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DGT97831 GENERAL ISSUE 2

ACRONYMS

ADC Air Data Computer

ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADS Air Data System
AGM Advance Graphic Module
AIM Aircraft Identification Module
AOA Angle Of Attack
AOS Angle Of Sideslip
AP Auto Pilot
APC Automatic Flight Control System
ASCB Avionics Standard Communication Bus
ATC Air Traffic Control
BLD BLeeD
CAS Crew Alerting System
CB Circuit Breaker
CCD Cursor Control Device
CLC CheckList Controler
CLR CLeaR
CMF Communication Management Function
CVR Cockpit Voice Recorder
DAU Data Acquisition Unit
DEL DELete
DFDR Digital Flight Data Record
DME Distance Measuring Equipment
DMU Data Management Unit
DSDU Data Signal Display Unit
DU Display Unit
ECB Electronic Circuit Breakers page management
ECL Electronic CheckList
ECS Environmental Control System
EGPWS Enhanced Ground Proximity Warning System
ELI Elapsed Time Indicator
ELT Emergency Locator Transmitter
FADEC Full Authority Digital Electronic Control
FLT FauLT page management
FD Flight Director
FMA Flight Mode Annunciator

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FMS Flight Management System

FMW Flight Management Window
GGF Graphic Generation Function
GP Guidance Panel
GPS Global Positioning System
HDG HeaDinG
HHDLU Hand-Held DownLoad Unit
HSI Horizontal Situation Indicator
HUD Head Up Display
GPB General Purpose Bus
IAS Indicated AirSpeed
ILS Instrument Landing System
I-NAV Interactive NAVigation
I/O Input Output
IRS Inertial Reference System
LAN Local Area Network
LH Left Hand
LSC Low Speed Cues
MAINT MAINTenance
MAU Modular Avionic Unit
MDU Multifunction Display Unit
MFP Multi Function Probe
MGMT ManaGeMenT
MKB Multifunction KeyBoard
MMO Mach Maximum Operating
MOPS Minimum Operational Performance Specification
MRC Modular Radio Cabinet
MW Monitor Warnings
MWA Monitor Warning Application
NIC Network Interface Controller
NIM Network Interface Module
PATS Playback and Test Station
PDU Primary Display Unit
PFCS Primary Flight Control System
PRB Permanent Radio Bar
Ps Static Pressure
Pt Total Pressure
PTT Push To Talk

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DGT97831 GENERAL ISSUE 2

QRH Quick Reference Handbook

RH Right Hand
RP Reversion Panel
SAT Static Air Temperature
SG Symbol Generator
SFD Secondary Flight Display
SSPC Solid State Power Controller
STAT STATus
TA Traffic Advisory
TAS True AirSpeed
TAT True Air Temperature
TCAS Traffic and Collision Avoidance System
TOLD Take-Off Landing Data
TRK TRacK
TU Transmitter Unit
VBP Virtual BackPlane (communication bus between different modules of a
given MAU)
VBPCI Virtual BackPlane Peripheral Component Interconnect
VDR VHF Digital Radio
VFR Velocity Flaps Retracted or Flaps Retracted speed
VFT Velocity Final Transition or Final Transition speed
VIDL-G VOR/ILS Data Link - GPS
VMO Velocity Maximum Operating or Maximum Operating speed
VOR VHF Omnidirectional Range
VSD Vertical Situation Display
WPT WayPoinT
WX Weather

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INTRODUCTION

The indicating and recording systems comprise:

- ATA 31_1: EASy Modular Avionics,
- ATA 31_2: Displays,
- ATA 31_3: Crew Alerting System (CAS),
- ATA 31_4: Electronic CheckList (ECL),
- ATA 31_5: Combine recorder (Digital Flight Data Recorder and Cockpit Voice Recorder)
and Emergency Locator Transmitter (ELT).
¾ Refer to ATA 34 for TCAS and EGPWS descriptions.

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GENERAL
DGT97831 ISSUE 2

INTRODUCTION

The Enhanced Avionics System (EASy) is based on Honeywell Primus Epic system
architecture composed of new EASy cockpit controls, displays and modular avionics.
The present chapter is dedicated to the modular avionics which is composed of:
- 2 Modular Avionics Units (MAU),
- 2 Modular Radio Cabinets (MRC),
- Data communication buses.

AVIONICS FUNCTIONS

The EASy modular avionics provides the following avionics functions:

- Processing of display for:
o Attitude information based on IRS data,
o Radio Altitude information based on Radar Altimeters data,
o Air Data information based on Air Data Systems data.
- Elaboration of data and processing of display for:
o Navigation (GPS, VOR, DME, FMS, ILS…),
o Flight Director / Thrust Director Guidance,
o EGPWS.
- Transmission of FD orders to Primary Flight Control System for AutoPilot function,
- Elaboration of Auto-Throttle commands for Throttle Quadrant,
- Communication means,
- Transmission of TCAS guidance received from the independent TCAS.

MULTI-SYSTEM FUNCTIONS

In addition to avionics functions, the EASy modular avionics provides the following functions,
based on data received from airplane systems:
- Display of CAS/Fault messages related to system failures,
- Display of systems synoptic,
- Transmission of data between systems,
- Recording of maintenance data.

OPTIONAL EQUIPMENTS

Optional equipments include:

- Within the MAU2: second EGPWS module,
- Video capability.

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FLIGHT DECK OVERVIEW

CONTROLS

Controls available for the modular avionics are:

- The Master switches to power the different modular avionics components. Master
switches are described in ATA 24.
- Two Data Acquisition Unit (DAU) reversion rotary switches on the Reversion Panel (RP)

INDICATIONS

There is no dedicated synoptic for the modular avionics.

Failure messages associated with modular avionics will be displayed in the CAS window or
in the STATus synoptic FAULT tab page.

FIGURE 02-31_1-05-00 - MODULAR AVIONICS CONTROLS AND INDICATIONS

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DESCRIPTION
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GENERAL

The EASy basic architecture is referred to as a “distributed architecture”, which means that
the various functions are distributed among a variety of modules and processors in the
system.
Many of the processors handle more than one function.
The different modules and processors of the modular avionics are installed within modular
cabinets:
- Two MAU (Modular Avionics Unit) cabinets, MAU1 and MAU2 dedicated to:
o Avionics functions (except for some communication and navigation functions),
o Multi-system functions.
- Two MRC (Modular Radio Cabinet) cabinets, MRC1 and MRC2 dedicated to:
o Communication,
o Elaboration of most data for navigation.

Two MAU Two MRC

- Avionics functions - Communication functions,
(except some communication and
- Navigation functions.
navigation functions):
o Display of altitude, attitude, speed,
o EGPWS,
o Flight Directors Orders,
o Thrust Director, Auto Throttle Orders,
o Display of navigation / communication
data from MRC,
o TCAS alerts and guidance..
- Multi system functions:
o Crew Alerting System,
o Systems Synoptics,
o Data exchanges,
o Electronic CheckList
o Maintenance data.

¾ Refer to ATA 22, 23, 31_2, 31_3, 31_4, 34 for a description of these different functions.

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Communication between the MAU, MRC and other aircraft systems is performed via different
buses:
- ASCB buses for the communication between MAU and MRC,
- ARINC 429 General Purpose buses for communication with other aircraft systems.

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MODULAR AVIONICS UNIT

GENERAL

With regard to the two Modular Avionics Unit (MAU):

- The MAU are dual channel: MAU 1A / MAU 1B, MAU 2A / MAU 2B,
- The four channels are active at the same time, as they do not perform the same
functions.
- Each channel includes the following main modules:
o Processors for data processing,
o AGM (Advanced Graphical Modules) for display management and EASy data
exchange through MKB and CCD,
o Generic I/O (Inputs / Outputs) modules for data exchanges with other systems,
o Control I/O (Inputs / Outputs) modules mainly dedicated to data exchanges with EASy
controls and audio warnings,
o A power supply module,
o Interface controllers for management of communication MAU modules with buses
(NIC: Network Interface Controller).
- The MAU modules are field-replaceable and represent “building blocks” of the Primus
EPIC system.
- Each MAU integrates three cooling fans.

¾ Refer to ATA 31_2 "Indicating and Recording - Displays" for a description of AGM.

NOTES
The functions performed by the MAU are residing on one or more processor modules.
Therefore the loss of one module might induce the loss of some avionics or systems functions.

The loss of the power supply module of one channel will induce the loss of all modules of this
MAU channel, including the Generic I/O and Advance Graphical Modules (AGM). Therefore:

1. The display related to the AGM will be red crossed

2. Some avionics or systems functions might be lost

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DATA EXCHANGES BETWEEN SYSTEMS

Data exchanges between the different aircraft systems and the MAU is performed through
the Generic I/O modules.

Each MAU channel is fitted with two Generic I/O modules, except MAU 2A which contains
three modules.
The grouping of the two Generic I/O modules of each MAU channel is called a Data
Acquisition Unit (DAU) channel.

Each MAU contains therefore two DAU channels:

- MAU 1 contains:
o DAU 1A in MAU 1A
o DAU 1B in MAU 1B
- MAU 2 contains:
o DAU 2A in MAU 2A
o DAU 2B in MAU 2B

Each DAU is dual channel, channel A being normally in control.

In case of a DAU channel A failure there is an automatic reversion to channel B. The crew
members can also select manual DAU reversions, in order to use DAU channel B instead of
channel A.

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MODULAR RADIO CABINET

With regard to the two Modular Radio Cabinet (MRC):

- The two MRC are active at the same time
- Each channel includes the following main modules:
o NAV (VIDL-G: VOR/ILS Data Link - GPS),
o VHF COM,
o ATC,
o ADF,
o DME,
o Interface controllers for management of communication with the buses (NIM: Network
Interface Module).
- Each MRC has two cooling fans.

FIGURE 02-31_1-10-00 - VIEW OF MRC

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PRINCIPLE DIAGRAM

The following diagram shows a simplified representation of communication between an MAU

channel, an MRC, aircraft systems, and display.

FIGURE 02-31_1-10-01 - COMMUNICATION BETWEEN MAU, MRC AND SYSTEMS

¾ Refer to "Description - Supplementary information" for additional information on buses.

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DESIGN PRINCIPLES

The modular avionics allows the airplane to benefit from full power of multi-tasking digital
computer processing.
With regard to electrical power supply:
- For each MAU, one channel is powered by one Essential bus and the other channel by the
Main bus on the other side,
- One NIM module (MRC 1) is powered by Essential bus and the other (MRC 2) is powered
by Main bus,
- Each module of the MRC has a separate power supply (refer to ATA 23_1 and 34_10).

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EQUIPMENT LOCATION

MAU LOCATION

MAU 1 is located under floor.

MAU 2 is located in the nose cone.

FIGURE 02-31_1-15-00 – MAU 1 AND MAU 2 LOCATIONS

MRC LOCATION

MRC 1 is located under floor.

MRC 2 is located in the nose cone.

FIGURE 02-31_1-15-01 – MRC 1 AND MRC 2 LOCATIONS

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ELECTRICAL POWER SOURCE

The following paragraph describes the power supply of the different equipment of the EASy
modular avionics system.
Electrical protection is provided:
- Either by Solid State Power Controllers (SSPC),
- Or by Circuit Breakers (CB).
¾ Refer to ATA 24 – ELECTRICAL POWER for additional information.

TYPE OF
EQUIPMENT POWER SUPPLY MASTER SWITCH
PROTECTION
LH Essential
MAU 1A (and LH Main when LH INIT CB
Essential is lost)
MAU 1B RH Main RH MASTER CB
MAU 2A RH Essential RH INIT CB
MAU 2B LH Main LH MASTER CB
MRC 1 NIM LH Essential Not relevant CB
MRC 2 NIM RH Main RH MASTER CB

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MODULAR AVIONICS UNIT OVERVIEW

Honeywell
PS1 1 2 3 4 5 6 7 8 NIC1 NIC2 9 10 11 12 13 14 15 16 PS2
P

P
P
XXXXX X

XXXXX X

XXXXX X

XXXXX X

XXXXX X
XXXX X
XX

XX

XX

XX

XX

XX
XXX XXXX M

XXX XXXX M

XXX XXXX M

XXX XXXX M

XXX XXXX M
XXX XXXX M

X XXXXXX M

X XXXXXX M

X XXXXXX M
XXXX XX XXX

XXXX XX XXX

XXXX XX XXX
HP

HP

HP
FIGURE 02-31_1-15-02 - FRONT VIEW OF MAU

The following figures provide the layout of modules within the two MAU. The MAU modules
are field-replaceable.

FIGURE 02-31_1-15-03 - MAU 1 & 2 LAYOUT

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The functions and systems are residing on one or more processor modules. The following
figure provides the layout of functions within the different processor modules.

MAU 1A MAU 1B MAU 2A MAU 2B

(AGM 1) (AGM 3) (AGM 4) (AGM 2)
Audio Warning A Audio Warning B
(CONTROL I/O 1) (CONTROL I/O 2)
AutoThrottle 1A AutoThrottle 1B
(PROC 8) (PROC 9)
(CMC)
CMF 1 (optional) CMF 2 (optional)
(PROC 1) (PROC 3)
(CONTROL I/O 1) (CONTROL I/O 2)
(DATA BASE 1) (DATA BASE 2)
ECB 1 (PROC) ECB 2 (PROC)
ECL (PROC 1) ECL (PROC 10)
(EGPWM) (EGPWM) (optional)
Flight Director 1A Flight Director 2B Flight Director 2A Flight Director 1B
(PROC 8) (PROC 7) (PROC 10) (PROC 9)
FLT 1 (PROC) FLT 2 (PROC)
FMS 1 / TOLD 1* FMS3 / TOLD 3* FMS2 / TOLD 2*
(PROC 5) (PROC 2) (PROC 6)
DAU 1A DAU 1B DAU 2A DAU 2A
(GENERIC I/O 1A, 2A (GENERIC I/O 1B (GENERIC I/O 3A (GENERIC I/O 3B
and 5) and 2B) and 4A) and 4B)
Monitor Warning 1 Monitor Warning 2 Monitor Warning 3
(PROC 1) (PROC 3) (PROC 4)
Video (optional)
(VIDEO I/O)

*: not available at the present time.

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MODULAR RADIO CABINET

GENERAL

Two MRC are used in the EASy system.

They house the VIDL-G (VOR / ILS Data Link - GPS), VHF, ATC, ADF, DME, and NIM radio
modules. Non volatile memory is contained within each MRC to store radio configuration
information.

FIGURE 02-31_1-15-04 - AUDIO AND MICROPHONE BUS ARCHITECTURE

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BUSES

GENERAL

Communication between the different MAU modules of a given MAU is performed via:
- Virtual Backplane bus
- NIC: Network Interface Controller for interface of MAU modules with Virtual Backplane
bus
Communication between the different MAU modules and between the different MRC
modules is performed via:
- NIC: Network Interface Controller for interface of MAU modules with ASCB buses,
- ASCB buses,
- NIM: Network Interface Module for interface of MRC modules with ASCB buses.

MAU MRC
HF Radios

Channel B

Channe

NIC MRC2
MAU 2
NIC
NC NIM
NM
NOSE CONE

ASCB

NIC NIM
NIC

annel B

Channel A

MRC1
MAU 1
UNDER FLOOR BY GALLEY

FIGURE 02-31_1-15-05 – COMMUNICATION BETWEEN MAU AND MRC

Interface between the MAU and other equipment of EASy avionics are performed via:
- Control I/O modules.

Communication between the MAU and other systems is performed via:

- Generic I/O modules for interface of MAU modules with General Purpose buses,
- General purpose buses (ARINC 429).

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VIRTUAL BACKPLANE PERIPHERAL COMPONENT INTERCONNECT

Communication between the different MAU modules of a given MAU is performed via:
- NIC: Network Interface Controller for interface of MAU modules with Virtual Backplane
bus,
- Virtual Backplane bus.

Each channel of an MAU has an independent Virtual Backplane Peripheral Component

Interconnect (VBPCI). The VBPCI is a high speed, bidirectional, parallel bus.

AVIONICS STANDARD COMMUNICATION BUS (ASCB)

The ASCB bus is a high speed redundant and bi-directional community bus network
designed to transfer a large amount of digital data between avionics systems.
The EASy network interface extends the backplane buses beyond the MAU using the
ASCB. The network interface also supports a Local Area Network (LAN).
There are a variety of system network buses that support the entire network structure and
enable the system to tie together standard avionics equipment with the system components.

GENERAL PURPOSE BUS (GPB)

The General Purpose Bus is used to provide data to avionics and aircraft systems.
It is an ARINC 429 bus.

LOCAL AREA NETWORK (LAN)

The LAN is a computer network designed to supplement the ASCB bus. It allows data
communication between the various sub-systems and allows the inclusion of an outside
computer for maintenance or data loading.
On the Falcon 7X, the LAN is used for:
- Data loading on the ground,
- Maintenance and test purposes on the ground with limited flight access,
- In flight, the bus carries charts and map-data from the Data Management Unit (DMU) as
needed.
There are provisions in the airplane for connections of personal computers and a LAN
printer.

FIGURE 02-31_1-15-06 - DMU

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OTHER BUSES

Other buses used by the EASy modular avionics are:

- Remote image bus for transmission of video data to the AGM,
- Fiber channel bus for transmission of video data from the AGM to the displays,
- Controller buses for transmission of data from the controllers,
- Weather radar picture bus for transmission of video data from the weather radar to the
AGM,
- Digital audio bus for transmission of radio audio from the MRC to the audio panels,
- Digital microphone bus for transmission of microphone audio from the audio panels to
the MRC and to other audio panels.

PRINCIPLE DIAGRAMS

The first diagram shows a simplified representation of communication between an MAU

channel, an MRC, airplane systems, displays, along with naming of the buses.

FIGURE 02-31_1-15-07 - COMMUNICATION BUSES BETWEEN MRC, MAU AND SYSTEMS

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The following figure shows the multiple ASCB and LAN connections.

FIGURE 02-31_1-15-08 - AVIONICS STANDARD COMMUNICATIONS BUS (ASCB) AND LAN

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CONTROLS AND INDICATIONS
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CONTROLS

Crew has control on the displays and items contained in the displays through:
- Two DAU knobs switches located on the Reversion Panel (RP)
- Four master pushbuttons located on the Overhead Panel (OP)
¾ Refer to ATA24 for a description of master pushbuttons.

REVERSION PANEL

FIGURE 02-31_1-20-00 - REVERSION PANEL

With regard to the EASy modular avionics, the RP has two knobs for the Data Acquisition
Unit (DAU) channel reversion.
¾ Refer to Chapter 02 - ATA 31_2 and ATA 34 for information on other reversions

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CONTROL FUNCTION LOCAL INDICATION

AUTO: for automatic

reversion to DAU No flag in this case
channel B in case of a
detected failure of DAU
channel A

DAU REV: for a manual reversion to channel B

reversion
- For DAU1: DAU1 reversion flag appears in
knob
amber on the top left corner of each ADI
- For DAU2: DAU2 reversion flag appears in
REV: for a manual amber on the top right corner of each ADI
reversion to channel B

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INDICATIONS

Indications related to modular avionics, consist in:

- DAU flags as described in the above table,
- CAS and fault messages.

¾ Refer to CODDE 2 for a description of CAS messages and flags.

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DGT97831 INFORMATION ISSUE 2

No additional information to be provided on controls and indications for EASy modular

avionics at present time.

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SYSTEM PROTECTIONS
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SYSTEM MONITORING

The avionics system monitors:

- The consistency of outputs of different MAU,
- The temperature of the MAU,
- The functioning of MAU cooling fans,
- The temperature of the MRC,
- The functioning of MRC cooling fans.
¾ Refer to ATA 31_2 for protections related to AGM, and to ATA 31_3 for protections related
to Crew Alerting System.

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ACTIVE PROTECTIONS

In case of overheat of an MAU, the system will automatically disconnect the MAU.
In case of DAU channel A failure, if the reversion knob is set to AUTO, the avionics will
automatically use DAU channel B.

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DGT97831 INFORMATION ISSUE 2

No additional information to be provided on the system protections of the EASy modular

avionics at present time.

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GROUND OPERATION
DGT97831 ISSUE 2

The EASy modular avionics system does not require any Ground Operation.

¾ Refer to Ground Servicing manual.

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GENERAL
DGT97831 ISSUE 2

INTRODUCTION

GENERAL

All flight information such as communication, navigation, or flight management, as well as

systems’ status or Electronic CheckList are displayed into four 14.1 inches digital display
units, configured, in normal operation, as two outboard PDU (Primary Display Units), and
two central displays (Multifunction Display Units).
Because different types of information are needed depending on the flight phase or
operating conditions, the system can be modulated at will. Depending on the flight phase or
on the operating configuration, most areas can be customized by the crew.
All the functions can be accessed by using a cursor, just like on a computer.
Essential flight information is also provided in a Secondary Flight Display, in case of failure
of Primary Display Units.

PRIMARY DISPLAY UNITS

Each screen is a private area fitted in front of each pilot station: the crew members can
manage their PDU independently.
Each PDU provides:
- All necessary information for piloting (Flight Path, Air data, Heading),
- Primary navigation information (GPS, VOR, DME, ILS Glideslope / localizer, radio…),
- Primary aircraft systems parameters (engines parameters, trims…),
- The CAS messages window.

MULTIFUNCTION DISPLAY UNITS

The MDU are considered shared areas, as both of the crewmembers can access them with
their own controls.
The MDU provide:
- Navigation data,
- System synoptics providing systems and Circuit Breaker status,
- Information in the MDU is configured by the crew based on the phase of flight.

OPTIONS

Optional equipment related to displays include a video camera system, which displays are
described in the "Controls and Indications - Supplementary Information" section.

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FLIGHT DECK OVERVIEW

CONTROLS

Crew has control on the displays and items contained in the displays through:
- Two Cursor Control Devices (CCD),
- Two Multifunction Key Board (MKB),
- One Reversion Panel (RP),
- Two VHF short cuts on the Guidance Panel (GP).

INDICATIONS

Displays are the two Primary Display Unit (PDU) and Multifunction Display Unit (MDU) and
the Secondary Flight Display (SFD).
Indications related to displays are provided:
- On the ENG-CAS window for CAS messages,
- On the STATus synoptic / FAULT tab for fault messages.

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FIGURE 02-31_2-05-00 - FLIGHT DECK OVERVIEW

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DISPLAY UNITS MAIN CHARACTERISTICS

The Display Units are 14.1 inch diagonal LCD Displays.

The Primary Display Units (PDU) as well as the Multi-function Display Units (MDU), are
divided into 4 windows. Horizontally, these display units are split into 1/3 and 2/3 screen
width. Vertically, they are split into two equal parts.
Thus, two windows have the size of 1/6 of the display area and 2 windows have the size of
1/3 of the display area: the windows are then named 1/3 windows and 1/6 windows.
Within a screen, all windows are always displaying information: either data selected by the
pilots or default windows (a window cannot be blank within a screen).

FIGURE 02-31_2-10-00 - DISPLAY UNITS BASIC FORMATS

PARTICULARITIES

Even though the screen is split in those four windows, some pages of the Multi-function
Display Units (MDU) can be combined in order to be displayed into a vertical 1/3 window, a
1/2 window, a 2/3 window, or even a full screen.

FIGURE 02-31_2-10-01 - EXTENDED FORMATS IN MDU

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GRAPHICAL DATA ELABORATION

Before it is displayed, graphical data is elaborated by a Symbol Generator (SG), which is

included in a module called Advanced Graphic Modules (AGM). The Falcon 7X modular
avionics features four AGM and therefore four Symbol Generator. One AGM can drive any
screen, but only one screen at a time.
An AGM is associated by default to each display:
- The LH DU is driven by the AGM1,
- The RH DU is driven by the AGM4,
- The UPper DU is driven by the AGM2,
- The LoWer DU is driven by the AGM3.

FIGURE 02-31_2-10-02 DEFAULT AGM CONFIGURATION

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In case of AGM failure, the screen will be red-crossed.

FIGURE 02-31_2-10-03 RED CROSSED SCREEN FOLLOWING AN AGM FAILURE

The crew can then select AGM reversions in order to keep the three upper displays
operational and displaying their normal format (PDU-MDU-PDU).

NOTE
Never turn off a DU which displayed a red cross.

Only blacked out screens should be turned off.

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PRIMARY DISPLAY UNIT (PDU)

GENERAL

The PDU is fitted in front of each pilot station (LH Display Unit and RH Display Unit) in a
normal display units configuration.
Each PDU contains:
- An Attitude Director Indicator (ADI),
- An Horizontal Situation Indicator (HSI),
- An ENG-CAS page, comprising permanent engine parameters information and the CAS
messages display area,
- A 1/6 window, which can be filled at will.

FIGURE 02-31_2-10-04 - RIGHT HAND PRIMARY DISPLAY UNIT

In a normal configuration, the ADI, the HSI and the ENG-CAS window are fixed and cannot
be changed to another window.
On the other hand, the 1/6 window can be modulated depending on the number of display
units available.

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PRIMARY DISPLAY UNIT (PDU) CONTENT

The Primary Display Unit (PDU) provides all the basic flight information necessary to aviate,
navigate in short term, communicate and supervise airplane status.

Attitude Director Indicator (ADI)

FIGURE 02-31_2-10-05 - ADI WINDOW

The Attitude Director Indicator is comprised of:

- An artificial horizon, which provides a reference for path, pitch and roll as well as
other information about the airplane attitude,
- A speed tape, graduated in knots,
- An altitude tape, graduated in feet,
- A vertical speed tape, graduated in thousand feet per minute,
- A Flight Mode Annunciator (FMA) area, providing information on Automatic Flight
Control System (AFCS).

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Horizontal Situation Indicator (HSI)

FIGURE 02-31_2-10-06 - HSI WINDOW

The Horizontal Situation Indicator is comprised of:

- Flaps and airbrakes indicator
- FMS nav summary,
- VOR / LOC nav summary,
- Gear and horizontal stabilizer trim indicators,
- HDG / TRK bug readout,
- Permanent Radio Bar (PRB),
- Sensors status,
- HSI features menu,
- WX Radar Mode summary,
- NAV sources,
- Navigation data bar,
- Wind.

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ENG-CAS window

FIGURE 02-31_2-10-07 - ENG-CAS WINDOW

ENG-CAS window comprises:

- A dedicated CAS area,
- Primary engine parameters.

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1/6 customizable window

The 1/6 customizable window can display four types of window:

FIGURE 02-31_2-10-08 – ENG-TRM WINDOW

FIGURE 02-31_2-10-09 - RADIOS WINDOW

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FIGURE 02-31_2-10-10 - SENSORS WINDOW

FIGURE 02-31_2-10-11 - TRAFFIC WINDOW DURING TCAS TEST

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MULTIFUNCTION DISPLAY UNIT (MDU)

GENERAL

The MDU offers more freedom in the display configuration, as no window is permanent in
normal situations.
The available pages are the following:
- An I-NAV (Interactive NAVigation) page,
- A WPT LIST (WayPoinT list) page,
- A FLIGHT MGMT (FLIGHT ManaGeMenT) page,
- An AVIONICS page,
- A SYNOPTICS page, containing the synoptics of all the airplane systems,
- A CHECKLIST (for Electronic CheckList) page,
- A VIDEO page (optional),
- A CHARTS page (optional),
- A CMF page (Communication Management Function, optional),
- A MAINT (MAINTenance) page:
o Only available when the airplane is grounded, for maintenance purposes,
o It is a 2/3 window,
o It can be activated from either the lower or the upper 1/3 windows of each MDU.

I-NAV MAP

The I-NAV map display provides a horizontal display of the terrain by merging, at pilot
request, information which is:
- Gathered by on-board sensors (traffic, weather, terrain threat),
- Retrieved from airplane worldwide data bases for aeronautical data, terrain and main
geopolitical elements.
This moving map provides a full interactivity to the crew:
- For direct flight plan modification on the map (using the trackball and the cursor),
- For displaying Vertical Situation Display,
- For faster and more intuitive access to data base information.

The crew has a full authority to manage the size (up a full screen size), orientation, content
and location of the I-NAV maps in the flight deck.

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FIGURE 02-31_2-10-12 - I-NAV

WAYPOINT LIST WINDOW

The WayPoinT LIST (WPT) window supplements I-NAV by equivalent text-based flight
planning operations and concise view of the active and pending flight plan. All the I-NAV
graphical flight planning modifications can also be done on WayPoinT list using the same
object-task method and the same dialog box.

FIGURE 02-31_2-10-13 - WAYPOINT LIST WINDOW

¾ For more information, refer to Chapter 02 - ATA 34

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FLIGHT MANAGEMENT WINDOW (FMW)

The Flight Management system Window (FMW) provides:

- FMS performance initialization interface,
- Performance data,
- Procedure selection and review,
- Take-off / landing initialization and data.

FIGURE 02-31_2-10-14 - FLIGHT MGMT WINDOW

As the I-NAV and WayPoinT list window provide more tactical flight planning operations, FMW
is aimed at providing strategic mission planning.
¾ For more information, refer to Chapter 02 - ATA 34

SYSTEM SYNOPTICS TABS

The SYNOPTICS tabs provide access to all the airplane system synoptics. Most of the
synoptics are display only. However some of them provide system controls.
The SYNOPTICS window (1/3 format only) can be displayed in each 1/3 area of MDU.
The top window tabs allow synoptics selection display.
Refer to respective ATA for ENG, ELEC, FUEL, HYD, ECS, BLD and FCS synoptics.

STATUS TAB

Added to ENG-CAS and ENG-TRM windows, STAT tab has been designed to provide
airplane systems complete and concise status in a single format:

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FIGURE 02-31_2-10-15 - STAT SYNOPTIC INDICATION

STATus synoptic is divided in three areas:

- The upper part of the synoptic provides airplane systems summary,
- OPS tab provides the system malfunction performance and operational
consequences,
- FAULT tab provides fault malfunction concerning dispatch decision.

TEST TAB

The TEST tab gathers all system testing controls (except for the FIRE test switch located
on the Fire Control Panel).

FIGURE 02-31_2-10-16 - TEST SYNOPTIC PAGE

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DESIGN PRINCIPLES

Displays were selected with respect to following design principles:

- With regard to the selected technology:
- With regard to position of displays:
o Each pilot has all primary information in front of him
o Additional information is provided in the MDU, which is a "shared area" for both pilots
- With regard to electrical power supply:
o When airplane is only powerered by essential buses: three displays are available (LH,
UP and RH),
o When airplane is supplied by LH Essential bus: LH DU and UP DU is available,
o When airplane is supplied by RH Essential bus: RH DU and LW DU is available,
o LH Display Unit is a dual power supply that allow to have the LH DU always available.

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LOCATION OF EQUIPMENT

AGM are located in MAU channels:

- AGM1 in MAU 1A,
- AGM2 in MAU 2A,
- AGM3 in MAU 1B,
- AGM4 in MAU 2B.
The video module is located in MAU 1A.

FIGURE 02-31_2-15-00 – LOCATION OF AGM PICTURE

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ELECTRICAL POWER SOURCE

Following paragraph describes the power supply of the different equipment related to displays
and video system.
Electrical protection is provided either:
- By Solid State Power Controllers (SSPC),
- By Circuit Breakers (CB).
¾ Refer to ATA 24 – ELECTRICAL POWER for additional information

TYPE OF
EQUIPMENT POWER SUPPLY MASTER SWITCH
PROTECTION
LH Essential
MAU 1A and LH Main when LH INIT CB
Essential is lost
MAU 1B RH Main RH MASTER CB
MAU 2A RH Essential RH INIT CB
MAU 2B LH Main LH MASTER CB
LH Essential
LH PDU and LH Main when None CB
Essential is lost
RH PDU RH Essential None CB
Upper MDU LH Essential None CB
Lower MDU RH Main None CB

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FIGURE 02-31_2-15-01 - DISPLAYS AND AGM ELECTRICAL POWER SUPPLY

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VIDEO SYSTEM (OPTIONAL)

Video functionality is not operational when the following CAS messages occurs:
- AVC: MAU 1A FAIL ,
- AVC: CONTROL IO 1 FAIL (ground only).

In this case, the video window is still available but no video input is displayed. The window
area dedicated to display video input is black.

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CONTROLS

Crew has control on the displays and items contained in the displays through:
- Two Cursor Control Devices (CCD (,
- Two Multifunction Key Board (MKB),
- One Reversion Panel (RP),
- Two VHF shortcuts on the Guidance Panel (GP).
Different types of graphical objects will be used thanks to these controls, as described in the
second part of this chapter.

CURSOR DESCRIPTION

Cursor symbology

Each crew members drives his own cursor independently from the other.
In order to differentiate the Left Hand (LH) cursor from the Right Hand (RH) cursor, both
cursors have a different shape:

FIGURE 02-31_2-20-00 - CCD CURSORS

Cursor inactivation / reactivation

A cursor is considered inactive if no action on any controls of the CCD has been done
during 30 seconds, and disappears from the screen.
When the cursor has disappeared, any trackball movement displays the corresponding
cursor at its previous location; and any action on the other controls or on the
Multi-function KeyBoard (MKB) shortcuts that might displace the cursor turns it to an
active status.
When reactivated or when moved from another display, a cursor blooming effect appears,
helping the crew members to localize his cursor.

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FIGURE 02-31_2-20-01 - BLOOMING EFFECT CURSOR

Presence of two cursors in the same window

As the Multifunction Display Units are considered common areas, both cursors can be
displayed in the same window. When both cursors are in the same window, one is
inhibited following these rules:
- If cursor A enters a page where cursor B is already active, cursor A is inhibited,
- If cursor A enters a page where cursor B is inactive, the cursor B is inhibited.

FIGURE 02-31_2-20-02 - INHIBITED CCD CURSORS

The inhibited cursor switches back to an active status when:

- The active cursor exits the window,
- The active cursor has not moved for more then 2 seconds and the inhibited cursor is
either moving or the <ENTER> pushbuttons or data SET rotary knob of the CCD are
actuated.

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CURSOR CONTROL DEVICE

FIGURE 02-31_2-20-03 - CURSOR CONTROL DEVICE CONTROLS

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Synthesis table

CONTROL FUNCTION EXAMPLE

- Drives the cursor on

the displays or from
one to another: the
cursor follows the
trackball movement
like the cursor of a
mouse on a
Personal computer
- Each CCD can drive
its cursor in the three
Trackball
nearest screens: the
embedded
on-side PDU and
into the
both MDU.
palm-rest
- To move a cursor
from one display to
another: when at the
edge of a display,
continuing scrolling
makes the cursor
jump the edge and
appear in the
contiguous display.

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CONTROL FUNCTION EXAMPLE

- Rapidly allocates the

cursor to its home
location on one of
the displays:
- On the MDU, the
home location is
the lower left
corner of the
display unit for
the LH cursor
and the lower
right of the
display unit for
the RH cursor,
- On the PDU, the
home location
for the LH cursor
is the HSI menu
« DISP»
soft key, located
switch
at the lower left
corner of the HSI
window, and the
ATC field on the
Permanent
Radio Bar for the
RH cursor.
- From a left pilot
station, a left push
on the switch brings
the cursor to the LH
PDU, a down push
brings the cursor to
the lower MDU, and
a right or an up push
on the switch brings
it in the upper MDU.

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CONTROL FUNCTION EXAMPLE

- Allows modifying the

object or the
Data SET
parameter
rotary knob
designated by the
cursor.

<ENTER>
- Used to press on
pushbuttons
virtual pushbuttons
(one on
(soft key) on the
each side of
screens or to
the
validate an entry
palm-rest)

- Calls the Window

« MENU »
menu of the window
pushbutton
in which the cursor is

- Switches between
The CCD
the two channels of
channel
trackball sensors
reversion
and pushbuttons
switch
electronics.

¾ Refer to ATA 23 for a description of “MIC” Pushbutton on the CCD.

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MULTI FUNCTION KEYBOARD

FIGURE 02-31_1-20-03 – MKB (MULTIFUNCTION KEYBOARD) CONTROLS

Synthesis table

Following table provides the description of controls related to displays and windowing
only.

CONTROL FUNCTION

Alphanumeric pad - Provides characters and numbers input into the system.

Digital keypad - Provides instant feedback of what the pilot is typing on the
readout window keyboard (16 digits).

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CONTROL FUNCTION

- Each press of this pushbutton clears a single character (right

CLR/DEL to left) from the MKB readout.
Pushbutton
- The SHIFT + CLR/DEL clears the entire readout MKB..

- Provides an additional function when used in combination

SHIFT with one of the following pushbutton: CLR/DEL, BCKUP VHF
Pushbutton AND BCKUP NAV.

- Allows switching between active and preset frequencies of

SWAP Pushbutton
the radios.

- Fast-access shortcuts, instantaneously moving the CCD

cursor to the corresponding page in the displays, for radio-
BCKUP VHF, HF, communication: VHF, HF and SATCOM setting.
SAT pushbuttons
- The SHIFT + BCKUP VHF enables tuning the on-side VHF
frequency in case of loss of normal tuning.

- Fast-access shortcuts, instantaneously moving the CCD

ATC, ADF, cursor to the corresponding page in the displays, for radio-
BCKUP NAV navigation: ATC code, ADF and NAV tuning.
pushbuttons - The SHIFT + BCKUP NAV enables tuning the on-side VHF
frequency in case of loss of normal tuning.

¾ Refer to ATA31 for ECL description, ATA 34 for TCAS, Weather radar questions.

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REVERSION PANEL

FIGURE 02-31_1-20-04 - REVERSION PANEL CONTROLS

With regard to displays, the RP gathers:

- Four concentric dual knobs corresponding to each display:
o The inner knob controls the display dimming,
o The outer knob controls the Advanced Graphic Module (symbol generator) reversion,
- One MDU/PDU pushbutton (to be used only in a two-displays configuration failure).

¾ Refer to Chapter 02 - ATA 31_1 and ATA 34 for information on other reversions

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CONTROL FUNCTION

The display knobs are presented in a T shape, just like the displays are
on the front panel.
- LH knob controls LH Display,
- Center knob controls center Display,
- RH knob controls RH Display,
- Lower knob controls Lower Display.
The inner knob is used to dim the corresponding DU.
The outer rotary switch is used to reconfigure the corresponding AGM.

Display knob

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CONTROL FUNCTION

- Turning CounterClockWise: dims the corresponding screen,

- Turning fully CounterClockWise:
o Turns off the corresponding screen,

Turning the
inner display
knob
o Automatically reconfigures the display of the screen to ensure that
information which was in the screen turned off will be available in the
other screen directly or via menus.

NOTE
Never turn off a DU which displayed a red cross.

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CONTROL FUNCTION

- AUTO position: corresponds to default position with no AGM

reversion
- REV position:
o The system will consider that the AGM of the corresponding screen
is failed or not to be used

NOTE
Never turn off a DU which displayed a red cross.
Only the blanked screens can be turned off.

o If only one AGM is set to REV: the system will reconfigure the AGM
such that the three upper DU are operational and display their
normal format (PDU-MDU-PDU):
The lower DU will display a red cross,
The white SG (Symbol Generator) reversion flag is displayed on
both ADI.
Outer display
Knob”

o If two AGM are set to REV: two DU displays a red cross and the
amber SG reversion flag is displayed on both ADI

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CONTROL FUNCTION

NOTE
All information and windows are still available, but their access
depends on the number of displays operational (without red cross).
MDU/PDU
pushbutton

NOTE
To be used only in a two operating displays configuration

- Allows to display alternatively the MDU data or the PDU data in the
display of the non coupled side.

GUIDANCE PANEL

The Guidance Panel provides a fast access to the on-side VHF COM tuning in the
Permanent Radio Bar of each PDU (i.e. VHF1 for LH station and VHF2 for RH station).

FIGURE 02-31_2-20-05 – GUIDANCE PANEL

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FIGURE 02-31_2-20-06 - LH-SIDE VHF COM QUICK TUNING ON GP

CONTROL FUNCTION

Turning the VHF

knob The outer knob sets the units and the inner one sets the decimals.

8.33/25 pushbutton Allows the crew to toggle between an 8.33 kHz and a 25 kHz
on the VHF knob frequency spacing

SWAP pushbutton Activates the on-side VHF COM preset frequency

¾ For more information, refer to ATA 23

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GRAPHICAL OBJECTS

The graphical interface is composed of several graphical objects that have different properties
and functions. All of these objects are accessed with the CCD, and actions can be performed
either using the CCD or the MKB.

SOFT KEYS, BOXES AND TABS

ACTION
OBJECT FUNCTION
PERFORMED WITH

Tabs allow to display the corresponding

CCD <ENTER>
content inside a window. The active tab
pushbuttons
is displayed in green.
TAB

Allows to choose between the proposed

items. There is always one item CCD <ENTER>
selected, but only one item can be pushbuttons
selected at a time.
RADIO SOFT KEY

Denotes a function which can be

activated or de-activated. Several items CCD <ENTER>
can be selected at a same time as they pushbuttons
are independent.
CHECK BOX

The action displayed on the soft key can CCD <ENTER>

be performed by clicking on this object. pushbuttons
SOFT KEY

Denotes a function which cannot be CCD <ENTER>

activated with the existing conditions. pushbuttons
INHIBITED SOFT KEY

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ACTION
OBJECT FUNCTION
PERFORMED WITH

Denotes an action which can be done

CCD <ENTER>
since all the required conditions are
pushbuttons
satisfied.
VALID SOFT KEY

MENUS AND LISTS

ACTION PERFORMED
OBJECT FUNCTION
WITH

An arrow is displayed on a soft key

means that a menu can be displayed
CCD <ENTER>
(or hidden) by clicking on it. A menu
pushbuttons
item can be selected by clicking on
the chosen item.
PULL DOWN MENU

Pop-up menus are not visible until

they are selected. When on a point,
CCD <ENTER>
clicking makes the menu appear. It
pushbuttons
automatically disappears when the
selection is done.

POP-UP MENU

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ACTION PERFORMED
OBJECT FUNCTION
WITH

Information boxes appear when CCD <ENTER>

clicking on a soft key. pushbuttons

INFORMATION FIELD

Displays a list of files or objects CCD data set knob

from a database. The list can be
scrolled up and down to display all CCD <ENTER>
the information it comprises. pushbuttons

SCROLLING LIST

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ACTION PERFORMED
OBJECT FUNCTION
WITH

Displays a list of objects from a CCD data set knob

database. Selecting one item will
usually display an associated list to CCD <ENTER>
choose from. pushbuttons

PROCEDURES
SCROLLING LIST

DATA FIELDS

To enter data in the data fields, the crew members can either use the MKB or the data set
knob CCD. To complete an entry:
- Place cursor in the desired field: it is then framed in cyan, indicating that it is active,
- Enter the value, using either the CCD (an arrow is displayed when this mean is
available) or the MKB,
- To validate a CCD entry, move the cursor or press the <ENTER> pushbuttons of the
CCD (in this case if another data field is to be set, the cursor automatically moves to the
concerned field),
- To validate a MKB entry (the cursor being caged until the entry is validated), either:
o Press the <ENTER> pushbuttons on the CCD,
o Use the display switch,
o Use MKB short cuts,
o Cancel the entry via the CLR / DEL key on the MKB.

If a data field is exited before the entry is validated, the data reverts to the previous value. In
this way, the system is protected against any uncompleted entry.

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ACTION
OBJECT FUNCTION
PERFORMED WITH

Allows entry or modification of an MKB keypad

alphanumeric string CCD data set knob
NON INITIALIZED
OPTIONAL ENTRY

Allows entry modification of an

MKB keypad
alphabetic string
NON INITIALIZED
MANDATORY ENTRY

Allows entry or modification of a CCD data set knob

numeric string MKB keypad
NON INITIALIZED
MANDATORY ENTRY

This data can is a default value of the CCD data set knob
system. Yet, it can be modified. MKB keypad
SYSTEM DEFAULT DATA

The data of this field has been entered CCD data set knob
or modified by a crew members MKB keypad
PILOT MODIFIED ENTRY

Amber data represents a pilot modified CCD data set knob

entry which does not correspond to the
VALUE NOT IN MKB keypad
data calculated by the system
ACCORDANCE WITH THE
SYSTEM

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ACTION
OBJECT FUNCTION
PERFORMED WITH

The arrow means that the entry is

currently being set with the CCD data
set knob. The cursor is not stuck in the CCD data set knob
field and no action is required to
CURRENT ENTRY FIELD
validate the entry.
USING THE CCD

The entry is currently being set with the

MKB keypad. The cursor is stuck in the
MKB keypad
field and cannot exit the field until the
CURRENT ENTRY FIELD entry has been validated.
USING THE MKB

The entry is invalid, either because an

invalid data has been set or because a
partially keyed entry has been aborted
-
due to a cursor jump. The data
PENDING VALUE automatically reverts to its previous
REJECTED (FLASHING) value.

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WINDOWS MANAGEMENT

INTRODUCTION

The EASy flight deck philosophy is characterized by a great flexibility in the windows
arrangement.
However, some windows contents are not modifiable, and interactions within the pages are
impossible.
On the opposite, other pages can be customized at will as the crew members can select a
specific page to be displayed. This is the case for all MDU pages, and for the pages of the
two lower windows of the PDU.
Also, the FLIGHT MGMT, the WPT LIST and the I-NAV pages can be displayed in different
formats (1/6, 1/3, 1/2, 2/3, full screen). The other pages can be displayed in only one format.
The windows management comprises all the ways to select a window in a display.

SELECTING A PAGE

Active page

The page inside which a cursor is present is called active page and the different controls
of the Flight deck has an effect on the active page parameters.
When active, a page is framed in cyan.

Window selection:

Selecting a window for a display is done in three steps:

- STEP 1: Using the trackball of the CCD, place the cursor in the page where the new
page is to be displayed. No specific location on the page is required, placing the
cursor anywhere in the page, makes it active (cyan frame),
- STEP 2: Call the MENU function by pressing on the MENU pushbutton on the CCD.
A list of the available pages in this window appears; the current page being indicated
in green. When the cursor is brought and stuck in the menu list, simply scroll to the
desired page: a white frame shows which item in the menu the cursor is pointing at,
- STEP 3: Once the cursor on the desired window, press the <ENTER> pushbuttons
on the CCD to validate the choice. As the new page appears, the menu list is
automatically removed.

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The cursor remains stuck in the menu as long as the menu remains open. To close the
menu without selecting a new page, either:
- Press again the pushbutton on the CCD,
- Press the <ENTER> pushbutton when the cursor points at the current window on the
menu list,
- Select any direction on the display switch on the CCD,
- Press any shortcut key on the MKB.

FIGURE 02-31_2-20-07 - CHANGING FROM ENG-TRM WINDOW TO RADIOS WINDOW

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PAGES LAYOUT

GENERAL RULES

Each page has a specific layout, depending on selected menu items. In fact, some pages
gather multiple information and from a toolbar or a tab, different layers or content can be
selected.
When the page features a toolbar, it is generally displayed at the top of the page
(I-NAV, FLIGHT MGMT):

FIGURE 02-31_2-20-08 - TOOLBAR ON THE I-NAV PAGE

On windows, with multiple information, each content is represented by a tab on the upper
part of the window; the content of each tab is accessed by simply clicking on the
corresponding tab (STAT, ENG, ELEC, …):

FIGURE 01-15-20-09 - SWITCHING TO ANOTHER SYNOPTIC USING THE TABS

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The principle is the same for the FLIGHT MGMT and AVIONICS pages which both contain
tabs.
When a page or a tab contains data that are to be filled in a chronological order, reading is
done from left to right and from the top to the bottom (FLIGHT MGMT):

FIGURE 02-31_2-20-10 - READING A PAGE CONTAINING DATA FIELDS

EXPANDING PAGES

The FLIGHT MGMT (flight management) page is specific since it can be expanded from a
1/6 to a 1/2 window by combining a 1/6 and a 1/3 format. This does not only expand the
page but it also simultaneously displays the 3 tabs of the FLIGHT MGMT page.
In order to do it, simply select the FLIGHT MGMT page in a 1/6 window and select it again in
its adjacent 1/3 window.
The FLIGHT MGMT can also be displayed in a 2/3 window, then only two tabs are
displayed; the third one being represented by a tab. From this format, select the adjacent 1/6
window to display all three tabs.

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FIGURE 02-31_2-20-11 - EXPANDING THE FLIGHT MGMT WINDOW FORMAT

The WPT LIST can be obtained in a vertical 1/3 format by combining the two 1/6 windows
(to combine windows, simply select the same window in the closest window to be
combined). Combining a 1/3 WPT LIST with a vertical 1/3 format brings a full screen WPT
LIST.

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FIGURE 02-31_2-20-12 - FROM A 2/3 WINDOW TO A FULL SCREEN I-NAV

The basic format of the I-NAV is 1/3, but a 2/3 window (i.e. covering the two 1/3 quadrants)
can be obtained by combining two 1/3 I-NAV or WPT LIST windows on the same display, or
even create a full screen I-NAV or WPT LIST by selecting the FULL I-NAV page in the 1/6 or
the vertical 1/3 window menu.

NOTE
The WPT LIST and the FLIGHT MGMT have been designed around a 1/6 window, in order
to be managed in this format in a most remote case of two displays failure.
These windows have therefore multiple tabs when displayed in a restricted format.

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FLGT MGMT WPT LIST I-NAV

1/6 WINDOW

1/3 WINDOW

1/2 WINDOW

2/3 WINDOW

FULL SCREEN

FIGURE 02-31_2-20-13 - AVAILABLE WINDOWS FOR FLGT MGMT, WPT LIST AND I-NAV PAGES

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STATUS SYNOPTIC PAGE

The STATUS synoptic consists of two main areas:

- The top of the display provides summarized information of hydraulic, electrical,
pressurization and oxygen,
- The bottom of the display contains two selectable page via two permanent tabs:
o OPS, giving access to the Operational page,
o FAULT, giving access to the Fault page.

For each page, and when necessary a scroll bar is available on the right hand side of the
page.

FIGURE 02-31_2-20-14 - STAUS SYNOPTIC PAGE

The top of the synoptic page is described in the corresponding system description chapter:
ATA 21, ATA 24, ATA 29 and ATA 35.

The OPS page allows displaying performance and operational consequences of the systems
failures.
This page is divided into two columns:
- The left side column, where the failure reminder is displayed,
- The right side column could contain according to the failure the following information:
o Flight envelope limitation,
o Deferred procedure,
o Landing penalty,
o Go around configuration,
o Operational consequence.

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FIGURE 02-31_2-20-15 - OPS PAGE

The FAULT page allows displaying the system failure with the associated root causes
enabling an optimal dispatch decision.
This page is divided into two columns:
- The left side column, where the fault message is displayed, each fault message follows
the CAS message text format,
- The right side column, where is described the root causes enabling an optimal dispatch
decision.

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VIDEO WINDOW DESCRIPTION

The VIDEO window provides selection and viewing of the optional video camera system. Up
to 8 cameras or other video inputs may be installed. All may be viewed individually or
simultaneously.
The VIDEO window can be displayed on either of the MDU (not a PDU), as it requires a 2/3
format. It is mutually exclusive with the MAINT and CHARTS windows (also 2/3 formats).
During power-up, the display is based on total number of cameras installed on the airplane. If
eight inputs are installed, all eight are displayed as depicted below:

FIGURE 02-31_2-25-00 VIDEO WINDOW (DEFAULT)

When all video inputs are displayed, it is considered the default display. The number of
camera images displayed is selected as described in this section.

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VIDEO WINDOW OPERATION

The Video window has one selection checkbox, one dropdown menu box and two soft keys.
The Video Inhibit checkbox provides (or removes) a video feed to the cabin.
The Video Select drop down menu provides a method of selecting individual or multiple
images for display.
Soft keys include:
- View All – Activates all available video images.
- Configure – Re-configures to view all selected images.

VIDEO CABIN INHIBIT CHECKBOX

The video cabin inhibit selection is always available.

When selected, a green checkmark is displayed. This will inhibit all video images to the
cabin of the airplane.
Upon initial power-up, the video inhibit checkbox is “inhibited” (default). At all other times,
the last pilot selection of cabin inhibit is retained.

VIDEO SELECT MENU

Video input selection is controlled through either a pull-down menu or directly on the display.
The pull-down menu is in checkbox format to allow selection of simultaneous multiple inputs
or a single input. Text and number of options is based on airplane configuration in the
Airplane Personality Module (APM).
Selections made via the pull-down menu cause an immediate reconfiguration of the
underlying video display to reflect the new selection. The pull-down menu remains available
for further selections until the cursor is moved off the pull-down menu. This action causes
reconfiguration of the window using the new selections. This new selection becomes the
default configuration until the next selection change or power-down.

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DGT97831 SUPPLEMENTARY INFORMATION ISSUE 2

FIGURE 02-31_2-25-01 - VIDEO WINDOW

VIEW ALL SOFT KEY

When is selected, all installed video images are displayed. It is available in any
configuration other than default.

CONFIGURE SOFT KEY

The soft key is available in all configurations except “Large Image” display. This
soft key is grayed out when not available.
When a new selection window first appears, the soft key is not available (grayed
out). It becomes available when at least one selection box is checked.
When the soft key is selected, it reconfigures the display based on the number of
selected inputs. Non-selected video inputs become not available and are not displayed in
the window.

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DEFAULT CONFIGURATION

At power-up, the default configuration is based on maximum number of cameras installed on

the airplane. Modification of the default configuration is accomplished by either clicking on
the Video Select button (refer to Video Select Menu) or by selecting the checkbox next to
the text of an image currently viewed (refer to Selection on Image).
The number of inputs selected determines which of the eight video module display formats
is activated. Arrangement of sources in split-windows is top to bottom, left to right for all
menu selections. If 3, 5, or 7 inputs are selected for display, the 4, 6, or 8 image video
display format is used, respectively, with the bottom right window blacked out. Areas inside
the window that are not displaying video images (i.e. 3/5/7/8 format) are black.

FIGURE 02-31_2-25-02 - DISPLAY FORMAT

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SELECTION ON IMAGE

Video display input is also selected by using the CCD to click individual check boxes within
the display window.
After selections are complete, click on “Configure” to reconfigure the display to the selected
images. This new selection becomes the default configuration until the next selection
change or power-down.
Due to display limitations, direct selections are available for only those images currently
displayed.
The selection process is as follows:
- Move cursor to the top of the image: a display cyan highlight surrounds the title and
check boxes.
- Click on image within box: a green check-mark appears in top right corner of image.
This indicates image to be viewed. Multiple images may be selected in a similar
manner.
- Click on “Configure” soft key: reconfigures to display selected images.
- Click on "View All" soft key: reverts to default configuration.

FIGURE 02-31_2-25-03 - ACTIVE IMAGE CHANGE

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LARGE IMAGE

A single large image is viewed by clicking on any one of the images. The selected image is
displayed as a single, full-window image. Return to the previous image by clicking on the
large image.

FIGURE 02-31_2-25-04 - CURSOR IMAGE TO REVERT TO LARGE IMAGE

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MONITORING OF THE SYSTEM

Following parameters are monitored:

- Integrity of Advanced Graphical Modules,
- Temperature of the display units.

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ACTIVE PROTECTIONS

In case of an AGM failure, if the reversion knob is set to REV, the AGM will be automatically
reconfigured such that the three upper Displays remain available with their standard functions:
PDU-MDU-PDU.

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No supplementary information to be provided on Displays protections at present time.

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GROUND OPERATION
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The displays do not require any Ground Operation action.

¾ Refer to Ground Servicing Manual.

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INTRODUCTION

The CAS function monitors the status of various aircraft systems on a continuous basis and
alerts the flight crew, as required, by generating CAS messages displays and/or aural alert
annunciations adapted to the required level of awareness and rapidity of action.
The aural alerts are normally associated with CAS messages. They notify the crew of
emergency or abnormal situations. They can be of two types: voice message or audible
tones.
Flags are also available in some failure cases. These flags are described in CODDE 2 for
associated systems.
¾ Refer to the description of each system for the list of aural alerts, and to CODDE 2 for
CAS messages.

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FLIGHT DECK OVERVIEW

CONTROLS

Crew controls concerning Crew Alerting System consist of:

- Two sets of Master Warning, Master Caution and SIL pushbuttons. Each set of
pushbuttons is located on the glareshield in front of each crew member,
- Two “AURAL WARN” inhibit pushbuttons located in the Emergency panel,
- Soft keys are available in the CAS window, in the TEST synoptic page and in the
servicing page for the CAS ENABLE.

INDICATIONS

Crew Alerting System indications are:

- The lights of the Master pushbuttons (red for the master warning and amber for the
master caution),
- Messages displayed in two CAS messages area. Each area is displayed in the ENG-
CAS window that is permanently displayed in front of each crewmember in each PDU,
- Fault messages are displayed in the STAT synoptic / FAULT tab, along with the root
cause of the failure,
- Aural alerts triggered through speakers and headphones.

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FIGURE 02-31_3-05-00 - CREW ALERTING SYSTEM

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GENERAL

The CAS function is consists of:

- The CAS messages: allows the elaboration and display of CAS messages and
performance of aural alert messages logic and prioritization,
- The Aural Warning: allows the annunciation of aural alerts.

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CAS MESSAGES

ARCHITECTURE OF CAS FUNCTION

The CAS messages function is performed by the Monitor Warning Application (MWA). There
are three instances of Monitor Warnings (MW) working at the same time:
- The master MW is used for the display of the alarms and aural alert logic,
- The two other MW being in stand-by in case of failure of the active one.

Choice of the primary master monitor warning is done at power up.

DESCRIPTION OF CAS MESSAGES AND MASTER PUSHBUTTONS

Three types of CAS messages are displayed in the CAS window:

- RED CAS MESSAGE

o Also referred to as “warning message”,
o Associated with situations that require:
Immediate crew awareness,
Immediate corrective action.

o Associated with Red Master Warning and continuous aural chime

o Two types of Red CAS messages are implemented on the Falcon 7X (Refer to
CODDE 2 for additional information):
Red CAS messages without number which refer to Emergency Operating
Techniques,
Red CAS messages with a number which refer to Emergency Procedures.

- AMBER CAS MESSAGE

o Also referred to as “caution message”,
o Failures / abnormal event that require: Immediate crew awareness and subsequent
corrective action (after normal actions).

o Amber Master caution and continuous aural chime

o Refers to Abnormal Procedures.

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- WHITE CAS MESSAGE :

o Also referred to as “advisory message”,
o Associated with situations which require:
Crew awareness,
Potentially an action on a system functioning properly to recover the system or
airplane configuration.
o There is no master pushbutton nor aural alert associated with advisory CAS
messages.

Status page messages

Status page messages are related:

- Either to failures for which crew awareness is not required to ensure flight safety: in
this case, the status message is provided for dispatch decision only. A CAS
message “CHECK STATUS” is displayed in the CAS window in order to inform the
crew.
- Either to failures associated to an amber CAS message in order to provide the root
cause of the failure to the crew, for dispatch decision.
- Some messages displayed in the status page in flight and associated to a “CHECK
FAULT PAGE” white message are displayed as amber CAS messages on ground
with park brake pulled to focus crew’s attention on dispatch consequences. The CAS
message “CHECK STATUS” is displayed as a white message in flight and as an
amber message on ground during park phase.

DISPLAY PRIORITIES OF CAS MESSAGES

From the top of the CAS area, messages are displayed in the following order:
- First: warning red messages (most recent at the top of the list of warning messages),
- Second: caution amber messages (most recent at the top of the list of caution
messages),
- Third: advisory white messages (most recent at the top of the list of advisory
messages).

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LABELLING OF CAS MESSAGES

CAS messages related to a system failure:

For CAS messages related to system failure, the label follows the structure:
[SYSTEM]: [FUNCTION or DESIGNATION of the COMPONENT] [TYPE of FAILURE]
- SYSTEM: Examples are: “A/I” for Anti Ice, “AVI” for Avionics, BLEED, ECS, HYD for
Hydraulics, HUMID for Humidifier when option is installed, ….
- DESIGNATION of the COMPONENT:
o Examples are: LH PYLON; GEN 1…,
o Messages concurrence: When the same abnormal condition is present for two
identical airplane components, the corresponding messages would display a
concurrent message, where the DESIGNATION of the COMPONENT provides the
combination of relevant failed components. For instance:
ELEC: GEN 1 FAULT + ELEC: GEN 2 FAULT = ELEC: GEN 1+2 FAULT .

- TYPE of FAILURE:
o Rules applied are:
“FAIL” is used when a function is totally lost;
“FAULT” is used when a function is degraded and it might be possible to recover
totally of partially the function,
"INOP" is used when a command is inoperative.

CAS messages related to an improper configuration:

For white CAS messages related to improper configuration, the label follows one of the
structures:
- [SYSTEM]: [FUNCTION] [DESCRIPTION of the MISCONFIGURATION]
- [PHASE of FLIGHT CONFIG]: [SYSTEM] [DESCRIPTION of the
MISCONFIGURATION]

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INHIBITION OF CAS MESSAGES

Messages may be automatically inhibited in one or more of the following phases of flight:
- Park,
- Taxi,
- Take-off,
- Cruise,
- Landing.

FIGURE 02-31_3-10-00 – INHIBITION PHASE OF FLIGHT

Messages are inhibited in take-off and/or landing phase to avoid distracting the crew
member with non "pertinent" messages during the phases of flight where they have a high
degree of workload.
If a CAS message inhibited during take-off (and/or landing phase) is active before this inhibit
phase becomes active then the CAS message is not removed from the CAS window until
the inhibit condition is removed (even if the CAS message is no longer enabled).
Conversely, if this CAS message is active after take-off (and/or landing) phase inhibit
becomes active, the CAS message is not displayed in the CAS window until the inhibit
condition is deactivated.

FILTERING OF CAS MESSAGES

In case of cascading failures:

- The root cause CAS message is displayed,
- But most messages related to consequential loss of other systems are filtered and not
displayed.

PROCESSING CAS MESSAGES

When several messages remain in the CAS window, the crew should start with Emergency
Operating Techniques and Emergency procedures and should then apply abnormal
procedures.

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AURAL WARNING

The description of audio warnings (condition and associated tone or voice message) can be
found in related systems description and in CODDE 2.

ARCHITECTURE OF THE AURAL WARNING FUNCTION

The audio alerting system is decomposed of two subsystems:

- Audio Alerting Control:
o Performs audio alerting logic;
o Defines prioritization between all audio alerting messages,
o Defines the status of the MAU driver (master driver / slave driver).
- Audio Alerting Driver:
o Generates aural alerts commanded by the Audio Alerting Control and aural alerts
generated by the Traffic Collision Avoidance System (TCAS),
o It is composed of three Audio Alerting Drivers:
The master MAU driver,
The slave MAU driver,
The TCAS driver.
The two drivers called master and slave are part of Control IO module and are located in the
MAU 1A (Control I/O 1) and MAU 2A (Control I/O 2).
The TCAS alerts are generated by the TCAS equipment, which is independent from the
MAU: they are directly sent to the audio channels.
The MAU drivers can be tested manually through the EGPWS test (see chapter ATA 34).
The TCAS driver can be tested manually through the TCAS test (see chapter ATA 34).
Each of the three contains groups of alerts, which act all together in accordance with priority
rules.

PRIORITY RULES OF THE AURAL WARNING FUNCTION

In order to avoid having too many alerts at the same time:

- The warnings have been grouped together and priorities between those groups have
been defined,
- Each driver contains several groups of audio alerts, called priority groups.

Since the drivers are independent from each other, it is possible to have alerts on the three
drivers at the same time, therefore priority rules have been set:
- Within each group,
- Between the groups.

In case several alerts are generated at the same time, all alerts are heard in sequence,
beginning with the one of the highest priority (if the related failure is persistent).

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DESCRIPTION
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NOTE
If a condition for an EGPWS aural alert exists, the TCAS is forced in “TA only” mode
(no audio warning). When the EGPWS alert disappears,
the TCAS is automatically reconfigured to the TA/RA mode.

¾ Refer to Description – Supplementary Information for additional information on the

priorities of the aural warning drivers.

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DESCRIPTION
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NO TAKE OFF MESSAGE DESCRIPTION

The NO TAKE OFF warning is a warning CAS message ( NO TAKE OFF ) combined with
aural voice message ("NO TAKE OFF").
This warning is triggered if one of the components is not in the proper configuration for take-
off:
- The horizontal stabilizer is not in authorized take-off range,
- The flaps are not in authorized take-off range,
- One of the six slats is not extended,
- One of the two spoilers is not retracted or the Airbrake handle is not in the AB0,
- One of the four inboard/outboard airbrakes is not retracted,
- Park brake is selected or residual pressure on brakes,
- One side-stick take over pushbutton depressed or one side-stick take over is latched with
speed below 80 kts.
In addition of these conditions, the airplane must be on ground and one of the throttle levers
must be at full throttle.

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DESIGN PRINCIPLES

The Crew Alerting System was designed considering the following design principles:
- A clear color code was selected to indicate to the crew the level of reaction he should
have,
- A clear labelling of CAS messages was implemented to provide an understanding of the
failure to the crew,
- Red CAS messages associated to Emergency procedures are numbered in order to:
o Indicate to the crew that the ECL should be selected to perform the Emergency
Procedures,
o Allow quick access to the Emergency Procedure within the Quick Reference Handbook
in case of failure of the ECL.
- The CAS messages are developed with a higher level of reliability than the synoptics, and
are therefore the reference for failure indications.

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EQUIPMENT LOCATION

The Aural Warning function is implemented within MAU 1A (Control I/O 1) and MAU 2A
(Control I/O 2).
The Monitor Warning function is implemented within MAU 1A (PROC1), MAU 2A (PROC3)
and MAU 2B (PROC4).
On following figure, modules hosting the audio warning are shown in blue and modules
hosting the monitor warning are shown in green.
¾ Refer to section 02-34_6-15 for the description of the TCAS location.

FIGURE 02-31_3-15-00 – LOCATION OF AUDIO AND MONITOR WARNING FUNCTIONS

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ELECTRICAL POWER SOURCE

The following paragraph describes the power supply of the different equipment of the Crew
Alerting System.
Electrical protection is provided either by:
- Solid State Power Controllers (SSPC),
- Circuit Breakers (CB).
¾ Refer to ATA 24 – ELECTRICAL POWER for additional information.

TYPE OF
EQUIPMENT POWER SUPPLY MASTER SWITCH
PROTECTION
LH Essential
MAU 1A (and LH Main when LH LH INIT CB
Essential is lost)
MAU 2A RH Main RH MASTER CB
MAU 2B LH Main LH MASTER CB
TCAS LH Main LH MASTER CB

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ARCHITECTURE OF AURAL WARNING FUNCTION

AUDIO ALERTING CONTROL

The Audio Alerting Control is part of each monitor warning application and is located on
each monitor warning processor (MW 1 in MAU 1A, MW 2 in MAU 2A, MW 3 in MAU 2B).
Only one Audio Alerting Control is active at a time to request audio from the Audio Alerting
Driver. The master monitor warning is the Audio Alerting Control active.
The Audio Alerting Control determines the status of Audio Alerting Driver and assigns who is
master. At power up, the master is determined by the first instance of the aural alerting
driver to become active.
The Aural Warning Control performs aural warning logic (except for EGPWS messages and
for TCAS messages which are elaborated by the EGPWS and by the TCAS)
The Aural Warning Control manages the priorities in case of multiple alarms.

AUDIO ALERTING DRIVER

The master and slave Audio Alerting Drivers perform the same functions based on their
inputs, thus they produce the same outputs. However, they listen to different inputs based
on whether they are designated master or slave.
The Audio Alerting Driver receives input ("audio list") from Audio Alerting Control and output
the appropriate voices and tones to the three Audio Panels.
The Audio Alerting Driver can be powered off by dedicated pushbutton. The "AURAL WARN
1" pushbutton power off the Audio Alerting Driver hosted in the Control IO 1 module and
located in the MAU 1A. The "AURAL WARN 2" pushbutton power off the Audio Alerting
Driver hosted in the Control IO 2 module and located in the MAU 2A.
MAU 1A is powered by LH ESS bus and MAU 2A is powered by RH ESS bus. Choice of the
MAU master or MAU slave is done at power up.

TCAS audio alerts are directly sent from the TCAS to the audio channels.
The TCAS play its audio alerts regardless of what is being played by the other Audio
Alerting Driver (master and/or slave) except when EGPWS warning condition exist on the
master driver (MAU send to TCAS "Mute request to TCAS").

All aural warnings are sent to the cockpit speakers and headsets through the AUDIO panel
of each crewmember.

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FIGURE 02-31-15-01 - AURAL WARNING

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PHASES OF INHIBITION FOR CAS MESSAGES

CAS messages are inhibited in certain phases of flight, based on the crew workload.
Phases of flight definition for inhibition are defined as follows:
- Park inhibition phase:
o Airplane on ground and
o Airspeed below 50 kt and
o Park brake set or three engines shutdown.
- Taxi inhibition phase:
o Airplane on ground and
o Not in take-off phase and
o Not in landing phase,
- Take-off inhibition phase:
o Entering take off inhibition phase when:
Airplane on ground with
Transitions from less than 80 kt to greater or equal to 80 kt,
o Leaving take off inhibition phase when
Airplane in flight during more than 25 s or
Altitude > altitude take-off + 400 ft or phase is active for ≥ 60 consecutive seconds,
- Cruise inhibition phase:
o Airplane in flight and,
o Not in take-off phase and,
o Not in landing phase.
- Landing inhibition phase:
o Entering landing inhibition phase when
Radio altitude transitions from greater than 200 ft to less than 200 ft or
Radio altitude invalid and airplane transition from in flight to on ground with airspeed
≥ 50 kt,
o Leaving landing inhibition phase when
Airplane on ground during more than 2 minutes or
Radio altitude > 200 ft or
Airspeed < 50 kt or airplane in flight with radio altitude invalid.

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PRIORITY OF AURAL ALERTS

The following table shows the priority groups in a decreasing order of priorities for all three
aural warning drivers:
DRIVER PRIORITY GROUPS
- Sidestick fail
- Back up mode operative
Group 1 - Dual input
- Stall
- Direct Laws
- Windshear
Group 2
- Overspeed
- Fire
- Master warning
Group 3 - Master caution
- EGPWS warning
- Cabin pressure
MASTER - All EGPWS cautions
- No take off
- Gear
- Increase speed
- Flaps
- Altitude (only in case of one driver failure)
Group 4 - Auto Pilot disengagement
- Abnormal Auto Throttle disengagement
- Normal Auto Throttle disengagement
(only in case of one MAU driver failure)
- Ice (only in case of one MAU driver failure)
- Clock alarm aural
- Command priority (left / right sidestick)
- Altitude
SLAVE Group 1 - Normal Auto Throttle disengagement
- Ice

TCAS Group 1 - All TCAS alerts

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CONTROLS AND INDICATIONS
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CONTROLS

Crew controls concerning the Crew Alerting System consist of:

- Two sets of Master Warning, Master Caution and silence (SIL) pushbuttons. Each set of
switches is located on the glareshield in front of each crew member.
- Two “AURAL WARN” inhibit pushbuttons located in the Emergency panel.
- Soft key is available in the TEST synoptic page to test the Master Pushbutton lights
- Scrolling soft key
- Monitoring source selection soft key
- In addition, when on ground with park brake pulled, the CAS ENABLE soft key available in
Servicing page, allows displaying CAS messages that would normally be inhibited in this
phase.

GLARESHIELD PUSHBUTTONS

FIGURE 02-31_3-20-00 LH GLARESHIELD PUSHBUTTONS

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Synthetic table

TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
- Light alerts the crew that a
failure has occurred requiring
immediate crew awareness
Before any
and action
failure
- Modifies the display of related
message from inverse video to
normal video
- Stops the aural chime RED CAS MESSAGE

- Stops any aural alarms: Fire

tone, “CABIN” voice, “LEFT Failure
SIDESTICK FAIL” voice, requiring +
“RIGHT SIDESTICK FAIL” immediate
voice, “BACKUP OPERATIVE” awareness and
voice and “DIRECT LAWS” action
+
voice.

NOTE
“MASTER
This pushbutton should be WARNING”
depressed by the crew only after pushed on one
positive identification of the CAS side to
message and failure, and should acknowledge
be considered as an failure by the +
acknowledgment of that failure two
by the two crewmembers. crewmembers

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CONTROLS AND INDICATIONS
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TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE

- Light alerts the crew that a

failure has occurred Before any
requiring immediate crew failure
awareness and subsequent
actions (after normal
actions)
- Modifies the display of AMBER CAS MESSAGE
related message from Failure
inverse video to normal requiring
video immediate
+
awareness and
a subsequent
NOTE
action
+
This pushbutton should be
depressed by the crew only
after positive identification of “MASTER
the CAS message and failure, CAUTION”
and should be considered as pushed on one
an acknowledgment of that side to
failure by the two acknowledge
crewmembers. failure by the +
two
crewmembers

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TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE

allows to silence the following

aural alarms: Before any
failure No aural alerts
- CABIN warning,
- FIRE warning,
- SIDESTICK FAIL warning,
Failure leading Fire tone or
- BACKUP OPERATIVE aural to Fire or “SIDESTICK
alert, Sidestick failure, FAIL” voice, or
- AUTOPILOT aural alert. or transition to “BACK UP
PFCS Back Up OPERATIVE”,
mode, or cabin or “CABIN”
NOTE altitude too hight voice or
or AutoPilot "AUTOPILOT"
This pushbutton should be used disengagement voice
by the crew only after positive
identification of the aural alert
and failure, and should be “SIL” pushed on
considered as an one side to
acknowledgment of that failure. acknowledge No aural alerts
failure by the two
crewmembers

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EMERGENCY PANEL

FIGURE 02-31_3-20-01 – AURAL WARNING INHIBIT PUSHBUTTONS

Synthetic table

TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE

Allows shutting off an aural alert Aural alert

identified as a false alarm from the positively
MAU aural driver, by shutting off the identified as a
driver located in MAU. false alert from
the MAU driver
NOTE (other than
TCAS)
This pushbutton will disable all
aural alerts except TCAS alerts. It
should be used only if required by
a procedure, or if an aural alert is
positively identified as a false alert
and crew considers that this false “AURAL WARN1”
alarm could compromise safety for pushed to inhibit
the rest of the flight or for a false alert after
dedicated phase of flight. positive
identification of
the false alert

When AURAL WARN1 pushbutton is selected an advisory CAS message is displayed as a

reminder ( AVC : AURAL WARN 1 INHIBIT ).

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TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE

Allows shutting off an aural alert

identified as a false alarm from the Aural alert
MAU aural driver, by shutting off the positively
driver located in MAU2. identified as a
false alert from the
MAU driver (other
NOTE than TCAS)
This pushbutton will disable
aural alerts related to AT normal
disengagement, ice detection
and altitude capture.

It should be used only “AURAL WARN2”

if required by a procedure, pushed to inhibit
or if an aural alert is positively false alert after
identified as a false alert. positive
identification of
the false alert

When AURAL WARN2 pushbutton is selected an advisory CAS message is displayed as a

reminder ( AVC : AURAL WARN 2 INHIBIT ).

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TEST

In the TEST synoptic, the LIGHTS soft key allows testing the Master Warning light, the
Master Caution light and integrity of any CAS messages. The test is performed while the soft
key is pressed.

FIGURE 02-31_3-20-02 – AURAL WARNING INHIBIT PUSHBUTTONS

MESSAGES SCROLLING

If there are more than 10 messages in the stack, the number of non-displayed messages is
indicated beside the CAS area.
Red messages can not be scrolled and are always displayed at the top of the CAS list.
Amber and white CAS messages stack can be scrolled using the CCD Data set knob.
Placing the cursor anywhere in the area at the right edge of the window enables the CAS
messages scrolling (indicated by the cyan circle arrow).
The two CAS windows (one in each PDU) are synchronized and display the same stack of
CAS messages. Scrolling the CAS on one PDU will therefore scroll the cross-side PDU.

FIGURE 02-31_3-20-03 - SCROLLING SYMBOLS

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MONITOR WARNING SELECTION SOFT KEY

A flag is displayed and a soft key is displayed on the ENG-CAS window when a CAS
miscompare occurs.
A CAS miscompare occurs when the CAS messages lists of the three monitor warnings is
not consistency.

FIGURE 02-31_3-20-04 CAS MISCOMPARE ANNUNCIATION

FIGURE 02-31_3-25-05 - CAS SELECTION PUSHBUTTON STATES

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CONTROL FUNCTION LOCAL INDICATION

Soft key is grayed with

- Indicates the priority Monitor a white “CASx” (x = 1,
Warning within the white boxed 2 or 3) label when the
green “CASx” (x = 1, 2 or 3). CAS message list
- Allows each crew member to source selected does
select the source (i.e. MW1, 2, not miscompare with
or 3) of the CAS messages on one or more of the
the respective ENG-CAS remaining sources,
window for comparison.
Soft key is amber
NOTE with a black “CASx”
(x = 1, 2 or 3) label
The cross-side ENG-CAS remains when the CAS
at its previously selected source selected does
until changed. miscompare with one
or more of the
remaining sources,

CAS ENABLE SOFT KEY

A “CAS ENABLE” soft key allows the maintenance operator to override the CAS messages
that are normally inhibited during airplane taxi or while the airplane is parked. This soft key is
available in the SERVICING page accessible through the TEST synoptic when on ground
with park brake pulled.

FIGURE 02-31_3-20-06 - CAS ENABLE SOFT KEY

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INDICATIONS

The Crew Alerting System indications are:

- The lights of the Master pushbuttons (Red for the Master Warning and Amber for the
Master Caution),
- The failure messages displayed in the two CAS messages areas. Each area is displayed
in the ENG-CAS window that is permanently displayed in front of each crewmember in
each PDU,
- “Fault messages” displayed in the Fault page of the STATus synoptic, along with the root
cause of the failure,
- Aural alerts sound through speakers and headphones.

FIGURE 02-31_3-20-07 - CAS MESSAGES WINDOW

FIGURE 02-31_3-20-08 - CAS MESSAGE FIELD

NOTE
Advisory messages are automatically acknowledged after 10 seconds.

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CONTROLS AND INDICATIONS
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NO TAKE OFF INDICATIONS

The NO TAKE OFF warning is a NO TAKE OFF CAS message combined with aural
"NO TAKE OFF" voice message.
In order to determine which system is not in take-off configuration and therefore is the
reason why the take-off warning the following indication is displayed:
- If take-off warning is due to the horizontal stabiliser not in the authorised take-off range,
the PITCH word is red inverse video flashing and the stabiliser position pointer is red
flashing, in the HSI window and ENG-TRM windows:

- If take-off warning is due to the flaps not in the authorised take-off range, the flap symbol
in HSI window is red filled and flashing:

- If take-off warning is due to one slat not extended, the slat symbol in the HSI window is red
filled and flashing:

- If take-off warning is due to one spoiler or airbrake not retracted or the handle not in AB0
position, the airbrake symbol in the HSI window is red and flashing:

- If take-off warning is due to the braking system, red BRAKE word appears in place of
GEAR word in the HSI window:

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- If take-off warning is due to one side-stick take over with speed below 80 kt, then the red
arrow on the other side-stick priority lights will be lit.

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DGT97831 INFORMATION ISSUE 2

No supplementary information to be provided on the CAS controls and indications at present

time.

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SYSTEM PROTECTIONS
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MONITORING OF THE SYSTEM

The Crew Alerting System is continuously monitored with regard to the following elements:
- Consistency between the CAS messages lists of the three monitor warnings,
- Availability of monitor warnings,
- Availability of aural alert drivers.

¾ Refer to CODDE 2 for an exhaustive list of CAS messages and flags.

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ACTIVE PROTECTIONS

The Crew Alerting System does not feature any active protection.

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DGT97831 INFORMATION ISSUE 2

No supplementary information to be provided on the CAS system protections at present time.

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GROUND OPERATION
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No Ground Operation is required for the Crew Alerting System.

¾ Refer to Ground Servicing Manual.

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GENERAL
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INTRODUCTION

The Electronic Check List (ECL) allows displaying the normal checklists as well as the
complete set of emergency and abnormal procedures in the MDU. Emergency and abnormal
Electronic CheckLists are identical to the procedures presented in the Airplane Flight Manual
(AFM) or CODDE2 (except for the Operating Techniques which are not in ECL), while Normal
Electronic Checklists are identical to CODDE2 normal CheckLists.
The Electronic CheckList guides the crew members:
- In the case of normal checklists: through the checklist items to be checked together by
both crew members after completion by each crew members of his own DO LIST for the
considered phase of flight,
- In the case of Abnormal or Emergency procedures (except Operating Technics): through
the items/actions list to be performed by the Pilot Non Flying,
¾ Refer to CODDE 2 for additional information on normal DO LISTS and CHECKLISTS, as
well as Abnormal and Emergency Procedures.
The CHECKLIST window can also be used to review any procedure (except Operating
Techniques), as all procedures are accessible at any time.
If ECL is not available:
- The Quick Reference Handbook 2 (QRH 2) must be used for emergency situations and
abnormal procedures,
- The Quick Reference Handbook 1 (QRH 1) must be used for normal checkLists.

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FLIGHT DECK OVERVIEW

CONTROLS

Selection of Electronic CheckList window is performed via:

- The CLC (CheckList Controller) or
- The CCD (Cursor Control Device)
- A short cut on the MKB (Multifunction KeyBoard)

Operation of an Electronic CheckList is performed:

- With the CLC
- Thanks to the functions of the toolbar of the CHECKLIST window selected with the CCD

Database Loading is performed through the data loader.

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GENERAL
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INDICATIONS

The Electronic CheckList is displayed in the ECL window, on the MDU. Failure messages
related to ECL failures are displayed in the STATUS Synoptic / FAULT tab.

FIGURE 02-31_4-05-00 - FLIGHT DECK OVERVIEW

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GENERAL

The triggering of normal or Emergency/Abnormal Electronic CheckList on the MDU is

performed manually by the crew. There is no auto pop-up of any checklist or procedure. The
completion of each item of the checklist is manually acknowledged by the crew.

NORMAL CHECKLISTS

To trigger a normal checklist, the crew has to:

- Select the "CHECKLIST" window in the menu of the lower 1/6 MDU window, or use one
of the shortcuts,
- Select the list of normal checklists,
- Select the normal CheckList of the desired phase of flight.

FIGURE 02-31_4-10-00 - CHECKLIST PAGE LAYOUT

EMERGENCY AND ABNORMAL PROCEDURES

For failures with a CAS message

To trigger an Emergency or Abnormal Procedures, for failures with a CAS message,

- The crew has to activate the CHECKLIST window through one of the short cuts
- A cue of "active abnormal" checklist is displayed, in which the system has
automatically loaded the Abnormal or Emergency Procedure corresponding to the
CAS message.
- The crew then selects in the cue the procedure he wants to complete. In case there
is only one active abnormal procedure, the procedure is displayed instead of the cue.

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FIGURE 02-31_4-10-01 - ACTIVE ABNORMAL CUE

For failures without CAS message

For failures without CAS message, called "Undetected failures", the system does not load
automatically any Procedure, and the crew has to select the desired procedure in the
"Abnormal CheckList" menu. Nothing for Operating Techniques.

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DESCRIPTION
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ARCHITECTURE OF ECL

The Electronic CheckList information is elaborated by two identical ECL channels

implemented in the Modular Avionics Units, and using the same checklist database.
The first ECL channel which is powered takes priority for the display of CHECKLIST window,
but both channels are active at all time. Therefore, if the channel with priority fails, the other
channel takes priority for display of the CHECKLIST window, without any action required from
the crew.

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AUTOMATIC CONFIGURATION OF NORMAL ECL

At power up, the before start check list is displayed by default in the upper MDU.
If a Go Around is performed, some of the normal checklists (after landing) will be reset
automatically, to minimize manual resets by the crew. The cursor will jump back to the first
incomplete CheckList.

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DESCRIPTION
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ORDERING OF CHECKLISTS

The list of Normal checklists is displayed in the chronological order of flight. The cursor will
automatically position on the first uncompleted checklist, but the crew can select the checklist
of his choice.
In case of multiple failures, the Emergency and Abnormal CheckLists are displayed in
following order from the top of the "Active Abnormal" list:
- Emergency Procedures (most recent one at the top of the list of Emergency procedures),
- Abnormal Procedure (most recent one at the top of the list of Abnormal procedures).
The crew must select the procedure to be applied.
The total number of active Emergency and Abnormal checklists is displayed on the top right
hand corner of the checklist window: in red for the emergency procedures, and in amber for
abnormal procedures.
Once a checklist is completed, it will automatically be removed from the "Active Abnormal"
list.
When accessing to the Emergency and Abnormal procedures via the Emergency / Abnormal
Show checklists menu, the procedures are classified by alphabetical order within each
category Emergency and Abnormal.

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DESCRIPTION
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WRITING RULES FOR THE ELECTRONIC CHECKLISTS

TITLE

For normal CheckLists, the title corresponds to the phase of flight.

For Abnormal and Emergency procedures, the title of the procedure is consistent with the
name of the CAS message, including the number in case of red CAS message with number.

TYPES OF ITEMS

Four different types of items are available:

- Open loop items: need pilot feedback to be checked off
- Branch or conditional items:
o The pilot has to select the status of the aircraft or system to continue in the proper
part of the CheckList
o Conditional items correspond to the selection of "If condition 1 then…, if condition 2
then…." in paper checklists.
- Timer items:
o Require pilot to wait for some specified time before proceeding to the next checklist
item
o Timer is indicated in the top left corner of the CHECKLIST window
- Synoptic linked items:
o Items which automatically trigger a synoptic when the auto pop-up function is not
deselected
o The synoptic will be displayed only as long as it provides information related to the
active item of the CheckList
- Defer items:
o Actions of a procedure which have to be performed during a specific phase of flight or
when airplane enters specific conditions,
o These items are separated by dashed lines from other actions and start with the name
of the specific phase of flight or specific conditions
- Inactive items:
o Items which do not require any pilot action
o Inactive item can be used as a ‘Note’ to the pilot or to allow blank space between
various line items

CHECKBOXES FOR OPEN LOOP ITEMS

Open item lines start with a box, followed by the text of the item. The different possibilities of
boxes are:

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DESCRIPTION
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COLOR CODE

Color code for titles is:

- White for normal checklists,
- Amber for Abnormal procedures,
- Red for Emergency procedures.

Color code for line items:

- white for incomplete line,
- Cyan for current line indicator box (CCD selection),
- Green for current line indicator arrow or for completed line,
- Gray for overridden line, or for the item which is branched off in a conditional item

IDENTIFICATION OF PARTICULAR ITEMS

Within the Emergency and Abnormal procedures:

- Warning, Cautions and Notes are specified by inactive items.

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DESCRIPTION - SUPPLEMENTARY INFORMATION
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DESIGN PRINCIPLES

The Man Machine Interface related to the ECL was designed such that:
- Quick access allowed in case of abnormal and emergency procedure
- Intuitive control through a dedicated CLC.

The dual architecture allows improving dispatch capability, and availability of the ECL in flight.

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EQUIPMENT LOCATION

The ECL function is implemented:

- Within MAU1A: in one PROC1 module
- Within MAU 1B: in Database 1
- Within MAU 2A: in PROC3
- Within MAU 2B: in Database 2.

FIGURE 02-31_4-15-00 - IMPLEMENTATION OF ECL FUNCTION PICTURE

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CHECKLIST DATABASE ORGANISATION

Checklists are organized to reflect some logical sequence or grouping:

- Normal procedures are organized in the chronological order of flight.
- For non normal procedures, the procedures are grouped for each aircraft system, the
systems being listed in the alphabetical order. Electronic checklist design will follow the
same approach. A graphical representation of a typical checklist hierarchy is given below.

Electronic Checklist
(Normal Menu)
Normal (Category)
(Checklist)
Interior Inspections
Exterior Inspections
Preflight - Cockpit Check
Prestart Check
tem 1
tem 2 (Checklist Items)
tem 3

User Defined
(Checklist)
Before Engine Start
After Engine Start
tem 1
tem 2
tem 3

(Warnings) Emergency
(Checklist)
Engine Fire
After Engine Start
tem 1
tem 2
tem 3

(Abnormal Menu)
(Caution) Abnormal (Category)

Engines (Sub-Category)

(Checklist) Engine Failure During Take-Off

Engine Failure In Flight
Item 1
Item 2 (Checklist Items)
Item 3
Hydraulics
Loss Of No 1 Hydraulic System
Loss Of No 2 Hydraulic System
Item 1
Item 2
Item 3

(Active Abnormal Menu)

Active Abnormal
Engine Fire
(Caution Emergency Descent
& Battery Overheat
Warnings) Inoperative Stabilizer
Low Boost Pump Pressure
Loss Of No 1 Hydraulic System
Item 1
Item 2
Item 3

FIGURE 02-31_4-15-01 - CHECKLIST STRUCTURE

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CONTROLS AND INDICATIONS
DGT97831 ISSUE 2

CONTROLS

There are two ways to manage the ECL:

- Primarily, through the dedicated CheckList Controller (CLC) which provides all the
necessary controls to operate normally the ECL,
- If necessary, through the Cursor Control Device (CCD).
Additionally, the Multifunction KeyBoard provides a shortcut for displaying the ECL.
Most controls of the CHECKLIST window are available in the "Toolbar" of the ECL window.
Use of CLC versus CCD should be done based on following characteristics:
- The CLC operation is strictly independent from CCD and its cursor
- Use of the CLC for ECL management is therefore preferable as it allows the crew
members to work at the same time in different windows with the CCD cursor.
- However, the CCD offers more possibilities to navigate inside the checklist.
The ECL database is loaded through data loader.

CHECKLIST CONTROLLER

The CheckList Controller (CLC) is located on the lower part of the pedestal, behind the
CCD. There is one CLC for each crew member, but their operations are synchronized. The
CLC provides dedicated controls for the complete management of the ECL during normal
and abnormal situations.
It consists of:
- A C/L pushbutton on the CLC base,
- A four-directional joystick, which drives the checklist cursor in the checklist window.

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CONTROLS AND INDICATIONS
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CONTROL FUNCTION LOCAL INDICATION

- Pops up the Checklist window if not yet

displayed,
- Directly displays the abnormal or
C/L Pushbutton on emergency checklist menus in case of a
the CLC base failure (CAS message associated),
- Brings back to the main menu,
whichever checklist or procedure is
being displayed.

CLC cursor
represented by a
green arrow at
the beginning of
current item.

CLC Joystick

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CONTROLS AND INDICATIONS
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CHECKLIST MANAGEMENT USING THE CURSOR CONTROL DEVICE (CCD)

CONTROL FUNCTION LOCAL INDICATION

CCD cursor represented

by a green arrow at
the beginning of current
item, and current item is
framed in cyan.

the trackball of
used to move the cursor through the page
the CCD

<ENTER>
pressed to acknowledge an item
pushbutton

When scrolling is
possible, a cyan arrow
is displayed at the top
right of the page

turned to view the following items

CCD knob
when scrolling is possible

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CONTROLS AND INDICATIONS
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MULTIFUNCTION KEYBOARD (MKB)

FIGURE 02-31_4-20-00 – C/L SHORTCUT ON MKB

CONTROL FUNCTION

C/L Pushbutton - Pops up the Checklist window if not yet displayed,

- Directly displays the abnormal or emergency checklist menus in
case of a failure (CAS message associated),
- Brings back to the main menu, whichever checklist or procedure is
on the MKB being displayed.

ECL DATABASE LOADER

¾ Refer to Control and indications - supplementary information.

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CONTROLS AND INDICATIONS
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TOOLBAR OF THE ECL WINDOW

SUB-MENU /
FUNCTION INDICATION
FUNCTION

Allows accessing to all

emergency, abnormal and normal
Electronic Checklists of the
Database by selecting
Show Cklsts respectively the "Emerg",
"Abnormal", "Normal" and "User
Defined".
Function available at any time.

Provides several functions than

Cklst Funct can be performed within a
procedure

Selected by default.
Allows an automatic pop-up
Cklst Funct/ of the SYNOPTIC page, at the
Auto pop-up appropriate tab, whenever
an item requires checking
a system status.

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CONTROLS AND INDICATIONS
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SUB-MENU /
FUNCTION INDICATION
FUNCTION

Allows clearing all the procedures

that were displayed in the
queue, even if
they are still associated with a
CAS message.
Cklst Funct /
Reset All
NOTE
Function available
only on ground

Allows updating all associated

procedure displayed in
queue and
remaining procedure are sorted in
alphbetic order.
When a CAS message
disappears, the corresponding
procedure remains displayed
Cklst Funct / in the queue
Queue Reset until crewmembers complete
the procedure.

NOTE
Active only when
queue
is displayed

Allows clearing the entire

Cklst Funct / procedure instead of undoing
Cklst reset each action at a time
Function available at any time.

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CONTROLS AND INDICATIONS
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SUB-MENU /
FUNCTION INDICATION
FUNCTION

Allows acknowledging at once

Cklst Funct / the entire procedure instead
Cklst Override of checking manually
all the items of procedure

Used to undo an action (uncheck

an active item or change the
Cklst Funct / answer to a conditional item).
Undo Action
This function is equivalent to left
movement on the CLC joystick.

Displays the list of procedures

that are associated with detected
failures, i.e. identified by a CAS
message (amber or a red)
or a flag (amber or a red).

Displays the procedure in case

only one Amber message with
Active Abnormal
no red message or only
one red CAS message

Once a procedure is completed,

and no Defer item remains, the The Number of CAS messages
procedure will disappear from the is displayed at the top RH
Active Abnormal list, even if the corner: in amber for Abnormal
CAS message is still displayed Procedures, and in red
for emergency procedures

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CONTROLS AND INDICATIONS
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SUB-MENU /
FUNCTION INDICATION
FUNCTION

Postpones the defer items

(separated by dashed lines
from other items) to a specific When an item is deferred, a
phase of flight or operational Recall box is displayed in the upper
condition (icing condition…). left corner of page and the cursor
simultaneously jumps
to the next Active item.
NOTE
The last item of a procedure
and the conditional items can
Defer item not be deferred.

Pilots may exit a checklist and

perform other procedures
until they want to complete
the deferred items of the
previous checklist(s)

This function is equivalent

to downward movement
on the joystick.

Reaches deferred items

Recall soft Key

in a procedure This function is equivalent to
upward movement on the joystick
to go to last deferred item.

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CONTROLS AND INDICATIONS
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INDICATIONS

The Electronic CheckList (ECL) window provides from top to bottom:

- A header, to display current checklist name or menu name,
- A display area for checklist items,
- The toolbar for checklist management at the bottom,

FIGURE 02-31_4-20-01 - CHECKLIST PAGE LAYOUT

ITEMS DESCRIPTION

Several items can be found in the ECL pages, displaying information or requiring a crew
action. Most of them require to be checked manually by crewmembers using the CCD or the
CLC.

Open loop active items (action items)

The action items indicate to the crew an action to perform. They are identified by an
empty gray square displayed at the beginning of the item. When an item is completed by
the crewmembers, the square is filled in with a green check mark and the text will turn
from white to green.
The arrow-shaped cursor stays at the beginning of the line until crewmembers check it to
declare they performed the action.

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CONTROLS AND INDICATIONS
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FIGURE 02-31_4-20-02 - ACTIVE ITEMS

Defer Item

Some actions of a procedure may have to be performed later, during another phase of
flight or when airplane enters specific conditions. All these items are separated from the
other items of the procedure by white dashes above and below the corresponding group
of actions.

FIGURE 02-31_4-20-03 - DEFER ITEMS

Conditional item (question item)

In some cases the procedure varies according to the status of a system; the crew is then
questioned through a conditional item. This conditional item is answered by YES or NO,
either using the CLC or the CCD.
Upon crew input, the CLC cursor (or current line indicator and the cursor if using CCD)
jumps to the first active item of the selected case. All the items that belong to the
non-selected case are grayed out and not accessible anymore.

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CONTROLS AND INDICATIONS
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The conditional items can not be deferred. When presented to the crew, it needs an
immediate response.

FIGURE 02-31_4-20-04 - CONDITIONAL ITEM

Synoptic linked item

When an item requires checking a system synoptic, the corresponding synoptic is

automatically displayed on the 1/3 window beside the checklist window. The synoptic is
removed if it is not required by the next item, it is then replaced by the previously
displayed page.
Crewmembers may not decide to display the synoptic by de-selecting the Auto Pop-up
function in menu. The default status is Auto Pop-up active.

FIGURE 02-31_4-20-05 - ELECTRICAL SYNOPTIC AUTO POP-UP

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CONTROLS AND INDICATIONS
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Inactive item (information items)

Some items are information to the crew, with no linked action. It may be an advise
presented to the crew, or a title which helps in understanding the procedure. It may also
introduce a particular phase of flight for the following items.
The information items do not need any crew action through the CLC or the CCD. Their
text is displayed in white, preceded by a dash, and the cursor will be directly positioned
on the first active item of the list upon procedure opening.

FIGURE 02-31_4-20-06 - INACTIVE (INFORMATION) ITEMS

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CONTROLS AND INDICATIONS
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NOMINAL CHECKLIST OPERATION AND CHECKLIST COMPLETE

To complete a checklist, crew members have to check all the active items (including deferred
items) of a procedure. If some items are deferred, the checklist remains uncompleted in the
Abnormal Active queue.
The Checklist Complete indication is displayed at the bottom of the checklist once completed.
Upon completion of a normal checklist, the Normal Checklist menu is displayed. The title of
the completed checklist turns green and a check mark is displayed. The current line indicator
and the cursor jumps to the next checklist.

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DGT97831 INFORMATION ISSUE 2

No supplementary information to be provided on Controls and Indications at present time.

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SYSTEM PROTECTIONS
DGT97831 ISSUE 2

SYSTEM MONITORING

Each ECL channel is monitored and crew alerted in case of failure:

- The Graphic Generation Function (GGF) shall display the data produced by the ECL
function with priority. In a case where both ECL functions are operating as priority, the
GGF will ignore data produce by both ECL and display a “DUAL LINK FAIL” , “SINGLE
ECL ONLY” Error Message. In this failure state, the ECL function shall no longer be
operational. Selecting ‘CONTINUE’ as shown in the picture will re-cover the ECL
functionality but only in Single mode. Dual ECL shall be recovered following this failure
only after a power cycle.

FIGURE 02-31_4-30-00 - DUAL LINK FAILURE

- The Checklist Database name is checked to make sure that the both instances for ECL
have the same database selected. If the selected checklist databases are not the same,
then ECL will produce a “Checklist DB Mismatch” message.

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SYSTEM PROTECTIONS
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ACTIVE PROTECTIONS

In case of invalidity of the ECL channel which has the priority, the other ECL channel takes
automatically the priority, which is transparent for the crew.

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DGT97831 INFORMATION ISSUE 2

No supplementary information to be provided on the ECL protections at present time.

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GROUND OPERATION
DGT97831 ISSUE 2

ECL DATABASE LOADING

ECL data base is provided on a CD-ROM witch contains:

- One binary file: electronic Checklist Data Base,
- Two files necessary to the Configuration Management System (CMS): "ecl_db._dr" and
"ecl_db._hr"

The Central Maintenance Computer - Remote Terminal (CMC-RT) is the recommended data
loader device. It is used to load all loadable software.
An ECL booklet is provided with the CD-ROM and describe the loading method.

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DGT97831 GENERAL ISSUE 2

INTRODUCTION

The Falcon 7X is fitted with two combine recorders and one Emergency Locator Transmitter.
Each combine recorder embeds:
- A Digital Flight Data Recorder (DFDR), with a recording capability of 25 hours
- A Cockpit Voice Recorder (CVR), with a recording capability of 2 hours.

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ISSUE 2 GENERAL DGT97831

FLIGHT DECK OVERVIEW

CONTROLS

Two microphones for the CVR are located on the glareshield.

In flight, the crew members have control on the two combine recorder through:
- The "CVR" soft key of the "TEST" synoptic page,
- Three pushbuttons on the audio Panel,
- One "EVENT" pushbutton located on the glareshield, in front of each pilot.

In flight, the crew members have control on the Emergency Locator Transmitter (ELT) via
the remote control panel located on the right console.
On ground, the management of the Emergency Locator Transmitter (ELT) can be done
through control panel on the Transmitter Unit located on the mechanical compartment.

INDICATIONS

There is no dedicated synoptic for the combine recorder and ELT.

Failure messages associated with the combine recorder will be displayed in the CAS
window or in the Fault page (STATUS synoptic / FAULT tab).
Monitoring status of the Emergency Locator Transmitter is available on the remote control
panel.

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DGT97831 GENERAL ISSUE 2

FIGURE 02-31_5-05-00 - FLIGHT DECK OVERVIEW

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DGT97831 GENERAL ISSUE 2

COMBINE RECORDER

Both combine recorders begin recording as soon as they are powered, and stop when they
are powered off.
One combine recorder is directly powered by the LH ESS bus, the second combine recorder
is directly powered by the RH ESS bus.

DIGITAL FLIGHT DATA RECORDER (DFDR)

The DFDR records the last 25 hours of flight data information at rate of 256 words per
seconds.
An impact switch interrupts the recording whenever the longitudinal acceleration exceeds 3
g. The G-switch is not located inside the equipment; the G-switch (impact switch) is located
close to each combine recorder in the longitudinal axis of the Aircraft.

COCKPIT VOICE RECORDER (CVR)

The CVR records up to four audio inputs (the three crew members microphones and the
cockpit area microphones), retaining the most recent 120 minutes of all recorded audio data.
Audio information includes:
- Voice communication transmitted from or received by the flight deck,
- Attached radios,
- Audio signals from each boom or mask microphone in use,
- Voice communication through the interphone system,
- Voice or NAV identification signals,
- Voice communication through the Passenger Address system.

FIGURE 02-31_5-10-00 - CVR COCKPIT AREA MICROPHONE

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EMERGENCY LOCATOR TRANSMITTER

The main function of the Emergency Locator Transmitter (ELT) system is to provide automatic
or manual activation of a three frequencies transmitter unit in case of a crash, for detection
and location determination of the crash site by search and rescue authorities.
The ELT has its own power supply and doesn't need any aircraft power supply for transmitting
operations.
Data transmitting are the following:
- The country of beacon registration,
- An identification number,
- The type of user,
- Other options.

The ELT system includes:

- The Transmitter Unit (TU),
- The Aircraft Identification Module (AIM),
- The remote control panel,
- The remote audible alarm,
- The external antenna.

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DGT97831 GENERAL ISSUE 2

FIGURE 02-31_5-10-01 ELT SYSTEM DIAGRAM

The Transmitter Unit has its own power supply by internal battery.
The Airplane Identification Module (AIM) is programmed to store the transmitted messages.
Message data in the AIM can be change either at the factory or by the customer.
The remote control panel provides control and visual indication of the Transmitter Unit's
status to the flight crew. It also allows resetting and self-testing of the Transmitter Unit.
The remote audible alarm is mounted near the beacon and provides sound when ELT is
transmitting.
The external antenna is designed to operate at three frequencies:
- 121.5 MHz,
- 243 MHz,
- 406 MHz.

The ELT system can be in any of the following state:

- Off state: ELT is disabled and does not dissipate any power,
- Armed state: ELT is operational and ready to be triggered,
- Transmit state: ELT transmit signals on all three frequencies,
- Self test state: to test the capability of the TU, including battery, to transmit and to
download message data from the AIM.

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DGT97831 DESCRIPTION - SUPPLEMENTARY INFORMATION ISSUE 2

DESIGN PRINCIPLES

With regard to combine recorders, design was selected in accordance with following design
principles:
- With regard to the technology combine recorders have following advantages:
o High reliability, no calibration needed,
o Low weight,
o Voice/data synchronisation internally,
o Field repair.
- With regard to the location of equipment:
o The location has been choosen considering in order to minimise the probability of the
loss of the two equipment,
o Each combine has been located and mounted so as to minimise the probability of
container rupture from crash impact and subsquently damage to the record from fire.

With regard to ELT, design was selected in accordance with following design principles:
- With regard to the technology:
o The Emergency Locator Transmitter system complies with the Minimum Operational
Performance Specification (MOPS) as stated in EUROCAE ED-62.
- With regard to the location of equipment:
o The transmiter unit is located not too far from the antenna to limit the loss of link in case
of crash,
o ELT is located outside of the rotor burst area.

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ISSUE 2 DESCRIPTION - SUPPLEMENTARY INFORMATION DGT97831

EQUIPMENT LOCATION

The two combine recorders are located:

- One in the rear compartment
- One in the nose cone.
The Transmitter Unit (beacon) is installed on the tail of the airplane on the mechanical
compartment (frame 41). The remote audible alarm is installed near the Transmitter Unit.
The external antenna is installed on the top of tail fin.

FIGURE 02-31_5-15-00 – EQUIPMENT LOCATION

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DGT97831 DESCRIPTION - SUPPLEMENTARY INFORMATION ISSUE 2

ELECTRICAL POWER SOURCE

Following paragraph describes the power supply of the different equipment related to combine
recorder and Emergency Locator Transmitter system.
Electrical protection is provided either:
- By Solid State Power Controllers (SSPC),
- By Circuit Breakers (CB).
¾ Refer to ATA 24 – ELECTRICAL POWER for additional information

EQUIPMENT POWER SUPPLY TYPE OF PROTECTION

Combine recorder 1 LH Essential CB
Combine recorder 2 RH Essential CB

The ELT has its own power supply and doesn't need any aircraft power supply for
transmitting operations.

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DGT97831 CONTROLS AND INDICATIONS ISSUE 2

CONTROLS

Two microphones for the CVR are located on the glareshield.

In flight, the crew has control on the two combine recorder through:
- One "EVENT" pushbutton located on the glareshield, in front of each pilot,
- The "CVR" soft key of the "TEST" synoptic page,
- Three controls on the Audio Panel.
In flight, the crew has control on the ELT through:
- A switch located on the ELT remote control.

EVENT PUSHBUTTON

The event Pushbutton:

- Needs to be depressed for at least 1 seconds
- Allows identifying a time on the DFDR recording
- Will command the FADEC to keep the record of engine parameters for the previous 4
minutes and the next minute
¾ Refer to ATA 70 - ENGINES
The crew has no feedback that the "event request" is taken into account.

FIGURE 02-31_5-20-00 - PILOT EVENT MARKER PUSHBUTTON

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ISSUE 2 CONTROLS AND INDICATIONS DGT97831

CVR TEST

FIGURE 02-31_5-20-01 - CVR TEST ON THE TEST PAGE

The CVR can be tested manually by clicking the CVR soft key on the TEST page.
A successful test triggers a 2 sec. 800 Hz tone through headset.
In case of failed test, the aural tone is not provided and Fault messages will be displayed.

CVR CONTROLS ON THE AUDIO PANEL

FIGURE 02-31_5-20-02 - CVR CONTROLS ON THE AUDIO PANEL

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DGT97831 CONTROLS AND INDICATIONS ISSUE 2

CONTROL FUNCTION

CVR pushbuttons
Needs to be pressed for more than 0.5 sec.
Allow crew members to select the CVR audio: the current audio
channels recorded by the chosen CVR are then heard.
Listening of the CVR is provided only through the headsets.
on the Audio Panel

Halts recording and erases CVR1 and CVR2 data previously

recorded in the crash survivable memory
Does not erase ancillary system data such as neither fault
history or Elapsed Time Indicator, nor does it erase FDR data.
This action can only be performed when:
- The PAX door is open,
- And the CVR audio pushbutton is selected.
on the Audio Panel
The erase function is completed within five seconds of
activation and can be recognized by the presence of a
3 seconds 400 Hz aural tone emitted in the crew member
headsets.

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ISSUE 2 CONTROLS AND INDICATIONS DGT97831

ELT REMOTE CONTROL

FIGURE 02-31_5-20-03 - ELT REMOTE CONTROL

The switch located on the ELT remote control allows to:

- Select the armed mode by positioning the switch in ARMED position:
o ELT ready to be triggered,
- Select forced transmit mode by positioning the switch in ON protected position:
o ELT transmit signals on all three frequencies,
- Select the test mode or reset the transmit mode by momentary positioning the switch to
the TEST / RESET position. This position is spring loaded.

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DGT97831 CONTROLS AND INDICATIONS ISSUE 2

INDICATIONS

There is no dedicated synoptic for the combine recorder.

Failure messages associated with the combine recorder will be displayed in the CAS window
or in the Fault page.
The ELT remote control includes a visual light, labeled ON.
This LED is illuminated to indicate either:
- ELT is transmitting,
- ELT test is performing with successful.

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CONTROLS AND INDICATIONS -
DGT97831 SUPPLEMENTARY INFORMATION ISSUE 2

DOWNLOADING

FDR

FDR data may be downloaded while still installed in the airplane via the download connector
interface using the Hand-Held DownLoad Unit (HHDLU) or other suitable FDR download
equipment.
The HHDLU also provides a DSDU function where FDR data may be displayed concurrently
as it is being recorded. This interface also provides 28 VDC power to the HHDLU.

FIGURE 02-31_5-25-00 - COMBINE FRONT PANEL

CVR

The combine should be removed from the airplane to download CVR. This is accomplished
using the Honeywell Playback and Test Station (PATS) via a high speed serial (RS-422)
interface.

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CONTROLS AND INDICATIONS -
ISSUE 2 SUPPLEMENTARY INFORMATION DGT97831

CONTROL PANEL ON THE TRANSMITTER UNIT

On ground, the management of the Emergency Locator Transmitter (ELT) can be done
through control panel on the Transmitter Unit (TU) located on the mechanical compartment.

FIGURE 02-31_5-25-01 - CONTROL PANEL ON TRANSMITTER UNIT

The switch located on the TU remote control allows to:

- Select the armed mode by positioning the switch in ARM position:
o ELT ready to be triggered,
- Select transmit mode by positioning the switch in TX position:
o ELT transmit signals on all three frequencies,
- Select off mode by positioning the switch in OFF position:
o ELT is disabled and does not dissipate any power.
The state of transmission is displayed state of light located below the switch.
The alert sound is emitted when the ELT is transmitting.

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DGT97831 SYSTEM PROTECTIONS ISSUE 2

SYSTEM MONITORING

Following parameters of the combine recorders are monitored:

- Status of each DFDR (periodical auto tests)
- Status of each CVR during the TEST or during periodical auto-tests.

Following parameters of the ELT are monitored during the TEST:

- Status of the internal battery,
- Capability to transmit,
- Capability to download messages from AIM.

¾ Refer to CODDE 2 for a description of associated Fault messages.

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ISSUE 2 SYSTEM PROTECTIONS DGT97831

ACTIVE PROTECTIONS

The combine recorders and ELT do not feature any active protections.

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SYSTEM PROTECTIONS -
DGT97831 SUPPLEMENTARY INFORMATION ISSUE 2

No supplementary information to be provided on the combine recorder and ELT protections at

present time.

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DGT97831 GROUND OPERATION ISSUE 2

The combine recorders and ELT do not require any Ground Operation action.

¾ Refer to Ground Servicing Manual.

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