACTUATOR HI PRESS actuator.
Table 25: CAUTION Message
24 ELECTRICAL FAULT - Loss of communication with the EMPC end
MESSAGE LOGIC EMPC COM LOSS system.
RAT GEN FAIL RGC has detected fault during BIT or RAT is
not supplying power when demanded.
MESSAGE LOGIC
RAT DPLY Ram air turbine deployed.
RAT GEN ON Loss of the main power generation including
the APU generator when the aircraft is in the
air, RAT is online.
ELECTRICAL FAULT Loss of redundant or non-critical function for the
electrical system (refer to INFO messages).

CS130-21.02-06.00-121418 CS130_24_L2_EEGS_MonitoringTests.fm
PRACTICAL ASPECTS
RAT GROUND SAFETY PIN INSTALLATION

During ground maintenance, a ground safety pin must be installed to
lock the RAT in the stowed position. The pin holds the RAT to the aircraft
structure and prevents the RAT from deploying.
To install the RAT safety pin, open the RAT stow panel access door.
WARNING
MAKE SURE THE RAM AIR TURBINE (RAT) SYSTEM IS
DEACTIVATED BEFORE PERFORMING MAINTENANCE ON
THE RAM AIR TURBINE SYSTEM COMPONENTS. SOME
MAINTENANCE PROCEDURES CAN CAUSE AN
ACCIDENTAL EXTENSION OF THE RAT. TO PREVENT
ACCIDENTAL EXTENSION OF THE RAT, MAKE SURE THAT
THE SYSTEM IS DEACTIVATED AND THE SAFETY PIN IS
CORRECTLY INSTALLED.
TO PREVENT INJURY TO PERSONS AND/OR DAMAGE TO
EQUIPMENT, THE RAT CAN EXTEND RAPIDLY. THE AREA
NEAR THE RANGE OF EXTENSION OF THE RAT AND THE
RAT DOOR MUST BE CLEAR.

CS130-21.02-06.00-121418 CS130_24_L2_EEGS_PracticalAspects.fm
RAT SAFETY PIN HOLE
RAT SAFETY PIN
CS1_CS3_2400_019
Figure 106: RAT Safety Pin Installation

RAT SERVICING
The ram air turbine gearbox uses MIL-L-7808 oil in a cavity created by
the gearbox housing. The gearbox housing is supplied with a drain port,
sight glass, and a fill port.
Servicing of ram air turbine oil is based on a fill-to-spill method with the
RAT in the deployed position.

CS1_CS3_2423_021
Drain Port
Sight Glass Fill Port
Figure 107: RAT Servicing

RAT GROUND TEST

The RAT ground test back drive unit is attached to the RAT gearbox to
drive the RAT hydraulically for ground testing.
The generator output can be seen on the ELEC synoptic page when the
RAT is being driven.

CS1_CS3_2420_021
Figure 108: Ground Test Back Drive Unit Attachment


CS130-21.02-06.00-121418 CS130_24_ILB.fm
ATA 31 - Indicating/
Recording System
BD-500-1A10
BD-500-1A11
31 - Indicating/Recording Systems
Table of Contents
31-10 Instruments and Control Panels ...................................31-2 Aircraft Personality Module ....................................... 31-64
General Description ..........................................................31-2 Data Concentrator Unit
ICCP Power Supply .....................................................31-4 Module Cabinets Interface ........................................ 31-66
Panel Annunciator Brightness Control and Test ..........31-6 Monitoring and Tests .................................................... 31-68
ICCP Panel Integral lighting.........................................31-8 CAS Messages ......................................................... 31-69
Component Location ......................................................31-10 Practical Aspects .......................................................... 31-72
Panel Interface Modules ............................................31-10 Display Unit Removal/Installation ............................. 31-72
Remote Data Concentrators ......................................31-12 IPC and DMC Module Removal/Installation .............. 31-74
Detailed Description .......................................................31-14 IPC and DMC Module Lamps ................................... 31-76
ICCP Panel Integral Lighting .....................................31-16 Field Loadable Software ........................................... 31-78
Monitoring and Tests ......................................................31-24 31-60 Electronic Flight Instrument System .......................... 31-84
Panel Annunciators - Annunciator Test .....................31-24 General Description ....................................................... 31-84
CAS Messages ..........................................................31-26 Controls and Indications ................................................ 31-86
31-20 Integrated Clock System ............................................31-28 Control Panels........................................................... 31-88
General Description .......................................................31-28 Operation ....................................................................... 31-96
Control Tuning Panel CLOCK Page .........................31-28 MFW Format Control................................................. 31-98
Primary Flight Display ................................................31-28 MFW Format Merging ............................................. 31-100
Practical Aspects ...........................................................31-30 MFW Graphic User Interface .................................. 31-102
Setting the Clock........................................................31-30 MFW Overlay Menu ................................................ 31-104
Detailed Description ................................................... 31-106
31-40 Integrated Avionics Processing ..................................31-32 Automatic Display Reversion ................................. 31-106
General Description .......................................................31-32 Monitoring and Tests ................................................... 31-116
Component Location ......................................................31-34 Display Comparator ................................................ 31-116
Component Information .................................................31-36 Failure Flags ........................................................... 31-118
Display Units .............................................................31-36 CAS Messages ....................................................... 31-120
Integrated Processing Cabinets.................................31-38 31-40 Engine Indication and Crew Alerting System........... 31-122
Data Concentrator Unit Module Cabinets .................31-40
Detailed Description ......................................................31-42 General Description ..................................................... 31-122
Display Unit Interface.................................................31-42 EICAS Interface ...................................................... 31-122
Integrated Processing Cabinets.................................31-44 Aural Warning Inhibit............................................... 31-122
Data Concentration System ......................................31-56 Detailed Description ................................................... 31-124

CS130-21.02-06.00-121418 CS130_M2_31_IndicRecTOC.fm
Data Acquisition and Distribution .............................31-124

Operation ......................................................................31-138
EICAS Page Control ...............................................31-138
CAS Message List Control.......................................31-140
INFO Messages .......................................................31-142
Electronic Checklist..................................................31-144
Monitoring and Tests ....................................................31-150
CAS Messages ........................................................31-151
31-30 Flight Data Recorder ................................................31-152
General Description ......................................................31-152
Component Location ....................................................31-154
Triaxial Accelerometer .............................................31-156
Pilot Event Switch ....................................................31-158
Detailed Description .....................................................31-160
Monitoring and Tests ....................................................31-162
CAS Messages ........................................................31-163

CS130-21.02-06.00-121418 CS130_M2_31_IndicRecTOC.fm
List of Figures
Figure 1: ICCP Overview......................................................31-3 Figure 24: IPC 3 and 4 Common Computing Modules ....... 31-51
Figure 2: ICCP Panel Power ................................................31-5 Figure 25: IPC 1 to IPC 4 Digital Switching Module............. 31-53
Figure 3: Annunciator Brightness and Figure 26: IPC Interface....................................................... 31-55
Lamp Test Control.................................................31-7 Figure 27: Data Concentrator Unit Module Cabinets ........... 31-57
Figure 4: Panel Integral Lighting...........................................31-9 Figure 28: Cover and Environmental and
Figure 5: Panel Interface Module Locations .......................31-11 Power Producing Modules.................................. 31-59
Figure 6: ICCP Component Locations - Figure 29: Input/Output Modules ........................................ 31-61
Remote Data Concentrators................................31-13 Figure 30: Data Concentrator Module.................................. 31-63
Figure 7: ICCP Operation ..................................................31-15 Figure 31: Aircraft Personality Module................................. 31-65
Figure 8: Integral Lighting Operation Zone 1.....................31-17 Figure 32: DMC Input/Output............................................... 31-67
Figure 9: Integral Lighting Operation Zone 2.....................31-19 Figure 33: Display Unit Installation ...................................... 31-73
Figure 10: Integral Lighting Operation Zone 3.....................31-21 Figure 34: Module Removal/Installation............................... 31-75
Figure 11: Integral Lighting Operation Zone 4.....................31-23 Figure 35: Module Power Lamps and On/Off Shunt ............ 31-77
Figure 12: Lamp Test ...........................................................31-25 Figure 36: Display Unit Loadset/Application ........................ 31-79
Figure 13: Integrated Clock System .....................................31-29 Figure 37: IPC Loadset ........................................................ 31-81
Figure 14: Setting the Clock .................................................31-31 Figure 38: DMC Loadset...................................................... 31-83
Figure 15: Integrated Modular Avionics Architecture............31-33 Figure 39: EFIS Layout ........................................................ 31-85
Figure 16: Avionics Processing Components.......................31-35 Figure 40: Display Units Default Arrangement..................... 31-87
Figure 17: Display Unit Installation .......................................31-37 Figure 41: EFIS Controls ..................................................... 31-89
Figure 18: Integrated Processing Cabinet ...........................31-39 Figure 42: Cursor Control Panel .......................................... 31-91
Figure 19: Data Concentrator Unit Module Cabinet .............31-41 Figure 43: Multifunction Keyboard Panel ............................. 31-93
Figure 20: Display Unit Interface ..........................................31-43 Figure 44: Reversion Switch Panel...................................... 31-95
Figure 21: Integrated Processing Cabinet and Modules ......31-45 Figure 45: General Cursor Operation .................................. 31-97
Figure 22: Cover and Environmental and Figure 46: MFW Formats and Sub Menus.......................... 31-99
Power and Environment Modules .......................31-47 Figure 47: Full Multifunction Window Format.................... 31-101
Figure 23: IPC 1 and 2 - Common Computing Modules......31-49 Figure 48: Graphical Symbol Selection............................. 31-103

CS130-21.02-06.00-121418 CS130_M2_31_IndicRecLOF.fm
Figure 49: Overlay Selection .............................................31-105 Figure 73: Flight Data Recorder Component Location ...... 31-157
Figure 50: Automatic Display Reversion ............................31-107 Figure 74: PILOT EVENT Switch....................................... 31-159
Figure 51: Half PFD Display ...............................................31-109 Figure 75: FDR Interface ................................................... 31-161
Figure 52: Multiple DU Failure............................................31-111
Figure 53: Reversion Selection ..........................................31-113
Figure 54: Reversion Mode Message ................................31-115
Figure 55: Comparator Flags..............................................31-117
Figure 56: Failure Flags......................................................31-119
Figure 57: EICAS General Interface...................................31-123
Figure 58: Data Concentrator Unit
Module Cabinet EICAS Interface ......................31-125
Figure 59: EICAS Message/Aural Processing....................31-127
Figure 60: Phases of Flight.................................................31-129
Figure 61: Maintenance, Ground, Taxi, and
Takeoff Phases of Flight....................................31-131
Figure 62: Climb, Cruise, Approach, Landing,
Go-Around, and Roll Out Phases of Flight ........31-133
Figure 63: Takeoff Configuration Warning..........................31-135
Figure 64: Master WARNING/CAUTION PBA
Operation...........................................................31-137
Figure 65: EICAS Swap Position........................................31-139
Figure 66: CAS Message List Display Control ...................31-141
Figure 67: EICAS INFO Messages.....................................31-143
Figure 68: ECL Access and SUMMARY Page ...................31-145
Figure 69: ECL Menu Page Displays .................................31-147
Figure 70: Checklist Display ...............................................31-149
Figure 71: Flight Data Recorder System ............................31-153
Figure 72: Flight Data Recorder Component Location .......31-155
Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL 31-iv

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL 31-v

INDICATING/RECORDING SYSTEMS - CHAPTER BREAKDOWN
Instruments and Control Flight Data Recorder

Panels
1 5
Integrated Avionics Processing

2
Electronic Flight Instrument

System
3
Engine Indication and Crew

Alerting System
4
INDICATING/RECORDING SYSTEMS CHAPTER BREAKDOWN

31-10 Instruments and Control Panels
31-10 INSTRUMENTS AND CONTROL PANELS
GENERAL DESCRIPTION
The integrated cockpit control panel (ICCP) system provides an interface The switch data is communicated over three controller area network
for control and indication of aircraft systems. The ICCP uses a (CAN) BUSES to the RDCs. Some switches for critical systems are
triple-redundant digital-backbone architecture that consists of control hardwired directly into the aircraft systems to ensure their continued
panels, remote data concentrators (RDCs), and panel interface modules operation without the avionics being operational. The hardwired
(PIMs). switches are not monitored by the PIMs.
The following control panels are part of the ICCP system: Three RDCs provide the interface between the ICCP and the data
concentrator unit module cabinets (DMCs) via ARINC 429 BUSES. Each
• OVERHEAD panel RDC provides output to the DMCs for distribution to the aircraft systems
• TRIM panel for control. The DMCs use switch position information for operational
confirmation, system monitoring, CAS message logic, electronic
• ENGINE panel
checklist logic, and display indications. The aircraft systems provide
• LIGHTING/COCKPIT DOOR panel signals to turn on annunciators on the panels. The RDCs also provide
integral lighting control and annunciator brightness control for control
• LANDING GEAR panel
panels not associated with the ICCP.
• L and R GLARESHIEL panels
The following hardwired discrete switches and controls are not digitally
• PARKING BRAKE panel monitored by the ICCP system:
Each panel has switches and pushbutton annunciators (PBAs) to control • Left and right reading light potentiometers
the aircraft systems. Some PBAs are line replaceable. Other faults on
• Left and right wiper rotary switches
the control panels require replacement of the entire panel.
• Left and right BTL 1 and BTL 2 pushbutton annunciators (PBAs)
The PIMs monitor the panel switches and control illumination of status
annunciators. The PIMs also provide integral lighting power for the ICCP • APU BTL PBA
control panels. Three PIMs are installed in the overhead panel and three
• Left and right MASTER WARNING/MASTER CAUTION PBAs
PIMs are integrated into the following control panels on the pedestal:
• AUTOBRAKE switch
• TRIM panel
• AILERON trim switch
• ENGINE panel
• Lighting control potentiometers and switches
• LIGHTING/COCKPIT DOOR panel
• Communications pilot data link control buttons

CS130-21.02-06.00-121418 CS130_31_L2_ICP_General.fm
RANGE INBD DSPLY BRT RANGE INBD DSPLY BRT

MENU OFF MENU OFF
M
L R
XPDR/TCAS MODE
FPV CAGE IAS HDG V/S L R
XPDR/TCAS MODE
FPV CAGE
TUNE/ TUNE/
AUTO
<WXR ON
TA/OFF>
ONLY MENU MACH
AP
FPA AUTO
<WXR ON
TA/OFF>
ONLY MENU
ACPT ACPT
MAP FMS CNS SPD HDG MAP FMS CNS
FMS MAN FT ALT M
M BRT
LOAD STBY
<CLOCK PFD/NAV>
ALT ON IDENT AT STBY
<CLOCK PFD/NAV>
ALT ON IDENT LOAD
HDG FLC VS
LEGEND
TERR CHKL SYN DATA DN TERR CHKL SYN DATA
SIDESTICK STBY STBY SIDESTICK
OUTBD INBD CHRONO TA/RA NAV
<STBY ALTHUD>
OFF 1/2 TA/RA NAV
<STBY ALTHUD>
OFF 1/2
CHRONO INBD OUTBD
BARO XFR BARO
TFC IN HPA NAV ALT TFC IN HPA
TUNE/DATA TUNE/DATA
WARNING WARNING
RETURN CRS 090 RETURN CRS 090
CAUTION PTY
TY
Y RJCT WX WX RJCT PTY
TY
Y CAUTION
FD 1/2 FD
NAV APPR EDM VNAV FPA NAV
SRC BANK SRC
OFF BRT OFF BRT UP OFF BRT OFF BRT

PIM Panel Interface Module
UP GLARESHIELD PANEL
RDC Remote Data Concentrator
ALTN GEAR
ACT 220 KT
RETRACT NORM
To To
ARINC 429 Pedestal GEAR AURAL
DN
Pedestal
CAN BUS PIMs CNCL
PIMs
DN
EXTEND 250 KT
OFF
To Pedestal PIMs
DMC 1
LO
RTO MED
AUTOBRAKE HI
AND
DMC 2
NOSE STEER ALTN BRAKE
OFF ON
RDC 1, RDC 2, RDC 3 LANDING GEAR PANEL PEDESTAL
Annunciator
Bright/Dim/Test MSG ROUTE D DEP/
ARR
CNCL EXEC MSG ROUTE D DEP/
ARR
CNCL EXEC
CLR/ CLR/
DELL MAX MAX DELL
Integral SP
E
N
T
E
R SP
E
N
T
E
R
Lighting MAP
CHKL
FMS
SYN
CNS
DATA
PREV
CAS
NEXT MAP
CHKL
FMS
SYN
CNS
DATA
PREV
CAS
NEXT
IDLE IDLE
ID
DLE
DSPL SEL DSPL SEL
UPR UPR
DSK
K LWR DSK
K LWR
MENU MENU
L ENG APU R ENG ELT

Lighting/COCKPIT L ENG R ENG
G
DOOR Panel
ENTRANCE DOME ARM ON ON
PIM 1
TEST/
RESET ON
FOR AVIATION
FIRE FIRE FIRE EMER USE ONLY
UNAUTHORIZED
PIM
PULL OPERATION PROHIBITED
OFF BRT TURN OFF OFF
F
BTL 1 BTL 2 BTL BTL 1 BTL 2
AURAL WARN PROBE HEAT
AVAIL AVAIL AVAIL AVAIL AVAIL CARGO ENGINE
NE
GND FWD BTL AFT
ON CONT START
INHB IGNITION AUTO PILOT
L R
ENG ENG EVENT
AVAIL CRANK CRANK
HYDRAULIC FUEL FIRE FIRE
WINDOW HEAT MAN XFR ON
CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL
L SIDE L WSHLD R R SIDE HYD 1 HYD 3 HYD 2 OFF
SOV 3A SOV
OFF OFF OFF OFF AUTO EQUIP COOLING VHF1 VHF2 VHF3 HF1 HF2 SAT CAB
C VHF1 VHF2 VHF3 HF1 HF2 S
SAT CAB
C
OFF ON INLET EXHAUST
L R
CLSD CLSD VLV AUTO ON

L BOOST PUMP R BOOST PUMP ONLY
PRIM FLT CTRL AUTO AUTO BOTH NAV ADF DME BOTH NAV ADF DME
OFF ID
D V 1 1 1 MKR ID
D V 1 1 1 MKR
PFCC 1 PFCC 2 PFCC 3 OFF ON OFF ON PTT 2 2 2 PTT 2 2 2
R
CTR
3 CALL 3 CALL
GRAV XFR
Aileron/Rudder
3B 2B OFF OFF
PTU AUTO AUTO
OFF OFF OFF OFF ON OFF ON PRESSURIZATION SPKR INT PA
AUTO ON INT SLAT INT
SPKR INT PA
OFF ON EMER DEPRESS
FLAP
SLAT
Trim Panel
MAX ∆P
PIM 2
AIR 0.11 PSI TO FLAP
CVR 1.00 PSI LDG 0 0
COCKPIT FWD CABIN AFT ON RET
AILERON RUDDER DSPL INTEG
TEST ERASE 11
11 LWR ISI MAIN GSHLD FLOOD
PIM
ELECTRICAL NL NR 1/4
DITCHING R
BUS ISOL CABIN PWR RAT GEN AUTO PRESS 22 22
C H C H C H L R E
AUTO W W 1/2
MAIN ESS MAN TEMP FWD CARGO AFT FAIL D D T
33 33 OFF BRT DIM BRT OFF BRT
VENT LO VENT ON
CB INTEG OVHD INTEG OFF HEAT OFF MAN 3/4 R
OFF ON
PULL A 44 44
COCKPIT DOOR
ON HI
TURN HEAT UNLOCK EMER ACCESS
FULL
ULL C
PAX OXY
55 55
B
BATT 1 BATT 2 MAN RATE T
AUTO AUTO DISPLAY L CURSOR R
DIM BRT DIM BRT RAM AIR DENY
OFF OFF NORM MAX
TRIM AIR PACK FLOW RECIRC AIR REV SWAP
COMPASS ANNUN FLAP LIMIT (VFE)
DPLY INHIB INHIB
BRT 1 - LIMIT
FLAP 230 (VFE)
KT
DIM STORM OFF HI OFF OPEN
L PFD ISI R PFD 21 -- 210 KT
DN UP SPOILER 230 KT
> 32 -- 210 KT <
L GEN R GEN ADS ADS ADS 210 KT
-
L PACK R PACK EVAC EMER LTS
DSPL TUNE FD/AT
>43-- 190 KT
210 KT < CALL CALL CALL CALL CALL CALL CALL
CMD + 54 - 170 KT
190 KT
FAIL FAIL ARM
MECH XBLEED 5 - 170 KT
SERV INT FAIL FAIL ALTN FLAP
ENGINE
OFF ON INHIB ALTN IRS IRS VHF1 VHF2 VHF3 HF1 HF2 SAT CAB
CALL OFF EXT PWR APU GEN OFF MAN AUTO MAN
OFF CLSD OPEN OFF ALTN FLAP NORM
ON L DISC AVAIL FAIL R DISC ON PULL
L BLEED R BLEED NORM
TURN BOTH NAV ADF DME
IN USE OFF 1 1 1 MKR
Panel
PTT ID
D V 2 2 2
FAIL FAIL > DPLY <
PIM 3
OIL OIL APU BLEED 3 CALL
OFF OFF > DPLY < OFF
READING DISC DISC
FAIL
READING
SPKR INT PA
PIM
OFF INT
APU TAWS ANTI-ICE

OFF BRT OFF BRT
RUN GEAR TERR FLAP GS L COWL WING R COWL
WIPER OFF START
AUTO AUTO AUTO WIPER
OFF OFF ON OFF ON OFF ON OFF
INT INT
CNCL PARK BRAKE
PULL INHIB INHIB INHIB
SLOW TURN SLOW
ABORT SLEW TEST POWER
STATUS
FAST FAST
OFF
EXT LTS LDG LTS PAX SIGNS

NAV BEACON STROBE LOGO WING INSP TAXI L NOSE R SEAT BELTS NO PED
PULL
OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF ON
O
NARROW AUTO AUTO TURN
ON ON ON ON ON WIDE ON ON ON ON ON
CS1_CS3_3100_018
To Lighting/COCKPIT
OVERHEAD PANEL DOOR Panel
PIM
Hardwired Switch Outputs

To Aircraft Systems
Figure 1: ICCP Overview

ICCP POWER SUPPLY

The ICCP system, including the panel interface modules (PIMs) and
remote data concentrators (RDCs), receive 28 VDC power from the
following DC electrical buses:
• DC ESS BUS 1
• DC ESS BUS 3
• DC BUS 2

CDC 4 OVERHEAD PANEL ASSEMBLY
ICCP RDC 2 ENTRANCE DOME

L ENG APU R ENG ELT
ARM
TEST/
ON
DC
RESET FOR AVIATION
UNAUTHORIZED
RDC 2
SSPC 3A
OFF BRT TURN
BUS 2
AVAIL AVAIL AVAIL AVAIL AVAIL CARGO
GND FWD BTL AFT
INHB ON
AVAIL
L SIDE
OFF
WINDOW HEAT
L WSHLD R
OFF OFF
R SIDE
OFF
HYD 1
SOV
HYD 3
3A
AUTO
HYD 2
SOV
MAN XFR
OFF
EQUIP COOLING
PIM 1
ICCP 2
L R
CLSD CLSD VLV AUTO ON

AILERON/RUDDER TRIM PANEL

PRIM FLT CTRL AUTO AUTO
PFCC 1 PFCC 2 PFCC 3 OFF ON OFF ON OFF
R
CTR
GRAV XFR
DC
3B 2B
PTU AUTO AUTO
OFF OFF OFF AUTO
OFF ON OFF ON PRESSURIZATION
ON
SSPC 3A
OFF ON EMER DEPRESS
BUS 2 AILERON
NL
RUDDER
NR
CVR
COCKPIT
AIR
FWD CABIN AFT ON
MAX ∆P
0.11 PSI TO
1.00 PSI LDG
PIM
TEST ERASE
L
W
R
W
ELECTRICAL
DITCHING
D D BUS ISOL CABIN PWR
PIM 3
RAT GEN AUTO PRESS
AUTO C H C H C H
MAIN ESS MAN TEMP FWD CARGO AFT FAIL

VENT LO VENT ON
CB INTEG OVHD INTEG OFF HEAT OFF MAN
OFF ON
PULL HI
ON
ICCP OVHD 2
TURN HEAT
B
BATT 1 BATT 2 MAN RATE PAX OXY
DIM BRT DIM BRT AUTO AUTO RAM AIR
OFF OFF TRIM AIR PACK FLOW RECIRC AIR
COMPASS ANNUN
DC
BRT
DPLY
DN UP
BUS 2 SSPC 3A
L GEN R GEN
L PACK R PACK EVAC EMER LTS
FAIL FAIL CMD ARM
MECH XBLEED
SERV INT FAIL FAIL OFF ON
CALL OFF EXT PWR APU GEN OFF MAN AUTO MAN
OFF CLSD OPEN OFF
L BLEED R BLEED
TURN
IN USE OFF
READING
OIL
DISC
OIL
DISC
FAIL
OFF
APU BLEED
FAIL
FAIL
OFF
READING
PIM 2
OFF
APU TAWS ANTI-ICE
ICCP OVHD 3
OFF BRT OFF BRT
RUN GEAR TERR FLAP GS L COWL WING R COWL
WIPER OFF START
AUTO AUTO AUTO WIPER
INT INT
CNCL
SLOW TURN SLOW
DC
FAST FAST
3A EXT LTS LDG LTS PAX SIGNS
BUS 2 NAV
OFF
ON
BEACON
OFF
ON
STROBE
OFF
ON
LOGO
OFF
ON
WING INSP
OFF
ON
TAXI
OFF
NARROW
WIDE
L
OFF
ON
NOSE
OFF
ON
R
OFF
ON
SEAT BELTS
OFF
AUTO
ON
NO PED
OFF
AUTO
ON
ICCP RDC 3
DC ESS 3A RDC 3
BUS 3
CDC 1
LEFT GLARESHIELD PANEL RIGHT GLARESHIELD PANEL
ICCP OVHD 1
DC ESS ACPT ACPT
SSPC 3A
LOAD
BUS 1
LOAD

OUTBD INBD CHRONO CHRONO INBD OUTBD
WARNING WARNING
CAUTION PTY RJCT RJCT PTY CAUTION

OFF BRT OFF BRT OFF BRT OFF BRT
ICCP 3
ICCP 1
DC ESS 3A DC ESS
BUS 1 SSPC 3A BUS 3
LIGHTING/COCKPIT DOOR PANEL ENGINE PANEL
CS1_CS3_3100_010
DSPL INTEG
ICCP RDC 1
LWR ISI MAIN GSHLD FLOOD
ENGINE
CONT START
IGNITION AUTO PILOT
PIM PIM
L R
ENG ENG EVENT
DC ESS
OFF BRT DIM BRT OFF BRT
CRANK CRANK
COCKPIT DOOR
ON
UNLOCK EMER ACCESS
BUS 1 SSPC 3A RDC 1 DENY
Figure 2: ICCP Panel Power

PANEL ANNUNCIATOR BRIGHTNESS CONTROL AND TEST • Printer panel
Brightness Control
The three position ANNUN rotary switch controls the dim/bright
illumination of pushbutton annunciators (PBAs), discrete annunciators, The following PBAs always illuminate bright regardless of the ANNUN
multifunction keyboard panel (MKP) scratchpad, and the storm mode switch position:
function. • L ENG FIRE
The rotary switch provides the following selections to control the • R ENG FIRE
illumination of panel annunciators:
• APU FIRE
• In DIM, all illuminated annunciators and the MKP scratchpad are dim
• FWD CARGO FIRE
• In BRT, all illuminated annunciators and the MKP scratchpad are
bright • AFT CARGO FIRE
• In STORM, all illuminated annunciators, the MKP scratchpad, and • DOME
the panel integral lighting is set to full bright, and the dome lights turn
on Lamp Test
When the ANNUN switch is set to STORM, it overrides the setting of the The DMCs send the lamp test signal to the RDCs, which commands the
integral lighting controls and dome light switch. PIMs to illuminate all ICCP annunciators through a CAN BUS. For
panels not associated with the ICCP, the annunciators are turned on by
The ANNUN switch dim/bright command is routed to all PIMs located on discrete signals from the RDC.
the overhead panel and remote data concentrators (RDCs) through the
CAN BUS. The panels not associated with the ICCP receive bright/dim MASTER WARNING/MASTER CAUTION Pushbutton Annunciators
discrete signals from the RDCs.
The MASTER WARNING/MASTER CAUTION pushbutton annunciators
The RDCs use discrete outputs to control the brightness of annunciators on the L and R GLARESHIELD panels illuminate when they receive
that are on the following panels: discrete inputs from the DMCs. During a LAMP test, the RDC provides
• L and R GLARESHIELD panels brightness control and a test signal to illuminate the MASTER
WARNING/MASTER CAUTION lights.
• Control tuning panels (CTPs)
• Flight control panel (FCP)
• Multifunction keyboard panels (MKPs)
• Audio control panels (ACPs)
• LANDING GEAR panel

LEGEND

MENU OFF MENU OFF
M
L R
XPDR/TCAS MODE
XPDR/TCAS MODE
FPV CAGE
TUNE/ TUNE/
AUTO
<WXR ON
TA/OFF>
ONLY MENU MACH
AP
FPA AUTO
<WXR ON
TA/OFF>
ONLY MENU
ACPT ACPT
MAP FMS CNS SPD HDG ALT M MAP FMS CNS
FMS MAN FT M BRT
LOAD STBY
<CLOCK PFD/NAV>
<CLOCK PFD/NAV>
ALT ON IDENT LOAD
HDG FLC VS
PIM Panel Interface Module

OUTBD INBD CHRONO TA/RA
<STBY NAV ALTHUD>
OFF 1/2 TA/RA
<STBY NAV ALTHUD>
OFF 1/2
CHRONO INBD OUTBD
BARO XFR BARO
TUNE/DATA TUNE/DATA
WARNING WARNING
CAUTION PTY
TY
TY
Y CAUTION
FD 1/2 FD
SRC BANK SRC
RDC Remote Data Concentrator

ARINC 429 GLARESHIELD PANEL
UP ALTN GEAR
CAN BUS ACT 220 KT

RETRACT NORM
DN
GEAR AURAL
1 CNCL
CB INTEG OVHD INTEG DN

EXTEND 250 KT
OFF
To Pedestal PIMs
LO
RTO MED
AUTOBRAKE HI
DMC 1 NOSE STEER ALTN BRAKE
DIM T
BRT DIM BRT
T Lamp Test AND OFF ON
DMC 2
COMPASS ANNUN LANDING GEAR PANEL
BRT PEDESTAL
DIM STORM
RDC 1, RDC 2, RDC 3
Annunciator MSG ROUTE D DEP/

ARR
ARR
CNCL EXEC
Bright/Dim/Test CLR/
DEL MAX MAX
CLR/
DEL
E E
N N
T T
E E
SP R SP R
MISCELLANEOUS LIGHT PANEL MAP
CHKL
FMS
SYN
CNS
DATA
PREV
CAS
NEXT MAP
CHKL
FMS
SYN
CNS
DATA
PREV
CAS
NEXT
IDLE IDLE
ID
DSPL SEL DSPL SEL
UPR UPR
DSK LWR DSK LWR
L ENG APU R ENG MENU MENU

ELT
ENTRANCE DOME
Lighting/COCKPIT
ARM
TEST/
RESET ON
FOR AVIATION
UNAUTHORIZED
DOOR Panel
OFF BRT
T TURN
PIM 1
AVAIL AVAIL AVAIL AVAIL AVAIL CAR
CARGO
FWD BTL AFT
GND L ENG R ENG
ENG
PIM
INHB ON
ON ON
O N
AVAIL
WINDOW HEAT MAN XFR
L SIDE L WSHLD R R SIDE HYD 1 HYD 3 HYD 2 OFF OFF OFF
O FF
F
SOV 3A SOV
OFF OFF OFF OFF AUTO EQUIP COOLING
OFF ON
L R INLET EXHAUST ENGINE
NE
CLSD CLSD VLV AUTO ON CONT START
PRIM FLT CTRL AUTO AUTO IGNITION L AUTO R PILOT
PFCC 1 PFCC 2 PFCC 3 OFF ON OFF ON OFF ENG ENG EVENT
CTR
R CRANK CRANK
3B 2B GRAV XFR
ON
AUTO AUTO CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL
PTU
OFF OFF OFF AUTO
OFF ON OFF ON PRESSURIZATION
ON
OFF ON EMER DEPRESS VHF1 VHF2 VHF3 HF1 HF2 SAT CAB
C VHF1 VHF2 VHF3 HF1 HF2 SAT CAB
C
MAX ∆P
AILERON/RUDDER
AIR 0.11 PSI TO
CVR 1.00 PSI LDG
COCKPIT FWD CABIN AFT ON BOTH NAV ADF DME BOTH NAV ADF DME
TEST ERASE ID V 1 1 1 MKR ID V 1 1 1 MKR
PTT 2 2 2 PTT 2 2 2
3 3
ELECTRICAL CALL CALL
1 Trim Panel
DITCHING OFF OFF
PIM 2
BUS ISOL CABIN PWR RAT GEN AUTO PRESS
AUTO C H C H C H
SPKR INT PA
MAN TEMP FWD CARGO AFT
INT SLAT INT
SPKR INT PA
MAIN ESS FAIL
FLAP
PIM
VENT VENT ON
CB INTEG OVHD INTEG
OFF ON
OFF
LO
HEAT OFF MAN SLAT
PULL
ON HI 0 FLAP 0
TURN HEAT
RET DSPL INTEG
AILERON RUDDER
B
BATT 1 BATT 2 MAN RATE PAX OXY 11 LWR ISI MAIN GSHLD FLOOD
11
AUTO AUTO RAM AIR NL NR
DIM BRT DIM BRT 1/4
OFF OFF TRIM AIR PACK FLOW RECIRC AIR R
22 22
COMPASS ANNUN L R E
BRT
DPLY W W 1/2
DIM STORM OFF HI OFF OPEN D D T
DN UP
P 3/4 R
L GEN R GEN A 44 44
COCKPIT DOOR
L PACK R PACK EVAC EMER LTS UNLOCK EMER ACCESS
FAIL FAIL CMD ARM FULL C
MECH XBLEED 55 55
SERV INT FAIL FAIL OFF ON T
CALL OFF EXT PWR APU GEN OFF MAN AUTO MAN DISPLAY L CURSOR R
OFF CLSD OPEN OFF NORM MAX DENY
AVAIL FAIL ON REV SWAP
ON L DISC R DISC L BLEED R BLEED PULL FLAP LIMIT (VFE)
TURN INHIB INHIB
IN USE OFF 1 - LIMIT
230 (VFE)
KT
FLAP
ENGINE
FAIL FAIL L PFD ISI R PFD 21 -- 210 KT
OIL OIL APU BLEED SPOILER 230 KT
> 32 -- 210 KT <
OFF OFF 210 KT
READING DISC DISC READING ADS ADS ADS -
FAIL DSPL TUNE FD/AT
>43-- 190 KT
+ 54 - 170 KT
190 KT
OFF
Panel
INHIB ALTN IRS IRS
5 - 170
ALTN KT
FLAP VHF1 VHF2 VHF3 HF1 HF2 SAT CAB
APU TAWS
PIM 3
OFF BRT
T
ANTI-ICE OFF BRT
T ALTN FLAP
GEAR TERR FLAP GS NORM
RUN L COWL WING R COWL
WIPER OFF START
AUTO AUTO AUTO WIPER NORM BOTH NAV ADF DME
PIM
INT INT ID V 1 1 1 MKR
> DPLY < PTT 2 2 2
CNCL
PULL INHIB INHIB INHIB 3 CALL
SLOW TURN SLOW > DPLY < OFF
SPKR INT PA
FAST FAST INT

OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF
NARROW AUTO AUTO
PARK BRAKE
ON ON ON ON ON WIDE ON ON ON ON ON
STATUS
OFF
CS1_CS3_3100_012
PULL
ON
O
OVERHEAD PANEL
TURN
NOTE
L ENG FIRE, R ENG FIRE, APU FIRE, FWD CARGO FIRE, AFT CARGO FIRE
and DOME pushbutton annunciators illuminate bright regardless of ANNUN switch position.
Figure 3: Annunciator Brightness and Lamp Test Control

ICCP PANEL INTEGRAL LIGHTING

Panel integral lighting control is divided into four zones, controlled by
several potentiometer controls located on the pedestal and overhead
panel assembly.
Zone 1 and zone 2 panel integral lighting is controlled by the concentric
potentiometer labeled INTEG - MAIN/GSHLD. The outer MAIN knob
provides integral lighting control for zone 1 panels as follows:
• Center pedestal panels
• Main instrument panel
• Left and right side panels
The inner GSHLD knob provides integral lighting control for the zone 2
panels as follows:
• Entire glareshield panel
The zone 3 panel integral lighting is controlled by the OVHD INTEG
potentiometer, located on the left outboard overhead panel. The
DIM-BRT selection provides integral lighting control for the:
• Overhead panels
• Eyebrow panel
• Magnetic compass
The zone 4 panel integral lighting is controlled by the CB INTEG
• Left circuit breaker panel
• Right circuit breaker panel

1 1 2 3 4 5 1 2 3 4 5
ELT
ENTRANCE DOME ARM
TEST/
ON
CB INTEG OVHD INTEG

RESET FOR AVIATION
EMER USE ONLY FLIGHT CONTROLS
UNAUTHORIZED NAVIGATION
TURN
REU MFS 2 PRI REU MFS 2 SEC REU INBD AIL PRI REU INBD AIL SEC IIM 3 NAV 1 GPS 1 RAD ALT 1 ATC 1 ISI
BTL 1 BTL 2 BTL 1 BTL 2
PROBE HEAT A 3 3 5 5 5 A 3 3 3 5 3
GND BTL
ON
INHB LIGHTS
AVAIL REU AFT 2 PRI REU AFT 2 SEC REU AFT 3 PRI REU AFT 3 SEC PFCC 3 ADS PROBE 3 IRU 3 CKPT DOME LT PWR 1
HYDRAULIC FUEL
HYD 1 HYD 3 HYD 2
MAN XFR
OFF
B 5 5 5 5 5 B 3 3 3
SOV 3A SOV
OFF OFF OFF OFF AUTO
OFF ON
L R INLET EXHAUST HYDRAULIC COMMUNICATIONS
AUTO
CLSD CLSD L BOOST PUMP R BOOST PUMP
VLV ON SLAT CH 1 FLAP CH 2 HYD 3 PRESS XDCRS VHF1 ACP 1 RIU 1B RIU 2A
PRIM FLT CTRL
OFF C 5 5 3 C 10 3 3 3
2B
PTU AUTO AUTO
OFF OFF OFF AUTO
OFF ON PRESSURIZATION
ON
ON EMER DEPRESS
MAX ∆P
AIR 0.11 PSI TO
CVR 1.00 PSI LDG 1 2 3 4 5 1 2 3 4 5
COCKPIT FWD CABIN AFT ON
1
TEST ERASE
ELECTRICAL
DITCHING INDICATING AIR
BUS ISOL RAT GEN AUTO PRESS
AUTO C L INBD DSPL CCP 1 CTP 1 DMC 1A L IPC IASC 2B ECS SAFETY SNSR R BLEED SNSR EMER RAM AIR VLV
VENT VENT D 15 3 3 7½ 15 D 15 3 3 3
DIM BRT DIM BRT

LO ON
ON MAN
PULL HI
TURN ON HEAT
AUTOFLIGHT FUEL LANDING GEAR
BATT 2 MAN RATE
AUTO RAM AIR RSP FCP A FUEL GRAV XFR SOV L MLG ALTN EXTN NLG ALTN EXTN R MLG ALTN EXTN ALTN GEAR CTRL
DIM DIM
OFF TRIM AIR PACK FLOW RECIRC AIR
COMPASS ANNUN E 3 3 3 E 5 5 5 3
BRT
DPLY
DIM OFF HI OFF
DN
ANTI-ICE ENGINE INDICATING ENGINE
EVAC EMER LTS L WINDOW CTRL L FADEC A L ENG IGN A ICCP RDC 3 ICCP OVHD 3 ICCP 3 R FADEC A R ENG IGN A
COMPASS
FAIL FAIL CMD ARM
MECH XBLEED
SERV INT
CALL OFF EXT PWR APU GEN OFF
FAIL
MAN AUTO MAN
FAIL OFF ON
F 3 10 7½ F 3 3 3 10 7½
OFF OPEN OFF
L BLEED R BLEED
TURN
IN USE OFF
FAIL FAIL
OIL OIL
OFF OFF
READING DISC DISC
FAIL
READING
1 2 3 4 5 1 2 3 4 5
Zone 4 Zone 3
OFF
DIM STORM
APU TAWS ANTI-ICE
OFF
RUN GEAR TERR FLAP GS L COWL WING R COWL ANTI-ICE
WIPER OFF AUTO AUTO AUTO WIPER
OFF OFF
INT
OFF ON OFF ON OFF ON
INT
CNCL
PULL INHIB INHIB INHIB G 5 7½ G
Control Control
SLOW TURN
ANTI-ICE
R TAT HEAT ADS PROBE HEAT 4B L WINDOW HTR
H 5 7½ 3 H
OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF
AUTO AUTO
ON ON ON ON ON WIDE ON ON
FLIGHT CONTROLS
STAB TRIM CH 1
I 15 I
ACPT
RANGE INBD DSPLY
L R
AUTO
<WXR
MENU
XPDR/TCAS MODE
FPV CAGE
ON
TA/OFF>
ONLY MENU
IAS
MACH
HDG AP
M V/S
FPA
RANGE INBD DSPLY
L R
AUTO
<WXR
MENU
XPDR/TCAS MODE
FPV CAGE
ON
TA/OFF>
ONLY
OFF
BRT
TUNE/
MENU
ACPT
LEFT CIRCUIT RIGHT CIRCUIT
MISCELLANEOUS LIGHT PANEL BREAKER PANEL BREAKER PANEL
MAP FMS CNS HDG FMS CNS
MAN FT BRT
LOAD <CLOCK
STBY PFD/NAV>
ALT ON IDENT AT <CLOCK
STBY PFD/NAV>
ALT ON IDENT LOAD
HDG FLC VS
OUTBD INBD CHRONO TA/RA
<STBY NAV ALTHUD>
OFF 1/2 TA/RA
<STBY NAV ALTHUD>
OFF 1/2
CHRONO INBD OUTBD
BARO XFR BARO
WARNING WARNING
CAUTION RJCT WX WX RJCT CAUTION
FD 1/2 FD
NAV APPR VNAV FPA NAV
SRC BANK SRC
UP OFF BRT OFF BRT
240
240
FMS1 29.92 IN
300 355 00
220 FMS1 AP VALT CLB 220 FMS2 AP VALT
AT 41 000 MAP PLAN ACT OVLY SYMBOL 280 STATUS AIR DOOR ELEC FLT CTRL MAP PLAN ACT OVLY SYMBOL AT 41 000
30 30 FORTT 10 10 FORTT 30 30
90.7 90.7 1 20
260 35 000 26
2600 25000
350 FUEL HYD AVIONIC INFO CB 260 35 000
60.5 60.4 9 80
60
10 10
20 20 EMI 240
EMI 20 20
6 N1 M.750 6
35 500 4 220 345 00 35 500 4
SYNC
280 10 10 2 280 10 10 2
1
642 654 1
1 20 EGT 1 20
30 32
260
160 34 36 2 4 35
40 0000
00 6 8
HDG 280 27 280 HDG 280 27 280 30 32
260
160 34 36 2 4 35
40 0000
00 6 8
9 80 30 30 9 80
1 82.3 N2 82.3 UP ALTN GEAR 1
10 10
24 DRAPE
24 DRAPE
240 2 770 FF (KPH) 775 NORM
240
10 10 2
DIMMO 33 DIMMO 33
34 500 4 101 OIL TEMP 101 34 500 4
6 99 6
20 20
99 OIL PRESS
20 20
220 211 50 ETX
21
1 50 ETX 220
M .750 STD M .750 STD
110
TOTAL FUEL (KG) 10900 GEAR AURAL
30 30 36 36 110 30 30
TAS 420 39 000 2730 5420 2750 TAS 420 39 000
GS 100
320 0.15 GS 100
320 0.15
FLT ID BD100 20 010
HDG 010 36 1000 500 TRIM CNCL BD100
90 3 FMS1 CAB ALT RATE
AIL AIL
FLT ID
90
20 010
HDG 010 36
3 FMS2
PERXX 18 ∆P 4.1 CREW OXY 1850 NU 18 PERXX
80 33 DTK 010 DN 33 010
UTC 20 :45:59 38 500 LDG ELEV 570 UTC 20 :45:59 80 DTK
38 500
06 DEC 6 TTG 12:16 3 STAB EXTEND 250 KT 3 6 TTG 12:16
DATE
65.5 NM TEMP 5.0 DATE 06 DEC
70 (°C) 24 25 23 70 65.5 NM
ND OFF
TAT -15 °C 30 NL RUDDER NR LO TAT -15 °C 30
SAT -15 °C 60 TERR RBV HUO RTO TERR RBV HUO 60
9 15
SAX INFO ELEVATOR ELEVATOR 15
SAX SAT -15 °C 9
50 38 000 TA ONLY AUTOBRAKE TA ONLY 38 000
6 6 50
TFC TFC
40 27 ALT ABOVE FMS1 ALT ABOVE FMS2 27
SIDE 100 12 ETX 100 ETX 40 SIDE
WX+T 10 12 9 12 9 10 12
STBY DTK 281 NOSE STEER STBY DTK 281 WX+T
30G+3
T+15.0A T- 2.2A RUDDER T- 2.2A 30G+3
T+15.0A
TTG 2.5 TTG 2.5
24 KJFK 20.4 NM KJFK 20.4 NM 24
OFF BRT
OFF ON
OFF BRT
G
BAG
G
BAG
OFF ON
OFF ON
FOOT
FOOT
OFF ON
OFF ON
FMS1 ACT DBASE POS FPLN PERF ROUTE SUMMARY NORMAL NON-NORMAL PROC FCTN
CABIN ALT
INIT WIND/TEMP FUEL ETP
RTE FLT NUMBER COST INDEX Passengers .................................... ADVISE
FPLN UPLINK.
UPLINK... KCIDKORD01 N1234567 999 to remain in their seats
PENDING At a safe altitude:
Oxygen and masks ........................ .AS REQUIRED
ORIGIN DEST CRZ ALT ETD
CABIN ALT warning accompanied by any door/exit
KCID KORD FL230 16:40
caution msg (PASSENGER DOOR, CARGO DOOR, L(R)
RWY SID TRANS
EMER EXIT, DOORS SYS FAIL) or unsafe conditions:
DEPARTURES.... RW27
DEPARTURES CHATY2 ------
YES NO
TRANS STAR TRANS APPR Applicable DOOR Procedure.................. ACCOMPLISH

ARRIVALS....
ARRIVALS BAYLI BENKY1 VECTORS RNV 04R PRESSURIZATION, AUTO/MAN ......................... MAN
PRESSURIZATION, MAN ALT ........................... DN
ALTN ALTN CRZ ALT
to decrease cabin altitude (to increase PSID)
KMDW 15000
Control of pressurization regained:
YES NO
AVG WIND AVG ISA∆
Manual Cabin Pressurization
CLB ---T/ 0 0 °C
Control Procedure.......................... ACCOMPLISH
CRZ ---T/ 0
Unpressurized Flight Procedure............. ACCOMPLISH
DES ---T/ 0
COPY TO SEC
THRUST....
THRUST MSG....
MSG COMPLETED
MSG ROUTE D DEP/

ARR
ARR
CNCL EXEC
CLR/ CLR/
DEL MAX MAX DEL
2
E E
N N
T T
E E
SP R SP R
DSPL INTEG
MAP FMS CNS PREV NEXT MAP FMS CNS PREV NEXT
CHKL SYN DATA CAS CHKL SYN DATA CAS
LWR MAIN GSHLD FLOOD

IDLE
DSPL SEL DSPL SEL
UPR UPR
DSK LWR DSK LWR
MENU MENU
L ENG
Zone 1 Zone 2
Control Control
OFF
CONT START
IGNITION L AUTO R PILOT
ENG ENG EVENT
ON
CALL CALL CALL CALL CALL CALL CALL CALL
VHF1 VHF1 VHF2 VHF3 HF1
PTT ID V
3
2
1 1
2 2
1
CALL
PTT ID V
3
2
1 1
2 2
1 MKR
CALL
T
OFF OFF
COCKPIT DOOR
SPKR
SLAT SPKR
2
INT INT
FLAP
RET DSPL INTEG
LEGEND
AILERON RUDDER
NL NR 1/4
UNLOCK EMER ACCESS

L R
W W 1/2
D D T
DIM OFF
3/4 R
A
UNLOCK EMER ACCESS
FULL C
T
DISPLAY L CURSOR R
MAX DENY
REV
FLAP LIMIT (VFE)
INHIB INHIB
1 - LIMIT
FLAP 230 (VFE)
KT
Zone 1
SPOILER 230 KT
> 32 -- 210 KT <
ADS ADS ADS 210 KT
-
DSPL TUNE
>43 -- 190 KT
+ 54 - 170 KT
190 KT
CS1_CS3_3100_013
INHIB ALTN IRS IRS VHF1 SAT
< OFF
PTT ID V
3
2
1 1
2 2
1
CALL
DENY
Zone 2
SPKR
INT
PARK BRAKE
STATUS
Zone 3
PULL
O
ON
TURN
LIGHTING/COCKPIT DOOR PANEL

Zone 4
Figure 4: Panel Integral Lighting

COMPONENT LOCATION
The following components are considered line replaceable components
of the ICCP:
• Panel interface modules
• Remote data concentrator units
PANEL INTERFACE MODULES

There are a total of six panel interface modules (PIMs). A panel interface
module is located within each of the following pedestal panels:
• TRIM panel
• LIGHTING/COCKPIT DOOR panel
• ENGINE panel
The remaining three panel interface modules are installed within the
overhead panel.

CS130-21.02-06.00-121418 CS130_31_L2_ICP_ComponentLocation.fm
Panel Interface Module
MSG ROUTE D DEP/

ARR
ARR
CNCL EXEC
CLR/ CLR/
DELL MAX MAX DELL
E E
N N
T T
E E
SP R SP R
IDLE IDLE
ID
DLE
DSPL SEL DSPL SEL
UPR UPR
DSK
K LWR DSK
K LWR
MENU MENU
ENGINE L ENG R ENG

G
Panel
ON ON
OFF OFF
F
ENGINE
NE
CONT START
ENG ENG EVENT
CRANK CRANK
CALL CALL CALL CALL CALL CALL CALL

ON
CALL CALL CALL CALL CALL CALL CALL ICCP OVERHEAD PANELS
VHF1 VHF2 VHF3 HF1 HF2 SAT CAB
C VHF1 VHF2 VHF3 HF1 HF2 S
SAT CAB
C
BOTH NAV ADF DME BOTH NAV ADF DME

ID
D V 1 1 1 MKR ID
D V 1 1 1 MKR
PTT 2 2 2 PTT 2 2 2
3 CALL 3 CALL
OFF OFF
Aileron/ INT
SPKR INT PA
SLAT
FLAP
INT
SPKR INT PA
Lighting/COCKPIT
Rudder 0
SLAT
FLAP 0 DOOR Panel
Trim Panel AILERON
NL
RUDDER
NR
RET
11 11 LWR
DSPL
ISI MAIN
INTEG
GSHLD FLOOD
1/4
R
22 22
L R E
W W 1/2
D D T
3/4 R
A 44 44
COCKPIT DOOR
UNLOCK EMER ACCESS
FULL C
55 55
T
DISPLAY L CURSOR R
NORM MAX DENY
REV SWAP
FLAP LIMIT (VFE)
INHIB INHIB
1 - LIMIT
FLAP 230 (VFE)
KT
SPOILER 230 KT
> 32 -- 210 KT <
ADS ADS ADS 210 KT
-
DSPL TUNE FD/AT
>43-- 190 KT
+ 5 170 KT
4 - 190 KT
INHIB ALTN IRS IRS
5 - 170
ALTN KT
ALTN FLAP
PIMs are also integral to

NORM
NORM BOTH NAV ADF DME

1 MKR
these pedestal panels:

ID
D V 1 1
PTT 2 2 2
CS1_CS3_3100_024
> DPLY <
3 CALL
> DPLY < OFF
INT
SPKR INT PA
- ENGINE Panel
- Aileron/Rudder Trim Panel
- Lighting/COCKPIT DOOR Panel
ICCP PEDESTAL PANELS
Figure 5: Panel Interface Module Locations

REMOTE DATA CONCENTRATORS

The three remote data concentrators (RDCs) units are installed in the
forward equipment bay and under the flight deck floor.

RDC 2
RDC 1
FWD EQUIPMENT BAY AFT RACK

FW
CS1_CS3_3100_025
RDC 3 REMOTE DATA CONCENTRATOR (RDC)
Figure 6: ICCP Component Locations - Remote Data Concentrators

The overhead control panels are combined into a single integrated The ICCP can isolate the following fault conditions:
overhead panel assembly. The overhead panel assembly consists of six • ICCP line replaceable unit (LRU) hardware failures
panel modules:
• ICCP switch hardware failures
• ENGINE and APU FIRE panel
• Broken CAN BUS wires
• LEFT OUTBOARD panel module
• Loss of ARINC429 BUS from DMC
• LEFT INBOARD panel module
The ICCP monitors switches for failures and faults. A fail message is
• RIGHT INBOARD panel module reported through the onboard maintenance system (OMS) when the
• RIGHT OUTBOARD panel module switch has completely failed. A fault message is generated in the OMS
service menu when a switch has lost redundancy but continues to
• EYEBROW panel module
operate normally.
Panel switch selections are routed to the associated system using panel
A CAS advisory message CONTROL PANEL FAULT is displayed for:
interface modules (PIMs), direct hardwiring, or a combination of both.
PIMs read and process switch positions, and load the data on a • PIM failure
controller area network (CAN) BUS. Panel switches connected to the • Panel failure for panels with PIMs installed
PIMs provide outputs to each of the three PIM channels.
• RDC failure
The RDC receives switch data from the PIMs over the three CAN BUS
networks. Each RDC has a command and monitor architecture. The • Overhead panel module channel failure including loss of redundancy
command logic performs the input/output monitoring and processing All built-in-testing is carried out at system power-up and by continuous
functions. The command logic performs voting of the switch data from monitoring during operation. There is no capability to manually initiate a
the three CAN BUS networks, and sends the resulting switch data to the test of the ICCP system.
DMC via an ARINC 429 BUS. The monitor logic receives the same data
as the command logic, but uses the data to verify the operation of the
command logic.
The three CAN BUSES each have a termination resistor. These resistors
are used to load the CAN BUS signal and prevent signal bounce, or
reflection. The termination resistors are located near the ICCP:
• R8 at fuselage station (FS) 363
• R9 at FS 347
• R10 at FS 359

CS130-21.02-06.00-121418 CS130_31_L3_ICP_DetailedDescription.fm
OVERHEAD PANEL ASSEMBLY R8 REMOTE DATA

CONCENTRATORS
ENGINE Left Outboard PIM 1

and Panel Module TERMINATION CAN BUS 1
APU RESISTOR
FIRE CAN BUS 2
Panel CAN BUS 3
RDC1
Left Inboard
Panel Module CAN BUS 1 DMC 1
PIM 3 CAN BUS 2 AND
CAN BUS 3 DMC 2
RDC3
Right Outboard CAN BUS 1
Panel Module CAN BUS 2
CAN BUS 3
AILERON/RUDDER TRIM PANEL RDC2
Right Inboard AILERON

NL
RUDDER
NR
Panel Module L
W
D
R
W
D
PIM LANDING GEAR
PANEL
UP ALTN GEAR
RETRACT 220 KT NORM
PIM 2
Eyebrow GEAR AURAL
DN
Panel Module
ENGINE PANEL DN
CNCL
RIGHT GLARESHIELD PANEL
EXTEND 250 KT
OFF
LO
RTO MED
ENGINE AUTOBRAKE HI
ACPT
R9
CONT START
IGNITION AUTO PILOT
PIM
L R
ENG ENG EVENT LOAD
CRANK CRANK NOSE STEER ALTN BRAKE
STBY SIDESTICK
ON
CHRONO INBD OUTBD
OFF ON WARNING
RJCT PTY CAUTION

OFF BRT OFF BRT
TERMINATION
RESISTOR Sidestick Prioirity Switch
Discrete wiring between
pedestal panels and PIMs
Hardwired Switch Outputs R10 for redundancy
to Aircraft Systems PARK BRAKE
LIGHTING/COCKPIT DOOR PANEL PANEL LEFT GLARESHIELD PANEL
PARK BRAKE
TERMINATION LWR
DSPL
ISI MAIN
INTEG
GSHLD FLOOD
CS1_CS3_3100_011
LEGEND RESISTOR
OFF
ACPT
LOAD
PIM
OFF BRT DIM BRT OFF BRT PULL
ON
O
COCKPIT DOOR TURN SIDESTICK STBY

UNLOCK EMER ACCESS OUTBD INBD CHRONO
WARNING
DENY RJCT
CAUTION PTY
ARINC 429 OFF BRT OFF BRT
CAN BUS
Discrete Sidestick Prioirity Switch
Figure 7: ICCP Operation

ICCP PANEL INTEGRAL LIGHTING

The aircraft is provided with four integral lighting zones for variable
dimming of panel backlighting.
Lighting levels are provided to those panels with panel interface modules
(PIMs). Integral lighting control for the remaining panels is provided by a
5 V pulse width modulation (PWM) supply from each remote data
concentrator (RDC). The failure of an RDC results in loss of integral
lighting for control panels in the affected zone.
Panel brightness control is provided by several potentiometer controls
located on the pedestal and overhead panels.
Zone 1 Integral Lighting

Zone 1 panel integral lighting is controlled by the concentric
potentiometer labeled INTEG - MAIN/GSHLD.
The outer MAIN knob provides integral lighting control for zone 1 panels
as follows:
• Center pedestal panels
• Main instrument panel
• Left and right side panels

MENU OFF MENU OFF
M
L R
XPDR/TCAS MODE
XPDR/TCAS MODE
FPV CAGE
TUNE/ TUNE/
AUTO
<WXR ON
TA/OFF>
ONLY MENU MACH
AP
FPA AUTO
<WXR ON
TA/OFF>
ONLY MENU
ACPT ACPT
MAP FMS CNS SPD HDG ALT MAP FMS CNS
FMS MAN FT M BRT
STBY
<CLOCK PFD/NAV> IDENT STBY
<CLOCK PFD/NAV> IDENT
DSPL INTEG
LOAD ALT ON AT ALT ON LOAD
HDG FLC VS
<STBY ALTHUD>
OFF 1/2 TA/RA NAV
<STBY ALTHUD>
OFF 1/2
CHRONO INBD OUTBD
BARO XFR BARO
TUNE/DATA TUNE/DATA
WARNING WARNING
CAUTION PTY
Y CAUTION
FD 1/2 FD
NAV NAV

APPR BANK EDM VNAV FPA
OFF BRT OFF BRT SRC SRC OFF BRT OFF BRT
UP
UP ALTN GEAR
RETRACT
ACT 220 KT NORM
DN
1013 1013
GEAR AURAL
CNCL
DN
EXTEND 250 KT
OFF
LO
RTO MED

T
AUTOBRAKE HI
SIDE
SIDE
NOSE STEER ALTN BRAKE
OFF BRT OFF ON

OFF BRT
G
BAG
COCKPIT DOOR
G
BAG
OFF ON
OFF ON
FOOT
FOOT
OFF ON
OFF ON
UNLOCK EMER ACCESS
DENY
MSG ROUTE D DEP/

ARR
ARR
CNCL EXEC
LIGHTING/COCKPIT DOOR PANEL

CLR/ CLR/
DEL MAX MAX DEL
E E
N N
T T
E E
SP R SP R
IDLE IDLE
ID
DSPL SEL DSPL SEL
UPR UPR
DSK LWR DSK LWR
MENU MENU
L ENG R ENG
ENG
ON ON
O N
OFF OFF
O FF
F
ENGINE
NE
CONT START
ENG ENG EVENT
CRANK CRANK
ON
CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL CALL
VHF1 VHF2 VHF3 HF1 HF2 SAT

S AT CAB
C VHF1 VHF2 VHF3 HF1 HF2 SAT CAB
C
BOTH NAV ADF DME BOTH NAV ADF DME

1 1 1 MKR 1 1 1 MKR
RDC 1
PTT ID V 2 2 2 ID V
PTT 2 2 2
3 CALL 3 CALL
OFF OFF
SPKR INT PA
INT SLAT INT
SPKR INT PA
Multifunction Keyboard Panel 1

FLAP
SLAT
INTEG
0 FLAP 0
RET DSPL INTEG
AILERON RUDDER
11 11 LWR ISI MAIN GSHLD FLOOD
NL NR 1/4
R
22 22
L R E
W W 1/2
D D T
MAIN GSHLD
Audio Control Panel 3

3/4 R
A 44 44
COCKPIT DOOR
UNLOCK EMER ACCESS
FULL C
55 55
T
DISPLAY L CURSOR R
NORM MAX DENY
REV SWAP
Integral
FLAP LIMIT (VFE)
INHIB INHIB
1 - LIMIT
FLAP 230 (VFE)
KT
SPOILER 230 KT
> 32 -- 210 KT <
210 KT
Reversion Switch Panel

ADS ADS ADS -
DSPL TUNE FD/AT
>43 -- 190 KT
+ 54 - 170 KT
190 KT
5 V PWM
INHIB ALTN IRS IRS
5 - 170
ALTN KT
ALTN FLAP NORM
NORM BOTH NAV ADF DME
Lighting
ID V 1 1 1 MKR
> DPLY < PTT 2 2 2
3 CALL
> DPLY < OFF
Throttle Quadrant Assembly

SPKR INT PA
INT
PARK BRAKE
Control
STATUS
Flight Spoiler Control Lever

OFF
PULL
ON
O
TURN
DIM BRT PARK BRAKE Panel

Printer Panel
INTEGRAL LIGHTING ZONE 1
ENGINE
CONT START RDC 2
IGNITION L AUTO R PILOT Multifunction Keyboard Panel 2
ENG ENG EVENT
Dim/Brt Integral 5 V PWM Audio Control Panel 2
CRANK CRANK
Lighting Cursor Control Panel 2
ON
CAN BUS 3 Control Left Light Panel
Right Light Panel
ENGINE PANEL
AILERON RUDDER RDC 3

NL NR Audio Control Panel 1
Dim/Brt Integral Slat/Flap Selector Lever
5 V PWM
CS1_CS3_3100_014
L R Lighting Cursor Control Panel 1
W W
D D CAN BUS 2 Control Landing Gear Panel
Standby Flight Instrument
AILERON/RUDDER TRIM PANEL
Figure 8: Integral Lighting Operation Zone 1


The inner GSHLD knob provides integral lighting control for the zone 2
panels as follows:
• Left and right glareshield panels
• Left and right control tuning panels
• Flight control panel

MENU OFF MENU OFF
M
L R
XPDR/TCAS MODE
XPDR/TCAS MODE
FPV CAGE
TUNE/ TUNE/
AUTO
<WXR ON
TA/OFF>
ONLY MENU MACH
AP
FPA AUTO
<WXR ON
TA/OFF>
ONLY MENU
ACPT ACPT
FMS MAN FT M BRT
LOAD STBY
<CLOCK PFD/NAV>
<CLOCK PFD/NAV>
ALT ON IDENT LOAD
HDG FLC VS
<STBY ALTHUD>
OFF 1/2 TA/RA NAV
<STBY ALTHUD>
OFF 1/2
CHRONO INBD OUTBD
BARO XFR BARO
TUNE/DATA TUNE/DATA
WARNING WARNING
CAUTION PTY
TY
TY
Y CAUTION
FD 1/2 FD
SRC BANK SRC
INTEGRAL LIGHTING ZONE 2
INTEG
RDC 1
DSPL INTEG MAIN GSHLD
Integral
Lighting 5 V PWM
Left Glareshield Panel
Control
DIM BRT
T
COCKPIT DOOR
UNLOCK EMER ACCESS
DENY
RDC 2
Integral 5 V PWM
LIGHTING/COCKPIT DOOR PANEL Lighting Control Tuning Panel 2
Control
RDC 3
Integral 5 V PWM Right Glareshield Panel

Lighting Control Tuning Panel 1
Control Flight Control Panel
CS1_CS3_3100_015


The zone 3 panel integral lighting is controlled by the OVHD INTEG
• Overhead panel
• Magnetic compass

CB INTEG OVHD INTEG

RDC 1
Integral
Lighting
Control
DIM BRT
T DIM BRT
COMPASS ANNUN
BRT
DIM
RDC 2
S
ST
STORM
Integral
Lighting
MISCELLANEOUS LIGHT PANEL CAN BUS 1 Control
L ENG APU R ENG

ELT
ENTRANCE DOME ARM
TEST/
RESET ON
FOR AVIATION
F IRE
FIRE EMER USE ONLY
UNAUTHORIZED
TURN
OFF BRT BTL 1 BTL 2 BTL BTL 1 BTL 2
FWD BTL AFT
GND
INHB ON
WINDOW HEAT
HYDRAULIC FUEL
AVAIL
RDC 3
HYD 1 HYD 3 HYD 2 MAN XFR
OFF
SOV 3A SOV EQUIP COOLING
Integral
OFF OFF OFF OFF AUTO
5 V PWM
L R
VLV AUTO ON
CLSD CLSD ONLY
PFCC 1
PRIM FLT CTRL
PFCC 2 PFCC 3
L BOOST PUMP
OFF
AUTO
ON
R
CTR
OFF
R BOOST PUMP
AUTO
ON
OFF
Lighting Magnetic Compass
OFF OFF OFF
PTU
AUTO
OFF
3B
AUTO
ON OFF
2B
AUTO
ON
GRAV XFR
PRESSURIZATION Control
OFF ON ON EMER DEPRESS
MAX ∆P
0.11 PSI TO
CVR AIR 1.00 PSI LDG
ON
COCKPIT FWD CABIN AFT
TEST ERASE
ELECTRICAL DITCHING
CAN BUS 3
BUS ISOL CABIN PWR RAT GEN AUTO PRESS
AUTO C H C H C H
MAIN ESS FAIL
MAN TEMP FWD CARGO AFT ON
CB INTEG OVHD INTEG VENT LO VENT MAN
ON OFF HEAT OFF
PULL
TURN ON HI
HEAT
MAN RATE PAX OXY
BATT 2
DIM BRT DIM BRT AUTO AUTO
OFF OFF RAM AIR
TRIM AIR PACK FLOW RECIRC AIR
COMPASS ANNUN DPLY
BRT
DIM STORM
OFF HI OFF OPEN DN
L GEN R GEN EVAC EMER LTS

L PACK R PACK CMD ARM
FAIL FAIL
MECH XBLEED OFF ON
SERV INT FAIL FAIL
CALL OFF EXT PWR APU GEN OFF AUTO
MAN MAN
OFF CLSD OPEN OFF ON
AVAIL FAIL PULL
ON L DISC R DISC TURN
L BLEED R BLEED
IN USE OFF
OIL OIL FAIL FAIL

APU BLEED
READING DISC DISC OFF OFF READING
FAIL
OFF
APU TAWS
OFF BRT
GEAR TERR FLAP GS
ANTI-ICE OFF BRT
WIPER OFF
RUN START L COWL WING R COWL WIPER
AUTO AUTO AUTO OFF
OFF
OFF ON OFF ON OFF ON INT
INT
CS1_CS3_3100_016
CNCL
TURN SLOW
SLOW
FAST
FAST
NAV
OFF
BEACON
OFF
STROBE
EXT LTS
OFF
LOGO
OFF
WING INSP
OFF
TAXI
OFF
L
LDG LTS
NOSE R SEAT BELTS
PAX SIGNS
OFF
NO PED
OFF
CAN BUS 2
NARROW AUTO AUTO
ON ON ON ON ON WIDE ON ON
OVERHEAD PANEL


The zone 4 panel integral lighting is controlled by the CB INTEG
DIM-BRT selection provides integral lighting control for the left and right
circuit breaker panels.

1 2 3 4 5
FLIGHT CONTROLS
REU MFS 2 PRI REU MFS 2 SEC REU INBD AIL PRI REU INBD AIL SEC IIM 3
A 3 3 5 5 5
REU AFT 2 PRI REU AFT 2 SEC REU AFT 3 PRI REU AFT 3 SEC PFCC 3
B 5 5 5 5 5
HYDRAULIC
SLAT CH 1 FLAP CH 2 HYD 3 PRESS XDCRS
C 5 5 3
1 2 3 4 5
CB INTEG OVHD INTEG RDC 1 L INBD DSPL CCP 1

INDICATING
CTP 1 DMC 1A L IPC
D 15 3 3 7½ 15
Integral
5 V PWM
AUTOFLIGHT FUEL
Lighting
RSP FCP A FUEL GRAV XFR SOV
E 3 3 3
Control ANTI-ICE
L WINDOW CTRL L FADEC A
ENGINE
L ENG IGN A
F 3 10 7½
DIM BRT DIM BRT

1 2 3 4 5
COMPASS ANNUN ANTI-ICE

G 5 7½
DIM R TAT HEAT ADS PROBE HEAT 4B

ANTI-ICE
L WINDOW HTR
H 5 7½ 3
FLIGHT CONTROLS
STAB TRIM CH 1
I 15
S
ST
STORM
LEFT CIRCUIT BREAKER PANEL

MISCELLANEOUS LIGHT PANEL
1 2 3 4 5
NAVIGATION
NAV 1 GPS 1 RAD ALT 1 ATC 1 ISI
A 3 3 3 5 3
LIGHTS
ADS PROBE 3 IRU 3 CKPT DOME LT PWR 1
B 3 3 3
COMMUNICATIONS
VHF1 ACP 1 RIU 1B RIU 2A
C 10 3 3 3
1 2 3 4 5
RDC 3
AIR
IASC 2B ECS SAFETY SNSR R BLEED SNSR EMER RAM AIR VLV
D 15 3 3 3
LANDING GEAR
Integral 5 V PWM E
L MLG ALTN EXTN
5
5 5
ALTN GEAR CTRL
Lighting INDICATING ENGINE
Control F
ICCP RDC 3
3
ICCP OVHD 3
3
ICCP 3
3
R FADEC A
10
R ENG IGN A
7½
1 2 3 4 5
CS1_CS3_3100_017
H
RIGHT CIRCUIT BREAKER PANEL

PANEL ANNUNCIATORS - ANNUNCIATOR TEST

The lamp test is initiated from the AVIONIC synoptic page. When the
LAMP test is initiated, a cyan IN PROG message appears next to the
LAMP virtual switch.
The LAMP test lasts 20 seconds and illuminates the annunciators bright
or dim depending on the ANNUN switch position. When the test is
complete, the annunciators return to their previous status and a white
DONE message appears next to the LAMP virtual switch.

CS130-21.02-06.00-121418 CS130_31_L2_ICP_MonitoringTests.fm
MENU OFF MENU OFF
M
L R
XPDR/TCAS MODE
XPDR/TCAS MODE
FPV CAGE
TUNE/ TUNE/
AUTO
<WXR ON
TA/OFF>
ONLY MENU MACH
AP
FPA AUTO
<WXR ON
TA/OFF>
ONLY MENU
ACPT ACPT
MAP FMS CNS SPD HDG ALT M MAP FMS CNS
FMS MAN FT M BRT
LOAD STBY
<CLOCK PFD/NAV>
<CLOCK PFD/NAV>
ALT ON IDENT LOAD
HDG FLC VS
<STBY ALTHUD>
OFF 1/2 TA/RA
<STBY NAV ALTHUD>
OFF 1/2
CHRONO INBD OUTBD
BARO XFR BARO
TUNE/DATA TUNE/DATA
WARNING WARNING
CAUTION PTY
TY
TY
Y CAUTION
FD 1/2 FD
SRC BANK SRC
GLARESHIELD PANEL
MSG ROUTE D DEP/

ARR
ARR
CNCL EXEC
CLR/ CLR/
DEL MAX MAX DEL
E E
N N
T T
E E
SP R SP R
AIR ELEC FLT CTRL ENTRANCE DOME

L ENG APU R ENG
TEST/
ELT
ARM
RESET ON
FOR AVIATION
EMER USE ONLY IDLE
UNAUTHORIZED DSPL SEL DSPL SEL
HYD INFO CB OFF

BTL 1 BTL 2 BTL 1 BTL 2
TURN
DSK
UPR
LWR DSK
UPR
LWR
GND FWD BTL AFT MENU MENU
INHB ON
AVIO CTP HYDRAULIC FUEL

AVAIL
WINDOW HEAT MAN XFR

L SIDE HYD 1 HYD 3 HYD 2 OFF
SOV 3A SOV
AUTO EQUIP COOLING
SMS RUNWAY OFF OFF OFF OFF
OFF ON
L R INLET EXHAUST
L ENG R ENG
ENG
CLSD CLSD VLV AUTO ON ON
ENABLED V1 110 PFCC 1

PRIM FLT CTRL
PFCC 2 PFCC 3
L BOOST PUMP
OFF
AUTO
ON
R
CTR
R BOOST PUMP
OFF
AUTO
ON OFF
ONLY
3B 2B GRAV XFR OFF
VR 115 OFF OFF OFF

OFF
PTU
AUTO
ON
OFF
AUTO
ON OFF
AUTO
ON
ON
PRESSURIZATION
EMER DEPRESS
VSPEEDS.
VSPEEDS... MAX ∆P CONT
IGNITION
START
AUTO PILOT
V2 120 CVR
TEST ERASE
COCKPIT
AIR
FWD CABIN AFT ON
0.11 PSI TO
1.00 PSI LDG
L
ENG
R
ENG
CRANK
EVENT
ON
CALL CALL CALL CALL CALL CALL CALL CALL CALL
ELECTRICAL
VFTO 130 BUS ISOL
AUTO
CABIN PWR RAT GEN
C
AUTO PRESS
DITCHING
VHF1 VHF2 VHF3 HF1 HF2 VHF1 VHF2 VHF3 HF1 HF2

VENT LO VENT ON
CB INTEG OVHD INTEG OFF OFF MAN
VREF PULL
TURN
ON
ON
HEAT
HI
HEAT
PTT ID
BOTH
V
NAV ADF
3
2
1 1
2
DME
2
1 MKR
CALL
PTT ID
BOTH
V
NAV ADF
3
2
1 1
2
DME
2
1 MKR
CALL
OFF OFF
BATT
B 1 BATT 2 MAN RATE PAX OXY
AUTO AUTO RAM AIR
VAC DIM
COMPASS
BRT DIM
ANNUN
BRT
OFF OFF TRIM AIR PACK FLOW RECIRC AIR
DPLY
INT
SPKR INT PA
SLAT
FLAP
INT
SPKR INT PA
BRT
DN RET DSPL INTEG
AILERON RUDDER
L GEN R GEN LWR ISI MAIN GSHLD FLOOD
L PACK R PACK EVAC EMER LTS NL NR 1/4
DISPLAY SERV INT MECH
CALL
FAIL
OFF EXT PWR APU GEN
FAIL
OFF
FAIL
MAN
XBLEED
AUTO MAN
FAIL
CMD
OFF
ARM
ON L
W
R
W 1/2
OFF CLSD OPEN OFF D D T
ON L DISC AVAIL FAIL R DISC ON PULL 3/4 R
L BLEED R BLEED
IN USE OFF
TURN
A COCKPIT DOOR
UNLOCK EMER ACCESS
FAIL FAIL
TEST OIL OIL
OFF
APU BLEED
OFF
FULL C
T
READING DISC DISC READING DISPLAY L CURSOR R
AURAL WING A/ICE FAIL

OFF
REV
NORM
INHIB INHIB
MAX
FLAP LIMIT (VFE)
DENY
1 - LIMIT
FLAP 230 (VFE)
KT
APU TAWS ANTI-ICE L PFD ISI R PFD 21 -- 210 KT
OFF BRT
GEAR TERR FLAP GS OFF BRT SPOILER 230 KT
> 32 -- 210 KT <
RUN L COWL WING R COWL
WIPER OFF START WIPER ADS ADS ADS -
210 KT
>43-- 190 KT
AUTO AUTO AUTO DSPL TUNE FD/AT CALL CALL CALL CALL CALL CALL CALL
OFF OFF ON OFF ON OFF ON OFF 210 KT <
INT INT + 54 - 170 KT
190 KT
LAMP PASS ICE DETECT SLOW
PULL
TURN
INHIB INHIB INHIB
CNCL
SLOW
INHIB ALTN IRS IRS
5 - 170
ALTN KT
FLAP
NORM
VHF1 VHF2 VHF3 HF1 HF2 SAT CAB
FAST FAST BOTH NAV ADF DME

ID V 1 1 1 MKR
PTT 2 2 2
SYNOPTIC PAGE - AVIONIC

3 CALL
EXT LTS LDG LTS PAX SIGNS < OFF

NAV BEACON STROBE LOGO WING INSP TAXI L NOSE R SEAT BELTS NO PED SPKR INT PA
INT
OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF
NARROW AUTO AUTO
ON ON ON ON ON WIDE ON ON ON
PARK BRAKE
OVERHEAD PANEL
STATUS
OFF
PULL
ON
O
TURN
CS1_CS3_3100_019
PEDESTAL
Figure 12: Lamp Test

CAS MESSAGES
The following page provides the crew alerting system (CAS) messages
for the instruments and control panels.


31 CTRL PANEL FAULT - PIM in lighting/door panel failed.
MESSAGE LOGIC
LIGHTING PANEL PIM INOP
CONTROL PANEL FAULT Loss of redundant or non-critical 31 CTRL PANEL FAULT - OVRHD When there is a loss of all channels
function for the ICCP system. L OUTBD PANEL INOP within the left outboard panel the Info
message is displayed.
31 CTRL PANEL FAULT - OVRHD When there is a loss of all channels
MESSAGE LOGIC L INBD PANEL INOP within the left inboard panel the Info
message is displayed.
31 CTRL PANEL FAULT - OVRHD PIM 1 failed.
PIM 1 INOP
R OUTBD PANEL INOP within the right outboard panel the Info
31 CTRL PANEL FAULT - OVRHD PIM 2 failed. message is displayed.
PIM 2 INOP
31 CTRL PANEL FAULT - OVRHD PIM 3 failed. R INBD PANEL INOP within the right inboard panel the Info
PIM 3 INOP message is displayed.
31 CTRL PANEL FAULT - OVRHD 2 interface channels failed in overhead 31 CTRL PANEL FAULT - OVRHD All three PIMs failed. There are no
L OUTBD 2 OF 3 CHAN INOP left outboard module. PANEL INOP overhead panel module INFO
31 CTRL PANEL FAULT - OVRHD 2 interface channels failed in overhead messages, as the overhead PIMs
L INBD 2 OF 3 CHAN INOP left inboard module. provide monitoring of the overhead
panel modules. This message is
31 CTRL PANEL FAULT - OVRHD 2 interface channels failed in overhead
masked if all three RDCs have failed.
R OUTBD 2 OF 3 CHAN INOP right outboard module.
31 CTRL PANEL FAULT - OVRHD All three RDCs have failed or there is
AND ENGINE PANEL INOP no data from all three RDCs.
R INBD 2 OF 3 CHAN INOP right inboard module.
31 CTRL PANEL FAULT - RDC 1 RDC 1 failed or loss of data from RDC 1
31 CTRL PANEL FAULT - TRIM PIM in trim panel failed.
INOP when DC ESSENTIAL BUS 1 is
PANEL PIM INOP
available.
EYEBROW 2 OF 3 CHAN INOP eyebrow module.
INOP when DC BUS 2 is available.
31 CTRL PANEL FAULT - ENGINE PIM in engine panel failed.
PANEL PIM INOP
INOP when DC ESSENTIAL BUS 3 is
31 CTRL PANEL FAULT - OVRHD When there is a loss of all channels available.
EYEBROW 3 OF 3 CHAN INOP within the overhead panel eyebrow, the
caution message is displayed.

31-20 Integrated Clock System
31-20 INTEGRATED CLOCK SYSTEM
GENERAL DESCRIPTION CONTROL TUNING PANEL CLOCK PAGE

The integrated clock system, located in data concentrator unit module The CLOCK page is selected from the top MENU page. The following
cabinet (DMC) 1 and DMC 2, provides master time and date information information is displayed on the page:
to the aircraft systems. Clock information is shown on the primary flight
display (PFD) and the control tuning panel (CTP) CLOCK page. • Time in universal time coordinated (UTC) format
When the aircraft is powered up, DMC 1 and DMC 2 use a common time • Date
source. The time and date information is updated automatically using • Local time at originating airport
information from one of the sources in the following order of priority:
• Local time at destination airport
• GNSS 1
• TIME ALOFT
• GNSS 2
TIME ALOFT indicates the actual flight time, from takeoff to landing. The
• Manual time entry TIME ALOFT resets to 00:00 and begins counting when the aircraft
• Default time weight-on-wheels (WOW) signal indicates the aircraft is in the air. The
time stops counting 30 seconds after the aircraft WOW signal indicates
If the global navigation satellite system (GNSS) information is not the aircraft is on the ground.
available, the integrated clock system default time of 00:00:00 and
default date of 01 JAN 2000 is displayed. PRIMARY FLIGHT DISPLAY
The UTC time, date, and chronometer (CHRONO) are displayed on the
PFD. The UTC time and date are displayed at all times. The
chronometer is only displayed when the CHRONO button on the
GLARESHIELD panel is pressed.

CS130-21.02-06.00-121418 CS130_31_L2_ICS_General.fm
GNSS 1
AND CLOCK
BRT
GNSS 2
MENU OFF
20:50:00 UTC
<WXR
FPV CAGE
ON/OFF>
TUNE/
MENU
06 AUG 2015
DMC 1 <CLOCK PFD/NAV> IDENT
AND
DMC 2
<STBY NAV HUD> 1/2 CYUL CYHZ
TUNE/DATA 16:50 17:50
RETURN CRS 126
TIME ALOFT
RETURN
01:20
Air/Gnd
TO
AIRCRAFT
SYSTEMS
160
60
14400
140
TAS 180
80
GS 170
FLT ID ABCD5678 30
CHRONO 00 :30
OUTBD INBD CHRONO
UTC 20 :50:00
DATE 06AUG 36
WARNING
TAT -15
CAUTION
SAT -15
OFF BRT OFF BRT
33
LEGEND
CS1_CS3_3120_001
GLARESHIELD PANEL
ARINC 429 WX+T
T+15.0A G+3 10 30
GNSS Global Navigation Satellite System
PRIMARY FLIGHT DISPLAY
Figure 13: Integrated Clock System

CS130-21.02-06.00-121418 CS130_31_L2_ICS_General.fm
PRACTICAL ASPECTS
SETTING THE CLOCK

To set the time manually:
1. From top menu, press TUNE/MENU once
1. Press LSK 2, to bring up the CLOCK page
2. If MANUAL TIME is displayed, press line select key 1
3. Press LSK 1 to start manual time update
4. Rotate the outer ring of the TUNE/DATA knob to move the focus
indicator
5. Rotate the inner knob to increase or decrease the time and date
values
6. Press LSK 1 to store the new time setting
NOTE
If the GNSS signal is not available, for example when the aircraft
is in a hangar, the clock reverts to the default date. Software
loading is not possible until the time and date are manually
entered.

CS130-21.02-06.00-121418 CS130_31_L2_ICS_PracticalAspects.fm
Line Select
Key 1
BRT
OFF
CLOCK TUNE/
00:00:00 UTC MENU
01 JAN 2000
IDENT
CYUL ---- 1/2

Focus
Indicator --:-- --:--
TUNE/DATA Focus
TIME ALOFT Indicator
RETURN Control
--:--
MANUAL TIME
CS1_CS3_3120_002
Date and
Time Test
Figure 14: Setting the Clock

CS130-21.02-06.00-121418 CS130_31_L2_ICS_PracticalAspects.fm
31-40 Integrated Avionics Processing
31-40 INTEGRATED AVIONICS PROCESSING
GENERAL DESCRIPTION
The integrated modular avionics (IMA) system provides centralized The data concentration system (DCS) includes two, dual-channel data
computing and communications capability. The IMA uses a number of concentrator unit module cabinets (DMCs). Each cabinet is designed to
specialized avionic applications which share input/output processing, host various independent, functional software applications including:
memory, and computing resources. • Flight guidance
The software applications are loaded on common hardware modules • Engine indication and crew alerting system
housed within several cabinets. An advanced communications protocol
and real-time network architecture makes the IMA a robust installation • Autothrottle
with provisions for options and system growth. The two aircraft personality modules (APMs) serve as memory devices
The common hardware modules provide a partitioned environment for the input/output concentrator functions of the DMCs. They contain
allowing the sharing of computing resources and physical hardware by data that is specific to the aircraft. This includes information relating to:
several applications. • Configurations and options
The avionics integrated processing system (IPS) is comprised of the four • Electronic TSO nameplate data and settings
integrated processing cabinets (IPCs) housing interface modules, digital
switching modules, and common computing modules. The system • Application keys (APM 1 only)
consolidates and routes avionic and system data to the display units via Other inputs into the display units (DUs) are:
the AFDX network.
• Cursor control panels (CCPs)
The IPS hosts the software for a number of avionic functions housed on
a number of line replaceable modules. The systems include: • Multifunction keyboard panels (MKPs)
• Data collection/distribution • Reversion switch panel (RSP)
• Local area network/switching • Full authority digital engine control (FADEC)
• Flight management system (FMS) • Aircraft system data
• Onboard maintenance system (OMS)

• Data link/controller-pilot data link communications (CPDLC)
• Terrain awareness and warning system (TAWS) terrain data and
processing

CS130-21.02-06.00-121418 CS130_31_L2_IAP_General.fm
260
FMS1 AP
AT
VALT
35 000
MAP PLAN ACT OVLY
FORTT
SYMBOL
90.7
CLB
90.7
STATUS
FUEL
AIR
HYD
DOOR
AVIONIC
ELEC
INFO
FLT CTRL
CB
MAP PLAN ACT OVLY
FORTT
SYMBOL
260
FMS2 AP
AT
VALT
35 000
FADEC AND
CCP, MKP, RSP
300 60.5 60.4 300
20 20 EMI EMI 20 20
6 N1 6
35 500 4 35 500 4
SYNC
AIRCRAFT SYSTEM DATA

280 10 10 2 280 10 10 2
1
642 654 1
1 20 EGT
1 20
260
160 35
40 0000
00 HDG 280 27 280 HDG 280 27 280 260
160 35
40 0000
00
30 32 34 36 2 4 6 8 30 30 30 32 34 36 2 4 6 8
9 80 9 80
1 82.3 N2 82.3 1
24 DRAPE
24 DRAPE
240
10 10 2 770 FF (KPH) 775 240
10 10 2
DIMMO 33 DIMMO 33
34 500 4 101 OIL TEMP 101 34 500 4
6 99 OIL PRESS 99 6
20 20 20 20
220 1
50 ETX
1
50 ETX 220
M .750 STD 10900 M .750 STD
TOTAL FUEL (KG)
TAS 420 2730 5420 2750 TAS 420
GS 320 0.15 GS 320 0.15
FLT ID BD100 20 HDG 010 36010 FMS1 CAB ALT 1000 RATE 500 TRIM FLT ID BD100 20 HDG 010 36010 FMS2
3 PERXX ó3 4.1 CREW OXY 1850
AIL AIL 3 PERXX
NU
20 :45:59 33 DTK 010 570 20 :45:59 33 DTK 010
IPC POWER SOURCES

UTC LDG ELEV UTC
DATE 06 DEC 6 TTG 12:16 STAB
DATE 06 DEC 6 TTG 12:16
65.5 NM TEMP 5.0 65.5 NM
(°C) 24 25 23
ND
TAT -15 °C 30 TERR
NL RUDDER NR
TERR TAT -15 °C 30
SAT -15 °C RBV SAX HUO RBV SAX HUO SAT -15 °C
9 INFO ELEVATOR ELEVATOR 9
TA ONLY TA ONLY
TFC TFC
27 ALT ABOVE FMS1 ALT ABOVE FMS2 27
100 ETX 100 ETX
WX+T 10 12 STBY DTK 281 STBY DTK 281 WX+T 10 12
T+15.0A G+3 T- 2.2A RUDDER T- 2.2A T+15.0A G+3
TTG 2.5 TTG 2.5
24 KJFK 20.4 NM KJFK 20.4 NM 24
IPC 1 FMS1 ACT
INIT
DBASE
WIND/TEMP
RTE
POS FPLN
FUEL
FLT NUMBER
PERF
ETP
ROUTE
COST INDEX
SUMMARY NORMAL NON-NORMAL
CABIN ALT
PROC FCTN
Passengers .................................... ADVISE

FPLN UPLINK
UPLINK.... KCIDKORD01 N1234567 999 to remain in their seats
DC ESS BUS 3
DU POWER SOURCES
RWY SID TRANS
DEPARTURES.... RW27
YES NO

ARRIVALS....
ALTN ALTN CRZ ALT
KMDW 15000
YES NO
AVG WIND $9*,6$ó
CLB ---T/ 0 0 °C
---T/ 0
IPC 2
CRZ
DES ---T/ 0
DU 1
COPY TO SEC
THRUST....
THRUST MSG....
MSG COMPLETED
DC ESS BUS 2
DC ESS BUS 1
IPC 3 AFDX
DU 2
DC BUS 1
IPC 1, 2, 3, 4 DC ESS BUS 3
IPC 4
• Data Collection/Distribution DU 3
DC BUS 2 • Local Area Network/Switching DC BUS 1
Integrated • Flight Management System
Processing DU 4
DMC POWER SOURCES • Onboard Maintenance System
Cabinet DC BUS 2
• Data Link/CPDLC
DMC 1
• TAWS Terrain Data and Processor DU 5
DC ESS BUS 1
DC ESS BUS 3 DC BUS 2
AFDX
DMC 2
DMC 1, 2
DC BUS 1
DC ESS BUS 2
APM 2
Data • Flight Guidance
Concentrator • Engine Indication and
APM 1 Configuration and Options
Unit Module Crew Alerting System
ARINC 429 ARINC 429
Cabinet • Autothrottle
Configuration and Options
Preference and Settings
Preference and Settings INTEGRATED MODULAR AVIONICS
ARINC 429,
CS1_CS3_3141_018
12 VDC from DMC 2
Application Keys Analog and Discretes
AVIONICS AND AIRFRAME

SYSTEMS
12 VDC from DMC 1
Figure 15: Integrated Modular Avionics Architecture

CS130-21.02-06.00-121418 CS130_31_L2_IAP_General.fm
COMPONENT LOCATION
Components of the integrated modular architecture include:
• Integrated processing cabinets (IPC 1, IPC 2, IPC 3, IPC 4)
• Data concentrator unit module cabinets (DMC 1, DMC 2)
• Aircraft personality modules (APM 1, APM 2)

CS130-21.02-06.00-121418 CS130_31_L2_IAP_ComponentLocation.fm
APM 1
APM 2
DMC 1
IPC 4
MID EQUIPMENT BAY FWD RACK DMC 2

IPC 2
IPC 3
IPC 1
3 3141 001
CS1_CS3_3141_001
INTEGRATED PROCESSING AIRCRAFT PERSONALITY DATA CONCENTRATOR
CABINET (4X) MODULE (2X) UNIT MODULE CABINET (2X)
Figure 16: Avionics Processing Components

CS130-21.02-06.00-121418 CS130_31_L2_IAP_ComponentLocation.fm
DISPLAY UNITS
The display units (DUs) provide a high-resolution display of flight and
system graphics and data. The DUs are LCD type and are 15 in. high.
Each DU is installed in a mounting tray equipped with two cooling fans
powered by a 12 VDC source from the associated display unit. The fans
are automatically controlled by temperature sensors, and operate in a
low, variable, or high airflow setting. The fans blow cooling airflow
upward, through the unit, and the air is extracted at the top. There are no
filters installed in the cooling circuit.
An internal current monitoring circuit stops fan operation in the event of a
sensed overcurrent condition.
The display unit has field loadable software.
NOTE
Clean the display unit screen with a soft lint free cloth and IPA
only. Paper tissue can damage the optics.

CS130-21.02-06.00-121418 CS130_31_L2_IAP_ComponentInformation.fm
Fan Control
DU
Temperature 12 VDC
Sensor
Ground
Unit Temp
On > 54°C
Off < 48°C
12 VDC
Circuit Temp
Hi Speed > 61°C Ground
Lo Speed < 56°C
DISPLAY UNIT MOUNTING TRAY FANS
CS1_CS3_3141_004
Mounting
Tray Fan
Figure 17: Display Unit Installation

INTEGRATED PROCESSING CABINETS

The four integrated processing cabinets are mounted on the equipment
racks with external mounting hardware. Rear connectors provide the
cabinet to aircraft interface. Line replaceable modules (LRMs) are
installed on guide rails and mate to the rear backplane.
Each of the four integrated processing cabinets accommodate several
LRMs for consolidating and concentrating system data.
The cabinets provide the power distribution, communications interface,
and environmental control for the resident modules. Chassis cooling is
provided by the detachable front fan module.
The backplane provides the interconnects between the modules and the
external systems, by using several circular connectors. The cabinet has
provisions for fiber-optic cables for use when the optional head-up
display (HUD) is selected. A blanking plate covers the opening when the
HUD option is not installed.
The individual modules are line replaceable, secured in individual
guiding rails, and locked in place with upper and lower levers.

FRONT VIEW MODULE INSTALLATION
Blanking Plate
Provisions for Fiber-
CS1_CS3_3140_028
Optic Cables when
Optional Head-Up
Display Installed
BACKPLANE VIEW REAR CONNECTOR VIEW
Figure 18: Integrated Processing Cabinet

DATA CONCENTRATOR UNIT MODULE CABINETS

Each of the two data concentrator unit module cabinets (DMCs)
accommodates several line replaceable modules (LRMs). A fixed
partition provides a separation of the DMC into a channel A and
channel B.
The cabinets provide the power distribution, communications interface,
and environmental control for the resident modules. Chassis cooling is
provided by two detachable front fan modules, one for each channel.
The backplane provides the interconnects between the modules and
external systems using several circular connectors.

FRONT VIEW MODULE INSTALLATION
CS1_CS3_3140_029
BACKPLANE VIEW REAR CONNECTOR VIEW
Figure 19: Data Concentrator Unit Module Cabinet

DISPLAY UNIT INTERFACE

The DUs receive other discrete and analog inputs from or for the
Each display unit (DU) receives input from and provides output to, a following:
number of system controllers, computers, and panels.
• RA display status
Data processed by the integrated processing cabinets (IPCs) is routed
by the AFDX network to all display units. This includes TAWS, EICAS • Display configuration
synoptic, maps and chart data. • Data load enable
All display units show information received via ARINC 429 data bus input • Display brightness control
from:
• Chronometer select
• Weather radar system
• Reversion switch panel (RSP)
• Inertial reference system (IRS)
• Multifunction keyboard panel (MFK)
• Air data system (ADS)
• Cursor control panels (CCP)
• Electronic engine control (EEC)
• Control tuning panels (CTP)
• Primary flight control computers (PFCCs)
The flight deck door surveillance system provides a NTSC video signal
• Traffic surveillance system (TSS) to DU 3 and DU 5 only.
• Flight control panel (FCP) The DUs receive a discrete input from the landing gear system when the
• Control tuning panels (CTPs) aircraft is on ground. This enables data loading to the DUs if required.
• Cursor control panels (CCPs) The DUs receive 28 VDC power input and provide 12 VDC output to the
mounting fans.
Health and operational status is routed between each DU via ARINC 429
input. A window manager function in the DU automatically reconfigures
the display in the event of another DU failure. This input is also used for
the display comparator functions.
The weather radar system provides ARINC 708 weather data for display
to the DUs.

CS130-21.02-06.00-121418 CS130_31_L3_IAP_DetailedDescription.fm
WXR Image to DU 1, DU 4 Only

Glareshield Panels or Lighting/
WXR Image to DU 2, DU 3, DU 5 Weather Radar Display Brightness COCKPIT DOOR Panel
WXR Status and Fault Data (All DUs)
Chronometer Select Glareshield IAS
MACH
HDG AP
M V/S
FPA
To Other DUs (DU 1, DU 4 Only) Panel FMS

SPD
MAN
HDG
HDG
AT
FLC
FT
ALT
M
VS
BRT
DN
Flight NAV
XFR
ALT
Display Comparator Selection Data Control

From Other DUs FD
APPR
1/2
BANK EDM VNAV FPA
UP
FD
Panel RANGE INBD DSPLY BRT

MENU OFF
FPV CAGE
L R TUNE/
<WXR ON/OFF> MENU
Inertial
MAP FMS CNS
Tuning (DU 5 has

<CLOCK PFD/NAV> IDENT
Reference Attitude, Heading, Position Data Control TERR CHKL SYN DATA
4 ARINC 429 CTP Inputs

<STBY NAV HUD> 1/2
BARO
Tuning TFC IN HPA

TUNE/DATA
Units (IRU) for Onside and Cross-side Tuning

RETURN CRS 090
Panels
WX
NAV
SRC
Air Data DISPLAY

NORM
L CURSOR R
ADS Reversion
REV SWAP
System Airspeed, Altitude Data L PFD

INHIB
ISI
INHIB
R PFD
Probes IRS Reversion Reversion DSPL TUNE FD/AT ADS ADS ADS
EICAS Reversion Switch INHIB ALTN IRS IRS
Panels
Engine EICAS Swap DSPL SEL
Electronic Engine Parameter Data (DU 2,DU 3 Only) DSK

UPR
Controllers
LWR
MENU
Menu Select
Flight Controls, Cursor
Primary Flight Display Select Control
Control Flight Director,
Autopilot Data (DU 1, DU 4 Receive Panels
Computers Onside CCP Only)
Integrated EICAS, TAWS, Charts

Processing and Navigation Data
12345678901234567890
Multifunction
D
System
MSG ROUTE DEP/ CNCL EXEC
ARR
Cursor Up/DN, Left/Right, Enter Keyboard

(DU 1, DU 4 Receive Onside MKP Only)
CLR/
DEL
Panels
RA Display Status
E
N
T
E
SP
Traffic Surveillance System

R
Traffic and Resolution Advisories MAP
CHKL
FMS
SYN
CNS
DATA
PREV
CAS
NEXT
Video
Display Configuration Grounds (DU 3, DU 5 Only) Flight Deck Door Surveillance System
4
12 VDC
Landing Gear System Mount Fan 1
Weight-On-Wheels Gnd
Information Management System Data Load Enable 12 VDC Mount Fan 2
Gnd
CS1_CS3_3160_019
LEGEND
AFDX DU Power In 28 VDC
ARINC 429 DISPLAY UNIT
ARINC 708
Discrete
NTSC Video Signal
Figure 20: Display Unit Interface

INTEGRATED PROCESSING CABINETS

The integrated processing cabinets (IPCs) contain the following line
replaceable modules (LRMs):
• Cover and environmental module (CEM)
• Power environment module
• Digital switching module (DSM)
• Common computing modules (CCMs)
Each module is constructed of one or more circuit cards, housed within a
protective cover.
The cover and environmental module (CEM) and power environment
module provide the required cooling and power for the cabinet.
The DSM carries out switching functions for the local area network
(LAN), as well as routing data between supply and user systems.
The CCMs host several avionic applications, including the flight
management system (FMS), onboard maintenance system (OMS),
controller-pilot data link communications (CPDLC), and other functions.
The third IPC also contains the computing modules for the terrain
awareness and warning system (TAWS) and optional head-up display
(HUD) system. The fourth IPC is also designed for avionics growth and
options such as a second head-up display (HUD) installation.

Common
Computing
Modules
Digital
Switching
Module
INTEGRATED PROCESSING CABINET

Power Cover and
Environment Environmental Module
Common Module
Computing
Module IPC 1 or IPC 2
TAWS
Processing
Module
Synthetic Digital
Digital Vision Switching Synthetic
Switching Modules Module Vision
Module (with 1st HUD option) Modules
(with 2nd HUD option)
Power
CS1_CS3_3141_003
Environment
Module Power
Environment
Module
IPC 3 IPC 4
Figure 21: Integrated Processing Cabinet and Modules

Cover and Environmental Module

The cover module includes an axial fan assembly attached to the front
cover. Air is drawn in from above and below the IPC, and forced out
through the front face of the module. The fan is powered and monitored
by the power environment module (PEM). The fan wiring attaches to a
front power environment module connector.
Power Environment Module

The power environment module (PEM) receives and converts aircraft
supplied 28 VDC to a 12 VDC output to the cabinet backplanes. The
PEM also receives, and processes, cabinet and system strapping data
required for cabinet and individual module operation.
The PEM includes monitoring circuitry for fan operation and cabinet
temperature control. The fan turns on when the cabinet temperature
exceeds 24°C and turns off at 13°C.
If the IPC reaches 90°C, the power supply shuts off. After the unit cools,
the power must be cycled to restore operation.
A crew alerting system (CAS) advisory message of AVIONIC FAULT
FAN is issued should a fault be detected.

INTEGRATED PROCESSING CABINET COVER AND ENVIRONMENTAL

(TYPICAL) POWER AND ENVIRONMENT MODULE MODULE
Module Power IPC Backplane

IPC Power Source Supply (+12 VDC)
Pwr Input
Power Monitoring and Logic
Conditioning Processing
Fan On/Off
Pwr Mon Control
Power and Fan

Control
CS1_CS3_3140_017
Cabinet
Temperature Temp Mon
Monitoring Fan Speed
COVER AND ENVIRONMENTAL

POWER AND ENVIRONMENT MODULE MODULE
Figure 22: Cover and Environmental and Power and Environment Modules

IPC 1 and 2 Common Computing Modules

Each of the four IPS cabinets hosts a number of specific-purpose The CCM in slot no. 6 hosts the file server application controlling
applications installed on common computing modules (CCMs). Each operation of the integrated flight information system, supporting the
CCM is constructed of several cards housed within a protective cover display of charts, weather data, and a document reader.
and locking tabs.
IPC 1 and IPC 2 each include three CCMs. The CCM uses a real-time
operating system hosting multiple applications and is equipped for
Ethernet connectivity.
Each CCM is equipped with runtime software and configuration tables to
manage processing resources, and to ensure a virtual partition between
hosted applications. The software also includes a health monitoring
function, which reports to the configuration manager and the onboard
maintenance system (OMS) in the event of a CCM processing fault.
The CCM in slot no. 2 hosts the application for flight management
system no.1. This includes several sub applications and files including
the navigation database server, integrated CDU function, and the
graphical flight planning functions. It also includes applications for the
multifunction keyboard panel control. The CCM in IPC 1 hosts the
software for the controller/pilot data link interface.
The CCM in IPC 1 slot no. 3 hosts the OMS application. The
configuration manager receives hardware and software information from
each module that has loadable software. The information is compared to
the information that is stored in the aircraft personality module (APM)
configuration table.
The application license manager processes application keys, which
enable or disable optional avionics functions. Both the configuration
manager application and application license manager are hosted in IPC
1 only. If this card fails, the optional avionics functions are not available.
If the CCM in IPC 1 slot no. 3 is replaced, the OMS is not available and
the software must be loaded manually.

IPC 1 (IPC 2 IDENTICAL)

INTEGRATED PROCESSING CABINET 1 AND 2
PEM CCM CCM DSM CCM

CCM Runtime CCM Runtime CCM Runtime
and Configuration and Configuration and Configuration
Tables Tables Tables
Protocol Onboard File
Manager Maintenance Server
System Application
Navigation IPC 1 only
Database
Manager Configuration
Manager
Power FMS IPC 1 only Digital
Environment Application Empty Slot Switching Empty Slot Empty Slot
Module Application
License Module
Multifunction
Keyboard Manager
Panel I/O IPC 1 only
Emulated HUD Monitor
Control Application
Display Unit (Optional)
Data Link
Controller/Pilot
CS1_CS3_3140_024
Application
IPC 1 only
Slot No. 1 Slot No. 2 Slot No. 3 Slot No. 4 Slot No. 5 Slot No. 6 Slot No. 7 Slot No. 8
Figure 23: IPC 1 and 2 - Common Computing Modules

IPC 3 and 4 Common Computing Modules

IPC 3 includes one common computing module (CCM). It is equipped
with runtime software, configuration tables, and a high-resolution terrain
database used by the terrain awareness and warning system (TAWS).
The TAWS processing module (TPM) hosts the TAWS application and a
terrain database. The TAWS application is preloaded by the
manufacturer.
IPC 3 and IPC 4 has provisions for installation of the optional synthetic
vision module (SVM). The module is required when the head-up display
(HUD) option is installed.

INTEGRATED PROCESSING CABINET 3

PEM CCM TPM DSM SVM
CCM
Runtime TAWS
and Config.
Configuration Manager
Tables
High Terrain
Power Resolution Digital
Environment Empty Processing Switching
Terrain System Module
Module Slot Database
Synthetic Vision Module with

TAWS Terrain 1st HUD Option
Config. Database
Files
IPC 3

PEM DSM SVM
Power Digital
Environment Empty Empty Empty Switching
Module Slot Slot Slot Module
Synthetic Vision Module with

2nd HUD Option
CS1_CS3_3140_025
IPC 4
Figure 24: IPC 3 and 4 Common Computing Modules

IPC 1 to 4 Digital Switching Module

The AFDX network uses digital switching modules (DSMs) to provide the
virtual link or logical interconnect between cabinet line replaceable
modules (LRMs) and external line replaceable units (LRUs).
The DSMs have the same software and are interchangeable. They are
the first software to be loaded during an aircraft software load since they
create the AFDX network.
These virtual links are created through routing of AFDX frames through
digital switches on the network and are the major building block of the
AFDX network. The DSM provides 24 port, 10/100 base T-Ethernet ports
for routing packets of data or frames using a hub and spoke layout. The
24 ports are broken down as follows:
• Ports (4) reserved for internal common computing module (CCM)
use
• Ports (2) for cross talk
• Ports (18) for external connections
Digital switches route a particular frame from a single source to a
predetermined set of end systems, or nodes, according to a loaded
forwarding table.
The DSMs are interchangeable between IPCs as long as the software is
installed on the DSM.

IPC (Typical) DIGITAL SWITCHING MODULE
Host End System Reserved for End System Host

Internal Common
Host End System Computer Module End System Host
Use
1 20
Host End System End System Host
2 19
Host End System 3 18 End System Host
4 17

7 14
9 12
CS1_CS3_3141_019
10 11
Host End System SWITCH End System Host
Figure 25: IPC 1 to IPC 4 Digital Switching Module

IPC Interface
The integrated processing cabinets (IPCs) communicate via the AFDX
or avionics system local area network (LAN). The network route uses the
digital switching modules contained in each IPC to connect data
between source and destination subsystems. Systems communicating
with the AFDX LAN A and LAN B buses include:
• Information management system (IMS)
• Control and distribution cabinets (CDCs)
• Health management unit (HMU)
• Data concentrator unit module cabinets (DMCs)
• Display units (DUs)

CDC 1 L-DMC IPC 3 IPC 1
IMS A-CDC 1 B-CDC 1 LA-DCM LB-DCM CCM 1 DSM TPM SVM-H CCM 1 CCM 2 DSM CCM 4
DU 1
DU 2
DU 3
DU 4
DU 5
HMU A-CDC 2 B-CDC 2 RA-DCM RB-DCM DSM SVM-H CCM 1 CCM 2 DSM CCM 4
CDC 2 R-DMC IPC 4 IPC 2
CS1_CS3_3140_047
LEGEND
AFDX LAN A (IPC 1)
AFDX LAN A (IPC 3)
AFDX LAN B (IPC 2)
AFDX LAN B (IPC 4)
Figure 26: IPC Interface

DATA CONCENTRATION SYSTEM

The data concentration system (DCS) is comprised of two data
concentrator unit module cabinets (DMCs), each housing two physically
partitioned channels (A and B). Each channel contains:
• Power producing module
• Input/output modules
• Data concentrator module
Each module is constructed of one or more circuit cards, housed within a
protective cover.
The cover and environmental module and power producing module
provide the cooling and power required for the cabinet and its loaded
applications.
The three input/output modules (IOMs) provide signal conditioning and
conversion between aircraft sensors and the data concentrator module
(DCM). One module carries out acquisition and reformatting of flight and
system data for the flight data recorder (FDR).
The DCM contains software for a number of functions, including data
acquisition and distribution, system indications, EICAS, flight guidance,
and autothrottle operation.

Input/Output
Modules
Data
Concentrator
Modules
Power
Producing
Module
Input/Output DATA CONCENTRATOR UNIT MODULE CABINET

Modules
Power Cover and

Producing Environmental
Module Module
CS1_CS3_3141_016
Figure 27: Data Concentrator Unit Module Cabinets

Cover and Environmental Module

The cover and environmental module (CEM) contains dual-axial fan
assemblies attached to the front cover. Each fan draws in air from above
and below the cabinet and forces it out through the front face of the
module. Power is provided to the fan from the power producing module
(PPM).
Power Producing Module

The PPM installed in each data concentrator unit module cabinet (DMC)
channel, provides regulated power to each channel, and controls the
operation of the channel fan installed on the cover and environmental
module (CEM).
The PPM includes monitoring circuitry for fan operation and cabinet
temperature control. The fan is normally in continuous operation when
cabinet temperature exceeds 24°C. If a DMC reaches a temperature of
90° C, the power supply shuts off. The DMC comes online automatically
once the temperature drops below 80° C.
An AVIONIC FAN FAULT advisory message is displayed should the
DMC channel fan fault be detected or the speed drops below 75% of its
rated speed.

DATA CONCENTRATOR UNIT

MODULE CABINET
POWER PRODUCING MODULE POWER PRODUCING MODULE
Module Power DCU Channel (A or B) Power

Power Supply (+12 VDC)
DMC Power
Source Input
Power
Conditioning
Fan On/Off
Power Control
Mon
Power and Fan

Control
Cabinet
Temperature Temperature
CS1 CS3 3140 022

CS1_CS3_3140_022
Monitoring Mon Fan Speed
COVER AND ENVIRONMENTAL
POWER PRODUCING MODULE MODULE COVER AND
ENVIRONMENTAL MODULE
Figure 28: Cover and Environmental and Power Producing Modules

Input/Output Modules
Each DMC channel includes three input/output modules (IOMs). Two
modules receive analog and discrete signals from aircraft sensors, carry
out analog to digital conversions, and route the information to the data
concentrator modules (DCMs).
The third IOM module receives input from miscellaneous systems and
components such as thermocouples and rotary variable differential
transformers (RVDTs). This module is also responsible for the
acquisition of system data required by the flight data recorder (FDR).
Data is provided to the FDR in ARINC 717 format.

DATA CONCENTRATOR UNIT INPUT/OUTPUT MODULE

MODULE CABINET
DATA CONCENTRATOR UNIT MODULE CABINET
Channel A Channel B
Data Data
Concentrator Concentrator
Analog/Discrete I/O Module

Miscellaneous I/O Module

Module Module
Input/Output Card
Input/Output Card
Input/Output Card
Input/Output Card
Processing Card
Processing Card
CS1_CS3_3140_021
Figure 29: Input/Output Modules

Data Concentrator Module

Each data concentrator module (DCM) installed in the data concentrator
unit module cabinet (DMC) is constructed as a single line replaceable
module (LRM), containing a processor card and two input/output
mezzanine cards. Each card is separated by fixed mounting posts.
The function of the DCM is to provide:
• Centralized concentration of discrete, analog, and serial data from
aircraft systems
• A processing platform for specific-purpose applications including
engine indication and crew alerting (EICAS), flight guidance, and
autothrottle
• Routing of data between the DMC and user systems by ARINC 429
and ARINC 664 data protocols
• Processing of configuration and options data as contained in the
aircraft personality module (APM)

DATA CONCENTRATOR UNIT DATA CONCENTRATOR MODULE

MODULE CABINET
DATA CONCENTRATOR UNIT MODULE CABINET
Channel A Channel B
Data Data
Concentrator Concentrator


Module Module
Input/Output Card
Input/Output Card
Input/Output Card
Input/Output Card
Processing Card
Processing Card
CS1_CS3_3140_020
Figure 30: Data Concentrator Module

AIRCRAFT PERSONALITY MODULE

Each aircraft personality module (APM) provides memory storage of
configuration data, option information, and customer preference settings.
The APM uses a serial interface to communicate with the data
concentrator module (DCM) input/output mezzanine cards, located in
channel A of the DMC. The APM receives clock information in addition to
electrical power from the DCM.
The APM data is routed to the integrated processing cabinets (IPCs), via
the digital switching module (DSM), to the common computing module
(CCM). The IPC 1 slot no. 3 CCM has the configuration manager (CM)
application which compares the APM configuration table data it receives
against the information received from the health monitors on each of the
installed modules, applications, and functions.
There are no CAS messages relating to any configuration disagreement.
This information is stored in the onboard maintenance system (OMS)
and noted to maintenance personnel as an INFO message.

AIRCRAFT PERSONALITY MODULE DMC CHANNEL A

DCM
Regulator 12 VDC
Gnd
Flash Memory
Clock IPC
Clock
- Cross-Reference Tables I/O
for Configuration Manager Mezzanine
Card 1
- Application-Specific Data
Serial Data Data
Data Transceiver Digital Switching
- Configuration Options and Concentrator Module (DSM)
3rd Party Parameters Data Direction Module
Processor
- Encrypted Application Keys Chip Select
(APM 1 only)
Write Protect
I/O Common Computing

Mezzanine Module (CCM)
Card 2
CS1_CS3_3140_048
Figure 31: Aircraft Personality Module

DATA CONCENTRATOR UNIT MODULE CABINETS INTERFACE

The data concentrator unit module cabinets (DMCs) perform input/output
and data concentration of ARINC 429, discrete, and analog data from
airframe and avionics systems. The DMCs communicate with the
integrated processing cabinets (IPCs) via ARINC 664 AFDX protocol.
The ARINC 429 inputs are provided to the input processing card
installed on each data concentrator module (DCM).
ARINC 429 cross-talk buses exchange computed CAS messages,
discrete and analog inputs, as well as other data processed by one DMC
and passed on to the other.

INTEGRATED AIR SYSTEM CONTROL TUNING EMERGENCY VHF-NAV RF

CONTROLLERS PANELS RAM AIR VALVE SWITCH
ELECTRONIC DOOR RADIO INTERFACE OXYGEN

CONTROL MODULE UNITS ELT
SYSTEM
MULTIFUNCTION CONTROL
FIDEX CONTROL UNIT INFORMATION
KEYBOARD PANELS TUNING PANELS MANAGEMENT
PRIMARY FLIGHT INERTIAL REFERENCE SYSTEM
CONTROL COMPUTERS UNITS AUDIO CONTROL
PANELS AUXILIARY
INCEPTOR INTERFACE GLOBAL NAVIGATION POWER UNIT
MODULES SATELLITE SYSTEMS BATTERY 1, 2
ALTERNATE FLIGHT
FLIGHT CONTROL PANEL
CONTROL UNIT REVERSION CVR
SWITCH PANEL (RECORD
SLAT/FLAP ELECTRONIC STANDBY FLIGHT INHIBIT)
CONTROL UNIT INSTRUMENT MULTIFUNCTION
KEYBOARD PANELS CVR
FLY-BY-WIRE POWER RADIO ALTIMETER (TEST)
CONVERTERS UNITS COCKPIT ENTRY
DMC DOOR MONITORING DMC
FUEL QUANTITY AIR DATA SYSTEM ICE DETECTOR
COMPUTER ARINC 429 PROBES DISCRETE/ (TEST)
INPUT/ OVERWING EXIT ANALOG,
OUTPUT SLIDES PRESSURE AFDX AND
WINDSHIELD ICE INTEGRATED COCKPIT
SERIAL MASTER
PROTECTION CONTROLLERS CONTROL PANELS
INPUT/ WARN/CAUTION
FUEL SYSTEM CANCEL
LANDING GEAR/STEERING OUTPUT
WEATHER RADAR SYSTEM
CONTROL UNIT
ICE DETECTORS FDR
TIRE PRESSURE HEALTH MONITORING (RECORD INHIBIT)
MONITORING UNIT SYSTEM
WINDSHIELD
BRAKE DATA HEAD-UP DISPLAY ICE PROTECTION
CONCENTRATOR UINITS SYSTEM
IPC 1, 2, 3, 4
HYDRAULIC
WATER SYSTEM TRAFFIC SURVEILLANCE SYSTEMS
CONTROLLER SYSTEM
BRAKE
FUEL TANK INERTING FLIGHT DATA RECORDER TEMPERATURE
CONTROL UNIT
LEGEND
LANDING GEAR/
AUXILIARY POWER UNIT DMC 2 (CROSS-TALK) STEERING CONTROL UNIT AFDX LAN A
CS1_CS3_3140_046
AFDX LAN B
ELECTRONIC ENGINE BDCU 1, 2 Analog
CONTROL PORT C TUNING–VHF
NAV, VHF COMM, DME, ARINC 429
THROTTLE QUADRANT ATC TRANSPONDER EMERGENCY LIGHTS ARINC 717
ASSEMBLY POWER SUPPLIES Discrete
Figure 32: DMC Input/Output


messages for the integrated avionics processing system.

CS130-21.02-06.00-121418 CS130_31_L2_IAP_MonitoringTests.fm
CAS MESSAGES
Table 3: CAUTION Messages Table 5: INFO Messages

DMC 1 FAIL Both DMC channels failed. 31 AVIONICS FAN FAULT - Indicated IPC fan has failed.
DMC 2 FAIL Both DMC channels failed. IPC FAN 1 INOP
IPC 1 FAIL IPC 1 failed. 31 AVIONICS FAN FAULT - Indicated IPC fan has failed.
IPC FAN 2 INOP
IPC 2 FAIL IPC 2 failed.
31 AVIONICS FAN FAULT - Indicated IPC fan has failed.
IPC 3 FAIL IPC 3 failed. IPC FAN 3 INOP
IPC 4 FAIL IPC 4 failed. 31 AVIONICS FAN FAULT - Indicated IPC fan has failed.
IPC FAN 4 INOP
Table 4: Advisory Messages
31 AVIONICS FAN FAULT - Indicated DMC fan has failed. Onside channel
DMC 1A FAN INOP reports fan fail or cross-side channel reports
MESSAGE LOGIC
cross-side fan fail and the DCU channel has
AVIONIC FAULT Loss of redundant or non-critical function for not failed.
the avionics systems 31 AVIONICS FAN FAULT - Indicated DMC fan has failed. Onside channel
AVIONIC FAN FAULT Loss of fans functionality within avionics LRUs DMC 1B FAN INOP reports fan fail or cross-side channel reports
DMC 1A FAIL DMC channel 1A failed. cross-side fan fail and the DCU channel has
not failed.
DMC 2A FAIL DMC channel 2A failed.
DMC 1B FAIL DMC channel 1B failed. DMC 2A FAN INOP reports fan fail or cross-side channel reports
DMC 2B FAIL DMC channel 2B failed. cross-side fan fail and the DCU channel has
not failed.
DMC 2B FAN INOP reports fan fail or cross-side channel reports
cross-side fan fail and the DCU channel has
not failed.
34 AVIONIC FAULT - IPC 1 Loss of DSM 1 data has occurred, but IPC 1
DSM INOP has not failed.


MESSAGE LOGIC
34 AVIONIC FAULT - DSPL One or more AFDs is reporting it has lost
XTALK COM LOSS communication with one or more AFDs.
34 AVIONIC FAN FAULT - L Noted DU is reporting its left cooling fan has
OUTBD DSPL L FAN INOP failed.
34 AVIONIC FAN FAULT - L Noted DU is reporting its right cooling fan has
OUTBD DSPL R FAN INOP failed.
34 AVIONIC FAN FAULT - L Noted DU is reporting its left cooling fan has
INBD DSPL L FAN INOP failed.
34 AVIONIC FAN FAULT - L Noted DU is reporting its right cooling fan has
INBD DSPL R FAN INOP failed.
34 AVIONIC FAN FAULT - R Noted DU is reporting its left cooling fan has
INBD DSPL L FAN INOP failed.
34 AVIONIC FAN FAULT - R Noted DU is reporting its right cooling fan has
INBD DSPL R FAN INOP failed.
34 AVIONIC FAN FAULT - R Noted DU is reporting its left cooling fan has
OUTBD DSPL L FAN INOP failed.
34 AVIONIC FAN FAULT - R Noted DU is reporting its right cooling fan has
OUTBD DSPL R FAN INOP failed.
34 AVIONIC FAN FAULT - Noted DU is reporting its left cooling fan has
LWR DSPL L FAN INOP failed.
34 AVIONIC FAN FAULT - Noted DU is reporting its right cooling fan has
LWR DSPL R FAN INOP failed.

PRACTICAL ASPECTS
DISPLAY UNIT REMOVAL/INSTALLATION

The DU is secured in place with handle locks located at the front of the
unit. The locks are released outward by pushing a button located
between the handle locks.
Once released, the handles can be pulled about a pivot, causing the unit
to disengage from the rear electrical connectors and slightly move from
its mount. A carrying handle is installed at the top of the unit.

CS130-21.02-06.00-121418 CS130_31_L2_IAP_PracticalAspects.fm
Center
Button
CS1_CS3_3140_019
1 Push center button on bezel 2 90ÛURWDWLRQRIWKHKDQGOHVIXOO\
to release locking latches. LQVHUWVH[WUDFWVWKHGLVSOD\XQLW
IURPWKHPRXQWDSSUR[LPDWHO\
LQRIWUDYHO
Figure 33: Display Unit Installation

IPC AND DMC MODULE REMOVAL/INSTALLATION

Each integrated processing and data concentrator unit module cabinet NOTE
provides the housing, backplane structure, and wiring to support the
installation of line replaceable modules (LRMs). All of the CCM cards are interchangeable for troubleshooting
purposes, provided the software is reloaded. If the IPC slot no. 3
The backplane structure separates modules and interfaces with the CCM is swapped or removed for troubleshooting purposes, the
connectors at the rear of the cabinet. OMS, configuration manager, and application license manager
Upper and lower cabinet rails guide the individual modules during applications are lost.
installation. Upper and lower locking levers secure the individual module. The software for this CCM must be manually reinstalled and any
The levers are hinged vertically and are positioned in line with the systems requiring an access key must have them re-entered.
module when locked. Lifting the levers releases the module from the rear
connectors allowing it to be extracted.
Some modules are provided with a short lanyard, which may be used to
pull the module from its mounting position.
Hold the levers in the open position during insertion into the IPC. All line
replaceable modules installed in the IPC and DMC must be fully inserted
into the card cage before the wedge clamps are moved into the locked
position. Failure to do so may result in improper engagement.
Printed decals on the levers provide information on individual module
type, part number, and serial and modification numbers.

Lanyard
(to aid in
removal)
Locking Levers Module Guide Rail
CS1_CS3_3140_032
LINE REPLACEABLE MODULE
Figure 34: Module Removal/Installation

IPC AND DMC MODULE LAMPS

Red and green light-emitting diode (LED) lamps, located on each
module, indicate its operational status. Both green and red lamps are
illuminated during initial power up and internal testing. The red LED goes
off once testing is complete, while the green LED remains on
continuously during system operation.
If the red LED stays on once the test is complete, a software reload is
required. If the red LED is blinking, the CCM needs to be reseated or
replaced.
The CCMs installed in the integrated processing cabinets are each
equipped with a small shunt connector, which serves as an on/off device
for the associated module.
NOTE
Neither system should be operated for extended periods of time
with the cabinet cover removed, as cooling airflow may be
inadequate.

CCM
ON/OFF
Shunt
LRM Power Lights

(locations vary depending on particular module)
LED STATUS CONDITION
SOLID RED Reload software.
CS1_CS3_3140_033
FLASHING RED Reset or replace card.
REVERSE CONNECTION FOR CCM ON/OFF OPERATION
GREEN Normal operation.
Figure 35: Module Power Lamps and On/Off Shunt

FIELD LOADABLE SOFTWARE Display Unit

The integrated modular avionics (IMA) is provided with field loadable Each DU is loaded with the adaptive flight display application (AFDA)
software, including functional applications, configuration tables, and and adaptive flight display application table (AFDT) media sets.
databases. The complete avionics software suite can be loaded using a
The adaptive flight display application (AFDA) media set includes the
single USB memory stick.
runtime software for the displays. This includes the processing table
The following IMA components are equipped to receive field loadable applications coordinating cursor control, graphical tuning, and control
files using the information management system (IMS): functions.
• Display units The adaptive flight display table (AFDT) media set includes application
configuration files and tables supporting the layout and graphics used on
• Integrated processor cabinets
the DU, including maps, maintenance diagnostics, EICAS, tuning, and
• Data concentrator unit module cabinets other systems and functions.
Field loadable software is organized into media sets containing one or
more load sets. The media set contained in a software package is
provided a part number which may be viewed using the information
management system (IMS).The load sets are software components
associated with line replaceable modules (LRMs) installed in the
cabinets.
The major IMA components are loaded with runtime software by the unit
manufacturer. The runtime software consists of the operating system,
drivers, applications, and configuration tables, and is required to carry
out field loading:
• Common computing module runtime (CCMR) - loaded in the
integrated processor cabinets
• Data concentration module runtime (DCMR) - loaded in the data
concentrator module cabinets

DISPLAY UNIT (TYPICAL)

AFDA-6500 AFDT-6500 AFDA ADAPTIVE FLIGHT DISPLAY APPLICATION MEDIA SET
AFDR-6500 OMSA-6500 AFDR Adaptive Flight Display Runtime Factory Loaded Runtime Software
IMAT-6000 EICAS-6000 IMAT Integrated Modular Avionics Table Configuration Tables for Processing and Network
FDSA-6500 FSA-6000 FDSA Flight Display System Application Format and Graphic Control for Display Units
RTSA-6000 FMSA-6010 RTSA Radio Tuning System Application Tuning Interface Control for Radio Management
ALMA-6000
AFDT ADAPTIVE FLIGHT DISPLAY APPLICATION TABLES MEDIA SET
TPSA-6000
RTSA-6000 OMSA Onboard Maintenance System Application Graphic/GUI Interface Tables for OMS
EICAS Engine Indication/Crew Alerting System Application Graphic Tables for EICAS Pages
IMST-6000
FSA File Server Application Graphic Tables for IFIS
FMSA Flight Management System Application Graphic/GUI Tables for FMS
ALMA Application License Manager Application GUI Interface Tables for Application Keys
TPSA Terrain Processing Application Graphic/GUI Tables for TAWS
RTSA Radio Tuning System Application Graphic/GUI Tables for RTSA
IMST Information Management System Table Graphic/GUI Tables for IMS
LEGEND
Application GUI/Widget Tables
CS1_CS3_3140_041
Functional Application
Runtime
Systems Configuration Table
Top-Level Software Media Set
Figure 36: Display Unit Loadset/Application

Integrated Processing Cabinet

Runtime software is pre-loaded by the avionics manufacturer for each of
the common computing modules (CCMs) as well as the digital switching
modules (DSMs).
Field-loadable software components include the following:
• Application configuration tables
• Functional application software
• System configuration tables
Several required databases are loaded independently from the system
software, and include application databases, periodic databases, and
electronic publication databases.

IPC 1 (IPC-6220) IPC 2 (IPC-6220)

IPSA-6000L OMST-6000 IPSA-6000R
L-CCM-1 L-CCM-2 L-DSM L-CCM-5 L-CCM-2 R-CCM-1 R-CCM-2 R-DSM R-CCM-5
CCMR-5110 CCMR-5110 DSMR-5110 CCMR-5110 OMST-6000 CCMR-5110 CCMR-5110 DSMR-5110 CCMR-5110

IMAT-6000 IMAT-6000 IMAT-6000 IMAT-6000 IMAT-6000 IMAT-6000 IMAT-6000 IMAT-6000
PMA-6000 OMSA-6000 FSA-6000 PMA-6000 HMA-6510 FSA-6000
FMSA-6010 ALMA-6000 FMSA-6010
EDCA-6000 HMA-6510 EDCA-6000
MIOA-6000 CMSA-6000 MIOA-6000
DLCA-6000
IPC 3 (IPC-6220) IPC 4 (IPC-6220)

IPSA-6000C IPSA-6000F
C-CCM-2 C-TPM C-DSM C-SVM-H F-DSM F-SVM-H
IMAT-6000 TPMA-6000 DSMR-5110 CCMR-5110 DSMR-5110 CCMR-5110
TPSA-6000 IMAT-6000 IMAT-6000 IMAT-6000 IMAT-6000
HDA-6510 HDA-6510
IPSA INTEGRATED PROCESSING SYSTEM APPLICATION MEDIA SET

ALMA Application License Manager Application Processes Application Keys to Enable or Disable Functions
CCMR Common Computing Module Runtime Factory Loaded Runtime Software
CMSA Configuration Manager System Application Monitors that Correct Software is Installed as per APM
DLCA Data Link Communication Application For CPDLC, FANS, and ATN Data Link Communications
DSMR Digital Switch Module Runtime Runtime File for Digital Switching Module
ECDA Emulated Control Display Unit Application Processes Input/output for Interactive Display Formats
FMSA Flight Management System Application For Flight Management System (FMS) Operation
FSA File Server Application For Operation of the Integrated Flight Information System
HDA HUD Display Application For Operation of the Head-Up Display System
HMA HUD Monitor Application For Operation of the Head-Up Display System
IMAT Integrated Modular Avionics Table Configuration Tables For IMA System Processing, Network Resources
LEGEND MIOA Multifunction Keyboard I/O Application Interfacing Application For MKP, Ethernet Network, Avionics Suite
OMSA Onboard Maintenance System Application For Operation of the Onboard Maintenance System
CS1_CS3_3140_042
Application Configuration Table PMA Protocol Manager Application Utility to Facilitate Ethernet Network Communications
TPMA TAWS Processing Module Application For Operation of the Terrain Awareness and Warning System
Runtime
Systems Configuration Table OMST ONBOARD MAINTENANCE SYSTEM TABLE MEDIA SET
Top-Level Software Media Set OMST Onboard Maintenance System Table Collection of Tables for OMS Functions
Figure 37: IPC Loadset

Data Concentrator Unit Module Cabinet

Runtime software is pre-loaded by the avionics manufacturer for each of
the data concentrator modules (DCMs).
Software applications installed in the DCM include those responsible for
engine indicating and crew alerting system, and the flight control system
application.
Several tables support operation of DMC input/output concentration,
EICAS messages and checklists, and operation of the flight guidance
and autothrottle systems.

LEFT DMC (DMC-6000) RIGHT DMC (DMC-6000)
LA-DCM LB-DCM RA-DCM RB-DCM
DCSA-6000 IOCT-6000 DCSA-6000 IOCT-6000 DCSA-6000 IOCT-6000 DCSA-6000 IOCT-6000
DCMR-6000 IMAT-6000 DCMR-6000 IMAT-6000 DCMR-6000 IMAT-6000 DCMR-6000 IMAT-6000
IMAT-6000 IMAT-6000 IMAT-6000 IMAT-6000
IOCA-6000 IOCA-6000 IOCA-6000 IOCA-6000
EICAS-6000 FCST-5000 EICAS-6000 FCST-5000 EICAS-6000 FCST-5000 EICAS-6000 FCST-5000
FCSA-5000 FCSA-5000 FCSA-5000 FCSA-5000 FCSA-5000 FCSA-5000 FCSA-5000 FCSA-5000
DCSA DATA CONCENTRATOR SYSTEM APPLICATION MEDIA SET
DCMR Data Concentrator Module Runtime Diagnostics, Condition Monitoring, Configuration, and Reporting
IMAT Integrated Modular Avionics Table Configuration Tables for IMA System Processing and Network Resources
IOCA Input/Output Concentrator Application Utility to Facilitate Ethernet Network Communications
EICAS Engine Indication and Crew Alerting System For System and Synoptic Display and Crew Alerting Operation
FCSA Flight Control System Application For Flight Guidance, Autothrottle, and Autopilot Routing Functions
IOCT IOC MAPPING TABLE MEDIA SET

LEGEND
IMAT Integrated Modular Avionics Table Configuration Tables for Sharing of IMA System Processing and Network Resources
Application Configuration Table
CS1_CS3_3140_043
Runtime FCST FLIGHT CONTROL SYSTEM TABLE MEDIA SET
Systems Configuration Table
FCSA Flight Control System Application For Flight Guidance, Autothrottle, and Autopilot Routing Functions
Top-Level Software Media Set
Figure 38: DMC Loadset

31-60 Electronic Flight Instrument System
31-60 ELECTRONIC FLIGHT INSTRUMENT

SYSTEM
GENERAL DESCRIPTION
The electronic flight instrument system (EFIS) controls the display of The normal display configuration presents primary flight data on the
flight, navigation, and situational awareness information, and allows the outboard display units, engine indication and crew alerting system
flight crew to manage the display of data on five adaptive display units (EICAS), and related data on one of the inboard displays, while the
(DUs). remaining displays are crew configurable to show navigation and system
data as desired.
The EFIS receives most avionics and airframe system input via the
integrated processor cabinets (IPCs) and data concentrator unit module The flight control panel (FCP) also provides reference data for the
cabinets (DMCs) using the AFDX network. automatic flight control system (AFCS). This data is also shown on the
EFIS displays.
Several systems provide critical data directly to the display units
bypassing the IPCs and DMCs. This includes: The left and right glareshield panels and doors/lighting panel include
rotary knobs for controlling DU brightness and on/off state.
• Engine parameters from the electronic engine control (EEC)
There are no dedicated circuit breakers or control switches to enable or
• Attitude data from the inertial reference systems (IRSs) disable the EFIS system. DC power sources for powering the individual
• Flight data from the primary flight control computers (PFCCs) display units are provided from DC BUS 1, DC BUS 2, DC ESS BUS 1,
and DC ESS BUS 3.
• Air data from the air data smart probes (ADSPs)
A number of flight deck panels interface with the EFIS to control a variety
of functions, including format, overlay, data entry, and mode selections.
The panels are as follows:
• Flight control panel (FCP)
• Left and right glareshield panels
• Doors/Lighting panel

CS130-21.02-06.00-121418 CS130_31_L2_EFIS_General.fm

MENU OFF MENU OFF
M
L R
XPDR/TCAS MODE
XPDR/TCAS MODE
FPV CAGE
TUNE/ TUNE/
AUTO
<WXR ON
TA/OFF>
ONLY MENU MACH
AP
FPA AUTO
<WXR ON
TA/OFF>
ONLY MENU
ACPT ACPT
FMS MAN FT M BRT
LOAD STBY
<CLOCK PFD/NAV>
<CLOCK PFD/NAV>
ALT ON IDENT LOAD
HDG FLC VS
<STBY ALTHUD>
OFF 1/2 TA/RA NAV
<STBY ALTHUD>
OFF 1/2
CHRONO INBD OUTBD
BARO XFR BARO
TUNE/DATA TUNE/DATA
WARNING WARNING
CAUTION PTY RJCT WX WX RJCT PTY CAUTION
FD 1/2 FD
SRC BANK SRC
Left Glareshield Panel Left Control Flight Control Panel Right Control Right Glareshield Panel
Tuning Panel Tuning Panel
MSG ROUTE D DEP/

ARR
CNCL EXEC 240 240 MSG ROUTE D DEP/
ARR
CNCL EXEC

AT 41 000 MAP PLAN ACT OVLY SYMBOL STATUS AIR DOOR ELEC FLT CTRL MAP PLAN ACT OVLY SYMBOL AT 41 000
30 30 FORTT FORTT 30 30
90.7 90.7 CLR/
CLR/ 260 35 000 FUEL HYD AVIONIC INFO CB 260 35 000 DEL
DEL 300 60.5 60.4 300
20 20 EMI EMI 20 20
6 N1 6
35 500 35 500 E
E 4 SYNC 4 N
N 280 280 T
T 10 10 2 10 10 2
642 654 E
E SP R
SP R
1 1
1 20 EGT
1 20
260
160 35
40 000
000 HDG 280 27 280 HDG 280 27 280 260
160 35
40 000
000
30 32 34 36 2 4 6 8 30 30 30 32 34 36 2 4 6 8
9 80 9 80 MAP FMS CNS PREV NEXT
MAP FMS CNS PREV NEXT 1 82.3 N2 82.3 1
24 DRAPE
24 DRAPE
240
10 10 2 770 FF (KPH) 775 240
10 10 2
DIMMO 33 101 DIMMO 33 CHKL SYN DATA CAS
CHKL SYN DATA CAS 34 500 4 101 OIL TEMP
34 500 4
6 99 OIL PRESS 99 6
20 20 20 20
220 21
1
50 ETX
21
1
50 ETX 220
M .750 STD 10900 M .750 STD
TOTAL FUEL (KG)
110 30 30 36 36 110 30 30
Multifunction Keyboard 2
TAS 420 39 000 2730 5420 2750 TAS 420 39 000
Multifunction Keyboard 1
GS 100
320 0.15 GS 100
320 0.15
90 3 AIL AIL 90 3
UTC 20 :45:59 80 33 DTK 010
38 500 LDG ELEV 570 UTC 20 :45:59 80 33 DTK 010
38 500
DATE 06 DEC 6 TTG 12:16 3 STAB 3 DATE 06 DEC 6 TTG 12:16
65.5 NM TEMP 5.0 65.5 NM
70 (°C) 24 25 23 70
ND
TAT -15 °C 30 TERR
NL RUDDER NR
TERR TAT -15 °C 30
SAT -15 °C 60 RBV SAX HUO
INFO RBV SAX HUO SAT -15 °C 60
9 15 ELEVATOR ELEVATOR 15 9
50 38 000 TA ONLY TA ONLY 50 38 000
TFC 6 TFC 6 DSPL SEL
DSPL SEL 27 ALT ABOVE FMS1 ALT ABOVE FMS2 27
40 100 ETX 100 ETX 40
10 12 12 9 12 9 10 12 UPR
UPR
WX+T STBY DTK 281 STBY DTK 281 WX+T
30G+3
T+15.0A T- 2.2A TTG 2.5 RUDDER T- 2.2A TTG 2.5 30G+3
T+15.0A
24 KJFK 20.4 NM KJFK 20.4 NM 24 DSK LWR
DSK LWR
MENU
MENU
FMS1 ACT DBASE POS FPLN PERF ROUTE SUMMARY NORMAL NON-NORMAL PROC FCTN
CABIN ALT
FPLN UPLINK.
UPLINK... KCIDKORD01 N1234567 999 to remain in their seats
RWY SID TRANS
DEPARTURES.... RW27
YES NO
Cursor Control Panel 1 ARRIVALS....

ARRIVALS
TRANS STAR TRANS
BAYLI BENKY1 VECTORS RNV 04R
ALTN ALTN CRZ ALT

APPR Applicable DOOR Procedure.................. ACCOMPLISH
PRESSURIZATION, AUTO/MAN ......................... MAN
Cursor Control Panel 2
KMDW 15000
YES NO
AVG WIND AVG ISA∆ DSPL INTEG
CLB ---T/ 0 0 °C
Manual Cabin Pressurization LWR ISI MAIN GSHLD FLOOD
CRZ ---T/ 0
EICAS L CURSOR R Unpressurized Flight Procedure............. ACCOMPLISH
NORM DES ---T/ 0
REV SWAP
INHIB INHIB
COPY TO SEC
L PFD ISI R PFD COCKPIT DOOR
ADS ADS ADS
THRUST....
THRUST MSG....
MSG COMPLETED UNLOCK EMER ACCESS
DSPL TUNE FD/AT
DENY
INHIB ALTN IRS IRS
Reversion Switch Panel Lighting/COCKPIT

DOOR Panel
IPC 1, 2, 3, and 4
CS1_CS3_3160_002
INERTIAL REFERENCE AIR DATA SMART
SYSTEM (1, 2, 3) PROBES (1, 2, 3, 4)
PRIMARY FLIGHT LEFT ELECTRONIC RIGHT ELECTRONIC
CONTROL COMPUTER ENGINE CONTROL ENGINE CONTROL
(1, 2, 3)
Figure 39: EFIS Layout

CS130-21.02-06.00-121418 CS130_31_L2_EFIS_General.fm

When power is turned on or cycled on the ground, the display units are
initialized to the following default arrangement:
• DU 1 and DU 4 show the primary flight display (PFD)
• DU 2 shows a map display, and the engine indication and crew
alerting system (EICAS) display
• DU 3 shows an EICAS synoptic page and a map display
• DU 5 shows an FMS format and a checklist
Should power be interrupted in flight, the DUs are reconfigured to the
last selected formats.
The outboard DUs at each pilot station provide primary flight data, which
occupies the full display. The data presented may not be moved or
replaced with other data display during normal operations.
The EICAS format is presented on inboard window of DU 2.
The remaining display windows are considered multifunction windows
(MFWs), capable of displaying different types of data. A thin vertical line
visually separates windows located on the same DU. At any time, the
crew may change any MFW to display another format as required.
When operating on battery or essential power, DU 1 and DU 2 only are
operational. The default configuration for DU 1 and DU 2 is the same as
when the aircraft is fully powered.

CS130-21.02-06.00-121418 CS130_31_L2_EFIS_ControlsIndications.fm
RANGE INBD DSPLY RANGE INBD DSPLY

MENU MENU
M
L R
XPDR/TCAS MODE IAS HDG V/S L R
XPDR/TCAS MODE
FPV CAGE
AUTO
<WXR MACH
AP
FPA AUTO
<WXR ON
TA/OFF>
ONLY
STBY
<CLOCK PFD/NAV>
ALT ON
INBD CHRONO TA/RA NAV

<STBY ALT OFF OUTBD
WARNING
RETURN CRS
CAUTION
BRT OFF BRT

90.7 90.7
260 35 000 60.5 60.4 FUEL HYD AVIONIC INFO CB 260 35 000
300 300
20 20 EMI EMI 20 20
6 N1 6
35 500 4 35 500 4
SYNC
280 10 10 2 280 10 10 2
1
642 654 1
1 20 EGT
1 20
260
160 35
40 000
000 HDG 280 27 280 HDG 280 27 280 260
160 35
40 000
000
30 32 34 36 2 4 6 8 30 30 30 32 34 36 2 4 6 8
9 80 9 80
1 82.3 N2 82.3 1
24 DRAPE
24 DRAPE
240
10 10 2 770 FF (KPH) 775 240
10 10 2
DIMMO 33 DIMMO 33
34 500 4 101 OIL TEMP 101 34 500 4
6 99 OIL PRESS 99 6
20 20 20 20
220 21
1
50 ETX
211
50 ETX 220
M .750 STD 10900 M .750 STD
TOTAL FUEL (KG)
110 30 30 36 36 110 30 30
TAS 420 39 000 2730 5420 2750 TAS 420 39 000
GS 100
320 0.15 GS 100
320 0.15
90 3 AIL AIL 90 3
UTC 20 :45:59 80 33 DTK 010
38 500 LDG ELEV 570 UTC 20 :45:59 80 33 DTK 010
38 500
65.5 NM TEMP 5.0 65.5 NM
70 (°C) 24 25 23 70
ND
TAT -15 °C 30 TERR
NL RUDDER NR
TERR TAT -15 °C 30
50 38 000 TA ONLY TA ONLY 50 38 000
TFC 6 TFC 6
40 27 ALT ABOVE FMS1 ALT ABOVE FMS2 40 27
100 12 ETX 100 12 ETX
WX+T 10 12 STBY 9 DTK 281 STBY 9 DTK 281 WX+T 10 12
30G+3
T+15.0A
24 KJFK 20.4 NM KJFK 20.4 NM 24
PFD MAP, EICAS FMS1 ACT DBASE POS FPLN PERF ROUTE SUMMARY NORMAL NON-NORMAL PROC FCTN SYNOPTIC, MAP PFD
CABIN ALT
FPLN UPLINK
UPLINK.
... KCIDKORD01 N1234567 999 to remain in their seats
RWY SID TRANS
DEPARTURES.
DEPARTURES... RW27 CHATY2 ------
YES NO

ARRIVALS.
ARRIVALS... BAYLI BENKY1 VECTORS RNV 04R PRESSURIZATION, AUTO/MAN ......................... MAN
ALTN ALTN CRZ ALT
KMDW 15000
YES NO
AVG WIND AVG ISA∆
CLB ---T/ 0 0 °C
CRZ ---T/ 0
DES ---T/ 0
COPY TO SEC
THRUST.
THRUST... MSG.
MSG... COMPLETED
CS1_CS3_3161_012
NOTE FMS, CHECKLIST
Initial power up on ground shown.

If power is interrupted in flight, the DUs remain configured in the last selected format.
Figure 40: Display Units Default Arrangement

CONTROL PANELS
The following control panels allow the crew to directly manage the EFIS
formats and display navigation:
• Multifunction keyboard panel (MKP)
• Control tuning panel (CTP)
• Cursor control panel (CCP)

C C
DISPLAY L CURSOR R
NORM
12345678901234567890 REV SWAP
INHIB INHIB
L PFD ISI R PFD

MSG ROUTE D DEP/
ARR
CNCL EXEC
A A ADS ADS ADS
DSPL TUNE FD/AT
D D
INHIB ALTN IRS IRS
CLR/
B DEL
E B REVERSION SWITCH PANEL

N
T
E
SP R
DSPL SEL
MAP FMS CNS PREV NEXT
UPR
CHKL SYN DATA CAS
DSK LWR
MENU
A MULTIFUNCTION KEYBOARD PANEL
RANGE INBD DSPLY BRT
VHF1 OFF
L R TUNE/
133.700 121.900 MENU
17 SQ OFF 4 25 SEL
MAP FMS CNS NAV1
112.80 110.50 IDENT
AUTO 110.00 H
TERR CHKL SYN DATA
XPDR/TCAS
BARO 1200 REPLY TA/RA 1/2
TFC IN HPA
N45132 ABV/BLW TUNE/DATA
NEXT PAGE ADF1 230.0
CS1_CS3_3161_002
WX
NAV
SRC
C CONTROL TUNING PANEL D CURSOR CONTROL PANEL
Figure 41: EFIS Controls

Cursor Control Panel

The cursor control panel (CCP) allows the crew to interact with lists,
menus, and selectable graphics presented on the display system. A
fixed handrest and trackball assembly resembling a computer mouse is
the primary feature of the CCP. The CCP includes:
• Select buttons
• Trackball
• Double-stack knob (DSK)
• Menu button
• Display select (DSPL SEL) buttons
• Push-to-talk (PTT) buttons
The handrest and trackball assembly is used to maneuver the onside
cursor while select buttons allow the crew to select from listed or
highlighted items on the DU.
Selection of the menu button shows a drop-down menu on the display
unit (DU) window. Listed items are cursor selectable.
The display select buttons are used to position the cursor to the onside
DU (DU 2 or DU 3) or lower DU (DU 5).
The double-stack knob has multiple functions, depending on what
information is being displayed, including range control, frequency
selection, or cursor tab control.
The push-to-talk (PTT) switches are used to key the active
communication radio.

DSK (Double-Stack) MENU DSPL SEL (Display Select)

Knob Pushbutton Pushbutton
DSPL SEL
UPR
DSK LWR
MENU
Trackball
Select
Pushbuttons
CS1_CS3_3161_022
PTT (Push-To-Talk) Pushbuttons
Figure 42: Cursor Control Panel

Multifunction Keyboard Panel

The multifunction keyboard panel (MKP) interacts with a number of
avionic systems and functions.
The scratchpad and alphanumeric keyboard, as well as the scratchpad
data enter (ENTER) and clear/delete (CLR/DEL) keys are primarily used
for entering or editing data in the flight management system (FMS). They
may also be used to interface with the radio tuning system application
(RTSA) and other onscreen menus.
The cancel (CNCL) and execute (EXEC) keys are used to enter and edit
flight planning data in the FMS. The FMS control keys are used for quick
access or function keys associated with operation of the FMS.
The quick-access keys are used to select the displayed format for a
multifunction window (MFW) on DU 5 only.
The alternate cursor control keys are used as an alternate means to
control the onside display cursor.
The previous (PREV) and next (NEXT) keys are used for page control,
when multiple pages are available (for example the FMS).
The crew alerting system (CAS) key is used to control the display of CAS
messages on the EICAS page.

Scratchpad
FMS Data Entry

Cancel and Execute
12345678901234567890
FMS
Control Keys MSG ROUTE D DEP/
ARR
CNCL EXEC
Alphanumeric CLR/ Scratchpad Data Entry

Keyboard DEL Cancel and Clear/Delete
E
N
T
E
SP R
Quick-Access Page Control
Keys
MAP FMS CNS PREV NEXT
CHKL SYN DATA CAS
CS1_CS3_3160_001
Alternate Cursor Crew Alerting
Control Keys Message Control
Figure 43: Multifunction Keyboard Panel

Reversion Switch Panel

The reversion switch panel (RSP) includes a knob and select switches
that interact with the operation of the display units and cursors.
The DISPLAY switch has the following selections and function:
• REV - Reversion mode. Displays the PFD and EICAS on a single
display, following a multiple DU failure. The reversion mode
increases the number of multifunction windows (MFWs) available to
use
• NORM - Normal position. Arms the automatic display reversion
function
• SWAP - moves the EICAS page to the adjacent inner DU
The L and R CURSOR switches are used to disable operation of the
associated display cursor. A green status light is illuminated when the
associated cursor switch is selected.

Target Window
Pushbuttons
DISPLAY L CURSOR R
NORM
REV SWAP
INHIB INHIB
L PFD ISI R PFD
DSPL TUNE FD/AT ADS ADS ADS
INHIB ALTN IRS IRS
CS1_CS3_3160_004
Figure 44: Reversion Switch Panel

OPERATION
Cursor Operation
continue rolling the trackball in the intended direction of travel in order to
Each pilot uses the cursor control panel (CCP) trackball to control the cross the speed bump. This momentary stop in travel prevents the
movement of an onscreen cursor. The cursor remains out of view until it inadvertent movement of the cursor outside of the DU when working on
is enabled by selection of a display select switch (DSPL SEL) of the the edge of a display.
onside CCP or by selection of MFW format from quick-access keys on
the MKP or CTP. To avoid clutter and prevent the masking of information, a cursor
becomes inactive and disappears from view after 3 minutes of inactivity.
Visually, the left and right cursors are similar in size, however the copilot When reactivated, the cursor blooms momentarily to make it easier to
cursor is rotated 45°. Onscreen cursor movement is possible in the locate.
horizontal, vertical, and diagonal directions.
Each pilot can only control the onside cursor and has no control of the Cursor Inhibit
cross-side cursor. Pilot cursor operation is permitted on DU 2 while A malfunctioning cursor may be disabled by using the applicable cursor
copilot cursor operation is permitted on DU 3. inhibit switch (L, R CURSOR INHIB) located on the reversion switch
Cursor operation is not permitted on the primary flight display (PFD) nor panel (RSP).
is it permitted on the EICAS display. Single cursor movement within a Pushing a switch inhibits operation of the applicable cursor trackball and
multifunction window (MFW) is unrestricted. illuminates the associated green status light, located above it. Pushing
The lower DU (DU 5) is identified as a common cursor display, allowing the switch a second time restores cursor trackball operation.
either cursor to control content. However, the two cursors cannot occupy A CAS status message of CURSOR INHIB is displayed while the button
the same MFW on DU 5 simultaneously. Movement of a cursor into an is pushed and operation is inhibited.
MFW already occupied by the opposite cursor causes the original cursor
to be removed or bumped off the MFW. Alternate Cursor Control
Each cursor has a home or default position where it is placed when it is The directional arrow keys, located on each MKP, provide an alternate to
bumped from a display, or following crew selection from the onside CCP. the CCP trackball for positioning the cursor on the selected DU.
The CCP includes two DSPL SEL switches (LWR, UPR), used to show
the onside cursor on the upper DU or lower MFW of DU 5. Each key moves the cursor in the specified direction. Pushing two
adjacent keys results in diagonal movement. On MFW formats requiring
The upper (UPR) switch places the cursor in the upper corner of the data entry, for example the flight management system (FMS), the arrow
onside upper DU. The lower (LWR) switch places the cursor in the upper keys allow for tabbed or fixed increment movement of the cursor.
left corner of the onside MFW of the lower DU. Either switch may be
selected at any time to return the cursor to the associated home position.
A cursor delay, also referred to as a speed bump, is incorporated into
cursor movement as it approaches the edge of a DU. The crew must

CS130-21.02-06.00-121418 CS130_31_L2_EFIS_Operation.fm
Cursor Inhibit
Pushbuttons
DISPLAY L CURSOR R
NORM
REV
PFD MFW EICAS MFW MFW PFD INHIB INHIB

DU4
L PFD ISI R PFD
DSPL TUNE ADS ADS ADS

OFF
INHIB ALTN IRS IRS
REVERSION SWITCH PANEL

MFW MFW
1 2
DSPL SEL DSPL SEL
UPR UPR 12345678901234567890

LWR LWR
MSG ROUTE D DEP/
ARR
CNCL EXEC
DSPL SEL
1 DSPL SEL
2
UPR UPR
DSK DSK
CLR/
LWR LWR
MENU MENU
DELL
Quick E
Access N
T
Keys SP
E
R
LEGEND
Pilot Cursor Home Position MAP FMS CNS PREV NEXT
Cursor Control
Copilot Cursor Home Position Panels
CHKL SYN DATA CAS
Speed Bump
Pilot Cursor Speed Bump Crossing
Copilot Cursor Speed Bump Crossing
CS1_CS3_3161_028
Alternate
Pilot Cursor Only Area MULTIFUNCTION KEYBOARD PANEL Cursor
Copilot Cursor Only Area Control
Common Cursor Area (pilot and copilot)
No Cursor Area (pilot and copilot)
Figure 45: General Cursor Operation

MFW FORMAT CONTROL

Each inner display unit (DU 2, DU 3) and the lower display unit (DU 5)
are capable of displaying a multifunction window (MFW). The MFW
formats can be controlled using the:
The CCP MENU button is used to display the menu on the selected
MFW. The MKP QAKs are normally used to control the DU 5 onside
MFW. If DU 5 fails, the MKP QAKs can be used to control the MFWs on
DU 2 and DU 3.
The CTP QAKs are used to control their respective onside inboard DU.
The INBD DSPLY L (R) buttons select which side of the DU displays the
QAK selection.
Each of the MFW format options provide access to the following
displays:
• MAP - to display a map or plan view
• FMS - to display the flight management system pages
• CNS - to display the communication/navigation/surveillance page
• CHKL - to display the electronic checklist
• SYN - to display synoptic pages
• DATA - to display charts and documents
Selection of most formats results in a display of cursor-selectable sub
format options across the top of the display.
The DATA selection includes a secondary drop-down menu list for a
selection of formats used primarily on ground.

1
DSPL SEL Map MAP PLAN ACT OVLY SYMBOL
UPR MAP
DSK LWR
MAP PLAN
AN ACT
MENU
FMS FMS1 ACT DBASE POS FPLN PERF ROUTE
FMS
CNS TUNE DLK CPDLC SATCOM GWX
CNS
CHKL SUMMARY NORMAL NON-NORMAL PROC FCTN
CHKL
SYN STATUS AIR DOOR ELEC FLT CTRL

SYN
DATA FUEL HYD AVIONIC INFO CB
CURSOR CONTROL PANEL

CHART
MAP
12345678901234567890
D DEP/ CNCL EXEC

1 MFW Format Selection
VIDEO
With AIRCRAFT switch
in MAINT
CLR/
DOC
DELL
E
N
T
E
DBASE
R
1 NOTE
AIRCRAFT switch in UPLOAD
MAP FMS CNS PREV NEXT HI LOAD MON and CHAN switch in A or B
1 Quick Access Keys open
CHKL SYN DATA CAS
the page selected only and
does not display the menu A/C HEALTH
MULTIFUNCTION KEYBOARD PANEL
1
RANGE
RANG INBD DSPLY BRT
L R
VHF1 OFF
TUNE/
MAINTENANCE
133.700 121.900 MENU
17 SQ OFF 4 25 SEL
MAP FMS CNS NAV1
112.80
AUTO 110.00 H
110.50 IDENT
AIRCRAFT CHAN LICENSE MGMT
TERR CHKL SYN DATA NORM OFF
XPDR/TCAS
CS1_CS3_3160_017
BARO 1200 REPLY TA/RA 1/2 MAINT UPLOAD A B
IN HPA
TFC
N45132
NEXT PAGE
ABV/BLW TUNE/DATA INFO MGMT
ADF1 230.0
WX
NAV
SRC
DATALOAD
CONTROL TUNING PANEL HMU MAINTENANCE PANEL
Figure 46: MFW Formats and Sub Menus

MFW FORMAT MERGING

Certain MFW formats, when selected side-by-side on the same DU, will
automatically merge across the MFW divider to occupy the full display
unit area. The following half MFW formats may be merged:
• Map format
• Chart format
• Document reader


MENU OFF MENU OFF
M
L R
XPDR/TCAS MODE
XPDR/TCAS MODE
FPV CAGE
TUNE/ TUNE/
AUTO
<WXR ON
TA/OFF>
ONLY MENU MACH
AP
FPA AUTO
<WXR ON
TA/OFF>
ONLY MENU
ACPT ACPT
FMS MAN FT M BRT
LOAD STBY
<CLOCK PFD/NAV>
<CLOCK PFD/NAV>
ALT ON IDENT LOAD
HDG FLC VS
<STBY ALTHUD>
OFF 1/2 TA/RA NAV
<STBY ALTHUD>
OFF 1/2
CHRONO INBD OUTBD
BARO XFR BARO
TUNE/DATA TUNE/DATA
WARNING WARNING
CAUTION PTY
TY
TY
Y CAUTION
FD 1/2 FD
SRC BANK SRC
240 240
FMS1 29.92 IN
220 FMS1 AP VALT CLB 300 355 00 220 FMS2 AP VALT
AT 41 000 MAP PLAN ACT OVLY SYMBOL AT 41 000
30 30 FORTT 280 30 30
90.7 90.7 10 10
260 1 20 260
35 000 60.5 60.4 26
2600 25000
350 35 000
300 9 80 300
20 20 EMI 10 10 20 20
240
6 N1 6
35 500 4 M.750 35 500 4
SYNC 220 345 00
280 10 10 2 280 10 10 2
1
642 654 1
1 20 EGT
1 20
260
160 35
40 000
000 HDG 280 27 280 260
160 35
40 000
000
30 32 34 36 2 4 6 8 30 30 32 34 36 2 4 6 8
9 80 9 80
1 82.3 N2 82.3 1
24 DRAPE UP ALTN GEAR
240
10 10 2 770 FF (KPH) 775 RETRACT
ACT 220 KT NORM 240
10 10 2
DIMMO 33
34 500 4 101 OIL TEMP 101 34 500 4
6 99 OIL PRESS 99 6
20 20 20 20
220 211 50 ETX DN 220
M .750 STD 10900 M .750 STD
TOTAL FUEL (KG) GEAR AURAL
110 30 30 36 110 30 30
TAS 420 39 000 2730 5420 2750 TAS 420 39 000
GS 100
320 0.15 GS 100
320 0.15
FLT ID BD100 20 HDG 010 36010 CAB ALT 1000 RATE 500 TRIM CNCL FLT ID BD100 20 HDG 010 36010
90 3 FMS1 90 3 FMS2
PERXX 18 ∆P 4.1 CREW OXY 1850 NU PERXX
33 010 DN 33 010
UTC 20 :45:59 80 DTK
38 500 LDG ELEV 570 UTC 20 :45:59 80 DTK
38 500
DATE 06 DEC 6 TTG 12:16 3 STAB EXTEND 250 KT
DATE 06 DEC 6 TTG 12:16
65.5 NM TEMP 5.0 65.5 NM
70 (°C) 24 25 23 70
ND OFF
LO
TAT -15 °C 30 TERR
NL RUDDER NR
RTO
TAT -15 °C 30
INFO MED SAT -15 °C 60
9 15 9
50 38 000 TA ONLY AUTOBRAKE HI
50 38 000
TFC 6
40 27 ALT ABOVE FMS1 40 27
100 12 ETX
WX+T 10 12 STBY 9 DTK 281
NOSE STEER ALTN BRAKE WX+T 10 12
30G+3
T+15.0A T- 2.2A TTG 2.5 30G+3
T+15.0A
24 KJFK 20.4 NM 24
OFF ON
FULL FORMAT MFWs
MAP
CHART
DOCS
CS1_CS3_3160_010
Full format enabled when
two identical formats selected
on adjacent MFWs of a DU.
Figure 47: Full Multifunction Window Format

MFW GRAPHIC USER INTERFACE

A number of MFW format options are provided with on-screen,
cursor-selectable items such as pushbuttons, toggle selections, data
entry fields, drop-down lists, and graphic objects. This graphic user
interface provides the crew with the ability to enter and select onscreen
data, and to adapt the presentation to specific requirements.
For example, the SYMBOL icon, located at the top right of the MAP
format provides access to a drop-down list of smart objects, which may
be enabled on the MAP display. The objects are enabled following check
box selection and identified by a cyan indication and check mark.
Once enabled, the smart object is displayed using similar symbology to
what is found on printed maps and charts. They are located on the
display relative to their geographical position and the flight path of the
aircraft.

Element Symbol
MAP PLAN ACT OVLY SYMBOL Political
FORTT
Boundary
NEAREST ARPTS Airport
AIRPORTS Nearest
EMI MISSED APPR Airport
Navaid –
RNG: ALT SEL VOR
Navaid –
HI NAVAIDS VOR-DME
LO NAVAIDS Navaid –
VORTAC
NDBS Navaid –
HDG 280 27 280 HI AIRWAYS
TACAN
30 Navaid –
LO AIRWAYS DME
Navaid –
24 DRAPE TERM WAYPOINTS NDB
Terminal
DIMMO INTERSECTIONS
33 Waypoint
ETA, SPEED, ALT Waypoint
POLITICAL Flyover
1
50 ETX Waypoint
OBSTACLES
Intersection
CITIES
CTRLD AIRSPACE Hi Airway J595
SUA Lo Airway V346
TFR Range To
Altitude Arc
TFR REPORTS ... Obstacle
DONE City
Controlled
TERR RBV SAX HUO Airspace
Special Use
TFC Airspace
CS1_CS3_3161_031
ALT FMS1 (SUA)
100 ETX
WX+T DTK 281 Temporary
T- 2.2A TTG 2.5 Flight
20.4 NM Restrictions
KJFK (TFR)
Figure 48: Graphical Symbol Selection

MFW OVERLAY MENU

The MAP format sub menu includes an overlay (OVLY) button selection
used to select data from a drop-down menu, including traffic alert and
collision avoidance system (TCAS) traffic data, and weather radar.
Selected data is shown relative to aircraft position and heading.

MAP PLAN ACT OVLY SYMBOL

FORTT
VSD
TERRAIN
EMI TRAFFIC
WX
DLK GWX
OFF
NEXRAD 00:04 Weather radar
HDG 280 27 280 DONE image overlay selected
30
24 DRAPE
DIMMO 33
1
50 ETX
TERR RBV SAX HUO

WXR ON
TFC
ALT FMS1
CS1_CS3_3160_018
100 ETX
WX+T DTK 281
T- 2.2A TTG 2.5
KJFK 20.4 NM
Figure 49: Overlay Selection

AUTOMATIC DISPLAY REVERSION

Automatic display reversion function is triggered by a display unit (DU)
failure or a DU being selected OFF. It makes sure critical PFD and
EICAS displays remain in view in the event of a single or multiple DU
failure.
Automatic display reversion is available when the DISPLAY switch on
the reversion switch panel (RSP) is in the NORM.position.
The automatic display reversion keeps a full PFD for as long as possible
using the remaining DUs after one and two display failures. A half PFD
format is used whenever the PFD is reconfigured to an inboard or lower
display. The EICAS moves to an opposite side DU before moving it to
DU 5.
Single DU Failure
When one outboard DU fails (DU 1 or DU 4), the PFD moves inboard in
a half PFD format. When one of the inboard DUs (DU 2 or DU 3) is
inoperative, the full PFD with a mini-map is displayed on the outboard
DU (DU 1 or DU 4). As a MAP is not available on the adjacent DU, the
full PFD with mini-map includes MAP overlays to improve situational
awareness.
In the event of a failure of a single DU showing EICAS, the automatic
reversion function reconfigures the opposite side inner DU to display the
EICAS.
A failure of DU 5 or DU 3 has no effect on the remaining display unit
configurations since it does not normally show the PFD or EICAS.

CS130-21.02-06.00-121418 CS130_31_L3_EFIS_DetailedDescription.fm
DISPLAY L CURSOR R
NORM
REV SWAP
INHIB INHIB
L PFD ISI R PFD

OUTBD INBD CHRONO
WARNING
CAUTION
INHIB ALTN IRS IRS
OFF BRT OFF BRT
REVERSION SWITCH PANEL GLARESHIELD PANEL
1 DISPLAY must be in normal (NORM)

position for operation of automatic
display reversion
FAILURE OF SINGLE DU DISPLAYING PFD FAILURE OF SINGLE DU DISPLAYING EICAS
HALF
PFD PFD PFD PFD
FAIL EICAS MFW MFW FAIL EICAS MFW
MINI-
MAP HSI MINI-MAP HSI
DU 1 DU 2 DU 3 DU 4 DU 1 DU 2 DU 3 DU 4
MFW MFW MFW MFW
CS1_CS3_3160_003
DU 5 DU 5
DU 1 FAILED DU 2 FAILED
Figure 50: Automatic Display Reversion

Half PFD Format

In the half PFD format, the ADI field of view lateral and vertical scaling
remain unchanged. The HSI display is dependent on the adjacent
display in the DU partition. When a MAP is displayed adjacent to the half
PFD on the same DU, there is no change in the compass and navigation
information displayed.
HSI Mini-Map
When an EICAS, synoptic page, ECL, or FMS page are displayed
adjacent to the half PFD on the same DU, the HSI compass changes to
a mini-map. The mini-map displays navigation source, FMS route and
waypoints, and TCAS traffic. Map range, TERRAIN, and WXR overlays
are selectable from the associated CTP, as required. Terrain is
automatically displayed during a TAWS event.
FMS HSI messages appear on the HSI mini-map, however, the
messages cannot be actioned since cursor control on the mini-map is
not possible. In order to acknowledge messages, MAP must be selected
on an MFW so the cursor control can be used to open the dialog boxes.
EICAS Display
In automatic display reversion, the EICAS information layout and content
is not affected. The EICAS display always remains in view, although its
location may change depending on the number of failed displays.

HALF HALF
PFD EICAS PFD
HSI MINI-MAP
DU DU
MINI-MAP WITH TERR AND WX OVERLAY AMBER FMS AND HSI MESSAGES
RANGE INBD DSPLY
L R
Mini-Map
Controls
MAP FMS CNS
TERR CHKL SYN DATA
BARO
TFC IN HPA
WX
NAV
SRC
CONTROL TUNING PANEL
HALF PFD WITH MFW HALF PFD WITH EICAS
CS1_CS3_3160_020
Figure 51: Half PFD Display

Multiple DU Failure
Priority continues to be given to a full size presentation of PFD and
EICAS in the event of a multiple DU failure. When possible, the system
automatically reconfigures the remaining displays as required to satisfy
this priority.
Two Inoperative Display Units

When two inoperative DUs are not in a pair, the remaining DUs
reconfigure to show a half or full PFD, MFW, and EICAS.
In any unpaired DU failure scenario, if an MFW (MAP) is not available on
the adjacent DU, the PFD, full or half, is displayed with a mini-map.
When a pair of DUs (DU 1 and DU 2, or DU 3 and DU 4) fails:
The PFD is shown on the outboard DU, and the EICAS and MFW is
shown on the inboard DU
A half PFD and MFW are shown on DU 5
Three Inoperative Display Units

When the two operating DUs are not in a pair, a half PFD, the EICAS,
and the MFW are shown. The location of the MFW and the EICAS
depend on which DUs have failed.
With unpaired operating DUs, if an MFW (MAP) is not available on the
adjacent DU, the half PFD is presented with a mini-map.
When the operating DUs are on the left side, the full PFD is shown on
DU 1, and the EICAS and MFW are shown on DU 2.
When the operating DUs are on the right side, the full PFD is shown on
DU 4, and the EICAS and MFW are shown on DU 3.
Four Inoperative Display Units

If four DUs are inoperative, the remaining DU displays the PFD in half
format, a mini-map, and the EICAS.

HALF
PFD PFD PFD
FAIL EICAS MFW MFW MFW EICAS FAIL FAIL
MINI
MAP HSI HSI
HALF
FAIL PFD
MFW
HSI
DU 5 DU 5
TWO DU FAILURE EXAMPLE
HALF HALF
PFD PFD PFD PFD
EICAS MFW MFW EICAS
MINI
MAP HSI HSI HSI
CS1_CS3_3160_015
DU 5 DU 5
THREE DU FAILURE EXAMPLE
Figure 52: Multiple DU Failure

Reversion Mode Selection

The reversion switch panel (RSP) DISPLAY switch REV position is used
to increase the number of available MFWs in the event of multiple DU
failures.
The REV position selection is only available following two or three DU
failures where one or two full PFDs are displayed.
When active, selecting the switch to REV causes a full PFD to be
displayed as a half PFD format along with an MFW MAP display. The
MAP display can be changed to any other available MFW format.
A SELECTION INACTIVE message is displayed on the PFD if REV is
selected without two or three failed DUs.

DISPLAY L CURSOR R
NORM HALF HALF
REV SWAP PFD PFD
INHIB INHIB
EICAS MFW
L PFD ISI R PFD MINI HSI
MAP
DU 1 DU 2 DU 3 DU 4
INHIB ALTN IRS IRS
REVERSION SWITCH PANEL MFW MFW
ADI ADI
MFW EICAS MFW MFW DU4
Half PFD, EICAS and
HSI HSI MFWs Displayed
DISPLAY L CURSOR R
DU 1 DU 2 DU 3 DU 4 NORM
REV SWAP
INHIB INHIB
L PFD ISI R PFD

MFW MFW
INHIB ALTN IRS IRS
DU 2 Fails
Select DISPLAY Switch
to REV
ADI ADI ADI ADI

EICAS MFW DU4 DU4
HSI HSI DU 3 HSI HSI

Fails
CS1_CS3_3161_032
MFW MFW EICAS MFW
Figure 53: Reversion Selection

Reversion Mode Message

When the DISPLAY rotary switch is set to REV, and the reversion
function is unavailable, a DISPLAY REV MISCONFIG status message is
displayed on the EICAS. A SELECTION INACTIVE message is also
displayed on the PFD, on the top right portion of the HSI.
If the DISPLAY rotary switch is set to SWAP, and the swap function is not
available (no DU 2, DU 3, or DU 5 failures), a SELECTION INACTIVE
message is displayed on the PFD, on the top right of the HSI.
A DISPLAY REV MISCONFIG status message is also displayed to
indicate that the DISPLAY switch is in the REV position and the current
display configuration does not support a reversionary configuration.

DISPLAY REV MISCONFIG

EICAS
CS1_CS3_3160_021
Figure 54: Reversion Mode Message


The display units monitor and compare displayed information.
Information that differs between displays beyond a set amount, results in
the display of a comparator flag. Failed or missing data is annunciated
by a failed flag.
DISPLAY COMPARATOR
Each display unit contains software that continually compares critical
data being displayed with similar data on the DU of the other crew
member.
A comparator flag comes into view when the difference between the
pilot-side and copilot-side reference data is more than the limit.
Monitored reference data includes:
• HDG (heading)
• PIT, ROL, ATT (attitude)
• ALT (altitude)
• IAS (indicated airspeed)
• FMS (FMS LNAV deviation)
• VNAV (FMS LPV vertical deviation)
• VSPD (FMS vertical speed)
• RAD (Radio altitude)
• FPV (Flight path vector)
• ENG (Engine parameters)
A CAS caution message of EFIS MISCOMPARE is displayed if a display
miscompare is detected. This is accompanied by the applicable flag on
the PFD.

CS130-21.02-06.00-121418 CS130_31_L2_EFIS_MonitoringTests.fm
FMS1
FMS1 APAP VALT
VALT
ROL
ATAT
PIT ROL
260
260 3535
000000
ATT 300
300
20 20 20 20
IAS ALT 6 6
VNAV 3535
500500 4 4
280
280 10 10 10 10 2 2
FPV
1 1
1 1 2020
30 30 32 32
260
260160
160 34 34 36 36 2 2 4 4
4035
3535
000
000000
000
9 9 8080 6 6 8 8
1 1
10 10 10 10 2 2
240
240 VSPD
4 4
3434
500500
6 6
20 20 20 20
220
220
M M.750
.750 STD
STD
RAD FMS ENG
TASTAS
420420
GS GS320320 0.15
0.15
BD100 HDG 010010 36010 3 3
36010
FLT ID 20 20 HDGHDG FMS1
FMS1
PERXX
PERXX
UTC 20 :45:59 33 33 010
DTKDTK 010
DATE 06DEC
06 DEC 66 TTGTTG 12:16
12:16
65.5
65.5 NM NM
TAT -25
-15 °C 30 30
SAT -55
-15 °C 99
27 27
CS1_CS3_3160_012
WX+T
WX+T 10 1212
T+15.0A
T+15.0A G+36+3 5
24 24
Figure 55: Comparator Flags

FAILURE FLAGS
Should specific data fail the DU validity check due to a system or
communications malfunction, the related data is removed and replaced
with a red failure indication.
The FMS and VNV flags are replaced with a VOR, LOC flag, and GS
flag, depending on the active navigation source and mode that was
enabled at time of failure.

AP
AT
VNV
FD VNV
GS
FPV ATT
IAS ALT VS
FMS
RAD FMS VOR
0.15 LOC
FMS1
36010
HDG
3
33
6
30
9
27
CS1_CS3_3160_013
12
5
24
Figure 56: Failure Flags

CAS MESSAGES
for the electronic flight instrument system.

Table 6: CAUTION Messages
MESSAGE LOGIC
ENG DSPL MISCOMPARE Engine display parameters not in agreement
between displays.
EFIS MISCOMPARE Data source parameters miscompare found
between left and right PFD.
EFIS COMPARATOR FAIL EFIS comparator function failed.
MESSAGE LOGIC
CURSOR INHIB Left or right CCP cursor inhibited.

31-40 Engine Indication and Crew Alerting System
31-40 ENGINE INDICATION AND CREW

ALERTING SYSTEM
GENERAL DESCRIPTION
EICAS INTERFACE
The CAS key, located on the multifunction keyboard panel (MKP), is
The data concentration system (DCS) carries out data processing and used to access or hide pages of CAS messages.
networking for the engine indication and crew alerting system (EICAS).
The reversion switch panel (RSP) is used to control the presentation of
The DCS architecture separates the left and right systems by routing left EICAS on an alternate DU or to select a compressed format.
input signals to the left data concentrator unit module cabinet (DMC) and
right input signals to the right DMC. Cross-talk buses between DMCs AURAL WARNING INHIBIT
exchange data and allow comparison of crew alerting system (CAS)
computations. The aural warning inhibit function allows the crew to silence all aurals,
(CAS, TAWS, and gear horn) in case of nuisance alerts, or failure of the
Powerplant and flight control data is also provided directly to the display aural system.
units from the electronic engine control (EEC) and primary flight control
computers (PFCC). This ensures that critical data remains displayed in In normal operation the AURAL WARN INHIB pushbutton annunciator
the event of the loss of the data concentration system. (PBA) is deselected, allowing aurals to be heard.
Each DMC contains the computation logic to control the crew alerting • Blank - indicates that the aural system is operating normally
function including activation of aural tones, alerts, display of crew • INHIB - pressing the PBA causes it to latch and illuminate white,
alerting messages, and activation of glareshield-mounted master indicating the aurals have been inhibited
warning/master caution lights. The DMC also controls the presentation
of data on system synoptic pages. The AURAL WARN INHIB is a guarded PBA, installed on the top left of
the overhead panel.
The CAS aural alerting sends requests to the radio interface unit (RIU) to
sound the aural alerts. The RIU stores the audio files and prioritizes the
messages from CAS, terrain awareness and warning system (TAWS),
traffic alert and collision avoidance system (TCAS), and windshear
alerting, and other systems as required.
The EICAS data, including the display of synoptic pages and CAS
messages, are provided to the avionics full duplex switched Ethernet
(AFDX) network and routed to the integrated processing cabinets and
display units.

CS130-21.02-06.00-121418 CS130_31_L2_EICAS_General.fm
Master Warning Annunciation

Master Caution Annunciation
Master Warning/Caution Cancel
EICAS
240 240

90.7 90.7
260 35 000 FUEL HYD AVIONIC INFO CB 260 35 000
60.5 60.4
20 20 EMI EMI 20 20
6 N1 6
Reversion
35 35 500
DISPLAY L CURSOR R
4 SYNC 4
280 10 10 2 280 10 10 2
1
642 654 1
1 EGT
1 20
260
160 35
40 0 HDG 280 280 HDG 280 280 260
160 35
40 0000
NORM
30 32 34 36 2 4 8 27 27 30 32 34 36 2 4 00 6 8
9 30 30 9 80
1 82.3 N2 82.3 1
24 DRAPE
24 DRAPE
240
10 10 2 770 FF (KPH) 775 240
10 10 2
DIMMO 33 DIMMO 33
REV SWAP
34 4 101 OIL TEMP 101 34 500 4
EECs
6 99 OIL PRESS 99 6
20 20 20 20
220 21
1
50 ETX
21
1
50 ETX 220
M .750 STD 10900 M .750 STD
TOTAL FUEL (KG)
110 30 30 36 36 110 30 30
TAS 420 39 000 2730 5420 2750 TAS 420 39 000
GS 100
320 0.15 GS 100
320 0.15
BD100 1000 500 TRIM BD100
INHIB INHIB
FLT ID
90
20 HDG 010 36010 FMS1 CAB ALT RATE FLT ID
90
20 HDG 010 36010 FMS2
3 PERXX 4.1 1850
AIL AIL 3 PERXX
18 ∆P CREW OXY NU 18
UTC 20 :45:59 80 33 DTK 010
38 500 LDG ELEV 570 UTC 20 :45:59 80 33 DTK 010
38 500
65.5 NM TEMP 5.0 65.5 NM
70 (°C) 24 25 23 70
ND
TAT -15 °C 30 TERR
NL RUDDER NR
TERR TAT -15 °C 30
50 38 000 TA ONLY TA ONLY 50 38 000
6 6
EICAS
TFC TFC
L PFD ISI R PFD

40 27 ALT ABOVE FMS1 ALT ABOVE FMS2 40 27
100 12 ETX 100 12 ETX
WX+T 10 12 STBY 9 DTK 281 STBY 9 DTK 281 WX+T 10 12
30G+3
T+15.0A
24 KJFK 20.4 NM KJFK 20.4 NM 24
Swap FMS1 ACT
INIT
FPLN UPLINK
UPLINK....
PENDING
DBASE
WIND/TEMP
RTE
POS
KCIDKORD01
FPLN
FUEL
FLT NUMBER
N1234567
PERF
ETP
ROUTE
COST INDEX
999
SUMMARY NORMAL NON-NORMAL
CABIN ALT
PROC FCTN
At a safe altitude:
to remain in their seats
INHIB ALTN IRS IRS

RWY SID TRANS
DEPARTURES.... RW27
YES NO

ARRIVALS....
ALTN ALTN CRZ ALT
KMDW 15000
PFCCs
YES NO
AVG WIND AVG ISA∆
CLB ---T/ 0 0 °C

CRZ ---T/ 0
DES ---T/ 0
COPY TO SEC
THRUST....
THRUST MSG....
MSG COMPLETED
AFDX
WARNING WARNING
CAUTION CAUTION
IPC 1 IPC 2 IPC 3 IPC 4
LEFT GLARESHIELD RIGHT GLARESHIELD

PANEL PANEL
AFDX
DATA CONCENTRATOR DATA CONCENTRATOR
UNIT MODULE CABINET 1 UNIT MODULE CABINET 2
ARINC 429, Cross-talk
Comparison of Data Input
and Computed CAS Outputs
Channel A Channel B (CAS and Aurals) Channel A Channel B
CAS Select

MKP
CAS Aural Alerting ARINC 429, ARINC 429, CAS Aural Alerting
and Prioritizing Analog and Discretes
GND
ON 12345678901234567890 Analog and Discretes and Prioritizing
INHB ACPs
MSG ROUTE D DEP/
ARR
CNCL EXEC
RADIO INTERFACE RADIO INTERFACE
CS1_CS3_3140_049
WINDOW HEAT
UNIT 1 L SIDE L WSHLD R R SIDE
UNIT 2
CLR/
DEL
Aircraft Aircraft
N
OFF OFF OFF OFF T
E
SP R
Systems MAP FMS CNS PREV NEXT

Systems
Data CHKL SYN DATA CAS
Data
WINDOW HEAT/PROBE HEAT Panel
Figure 57: EICAS General Interface

CS130-21.02-06.00-121418 CS130_31_L2_EICAS_General.fm
DATA ACQUISITION AND DISTRIBUTION

The three input/output (I/O) modules primarily process analog and
discrete inputs from airframe sensors and systems. Two I/O modules
handle analog and discrete inputs while the third receives miscellaneous
inputs, in addition to converting data to an ARINC 717 format for the
flight data recorder.
The three I/O modules consolidate the input data to an ARINC 429
digital format and provide it via internal digital busing to the DMC
channel data concentrator module (DCM).
The DCM also includes two I/O cards, which primarily receive input from
avionics and units communicating via an ARINC 429 format. It
consolidates the data provided by the I/O modules and supplies it to the
resident applications including the engine indication and crew alerting
system (EICAS). The DCM provides the data output to the integrated
processing system via the AFDX network.

CS130-21.02-06.00-121418 CS130_31_L3_EICAS_DetailedDescription.fm
DATA CONCENTRATOR UNIT MODULE CABINET (DMC) CHANNEL A/B
DCM-6000 Processing/ARINC I/O Module
Processor Card
EICAS and Checklists IOC AFDX
IOC Mezzanine Card 1

In/Out
Ɣ ARINC 429 In/Out Ɣ RS-422 Ɣ Aircraft Strapping
APM In/Out
Ɣ GND/Open Discrete Ɣ APM Interface
Avionics and
ARINC 429 IOC Mezzanine Card 2
Inputs
Ɣ ARINC 429 In/Out ARINC 429
Ɣ GND/Open Discrete

Airframe Ɣ Analog Inputs Ɣ 28 VDC/Open Discretes
System
Inputs Ɣ GND/Open Discrete
Ɣ Analog Inputs Ɣ 28 VDC/Open Discretes

Ɣ GND/Open Discrete
LEGEND
AFDX Miscellaneous I/O Module
Discrete
CS1_CS3_3140_026
Analog Ɣ Thermocouples Ɣ Discretes (GND/Open or 28 VDC/Open) Discrete and
Relay Out
ARINC 429 Ɣ RVDT Analog Ɣ Relays
ARINC 717 Ɣ ARINC 717 for FDR To FDR
RS-422
Figure 58: Data Concentrator Unit Module Cabinet EICAS Interface

CAS Message and Aural Processing

To avoid unnecessary crew distraction, many caution and advisory All caution and warning messages are accompanied by an attenson.
messages are prevented from being displayed during takeoff and/or Attensons are either a single or triple chime. If there are voice or aural
landing flight phase. Inhibited crew alerting system (CAS) messages tones that accompany the caution or warning message, the attenson is
relate to conditions that do not require immediate crew action for the played before the voice or aural tone.
particular flight phase.
The DCM removes the CAS aural when:
Non-critical CAS messages are inhibited during the takeoff roll when the
• Condition causing the message no longer exists
airspeed is greater than 80 kt. The inhibit is removed when the aircraft
altitude exceeds 400 ft AGL or 25 seconds after the aircraft is • In the case of cancellable aurals, the master WARNING/CAUTION
weight-off-wheels (WOFFW). The inhibit is also removed if the airspeed PBA is pressed
decreases to less than 50 kt during the takeoff roll.
Non-critical CAS messages are inhibited during landing when the aircraft
descends below 400 ft AGL. The inhibit is removed during landing roll
out or when a go-around is initiated. The inhibit function times out after
60 seconds if the normal logic does not operate.
The CAS logic contained within the data concentrator module (DCM)
determines when an aural request is sent to the radio interface unit
(RIU). The RIU manages overall aural prioritization, including tones,
attensons, and voice alerts initiated by the crew alerting system, stall
protection system, terrain awareness and warning system (TAWS), and
traffic surveillance system (TSS).
A CAS comparator function monitors the CAS message logic from the
other DCM channels for agreement. A CAS processing miscompare
between channels results in an advisory message of CAS
MISCOMPARE.
The CAS message logic must be satisfied before a message command
is provided. Following the initiation of a CAS message, the DCM
determines if there is an aural associated with the message. The type
and priority level of the aural is routed to the RIU via two ARINC 429
data buses.

DATA CONCENTRATOR MODULE CAS MESSAGE AND AURAL PROCESSING

*CAS
CAS Message Logic Message *CAS Message Inhibit NOTE
Inhibited
● During Takeoff CAS Message Inhibit:
> 80 kt on ground until Inhibits the display of non-critical CAS
CAS Message 400 ft AGL or Takeoff messages during takeoff and/or landing.
Bit Set abort
● During Landing
< 400 ft AGL until WOW
or Go-around
CAS MISCOMPARE
Advisory If Disagreement CAS Message Bit Set To Other DCM
Channels for CAS
Comparator Function
CAS Message
CAS Comparator Bit Set
(Between DCM Channels)
CAS MSG Bit CAS Message

Set from Other To Display Units
Processing
DCM Channels
Aural Alert
Processing and Logic
MASTER WARNING/
CAUTION PBAs
CAS MSG
Processing
RADIO INTERFACE
Master Warning/Caution Activation UNIT
WARNING CAS Attenson
Aural Priority
WARNING
CAUTION 1 ..................
Master Warning/Caution Cancel 2 ..................
CAUTION 3 ..................
4 ..................
CS1_CS3_3141_022
Aural Alert Feedback
Figure 59: EICAS Message/Aural Processing

Flight Phases
The flight phase information is used in the control of aircraft systems,
onboard maintenance system (OMS) reporting, and crew alerting
message (CAS) inhibiting. The DMCs determines the flight phase based
on aircraft configuration, pressure altitude, and radio altitude. There are
10 phases of flight:
• Maintenance
• Ground
• Taxi
• Takeoff
• Climb
• Cruise
• Approach
• Landing
• Roll out
• Go-around

Go-Around
MAINTENANCE GROUND TAXI TAKEOFF CLIMB CRUISE APPROACH LANDING ROLL OUT TAXI
PHASE PHASE PHASE PHASE PHASE PHASE PHASE PHASE PHASE PHASE
CS1_CS3_3100_026
Figure 60: Phases of Flight

Ground Takeoff
The aircraft is on the ground. The DMC sets the ground phase whenever The takeoff phase starts when both thrust lever angles greater than 23°.
external power is applied or when the following is true: The takeoff phase ends when the aircraft reaches an altitude of 400 ft
above ground level (AGL). The DMC sets the takeoff phase when the
• Weight-on-wheels (WOW)
following is true:
• Engines are off
• WOW
• Maintenance switch is OFF
• Both engine ON/OFF switches in ON position
The external power discrete puts the aircraft in the ground phase even
• Both engines running
when the aircraft is on jacks
• Both thrust lever angles greater than 23°
Maintenance
• Both engine N1 is equal to or greater than 55%
The maintenance phase is the same as the ground phase except that
the maintenance switch is ON.
Taxi
The taxi phase is when the aircraft is moving using engine power. The
DMC sets the taxi flight phase when the following is true:
• WOW
• One or both engine running
• N1 is less than 55%
• Airspeed less than 50 kt

External Power
Ground Phase
Weight-On-Wheels
Maintenance Switch OFF
Weight-On-Wheels
Engine OFF Either Engine Running
N1 < 55% Taxi Phase
GROUND PHASE Airspeed < 50 Kt
TAXI PHASE
External Power
Maintenance Switch ON Maintenance Phase
Weight-On-Wheels Weight-On-Wheels
Both Engine ON/OFF Switches in ON
Engine OFF
Both Engines Running Takeoff Phase
MAINTENANCE PHASE Both Thrust Lever > 23°
Both N1 55%
TAKEOFF PHASE
400 ft Above
Ground Level
CS1_CS3_3140_050
MAINTENANCE GROUND TAXI TAKEOFF
PHASE PHASE PHASE PHASE
Figure 61: Maintenance, Ground, Taxi, and Takeoff Phases of Flight

Climb Go-Around
The DMC sets the climb phase when the aircraft is above 400 ft AGL. Go-around can be initiated during the following flight phases:
The climb flight phase remains active until the following conditions are
• Approach
true:
• Landing
• Landing gear is up and locked
• Rollout
• Slats and flaps are up
A go-around is initiated by advancing either or both thrust levers beyond
Cruise 46°. If the aircraft is in the approach phase, the climb phase is set. If the
aircraft is in the landing phase, the climb phase is set when the aircraft
In the cruise phase, the aircraft is operating in a clean configuration. The
altitude is greater than 400 ft AGL.
DMC sets the cruise phase when the landing gear is up and locked, and
the flaps and slats are up. If the aircraft is on a rollout and go-around is initiated, the takeoff phase
is set.
Approach
The approach flight phase begins when the aircraft is above 400 ft radio
altitude and either the flap/slat lever is moved to position 1 or greater, or
the landing gear is extended. The approach flight phase ends when the
aircraft descends below 400 ft. radio altitude
Landing
The landing phase starts when the aircraft descends below 400 ft radio
altitude. The landing phase ends with main gear touchdown providing a
weight-on-wheels (WOW) signal, or when a go-around is initiated.
Rollout
The DMC sets the roll out phase when the aircraft touches down and
ends when the aircraft speed is less than 50 kt or a go-around is
initiated.

Landing Gear Up and Locked Gear Lever Down

and or
Flaps and Slats Up Flap/Slat Lever 3RVLWLRQ 1
Go-Around
Thrust Lever > 46°
400 ft
400 ft Above Radio
Ground Level Altitude Takeoff
Thrust Lever > 46°
TAXI
CLIMB CRUISE APPROACH LANDING ROLL OUT PHASE
PHASE PHASE PHASE PHASE PHASE
Weight-On-Wheels Airspeed
50 kt
and Decreasing
CS1_CS3_3140_051
Figure 62: Climb, Cruise, Approach, Landing, Go-Around, and Roll Out Phases of Flight

Takeoff Configuration Warning

Certain CAS warning messages and aural alerts are triggered should a
takeoff be attempted while the aircraft is not in a correct configuration.

TO-1 CONFIG RUDDER TRIM EICAS MESSAGE LOGIC AURAL MESSAGES
94.9 94.9 CONFIG AP Takeoff attempted with autopilot engaged. “CONFIG AUTOPILOT”
95.0 95.0 CONFIG BRAKE Takeoff attempted with park brake applied. “CONFIG BRAKE”
CONFIG FLAP Slat/Flap not configured for takeoff. “CONFIG FLAP”

N1
CONFIG RUDDER TRIM Rudder trim position out of range of takeoff. “CONFIG TRIM”
CONFIG SIDESTICK L or R sidestick priority latched at takeoff. “CONFIG SIDESTICK”

930 940 CONFIG SPOILER Spoiler (MFS or GS) out at takeoff. “CONFIG SPOILER
EGT CONFIG STAB TRIM Stab trim position out of range for takeoff. “CONFIG TRIM”
94.4 N2 94.5
1534 FF (KPH) 1534 GEAR
102 OIL TEMP 104
DN DN DN
125 OIL PRESS 124
SLAT / FLAP 3
TOTAL FUEL (KG) 11794
2738 6329 2727 SPOILER OUT
CAB ALT 5500 RATE 0 TRIM
ó3 0.0 CREW OXY 2000 NU LWD
AIL
RWD
LDG ELEV 560
STAB 8.5
TEMP
(°C) 23 22 22
LO ND
NL RUDDER NR
INFO
CS1_CS3_3141_023
Figure 63: Takeoff Configuration Warning

Master WARNING/CAUTION Pushbutton Annunciators

The data concentrator unit module cabinet (DMC) controls the operation
of the glareshield-mounted master WARNING/CAUTION pushbutton
annunciators (PBAs). When a CAS warning or caution message is
generated, the associated WARNING or CAUTION light flashes to alert
the crew.
Pressing either PBA turns off the warning or caution light on both PBAs.
The master channel output is also deactivated when the original
condition causing the CAS alert is cleared.
All data concentrator modules (DCMs) are capable of controlling the
master warning/master caution PBAs, however only one DCM serves as
the master. Normally, channel B of the right DMC is the master control
for the master warning/master caution PBAs.
The operation reverts to another channel in the event of a failure. The
order of master control priority is as follows:
• Right DMC channel B
• Right DMC channel A
• Left DMC channel B
• Left DMC channel A
In the event of a loss of cross-talk between cabinets, channel B of each
DMC will control the onside operation of the PBAs.
The PBAs are tested during a LAMP TEST selection from the AVIONIC
synoptic page. The lights do not flash during a test selection.

ACPT ACPT
LOAD LOAD

OUTBD INBD CHRONO CHRONO INBD OUTBD
WARNING WARNING
CAUTION PTY RJCT RJCT PTY CAUTION

OFF BRT OFF BRT OFF BRT OFF BRT
LEFT GLARESHIELD PANEL RIGHT GLARESHIELD PANEL

+Vref +Vref
WARNING WARNING
CAUTION CAUTION
Dim Dim
Momentary Momentary
Master Warning/Caution Cancel

Master Warning Out
Master Warning Out

Master Caution Out
Master Caution Out

DMC 1 (LEFT) DMC 2 (RIGHT)
CS1_CS3_3141_020
Channel A Channel B Channel A Channel B
Figure 64: Master WARNING/CAUTION PBA Operation

OPERATION
EICAS PAGE CONTROL

The EICAS display is normally presented on the inner MFW of DU 2.
Alternatively, the EICAS display can be moved to the inner MFW of
DU 3. This is carried out using the DISPLAY switch (REV/NORM/SWAP
positions) on the reversion switch panel.
The switch is normally operated in the NORM position. Rotating the
switch to SWAP moves the EICAS display to DU 3 and moves the
previous MFW display on DU 3 to DU 2.

CS130-21.02-06.00-121418 CS130_31_L2_EICAS_Operation.fm
DISPLAY L CURSOR R
NORM
REV SWAP
INHIB INHIB
L PFD ISI R PFD
INHIB ALTN IRS IRS
DISPLAY
NORM
REV SWAP
MFW DU2 EICAS MFW DU3 MFW
CS1_CS3_3140_002
DU 2 DU 3
Figure 65: EICAS Swap Position

CAS MESSAGE LIST CONTROL

The crew alerting message stack is provided with sufficient space to
display a total of 18 CAS messages. This is reduced to 12 CAS
messages, when the gear and slat/flap information is shown.
Additional pages of CAS messages are added as required. This is
indicated by a message of PAGE XX/YY at the bottom of the message
stack indicating that other pages are available. When reaching the last
page, selecting the CAS button again hides the CAS messages. The
white CAS message indicates that the CAS messages are hidden.
The CAS button, located on the multifunction keyboard panel (MKP), is
used to control the display of CAS messages. When a large stack of
messages is being displayed, the crew may select the CAS button to
hide messages. Warning messages may not be removed from view.
Selecting the CAS button again returns any hidden messages to view.
New CAS messages are displayed, regardless of the CAS button
selection. CAS button selection hides or shows messages or access to
the next page of a CAS message stack when additional messages exist.
CAS warning messages will remain in view at all times. They may not be
hidden.
The CAS button is also used to navigate between multiple pages of CAS
messages when they exist.

EMER LTS OFF INLET AIR OFF CAS

APPR1 NOT AVAIL EXT PWR IN USE
12345678901234567890 AVIONIC FAULT
XBLEED MAN CLSD
MSG ROUTE D DEP/
ARR
CNCL EXEC
L-R COWL A/ICE OFF
WING A/ICE OFF
HYD PUMP 3A OFF
CLR/
DELL
HYD PUMP 2B OFF
E HYD PUMP 3B OFF
N
SP
T
E
R
HYD PTU OFF
NOSE STEER OFF
MAP FMS CNS PREV NEXT PAGE 1/2 PAGE 2/2
CHKL SYN DATA CAS GEAR GEAR GEAR
DN DN DN DN DN DN DN DN DN
MULTIFUNCTION KEYBOARD PANEL
CAS Pushbutton to
Display CAS Message List
CS1_CS3_3140_037
Figure 66: CAS Message List Display Control

INFO MESSAGES
An INFO flag is displayed on the communication bar of the EICAS page.
The flag is displayed when a new INFO message is present on the INFO
page. It is removed when no messages exist or the new message has
been acknowledged. New messages are accompanied by an associated
CAS advisory message for additional crew awareness.
New messages are moved into the PREVIOUSLY ACKNOWLEDGED
area of the INFO page once they are acknowledged. Acknowledgment of
an INFO message is carried out by accessing the INFO synoptic page
and selecting the ACKNOWLEDGE soft key at the bottom of the page.
INFO messages are cleared when the system is fixed and/or the aircraft
does not carry the failure anymore. No action is required to clear a
message from the INFO list.
The INFO flag is inhibited during takeoff and landing, similar to the CAS
messages. If the EICAS is in the compressed format, the INFO flag does
not appear.

CAB ALT 1400 RATE 0 TRIM INFO Message STATUS AIR DOOR ELEC FLT CTRL
Flag
ó3 5.7 CREW OXY 1850 NU (displayed when
new INFO
LDG ELEV 570 message exists) FUEL HYD AVIONIC INFO CB
STAB
TEMP 4.2
(°C) 24 23 23 New INFO
HI ND
NL RUDDER NR Messages
30 L ENG ANTI ICE T2 SENSOR INOP
(not acknowledged) 30 L ENG ANTI ICE - LOW PRESS SW INOP
DOOR CPDLC INFO
CAN YOU ACCEPT FL390?
Select INFO
key to
access INFO
message
page
EICAS
PREVIOUSLY ACKNOWLEDGED
27 FLT CTRL FAULT - AILERON FORCE MON INOP
27 FLT CTRL FAULTS - ELEV MISTRIM MON INOP
Acknowledged
INFO Messages 24 ELEC FAULT - BATT TEMP SENSOR FAULT
36 BLEED LEAK - BLEED SENSOR MONITOR
22 AUTOFLIGHT FAULT - AUTOPILOT CHANNEL DEGRADED
27 FLT CTRL FAULT - CHANNEL 1 INOP
STATUS PHASE CONDITION

Select to
acknowledge
No Message Flight or All messages acknowledged on the INFO synoptic page new INFO
Ground or NO INFO messages present on the INFO page. messages(s)
At least one message not acknowledged on the

INFO Ground
INFO synoptic page.
At least one message not acknowledged on the

INFO Flight
INFO synoptic page.
CS1_CS3_3140_035
All messages acknowledged on the
INFO Ground
INFO synoptic page. ACKNOWLEDGE
SYNOPTIC PAGE - INFO
Figure 67: EICAS INFO Messages

ELECTRONIC CHECKLIST
The electronic checklist (ECL) function is responsible for controlling and The history section displays completed checklists and non-normal
computing the checklists associated with normal, abnormal, and procedures.
emergency procedures.
The ECL is a function of EICAS, interfacing with the display system, to
support the concept of a paperless flight deck. A field-loadable ECL
database allows for updating as required.
The ECL may be manually selected on a MFW by selecting the:
• Checklist (CHKL) button of the onside multifunction keyboard panel
(MKP) or control tuning panel (CTP)
• Checklist (CHKL) item of the MFW drop-down menu
The top ECL menu includes the following tab options:
• SUMMARY
• NORMAL
• NON-NORMAL
• PROC
• FCTN
While it is possible to select the checklist format on multiple MFWs, only
an identical checklist is shown. It is not possible to display separate
checklists on the flight deck.
Summary
The SUMMARY page is the first format that is displayed upon selection
of CHKL.
The SUMMARY format is divided into normal, active, and history
sections. The ECL part number is listed in the page footer at ECP page
power-up. The normal section displays normal procedures for the
current phase of flight. The active section displays checklists and
non-normal procedures based on active CAS messages or pilot actions.

SUMMARY NORMAL NON-NORMAL PROC FCTN

PLAN
LAN ACT 12345678901234567890
FMS After takeoff .................COMPLETED
MSG ROUTE D DEP/
ARR
CNCL EXEC
Descent and approach ............STARTED

CNS
CLR/
Before landing
DELL
CHKL Normal
E
Section After go-around
N
T
SYN SP
E
R
DATA MAP FMS CNS PREV NEXT
CHKL SYN DATA CAS
Active
MULTIFUNCTION KEYBOARD PANEL (2X) Section
APU OVERSPEED
RANGE INBD DSPLY BRT History
Section
L PACK FAIL .....................STARTED
OFF
L R TUNE/
MENU
In-flight Shutdown D Left Engine
MAP FMS CNS L ENG FUEL LO PRESS ...........COMPLETED
IDENT
TERR CHKL SYN DATA
1/2
BARO
TFC IN HPA
TUNE/DATA
WX
NAV
SRC
CONTROL TUNING PANEL (2X)
CS1_CS3_3140_038
ECL Database
Version Part Number ECL_DATABASE_NUMBER
Figure 68: ECL Access and SUMMARY Page

Normal
The NORMAL page contains all normal and supplementary procedures.
The status of each normal procedure status is indicated in the adjacent
column.
The procedures are shown based on the current phase of flight with
three phases of flight defined: preflight, inflight, and postflight. Phase
transition is based on the aircraft’s air/ground status.
Non-Normal
The NON-NORMAL page contains systems, subsystems, related
checklists, and non-normal procedures.
Any listed items associated with a CAS message are shown in the
related message color (red or amber).
Procedures Index
The PROC page provides a secondary means to access non-normal
procedures.
The procedures are listed alphabetically, rather than by system, and
divided into groups based on order of importance.
Function
The FCTN submenu allows the crew to reset a checklist or procedure, or
to override an item, checklist, or procedure.

SUMMARY NORMAL NON-NORMAL PROC FCTN SUMMARY NORMAL NON-NORMAL PROC FCTN SUMMARY NORMAL NON-NORMAL PROC FCTN
Safety ......................COMPLETED AIR/BLEED/PRESSURIZATION Priority Procedures
Flight Deck Prep ..............COMPLETED AURAL/VISUAL WARNING SYSTEM Ditching
Before Start ..................COMPLETED AUTOMATIC FLIGHT CONTROL SYSTEM Emergency descent
After Start ...................COMPLETED AUXILIARY POWER UNIT (APU) Emergency evacuation
Before Take-off ...............COMPLETED DITCHING AND FORCED LANDING Forced landing
After Take-off ................COMPLETED DOORS Rejected take-off
Descent and Approach ............STARTED ELECTRICAL Smoke/fire/fumes procedure
Before Landing ...
Non-Normal Procedures
After Landing POWER PLANT
Aileron system jammed
Shutdown ...
Elevator system jammed
Terminating
Horizontal stabilizer jammed
Landing gear lever jammed
Landing gear up
Post-shutdown engine tail pipe fire
Rejected take-off before achieving V1
Rudder system jammed
Stabilizer trim runway
LIMITATIONS LIMITATIONS
PROC FCTN PROC FCTN
RESET CHKL RESET CHKL
CS1_CS3_3140_039
RESET ALL RESET NORMALS
OVERRIDE ITEM OVERRIDE ITEM
OVERRIDE CHKL OVERRIDE CHKL
ON GROUND IN AIR
Figure 69: ECL Menu Page Displays

Checklist Display
The checklist display is shown upon selection of a checklist/procedure.
The checklist includes individual items requiring acknowledgement.
Individual items are classified as:
• Action item - requires manual check by pilot
• Limitation item - identifying specific limitations
• Follow-on item - addition of a subsequent checklist or procedure
• Conditional item - requires a pilot YES/NO answer
• Multiselect item - requires pilot selection of multiple alternatives

SUMMARY NORMAL NON-NORMAL PROC FCTN

CABIN ALT

to remain in their seats
At a safe altitude:
YES NO
Applicable DOOR Procedure.................. ACCOMPLISH
PRESSURIZATION, AUTO/MAN ......................... MAN
YES NO
CS1_CS3_3140_040
COMPLETED
Figure 70: Checklist Display


for the engine indication and crew alerting system.

CS130-21.02-06.00-121418 CS130_31_L2_EICAS_MonitoringTests.fm
CAS MESSAGES
MESSAGE LOGIC
CAS MISCOMPARE Disagreement between DMC channels for CAS
processing logic.
MESSAGE LOGIC
AURAL WARN INHIB The aural system has been disabled by the flight
crew.

CS130-21.02-06.00-121418 CS130_31_L2_EICAS_MonitoringTests.fm
31-30 Flight Data Recorder
31-30 FLIGHT DATA RECORDER
GENERAL DESCRIPTION
The flight data recorder (FDR) receives electrical power from the DC
ESS BUS 1 via control distribution cabinet (CDC) 1. The CDC turns off
power to the FDR in the event of a crash, based on the following logic:
• L/R engines oil pressure < 50 psi
• Airspeed < 45 kt
• Weight-off-wheels (WOFFW)
The flight crew is provided with a PILOT EVENT button on the ENGINE
panel. Selecting the button provides a time stamp on the recorded data,
identifying when a specific event occurred during flight.
The triaxial accelerometer is a transducer located at the center of gravity
that provides lateral, longitudinal, and normal acceleration data
specifically for the flight data recorder. The accelerometer is powered by
DC ESS BUS 1.
The FDR does not record data when a flight is not in progress. A record
inhibit command is sent to the FDR and removed under one of the
following conditions:
• Beacon or strobe light switch is selected to ON
• One or both engines is/are operating
• Aircraft is in air
The underwater locator beacon (ULB) is attached to the FDR, installed
on the front of the unit. The cylindrical ULB includes a self-contained
battery, an electronic module, and a transducer. A water switch activates
the beacon automatically once immersed. The ULB battery has a life of
six years.
Once activated, the ULB operates for 90 days.

CS130-21.02-06.00-121418 CS130_31_L2_FDR_General.fm
FDR OFF LOGIC CDC 1-6-11

FDR
DC ESS 28 VDC
BUS 1 SSPC 3A
Left Engine Oil Pressure < 50 psi Logic: Advanced
Right Engine Oil Pressure < 50 psi
FDR OFF
Air Speed < 45 kt
FDR Record Inhibit Command
Weight-Off-Wheels
ARINC 717
TRIAXIAL
TRIA FLIGHT DATA RECORDER
ACCELER
ACCELEROMETER
ENGINE
CONT START
IGNITION AUTO PILOT
L
ENG
R
ENG EVENT
Pilot Event
CRANK CRANK Select
ON
ENGINE PANEL
DATA CONCENTRATOR
UNIT MODULE CABINET
The FDR is inhibited from recording flight data

unless one of the following conditions is met:
CS1_CS3_3131_010
• BEACON or STROBE switch selected to ON
• At least one engine is running
• Aircraft is in the air
Figure 71: Flight Data Recorder System

CS130-21.02-06.00-121418 CS130_31_L2_FDR_General.fm
COMPONENT LOCATION
The flight data recorder system includes the following components:
• Flight data recorder (FDR)
• Underwater locator beacon (ULB)
• Triaxial accelerometer

CS130-21.02-06.00-121418 CS130_31_L2_FDR_ComponentLocation.fm
CS1_CS3_3131_003
AFT EQUIPMENT BAY LEFT RACK
Underwater
Locator
Beacon
FLIGHT DATA RECORDER
Figure 72: Flight Data Recorder Component Location

TRIAXIAL ACCELEROMETER
The accelerometer is installed in the center mid fuselage above the
center wing box. Access to the unit is through the passenger floor.

FR48
FR47
CENTER WING BOX
CS1_CS3_3130_001
Triaxial Accelerometer
Figure 73: Flight Data Recorder Component Location

PILOT EVENT SWITCH

The PILOT EVENT switch is installed on the copilot switch panel. A
switch selection for 2 seconds automatically stamps a time data marker
on the FDR ARINC 717 data stream to aid in identifying a particular
event for future analysis.
A CAS status message of PILOT EVENT is displayed upon switch
selection.

CS130-21.02-06.00-121418 CS130_31_L2_FDR_ControlsIndications.fm
ENGINE
CONT START
ENG ENG EVENT
CRANK CRANK
ON
CS1_CS3_3131_008
Figure 74: PILOT EVENT Switch

CS130-21.02-06.00-121418 CS130_31_L2_FDR_ControlsIndications.fm
DETAILED DESCRIPTION the FDR ACCEL FAIL CAS message can be reset by pressing the
PILOT EVENT pushbutton for 2 seconds. If it does not reset, the
The flight data recorder (FDR) is powered from the DC ESS BUS 1 via
accelerometer must be replaced.
the control distribution cabinet (CDC) 1. The CDC contains the control
logic to stop FDR operation in the event of a crash.
The acquisition of data for the FDR is carried out by channel A of data
concentrator unit module cabinet (DMC) 1. The DMC provides an
ARINC 717 data stream containing approximately 2000 flight and
operational parameters. Most parameters are already used by the DMCs
and simply routed to the FDR for recording, while other data is
specifically created for the FDR.
The FDR assembly includes a recording unit providing signal
conditioning, synchronization, and compression functions for the flight
data received via the DMC. The data is provided to the crash-survivable
memory unit (CSMU).
The CSMU uses 5 GB of non-volatile memory to provide 25 hours of
flight data storage. Older data is automatically overwritten, ensuring that
only the most recent is retained.
To prevent the overwriting of flight data following landing, the FDR stops
recording once the aircraft has landed, engines have been shutdown,
and the beacon/strobe light switch turned off.
Stored data may be viewed using a computer or a dedicated interface
device.
An ARINC 429 data word is provided from the FDR to DMC 1 indicating
the FDR status. An FDR internal fault, as well as loss of DMC data, will
result in an FDR failure indication. An FDR failure is indicated by FDR
FAIL advisory message.
The accelerometer is tested every time the park brake is set to ON. If the
FDR is powered, a CAS equation verifies that the normal acceleration is
around 1 G while the lateral and longitudinal are around 0 G. The
tolerance for each axis is +/- 0.2G. If one axis is outside that range, the
FDR ACCEL FAIL CAS message is displayed. If it was caused by a
temporary movement such as cargo loading, or maintenance in the area,

CS130-21.02-06.00-121418 CS130_31_L3_FDR_DetailedDescription.fm
ENGINE
CONT START
ENG ENG EVENT
CRANK CRANK
ON
CDC contains logic to remove power and disable FDR

ENGINE PANEL under the following conditions:
CAN BUS • Left/right engine low oil pressure (< 50 psi) sensed
FDR
AND
CDC 1-6-11 • No airspeed (< 45 kt) sensed
AND
FDR • No WOW signal identifying a normal on ground state
DC ESS
BUS 1 SSPC 3A Power Supply
Logic: Advanced Lateral Acceleration
DMC 1 Longitudinal Acceleration
Normal Acceleration Aircraft Interface
Channel A TRIAXIAL - Signal Conditioning
Data Out ACCELEROMETER
- Flt Data Acquisition - Frame Synchronizing
ICCP REMOTE - ARINC 717 Conversion FDR Status
DATA CSMU
CONCENTRATORS - FDR Inhibit Logic
- FDR FAIL CAS Msg. FDR Record Inhibit Main Processor
FDR is prevented from recording until one of the - Fault Processing
following conditions is satisfied: - Ground Support
Channel B
• BEACON or STROBE switch selected to ON - Equipment Interface
Aircraft Data OR
No FDR Functions • One engine is running
in Channel B OR
• Aircraft is in the air
LEGEND Ethernet Test Port
Analog
CS1_CS3_3131_013
ARINC 429
ARINC 717
CAN BUS
Discrete
Ethernet
Figure 75: FDR Interface

CS130-21.02-06.00-121418 CS130_31_L3_FDR_DetailedDescription.fm

for the flight data recorder.

CS130-21.02-06.00-121418 CS130_31_L2_FDR_MonitoringTests.fm
CAS MESSAGES
MESSAGE LOGIC
FDR FAIL FDR failure.
FDR ACCEL FAIL Accelerometer declared failed if signal is not
reading a reasonable acceleration.
MESSAGE LOGIC
PILOT EVENT Momentary status for confirmation of pilot event
selection.

CS130-21.02-06.00-121418 CS130_31_L2_FDR_MonitoringTests.fm

CS130-21.02-06.00-121418 CS130_31_ILB.fm
ATA 45 - Central
Maintenance System
BD-500-1A10
BD-500-1A11
45 - Central Maintenance System
Table of Contents
45-45 Onboard Maintenance System .....................................45-2
General Description .........................................................45-2
Component Location ........................................................45-4
Integrated Processing Cabinet 1..................................45-4
RJ45 Jacks ..................................................................45-6
Detailed Description .........................................................45-8
Onboard Maintenance System Interface .....................45-8
Onboard Maintenance System Applications ..............45-10
Monitoring and Tests .....................................................45-14
CAS Messages ..........................................................45-15
Operation .......................................................................45-16
Aircraft Dispatch.........................................................45-16
Accessing the Onboard Maintenance System ...........45-18
OMS Maintenance Main Menu Structure...................45-20
Maintenance Main Menu............................................45-22
Fault Message Scenario ............................................45-24
Service Message Scenario ........................................45-40
Advisory Message Scenario ......................................45-44
Data Bus Reader Scenario ........................................45-50
Page Selection Options .............................................45-54

CS130-21.02-06.00-121418 CS130_M2_45_CMSTOC.fm
List of Figures
Figure 1: Onboard Maintenance System Schematic ............45-3 Figure 25: APU ECU - Data Reader Page........................... 45-53
Figure 2: Integrated Processing Cabinet 1 ...........................45-5 Figure 26: Post Flight Summary – FDE Tab ........................ 45-55
Figure 3: RJ45 Jack Locations .............................................45-7 Figure 27: Post Flight Summary – FDE ............................... 45-57
Figure 4: Onboard Maintenance System Interface...............45-9 Figure 28: Post Flight Summary Details Page – FAULT...... 45-59
Figure 5: Onboard Maintenance System Applications .......45-11 Figure 29: Post Flight Summary Details – SERVICE........... 45-61
Figure 6: Onboard Maintenance System Figure 30: Post Flight Summary Details – SRVCING .......... 45-63
Remote Access Applications...............................45-13 Figure 31: Flight Deck Effects Page .................................... 45-65
Figure 7: Aircraft Dispatch ..................................................45-17 Figure 32: Flight Deck Effect Summary Page...................... 45-67
Figure 8: Accessing the Onboard Figure 33: Fault Messages Page ......................................... 45-69
Maintenance System...........................................45-19
Figure 34: Service Messages Page ..................................... 45-71
Figure 9: OMS Maintenance Main Menu Structure ............45-21
Figure 35: LRU/System Operations Page............................ 45-73
Figure 10: Using the Maintenance Main Menu.....................45-23
Figure 36: LRU/System Operations Tabs ............................ 45-75
Figure 11: Fault Message Scenario......................................45-25
Figure 37: System Configuration –
Figure 12: Further Troubleshooting ......................................45-27
IMA Software Part Numbers and
Figure 13: Flight Deck Effect Relationship ...........................45-29 Part Number Crosscheck Details........................ 45-77
Figure 14: Viewing Data .......................................................45-31 Figure 38: System Configuration –
Figure 15: Selecting the TEST Tab ......................................45-33 Electronic TSO Nameplate Details ..................... 45-79
Figure 16: Running the Test .................................................45-35 Figure 39: System Configuration –
Figure 17: Test Results ........................................................45-37 APM Configuration Option Partition.................... 45-81
Figure 18: CLOSE OUT Page ..............................................45-39 Figure 40: System Configuration Page ................................ 45-83
Figure 19: Service Message Handling..................................45-41 Figure 41: Maintenance Reports Page ................................ 45-85
Figure 20: Service Message Tasks ......................................45-43 Figure 42: Maintenance Reports Page
Figure 21: Advisory and INFO Messages.............................45-45 Report Type and Write To Options ..................... 45-87
Figure 22: AVIONICS FAULT – Flight Deck Effects.............45-47 Figure 43: Utility Functions Password and
Figure 23: Minimum Equipment List – Dispatch ...................45-49 Utility Functions Menu Pages ............................. 45-89
Figure 24: Data Bus Reader Scenario..................................45-51 Figure 44: Change Aircraft Tail Number ............................. 45-91

CS130-21.02-06.00-121418 CS130_M2_45_CMSLOF.fm
Figure 45: Change Automatically Initiated

Reports Page ......................................................45-93
Figure 46: Change Aircraft SELCAL Code Page..................45-95
Figure 47: Change Maintenance Flight Leg Page ................45-97
Figure 48: Change Report Configuration Page ....................45-99
Figure 49: Delete Stored Maintenance Data and
Delete Maintenance Files Pages.......................45-101
Figure 50: View Loaded Maintenance Files Page .............45-103

CS130-21.02-06.00-121418 CS130_M2_45_CMSLOF.fm
CENTRAL MAINTENANCE SYSTEM - CHAPTER BREAKDOWN
CENTRAL MAINTENANCE SYSTEM CHAPTER BREAKDOWN PAGE
Maintenance Philosophy
1
Onboard Maintenance System

2
45-45 Onboard Maintenance System
45-45 ONBOARD MAINTENANCE SYSTEM
GENERAL DESCRIPTION
The onboard maintenance system (OMS) consists of a group of software
applications hosted on common computing module (CCM) 2 of
integrated processing cabinet (IPC) 1. The OMS begins to initialize as
soon as the left IPC is powered by DC ESS BUS 3.
In normal operation, the OMS is accessed on the ground with
weight-on-wheels (WOW) for all of the functions to be enabled. Selecting
the AIRCRAFT switch on the HMU maintenance panel to MAINT
enables display of the OMS on any multifunction window (MFW) in
display unit (DU) 2, 3, or 5. The maintenance data can also be accessed
through a laptop. The OMS supports up to four remote laptops in parallel
through the aircraft network switch.
The test and rigging, non-volatile memory (NVM) download, data load,
and utility functions are not available in flight. The data reader and fault
message functions can be accessed on the ground or in flight.
Software updates for the OMS are made through the information
management system (IMS) (ATA 46). The IMS sends OMS data to a
printer (if installed) or data can also be saved on a universal serial bus
(USB) stick.
The OMS reports are available for transmission by the aircraft
communications and reporting system (ACARS). Data link is provided by
the radio interface unit (RIU).

CS130-21.02-06.00-121418 CS130_45_L2_OMS_General.fm
Maintenance Main Menu
View Post Flight Summary
View Flight Deck Effects ( 28 Active)
View Fault Messages ( 43 Active)
View Service Messages ( 13 Active)
View System Exceedances ( 0 Stored) AIRCRAFT CHAN BATT PWR

NORM OFF
View System Trends
MAINT UPLOAD A B
View Aircraft Life Cycle Data NORM
View System Parameters DC ESS BUS 3
Perform LRU/System Operations
View System Configuration Data
Write Maintenance Reports

OMS / HMU
Utility Functions
AIRCRAFT
NETWORK
SWITCH
MAINTENANCE
MULTIFUNCTION PORTS (6X)
WINDOW 2, 3 or 5
DC ESS BUS 3 USB

RJ-45
PRINTER
INFORMATION MANAGEMENT SYSTEM

DMC 1
and RADIO
DMC 2 INTERFACE
UNIT
LEGEND
IPC 1 DMC Data Concentrator Unit Module Cabinet
CS1_CS3_4500_073
IPC Integrated Processing Cabinet
AFDX
ARINC 429
Discrete
Air/Gnd
Ethernet
Figure 1: Onboard Maintenance System Schematic

CS130-21.02-06.00-121418 CS130_45_L2_OMS_General.fm
COMPONENT LOCATION
The following components are part of the onboard maintenance system
(OMS):
• Integrated processing cabinet (IPC) 1
• RJ45 jacks

IPC 1 is located in the forward equipment bay. The OMS software is
installed on common computing module 2 (CCM 2).

CS130-21.02-06.00-121418 CS130_45_L2_OMS_ComponentLocation.fm
Common
Computing
Module 2
FORWARD EQUIPMENT BAY AFT RACK
Integrated
Processing
Cabinet 1
CS1_CS3_4500_050
Figure 2: Integrated Processing Cabinet 1

RJ45 JACKS
RJ45 jacks are installed at the following locations on the aircraft:
• Electrical /towing service panel
• HMU maintenance panel
• Refuel interphone panel
• Forward equipment bay
• Mid equipment bay
• Aft equipment bay

HMU Maintenance
Panel
Mid Equipment Fwd Equipment
Bay Service Bay Service
Panel Electrical/Towing
Panel Service Panel
Aft Equipment Refuel Interphone

Bay Service Panel OMS/HMU
Panel CALL HEADSET
MAINT LTS
ON/OFF
RJ45 CONNECTOR LOCATIONS
REFUEL INTERPHONE PANEL
NAV
LTS APU
MAINT SHUT
LTS LAMP
OFF
TEST
ON/RESET/OFF
NORM OFF
CKPT
MAINT UPLOAD A B
IN USE
NORM
EXT
PWR TOWBARLESS ONLY DC ESS BUS 3
AVAIL NO TOW
ON
IN USE TOW OFF
SERV
TOW PWR ON
RJ45 CONNECTORS FOR
OMS / HMU CMS TEST 1 TEST 2 EQUIPMENT BAY SERVICE PANELS
PARK BRK
RK
CS1_CS3_4500_051
BATT CALL
C HEADSET
OMS/HMU
MS/HMU
ELECTRICAL/TOWING SERVICE PANEL HMU MAINTENANCE PANEL
Figure 3: RJ45 Jack Locations

ONBOARD MAINTENANCE SYSTEM INTERFACE

The onboard maintenance system (OMS) interfaces with, and collects
maintenance data from line replaceable units (LRUs) and line
replaceable modules (LRMs) that provide an output with health, failure,
or configuration information data.
The OMS interfaces with the data concentrator unit module cabinets
(DMCs) to receive system status, faults, and diagnostic data. The DMCs
receive ARINC 429, discrete, or analog signals from the LRUs, and
convert them in the avionics full duplex switched Ethernet (AFDX)
format. Converted data is sent to the digital switching modules (DSMs)
located in both IPCs. The data is forwarded by the DSMs to the OMS
application and then processed to be viewed on the display units (DUs).
The OMS report downloads and software uploads are provided via the
information management system (IMS) or a remote connection using the
RJ45 connectors.

CS130-21.02-06.00-121418 CS130_45_L3_OMS_DetailedDescription.fm
DU 2 DU 3 DU 5
IPC 1 IPC 2
DSM OMS DSM
MAINTENANCE
PORT (6X)
OMS / HMU
DMC 1 DMC 2
Aircraft LEGEND
Systems
DSM Digital Switching Module
DU Display Unit
IPC Integrated Processing Cabinet
USB OMS Onboard Maintenance System
Aircraft RJ45 AFDX A
Network AFDX B
CS1_CS3_4500_025
Switch ARINC 429
Ethernet
Discrete
Analog
Figure 4: Onboard Maintenance System Interface

ONBOARD MAINTENANCE SYSTEM APPLICATIONS Aircraft Condition Monitoring Application

The onboard maintenance system applications (OMSAs) assists in The aircraft condition monitoring (ACM) application monitors parameters
detecting and troubleshooting aircraft problems by collecting data from from various aircraft LRUs and evaluates predefined trigger conditions in
specific components of the avionics and aircraft systems. A component order to capture trend and exceedance data, life cycle counters, and
is typically a line replaceable unit (LRU) or a line replaceable module user-defined event data. The ACM also generates reports of stored
(LRM) that provides a digital output with health, failure, or configuration information for download.
information data to the OMS.
Database Manager Application
Fault or status information gathered from these components is
selectable for display in a multifunction window (MFW). The database manager (DBM) application provides a central location to
manage and display information on the installed periodic databases in
Along with the ability to provide avionics maintenance diagnostics, the
an avionics system. The DBM receives database status information from
OMSA can also perform interactive tests and rigging procedures.
subsystems, including the flight management system (FMS) and
Other OMSA functions include storing and displaying of engine integrated flight information system (IFIS).
maintenance information, real-time aircraft system parameter
information, and database effectivity. Diagnostic and Reporting Application
The OMSA also provides the ability to download stored data files to an The diagnostic and reporting application (DRA) takes input from aircraft
external data load device (USB). LRUs and uses the data in logic-based equations to generate avionics
This functionality is accomplished by using many individual applications: faults, if present. The DRA also monitors real-time avionics parameters
and generates reports of the stored information for download.
• Aircraft condition monitoring (ACM) application
• Database manager (DBM) application Display Manager Application
• Diagnostic and reporting application (DRA) The display manager application (DMA) coordinates the exchange of
information between applications and the flight deck displays.
• Display manager application (DMA)
• OMS interactive maintenance application (OMS IMA) OMS Interactive Maintenance Application
• Remote maintenance access (RMA) application The OMS interactive maintenance application (IMA) interfaces between
the OMS and the LRUs to provide interactive, or automatic maintenance
• Report server application (RSA) information and menus.
• Web server application (WSA) The OMSA provides the fault logic equations used for trend monitoring
and life cycle data, test and rigging files, and configuration data.

ONBOARD MAINTENANCE SYSTEM APPLICATIONS
Aircraft Condition Monitoring
Database Manager
Diagnostic and Reporting
Display Manager
OMS Interactive Maintenance
Remote Maintenance Access
Report Server
Web Server
CS1_CS3_4500_077
Figure 5: Onboard Maintenance System Applications

Remote Maintenance Access Application

The remote maintenance access (RMA) application provides an external
interface to the OMS to view maintenance and diagnostic information
remotely, using a standard laptop. It allows maintenance personnel to
access maintenance functionality similar to what is displayed on the
multifunction window (MFW).
The RMA flash application is stored on the CCM and can be downloaded
by any laptop with a web browser and a flash player software installed.
Report Server Application

The report server application (RSA) is responsible of relaying reports
and other downlink requests for transmission to a ground station.
The RSA is also capable of receiving requests from the ground station
and relaying those requests to the other maintenance applications.
Web Server Application

The web server application (WSA) is responsible for the interface
between the maintenance applications and remotely connected
computers.
The WSA allows reports to be downloaded to external computers, and
allows the remote maintenance application to communicate with the
ACM application.

ONBOARD MAINTENANCE SYSTEM APPLICATIONS
Aircraft Condition Monitoring
Database Manager
Diagnostic and Reporting
Display Manager
OMS Interactive Maintenance
Remote Maintenance Access
Report Server
Web Server
CS1_CS3_4500_078
Figure 6: Onboard Maintenance System Remote Access Applications


messages for the onboard maintenance system.

CS130-21.02-06.00-121418 CS130_45_L2_OMS_MonitoringTests.fm
CAS MESSAGES
MESSAGE LOGIC
AVIONIC FAULT Loss of redundant or noncritical function for
the avionic system (refer to INFO messages).
MESSAGE LOGIC
A/C MAINTENANCE SW AIRCRAFT switch in UPLOAD or MAINT
position.
MESSAGE LOGIC
31 AVIONIC FAULT - OMS Diagnostic and reporting application (DRA)
INOP and aircraft condition monitoring (ACM) are
both invalid. EICAS cross-talk is valid and
the IPC has not failed and has power.

CS130-21.02-06.00-121418 CS130_45_L2_OMS_MonitoringTests.fm
OPERATION
AIRCRAFT DISPATCH
CAS and INFO messages identify which failure condition is present so
that no troubleshooting is required for dispatch purposes.
CAS messages (warning, caution, and advisory) are there to provide
crew awareness and are not necessarily useful in determining the exact
cause of the problem.
The purpose of INFO messages, types of CAS non-alerting messages,
is to provide complementary information to CAS alerting messages
(mainly caution and advisory) on the cause of a failure, especially when
there are multiple causes with different dispatch conditions. The INFO
messages relate to specific minimum equipment list items. This reduces
the time required to make a decision to dispatch an aircraft with a faulty
condition. Information on CAS and INFO messages can be found in
Section 2 of the minimum equipment list (MEL).
The OMS is not required to dispatch the aircraft. The OMS functions as a
troubleshooting aid by providing information about faults and links to
Aircraft Maintenance Publication (AMP) documents. The OMS provides
access to troubleshooting information, real-time data, and test functions.
The OMS is not involved in returning the aircraft to service, unless a
component is replaced that requires an initiated built-in test (IBIT) to be
run as per the Aircraft Maintenance Publication (AMP).

CS130-21.02-06.00-121418 CS130_45_L2_OMS_Operation.fm
STATUS AIR
IR DOOR
OR ELECC FLT CTR
CTRLL
FUEL
FUE
EL HYD
YD AVIONIC
VIONIC INFO CB
44 CABIN COM FAULT - CABIN CTRL INOP
34 AVIONIC FAULT - XPDR 1 INOP 1/4
34 ADS FAULT - ADS 1-3 L AOA VANE HEATER INOP
34 ADS FAULT - ADS 2-4 R AOA VANE INOP
22 AUTO FLIGHT FAULT - AT 2 INOP
34 ADS FAULT - ADS 2-4 R AOA VANE HEATER INOP
34 ADS FAULT - ADS 1-3 L AOA VANE INOP
27 FLAP FAULT - OUTBD BRAKE INOP
PREVIOUSLY ACKNOWLEDGED
CS1_CS3_4500_059
Figure 7: Aircraft Dispatch

ACCESSING THE ONBOARD MAINTENANCE SYSTEM

The OMS can be displayed on any multifunction window (MFW) on
display units 2, 3, and 5. Accessing the OMS requires the use of the
cursor control panel (CCP). Refer to ATA 31, Indicating/Recording, for
additional information.
The aircraft must be on the ground in a weight-on-wheels (WOW)
condition.
The OMS can be accessed as follows:
• On the HMU maintenance panel, set the AIRCRAFT rotary switch to
MAINT
• To display the menu bar, move the cursor into the desired MFW then
momentarily press the MENU pushbutton on the CCP to get the top
level menu bar
• Select DATA from the menu bar to get the second level menu
• Select MAINTENANCE to access the maintenance main menu

CHART
MAP VIDEO
DSPL SEL
NORM OFF UPR FMS DOC
MAINT UPLOAD A B
NORM DSK
K LWR
CNS DBASE
DC ESS BUS 3 MENU
CHKL HI LOAD MON
SYN A/C HEALTH

DATA MAINTENANCE
LICENSE MGMT
INFO MGMT
CURSOR CONTROL PANEL
CS1_CS3_4500_052
Figure 8: Accessing the Onboard Maintenance System

OMS MAINTENANCE MAIN MENU STRUCTURE

The Maintenance Main Menu of the OMS provides the following groups
of functions:
• Diagnostics for fault detection and isolation, and includes a variety of
menus as follows:
- Post flight summary
- Flight deck effects
- Fault messages
- Service messages
- System parameters
- Perform LRU/system operations
• Aircraft Condition Monitoring which includes a variety of menus as
follows:
- System exceedances
- System trends
- Aircraft life cycle data
• Configuration and Reporting which includes the following menus:
- System configuration data
- Maintenance reports
• Utility Functions
- Utility functions provide the ability to modify the maintenance data
stored within the OMS. The page is protected by a password to
prevent unintentional modification of stored data
Some of the menus have submenus that provide additional information
or capabilities.

OMS
Main Menu
View Post Flight Summary Post Flight Summary
View Flight Deck Effects Flight Deck Effects Summary
View Fault Messages Fault Message Summary
View Service Messages Service Message Summary
View System Exceedances System Exceedances Summary
View System Trends System Trend Summary
View Aircraft Life Cycle Data

LRU/System Configuration
View System Parameters Data
Perform LRU/System Operations Rigging
Test
View System Configuration Data NVM Download
Write Maintenance Reports Faults

Flight Deck Effects
All Reports
Utility Functions Change Aircraft Tail Number

Change Aircraft Life Cycle Data
Change Automatically Initiated Reports
Change Aircraft SELCAL Code
Change Maintenance Flight Leg
Change Report Configuration
CS1_CS3_4500_074
Delete Stored Maintenance Data
Delete Maintenance Files
View Loaded Maintenance Files
Figure 9: OMS Maintenance Main Menu Structure

MAINTENANCE MAIN MENU

The Maintenance Main Menu is the primary point of entry to the OMS. NOTE
From the Maintenance Main Menu, the following items are available for The following functions are inactive on the C Series aircraft:
selection:
- View System Exceedences
• View Post Flight Summary
- View System Trends
• View Flight Deck Effects (XXX Active)
- View Aircraft Life Cycle Data
• View Fault Messages (XXX Active)
- View System Parameters
• View Service Messages (XXX Active)
• View System Exceedances (YYY Stored)
• View System Trends
• View Aircraft Life Cycle Data
• View System Parameters
• Perform LRU/System Operations
• View System Configuration Data
• Write Maintenance Reports
• Utility Functions
For some menu items, the XXX and YYY in the selection field refer to the
number of messages or exceedances stored for that selection.
Menu items are selected using the cursor control panel (CCP).
After a selection has been made, the Maintenance Main Menu can be
accessed by selecting MAINT MENU at the top of each menu item page.
A drop-down menu appears allowing a new selection to be made.

MAINT MENU
Maintenance Main Menu Flight Deck Effects
View All FDEs

Sort By Category
View Flight Deck Effects ( 54 Active) íí îî Caution 001 /006
View Fault Messages ( 157 Active) Caution: NOSE STEER FAIL 01JUL2015 14:31
# of Faults: 0
View Service Messages ( 7 Active)
Caution: FLT CNTL DIRECT ADS 01JUL2015 12:45
# of Faults: 0
View System Exceedances ( 0 Stored)
Caution: EFIS COMPARATOR FAIL 01JUL2015 12:45
View System Trends # of Faults: 1
View Aircraft Life Cycle Data Caution: TCAS FAIL 01JUL2015 12:45
# of Faults: 0
View System Parameters
Caution: ADS 4 PROBE HEAT FAIL 01JUL2015 11:56
Perform LRU/System Operations # of Faults: 1
View System Configuration Data Caution: ADS 3 PROBE HEAT FAIL 01JUL2015 11:56
# of Faults: 1
Caution: ADS ISI PROBE HEAT 01JUL2015 11:56
# of Faults: 2
Utility Functions Caution: ADS 2 PROBE HEAT FAIL 01JUL2015 11:52

# of Faults: 1
Caution: ADS 1 PROBE HEAT FAIL 01JUL2015 11:52

# of Faults: 1
CS1_CS3_4500_032
Caution: EMER LTS OFF 01JAN2015 00:02
# of Faults: 0
Figure 10: Using the Maintenance Main Menu

FAULT MESSAGE SCENARIO
MID AVIONIC VENTS TEMPERATURE SENSOR (MT682) OUT OF

RANGE
Fault messages should be reviewed at every arrival. During a review of
the fault messages, the MID AVIONIC VENTS TEMPERATURE
SENSOR (MT682) OUT OF RANGE message is selected.
On the Fault Message Summary page, a list of possible causes is
displayed. The list of possible causes shows that the most probable
cause is the sensor, followed by the wiring, and then the integrated air
system controllers (IASCs).
NOTE
To return to the top level page of the currently selected menu item,
select the RETURN TO “___” soft key at the top of the page.
HELP Tab
The HELP tab provides the reason for the fault to appear and gives the
fault code and fault isolation manual (FIM) reference.
It also advises to confirm that the fault still exists. There are further
suggestions to do a visual inspection of the sensor and its electrical
connection as per the Aircraft Maintenance Publication (AMP) 21-61-17.

MAINT MENU RETURN TO

MAINT MENU
FAULT MSGS
Fault Messages
Fault Message Summary
View Active Messages MID AVIONIC VENTS TEMPERATURE ATA: 21-24-04
SENSOR (MT682) OUT OF RANGE / 19APR2015 20:29
Sort By ATA REPORTED BY IASC1 AND IASC2
Status: Active
íí îî 21-23-00 001 /009
EXTRACTION FAN 2 (V20) CAN BUS ATA: 21-23-00 Possible Causes
COMMUNICATION FAULT / REPORTED BY 19APR2015 20:41
IASC2 CH A 1. LRU: Mid Avionics Bay Vent Temp Snsr LRU-ID: MT682
2. Wiring
EXTRACTION FAN 1 (V19) CAN BUS ATA: 21-23-00
COMMUNICATION FAULT / REPORTED BY 19APR2015 20:30 3. LRU: Tntegrated Air Sys Controller 1A LRU-ID: A49
IASC1 CHA 4. LRU: Tntegrated Air Sys Controller 2A LRU-ID: A50
MID AVIONIC VENTS TEMPERATURE ATA: 21-24-04 MSG DATA LRU DATA FDE
SENSOR (MT682) OUT OF RANGE / 19APR2015 20:29 HELP
REPORTED BY IASC1 AND IASC2 Fault Code: 2161F0046 Technical Manuals
HF 1(A45) IS POWERED OFF, ATA: 23-12-00
DISCONNECTED OR FAILED 19APR2015 20:26 This fault occurs when the measured temperature at
Middle Avionics Bay Ventilation Temperature Sensor
is detected out of its operational range at least
SDU(A4) IS POWERED OFF, ATA: 21-13-01 -xx?C (-xx?F) to xxx?C (xxx?F) on both sensing
DISCONNECTED OR FAILED 19APR2015 20:54 elements of the sensor.
Powerup IASC1A C/B EPC1CBP or IASC2A C/B EPC2CBP to
CVR (A509) INTERNAL FAULT ATA: 23-71-00 confirm the fault iaw AMM XX-XX-XX (YYY).
19APR2015 20:52 If the fault is confirmed,
Check Connectors MT682P1 on sensor side,
CVR (A509) INTERNAL FAULT / DLR ATA: 23-71-00 for Condition, Security and any contamination or
FAILURE 19APR2015 20:41 damage. Clean iaw AMM XX-XX-XX (YYY).
Refer to FIM XX-XX-XXX

CVR (A509) INTERNAL FAULT / CVR ATA: 23-71-00
RECORDING DISABLED 19APR2015 20:30
RIU 2(A38) OUTPUT BUS RB-RIU-8 IS ATA: 23-81-01

DISCONNECTED OR FAILED 19APR2015 20:29
CS1_CS3_4500_038
Figure 11: Fault Message Scenario

MSG DATA Tab

The MSG DATA tab lists the line replaceable units (LRUs) reporting the
fault information. In the example, IASC 1A, Label 363 shows
ZONE_TS_CH_FAIL bit 17 reporting a 1. A 1 indicates a failure.
LRU DATA Tab

Looking further, the LRU DATA tab shows the sensor reporting the same
condition.

RETURN TO RETURN TO
MAINT MENU MAINT MENU
FAULT MSGS FAULT MSGS
Fault Message Summary Fault Message Summary

MID AVIONIC VENTS TEMPERATURE 21-24-04 MID AVIONIC VENTS TEMPERATURE ATA: 21-24-04
SENSOR (MT682) OUT OF RANGE / 25AUG2015 20:29 SENSOR (MT682) OUT OF RANGE / 25AUG2015 20:29
REPORTED BY IASC1 REPORTED BY IASC1
Status: Active
Possible Causes Possible Causes

1. LRU: Mid Avionics Bay Vent Temp Snsr LRU-ID: MT682 1. LRU: Mid Avionics Bay Vent Temp Snsr LRU-ID: MT682
2. Wiring 2. Wiring
3. LRU: Integrated Air Sys Controller 1A LRU-ID: A49 3. LRU: Integrated Air Sys Controller 1A LRU-ID: A49
4. LRU: Integrated Air Sys Controller 2A LRU-ID: A50 4. LRU: Integrated Air Sys Controller 2A LRU-ID: A50
HELP MSG DATA LRU DATA FDE HELP MSG DATA LRU DATA FDE
Refresh + All - All Refresh + All - All
- LRU: CDC2 LRM04 (Micro / Comms) 1A + Label: 361 IASC_Diagnostic_Word2 Bits
- Label: 363 ACES_Diagnostic_Word Bits - Label: 363 ACES_Diagnostic_Word Bits
ZONE_TS_CH_FAIL 1 17 EFAN_INT_FAILED 0 12
+ LRU: Integrated Air Sys Controller 2A AEV_Failed_Open 0 13
+ LRU: Integrated Air Sys Controller 2B AEV_Failed_Clsd 0 14
OPP_AEV_Failed_Open 0 15
OPP_AEV_Failed_Clsd 1 16
ZONE_TS_CH_FAIL 1 17
OPP_ZONE_TS_CH_FAIL 0 18
IASC_Transmission_To_FAN_FAIL 0 19
IASC_Reception_From_FAN_FAIL 0 20
GND_VALVE_FAIL_CLSD_INFO 0 21
GND_VALVE_FAIL_OPEN_INFO 0 22
BCKUPFAN_Fail_Info 0 23
CS1_CS3_4500_039
MID_IFAN_Fail_Info 0 24
FWD_IFAN_Fail_Info 0 25
+ Label: 370 Valves_position_feedback_1 Bits
Figure 12: Further Troubleshooting

Flight Deck Effect Relationship

Normally, all fault messages relate to a corresponding flight deck effect
(FDE). In this example, the fault message has no corresponding FDE.

RETURN TO
MAINT MENU
FAULT MSGS

MID AVIONIC VENTS TEMPERATURE ATA: 21-24-04
SENSOR (MT682) OUT OF RANGE / 07AUG2014 12:16
REPORTED BY IASC1 AND IASC2
Status: Active
Possible Causes
1. LRU: Mid Avionics Bay Vent Temp Snsr LRU-ID: MT682
2. Wiring
3. LRU: Integrated Air Sys Controller 1A LRU-ID: A49
4. LRU: Integrated Air Sys Controller 2A LRU-ID: A50
HELP MSG DATA LRU DATA FDE
No Data Available
CS1_CS3_4500_040
Figure 13: Flight Deck Effect Relationship

Viewing Data
By going to the LRU/System Operations page, the data can be
examined. In the DATA tab, the SENSOR STATUS is available.
Selecting SENSOR STATUS shows all of the sensors monitored by the
IASCs.
This tab is helpful in comparing the sensor outputs to each channel as
well as comparing the sensors against other similar sensors.

RETURN TO
FAULT MSGS
LRU/System Operations IASC1 CH A - Sensor Status

View All ATAs Write Maintenance Reports 002 / 002
Select ATA 21-00-00 AIR CONDITIONING IASC 1 (LEFT) IASC 2 (RIGHT)
CH A CH B CH A CH B UNITS
Select LRU/System Integrated Air Sys Controller 1A
PDPS 0.00 0.00 0.00 0.00 PSIG

CONFIG DATA RIGGING TEST NVM PTS 29.25 29.00 28.00 28.38 DEGC
CDTS 30.00 29.88 28.25 27.88 DEGC
PDTS 29.62 29.62 27.62 27.38 DEGC
Data Reader
CKPT DTS 29.62 29.75 DEGC
ALARMS STATUS CKPT VENTS 28.25 28.38 DEGC
IASC VALVES POSITION
AFT CAB DTS 31.62 31.50 DEGC
LOOP INFORMATION AFT CAB VENTS 29.00 28.38 DEGC
FWD CAB DTS 31.50 31.38 DEGC
SENSOR STATUS FWD CAB VENTS 29.12 29.25 DEGC
FWD CAR DTS 31.25 31.00 DEGC

FWD AV BAY TEMP 31.38 31.88 DEGC
AFT AV BAY TEMP 33.12 33.62 DEGC
MIXTS 30.88 30.75 28.88 29.00 DEGC
CS1_CS3_4500_041
Figure 14: Viewing Data

TEST Tab
Selecting the TEST tab brings up two test options. The VENTS sensor is
tested by selecting the IBIT AIR CONTROL SYSTEM.

LRU/System Operations IASC1 chA-IBIT IASC

View All ATAs
Select ATA 21-00-00 AIR CONDITIONING
IBIT BLEED AIR SYSTEM
Equipments tested: PRSOV, FAV, BTS, BMPS, HPV
CONFIG DATA TEST NVM
Data Reader IBIT AIR CONTROL SYSTEM

ALARMS STATUS Equipments tested: PRSOV, FAV, BTS, BMPS, HPV
TAV, DTS, VENTS, TCV, PACKS SENSORS, RARV
LOOP INFORMATION
SENSOR STATUS
MAINT MENU
LRU/System Operations
View All ATAs
CS1_CS3_4500_043
PRESS "CANCEL" BUTTON TO GO TO OMS MENU
IBIT IASC
Write Maintenance Reports Cancel
Figure 15: Selecting the TEST Tab

Test Preconditions
Prior to beginning any test function, the OMS preconditions page
identifies the cautions and warnings associated with the performance of
the test.
The preconditions are the conditions required in order for a successful
test to be accomplished. If any of the conditions are not met when the
test is started, a warning is displayed that not all of the preconditions
have been met.
Any inhibit or interlock conditions are also identified.

IASC1 chA-IBIT ECS IASC1 chA-IBIT ECS
IBIT ECS TEST

1/4 2/4
EQUIPMENT TESTED: FCV, TASOV, TAPRV, * NOTE *

TAV, DTS, VENTS, TCV, PACKS SENSORS, RARV TEST DURATION: 60 TO 120 SECONDS
PRECONDITIONS
1- MAKE SURE WEIGHT ON WHEEL

2- MAKE SURE L BLEED SW IS SELECTED OFF 1- PRESS "START" BUTTON TO INITIATE THE TEST
3- MAKE SURE R BLEED SW IS SELECTED OFF
4- MAKE SURE ALL ENGINE ARE OFF
5- MAKE SURE APU BLEED SW IS SELECTED OFF
START TEST
TEST INHIBIT/INTERLOCK CONDITIONS
WEIGHT ON WHEEL
LEFT BLEED SWITCH YYY
RIGHT BLEED SWITCH YYY
ENGINE STATUS YYY
APU BLEED SWITCH YYY
OR PRESS "EXIT" BUTTON TO GO TO CLOSE OUT PAGE
* INVALID OPERATION *
CHECK PRECONDITIONS BEFORE PRESSING "CONTINUE"
" " EXIT TEST
PRESS "CONTINUE" BUTTON TO GO TO NEXT PAGE
CS1_CS3_4500_056
PRESS "CANCEL" BUTTON TO GO TO MAIN MENU
Continue Write Maintenance Reports Cancel Continue Write Maintenance Reports Cancel
Figure 16: Running the Test

Test Results
The TEST page displays the TEST DURATION and a TEST
PROGRESS bar. The test can be manually aborted by selecting STOP
TEST.
If an incorrect configuration occurs during a test, an INVALID
OPERATION message appears.
The test result TEST OK or TEST FAILED displays at the end of the test.

IASC1 chA-IBIT ECS IASC1 chA-IBIT ECS
TEST TEST RESULTS

2/4 3/4
* NOTE *
TEST DURATION: 60 TO 120 SECONDS
TEST OK
TEST PROGRESS
STOP TEST
PRESS "STOP" BUTTON ANYTIME TO GO TO CLOSE OUT PAGE
PRESS "CONTINUE" BUTTON TO GO TO CLOSE OUT PAGE

PRESS "CONTINUE" BUTTON WHEN THE TEST IS COMPLETED
Continue Write Maintenance Reports Cancel Continue Write Maintenance Reports Cancel
TEST PROGRESS TEST FAILED
CS1_CS3_4500_057
* INVALID OPERATION * REFER TO OMS ACTIVE FAULT REPORT
WAIT FOR TEST COMPLETED BEFORE PRESSING "CONTINUE"
" "
Figure 17: Test Results

Test Close Out

The CLOSE OUT page identifies the activities to be performed at the
conclusion of the test.
If the test procedure is self-terminated, a NOTE is displayed on the
CLOSE OUT page. The test can be run again, after verifying all of the
preconditions are observed, in order to perform a successful test.
Selecting the CANCEL soft key displays the MAIN MENU for the
selected LRU on the LRU/System Operations page.
After a successful test, and the aircraft is restored to normal, the
necessary paperwork and logbook entries can be made.

MAINT MENU
IASC1 chA-IBIT ECS
CLOSE OUT CLOSE OUT

4/4 4/4
* NOTE *
PROCEDURE ABORTED DUE TO THE INHIBITS CONDITION
1- REMOVE THE ELECTRICAL POWER FROM THE AIRCRAFT
MAINT MENU
View All ATAs
Data Reader
ALARMS STATUS
CS1_CS3_4500_058
PRESS "CANCEL" BUTTON TO GO TO MAIN MENU IASC VALVES POSITION
LOOP INFORMATION
Continue Write Maintenance Reports Cancel SENSOR STATUS
Figure 18: CLOSE OUT Page

SERVICE MESSAGE SCENARIO
Service Message Handling

Service messages are not related to flight deck effects, although they
may appear in conjunction with a flight deck effect (FDE). Service
messages should be checked during every A Check, although airline
policies may increase the frequency of checking the messages. The
service message trigger point is normally set high enough that the
aircraft could still be dispatched if it were not possible to carry out the
servicing task.
In the example shown, the CREW OXY LO PRESS caution message is
displayed on the engine indication and crew alerting system (EICAS)
along with the CREW OXY bottle pressure showing 990 psi. The
message is displayed if low-pressure in the supply distribution line is
detected, or when the crew oxygen bottle pressure is below 1000 psi.
The CREW OXYGEN SYSTEM SERVICING REQUIRED service
message is generated when the crew oxygen bottle pressure drops
below 1500 psi. This may still be above the minimum dispatch
requirements for airline operation.

TO NOSE STEER FAIL MMAINT

MA
AINT MENU
AI
AINT MMEN
ENU
R
RETURN TOO
CREW OXY LO PRESS SSERVICE MMSSGGSS
SGS
MSGS
90.9 90.9
EXT PWR IN USE Service Messages
es
0.0 0.0 PARK BRAKE ON VView
N1 Sortt By
Sor B ATA
14 14 FTIS ICU (A472) REPOR

REPORTS
RTS THE SYSTEM
E ATA
AT
ATA:
TA: 21-00-00
21-00-0
00-000
EGT
RIPS (A705) NEEDS REPLACEMENT SOONN
0.0 N2 0.0
0 FF (KPH) 0 GEAR
HYD SYS 3 RESERVOIR (A629)) QTY
Q
OVERFILL / REPORTED BY DMCC
14 OIL TEMP 14
DN DN DN
0 OIL PRESS 0 PACK FLOW SWITCH (S312) FAULT
AAULT
ULT IN
RIGHT INBD OVERHEAD MODULEE /
SLAT / FLAP 0 REPORTED
REPOR ICCP-RDCS
RTED BY ICCP
ICCP RDCSS
TOTAL FUEL (KG) 4130 CREW OXYGEN SYSTEM SERVICING ATA:35-10-00
REQUIRED / REPORTED BY DMC 01JAN2000 00:04
2070 0 2070 SPOILER OUT
ó3 0.0 CREW OXY 1050 NU
LDG ELEV 380
STAB
TEMP 7.1
(°C) 14 14 14
ND
NL RUDDER NR
INFO
CS1_CS3_4500_036
Figure 19: Service Message Handling

Service Message Tabs

The HELP tab provides a description of why the message was
generated and the tasks necessary to restore the system to normal.
The servicing can be completed using the Aircraft Maintenance
Publication (AMP) references:
• Crew Oxygen System - Fill with Oxygen 12-10-35
• Crew Oxygen Cylinder - Remove and Install Procedure 35-11-04
The service message is not a latched message. The message clears
when the servicing is complete.
If further troubleshooting is required for the service message, fault code
and fault isolation manual references are provided.
The MSG DATA tab displays the unit reporting the service message
along with the specific data monitored to generate the message. The
LRU DATA tab displays the data monitored in the LRU that generates
the service message. In this case no LRU data is monitored.

Service Message Summary

RETURN TO CREW OXYGEN SYSTEM SERVICING ATA: 35-10-00
MAINT MENU REQUIRED / REPORTED BY DMC 01JAN2000 00:04
SERVICE MSGS
Service Message Summary Occurrences: Active

CREW OXYGEN SYSTEM SERVICING ATA: 35-10-00
REQUIRED / REPORTED BY DMC 01JAN2000 00:04 Possible Causes
Occurrences: Active 1. LRU: Crew Oxygen Cylinder

2. LRU: Crew Oxygen Low Press Switch LRU-ID: S36
3. Wiring
Possible Causes
1. LRU: Crew Oxygen Cylinder
2. LRU: Crew Oxygen Low Press Switch LRU-ID: S36 HELP MSG DATA LRU DATA
3. Wiring
Refresh + All - All
MSG DATA LRU DATA - LRU: DMC 2 - RA-DCM (SLOT 5,6,7)

HELP
- Label: 203 Oxy_Btl_Pressure_Output Bits
Fault Code: 3511S0002 Technical Manuals
Oxy_Btl_Pressure_Output 1315 11-29
The DMCs have detected that the Crew Oxygen - LRU: DMC 2 - RB-DCM (SLOT 8,9,10)
Cylinder compensated pressure has dropped to below - Label: 203 Oxy_Btl_Pressure_Output Bits
1500 psi.
Oxy_Btl_Pressure_Output 1315 11-29
The pressure is still above minimum operational
requirements. Low pressure Fault Message is
triggered at 1000 psi. Service Message Summary
CREW OXYGEN SYSTEM SERVICING ATA: 35-10-00
Refill / Replace the Crew Oxygen Cylinder iaw AMM REQUIRED / REPORTED BY DMC 01JAN2000 00:04
task XX-XX-XX (XXX).
Occurrences: Active
Refer to FIM XX-XX-XXX.
Possible Causes
1. LRU: Crew Oxygen Cylinder
2. LRU: Crew Oxygen Low Press Switch LRU-ID: S36
3. Wiring
CS1_CS3_4500_037
HELP MSG DATA LRU DATA
Refresh + All - All
Figure 20: Service Message Tasks

ADVISORY MESSAGE SCENARIO
AVIONIC FAULT Message

An cyan advisory message is generated for crew awareness. A number
of advisory messages are collectors for several INFO messages. The
AVIONIC FAULT message is a generic message. The specific
information related to the actual fault can be found in the info message
on the INFO synoptic page.

TO NOSE STEER FAIL STATUS

TUS AIR
IR DOOR
OR ELECC FLT CTR
CTRLL
AVIONIC FAULT
90.9 90.9
EXT PWR IN USE FUEL
FUE
EL HYD
YD AVIONIC INFO CB
0.0 0.0 PARK BRAKE ON
N1 44 CABIN COM FAULT - CABIN CTRL INOP
34 AVIONIC FAULT - XPDR 1 INOP
34 ADS FAULT - ADS 1-3 L AOA VANE HEATER INOP
14 14 34 ADS FAULT - ADS 2-4 R AOA VANE INOP
22 AUTO FLIGHT FAULT - AT 2 INOP
EGT 34 ADS FAULT - ADS 2-4 R AOA VANE HEATER INOP
34 ADS FAULT - ADS 1-3 L AOA VANE INOP
27 FLAP FAULT - OUTBD BRAKE INOP
0.0 N2 0.0 PREVIOUSLY ACKNOWLEDGED
0 FF (KPH) 0 GEAR
14 OIL TEMP 14
DN DN DN
0 OIL PRESS 0
SLAT / FLAP 0
TOTAL FUEL (KG) 4130
2070 0 2070 SPOILER OUT
ó3 0.0 CREW OXY 1050 NU
LDG ELEV 380
STAB
TEMP 7.1
(°C) 14 14 14
ND
NL RUDDER NR
INFO
CS1_CS3_4500_045
ACKNOWLEDGE
ACKNOWLEDG E
Figure 21: Advisory and INFO Messages

AVIONICS FAULT- Flight Deck Effects Page

The advisory and info messages appear in the Flight Deck Effects
summary page.

RETURN TO
RE RETURN
MAINT MENUU MAINT MENU
FAULT MSGS
FA S TO FDES
Flight
light Deck Effects Flight Deck Effect Summary
View Active
Acti INFO : 34 AVIONIC FAULT 01JAN2000 00:02
Sort By Ca XPDR 1 INOP # of Faults: 0
Category
tego
eggoryy
Status: Active
Advisory 003 / 006
003
Advisory: AUTOFLIGHT FAULT 01JAN2000 00:02
# of Faults: 0
FDE Description
Advisory: AVIONICS FAULT 01JAN2000 00:02
# of Faults: 3 Fault Code: 344N02 Technical Manuals
XPDR 1 is reporting that it is failed.

Advisory: L LVTO NOT AVAIL 01JAN2000 00:02
# of Faults: 0
Advisory: R LVTO NOT AVAIL 01JAN2000 00:02

# of Faults: 0
Advisory: FLAP FAULT 01JAN2000 00:02 FAULT MSGS FDE DATA

# of Faults: 2
Advisory: DOOR SLIDE DISARMED 01JAN2000 00:02

# of Faults: 0
Advisory: DOOR OPEN 01JAN2000 00:02

# of Faults: 0
INFO: 44 CABIN COM FAULT - CABIN C 01JAN2000 00:02 No Data Available

TRL # of Faults: 1
INOP
INFO: 34 AVIONIC FAULT - XPDR 1 IN 01JAN2000 00:03
OP # of Faults: 0
CS1_CS3_4500_111
INFO: 52 WING SLIDE - L OWEE SLIDE 01JAN2000 00:02
INOP # of Faults: 0
Figure 22: AVIONICS FAULT – Flight Deck Effects

Minimum Equipment List - Dispatch

If the fault cannot be rectified prior to dispatch, the minimum equipment
list (MEL) can be consulted to see if dispatch is possible. The MEL
Section 2 has the related INFO message listed next to the MEL item.
This ensures that the correct MEL item is applied for aircraft dispatch.

CS1_CS3_4500_087
Figure 23: Minimum Equipment List – Dispatch

DATA BUS READER SCENARIO
APU Run - 400 Hz Command Function Test

Certain Aircraft Maintenance Publication (AMP) tasks require the use of
the OMS data reader function. In AMP task 49-10-00, the APU 400 Hz
run command function is tested. In this task, the APU is started and
allowed to stabilize. On the ground, the APU runs at a variable speed,
therefore the APU generator frequency is variable. The APU frequency
is monitored on the ELECTRICAL synoptic page.
When an electrical appliance, such as a vacuum cleaner, is plugged into
any of the galley electrical outlets, the APU generator frequency should
become fixed at 400 Hz.

Procedure
1 400Hz command APU test
1.1 Make sure the following conditions are met:
1.1.1 A/C power is set to ON. BD500-A-J24-70-00-00AAA-34DB-A BATT 1 BATT 2
1.1.2 APU is running and stabilized. 30 °C DC EMER 30 °C
1.1.3 On the ELECTRICAL Panel, APU GEN PBA pushed in. Fig. 1 28 V 28 V
1.2 On Overhead Module AIR and ELECTRICAL Panel; verify that the panel
0A 0A
is configured as follows: Fig. 2
Control Setting
DC ESS 1 DC ESS 2
L BLEED PBA in ( OFF light on)
DC ESS 3
L PACK PBA in ( OFF light on)
X BLEED KNOB AUTO

DC BUS 1 DC BUS 2
APU BLEED PBA in ( OFF light on)
R PACK PBA in ( OFF light on) DC TRU 1 TRU 3 TRU 2

R BLEED PBA in ( OFF light on) 28 V 28 V 28 V
APU GEN PBA out AC 0A 0A 10 A
1.3 After 2 minutes, on STATUS synoptic page, RPM is 99+/-1 % speed.
Fig. 3
1.4 On AFD 2, EICAS primary page, the following CAS messages is shown:
CAS Message Category - Inhibited during
APU ON Status (White)
1.5 In Cabin area, in galley 1 or 4, plug in any electrical fixture into

maintenance outlet.
1.5.1 Electrical fixture is operational.
1.6 Get access to the OMS LRU/System Operations page - Data page, then 0 KVA 0 KVA
select ATA 49 APU. Refer to BD500-A-J45-45-00-04AAA-34DB-A 0V 73 KVA 0V
Note 115 V
Use the Cursor Control Panel (CCP) trackball and its select buttons to
control the MFW. L 400 HZ R
GEN GEN
1.7 From the APU ECU Data page, select the Label 273.
APU
1.7.1 On the APU ECU Data Reader page, make sure that the
GEN APU
CS1_CS3_4500_062
following bits are set as follow:
- Label 273, Bit 13 (APU_400HZ_CMD_SWITCH_ON) is set

to 1.
1.8 On the ELECTRICAL synoptic page, verify that the APU GEN frequency is
402.5Hz ±2.5 Hz.
Figure 24: Data Bus Reader Scenario

APU ECU - Data Reader Page

The APU ECU - Data Reader page is selected by going to the LRU/
System Operations page and selecting the DATA tab.
To access the Data Reader page:
• Select the Data Reader from the DATA tab
• Use the trackball and cursor, or the cursor control panel double stack
knob, to scroll down to Label 273
• Click on the + symbol to expand the label
• BIT 13 (APU_400Hz_CMD_SWITCH_ON) should be 1 as per the
AMP
• On the ELECTRICAL synoptic page, the frequency reads
402 + 2.5 Hz

MAINT MENU
RETURN TO
MAINT MENU
LRU/System Operations LRU/SYS OPS
View Riggable LRUs APU ECU - Data Reader
Select ATA 21-00-00 AIR CONDITIONING Refresh Write Maintenance Reports + All - All
Select LRU/System APU
PrevECU - LRU: APU ECU
+ Label: 50 APU_Serial_Number Bits
31-00-00 INDICATING & RECORDING
CONFIG DATA RIGGING TEST NVM + Label: 51 APU_ECU_Serial_Number Bits
32-00-00 LANDING GEAR + Label: 110 APU_Inlet_Temperature_T2 Bits
Data Reader 34-00-00 NAVIGATION + Label: 112 APU_Inlet_Pressure_P2 Bits

+ Label: 123 APU_Corrected_Flow Bits
ALARMS STATUS 38-00-00 WATER/WASTE
+ Label: 130 APU_IGV_Position Bits
44-00-00 CABIN CONTROLLER + Label: 131 APU_SCV_Position Bits
LOOP INFORMATION + Label: 132 APU_Time Bits
46-00-00 INFORMATION SYSTEMS
SENSOR STATUS + Label: 133 APU_Cycles Bits
47-00-00 FUEL TANK INERTING + Label: 165 APU_Delta_Pressure_DP Bits
49-00-00 APU-GENERAL + Label: 166 APU_Total_Pressure_PT Bits
+ Label: 175 APU_EGT_Temperature Bits
52-00-00 DOORS
+ Label: 176 APU_Rotor_Speed Bits
73-00-00 ENGINE FUEL & CONTROL + Label: 200 APU_IGV_Command Bits
+ Label: 201 APU_SCV_Command Bits
Next
+ Label: 222 APU_Fuel_Flow_Measured Bits
LRU/System Operations + Label: 243 APU_Fuel_Flow_Command Bits
View Riggable LRUs + Label: 244 APU_Fuel_Torque_Motor_Command Bits
+ Label: 246 APU_Generator_Load_KVA Bits
Select ATA 49-00-00 APU-GENERAL + Label: 270 APU_Status_Word_1 Bits
Select LRU/System APU ECU + Label: 271 APU_Status_Word_2 Bits
+ Label: 272 APU_Status_Word_3 Bits
CONFIG DATA RIGGING TEST NVM - Label: 273 APU_Status_Word_4 Bits
CS1_CS3_4500_053
APU_400HZ_CMD_SWITCH_ON 1 13
Data Reader
APU STATUS
Figure 25: APU ECU - Data Reader Page

PAGE SELECTION OPTIONS

The flight phases in the OMS are defined differently than those in the
Post Flight Summary
DMC (see ATA 31-40). The DMC indicates 10 flight phases, while the
Selecting View Post Flight Summary on the Maintenance Main Menu OMS specifies 12 phases. This allows the OMS to identify more
provides access to a list of flight legs. The flight legs can be sorted for precisely where the fault actually occurred:
display as follows:
• Maintenance
• Most Recent to Oldest
• Ground
• Flight #
• Engine start
• From
• Taxi out
• To
• Takeoff
Selecting a flight leg displays a Post Flight Summary Details Page and
• Climb
the information associated with that flight leg. The available menus are
as follows: • Cruise
• FDE • Approach
• FAULT • Go around
• SERVICE • Landing
• SRVCING • Rollout
When the FDE tab is displayed, a list of the FDEs that occurred during • Taxi in
the flight leg is displayed. The FDE includes all CAS and INFO
messages with the date and time of occurrence. The current status of
the FDE and the flight phase when the FDE originally occurred is also
displayed.
The OMS generates a Post Flight Summary (PFS) report for each flight
leg. The report is available on the aircraft, or can be sent automatically
through the aircraft health management unit AHMU to a ground station
by GSM or WiFi transmission, depending on the operator configuration
option settings.

MAINT MENU
Post Flight Summary

Maintenance Main Menu
Sort By Most Recent To Oldest
Leg Most From
Flight# RecentTo ToFDE
Oldest
Fault 001 /004
View Flight Deck Effects ( 54 Active)
0 F0067Flight#
YMX YMX 40 5 ½½½½½½½½½½½½½½½
View Fault Messages ( 157 Active) -1 F0067From YMX èèè 11 40 27JUL2015 22:22
View Service Messages ( 7 Active) -2 F0067To YMX èèè 12 40 27JUL2015 22:21
View System Exceedances ( 0 Stored) -3 F0067 YMX èèè 12 40 27JUL2015 21:45

-4 F0067 YMX èèè 14 40 27JUL2015 21:44
View System Trends
-5 F0067 YMX èèè 12 40 27JUL2015 21:01
RETURN TO
MAINT MENU
View System Parameters PFS
Perform LRU/System Operations Post Flight Summary Details

Aircraft Identification
View System Configuration Data Model: CS300 S/N: 5001 Registration: 55001
Write Maintenance Reports Flight Information

Flight Number: F0067 From: YMX To: èèè
Flight Leg: -1
Start: 27Jul2015 22:21 End: 27Jul2015 22:22
Utility Functions
FDE FAULT SERVICE SRVCING
01 /02
CAUTION: NOSE STEER FAIL UTC : 22:21:46
Status : Active
CS1_CS3_4500_118
F/Phase : GROUND
INFO : 22 AUTO FLIGHT FAULT UTC : 22:21:59

AT 1 INOP Status : Active
F/Phase : ENG STRT Flight Phase
Figure 26: Post Flight Summary – FDE Tab

Post Flight Summary - FDE

Selecting a specific FDE on the Post Flight Summary Page displays a
summary of information related to the FDE. The fault code and a plain
English explanation of the FDE are provided.
The following tabs are displayed on the Flight Deck Effect Summary
page:
• FAULT MSGS
• FDE DATA
Selecting the FAULT MSGS tab displays additional information on the
fault with possible causes if available.
Occurrence and Recurrence

When selecting a specific flight deck effect, fault, or service message in
a Post Flight Summary, information about the number of times the
problem occurred during a specific flight leg and the number of previous
recurrences of the fault in the last 20 flights is available.
The number of times a specific fault occurred during a given flight. A
value is greater than 1 means the fault was intermittent. The time stamp
is linked to the first time the problem occurred.
The recurrence specifies the number of times the fault occurred at least
once per flight in the last 20 flights.
NOTE
The list of possible causes is based on assumptions about
probability of occurrence and is not based on actual aircraft data.

RETURN TO
MAINT MENU
PFS
Post Flight Summary Details

Model: CS300 S/N: 5001 Registration: 55001
RETURN TO
MAINT MENU
PFS DETAILS
Flight Information
Flight Number: F0067 From: YMX To: èèè Flight Deck Effect Summary
Flight Leg: -1
Start: 27Jul2015 22:21 End: 27Jul2015 22:22 CAUTION: NOSE STEER FAIL 27JUL2015 22:21
# of Faults: 0 RETURN TO
FAULT SERVICE SRVCING Flight Leg: -1 MAINT MENU
FDE PFS DETAILS
Status: Active Flight Phase: GROUND Flight #:F0067
01 /02 Occurrences: 1 Last: 27JUL2015 22:21 Recurrences: 20 Flight Deck Effect Summary
CAUTION: NOSE STEER FAIL UTC : 22:21:46
Status : Active FDE Description CAUTION: NOSE STEER FAIL 27JUL2015 22:21
F/Phase : GROUND # of Faults: 0
Fault Code: 325C01
Flight Leg: -1
Technical Manuals
INFO : 22 AUTO FLIGHT FAULT UTC : 22:21:59 Status: Active Flight Phase: GROUND Flight #:F0067
AT 1 INOP Status : Active Nose wheel steering system failed, which is reported by Occurrences: 1 Last: 27JUL2015 22:21 Recurrences: 20
F/Phase : ENG STRT one of the LGSCUs, OR no communication is available
from both LGSCUs. Message is set after conditions FDE Description
INFO : 22 AUTO FLIGHT FAULT UTC : 22:21:59 confirmed for 400ms. Note: only the active LGSCU is
AT 2 INOP Status : Active reporting the status. Fault Code: 325C01 Technical Manuals
F/Phase : ENG STRT
Nose wheel steering system failed, which is reported by
STATUS : FD/AT ALTN UTC : 22:21:59 FAULT MSGS FDE DATA one of the LGSCUs, OR no communication is available
Status : Inactive from both LGSCUs. Message is set after conditions
F/Phase : ENG STRT confirmed for 400ms. Note: only the active LGSCU is
reporting the status.
INFO : 44 CABIN COM FAULT UTC : 22:22:01
CABIN CTRL INOP Status : Inactive
F/Phase : ENG STRT FAULT MSGS FDE DATA
STATUS : TRIM AIR OFF UTC : 22:22:02 + All - All
Status : Inactive - LRU: DMC 1 - LA-DCM (SLOT 5,6,7)
F/Phase : ENG STRT No Data Available - Label: 47 CAS Word 39 Bits
NOSE_STEER_FAIL 1 18
Write Maintenance Reports - LRU: DMC 1 - LB-DCM (SLOT 8,9,10)
- Label: 47 CAS Word 39 Bits
- LRU: DMC 2 - RA-DCM (SLOT 5,6,7)
CS1_CS3_4500_122
- LRU: DMC 2 - RB-DCM (SLOT 8,9,10)
Figure 27: Post Flight Summary – FDE

Post Flight Summary Details Page - FAULT Tab

The FAULT tab on the Post Flight Summary Details page provides a list
of fault messages that occurred during the flight leg.
The fault message includes the date and time of occurrence, as well as
the current status and the flight phase when the fault message originally
occurred.
The following tabs are available on the Fault Message Summary page:
• HELP
• MSG DATA
• LRU DATA
• FDE

RETURN TO RETURN TO RETURN TO RETURN TO

MAINT MENU MAINT MENU MAINT MENU MAINT MENU
PFS PFS PFS DETAILS PFS DETAILS
Post Flight Summary Details Post Flight Summary Details Fault Message Summary Fault Message Summary
Aircraft Identification Aircraft Identification FQC (A312) OR RDC (A309, A310, ATA: 28-40-00 FQC (A312) OR RDC (A309, A310, ATA: 28-40-00
Model: CS300 S/N: 5001 Registration: 55001 Model: CS300 S/N: 5001 Registration: 55001 A311) SOFTWARE LOAD FAILED / 27JUL2015 22:21 A311) SOFTWARE LOAD FAILED / 27JUL2015 22:21
REPORTED BY FQC Flight Leg: -1 REPORTED BY FQC Flight Leg: -1
Status: Active Flight Phase: GROUND Flight #:F0067 Status: Active Flight Phase: GROUND Flight #:F0067
Flight Information Flight Information
Occurrences: 1 Last: 27JUL2015 22:21 Recurrences: 20 Occurrences: 1 Last: 27JUL2015 22:21 Recurrences: 20
Flight Number: F0067 From: YMX To: èèè Flight Number: F0067 From: YMX To: èèè
Flight Leg: -1 Flight Leg: -1 Possible Causes Possible Causes
Start: 27Jul2015 22:21 End: 27Jul2015 22:22 Start: 27Jul2015 22:21 End: 27Jul2015 22:22 1. LRU: Fuel Quantity Computer LRU-ID: A312 1. LRU: Fuel Quantity Computer LRU-ID: A312
FDE FAULT SERVICE SRVCING FDE FAULT SERVICE SRVCING

01 /07 01 /07
FQC (A312) OR RDC (A309, A310 UTC : 22:21:45 FQC (A312) OR RDC (A309, A310, UTC : 22:21:45 HELP MSG DATA LRU DATA FDE HELP MSG DATA LRU DATA FDE
A311) SOFTWARE LOAD FAILED / Code : 2841F0075 A311) SOFTWARE LOAD FAILED / Code : 2841F0075
REPORTED BY FQC Status : Active REPORTED BY FQC Status : Active Fault Code: 2841F0075 Technical Manuals + All - All
The Fuel Quantity Computer (FQC) reports an - LRU: Fuel Quantity Computer
AGCU (A706) Failed Internally UTC : 22:21:45 AGCU (A706) Failed Internally UTC : 22:21:45
Code : 2422F0027 Code : 2422F0027 incorrect software loaded into RDC or FQC or RDCP - Label: 270 A_Fuel System Caution Msg Bits
Status : Inactive Status : Inactive per system configuration FUEL SW LOAD FAULT 0 17
- Label: 270 B_Fuel System Caution Msg Bits
RECIRCULATION FAN (V4) FAILURE / UTC : 22:21:45 RECIRCULATION FAN (V4) FAILURE / UTC : 22:21:45 Reset SSPCs L FUEL QTY (DC ESS BUS 1) & R FUEL QTY
REPORTED BY IASC1 OR IASC2 Code : 2122F0004 REPORTED BY IASC1 OR IASC2 Code : 2122F0004 FUEL SW LOAD FAULT 1 17
(DC ESS BUS 2) to confirm the fault
Status : Active Status : Active
RETURN TO RETURN TO RETURN TO RETURN TO

MAINT MENU MAINT MENU MAINT MENU MAINT MENU
PFS DETAILS PFS DETAILS PFS DETAILS PFS DETAILS
Fault Message Summary Fault Message Summary Fault Message Summary Fault Message Summary
FQC (A312) OR RDC (A309, A310, ATA: 28-40-00 FQC (A312) OR RDC (A309, A310, ATA: 28-40-00 FQC (A312) OR RDC (A309, A310, ATA: 28-40-00 ICU (A472) REPORTS NO BLEED DATAON ATA: 28-40-00
A311) SOFTWARE LOAD FAILED / 27JUL2015 22:21 A311) SOFTWARE LOAD FAILED / 27JUL2015 22:21 A311) SOFTWARE LOAD FAILED / 27JUL2015 22:21 A429 FROM IASC 27JUL2015 22:21
REPORTED BY FQC Flight Leg: -1 REPORTED BY FQC Flight Leg: -1 REPORTED BY FQC Flight Leg: -1
Status: Active Flight Phase: GROUND Flight #:F0067 Status: Active Flight Phase: GROUND Flight #:F0067 Status: Active Flight Phase: GROUND Flight #:F0067
Occurrences: 1 Last: 27JUL2015 22:21 Recurrences: 20 Occurrences: 1 Last: 27JUL2015 22:21 Recurrences: 20 Occurrences: 1 Last: 27JUL2015 22:21 Recurrences: 20 Occurrences: Active
Possible Causes Possible Causes Possible Causes Possible Causes
1. LRU: Fuel Quantity Computer LRU-ID: A312 1. LRU: Fuel Quantity Computer LRU-ID: A312 1. LRU: Fuel Quantity Computer LRU-ID: A312 1. Wiring
2. LRU: ARINC DMCO
HELP MSG DATA LRU DATA FDE HELP MSG DATA LRU DATA FDE HELP MSG DATA LRU DATA FDE HELP MSG DATA LRU DATA FDE
+ All - All + All - All + All - All
-+ LRU: Fuel Quantity Computer - LRU: Fuel Quantity Computer - LRU: Fuel Quantity Computer
+ Label: 115 A_Left Tank Fuel Temperature Bits - Label: 115 A_Left Tank Fuel Temperature Bits
+ Label: 115 B_Left Tank Fuel Temperature Bits Left Fuel Temperature 18-29
+ Label: 116 A_Right Tank Fuel Temperature Bits + Label: 115 B_Left Tank Fuel Temperature Bits
+ Label: 116 B_Right Tank Fuel Temperature + Label: 116 A_Right Tank Fuel Temperature
CS1_CS3_4500_123
Bits Bits
+ Label: 200 A_TU1L Capacitance & Stat Open Bits + Label: 116 B_Right Tank Fuel Temperature Bits
Figure 28: Post Flight Summary Details Page – FAULT

Post Flight Summary Details - SERVICE

The SERVICE tab on the Post Flight Summary Details page provides a
list of items that require servicing in order of occurrence. Each message
is associated with an ATA reference, and the date and time of posting.

RETURN TO RETURN TO
PFS PFS
Post Flight Summary Details Service Message Summary

Aircraft Identification HEALTH MANAGEMENT UNIT (A643) ATA: 46-11-01
Model: CS300 S/N: 5001 Registration: 55001 PEPORTS NO ELECTRICAL POWER FROM 27JUL2015 22:22
EPC 1 (A51) Flight Leg: -1
Status: Active Flight Phase: ENG STRT Flight #:F0067
Flight Information
Occurrences: 1 Last: 27JUL2015 22:22
Flight Leg: -1 Possible Causes
Start: 27Jul2015 22:21 End: 27Jul2015 22:22 1. LRU: EPC 1 to HMU
2. LRU: Health Management Unit LRU-ID: A643
FDE FAULT SERVICE SRVCING 3. Wiring
HEALTH MANAGEMENT UNIT (A643) UTC : 22:22:00 HELP MSG DATA LRU DATA
REPORTS NO ELECTRICAL POWER FROM Code : 4611S0032
EPC 1 (A51) Status : Active Fault Code: 4611S0032 Technical Manuals
CCM R4 IN IPC 2(A342) HOSTED APP UTC : 22:22:01 The Health Management Unit (HMU) reports EPC 1
DOC READER IS REPORTING AN ERROR Code : 3142S0032 voltage at HMU input is low.
WITH THE ELECTRONIC DOCUMENTS Status : Active
Reset Battery CB-D7 HMU CH A BATT of DC EMER BUS.
CCM L4 IN IPC 1(A341) HOSTED APP UTC : 22:22:01
RETURN TO RETURN TO
PFS PFS
Service Message Summary Service Message Summary

HEALTH MANAGEMENT UNIT (A643) ATA: 46-11-01 HEALTH MANAGEMENT UNIT (A643) ATA: 46-11-01
PEPORTS NO ELECTRICAL POWER FROM 27JUL2015 22:22 PEPORTS NO ELECTRICAL POWER FROM 27JUL2015 22:22
EPC 1 (A51) Flight Leg: -1 EPC 1 (A51) Flight Leg: -1
Status: Active Flight Phase: ENG STRT Flight #:F0067 Status: Active Flight Phase: ENG STRT Flight #:F0067
Occurrences: 1 Last: 27JUL2015 22:22 Occurrences: 1 Last: 27JUL2015 22:22
Possible Causes Possible Causes
1. LRU: EPC 1 to HMU 1. LRU: EPC 1 to HMU
2. LRU: Health Management Unit LRU-ID: A643 2. LRU: Health Management Unit LRU-ID: A643
3. Wiring 3. Wiring
HELP MSG DATA LRU DATA HELP MSG DATA LRU DATA
CS1_CS3_4500_120
Technical Manuals + All - All
- LRU: Health Management Unit - LRU: Health Management Unit
- Label: 352 A_ADRF/ACMF_Health_Indication Bits +- Label: 240 A_ADRF_Status_Word_2 Bits
Batt_Input_Volt_Fault 1 18 SDI 9-10
+ Label: 240 B_ADRF_Status_Word_2 Bits
Figure 29: Post Flight Summary Details – SERVICE

Post Flight Summary Details - SRVCING

The SRVCING tab on the Post Flight Summary Details page provides
specific data related to the servicing aspects of the aircraft. The tab
displays the computed report parameters such as the maximum altitude
during cruise, date and time at takeoff, fuel quantity at takeoff, the fuel
quantity at landing, etc. The data is arranged in parameter groups. A
maximum of 17 groups, with a maximum of 100 parameters is available
for display.

RETURN TO
MAINT MENU
PFS
Post Flight Summary Details

Model: CS300 S/N: 5001 Registration: 55001
Flight Information
Flight Leg: -1
Start: 27Jul2015 22:21 End: 27Jul2015 22:22
FDE FAULT SERVICE SRVCING

001 /005
ENGINES LEFT RIGHT
Oil Level 23.34 22.99
Oil Filt Bypass OK OK
Oil Filt Impend Bypass OK OK
Fuel Filt Bypass OK OK
Fuel Filt Impend Bypass OK OK
--------------------------------------------------
APU HOURS: ½½½½½½½½ CYCLES: ½½½½½½
Oil Level ½½½½½½½
Lube Filt Bypass ½½½½½½
Generator Filt Bypass ½½½½½½
--------------------------------------------------
TIRE PRESSURES
CS1_CS3_4500_114
Figure 30: Post Flight Summary Details – SRVCING

Flight Deck Effects Page

The flight deck effects page displays current and historical
CAS messages logged in the OMS. Warning, caution, advisory, and
INFO messages are logged as FDEs.
The OMS stores 40 flight deck effects for up to 65 flight legs for a total of
2600 FDEs. Once the maximum number of flight deck effects has been
stored for a single flight leg, subsequent FDEs are no longer recorded
for that flight leg.
The FDEs can be viewed and sorted as follows:
• Active
• Historical
• All
The FDEs can further be sorted as follows:
• Alphabetically
• Category
• Date & Time
When more than one page of messages are available, the double stack
knob on the cursor control panel (CCP) (ATA 31) is used to access
further pages.
Arrow keys can be used to advance through the FDE list depending on
which Sort By selection is made. If the FDEs are sorted by Category,
then the arrow keys move the message list from Warning to Caution to
Advisory to INFO. If the list is sorted Alphabetically, the messages
advance to the next letter. If the messages are sorted by Date and Time,
the message list advances to the next date and/or time.


Use
Double
Flight Deck Effects Stack Flight Deck Effects
Knob
View Active FDEs View Active FDEs
Sort By Active FDEs
Category Sort By Category
íí îî Advisory
Historical FDEs 001 /006 íí îî Advisory 003 /006
Warning: 34 ADS FAULT - ADS HEATER 01JAN2000 00:02 Advisory: AUTOFLIGHT FAULT 01JAN2000 00:02
All FDEs 1 0
3 REDUND # of Faults: # of Faults:
Arrow
LOSS
Keys Warning: 34 ADS FAULT - ADS HEATER 01JAN2000 00:02 Advisory: AVIONICS FAULT 01JAN2000 00:02
4 REDUND # of Faults: 1 # of Faults: 3
LOSS
Advisory: L LVTO NOT AVAIL 01JAN2000 00:02
# of Faults: 1
Advisory: R LVTO NOT AVAIL 01JAN2000 00:02

# of Faults: 0
Advisory: FLAP FAULT 01JAN2000 00:02

MAINT MENU # of Faults: 1
Flight Deck Effects Advisory: DOOR SLIDE DISARMED 01JAN2000 00:02

# of Faults: 1
View Active FDEs
Sort By Category Advisory: DOOR OPEN 01JAN2000 00:02
# of Faults: 0
íí îî Advisory
Alphabetically 001 /006
Warning: 34 ADS FAULT - ADS HEATER 01JAN2000 00:02 INFO: 44 CABIN COM FAULT - CABIN C 01JAN2000 00:02
Category
3 REDUND # of Faults: 1 TRL # of Faults: 1
LOSS Date & Time INOP
Warning: 34 ADS FAULT - ADS HEATER 01JAN2000 00:02 INFO: 27 FLAP FAULT - OUTBD BRAKE 01JAN2000 00:02
4 REDUND # of Faults: 1 INOP # of Faults: 2
CS1_CS3_4500_033
LOSS
INFO: 52 WING SLIDE - L OWEE SLIDE 01JAN2000 00:02
INOP # of Faults: 0
Figure 31: Flight Deck Effects Page

Flight Deck Effect Summary Page FDE DATA Tab

Selecting any FDE message brings up the Flight Deck Effect Summary The FDE DATA tab displays CAS message data (ARINC labels or
page. The Flight Deck Effect Summary page includes the following Ethernet network data objects (NDOs)) for each reporting LRU as an aid
information: to further troubleshooting.
• CAS message The FDE DATA tab contains +All and -All keys that expand or collapse
the displayed detailed CAS message data. The data displayed was
• Category
recorded at the time of the fault. A Refresh key allows real-time data to
• Number of correlated faults be displayed.
• Date and time of first occurrence (subsequent occurrences When making the expanded selection, all the LRU items and NDO/Label
increment number counter only) entries are displayed.
• Correlated fault messages The FDE DATA tab can be scrolled through when the expanded/
• FDE description collapsed list does not fit on a page and can display up to 15 LRU, NDO/
label, and byte/bits field entries per page.
• Number of occurrences
The format displays the flight phase and flight leg for a historical flight
deck effect.
The FDE description shows the FDE fault code and up to six lines of
descriptive text.
FAULT MSGS Tab

The FAULT MSGS tab is displayed by default. It provides a list of active
or historical fault messages that occurred in the same flight leg as the
selected CAS message. The following information is included for each
fault message entry:
• Fault message
• ATA
• Date and time of occurrence
The flight leg number is displayed for each historical fault message entry.

RETURN RETURN
TO FDES TO FDES
Flight Deck Effect Summary Flight Deck Effect Summary

INFO: 27 FLAP FAULT - OUTBD BRAKE 01JAN2000 00:02 INFO: 27 FLAP FAULT - OUTBD BRAKE 01JAN2000 00:02
INOP # of Faults: 2 INOP # of Faults: 2
Occurrences: Active Occurrences: Active

FDE Description FDE Description
Fault Code: 275N09 Technical Manuals Fault Code: 275N09 Technical Manuals
27 Flap Fault - Outbd Brake Inop INFO if either Flap 27 Flap Fault - Outbd Brake Inop INFO if either Flap
Outboard Brake Failed in Released State Outboard Brake Failed in Released State
FAULT MSGS FDE DATA FAULT MSGS FDE DATA

Refresh + All - All
LEFT FLAP OUTBOARD BRAKE (A299, ATA:27-00-00 - LRU: DMC 1 - LA-DCM (SLOT 5,6,7)
FS586) FAULT / REPORTED BY SFECUS 07AUG2014 12:16
1 AND 2 (FLAP CHANNEL) - Label: 20 Info_Word_16 Bits
RIGHT FLAP OUTBOARD BRAKE (A300, ATA:27-00-00 FLAP_FAULT_OUTBD_BRAKE_INOP 1 16
FS686) FAULT / REPORTED BY SFECUS 07AUG2014 12:16 - LRU: DMC 1 - LB-DCM (SLOT 8,9,10)
1 AND 2 (FLAP CHANNEL)
- Label: 20 Info_Word_16 Bits
FLAP_FAULT_OUTBD_BRAKE_INOP 1 16
- LRU: DMC 2 - RA-DCM (SLOT 5,6,7)
- LRU: DMC 2 - RB-DCM (SLOT 8,9,10)
CS1_CS3_4500_085
Figure 32: Flight Deck Effect Summary Page

Fault Messages Page • MSG DATA tab

The Fault Messages page displays current fault and historical fault • LRU DATA tab
messages logged in the OMS. These messages identify conditions that
• FDE tab
require a corrective action. The list can be filtered in the View drop-down
box to show either Active, Historical, or All Messages. Additionally, the The flight phase and flight leg number information are also shown for
list of messages can be sorted by ATA, Date and Time, or Alphabetically historical fault messages.
in the Sort By drop-down box.
HELP Tab
A maximum of nine fault messages are displayed per page. If there are
more than nine messages, additional pages can be accessed by using The HELP tab is displayed by default. It provides troubleshooting
the CCP double stack knob. guidance information for the corresponding fault message, including the
applicable fault isolation manual (FIM) task.
The fault messages page displays the fault messages, ATA chapter, date
and time of occurrence. When viewing a historical fault message entry,
MSG DATA Tab
the flight leg is also displayed.
The MSG DATA tab displays the specific maintenance data used to
The OMS stores fault messages for up to 65 flight legs with a maximum
trigger the fault message. Data are shown with bits for ARINC labels or
of 40 fault messages per flight leg. This storage limit is shared between
bytes for Ethernet network data object (NDO) format.
fault messages and service messages. Once the maximum number of
fault or service messages has been stored for a single flight leg,
LRU DATA Tab
subsequent messages are no longer recorded for that flight.
The LRU DATA tab displays all labels and NDO data used to monitor the
Fault Message Summary Page selected LRU.
Selecting a fault message displays a Fault Message Summary page with Displayed data are not shown in real time. A Refresh soft key updates
the following information: the data. Each NDO/label entry may be expanded or collapsed.
• Fault message
FDE Tab
• ATA
The FDE tab shows the related flight deck effect. The Flight Deck Effect
• Date and time of first occurrence (subsequent occurrences Summary page can be accessed by selecting the FDE message.
increment a number counter only)
• List of possible causes
• HELP tab

Fault Messages Fault Messages
View Active Messages View Active Messages

Sort By Active Messages Sort By ATA
íí îî Advisory
Historical Messages 001 /008 íí îî Advisory
ATA 001 /008
EXTRACTION FAN 1 (V19) CAN BUS ATA: 21-23-00 EXTRACTION FAN 1 (V19) CAN BUS ATA: 21-23-00
All Messages Date & Time
COMMUNICATION FAULT / REPORTED BY 07AUG2014 12:16 COMMUNICATION FAULT / REPORTED BY 07AUG2014 12:16
IASC2 CHA IASC2 CHA
Messages (Alphabetically)
EXTRACTION FAN 1 (V19) CAN BUS ATA: 21-23-00
COMMUNICATION FAULT / REPORTED BY 07AUG2014 12:16
IASC1 CHA
RETURN TO
MAINT MENU
FAULT MSGS
Refresh + All - All
RIGHT FLAP OUTBOARD BRAKE (A300, ATA: 27-00-00
FS686) FAULT / REPORTED BY SFECUS 07AUG2014 12:16 - LRU: SFECU1B
1 AND 2 (FLAP CHANNEL) - Label: 353 SFECU_OMS_4 Bits
Occurences: Active
Right_OBD_Fault 1 23
- Label: 363 SFECU_OMS_12 Bits
Possible Causes L_Outboard_Brake_Sol_Energized 0 13
1. LRU: Right Flap Outboard Brake LRU-ID: A300 R_Outboard_Brake_Sol_Energized 0 14
Channel_Activity_Status 0 15-17

Fault Code: 2751F0137 Technical Manuals
Refresh + All - All
Both SFECU channels report the same Outboard Brake
Failure, which is indicative of a brake being stuck
No Data Available
in the engaged position or in the released
position.
It could also be indicative of the Outboard Brake HELP MSG DATA LRU DATA FDE
Prox Target stuck NEAR or stuck FAR.
001
CS1_CS3_4500_034
Refer to FIM XX-XX-XXXX.
INFO: 27 FLAP FAULT - OUTBD BRAKE 01JAN2000 00:02
INOP # of Faults: 2
Advisory: FLAP FAULT 01JAN2000 00:02
# of Faults: 2
Figure 33: Fault Messages Page

Service Messages MSG DATA Tab

The Service Messages page displays current and historical service The MSG DATA tab displays the specific maintenance data used to
messages logged in the OMS. They indicate that a periodic maintenance trigger the service message. Data are shown with bits for ARINC labels
action must be performed soon. or bytes for Ethernet network data object (NDO) format.
A list of service messages are displayed on the main page. The View
LRU DATA Tab
options, Sort By options, and messages list display is the same as the
fault messages. The LRU DATA tab displays all labels and NDO data used to monitor the
selected LRU.
Service Message Summary
Displayed data are not shown in real time. A Refresh soft key updates
Selecting a service message displays a Service Message Summary the data. Each NDO/label entry may be expanded or collapsed.
page, providing access to additional details including:
• Service message
• ATA
• Date and time of first occurrence (subsequent occurrences
increment number counter only)
• Possible causes
• HELP tab
• MSG DATA tab
• LRU DATA tab
The flight phase and flight leg number information are also shown for
historical service messages.
HELP Tab
The HELP tab is displayed by default. It provides guidance information
for the corresponding service message, including the applicable fault
isolation manual (FIM) task.

RETURN TO
SERVICE MSGS
Service Messages Service Message Summary
View Active Messages RIPS (A705) NEEDS REPLACEMENT SOON ATA: 23-71-00
07AUG2014 12:16
Sort By Active Messages
Category
Occurrences: Active
Historical Messages
FTIS ICU (A472) REPORTS THE SYSTEM ATA: 21-00-00 Possible Causes
All Messages
IS IN INHIBITED MODE 07AUG2014 12:16 1. LRU: Recorder Independent Power LRU-ID: A705
MAINT MENU
Service Messages
Fault Code: 2371S0008 Technical Manuals
View Active Messages The Recorder Independent Power Supply (RIPS) is
Sort By available but must be replaced no later than 3
ATA months after the date associated with this service
ATA message.
FTIS ICU (A472) REPORTS THE SYSTEM ATA: 21-00-00
Date & Time
IS IN INHIBITED MODE 07AUG2014 12:16
Messages (Alphabetically)
RIPS (A705) NEEDS REPLACEMENT SOON ATA: 23-71-00
07AUG2014 12:16 HELP MSG DATA LRU DATA FDE
Refresh + All - All
No Data Available
MAINT MENU
Service Messages
View Active Messages

Sort By ATA
FTIS ICU (A472) REPORTS THE SYSTEM ATA: 21-00-00 Refresh + All - All
IS IN INHIBITED MODE 07AUG2014 12:16
- LRU: CVR-1
CS1_CS3_4500_035
RIPS (A705) NEEDS REPLACEMENT SOON ATA: 23-71-00 - Label: 350 CVR Status Word Bits
07AUG2014 12:16 CVR RIPS Mtce Required 1 20
HYD SYS 3 RESERVOIR (A629) QTY ATA: 29-12-00

OVERFILL / REPORTED BY DMC 01JAN2000 00:02
Figure 34: Service Messages Page

LRU/System Operations Page

The LRU/System Operations page provides access to a variety of
interactive procedures related to an LRU or system.
Three drop-down menus provide access to several combinations of
LRUs and systems displayed.
The View drop-down menu provides six selections to view the system
LRUs:
• All ATAs
• Configurable LRUs
• Real-time Data LRUs
• Riggable LRUs
• Testable LRUs
• NVM Download LRUs
Selecting a view provides access to its associated list in the Select ATA
drop-down menu.
The Select LRU/System drop-down menu displays a selection of LRUs
or systems based on the selected ATA number, as well as the View drop-
down menu selection.

LRU/System Operations LRU/System Operations

View All ATAs View All ATAs
Select ATA All ATAs Select ATA 21-00-00 AIR CONDITIONING
Select LRU/System Configurable LRUs Select LRU/System Integrated Air Sys Controller 1
Real-time Data LRUs Integrated Air Sys Controller 1

Riggable LRUs Integrated Air Sys Controller 1A
DATA DATA Integrated Air Sys Controller 1B
Testable LRUs Integrated Air Sys Controller 1C
NVM Download LRUs Integrated Air Sys Controller 2
Integrated Air Sys Controller 2A
Integrated Air Sys Controller 2B
MAINT MENU Integrated Air Sys Controller 2C
View All ATAs
Select LRU/System 21-00-00 AIR CONDITIONING
22-00-00 AUTO FLIGHT
23-00-00 COMMUNICATIONS
DATA 24-00-00 ELECTRICAL POWER
25-00-00 EQUIPMENT & FURNISHINGS
26-00-00 FIRE PROTECTION
27-00-00 FLIGHT CONTROLS
28-00-00 FUEL
CS1_CS3_4500_071
29-00-00 HYDRAULIC POWER
30-00-00 ICE & RAIN PROTECTION
Next
Figure 35: LRU/System Operations Page

LRU/System Operations Tab The following three selections are available:

The LRU/System Operations page provides the following tabs: • Continue, to start the rigging procedures
• CONFIG • Write Maintenance Reports, to transfer the rigging data to any of the
peripheral devices through the maintenance report menu
• DATA
• Cancel, to abort the initiated rigging and return the operator to the
• RIGGING
LRU/System Operations format within the previously selected tab
• TEST
• NVM TEST Tab
Tabs remain hidden if the LRU does not support the associated function. The TEST tab lists testing procedures for the selected LRU. Selecting a
The CONFIG, RIGGING, TEST, and NVM functions are only available on test provides instructions, warnings, and prerequisite conditions for each
the ground. testing procedure. The test can be aborted at any time. At the conclusion
of the procedure, the OMS displays the pass/fail information as indicated
CONFIG Tab by the LRU.
The CONFIG tab identifies the configuration data associated with each The following three selections are available:
selected LRU. • Continue, to start the test procedures
• Write Maintenance Reports, to transfer the test data to any of the
DATA Tab
peripheral devices through the maintenance report menu
The DATA tab provides access to all applicable labels, NDOs, text
• Cancel, to abort the initiated test and return the operator to the LRU/
reports, operational status, and real-time data parameters for the LRU/
System Operations format within the previously selected tab
system.
NVM Tab
RIGGING Tab
The NVM tab provides access to download data from the NVM of the
The RIGGING tab lists rigging procedures for the selected LRU.
LRU. NVM data cannot be read onboard through the OMS. The data is
Selecting a procedure provides instructions, warnings, and prerequisite
saved to a USB data storage device through the OMS or printed on the
conditions for each rigging procedure. The procedure can be aborted at
optional printer.
any time. At the conclusion of the rigging, the OMS displays the pass/fail
information as indicated by the LRU. Selecting the Start soft key writes the NVM data of the selected LRU to
the USB media. A message is displayed once the writing is completed.
Selecting the Clear NVM soft key opens a dialog box to confirm the
execution of erasing the LRU internal fault memory. Selecting Yes
erases all of the NVM data. A message is displayed to confirm
completion.

Select LRU/System APU ECU

MAINT MENU
CONFIG DATA RIGGING TEST NVM
View Riggable LRUs
Select ATA 49-00-00 APU-GENERAL DOOR RIGGING
CONFIG DATA RIGGING TEST NVM Select LRU/System APU ECU

APU ECU HW P/N: 70720604-1
APU ECU HW S/N: 65051451-D10
SOFTWARE P/N: 000000000000000 Door Test
SOFTWARE CRC: 0EFF01CA Fuel Shut Off Valve Test
APU ENGINE S/N: 00102
Inhibit Tests
TSO NUMBER: TSO-C77A
System Test
Select LRU/System APU ECU Select LRU/System APU ECU
CONFIG DATA RIGGING TEST NVM CONFIG DATA RIGGING TEST NVM
Data Reader
Write NVM Data To Printer
APU STATUS
CS1_CS3_4500_072
Start
Figure 36: LRU/System Operations Tabs

System Configuration Page If the configuration manager application determines that an installed
media set is not appropriate for the equipment, its record is displayed in
The integrated modular avionics (IMAs) concept allows software to be
yellow font and the Collins part number (CPN) column displays dashes.
installed in any one of the common computing modules (CCMs) rather
than being installed in a dedicated LRU or LRM. An aircraft personality Part Number Crosscheck Details
module (APM) is used to store software information unique to each
individual aircraft, including the location of installed software. Selecting an incorrectly configured media set in the IMA Software Part
Numbers list displays the Part Numbers Crosscheck Details dialog box
The System Configuration page provides access to the IMA to view a list for the selected entry.
of all installed IMA software, APM configuration, electronic technical
standard order (TSO) nameplates, and other data. When a misconfigure is detected, a CONFIG INVALID caution
CAS message is displayed. The dialog box shows which cabinet/slot location
Additionally, it is used to verify that the correct software is installed on the is misconfigured either due to the wrong hardware or software installed.
aircraft and to ensure that both APMs contain matching data.
If it is the wrong hardware, the correct hardware part number must be
Selecting system configuration via MAINT MENU on the menu bar, or installed. The correct software can be reloaded, using the load new /
from the view system configuration item in the maintenance main menu misconfigured LRU function of the onboard data loader.
list, provides access to this page.
The dialog box displays one entry for each loadable software component
A drop-down menu labeled View provides access to the following entries contained within the relevant media set. The entry of each loadable
in the order listed below: software component displays the following information:
• IMA Software Part Numbers • System ID number and its cabinet/slot location
• APM Configuration Option Partition • Hardware part number stored in the APM
• APM Third Party Parameters Partition • Software part number and CRC stored in the APM
The default selection is IMA Software Part Numbers. • Hardware part number installed in this cabinet/slot location
System Configuration – IMA Software Part Numbers • Software part number and CRC installed in this cabinet/slot location
Selecting the IMA Software Part Numbers displays a list of all media set • Status of whether the installed hardware and software for this
with their associated application or table installed. Data is provided to the cabinet/slot location matches the values stored in the APM
OMS by the configuration managers from both IPCs. Status shows Correct if the installed part numbers match the values
The information is presented listing the media set-type numbers stored in the APM, MISCOMPARE if one or more of the installed part
alphabetically and then it is further sorted by position. The third column numbers do not match the values stored in the APM, and Unknown if the
displays the Collins part number currently installed in its associated installed part numbers and CRC are not available.
media set. Data line displayed in white indicates that the equipment-type Selecting the X soft key closes the Part Number Crosscheck Details
media set is properly configured within the IMA. dialog box.

System Configuration System Configuration
View IMA Software Part Numbers View IMA Software Part Numbers
APM Configuration Option Partition Close
Type Number Position CPN 01 /02 Type Number Position CPN 01 /02 Dialogue
APM Third Party Parameters Partition Box
AFD-6510 LIB 822-2276-911 Part Number Crosscheck Details 01 /02
IMA Software
AFD-6510 LOB Part Numbers
822-2276-911 ID_000: F-IPC SLOT 4 Status: Unknown
AFD-6510 LWR 822-2276-911 APM HW PN: 965-0793-E03
Installed HW PN:
APM SW PN: 810-0093-1B0001-SLOT4CFG CRC: CAL11C85
Installed SW PN: CRC: 00000000
MAINT MENU
System Configuration
View IMA Software Part Numbers
Type Number Position CPN 01 /02
AFD-6510 LIB 822-2276-911

AFD-6510 LOB 822-2276-911
AFD-6510 LWR 822-2276-911
CS1_CS3_4500_064
Figure 37: System Configuration – IMA Software Part Numbers and Part Number Crosscheck Details

Electronic TSO Nameplate

Selecting an entry with a correctly configured media set displays a dialog
box of its electronic TSO nameplate.
TSO refers to technical standard order, which is a minimum performance
standard issued by the authorities for specified materials, parts,
processes, or appliances used on the aircraft. Articles with TSO design
approval are eligible for use on the approved-type certificated products.
Although the OMS has no control over the content of the text, TSO
nameplates normally include the following data:
• Media-set-type number
• Collins part number (CPN)
• Release date of the software
• Manufacturer and its location
• TSO and software certification standard DO-178B levels, associated
with the subsystem software included under this part number
If an incorrectly configured media set is installed, the IMA software part
numbers list displays the Part Number Crosscheck Details dialog box for
the selected entry.
When a misconfiguration is detected, a CONFIG INVALID caution
message (ATA 31) is displayed. Accessing the dialog box allows the
operator to determine which cabinet/slot location is misconfigured and
whether it is due to the wrong hardware or software being installed.
If it is the wrong hardware, the correct hardware part number must be
installed in its associated location. If it is the wrong software, the correct
software should be reloaded, using the load new/misconfigured LRU
feature of the onboard data loader.

MAINT MENU

Electronic TSO Nameplate 01 /03
Type No. IMAA-6000 RCPN 810-0311-2B0001-16
Release Date: December 01, 2014
MFR OEFDO
Rockwell Collins, Inc., Cedar Rapids, IA, 52498 US
Type No. AFDR-6500 FAA TSOs: C113, SEE INST MNL

PN 810-0180-004 DO-178B Level A
DMF February 21, 2014
Type No. ALMA-6000 RED LABEL

PN 810-0208-401-04 EMOD # 04
DMF May 06, 2014
Type No. AMMA-6000 FAA TSO: C165

PN 810-0325-002 DO-178B Level B
DMF January 27, 2014
Type No. DLCA-6500 RED LABEL

PN 810-0315-100-11 EMOD # 11
DMF October 23, 2014
Type No. ECDA-6000 FAA TSOs: C113, SEE INST MNL

PN 810-0233-080 DO-178B Level B
DMF July 21, 2014
CS1_CS3_4500_086
Figure 38: System Configuration – Electronic TSO Nameplate Details

System Configuration – APM Configuration Option Partition

Selecting the APM Configuration Option Partition displays a list of APM
configuration options along with a status indication that identifies the
current state of each setting as computed by the left and right APMs.
Each APM outputs a set of ARINC 429 words to the OMS in which
configuration setting information appears. If the configuration setting
information sent by the left APM does not match the data sent by the
right APM, the OMS provides an indication that a mismatch exists.
The list displays the binary value of bits 9-24 and provides a miscompare
indication, along with an APM MISCOMPARE caution message
(ATA 31), if the left and right words do not match. If a word is not
available, the binary value is displayed as dashes.
APM Word Details
Selecting APM Word displays a dialog box with a detailed list view of the
APM options that are contained within that word. The following
information is provided for each configuration option:
• Bit(s) in the word that contain the status of the configuration option
• Description of the configuration option
• Status of the configuration option for both left and right APMs as a
text string representation of the binary value
The values of the configuration options for that word are displayed as
dashes if an APM word is not available or if the option word is not
received by the OMS. Values for both APMs are not displayed if the
description is displayed in gray font to indicate that the option is either
not present, disabled, inhibited, or false.
If the status values from the left and right APMs do not match, the
configuration option entry is highlighted in yellow to indicate a mismatch.
Selecting the X soft key closes the APM Word dialog box.

View APM Configuration Option Partition View APM Configuration Option Partition
Word Left APM (Bits 24-9) Right APM (Bits 24-9) 01 /02 Word Left APM (Bits 24-9) Right APM (Bits 24-9) 01 /02
00 0010101111001000 0010101111001000 APM Word 01 /64

01 0110000000100011 0110000000100011 Bits Left APM Right APM
02 0001110111111100 0001110111111100 9 XSIde NAV Allow Allow
10 VNAV Mode Allow Allow
11 CCD 1 Present NotPrsnt NotPrsnt
12 CCD 2 Present NotPrsnt NotPrsnt
14-13 BRG Pointers Code 2Pointer 2Pointer
17 GPS Sole Means Nav Not Cert Not Cert
18 RESERVED
19 RESERVED
20 RESERVED
21 RESERVED
22 Pitch Limit Indicator Enabled Enabled
23 Low Speed Cues Enabled Enabled
24 Data Parity 0 0
CS1_CS3_4500_065
Figure 39: System Configuration – APM Configuration Option Partition

System Configuration – APM Third Party Parameters Partition

Selecting APM Third Party Parameters Partition displays a list of
parameters along with a status/value indication that identifies the current
state of each parameter as computed by the left and right APMs.
The values display dashes if its option word is not received by the OMS
from the left or right APM. An entry is displayed in yellow along with an
APM MISCOMPARE caution CAS message if the OMS provides an
indication that a mismatch exists between the left and right APMs.

MAINT MENU
View APM Third Party Parameters Partition
01 /15
Left APM Right APM
000_10_Near Airport Dialog Ctrl true true
000_10_Reduced Half Bank Avail Disable Disable
000_10_SMC Enabled Disable Disable
000_10_Strap Config Copy1 Avail NotAvail NotAvail
000_10_Wt and Balance Enabled Enabled Enabled
000_11_DCP Reversion Enabled Disable Disable
000_10_FMS Recover-Split Mode SYNC SYNC
000_11_Fuel Flow Sensor Config Per Eng Per Eng
CS1_CS3_4500_066
Figure 40: System Configuration Page

Maintenance Reports Page

The Maintenance Reports page provides a Report Type drop-down
menu. The menu provides the following selections that control the type
of maintenance reports that are written:
• PFS Condensed (txt)
• PFS Condensed (xml)
• PFS (txt)
• Servicing (xml)
• FDE (xml)
• Fault Messages (xml)
• Service Messages (xml)
• LRU Config Report (txt)
• All Reports
• Exceedences Left Engine (txt)
• Exceedences Right Engine (txt)
• PFS (xml)
• Servicing (txt))
• Fault Messages (txt))
• Fault Messages Condensed (txt))
• FDE Condensed (xml)
• FDE (txt)
• Service Messages (txt)
• Service Messages Condensed (txt)
• System Configuration (txt)
• System Parameters (txt)
• System Strapping Data (txt)

Maintenance Reports Maintenance Reports
Report Type DETAILS UI

PFS (txt) Report Type DETAILS UI
PFS (txt)
PFS Condensed (txt) Prev
PFS Condensed (xml) FDE Condensed (xml)
Flight Leg Range Flight Leg Range
PFS (txt) FDE (txt)
From Servicing (xml) From Service Messages (txt)

FDE (xml) Service Messages Condensed (txt)
Write To Write To
Fault Messages (xml) System Configuration (txt)
Start Start
Service Messages (xml) System Parameters (txt)
LRU Config Report (txt) System Strapping Data (txt)
All Reports
Exceedances Left Engine (txt)
Exceedances Right Engine (txt)
PFS (xml)
Servicing (txt)
Fault Messages (txt)
Fault Messages Condensed (txt)
Next
CS1_CS3_4500_124
Figure 41: Maintenance Reports Page

Maintenance Reports Page Report Type and Write To Options If the Cancel soft key is selected, the attempt to write the selected report
is abandoned and the Maintenance Reports page returns to its default
The Flight Leg Range menu provides the following selections:
configuration.
• All Fight Legs
• All Flight Legs Since Last Written
• Current Flight Leg
The last flight leg and date since the report was last written are
displayed, if available, between the report type and flight leg range
menus.
The following report types do not support flight leg history and selecting
one of them writes the data for the current flight leg only:
• Life cycle data
• System parameters
• System configuration data
• LRU diagnostic data
The following destinations, where reports can be written, can be selected
from the Write To menu:
• Cockpit Printer
• IMS USB
• DATALINK
• IMS HMU
Selecting the Start soft key initiates the report writing process. Progress
indicators are displayed to indicate the completion percentage of the
current report.
The white Write In Progress status is replaced with a green Write
Complete when the maintenance report is successfully written.

Maintenance Reports Maintenance Reports
Report Type Faults Report Type Faults

Faults Last Flight Leg Written:
Data Written:
FDEs
Flight Leg Range ALL Legs Since Last Written
Flight Leg Range All Reports
Write To
Write To Cockpit Printer
Printer
Cockpit Printer
Start Start
DATALINK
IMS USB
MAINT MENU IMS HMU
Maintenance Reports
Write To USB
Report Type Faults
Write In Progress
Last Flight Leg Written:
Data Written: Filename ------
10%
Flight Leg Range ALL Legs Since Last Written
Overall write Progress
Write To ALL Flight Legs
10%
ALL Legs Since Last Written
Start
Current Flight Leg Cancel
Write To USB
CS1_CS3_4500_063
Start
Write Complete
Figure 42: Maintenance Reports Page Report Type and Write To Options

Utility Functions
The Utility Functions Password page is used to modify the maintenance
data stored within the OMS. The page is protected by a password to
prevent unintentional modification of stored data.
The password used to access the utility functions page is MAINT.
The Utility Functions Menu provides access to the following selections:
• Modify Maintenance Data
- Change Aircraft Tail Number
- Change Aircraft Life Cycle Data
- Change Automatically Initiated Reports
- Change Aircraft SELCAL Code
- Change Maintenance Flight Leg
- Change Report Configuration
• Manage Maintenance Data/Files
- Delete Stored Maintenance Data
- Delete Maintenance Files
- View Loaded Maintenance Files
There are two check boxes used to override functions configured within
the onboard maintenance system table (OMST):
• Disable Automatically Initiated Reports
• Disable Fault Logging While On Ground
The OMS disables the automatic data link reports function if the Disable
Automatically Initiated Reports is checked.
The OMS does not log any fault or service messages while the OMS is
on the ground if the Disable Fault Logging While On Ground box is
checked. This condition is reset as soon as the aircraft transitions to
weight off wheels.

Utility Functions Password Utility Functions Menu
Enter Password: MAINT Modify Maintenance Data

Change Aircraft Tail Number
Change Aircraft Life Cycle Data
Modify Maintenance Data / Files

Delete Stored Maintenance Data
Disable Automatically Initiated Reports
CS1_CS3_4500_079
Disable Fault Logging While On Ground
Figure 43: Utility Functions Password and Utility Functions Menu Pages


Selecting Change Aircraft Tail Number changes the aircraft tail number
stored within the OMS. Changing the stored aircraft tail number deletes
all stored maintenance data.
A Caution dialog box warns the operator that this action resets the OMS
to its default state. A Write Maintenance Reports soft key is used to save
the data that will be deleted prior to changing the aircraft tail number.
When the process is successful, a green CHANGE TAIL NUMBER
COMPLETE indication is displayed to the user.

RETURN TO
MAINT MENU
UTIL MENU
Caution
Changing the Aircraft Tail Number will reset

all counters and delete all stored
maintenance data including faults,
exceedances, trends, and life cycle data.
Save Data Write Maintenance Reports
Current Tail Number: -------
New Tail Number:
CS1_CS3_4500_080
Figure 44: Change Aircraft Tail Number

Change Automatically Initiated Reports Page

The Change Automatically Initiated Reports page function allows the
operator to enable or disable automatically-triggered reports to the
multiple destinations allowed.

RETURN TO
MAINT MENU
UTIL MENU

Report Trigger Destination
PFS Servicing XML trigger

Servicing (xml) IMS HMU
Exceedance Left Engine Trigger
Exceedances Left Engine (txt) IMS HMU
Exceedance Right Engine Trigger
Exceedances Right Engine (txt) IMS HMU
PFS Full XML trigger
PFS (xml) IMS HMU
PFS Full XML trigger
PFS (xml) Datalink
PFS Servicing XML trigger
Servicing (xml) Datalink
Exceedances Right Engine (txt) Cockpit Printer
Exceedances Left Engine (txt) Cockpit Printer
Real Time Fault Trigger
Fault Messages Condensed (txt) Datalink
Real Time FDE Trigger
FDE Condensed (txt) Datalink
Exceedances Right Engine (txt) Datalink
Exceedances Left Engine (txt) Datalink
CS1_CS3_4500_081
Check All Uncheck All
Figure 45: Change Automatically Initiated Reports Page

Change Aircraft SELCAL Code Page

The Change Aircraft SELCAL Code page is used to change the selective
calling (SELCAL) code stored in the radio interface units (RIUs).

RETURN TO
MAINT MENU
UTIL MENU
RIU Reported SELCAL Codes

Left Ch A GHMR
Left Ch B GHMR
Right Ch A ----
Right Ch B ----
New Aircraft SELCAL Code:
CS1_CS3_4500_082
Figure 46: Change Aircraft SELCAL Code Page

Change Maintenance Flight Leg Page

The Change Maintenance Flight Leg page allows the manual transition
the aircraft into the maintenance flight leg state where the aircraft stays
on the ground for maintenance work.

RETURN TO
MAINT MENU
UTIL MENU
Is In Maintenance Flight Leg: NO
Maintenance Flight Leg NOT Available in Taxi/Air
Start Maintenance Leg Stop Maintenance Leg
CS1_CS3_4500_094
Figure 47: Change Maintenance Flight Leg Page

Change Report Configuration Page

The Change Report Configuration page function enables or disables
designated report sections. The Flexible Reports (Flex Reports) feature,
which provides the basis for the PFS function, can be extended on this
page.
When a report section is disabled, the Flex Reports will exclude that
section and all of its child sections from the report generation. The
section configurability is done on a per aircraft basis and is available via
the onboard display manager application (DMA).

RETURN TO RETURN TO
UTIL MENU UTIL MENU
Change Report Configuration Change Report Configuration
Report Type DETAILS UI(txt)

PFS Condensed Report Type PFS Condensed
DETAILS UI(txt)
PFS Condensed (txt) Prev
PFS FDEs PFS Condensed (xml) PFS FDEs FDE (txt)
PFS Fault Messages
PFS (txt) PFS Fault Messages
Service Messages (txt)
PFS Service Message
Servicing (xml) PFS Service Message
FDE (xml)
Fault Messages (xml)
Service Messages (xml)
PFS DETAILS UI
PFS SERVICING UI RETURN TO
MAINT MENU
UTIL MENU
PFS SYS Exceedances UI
Exceedances Left Engine (txt)
Exceedances Right Engine (txt)
Report Type PFS DETAILS UI
PFS (xml)
Servicing (txt)
PFS FDEs
Fault Messages (txt)
PFS Fault Messages
Next
CS1_CS3_4500_119
PFS Service Message
Figure 48: Change Report Configuration Page

Delete Stored Maintenance Data Page

The Delete Stored Maintenance Data page provides access to a list of all
the historical maintenance data that can be deleted from the OMS. This
list includes the following data:
• Fault Messages & FDEs
• Services Messages
• System Exceedances
• System Trends
• User ACMS Data
• Report Parameters
This function deletes all legs history. A soft key provides the opportunity
to save the data, before deleting it, in a maintenance report.
A green Delete Complete indication is displayed when a deleting
process is completed successfully.

This function provides the capability to delete the maintenance files
stored within the OMS. Maintenance files include test and rigging files
and user ACM tables. When files are deleted, the associated
functionality does not work until a new set of maintenances files of the
same type are loaded.
A green Delete Complete indication is displayed when a deleting
process is completed successfully.

RETURN TO RETURN TO
UTIL MENU UTIL MENU
Delete Stored Maintenance Data Delete Maintenance Files
Caution Caution
Deleting selected data will result in loss of all Deleting selected files will result in loss
flight log history for the associated functionality. of the associated functionality.
Save Data Write Maintenance Reports Save Data Write Maintenance Reports
Data Type Fault Messages & FDEs File Type User ACMS Tables
Fault Messages & FDEs User ACMS Tables
Delete Service Messages Delete

System Exceedances
System Trends
User ACMS Data
Report Parameters
CS1_CS3_4500_083
Figure 49: Delete Stored Maintenance Data and Delete Maintenance Files Pages

View Loaded Maintenance Files Pages

The View Loaded Maintenance Files page provides selections to view
the files loaded in the OMST. Maintenance files include diagnostic
tables, test and rigging files, and user ACMS tables. They provide the
OMS with the test and rigging functionality and faults equation logic
tables.

RETURN TO
MAINT MENU
UTIL MENU

View Diagnostic Tables
Sort by Diagnostic Tables
Name Test & Rigging Files
/mnt/ro_User ACMS Tables 14MAY2014 01:39

/mnt/ro_omst_d/iodb 19082 14MAY2014 01:35
/mnt/rw_omstar/tardb 1289 14MAY2014 01:51
/tmp/lruidb 37 01JAN2000 00:00
RETURN TO
MAINT MENU
UTIL MENU

View Diagnostic Tables
Sort by Files Name (Alphabetically)
Files Name (Alphabetically)

Name
/mnt/ro_Date & Time 14MAY2014 01:39

/mnt/ro_omst_d/iodb 19082 14MAY2014 01:35
/mnt/rw_omstar/tardb 1289 14MAY2014 01:51
/tmp/lruidb 37 01JAN2000 00:00
CS1_CS3_4500_084
Figure 50: View Loaded Maintenance Files Page


CS130-21.02-06.00-121418 CS130_45_ILB.fm
ATA 46 - Information
Systems
BD-500-1A10
BD-500-1A11
46 - Information Systems
Table of Contents
46-15 Information Management System.................................46-2 Wireless Connectivity................................................ 46-48
General Description ..........................................................46-2 Aircraft Network Switch ............................................. 46-50
Component Location ........................................................46-4 Monitoring and Tests ..................................................... 46-52
Component Information ....................................................46-6 CAS Messages ......................................................... 46-53
IMS Unit .......................................................................46-6 Practical Aspects ............................................................ 46-54
Controls and Indications ...................................................46-8 OMS Tests ................................................................ 46-54
Operation ........................................................................46-10 High Load Event Advisory Reset .............................. 46-56
File Management .......................................................46-10
Upload Scenarios.......................................................46-12
Detailed Description .......................................................46-32
Data Load Process ....................................................46-32
Configuration Management........................................46-34
46-11 Aircraft Health Management System..........................46-36
General Description ........................................................46-36
Component Location ......................................................46-38
Health Management Unit ...........................................46-38
Aircraft Network Switch..............................................46-38
HMU Maintenance Panel ...........................................46-40
Component Information ..................................................46-42
Health Management Unit ...........................................46-42
Controls and Indications .................................................46-44
Health Reports ...........................................................46-44
High Load Event Indication Function .........................46-46
Detailed Description ......................................................46-48
High Load Event Indication Function .........................46-48
Usage-Based Monitoring Function ............................46-48
Aircraft Data Recording Function ..............................46-48
Aircraft Condition Monitoring Function ......................46-48
Aircraft Data Management Function .........................46-48
Aircraft Data Exchange Function ..............................46-48

CS130-21.02-06.00-121418 CS130_M2_46_IMSTOC.fm
List of Figures
Figure 1: Information Management System Schematic........46-3 Figure 24: Aircraft Health Management
Figure 2: Information Management System Location...........46-5 System Functions ............................................... 46-49
Figure 3: IMS Unit.................................................................46-7 Figure 25: Aircraft Network Switch....................................... 46-51
Figure 4: IMS Controls and Indications ................................46-9 Figure 26: OMS Tests.......................................................... 46-55
Figure 5: File Management.................................................46-11 Figure 27: High Load Event Advisory Reset ........................ 46-57
Figure 6: Upload Scenarios ................................................46-13
Figure 7: Database Upload Setup ......................................46-15
Figure 8: New Database Upload ........................................46-17
Figure 9: Documents and Tables Upload ...........................46-19
Figure 10: Database, Document, or Table Verification.........46-21
Figure 11: Load New/Misconfigured LRU/LRM
and Load Aircraft Software Set ..........................46-23
Figure 12: File Details...........................................................46-25
Figure 13: Reload Data and Software
and Reload LRU .................................................46-27
Figure 14: Software Configuration Verification .....................46-29
Figure 15: Software Configuration Verification .....................46-31
Figure 16: Data Load Process..............................................46-33
Figure 17: Configuration Management .................................46-35
Figure 18: Aircraft Health Management System...................46-37
Figure 19: Health Management System
Component Location ...........................................46-39
Figure 20: HMU Maintenance Panel ....................................46-41
Figure 21: Health Management Unit.....................................46-43
Figure 22: Health Report Pages ...........................................46-45
Figure 23: High Load Event Indication Function...................46-47

CS130-21.02-06.00-121418 CS130_M2_46_IMSLOF.fm

CS130-21.02-06.00-121418 CS130_M2_46_IMSLOF.fm
INFORMATION SYSTEMS - CHAPTER BREAKDOWN
INFORMATION SYSTEMS CHAPTER BREAKDOWN
Information Management
System
1
Aircraft Health Management

System
2
46-15 Information Management System
46-15 INFORMATION MANAGEMENT SYSTEM
GENERAL DESCRIPTION There is no automatic configuration process for targets on the

ARINC 429. In this case, the configuration is confirmed manually on the
The information management system (IMS) is part of the information OMS.
system, and is responsible for the upload of field loadable software.
The IMS is powered by DC BUS 1.
The process for uploading software involves the IMS, the HMU
maintenance panel, configuration manager, and onboard maintenance
system (OMS).
The IMS is the entry point for uploading data. The unit has a front panel
that allows maintenance personnel to insert a universal serial bus (USB)
memory stick containing the data and software to be uploaded. Software
files are not transferred directly to the target components. Users need to
copy the required files to the IMS internal hard drive for upload first.
The IMS also hosts the onboard data loader (ODL), which provides a
simplified user interface for the upload process via a multifunction
window (MFW), or a laptop.
To enable this process, the aircraft is required to be on the ground, the
AIRCRAFT switch in the UPLOAD position, and the CHAN switch in the
A or B position.
For targets connected on the avionics full duplex switched Ethernet
(AFDX), the configuration manager inside the integrated processing
system (IPS) compares installed application software and hardware with
a configuration table stored on the aircraft personality module (APM).
The configuration manager is accessible from the OMS.
If the reported configurations on the OMS match the expected
configurations, they are displayed in white. If not, they appear in yellow,
and a crew alerting system (CAS) message is displayed.

CS130-21.02-06.00-121418 CS130_46_L2_IMS_General.fm

Data Load Enable
CDC 3-4-16
IMS Onboard Hard
Data Loader Drive
DC IPCs
BUS 1 SSPC 3A
LRMs,
Logic: Always On Configuration Manager,
OMS
CHAN
AIRCRAFT Switch
Switch

NORM OFF
MAINT UPLOAD A B
NORM
DC ESS BUS 3
DMCs DISPLAY
UNITS
HMU MAINTENANCE
PANEL
Data Load Enable

LEGEND
CS1_CS3_4611_001
AFDX AIRCRAFT LINE
LGSCUs PERSONALITY REPLACEABLE
ARINC 429
MODULE UNITS
HMU Health Management Unit
Figure 1: Information Management System Schematic

CS130-21.02-06.00-121418 CS130_46_L2_IMS_General.fm
COMPONENT LOCATION
The information management system (IMS) is located in the aft left side
console.

CS130-21.02-06.00-121418 CS130_46_L2_IMS_ComponentLocation.fm
CS1_CS3_4615_001
Figure 2: Information Management System Location

CS130-21.02-06.00-121418 CS130_46_L2_IMS_ComponentLocation.fm
IMS UNIT
The front panel connectors on the IMS unit allow the operator to insert a
USB memory stick into the unit, and to connect a laptop computer via the
RJ45 jack.
The IMS has two indicator lights within the RJ45 Ethernet connector on
front of the unit. The lights indicate link status and transfer speed as
follows:
• Green LED - Indicates an established link; flashes when data is
transferring
• Yellow LED - Indicates high speed connection; turns off when
connection speed is low
If the ODL freezes during aircraft software data load, restart the IMS with
power cycled off for at least 30 seconds with weight-on-wheels (WOW).
Wait another 5 minutes for the IMS READY light-emitting diode (LED) to
turn steady on, and restart the aircraft software data load from the
beginning.
NOTE
If the IMS unit detects that it is installed in another aircraft, it
deletes all stored memory.

CS130-21.02-06.00-121418 CS130_46_L2_IMS_ComponentInformation.fm
Link Transfer
Status Speed
Indicator
Ready
Light
RJ45 JACK
CS1_CS3_4615_002
Figure 3: IMS Unit

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All IMS related controls and indications are accessible via any
multifunction window (MFW), or a laptop connected to the RJ45
connector.
Pressing the MENU pushbutton on the cursor control panel (CCP)
displays the drop-down menu on the onside MFW. From here, pressing
the DATA pushbutton displays the page format drop-down menu, where
it is possible to select the information management page or the data load
page.
The IMS maintenance portal can be accessed using a laptop computer
and typing the IP address 192.168.15.1 on a web browser.

CS130-21.02-06.00-121418 CS130_46_L2_IMS_ControlsAndIndications.fm
MAP
MAP PLAN
AN ACT OVLY
FMS
CNS
EMI
CHKL
SYN
DATA
HDG 280 280

MULTIFUNCTION
WINDOW
CHART
MAP
DSPL SEL VIDEO
UPR
IMS MAINTENANCE PORTAL
DSK
K LWR
DOC
MENU
DBASE
HI LOAD MON
A/C HEALTH AIRCRAFT CHAN BATT PWR

NORM OFF
MAINT UPLOAD A B
NORM
MAINTENANCE DC ESS BUS 3
LICENSE MGMT
INFO MGMT
CS1_CS3_4615_012
DATALOAD
PAGE FORMAT HMU MAINTENANCE PANEL
CURSOR CONTROL PANEL DROP DOWN MENU
Figure 4: IMS Controls and Indications

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OPERATION
FILE MANAGEMENT
The first step when uploading a new file, is to transfer it to the IMS hard
disk. This operation is accomplished via the INFORMATION
MANAGEMENT menu on the MFW.
The IMS internal files structure has the following three main directories:
• Backup
• Installed
• New
Any file copied from a USB memory stick is stored in the applicable new
directory. When the onboard data loader (ODL) successfully loads all the
applicable targets with the appropriate files, it notifies the IMS file
manager.
The IMS pushes the files in the following order:
• Deletes old versions from the backup directory
• Moves previously installed version of these files from the installed
directory to the backup directory
• Copies the newly installed files from the new directory to the installed
directory

CS130-21.02-06.00-121418 CS130_46_L2_IMS_Operation.fm
MAP
CHART
VIDEO
INFORMATION
INFO
FORMATION
RMAT
MA
ATION MA
MANAG
MANAGEMENT
AGEMENT
GEMEN
DOC
DBASE CONFIGURE WIRELESS LAN

MANAGE WIRELESS LAN CONNECTION
HI LOAD MON
MANAGE FILES
A/C HEALTH
BACKUP MEDIA SETS
MAINTENANCE
RESTORE MEDIA SETS
LICENSE MGMT
INFO MGMT
DATALOAD RETURN TO INFO

MANAGEMENT Load
Moves
into...
MANAGE
MANAG
MA AGE FILES
Backup
TRANSFER DIRECTION
TRRANSFER DIRECTION
TION Moves
into...
Installed
TO USB Moves
into...
FROM USB New
IMS Directory Structure
Moves
into...USB
USB DI
DIRECTO
IREC
CCT
TO
DIRECTOR
DIRECTORY
ORY
RY
CS1_CS3_4615_004
- E:
- SOFTWARE
+ JIM58-TEST-0101
Figure 5: File Management

UPLOAD SCENARIOS
The onboard data loader (ODL) supports five different types of data load:
• New databases
• Documents and tables
• New or misconfigured line replaceable unit (LRU)/line replaceable
module (LRM)
• Aircraft software set
• Reloads

DATALOAD
Load New Databases MAINTENANCE Maintenance Data Load Password

DATA LOAD
Start Load Maintenance Data Load Menu
New or
New Databases Documents Misconfigured Aircraft Reloads
and Tables LRU/LRM Software Set
CS1_CS3_4615_013
Figure 6: Upload Scenarios

Database, Document, and Table Upload Setup

The aircraft must be on the ground in order to load databases on to the
aircraft.
The data loading is setup as follows:
1. On the HMU maintenance panel, set the AIRCRAFT switch to
UPLOAD and the CHAN switch to A.
2. Press the MENU pushbutton on the cursor control panel (CCP).
3. Make sure that the MENU is displayed on the display unit (DU).
4. From the MENU, select DATA.
5. Make sure the DATA submenu is displayed.
6. From the DATA submenu, select DATALOAD.
NOTE
Some line replaceable units (LRUs) require the CHAN switch to
be selected to B. A message is displayed on the DU to set the
CHAN switch to B if required.

MAP
CHART
NOTE
VIDEO
AIRCRAFT CHAN BATT PWR Select channel B if prompted FUEL HYD AVIONIC INFO CB
NORM OFF during DATALOAD. DOC
MAINT UPLOAD A B
NORM DBASE
CKPT FWD AFT
DC ESS BUS 3
HI LOAD MON 23 °C CARGO 22 °C 22 °C
22 °C LO 22 °C -+ 2 22 °C -+ 2
A/C HEALTH
MAINTENANCE
15°CC 10 °°CC 15 °CC 15 °CC
LICENSE MGMT
RAM AIR
INFO MGMT TRIM AIR
DATALOAD L PACK
ACK R PACK
DSPL SEL
45 XBLEED
45
PSI PSI
UPR
DSK
K LWR
MSG ROUTE D DEP/

ARR
CNCL EXEC MENU
CLR/
DEL
E
N
T
E
SP R
MAP FMS CNS PREV NEXT APU
CS1_CS3_4615_019
CHKL SYN DATA CAS
MULTIFUNCTION KEYBOARD PANEL CURSOR CONTROL PANEL MULTIFUNCTION WINDOW
Figure 7: Database Upload Setup

New Database Upload

When the database resides in the IMS, the LOAD NEW DATABASES
menu permits initiation of the upload.
The following are some examples of files in this category:
• Navigation charts
• Graphical weather
• Enhanced maps
• Terrain awareness and warning system (TAWS) (except for
high-resolution database)
On the Load New Databases page, use the cursor to select the database
to load and select Start Load.
When the load starts, the progress status of each database is displayed
along with the overall load progress status.
When the database load is complete, an amber message is not
displayed. The status indicators are removed, and the green Load
Complete message is displayed.
After 5 minutes, set the AIRCRAFT switch to NORM and the CHAN
switch to OFF.
Use the circuit breakers and solid-state power controllers (SSPCs) to
cycle the power to the following components:
• Display units (DUs) 1 through 5
• Integrated processing cabinets (IPCs) 1 through 4
• Data concentrator unit module cabinets (DMCs) 1 and 2

CHART
MAP LOAD NEW RETURN TO MAINT LOAD NEW RETURN TO MAINT
DATABASES DATA LOAD MENU DATABASES DATA LOAD MENU
VIDEO Load New Databases Load New Databases
Name Status Name Status
DOC
EMaps_1305_Exp_29May13 EMaps_1305_Exp_29May13
DBASE Jeppesen_Disk_09-2013 Jeppesen_Disk_09-2013
HI LOAD MON
A/C HEALTH
MAINTENANCE
Overall Database Load Progress:
LICENSE MGMT
Start Load Database Details 33%
INFO MGMT
Status:
DATALOAD LOAD NEW RETURN TO MAINT EMaps_1305_Exp_29May13
DATABASES DATA LOAD MENU FMS1
Transferring Files 45%
Load New Databases
Jeppesen_Disk_09-2013
Name Status FMS2
Maps_1305_Exp_29May13 Transferring Files 15%
Jeppesen_Disk_09-2013
AIRCRAFT CHAN
NORM OFF
MAINT UPLOAD A B
CS1_CS3_4615_009
Start Load Database Details
Load Complete
Figure 8: New Database Upload

Documents and Tables Upload

The MAINTENANCE DATALOAD page allows the upload of documents 10. Wait for 5 minutes, then set the AIRCRAFT switch to NORM and the
and tables. This section requires a password, which by default is MAINT. CHAN switch to OFF.
Upon selection of LOAD NEW DOCUMENTS & TABLES from this menu,
11. Cycle the aircraft electrical power.
the available loadable files are displayed.
The following are some examples of files in this category:
• Air data tables
• Traffic surveillance system (TSS) software
• Aircraft personality module (APM) options configuration
• Checklists
Load the document, table, or software as follows:
1. From the Load New Databases page, select MAINTENANCE DATA
LOAD.
2. Make sure the Maintenance Data Load Password page is displayed.
3. Enter the password MAINT in the Enter Password data field, and then
press the ENTER pushbutton on the MKP.
4. Make sure the Maintenance Data Load Menu page is displayed.
5. Select Load New Documents & Tables.
6. A check mark is automatically displayed in front of all documents,
tables, and software. Remove the selection from all documents,
tables, and software that are not required.
7. Select Start Load.
8. The progress status of each applicable load and the overall load
progress status is displayed.
9. When the software load is complete, make sure there is no amber
error message or status indicators displayed and the green Load
Complete message is displayed.

DATALOAD LOAD NEW RETURN TO MAINT

LOA MAIN
DAT
DATABASES DATA LOADD MENU
MENU
Load New Documents & Tables
Name Status
LOAD NEW RETURN
RETURN
URN TO MAINT
MAIN
DATABASES DATA
ATA LOAD
LOAD MENU
M NU APMOPTION_16502_V001
Load New Databases
LOAD
AD NEW RETURN TO MAINT
MAIN
D
DATABASES
ES DATA LOADD MENU
M NU
Maintenance Data Load Password
Start Load Documents & Tables Details

Enter Password
LOAD NEW RETURN TO MAINT

LLOAD NEW DATABASES DATA LOAD MENU
DDATABASES Load New Documents & Tables
Maintenance Data Load Menu Name Status
APMOPTION_16502_V001 Complete
Load New/Misconfigured LRU
Load Aircraft Software Set
Reload Data & Software
Reload LRU
CS1_CS3_4615_005
Start Load Documents & Tables Details
Load Complete
Figure 9: Documents and Tables Upload

Database, Document, or Table Verification

Check as follows that the correct database is installed:
1. Set the AIRCRAFT switch to MAINT.
2. From the DATALOAD submenu, select DBASE.
3. Make sure the database status page is displayed.
4. On the STATUS/PART NO. column, make sure the white database,
document, or table status CURRENT is displayed.
5. Make sure the amber NOT CURRENT or INVALID is not displayed.
FMS Database Verification

Check the FMS database as follows:
1. Select the flight management system (FMS).
2. On the FMS database status page, make the selection DBASE.
3. On the STATUS tab, make sure that each FMS database agrees with
the configuration of the aircraft:
- Performance database (PERF)
- Vspeed database (VSPEED)
- Weight and balance database (WT&BAL).
4. Set the AIRCRAFT switch to NORM.

FMS1 ACT DBASE POS FPLN PERF ROUTE

MAP
CHART
RT STATUS SEARCH DEFAULTS
VIDEO
DOC
A/C VARIANT ENGINE VARIANT
DBASE CS-100 PW1524G
HI LOAD
LOA
OAD
AD MON
MON
NAV DATA BASE
A/C HEALTH
A/ HE
EALTH J61-WORLD
MA NTENANCE
MAINTENANC
MAINTENANCE ACTIVE PERIOD
13OCT16 09NOV16
LICENSE MGMT
MGM
MT 10NOV16 07DEC16
INFO
FO MGMT
MGM
MG MT
DATA BASES
DAT
DA
DATALOAD
ATA
TALOA
OAD
A/C MODEL PART NUMBER
PERF BD-500-1A10 096-8526-001
VSPEED BD-500-1A10 096-8525-002
WT&BAL BD-500-1A10 096-8527-001
CS1_CS3_4615_017
THRUST.
THRUST... MSG....
MSG
DATABASE STATUS PAGE FMS DATABASE PAGE
Figure 10: Database, Document, or Table Verification

Load New or Misconfigured LRU/LRM

Selecting Load New/Misconfigured LRU/LRM displays a list of all NOTE
LRUs/LRMs the configuration manager detects as being misconfigured.
Some LRUs require the CHAN switch to be selected to B. A
There are no selectable checkboxes next to the items on the list. By message is displayed on the DU to select the CHAN switch to B if
starting the data loading process, all files are uploaded. Six loads can be required.
done at the same time. If more than six loads are selected, subsequent
loads automatically start when an active load is complete. Only one primary flight control computer (PFCC) can be loaded at
a time. The other two PFCCs must be off.
If the new or misconfigured component is the common computing
module (CCM) 2 in the integrated processing cabinet (IPC) 1, the system If a DU is data loaded, then the data load page may be not be
is not able to determine which LRU to load, since the configuration displayed on the target DU. The data load page automatically gets
manager application resides in this module. In this case, it is necessary displayed on a different DU.
to use Reload LRU. Additional information is explained later in this
chapter. Load Aircraft Software Set
Software loading begins when the Start Load soft key is selected. The Load Aircraft Software Set provides a drop-down, the user selects the
load progress of each LRU/LRM, along with the overall load progress, is appropriate software part number from a menu.
displayed. The load initiates by selecting the Start Load soft key.
When the loading is finished, the status indicators are removed and a During the load procedure, the ODL automatically loads all the
green Load Complete message is displayed. After 5 minutes, set the associated software into the aircraft LRUs/LRMs.
AIRCRAFT switch to MAINT and the CHAN switch to OFF.
Cycle the aircraft power, then check that no fault messages related to the
LRU are displayed on EICAS. Verify the software configuration as
described later in this section, then return the CHAN switch back to
NORM.

LOAD NEW
EW RETURN
RETURN
URN TO MAINT
MAIN
D ASES
ES DATA LOAD MENU
DATABASES

Reload LRU
LOAD NEW RETURN TO MAINT LOAD

AD NEW RETURN
RETURN
URN TO MAINT
MAIN
DA
DATABASES
SES DATA LOAD
AD MENU
MENU DATABAS
DATABASES
BASES
ES DATA LOAD
AD MENU
MENU
Load New/Misconfigured LRU Load Aircraft Software Set
Name Status
CCM L1
CCM R1 Select Aircraft 2B0-001N-LR-APM-CFG
Software Set
2B0-001N-LR-APM-CFG
2B0-001P-LR-APM-CFG
CS1_CS3_4615_006
Start Load LR
LRU
RU Details
D Start Load Software
o Set Details
Detaiilss
Figure 11: Load New/Misconfigured LRU/LRM and Load Aircraft Software Set

File Details
By default, only the name of the files are displayed on the loading menu.
To view the details of the files to upload, select the LRU Details or
Software Set Details soft key.
A details window displays at the bottom of the page.

LO
LOAD NEW
EWW RETURN TTO MAINT
NT LOAD NEW RETURNN TO MAINT
DA
DATABASES
SES
ES DATA LOA
LOAD MENU
U DATABASES DATA LOAD
AD MENU
Load New/Misconfigured LRU Load Aircraft Software Set
Name Status
CCM L1
CCM R1 Select Aircraft 2B0-001N-LR-APM-CFG
Software Set
2B0-001N-LR-APM-CFG
2B0-001P-LR-APM-CFG
Start Load LRU Details Start Load Software Set Details
LRU Details X Software Set Details X
LRU Data/Software LRU Data/Software

CCM L1 815-0001-001 APM 2B0-001N-LR-APM-CFG
815-0001-001 2B0-001N-LR-APM-CFG
NAV
NAV
CCM R1 815-0010-001
815-0010-001
NAV
CS1_CS3_4615_014
NAV
Figure 12: File Details

Reload Data and Software

Reload Data and Software reloads data and software into LRUs not
checked by the configuration manager such as some databases and
customer configurable software.
This permits LRUs updates when databases, documents, tables, or
software are outdated.
Reload LRU
Reload LRU reloads data and software into a LRU that is not reported as
misconfigured by the configuration manager.
The ODL automatically reloads all load sets from the installed directories
back into selected LRUs in the proper sequence.


LOA
DATABASES
DATABASES
SES DATA
ATA LOAD MENU

Reload LRU

LOA LOAD NEWW RETURN TO MAINT
LOA
DATABASES
DATABASES
S DATA
ATA LOAD MENU
MENU DATABASES
ES DATA LOAD
AD MENU
MENU
Reload Data & Software Reload LRU
Name Status Name Status
B10-0252-02-24 AFD BOTTOM_AFD
B10-0253-2B0502-00 AFD L_INBD_AFD
B10-0279-2B0001-HMU AFD L_OUTBD_AFD
APM3RDPAR_16713_C11_V001 AFD R_INBD_AFD
APMOPTION_16713_C11_V001 AFD R_OUTBD_AFD
CCM_CSO_100B1004A_V003 APU ECO
CS1_CS3_4615_007
Start Load Data & Software Details Start Load LRU Details
Figure 13: Reload Data and Software and Reload LRU

Software Configuration Verification

Check the LRU software configuration as follows:
1. Use Table 6 of the Aircraft Maintenance Publication (AMP) software
configuration procedure to confirm the correct software is installed.
2. If the LRU is not in Table 6, use the alternate procedure.
3. Access the onboard maintenance system (OMS) LRU/System
Operations page.
4. Select the ATA, LRU, and LRU channels.
5. Select the CONFIG tab.
6. Check the SOFTWARE P/N and cycle redundancy check (CRC)
against each software configuration item in Table 6, and verify that the
part number and CRC agree with the software configuration of the
aircraft.

MAINT MENU
View Riggable LRUs
Select ATA 49-00-00 APU-GENERAL
APU ECU HW P/N: 70720604-1

APU ECU HW S/N: 65051451-D10
SOFTWARE P/N: TUS2B-4906-00B0
SOFTWARE CRC: 3BAAE37A
APU ENGINE S/N: 00102
TSO NUMBER: TSO-C77A
TABLE 6
CS1_CS3_4615_018
Figure 14: Software Configuration Verification

Alternate Software Configuration Verification

The following steps are an alternative method of verification for the
integrated modular avionics (IMA) software items:
1. Access the OMS System Configuration page.
2. Select the IMA Software Part Numbers.
3. Make sure the Type Number, Position, and the CPN (software part
number) columns are displayed in white on the DU.
4. Make sure that the software part number shown in the CPN column
agrees with the software configuration of the aircraft. Refer to the
Illustrated Parts Data Publication (IPDP) for more details.
5. Make sure the amber dashed line is not displayed in the CPN column.
NOTE
If an amber dashed line is displayed in the CPN column, there is
a misconfigure condition between the software part number and
the LRU/LRM.
For the IMA application IMAA-6000, make sure that the CRC is
displayed as F01D7479.

View IMA Software Part Numbers View IMA Software Part Numbers
APM Configuration Option Partition Close
Type Number Position CPN 01 /02 Type Number Position CPN 01 /02 Dialogue
APM Third Party Parameters Partition Box
AFD-6510 LIB 822-2276-911 Part Number Crosscheck Details 01 /02
IMA Software
AFD-6510 LOB Part Numbers
822-2276-911 ID_000: F-IPC SLOT 4 Status: Unknown
AFD-6510 LWR 822-2276-911 APM HW PN: 965-0793-E03
Installed HW PN:
APM SW PN: 810-0093-1B0001-SLOT4CFG CRC: CAL11C85
Installed SW PN: CRC: 00000000
MAINT MENU
AFD-6510 LIB 822-2276-911

AFD-6510 LOB 822-2276-911
CS1_CS3_4615_020
AFD-6510 LWR 822-2276-911
Figure 15: Software Configuration Verification

Use the remote data loader IP address (192.168.15.1/rdl/rdl.swf) when
DATA LOAD PROCESS connecting the laptop to the aircraft. The laptop provides a display
The IMS is the main component in the data load process. It provides similar to the aircraft DU. To perform a field service data load, a
data and software storage, a USB port for removable media, and an password is required.
Ethernet interface for laptop connectivity. Up to six LRUs can be selected to load at one time. If more than six
The data load of LRU/LRM components requires the aircraft to be LRUs require loading, the loading of additional LRUs starts when the first
weight-on-wheels (WOW), the AIRCRAFT switch to be selected to six loads are complete.
UPLOAD, and the CHAN switch to be selected to A or B. The onboard data loader (ODL) only loads software data that is stored
To avoid having all components enabled for upload at the same time, all on the IMS hard drive.
loadable components are divided in two channels, A and B. Maintenance
personnel need to refer to the Aircraft Maintenance Publication (AMP) to
find out which channel to select for a specific component. NOTE
The process is divided in to the following three main steps: A load set is any single set of files that is loaded into a target. A
1. Load the files into the IMS hard drive. media set is a grouping of one or more load sets contained in a
delivered package (may contain load sets that get loaded into
2. Load files from IMS to LRUs/LRMs. multiple targets).
3. Verify LRUs/LRMs software configuration, via the onboard
maintenance system (OMS). Load Files from IMS to LRUs/LRMs
The IMS hosts the onboard data loader (ODL) application, which
Load Files into the IMS Hard Drive operates in the Windows XP operating system and provides the user
The loading instructions are provided on the multifunction window interface for uploading files.
(MFW). In some cases, it is necessary to use a laptop computer instead The application is capable of automatically determining the appropriate
of the MFW interface, for example when uploading aircraft software sets target for each selected file and loading them in the appropriate order.
on new aircraft. The laptop can be connected on the IMS, the HMU This is done by consulting the configuration manager.
maintenance panel, or any other maintenance panel.
The configuration table is updated in the APM when software is updated
The laptop uses a standard web browser to access the IMS IP address. in an LRU/LRM.
The computer is only a user interface, the files are still transferred from a
USB support. When the load is completed, wait 5 minutes before cycling the aircraft
power to allow the IMS to complete internal file transfer between folders.
When performing full aircraft media set loads, a laptop is used since no
displays are available to monitor the software load.

CS130-21.02-06.00-121418 CS130_46_L3_IMS_DetailedDescription.fm
1 Load the files into the IMS. 2 Load files from IMS to LRUs/LRMs.
IPC 1
CCM2
Configuration OMS
Manager
LRMs
Onboard
Data Loader
3 Verify LRUs/LRMs software configuration.
Hard Described on Next Page

Drive
LRUs
MAINTENANCE
DATA LOAD
Load New Databases
Name Status
NAV_DB_VX-X-X
Onboard
Data Loader
Jeppesen_Charts_cc-yyyy
eMaps_yycc_Exp_ddmmyy
XMGWx_DB_VX
DLKGWx_DB_VX-X
Hard
ENR_Charts_cc_yyyy
Drive
CS1_CS3_4615_003
Start Load Database Details
MULTIFUNCTION WINDOW INFORMATION MANAGEMENT SYSTEM
Figure 16: Data Load Process

Verify LRUs/LRMs Software Configuration

The OMS verifies that the correct software is installed on the avionics full The configuration manager operates in the following two modes:
duplex switched Ethernet (AFDX) components and ensures the aircraft
• Non-subscription: The non-subscription mode allows transfer of files
personality module (APM) contains matching data. It is also possible to
and data via USB only. It manages up to three versions,
verify installed software on ARINC 429 components by selecting the
new/uninstalled, installed, and backup of data locally on the IMS
Perform LRU/System Operation option from the Maintenance Main
Menu page. • Optional subscription mode: The optional subscription mode allows
transfer of data via wireless communications with the ground
The common computing module (CCM) 2 hosts the onboard
infrastructure
maintenance system (OMS). It displays mismatched application
software and hardware identified by the configuration manager to the
user, via fault messages on the engine indication and crew alerting
system (EICAS).
CONFIGURATION MANAGEMENT
When loading files from the information management system (IMS) to
the LRUs/LRMs, the following components are involved in the process:
• IMS
• Configuration manager
• OMS
• EICAS
The configuration manager application is hosted in CCM 2 inside
integrated processing cabinet (IPC) 1. The main functions are to
automate the aircraft systems software configuration, and to validate the
APM options information.
The configuration manager also detects any misconfigured component
by comparing installed software with a configuration table in the APM.
This is displayed on the multifunction window (MFW).

3 Verify LRUs/LRMs software configuration.
IPC 1 DMCs
CCM2 DATA CONCENTRATOR MODULES
Configuration OMS EICAS

Manager
1 Load the files into the IMS.
Described on Previous Page

APM
2 Load files from IMS to LRUs/LRMs.
Described on Previous Page Maintenance Main Menu
View Flight Deck Effects (10 Active)
Onboard View Fault Messages (20 Active)

Data Loader
View Service Messages (30 Active)
View System Exceedances (0 Active)
View System Trends

Hard
Drive View System Parameters
CS1_CS3_4615_016
Perform LRU/System Operations
View System Configuration Data

Figure 17: Configuration Management

46-11 Aircraft Health Management System
46-11 AIRCRAFT HEALTH MANAGEMENT

SYSTEM
GENERAL DESCRIPTION
The aircraft health management system (AHMS) is responsible for the
monitoring and recording of aircraft systems data, and generating
reports based on the recorded data.
The AHMS is part of the information system and consists of:
• Health management unit (HMU)
• Aircraft network switch (ANS)
• HMU maintenance panel
The HMU records and monitors aircraft systems and engine conditions.
The AHMS interfaces with the information management system (IMS)
and all the maintenance panels through the ANS.
To perform maintenance operations, the aircraft has to be on the ground
and the AIRCRAFT switch on the HMU maintenance panel in the MAINT
position. When in maintenance mode, the HMU maintenance panel
sends a discrete signal to the IMS and all affected line replaceable units
(LRUs).
The system power interface is as follows:
• HMU receives power inputs from DC BUS 1, DC BUS 2, and DC
EMER BUS
• ANS receives power input from DC BUS 1
• IMS receives power input from DC BUS 1

CS130-21.02-06.00-121418 CS130_46_L2_AHMS_General.fm
Data Load Enable
INFORMATION IPCs
MANAGEMENT
SYSTEM LRMs
CDC 3-4-9 OMS
Network SW To Aircraft
DC Network
BUS 1 SSPC 3A Switch
Logic: Always On
MAINTENANCE
CDC 3-6-9 PANELS
HMU CH A AIRCRAFT MAINT
NORM
UPLOAD A
OFF
B
DC NETWORK NORM
BUS 1 SSPC 3A SWITCH DC ESS BUS 3
Logic: Always On
CDC 4-4-17
DISPLAY
HMU CH B UNITS
DC
BUS 2 SSPC 3A
HMU MAINTENANCE
Data Load Enable

Logic: Always On HMU PANEL
EPC 1-D7
DC
EMER 3 HMU CH A BATT
BUS
EPC 1 CBP
LINE
CS1_CS3_4615_015
LGSCUs DMCs REPLACEABLE
LEGEND UNITS
AFDX
ARINC 429
Ethernet
HMU H lth M t U it
Figure 18: Aircraft Health Management System

CS130-21.02-06.00-121418 CS130_46_L2_AHMS_General.fm
COMPONENT LOCATION
The following components are part of the AHMS:
• Health management unit
• Aircraft network switch
HEALTH MANAGEMENT UNIT

The health management unit (HMU) is located on the top shelf of the
forward equipment bay.
AIRCRAFT NETWORK SWITCH

The aircraft network switch (ANS) is located on the top shelf of the
forward equipment bay.

CS130-21.02-06.00-121418 CS130_46_L2_AHMS_ComponentLocation.fm
A
B
CS1_CS3_4611_007
A HEALTH MANAGEMENT UNIT B AIRCRAFT NETWORK SWITCH
Figure 19: Health Management System Component Location


The HMU maintenance panel is located on the left side of the flight deck
bulkhead.


NORM OFF
MAINT UPLOAD A B
NORM
DC ESS BUS 3 FLIGHT DECK
CS1_CS3_4611_008
Figure 20: HMU Maintenance Panel

HEALTH MANAGEMENT UNIT

The HMU provides the following aircraft health managing functions:
• High load event indication function (HLEIF) (optional)
• Usage-based monitoring function (UBMF)
• Aircraft data recording function (ADRF)
• Aircraft condition monitoring function (ACMF)
• Aircraft data exchange function (ADEF)
• Aircraft data management function (ADMF)
• Wireless connectivity (optional)

CS130-21.02-06.00-121418 CS130_46_L2_AHMS_ComponentInformation.fm
AIRCRAFT
NORM DATA
MAINT UPLOAD
MAP
CHART
VIDEO
AIRCRAFT SWITCH DOC
DBASE
HI LOAD MON
A/C HEALTH
(option) MAINTENANCE
Usage-Based Aircraft Data Aircraft Condition Aircraft Data Aircraft Data High Load
Monitoring Recording Monitoring Exchange Management Event Indication
Data Capture Function Function Function Function Function
(option)
CS1_CS3_4611_003
Figure 21: Health Management Unit

CS130-21.02-06.00-121418 CS130_46_L2_AHMS_ComponentInformation.fm

The aircraft health management system (AHMS) handles large amounts
of aircraft data. Maintenance personnel can access this data by
generating health reports and consulting the high load event indication
function.
HEALTH REPORTS
The A/C HEALTH page formats are only accessible when the aircraft is
on the ground.
This page consists of three subfunctions related to health management
(REPORT, MAINT, and TRIGGER) accessible from a drop-down list
selector. It provides the capability to manually initiate the reports
offloading from the reports list.
The REPORT page is a list of reports that were triggered during the
previous 20 flights.
The MAINT page displays the status of the HMU connection to the
ground station, including the infrastructure being used for
communication (e.g. Cellular, WiFi, Ethernet).

CS130-21.02-06.00-121418 CS130_46_L2_AHMS_ControlsAndIndications.fm
A/C HEALTH REPORT

REPORT
SELECT FLIGHT LEGS 3 FLIGHT LEGS SELE
SELECTED
MAINT
FLT LEG FLT NO DATE TRIGGER A/C HEALTH MAINT
0 BA113 10MAY12 DETAILS
-1 BA174 10MAY12 DETAILS WIFI MODE REMOTE ACCESS

-2 BA213 10MAY12 DETAILS A/C HEALTH TRIGGER
-3 BA174 9MAY12
E R
DETAILS SECURE REMOTE ACCESS: ENABLED STOP
FILTER BY: SELECTED REPORTS
-4 BA189
L
9MAY12 D
DETAILS
H O R
REPORT TYPE
-5
C E
BA169 9MAY12 DETAILS
D E BJEIMLB:3 SNAPSH...(1SEC)
-6
A BA167 9MAY12 DETAILS
L
PL O
EGUL:8 SNAPSH...(1SEC)
-7 BA243 9MAY12 DETAILS
H
CE
FRULIK:78 SNAPSH...(1SEC)
A GOUNUL:3 SNAPSH...(1SEC)
E R
PL GRERTFK:1
L
TIME H...(5MIN) D
SELECT ALL DESELECT ALL
H O
LEKDRM:1
C E TIME H...(5MIN)
LUSRD:2
A TIME H...(5MIN)
PL
NORP:99 TIME H...(5MIN)
PRINT SELECTED XFER SELECTED TO USB PORDOU:3 FULL F...(30MIN)
SADODM:4 FULL F...(30MIN)
HI LOAD
LOA
OAD
AD MON
MON
CS1_CS3_4611_005
A/C HEALTH
SELECT FILTERED DESELECT ALL
MAINTENANCE
MA
MAINTENANC E
10 REPORTS SELECTED START STOP
Figure 22: Health Report Pages

HIGH LOAD EVENT INDICATION FUNCTION

The optional high load event indication function page is accessible by
selecting HI LOAD MON from the DATA menu.
When a HI LOAD EVENT advisory message is displayed on the EICAS,
maintenance personnel are required to perform inspections and/or
maintenance on the aircraft based on the type and severity of the event.
The type and severity of the event can be determined by reviewing the
INFO messages.
The HI LOAD EVENT advisory message can only be cleared through
maintenance action. Refer to the Practical Aspects section of this ATA
for more details.

HIGH LOAD MONITOR FCTN

FILTER BY:
ALL 3 EVENTS SELECTED
LEG:-1 HMU:A 19APR2015 16:04:29
LOCATION ACSN
N 45° 40.50, W074° 01.00 123
MAP
CHART 1 2
TYPE SEVERITY GROUP SEVERITY VALUE
LATERAL GUST SEVERE 1.670349
VIDEO
GW(LB) THRESHOLD 1 THRESHOLD 2
DOC
105.544 0.42548 0.52935
E R
DBASE LEG:-1 HMU:A
L D
1MAY2015 13:05:01
HI LOAD MON
LOCATION
N 45° 12.3, W074° 25.00
H O ACSN
123
1 High Load Event Type
1
TYPE
C E
SEVERITY GROUP SEVERITY VALUE
2
2 High Load Event Severity
A/C HEALTH VERTICAL GUST 1
A MODERATE 2.00
PL
MAINTENANCE 100.721 2.00 4.00
LICENSE MGMT LEG:-2 HMU:A 1MAY2015 15:15:01
LOCATION ACSN
INFO MGMT N 43° 40.5, W079° 36.2 123
1 2
DATALOAD OOL LANDING MODERATE 2.00
103.523 1.51250 2.11250
CS1_CS3_4611_009
PRINT SELECTED
HIGH LOAD MONITOR PAGE
Figure 23: High Load Event Indication Function

DETAILED DESCRIPTION AIRCRAFT DATA MANAGEMENT FUNCTION

The aircraft data management function (ADMF) provides data and
HIGH LOAD EVENT INDICATION FUNCTION reports that can be manually or automatically off-loaded from the HMU.
With the high load event indication function (HLEIF) option, acceleration For automatic data off-loading, the system uses an operator assigned
data from the aircraft inertial reference system (IRS), is monitored to priority level and an operator configured communication channel to
detect heavy turbulence, gust, and hard landing events. Detected events determine when, and over which, communication channel to transmit the
are displayed in the crew alerting system (CAS). It also records data files.
before and after the events for subsequent analysis.
Manual data off-load is possible via a USB, laptop computer, or wireless
USAGE-BASED MONITORING FUNCTION connection. Some reports can also be printed.
The usage-based monitoring function (UBMF) records data to support AIRCRAFT DATA EXCHANGE FUNCTION
life monitoring for engine and airframe systems.
The aircraft data exchange function (ADEF) provides a means for
AIRCRAFT DATA RECORDING FUNCTION moving software and file updates onto the aircraft.
The aircraft data recording function (ADRF) is a configurable data In subscription mode, updates are received from the ground station
recorder. A configuration file is used to configure user selectable options through a wireless connection.
in the ADRF, including recording start and stop criteria, parameters If necessary, files are transferred to the IMS using trivial file transfer
selection, and recording rates. It also acts as a virtual quick access (TFTP) protocol.
recorder.
In non-subscription mode, data exchange is accomplished via USB
AIRCRAFT CONDITION MONITORING FUNCTION connection.
The aircraft condition monitoring function (ACMF) is a fixed functionality WIRELESS CONNECTIVITY
that captures and records data for power plant, auxiliary power unit, and
airframe system health monitoring. It uses the engine manufacturer As an option, the HMU supports off-loading of data via WiFi, cellular
trending and reporting configuration, and the original equipment connection, and the aircraft communications addressing and reporting
manufacturer (OEM) aircraft performance report data. system (ACARS).

CS130-21.02-06.00-121418 CS130_46_L3_AHMS_DetailedDescription.fm
HMU
Optional
High Load Event Indication Function
DBASE
ADVISORY HI LOAD MON

Usage Based Monitoring Function
CAS MESSAGES
A/C HEALTH
Aircraft Data Recorder Function
LEG:-1 HMU:A 19APR2015 16:04:29

Aircraft Condition Monitoring Function HI LOAD MON
LOCATION ACSN
N 45° 40.50, W074° 01.00 123
A/C HEALTH TYPE SEVERITY GROUP SEVERITY VALUE
Aircraft Data Management Function LATERAL GUST SEVERE 1.670349
MAINTENANCE GW(LB) THRESHOLD 1 THRESHOLD 2
105.544 0.42548 0.52935
Aircraft Data Exchange Function HIGH LOAD MONITOR PAGE
A/C HEALTH REPORT

Nonsubscription
Mode
WiFi/Cell/ACARS USB
A/C HEALTH REPORTS PAGE
CS1_CS3_4611_010
Aircraft
Operator
Subscription Mode
Figure 24: Aircraft Health Management System Functions

AIRCRAFT NETWORK SWITCH Access Control List

The aircraft network switch (ANS) provides the following functions: The access control list (ACL) is a set of rules that are applied to a
communication port with a list of hosts and/or networks permitted to
• Interface between information system components
communicate with each other. The ACL can be configured to control
• Connectivity via RJ45 Ethernet ports inbound and outbound traffic.
• Network security
In order to support these capabilities, the ANS is designed to provide
multiple virtual local area networks (VLANs) and an access control list
(ACL).
The ANS receives and processes the data from all connected
components, and transmits it only to the component for which the data
was addressed. The switch examines the destination and source
components addresses, and compares them to a table of network
addresses. If the received data does not find any match in the table, the
ANS drops it.
The switch has the capability to configure the ports with dynamic and
static IP addresses.
Virtual LAN Configuration

VLANs enable a network to be partitioned based on the functional
requirements. One level of data security is ensured by keeping the data
exchanged between devices of a particular VLAN within the same
network.
The ANS assigns a VLAN ID to each network based on the location and
function of a particular system, or device connected to the ANS. This
ensures that only permitted network communication occurs between
systems and devices connected to the ANS.
Three VLAN ID exist in the C Series:
• VLAN 201 - HMU, IMS, and flight deck printer
• VLAN 202 - Electronic flight bag (EFB)
• VLAN 203 - Maintenance Ethernet ports

INFORMATION
MANAGEMENT
SYSTEM
HEALTH
MANAGEMENT
UNIT
Static IP
VLAN Addresses
201
PRINTER
(OPTION)
Network Access VLAN

Addresses Control 202
Table List
EFB
(OPTIONS)
VLAN
203
Dynamic IP
Addresses
CS1_CS3_4615_011
AIRCRAFT NETWORK SWITCH
Maintenance Panels (RJ45 ETHERNET PORTS)
Figure 25: Aircraft Network Switch


messages for the aircraft health management system.

CS130-21.02-06.00-121418 CS130_46_L2_AHMS_MonitoringTests.fm

46 HI LOAD If channel A or channel B of the HMU sets the hard
MESSAGE LOGIC
EVENT - HARD landing severe gust bits listed and the associated gust
HI LOAD A high load detection failed or unreliable. LANDING detect bit has been set and the high load event indication
MONITOR FAIL SEVERE option is enabled in the APM.
HI LOAD EVENT A high load event, either gust or hard landing, has been 46 HI LOAD If channel A or channel B of the HMU sets the out of limits
detected. EVENT - OUT OF landing or MTOW on landing exceeded bits listed and the
HEALTH MGMT Generic fault detected in the HMU. LIMIT LANDING high load event indication option is enabled in the APM.
FAULT 46 HEALTH If DAL A I/O function detects the HMU battery switch is
MGMT FAULT - stuck in the NORM position (drawing power from DC
Table 2: STATUS Message HMU LATCH ON EMER BUS 1) and DC EMER BUS is being used.
BATTERY
MESSAGE LOGIC 46 HEALTH If channel A or channel B of the HMU sets the HMU fault
A/C MAINTENANCE SW AIRCRAFT switch in UPLOAD or MAINT MGMT FAULT - bit and DAL A I/O function detects the HMU battery switch
position. HMU DEGRADED is not stuck in the on position.
MESSAGE LOGIC
46 HI LOAD If channel A or channel B of the HMU sets the vertical or
EVENT - GUST lateral moderate gust bits listed and the associated gust
EVENT detect bit has been set and the high load event indication
MODERATE option is enabled in the APM.
46 HI LOAD If channel A or channel B of the HMU sets the vertical or
EVENT - GUST lateral severe gust bits listed and the associated gust
EVENT SEVERE detect bit has been set and the high load event indication
option is enabled in the APM.
46 HI LOAD If channel A or channel B of the HMU sets the hard
EVENT - HARD landing moderate gust bits listed and the associated gust
LANDING detect bit has been set and the high load event indication
MODERATE option is enabled in the APM.

CS130-21.02-06.00-121418 CS130_46_L2_AHMS_MonitoringTests.fm
PRACTICAL ASPECTS
OMS TESTS
The following ATA 46 Information Systems subsystems can be tested
through the OMS:
• Aircraft Network Switch
• Electronic Flight Bag
• HMU CH A
• HMU CH B

CS130-21.02-06.00-121418 CS130_46_L2_AHMS_PracticalAspects.fm
MAINT MENUU
MA
View All ATAs
Select ATA 46 - INFORMATION SYSTEM
Select LRU/System Aircraft Network Switch

Electronic Flight Bag
Test HMU CH A (A604)
HMU CH B (A604)
Health Management Unit
IBIT IMS
LH_EDU
RH_EDU
CS1_CS3_4611_011
Figure 26: OMS Tests

HIGH LOAD EVENT ADVISORY RESET

The crew alerting system (CAS) event notification remains latched in the
HMU during power interruptions. Clearing the event requires that
maintenance personnel consult the HIGH LOAD MONITOR page. This
page provides the only means for the mechanic to clear the CAS
message after completion of the appropriate aircraft maintenance
procedures. This is done by selecting the FCTN menu.
If the HMU is removed or replaced without the event being cleared, the
HLEIF event indication remains latched internally and drives a CAS
message immediately upon installation in another aircraft.

HIGH LOAD MONITOR FCTN

FILTER BY:
ALL 3 EVENTS SELECTED RESET HLEIF CAS
MAP LEG:-1 HMU:A 19APR2015 16:04:29
FMS LOCATION ACSN

N 45° 40.50, W074° 01.00 123
CNS LATERAL GUST SEVERE 1.670349
CHKL 105.544 0.42548 0.52935
SYN LEG:-1 HMU:A 1MAY2015 13:05:01

MAP
CHART
DATA LOCATION ACSN
N 45° 12.3, W074° 25.00 123
VIDEO
VERTICAL GUST 1 MODERATE 2.00
DOC GW(LB) THRESHOLD 1 THRESHOLD 2
100.721 2.00 4.00
DBASE
LEG:-2 HMU:A 1MAY2015 15:15:01
HI LOAD MON
LOCATION ACSN
A/C HEALTH N 43° 40.5, W079° 36.2 123
OOL LANDING MODERATE 2.00
MAINTENANCE
103.523 1.51250 2.11250
LICENSE MGMT
INFO MGMT
CS1_CS3_4611_004
DATALOAD
PRINT SELECTED
HIGH LOAD MONITOR PAGE
Figure 27: High Load Event Advisory Reset


CS130-21.02-06.00-121418 CS130_46_ILB.fm

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BD500 SERIES (PW PW1500G) INITIAL MAINTENANCE TRAINING COURSE

TECHNICAL TRAINING MANUAL

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL

ACRONYMS AND ABBREVIATIONS AEMF aft engine mount fitting

A AFCU alternate flight control unit

A/T autothrottle AFDA adaptive flight display application

ABIT automatic BIT AFDT adaptive flight display table

ABS absolute AFDX avionics full duplex switched Ethernet

ABS autobrake system AFM Airplane Flight Manual

ACC active clearance control AGB accessory gearbox

ACL access control list AHC attitude heading computer

ACM air cycle machine AHMS aircraft health management system

ACM aircraft condition monitoring AIS aircraft information server

ACMF aircraft condition monitoring function AIS audio integrating system

ACMP AC motor pump AIM axle interface module

ACP audio control panel AIM aircraft identification module

ACU audio conditioning unit AIM align-in-motion

ADC air data computer AL autoland

ADEF aircraft data exchange function ALC APU line contactor

ADF automatic direction finder ALI airworthiness limitation item

ADI attitude direction indicator AI-Li aluminum-lithium

ADLS airborne data link system ALM application license manager

ADMF aircraft data management function ALT altitude

ADRF aircraft data recording function ALTN FLAP alternate flap

ADS air data system AM amplitude modulation

ADSP air data system probe AMP Aircraft Maintenance Publication

AES alternate extension system ANR archive noise reduction

AEV avionics exhaust valve ANS aircraft network switch

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL i

AOA angle-of-attack BAHX buffer air heat exchanger

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL ii

CAM cockpit area microphone CMUI configuration management unique identifier

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL iii

DCU directional control unit EFAN extraction fan

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL iv

EPC electronic power center FCV flow control valve

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL v

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL vi

I IOM input/output module

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL vii

LOC localizer MIXTS mix manifold temperature sensor

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL viii

NPRV negative pressure-relief valve P

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL ix

PIPS pack inlet pressure sensor PVT position, velocity, time

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL x

RPA rudder pedal assembly SFV safety valve

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL xi

TAV trim air valve TQA throttle quadrant assembly

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL xii

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL xiii

Page Intentionally Left Blank

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL xiv

MODULE 2: ELECTRICAL - LIST OF CHANGES

The following table details the changes applied to this revision:

ATA NAME AND NUMBER CMUI NUMBER CHANGES APPLIED

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC i

ATA NAME AND NUMBER CMUI NUMBER CHANGES APPLIED

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC ii

ATA NAME AND NUMBER CMUI NUMBER CHANGES APPLIED

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC iii

ATA NAME AND NUMBER CMUI NUMBER CHANGES APPLIED

Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL LOC iv

ATA NAME AND NUMBER CMUI NUMBER CHANGES APPLIED