CommAir Training

S C H O O L O F A E R O N A U T I C S

B 737-300/400/500

AVIONICA
CURSO ATA NIVELIII-MANTENIMIENTO DE LINEA Y BASE

CAPITULOS ATA 34

CENTRO DE INSTRUCCIÓN DE MANTENIMIENTO

 737-300/400/500 TRAINING MANUAL
ELECTRONIC FLIGHT INSTRUMENT SYSTEM -- INTRODUCTION
General DME - distance measuring equipment
dsply - display
The electronic flight instrument system (EFIS) shows DU - display unit
flight and navigation information on four display units
EADI - electronic attitude director indicator
in the flight compartment.
EFI - electronic flight instrument
Abbreviations and Acronyms EFIS - electronic flight instrument system
EHSI - electronic horizontal situation indicator
ac - alternating current ELEX - electronics
ADF - automatic direction finder EMF - electromagnetic force
alt - altitude FCC - flight control computer
ALT - altitude alert FD - flight director
app - approach FDAU - flight data acquisition unit
APU - auxiliary power unit FMC - flight management computer
arpt - airport F/O - first officer
A/T - autothrottle GA - go around
ATT - attitude GEN - generator
BITE - built in test equipment GPWC - ground proximity warning computer
capt - captain GPWS - ground proximity warning system
CDU - control display unit G/S - glide slope
clb - climb GS - ground speed
cmd - command hdg - heading
COMP - comparator hld - hold
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cont - control IFSAU - integrated flight systems accessory unit

CP - control panel ILS - instrument landing system
crz - cruise in - inches
ctr - center inop - inoperative
CWS - control wheel steering instr - instrument
DAA - digital to analog adaptor I/O - input/output
DH - decision height IRS - inertial reference system

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 737-300/400/500 TRAINING MANUAL
ELECTRONIC FLIGHT INSTRUMENT SYSTEM -- INTRODUCTION
IRU - inertial reference unit sel - select
kg - kilograms SG - symbol generator
lb - pounds spd - speed
LIM - limit sta - station
LNAV - lateral navigation SWS - stall waring system
loc - localizer SYM - symbol
LRU - line replaceable unit TAS - true airspeed
LSK - line select key TAT - total air temperature
mag - magnetic TCAS - traffic alert and collision avoidance
MCP - mode control panel system
nav - navigation tfc - traffic
NCD - no computed data thr - thrust
NM - nautical miles TO - take off
norm - normal trk - track
pnl - panel TRU - true
pos - position VNAV - vertical navigation
pri - primary VOR - very high frequency omnidirectional range
pth - path WARN - warning
pwr - power wpt - waypoint
R-CLB - reduced thrust climb WXR - weather radar
R-TO - reduced thrust take off xfer - transfer
RA - radio altitude xmtr - transmitter
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RA - resolution advisory
rcv - receiver
RLS - remote light sensor
rly - relay
rwy - runway
rst - reset
SDI - source destination identifier

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 737-300/400/500 TRAINING MANUAL

ARM VNAV PTH LNAV CMD

ARM VNAV PTH LNAV CMD

180 F
180 F

152
152
140
140

120 DH200
120 DH200
1750 GS 1750
GS
.654 345 .654 345

DME 13.5 HDG 127 M DME 13.5

HDG 127 M
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FROM TO
120`/20 120`/20
VOR 1 116.80 VOR 1 116.80

ELECTRONIC FLIGHT INSTRUMENT SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
EFIS -- GENERAL DESCRIPTION
Purpose - An EFI transfer switch
- Two EFIS transfer relays.
The electronic flight instrument system (EFIS) shows
information form most of the airplane navigational Functional Description
systems.
The symbol generators get data from many systems. The
The EFIS shows in color. This is the information that symbol generators change the data into analog signals
shows on the display units: and send the signals to the EADIs and EHSIs.

- Attitude The EFIS control panels change the information that

- Autoflight information shows on the EHSIs. The control panels also adjust the
- Airspeed brightness of the EADIs.
- Radio altitude
- Decision height When you use the transfer relays, you see the data on
- Navigational maps all the displays from only one symbol generator.
- Weather radar returns
- Heading
- Track
- ADF/VOR bearings
- VOR/ILS/glide slope data
- Wind data.

Components

These are the components of the EFIS:

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- Two electronic attitude director indicators

(EADIs)
- Two electronic horizontal situation indicators
(EHSIs)
- Two EFIS symbol generators (SGs)
- Two EFIS control panels
- Two remote light sensors

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 737-300/400/500 TRAINING MANUAL

VHF NAV IRS

BOTH BOTH BOTH BOTH
ON 1 ON 2 ON L ON R
NORMAL NORMAL
EFI
BOTH BOTH
ON 1 ON 2
NORMAL
REMOTE LIGHT
EFI TRANSFER SENSOR
SWITCH

EADI
TRANSFER RELAY

NAVIGATION SYSTEMS
AUTOFLIGHT SYSTEMS
TEST RESET

ADI EXP HSI RANGE

DH REF NAV
VOR/ 80 160 320
ILS EFIS SYMBOL
40 GENERATOR
VOR/ MAP 20 TFC
FULLILS
NAV CTR 10
MAP
BRT PLAN
WXR
SYMBOL GENERATOR
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ON
RST w
MAP
BRT VOR/ADF NAV AID ARPT RTE DATA WPT

ON ON ON ON ON
w w w w w

CONTROL PANEL EHSI

EFIS - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
EFIS -- FLIGHT COMPARTMENT COMPONENT LOCATION
Component Location

These are the EFIS components in the flight

compartment:

- Captain and first officer EADIs

- Captain and first officer EHSIs
- Captain and first officer EFIS control panels
- Captain and first officer instrument switch lights
- EFI transfer switch
- Captain and first officer remote light sensors.

The flight management computer system control display

units (CDU) show EFIS BITE data.
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 737-300/400/500 TRAINING MANUAL

P5 FORWARD OVERHEAD PANEL GLARESHIELD P3 F/O INSTRUMENT PANEL

- EFI TRANSFER SWITCH - REMOTE LIGHT SENSORS - EADI
- INSTRUMENT SWITCH LIGHT
- EHSI

P1 CAPT INSTRUMENT PANEL

- INSTRUMENT SWITCH LIGHT
- EADI
- EHSI
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P8 PANEL
- EFIS CONTROL
PANELS

EFIS - FLIGHT COMPARTMENT COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
EFIS -- EE COMPARTMENT COMPONENT LOCATION
EE Compartment

The symbol generators are on the E2-3 shelf.

The EFIS transfer relays are on the E1-2 shelf behind

the flight management computer 2 rack.
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 737-300/400/500 TRAINING MANUAL

E1-1

EFIS TRANSFER
FWD RELAYS BEHIND
FLIGHT
MANAGEMENT
COMPUTER RACK E1-2

E1-3

E2-1

EFIS SYMBOL
GENERATORS

E2-2
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E2-3

E2-4

EFIS - EE COMPARTMENT COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
EFIS -- POWER INTERFACES
Power

The 115v ac electronics bus 1 power goes to these

components:

- Captain EADI
- Captain EHSI
- Captain EFIS control panel
- Symbol generator 1.

The 28v dc battery bus power goes to the EFIS transfer

relays.

The 115v ac electronics bus 2 power goes to these

components:

- First officer EADI

- First officer EHSI
- First Officer EFIS control panel
- Symbol generator 2.
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 737-300/400/500 TRAINING MANUAL

115V AC 115V AC
ELEX PWR 1 ELEX PWR 2
EADI EADI
CAPT EADI F/O EADI

115V AC 115V AC
ELEX PWR 1 ELEX PWR 2
EHSI EHSI
CAPT EHSI F/O EHSI

115V AC 115V AC
ELEX PWR 1 ELEX PWR 2
EFIS CONT EFIS CONT
PNL LEFT PNL LEFT
CAPT EFIS F/O EFIS
CONTROL PANEL CONTROL PANEL

115V AC
ELEX PWR 1
EFIS SYM 115V AC
GEN LEFT SYMBOL ELEX PWR 2
GENERATOR 1 EFIS SYM
GEN RIGHT
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SYMBOL
GENERATOR 2
28V DC P6 CIRCUIT BREAKER PANEL
BATTERY BUS
INSTR TRANS
TRANSFER RELAY
P18 CIRCUIT BREAKER PANEL 1 AND 2

EFIS - POWER INTERFACES

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 737-300/400/500 TRAINING MANUAL
EFIS -- PROGRAM PINS INTERFACE
Program Pins

The EFIS symbol generators and the EFIS control panels

have hardware program pins.

Symbol Generator Program Pins

These are the options that the symbol generator program

pins control:

- System configuration
- Airplane type
- Signal type
- The way information shows on the EADI
- The way information shows on the EHSI.

Most of the symbol generator program pins go to burndy

blocks for ease of access. The other program pins end
at the back of the symbol generator rack.

Control Panel Program Pins

The control panel program pins show heading up or track

up for these EHSI modes:

- Map
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- Center map
- NAV
- Plan.

The control panel program pins end at the control

panel.

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 737-300/400/500 TRAINING MANUAL

4
SIGNAL TYPE

2 5
AIRPLANE TYPE MODES TRACK UP
OR HEADING UP

6 CONTROL PANEL
SYSTEM CONFIGURATION (TYP)

20
EADI OPTIONS

14
EHSI OPTIONS
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SYMBOL GENERATOR (TYP)

EFIS - PROGRAM PINS INTERFACE

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 737-300/400/500 TRAINING MANUAL
EFIS -- DISPLAY UNIT INTERFACES
General

Each symbol generator has four video drivers. Two of

the video drivers are for the onside and offside EHSI.
Two of the video drivers are for the onside and offside
EADI.

Output Signals

Each video driver sends analog video signals to its

display unit. These are the signals:

- Color drive signals

- Sync signals
- Raster/stroke discrete
- Deflection signals.

Output signals go through an output relay in the symbol

generator. The EFIS transfer relays control the output
relays.

Display Monitoring

The display units monitor themselves for failures.

Detected failures go on three wires to the onside
symbol generator.
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 737-300/400/500 TRAINING MANUAL

ONSIDE EADI 3
VIDEO DRIVER

6
ONSIDE EHSI OUTPUT
VIDEO DRIVER RELAY CAPT EADI

OFFSIDE EADI
VIDEO DRIVER 6

3
OFFSIDE EHSI
VIDEO DRIVER
CAPT EHSI

SYMBOL GENERATOR 1

OFFSIDE EADI 3
VIDEO DRIVER

6
OFFSIDE EHSI
VIDEO DRIVER F/O EADI

OUTPUT
RELAY
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ONSIDE EADI 6
VIDEO DRIVER

3
ONSIDE EHSI
VIDEO DRIVER F/O EHSI

SYMBOL GENERATOR 2
EFIS - DISPLAY UNIT INTERFACES

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 737-300/400/500 TRAINING MANUAL
EFIS -- CONTROLS INTERFACES
EFIS Control Panels

The EFIS control panels change these parameters:

- EADI manual brightness

- Decision height set
- Decision height alert reset
- EHSI manual brightness overall/weather radar
- EHSI display mode
- Map mode background displays
- Weather radar on/off
- TCAS displays on/off on the EHSI
- Range for EHSI displays, weather radar, and FMC
map.

The captain EFIS control panel sends decision height to

the ground proximity warning system (GPWS).

Remote Light Sensors

The remote light sensors change the brightness of the

EADI and the EHSI. The sensors are in parallel with
these units:

- EADI local light sensor

- EHSI local light sensor
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- Control panel manual brightness controls.

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 737-300/400/500 TRAINING MANUAL

CAPT EADI SYMBOL GENERATOR 1

L REMOTE GPWS
LIGHT SENSOR
2
6 2

CAPT EFIS CAPT EHSI

FMC
CONTROL PANEL

F/O EADI

5
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R REMOTE WEATHER RADAR

LIGHT SENSOR TRANSCEIVER
2

6 2

F/O EHSI
F/O EFIS SYMBOL GENERATOR 2
CONTROL PANEL
EFIS - CONTROLS INTERFACES

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 737-300/400/500 TRAINING MANUAL
EFIS -- SYMBOL GENERATOR INTERFACES
Data Cross Tie Bus

The symbol generators send data on an ARINC 429 data

bus. The bus is called the cross tie bus. Each symbol
generator sends data on a cross tie bus to these LRUs:

- offside SG
- FMC
- FMCs
- flight data acquisition unit (FDAU).

This is the data to the offside SG:

- Fault history
- Pitch
- Roll.

The SGs send BITE data to the FMCS.

This is the data to the FDAU:

- Radio altitude
- EFIS status.
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 737-300/400/500 TRAINING MANUAL

SYMBOL
GENERATOR 1
FMCS

DFDAU
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SYMBOL
GENERATOR 2

EFIS - SYMBOL GENERATOR INTERFACES

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 737-300/400/500 TRAINING MANUAL
EFIS -- EXTERNAL INTERFACE INTRODUCTION
General Discrete Inputs

Many airplane systems send data to the EFIS. The symbol The symbol generators receive discrete inputs from
generators change the data to a video signal to show on these components or systems:
the EADI and the EHSI.
- VHF navigation transfer relays
Data Bus Inputs - IRS transfer relays
- Ground proximity warning system
The symbol generators receive digital data bus inputs - Electronic flight instrument (EFI) transfer
from these components or systems: relays.

- EFIS control panel Discrete Outputs

- Flight management computer system (FMCS)
- Inertial reference system (IRS) The symbol generators send a resolution advisory valid
- Traffic alert and collision and avoidance system discrete to TCAS.
(TCAS)
- Weather radar system The EFIS control panels send an on/off discrete to the
- Mode control panel weather radar.
- Autothrottle system
- Flight control computers (FCCs)
- Digital-to-analog adapters (DAAs)
- Air data computers (ADCs)
- Stall warning system (SWS).

Analog Inputs
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The symbol generators receive analog inputs from these

systems:

- Radio altimeters
- Automatic direction finder (ADF) system
- Glide slope data from VHF navigation receivers.

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 737-300/400/500 TRAINING MANUAL

DIGITAL DATA INPUTS

EADI

ANALOG INPUTS

EHSI

WXR CONTROL PANEL

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DISCRETE INPUTS TCAS COMPUTER

EFIS CONTROL
PANELS

SYMBOL GENERATORS

EFIS - EXTERNAL INTERFACE INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
EFIS -- NAVIGATION INTERFACES - 1
Weather Radar Inputs Flight Management Computer System Inputs

The weather radar (WXR) transceiver sends this data to The FMCS sends this data to EFIS on an ARINC 429 data
EFIS on an ARINC 453 data bus: bus:

- Weather radar returns - V1 and VR

- Range processed - Ground speed
- WXR mode - Track angle
- Gain setting - Navigation mode
- Antenna tilt - Wind direction and speed
- BITE information. - Route
- Descent vertical deviation
The WXR control panel sends this data to the weather - Cross track deviation
radar receiver: - Waypoint estimated time of arrival
- Waypoint distance to go
- Mode - Present airplane position
- Gain - Desired track
- Antenna stabilization on/off - Bearing to waypoint
- Ground clutter suppression on/off - Range to assigned altitude
- Antenna tilt. - Path change alert
- Position difference discrete
The EFIS control panels send selected range to these - Range processed
systems: - Map background data.

- FMCS
- WXR
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- EFIS.

The EFIS control panels also send a WXR turn on

discrete through the WXR control panel to the WXR
transceiver. The WXR turn on discrete goes on the ARINC
429 data bus from the control panel to the symbol
generators.

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 737-300/400/500 TRAINING MANUAL

CAPT EFIS CP

WXR TRANSCEIVER

WXR CONTROL SYMBOL GENERATOR 1

PANEL

FMC
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F/O EFIS CP SYMBOL GENERATOR 2

EFIS - NAVIGATION INTERFACES - 1

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 737-300/400/500 TRAINING MANUAL
EFIS -- NAVIGATION INTERFACES - 2
Radio Altimeter and Decision Height

The radio altimeters send analog radio altitude (RA) to

their onside symbol generator. The EFIS control panels
send selected decision height to the symbol generators.
The symbol generators show the radio altitude and
decision height on the EADIs.

Automatic Direction Finder

The ADF receivers send this data to both symbol

generators:

- Analog station bearing

- AC reference voltage
- OFF/ON discrete.
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 737-300/400/500 TRAINING MANUAL

RADIO CAPT EFIS CONTROL

ALTIMETER 1 PANEL 2

ADF RECEIVER 1 SYMBOL GENERATOR 1

ADF RECEIVER 2 2
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RADIO F/O EFIS CONTROL SYMBOL GENERATOR 2

ALTIMETER 2 PANEL

EFIS - NAVIGATION INTERFACES - 2

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 737-300/400/500 TRAINING MANUAL
EFIS -- NAVIGATION INTERFACES - 3
Inertial Reference System

The IRS sends this data to the symbol generators:

- Attitude
- Heading
- Track
- Ground speed
- Position difference
- Wind direction and speed.

EFIS uses the FMC track, FMC ground speed, and FMC wind
because it is more accurate than the IRS data. If the
FMC input fails, EFIS shows the IRS data.

The IRS transfer relays tell the symbol generators

which IRS data to show.

Air Data Computer

The ADCs send this data to the symbol generators:

- Computed airspeed
- Mach
- True airspeed.
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The ADCs send data to the symbol generators. EFIS shows

true airspeed (TAS) on the EADI and uses TAS for
calculations.

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 737-300/400/500 TRAINING MANUAL

ADC 1

IRS TRANSFER
RELAY 1

IRU 1
SYMBOL GENERATOR 1

IRU 2
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IRS TRANSFER
RELAY 2

SYMBOL GENERATOR 2
ADC 2
EFIS - NAVIGATION INTERFACES - 3

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 737-300/400/500 TRAINING MANUAL
EFIS -- VHF NAVIGATION AND AUTOFLIGHT INPUTS
Distance Measuring Equipment VHF Navigation Control Panel

The DMEs send analog distance to the digital to analog The VHF NAV control panel sends VOR/ILS frequency to
adaptors (DAA). The DAAs change the analog signal to an the DAA in a two-out-of-five code.
ARINC 429 data bus and send it to the symbol
generators. Digital To Analog Adaptor

VHF Navigation The DAAs change the following analog data to digital
and send the data on separate data buses to both symbol
The VOR receiver in the VHF navigation receiver sends generators:
these signals to the DAA:
- DME distance
- Bearing - VOR bearing
- Deviation - LOC deviation
- To/from - VOR/ILS frequency.
- VOR super Flag.
Flight Control Computer and Mode Control Panel
The LOC receiver in the VHF navigation receiver sends
these signals to the DAA: The FCCs send selected course from the mode control
panel to the symbol generators. If the FCC fails, the
- Deviation symbol generators get selected course directly from the
- ILS 28v dc MCP.
- LOC super flag.

The glide slope receiver in the VHF navigation receiver

sends these signals to the VHF navigation relays:
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- Deviation
- Glide slope super flag.

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 737-300/400/500 TRAINING MANUAL

5
FREQUENCY VOR
7
DME
VHF NAV CONTROL
PANEL 1 ILS

DISTANCE DAA 1
VALID 7
5 GLIDE SLOPE
DME 1 7 TRANSFER DISCRETES
VOR
VHF NAV
VOR/LOC TRANSFER RELAY 1 DME
GLIDE SLOPE ILS
FCC MODE
VHF NAV SEL COURSE
RECEIVER 1
FCC A SEL COURSE/RWY HDG
SYMBOL GENERATOR 1
MODE CONTROL
PANEL SEL COURSE/RWY HDG
GLIDE SLOPE FCC MODE
VOR/LOC SEL COURSE
FCC B
VOR
VHF NAV
RECEIVER 2 DME
7 ILS
5 GLIDE SLOPE
DISTANCE 7
VALID TRANSFER DISCRETES
VHF NAV
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DME 2 TRANSFER RELAY 2

VOR
11
DME
7
ILS
5
FREQUENCY

VHF NAV CONTROL DAA 2 SYMBOL GENERATOR 2

PANEL 1
EFIS - VHF NAVIGATION AND AUTOFLIGHT INPUTS

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 737-300/400/500 TRAINING MANUAL
EFIS -- MISCELLANEOUS INTERFACES
Autothrottle Computer Inputs generator does not have the necessary signals, the RA
valid is an open. If the RA valid is open, TCAS sends
The autothrottle (A/T) computer sends data bus and TCAS fail to the symbol generator that has the failure.
discrete information to the symbol generators. The In certain situations a change of the TCAS mode from
discrete signals are A/T installed and throttle hold. TA/RA to TA will cause TCAS to stop the TCAS fail
discrete.
The digital data bus has the A/T mode.
Stall Warning System Inputs
The digital data bus has the A/T mode and the fast/slow
commands. The stall warning systems send pitch limit to the
symbol generators.
Ground Proximity Warning System Inputs
The stall warning systems also send warning speeds to
The GPWS sends a discrete to the symbol generators when the symbol generators.
it senses a windshear condition.

The GPWS also sends a discrete to the symbol generators

when it senses a positive windshear.

Traffic Alert and Collision Avoidance Inputs

TCAS sends the these signals to the symbol generators:

- Traffic advisories
- Resolution advisories
- TCAS status.
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Traffic Alert and Collision Avoidance Outputs

Each symbol generator sends a resolution advisory (RA)

valid discrete to TCAS. If the symbol generator has all
the information necessary to show the TCAS mode
selected, the RA valid is a ground. If the symbol

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 737-300/400/500 TRAINING MANUAL

STALL WARN
SYSTEM 1

RA VALID

TCAS COMPUTER
RA VALID
A/T INSTALLED
THROTTLE HOLD
TCAS COMPUTER
WINDSHEAR

SYMBOL GENERATOR 1
AUTOTHROTTLE
COMPUTER
THROTTLE HOLD

A/T INSTALLED

WINDSHEAR
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GPWS

STALL WARN SYMBOL GENERATOR 2

SYSTEM 2

EFIS - MISCELLANEOUS INTERFACES

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 737-300/400/500 TRAINING MANUAL
EFIS -- CONTROL PANEL
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 737-300/400/500 TRAINING MANUAL
EFIS -- CONTROL PANEL
General pilot pushes the RST switch to reset the DH alert. The
DH alert will reset automatically when the RA is zero
There are two EFIS control panels. One is for the feet or if the airplane climbs more than 75 feet above
captain and one is for the first officer. They control the DH after the alert.
some of the information that shows on the EADI and the
EHSI. These are the controls on the control panel for Brightness Controls
the EADI:
These are three brightness controls on the control
- Decision height (DH) display panel:
- DH selector
- DH alert reset (RST) switch - An overall brightness control for the EADI
- Brightness control. - An overall brightness control for the EHSI
- A relative brightness control for the WXR display.
These are the selectors and switches on the control
panel for the EHSI: Mode Selector

- Mode selector These are the EHSI modes that you can select:
- Weather radar (WXR) on/off switch
- Range selector - Expanded navigation (NAV)
- TCAS traffic switch - Full NAV
- Map background switches - Expanded VOR/ILS
- Overall brightness control - Full VOR/ILS
- WXR (raster) brightness control. - Map
- Center (CTR) map
The control panel is 5.75 inches (14.6 cm.) by 3.75 - Plan.
inches (9.52 cm.) and 7.65 inches (19.4 cm.) deep. The
34-22-CC-100 Rev 1 09/18/1998

panel weighs approximately 4.5 pounds (2 kg). WXR On/Off Switch

DH Display, DH Alert Reset and Select Each pilot can turn on or turn off the weather radar.
The first pilot to select the WXR on/off switch when
Each pilot can select the decision height that shows on the WXR is off, turns on the WXR. The last pilot to
the EADI. When the airplane descends through the DH select the WXR on/off switch when the WXR is on, turns
radio altitude, the DH alert shows on the EADI. The

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 737-300/400/500 TRAINING MANUAL
EFIS -- CONTROL PANEL
off the WXR. When you turn on the WXR, you also turn on - VOR/ADF - shows VOR and ADF vectors; map modes only
the WXR display on your EHSI. - NAV AID - shows VOR, ILS, and DME stations not
being tuned; all modes
Range Selector - ARPT - shows airports not in the route; map modes
only
The range selector has six positions. The selector - RTE DATA - shows mandatory, route waypoint
controls the range that shows in the map, CTR map, and altitudes and estimated time of arrival; map modes
plan modes. This selector also controls the display only
range in the expanded modes when the WXR is on. - WPT - shows waypoints not in the route; map modes
only with range selected 40 nm or less.
The range selector has six positions. The selector
controls the range that shows in the map, CTR map, and
plan modes. This selector also controls the display
range in the expanded modes when the WXR is on or the
TCAS is on.

The control panel also sends the selected range to the

WXR transceiver and to the FMCS.

TCAS Traffic Switch

The TFC switch turns the TCAS intruder displays on or

off in the expanded and map modes. TCAS status and RA
data on the EADI always shows when TCAS is on. You can
use the TFC switch to cancel a TCAS FAIL message after
it shows.
34-22-CC-100 Rev 1 09/18/1998

Map Background Switches

The map switches let you show additional information in

the map, CTR map, and plan modes. Some of the switches
do not affect the plan mode. These are the map
switches:

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 737-300/400/500 TRAINING MANUAL

MODE SELECTOR TCAS TRAFFIC SWITCH

HSI
ADI EXP RANGE
DH REF VOR/ 80
160
320
NAV ILS
DH DISPLAY 40
VOR/ MAP
ILS 20 TFC
FULL RANGE SELECTOR
NAV CTR 10
MAP
DH SELECT KNOB BRT WXR
PLAN

OVERALL BRIGHTNESS
ON
WXR ON/OFF
RST w
DH ALERT RESET MAP
VOR/ADF NAV AID ARPT RTE DATA WPT
BRT
BRIGHTNESS ON ON ON ON ON
34-22-CC-100 Rev 1 09/18/1998

w w w w w

WXR BRIGHTNESS MAP BACKGROUND SWITCHES

EFIS - CONTROL PANEL

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 737-300/400/500 TRAINING MANUAL
EFIS -- REMOTE LIGHT SENSOR
General

Two remote light sensors (RLSs) are on the top forward

part of the glareshield. The sensors point forward. The
RLSs measure ambient light with a photodiode sensor and
supply an analog signal. The left RLS sends a signal to
the captain EADI and EHSI. The right RLS sends a signal
to the first officer EADI and EHSI. The display units
use the RLS input with the signals from the control
panel brightness controls and local light sensors to
control the display brightness.

Physical Description

Each sensor weighs less that 0.3 pound (0.14 kg). The
RLS has a field of view of 45 degrees left, 45 degrees
right, 15 degrees up and 15 degrees down.
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 737-300/400/500 TRAINING MANUAL

FWD
34-22-CC-101 Rev 1 09/18/1998

EFIS - REMOTE LIGHT SENSOR

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 737-300/400/500 TRAINING MANUAL
EFIS -- SYMBOL GENERATOR
General

EFIS has two symbol generators (SGs). The SGs do these

functions:

- Collect data from airplane systems

- Make calculations to show data correctly
- Change the data to a video signal to show on the
display units.

The SG monitors the presence, status, and validity of

inputs and cross compares selected data with the other
SG.

Physical Description

The SG is an 6-MCU enclosure. The SG weighs 21 pounds

(9.5 kg).

Features

The SG has two switches on the front of the unit. The

TEST switch causes the SG to show a test display on the
display units. The RESET switch is inoperative.
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 737-300/400/500 TRAINING MANUAL

TEST RESET

EFIS SYMBOL
GENERATOR
34-22-CC-102 Rev 1 09/18/1998

EFIS - SYMBOL GENERATOR

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 737-300/400/500 TRAINING MANUAL
EFIS -- SYMBOL GENERATOR - FUNCTIONAL DESCRIPTION
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34-22-CC-103 Rev 1 09/18/1998

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 737-300/400/500 TRAINING MANUAL
EFIS -- SYMBOL GENERATOR - FUNCTIONAL DESCRIPTION
General history. The microprocessor uses the input signals and
calculates this data:
The SG collects data from other airplane systems and
changes the data to a video signal. - Localizer expanded scale
- Backcourse approach
The SG has these functions: - Decision height alert
- Height alert
- Input receivers - Pitch and Roll alerts
- Input analog to digital converter - Airspeed trend vector
- Microprocessor - SPD flag
- BITE circuits - Curved trend vector
- EHSI stroke video generator - Wind display no computed data (NCD)
- EHSI raster video generator - Track and Heading same value with ground speed
- EADI stroke video generator less than 50 knots
- EADI raster video generator - NAV/IRU position difference
- Two video drivers for the EHSI - Convert WXR data from polar reference to x-y
- Two video drivers for the EADI reference
- One power supply. - Convert WXR data from heading-up to track-up
- Convert TCAS data from polar reference to x-y
Input Receivers reference
- Convert TCAS data from heading-up to track-up
The ARINC 429 data bus receiver and the ARINC 453 data - VOR deviation and to/from.
bus receiver receive the information and send it to the
microprocessor on an internal data bus. The analog The microprocessor calculates the video signals and
receiver sends input data to an analog-to-digital sends them to the graphics generators.
converter. From the converter, the data goes to the
34-22-CC-103 Rev 1 09/18/1998

microprocessor. The discrete inputs go to a multiplexer Stroke and Raster Graphics Generators
and on to the microprocessor.
The graphics generators format their respective videos
Microprocessor and send the video signals to the onside and offside
video drivers.
The microprocessor monitors all input signals and
reports faults as they occur and stores faults in fault

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 737-300/400/500 TRAINING MANUAL
EFIS -- SYMBOL GENERATOR - FUNCTIONAL DESCRIPTION
Video Drivers

The video drivers make the analog signals to drive the

display units. The onside video drivers send signals
through an output relay to the onside EADI and EHSI.
The offside video drivers send signals to the output
relay in the offside symbol generator. The output
relays energize if you use the transfer switch.

Power Supply

The power supply supplies all the functions with power.

It changes the 115v ac to the voltages required.
34-22-CC-103 Rev 1 09/18/1998

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 737-300/400/500 TRAINING MANUAL

ARINC 429
INPUTS ARINC DATA BUS EADI OFFSIDE 9
STROKE EADI VIDEO OFFSIDE
ARINC 453 RECEIVER SG
GENERATOR DRIVER
WXR INPUT

M
I
DISCRETE C EADI ONSIDE 9
DISCRETE
INPUTS AND RECEIVER R RASTER EADI VIDEO EADI
PROGRAM PINS O GENERATOR DRIVER
P
R
O
C
E EHSI OFFSIDE 9
ANALOG ANALOG S OFFSIDE
INPUTS RECEIVER STROKE EHSI VIDEO SG
S GENERATOR DRIVER
O
R

ANALOG-TO-DIGITAL EHSI ONSIDE 9

CONVERTER RASTER EHSI VIDEO EHSI
GENERATOR DRIVER

COOLING LOW
34-22-CC-103 Rev 1 09/18/1998

FLOW SENSOR
BITE 3
115V AC POWER SUPPLY EADI BITE
MONITOR
3
EHSI BITE

SYMBOL GENERATOR (TYPICAL)

EFIS - SYMBOL GENERATOR - FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
EFIS -- DISPLAY UNIT
General Internal Temperature Detectors

EFIS uses two display units (DUs). The DUs are the The DUs use supply cooling. Each DU has internal
electronic attitude direction indicator (EADI) and the temperature detectors. There are two overtemperature
electronic horizontal situation indicator (EHSI). The thresholds. If the internal temperature is more than
DUs show this type of information: the first threshold, the DU sends a signal to its SG.
The SG stops raster video to the DU. If the DU is more
- Primary flight information than the second threshold, the DU power supply shuts
- Navigation information. down the display unit. When the DU cools, the display
unit comes on again.
Physical Description
Training Information Point
The DUs mount in a rack. The EADIs are 6.3 inches (16
cm) by 5.7 inches (14.4 cm) and are 14.6 inches (37 cm) Always remove any debris from the cooling air screens
deep. The EHSIs are 6.3 inches (16 cm) by 7.2 inches on the back of the DU when you remove or replace the DU.
(18.2 cm) and are 14.3 inches (36.3 cm) deep. The EADI If the DU has an overtemperature, look at the cooling
weighs 21 pounds (9.5 kg). The EHSI weighs 23 pounds screens for dirt or debris.
(10.5 kg).
When you remove or install the DUs, hold the handle
There is a local light sensor at the bottom edge of the against the DU when you remove or install the handle
face plate. holding screws. There is tension on the handle and you
could strip the screw receptacle. Also, when you remove
DU Video Types or install the DUs, you must move the control column.

The DUs show two these types of video: CAUTION: MOVEMENT OF THE CONTROL COLUMN MAY CAUSE
FLIGHT SURFACE MOVEMENT.
34-22-CC-104 Rev 1 02/09/1999

- Raster video - WXR on EHSI, attitude ball on EADI

- Stroke video. NOTE: Remove the plastic covers from the connectors
before you install a DU.
The raster video causes more heat than the stroke
video.

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 737-300/400/500 TRAINING MANUAL

HANDLE
SCREW

HANDLE
SCREWS
RASTER
VIDEO

STROKE
VIDEO
.450
LOCAL
LIGHT
SENSOR EADI
HANDLE DU SIDE VIEW
SCREWS (TYPICAL)

COOLING
SCREENS

ELECTRICAL
CONNECTORS
RASTER
34-22-CC-104 Rev 1 02/09/1999

VIDEO

LOCAL
LIGHT STROKE
SENSOR VIDEO
DU REAR VIEW
EHSI (TYPICAL)

EFIS - DISPLAY UNIT

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 737-300/400/500 TRAINING MANUAL
EFIS -- DISPLAY UNIT - FUNCTIONAL DESCRIPTION
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34-22-CC-105 Rev 1 09/18/1998

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 737-300/400/500 TRAINING MANUAL
EFIS -- DISPLAY UNIT - FUNCTIONAL DESCRIPTION
Display Unit - Local light sensor signal
- Raster/stroke intensity from SG
The DU is a cathode ray tube (CRT) display. The DU - Manual brightness from control panel.
shows raster and stroke data in seven colors. The
raster video updates at a 40 hertz rate. The stroke Power Supplies
data updates at an 80 hertz rate.
There are two power supplies in the DUs. The low
Color Signals voltage power supply provides power for the BITE
monitors, the input circuits, and the color drivers.
Five wires from the SG provide the color signals for The high voltage power supply provides power for the
the DU. Three of the wires provide red, green, and blue CRT.
intensity. Two wires provide stroke and raster
intensity. BITE

Control Signals The DUs do the BITE and report to the onside SG. The
BITE monitor makes sure the X and Y deflection circuits
Six wires from the SG provide control signals for the operate properly. The BITE monitor also does a beam
DU. Two wires provide the X and Y deflection signals. test. During the beam test, the display is off screen.
One wire provides a raster/stroke discrete. One wire is The BITE monitor turns the color guns on and then off.
a command from the SG to do a beam test. One wire is a These happen if there is a deflection fault or a beam
sync signal. One wire is an intensity signal for the fault:
raster/stroke video.
- Display is blank
Light Sensors - High voltage power supply is off
- Fault report to SG.
The EHSI sends voltage to the remote light sensor (RLS)
34-22-CC-105 Rev 1 09/18/1998

for power. The RLS sends an ambient light signal to The BITE monitor senses the temperature in the DU. If
both DUs. The DUs also send ambient light signals to the DU gets too hot (first threshold), the DU reports
each other. The DUs calculate the brightness of the the overtemperature to the onside SG. After 30 seconds,
display with these signals: the SG turns off the raster video to that DU. These
happen if the BITE monitor senses a temperature at or
- RLS signal more than the second threshold:
- Other DU signal

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 737-300/400/500 TRAINING MANUAL
EFIS -- DISPLAY UNIT - FUNCTIONAL DESCRIPTION
- The display is blank
- The high voltage power supply is off
- Report fault to SG.

If the DU cools to below the threshold, the DU or SG

will restore the video.

Training Information Point

If a DU does not show raster video, you should not use

the EFI transfer switch. If you use the switch, the
raster video will return to the display because the
offside SG does not get the overtemperature discrete.
Use of the transfer switch will cause the DU to become
hotter and possibly reach the second overtemperature.
34-22-CC-105 Rev 1 09/18/1998

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 737-300/400/500 TRAINING MANUAL

115V AC
LOCAL LOW VOLTAGE HIGH VOLTAGE
LIGHT POWER SUPPLY POWER SUPPLY
SENSOR
DU LIGHT IN
RLS IN MICROPROCESSOR
RLS POWER EHSI ONLY DU OPERATING POWER
CP MANUAL
BRIGHTNESS

3 BITE
SG
MONITOR
DEFLECTION
CIRCUITS
6
CONTROL
INPUT
5 CIRCUITS
COLOR
CATHODE COLOR SIGNALS
DRIVERS
34-22-CC-105 Rev 1 09/18/1998

DISPLAY UNIT

EFIS - DISPLAY UNIT - FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
EFIS -- TRANSFER SWITCH AND RELAYS
Transfer Switch

The electronic flight instrument (EFI) transfer switch

controls the EFIS transfer relays. All of the EFIS
system display units get display commands from one
symbol generator when the switch is not in the normal
position.
34-22-CC-106 Rev 1 09/18/1998

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 737-300/400/500 TRAINING MANUAL

VHF NAV IRS

BOTH BOTH BOTH BOTH
ON 1 ON 2 ON L ON R
NORMAL NORMAL
EFI
EFIS TRANSFER
BOTH BOTH RELAYS
ON 1 ON 2
NORMAL

NAVIGATION/DISPLAYS
SOURCE SELECT PANEL (P5)
EFI TRANSFER SWITCH

FMC RACK
34-22-CC-106 Rev 1 09/18/1998

EFIS - TRANSFER SWITCH AND RELAYS

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 737-300/400/500 TRAINING MANUAL
EFIS -- TRANSFER - FUNCTIONAL DESCRIPTION
Transfer Relay selected. This is done so that the SGs will not compare
pitch and roll.
The transfer relay (XFR RLY) is an open seeking or
latching relay. When power is applied to the relay, the Output Drive Relay
contacts change until the contacts open. The open
condition stops the relay. There is an output drive relay in each SG. The relay
selects which SG sends data to the DUs. The output
Protection Diodes drive relays get power from outside the SG.

The relay protection diodes are in the integrated Instrument Switch Lights
flight systems accessory unit (IFSAU), not in the
transfer relay housing. The protection diode sends the Each pilot has an instrument (INSTR) switch light. If
counter-electromagnetic-force (EMF) to ground after the you transfer EFIS, both instrument switch lights come
relay activates. If the protection diode fails, the on to tell the pilot that the source of attitude and
transfer relay will fail when you use the relay. The heading has changed.
same results will occur if you use the transfer relay
when the IFSAU is not installed. Graphic

IRS Transfer Relay The graphic shows the operation of transfer relay 1.
Transfer relay 2 operation is similar. Operation of the
Several contacts of the IRS transfer relays connect transfer relay shown goes through the transfer relay 2.
through the EFIS transfer relays to the FCCs. When you
transfer either IRS or EFIS, you change the IRU input
to one or both EADIs. Because of the change in the
pilot display attitude and heading, the FCC must change
the IRS input it uses. Also, the autopilot will
34-22-CC-107 Rev 1 09/18/1998

disconnect when you transfer.

Symbol Generator Power Down

When you select BOTH ON 1 or BOTH ON 2 on the EFI

transfer switch, power is removed from the SG not

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 737-300/400/500 TRAINING MANUAL

NORMAL BOTH ON 2 BOTH

ON L
HDG XFER
LOCAL ATT XFER FOREIGN
FROM ATT XFER
FCC B FOREIGN ATT XFER FCC B
FCC A
BOTH ON R NORMAL

IRS XFR RLY 1 IRS XFR

OUTPUT RLY RLY 2
EHSI
28V DC INSTR OUTPUT
SWITCH CIRCUIT
LIGHT a
EHSI EADI CAPT EHSI
OUTPUT OUTPUT
CIRCUIT CIRCUIT
EADI
POWER DOWN OUTPUT
CIRCUIT
CAPT EADI
BOTH ON 1
SYMBOL
NORMAL GENERATOR 1
NORM
BOTH ON 2

XFR RLY 1
OFFSIDE EADI
POWER DOWN OUTPUT
CIRCUIT
EFI SWITCH EHSI
EADI F/O EADI
OUTPUT
34-22-CC-107 Rev 1 07/12/1999

CIRCUIT OUTPUT
CIRCUIT
IFSAU
EHSI
OUTPUT
CIRCUIT
OUTPUT RLY F/O EHSI
SYMBOL GENERATOR 2
XFR RLY 2
EFIS - TRANSFER - FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI DISPLAY OVERVIEW
General

The electronic attitude director indicator (EADI) shows

these indications:

- Airspeed
- Attitude
- Turn and slip indication
- Flight modes
- Flight director commands
- Landing indications
- Radio altitude.
34-22-CC-200 Rev 1 09/18/1998

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 737-300/400/500 TRAINING MANUAL

ARM VNAV PTH LNAV CMD

180 F

152
140

120
DH200
1750
GS
.411 155
34-22-CC-200 Rev 1 07/12/1999

EFIS - EADI DISPLAY OVERVIEW

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - AIRSPEED INDICATIONS
Airspeed Indication selected speed on the speed tape. The digital readout
above the speed tape shows the selected speed or the
The airspeed indication shows computed airspeed from selected Mach number.
the air data computer system and other airspeed related
information from airplane systems. When the selected speed or Mach number is off the
scale, only half of the bug shows at the top or the
Speed Tape and Current Airspeed bottom of the speed tape.

The speed tape shows the computed airspeed on a moving Limit Speeds
scale. Current airspeed shows as a digital readout. The
digital readout box points to the value on the speed Maximum speed shows as red and black alternate squares.
tape. When the airspeed is less than 45 knots, 45 knots If the maximum speed value is on the speed tape, the
shows. maximum speed display starts at the top of the speed
tape and goes down to the maximum operating speed.
Mach Number
The maximum maneuver speed shows as a hollow amber bar.
Mach number shows as a digital readout. It shows below It shows the highest speed before the start of the high
the airspeed tape when the Mach number is more than 0.4 speed buffet.
Mach.
Minimum or stick shaker speed shows as red and black
Speed Trend Vector alternate squares. If the minimum speed value is on the
speed tape, the minimum speed display starts at the
The speed trend vector shows the predicted airspeed in bottom of the speed tape and goes up to the minimum
10 seconds based on current acceleration or operating speed.
deceleration. This vector shows when the speed trend is
more than 4.5 knots. The minimum maneuver speed shows as a hollow amber bar.
34-22-CC-201 Rev 1 09/18/1998

It shows the lowest speed before the start of the stick

Selected Speed/Selected Mach Number shaker.

There is a selected speed bug and a digital readout.

The value of the selected speed or Mach number is the
value the pilot selects on the mode control panel (MCP)
or the value the FMC calculates. The bug points to the

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 737-300/400/500 TRAINING MANUAL

MINIMUM FLAP
RETRACT SPEED
MAXIMUM
ENGINE OUT 360 OPERATING
SPEED SPEED
180 F
SELECTED 340
SPEED HIGH
SPEED
3 3 BUFFET
CURRENT 322
152 AIRSPEED
1 SPEED
1 TREND
140
MINIMUM VECTOR
OPERATING 300
SPEED
120
MINIMUM
SPEED
.412 .655
MACH
34-22-CC-201 Rev 1 09/18/1998

AIRSPEED TAPE AIRSPEED TAPE

AT TAKEOFF CRUISE OR CLIMB
(TYPICAL) (TYPICAL)

EFIS - EADI - AIRSPEED INDICATIONS

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - ATTITUDE INDICATIONS
General Windshear

The attitude area shows the pitch and the roll attitude The windshear indication shows when the GPWS senses a
of the airplane. Pitch and roll data comes from the windshear condition.
inertial reference system. These are other indications
that show in the attitude area: Flight Director Commands

- Pitch limit indication The flight director commands show when the flight
- Traffic alert and collision avoidance system director is on. The pitch and roll commands come from
(TCAS) resolution advisories the flight control computers.
- Comparator annunciations
- Windshear indication
- Flight director commands.

Pitch Limit

The pitch limit indication shows when the flaps are

down more than 1 unit. The indication shows the maximum
pitch before the airplane stalls.

TCAS Resolution Advisories

TCAS resolution advisories show when the TCAS finds

that a traffic conflict exists. The red bars show pitch
attitudes that the pilots must avoid in a traffic
encounter.
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Comparator Function Annunciations

The comparator function annunciations are PITCH and

ROLL. These annunciations show if EFIS calculates a
difference of more than three degrees between the
captain and first officer pitch or roll display values.

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 737-300/400/500 TRAINING MANUAL

ROLL POINTER

PITCH LIMIT

TCAS RESOLUTION
ADVISORY
FLIGHT DIRECTOR
PITCH INDICATION COMMANDS

TCAS RESOLUTION
ADVISORY
WINDSHEAR
WINDSHEAR INDICATION
PITCH ROLL
34-22-CC-202 Rev 1 10/02/1998

COMPARATOR FUNCTION
ANNUNCIATIONS

EFIS - EADI - ATTITUDE INDICATIONS

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - FLIGHT MODE ANNUNCIATION
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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - FLIGHT MODE ANNUNCIATION
General - ALT HOLD - altitude hold
- VNAV SPD - vertical navigation speed
The flight mode annunciation (FMA) shows these - MCP SPD
indications: - G/S - glide slope
- FLARE
- Autothrottle mode - VNAV ALT.
- Pitch mode
- Roll mode The armed pitch mode shows one of these indications:
- Autopilot and flight director status.
- V/S
Autothrottle Modes - G/S
- FLARE
The autothrottle mode shows one of these indications: - G/S V/S.

- N1 - engine N1 Roll Modes

- GA - go-around
- RETARD The engaged roll mode shows on line one of the roll
- FMC SPD - FMC speed mode. The armed roll mode shows on line two of the roll
- MCP SPD - mode control panel speed mode. An armed roll mode may not show. The engaged roll
- THR HOLD - throttle hold mode shows one of these indications:
- ARM - autothrottle armed
- TEST - EFIS self test. - HDG SEL - heading select
- VOR/LOC
Pitch Modes - LNAV - lateral navigation.

The engaged pitch mode shows on line one of the pitch The armed roll mode is VOR/LOC.
34-22-CC-204 Rev 1 10/02/1998

mode. The armed pitch mode shows on line two of the

pitch mode. An armed pitch mode may not show. The Autopilot and Flight Director Status
engaged pitch mode shows one of these indications:
The autopilot and flight director status indication
- TO/GA - take off/go around shows in three lines. Line one shows one of these
- V/S - vertical speed indications:
- ALT ACQ - altitude acquire

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - FLIGHT MODE ANNUNCIATION
- CMD - command
- FD - flight director
- TEST - EFIS in self test.

Line two shows CWS P when appropriate. CWS P is control

wheel steering pitch.

Line three shows one of these indications:

- 1 CH - single channel
- CWS R - control wheel steering roll.
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 737-300/400/500 TRAINING MANUAL

ENGAGED ENGAGED
A/T MODE PITCH MODE ROLL MODE

AUTOPILOT/FLIGHT
DIRECTOR STATUS

LINE 1

LINE 2
THR HLD VNAV PTH HDG SEL FD
G/S VOR LOC LINE 3
CWS P
CWS R

ARMED ARMED
PITCH MODE ROLL MODE
34-22-CC-204 Rev 1 10/02/1998

EFIS - EADI - FLIGHT MODE ANNUNCIATION

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - LANDING, RADIO ALTITUDE, AND DECISION HEIGHT INDICATIONS
Landing Indication Decision Height

These are the landing indications: The DH altitude that you select on the EFIS control
panel shows as a magenta triangular index on the radio
- Rising runway indications altitude dial. On descent when the radio altitude is
- Localizer and glide slope indications. equal to the DH altitude, these displays turn amber and
flash for 3 seconds:
Localizer and Glideslope Indications
- The RA value
The localizer and glide slope scales show when you tune - The DH index
a valid ILS frequency. The pointers show when the ILS - The RA dial and indices.
receiver receives the localizer and glideslope signal.
The sense of the localizer pointer reverses and the Push the reset (RST) switch on the EFIS control panel
glide slope pointer is blank if EFIS detects a to reset the DH alert manually. The DH alert will reset
backcourse approach. automatically if you increase the RA to more than 75
feet above the DH value or the RA goes to zero feet.
See the ILS section for more information.

Rising Runway Indication

The rising runway shows below 2500 feet radio altitude

when the localizer pointer is in view. Until the
airplane descends to 200 feet radio altitude, the
rising runway is at the bottom of the PFD display.
Below 200 feet radio altitude, the rising runway moves
toward the airplane symbol.
34-22-CC-205 Rev 1 10/02/1998

Radio Altitude

The radio altitude shows as a digital display above

1000 feet. Below 1000 feet, the digital display changes
to an analog dial display.

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 737-300/400/500 TRAINING MANUAL

20 20
GLIDE SLOPE
INDICATIONS
10 10

10 10 520

20 20 RADIO ALTITUDE
AND DH INDEX
BELOW 1000 FEET
DH 200
1720
34-22-CC-205 Rev 1 10/02/1998

RISING RUNWAY

RADIO ALTITUDE
LOCALIZER AND DH ABOVE
INDICATIONS 1000 FEET

EFIS - EADI - LANDING, RADIO ALTITUDE, AND DECISION HEIGHT INDICATIONS

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - FAULT INDICATIONS
General

The EADI shows NCD and fault conditions for the system
data on the display. For most NCD conditions and some
fault conditions, the EADI does not show the
annunciation. For some fault conditions, the EADI
removes the data and shows a failure flag. These are
the EADI flags:

- FD - flight director failure from FCC

- LOC - DAA failed
- SEL SPD - selected speed failure from MCP
- SPD LIM - speed limit failure from stall
management system
- V1 INOP - decision or rotate speeds failure from
FMC or decision and rotate speeds not entered in
FMC CDU
- MACH - Mach failure from ADC, ADC speed OK
- SPD - speed failure from ADC
- COMP - SG unable to compare pitch and roll from
offside SG
- DH - decision height failure from EFIS control
panel
- RA - radio altitude failure from radio altimeter
- ATT - attitude failure from IRS.
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 737-300/400/500 TRAINING MANUAL

SEL SPD
V1
INOP FD

S ATT
P
D
SPD
LIM

COMP
D RA
H
MACH LOC
34-22-CC-207 Rev 1 03/12/1999

EFIS - EADI - FAULT INDICATIONS

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - SYMBOLOGY - 1
EADI Symbology

The EADI shows many different symbols and data. These

symbols and data show in these tables.

These are the colors for the symbols and data that show
on the EADI. The colors usually mean the condition
stated:

- Green (G) - Dynamic conditions

- White (W) - Present status, scales
- Magenta (M) - Command information, symbols
- Cyan (C) - Non-active or background information
- Amber (A) - Cautions, faults, flags
- Red (R) - Warnings.
34-22-CC-210 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL

SYMBOL NAME REMARKS

AIRPLANE SYMBOL SHOWS AGAINST MOVING PITCH AND ROLL DISPLAYS.

(W) SOURCE: SG

FLIGHT DIRECTOR SHOWS WITH FLIGHT DIRECTOR SWITCH ON AND VALID STEERING
(M) COMMANDS.
SOURCE: FCC

PITCH LIMIT BOTTOM EDGE SHOWS PITCH LIMIT.

(A) SOURCE: SMS

PITCH SCALE MOVING SCALE SHOWS PITCH. CENTER LINE IS HORIZON.

(W) SOURCE: IRU

ROLL SCALE ROLL POINTER FIXED SCALE SHOWS ROLL VALUE. ROLL POINTER MOVES AGAINST
(W) (W) SCALE. SOURCE - IRU

RESOLUTION ADVISORY SOURCES: TCAS, SG

34-22-CC-210 Rev 1 01/20/1999

(R)

PITCH/ROLL FLAGS SHOWS WHEN PITCH AND/OR ROLL DIFFERENCE BETWEEN SYMBOL
PITCH ROLL (A) GENERATORS IS 3 DEGREES OR GREATER.
AS AN OPTION, DISPLAY FLASHES FOR FIRST 10 SECONDS.
SOURCE: SG

EFIS - EADI - SYMBOLOGY - 1

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - SYMBOLOGY - 2
EADI Symbology

Additional symbology shows in these tables.

34-22-CC-211 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL

SYMBOL NAME REMARKS

LOCALIZER DEVIATION SCALE POINTER SHOWS LOCALIZER DEVIATION. IF EFIS

DETERMINES A BACKCOURSE APPROACH, SENSE OF DEVIATION
(W) WARNING (A) REVERSED. FOR DEVIATION WARNING SCALE CHANGES COLOR (A)
LOCALIZER DEVIATION POINTER
(M) AND POINTER FLASHES. SOURCES: LOC - VOR/ILS RECEIVER;
BACKCOURSE - SG; DEVIATION WARNING - FCC

EXPANDED LOCALIZER POINTER SHOW LOCALIZER DEVIATION. WHEN POINTER IS LESS THAN
DEVIATION SCALE (W) 5/8 DOT AND THE AUTOPILOT IS IN COMMAND. SOURCE: SG

POINTER SHOWS GLIDE SLOPE DEVIATION. IF EFIS

GLIDE SLOPE DEVIATION SCALE DETERMINES A BACKCOURSE APPROACH, POINTER IS REMOVED.
(W) WARNING (A) FOR DEVIATION WARNING SCALE CHANGES COLOR AND POINTER
GLIDE SLOPE DEVIATION FLASHES.
POINTER (M) SOURCES: GLIDE SLOPE - VOR/ILS RECEIVER; BACKCOURSE -
SG; DEVIATION WARNING - FCC

RADIO ALTITUDE (W) ALERT SHOWS DIGITAL RADIO ALTITUDE AND DH ABOVE 1000 FEET.
DH 200 (A) DECISION HEIGHT
SHOWS ALTITUDE DIAL AND DH BUG BELOW 1000 FEET. AS AIR
520 DECENDS THROUGH DH, DH ALERT SHOWS. DH ALERT FLASHES FOR
1720 READOUT (G) BUG (M) ALERT
(A) FIRST 3 SEC. SOURCES: RADIO ALTITUDE - RA; DH - EFIS CP
DH ALERT - SG

SHOWS WHEN LOCALIZER IS CAPTURED. PARKED AT BOTTOM OF EADI

RISING RUNWAY (G) UNTIL 200 FEET RADIO ALTITUDE, THEN RISES TO AIRPLANE
SYMBOL. SOURCES: RA, SG
34-22-CC-211 Rev 1 01/20/1999

.765 MACH (W) SHOWS MACH IF MACH MORE THAN 0.4. SOURCE: ADC

GS
350 GROUND SPEED (W) SOURCE: FMC DEFAULTS TO IRU

EFIS - EADI - SYMBOLOGY - 2

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - SYMBOLOGY - 3
EADI Symbology

Additional symbology shows in these tables.

34-22-CC-212 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL

SYMBOL NAME REMARKS

THR HLD, N1, GA, AUTOTHROTTLE MODE (G) SOURCE: A/T COMPUTER
RETARD, FMC SPD, ARM (W)
MCP SPD, ARM, TEST
TO/GA, V/S, G/S, ENGAGED PITCH MODES (G) SOURCE: FCC
ALT ACQ, ALT HOLD,
VNAV SPD, MCP SPD,
FLARE, VNAV ALT
V/S, G/S, FLARE ARMED PITCH MODES (W) SOURCE: FCC
G/S V/S
HDG SEL, VOR/LOC, ENGAGED ROLL MODES (G) SOURCE: FCC
LNAV
VOR/LOC ARMED ROLL MODES (W) SOURCE: FCC

CMD, FD, TEST AUTOPILOT STATUS (G) SOURCE: FCC

1 CH SINGLE CHANNEL A/P (A) SHOWS 1 CHANNEL ENGAGED AFTER LOC CAPTURE. SOURCE: FCC

CWS ROLL CWS PITCH CONTROL WHEEL STEERING (A) SOURCE: FCC
WINDSHEAR WINDSHEAR WARNING (R) SOURCE: GPWS

360 AIRSPEED TAPE (W) SOURCE: ADC

34-22-CC-212 Rev 1 01/20/1999

340

3
322
1

300

EFIS - EADI - SYMBOLOGY - 3

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 737-300/400/500 TRAINING MANUAL
EFIS -- EADI - SYMBOLOGY - 4
EADI Symbology

Additional symbology shows in these tables.

34-22-CC-214 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL

SYMBOL NAME REMARKS

TARGET AIRSPEED (M) INDEX SHOWS NEXT TO SPEED TAPE. READOUT REPLACES INDEX WHEN
SPEED IS OFF SCALE. SOURCE: FCC
290
MAXIMUM OPERATING SPEED SPEEDS SHOW AT TOP AND BOTTOM OF AIRSPEED TAPE WHEN
(R/BLACK) HIGH SPEED BUFFET SPEED SHOWS. SOURCE: SMS
(A) MINIMUM MANUVER SPEED
(A) STICK SHAKER SPEED
(R/BLACK)
DECISION SPEED (G) -1 SHOWS AT DECISION SPEED ON SPEED TAPE. V1 AND READOUT
-1 REPLACES -1 WHEN DECISION SPEED IS OFF SCALE. SOURCE: FMC
V1 WHEN DISPLAY CHANGES.
135
MINIMUM FLAP RETRACT SHOWS AGAINST AIRSPEED TAPE. SOURCE: SMS
-F SPEED (G)

-R ROTATION SPEED (G) SHOWS AGAINST AIRSPEED TAPE. SOURCE: FMC

ENGINE OUT OPERATING SPEED SHOWS AGAINST AIRSPEED TAPE. SOURCE: SMS
(G)
SPEED TREND VECTOR (G) STARTS AT PRESENT AIRSPEED VALUE. PROJECTS UP OR DOWN
DEPENDING ON AIRPLANE ACCELLERATION. END OF VECTOR POINTS
TO PROJECTED AIRSPEED IN 10 SECONDS. SOURCE: SG
34-22-CC-214 Rev 1 01/20/1999

EFIS - EADI - SYMBOLOGY - 4

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - DISPLAY OVERVIEW
General

The EHSI shows nine modes. These are the modes:

- Full ILS
- Expanded ILS
- Full VOR
- Expanded VOR
- Full NAV
- Expanded NAV
- Map
- Center map
- Plan.
34-22-CC-301 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

DME 13.5 HDG 127 M

34-22-CC-301 Rev 1 10/02/1998

120`/20
ILS 1 110.10

EFIS - EHSI - DISPLAY OVERVIEW

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - ILS MODE
ILS Mode

To show the expanded or full ILS display, select the

VOR/ILS mode on the EFIS control panel. Tune an ILS
frequency on the VHF navigation control panel.

The ILS display shows localizer and glide slope

deviation to the tuned ILS station.
34-22-CC-302 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

DME
DISTANCE
HEADING

ADF
13.5 HDG 127 M
POINTER
SELECTED DME DME 13.5

HEADING
TRACK LINE TRACK
HDG 127 M
ADF POINTER
POINTER

SELECTED
COURSE
POINTER

GLIDE SLOPE
DEVIATION
SCALE AND
POINTER
120`/20 120`/20
ILS 1 110.10 ILS 1 110.10
WIND DATA

LOCALIZER
34-22-CC-302 Rev 1 10/02/1998

DEVIATION
SCALE AND POINTER
ILS SOURCE ILS FREQUENCY

EFIS - EHSI - ILS MODE

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - VOR MODE
VOR Mode

To show the expanded or full VOR display, select the

VOR/ILS mode on the EFIS control panel. Tune a VOR
frequency on the VHF navigation control panel.

The VOR display shows this data:

- VOR deviation
- VOR selected course
- VOR frequency
- To/from information.
34-22-CC-303 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

DME
DISTANCE

HEADING
SELECTED DME 13.5 HDG 127 M DME 13.5
HEADING
HDG 127 M TRACK
TRACK LINE
POINTER

SELECTED
COURSE
POINTER

TO/FROM
FROM
FROM
120`/20 120`/20
VOR 1 110.00 VOR 1 110.00
WIND DATA
34-22-CC-303 Rev 1 10/02/1998

VOR DEVIATION
SCALE AND POINTER
VOR SOURCE VOR FREQUENCY

EFIS - EHSI - VOR MODE

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - NAV MODE
Navigation Mode

To show the expanded or full navigation (NAV) display,

select the NAV mode on the EFIS control panel.

The NAV display shows route information.

34-22-CC-304 Rev 1 10/09/1998

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 737-300/400/500 TRAINING MANUAL

DISTANCE
TO WAYPOINT
TRACK
ACTIVE ESTIMATED
WAYPOINT TIME OF
0.2 NM TRK 136 M 0835.4z ARRIVAL 0.2 NM 0835.4 Z
BUGLE BUGLE
SELECTED
HEADING TRACK LINE TRK 136 M BEARING
TO
WAYPOINT
ROUTE
COURSE
POINTER
HEADING

DESCENT
PATH VERTICAL
DEVIATION SCALE
AND POINTER

120`/20 9.5 R 120`/20 9.5 R

NAV ALERT 12.3 L
WIND DATA NAV ALERT 12.3 L
34-22-CC-304 Rev 1 10/09/1998

PATH CHANGE ROUTE DEVIATION

ALERT NAV MODE POSITION
SCALE AND POINTER DIFFERENCE

EFIS - EHSI - NAV MODE

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - MAP MODE
General

To show the map display, select the MAP mode on the

EFIS control panel.

The map display shows route information.

34-22-CC-305.001 Rev 1 11/13/1998

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 737-300/400/500 TRAINING MANUAL

TRACK
DISTANCE
TO WAYPOINT
11.5 NM TRK 136 M 1335.4z
HEADING ESTIMATED
TIME OF
ARRIVAL
ROUTE SELECTED
DADES HEADING
10000
ADF VECTOR 1401Z TRACK LINE

YKM
RANGE TO
20 CAMBO ALTITUDE ARC
24000
1338Z VOR VECTOR
RANGE ARCS

V1
YKM BUGLE
CURVED 35000 DESCENT
TREND VECTOR 1335Z PATH VERTICAL
DEVIATION SCALE
ELN AND POINTER

WIND DATA
34-22-CC-305.001 Rev 1 11/13/1998

120`/20 9.5 R
12.3 L
POSITION
DIFFERENCE

EFIS - EHSI - MAP MODE

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - CTR MAP MODE
General

To show the center map display, select the CTR MAP mode
on the EFIS control panel.

The center map display shows route information.

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 737-300/400/500 TRAINING MANUAL

DISTANCE TRACK
TO WAYPOINT ESTIMATED
20.0 NM TRK 136 M 1338.3z TIME OF
HEADING ARRIVAL
RANGE TO SELECTED
ALTITUDE ARC HEADING
40
DADES
1401Z TRACK LINE

OPV

CAMBO
1338Z ROUTE

CURVED BUGLE
TREND VECTOR YKM
DESCENT
35000
1335Z
PATH VERTICAL
DEVIATION SCALE
AND POINTER
ELN

120`/20 9.5 R
34-22-CC-306 Rev 1 10/14/1998

WIND DATA 40 12.3 L

POSITION DIFFERENCE

EFIS - EHSI - CTR MAP MODE

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - PLAN MODE
Plan Mode

To show the plan display, select the PLAN mode on the

EFIS control panel.

The plan display shows information similar to the map

mode in the upper third of the display. In the lower
two thirds of the display, the plan display shows route
information. The route shows with north up.
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 737-300/400/500 TRAINING MANUAL

TRACK

DISTANCE ESTIMATED
TO WAYPOINT TIME OF
ARRIVAL
HEADING 19.5 NM TRK 136 M 0835.4z

GOLF
NAVY ROUTE

CARRO
N
TRUE NORTH
UP POINTER
OLM
34-22-CC-307 Rev 1 10/14/1998

EFIS - EHSI - PLAN MODE

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - SYMBOLOGY - 1
Electronic Horizontal Situation Indicator Symbology

The EHSI modes show several symbols and data. The

symbols and data show in these tables.

These are the colors for the symbols and data that show
on the EHSI:

- Green (G) - Dynamic conditions

- White (W) - Present status, range scales
- Magenta (M) - Command information, pointers,
symbols
- Cyan (C) - Non-active or background information
- Amber (A) - Cautions, faults, flags
- Red (R) - Warnings.
34-22-CC-308 Rev 1 10/14/1998

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 737-300/400/500 TRAINING MANUAL

SYMBOL NAME MODE(S) REMARKS

EXP AIRPLANE POSITION IS AT THE POINT OF THE
AIRPLANE SYMBOL (W) VOR, ILS, NAV;
MAP, CTR MAP AIRPLANE SYMBOL. DATA SOURCE: EFIS SG

FULL VOR,
AIRPLANE POSITION IS AT THE CENTER OF
AIRPLANE SYMBOL (W) FULL ILS, THE AIRPLANE SYMBOL. DATA SOURCE: EFIS SG
FULL NAV

SHOWS AIRPLANE PREDICTED POSITION AT THE END OF

30, 60, AND 90 SECOND INTERVALS. EACH SEGMENT
TREND VECTOR (W), DASH(S) MAP, CTR MAP SHOWS 30 SECONDS AND IS BASED ON BANK ANGLE AND
GROUND SPEED. DATA SOURCE: EFIS SG

SHOWS GLIDE SLOPE DEVIATION. DEVIATION POINTER

GLIDE SLOPE DEVIATION SHOWS THE DIRECTION OF THE GLIDE SLOPE
POINTER (M) AND SCALE (W) FULL, EXP ILS CENTERLINE. IN BACKCOURSE, POINTER IS BLANK.
DATA SOURCE: VOR/LOC REC

LOCALIZER DEVIATION SHOWS LOCALIZER DEVIATION. BAR SHOWS THE

BAR (M) AND SCALE (W) FULL, EXP ILS DEVIATION ERROR. DATA SOURCE: VOR/LOC REC VIA DAA
COURSE DEVIATION BAR (M) SHOWS VOR DEVIATION. BAR SHOWS THE COURSE
AND SCALE (W) FULL, EXP VOR DEVIATION ERROR. DATA SOURCE: VOR/LOC REC VIA DAA
CROSS-TRACK DEVIATION SHOWS LATERAL ROUTE DEVIATION. BAR SHOWS THE ROUTE
BAR (M) AND SCALE (W) FULL, EXP NAV DEVIATION ERROR. DATA SOURCE: FMC OR ANCDU
SHOWS SELECTED RUNWAY HEADING FOR FRONT COURSE
34-22-CC-308 Rev 1 10/14/1998

SELECTED RUNWAY HEADING (W) FULL, EXP ILS APPROACH. DATA SOURCE: MCP VIA FCC DEFAULTS TO
MCP
SHOWS VOR SELECTED COURSE. DATA SOURCE: MCP VIA
SELECTED COURSE (W) FULL, EXP VOR FCC DEFAULTS TO MCP

SHOWS DESIRED ROUTE TRACK. DATA SOURCE: FMC OR

DESIRED TRACK (W) FULL, EXP NAV ANCDU

EFIS - EHSI - SYMBOLOGY - 1

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - SYMBOLOGY - 2
EHSI Symbology

Additional symbology shows in these tables.

34-22-CC-309 Rev 1 10/14/1998

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 737-300/400/500 TRAINING MANUAL

SYMBOL NAME MODE(S) REMARKS

FULL
HDG 263 M
HEADING: VOR, ILS
REFERENCE (G) SHOWS HEADING. DATA SOURCE: IRS
EXP
HDG 263 M READOUT (W)
VOR, ILS

TRK 263 M TRACK: FULL NAV

REFERENCE (G)
READOUT (W) SHOWS TRACK. DATA SOURCE: FMC DEFAULTS TO IRS
TRK 263 M EXP NAV, MAP,
ORIENTATION (G) CTR MAP, PLAN
BOX SHOWS FOR 10 SECONDS WHEN MAGNETIC
M STATUS CHANGE (G) ALL REFERENCE STARTS TO SHOW. DATA SOURCE: EFIS SG
SHOWS REFERENCE TO TRUE NORTH. BOX SHOWS WHITE
TEN SECONDS AFTER STATUS CHANGE. BOX SHOWS
TRU HEADING/TRACK REFERENCE
ALL AMBER FOR A DESCENT ALERT. BOX SHOWS GREEN FOR
(G) BOX (W/A/G) 10 SECONDS WHEN TRUE REFERENCE STARTS TO SHOW.
DATA SOURCE: EFIS SG

EXP VOR SHOWS AIRPLANE TRACK. HALF SELECTED RANGE

40 TRACK POINTER WITH EXP ILS
RANGE (W) EXP NAV SHOWS ADJACENT TO THE MIDDLE RANGE MARK
IN MILES. DATA SOURCE: EFIS SG
MAP

40
TRACK POINTER WITH SHOWS AIRPLANE TRACK. HALF SELECTED RANGE
CTR MAP SHOWS ADJACENT TO THE RANGE MARKS IN MILES.
RANGE (W) DATA SOURCE: EFIS SG
40
34-22-CC-309 Rev 1 10/14/1998

TRACK POINTER (W) FULL VOR

(DRIFT ANGLE POINTER) AND ILS SHOWS TRACK. DATA SOURCE: FMC DEFAULTS TO IRS

FULL NAV
HEADING POINTER (W) EXP NAV, MAP, SHOWS HEADING. DATA SOURCE: IRS
CTR MAP, PLAN

EFIS - EHSI - SYMBOLOGY - 2

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - SYMBOLOGY - 3
EHSI Symbology

Additional symbology shows in these tables.

34-22-CC-310 Rev 1 10/14/1998

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 737-300/400/500 TRAINING MANUAL

SYMBOL NAME MODE(S) REMARKS

FULL AND EXP DIGITAL WIND DIRECTION AND SPEED SHOWS BELOW AN
WIND DIRECTION/SPEED (W) VOR, ILS, NAV ANALOG WIND DIRECTION ARROW. ARROW DOES NOT SHOW.
DIRECTION ARROW (W)
350`/15 MAP, MAP CTR DATA SOURCE: FMC DEFAULTS TO IRS

VOR 1,2 RECEIVER REFERENCE (G)

FULL AND EXP SHOWS RECEIVER REFERENCE FOR THE DISPLAY.
VOR, ILS DATA SOURCE: EFIS SG
ILS 1,2
FULL AND EXP
NAV NAV MODE (G) NAV SHOWS NAV MODE. DATA SOURCE: EFIS SG

116.80
FULL AND EXP FREQUENCY SHOWS UNLESS AUTO SELECTED ON
OR ILS (G)/VOR (G) FREQUENCY VOR, ILS VHF NAV CONTROL PANEL. DATA SOURCE: EFIS SG
AUTO
FULL AND EXP SHOWS DME DISTANCE TO THE REFERENCE NAVAID.
DME 24.6 DME DISTANCE DISPLAY (W) VOR, ILS DATA SOURCE: DME VIA DAA
34-22-CC-310 Rev 1 10/14/1998

EFIS - EHSI - SYMBOLOGY - 3

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - SYMBOLOGY - 4
Navigation Display Symbology

Additional symbology shows in these tables.

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 737-300/400/500 TRAINING MANUAL
PLAN
SYMBOL NAME MODE(S) REMARKS

DISTANCE TO GO TO THE ACTIVE WAYPOINT.

124NM WAYPOINT DISTANCE (W) FULL NAV
EXP NAV DATA SOURCE: FMC
MAP
CTR MAP
ESTIMATED TIME OF SHOWS ETA FOR THE ACTIVE WAYPOINT.
0835.4 Z ARRIVAL (ETA) DISPLAY (W)
PLAN
DATA SOURCE: FMC

N SHOWS MAP BACKGROUND IS ORIENTED AND

NORTH POINTER (G) PLAN REFERENCED TO TRUE NORTH. DATA SOURCE: IRS

VOR, ILS, NAV

PLAN 70 DEGREES SHOW IN THE EXPANDED AND PLAN MODES.

COMPASS (W) CTR MAP 120 DEGREES SHOW IN THE CENTER MAP MODE.
360 DEGREES SHOW IN THE FULL MODES.
VOR, ILS, NAV DATA SOURCE: IRS
VERTICAL DEVIATION FROM THE CALCULATED VERTICAL
PROFILE (POINTER) SHOWS AT THE TOP OF DESCENT
VERTICAL DEVIATION POINTER FULL AND EXP (T/D) AND DURING DESCENT ONLY. SCALE SHOWS
NAV
(M) AND SCALE (W) MAP, CTR MAP +/- 400 FEET DEVIATION. A DIGITAL READOUT SHOWS
WHEN THE POINTER IS OVER +/- 400 FEET.
DATA SOURCE: FMC

IRU L, R SHOWS POSITIONS WHEN POSITION SHIFT PAGE SELECTED

GPS L, R POSITIONS (G) PLAN ON FMC CONTROL DISPLAY UNIT.
FMC, RADIO DATA SOURCES: IRS, GPS AND FMC
34-22-CC-311 Rev 1 10/14/1998

SHOWS BEARING TO THE ACTIVE WAYPOINT.

HEADING TO WAYPOINT (M) FULL, EXP NAV DASHED LINE SHOWS ONLY IN EXPANDED MODE.
DATA SOURCE: FMC

SHOWS 10 SECONDS BEFORE A ROUTE HEADING CHANGE.

ALERT PATH CHANGE ALERT (A) FULL, EXP NAV DATA SOURCE: FMC

EFIS - EHSI - SYMBOLOGY - 4

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EFIS -- EHSI - SYMBOLOGY - 5
EHSI Symbology

Additional symbology shows in these tables.

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SYMBOL NAME MODE(S) REMARKS

SHOWS NEAR AIRPLANE SYMBOL. SHOWS VOR TO/FROM

TO/FROM INDICATOR (W) FULL VOR INDICATION. DATA SOURCE: EFIS SG

TO
TO/FROM DISPLAY (W) FULL, EXP VOR SHOWS VOR TO/FROM INDICATION. DATA SOURCE: EFIS SG
FROM

#1: ADF (G) BEARING

ALL SHOWS ADF POINTERS. DATA SOURCES: ADF RECEIVERS

#2: ADF (G) BEARING

SHOWS THE TUNED NAVAIDS. A VOR OR VORTAC STATION

TUNED NAVAIDS (G)
UNTUNED NAVAIDS (C) MAP, CTR MAP SHOWS THE SELECTED COURSE AND ITS RECIPROCAL.
DATA SOURCE: FMC

WHEN YOU SELECT VOR/ADF ON THE EFIS CONTROL

PANEL BEARING TO THE TUNED VOR (V)
.

AND ADF (A) STATIONS SHOW. VOR 1 VECTOR SHOWS

VOR AND ADF
A1
V1

MAP, CTR MAP WITH ONE DASH. VOR 2 SHOWS WITH TWO DASHES.
BEARING VECTORS (G)
ADF VECTORS SHOW WITH ONE OR TWO DOTS.
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DATA SOURCES: VOR/ILS RECEIVER VIA DAA

AND ADF RECEIVERS

12.3 R SHOWS THE POSITION DIFFERENCE BETWEEN THE

NAV/IRU POSITION FULL, EXP NAV
12.3 L DIFFERENCE (W) MAP, CTR MAP FMC AND EACH IRU POSITION INPUT.
DATA SOURCES: FMC AND IRS

EFIS - EHSI - SYMBOLOGY - 5

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EFIS -- EHSI - SYMBOLOGY - 6
EHSI Symbology

Additional symbology shows in these tables.

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SYMBOL NAME MODE(S) REMARKS

KABC RUNWAY (W) AND MAP, CTR MAP, SHOWS IF THE RANGE IS >/= 80 AND YOU SELECT A
22L AIRPORT IDENTIFIER PLAN RUNWAY ON THE FMC CDU. DATA SOURCE: FMC

RUNWAY (W) AND MAP, CTR MAP, SHOWS IF THE RANGE </= 40 NM AND YOU SELECT A
22L AIRPORT IDENTIFIER PLAN RUNWAY ON THE FMC CDU. DATA SOURCE: FMC
AIRPORTS WITHIN THE MAP AREA SHOW WITH
KTEB AIRPORT (C) MAP, CTR MAP SELECTION OF THE ARPT SWITCH ON THE EFIS
CONTROL PANEL. DATA SOURCE: FMC
ROUTE WAYPOINT:
ACTIVE (M) MAP, CTR MAP, ACTIVE - THE NEXT GO TO WAYPOINT. INACTIVE - OTHER
PLAN WAYPOINTS ON THE ACTIVE ROUTE. DATA SOURCE: FMC
INACTIVE (W)
MAP, CTR MAP, SHOWS WITH SELECTION OF THE WPT SWITCH ON
MLF OFF ROUTE WAYPOINT (C) PLAN THE EFIS CONTROL PANEL. DATA SOURCE: FMC

AMBOY ACTIVE - THE ACTIVE ROUTE SHOWS MAGENTA WITH

FLIGHT PLAN ROUTE: A CONTINUOUS LINE BETWEEN WAYPOINTS.
GREG ACTIVE (M) MAP, CTR MAP, MODIFIED - ACTIVE ROUTE MODIFICATIONS SHOW WITH
MODIFIED (W) PLAN SHORT DASHES (W) BETWEEN WAYPOINTS.
INACTIVE (C) INACTIVE - INACTIVE ROUTES SHOW WITH LONG DASHES
MPD (C) BETWEEN WAYPOINTS. DATA SOURCE: FMC

MPD ROUTE DATA: THE ENTERED OR PROCEDURAL ALTITUDE AND ETA FOR
12000 ACTIVE WPT (M) MAP, CTR MAP ROUTE WAYPOINTS SHOW WHEN YOU SELECT THE RTE DATA
0835Z INACTIVE WPT (W) SWITCH ON THE EFIS CONTROL PANEL. DATA SOURCE: FMC
HOLDING PATTERN:
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ACTIVE ROUTE (M) MAP, CTR MAP, A HOLDING PATTERN SHOWS WHEN IN THE FLIGHT PLAN.
MODIFIED ROUTE (W) PLAN DATA SOURCE: FMC
INACTIVE ROUTE (C)

PROCEDURE TURN:
ACTIVE ROUTE (M) MAP, CTR MAP, A PROCEDURE TURN SHOWS WHEN IN THE FLIGHT PLAN.
MODIFIED ROUTE (W) PLAN DATA SOURCE: FMC
INACTIVE ROUTE (C)

EFIS - EHSI - SYMBOLOGY - 6

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EFIS -- EHSI - SYMBOLOGY - 7
Navigation Display Symbology

Additional symbology shows in these tables.

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SYMBOL NAME MODE(S) REMARKS

SHOWS THE SELECTED HEADING. A DASH LINE

SELECTED HEADING CURSOR (M) EXTENDS FROM THE CURSOR TO THE AIRPLANE
AND VECTOR (M) ALL SYMBOL IN THE EXPANDED AND MAP MODES.
DATA SOURCE: FMC

SHOWS THE LOCATION ON THE FLIGHT WHEN THE AIRPLANE

ALTITUDE RANGE ARC (G) MAP, CTR MAP REACHES THE MCP ALTITUDE. VERTICAL AND GROUND
SPEED DETERMINE THE CAPTURE POINT. DATA SOURCE: FMC

SHOWS THE FMC CALCULATED T/C (TOP OF CLIMB), T/D

ALTITUDE PROFILE POINT
MAP, CTR MAP (TOP OF DESCENT), S/C (STEP CLIMB), AND E/D
T/D AND IDENTIFIER (G)
(END OF DESCENT). DATA SOURCE: FMC

VOR (C)
NAVAIDS THAT RELATE TO STATIONS SHOW WHEN YOU
DME/TACAN (C) MAP, CTR MAP SELECT THE STA SWITCH ON THE EFIS CONTROL PANEL.
DATA SOURCE: FMC
VORTAC (C)

SELECTED REFERENCE POINT SHOWS THE REFERENCE POINT SELECTED ON THE

AND BEARING DISTANCE MAP, CTR MAP, FMCS-CDU FIX PAGE. BEARING AND/OR DISTANCE FROM
PLAN
ABC INFORMATION (G) THE FIX SHOW WITH GREEN DASHES. DATA SOURCE: FMC
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EFIS - EHSI - SYMBOLOGY - 7

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EFIS -- EHSI - SYMBOLOGY - 8
EHSI Symbology

Additional symbology shows in these tables.

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SYMBOL NAME MODE(S) REMARKS

WEATHER RADAR RETURNS SHOW WHEN THE WXR SWITCH
OF THE EFIS CONTROL PANEL IS ON.
WEATHER RADAR RETURNS MAP, CTR MAP TURBULENCE SHOWS IN MAGENTA (M).
EXP VOR, ILS
(M, R, A, G) NAV INTENSE WXR RETURNS SHOW IN RED (R).
MEDIUM INTENSITY SHOW IN AMBER (A). LOW
INTENSITY SHOW IN GREEN (G). DATA SOURCE: WXR

VAR/WX+T MAP, CTR MAP WEATHER RADAR RECEIVER GAIN, OPERATIONAL

+15 WEATHER RADAR ANNUNCIATION EXP VOR, ILS MODE AND ANTENNA TILT. DATA SOURCE: WXR
NAV

TCAS RESOLUTION ADVISORY

-03 (RA) (R)
THE TCAS SYMBOL SHOWS THE RELATIVE POSITION
OF THE INTRUDER AIRPLANE. THE VERTICAL SPEED
+02 TCAS TRAFFIC ADVISORY ARROW SHOWS IF THE AIRPLANE IS ASCENDING
TA (A) OR DESCENDING AT A SPEED GREATER THAN 500 FEET
PER MINUTE. . THE NUMERIC ALTITUDE SHOWS
AS RELATIVE ALTITUDE TO YOUR AIRPLANE WITH
TCAS PROXIMATE TRAFFIC (W) MAP, CTR MAP A PLUS OR MINUS SIGN TO SHOW IF THE INTRUDER
-05 RELATIVE ALTITUDE EXP VOR, ILS AIRPLANE IS ABOVE OR BELOW YOUR AIRPLANE.
NAV IF THERE IS NO SIGN BEFORE THE NUMERIC
ALTITUDE, THE ALTITUDE IS THE ALTITUDE OF THE
+09 TCAS OTHER TRAFFIC (W) INTRUDER AIRPLANE. DATA SOURCE: TCAS
RELATIVE ALTITUDE
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TCAS TA ABSOLUTE ALTITUDE

128
RA 5.3 +03 TCAS NO BEARING MESSAGE
MESSAGE SHOWS TRAFFIC TYPE, RANGE IN NMS,
ALTITUDE AND VERTICAL DIRECTION.
TA 8.9 -12 (RA-R, TA-A)
DATA SOURCE: TCAS

EFIS - EHSI - SYMBOLOGY - 8

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EFIS -- EHSI - SYMBOLOGY - 9
EHSI Symbology

Additional symbology shows in these tables.

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SYMBOL NAME MODE(S) REMARKS

TCAS TRAFFIC ALERT MESSAGE SHOWS THERE IS A TCAS RA OR TA WITH OR WITHOUT
TRAFFIC (RA-R, TA-A) ALL THE TFC SWITCH SELECTED. DATA SOURCE: TCAS

TCAS OFFSCALE MESSAGE EXP SHOWS RA OR TA TRAFFIC IS OUTSIDE THE TRAFFIC

OFFSCALE VOR, ILS, NAV; AREA OF THE EHSI RANGE. TFC SWITCH MUST BE ON.
(RA-R, TA-A)
MAP, CTR MAP DATA SOURCE: EFIS SG
EXP
SHOWS THAT EFIS WILL SHOW TRAFFIC ON THE EHSI.
TFC TCAS MODE (C) VOR, ILS, NAV;
TFC SWITCH IS ON. DATA SOURCE: EFIS CP
MAP, CTR MAP
SHOWS WHEN TRAFFIC ADVISORIES ONLY SELECTED ON
TA ONLY TCAS MODE (C) ALL ATC/TCAS CONTROL PANEL. DATA SOURCE: TCAS
TCAS COMPUTER IS IN THE TEST MODE.
TCAS TEST TCAS MODE (W) ALL DATA SOURCE: TCAS
TCAS
OFF TCAS MODE (W) ALL TCAS IS SELECTED OFF. DATA SOURCE: TCAS

SHOWS THERE IS A FAULT IN TCAS DATA OR EFIS

TCAS CANNOT SHOW TCAS. THE DISPLAY SHOWS WITH OR
FAIL TCAS MODE (A) ALL WITHOUT THE TFC SWITCH ON. THE TFC SWITCH CONTROLS
THE DISPLAY AFTER IT SHOWS. DATA SOURCE: TCAS
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EFIS - EHSI - SYMBOLOGY - 9

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - ILS MODE FAILURES
General

The ILS mode shows NCD and fault conditions for the
system data on the display. For most NCD conditions and
some fault conditions, the display is blank. For some
fault conditions, the display is blank and failure flag
shows. These are the ILS mode flags:

- LOC - DAA failed

- WXR - weather radar has a failure. The cause of the
failure shows below the WXR flag. Expanded mode
only.
- TCAS FAIL - TCAS fail or minimum display not
available
- HDG - heading failure from IRS.

Weather Radar Failures

If the weather radar has a failure, the message WXR

shows. Below the WXR message, one of these messages
shows. For multiple messages, the highest priority
message shows. These are the messages in priority of
lowest priority to highest priority:

- STAB - antenna stabilization off or failed

- ATT - IRS input failed
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- WEAK - gain circuit failed

- FAIL - receiver transmitter failed
- DSPY - EHSI above first temperature threshold or
loss of supply cooling.

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HDG HDG

TCAS TCAS
FAIL FAIL

LOC
WXR
FAILURE
MESSAGE
WXR
X XXX

LOC
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EXPANDED ILS MODE FULL ILS MODE

EFIS - EHSI - ILS MODE FAILURES

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - VOR MODE FAILURES
General

The VOR mode shows NCD and fault conditions for the
system data on the display. For most NCD conditions and
some fault conditions, the display is blank. For some
fault conditions, the display is blank and failure flag
shows. These are the VOR mode flags:

- VOR - DAA failed

- WXR - weather radar has a failure. The cause of the
failure shows below the WXR flag. Expanded mode
only.
- TCAS FAIL - TCAS fail or minimum display not
available
- HDG - heading failure from IRS.

Weather Radar Failures

If the weather radar has a failure, the message WXR

shows. Below the WXR message, one of these messages
shows. For multiple messages, the highest priority
message shows. These are the messages in priority of
lowest priority to highest priority:

- STAB - antenna stabilization off or failed

- ATT - IRS input failed
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- WEAK - gain circuit failed

- FAIL - receiver transmitter failed
- DSPY - EHSI above first temperature threshold or
loss of supply cooling.

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HDG HDG

TCAS TCAS
FAIL FAIL

WXR
FAILURE VOR
MESSAGE

WXR
X XXX

VOR
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EXPANDED VOR MODE FULL VOR MODE

EFIS - EHSI - VOR MODE FAILURES

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - NAV MODE FAILURES
General

The NAV mode shows NCD and fault conditions for the
system data on the display. For most NCD conditions and
some fault conditions, the display is blank. For some
fault conditions, the display is blank and failure flag
shows. These are the NAV mode flags:

- TCAS FAIL - TCAS fail or minimum display not

available
- TRK - IRS and FMC track failed
- WXR - weather radar has a failure. The cause of the
failure shows below the WXR flag. Expanded mode
only.
- VTK - FMC vertical deviation failed
- XTK - FMC cross track deviation failed.

Weather Radar Failures

If the weather radar has a failure, the message WXR

shows. Below the WXR message, one of these messages
shows. For multiple messages, the highest priority
message shows. These are the messages in priority of
lowest priority to highest priority:

- STAB - antenna stabilization off or failed

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- ATT - IRS input failed

- WEAK - gain circuit failed
- FAIL - receiver transmitter failed
- DSPY - EHSI above first temperature threshold or
loss of supply cooling.

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 737-300/400/500 TRAINING MANUAL

TRK TRK

TCAS TCAS
FAIL FAIL

WXR FAILURE XTK

MESSAGE

WXR V
XX X X V T
T K
K

XTK
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EXPANDED NAV MODE FULL NAV MODE

EFIS - EHSI - NAV MODE FAILURES

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - MAP MODE FAILURES
General Range Comparison

The MAP mode shows NCD and fault conditions for the The symbol generator compares these signals:
system data on the display. For most NCD conditions and
some fault conditions, the display is blank. For some - EFIS control panel selected range
fault conditions, the display is blank and failure flag - Weather radar processed range
shows. These are the MAP mode flags: - FMC map range.

737CL-- The ranges should be the same. If the ranges are not
the same, the symbol generator removes the affected
- TRK - IRS and FMC track failed display and shows a message. These are the possible
- VOR 1, VOR 2 - DAA failure with ADF/VOR button messages:
pushed on EFIS control panel
- Range comparison fail message - WXR RANGE DISAGREE - WXR and control panel ranges
- WXR - weather radar has a failure. The cause of the disagree - WXR must be on
failure shows below the WXR flag - MAP RANGE DISAGREE - FMC and control panel ranges
- MAP - the map from the FMC has failed disagree
- VTK - FMC vertical deviation failed. - WXR/MAP RANGE DISAGREE - WXR and FMC and control
panel ranges disagree - WXR must be on.
Weather Radar Failures

If the weather radar has a failure, the message WXR

shows. Below the WXR message, one of these messages
shows. For multiple messages, the highest priority
message shows. These are the messages in priority of
lowest priority to highest priority:
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- STAB - antenna stabilization off or failed

- ATT - IRS input failed
- WEAK - gain circuit failed
- FAIL - receiver transmitter failed
- DSPY - EHSI above first temperature threshold or
loss of supply cooling.

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 737-300/400/500 TRAINING MANUAL

TRK

TCAS FAIL

XXXXX X XXXXXXXXXXX
RANGE DISAGREE MESSAGE
VOR1 VOR2

WXR MAP
XXXX
WXR FAILURE MESSAGE V
T
K
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EFIS - EHSI - MAP MODE FAILURES

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - CTR MAP MODE FAILURES
General Range Comparison

The center map mode shows NCD and fault conditions for The symbol generator compares these signals:
the system data on the display. For most NCD conditions
and some fault conditions, the display is blank. For - EFIS control panel selected range
some fault conditions, the display is blank and failure - Weather radar processed range
flag shows. These are the center map mode flags: - FMC map range.

- TCAS FAIL - TCAS fail or minimum display not The ranges should be the same. If the ranges are not
available the same, the symbol generator removes the affected
- TRK - IRS and FMC track failed display and shows a message. These are the possible
- VOR 1, VOR 2 - DAA failure with ADF/VOR button messages:
pushed on EFIS control panel
- Range comparison fail message - WXR RANGE DISAGREE - WXR and control panel ranges
- MAP - the map from the FMC has failed disagree (WXR must be on)
- WXR - weather radar has a failure. The cause of the - MAP RANGE DISAGREE - FMC and control panel ranges
failure shows below the WXR flag disagree
- VTK - FMC vertical deviation failed. - WXR/MAP RANGE DISAGREE - WXR, FMC and control
panel ranges disagree (WXR must be on).
Weather Radar Failures

If the weather radar has a failure, the message WXR

shows. Below the WXR message, one of the following
messages shows. For multiple messages, the highest
priority message shows. These are the messages in
priority of lowest priority to highest priority:
34-22-CC-324 Rev 1 03/29/1999

- STAB - antenna stabilization off or failed

- ATT - IRS input failed
- WEAK - gain circuit failed
- FAIL - receiver transmitter failed
- DSPY - EHSI above first temperature threshold or
loss of supply cooling.

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 737-300/400/500 TRAINING MANUAL

TRK

TCAS
FAIL

XXXXX X XXXXXXXXXXX
RANGE DISAGREE MESSAGE

MAP
VOR1 VOR2
WXR
WXR FAILURE MESSAGE XXXX
V
T
K
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EFIS - EHSI - CTR MAP MODE FAILURES

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 737-300/400/500 TRAINING MANUAL
EFIS -- EHSI - PLAN MODE FAILURES
General

The plan mode shows NCD and fault conditions for the
system data on the display. For most NCD conditions and
some fault conditions, the display is blank. For some
fault conditions, the display is blank and failure flag
shows. These are the plan mode flags:

- TCAS FAIL - TCAS failure or minimum display not

available
- TRK - IRS and FMC track failure
- MAP - the map failure from the FMC.

Range Comparison

The symbol generator compares the range from the EFIS

control panel and the FMC map range.

The ranges should be the same. If the ranges are

different, the symbol generator removes the map display
and shows a message. The message is MAP RANGE DISAGREE.
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TRK

TCAS
FAIL

MAP RANGE DISAGREE

MAP
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EFIS - EHSI - PLAN MODE FAILURES

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 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - PARITY FAULT
General

The symbol generators monitor the program pins. The

symbol generators use odd parity. If all the program
pin grounds add up to an odd number, the symbol
generator operates normally.

Maintenance Messages

If the program pins change in the air, the SGs use the
previous programming. In this condition, if you cycle
the EFIS power or put EFIS into BITE, the message
PARITY FAULT shows on the EADI and the EHSI.

Repair

To repair the problem, do an EFIS self test in EFIS

BITE. The offside EADI will report the correct
hexadecimal code for your airplane. The code is also in
the maintenance manual. Find the digit in the
hexadecimal code that changed. The maintenance manual
will show which program pin changed.
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 737-300/400/500 TRAINING MANUAL

PARITY ERROR
CHECK SG PROGRAM PIN
CONFIGURATION

XXXXXXXX TEST TEST

XXXXXXXX
XXXXXXXX

FAILED EADI DISPLAY

XXXXXXX
XXXXXXX
XXXXXXX

PARITY ERROR
CHECK SG PROGRAM PIN
CONFIGURATION

XXXXXXXX
34-22-CC-327 Rev 1 10/14/1998

XXXXXXXX
XXXXXXXX
OFFSIDE EADI BITE DISPLAY

FAILED EHSI DISPLAY

EFIS - TRAINING INFORMATION POINT - PARITY FAULT

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 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - CONTROL PANEL FAILURE
Normal Operation - Checks the data bus from the WXR R/T. If there is
no data or invalid data, shows the WXR FAIL flag.
Normally, you can select the mode and range you want to This would happen if the WXR is turned off from
show. You can also select the decision height you want. both EFIS control panels at the time of the
failure.
Control Panel Failure
If the only control panel that has WXR on fails, the
The control panel connects to the onside symbol WXR R/T sends NCD to the symbol generator. The WXR
generator. The control panel sends an ARINC 429 data stays on. The symbol generator shows a blank WXR
bus to the symbol generator and to the weather radar display and no flag. If the offside control panel has
receiver transmitter. The control panel also sends a selected WXR on, the symbol generator shows the WXR
discrete to the weather radar to turn on the weather display on both EHSIs at the range selected by the
radar. This discrete information also goes on the data offside control panel.
bus to the symbol generator.

When the control panel fails, the symbol generator does

these things automatically:

- Makes the decision height display blank

- Shows the DH flag
- Shows the expanded VOR/ILS mode. The frequency
selected on the VHF NAV control panel determines
the mode that shows
- Makes any TCAS displays blank
- Shows TCAS FAIL
- Shows range arcs
34-22-CC-400 Rev 1 10/14/1998

- Monitors the data bus from the WXR R/T. If there is

valid data, shows WXR data at the range reported by
the WXR R/T

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 737-300/400/500 TRAINING MANUAL

DME 13.5 DME 13.5 HDG 127 M

HDG 127 M

TCAS
FAIL
20

WXR
FAIL

120`/20 120`/20
34-22-CC-400 Rev 1 10/14/1998

ILS 1 110.10 ILS 1 110.10

NORMAL CONTROL PANEL CONTROL PANEL FAILED

EFIS - TRAINING INFORMATION POINT - CONTROL PANEL FAILURE

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 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - CDU EFIS BITE PAGES - EFIS BITE MAIN MENU
General

EFIS has maintenance information that you can see on

the flight management systems control display unit
(CDU).

To get access to the maintenance information, select

EFIS on line select key (LSK) 5L from the MAINT BITE
INDEX. This shows the EFIS BITE page.

If both symbol generators do not respond to the request

to enter the BITE mode, you see the EFIS BITE INOP
page.

If one or both symbol generators respond to the request

to start the BITE mode, the CDU shows the EFIS BITE
TEST menu. When one symbol generator answers (even the
symbol generator not selected) you will see the FAULT
INDEX menu when you select a symbol generator for test.
When you select any of the tests on the fault index, if
the selected symbol generator does not respond, you see
message CANNOT ACCESS DATA on the CDU.
34-22-CC-410 Rev 1 10/14/1998

34-22-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL

BOTH SYMBOL GENERATORS DO NOT ANSWER

MAINT BITE INDEX 1 / 1 EFIS BITE TEST

< F M CS EFIS BITE I NOP
<DFCS CHECK SG OR INTERFACE
<A/T
<I R S
< E FIS
<INDEX

ONE OR BOTH SYMBOL GENERATORS ANSWERS

EFIS BITE TEST EFIS BITE TEST EFIS BITE TEST

FAULT INDEX XXXXX FAULT INDEX XXXXX <EFIS LEFT BITE
<INFLIGHT FAULTS <EFIS RIGHT BITE
C A N N O T A C C E SS D A T A <GROUND FAULTS <SELF TEST
C H E C K SG
<CURRENT STATUS <INTERFACE TEST
34-22-CC-410 Rev 1 10/14/1998

O R I N T E R F A C E

<DISCRETE STATUS
<INDEX <INDEX <INDEX

SELECTED SYMBOL GENERATOR

DOES NOT ANSWER

EFIS - TRAINING INFORMATION POINT - CDU EFIS BITE PAGES - EFIS BITE MAIN MENU

34-22-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - CDU EFIS BITE PAGES - INFLIGHT FAULTS
General

You can see any inflight faults on the INFLIGHT FAULTS

- L or R page. You see the failed LRUs in alphabetical
order for the last nine flights.

If there are no inflight faults, you see NO FAULTS.

34-22-CC-411 Rev 1 10/14/1998

34-22-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL

EFIS BITE TEST EFIS BITE TEST

FAULT INDEX XXXXX <EFIS LEFT BITE

<INFLIGHT FAULTS <EFIS RIGHT BITE

<GROUND FAULTS <SELF TEST

<CURRENT STATUS <INTERFACE TEST

<DISCRETE STATUS

<INDEX <INDEX

EFIS BITE T EST EFIS BITE T EST

INFLIGHT F AULTS-X 1 / X INFLIGHT F AULTS-X 1 / X

L R U F L T 1 2 3 4 5 6 7 8 9 L R U F L T 1 2 3 4 5 6 7 8 9

A D F L E F T 2
C P L E F T 2
34-22-CC-411 Rev 1 10/14/1998

D A A R I G H T 1 9 N O F A U L T S
F C C L E F T 3 4
F M C L E F T 3 6 9

<INDEX <INDEX

EFIS - TRAINING INFORMATION POINT - CDU EFIS BITE PAGES - INFLIGHT FAULTS

34-22-CC
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 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - CDU EFIS BITE PAGES - GROUND FAULTS
General

You can see any ground faults on the GROUND FAULTS - L

or R page. Ground faults occur after landing and before
the next takeoff. You see the LRUs in alphabetical
order. You should take care with ground faults because
if you turn off a system, it will also show as a fault.

Ground faults clear after the next takeoff.

34-22-CC-412 Rev 1 10/14/1998

34-22-CC
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 737-300/400/500 TRAINING MANUAL

EFIS BITE TEST EFIS BITE TEST

FAULT INDEX XXXXX <EFIS LEFT BITE

<INFLIGHT FAULTS <EFIS RIGHT BITE

<GROUND FAULTS <SELF TEST

<CURRENT STATUS <INTERFACE TEST

<DISCRETE STATUS

<INDEX <INDEX

EFIS B ITE TEST

GROUND FAULTS-X 1 / X

C P L E F T
E A D I C A P T
34-22-CC-412 Rev 1 10/14/1998

F C C L E F T
F M C L E F T

<INDEX

EFIS - TRAINING INFORMATION POINT - CDU EFIS BITE PAGES - GROUND FAULTS

34-22-CC
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 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - CDU EFIS BITE PAGES - CURRENT STATUS
General

You can see the current status of the LRUs connected to

the symbol generators on the CURRENT STATUS - L or R
pages. There are three pages. The status is a dynamic
display.

The status of the DAA shows correctly. The status of

the LRUs that send signals to EFIS through the DAA does
not show correctly. The status that shows for these
LRUs depends on the status of the DAA. If the DAA is OK,
the status of these LRUs always shows OK, regardless of
the LRU status. If the DAA fails, the status of these
LRUs shows as dashes. These are the LRUs that send
signals to EFIS through the DAA:

- DME
- ILS
- VOR.

Because of transfer switches, the symbol generator will

not show status of some LRUs. If you move the transfer
switch, the symbol generator may show the status.

The microwave landing system is not installed. This

status will always be NCD.
34-22-CC-413 Rev 1 03/29/1999

34-22-CC
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 737-300/400/500 TRAINING MANUAL

EFIS BITE TEST EFIS BITE TEST

FAULT INDEX XXXXX <EFIS LEFT BITE
<INFLIGHT FAULTS <EFIS RIGHT BITE
<GROUND FAULTS <SELF TEST
<CURRENT STATUS <INTERFACE TEST
<DISCRETE STATUS
<INDEX <INDEX

EFIS BITE TEST EIFS BITE T EST EFIS BITE TEST

CURRENT STATUS-X 1 / 3 CURRENT STATUS-X 2 / 3 CURRENT STATUS- X 3 / 3
L R U L E F T R I G H T L R U L E F T R I G H T L R U L E F T R I G H T

A / T O K - - - -
NEXT E A D I F A I L - - - - NEXT L R R A O K - - - -
A D C O K - - - - PAGE E H SI O K - - - - PAGE M L S - - - - - - - -
A D F O K O K F C C O K O K S G F A I L - - - -
34-22-CC-413 Rev 1 10/14/1998

C P O K - - - - F M C O K - - - - S W C O K - - - -
D A A O K O K I L S O K - - - - T C A S O K - - - -
D M E O K - - - - I R U O K O K V O R O K O K

<INDEX <INDEX <INDEX

EFIS - TRAINING INFORMATION POINT - CDU EFIS BITE PAGES - CURRENT STATUS

34-22-CC
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 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - CDU EFIS BITE PAGES - DISCRETE STATUS
General - MLS SEL - always shows dashes
- VOR SEL - shows the VOR receiver selected on the
You can see the status of the discrete signals to the VHF NAV transfer switch.
symbol generators on the DISCRETE STATUS - L or R
pages. There are two pages. The status is a dynamic
display.

Some of the input signals come from program pins. These

are the program pin inputs to the symbol generator that
show on the discrete status page:

- ADC SEL - shows the air data computer connected to

the symbol generator
- COMPARATOR - shows whether the pitch/roll
comparator function is active
- FLT PATH MGMT - shows whether the pitch limit
function is active
- SWC SEL - shows the stall warning system connected
to the symbol generator.

These are the discrete signals to the symbol generator

that show on the discrete status page:

- AIR/GROUND - shows the air/ground signal status

- DME SEL - shows the DME selected on the VHF NAV
transfer switch
34-22-CC-414 Rev 1 10/14/1998

- FMC SEL - shows the FMC

- ILS SEL - shows the ILS receiver selected on the
VHF NAV transfer switch
- IRU SEL - shows the IRU selected on the IRS
transfer switch
- MAG/TRUE - shows the type of heading/track that
shows on EFIS

34-22-CC
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 737-300/400/500 TRAINING MANUAL

EFIS BITE TEST EFIS BITE TEST

FAULT INDEX XXXXX <EFIS LEFT BITE
<INFLIGHT FAULTS <EFIS RIGHT BITE
<GROUND FAULTS <SELF TEST
<CURRENT STATUS <INTERFACE TEST
<DISCRETE STATUS

<INDEX <INDEX

EFIS BITE TEST EFIS BITE TEST

DISCRETE STATUS-X 1 / 2 DISCRETE S TATUS-X 2/2

A D C SE L L E F T ILS SEL LEFT

A I R / G R O U N D G R O U N D
NEXT IRU SEL LEFT
PAGE MAG/TRUE MAG
C O M P A R A T O R E N A B L E D
34-22-CC-414 Rev 1 10/14/1998

D M E SE L L E F T MLS SEL ----

F L T P A T H M G M T E N A B L E D SWC SEL LEFT
F M C SE L L E F T VOR SEL LEFT

<INDEX <INDEX

EFIS - TRAINING INFORMATION POINT - CDU EFIS BITE PAGES - DISCRETE STATUS

34-22-CC
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 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - SELF TEST - EADI
General

When you do the EFIS self test, you see test displays
on the EADI. All the displays come from the symbol
generator or the EFIS control panel. Look at the
displays to make sure they are correct. When you do the
test, you do a test of both symbol generators at the
same time.

When you select the plan mode on the EFIS control

panel, you see three color squares on the EADI. The
squares show a test of the EADI color guns.

There are lines of hexadecimal code on the EADI. The

code represents the status of the program pins
connected to the symbol generator. The code shows as Xs
on the graphic. A test message shows on the EADI. The
test message can show as TEST OK or TEST FAIL with one
or more of these:

- CP - control panel failure

- DU - EADI or EHSI failure
- SG - symbol generator failure.
34-22-CC-420 Rev 1 10/14/1998

34-22-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL

EFIS BITE TEST

<EFIS LEFT BITE
<EFIS RIGHT BITE
TEST TEST
<SELF TEST

280 <INTERFACE TEST

20 20
260
10 10 <INDEX
1
240
9 HEXADECIMAL
R XXXXXXX
220 10 10XXXXXXX CODE
TEST XXXX XX XXXXXXX
200 20 20
XX
GS XX 150
.730 599

TEST TEST

280
GREEN SQUARE
TEST MESSAGE 260
1
240
9
R XXXXXXX
220 XXXXXXX
34-22-CC-420 Rev 1 10/14/1998

BLUE SQUARE TEST XXXX XX XXXXXXX

200 XX
GS XX 150
RED SQUARE .730 599

EFIS - TRAINING INFORMATION POINT - SELF TEST - EADI

34-22-CC
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 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - EADI - DECISION HEIGHT ALERT
General - To simulate the airplane at more than 75 feet above
the DH value again, turn the DH knob on the EFIS
When you do the EFIS self test, you can also do a test control panel to 74 feet or lower
of the decision height (DH) alert. The radio altitude - To simulate the airplane landing and the RA at zero
comes from the symbol generator during self test. feet, push the INDEX line select key on the CDU.

To arm the DH alert, the airplane must fly more than 75

feet above the DH value set on the EFIS control panel.
Then, as the airplane descends through the DH value,
the DH alert occurs. When the DH alert occurs, these
display changes show:

- The dial, indices, ring, and DH index change to

yellow
- The radio altitude display changes to yellow
- The display blinks for 3 seconds and then goes
steady.

Decision Height Alert Test

To arm the DH alert and simulate the airplane at more

than 75 feet above the DH value, turn the DH knob on the
EFIS control panel to 74 feet or lower. To simulate
descent through the DH value, turn the DH knob up until
the you get to 150 feet or more. The DH alert will show
at 150 feet.
34-22-CC-422 Rev 1 10/14/1998

There are three ways to reset the DH alert. When the DH

alert shows, reset the alert with one of these methods:

- Push the RST (reset) button on the EFIS control

panel

34-22-CC
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 737-300/400/500 TRAINING MANUAL

150 150 150 150

EADI DH ALERT
INDEX AND
ADI RA DIAL ADI ADI ADI
DH REF DH REF DH REF DH REF
200 DH VALUE 74 ALERT
150 150
ARMED

DH KNOB
PUSH RST
RST RST RST BUTTON RST

BRT ALERT BRT BRT BRT ALERT

RESET RESET

EFIS CP EFIS CP EFIS CP EFIS CP

150 150 150 -4

ALERT ALERT ON GROUND
DISPLAY
ADI ADI ADI ADI
DH REF DH REF DH REF DH REF
150 74 ALERT
150 150
RESET

<INDEX
34-22-CC-422 Rev 1 10/14/1998

TURN DH
RST KNOB RST RST RST
ALERT CDU
BRT BRT BRT BRT RESET
PUSH
INDEX LSK

EFIS CP EFIS CP EFIS CP EFIS CP

EFIS - TRAINING INFORMATION POINT - EADI - DECISION HEIGHT ALERT

34-22-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - EADI - HEXADECIMAL CODE - 1
General

When you do the EFIS self test, you see test displays
on the EADI.

There are lines of hexadecimal code on the EADI.

34-22-CC-423 Rev 1 10/14/1998

34-22-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
 34-22-CC-423 Rev 1 10/14/1998

EXAMPLE

FIRST
NUMBER
PROGRAM
PIN NAME

PLUG-PIN

WORK SPACE
HEX

ROW DIGITS
B-A03 DME SOURCE
B-B03 G/S SOURCE

1
F
B-C03 RA SOURCE
B-D03 ADF SOURCE
B-E03 AIRPLANE SELECT 1
B-F03 AIRPLANE SELECT 2

2
A
B-D12 ADF INSTALLED SELECT 1
B-E12 ADF INSTALLED SELECT 2
B-J03 SPEED TREND VECTOR
B-K03 MINIMUM OPERATING SPEED

3
3
B-A04 SINGLE CHANNEL ANNUNCIATION
B-B04 PRODUCT IMPROVEMENTS
B-E04 FMC INSTALLED
B-F04 ANCDU INSTALLED SELECT 1

4
9

B-C02 ANCDU INSTALLED SELECT 2

B-D02 IRU INSTALLED
B-D09 NOT USED

- 139 -
B-E11 FLT DIRECTOR DISP SELECT 2
5
2

B-F11 FLT DIRECTOR DISP SELECT 2

B-F09 HEIGHT ALERT SELECT 1
PROGRAM PIN HEXADECIMAL CODE ROW 1

B-G09 HEIGHT ALERT SELECT 2

B-D10 RA AND RISING RUNWAY SELECT 1
6
3

B-E10 RA AND RISING RUNWAY SELECT 2

B-D11 PITCH LIMIT DISPLAY
B-J06 PROGRAM PIN PARITY - ODD
B-E08 NOT USED
7
0

B-E09 NOT USED

BINARY 1 1 1 1 1 0 1 0 0 0 1 1 1 0 0 1 0 0 1 0 0 0 1 1 0 0 0 0

B-C05 BACK COURSE LOC REVERSAL

EFIS - TRAINING INFORMATION POINT - EADI - HEXADECIMAL CODE - 1
F
E
D
C
B
A
9
8
7
6
5
4
3
2
1
0
HEX

34-22-CC
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
MSB

1
1
1
1
0
0
0
0
1
1
1
1
0
0
0
0
737-300/400/500 TRAINING MANUAL

1
1
0
0
1
1
0
0
1
1
0
0
1
1
0
0
BINARY

1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
LSB

CONVERSION CHART
BINARY TO HEXADECIMAL

ALTEON PROPRIETARY - Copyright (c) - See title page for details

 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - EADI - HEXADECIMAL CODE - 2
General

When you do the EFIS self test, you see test displays
on the EADI.

There are lines of hexadecimal code on the EADI.

34-22-CC-424 Rev 1 10/14/1998

34-22-CC
- 140 -
ALTEON PROPRIETARY - Copyright (c) - See title page for details
 34-22-CC-424 Rev 1 10/14/1998

EXAMPLE

FIRST
NUMBER
PROGRAM
PIN NAME

PLUG-PIN

WORK SPACE
HEX

ROW DIGITS
B-D05 AIRSPEED TAPE
B-E05 EADI TRUE AIRSPEED DISPLAY

1
0
B-F05 NOT USED
B-G05
A-G14 WXR MODE DISPLAY SELECT 2
B-J05 COMPARATOR

2
A
B-K05 CENTER MAP FORMAT
B-D07 ILS/G/S FLAGS DURING NCD/FAIL
B-G10 BLINKING COMPARATOR
B-G02 POS DIFFERENCE DISPLAY SEL 1

3
3
B-H02 POS DIFFERENCE DISPLAY SEL 2
B-E06 WXR TURBULENCE COLOR
B-F06 EADI FORMAT
B-G06 WXR MODE DISPLAY SELECT 1

4
F

B-H06 RANGE ARCS/MARKS

B-D12 ADF POINTERS MAP MODES
B-A13 EHSI SYMBOLOGY

- 141 -
B-B13 GS AND TAS DISPLAY ON EHSI
0

D-D12 NOT USED

PROGRAM PIN HEXADECIMAL CODE ROW 2 D-A13 NOT USED
D-B13 NOT USED
D-K13 AIRSPEED TAPE REVERSAL
6
0

D-C14 ROLLING DIGIT CURSOR

D-B02 TCAS ALTITUDE PLACEMENT

B-G12 NOT USED
0

B-H03 TCAS RANGE RING

BINARY 0 0 0 0 1 0 1 0 0 0 1 1 1 1 1 1 0 0 0 0 0 0 0 0 0 0 0 0

B-J02 SPARE
EFIS - TRAINING INFORMATION POINT - EADI - HEXADECIMAL CODE - 2
F
E
D
C
B
A
9
8
7
6
5
4
3
2
1
0

34-22-CC
1
1
1
1
1
1
1
1
0
0
0
0
0
0
0
0
HEX MSB

0
0

1
1
1
1
0
0
0
0
1
1
1
1
0
0
737-300/400/500 TRAINING MANUAL

1
1
0
0
1
1
0
0
1
1
0
0
1
1
0
BINARY

1
0
1
0
1
0
1
0
1
0
1
0
1
0
1
0
LSB

CONVERSION CHART
BINARY TO HEXADECIMAL

ALTEON PROPRIETARY - Copyright (c) - See title page for details

 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - EADI - HEXADECIMAL CODE - 3
General

When you do the EFIS self test, you see test displays
on the EADI.

There are lines of hexadecimal code on the EADI.

34-22-CC-425 Rev 1 10/14/1998

34-22-CC
- 142 -
ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL

A-K10 INT CONFIGURATION DEFINITION

TCAS RANGE LIMIT - DISABLED
BINARY
PROGRAM HEX MSB LSB
PIN NAME NEW TREND FILTER 0 0 0 0 0
1 0 0 0 1
TCAS ON EHSI

A-B10 TCAS ON EADI

2 0 0 1 0
3 0 0 1 1
NOT USED

4 0 1 0 0

A-B14 NOTUSED
5 0 1 0 1
6 0 1 1 0
7 0 1 1 1
8 1 0 0 0
9 1 0 0 1
B-K04
B-G03
B-J04

B-H05

PLUG-PIN A 1 0 1 0
NUMBER B 1 0 1 1
C 1 1 0 0
BINARY 1 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D 1 1 0 1
EXAMPLE
HEX C 0 8 0 0 0 0 E 1 1 1 0
F 1 1 1 1
WORK SPACE BINARY TO HEXADECIMAL
CONVERSION CHART
34-22-CC-425 Rev 1 10/14/1998

FIRST
ROW DIGITS 1 2 3 4 5 6 7

PROGRAM PIN HEXADECIMAL CODE ROW 3

EFIS - TRAINING INFORMATION POINT - EADI - HEXADECIMAL CODE - 3

34-22-CC
- 143 -
ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - SELF TEST - EHSI - 1
General

When you do the EFIS self test, you see test displays
on the EHSI. All the displays come from the symbol
generator or the EFIS control panel. Look at the
displays to make sure they are correct. When you do the
test, you do a test of both symbol generators at the
same time.

To see the VOR mode, select VOR/ILS full or expanded on

the EFIS control panel and select any VOR frequency on
the VHF NAV control panel.

The expanded mode shows weather radar colors in four

wedges. To see the weather radar color display, push
the WXR switch on the EFIS control panel.

There are two lines of part numbers on the EHSI. The

H/W number is the part number of the symbol generator.
The OPS number is the part number of the software in
the symbol generator. The code shows as Xs on the
graphic. A test message shows on the EHSI. The test
message can show as TEST OK or TEST FAIL with one or
more of these:

- CP - control panel failure

34-22-CC-430 Rev 1 10/15/1998

- DU - EADI or EHSI failure

- SG - symbol generator failure.

34-22-CC
- 144 -
ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL

EFIS BITE TEST

DME 99.9 HDG 000 M <EFIS LEFT BITE

<EFIS RIGHT BITE
<SELF TEST
<INTERFACE TEST
TRAFFIC
TCAS TEST

40 <INDEX

H/W 622-9436-XXX
OPS XXX-XXXX-XXX

TEST XXXX XX
XX
XX DME 99.9

TO TCAS TEST TRAFFIC

045`/99 HDG 000 M
VOR X 116.80

TEST MESSAGE
SG PART NUMBER
H/W 622-9436-XXX
OPS XXX-XXXX-XXX
34-22-CC-430 Rev 1 10/15/1998

SG OPERATING TEST XXXX XX

SOFTWARE PART XX
NUMBER XX
TO
045`/99
VOR X 116.80

EFIS - TRAINING INFORMATION POINT - SELF TEST - EHSI - 1

34-22-CC
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ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - SELF TEST - EHSI - 2
General

When you do the EFIS self test, you see test displays
on the EHSI. To see the ILS mode, select VOR/ILS full
or expanded on the EFIS control panel and select any
ILS frequency on the VHF NAV control panel.

The expanded mode shows weather radar colors in four

wedges. To see the weather radar color display, push
the WXR switch on the EFIS control panel.
34-22-CC-431 Rev 1 10/15/1998

34-22-CC
- 146 -
ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL

DME 99.9 HDG 000 M DME 99.9

TCAS TEST HDG 000 M TRAFFIC

TRAFFIC
TCAS TEST
40

H/W 622-9436-XXX H/W 622-9436-XXX

OPS XXX-XXXX-XXX OPS XXX-XXXX-XXX
TEST XXXX XX TEST XXXX XX
XX XX
XX XX

045`/99 045`/99
ILS X 110.10 ILS X 110.10
34-22-CC-431 Rev 1 10/15/1998

ILS EXPANDED MODE ILS FULL MODE

EFIS - TRAINING INFORMATION POINT - SELF TEST - EHSI - 2

34-22-CC
- 147 -
ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - SELF TEST - EHSI - 3
General

When you do the EFIS self test, you see test displays
on the EHSI. To see the MAP, CTR MAP, or PLAN mode,
select the mode on the EFIS control panel.

The MAP and CTR MAP modes show weather radar colors in
four wedges. To see the weather radar color display,
push the WXR switch on the EFIS control panel.

The PLAN mode display includes the color gun test

similar to the EADI test. These are the colors from top
to bottom:

- Green
- Blue
- Red.
34-22-CC-432 Rev 1 10/15/1998

34-22-CC
- 148 -
ALTEON PROPRIETARY - Copyright (c) - See title page for details
 737-300/400/500 TRAINING MANUAL

99.9 NM TRK 005 M 2359.9 Z

VOR WPT TRAFFIC

TCAS TEST
99.9 NM TRK 005 M 2359.9 Z
40 APT

V1
VTC
A2

GRP
40
A1

H/W 622-9436-XXX
OPS XXX-XXXX-XXX
GRP
V2 DME VTC
TRAFFIC

A2
A1
V1
TCAS TEST
TEST XXXX XX
XX
99.9 NM TRK 005 M 2359.9 Z
V2 DME
XX

045`/99 H/W 622-9436-XXX

OPS XXX-XXXX-XXX
WPT
TEST XXXX XX VOR
XX TRAFFIC
TCAS TEST
XX
MAP MODE APT

045`/99
40 GRP
VTC
H/W 622-9436-XXX
OPS XXX-XXXX-XXX

DME
TEST XXXX XX
34-22-CC-432 Rev 1 10/15/1998

XX
CENTER MAP MODE
XX

PLAN MODE

EFIS - TRAINING INFORMATION POINT - SELF TEST - EHSI - 3

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 737-300/400/500 TRAINING MANUAL
EFIS -- TRAINING INFORMATION POINT - SELF TEST - EHSI - 4
General

When you do the EFIS self test, you see test displays
on the EHSI. To see the NAV mode, select NAV full or
expanded on the EFIS control panel.

The expanded mode shows weather radar colors in four

wedges. To see the weather radar color display, push
the WXR switch on the EFIS control panel.
34-22-CC-436 Rev 1 10/15/1998

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 737-300/400/500 TRAINING MANUAL

99.9 NM TRK 005 M 2359.9 Z 99.9 NM 2359.9 Z

(SEA 270) (SEA 270)

TCAS TEST
TRK 005 M
TRAFFIC

TRAFFIC
TCAS TEST

40

H/W 622-9436-XXX H/W 622-9436-XXX

OPS XXX-XXXX-XXX OPS XXX-XXXX-XXX

TEST XXXX XX TEST XXXX XX

XX XX
XX XX

045`/99 045`/99
NAV NAV
34-22-CC-436 Rev 1 10/15/1998

EXPANDED NAV MODE FULL NAV MODE

EFIS - TRAINING INFORMATION POINT - SELF TEST - EHSI - 4

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 737-300/400/500 TRAINING MANUAL
PITOT STATIC SYSTEM -- INTRODUCTION
General

The purpose of the pitot static system is to measure

pitot and static air pressure. These pressures go to
other systems to calculate flight parameters such as
airspeed and altitude.

Abbreviations and Acronyms

ADC - air data computer

altn - alternate
aux - auxiliary
capt - captain
contr - controller
F/O - first officer
press - pressure
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 737-300/400/500 TRAINING MANUAL

20,000 FT

STATIC PRESSURE

10,000 FT

5,000 FT
34-11-CC-001 Rev 1 05/22/1998

PITOT STATIC SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
PITOT STATIC SYSTEM -- GENERAL DESCRIPTION
-General Voltage goes to the pitot static probes for heat. Use
care when you work on the system.
The pitot static system gets air pressure inputs from
four pitot static probes and two alternate static ports Alternate Static System
on the airplane fuselage.
The alternate static ports connect to the standby
These are the two types of air pressure: altimeter/airspeed indicator.

- Static air pressure is the ambient air pressure

around the airplane
- Pitot air pressure is the air pressure on the pitot
static probe tube caused by the forward motion of
the airplane.

In addition to the pitot static probes and the

alternate static ports, the pitot static system has ten
drain fittings.

Primary Pitot Static System

The four pitot static probes connect to two air data

computers (ADCs). The static ports on the pitot static
probes are cross connected to the ADCs.

Also, one pair connects to the cabin differential

pressure indicator.
34-11-CC-002 Rev 1 10/02/1998

An auxiliary pitot line connects to the standby

altimeter/airspeed indicator.

Each pitot line and each static line has one or more
drain fittings.

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 737-300/400/500 TRAINING MANUAL

PITOT PITOT

STATIC

ADC (2)

STATIC
UPPER PITOT
STATIC PROBE (2)

AUXILIARY PITOT STATIC

CABIN DIFFERENTIAL
PRESSURE INDICATOR

R ALTERNATE
LOWER PITOT STATIC PORT
ALTERNATE
STATIC PROBE (2) STATIC AUXILIARY PITOT
ALTERNATE
STATIC
34-11-CC-002 Rev 1 03/31/2000

STANDBY ALTIMETER/
AIRSPEED INDICATOR

L ALTERNATE
STATIC PORT

PITOT STATIC SYSTEM - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
PITOT STATIC SYSTEM -- DRAIN FITTINGS COMPONENT LOCATION
Primary Pitot Drain Fittings

The drain fittings for the pitot static system are on

the forward bulkhead of the nose wheel well adjacent to
the E1 rack in the electronics equipment compartment.

These are the drain fittings:

- 1 - captain pitot line

- 2 - captain static line - lower drain
- 3 - first officer pitot line
- 4 - first officer static line lower drain
- 5 - auxiliary static line 1 - lower drain
- 6 - alternate static line
- 7 - auxiliary static line 1 - upper drain
- 8 - captain static line - upper drain
- 9 - auxiliary pitot line 2
- 10 - first officer static line - upper drain.
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 737-300/400/500 TRAINING MANUAL

FORWARD BULKHEAD
- LEFT - DRAINS 7, 8
- RIGHT - DRAINS 9,10
E1 RACK AFT RIGHT
- DRAINS 3, 4, 5, 6

E1 RACK AFT LEFT

FWD - DRAINS 1, 2
FWD
34-11-CC-003 Rev 1 10/02/1998

ELECTRONIC EQUIPMENT
NOSE WHEEL WELL COMPARTMENT

PITOT STATIC SYSTEM - DRAIN FITTINGS COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
PITOT STATIC SYSTEM -- EXTERNAL COMPONENT LOCATION
Pitot Static Probes Location

The airplane has four pitot static probes. The captain

probes are on the upper left side and lower right side
of the airplane. The first officer probes are on the
upper right side and lower left side of the airplane.

Alternate Static Ports Location

There is an alternate static port on each side of the

airplane at station 406.
34-11-CC-005 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

F/O PITOT CAPT PITOT

STATIC PROBE STATIC PORT

ALTERNATE CAPT AUX PITOT F/O AUX PITOT ALTERNATE

STATIC PORT STATIC PROBE STATIC PROBE STATIC PORT
(STATION 406) (STATION 406)
RIGHT SIDE LEFT SIDE
34-11-CC-005 Rev 1 10/02/1998

PITOT STATIC SYSTEM - EXTERNAL COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
PITOT STATIC SYSTEM -- INTERFACE AND FUNCTIONAL DESCRIPTION
Pressure Lines

These pressure lines send pitot pressure:

- Left upper pitot line - captain ADC

- Right upper pitot line - first officer ADC
- Lower left auxiliary pitot line - standby
airspeed.

These pressure lines send static pressure:

- Left upper/right lower static line - captain ADC

- Right upper/left lower static line - first officer
ADC
- Left upper/right lower auxiliary static line -
cabin altitude and differential pressure indicator
- Alternate static ports line - standby altitude.

All static lines are cross-connected to compensate for

airplane maneuvers.

Drain Fittings

Each pitot and staic line has at least one drain

fitting. Some lines have more than one drain fitting.
34-11-CC-006 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL
F/O PITOT CAPT AUX PITOT
STATIC PROBE STATIC PROBE
ALTN
STATIC
PORT

AUXILIARY
STATIC

RIGHT ADC STATIC

ALTERNATE
STATIC
STANDBY
ALTIMETER/
AIRSPEED
INDICATOR

CABIN DIFFERENTIAL
PRESSURE INDICATOR

AUXILIARY
PITOT
34-11-CC-006 Rev 1 04/04/2000

LEFT ADC

ALTN
PITOT PRESSURE STATIC
PORT
STATIC PRESSURE CAPT PITOT F/O AUX PITOT
STATIC PROBE STATIC PROBE
PITOT STATIC SYSTEM - INTERFACE AND FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
PITOT STATIC SYSTEM -- PITOT STATIC PROBE
General

The pitot static probe measures impact and static air

pressures.

Physical Description

The probe has these three ports:

- One port that points forward for impact pressure

- Two ports that are on the side of the probe for
static pressure.

A strut moves the probe several inches from the

airplane skin to minimize airflow turbulence effects. A
base plate contains the electrical and pressure
connectors. A gasket is between the probe base and the
airplane structure to form a pressure seal.

An anti-icing heater is in the probe to prevent ice.

The heater is attached to the electrical connector in
the base plate.
34-11-CC-007 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

GASKET
PITOT CONNECTION

STATIC CONNECTION

AUXILIARY STATIC
CONNECTION

HEATER CONNECTOR
34-11-CC-007 Rev 1 10/02/1998

PITOT STATIC SYSTEM - PITOT STATIC PROBE

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 737-300/400/500 TRAINING MANUAL
PITOT STATIC SYSTEM -- STATIC PORT
General

The static ports measure static (ambient) air pressure.

Physical Description

The static ports are flush-mounted on the fuselage

skin. There is a circle around the port with a caution
note.

CAUTION: DO NOT PLUG OR DEFORM HOLES. INDICATED AREAS

MUST BE SMOOTH AND CLEAN.

The static ports do not have anti-icing heaters.

34-11-CC-008 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL
34-11-CC-008 Rev 1 10/02/1998

PITOT STATIC SYSTEM - STATIC PORT

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 737-300/400/500 TRAINING MANUAL
PITOT STATIC SYSTEM -- DRAIN FITTING
General

The drains remove condensation that collects in the

pitot and static lines.

Physical Description

The drain fitting has two parts, upper and lower. The
upper part contains a spring-loaded seal which closes
with upper frame to form the sump. The lower part of
the drain contains a valve covered by a bayonet cap.

Operation

To drain a line, remove the cap and insert the valve

depressor on the cap into the valve. The liquid in the
sump drains by gravity when you push the valve.
34-11-CC-009 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

VALVE
34-11-CC-009 Rev 1 10/02/1998

BAYONET FITTING CAP

PITOT STATIC SYSTEM - DRAIN FITTING

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 737-300/400/500 TRAINING MANUAL
AIR DATA COMPUTER SYSTEM -- INTRODUCTION
Purpose FMC - flight management computer
FMCS - flight management computer system
The air data computer (ADC) system calculates F/O - first officer
temperature, airspeeds, altitude rate, and barometric
GPS - global positioning system
altitude. The ADC shows the data to the flight crew and
sends the data to user systems. GPWC - ground proximity warning computer
GS - ground speed
Abbreviations and Acronyms IFSAU - integrated flight systems accessory unit
instr - instrument
AC - alternating current IR - inertial reference
A/D - analog-to-digital IRS - inertial reference system
ADC - air data computer ISDU - inertial system display unit
alt - altimeter L - left
alt - altitude LCD - liquid crystal display
ARINC - Aeronautical Radio, inc. MASI - mach airspeed indicator
A/T - autothrottle nav - navigation
ATC - air traffic control NCD - no computed data
BARO - barometric NVM - non-volatile memory
capt - captain pos - position
CAS - computed airspeed R - right
CORR - correction ref - reference
CPU - central processing unit R/T - receiver transmitter
DC - direct current sel - select
E/E - electronic equipment (compartment)
34-12-CC-001 Rev 1 10/02/1998

spd - speed
EFIS - electronic flight instrument system stby - standby
EIS - engine indicating system sys - system
elec - electronic TAT - total air temperature
elex - electrical V - volts
FCC - flight control computer
FDAU - flight data acquisition unit

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 737-300/400/500 TRAINING MANUAL
34-12-CC-001 Rev 1 10/02/1998

AIR DATA COMPUTER SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- GENERAL DESCRIPTION
General - Maximum velocity operating (Vmo)
- Maximum Mach operating (Mmo)
The air data computer (ADC) supplies these types of - Selected speed.
data to the aircrew and to the airplane systems:
The MASIs calculate Vmo or Mmo (depends on the
- Altitude altitude) and send a discrete to the aural warning
- Airspeed module if there is an overspeed.
- Temperature
- Altitude rate Auto transformers change 115v ac to 26v ac. The voltage
- Mach. goes to these units:

The ADC system has these components: - ADC - reference for output analog signals
- ADC - reference for BARO correction
- ADCs - MASIs - power
- Total air temperature (TAT) probe - Altimeters - power
- Altimeters - Altimeters - reference for BARO correction.
- Mach airspeed indicators (MASI)
- Mach airspeed warning test switches. You use the Mach airspeed warning test switches to do a
test of the overspeed warning.
Functional Description

The TAT probe is a temperature sensitive device. The

probe resistance changes with changes in temperature.
The resistance goes to the ADC.

The altimeters show barometric (BARO) corrected

34-12-CC-002 Rev 1 10/09/1998

altitude to the flight crew. The altimeters send BARO

correction to the ADCs.

The MASIs show these indications to the aircrew:

- Airspeed
- Mach (when Mach is more than 0.4)

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 737-300/400/500 TRAINING MANUAL

PITOT HONEYWELL
AIR DATA

PRESSURE
COMPUTER AIR DATA
PITOT STATIC

STATIC 0
PRESSURE 9 1
TEST HISTORY
8 31, 680 2
BIT TEST HISTORY

7 MB
ALT IN HG 3
1013 29.92
6 4
FAULT CODES
BARO
5

ALTIMETER
TOTAL AIR
TEMPERATURE PROBE

ADC
60
MACH
80
400 8
4 100
7
350
120
300
2 7 0
34-12-CC-002 Rev 1 10/09/1998

MACH
AIRSPEED 140
AUTO TRANSFORMER FLIGHT RECORDER WARNING
TEST
250 KNOTS
TEST NORMAL NO 1 NO 2 160
200 180
OFF

PULL TO SET
MACH AIRSPEED MASI
WARNING TEST
SWITCHES

ADC SYSTEM - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- COMPONENT LOCATION - FLIGHT COMPARTMENT
General

These are the ADC system components in the flight

compartment:

- Captain and first officer altimeters

- Captain and first officer MASI
- Mach airspeed warning test switches.

These are the components in the flight compartment that

have an interface with the ADC system:

- Aural warning module

- Engine indicating system (EIS) secondary display
- Captain and first officer EADI.
34-12-CC-003 Rev 1 11/13/1998

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 737-300/400/500 TRAINING MANUAL

P2 CENTER INSTRUMENT PANEL P5 AFT OVERHEAD PANEL

- EIS SECONDARY DISPLAY - MACH AIRSPEED WARNING
TEST SWITCHES

P1 CAPTAIN
INSTRUMENT PANEL P3 FIRST OFFICER
- ALTIMETER INSTRUMENT PANEL
- EADI - EADI
- MASI - ALTIMETER
- MASI
34-12-CC-003 Rev 1 11/13/1998

P9 FORWARD ELECTRONIC PANEL

- AURAL WARNING MODULE

ADC SYSTEM - COMPONENT LOCATION - FLIGHT COMPARTMENT

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- COMPONENT LOCATION - E/E COMPARTMENT
General

These are the ADC system components in the electronic

equipment (E/E) compartment:

- ADC 1
- ADC 2.
34-12-CC-004 Rev 1 10/21/1998

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 737-300/400/500 TRAINING MANUAL

E1-1 SHELF
- ADC 1
- ADC 2

FWD
34-12-CC-004 Rev 1 10/21/1998

(LOOKING FORWARD)

ADC SYSTEM - COMPONENT LOCATION - E/E COMPARTMENT

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- COMPONENT LOCATION - AIRPLANE FUSELAGE
General

The TAT probe is on the left side of the fuselage.

34-12-CC-006 Rev 1 11/13/1998

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 737-300/400/500 TRAINING MANUAL

TAT PROBE
34-12-CC-006 Rev 1 11/13/1998

ADC SYSTEM - COMPONENT LOCATION - AIRPLANE FUSELAGE

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- POWER INTERFACE - 1
ADC

The ADC operates with 115v ac. The ADC gets 26v ac for
a reference voltage for analog outputs. The ADC also
gets a reference voltage for the onside and offside
barometric correction.

Auto Transformer

The auto transformer gets 115v ac. The auto transformer

supplies 26v ac for use in the ADC system.

Altimeter

The altimeter gets 26v ac for power. The altimeter also

gets 26v ac for a reference voltage for the barometric
correction.

MASI

The MASI gets 26v ac for power.

The MASI also gets 28v dc from the Mach airspeed

warning test switch to do a test of the overspeed
sound.
34-12-CC-007 Rev 1 11/13/1998

Mach Airspeed Warning Test Switch

The Mach airspeed warning test switch gets 28v dc. It

sends the voltage to the MASI for the overspeed test.

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 737-300/400/500 TRAINING MANUAL

115V AC
ELEX BUS 1
COMPUTER-1
AC
ADC SYS 2 OFFSIDE BARO
CORRECTION REF
AUTO
XFMR-1 ONSIDE BARO
CORRECTION REF
AUTO TRANSFORMER
26V AC REF
COMPUTER-1
26V AC ADC 1

ALTM-1
26V AC CAPTAIN
ALTIMETER

MACH
28V DC ASI
ELEX
BUS 1 28V DC
MACH WARN
34-12-CC-007 Rev 1 11/13/1998

SYS-1 MACH AIRSPEED CAPTAIN MASI

WARNING TEST
SWITCH
P18 CIRCUIT
BREAKER PANEL

ADC SYSTEM - POWER INTERFACE - 1

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- POWER INTERFACE - 2
ADC

The ADC operates with 115v ac. The ADC gets 26v ac for
a reference voltage for analog outputs. The ADC also
gets a reference voltage for the onside and offside
barometric correction.

Auto Transformer

The auto transformer gets 115v ac. The auto transformer

supplies 26v ac for use in the ADC system.

Altimeter

The altimeter gets 26v ac for power. The altimeter also

gets 26v ac for a reference voltage for the barometric
correction.

MASI

The MASI gets 26v ac for power.

The MASI also gets 28v dc from the Mach airspeed

warning test switch to do a test of the overspeed
sound.
34-12-CC-008 Rev 1 11/13/1998

Mach Airspeed Warning Test Switch

The Mach airspeed warning test switch gets 28v dc. It

sends the voltage to the MASI for the overspeed test.

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 737-300/400/500 TRAINING MANUAL

115V AC
ELEX BUS 2
COMPUTER-2
AC
ADC SYS 1 OFFSIDE BARO
CORRECTION REF
AUTO
XFMR-2 ONSIDE BARO
CORRECTION REF
AUTO TRANSFORMER
26V AC REF
COMPUTER-2
26V AC ADC 2

ALTM-2
26V AC FIRST OFFICER
ALTIMETER

MACH
28V DC ASI
ELEX
BUS 2 28V DC
34-12-CC-008 Rev 1 11/13/1998

MACH WARN
SYS-2 MACH AIRSPEED FIRST OFFICER
WARNING TEST MASI
SWITCH
P18 CIRCUIT BREAKER PANEL

ADC SYSTEM - POWER INTERFACE - 2

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- SYSTEM INPUTS
General

Each ADC receives inputs from these onside components:

- Altimeter
- Pitot probe
- Static ports
- Total air temperature probe.

The offside altimeter sends barometric correction to

each ADC.
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 737-300/400/500 TRAINING MANUAL

BARO
CORRECTION

CAPT ALTIMETER

PITOT PITOT
PRESSURE PRESSURE
BARO
STATIC CORRECTION STATIC
PRESSURE F/O ALTIMETER PRESSURE

ADC 1 TAT PROBE ADC 2

34-12-CC-009 Rev 1 11/13/1998

ADC SYSTEM - SYSTEM INPUTS

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- OUTPUTS - ANALOG
General

The ADCs send analog altitude to the altimeters and the

MASIs.

ADC 1 sends analog airspeed to the yaw damper. ADC 1

also sends analog airspeed and airspeed valid to the
autothrottle computer.

The ADCs send analog airspeed and airspeed valid to the

MASIs.
34-12-CC-010 Rev 1 11/13/1998

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 737-300/400/500 TRAINING MANUAL

AIRSPEED

YAW DAMPER
ALTITUDE

CAPTAIN ALTIMETER
AIRSPEED
AIRSPEED
VALID
AUTOTHROTTLE
ADC 1 COMPUTER

CAPTAIN MASI

ALTITUDE

FIRST OFFICER
ALTIMETER
34-12-CC-010 Rev 1 11/13/1998

AIRSPEED
AIRSPEED
VALID

ADC 2 FIRST OFFICER

MASI

ADC SYSTEM - OUTPUTS - ANALOG

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- OUTPUTS - DIGITAL
General

Each ADC has four data bus outputs. Each data bus has
the same information.

These components and systems receive data from ADC 1:

- Autothrottle (A/T) computer

- EFIS symbol generator 1
- Flight control computer (FCC) A
- Flight data acquisition unit (FDAU)
- Air traffic control (ATC) 1 and 2
- Engine indication system (EIS) secondary display
- Flap load limiter system
- Ground proximity warning computer (GPWC)
- Stall warning system 1
- Cabin pressure controller 1 and 2
- FMC
- IRU 1.

These components and systems receive data from ADC 2:

- Autothrottle (A/T) computer

- EFIS symbol generator 2
- Flight control computer (FCC) B
- Air traffic control (ATC) 1 and 2
34-12-CC-011 Rev 1 11/13/1998

- Stall warning system 2

- Cabin pressure controller 1 and 2
- FMC
- IRU 2.

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 737-300/400/500 TRAINING MANUAL

ARINC 429 BUS 1

DATA BUSES (4)

ADC 1 BUS 2 FCC A

EFIS SG 1
BUS 4

BUS 4 BUS 4 FDAU

BUS 4 IRU 1
BUS 1
CABIN PRESSURE BUS 1
CONTROLLER 1
BUS 1 FLAP LOAD
LIMITER
ATC 1
BUS 3
BUS 4 BUS 1
BUS 4 BUS 1 STALL WARN 1

FMC ATC 2
BUS 3
BUS 3
BUS 3 GPWS

A/T COMP BUS 2

BUS 4
BUS 4 BUS 4 EIS
34-12-CC-011 Rev 1 11/13/1998

CABIN PRESSURE IRU 2

CONTROLLER 2 BUS 3

BUS 2 STALL WARN 2

ARINC 429 EFIS SG 2

BUS 1
DATA BUSES (4)

ADC 2 FCC B

ADC SYSTEM - OUTPUTS - DIGITAL

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- AIR DATA COMPUTER
General

The air data computer provides this data:

- Altitude
- Altitude rate
- Airspeed
- Temperature
- Mach.

Physical Properties

The ADC is a 1/2 ATR size and weighs 16 pounds (7.3

kgs.)

These are the items on the front of the ADC:

- Pitot pressure connector

- Static pressure connector
- Self-test switch for history and current status
- Self-test display for BITE codes.
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 737-300/400/500 TRAINING MANUAL

HONEYWELL AIR DATA

COMPUTER

PITOT STATIC

PITOT CONNECTOR STATIC CONNECTOR

TEST HISTORY
SELF-TEST DISPLAY
SELF-TEST SWITCH
BIT TEST HISTORY
SET TO TEST AND RELEASE SET TO HISTORY AND RELEASE
88=DISPAY TEST RESELECT FOR PREVIOUS FLIGHT
AA=TEST OK LH DISPLAY=FLIGHT NO.
F1-F9 FAIL SEE CODE RH DISPLAY=FAULT CODE
FLASHING=TEST ENDING- (RH=O=NOFAULT)
RESELECT TO CONTINUE

FAULT CODES
1 =ADC FAULT 5 =BARO RESOLVER #1
2 =TEMP PROBE 6 =BARO RESOLVER #2
3 =BARO REF # 1 7 =26V SYNCHRO REF
4 =BARO REF #2 8 =CABIN PRESSURE REF
9 =AIRCRAFT PROGRAM PINS
34-12-CC-019 Rev 1 10/21/1998

ADC SYSTEM - AIR DATA COMPUTER

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- ADC FUNCTIONAL DESCRIPTION
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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- ADC FUNCTIONAL DESCRIPTION
General - Number one barometric reference voltage
- Number one barometric correction
The ADC calculates these signals and sends them to user - Number two barometric reference voltage
systems: - Number two barometric correction
- 26 volts ac for an analog reference voltage
- Altitude - Total air pressure
- Altitude rate - Static air pressure
- Computed airspeed (CAS) - Total air temperature.
- True airspeed (TAS)
- Mach For the captain ADC, number one barometric correction
- Temperature. comes from altimeter 1 and number two barometric
correction comes from altimeter 2. For the first
The ADC sends these signals in analog format and on officer ADC, number one barometric correction comes
four ARINC 429 digital data buses. All of the data from altimeter 2 and number two barometric correction
buses have the same signals. comes from altimeter 1.

Power The input processor changes all the input signals to a

digital format for the central processor.
Power to the ADC is 115v ac and 26v ac. The ADC uses
115v ac for LRU power. The ADC uses 26v ac for a Central Processor
reference for the analog altitude and airspeed signals.
The central processor is a digital computer. It makes
Total Air Pressure and Static Pressure all the calculations and formats the output signals.
The central processor controls the BITE function and
The pitot (total) and static pressures from the pitot responds to inputs from the TEST/HISTORY switch.
static probes go to the ADC through tubes and flexible
34-12-CC-020 Rev 1 11/13/1998

hoses. The ADC changes the pressures to an analog The processor calculates these signals:
signal. The ADC input processor changes the analog
signal to digital data for the central processor. - Computed airspeed
- True airspeed
Input Processor - Analog airspeed
- Total air temperature
The input processor receives these signals: - Static air temperature

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- ADC FUNCTIONAL DESCRIPTION
- Coarse altitude
- Fine altitude
- Corrected altitude
- Uncorrected altitude
- Analog altitude
- Altitude rate
- Valid discretes.

All of the data goes out on four ARINC 429 data buses.

Discrete Outputs

The altitude and airspeed valid signals go to analog

users of altitude and airspeed.

Analog Outputs

These are the analog outputs from the ADC:

- A voltage output of CAS for the autothrottle

computer
- A resistance output of altitude for some cabin
pressure controllers
- A synchro, three wire output of coarse altitude
for the altimeter and MASI
- A synchro, three wire output of fine altitude for
34-12-CC-020 Rev 1 11/13/1998

the altimeter and MASI

- A synchro, three wire output of airspeed for the
MASI.

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 737-300/400/500 TRAINING MANUAL

HISTORY
BITE
POWER BITE DISPLAY
115V AC SUPPLY POWER
TEST

26V AC REFERENCE ALTITUDE

VALID
BARO
REF 1 AIRSPEED
VALID
BARO 1
CORR DISCRETE
BARO OUTPUT
REF 2
AIRSPEED
BARO 2
CORR ALTITUDE
3 COARSE
ALTITUDE
TAT 3 FINE
ALTITUDE
3
AIRSPEED
INPUT PROCESSOR ANALOG
OUTPUT

PITOT
4
TOTAL PRESSURE
34-12-CC-020 Rev 1 11/13/1998

CONVERTER

STATIC
CENTRAL PROCESSOR ARINC 429
STATIC PRESSURE OUTPUT
CONVERTER
ADC (TYPICAL)

ADC SYSTEM - ADC FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- MACH AIRSPEED INDICATOR
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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- MACH AIRSPEED INDICATOR
General Mach

The Mach airspeed indicator (MASI) shows this data: The MASI calculates and shows Mach. Mach shows for Mach
more than 0.4. For Mach values less than 0.4 Mach, the
- Airspeed with a dial and pointer MASI covers the readout with a black mask. If Mach
- Airspeed in a digital readout fails, the MASI shows a MACH flag that covers the Mach
- Maximum airspeed readout.
- Mach
- Target airspeed. Target Airspeed Cursor

Airspeed The MASI target airspeed cursor has these two modes of
operation:
The MASI shows computed airspeed from the onside ADC.
If the CAS from the ADC fails, the MASI shows an A/S - Manual - set by the aircrew
flag covering the digital CAS readout. - Automatic - set by the FMC in cruise and the FCC
during landing.
Maximum Airspeed
To use the automatic mode, push the cursor knob in. To
The MASI calculates maximum airspeed (Vmo) and maximum use the manual mode, pull the cursor knob out. In the
Mach (Mmo). The MASI uses Vmo up to an altitude of manual mode, the cursor points to the airspeed you
26,000 feet. Above this altitude, the MASI uses Mmo. select. The manual cursor shows.
When the MASI uses Mmo, the maximum airspeed pointer
points to the maximum airspeed. If the maximum airspeed Normally in cruise, the FMC calculates the best
function fails, the MASI shows a Vmo flag on the airspeed to fly the route. The FMC sends the airspeed
display. to the FCC. The FCC sends the airspeed to the MASI and
the autothrottle computer. If the autothrottle computer
34-12-CC-021 Rev 1 11/13/1998

If the airspeed or Mach is more than the Vmo, the MASI is on, the computer will fly the airspeed. During auto
sends an overspeed discrete to the aural warning landing, the FCC calculates the airspeed.
module. The clacker sound comes on.

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- MACH AIRSPEED INDICATOR
Manual Bugs

Around the outside edge of the MASI there are airspeed

bugs. The aircrew can position the bugs to airspeeds
they want to note.
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 737-300/400/500 TRAINING MANUAL

MANUAL CURSOR
FLAG M
60
80
400 MACH
7 8
MAXIMUM AIRSPEED
POINTER 100
TARGET AIRSPEED 350
7 MACH
CURSOR

VMO FLAG
VMO IN
OP 120
300 CURSOR INOP
FLAG
2 7 0 140
AIRSPEED
POINTER
250 KNOTS
160 AIRSPEED
200180
34-12-CC-021 Rev 1 11/13/1998

CURSOR KNOB
MANUAL BUGS
PULL TO SET (TYPICAL)

ADC SYSTEM - MACH AIRSPEED INDICATOR

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- MASI FUNCTIONAL DESCRIPTION
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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- MASI FUNCTIONAL DESCRIPTION
General - Reference voltage for target airspeed
- Valid signals
The Mach airspeed indicator (MASI) shows this data: - Overspeed test discrete from the Mach airspeed
warning test switch.
- Airspeed with a dial and pointer
- Airspeed in a digital readout Output
- Maximum airspeed
- Mach The MASI sends an overspeed discrete to the aural
- Target airspeed. warning module when there is an overspeed or the MASI
get an overspeed test discrete.
The MASI controls these flags and a mask:
Power Supply
- Manual cursor flag shows when you pull out the
cursor knob. The power supply gets 26v ac. The power supply provides
- MACH flag shows when Mach fails or is NCD. ac and dc voltages to the MASI.
- A/S flag shows when airspeed fails or is NCD.
- Cursor INOP flag shows when the target airspeed Computed Airspeed
fails.
- Vmo flag shows when Vmo or Mmo fails. The input synchro receives CAS in a three-wire, analog
- Mask covers the Mach readout until Mach is more format from the ADC. The synchro resolver changes the
than 0.4. input signal to an error voltage and sends it to an
operational amplifier. The amplifier sends an error
Inputs voltage to a dc motor. The motor moves the airspeed
pointer and the digital airspeed readout.
The MASI gets these inputs:
The analog airspeed also goes to a synchro multiplexer.
34-12-CC-022 Rev 1 11/13/1998

Analog The multiplexer changes the CAS to a digital value and

sends the value to the processor.
- CAS from the ADC
- Analog coarse altitude from the ADC The CAS valid signal controls the A/S flag. The A/S
- Analog fine altitude from the ADC flag covers the digital CAS readout when it is in view.
- 26 volts ac CAS valid also goes to the processor.
- Target airspeed from the FCC

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- MASI FUNCTIONAL DESCRIPTION
Processor When you pull the manual cursor control knob, the
switch removes the ground to the cursor motor. Also,
The processor in the MASI calculates this data: the gears align. The manual flag is in view. The cursor
knob controls the position of the cursor.
- Mach
- Vmo
- Mmo
- Overspeed
- Mach flag
- Overspeed flag.

To calculate the data, the processor uses these inputs:

- CAS
- Altitude
- Altitude valid
- CAS valid.

The processor also controls a black mask. The mask

covers the Mach value until Mach is 0.4 Mach or more.

When the processor gets an overspeed test discrete, it

sends the overspeed signal to the overspeed switch.

Target Airspeed
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The target airspeed signal and a valid signal come from

the flight control computer. The signals go to an
operational amplifier. If the manual cursor control is
in, the amplifier controls a motor. The motor moves the
target airspeed cursor. The target airspeed valid
signal controls the cursor INOP flag.

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 737-300/400/500 TRAINING MANUAL

26V AC POWER POWER

SUPPLY

CAS AIRSPEED FLAG MANUAL FLAG M

VALID 60
SYNCHRO
80
AIRSPEED MACH
CAS RESOLVER MOTOR 400
AND 8 100
OPERATIONAL
7
7
TARGET
AMPLIFIER 350
IN
AIRSPEED V MO OP 120
REFERENCE
TARGET OPERATIONAL 300
AMPLIFIER MOTOR
AIRSPEED 2 7 0 140
250 KNOTS
160
200 180
TARGET
AIRSPEED DC
CURSOR INOP FLAG PULL TO SET
VALID
OVERSPEED
TEST MACH FLAG/
ALTITUDE BLACK MASK OVERSPEED
VALID PROCESSOR OVERSPEED FLAG

MOTOR OVERSPEED
34-12-CC-022 Rev 1 11/13/1998

OVERSPEED SWITCH
COARSE SYNCHRO POINTER
SYNCHRO
ALTITUDE MULTIPLEXER RESOLVER
MACH
MOTOR
FINE SYNCHRO
ALTITUDE RESOLVER

ADC SYSTEM - MASI FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- ELECTRIC ALTIMETER
General

The altimeter shows altitude from -1000 feet to 50,000

feet.

The altimeter shows this data:

- Digital altitude readout

- Altitude pointer
- Barometric correction
- Altitude bug.

Operation

The digital altitude readout shows these flags:

- If the altitude is negative, a green NEG flag shows

in front of the altitude
- If the altitude is below 10,000 feet, a mask covers
the first digit of the display
- If the input altitude fails or the altimeter
fails, a red OFF flag shows.

The pointer shows altitude values from 0 feet to 1000

feet.
34-12-CC-023 Rev 1 12/06/1996

The BARO set knob changes the value of the barometric

correction. The knob controls the millibars readout and
the inches readout at the same time. The altimeter
sends barometric correction to both ADCs.

You can set the position of the altitude bug with the
bug set knob.

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 737-300/400/500 TRAINING MANUAL

NEG FLAG
ALTITUDE
READOUT
(GREEN)
NEG 260
0 TEN THOUSANDS
ALTITUDE BUG 9 1 MASK (BLACK)
4 260
8 4 2602 OFF FLAG
BARO SETTING (RED)
MILLIBARS
7 MB
ALT
IN HG 3 ALTITUDE
OFF 020
POINTER
1013 2992
6 4 BARO SETTING
BARO SET 5 INCHES
KNOB BARO
ALTITUDE
34-12-CC-023 Rev 1 12/03/1998

BUG SET KNOB

ADC SYSTEM - ELECTRIC ALTIMETER

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- ELECTRIC ALTIMETER FUNCTIONAL DESCRIPTION
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34-12-CC-024 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- ELECTRIC ALTIMETER FUNCTIONAL DESCRIPTION
General Power Supply

The electric altimeter shows this data: The power supply gets 26v ac. The power supply provides
ac and dc voltages to the altimeter.
- Altitude digital readout
- Altitude pointer Altitude
- Altitude bug
- Barometric correction. There are two input synchros to the altimeter. Both
inputs come from the ADC. Both inputs are three-wire
The altimeter controls these flags and a mask: analog signals. One synchro receives coarse altitude.
The other synchro receives fine altitude. The synchro
- OFF flag for altitude invalid or an instrument resolvers change the input signals to an error voltage
failure. and send them to a switch.
- NEG flag for altitudes below zero
- Mask covers the ten thousands number below 10,000 If the coarse altitude error signal is more than a
feet altitude. certain value, the switch sends the coarse error signal
to an operational amplifier. If the coarse altitude
Inputs error signal is less than a certain value, the switch
sends the fine error signal to the operational
The altimeter gets these inputs: amplifier.

- 26v ac The amplifier sends the error voltage to a dc motor.

- Coarse altitude The motor moves the altitude pointer and the digital
- Fine altitude altitude readout. The motor output controls the NEG
- Altitude valid signal flag. If the altitude is below zero feet, the motor
- 26v ac for a barometric correction reference pulls the NEG flag into view. The motor output controls
34-12-CC-024 Rev 1 12/03/1998

voltage. the mask. If the altitude is below ten thousand feet,

the motor pulls the mask into view.
Output
The motor output also goes to a mechanical mixer. From
The altimeter sends barometric correction to both ADCs. the mixer, the signal goes to the input synchros for
feedback.

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- ELECTRIC ALTIMETER FUNCTIONAL DESCRIPTION
The altitude valid signal controls the OFF flag. The
OFF flag covers the altitude readout when it is in
view.

Barometric Correction

The BARO knob controls the millibars (MB) and inches

(IN HG) readouts. The output of the BARO knob also goes
the the mixer and an output synchro resolver.

The mixer sends the barometric correction and the

altitude signal to the input synchros to null them.

The output synchro resolver gets 26v ac for a reference

voltage. The resolver sends a three-wire barometric
correction signal to both ADCs.
34-12-CC-024 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

POWER
26V AC SUPPLY POWER
0
ALTITUDE OFF FLAG 9 1

4
VALID
8 2602
MASK 7 ALT 3
MB IN HG
COARSE SYNCHRO
RESOLVER NEG 1013 2992
ALTITUDE
6 4
5
BARO
GEAR
TRAIN

FINE SYNCHRO OPERATIONAL

SWITCH AMPLIFIER MOTOR
ALTITUDE RESOLVER

MIXER

26V AC
REFERENCE
34-12-CC-024 Rev 1 12/03/1998

BAROMETRIC SYNCHRO
CORRECTION RESOLVER

ADC SYSTEM - ELECTRIC ALTIMETER FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- TOTAL AIR TEMPERATURE PROBE
General

The total air temperature (TAT) probe measures the air

temperature outside the airplane. An opening in the
front of the sensor lets air flow through and around
the sensing elements and exit through ports in the rear
of the probe.

Sensing Elements

There are two sense elements in the TAT probe. Each

sense element is a resistive element. The resistance
changes when the temperature of the air flow across the
element changes.

Electrical Connector

The analog connection to the ADCs and to the heater

power connection comes through the electrical
connector. The heater in the TAT probe prevents ice.
34-12-CC-025 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

INSTALLATION
BOLT (6)

AIR FLOW

SENSING
ELEMENTS

AIRPLANE AIRFLOW OUT FROM

SKIN SENSING ELEMENTS
HEATER
34-12-CC-025 Rev 1 12/03/1998

FWD

ELECTRICAL
CONNECTOR

ADC SYSTEM - TOTAL AIR TEMPERATURE PROBE

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- MACH AIRSPEED WARNING TEST SWITCH
General

There are two Mach airspeed warning test switches. They

are momentary push switches. When you push the test
switch, 28v dc goes to the Mach airspeed indicator for
the overspeed test.
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 737-300/400/500 TRAINING MANUAL

MACH
FLIGHT RECORDER AIRSPEED
WARNING
TEST
TEST NORMAL NO 1 NO 2
OFF
a
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ADC SYSTEM - MACH AIRSPEED WARNING TEST SWITCH

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- TEMPERATURE INDICATION
General

TAT from ADC 1 shows on the top of the engine

indicating system, secondary display. TAT goes out of
view when the data from the ADC is invalid.
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 737-300/400/500 TRAINING MANUAL

TOTAL AIR
TEMPERATURE
INDICATION

TAT `C

ENG
OIL
PRESS
PSI

ENGINE DISPLAY
34-12-CC-030 Rev 1 12/03/1998

ADC SYSTEM - TEMPERATURE INDICATION

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- EFIS DISPLAYS
General

Computed airspeed from the on-side ADC shows on the

speed tape of the EADI. Mach shows below the airspeed
tape. Mach does not show for values less than 0.4 Mach.
If the Mach fails from the ADC, a MACH flag shows. If
the CAS fails from the ADC, a SPD flag shows. The SPD
flag has priority over the MACH flag.
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 737-300/400/500 TRAINING MANUAL

280 80

CAS TAPE S
260 60 SPEED FLAG
P
D
245 45

220

MACH MACH FLAG

MACH
.450

IN-FLIGHT NORMAL ON-GROUND NORMAL - NCD FAIL

34-12-CC-031 Rev 1 12/03/1998

EADI DISPLAYS

ADC SYSTEM - EFIS DISPLAYS

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- TRAINING INFORMATION POINT - ADC SELF-TEST
General - F9 - invalid program pins to the ADC.

You can do a test of the ADC from the front of the LRU. To complete the self-test, you should monitor the
To do the test, use the TEST/HISTORY switch. The test displays in the flight compartment. This check is for
results show in the flight compartment and on the front the ADC outputs. The displays show only if AA shows in
of the ADC. the window. These are the displays to monitor in the
flight compartment:
Operation
- 10,000 feet altitude on the electric altimeter
To do the self-test, put the TEST/HISTORY switch to - 0.785 Mach on the MASI
TEST and release. These are the displays you see on the - 0.785 Mach on the EADI
front of the ADC when you do the test: - 440 knots airspeed on the MASI
- 440 knots airspeed on the EADI
- 88 shows in the window - 1 degree C on the EIS
- AA shows if the ADC is OK and inputs are OK - OFF flag on the vertical speed indicator.
- FF shows if there is a fault.
The AA display will stay for one minute. When the AA
If FF shows during the self-test, one or more of nine display goes away, the test is complete. For the last
codes show after the letter F. These are the possible 10 seconds of the test, the AA display will flash. If
codes: you want more time, put the test switch to TEST.

- F1 - ADC fault During the test, the overspeed clackers will sound. For
- F2 - failed input from the TAT probe some aural warning units, the mechanical clackers will
- F3 - failed input of barometric reference voltage overheat after 20 seconds. To prevent this, pull the
from the on-side source aural warning circuit breaker.
- F4 - failed input of barometric reference voltage
34-12-CC-035 Rev 1 05/03/1999

from the off-side source

- F5 - failed input of barometric correction from
the on-side altimeter
- F6 - failed input of barometric correction from
the off-side altimeter
- F7 - failed input of 26v ac reference voltage
- F8 - is not used

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 737-300/400/500 TRAINING MANUAL

AIR DATA
HONEYWELL COMPUTER 60
0 80
9 1 400 MACH
PITOT STATIC 9 100
8 10 0002 350
7
120
460
7 ALT 3 300
4 4 2
MB IN HG
2 1013 2992 1 140
44 250
1 6 4 KNOTS
160
5 200 180
TEST HISTORY 420 BARO
PULL TO SET
BIT TEST HISTORY
SET TO TEST AND RELEASE
88=DISPAY TEST
SET TO HISTORY AND RELEASE
RESELECT FOR PREVIOUS FLIGHT
ALTIMETER MASI
AA=TEST OK
F1-F9 FAIL SEE CODE
LH DISPLAY=FLIGHT NO.
RH DISPLAY=FAULT CODE
.789
FLASHING=TEST ENDING- (RH=O=NOFAULT)
RESELECT TO CONTINUE

FAULT CODES
TAT oC
1 =ADC FAULT 5 =BARO RESOLVER #1
2 =TEMP PROBE 6 =BARO RESOLVER #2
3
4
=BARO REF # 1
=BARO REF #2
7
8
=26V SYNCHRO REF
=CABIN PRESSURE REF EADI ENG
9 =AIRCRAFT PROGRAM PINS
OIL
PRESS
PSI

EIS

1 2
.5 VERTICAL 4
34-12-CC-035 Rev 1 05/03/1999

TEST HISTORY SPEED

0 OFF
6
1000 FPM
TEST HISTORY .5 4
1 2
TEST HISTORY
(X CAN BE FAULT CODES 1-9)
VSI
ADC SYSTEM - TRAINING INFORMATION POINT - ADC SELF-TEST

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 737-300/400/500 TRAINING MANUAL
ADC SYSTEM -- TRAINING INFORMATION POINT - ADC FAULT HISTORY
General

You can see the fault history for the last 10 flights
on the front of the ADC.

Operation

To see the fault history, put the TEST/HISTORY switch

to HISTORY and release. After you release the switch,
you will see a zero and a number from zero to nine. The
leading zero shows the last flight leg. The second
number shows no faults for that leg (zero) or one or
more fault codes (numbers 1 - 9).

To see the remaining 9 flight legs, put the switch to

HISTORY again. The first number will always be one less
than the flight leg.

Multiple faults show in sequence. The display shows for

thirty seconds.
34-12-CC-036 Rev 1 11/14/1996

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 737-300/400/500 TRAINING MANUAL

AIR DATA
HONEYWELL COMPUTER

PITOT STATIC
TEST HISTORY

TEST HISTORY

BIT TEST HISTORY

SET TO TEST AND RELEASE SET TO HISTORY AND RELEASE
88=DISPAY TEST RESELECT FOR PREVIOUS FLIGHT
AA=TEST OK LH DISPLAY=FLIGHT NO.
F1-F9 FAIL SEE CODE RH DISPLAY=FAULT CODE
FLASHING=TEST ENDING- (RH=O=NOFAULT)
RESELECT TO CONTINUE

FAULT CODES
1 =ADC FAULT 5 =BARO RESOLVER #1
2 =TEMP PROBE 6 =BARO RESOLVER #2
3 =BARO REF # 1 7 =26V SYNCHRO REF
4 =BARO REF #2 8 =CABIN PRESSURE REF
9 =AIRCRAFT PROGRAM PINS

(X CAN BE FAULT CODES 1-9)

34-12-CC-036 Rev 1 12/03/1998

ADC SYSTEM - TRAINING INFORMATION POINT - ADC FAULT HISTORY

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 737-300/400/500 TRAINING MANUAL
INERTIAL REFERENCE SYSTEM -- INTRODUCTION
THIS PAGE INTENTIONALLY LEFT BLANK
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 737-300/400/500 TRAINING MANUAL
INERTIAL REFERENCE SYSTEM -- INTRODUCTION
Purpose elec - electronic
elex - electrical
The inertial reference system (IRS) calculates this ent - enter
data:
FCC - flight control computer
- Attitude FDAU - flight data acquisition unit
- Present position FMC - flight management computer
- Groundspeed FMCS - flight management computer system
- Heading F/O - first officer
- Track GPWC - ground proximity warning computer
- Wind.
GS - ground speed
Abbreviations and Acronyms hdg - heading
IFSAU - integrated flight systems accessory unit
AC - alternating current init - initialization
A/D - analog to digital instr - instrument
alt - alternate IRS - inertial reference system
alt - altitude IRU - inertial reference unit
ARINC - Aeronautical Radio, inc. ISDU - inertial system display unit
att - attitude L - left
bat - battery LIM - laser intensity monitor
capt - captain LSK - line select key
CDU - control display unit MCU - master caution unit
clr - clear MSU - mode select unit
34-28-CC-001 Rev 1 10/21/1998

CPU - central processing unit nav - navigation

DAA - digital to analog adapter NCD - no computed data
DC - direct current NVM - non-volatile memory
E/E - electronic equipment (compartment) PPOS - present position
EADI - electronic attitude direction indicator pos - position
EFIS - electronic flight instrument system pri - primary
EHSI - electronic horizontal situation indicator R - right

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 737-300/400/500 TRAINING MANUAL
INERTIAL REFERENCE SYSTEM -- INTRODUCTION
RDDMI - radio distance direction magnetic
indicator
ref - reference
R/T - receiver transmitter
sel - select
SMS - stall management system
spd - speed
stby - standby
sw - switched
sys - system
TK - track
trk - track
tru - true
V - volts
VSI - vertical speed indicator
WXR - weather radar
xfr - transfer
34-28-CC-001 Rev 1 10/21/1998

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 737-300/400/500 TRAINING MANUAL
34-28-CC-001 Rev 1 10/21/1998

INERTIAL REFERENCE SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
IRS -- GENERAL DESCRIPTION
General - Ground speed
- Wind direction and speed
The IRS supplies these type of data to the aircrew and - Status codes.
to the airplane systems:
The MSU sends mode selection data to the IRUs. It also
- Heading shows system operational and fault status to the flight
- Track crew.
- Wind
- Attitude The two IRUs calculate and send inertial reference
- Altitude information on ARINC 429 data buses.
- Vertical rate
- Accelerations The DAAs receive inertial data and change the format
- Present position. from ARINC 429 data to analog data. The DAAs send this
data to the RDDMIs and the yaw damper. The DAAs also
The IRS has these components: store the IRS inflight faults in non-volatile memory.
The DAAs also interface with other airplane systems.
- Inertial system display unit (ISDU) The DAAs change digital data to analog and analog data
- Mode select unit (MSU) to digital.
- IRUs
- Vertical speed indicators (VSIs) The DAAs are the interface between the FMCS and the IRS
- Digital to analog adapters (DAAs) for BITE. The DAAs take control of the FMC CDUs during
- IRS transfer switch IRS BITE. The DAAs put displays on the CDU for IRS
- IRS transfer relays BITE. The DAAs also send the BITE discrete to the IRUs
- IRS master caution unit. to put them into BITE.

Functional Description The IRS transfer switch and relays let you get all the
34-28-CC-002 Rev 1 11/13/1998

IRS data from one IRU.

The ISDU sends initial position and heading data to the
IRUs. It also supplies this data to the flight crew: The IRS master caution unit sends fail discretes to the
flight compartment master caution system.
- Present position
- True heading
- True track

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 737-300/400/500 TRAINING MANUAL

IRS

BOTH BOTH
ON L ON R
NORMAL

IRS TRANSFER USER SYSTEMS

SWITCH
TRANSFER
RELAYS (2)
ADC
SYSTEM

DAA (2)

IRS DATA

ISDU
IRS MASTER
ALIGN ON DC ALIGN ON DC
CAUTION UNIT
FAULT DC FAIL FAULT DC FAIL

ALIGN NAV ALIGN NAV

OFF ATT OFF ATT
34-28-CC-002 Rev 1 11/13/1998

L IRS R 1 2
.5 VERTICAL 4
MSU SPEED
0
6
IRU (2) .5
1000 FPM
4
1 2

VSI (2)

IRS - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
IRS -- COMPONENT LOCATION - FLIGHT COMPARTMENT
General

These are the IRS components in the flight compartment:

- Inertial system display unit (ISDU)

- Mode select unit (MSU)
- Vertical speed indicator
- IRS master caution annunciator
- IRS select switch.

These are the components in the flight compartment that

have an interface with the IRS:

- EADIs
- EHSIs
- CDUs
- Instrument switch lights
- Radio distance direction magnetic indicators
(RDDMI).
34-28-CC-003 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

P5 AFT OVERHEAD PANEL

P5 FORWARD OVERHEAD PANEL - ISDU
- IRS SELECT SWITCH - MSU

P7 GLARESHIELD PANEL
P1 CAPT INSTRUMENT PANEL - IRS MASTER CAUTION
- INSTRUMENT SWITCH LIGHT ANNUNCIATOR

P1 CAPTAIN P3 FIRST OFFICER

INSTRUMENT INSTRUMENT PANEL
PANEL - INSTRUMENT
SWITCH LIGHT
34-28-CC-003 Rev 1 12/03/1998

- EADI
- RDDMI - EADI
- EHSI - VSI
- VSI - EHSI
P9 FORWARD - RDDMI
ELECTRONICS
PANEL
- CDU 1
- CDU 2

IRS - COMPONENT LOCATION - FLIGHT COMPARTMENT

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 737-300/400/500 TRAINING MANUAL
IRS -- COMPONENT LOCATION - AFT FLIGHT COMPARTMENT AND E/E COMPARTMENT
General

The IRS master caution unit is in the aft flight

compartment.

These are the IRS components in the electronic

equipment (E/E) compartment:

- IRU 1
- IRU 2
- DAA 1
- DAA 2
- IRS transfer relays.
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 737-300/400/500 TRAINING MANUAL

P10 PANEL
- IRS MASTER
CAUTION UNIT
E1-1

E1-2

FLIGHT COMPARTMENT E1-3

(LOOKING AFT) E1-2 SHELF
- DAA 1
- DAA 2
- IRS TRANSFER
RELAYS

E3-5 SHELF E3-1

- IRU 2
- IRU 1

E3-2
34-28-CC-004 Rev 1 12/03/1998

FWD E3-5

E3-3

ELECTRONIC EQUIPMENT
COMPARTMENT
E3-4

IRS - COMPONENT LOCATION - AFT FLIGHT COMPARTMENT AND E/E COMPARTMENT

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 737-300/400/500 TRAINING MANUAL
IRS -- POWER INTERFACE - 1
Digital to Analog Adaptor Vertical Speed Indicators

The DAA has two parts: The captain VSI gets power from 115v ac electronics bus
1. The first officer VSI gets power from 115v ac
- The essential side electronics bus 2.
- The non-essential side.

The essential side provides heading to the primary

RDDMI and roll to the yaw damper. The non-esential side
provides this information:

- Backup heading to the secondary RDDMI

- IRS inflight fault storage
- IRS BITE information for FMCS
- Engine performance information
- Navigation information.

Each side of the DAA uses 115v ac and 28v dc. DAA 1 gets
power from these buses:

- 115v ac standby bus

- 28v dc standby bus
- 28v dc electronics bus 1.

DAA 2 gets power from these buses:

34-28-CC-005 Rev 1 12/03/1998

- 115v ac electronics bus 2

- 28v dc electronics bus 2.

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 737-300/400/500 TRAINING MANUAL

115V AC DAA/IRS 1
STBY
BUS 1
DAA/FMC 1
28V DC
STBY BUS
28V DC DAA 1
ELEX BUS 1
DAA/FMC 1
115V AC
ELEX DAA 1
BUS 1 CAPT VSI

P18 CIRCUIT CAPT VSI

BREAKER PANEL

115V AC DAA/IRS 2
ELEX
BUS 2
DAA/FMC 2

28V DC DAA 2
ELEX
BUS 2
34-28-CC-005 Rev 1 12/03/1998

DAA/FMC 2
115V AC DAA 2
ELEX
BUS 2 F/O VSI

P6 CIRCUIT F/O VSI

BREAKER PANEL

IRS - POWER INTERFACE - 1

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 737-300/400/500 TRAINING MANUAL
IRS -- POWER INTERFACE - 2
Inertial Reference Unit Inertial System Display Unit

The IRU operates with 115v ac or 28v dc. 115v ac is the The ISDU gets 28v dc from both IRUs.
normal power source.
IRS Master Caution Unit
Each IRU has a separate ac and dc power source. IRU 1
gets power from these buses: The master caution unit gets 28v dc from the hot
battery bus.
- 115v ac standby bus
- 28v dc switched hot battery bus.

IRU 2 gets power from these buses:

- 115v ac electronics bus 2

- 28v dc switched hot battery bus.

Integrated Flight Systems Accessory Unit

The IFSAU gets power from these buses:

- 115v ac electronics bus 2

- 28v dc switched hot battery bus.

The IFSAU controls the dc power to IRU 2. If the IRU

uses dc power for five minutes, the IFSAU stops 28v dc
to the IRU to conserve battery power.
34-28-CC-006 Rev 1 12/03/1998

The IFSAU also controls the ground crew call horn. If

the IRU uses dc power while the airplane is on the
ground, the ground crew call horn alerts you to turn
off power to the IRU to conserve battery power. The
IFSAU also turns on the ground crew call horn if the
airplane is on the ground and the IRU loses cooling.

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 737-300/400/500 TRAINING MANUAL

115V AC
STBY
BUS 1 IRU 1 AC
28V DC
28V DC SW
HOT BAT BUS
IRS 1 DC
IRU 1
P18 CIRCUIT
BREAKER PANEL

28V DC HOT
BAT BUS
DIM & TEST

IRS MASTER
CAUTION UNIT

ISDU

GROUND CREW
CALL HORN

28V DC SW
HOT BAT BUS
IRU 2 DC
115V AC 28V DC
34-28-CC-006 Rev 1 12/03/1998

ELEX
BUS 2
IRS 2 AC 28V DC
IFSAU

P6 CIRCUIT IRU 2
BREAKER PANEL

IRS - POWER INTERFACE - 2

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 737-300/400/500 TRAINING MANUAL
IRS -- DC POWER OPERATION
General

The IRUs operate with AC or DC power. AC power is the

normal power source. If the AC power source is not
available, DC power from the airplane battery will
supply power.

IRU 1 DC Operation

When AC power is not available, the IRU will operate on

DC power from the 28v dc switched hot battery bus. The
IRU will continue to operate on DC power until the
battery bus power is less than 18v dc.

IRU 2 DC Operation

DC power to the IRU goes through a time delay circuit

in the integrated flight systems accessory unit
(IFSAU). When AC power is not available, a 5-minute
time delay keeps the DC power relay energized and the
IRU operates on DC power. After 5 minutes continuous
operation on DC power, the time delay circuit
deenergizes the relay and DC power to the IRU is
removed. This feature allows the airplane battery to
use power at a slower rate.
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 737-300/400/500 TRAINING MANUAL

28V DC SW
HOT BAT
BUS
IRU 1 DC

P18 CIRCUIT
BREAKER PANEL
IRU 1

28V DC SW
HOT BAT
BUS
IRU 2 DC

T
D
5 MINUTE IRU 2
115V AC
ELEX
BUS 2
34-28-CC-007 Rev 1 12/03/1998

IRU 2 AC

P6 CIRCUIT IFSAU
BREAKER PANEL

IRS - DC POWER OPERATION

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 737-300/400/500 TRAINING MANUAL
IRS -- NO COOLING AND ON DC WARNING
General energized crew call horn relay closes the relay switch,
and 28v dc power causes the horn to operate.
The integrated flight systems accessory unit (IFSAU)
contains a circuit which causes the ground crew call
horn to tell maintenance personnel of problems with IRU
operation. This may occur when the airplane is on the
ground and the IRUs are on dc power or if the equipment
cooling system fails.

IRU DC Power Operation

The IRUs send 28v dc to the AND logic circuit in the

IFSAU. When an IRU senses that it is using dc power, it
sends an ON DC discrete to the OR logic circuit in the
IFSAU. The discrete goes through a 20-second delay to
the AND gate logic. After twenty seconds of dc
operation, the AND gate supplies power to the crew call
horn relay. The relay energizes when the air/ground
relay is in the ground position. The energized crew
call relay closes the relay switch and 28v dc power
causes the horn to operate.

Equipment Cooling Failure

The low flow sensor monitors the cooling air flow to

the IRUs. A relay in the sensor closes when the cooling
34-28-CC-008 Rev 1 12/03/1998

air flow fails. The closed relay lets 28v dc go to the

OR logic circuit in the IFSAU. The 28v dc discrete goes
through a 20-second delay to the AND gate logic. After
20 seconds, the AND gate supplies power to the crew
call horn relay. The relay energizes when the
air/ground relay is in the ground position. The

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 737-300/400/500 TRAINING MANUAL

28V DC SW
HOT BAT
BUS
IRU 2 DC

P6 CIRCUIT
BREAKER PANEL

28V DC
28V DC SW
HOT BAT
BUS
IRU 1 DC ON DC
IRU 1 GROUND
P18 CIRCUIT CREW CALL
BREAKER PANEL 28V DC HORN
20 SEC
CREW
ON DC CALL
HORN
IRU 2 RELAY

SUPPLY COOLING
FAILURE

IFSAU
34-28-CC-008 Rev 1 12/03/1998

AIR

GND

AIR/GROUND
RELAY

IRS - NO COOLING AND ON DC WARNING

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 737-300/400/500 TRAINING MANUAL
IRS -- CONTROL AND WARNING INTERFACES
General

These are the units that interface to supply control

and warning data to the pilots:

- ISDU
- MSU
- IRS master caution unit.

ISDU Interface

The ISDU supplies this data to both IRUs:

- Test discretes
- Heading data in the attitude (ATT) mode
- Present position.

The IRUs supply data and fault data to the ISDU.

MSU Interface

The MSU supplies mode discretes to the IRUs. The IRUs

supply align and fail discretes to the MSU. The MSU
also receives an ON DC discrete from the IRUs. The ON
DC discrete goes through the IRS master caution unit.
34-28-CC-009 Rev 1 12/03/1998

IRS Master Caution Unit Interface

The IRS master caution unit receives fail and ON DC

discretes from the IRUs. The IRS master caution unit
supplies discrete outputs to the MSU and to the master
caution lights and annunciators.

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 737-300/400/500 TRAINING MANUAL

IRS TEST IRS TEST

ISDU DATA OUT
ISDU DATA OUT
IRU DATA OUT
IRU DATA OUT

ISDU

MODE DISCRETE-1
MODE DISCRETE-2
ALIGN ALIGN
FAIL FAIL
DC FAIL DC FAIL

MSU

ON DC ON DC

ON DC
ON DC MASTER
CAUTION

IRU 1 IRS MASTER

PUSH TO RESET
IRU 2
CAUTION UNIT MASTER CAUTION
34-28-CC-009 Rev 1 12/03/1998

LIGHTS (2)

FLT CONT ELEC

IRS APU
FUEL OVHT/DET

LEFT MASTER CAUTION

ANNUNCIATOR

IRS - CONTROL AND WARNING INTERFACES

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 737-300/400/500 TRAINING MANUAL
IRS -- SYSTEM INPUTS
General

Each IRU receives inputs from its on-side ADC.

The on-side DAA sends a self-test discrete to its IRU

when the FMC commands that the IRS go into BITE.

Both IRUs get present position from the FMC. The FMC
sends a BITE request to the DAA when you start IRS
BITE.
34-28-CC-010 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

TEST DISCRETE

DAA 2

BITE
REQUEST

TAS TAS
ALTITUDE PRESENT ALTITUDE
ALTITUDE RATE POSITION
ALTITUDE RATE
ADC 1 FMC ADC 2

BITE
REQUEST

TEST DISCRETE
34-28-CC-010 Rev 1 12/03/1998

DAA 1

IRU 1 IRU 2

IRS - SYSTEM INPUTS

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 737-300/400/500 TRAINING MANUAL
IRS -- OUTPUTS - DAA
General

DAA 1 and DAA 2 send these IRS outputs to these LRUs:

- IRS BITE response to the FMC

- Analog roll to the yaw damper (DAA 1 only)
- Analog primary heading to the onside IRS transfer
relay
- Analog alternate heading to the offside IRS
transfer relay.

The RDDMIs send heading to the VHF navigation

receivers.
34-28-CC-011 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

ROLL
NORM
PRI 3 YAW DAMPER
HDG HDG
BUS 1 HDG
VALID HDG
3 VALID
BUS 3 ALT
HDG
BOTH HDG
HDG ON R
IRU 1 VALID
IRS XFR CAPT VHF NAV 1
BITE RELAY 1 RDDMI
DATA
DAA 1
BITE
DATA
FMC
NORM
PRI 3 HDG
BUS 1 HDG HDG
VHF NAV 2
HDG
BUS 3 VALID HDG
3 VALID
ALT
HDG BOTH
34-28-CC-011 Rev 1 12/03/1998

IRU 2
ON L
HDG
VALID IRS XFR F/O RDDMI
RELAY 2
DAA 2

IRS - OUTPUTS - DAA

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 737-300/400/500 TRAINING MANUAL
IRS -- SYSTEM OUTPUTS
General

The IRUs supply data to many systems and components.

The data goes out on ARINC 429 data buses. The data on
each bus is the same. These are the components and
systems that receive data from the IRUs:

- DAAs
- VSIs
- EFIS
- Global position system (GPS) receivers
- Flight controller computer (FCC) A and B
- Ground proximity warning system (GPWS) (IRU 1
only)
- Weather radar receiver transmitter (WXR R/T)
- TCAS computer (IRU 1 only)
- Stall management system (SMS)
- Inertial system display unit (ISDU)
- Digital flight data acquisition unit (DFDAU)
- Autothrottle (A/T)
- Flight management computer (FMC).

Some components get data from both IRUs and use data
from only one IRU. The IRU data that these components
use is based on a discrete from the IRS transfer
relays. These are the components and systems that are
34-28-CC-012 Rev 1 12/05/1998

in this category:

- Vertical speed indicators (VSIs)

- EFIS
- Flight controller computer (FCC) A and B
- Weather radar receiver transmitter (WXR R/T)
- Digital flight data acquisition unit (DFDAU).

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 737-300/400/500 TRAINING MANUAL
B
BUS 2
IRS B
FCC A
XFR
RELAY
B EFIS 1
VSI 1
BUS 1

SMS GPWS TCAS DAA 1

1
BUS 3 A

IRU 1
IRS IRS
XFR XFR
RELAY RELAY
WXR A/T ISDU FMC GPS DFDAU
1 & 2
BUS 3 B

SMS 2
BUS 1
34-28-CC-012 Rev 1 09/19/2000

DAA 2
A
IRS VSI 2 A
XFR
RELAY EFIS 2
A
BUS 2
IRU 2 FCC B
IRS - SYSTEM OUTPUTS

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 737-300/400/500 TRAINING MANUAL
IRS -- TRANSFER - OPERATION
IRS Transfer Relay to tell the pilot that the source of attitude and
heading has changed.
The transfer (XFR) relay (RLY) is an open seeking or
latching relay. When power is applied to the relay, the
contacts change until the contacts open. The open
condition stops the relay.

Protection Diode

The relay protection diodes are in the integrated

flight systems accessory unit (IFSAU), not in the
transfer relay. If you use the transfer relay, the
protection diode sends the counter-electromagnetic-
force (EMF) to ground after the relay activates. If the
protection diode fails, the transfer relay will fail
when you use the relay.

IRS Transfer Switch

The IRS transfer switch is a three-position switch.

These are the three positions:

- NORMAL
- BOTH ON L
- BOTH ON R.
34-28-CC-013 Rev 1 10/09/1998

The transfer switch controls the IRS transfer relays.

Instrument Switch Lights

Each pilot has an instrument (INSTR) switch light. If

you transfer IRS, both instrument switch lights come on

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 737-300/400/500 TRAINING MANUAL

BOTH
28V DC ON R

NORM
BOTH ON L
NORMAL INSTR
XFR RLY 1 SWITCH
BOTH ON R LIGHT a
NORM

IFSAU
34-28-CC-013 Rev 1 10/09/1998

IRS TRANSFER SWITCH

BOTH
ON L
XFR RLY 2

IRS - TRANSFER - OPERATION

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 737-300/400/500 TRAINING MANUAL
IRS -- TRANSFER - SIGNALS
General

Some of the systems connected to the IRS connect to

both IRUs. The IRS transfer relays send discretes to
these LRUs to tell which IRU to use.

EFIS Transfer Relay

Several contacts of the EFIS transfer relays connect

through the IRS transfer relays to the FCCs. When you
transfer either IRS or EFIS, you change the IRU input
to one or both EADIs. Because of the change of the
pilot display for attitude and heading, the FCC must
change the IRS input it uses. The autopilot disconnects
when you do a transfer.
34-28-CC-014 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
NORM

DFDAU

WXR
BOTH ON L
VSI 1

EFIS 1

NORMAL
NORMAL
HDG XFR IRS XFR RLY 2
LOCAL ATT XFR
BOTH ON 2
FOREIGN ATT XFR
BOTH ON 2
BOTH ON R
FCC A
XFR RLY 1 EFIS XFR RLY 1
NORMAL
NORMAL
BOTH ON L EFIS XFR RLY 1

BOTH ON L
BOTH ON 1
BOTH ON 1
EFIS XFR RLY 2

NORMAL
34-28-CC-014 Rev 1 12/03/1998

IRS XFR RLY 1

NORMAL
EFIS XFR RLY 2 FOREIGN ATT XFR
EFIS 2 LOCAL ATT XFR
NORM VSI 2 HDG XFR
XFR RLY 2 FCC B
IRS - TRANSFER - SIGNALS

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 737-300/400/500 TRAINING MANUAL
IRS -- INERTIAL REFERENCE UNIT
General

The inertial reference unit (IRU) provides attitude and

navigation data to the aircrew and user systems.

Physical Properties

The IRU is a 10 MCU size and weighs 44 lbs (20 kgs)

There is a test switch on the front of the IRU. You push
and hold the test switch to test the IRU. You can do the
same test from the CDU or the ISDU.

Inertial Reference

The IRU has three accelerometers and three laser gyros

which sense motion and angular movements. The IRU uses
these sensor signals to calculate these and other
parameters:

- Airplane attitude
- Heading
- Accelerations
- Position.
34-28-CC-020 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
34-28-CC-020 Rev 1 12/03/1998

TEST SWITCH

IRS - INERTIAL REFERENCE UNIT

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 737-300/400/500 TRAINING MANUAL
IRS -- IRU FUNCTIONAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
34-28-CC-021 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
IRS -- IRU FUNCTIONAL DESCRIPTION
Power Supply - Track angle
- Wind speed and direction
The power supply receives 115v ac and 28v dc. The IRU - Inertial altitude
operates with either power source. Power also goes to - Vertical speed and acceleration
the ISDU. - Ground speed
- Drift angle
The power supply monitor sends BITE data to the - Flight path angle and acceleration.
processor. The power supply monitors for these
conditions: The output data goes out on three ARINC 429 data buses.

- AC power failure Magnetic Variation

- DC power failure.
The IRU calculates magnetic heading. The IRU uses
Inertial Reference present position to find the magnetic deviation for its
position in a deviation map. The IRU applies the
The ISDU or the FMC supplies initial position data to magnetic deviation to the calculated true heading to
the processor. The mode of operation comes from the calculate magnetic heading.
MSU. The gyros and accelerometers supply movement data
to the processor. Program pins tell the processor which Because the magnetic variation changes over time, the
magnetic variation data base to use. IRU needs a new deviation map every ten years. The
deviation map is part of the IRU software. Earlier
The processor calculates these data values: versions of the IRU support magnetic deviation between
72 degrees North and 60 degrees South. An extended
- Pitch variation map has been developed. The extended
- Roll variation map supports magnetic deviation over a larger
- Yaw range of latitude. Selection of the extended variation
34-28-CC-021 Rev 1 12/03/1998

- Latitude map is a customer option.

- Longitude
- True heading Air Data Inputs
- Magnetic heading
- Inertial velocity vectors The ADC gives these signals to the processor:
- Linear accelerations
- Angular rates - True airspeed

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 737-300/400/500 TRAINING MANUAL
IRS -- IRU FUNCTIONAL DESCRIPTION
- Altitude the FAULT light if no maintenance is done and the
- Altitude rate. airplane takes off again or a new alignment is done.
The IRU will continue to show the FAULT light each time
The processor uses airspeed with groundspeed, heading, the airplane lands until the IRU is replaced or the
and track to calculate wind speed and direction. gyro fails. The LIM will fail the gryo at 1.1 volts of
lasar intensity.
The processor uses ADC altitude to dampen the IRU
vertical calculations. Because there are two
accelerations in the vertical plane, gravity and
airplane accelerations, the vertical plane is unstable.
If the altitude from the ADC fails, the IRU altitude
and vertical speed will be NCD.

The processor uses ADC altitude rate to initialize the

vertical speed when the IRU enters the attitude mode.

BITE

The IRU processor monitors and reports BITE. Detected

faults go to storage and to the DAA on a data bus. The
DAAs store inflight faults. The DAAs also report BITE
data to the FMC during IRS BITE.

The processor sends status codes to the ISDU during

alignment and if there are certain faults. The
processor also controls the fault lights on the MSU.
34-28-CC-021 Rev 1 12/03/1998

Each gryo has a lasar intensity monitor (LIM). If the

intensity of a lasar gryo reduces to 1.5 volts while
the airplane is in the air, the processor turns on the
FAULT light on the MSU when the airplane lands. No
status code shows. All IRS displays will show and there
will be no failure flags. The processor will turn off

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 737-300/400/500 TRAINING MANUAL

POWER
115V AC
28V DC POWER
SUPPLY POWER
ISDU POWER
SUPPLY
MONITOR
POWER SUPPLY MODULE

ISDU POSITION,
HEADING DATA
FMC POSITION OUT
TRUE AIRSPEED,
ADC DATA ALTITUDE, ALIGN
ALTITUDE RATE FAULT
DC FAIL MSU
MODE
MSU INPUT ON DC
GYROS

ACCELEROMETERS

LIM 3
BITE
DAA TEST
SWITCH

ISDU TEST
MAGNETIC
VARIATION
34-28-CC-021 Rev 1 12/03/1998

MAP
EXTENDED MAGNETIC
VARIATION MAP

PROCESSOR

IRS - IRU FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
IRS -- INERTIAL SYSTEM DISPLAY UNIT
Purpose The DSPL SEL switch selects the data to show from the
IRU. The DSPL SEL switch has these positions:
The inertial system display unit (ISDU) has an
interface with the IRUs. You can send data to the IRUs - TEST (spring position)
and show information and maintenance information from - TK/GS (track/ground speed)
the IRUs. - PPOS (present position)
- WIND (wind speed/wind direction)
Physical Properties - HDG/STS (heading/status).

These are the properties of the ISDU:

- Height - 4.5 inches

- Width - 5.75 inches
- Depth - 5.25 inches
- Weight - 3.7 pounds
- Power - 11 watts steady state.

Features

Use the keyboard on the front panel to enter latitude,

longitude, and heading data.

The SYS DSPL switch selects left or right IRU data to

show on the IRS display.

The IRS display is a 13-character display that can show

34-28-CC-022 Rev 1 12/03/1998

numbers and the letters N, S, E, and W. The characters

are incandescent filaments. Each character is line
replaceable.

The BRT control adjusts the brightness of the ISDU

display and back lights.

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 737-300/400/500 TRAINING MANUAL

IRS DISPLAY

DSPL SEL
PPOS WIND
TK/GS HDG/STS N
1 2 3
TEST BRT

W H E
4 5 6

SYS DSPL S
L R 7 8 9

ENT CLR
0
34-28-CC-022 Rev 1 12/03/1998

IRS - INERTIAL SYSTEM DISPLAY UNIT

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 737-300/400/500 TRAINING MANUAL
IRS -- MODE SELECT UNIT
Purpose The MSU has two sets of annunciators. One set is for
the left IRU and one set is for the right IRU. Each set
The mode select unit (MSU) sends IRU mode selection has these annunciators:
discretes to the IRUs. It also gives indications of the
IRS mode of operation and of failures. - ALIGN - A white annunciator comes on steady during
alignment. The annunciator flashes when the IRU
Physical Properties needs information.
- ON DC - An amber annunciator comes on steady when
CAUTION: SOME SWITCHES MUST BE PULLED AND THEN TURNED. the IRU is using the 28v dc power source.
IF YOU TRY TO TURN THESE SWITCHES BEFORE YOU - FAULT - An amber annunciator comes on steady when
PULL THEM, YOU CAN DAMAGE THE SWITCH. the IRU has a fault.
- DC FAIL - An amber annunciator comes on steady when
The MSU has two mode selectors. One for the left IRU the DC power source is less than 18v dc.
and one for the right IRU. Each mode selector has four
positions. These are the four positions: An amber GPS annunciator on MSU shows a failure of a
global positioning system.
- OFF - Causes the IRU not to operate
- ALIGN - Causes the IRU to start the alignment
process if the aiplane is on the ground
- NAV - Causes the IRU to go to the navigation mode
after a successful alignment
- ATT - Causes the IRU to go to the attitude mode
after a two-second delay.

The mode selectors have a feature to decrease the risk

that the flight crew will accidentally put the ADIRU in
34-28-CC-023 Rev 1 12/03/1998

a mode that will disable its operation. When the

selector is in the NAV position, you must pull the knob
to put it in the ATT mode. When the selector is in the
ALIGN position, you must pull the knob to put the
selector in the OFF position. For all other position
changes it is not necessary for you to pull the knob.

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 737-300/400/500 TRAINING MANUAL

ANNUNCIATORS

GPS

ALIGN ON DC ALIGN ON DC

FAULT DC FAIL FAULT DC FAIL

ALIGN NAV ALIGN NAV

OFF ATT OFF ATT

L IRS R
34-28-CC-023 Rev 1 12/03/1998

MODE SELECT SWITCHES

IRS - MODE SELECT UNIT

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 737-300/400/500 TRAINING MANUAL
IRS -- IRS MASTER CAUTION UNIT
Purpose

The IRS master caution unit monitors the IRS for

unsatisfactory conditions. It controls the IRS light on
the master caution annunciator and it supplies discrete
signals to the master caution lights.

Physical Properties

The IRS master caution unit contains circuit cards. The

cards do these functions:

- Monitor ON DC, FAULT, and DC FAIL logic from the

IRUs
- Monitor GPS status
- Control the IRS light on the master caution
annunciator.
34-28-CC-024 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
34-28-CC-024 Rev 1 12/03/1998

IRS - IRS MASTER CAUTION UNIT

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 737-300/400/500 TRAINING MANUAL
IRS -- DIGITAL TO ANALOG ADAPTER
General

The IRS has two digital to analog adaptors (DAAs). The

DAAs do these functions:

- Change ARINC 429 data bus information to analog

signals
- Change analog signals to ARINC 429 data bus
information
- Control the FMC CDU during IRS BITE
- Store inflight faults from the IRU
- Send discrete signals to some systems when
commanded.

Physical Properties

The DAA is a 1/2 ATR size and weighs 23.5 pounds (10.6
kgs).
34-28-CC-025 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
34-28-CC-025 Rev 1 12/03/1998

IRS - DIGITAL TO ANALOG ADAPTER

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 737-300/400/500 TRAINING MANUAL
IRS -- DAA FUNCTIONAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
34-28-CC-026 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
IRS -- DAA FUNCTIONAL DESCRIPTION
General - Autotune discrete to the FMC and EFIS
- VOR/ILS frequency to the FMC and EFIS
The DAA has two sides. The two sides are the essential - VOR/ILS frequency to the GPWS (DAA 1 only)
side and the nonessential side. Each side has a - VOR bearing to EFIS
separate ac and dc power supply. - LOC deviation to EFIS
- DME distance to the FMC, the FCC and EFIS
The DAA does these functions: - Total fuel quantity to the FMC (DAA 1 only).

- Changes ARINC 429 data bus information to analog The nonessential side changes ARINC 429 data bus
signals information to analog signals and discretes. These are
- Changes analog signals to ARINC 429 data bus the signals on the data buses that the DAA changes and
information the systems that the analog signals go to:
- Controls the FMC CDU during IRS BITE
- Stores inflight faults from the IRU - VOR frequency from the FMC to the VHF NAV control
- Sends discrete signals to some systems when panel, the DME, and the VHF NAV receiver
commanded. - Agility mode discrete to the VHF NAV control
panel, the IFSAU and the DME
Essential Side - N1 targets from the FMC to the N1 indication
- BITE discrete from the FMC to the IRU
The essential side does these functions: - IRU heading to the alternate RDDMI.

- Changes the IRU roll signal and sends it to the yaw The nonessential side uses the ILS 28v dc signal from
damper the VHF navigation receiver to find whether the
- Changes the IRU heading signal and sends it to the receiver is in the ILS or VOR mode. It also uses the
RDDMI. VOR/ILS super flag to find whether the receiver
receives an active signal or not.
34-28-CC-026 Rev 1 12/03/1998

Nonessential Side
The nonessential side stores IRU inflight faults in
The nonessential side changes analog signals and nonvolatile memory.
discretes to ARINC 429 data bus information. These are
the analog signals that the DAA changes and the systems The nonessential side monitors the status of the IRS.
that the signals go to: It takes control of the FMC CDU when you command IRS
BITE from the CDU. The DAA puts up the screens on the

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 737-300/400/500 TRAINING MANUAL
IRS -- DAA FUNCTIONAL DESCRIPTION
CDU. The DAA also sends the IRU status and inflight
faults to the CDU for display.
34-28-CC-026 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

115V AC POWER
SUPPLY POWER YAW
28V DC
3 DAMPER
IRU BUS 1 PRIMARY
RDDMI
HEADING/ROLL
ESSENTIAL SIDE CONVERTER
115V AC POWER
28V DC SUPPLY POWER
AUTOTUNE FMC
VHF NAV CP
VOR/ILS FREQ 5 EFIS
VHF NAV CP GPWC (DAA 1 ONLY)
VOR BEARING 3
VHF NAV REC
LOC DEVIATION 2
VHF NAV REC
VOR/ILS SUPER
FLAG VHF NAV REC
ILS 28V DC AGILITY MODE
VHF NAV REC VHF NAV CP
FUEL QUANITY VHF NAV CONVERTER
(DAA 1 ONLY) FMC
FMC N1 INDICATION
PERFORMANCE CONVERTER
FMC
IRU (START SELF TEST)
BITE PROCESSOR
34-28-CC-026 Rev 1 12/03/1998

AND MEMORY 3
ALTERNATE
IRU RDDMI
HEADING CONVERTER FMC
6
DME FCC
NONESSENTIAL SIDE DME CONVERTER EFIS
DAA 1
IRS - DAA FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
IRS -- TRANSFER SWITCH AND RELAYS
General

The IRS transfer switch controls the IRS transfer

relays. The IRS LRUs and systems that use IRS data use
one IRU when the switch is not in the normal position.
34-28-CC-027 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

VHF NAV IRS

BOTH BOTH BOTH BOTH IRS TRANSFER SWITCH
ON 1 ON 2 ON L ON R
NORMAL NORMAL
EFI
BOTH BOTH
ON 1 ON 2
NORMAL

IRS TRANSFER RELAY

34-28-CC-027 Rev 1 12/03/1998

IRS - TRANSFER SWITCH AND RELAYS

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 737-300/400/500 TRAINING MANUAL
IRS -- EFIS INDICATIONS - EADI
General No Computed Data

The IRUs supply pitch and roll data to EFIS for the When the IRS supplies no computed data (NCD) to EFIS,
EADI. such as during IRU alignment, EFIS does not show the
IRS indications.
The IRUs data to EFIS for the EADI. This is the data
that normally goes to EFIS: IRU Failure

- Pitch An IRU failure causes the attitude indications to go

- Roll out of view. The ATT flag shows.
- Ground speed.
An IRU failure and an FMCS failure cause the ground
The IRU 1 usually supplies data for the captain EFIS. speed indication to go out of view.
The IRU 2 usually supplies data for the first officer
EFIS.

Normal Display

Valid pitch and roll data from the IRU causes EFIS to
show these:

- Attitude ball
- Pitch scale
- Roll scale
- Roll indicator
34-28-CC-030.001 Rev 1 12/03/1998

- Horizon line.

Ground speed comes from the FMCS and from the IRS. EFIS
normally shows the FMCS ground speed. If the ground
speed from the FMCS fails, EFIS shows IRS ground speed.

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 737-300/400/500 TRAINING MANUAL

ROLL
SCALE

20 ROLL
20 POINTER
10 ATT
10 HORIZON FAILURE
LINE FLAG
10
10 ATTITUDE
20
BALL
20
GS
PITCH
160 SCALE

NORMAL DISPLAY IRU FAILURE

GROUND
SPEED
34-28-CC-030.001 Rev 1 12/03/1998

AIRPLANE
SYMBOL

GS
---

NO COMPUTED DATA
IRS - EFIS INDICATIONS - EADI

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 737-300/400/500 TRAINING MANUAL
IRS -- EFIS INDICATIONS - EHSI
General IRU Failure

The IRUs data to EFIS for the EHSI. This is the data An IRU failure causes the IRS indications to go out of
that normally goes to EFIS: view. The HDG flag shows.

- Heading An IRU failure causes the IRS indication to go out of

- Magnetic/true discrete view. The HDG flag shows in the VOR/ILS modes.
- Track
- Wind direction and speed. An IRU failure and an FMCS failure at the same time
cause the wind and track indications to go out of view.
The IRU 1 usually supplies data for the captain EFIS. A TRK flag shows in the track up modes.
The IRU 2 usually supplies data for the first officer
EFIS. An IRU failure and an FMCS failure at the same time
cause the wind and track indications to go out of view.
Normal Display

Valid data from the IRU causes EFIS to show heading and
the magnetic annunciation.

Track comes from the FMCS and from the IRS. EFIS
normally shows the FMCS track. If the track data from
the FMCS fails, EFIS shows IRS track.

Wind direction and speed come from the FMCS and from
the IRS. EFIS normally shows the FMCS wind data. If the
34-28-CC-031.001 Rev 1 12/03/1998

wind data from the FMCS fails, EFIS shows IRS wind
data.

No Computed Data

When the IRS supplies no computed data (NCD) to EFIS,

such as during IRU alignment, EFIS does not show the
IRS indications.

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 737-300/400/500 TRAINING MANUAL

HEADING
HDG 127 M AND M/TRU HDG --- TRU

HDG
HEADING
SCALE FAILURE
FLAG
TRACK
LINE

120`/20 ---`/---
VOR X WIND SPEED/ VOR X VOR X
DIRECTION

NORMAL DISPLAY NO COMPUTED DATA IRU FAILURE

------NM TRK 136 M ------ Z TRK --- TRU

TRACK
TRK
AND M/TRU
HEADING
POINTER
20
34-28-CC-031.001 Rev 1 12/03/1998

120`/20 ---`/---
VOR X

NORMAL DISPLAY NO COMPUTED DATA IRU FAILURE

IRS - EFIS INDICATIONS - EHSI

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 737-300/400/500 TRAINING MANUAL
IRS -- VERTICAL SPEED INDICATOR
Normal Display

The IRUs supply vertical speed data to the vertical

speed indicators (VSIs). IRU 1 normally supplies data
to the captain indicator and IRU 2 supplies data to the
first officer indicator. The off-side IRU can supply
data to the VSI if you use the IRS transfer switch. The
vertical speed pointer turns to point at the vertical
speed value on the dial. Positive vertical speed makes
the pointer turn in a clockwise direction.

No Computed Data Display

No computed data (NCD) occurs when the IRU does not

send vertical speed data to the VSI. The NCD condition
causes the VSI OFF flag to show.

Failure Display

These are the conditions that cause an OFF flag to show

on the VSI:

- VSI fails
- IRU fails
- IRU does not send vertical speed because the ADC
fails.
34-28-CC-032 Rev 1 12/03/1998

The IRU uses ADC altitude to stabilize the vertical

axis in the IRU. If the ADC altitude is not going to the
IRU, the IRU cannot accurately calculate IRS altitude
or vertical speed.

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 737-300/400/500 TRAINING MANUAL

VERTICAL
SPEED
POINTER

1 2 1 2
.5 VERTICAL 4 .5 VERTICAL 4
SPEED SPEED
0 6 0 OFF 6
1000 FPM 1000 FPM
.5
4 .5
4
1 2 1 2
34-28-CC-032 Rev 1 12/03/1998

NORMAL DISPLAY NCD OR FAILURE DISPLAY

IRS - VERTICAL SPEED INDICATOR

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 737-300/400/500 TRAINING MANUAL
IRS -- ALIGNMENT PROCEDURE 1
General

The IRS senses the local vertical and the rotation of

the earth during the alignment. The IRS takes 10
minutes to complete an alignment. During the alignment,
the IRS calculates true north and present position
latitude.
34-28-CC-035 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

TRUE
NORTH

LOCAL
VERTICAL

EQUATOR

EARTH ROTATION
34-28-CC-035 Rev 1 12/03/1998

IRS - ALIGNMENT PROCEDURE 1

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 737-300/400/500 TRAINING MANUAL
IRS -- ALIGNMENT PROCEDURE 2
Alignment Mode

CAUTION: SOME SWITCHES MUST BE PULLED AND THEN TURNED.

IF YOU TRY TO TURN THESE SWITCHES BEFORE YOU
PULL THEM, YOU CAN DAMAGE THE SWITCH.

Use the mode selector on the MSU to start the IRU

alignment. Move the selector from OFF to NAV. The left
selector controls IRU 1 and the right selector controls
IRU 2.

The ON DC light comes on for five seconds. During this

time, the IRU does a check of its dc power source.
After five seconds, the ON DC light goes off and the
ALIGN light comes on. The IRU is now in the alignment
mode.

Training Information Point

If the IRU detects airplane movement during the

alignment mode, the alignment process stops. After the
motion stops, a new alignment starts.
34-28-CC-036 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

ON DC ON DC
OFF TO NAV

ALIGN NAV ALIGN NAV ALIGN NAV ALIGN NAV

OFF ATT OFF ATT OFF ATT OFF ATT

L IRS R L IRS R

ON DC FOR
5 SECONDS
MODE
SELECTORS

ALIGN ALIGN
34-28-CC-036 Rev 1 12/03/1998

ALIGN NAV ALIGN NAV

OFF ATT OFF ATT

L IRS R

IRS - ALIGNMENT PROCEDURE 2

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 737-300/400/500 TRAINING MANUAL
IRS -- ALIGNMENT PROCEDURE 3
Present Position Entry

You must enter present position data for the IRU during
alignment. The IRU calculates present position latitude
but it cannot calculate initial, present position
longitude. The IRU uses your entry for latitude and
longitude. The IRU compares the latitude and longitude
with the last position in memory. If the comparison
fails, the IRU prompts you to re-enter the position. At
the end of the alignment, the IRU compares your
latitude entry to its calculated value to make sure its
calculation of latitude is correct.

You can use the ISDU or the FMC CDU to enter present
position data. When both IRUs are in the alignment
mode, you only need to enter the data one time. The
data goes to both IRUs. If you make a wrong entry, you
can enter the data again. The IRUs use the last data
entry that you make.
34-28-CC-037 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

IRS DISPLAY

DSPL SEL
PPOS WIND
INIT TK/GS HDG/STS N
REF
BRT 1 2 3
TEST BRT

W H E
4 5 6
A B C D E
SYS DSPL S
PREV NEXT L R 7 8 9
PAGE PAGE F G H I J
ENT CLR
1 2 3 K L M N O 0

4 5 6 P Q R S T
34-28-CC-037 Rev 1 12/03/1998

7 8 9 U V W X Y ISDU

0 +/- Z DEL / CLR

FMCS CDU

IRS - ALIGNMENT PROCEDURE 3

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 737-300/400/500 TRAINING MANUAL
IRS -- REFERENCE AIRPORT PRESENT POSITION ENTRY
CDU Present Position Entry

IRS present position can be input fromthe FMC CDU. Push

the INIT/REF key on the CDU to show the position
initialization (POS INIT) page. From this page, there
are these three procedures that you can use to enter
present position for the IRUs:

- Transfer position data from REF AIRPORT line

- Enter position data using CDU keyboard
- Transfer position data from LAST POS line.

REF AIRPORT Transfer

Do this to transfer position data from the REF AIRPORT

line on the CDU to the IRUs:

- Use the CDU keyboard to enter the airport code in

the scratchpad.
- Push LSK 2L. The airport code moves to REF AIRPORT
and airport position data shows.
- Push line select key (LSK) 2R. The position data
moves to the scratchpad.
- Push LSK 4R. The position data moves from the
scratchpad to the SET IRS POS boxes.
34-28-CC-038 Rev 1 12/03/1998

NOTE: Some reference airports also have the position of

gates. Enter the gate number in the scratchpad
after you push LSK 2L. Push LSK 3L and the gate
position will show. This position may be used as
present position.

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 737-300/400/500 TRAINING MANUAL

POS INIT 1 / X POS INIT 1 / X

L A S T P O S L A S T P O S
N40 38.0 W073 46.4 N40 38.0 W073 46.4
R E F A I R P O R T R E F A I R P O R T
-- - - KJFK N40 37.0 W073 44.3
G A T E G A T E
-- - - - -----
S E T I R S P O S S E T I R S P O S
. . . .
GM T - M O N / D Y G M T - M O N / D Y
14 3 2 . 2 z 1 1 / 2 9 1432.2z 11/29
-- - - - - - - - - - - - - - -- - - - - - - - --------------- ---------
<I N D E X ROUTE> <INDEX ROUTE>
KJ F K N 4 0 3 7 0 W 0 7 3 4 643

AIRPORT CODE

POS INIT 1 / X POS INIT 1 / X

L A S T P OS L A S T P O S
N40 38.0 W073 46.4 N40 38.0 W073 46.4
R E F A I R P O R T R E F A I R P O R T
KJFK N40 37.0 W073 44.3 KJFK N40 37.0 W073 44.3
G A T E G A T E
----- -----
34-28-CC-038 Rev 1 12/03/1998

SE T I R S P OS S E T I R S P O S
. . N40 37.0 W073 44.3
G M T - M O N / D Y G M T - M O N / D Y
1432.2z 11/29 1432.2z 11/29
- - - - - - - - - - - - - -- - - - - - - - - - ------------------------
<INDEX ROUTE> <INDEX ROUTE>

IRS - REFERENCE AIRPORT PRESENT POSITION ENTRY

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 737-300/400/500 TRAINING MANUAL
IRS -- SCRATCHPAD PRESENT POSITION ENTRY
CDU Keyboard Entry

Do this to enter position data from the keyboard on the

CDU to the IRUs:

- Use the keyboard to enter the position data into

the scratchpad. You do not need to use spaces or
decimal points (.)
- Push LSK 4R. Position data moves from the
scratchpad to the SET IRS POS boxes.
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 737-300/400/500 TRAINING MANUAL

POS INIT 1 / 3
L A S T P O S
N40 38.0 W073 46.4
R E F A I R P O R T
----
G A T E
-----
S E T I R S P O S
. .
G M T - M O N / D Y
1432.2z 11/29
------------------------
<INDEX ROUTE>
N40370W073444

KEYBOARD
POSITION POS INIT 1 / 3
ENTRY L A S T P O S
N40 38.0 W073 46.4
R E F A I R P O R T
----
G A T E
-----
S E T I R S P O S
N40 37.0 W073 44.4
G M T - M O N / D Y
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1432.2z 11/29
------------------------
<INDEX ROUTE>

IRS - SCRATCHPAD PRESENT POSITION ENTRY

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 737-300/400/500 TRAINING MANUAL
IRS -- LAST POSITION PRESENT POSITION ENTRY
LAST POS Transfer

The CDU shows the last FMC calculated position. This

position is sometimes inaccurate. If the position is
correct, do this to transfer position data from the
LAST POS line on the CDU to the IRUs:

- Push line select key (LSK) 1R. The position data

moves to the scratchpad
- Push LSK 4R. Position data moves from scratchpad
to the SET IRS POS boxes.
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 737-300/400/500 TRAINING MANUAL

POS INIT 1 / 3
L A S T P O S
N40 38.0 W073 46.4
R E F A I R P O R T
----
G A T E
-----
SE T I R S P O S
. .
G M T - M O N / D Y
1432.2z 11/29
------------------------
<INDEX ROUTE>

POS INIT 1 / 3
L A ST P O S
N40 38.0 W073 46.4
R E F A I R P O R T
----
G A T E
-----
SE T I R S P O S
. .
G M T - M O N / D Y
1432.2z 11/29
------------------------
<INDEX ROUTE>
N40380W073464

POS INIT 1 / 3
L A ST P O S
N40 38.0 W073 46.4
R E F A I R P O R T
----
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G A T E
-----
SE T I R S P O S
N40 38.0 W073 46.4
G M T - M O N / D Y
1432.2z 11/29
------------------------
<INDEX ROUTE>

IRS - LAST POSITION PRESENT POSITION ENTRY

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 737-300/400/500 TRAINING MANUAL
IRS -- ISDU PRESENT POSITION ENTRY
ISDU Present Position Entry - Latitude more than 90 degrees
- Longitude more than 180 degrees
You can use the ISDU keyboard to enter present position - Minute value more than 59.9.
data to the IRUs. The display selector (DSPL SEL) can
not be in TEST. You can enter latitude or longitude Push the CLR key to clear the invalid position entry.
first.

Latitude Entry

Push the N2 or S8 key to enter latitude. The letter N or

S shows in the left IRS DISPLAY and the light on the ENT
key comes on. Push the keys to enter the latitude data.
When you push each key, the number shows at the far
right of the left IRS DISPLAY. Numbers entered before
will move one space to the left. You must enter the
complete latitude or longitude, including trailing
zeros. Push the ENT key to send the data to the IRUs.
The light on the ENT key goes off. If the display
selector is in a position other than PPOS, the IRS
DISPLAY changes to the information that showed before
you started the position entry. Push the CLR key to
stop any entry.

Longitude Entry

The longitude entry is similar to the latitude entry.

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Push the W4 or E6 key to enter longitude. The longitude

data will show in the right IRS DISPLAY.

Invalid Position Entry

These keyboard entries cause the CLR key light to come

on when you push the ENT key:

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 737-300/400/500 TRAINING MANUAL

LATITUDE ENTRY LONGITUDE ENTRY

IRS DISPLAY

DSPL SEL
PPOS WIND
TK/GS HDG/STS N
1 3
TEST 2
DISPLAY BRT KEYBOARD
SELECTOR
W H E
4 5 6

SYS DSPL S
7 9
L R 8

ENT CLR CLEAR KEY

0
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ISDU
ENTER KEY

IRS - ISDU PRESENT POSITION ENTRY

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 737-300/400/500 TRAINING MANUAL
IRS -- ALIGNMENT TIME
General

You can see the time remaining to the end of the

alignment mode on the ISDU. Set the DSPL SEL switch to
the HDG/STS position. The right IRS DISPLAY shows the
time in minutes until the IRU is aligned. For the first
three minutes of the alignment, 7 shows in the display.
After three minutes, the display counts down to zero.

The IRU goes to the navigation mode at the end of the

alignment time if the mode select switch is in the NAV
position and present position has been entered.
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 737-300/400/500 TRAINING MANUAL

MINUTES SHOW
IRS DISPLAY
REMAINING NUMBER
10 7
SELECT
HDG/STS 9 7
8 7
DSPL SEL
PPOS WIND 7 7
TK/GS HDG/STS N 6 6
1 3
TEST 2
BRT 5 5
W H E
4 5 6 4 4
3 3
SYS DSPL S
7 9
L R 8 2 2
ENT CLR 1 1
0
0 0

ALIGN ALIGN
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ALIGN NAV ALIGN NAV

OFF ATT OFF ATT

L IRS R

IRS - ALIGNMENT TIME

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 737-300/400/500 TRAINING MANUAL
IRS -- MOTION DURING ALIGNMENT
General

When an IRU is in the alignment mode and senses

airplane movement, the alignment mode stops. A status
code 3 shows on the ISDU and IRS MOTION shows on the CDU
scratchpad. After 30 seconds, the IRU does a check for
airplane motion. When the motion stops, the IRU starts
a new alignment. When the new alignment starts, the
status code 3 goes out of view.

Push the CLR key on the CDU to remove the IRS MOTION
message from the CDU scratchpad.

NOTE: The display selector must be in the HDG/STS

position to see the status code 3.
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 737-300/400/500 TRAINING MANUAL

IRS DISPLAY STATUS CODE

DSPL SEL
PPOS WIND
TK/GS HDG/STS N
1 3
TEST 2
BRT
W H E POS INIT 1 / 3
4 5 6 L A S T P O S
N40 38.0 W073 46.4
SYS DSPL S
7 9 R E F A I R P O R T
L R 8
----
G A T E
ENT CLR
0 -----
S E T I R S P O S
N40 38.0 W073 46.4
G M T - M O N / D Y
1432.2z 11/29
------------------------
<INDEX ROUTE>
IRS MOTION 1

ALIGN ALIGN
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ALIGN NAV ALIGN NAV

OFF ATT OFF ATT

L IRS R

1 MESSAGE SHOWS ON ALL CDU PAGES

IRS - MOTION DURING ALIGNMENT

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 737-300/400/500 TRAINING MANUAL
IRS -- POSITION DIFFERENCE DURING ALIGNMENT
General

The IRU stores its last position. You must enter

position data during the alignment mode. When you enter
position data that is more than 1 degree different than
the stored latitude or 1 degree different than the
stored longitude, these things occur:

- ALIGN light flashes

- Status code 4 shows on ISDU
- ENTER IRS POSITION shows on CDU.

Make sure the position you entered is correct. If it is

correct, enter the same position data again to cause
these to occur:

- Align light on (no flash)

- Status code 4 goes out of view
- ENTER IRS POSITION goes out of view.

If the position you entered is incorrect, enter the

correct position.

NOTE: The IRU does not calculate initial longitude.

After you enter the same longitude twice, the IRU
will use the longitude you entered.
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 737-300/400/500 TRAINING MANUAL

IRS DISPLAY
STATUS CODE

HDG/STS
SELECTED
DSPL SEL
PPOS WIND
TK/GS HDG/STS N
1 3
TEST 2
BRT

W H E
4 5 6
POS INIT 1 / 3
S L A S T P O S
SYS DSPL
7 9 N40 38.0 W073 46.4
L R 8
R E F A I R P O R T
ENT CLR ----
0 G A T E
-----
S E T I R S P O S
ALIGN N43 38.0 W073 46.4
LIGHTS G M T - M O N / D Y
FLASH 1432.2z 11/29
------------------------
<INDEX ROUTE>
E N T E R I R S P O S I T I O N 1

ALIGN ALIGN
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ALIGN NAV ALIGN NAV

OFF ATT OFF ATT

L IRS R

1 MESSAGE SHOWS ON ALL CDU PAGES

IRS - POSITION DIFFERENCE DURING ALIGNMENT

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 737-300/400/500 TRAINING MANUAL
IRS -- POSITION DIFFERENCE AFTER ALIGNMENT 1
General Latitude Entry Error

After alignment, if the IRU calculated latitude is A latitude entry error gives the wrong latitude to both
different than the latitude you entered, you will see IRUs. If the latitude difference is in both IRUs, you
these conditions: can enter the correct position and a new alignment is
not necessary. You must enter the new position on the
- ALIGN light flash ISDU.
- SET IRS POSITION shows on CDU
- Alignment time shows 0 on ISDU
- Status code out of view on ISDU.

If you enter the same latitude again, you will see

these conditions:

- ALIGN light on
- FAULT light on
- SET IRS POSITION on CDU goes out of view
- Alignment time shows 0 on ISDU
- Status code 2 shows on ISDU.

One of these will cause a latitude difference:

- An IRU calculated latitude error

- A latitude entry error.

IRU Calculated Latitude Error

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A calculated latitude error usually will occur in only

one IRU. If the position difference is in one IRU,
start a new alignment with that IRU. If the new
alignment has a position difference, refer to
troubleshooting procedures in part two of the
maintenance manual.

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 737-300/400/500 TRAINING MANUAL

IRS DISPLAY IRS DISPLAY FAULT

HDG/STS CODE
SELECTED
DSPL SEL DSPL SEL
PPOS WIND PPOS WIND
TK/GS HDG/STS 1 N N
3 TK/GS HDG/STS 1 3
2 2
TEST BRT TEST BRT
W H E W H E
4 5 6 4 5 6
SYS DSPL 7 S 9 SYS DSPL S
L R 8 7 9
L R 8
ENT CLR ENT CLR
0 0
ALIGN
LIGHTS ALIGN AND
FLASH FAULT
LIGHTS ON
ALIGN ALIGN ALIGN ALIGN

FAULT FAULT FAULT FAULT

ALIGN NAV ALIGN NAV ALIGN NAV ALIGN NAV

OFF ATT OFF ATT OFF ATT OFF ATT
ENTER LATITUDE
L IRS R L IRS R

SET IRS POS

AND ENTERED
PO S I N I T 1 / 3 POSITION REMOVED PO S I N I T 1 / 3
L A S T P O S L A S T P O S
N4 0 3 8 . 0 W 0 7 3 4 6 . 4 N4 0 3 8 . 0 W 0 7 3 4 6 . 4
R E F A IR P O R T R E F A IR P O R T
---- ----
G A T E G A T E
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----- -----
S E T I R S P O S
N4 3 3 8 . 0 W 0 7 3 4 6 . 4
G M T - M O N/ D Y G M T - M O N/ D Y
1432.2 z 11/29 1432.2 z 11/29
------------------------ ------------------------
<INDEX ROUTE> <INDEX ROUTE>
E N T E R I R S P O S I T I O N
1

1 MESSAGE SHOWS ON ALL CDU PAGES

IRS - POSITION DIFFERENCE AFTER ALIGNMENT 1

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 737-300/400/500 TRAINING MANUAL
IRS -- POSITION DIFFERENCE AFTER ALIGNMENT 2
Correct Position Entry

If both the latitude and longitude you entered are

incorrect, you must enter both values to correct the
problem. Only latitude is necessary to go to the
navigation mode. To make sure the IRUs wait until you
put in the correct latitude and longitude, move the
mode selector on the MSU to ALIGN. Use the keyboard on
the ISDU to enter the correct latitude and longitude.
The FAULT light goes off when the correct latitude is
entered.

Move the mode selector to NAV. The ALIGN lights go out

and the IRUs go to the navigation mode.

If the IRUs do not go to the navigation mode or the

FAULT lights do not go off when you enter the latitude,
start a new alignment.
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 737-300/400/500 TRAINING MANUAL

IRS DISPLAY IRS DISPLAY

DSPL SEL DSPL SEL

PPOS WIND
2. ENTER CORRECT PPOS WIND
TK/GS HDG/STS 1
N
3 LATITUDE AND TK/GS HDG/STS 1
N
3
2 2
TEST BRT LONGITUDE TEST BRT
W H E W H E
4 5 6 4 5 6

SYS DSPL S SYS DSPL S

7 9 7 9
L R 8 L R 8

ENT CLR ENT CLR

0 0

5. WHEN NAV IS SELECTED,

ALIGN LIGHTS GO OUT
ALIGN ALIGN

ALIGN NAV ALIGN NAV ALIGN NAV ALIGN NAV

3. FAULT LIGHT
OFF ATT OFF ATT GOES OUT WHEN OFF ATT OFF ATT
CORRECT LATITUDE
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L IRS R IS ENTERED L IRS R

1. MOVE THE MODE 4. MOVE THE MODE

SELECTORS TO ALIGN SELECTORS TO NAV

IRS - POSITION DIFFERENCE AFTER ALIGNMENT 2

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 737-300/400/500 TRAINING MANUAL
IRS -- NO PRESENT POSITION ENTRY
General

You must enter present position during the alignment

period. If the alignment period ends and present
position has not been entered, these conditions show:

- ALIGN light flashes

- Status code 8 shows on ISDU
- ENTER IRS POSITION shows on CDU.

Use the CDU or the ISDU to enter present position. When

you enter present position these conditions show:

- ALIGN light goes off

- Status code 8 goes out of view
- ENTER IRS POSITION goes out of view.
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 737-300/400/500 TRAINING MANUAL

IRS DISPLAY STATUS CODE

HDG/STS
SELECTED

DSPL SEL
PPOS WIND
TK/GS HDG/STS N
1 3
TEST 2
BRT
W H E POS INIT 1 / 3
4 5 6 L A S T P O S
N40 38.0 W073 46.4
SYS DSPL S R E F A I R P O R T
7 9
L R 8 ----
G A T E
ENT CLR -----
0
S E T I R S P O S
. .
ALIGN G M T - M O N / D Y
LIGHTS 1432.2z 11/29
FLASH ------------------------
<INDEX ROUTE>
E N T E R I R S P O S I T I O N 1

ALIGN ALIGN
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ALIGN NAV ALIGN NAV

OFF ATT OFF ATT

L IRS R

1 MESSAGE SHOWS ON ALL CDU PAGES

IRS - NO PRESENT POSITION ENTRY

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 737-300/400/500 TRAINING MANUAL
IRS -- ATTITUDE MODE
General magnetic heading. Enter magnetic heading with the ISDU
or CDU.
Use the attitude (ATT) mode when only attitude data is
necesary or when the navigation function of the IRU On the ISDU, push the H5 key and the number keys.
fails. You can select the attitude mode on the ground Heading shows on the IRS DISPLAY. Push the ENT key to
or in the air. enter the heading in the IRU.

Attitude Mode Selection On the CDU, enter the three digit heading value in the
scrtatchpad. Use the line select key (LSK) 5R to enter
Move the mode selector to ATT to select the attitude the heading in the IRU. The heading shows on the CDU.
mode. The IRU goes to the attitude mode 2 seconds after
the mode is selected. The two second delay prevents
accidental selection of the mode.

Attitude Alignment

When you select the attitude mode, the ALIGN light

comes on for 30 seconds. During this time, the IRU
calibrates to 0 degrees in pitch and roll. If the
airplane is in the air, the pilot must keep the
airplane straight and level and not accelerate until
the ALIGN light goes off.

When you select the attitude mode, the ADC altitude

initializes IRU altitude. Also, the ADC altitude rate
initializes IRU vertical speed. After the attitude mode
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aligns, IRU vertical speed operates nomally.

Heading Entry

The IRU uses manual, initial heading in the ATT mode.

Status code 9 shows on the ISDU until you enter

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 737-300/400/500 TRAINING MANUAL

HEADING

IRS DISPLAY POS INIT 1 / 3

STATUS L A S T P O S
CODE N40 38.0 W073 46.4
R E F A I R P O R T
----
DSPL SEL
PPOS WIND
TK/GS HDG/STS N
1 3
TEST 2 G M T - M O N / D Y S E T I R S H D G
BRT
1432.2z 11/29 ---
W H E ------------------------
4 5 6 <INDEX ROUTE>
SYS DSPL S 129
L R 7 9
8

ENT CLR SCRATCHPAD

0 ENTRY

POS INIT 1 / 3
L A S T P O S
N40 38.0 W073 46.4
R E F A I R P O R T
ALIGN ----
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ALIGN NAV ALIGN NAV G M T - M O N / D Y S E T I R S H D G

1432.2z 11/29 129
OFF ATT OFF ATT ------------------------
<INDEX ROUTE>
L IRS R

IRS - ATTITUDE MODE

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 737-300/400/500 TRAINING MANUAL
IRS -- MODES
GENERAL

The chart shows the mode sequences of the MSU mode

selector.
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 737-300/400/500 TRAINING MANUAL

ALIGN NAV ALIGN NAV

OFF ATT OFF ATT

L IRS R

MODE SELECT SWITCH SEQUENCE RESULT

OFF TO ALIGN IRU GOES TO ALIGNMENT MODE.

(AIRPLANE NOT MOVING) ALIGN LIGHT COMES ON.

OFF TO NAV IRU GOES TO ALIGNMENT MODE.

(AIRPLANE NOT MOVING) IRU GOES TO NAV MODE AT COMPLETION OF
ALIGNMENT IF PRESENT POSITION IS ENTERED.

NAV TO ALIGN TO NAV IRU VELOCITY SET TO 0. RESET LEVEL.

(AIRPLANE NOT MOVING) ALIGN LIGHT COMES ON FOR 30 SECONDS.

NAV TO ALIGN SETS VELOCITY TO 0. RESETS LEVEL AND HEADING.

(AIRPLANE NOT MOVING) ALIGN LIGHT COMES ON.
IRU GOES TO ATTITUDE MODE AFTER 2 SECONDS.
OFF, ALIGN, OR NAV TO ATT ALIGN LIGHT COMES ON FOR 30 SECONDS.
HEADING CAN BE ENTERED.

IRU IN ATTITUDE MODE UNTIL SWITCH IS

ATT TO NAV OR ALIGN
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MOVED TO OFF.

ALIGN LIGHT COMES ON FOR 30 SECONDS.

ATT TO OFF AFTER 30 SECONDS, IRU GOES OFF.
ALIGN LIGHT COMES ON FOR 30 SECONDS.
NAV OR ALIGN TO OFF FAULTS AND POSITION DATA STORED IN
MEMORY. AFTER 30 SECONDS, IRU GOES OFF.

IRS - MODES

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 737-300/400/500 TRAINING MANUAL
IRS -- STATUS CODES
General

IRS status codes show on the IRS DISPLAY of the ISDU.

Some codes give the condition of IRS system. Some codes
give instructions.

Two or more codes at the same time cause the ISDU CLR
key light to come on. Push the CLR key to show the codes
in sequence.

The IRS status codes come from the IRUs. Put the system
display (SYS DSPL) selector in the L position to see
codes from IRU 1. The R position shows codes from IRU
2.
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 737-300/400/500 TRAINING MANUAL

STATUS
CODE

IRS DISPLAY CODE TABLE

01 ISDU FAIL
02 IRS FAILURE
03 EXCESSIVE MOTION
04 ALIGN FAULT
DSPL SEL 05 DAA 1 FAULT
PPOS WIND 06 DAA 2 FAULT
TK/GS HDG/STS N 07 ADC DATA INVALID
1 2 3
TEST BRT 08 ENTER PPOS
W H E 09 ENTER HEADING
4 5 6 10 ISDU POWER LOSS
SYS DSPL S
L R 7 8 9

ENT 0 CLR

ISDU
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CLEAR KEY

IRS - STATUS CODES

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 737-300/400/500 TRAINING MANUAL
IRS -- FAILURES
General - FAULT light on, airplane on the ground
- IRS master caution light comes on when the
These are the three types of IRS failures: airplane lands
- Status code 2 shows, airplane on the ground or in
- Critical fault the air
- Non-critical fault - All IRS displays show normal.
- Laser intensity monitor (LIM) non-critical fault.
LIM Non-Critical Fault
Critical Fault
Each laser gryo in the IRU has a LIM. The gryo fails if
If a primary function of the IRU fails, this is a the monitor senses an intensity equal to 1.1 volts. If
critical fault. The same conditions occur in the air the gryo fails, it is a critical fault. To warn you of
and on the ground for a critical fault. If a critical a gryo failure that will occur soon, the IRU has the
fault occurs, you may select the attitude mode or you LIM fault. If any LIM senses an intensity equal to 1.5
may replace the IRU. The attitude mode may not operate volts or less and the airplane is in the air, the IRU
after a critical fault. If a critical fault occurs, you sets the LIM fault. The LIM fault does not show in the
will see these conditions: air. On the ground, you will see these conditions:

- FAULT light on - FAULT light on

- Status code 2 shows - IRS master caution light comes on when the
- All IRS displays show a failure. airplane lands
- No status code shows
Non-Critical Fault - All IRS displays show normal.

If a secondary function of the IRU fails, this is a After you see the LIM fault conditions, you can do
non-critical fault. Non-critical faults may affect nothing or change the IRU. If the airplane takes off or
34-28-CC-056 Rev 1 12/03/1998

navigation performance. Different conditions occur in you do a new alignment, the FAULT light goes off. If
the air and on the ground for a non-critical fault. If the LIM senses the voltage again in the air, you will
a non-critical fault occurs, you do not have to do any see the LIM fault conditions on the next landing.
maintenance. If a non-critical fault occurs, you should
change the IRU as soon as practical. If a non-critical
fault occurs, you will see these conditions:

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 737-300/400/500 TRAINING MANUAL

IRS DISPLAY IRS DISPLAY

STATUS NO
CODE 02 STATUS
CODE

DSPL SEL DSPL SEL

HDG/STS
PPOS WIND SELECTED PPOS WIND
TK/GS HDG/STS N TK/GS HDG/STS N
1 3 1 3
2 TEST 2
TEST BRT BRT

W H E W H E
4 5 6 4 5 6

SYS DSPL S SYS DSPL S

7 9 L R 7 9
L R 8 8

ENT CLR ENT CLR

0 0

FAULT
LIGHT
FAULT FAULT
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ALIGN NAV ALIGN NAV ALIGN NAV ALIGN NAV

OFF ATT OFF ATT OFF ATT OFF ATT

L IRS R L IRS R
CRITICAL OR NON-CRITICAL FAULT LIM NON-CRITICAL FAULT

IRS - FAILURES

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 737-300/400/500 TRAINING MANUAL
IRS -- TRAINING INFORMATION POINT - CDU BITE PAGES - IRS BITE INDEX - ACCESS
General

The IRS has BITE information that get access to through

the flight management computer control display unit
(CDU).

To see the maintenance information, select IRS on line

select key (LSK) 4L from the MAINT BITE INDEX. This
shows the IRS BITE INDEX page.

On the IRS BITE INDEX page, you can select the left or
right IRS. If you select IRS L+R, you can do the self-
test for IRU 1 and 2 at the same time.

IRS BITE Inop

IRS BITE information comes from the DAA. During IRS

BITE, the DAA is in control of the CDU. If the FMC
cannot get access to the DAA when you select IRS from
the maintenance BITE index, you see the CDU display
shown.
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 737-300/400/500 TRAINING MANUAL

MAINT BITE INDEX 1 / X IRS BITE INDEX

<FMCS <IRS L
<DFCS <IRS R
<A/T <IRS L+R
<I R S

<EFI S

<INDEX <INDEX

IRS BITE TEST

IRS BITE INOP

CHECK DAA OR INTERFACE

34-28-CC-060 Rev 1 12/03/1998

IRS BITE INOPERATIVE

IRS - TRAINING INFORMATION POINT - CDU BITE PAGES - IRS BITE INDEX - ACCESS

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 737-300/400/500 TRAINING MANUAL
IRS -- TRAINING INFORMATION POINT - CDU BITE PAGES - IRS BITE INDEX
General - ADC inputs to the IRU.

From the IRS BITE INDEX, you can select IRS L or IRS R. This data comes from the DAA and is not dynamic.
IRS L does a check of the BITE for IRS 1. IRS R does a
check of the BITE for IRS 2. In-Flight Faults

If you select either IRS, the CDU shows IRS BITE TEST The IN-FLIGHT FAULTS page shows any in-flight failures
at the top of the page. At this time, the FMC sends test of these LRUS and signals for the last nine flights:
values to EFIS. These are the test displays that show
on the EADI and EHSI: - IRU
- DAA
- Ground speed of 200 knots on the EADI - ADC inputs to the IRU.
- Track of 22 degrees on all EHSI modes
- FMC INTERFACE OK replaces the map display on the The DAA stores in-flight faults in non-volatile memory.
EHSI map, center map, and plan modes
- ALERT on the EHSI NAV modes NOTE: Take care when troubleshooting systems that use
- Distance to waypoint of 388 miles on the EHSI NAV, the DAA. If you swap the DAAs on the ground, be
map, center map, and plan modes sure to put them back to their original positions
- Position difference of 99.9 miles on the EHSI NAV, before the next flight.
map, and center map modes
- Vertical deviation of 220 feet on the EHSI NAV,
map, and center map modes.

The ground speed and track displays could be confusing

during the IRS interface check.
34-28-CC-061 Rev 1 12/03/1998

Current Faults

The CURRENT FAULTS page shows the status of these LRUS

and signals:

- IRU
- DAA

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 737-300/400/500 TRAINING MANUAL

IRS BITE INDEX IRS BITE TEST

<IRS L CURRENT FAULTS X

<IRS R IRU FAIL

<IRS L+R DAA OK

DADC FAIL

<INDEX <INDEX

IRS BITE TEST IRS BITE TEST

IRS X INDEX IN-FLIGHT FAULTS X

<CURRENT FAULTS NUMBER INDICATES FAULT

<INTERFACE CHECK LRU FLIGHT

1 2 3 4 5 6 7 8 9
34-28-CC-061 Rev 1 12/03/1998

<IN-FLIGHT FAULTS IRU 4 5 9

DADC 2 6 7
DAA 1 3 8 9

<INDEX <INDEX

IRS - TRAINING INFORMATION POINT - CDU BITE PAGES - IRS BITE INDEX

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 737-300/400/500 TRAINING MANUAL
IRS -- TRAINING INFORMATION POINT - CDU BITE PAGES - INTERFACE CHECK
General The IRS ground test will not operate if the ground
speed is more than 20 knots or the IRU is in the
To operate the IRS INTERFACE CHECK, push LSK 3L. attitude mode.
INTERFACE CHECK L or R page shows. To do a check of both
IRUs at the same time push LSK 3L, IRS L+R on the IRS
BITE INDEX page.

INTERFACE CHECK Pages

The INTERFACE CHECK pages show information about the

self-test. There are four INTERFACE CHECK pages.

The INTERFACE CHECK pages do not show test data when

the self-test runs. The INTERFACE CHECK pages only show
test values that you verify during the test. There is
one value not shown on the INTERFACE CHECK pages. The
value is -600 feet per minute vertical speed on the
VSI.

Page 1 gives a description of the test. Page 2, page 3,

and page 4 show the test values for the INTERFACE
CHECK. Verify the values on the flight compartment
instruments. To move between the pages, use the NEXT
PAGE and PREV PAGE keys on the CDU.

You can start the IRS ground test from page 1. Push LSK
34-28-CC-062 Rev 1 12/03/1998

5L to start the test.

The TEST STOP prompt shows on pages 2, 3, and 4. The

self-test continues until you select TEST STOP or
INDEX. INDEX shows on all the pages. Push LSK 5L to
stop the test. Push LSK 6L to stop the test and return
to the IRS BITE TEST INDEX.

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 737-300/400/500 TRAINING MANUAL

I R S B I T E T E S T

I R S X I N D E X

< C U R R E N T F A U L T S

< I N T E R F A C E C H E C K

< I N - F L I G H T F A U L T S

< I N D E X I R S B I T E T E S T

I N T E R F A C E C H E C K X 1 / 4

0 S - 2 S M S U L I G H T S
2 S - 1 0 S F A I L A L L D A T A
A F T E R 1 0 S C H E C K D A T A O N
I N S T R U M E N T S A N D I S D U

< T E S T S T A R T

< I N D E X

I R S B I T E T E S T

I N T E R F A C E C H E C K X 2 / 4

Y A W R A T E M A X R I G H T
P I T C H A N G 5 `
R O L L A N G 4 5 `
T R U H D G 1 0 `

< T E S T S T O P

< I N D E X

I R S B I T E T E S T I R S B I T E T E S T
34-28-CC-062 Rev 1 12/03/1998

I N T E R F A C E C H E C K X 3 / 4 I N T E R F A C E C H E C K X 4 / 4

T K A N G 0 ` W I N D S P D 1 0 0 K T
NEXT M A G H D G 1 5 ` NEXT W I N D D I R T R U 3 0 `
PAGE G
D
N D
R I F
S P D
T A N
2 0 0 K T
G - 1 0 `
PAGE P
P
P
P
O
O
S
S
L
L
A
O
T
N G
N
E
2
2
2 . 5 `
2 . 5 `

PREV < T E S T S T O P
PREV < T E S T S T O P
PAGE PAGE
< I N D E X < I N D E X

IRS - TRAINING INFORMATION POINT - CDU BITE PAGES - INTERFACE CHECK

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 737-300/400/500 TRAINING MANUAL
IRS -- TRAINING INFORMATION POINT - CDU BITE PAGES - INTERFACE CHECK RESULTS 1
General

Push LSK 5L to start the IRS ground test. Test values

show in the flight compartment.

0-2 Seconds

When the test starts, all the lights on the MSU and
ISDU come on for 2 seconds.

2-10 Seconds

Between 2 and 10 seconds, all IRS data fails.

Components and displays that use IRS data show failure
flags and failure conditions.
34-28-CC-063 Rev 1 12/05/1998

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 737-300/400/500 TRAINING MANUAL

I R S B I T E T E S T

I N T E R F A C E C H E C K L 1 / 4
ATTITUDE FLAG HEADING FLAG
FOR HEADING
0
2
S
S
-
-
2
1
S M S
0 S F
U L I G H T S
A I L A L L D A T A
UP MODES
A F T E R 1 0 S C H E C K D A T A O N
I N S T R U M E N T S A N D I S D U

< T E S T S T A R T

< I N D E X

ALL LIGHT
SEGMENTS ON EADI EHSI

IRS DISPLAY

HEADING FLAG
DSPL SEL
PPOS WIND
TK/GS HDG/STS N
1 2 3
TEST BRT

W
4
H
5
E
6 ENT/CLR KEY OFF FLAG
SYS DSPL S
LIGHTS ON DME-1 DME-2
7 8 9
L R
1 2
ENT CLR
0
.5 VERTICAL 4
SPEED
MSU 0 OFF 6
LIGHTS 1000 FPM
ON .5
4
ALIGN ON DC 1
34-28-CC-063 Rev 1 12/05/1998

2
FAULT DC FAIL

ALIGN NAV ALIGN NAV

OFF ATT OFF ATT
VSI RDDMI
L IRS R (TYPICAL)

0-2 SECONDS 2-10 SECONDS

IRS - TRAINING INFORMATION POINT - CDU BITE PAGES - INTERFACE CHECK RESULTS 1

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 737-300/400/500 TRAINING MANUAL
IRS -- TRAINING INFORMATION POINT - CDU BITE PAGES - INTERFACE CHECK RESULTS 2
10 Seconds To End of Test

Ten seconds after the IRS ground test starts, the IRU
sends test values on its data buses. Most of the test
values show on the pages 2, 3, and 4 of the IRS ground
test.

Look at the flight compartment displays to verify test

values.

YAW RATE MAX RIGHT can not be verified. It does not

show on flight compartment displays.

NOTE: When you start the IRS ground test from the CDU,.
test ground speed and track data on the displays
come from the FMC. Use the values that show on
the ISDU to verify the IRS ground test. The value
of track is a true value. When you calculate the
drift angle, use the ISDU values.

NOTE: Wind does not show on the ESHI on the ground. Use
the values on the ISDU to verify the IRS ground
test.
34-28-CC-064 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

BANK ANGLE
45 DEGREES
PITCH 1 2
5 DEGREES .5 VERTICAL 4
VERTICAL SPEED SPEED
-600FPM 0 6
1000 FPM
.5
4
FMC GROUND SPEED GS 1 2
200
IRS DISPLAY

EADI VSI
IRS DISPLAY

HDG 015 M
IRS DISPLAY
- - - - - - - - MAGNETIC
HEADING 15
DME-1 DME-2 DEGREES
IRS DISPLAY

DSPL SEL
PPOS WIND
N
FMC TRACK
TK/GS HDG/STS 1 3
TEST 2
BRT

W H E
34-28-CC-064 Rev 1 12/03/1998

4 5 6

SYS DSPL S
7 8 9
L R
ENT 0 CLR
--o/---
VOR X 116.80

ISDU RDDMI
EHSI
10 SECONDS TO END OF TEST
IRS - TRAINING INFORMATION POINT - CDU BITE PAGES - INTERFACE CHECK RESULTS 2

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 737-300/400/500 TRAINING MANUAL
IRS -- TRAINING INFORMATION POINT - IRU DRIFT CALCULATIONS
General route. Do not enter a route. Instead, enter the IRU
positions and your actual position as waypoints. To
The IRUs can calculate incorrect positions. This is enter the positions, do these steps:
called drift. If the IRU drift is large, you should
change the IRU. - Line select or manually enter the position of IRU 1
into the scratch pad
When the IRU is on the ground and not moving, sometimes - Make sure the position is correct
the IRU still has ground speed. This ground speed is - Use LSK 1L to move the position to WPT01
called residual ground speed. If the residual ground - Manually enter your actual position into the
speed is large, you should change the IRU. scratch pad
- Use LSK 2L to move the position to WPT02
Drift Calculations - Put IRU 2 position into WPT03.

To calculate the IRU drift, you use the FMCS CDU. The The FMC calculates the IRU drift in nautical miles. The
FMC calculates the distance between waypoints on a drift shows on the CDU. The drift for IRU 1 shows as the
route. You use this function to calculate the distance from WPT01 to WPT02. The drift for IRU 2 shows
difference between your actual position and the as the distance from WPT02 to WPT03.
position the IRUs show.
Use the drift distances and the position error chart to
To calculate the drift, you must make sure that the find if you need to change the IRU.
flight crew does not turn off the IRUs after a flight.
Note the latitude and longitude of both IRUs on the Residual Ground Speed
ISDU or on the CDU POS page 2. If the positions are
different, you should do the drift calculation. When the airplane is not moving, note the ground speed
on the CDU POS page 2. If the residual ground speed is
After you have the IRU positions, go to the route (RTE) between 15 knots and 20 knots for two consecutive
34-28-CC-070 Rev 1 12/03/1998

page on the CDU. You use the route page to turn on the flights, you should change the IRU. If the residual
FMC route function. To turn on the route function, ground speed is 20 knots or more after one flight, you
enter an origin or destination airport using the four should change the IRU.
letter ICAO identifier.

After you enter the airport, go to the LEGS page. The

legs page is used to manually enter waypoints for a

34-28-CC
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 737-300/400/500 TRAINING MANUAL

RESIDUAL
GROUND SPEED IRU 2 DRIFT IRU 1 DRIFT

POS REF 2 / X X RTE 1 / 1 RTE 1LEGS 1 / X X

F M C P O S G S O R I G I N D E S T 1.6NM
N40`38 1 WO73`46.0 1KT KJFK WPT01
I R S L C O R O U T E 7.0NM
N4O`38 0 WO73`44.3 3KT ---- WPT02
R U N W A Y 0.2NM
---- WPT03
I R S R V I A T O
N40`38 8 W073`46.1 2KT ---- ----

------------------------ ------------------------ ---------------- E X T E N D E D

<INDEX ROUTE> DATA>

INIT INIT INIT

REF RTE RTE RTE
REF REF

LEGS LEGS LEGS

A B C D E A B C D E A B C D E

PREV NEXT PREV NEXT PREV NEXT

PAGE PAGE F G H I J PAGE PAGE F G H I J PAGE PAGE F G H I J

1 2 3 K L M N O 1 2 3 K L M N O 1 2 3 K L M N O

4 5 6 P Q R S T 4 5 6 P Q R S T 4 5 6 P Q R S T

7 8 9 U V W X Y 7 8 9 U V W X Y 7 8 9 U V W X Y
34-28-CC-070 Rev 1 12/03/1998

0 / Z 0 / Z 0 / Z

CDU POS PAGE CDU RTE PAGE CDU LEGS PAGE

IRS - TRAINING INFORMATION POINT - IRU DRIFT CALCULATIONS

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 737-300/400/500 TRAINING MANUAL
IRS -- TRAINING INFORMATION POINT - IRU DRIFT CRITERIA
General

You use the position error chart to find the IRU drift.

Time In Navigation Mode

To use the position error chart, you must know the time
that the IRU was in the navigation mode. The time is on
the horizontal axis of the position error chart. If the
flight crew did not do any new alignments, the time can
be for multiple flight legs.

Drift Criteria

Use the drift from the CDU and the time in the
navigation mode to find the drift on the position error
chart. If the drift is below the shaded area, the drift
is OK. If the drift is above the shaded area, you
should change the IRU. If the drift is in the shaded
area for two consecutive flights, you should change the
IRU. Note that between the consecutive flights, you
must do a new alignment.
34-28-CC-071 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

40

35

REPLACE - 1 FLIGHT
POSITION ERROR (NMI)

REPLACE - 2 CONSECUTIVE FLIGHTS

30

25

20

OK

15

10.5
10

7.5
34-28-CC-071 Rev 1 12/03/1998

5
3.5
2.5

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
TIME IN NAV MODE (HOURS)
IRS - TRAINING INFORMATION POINT - IRU DRIFT CRITERIA

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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- INTRODUCTION
General REU - remote electronics unit
RF - radio frequency
The marker beacon system supplies a visual and aural rcvr - receiver
indication when the airplane flies over a marker beacon
sta - station
transmitter. These transmitters are most often close to
an airport runway. Most runways have an outer, middle, V - voice
and inner marker beacon transmitter. Also, the runway v - volt
may have a backcourse marker beacon transmitter. Other
marker beacon transmitters are at airways intersections
and navigation aids.

Abbreviations and Acronyms

AC - alternating current
ACP - audio control panel
alt - alternate
amp - amplifier
B - both
BITE - built-in test equipment
FDAU - flight data acquisition unit
gnd - ground
Hz - hertz
I/O - input/output
LCD - liquid crystal display
34-32-CC-001 Rev 1 10/01/1998

LED - light emitting diode

LRU - line replaceable unit
maint - maintenance
MB - marker beacon
MHz - mega hertz
nav - navigation
norm - normal

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 737-300/400/500 TRAINING MANUAL

AIRPORT RUNWAY INNER MIDDLE OUTER

34-32-CC-001 Rev 1 10/01/1998

MARKER BEACON TRANSMITTERS

MARKER BEACON SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- GENERAL DESCRIPTION
General

The marker beacon (MB) system has these line

replaceable units (LRUs):

- MB receiver
- Antenna
- Sensitivity switch
- MB lights.

Operation

The marker beacon antenna receives the marker beacon

signals. The signals go to the MB receiver. The
receiver supplies this data:

- Marker beacon audio to the remote electronics unit

(REU)
- Analog voltage to the marker beacon lights
- Analog voltage to the flight data acquisition unit
(FDAU).

The MB lights come on when the airplane flys over a

marker beacon transmitter. The sensitivity switch sets
the sensitivity of the MB receiver.
34-32-CC-002 Rev 1 10/09/1998

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 737-300/400/500 TRAINING MANUAL

A
MARKER I

51Z-4 COLLINS AIRWAYS

R
W
HIGH A
Y
S

M
I
D
MIDDLE D
L
E

LOW O
U
OUTER T
E
R

SENSITIVITY
SWITCH MARKER BEACON
LIGHTS (2)

FDAU

MARKER BEACON
34-32-CC-002 Rev 1 10/09/1998

ANTENNA

REMOTE
ELECTRONICS
UNIT

MARKER BEACON SYSTEM - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- COMPONENT LOCATIONS
General

The marker beacon antenna is on the bottom of the

fuselage.

The MB receiver is in the electronic equipment (E/E)

compartment on the E2-4 shelf.

The sensitivity switch is in the flight compartment on

the P1 panel.

The marker beacon data shows on the lights on the

captain and first officer panels.
34-32-CC-003 Rev 1 10/09/1998

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 737-300/400/500 TRAINING MANUAL

FWD
MARKER
BEACON
ANTENNA

E2-1
P1 CAPTAIN
INSTRUMENT PANEL
- SENSITIVITY P3 FIRST OFFICER E2-4 SHELF
SWITCH INSTRUMENT PANEL - MB RESCEIVER
- MB LIGHTS - MB LIGHTS E2-2
34-32-CC-003 Rev 1 10/09/1998

E2-3

E2-4

ELECTRONIC EQUIPMENT COMPARTMENT

(LOOKING LEFT)
MARKER BEACON SYSTEM - COMPONENT LOCATIONS

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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- INTERFACES
Power

The MB receiver uses 28v dc power from bus 1.

Antenna Interface

The marker beacon antenna sends radio frequency signals

to the MB receiver.

Sensitivity Switch

The sensitivity switch controls the gain of the MB

receiver.

Audio Interface

The MB receiver sends audio to the remote electronics

unit (REU). The REU supplies marker beacon audio to the
flight compartment.

Marker Beacon Data

The MB receiver sends an analog signal to the marker

beacon lights. This signal turns on the applicable
light when the airplane flies over the marker beacon
ground station. The same signal also goes to the FDAU.
34-32-CC-004 Rev 1 10/09/1998

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 737-300/400/500 TRAINING MANUAL

28V DC
BUS 1 POWER
MARKER AUDIO
BEACON
P18 CIRCUIT
BREAKER PANEL REMOTE ELECTRONICS UNIT

3
RF MB OUTPUT
MARKER
BEACON
ANTENNA
CAPT LIGHTS

SENSITIVITY

SENSITIVITY
SWITCH
F/O LIGHTS
34-32-CC-004 Rev 1 10/09/1998

MB RECEIVER FDAU

MARKER BEACON SYSTEM - INTERFACES

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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- MARKER BEACON RECEIVER
General

The marker beacon receiver processes signals from

ground stations and controls lights in the flight
compartment. The receiver also decodes audio received
from the ground stations and sends the audio to the
REU.

Features

The MB receiver is a 1/4 ATR short LRU. It weighs 3.25

pounds (1.47 kg)

Test Switch

There is a test switch on the front of the reciever.

34-32-CC-005 Rev 1 10/09/1998

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 737-300/400/500 TRAINING MANUAL

51Z-4 COLLINS

TEST SWITCH
34-32-CC-005 Rev 1 10/09/1998

MARKER BEACON SYSTEM - MARKER BEACON RECEIVER

34-32-CC
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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- ANTENNA
General

The marker beacon antenna receives signals from marker

beacon ground stations.

Six screws hold the antenna to the fuselage.

34-32-CC-006 Rev 1 10/09/1998

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 737-300/400/500 TRAINING MANUAL
34-32-CC-006 Rev 1 10/09/1998

MARKER BEACON SYSTEM - ANTENNA

34-32-CC
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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- SENSITIVITY SWITCH
General

The marker beacon sensitivity switch controls the gain

of the MB receiver.
34-32-CC-007 Rev 1 10/09/1998

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 737-300/400/500 TRAINING MANUAL

MARKER
HIGH

LOW
34-32-CC-007 Rev 1 10/09/1998

MARKER BEACON SYSTEM - SENSITIVITY SWITCH

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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- LAMPS
General

The marker beacon lamps come on when the airplane flies

over a marker beacon transmitter. There are three lamps
for the captain and three lamps for the first officer.

Color

The lamps are these colors:

- White for airways marker

- Amber for middle marker
- Blue for outer marker.

Test

To do a test of the MB lamps, push on the lamp. To

adjust the lamp brightness, turn the lamp.
34-32-CC-009 Rev 1 10/01/1998

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 737-300/400/500 TRAINING MANUAL

A
I
R
AIRWAYS W
A
Y
S

M
I
D
MIDDLE D
L
E

O
U
OUTER T
E
34-32-CC-009 Rev 1 10/01/1998

MARKER BEACON SYSTEM - LAMPS

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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- DISPLAYS AND AUDIO OUTPUTS
General - Turn the marker beacon receiver volume control to
change the volume level.
When the airplane flies over a marker beacon
transmitter, the marker beacon lights comes on. Audio Outputs

If you want to hear marker beacon audio, select the These are the marker beacon audio outputs:
marker beacon audio on the audio control panel (ACP).
- Outer marker - 400 Hz, continuous dashes (- - - -)
Display Types - Middle marker - 1300 Hz, alternate dots and dashes
(-.-.-.-.-)
The outer lights come on when the airplane goes over an - Inner marker - 3000 Hz, continuous dots (......)
outer marker. The outer lights are blue. - Backcross marker is 3000 Hz, continuous paired
dots (.. .. .. ..)
The middle lights come on when the airplane goes over a - Airways marker - 3000 Hz with the morse code
middle marker. The middle lights are amber. identifier for the station.

The airways lights come on when the airplane goes over

any of these markers:

- Inner marker
- Backcourse marker
- Airways marker.

The airways lights are white.

Audio Operation
34-32-CC-010 Rev 1 10/09/1998

You make these ACP selections to listen to marker

beacon audio:

- Push the marker beacon receiver volume control to

make the marker beacon audio come on

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 737-300/400/500 TRAINING MANUAL

A
I
R
AIRWAYS W
A
Y
S

M
I
D
MIDDLE D
L
E

O
U MKR MARKER BEACON
OUTER T RECEIVER VOLUME
E CONTROL
R

MB LIGHTS AUDIO CONTROL PANEL

400 HZ 1300 HZ 3000 HZ 3000 HZ 3000 HZ

(- - - -) (-.-.-.-.) (......) (.. .. ..) (MORSE CODE)
34-32-CC-010 Rev 1 10/09/1998

OUTER MIDDLE INNER AIRPORT RUNWAY BACKCOURSE AIRWAYS

MARKER BEACON AUDIO OUTPUTS
MARKER BEACON SYSTEM - DISPLAYS AND AUDIO OUTPUTS

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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- FUNCTIONAL DESCRIPTION
Marker Beacon Signal

The MB antenna receives the 75 MHz signal and sends it

to a 75 MHz filter in the MB receiver. This filter
rejects unwanted signals. The output goes to a radio
frequency (RF) amplifier. A detector receives the
amplifier output and sends the demodulated signal to
three bandpass filters and an audio amplifier.

The bandpass filters are at 400 Hz, 1300 Hz, and 3000
Hz. The filters control the MB lights. The signals from
the filters also go to the FDAU. The FDAU records the
MB signals.

The audio amplifier sends audio tones to the REU.

Sensitivity Switch

The sensitivity switch controls the gain of the RF

amplifier.

Self-Test

The test switch starts a test of the MB receiver. The

self-test frequency (freq) generator (gen) sends these
tones to the input filter:
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- 400 Hz
- 1300 Hz
- 3000 Hz.

The test results show in the flight compartment.

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 737-300/400/500 TRAINING MANUAL

HIGH

POWER
28V DC SUPPLY
TEST LOW
SELF-TEST SENSITIVITY
FREQ GEN SWITCH
BAND PASS
FILTER AUDIO
75 MHZ DETECTOR
MARKER
BEACON RF AMP
CAPTAIN
ANTENNA LIGHTS

FILTER
3000 HZ TO
FDAU
FILTER
1300 HZ

FILTER
400 HZ
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FIRST
OFFICER
LIGHTS

AUDIO AUDIO
AMP TO REU

MB RECEIVER

MARKER BEACON SYSTEM - FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
MARKER BEACON SYSTEM -- SELF-TEST
Operation

To do a test of the MB receiver, use the test switch on

the front of the MB receiver.

You must select marker beacon audio on at least one of

the ACPs to hear the audio tones. The marker beacon
audio tones come on in order. The marker beacon lights
come on at the same time.
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 737-300/400/500 TRAINING MANUAL

51Z-4 COLLINS MARKER BEACON TONES

A
I
TEST R
SWITCH AIRWAYS W
A
Y
S

M
I
D
MIDDLE D
L
E

O
U
OUTER T
E
34-32-CC-012 Rev 1 10/01/1998

MARKER BEACON SYSTEM - SELF-TEST

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 737-300/400/500 TRAINING MANUAL
RADIO ALTIMETER SYSTEM -- INTRODUCTION
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 737-300/400/500 TRAINING MANUAL
RADIO ALTIMETER SYSTEM -- INTRODUCTION
General CP - control panel
DH - decision height
The radio altimeter (RA) system measures the vertical DME - distance measuring equipment
distance from the airplane to the ground. The radio
E/E - electronic equipment (compartment)
altitude shows in the flight compartment. The system
has a range of -20 to 2500 feet. The flight crew and EADI - electronic attitude direction indicator
other airplane systems use the altitude during low EFIS - electronic flight instrument system
altitude flight, approach, and landing. F - frequency
FCC - flight control computer
To measure the altitude, the RA system uses a FM - frequency modulation
transmitter and a receiver. The transmitter sends radio
F/O - first officer
frequency (RF) signals to the ground through a transmit
antenna. The RF signal reflects back to the airplane freq - frequency
after striking the ground. The RA receive antenna fwd - forward
receives the reflected RF signal. By measuring the time gnd - ground
it takes for the RF signal to go from the airplane to GPWC - ground proximity warning computer
the ground and back to the airplane, the RA system ILS - instrument landing system
computes radio altitude.
LCD - liquid crystal display
Abbreviations and Acronyms LED - light emitting diode
LRU - line replaceable unit
AFCS - automatic flight control system maint - maintenance
AID - airplane installation delay NCD - no computed data
altm - altimeter P/N - part number
ant - antenna PWR - power
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approx - approximately RA - radio altimeter

A/T - autothrottle (computer) rec - receive
ATR - Austin Trumbull Radio rcvr - receiver
BITE - built-in test equipment RF - radio frequency
CAPT - captain rst - reset
conn - connector R/T - receiver transmitter
CW - continuous wave SG - symbol generator

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 737-300/400/500 TRAINING MANUAL
RADIO ALTIMETER SYSTEM -- INTRODUCTION
sys - system
T - time
TCAS - traffic alert and collision avoidance
system
WXR - weather radar
xmit - transmit
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 737-300/400/500 TRAINING MANUAL

ALTITUDE
ABOVE THE
GROUND
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RADIO ALTIMETER SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- GENERAL DESCRIPTION
General

The radio altimeter system has two

receiver/transmitters (R/Ts). Each R/T has a transmit
and a receive antenna.

Radio altitude data goes to these components:

- Flight control computers (FCCs)

- Autothrottle computer
- Ground proximity warning computer (GPWC)
- Yaw damper system
- Traffic alert and collision avoidance system
(TCAS) computer
- Electronic flight instrument system (EFIS) symbol
generators (SGs).

The radio altimeter R/T sends discrete signals called

trips to the thrust reverser control modules.
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 737-300/400/500 TRAINING MANUAL

COLLINS

TRANSMIT
FCC ANTENNA

AUTOTHROTTLE
COMPUTER

RECEIVE
ANTENNA THRUST REVERSER
CONTROL MODULES

GPWC
RA RECEIVER/
TRANSMITTER (2)

TCAS COMPUTER
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YAW DAMPER

EFIS SG

RA SYSTEM - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- COMPONENT LOCATION - FLIGHT COMPARTMENT
General

These are the components in the flight compartment that

interface with the RA system:

- Captain and first officer EFIS control panels

- Captain and first officer EADIs.
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 737-300/400/500 TRAINING MANUAL

P1 CAPT INSTRUMENT PANEL P3 F/O INSTRUMENT PANEL

- EADI - EADI
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P8 AFT ELECTRONICS PANEL

- F/O EFIS CONTROL PANEL
- CAPT EFIS CONTROL PANEL

RA SYSTEM - COMPONENT LOCATION - FLIGHT COMPARTMENT

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- COMPONENT LOCATION - ELECTRONIC EQUIPMENT COMPARTMENT AND ANTENNAS
General

The RA receiver/transmitters are on the E2 rack in the

electronic equipment (E/E) compartment.

The RA antennas are on the bottom of the fuselage.

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 737-300/400/500 TRAINING MANUAL

RA 2 XMIT
RA 2 REC
RA 1 REC
RA 1 XMIT

E2-1

E2-4 SHELF
E2-2
- RA 1
- RA 2

E2-3
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FWD E2-4

ELECTRONIC EQUIPMENT COMPARTMENT

(LOOKING LEFT)

RA SYSTEM - COMPONENT LOCATION - ELECTRONIC EQUIPMENT COMPARTMENT AND ANTENNAS

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- INTERFACES
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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- INTERFACES
Power Interface Each RA system sends an altitude trip to both engine
thrust reverser modules at 10 feet. These signals are
RA 1 gets 115v ac from electronics (ELEX) bus 1. RA 2 part of the logic used to deploy the thrust reversers.
gets 115v ac from ELEX bus 2.
RA Receiver/Transmitter Outputs
Radio Altimeter Antenna Interface
The RA receiver/transmitters have two radio altitude
Each RA system has two identical antennas. One antenna outputs. The altitude is the same for both outputs.
is for transmit and the other antenna is for receive. There are two outputs to isolate the autoflight signals
from other systems. The R/Ts also have two valid
General signals. One valid signal is for the R/T. The second
valid signal is called the autoflight warn signal. The
The number one RA system supplies data to these purpose of the autoflight warn signal is to tell the
components: FCC if the radio altitude can be used for landing.

- Yaw damper The autoflight warn uses the same logic as the RA valid
- Autothrottle computer signal. Also, the autoflight warn signal is not valid
- FCC A when the R/T is NCD. The autoflight warn circuits send
- GPWC an invalid signal faster than the RA valid signal.
- TCAS
- EFIS symbol generator 1. The yaw damper uses radio altitude as part of its gain
calculations. The yaw damper does not receive the RA
The number two RA system supplies data to these valid signal.
components:
The autothrottle uses radio altitude in the TO/GA
- FCC B calculations and autothrottle flare calculations.
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- GPWC
- TCAS Each FCC uses radio altitude from its onside RA
- EFIS symbol generator 2. receiver/transmitter. The FCCs use radio altitude in
the approach control and low altitude flight
Both EFIS symbol generators (SG) send radio altitude to calculations.
the flight data acquisition unit (FDAU). The FDAU sends
the data to the flight recorder.

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- INTERFACES
The ground proximity warning computer uses radio
altitude from both R/Ts. The GPWC uses radio altitude
for all its modes of operation. If RA 1 fails, the GPWC
uses RA 2.

The TCAS computer uses radio altitude to set some

sensitivity levels and to find if an intruder is on the
ground.

The EFIS symbol generator (SG) shows radio altitude on

the EADI. The SG sends radio altitude to the flight
data acquistion unit (FDAU) for recording. The SG also
calculates decision height (DH) alert. The SG uses the
radio altitude in its DH alert calculations.

The SG uses radio altitude to control the rising runway

display.

Decision Height

The EFIS SGs show DH on the EADI. The EFIS control

panel sends the DH value to the SG on an ARINC 429 data
bus. During descent, the SG compares the DH value with
the radio altitude and shows the DH alert. You can do a
check of the decision height alert function in EFIS
BITE.
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 737-300/400/500 TRAINING MANUAL

RA XMIT ANT
YAW DAMPER

115V AC RA REC ANT A/T COMPUTER

ELEX DH
PWR 1 ALTITUDE 2
RADIO ALTITUDE
ALTM-1 ALTITUDE 1 EFIS CONTROL
VALID PANEL 1
P18 CIRCUIT EFIS SYMBOL
BREAKER PANEL AUTOFLIGHT
WARNING GENERATOR 1
FCC A
TRIP

RA RECEIVER/
TRANSMITTER 1
GPWC FDAU

THRUST REVERSER
RA XMIT ANT MODULE 1 AND 2

TCAS COMPUTER
115V AC RA REC ANT
ELEX TRIP
PWR 2 ALTITUDE
ALTITUDE
RADIO ALTITUDE 2
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ALTM-2
DH
P6 CIRCUIT VALID
BREAKER PANEL ALTITUDE 1
EFIS SYMBOL EFIS CONTROL
AUTOFLIGHT GENERATOR 2 PANEL 2
WARNING FCC B
RA RECEIVER/
TRANSMITTER 2

RA SYSTEM - DATA BUS OUTPUTS, DECISION HEIGHT INTERFACE

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- RECEIVER/TRANSMITTER
Purpose

The RA receiver/transmitter calculates radio altitude.

Description

The R/T is a 1/2 ATR short LRU and weighs approximately

15 pounds (6.8 kg.)

A test connector on the front panel connects test

equipment for shop tests.

Operation

There is a red fail light on the front of the RA

receiver/transmitter. You push the test switch to start
a self-test.
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 737-300/400/500 TRAINING MANUAL

COLLINS

TEST CONNECTOR

FAIL LIGHT

TEST SWITCH
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RA SYSTEM - RECEIVER/TRANSMITTER

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- ANTENNA
Purpose

The RA system uses four antennas that transmit and

receive RF signals. Each RA receiver/transmitter has a
transmit and receive antenna. The transmit and receive
antennas are the same and interchangeable.

Physical Description

Screws attach the antenna to the airplane skin. There

is a conductive gasket around antenna. The gasket helps
keep moisture out of the airplane and provides
grounding for the antenna.

Training Information Point

Do not paint the radiation surface or the back plate of

the antenna. Also do not paint the antenna attachment
point on the airplane skin. Make sure you treat the
conductive gasket for corrosion.
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 737-300/400/500 TRAINING MANUAL

MOUNTING
SCREWS

AIRPLANE
SKIN COAX
CONNECTOR

CONDUCTIVE
GASKET
34-33-CC-007 Rev 1 12/03/1998

RA SYSTEM - ANTENNA

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- OPERATION
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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- OPERATION
General Decision Height

The radio altitude shows on the EADI. These are the The DH value can be set from -10 feet to 999 feet. You
displays that relate to the radio altitude: set the DH on the EFIS control panel. The DH display
does not show when you select a DH below zero. When the
- Rising runway airplane descends through the DH value, you see the
- Decision height (DH). decision height alert.

Radio altitude shows in white for airplane altitude These are the display changes when the DH alert occurs:
between -20 and 2500 feet. This is how the radio
altitude values update: - Dial, indices, RA readout, and DH bug change color
to amber
- Two foot increments up to 100 feet altitude - Amber displays go on and off for three seconds
- Ten foot increments from 100 to 500 feet altitude - Amber displays are on steady until reset.
- Twenty foot increments from 500 to 2500 feet
altitude. These are the ways that the decision height alert
resets to the display that showed before the alert:
The radio altitude does not show above 2500 feet.
- Airplane climbs more than 75 feet above the DH
Radio Altitude value
- Airplane lands
The white radio altitude shows as a digital readout for - You push the reset (RST) switch on the EFIS control
altitudes between -10 and 2500 feet. For altitudes panel.
between -10 and 1000 feet, a round dial shows around
the digital display. The dial has increments that show EFIS Control Panel
100 feet. As the radio altitude increases or decreases,
34-33-CC-008 Rev 1 12/09/1998

the display adds or removes the perimeter of the dial. The EFIS control panel controls the DH value and sets
When the dial shows, a magenta DH bug shows the DH the DH alert display back to a normal display. The DH
value set on the EFIS control panel. When the digital shows on the captain and first officer EADIs. The EFIS
readout only shows, the DH readout shows in green above control panels control their on-side displays.
the radio altitude.

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- OPERATION
Flags

If the radio altimeter fails, an RA amber flag with a

highlight box replaces the RA readout.

If the EFIS control panel fails, a DH amber flag with a

highlight box replaces the DH readout above 1000 feet
RA.

Rising Runway

The rising runway shows at the bottom of the EADI when

these conditions occur:

- Radio altitude is less than 2500 feet

- ILS localizer deviation shows on the EADI.

The rising runway symbol moves towards the airplane

symbol as the airplane altitude decreases from 200 feet
to 0 feet. At 0 feet, the rising runway shows at the
bottom of the airplane symbol. The rising runway is
parked at the bottom of the attitude ball from 2500
feet to 200 feet radio altitude.

Any time the radio altitude is failed or NCD, EFIS

removes the rising runway.
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 737-300/400/500 TRAINING MANUAL

EFIS CONTROL
RISING RUNWAY PANEL FAIL ANY
ALTITUDE D
DH150 DECISION HEIGHT 500
H
1760 RADIO ALTITUDE

EADI EADI
ADI
RA ABOVE 1000 FEET DH REF

DH SET KNOB
RST
BRT DH ALERT
RESET SWITCH

EFIS CONTROL
PANEL

RADIO RADIO
ALTITUDE ALTITUDE
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DECISION FAIL FAIL

HEIGHT BUG DH150
7 60 1 50 DISPLAY TO RA RA
ALTITUDE AMBER, ON
READOUT AND OFF FOR
ALTITUDE 3 SECONDS
DIAL AND
RA BELOW 1000 INDICES DECISION HEIGHT RA BELOW 1000 ALTITUDE ABOVE
FEET ALERT FEET 1000 FEET

RA SYSTEM - OPERATION

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- RECEIVER/TRANSMITTER FUNCTIONAL DESCRIPTION
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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- RECEIVER/TRANSMITTER FUNCTIONAL DESCRIPTION
General proportional to the radio altitude. The altitude
processor computes the radio altitude. The altitude
The radio altimeter transmits a frequency processor also sends the difference frequency to the
modulated/continuous wave (FM/CW) signal through the monitor processor. The monitor processor computes the
transmit antenna. The signal goes to the ground and radio altitude. If the altitude computed by both
reflects back to the airplane receive antenna. The processors is the same, the monitor processor sends a
amount of the frequency difference between the transmit logic one valid discrete to AND gates 1 and 2.
and receive signals is proportional to the radio
altitude. The altitude processor sends two altitudes to user
systems. The comparator compares the altitudes. If the
Transmit altitudes are the same, the comparator sends a logic
one to AND gates 1 and 2.
When power goes to the radio altimeter, the triangle
wave generator sends a control signal to the RF Calibration
oscillator. The oscillator changes frequency based on
the signal from the wave generator. The FM RF signal There are two 300 foot delay circuits in the radio
goes to the power amplifier and the transmit antenna. altimeter. The delay circuits delay all incoming
signals an amount of time equal to 300 feet of radio
Capacitive pickoffs send part of the transmit signal to altitude. Mixers connected to the delay circuits get
three mixers. the delay circuit signals and a sample of the
transmitted RF. The monitor and altitude processors
The altitude processor monitors the incoming signals continuously compute the test altitude of 300 feet. If
and changes the start point of the triangle wave either processor cannot compute the test altitude, the
generator. The control signal is the interlock signal. monitor processor does not send the valid discrete to
The interlock signal keeps the RA out of phase with the AND gates 1 and 2.
off-side RA.
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When the altitude processor cannot calculate radio

Receive altitude because the frequency difference is too large,
the receiver is NCD. The receiver is NCD when the
The reflected RF signal from the ground goes to a airplane is above 2,500 feet radio altitude. When the
signal mixer. The mixer combines the received RF signal RA is NCD, the altitude processor does not send the
with a sample of the transmitted RF to establish a onscale discrete to AND gate 2. The radio altimeter
difference frequency. The difference frequency is

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- RECEIVER/TRANSMITTER FUNCTIONAL DESCRIPTION
continues to send the RA valid discrete based on the trip. The circuit that sends the discrete is the trip
test altitude. processor. The processor gets radio altitude and a trip
enable signal.
RA Valid
Input Program Pins
The radio altimeter sends the RA valid discrete to all
user systems. AND gate 1 sends the RA valid signal. If The airplane installation delay (AID) program pin is
the RA valid signal goes to a logic zero, switch S1 grounded to the 57 feet selection. This calibrates the
deenergizes and the STATUS light comes on. These are system so that the radio altitude is 0 feet at
the signals that control the AND gate for the RA valid touchdown. It makes an allowance for these conditions:
signal:
- Length of the antenna cables
- Power supply valid signal - Fuselage to ground distance
- Processor valid signal - Flare angle.
- Altitude valid signal.
The program pins tell the trip processor the altitudes
Autoflight Warning that require trip signals.

The radio altimeter sends the autoflight warning Self-Test

discrete to the DFCS. AND gate 2 is a fast acting logic
circuit that can change logic states in less than 0.5 You can do a self-test of the radio altimeter. To do
seconds. These are the signals that control the AND the self-test, push the TEST switch. The power supply
gate for the autoflight warning: monitor controls the self-test. When you push the TEST
switch, a test signal, representing 40 feet radio
- Onscale signal altitude, goes to the monitor processor. If you hold
- Power supply valid signal the TEST switch for more than 2 seconds, the power
34-33-CC-009 Rev 1 12/03/1998

- Processor valid signal supply monitor sends the power supply fail signal to
- Altitude valid signal. AND gate 1. The RA valid signal goes to a logic zero and
switch S1 deenergizes. The STATUS light comes on.
Trip Processor

The radio altimeter sends a discrete to user systems

when the altitude is 10 feet. The discrete is called a

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 737-300/400/500 TRAINING MANUAL

115V AC POWER TEST SWITCH

SUPPLY
TEST ENABLE
MONITOR TEST SIGNAL

DC

300 FOOT
DELAY ONSCALE
AUTOFLIGHT
2 WARNING
TRIANGLE
A WAVE RF OSCILLATOR MONITOR
GENERATOR PROCESSOR RA VALID
1
VALID
TRANSMIT
ANTENNA POWER DC
AMPLIFIER S1 STATUS
F

T COMPARATOR
RECEIVE
ANTENNA TRIP ENABLE
(STA 450)

300 FOOT TRIP 10 FOOT TRIP

DELAY ALTITUDE PROCESSOR
PROCESSOR
TRIP SELECT
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DUAL SYSTEM INSTALLED

A INTERLOCK RADIO ALTITUDE 2
AID 57 FT RADIO ALTITUDE 1

RADIO ALTIMETER RECEIVER/TRANSMITTER

RA SYSTEM - RECEIVER/TRANSMITTER FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- SELF-TEST
Self-Test

Push the test switches on the front of the R/T to start

a self-test. The display on the EADI shows 40 feet.
Sometimes the display will not get to the 40 foot
value. After 2 seconds, the RA flag shows. At the same
time on the front of the RA, the status light comes on.
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 737-300/400/500 TRAINING MANUAL

COLLINS

40

2 SECONDS
STATUS LIGHT

TEST SWITCH

RA
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UNTIL RELEASE
TEST SWITCH

RA SYSTEM - SELF-TEST

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 737-300/400/500 TRAINING MANUAL
RA SYSTEM -- DECISION HEIGHT ALERT - TEST
General

To do a test of the decision alert function, use EFIS

BITE. Select SELF TEST on the CDU. Both EFIS symbol
generators go into self-test. The test display on the
EADI includes a test altitude of 150 feet. To do the DH
alert test, do these steps:

- Select a DH more than 75 feet below the radio

altitude - this arms the DH alert (30 feet shows in
the graphic)
- Select a DH of 150 feet or more (160 feet shows in
the graphic)
- Observe the DH alert
- To reset the DH alert, select a DH more than 75
feet below the radio altitude (30 feet shows in the
graphic)
- To reset the DH alert, push the RST switch on the
EFIS control panel
- To reset the DH alert, push the INDEX line select
key on the CDU.
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 737-300/400/500 TRAINING MANUAL

SELECT DH
ADI ADI BELOW 75 FEET
E FIS B I T E T E ST DH REF DH REF
ARM DECISION
<EFIS LEF T B I TE
EFIS SELF TEST HEIGHT ALERT
<EFIS RIG HT B ITE

<SELF TES T

< I N T E R FAC E T E ST

<INDEX 150 150

RST RST

BRT BRT

EFIS SELF EFIS SELF

TEST DISPLAY TEST DISPLAY
EFIS CONTROL PANEL EFIS CONTROL PANEL
ADI ADI SELECT DH BELOW
DH REF DH REF 75 FEET

RESET PUSH INDEX ON CDU

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RST 1 50 RST 1 50 -4

BRT BRT

DECISION HEIGHT PUSH RST EFIS SELF EFIS ON GROUND

ALERT DISPLAY SWITCH TEST DISPLAY DISPLAY
EFIS CONTROL PANEL EFIS CONTROL PANEL
RA SYSTEM - DECISION HEIGHT ALERT - TEST

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 737-300/400/500 TRAINING MANUAL
WEATHER RADAR SYSTEM -- INTRODUCTION
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 737-300/400/500 TRAINING MANUAL
WEATHER RADAR SYSTEM -- INTRODUCTION
AZ - azimuth
Purpose baro - barometric
BITE - built-in test equipment
The weather radar (WXR) system supplies these visual
BL - buttock line
indications:
cal - calibrate
- Weather conditions capt - captain
- Land contours. CDU - control display unit
con - control
Description CP - control panel
CPU - central processing unit
The WXR system transmits radio frequency (RF) pulses in
a 180 degree area forward of the airplane. Weather and dc - direct current
terrain reflect the pulses back to the receiver. The dn - down
receiver processes the return signal to show weather DSPY - display
and terrain. EFIS - electronic flight instrument system
EHSI - electronic horizontal situation indicator
Display
EL - elevation
The WXR returns show in four different colors on the elex - electric
EFIS EHSIs. Colors of the indications give the crew F/O - first officer
information about the intensity of the returns. fwd - forward
gnd - ground
Abbreviations and Acronyms GS - ground speed
IDNT - ident
ac - alternating current
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in - inch
ADF - automatic direction finder
ILS - instrument landing system
alt - altitude
intlk - interlock
ant - antenna
IRS - inertial reference system
app - approach
IRU - inertial reference unit
ARINC - Aeronautical Radio, Inc.
kg - kilograms
arpt - airport
L - left

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 737-300/400/500 TRAINING MANUAL
WEATHER RADAR SYSTEM -- INTRODUCTION
lb - pounds
mag - magnetic
max - maximum
MHz - megahertz
NCD - no computed data
NM - nautical miles
OK - good or pass
pos - position
PRF - pulse repetition frequency
R - right
RF - radio frequency
R/T - receiver/transmitter
sta - station
stab - stabilization
std - standard
TFR - transfer
trk - track
TURB - turbulence
v - volts
VAR - variable
UNCAL - uncalibrate
WX - weather
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WXR - weather radar

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 737-300/400/500 TRAINING MANUAL

HDG 127 M WX
+2

40

FROM
VOR 1 116.80
34-43-CC-001 Rev 1 03/12/1999

WEATHER RADAR SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- GENERAL DESCRIPTION
Receiver/Transmitter (R/T)

The primary component of the WXR system is the weather

radar R/T. The WXR R/T does these functions:

- Transmits RF pulses
- Receives and processes RF returns
- Supplies the WXR display data.

Control

These components control the WXR:

- Captain and first officer EFIS control panels

- Weather radar control panel.

Display

WXR data shows on the EFIS EHSIs.

Antenna

The WXR antenna transmits the RF pulses and receives

the RF returns. The R/T gets inertial reference system
(IRS) pitch and roll data for antenna stabilization.
34-43-CC-002 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL

EXP
ADI HSI RANGE
VOR/
DH REF NAV ILS 160 320
80
MAP 40
VOR/
FULL ILS CTR 20
MAP 10
NAV
BRT PLAN WXR WXR ANTENNA
ON
RST
MAP
BRT VOR/ADF NAV AID ARPT RTE DATA WPT

ON ON ON ON ON

EFIS CP (2)

TO EFIS SG

IRS

LEFT MODE
TFR WX/T WX MAP IDNT
34-43-CC-002 Rev 1 01/20/1999

5 5
W
X 15 15
UP GAIN GAIN UP
R CAL CAL
A 0 GAIN TEST 0 GAIN
D DN UCAL UCAL DN
A
R
5
15
RIGHT MODE 5
15
WEATHER RADAR RECEIVER/TRANSMITTER
TFR WX/T WX MAP IDNT

WEATHER RADAR CONTROL PANEL

WXR SYSTEM - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- COMPONENT LOCATION - FLIGHT COMPARTMENT
WXR System Components

The weather radar control panel is on the P9 forward

electronic panel.

WXR System Interface Components

These are the flight compartment components that have

an interface with the WXR system:

- Captain EFIS control panel (P8)

- First officer EFIS control panel (P8)
- Captain EHSI (P1)
- First officer EHSI (P3)
- IRS select switch (P5).
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 737-300/400/500 TRAINING MANUAL

P5 FORWARD OVERHEAD PANEL P9 FORWARD ELECTRONIC PANEL

- IRS SELECT SWITCH - WEATHER RADAR CONTROL PANEL

P1 CAPTAIN P3 FIRST OFFICER

INSTRUMENT PANEL INSTRUMENT PANEL
- EHSI - EHSI
34-43-CC-003 Rev 1 03/12/1999

P8 AFT ELECTRONIC PANEL

- F/O EFIS CONTROL PANEL
- CAPT EFIS CONTROL PANEL

WXR SYSTEM - COMPONENT LOCATION - FLIGHT COMPARTMENT

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- COMPONENT LOCATIONS - LOWER NOSE COMPARTMENT AND NOSE RADOME
General

The WXR antenna is on the forward bulkhead behind the

nose radome.

These are the WXR system components in the forward

equipment compartment:

- WXR R/T
- WXR R/T mount.
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 737-300/400/500 TRAINING MANUAL

FWD WXR R/T WXR R/T

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MOUNT
WXR ANTENNA
ASSEMBLY
FORWARD EQUIPMENT
NOSE RADOME COMPARTMENT

WXR SYSTEM - COMPONENT LOCATIONS - LOWER NOSE COMPARTMENT AND NOSE RADOME

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- POWER AND ANALOG INTERFACES
System Power RF Transmission and Reception

The WXR receiver transmitter (R/T) gets 115v ac through Transmit radio frequency (RF) goes from the R/T through
the WX R/T circuit breaker. The circuit breaker gets the waveguide to the weather radar antenna. The receive
power from the 115v ac electronics bus 2. RF goes from the antenna through the waveguide to the
R/T.
The fan in the WXR mount gets 115v ac to do a test of
the fan when the R/T is not installed. When the WXR R/T
gets the ON signal, it sends 28v dc to the power supply
in the WXR control panel and also sends 115v ac to the
WXR antenna. The WXR R/T also sends 115v ac to the fan
in the WXR R/T mount.

WXR On/Off

The captain or first officer EFIS control panel (CP)

can send the ON/OFF discrete to the WXR R/T. The ON/OFF
signalgoes through the WXR control panel to make sure
it is installed.

Discrete Input

The IRS transfer relays send a discrete to the WXR R/T.

Antenna Control
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The weather radar R/T controls the WXR antenna. The

control signals turn on the antenna and control the
movement. The antenna sends feedback signals to the WXR
R/T. The feedback signals are status and position.

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 737-300/400/500 TRAINING MANUAL

115V AC
ELEX
BUS 2 FAN TEST POWER
WXR R/T FAN POWER
P6 CIRCUIT
BREAKER PANEL WXR R/T MOUNT

115V AC
115V AC
CONTROL
FEEDBACK
CAPT EFIS
CONTROL PANEL ON/OFF RF RF
WXR
ANTENNA
28V DC

WXR CONTROL PANEL

F/O EFIS
CONTROL PANEL
34-43-CC-005 Rev 1 03/12/1999

IRS TRANSFER WXR R/T

RELAY

WXR SYSTEM - POWER AND ANALOG INTERFACES

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- DIGITAL INTERFACES
Control Inputs IRS Inputs

The WXR control panel supplies this data to the WXR Both IRUs send data the WXR R/T. The WXR R/T uses the
R/T: IRS pitch and roll to stabilize the WXR antenna.

- Mode
- Stabilization on/off
- Ground clutter suppression on/off
- Tilt
- Gain control.

Range data goes from the EFIS control panels to the WXR
R/T.

WXR Output Data

The WXR R/T has two output data buses. The output data
buses are ARINC 453 data buses. ARINC 453 data buses
are very high speed data buses. The buses are dedicated
to the WXR to provide the data update rate required for
the radar picture. The WXR R/T sends this data to the
EFIS symbol generators:

- WXR display data

- Range processed
- Mode processed
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- Tilt
- Gain
- Status.

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 737-300/400/500 TRAINING MANUAL

ON/OFF
RANGE

RANGE
DATA BUS 1
ARINC 453
LEFT EFIS
CONTROL PANEL
PITCH
ROLL

IRU 1
SYMBOL GENERATOR 1
PITCH
ROLL
MODE, TILT
IRU 2 AND GAIN
CONTROL
STAB ON/OFF
WXR CONTROL PANEL
DATA BUS 2
ARINC 453
ON/OFF RANGE
RANGE
34-43-CC-006 Rev 1 03/12/1999

RIGHT EFIS WXR R/T ON/OFF

CONTROL PANEL RANGE
SYMBOL GENERATOR 2

WXR SYSTEM - DIGITAL INTERFACES

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- CONTROL PANEL
General - TFR - the TFR switch allows the user to transfer
the offside selections to the user side. If you
The weather radar (WXR) control panel has these push the left TFR switch, the right selections
functions: will be used on the left side.

- Mode selection Tilt Control

- Stabilization on/off
- Ground clutter suppression on/off The tilt control adjusts the antenna tilt angle from
- Tilt control +15 degrees to -15 degrees.
- Gain control.
Gain Control
Mode Selection
The gain control adjusts the gain for the MAP mode
This control panel allows the captain and first officer only. Gain control is automatic in the WX and WX/T
to select these different controls for the WXR: modes. The switch has 10 detent positions. Turn the
switch full clockwise for the maximum gain position.
- Mode
- Gain UCAL Annunciator
- Tilt.
The UCAL annunciators show when the GAIN controls are
The control panel has these mode switches: in the uncalibrated position and the MAP mode is
selected. The annunciators are also lit when TEST is
- TEST - this starts a self-test of the R/T and shows selected.
the test results on the EHSIs. This selection
overrides all other mode selections
- WX - R/T processes weather data
34-43-CC-008 Rev 1 07/07/1999

- WX/T - R/T processes weather data and turbulence

data if a range of 40 nm or less is set on the EFIS
control panel. If a range more than 40 nm is set,
the R/T processes weather data only
- MAP - R/T processes terrain features and weather.
Ground clutter suppression (if set on) is off
- IDNT - selects ground clutter suppression

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 737-300/400/500 TRAINING MANUAL

MODE UCAL
SWITCH INDICATOR
(11) (2)

LEFT MODE
TFR WX/T WX MAP IDNT
5 5
W
GAIN X 15 15
CONTROL UP GAIN GAIN UP
(2) R CAL CAL
A 0 GAIN TEST 0 GAIN
TILT D
CONTROL DN UCAL UCAL DN
A
(2) R 15 15
5 RIGHT MODE 5
TFR WX/T WX MAP IDNT
34-43-CC-008 Rev 1 03/12/1999

WXR SYSTEM - CONTROL PANEL

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- RECEIVER/TRANSMITTER
Purpose

These are the functions of the WXR receiver/transmitter

(R/T):

- Make and transmit RF pulses

- Process RF return signals
- Make display data
- Send display data to the EFIS SGs
- Supply antenna stabilization
- Monitor and do system operation test
- Send fault status and test data to the symbol
generators.

Physical Description

The WXR R/T weighs 31.5 lbs. Forced air from the WXR
R/T mount cools the WXR R/T. The front panel of the R/T
has these items:

- Coax test connector

- Test connector.
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 737-300/400/500 TRAINING MANUAL

TEST CONNECTOR
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WXR SYSTEM - RECEIVER/TRANSMITTER

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- R/T MOUNT
Purpose

The WXR R/T mount does these functions:

- Holds the R/T

- Connects the R/T to the airplane wiring
- Connects the R/T to the waveguide
- Supplies cooling air to the R/T.

The test switch does a test of the fan.

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 737-300/400/500 TRAINING MANUAL

FAN
CONNECTOR

ELECTRICAL
CONNECTORS

FAN TEST
SWITCH

FAN
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WXR SYSTEM - R/T MOUNT

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- ANTENNA
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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- ANTENNA
Antenna Assembly Antenna Pedestal

These are the parts of the antenna: The antenna pedestal contains these items:

- Flat plate antenna - Scan motors

- Antenna pedestal. - Antenna position monitors
- Antenna position transmitters
Flat Plate Antenna - Elevation and scan disable switches.

The flat plate antenna transmits and receives RF The antenna pedestal receives 115v ac from the WXR R/T
pulses. for operation.

The flat plate antenna is an array of radiation slots. There is a horizontal scan motor to move the antenna
The RF pulses radiate from each of the slots. The +/- 90 degrees from the airplane centerline. There is
antenna makes a beam 5.4 degrees high and 5.4 degrees also an elevation scan motor to move the antenna 40
wide. The antenna weighs 6 lb (2.7 kg). It is 23 inches degrees up or down. The 80 degrees allows manual tilt
wide. selection from the WXR control panel and antenna
stabilization from the WXR R/T.
Waveguide
There is a zero position monitor and an incremental
The waveguide goes from the WXR mount to the antenna. monitor for each motor. These monitors send antenna
Since the lower nose compartment is pressurized, the horizontal scan and elevation scan position data to the
antenna waveguide is also pressurized. This prevents WXR R/T. There are elevation and azimuth scales that
arcing in the waveguide at high altitudes. Also, there permit a visual measurement of the tilt and scan
is a hole in the waveguide just before the waveguide angles.
goes through the pressure bulkhead. This hole drains
34-43-CC-011 Rev 1 03/12/1999

the water out of the waveguide. There are elevation and scan disable switches on the
antenna pedestal. They remove power to the scan and
NOTE: Make sure that the drain hole is clear of debris. elevation motors. The switches do not stop RF
If it is clogged and arcing occurs, the weather transmissions from the WXR R/T.
radar will not operate.

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- ANTENNA
Training Information Point

Use the elevation and scan disable switches for safety

to make sure that the antenna does not move while you
work on or around it.

WARNING: DO NOT OPEN THE NOSE RADOME IF THE WIND IS

MORE THAN 15 KNOTS. IF YOU OPEN THE RADOME IN
A WIND, THE RADOME CAN MOVE QUICKLY. THIS CAN
CAUSE INJURY TO PERSONS OR DAMAGE TO
EQUIPMENT.
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 737-300/400/500 TRAINING MANUAL

ANTENNA
PEDESTAL FWD
34-43-CC-011 Rev 1 03/12/1999

ELEVATION AND SCAN

DISABLE SWITCHES

FLAT PLATE
ANTENNA

WXR SYSTEM - ANTENNA

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- DISPLAYS
Display Modes WXR System Messages

The EHSI shows WXR system data in these modes: These system messages show on two lines on the top
right of the EHSI:
- Expanded ILS
- Expanded VOR - Gain
- Center map - Mode
- Expanded map. - Antenna tilt.

WXR System Display Data Line 1 shows gain/mode.

The EHSI shows these displays: Gain shows these displays:

- WXR data - VAR/ - R/T gain is set by the gain switch

- WXR system messages - Blank - normal operation (gain switch in CAL).
- WXR alert messages.
Gain does not show in the test mode.
WXR Data
The mode line shows one of these displays:
The WXR data is a picture representing the weather or
the terrain in front of the airplane. Colors show the - WX
strength of the RF return signals from the weather or - MAP
the terrain. These are the four colors for the WXR - WX+T
displays: - TEST.

- Green - light weather Line 2 shows the antenna tilt value set on the WXR
34-43-CC-015 Rev 1 03/12/1999

- Yellow - medium weather panel. Antenna tilt shows 0.0 to +15 or -15 degrees.
- Red - heavy weather
- Magenta - turbulence.

The WXR system calculates and shows turbulence only to

40 NM.

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 737-300/400/500 TRAINING MANUAL

GAIN

MODE
WEATHER DATA:
HDG 127 M VAR/WX ANTENNA TILT
- GREEN = LIGHT WEATHER +2

- YELLOW = MEDIUM WEATHER

- RED = HEAVY WEATHER

- MAGENTA = TURBULENCE
40

FROM
VOR X 116.80
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WXR SYSTEM - DISPLAYS

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- OPERATION - FAILURE DISPLAYS
WXR System Alert Messages the threshold value. At that time, the EFIS symbol
generator stops the WXR display signals to the EHSI to
Alert messages show on the EHSI when the R/T processes help cool the LRU.
data that is not satisfactory. The weather display
continues to show with an alert message. A failure of any of these components causes WXR FAIL:

The messages are prioritized. Only one alert message - R/T

shows on the EHSI. When there is more than one message, - WXR control panel
the EHSI shows the highest priority message. These are - WXR antenna.
the alert messages from highest to lowest priority:
A failure causes these conditions:
- WXR WEAK shows for an R/T gain calibration failure
- WXR STAB shows when stabilization is off - WXR DSPY or WXR FAIL message shows on the EHSI
- WXR ATT shows when the attitude input fails. - Mode, tilt, and gain messages go out of view
- Weather display goes out of view.
WXR System Fail Messages
The fail message shows on these alert lines:
Failure messages show on the EHSI for a WXR system
component failure or an EFIS failure. The messages are - Line 1 shows WXR in amber
prioritized. Only one fail messages shows on the EHSI. - Line 2 shows DSPY or FAIL in amber.
When there is more than one message active, the EHSI
shows the highest priority message. These are the fail Range Disagree Message
messages:
The EFIS symbol generator gets range from the EFIS
- WXR DSPY (highest priority) control panel. The symbol generator also gets processed
- WXR FAIL. range from the WXR R/T. If the ranges are different,
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the symbol generator removes the WXR displays and puts

The EFIS EHSI shows raster video and stroke video. The a message on the EHSI. The message is WXR RANGE
weather display is raster video. Raster video causes DISAGREE. This message shows in all WXR display modes.
the temperature in the EHSI to be higher. WXR DSPY
shows when the EHSI internal temperature is above a
threshold value. The onside EFIS symbol generator gets
a discrete from the EHSI when the temperature gets to

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 737-300/400/500 TRAINING MANUAL

HDG 127 M VAR/WX HDG 127 M

+2

ALERT WXR RANGE DISAGREE

FAULT
MESSAGE 40 40
MESSAGES
WXR WXR
WEAK DSPY

FROM FROM
VOR X 116.80 VOR X 116.80
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WXR SYSTEM - OPERATION - FAILURE DISPLAYS

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- SYSTEM ON/OFF
Power

The receiver transmitter (R/T) gets 115v ac from

electronics bus 2. The keep alive power supply provides
unregulated and regulated 28v dc. The unregulated 28v
dc power goes to the power relay in the R/T and also
provides the interlock (INTRLK) signal through the WXR
control panel to switch S1. S1 is held closed.

System On/Off

To operate the WXR system, push the WXR switch on

either EFIS control panel. The light in the WXR switch
comes on. The EFIS control panel sends a ground to the
WXR R/T through the WXR control panel. To turn off the
WXR, push the WXR switch on the EFIS control panel
while the light is on. The light goes off. If the WXR
lights on both EFIS control panels are off, the WXR is
off.
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 737-300/400/500 TRAINING MANUAL

115V AC
TO WXR
ANTENNA
115V AC AND COOLING
ELEX FAN
BUS 2 S3 LOW VOLTAGE
WX RADAR POWER SUPPLY
R/T

P6 CIRCUIT
BREAKER PANEL

KEEP-ALIVE
POWER SUPPLY
S2 REGULATED
CAPT EFIS POWER 28V DC
CONTROL PANEL SUPPLY
UNREGULATED
INTERLOCK POWER 28V DC
ON/OFF
S1
R/T ENABLE
F/O EFIS
CONTROL PANEL
34-43-CC-018 Rev 1 03/12/1999

WXR CONTROL WXR R/T

PANEL

WXR SYSTEM - SYSTEM ON/OFF

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- WXR R/T FUNCTIONAL DESCRIPTION
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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- WXR R/T FUNCTIONAL DESCRIPTION
General Central Processor Unit

The WXR R/T makes RF pulses and sends them to the The central processor unit (CPU) uses the control data
antenna. The antenna transmits pulses and receives the to control the operation of the R/T and the antenna
return signals and sends them to the WXR R/T. The R/T drive. The CPU controls these operations of the
processes the return signals to make display data that transmitter:
shows on the EHSIs. The WXR data on the EHSIs shows the
weather patterns in front of the airplane. - Pulse repitition frequency
- Pulse width
Control Inputs - Transmitted frequency.

The EFIS control panel (CP) sends the selected range to The CPU alternates transmitted frequencies for received
the WXR R/T. signal rejection.

The WXR control panel sends control data on a bus to Also, the CPU makes the scan and elevation signals for
the WXR R/T. The WXR CP sends these signals: the antenna. The CPU uses the pitch and roll from the
IRU to change the antenna signals for stabilization.
- Gain You can turn stabilization on or off with the WXR
- Tilt control panel.
- Stabilization ON/OFF
- Mode of operation. Oscillator/Transmitter Circuits

Antenna Control Based on the CPU inputs, the transmitter circuits makes
RF pulse patterns and sends them out through the WXR
The WXR R/T gets attitude data from the IRUs for antenna.
antenna stabilization. When the IRS transfer switch is
34-43-CC-019 Rev 1 03/12/1999

in NORMAL or BOTH ON L, the R/T uses IRU 1 for RF Transmit

stabilization. When the IRS transfer switch is in BOTH
ON R, IRU 2 stabilization data is used. The RF pulses go from the transmitter circuits through
the circulator. The circulator connects the antenna to
the transmitter during RF transmission. It also
connects the antenna to the receiver circuits to get

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- WXR R/T FUNCTIONAL DESCRIPTION
the return RF pulses. From the circulator, the RF goes - WXR display data
to the WXR antenna. - Range processed
- Antenna tilt
RF Receive - System mode
- Status data.
The central processor unit (CPU) uses the control data
to control the operation of the receiver. The CPU System Status Data
controls these operations of the receiver:
The BITE module continuously gets system status data.
- Gain The system status and the faults show on the EHSI.
- Range
- Mode.

The gain of the receiver changes with the settings on

the WXR control panel. The CPU also increases the gain
of the receiver when the receiver gets a radar return.
The CPU does this to see other returns beyond the first
return. The central processor turns off the receiver
when the range is satisfied.

The antenna receives the RF return signals. Then the RF

goes through the circulator to the receiver circuits.
The receiver circuits process the return signals and
send them to the CPU. The CPU uses the strength of the
RF return signals and the gain of the receiver to
calculate the intensity of the precipitation and to
34-43-CC-019 Rev 1 03/12/1999

make the WXR display data.

WXR Display Data

The CPU puts this data into the ARINC 453 format and
sends it to EFIS:

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 737-300/400/500 TRAINING MANUAL

DATA BUS 1
EFIS DISPLAY
ARINC 453 DATA ANTENNA
ANTENNA POSITION
DATA BUS 2 INTERFACE POSITION
EFIS SIGNALS
ANTENNA OUT
INPUT/
ATTITUDE OUTPUT
ATTITUDE AND TILT
SOURCE CIRCUITS SCAN DRIVE
SELECT
CONTROL BUS 0 MODE, ELEV DRIVE
WXR
CONTROL GAIN, CONTROL
PANEL TILT, DATA
STAB SEL
ATTITUDE STATUS CPU
IRU 1 ARINC DATA
429
ATTITUDE INPUT/
IRU 2 OUTPUT
TRANSMITTER
CIRCUITS
CONTROL BUS 1
CAPT EFIS RANGE
CONTROL PANEL
CONTROL BUS 2 RECEIVER RF
F/O EFIS BITE CIRCULATOR
RANGE CIRCUITS
34-43-CC-019 Rev 1 03/12/1999

CONTROL PANEL

WXR RECEIVER TRANSMITTER WXR ANTENNA

WXR SYSTEM - WXR R/T FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- ANTENNA FUNCTIONAL DESCRIPTION
Antenna Control Antenna Position Feedback

The CPU in the WXR R/T controls and monitors the There are two zero and two incremental monitors in the
antenna operation. antenna assembly. Each stepper motor has one zero
monitor and one incremental monitor. The zero monitors
Antenna Stabilization read the zero or center position of the stepper motor.
The incremental monitors count the number of steps the
The WXR R/T uses attitude inputs from the IRU for motor moves from the center position. The monitors send
antenna stabilization. The CPU uses the attitude inputs antenna position data to the WXR R/T.
to calculate and control the scan and elevation
movements. It sends the scan and elevation drive Antenna Position Compare
signals to the antenna.
The WXR R/T CPU uses the position information from the
Antenna Operation monitors to compare the actual antenna position with
the desired antenna position. When the two are not the
The antenna power supply gets 115v ac from the WXR R/T. same, the WXR R/T sets the antenna fault.
The antenna power supply sends 26v dc power to the
antenna motor driver. The motor driver sends 26v dc Disable Switches
power to the scan and elevation stepper motors. The
motor driver also sends power to the antenna position The disable switches are on the antenna pedestal. The
monitors. scan disable switch disconnects the scan motor from the
motor drive. The elevation disable switch disconnects
Antenna Drive the elevation motor from the motor drive. Because the
motors disconnect from the motor drives, the antenna
The antenna has one scan motor and one elevation does not move.
motor.The scan motor drives a geartrain which moves the
34-43-CC-020 Rev 1 03/12/1999

antenna horizontally. It moves the antenna |90 degrees CAUTION: AN OPEN DISABLE SWITCH DOES NOT STOP RF
from the centerline of the airplane. The elevation TRANSMISSION FROM THE ANTENNA.
motor drives a gear train which moves the antenna
vertically. It moves the antenna up and down |40
degrees. This elevation range includes |15 degrees for
the manual tilt.

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 737-300/400/500 TRAINING MANUAL

ELEV
DRIVE ELEV
ADIRU MOTOR
ATTITUDE SIGNAL ELEV
SIGNALS DISABLE
SCAN SWITCH
DRIVE SCAN
SCAN
SIGNAL SCAN MOTOR
CPU DISABLE
MONITOR MOTOR SWITCH
SIGNALS DRIVER
DRIVE SCAN MONITOR
SIGNALS I/O SIGNALS
ZERO AND
INCREMENTAL
ELEV MONITOR MONITORS
MANUAL SIGNALS ZERO AND
TILT INCREMENTAL
SIGNALS MONITORS

POWER POWER 26V DC TO

SUPPLY SUPPLY STEPPER
MOTORS
RF
CIRCULATOR
SCAN ELEV
ROTARY ROTARY
WXR R/T (FORWARD EQUIPMENT
34-43-CC-020 Rev 1 03/12/1999

JOINT JOINT
COMPARTMENT)
ANTENNA ASSEMBLY (FORWARD BULKHEAD) FLAT
PLATE
ANTENNA

WXR SYSTEM - ANTENNA FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- SELF-TEST START
Self-Test General Test Start

WARNING: DO NOT OPERATE THE WEATHER RADAR WHILE FUEL IS Push the WXR ON switch on the EFIS control panel to
ADDED OR REMOVED FROM THE AIRPLANE. DO NOT apply power to the WXR R/T.
TRANSMIT RF ENERGY WHILE FUEL IS ADDED OR
REMOVED IN AN AREA 300 FEET OR LESS IN FRONT Test Operation
OF THE ANTENNA. THIS CAN CAUSE AN EXPLOSION.
During the test, these things happen:
WARNING: MAKE SURE NO PERSONS ARE IN THE AREA 50 FEET
OR LESS FROM THE ANTENNA WHEN IT TRANSMITS RF - R/T transmits a few pulses for BITE to monitor
ENERGY. RF ENERGY CAN CAUSE INJURIES TO operation
PERSONS. - R/T makes a test pattern and sends it to EFIS to
show on the EHSIs
CAUTION: MAKE SURE NO LARGE METALLIC OBJECTS ARE CLOSER - R/T sends test messages and mode, gain, and tilt
THAN 300 FEET FOR THE 180-DEGREE AREA IN FRONT information to EFIS.
OF THE AIRPLANE WHEN THE RADAR OPERATES. LARGE
METAL OBJECTS CAN INCLUDE HANGARS, TRUCKS, OR
OTHER AIRPLANES. DAMAGE TO THE TRANSCEIVER
COULD OCCUR IF OBJECTS ARE IN THIS AREA. THIS
DOES NOT APPLY WHEN THE WEATHER RADAR OPERATES
IN THE TEST MODE.

Test Preparation

On the WXR control panel, do these steps:

34-43-CC-021 Rev 1 03/12/1999

- Set the mode selector to the TEST position.

- Set the tilt control to 0 degrees.
- Set the gain control to the CAL position.

On the EFIS control panel, set the mode selector to an

appropriate WXR mode.

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 737-300/400/500 TRAINING MANUAL

SELECT TEST

LEFT MODE
TFR WX/T WX MAP IDNT

W 5 5
SELECT ZERO TILT X 15 15
UP GAIN GAIN UP SELECT ZERO TILT
R CAL CAL
A 0 GAIN TEST 0 GAIN
D DN UCAL DN
A UCAL
R 15 15
5 RIGHT MODE 5
TFR WX/T WX MAP IDNT

WEATHER RADAR CONTROL PANEL

EXP SELECT EXPANDED

ADI HSI OR MAP MODE
VOR/ RANGE
DH REF NAV ILS 160 320
80
MAP 40
VOR/
ILS CTR 20
FULL
MAP 10
NAV
BRT PLAN WXR
PUSH WXR
ON ON SWITCH
RST
34-43-CC-021 Rev 1 03/12/1999

MAP
VOR/ADF NAV AID ARPT RTE DATA WPT
BRT
ON ON ON ON ON

EFIS CONTROL PANEL

WXR SYSTEM - SELF-TEST START

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 737-300/400/500 TRAINING MANUAL
WXR SYSTEM -- SELF-TEST
Self-Test General Test Fail

WARNING: DO NOT OPERATE THE WEATHER RADAR WHILE FUEL IS For a test that fails, the EHSI shows this information:
ADDED OR REMOVED FROM THE AIRPLANE. DO NOT
TRANSMIT RF ENERGY WHILE FUEL IS ADDED OR - WXR test pattern does not show
REMOVED IN AN AREA 300 FEET OR LESS IN FRONT - WXR shows on alert message line 1
OF THE ANTENNA. THIS CAN CAUSE AN EXPLOSION. - FAIL shows on alert message line 2
- Line 3 shows all failures.
WARNING: MAKE SURE NO PERSONS ARE IN THE AREA 50 FEET
OR LESS FROM THE ANTENNA WHEN IT TRANSMITS RF These are the messages that can show on line three:
ENERGY. RF ENERGY CAN CAUSE INJURIES TO
PERSONS. - RT - receiver/transmitter fault
- ANT - antenna fault
CAUTION: MAKE SURE NO LARGE METALLIC OBJECTS ARE CLOSER - CONT - control panel fault
THAN 300 FEET FOR THE 180-DEGREE AREA IN FRONT - STAB - stabilization is off
OF THE AIRPLANE WHEN THE RADAR OPERATES. LARGE - ATT - attitude input fault
METAL OBJECTS CAN INCLUDE HANGARS, TRUCKS, OR - WEAK - calibration fault.
OTHER AIRPLANES. DAMAGE TO THE TRANSCEIVER
COULD OCCUR IF OBJECTS ARE IN THIS AREA.

Test Results

For the test results, the EHSI shows the test pattern
and alert messages or system messages.

Test Pass
34-43-CC-022 Rev 1 03/12/1999

For a test that passes, the EHSI shows this

information:

- WXR test pattern

- WXR on alert message line 1
- TEST on alert message line 2.

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 737-300/400/500 TRAINING MANUAL

TEST FAIL MESSAGE

- WXR (AMBER)
- FAIL (AMBER)
- RT, ANT, CON
ATT, AND/OR WEAK
(CYAN)

HDG 127 M TEST HDG 127 M TEST

0 MAGENTA 0

RED
TEST PASS
MESSAGE
(AMBER) 40
WXR
TEST WXR
YELLOW FAIL
RT ANT
GREEN

VOR X 116.80 VOR X 116.80

MAGENTA
34-43-CC-022 Rev 1 03/12/1999

WXR SYSTEM - SELF-TEST

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 737-300/400/500 TRAINING MANUAL
VHF OMNIDIRECTIONAL RANGING/INSTRUMENT LANDING NAVIGATION SYSTEM -- INTRODUCTION
THIS PAGE INTENTIONALLY LEFT BLANK
34-31-CC-001 Rev 1 10/21/1998

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 737-300/400/500 TRAINING MANUAL
VHF OMNIDIRECTIONAL RANGING/INSTRUMENT LANDING NAVIGATION SYSTEM -- INTRODUCTION
Purpose ATR - Austin Trumbull Radio
ATT - attenuator
The VHF omnidirectional ranging (VOR)/instrument BITE - built-in test equipment
landing (ILS) navigation system provides position data
BL - buttock line
for navigation and for landing.
CAPT - captain
The VOR system is a navigation aid that gives magnetic CONT - control
bearing data from a VOR ground station to the airplane. DAA - digital to analog adapter
DC - direct current
The VOR ground stations transmit signals that give DEV - deviation
magnetic radial information from 000 degrees to 359
DME - distance measurement equipment
degrees. All VOR stations reference the 000 degree to
magnetic north. EADI - electronic attitude direction indicator
EFIS - electronic flight instrument system
The ILS provides lateral and vertical position data EHSI - electronic horizontal situation indicator
neccessary to put the airplane on the runway for ELEX - electronics (bus)
approach. The system uses signals from a localizer F/O - first officer
ground station and a glide slope ground station.
FCC - flight control computer
The localizer ground station transmits signals to give FDAU - flight data acquisition unit
the airplane lateral guidance to the runway centerline. FMC - flight management computer
The glide slope ground station transmits signals to freq - frequency
give the airplane a descent path to the touchdown point fwd - forward
on the runway. grd - ground
G/S - glide slope
Abbreviations and Acronyms
34-31-CC-001 Rev 1 10/21/1998

IFSAU - integrated flight system accessory unit

AC - alternating current ILS - instrument landing system
ACP - audio control panel LCD - liquid crystal display
alt - alternate LED - light emitting diode
altn - alternate LOC - localizer
app - approach LRU - line replacable unit
ARINC - Aeronautical Radio, incorporated maint - maintenance

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 737-300/400/500 TRAINING MANUAL
VHF OMNIDIRECTIONAL RANGING/INSTRUMENT LANDING NAVIGATION SYSTEM -- INTRODUCTION
MHz - megahertz
MKR - marker beacon
nav - navigation
NCD - no computed data
norm - normal
PNL - panel
pwr - power
rec - receiver
RDDMI - radio distance direction magnetic
indicator
REU - remote electronics unit
RF - radio frequency
SEL - select, selected
SG - symbol generator
spkr - speaker
sta - station
tfr - transfer
TYP - typical
V - volts
VOR - VHF omnidirectional ranging
xfr - transfer
34-31-CC-001 Rev 1 10/21/1998

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 737-300/400/500 TRAINING MANUAL

VHF OMNIDIRECTIONAL RANGING

LATERAL
DEVIATION
RUNWAY
34-31-CC-001 Rev 1 10/21/1998

LOCALIZER VERTICAL
DEVIATION

GLIDE SLOPE
RUNWAY

INSTRUMENT LANDING
VHF OMNIDIRECTIONAL RANGING/INSTRUMENT LANDING NAVIGATION SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- GENERAL DESCRIPTION
General The VOR/LOC antenna sends VOR and localizer (LOC)
signals to the VHF NAV receivers. The localizer antenna
The VOR/ILS navigation system has these components: sends localizer signals to the LOC receivers. The glide
slope (G/S) antenna sends glide slope signals to the
- VOR/ILS receivers VHF NAV receivers.
- Antennas
- Localizer attenuators The ILS relays change between these two antennas:
- Control panels
- VHF NAV transfer switch - LOC antenna
- VHF navigation transfer relays - VOR/LOC antenna.
- ILS relays.
The FCC and the VHF NAV control panel control the ILS
The VOR/ILS navigation system uses inputs from these relays.
antennas:
There are two VHF NAV transfer relays. The VHF NAV
- VOR/LOC antenna transfer switch controls the relays. The transfer
- Localizer antenna relays control which VHF NAV receiver outputs show on
- Glide slope antenna. EFIS.

The VOR/ILS navigation system also uses inputs from The VHF navigation receivers send this data to
these LRUs: navigation systems:

- Radio distance direction magnetic indicator - VOR bearing

(RDDMI) - sends magnetic heading - VOR deviation
- Mode control panel (MCP) - sends alternate - VOR to/from indication
selected course. - LOC deviation
34-31-CC-002 Rev 1 12/23/1998

- Glide slope deviation

Description - VOR/LOC super flag
- Glide slope super flag.
The receivers get manual tune inputs from the
navigation (NAV) control panels. The receivers get
automatic tuning from the fight management computer
(FMC) through the digital to analog adapter (DAA).

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 737-300/400/500 TRAINING MANUAL

AUTO
NAV MANUAL
NAVIGATION
VHF NAV
BOTH BOTH
ON 1 ON 2
AUTO
TEST MAN NORMAL
VOR UP/LT
VHF NAV SELECT SWITCH
DME DN/RT
NAVIGATION CONTROL PANEL SELECTED
COURSE

MCP TEST
UP/L DN/R VOR
HEADING

FMC DAA RDDMI VHF NAV

TRANSFER RELAYS

DUAL VOR/LOC ANTENNA

VOR DATA
FCC ILS DATA
SUPER FLAGS

ILS
LOC RELAYS
34-31-CC-002 Rev 1 12/23/1998

DUAL LOCALIZER ANTENNA ATTENUATORS

DUAL GLIDE SLOPE ANTENNA VOR/ILS NAV RECEIVER

VOR/ILS NAVIGATION SYSTEM - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- FLIGHT COMPARTMENT COMPONENT LOCATION
General

These flight compartment components are part of the

VOR/ILS system:

- VHF NAV transfer switch

- VHF NAV control panel.

These flight compartment components have an interface

with the ILS system:

- Course selectors
- Standby horizon
- Captain and first officer EADI
- Captain and first officer EHSI
- Captain and first officer RDDMI
- Captain and first officer EFIS control panels
- Captain and first officer audio control panels.
34-31-CC-003 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

P5 FORWARD OVERHEAD PANEL P7 MODE CONTROL PANEL

- VHF NAV TRANSFER SWITCH - COURSE SELECTORS

P2 CENTER INSTRUMENT
PANEL
- STANDBY HORIZON

P1 CAPT INSTRUMENT P3 F/O INSTRUMENT

PANEL PANEL
- EADI - EADI
- EHSI - RDDMI
- RDDMI - EHSI
34-31-CC-003 Rev 1 12/03/1998

P8 AFT ELECTRONICS PANEL

- CAPT AND F/O VHF NAV
CONTROL PANELS
- CAPT AND F/O EFIS
CONTROL PANELS
- CAPT AND F/O AUDIO
CONTROL PANELS
VOR/ILS NAVIGATION SYSTEM - FLIGHT COMPARTMENT COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS
Electronic Equipment Compartment

These are the VHF NAV components in the electronic

equipment compartment:

- VHF NAV receivers (RCV)

- VHF NAV transfer (XFR) relays
- ILS relays
- LOC attenuators.
34-31-CC-004 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

E3-1

E3-2

E3-3

E3-4
34-31-CC-004 Rev 1 12/03/1998

E3-4 SHELF
- VHF NAV RCV 1 E3 RACK
- VHF NAV XFR FACING RIGHT FWD
RELAYS
- VHF NAV RCV 2
- ILS RELAYS
- LOC ATTENUATORS
(BEHIND ILS RELAYS)

VOR/ILS NAVIGATION SYSTEM - ELECTRONIC EQUIPMENT COMPARTMENT COMPONENT LOCATIONS

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- ANTENNA COMPONENT LOCATIONS
Vertical Stabilizer

The VOR/ILS antenna is at the top of the vertical

stabilizer.

Nose Radome

The glide slope and localizer antennas are behind the

nose radome. The glide slope antenna is above the
weather radar antenna. The localizer antenna is below
the weather radar antenna. A glide slope director bar
is on the upper center of the nose radome.
34-31-CC-005 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

VOR/ILS ANTENNA

GLIDE SLOPE
ANTENNA

LOCALIZER
ANTENNA

GLIDE SLOPE
DIRECTOR BAR
34-31-CC-005 Rev 1 12/03/1998

BEHIND NOSE RADOME

NOSE RADOME
(LOOKING FORWARD)
VOR/ILS NAVIGATION SYSTEM - ANTENNA COMPONENT LOCATIONS

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- POWER INTERFACES
Power Inputs When you tune an ILS frequency on the NAV control
panels, the ILS 28v dc goes to various navigation
The P18 circuit breaker panel contains the VOR/ILS 1 systems. The ILS 28v dc tells the navigation systems
and instrument (INSTR) transformer (XFMR) 1 circuit that the VHF NAV receiver is in the ILS mode.
breakers. The VOR/ILS 1 circuit breaker receives 28v dc
from standby power. The INSTR XFMR circuit breaker
receives 115v ac from standby power. The instrument
transformer changes the 115v ac to 26v ac. 26v ac is a
reference voltage. The VOR/ILS circuit breaker supplies
power to these LRUs:

- VOR/ILS receiver for power and the ILS 28v dc

- Captain NAV control panel
- IFSAU to power the test inhibit switches and the
agility relay.

The power to the NAV control panel operates these

functions:

- Frequency display
- Auto/manual enable
- Auto/manual display.

The P6 circuit breaker panel contains the VOR/ILS 2 and

INSTR XFMR 2 circuit breakers. The VOR/ILS 2 circuit
breaker receives 28v dc from electronics power 2. The
34-31-CC-006 Rev 1 02/13/1997

INSTR XFMR circuit breaker receives 115v ac from

electronics power 2.

The circuit breakers provide the same functions as the

number one circuits.

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 737-300/400/500 TRAINING MANUAL

115V AC
STBY PWR VOR 1 BEARING AND
INSTR NORMAL HEADING
XFMR-1 VOR BEARING REF REF VOLTAGE
28V DC
STBY PWR PWR ALT HEADING
VHF NAV SUPPLY REF VOLTAGE
VOR/ILS-1
ILS DAA 1
P18-1 CB PANEL 28V DC
VHF NAV 1 TEST
VHF NAV REC 1 INHIBIT SWITCHES
ILS TUNED
VOR 1 AGILITY
FREQUENCY DISPLAY RELAY POWER
POWER
AUTO/MAN ENABLE VHF NAV 2 TEST
AUTO/MAN DISPLAY INHIBIT SWITCHES
115V AC
ELEX CAPT NAV CONTROL PANEL
PWR 2 VOR 2 AGILITY
INSTR RELAY POWER
28V DC XFMR-2 VOR BEARING REF
ELEX IFSAU
PWR 2 PWR
VHF NAV SUPPLY
VOR/ILS-2 VOR 2 BEARING AND
ILS NORMAL HEADING
P6-1 CB PANEL 28V DC REF VOLTAGE

ALT HEADING
VHF NAV REC 2
34-31-CC-006 Rev 1 12/03/1998

REF VOLTAGE

ILS TUNED DAA 2

FREQUENCY DISPLAY
POWER
AUTO/MAN ENABLE
AUTO/MAN DISPLAY
F/O NAV CONTROL PANEL
VOR/ILS NAVIGATION SYSTEM - POWER INTERFACES

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- TUNING AND ANTENNA INTERFACES
General Antenna Inputs

The VHF navigation receivers get tuning commands from The dual LOC and dual VOR/LOC antennas send RF signals
the VHF NAV control panels and the flight management to the ILS relays for the VHF nav receiver.
computer system.
The LOC antenna sends RF signals to the localizer
The VHF NAV receivers receive RF signals from three attenuators. The attenuators decrease the signal output
antennas. and send the signals to the ILS relays.

Tuning The ILS relays determine which antenna the VHF nav
receiver uses. During cruise the ILS relays are not
The VHF NAV control panels supply frequency tune inputs energized and the VHF nav receivers use the VOR/LOC
to the receivers. The NAV control panels also send tune antenna for VOR. During landing, the ILS relays are
inputs to the DAAs. The DAAs send the selected energized and the VHF nav receivers use the LOC antenna
frequencies to the FMCS on a digital data bus. for LOC.

When you select AUTO on the VHF NAV control panel, the The glide slope UHF antenna sends RF signals to the VHF
control panel sends a discrete to the FMCS. The FMCS nav receivers.
generates frequencies for the VHF NAV receivers and the
DME at that time. The FMCS sends the auto frequency to
the DAAs on a digital data bus. The DAAs change the
frequencies to an analog format. The DAAs send the
frequencies to the VHF NAV receivers and the control
panels.

If the FMCS finds that the DME should go to the agility

34-31-CC-007 Rev 1 04/09/1997

mode, the FMCS sends the agility select discrete signal

on the data bus to the DAA. The DAA sends the agility
select discrete to the VHF NAV control panels.

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 737-300/400/500 TRAINING MANUAL

AUTO MODE
15
FREQUENCY
AGILITY
AUTO VOR/ILS
FREQUENCY CAPT VHF NAV
CONTROL PANEL ANTENNA

AGILITY
FREQUENCY
SELECT
FREQUENCY

DAA 1
VHF NAV
RECEIVER 1

ATTENUATORS LOC
AUTO MODE ANTENNA
15 ILS RELAYS
FREQUENCY
AGILITY
AUTO
FREQUENCY F/O VHF NAV
CONTROL PANEL
AGILITY FREQUENCY
34-31-CC-007 Rev 1 12/03/1998

SELECT
FREQUENCY

FMC DAA 2 VHF NAV G/S

RECEIVER 2 ANTENNA

VOR/ILS NAVIGATION SYSTEM - TUNING AND ANTENNA INTERFACES

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- VOR/ILS 1 ANALOG INTERFACES
THIS PAGE INTENTIONALLY LEFT BLANK
34-31-CC-008 Rev 1 04/09/1997

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- VOR/ILS 1 ANALOG INTERFACES
General RDDMI Interfaces

These are the components that have an analog interface Each RDDMI receives VOR bearing from both VHF NAV
with VHF nav receiver 1: receivers. Each RDDMI also receives both VOR/ILS super
flags. The signals go through the IFSAU. The IFSAU
- Tuning from VHF NAV control panel and DAA contains the agility relays. If the FMC commands the
- DAA 1 DME to the agility mode, the agility relay for that DME
- Mode control panel energizes. When the relay energizes, the VHF NAV
- RDDMIs signals do not go to the RDDMIs.
- Standby horizon
- FCC A and FCC B Standby Horizon Interface
- Ground proximity warning system (GPWS)
- VHF NAV transfer relays. The VHF NAV receiver sends these signals to the standby
horizon:
DAA Outputs
- Localizer signals
The NAV receiver sends these signals to the DAA: - ILS 28v dc
- Glide slope signals.
- VOR bearing
- VOR/LOC deviation The standby horizon shows localizer and glidslope
- ILS 28v dc deviation.
- VOR/LOC super flag.
Glide Slope Outputs
The DAA changes the signals to digital data and encodes
them to an ARINC 429 data bus. The data bus goes to the The glide slope signal from the VHF NAV receiver is an
FMC and both EFIS symbol generators. analog signal. Also, the VHF NAV receiver sends the
34-31-CC-008 Rev 1 04/09/1997

glide slope super flag signal. The glide slope signals

Mode Control Panel go to the VHF NAV transfer relays, GPWS, and the FCCs.

The VHF NAV receiver sends VOR bearing to the mode

control panel (MCP). The MCP mixes the bearing with the
selected course. The MCP sends the result of the mix to
the VHF NAV unit. This signal is the VOR deviation.

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- VOR/ILS 1 ANALOG INTERFACES
ILS 28 Volts DC

The ILS 28v dc signal goes to both VHF NAV transfer

relays. The signal also goes to the FCCs and the EFIS
control panel (CP).

Flight Control Computer Outputs

The FCCs use VOR/ILS data to calculate airplane

steering commands for the digital flight control system
(DFCS) autopilot and flight director modes.

GPWS

The GPWS uses glide slope signals for the below glide
slope warning.

VHF NAV Transfer Relays

The VHF NAV transfer switch controls the VHF NAV

transfer relays. The transfer relays send the glide
slope signals to the EFIS symbol generators (SGs). The
transfer relays also send three source select (SEL)
discretes to the symbol generators. The source select
discretes tell the symbol generators which signal to
show from the VHF NAV receivers and the DMEs.
34-31-CC-008 Rev 1 04/09/1997

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 737-300/400/500 TRAINING MANUAL

15
TUNING VOR/LOC DEV
ILS 28V DC
GLIDE SLOPE
SUPER FLAG
GLIDE SLOPE DEV
VOR/LOC STANDBY HORIZON FCC B
SUPER FLAG
VOR BEARING
GLIDE SLOPE SUPER FLAG
FCC A
GLIDE SLOPE DEV
SOURCE SEL
EFIS SG 1
VOR/LOC DEV ILS 28V DC
ILS 28V DC VHF NAV TRANSFER RELAY 1
VOR/LOC EFIS CP 1
SUPER FLAG
VOR BEARING
DAA 1 GPWS
VHF NAV TRANSFER SW
ILS 28V DC

VOR BEARING GLIDE SLOPE SUPER FLAG

EFIS CP 2
GLIDE SLOPE DEV
VOR DEV SOURCE SEL
34-31-CC-008 Rev 1 04/04/2000

MCP VHF NAV TRANSFER RELAY 2 EFIS SG 2

CAPT RDDMI
VOR BEARING
AGILITY
HEADING VOR/LOC RELAYS
SUPER FLAG
CAPT RDDMI VHF NAV RECEIVER 1 IFSAU F/O RDDMI

VOR/ILS NAVIGATION SYSTEM - VOR/ILS 1 ANALOG INTERFACES

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- VOR/ILS 2 ANALOG INTERFACES
General RDDMI Interfaces

These are the components that have an analog interface Each RDDMI receives VOR bearing from both VHF NAV
with VOR/ILS receiver 2: receivers. Each RDDMI also receives both VOR/ILS super
flags. The signals go through the IFSAU. The IFSAU
- Tuning from VHF NAV control panel and DAA contains the agility relays. If the FMC commands the
- DAA 2 DME to the agility mode, the agility relay for that DME
- Mode control panel energizes. When the relay energizes, the VHF NAV
- RDDMIs signals do not go to the RDDMIs.
- FCC A and FCC B
- VHF NAV transfer relays. Glide Slope Outputs

DAA Outputs The glide slope signal from the VHF NAV receiver is an
analog signal. Also, the VHF NAV receiver sends the
The NAV receiver sends these signals to the DAA: glide slope super flag signal. The glide slope signals
go to the VHF NAV transfer relays, GPWS, and the FCCs.
- VOR bearing
- VOR/LOC deviation VHF NAV Transfer Relays
- ILS 28v dc
- VOR/LOC super flag. The VHF NAV transfer switch controls the VHF NAV
transfer relays. The transfer relays send the glide
The DAA changes the signals to digital data and encodes slope signals to the EFIS symbol generators (SG). The
them to an ARINC 429 data bus. The data bus goes to the transfer relays also send three source select (SEL)
FMC and both EFIS symbol generators. discretes to the symbol generators. The source select
discretes tell the symbol generators which signal to
Flight Control Computer Outputs show from the VHF NAV receivers and the DMEs. The ILS
34-31-CC-009 Rev 1 04/09/1997

28v dc signal also goes to both VHF NAV transfer

The FCCs use VOR/ILS data to calculate airplane relays. The signal goes to the EFIS control panel (CP).
steering commands for the digital flight control system
(DFCS) autopilot and flight director modes.

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 737-300/400/500 TRAINING MANUAL

15
TUNING VOR/LOC DEV
ILS 28V DC
GLIDE SLOPE
SUPER FLAG
GLIDE SLOPE DEV
VOR/LOC
SUPER FLAG FCC B FCC A
VOR BEARING
GLIDE SLOPE SUPER FLAG
GLIDE SLOPE DEV
SOURCE SEL
EFIS SG 2
VOR/LOC DEV ILS 28V DC
ILS 28V DC VHF NAV TRANSFER RELAY 2
VOR/LOC EFIS CP 2
SUPER FLAG
VOR BEARING
DAA 1
VHF NAV TRANSFER SW
ILS 28V DC

VOR BEARING GLIDE SLOPE SUPER FLAG

EFIS CP 1
GLIDE SLOPE DEV
VOR DEV SOURCE SEL
34-31-CC-009 Rev 1 04/05/2000

MCP VHF NAV TRANSFER RELAY 1 EFIS SG 1

CAPT RDDMI
VOR BEARING
AGILITY
HEADING VOR/LOC RELAYS
SUPER FLAG
F/O RDDMI VHF NAV RECEIVER 2 IFSAU F/O RDDMI

VOR/ILS NAVIGATION SYSTEM - VOR/ILS 2 ANALOG INTERFACES

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- DAA - VHF NAV INTERFACES
General

These are the VHF naviagation signals that go to the

DAA:

- VOR/ILS frequency from the VHF NAV control panel

- VOR/LOC deviation
- ILS 28v dc
- VOR bearing
- VOR/LOC super flag discrete.

These are the components that have a digital interface

with DAAs:

- Ground proximity warning system for LOC deviation

and ILS 28v dc.
- Flight management computer for VOR/ILS frequency
and VOR bearing
- EFIS symbol generators for all DAA VOR/ILS
signals.
34-31-CC-010 Rev 1 04/09/1997

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 737-300/400/500 TRAINING MANUAL

EFIS SG 1

TUNING DAA 1 GPWS

VOR/ILS DEV
ILS 28V DC
VOR BEARING
VOR/ILS
SUPER FLAG

FMC
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DAA 2 EFIS SG 2

VOR/ILS NAVIGATION SYSTEM - DAA - VHF NAV INTERFACES

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- VOR/ILS RECEIVER
Purpose Glide Slope Receiver

The VOR/ILS receivers have three receivers in the LRU. The G/S receiver receives a UHF RF signal from a ground
These are the three receivers: station. The receiver calculates deviation from the
glide slope of an airport runway. The valid signal for
- VOR receiver the G/S receiver is the G/S super flag.
- Localizer (LOC) receiver
- Glide slope (G/S) receiver. Description

VOR Receiver The VOR/ILS receiver is a 1/2 ATR size. The receiver
weighs 12 pounds (5.5 kg) and use 28v dc for operation.
The VOR receiver calculates these signals from a ground
signal: There are three test switches on the front of the
receiver. These are the three switches:
- Radial from the ground station
- Bearing to the ground station - UP/L - up - left ILS test
- Deviation from a selected course. - DN/R - down - right ILS test
- VOR - VOR test.
The receiver sends a valid signal to systems that use
the VOR signal. The name of the valid signal is the VOR
super flag. The super flag is 28v dc when the VOR
receiver is OK and receives a valid signal from a
ground station. The super flag is zero volts when the
receiver is NCD or invalid.

LOC Receiver
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The localizer receiver receives an RF signal from a

ground station. The receiver calculates deviation from
the centerline of an airport runway. The valid signal
for the LOC receiver is the LOC super flag.

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 737-300/400/500 TRAINING MANUAL

TEST
SWITCHES
34-31-CC-011 Rev 1 12/23/1998

VOR/ILS NAVIGATION SYSTEM - VOR/ILS RECEIVER

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- RECEIVER FUNCTIONAL DESCRIPTION
The ILS discrete goes to the VOR processor and the
Power Interface super flag switch. When the ILS discrete is a logic
one, the processor sends a VOR bearing to park the VOR
The VHF NAV receiver uses 28v dc for power. bearing pointer at the 9:00 position. When the discrete
is a logic one, the super flag switch energizes and
Inputs sends the LOC super flag. When the ILS discrete is a
logic zero, the super flag switch sends the VOR super
These are the inputs to the VHF NAV receiver: flag.

- Three test signals from the VHF NAV control panel The ILS NOT discrete controls the VOR/LOC deviation
- The ILS tuned discrete from the VHF NAV control output switch and the glide slope super flag logic
panel circuits. When the ILS NOT discrete is a logic zero,
- RF from the VOR/LOC antenna or the LOC antenna the VOR/LOC deviation switch sends the localizer
- Tuning inputs from the VHF NAV control panel or the deviation.
DAA
- RF from the glide slope antenna When the ILS NOT discrete is a logic one, the VOR/LOC
- Magnetic heading from the RDDMI deviation switch sends the VOR deviation.
- VOR deviation from the mode control panel.
The glide slope super flag logic circuits also send a
Tuning Input and ILS Tuned Discrete logic one for the glide slope super flag when the ILS
NOT discrete is a logic one. This makes sure that the
The frequency tune inputs to the VHF NAV receiver are a glide slope receiver is OK when it does not receive a
two-out-of-five code. One wire is a ground. Two wires glide slope signal.
are for the value of the frequency tens. Five wires
each are for the value of the frequency units and VOR Signal Processing
tenths. Two wires are for the value of the frequency
34-31-CC-012 Rev 1 12/23/1998

hundreths. The VOR/LOC antenna input goes to the VOR/ILS receiver.

The VOR signal contains these signals:
When you tune an ILS frequency, a discrete circuit in
the NAV control panel sends a ground to the ILS TUNED - An audio signal
input of the VHF NAV receiver. The ILS TUNED signal - An FM reference signal
operates the ILS 28v dc relay. The ILS TUNED signal - An AM variable signal.
also makes the ILS discrete and the ILS NOT discrete.

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- RECEIVER FUNCTIONAL DESCRIPTION
The VOR receiver sends the audio to an amplifier and to LOC super flag logic circuits compare the outputs from
the remote electronics unit (REU). VOR signal goes to the monitor and primary processors. When the LOC signal
the FM and AM detectors. A digital-to-analog converter is strong enough and the processor outputs agree, the
changes the output of the FM and AM detectors into a super flag circuits send LOC super flag.
phase difference signal. This signal is the radial to
the ground station. Glide Slope Signal Processing

The processor calculates the radial to the VOR station. RF signals from the glide slope antenna go to the G/S
This signal goes to a digital-to-analog converter. The receiver. The G/S data is a 90 hertz and 150 hertz
VOR bearing output circuit applies magnetic heading to signal that is the glide slope deviation. The G/S
the VOR radial and sends VOR bearing out to systems and signal goes to a monitor processor and primary
the mode control panel (MCP). processor. Both processors calculate the deviation. The
output from the primary processor goes out as the G/S
The MCP applies the selected course to the VOR bearing. deviation. The G/S super flag logic circuits compare
The output signal from the MCP is VOR deviation. The the outputs from the monitor and primary processors.
MCP sends the VOR deviation back to the VHF NAV When the G/S signal is strong enough and the processor
receiver. outputs agree, the super flag circuits send G/S super
flag.
The VOR super flag logic circuits monitor the inputs
and outputs to the processor. If the processor receives NOTE: The VOR, LOC, and G/S super flag signals are 28v
a strong signal from the ground station, the super flag dc when valid. The super flag signals are zero
logic circuits send the VOR super flag out to systems. when the receiver is NCD or failed. Because the
super flag is not present for one of two
Localizer Signal Processing conditions, you must do a self test of the
receiver to make sure of the receiver status.
RF signals from the VOR/LOC antenna or localizer
34-31-CC-012 Rev 1 12/23/1998

antenna in the nose radome go to the VOR/LOC receiver. Test

The LOC receiver sends audio to an amplifier and to the
REU. The LOC data is a 90 hertz and 150 hertz signal To start a test, use the VHF NAV control panel test
that is the LOC deviation. The LOC signal goes to a switch or use one of the front panel test switches.
monitor processor and primary processor. Both When the self test generator receives a test signal, it
processors calculate the deviation. The output from the tunes the receiver using the frequency synthesizer. The
primary processor goes out as the LOC deviation. The generator also sends a test signal to the receiver

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- RECEIVER FUNCTIONAL DESCRIPTION
being tested. You can see the test results in the
flight compartment.
34-31-CC-012 Rev 1 12/23/1998

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 737-300/400/500 TRAINING MANUAL

ILS 3 MAGNETIC
28V DC POWER DC POWER
SUPPLY HEADING
ANALOG/ DIGITAL/ VOR 3
SELF TEST DIGITAL PROCESSOR ANALOG BEARING VOR
VOR TEST BEARING
UP/L TEST SELF TEST VOR TEST CONVERTER CONVERTER OUTPUT
GENERATOR LOC TEST
DN/R TEST G/S TEST
VOR TEST MCP
COURSE
UP/L TEST VOR SUPER SELECTOR
FM
DETECTOR FLAG LOGIC
DN/R TEST CIRCUITS

ILS TUNED ILS

AM DC ILS
ILS DETECTOR
TUNED ILS 28V DC
REU ILS TUNED
ILS
AUDIO
VOR/LOC MONITOR
ANTENNA VOR/LOC VOR/LOC
RECEIVER 90/150 HZ LOC SUPER
VOR/LOC FLAG LOGIC SUPER FLAG
TEST DETECTOR
TUNING CIRCUITS

VOR/LOC FREQ ILS

SYNTHESIZER PRIMARY VOR/LOC 2
15 SELF DEVIATION VOR/LOC
TUNING 90/150 HZ DEVIATION
TEST DETECTOR OUTPUT
G/S FREQ 2
SYNTHESIZER
TUNING MONITOR ILS GLIDE SLOPE
34-31-CC-012 Rev 1 12/23/1998

G/S
90/150 HZ SUPER FLAG SUPER FLAG
DETECTOR LOGIC CIRCUITS
G/S TEST G/S
G/S
ANTENNA RECEIVER
PRIMARY GLIDE SLOPE 2 G/S
90/150 HZ DEVIATION DEVIATION
DETECTOR OUTPUT

ILS RECEIVER 1
VOR/ILS NAVIGATION SYSTEM - RECEIVER FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- VHF NAV CONTROL PANEL
General Test

The VHF NAV control panels supply manual frequency When you use a test switch on the VHF NAV control
control and test signals to the DME and the VHF panel, you do a test of the VHF NAV radio or the DME.
navigation radios. The control panel also changes You can do these tests from the VHF NAV control panel:
tuning control of the DME and VHF navigation radios to
the FMC with the MAN/AUTO switch. - VOR test
- DME test
Operation - ILS up/left (UP/LT) test
- ILS down/right (DN/RT) test.
The VHF NAV control panels have a manual and auto
frequency indicator and manual frequency selectors. The
manual frequency selectors are continuous rotary
selectors. There is an inner selector and an outer
selector. The outer selector sets the tens and ones
numbers. The inner selector sets the tenth and one
hundredth numbers.

When you manually tune the VHF NAV radio, you also tune
one of the DME channels. When you select a frequency
from 108.10 to 111.95 with an odd tenth, this tunes the
VHF NAV radio to an ILS frequency. When you select any
other frequency, this tunes the radio to a VOR
frequency. The DME frequencies are paired with the ILS
and VOR frequencies.
34-31-CC-014 Rev 1 12/23/1998

When you push the MAN/AUTO switch, the AUTO light comes
on. A bar goes across the manual frequency. The FMC
tunes the VHF NAV radio and the DME. The FMC selected
frequency shows in the AUTO frequency indicator. During
the auto mode if the FMC commands the agility mode, the
AUTO frequency indicator shows dashes.

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 737-300/400/500 TRAINING MANUAL

AUTO MANUAL
AGILITY
MODE

AUTO MANUAL

AUTO
MODE

AUTO MANUAL

MANUAL
MODE

NAV
AUTO MANUAL
AUTO
FREQUENCY
INDICATOR MANUAL
FREQUENCY
AUTO INDICATOR
TEST MAN

VOR UP/LT FREQUENCY

34-31-CC-014 Rev 1 12/23/1998

TEST SELECTORS
SWITCHES
DME DN/RT

AUTO/MANUAL
SWITCH

VOR/ILS NAVIGATION SYSTEM - VHF NAV CONTROL PANEL

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- CONTROL PANEL FUNCTIONAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
34-31-CC-015 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- CONTROL PANEL FUNCTIONAL DESCRIPTION
Power Interface When you select the auto mode, the DAA gets frequencies
from the FMC. These frequencies go from the DAA to the
The NAV control panel uses 28v dc power for operation. DME and the VHF NAV receiver. The frequencies also go
to the VHF NAV control panel and show on the auto
Manual Frequency frequency display. The auto frequencies go on the same
wires as the manual frequencies.
Frequency (FREQ) tune comes from the tune knobs. The
selected frequency goes to the frequency encoder. The Agility Mode
frequency encoder sends the frequency out in a 2 out of
5 code to these users: When you select the auto mode on the VHF NAV control
panel, the FMC can select agility tuning. These are the
- Manual frequency display reasons the FMC selects agility tuning:
- VHF NAV receiver
- DME - The off-side DME is failed
- DAA for the FMC. - The off-side DME is in manual tune and the
frequency is not correct for the FMC.
When you tune an ILS frequency, the frequency circuit
sends a ground to the VHF NAV receiver. The VHF NAV When the FMC selects agility tuning, the DAA sends a
receiver energizes a relay and sends out the ILS 28 discrete to the DME and the VHF NAV control panel. When
volts dc discrete. the VHF NAV control panel gets the agility discrete,
the control panel shows dashes in the auto frequency
AUTO Frequency display.

When you push the AUTO/MAN switch to AUTO, the AUTO Test
light comes on. The AUTO/MAN relay sends a discrete to
these users: These are the test selections on the VHF NAV control
34-31-CC-015 Rev 1 12/03/1998

panel:
- The auto frequency display to show the auto
frequency - VOR - does a test of the VHF NAV VOR receiver
- The FCC to tell it that the DME is in auto tune - UP/LT - does a test of the VHF NAV LOC and G/S
- The DAA to tell it to go to the auto tuning mode. receivers
- DN/RT - does a test of the VHF NAV LOC and G/S
receivers

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- CONTROL PANEL FUNCTIONAL DESCRIPTION
- DME - does a test of the DME transceiver.
34-31-CC-015 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

AUTO FREQ
AGILITY SEL

AUTO FREQUENCY MANUAL FREQUENCY

28V DC POWER DISPLAY AND DISPLAY AND FMC
DISPLAY DRIVER DISPLAY DRIVER (E1-2)

MAN FREQ
AUTO SEL
B
UP/LT AGILITY SEL
AUTO FREQ IN/OUT
FCC
MAN DAA (TYP)
DN/RT
(E1-2)
C
AUTO D
MANUAL
TEST
AUTO/MAN
RELAY
A DASHES
VOR DME (TYP)
(E2-2)
FREQ 15
ENCODER
34-31-CC-015 Rev 1 12/03/1998

DME FREQ
TUNE
D ILS FREQ
SELECTED
A
TEST B
C
VHF NAV CONTROL PANEL (TYP) VHF NAV RCV (TYP)
(P8) (E3-4)

VOR/ILS NAVIGATION SYSTEM - CONTROL PANEL FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- ANTENNAS AND LOC ATTENUATOR
General Localizer Attenuator

There are three VOR/ILS antennas. These are the The LOC attenuator reduces the strength of the signals
antennas and the LRUs related to the antenna functions: to the LOC receiver. When the LOC receiver uses the
forward LOC antenna, the receiver uses the attenuator.
- VOR/LOC antenna
- LOC antenna Glide Slope Antenna
- Localizer attenuator
- Glide slope antenna The glide slope antenna has two elements. One element
- Glide slope director bar. supplies RF signal inputs to G/S receiver 1 and one
element supplies RF signal inputs to G/S receiver 2.
VOR/LOC Antenna The glide slope antenna receives frequencies in the UHF
range.
The localizer antenna has two antennas in the same
enclosure. One antenna supplies RF inputs to VHF NAV Glide Slope Director Bar
receiver 1 and one antenna supplies RF inputs to VHF
NAV receiver 2. The antennas receives frequencies in The glide slope director bar is a strip of metal
the VHF range. The VOR receiver uses only the VOR/LOC attached to the radome. The director bar reflects RF
antenna. The LOC receiver can use the VOR/LOC antenna engergy to the glide slope antenna. The director bar
or the LOC antenna. The VHF NAV control panel and the helps the glide slope receiver get signals earlier in
flight control computer decide which antenna the LOC the approach phase of flight.
receiver will use.

Localizer Antenna

The LOC antenna is in the front of the airplane. The

34-31-CC-016 Rev 1 12/03/1998

antenna has two elements. One element supplies RF

inputs to LOC receiver 1 and one element supplies RF
inputs to LOC receiver 2. The antenna receives
frequencies in the VHF range.

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 737-300/400/500 TRAINING MANUAL
GLIDE SLOPE
DIRECTOR BAR

VOR/LOC ANTENNA

RADOME
34-31-CC-016 Rev 1 12/03/1998

LOCALIZER ANTENNA

LOC ATTENUATOR GLIDE SLOPE ANTENNA

VOR/ILS NAVIGATION SYSTEM - ANTENNAS AND LOC ATTENUATOR

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- VHF NAV TRANSFER SWITCH
General

The VHF NAV transfer switch controls two VHF navigation

transfer relays. The relays tell EFIS whether to show
the number one or number two system for these signals:

- VOR/ILS
- Glide slope
- DME.

When the switch is in the NORMAL position, EFIS shows

the onside information. If the switch is in the BOTH ON
1 or BOTH ON 2 position, EFIS shows only the selected
system information.
34-31-CC-017 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

VHF NAV
BOTH BOTH
ON 1 ON 2
NORMAL

VHF NAV TRANSFER SWITCH

34-31-CC-017 Rev 1 12/03/1998

VOR/ILS NAVIGATION SYSTEM - VHF NAV TRANSFER SWITCH

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- TRANSFER - OPERATION
VHF NAV Transfer Relay

The transfer (XFR) relay (RLY) is an open seeking or

latching relay. When power is applied to the relay, the
contacts change until the contacts open. The open
condition stops the relay.

Protection Diode

The relay protection diodes are in the integrated

flight systems accessory unit (IFSAU), not in the
transfer relay housing. If you use the transfer relay,
the protection diodes sends the counter electromagnetic
force (EMF) to ground after the relay activates. If the
protection diodes fail, the transfer relay will fail
when you use the relay.

VHF NAV Transfer Switch

The IRS transfer switch is a-three position switch.

These are the three positions:

- NORMAL
- BOTH ON 1
- BOTH ON 2.
34-31-CC-018 Rev 1 12/03/1998

The transfer switch controls the VHF NAV transfer

relays.

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 737-300/400/500 TRAINING MANUAL

28V DC BOTH
ON 2

BOTH ON 1
NORMAL NORM
BOTH ON 2
XFR RLY 1

NORM

VHF NAV TRANSFER

SWITCH
IFSAU

BOTH
34-31-CC-018 Rev 1 12/03/1998

ON 1
XFR RLY 2

VOR/ILS NAVIGATION SYSTEM - TRANSFER - OPERATION

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- TRANSFER SIGNALS
General

EFIS is connected to both DAAs and the VHF NAV transfer

switch. The VHF NAV transfer relays send discretes to
EFIS to tell which DAA signal to use. The VHF NAV
transfer relays send the glide slope signal to EFIS.
34-31-CC-019 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

DAA 2

DAA 1

NORM VOR
LOC
DME
GLIDE SLOPE
SUPER FLAG
GLIDE SLOPE

VHF NAV RECEIVER 1

BOTH ON 2 EFIS SYMBOL
GENERATOR 1
XFR RLY 1
BOTH ON 1

GLIDE SLOPE
GLIDE SLOPE
SUPER FLAG

VHF NAV RECEIVER 2

DME
LOC
NORM
34-31-CC-019 Rev 1 12/03/1998

VOR
XFR RLY 2
DAA 2
DAA 1

EFIS SYMBOL
GENERATOR 2

VOR/ILS NAVIGATION SYSTEM - TRANSFER SIGNALS

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- ANTENNA SWITCHING AND SELF-TEST FUNCTIONAL DESCRIPTION
Localizer Antenna Switching Self Test Disable

The localizer receivers get RF inputs from the VOR/LOC You can do a test of the VOR/ILS receiver from the VHF
antenna on the vertical stabilizer in cruise and the NAV control panel. There are three optical isolators in
LOC antenna inside the nose radome during approach. the IFSAU that stop the tests.

When the LOC receivers use the forward antennas, the RF IFSAU
signal goes through an attenuator. The attenuator makes
the signal smaller to make sure the receivers capture The IFSAU has optical isolators. The optical isolator
the correct signal. isolates two circuits. The isolators get power from the
same circuit breakers that supply power to the VOR/ILS
The localizer antenna RF inputs go to the ILS relays. receivers. The ground to energize the optical isolators
The relays select the VOR/LOC antenna or localizer comes from the flight control computers. The FCCs send
antenna as the source of the localizer RF signal input the ground to the IFSAU when you tune an ILS frequency
to the ILS receivers. and select the VOR/ILS mode or the approach mode.

When you tune an ILS frequency on the VHF NAV control Flight Management Computer
panels, the VOR/ILS receiver sends the ILS 28v dc to
the ILS relays. The relays use 28v dc from the NAV When you do a test of the VOR or ILS from the VHF NAV
control panels and a discrete signal from the control panel, the flight management computer (FMC)
integrated flight system accessory unit (IFSAU) for shows the message VHF NAV TEST on the FMCS SENSOR
operation. STATUS page on the CDU. At the end of the test, the
SENSOR STATUS page shows the message VHF NAV OK or VHF
When the ILS relay is energized, a ground goes to the NAV FAIL.
yaw damper and the flight control computers (FCC). The
yaw damper uses this signal for gain programming. The
34-31-CC-020 Rev 1 12/03/1998

FCCs use this signal to know when the ILS relay selects
the forward antenna.

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 737-300/400/500 TRAINING MANUAL

VOR/LOC
ANTENNA RF ATT

ILS 28V DC
VOR TEST
ILS RELAY UP/LEFT TEST
LOC DOWN/RIGHT TEST
ANTENNA VOR/ILS RECEIVER

DME 28V DC APP MODE SEL

VOR YAW DAMPER

FWD ANT SEL

TEST INHIBIT
1 2

AUTOFLIGHT
ILS UP/LEFT
UP/LT BITE TEST
34-31-CC-020 Rev 1 10/12/1999

FCC
DN/RT

VOR/ILS 1 OPTICAL ISOLATORS

TEST
2 GROUND WITH APPROACH MODE
FMC SELECTED OR VOR/ILS MODE
VHF NAV CONTROL PANEL IFSAU SELECTED AND ILS FREQ TUNED
VOR/ILS NAVIGATION SYSTEM - ANTENNA SWITCHING AND SELF-TEST FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- CONTROLS
EFIS Controls The filter switch lets you listen to only voice audio
when you select VOICE ONLY. When VOICE ONLY is not
To show VOR or ILS data on the captain and first selected, you can listen to both the voice audio and
officer displays, set the mode selector on the EFIS the morse code station.
control panel to the VOR/ILS position.

To show the VOR vectors, set the mode selector to map

or center map mode and push the VOR/ADF switch.

DFCS Controls

The digital flight control system (DFCS) mode control

panel (MCP) supplies selected course for VOR and
selected runway heading data for ILS to EFIS. You use
the DFCS MCP course selector to set the course.

Audio Control Panel Controls

The audio control panels (ACPs) let the crew listen to

VOR/ILS/DME station audio or the morse code station
identifier.

The NAV 1 receiver switch selects VOR/ILS/DME 1 audio,

and the NAV 2 receiver switch selects VOR/ILS/DME 2
audio.
34-31-CC-025 Rev 1 12/03/1998

The filter switch lets you listen to only voice audio

in the voice (V) position. The range (R) position lets
you listen to the station morse code identifier. With
the selector in the both (B) position, you can listen
to both the voice audio and the morse code station
identifier.

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 737-300/400/500 TRAINING MANUAL

COURSE

HSI COURSE
EXP SELECTOR
VOR/
NAV ILS

VOR/ MAP DISPLAY

ILS MODE
FULL
SWITCH
NAV CTR
MAP DFCS MODE CONTROL PANEL
BRT PLAN

MAP NAV 2 RECEIVER 1-NAV-2 1-ADF-2

SWITCH
VOR/ADF NAV AID ARPT
NAV 1 RECEIVER
SWITCH
ON ON ON
B
w w w V R
34-31-CC-025 Rev 1 12/03/1998

FILTER
SWITCH
EFIS CONTROL PANEL

VOR VECTOR
SWITCH AUDIO CONTROL PANEL

VOR/ILS NAVIGATION SYSTEM - CONTROLS

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- STANDBY HORIZON DISPLAYS
General

The standby attitude indicator gives the crew an

alternate attitude indication source. The indicator
also shows ILS data. You use the mode selector on the
indicator to show ILS data. The approach selector has
these positions:

- Off - no ILS data on indicator

- ILS - ILS localizer and glide slope data shows
- B/CRS - back course ILS localizer data shows.

Indications

When the selector is in the OFF position, there is no

ILS data on the indicator. With the selector in the ILS
position and VOR/ILS receiver 1 is tuned to an ILS
frequency, the localizer and glide slope pointers show
and the flags do not show. When you select B/CRS, the
localizer pointer reverses polarity for the approach
display and the glide slope pointer does not show.

When the ILS receivers are NCD or failed, the localizer

pointer or glide slope pointer does not show. The glide
slope flag or localizer flag shows.
34-31-CC-026 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

GLIDE SLOPE
POINTER

GLIDE SLOPE
FLAG LOCALIZER
POINTER

MODE
SELECTOR
34-31-CC-026 Rev 1 12/03/1998

LOCALIZER
FLAG

VOR/ILS NAVIGATION SYSTEM - STANDBY HORIZON DISPLAYS

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- RDDMI DISPLAYS
General

The VOR pointers on the RDDMI point to the VOR station.

If you tune an ILS frequency, the pointers point to the
3:00 position. The VOR/LOC super flag controls the
bearing pointer flags. Because the super flag is zero
volts when the VOR/LOC receiver is NCD or failed, the
flags are in view for both of these conditions.

The VOR/ILS flag is also in view when the FMC commands

the DME to agility mode.
34-31-CC-027 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

1 2 5 0 1 5 5 8 1 2 5 0 1 5 5 8
DME-1 DME-2 DME-1 DME-2
34-31-CC-027 Rev 1 12/03/1998

NORMAL DISPLAYS FAILED OR NCD DISPLAYS

VOR/ILS NAVIGATION SYSTEM - RDDMI DISPLAYS

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- ILS - EADI DISPLAYS
General opposite to the normal localizer display movement and
the glide slope deviation pointer goes out of view.
To show ILS displays on the EADI, tune an ILS frequency
on the VHF NAV control panel. Rising Runway

Normal Display The rising runway shows when there is a localizer

signal capture and the radio altitude is below 2500
The localizer deviation pointer and scale show at the feet. The symbol goes out of view above 2500 feet.
bottom of the EADI.
NCD or Fail Displays
The localizer scale can show the standard display or
the expanded scale. A two dot scale replaces the four When the ILS data goes to an NCD condition or a
dot scale. For the expanded scale, each dot equals 0.5 receiver fails, EFIS shows the localizer and glide
degrees of deviation. The expanded scale shows when slope scales and removes the pointers. This is because
these conditions are all true: of the localizer and glide slope super flags. The flag
value is zero volts for NCD or a receiver failed. To do
- LOC deviation is less than 5/8 dot a check of the status of the receivers, do the BITE
- LOC or APP mode is engaged check.
- ILS course and the airplane track are within 5
degrees
- An autopilot in CMD.

The glide slope deviation pointer and scale show to the

right of the attitude display.

Backcourse Display
34-31-CC-028 Rev 1 12/03/1998

The EFIS symbol generator compares the selected runway

heading set on the MCP and the airplane track. If the
selected runway heading is different from the airplane
track by more than 90 degrees, EFIS assumes that the
airplane is in a backcourse approach. During backcourse
conditions, the localizer deviation pointer operates

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 737-300/400/500 TRAINING MANUAL

GLIDE SLOPE
DEVIATION AND
SCALE
20
20

EXPANDED DISPLAY
NORMAL DISPLAY LOCALIZER DEVIATION
POINTER AND SCALE
34-31-CC-028 Rev 1 12/03/1998

20 20
20 20

NCD OR FAIL DISPLAY BACKCOURSE DISPLAY

VOR/ILS NAVIGATION SYSTEM - ILS - EADI DISPLAYS

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- ILS - EHSI DISPLAYS
General NCD and Fail Displays

To show ILS displays on EFIS, set the EFIS control The NCD and fail displays for the ILS are the same
panel mode selector to the full or expanded VOR/ILS displays. This is because of the LOC and glide slope
position. You must also tune an ILS frequency on the super flags. The super flag is zero volts when the
VHF NAV control panel. receivers are failed or NCD. To find whether the
receiver is NCD or failed, do the self test on the
Normal Display receiver.

The glide slope deviation pointer and scale show at the

right of the EHSI. The EFIS symbol generator compares
selected runway heading set on the MCP and airplane
track. If the selected runway heading is different from
the airplane track by more than 90 degrees, EFIS
assumes that the airplane is in a backcourse approach.
During a backcourse approach, EFIS removes the glide
slope pointer.

The localizer deviation indicator and scale show at the

bottom of the expanded EHSI display. The localizer
deviation indicator and scale show in the center of the
full EHSI display.

The VHF NAV data source is at the bottom left corner of

the EHSI display. The display shows the source of the
data for the ILS displays.
34-31-CC-029 Rev 1 12/03/1998

The ILS frequency is at the bottom right corner of the

EHSI display.

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 737-300/400/500 TRAINING MANUAL

HDG 127 M HDG 307 M HDG 127 M

SELECTED
RUNWAY
HEADING

ILS X 110.10 ILS X 110.10 ILS X 110.10

HDG 127 M HDG 307 M HDG 127 M

SELECTED
RUNWAY
HEADING

G/S DEVIATION
POINTER AND
34-31-CC-029 Rev 1 12/03/1998

SCALE
LOC DEVIATION
INDICATOR AND
SCALE
ILS X 110.10
ILS X 110.10
ILS X 110.10 ILS FREQUENCY

DATA SOURCE
NORMAL DISPLAYS BACKCOURSE DISPLAYS NCD AND FAILED DISPLAYS
VOR/ILS NAVIGATION SYSTEM - ILS - EHSI DISPLAYS

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- VOR - EHSI DISPLAYS
General super flag is zero volts when the VOR receiver is
failed or NCD. To find whether the receiver is NCD or
To show VOR displays, set the EFIS control panel mode failed, do the self test on the receiver.
selector to the VOR/ILS position. You must also tune a
VOR frequency on the VHF NAV control panel.

Normal Display

The data source shows in the lower left corner of the

display. It shows the source of the data for the
displays.

The VOR frequency is in the lower right corner of the

display. Frequency comes from the VHF NAV control panel
through the DAA.

The VOR pointer and scale and the to/from indications

show on the display. The EFIS symbol generator uses the
selected course and the VOR bearing to calculate VOR
deviation and to/from.

Map Modes And VOR Vector Displays

The VOR vectors show in the map modes. To see the

vectors, tune a VOR station and push the VOR/ADF switch
on the EFIS control panel. VOR 1 vector shows with long
34-31-CC-030 Rev 1 12/03/1998

dashes with one small dash and a V1. VOR 2 vector shows
with long dashes with two small dashes and a V2.

NCD And Fail Displays

The NCD and fail displays for the VOR are the same
displays. This is because of the VOR super flag. The

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 737-300/400/500 TRAINING MANUAL

--- NM TRK 136 M ------Z

HDG 015 M HDG 015 M

SELECTED COURSE
40

VOR DEVIATION OPV

INDICATOR AND
SCALE

VOR VECTORS
YKM

TO/FROM
TO
INDICATIONS
---`/--- ---`/--- ---`/---
VOR X 116.80 40 VOR X 116.80

HDG 015 M --- NM TRK 126 M ------Z HDG 015 M

VOR VECTORS

OPV
SELECTED COURSE 20

VOR DEVIATION
34-31-CC-030 Rev 1 12/03/1998

INDICATOR AND
SCALE
TO/FROM
TO INDICATION
---`/--- ---`/--- ---`/---
VOR X 116.80 VOR X 116.80
FREQUENCY
DATA SOURCE
NORMAL DISPLAYS MAP DISPLAYS NCD OR FAILED DISPLAYS
VOR/ILS NAVIGATION SYSTEM - VOR - EHSI DISPLAYS

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- VOR/ILS DISPLAYS - DAA FAILED
General to show glide slope deviation and the scale if the DAA
fails.
These are the VOR/ILS navigation system signals that go
to the DAA: Map Modes

- VOR/ILS deviation Push the VOR/ADF switch on the EFIS control panel to
- VOR bearing see the VOR vectors in the map modes. If the DAA fails,
- VOR/ILS super flag you see the VOR flag in the map modes. To remove the
- ILS 28v dc flag, push the VOR/ADF switch again.
- VOR/ILS frequency.

The DAA encodes the data and sends it to various

systems including EFIS.

EFIS VOR/ILS Mode Determination

The EFIS symbol generator has EADI circuits and EHSI

circuits. The EADI circuits find the VOR/ILS mode from
the frequency from the DAA. If the DAA fails, the EFIS
EADI circuits cannot find which VOR/ILS mode is
selected. Because of the way the EADI circuits work,
the EADI always shows a LOC amber flag when the DAA
fails. Although the glide slope signal does not go
through the DAA, when the DAA fails the EADI circuits
remove the glide slope scale and deviation on the EADI.
34-31-CC-031 Rev 1 12/05/1998

The EFIS EHSI circuits find the VOR/ILS mode from the
frequency from the DAA and the ILS 28v dc from the EFIS
control panel. If the DAA fails, the EFIS EHSI circuits
can find which VOR/ILS mode is selected from the value
of the ILS 28v dc discrete. If the DAA fails, the EHSI
circuits show the correct flag (VOR or LOC) for the
mode selected. On the EHSI, the EHSI circuits continue

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 737-300/400/500 TRAINING MANUAL

DAA FAIL FLAG

20
20

LOC

EADI DISPLAY VOR OR ILS MODE

ILS X LOC VOR X VOR
VOR1 20 VOR2

LOC FLAG VOR FLAG

20

HDG 127 M HDG 127 M

20
LOC VOR
VOR1 VOR2
34-31-CC-031 Rev 1 12/05/1998

ILS X VOR X

ILS DISPLAYS VOR DISPLAYS

MAP DISPLAYS
VOR/ILS NAVIGATION SYSTEM - VOR/ILS DISPLAYS - DAA FAILED

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- VOR SELF-TEST
Test - Bearing of 180 degrees on the RDDMI
- Centered deviation bar on EFIS
You use the VHF NAV control panels to do a VOR test from - FROM indication on EFIS.
the flight compartment.

You can also do a test of the VOR receiver from the E/E
compartment. Push the VOR test switch on the front of
the LRU. Both tests are the same.

You need to set these controls to do a VOR test:

- Set the VHF NAV transfer switch to normal

- Select MAN on the VHF NAV control panel
- Enter a VOR frequency on the VHF NAV control panel
- Set a course on the DFCS mode control panel of 000
- Select VOR on the RDDMI pointer
- Select a VOR/ILS mode on the EFIS control panel
- Push and hold the test switch on the VHF NAV
control panel to VOR.

This is the display sequence that shows on EFIS and the

RDDMI during the VOR test:

- For the first 2 seconds, the VOR is NCD. All VOR

data is removed
- For the next 3 seconds, the VOR is failed. All VOR
34-31-CC-035 Rev 1 12/23/1998

data is removed
- For the next 15 seconds, the VOR sends the test
values
- After 20 seconds, the VOR is failed.

These are the test values that show on EFIS and the
RDDMI during self-test:

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 737-300/400/500 TRAINING MANUAL

NAV
AUTO MANUAL COURSE

AUTO/MAN COURSE
AUTO
TEST MAN SWITCH SELECT
VOR TEST CONTROL
VOR UP/LT
SWITCH
DME DN/RT
VHF NAV CONTROL PANEL

DFCS MODE
CONTROL PANEL

HDG 325 M HDG 325 M

1 2 5 0 1 5 5 8 1 2 5 0 1 5 5 8
DME-1 DME-2 DME-1 DME-2
34-31-CC-035 Rev 1 12/23/1998

FROM
---`/--- ---`/---
VOR 1 116.80 VOR 1 116.80

EHSI VOR NCD OR RDDMI VOR NCD OR EHSI VOR TEST DISPLAY RDDMI VOR TEST DISPLAY
FAIL DISPLAY FAIL DISPLAY (VOR 1 ONLY)
(VOR 1 ONLY)

VOR/ILS NAVIGATION SYSTEM - VOR SELF-TEST

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 737-300/400/500 TRAINING MANUAL
VOR/ILS NAVIGATION SYSTEM -- ILS SELF-TEST
These are the test values that show on EFIS during the
Test up/left self-test:

You use the VHF NAV control panels to do an ILS up/left - Glideslope deviation up one dot
or down/right test from the flight compartment. - Localizer deviation left one dot.

You can also do a test of the ILS receivers from the E/E These are the test values that show on EFIS during the
compartment. Push the UP/LT or DN/RT test switch on the down/right self-test:
front of the LRU. Both tests are the same.
- Glideslope deviation down one dot
You need to set these controls to do an ILS test: - Localizer deviation right one dot.

- Set the VHF NAV transfer switch to normal

- Select MAN on the VHF NAV control panel
- Enter an ILS frequency on the VHF NAV control panel
- Set a course on the DFCS mode control panel so that
the selected runway heading is within 90 degrees
of the airplane track
- Select a VOR/ILS mode on the EFIS control panel
- Push and hold the UP/LT or DN/RT test switch on the
VHF NAV control panel.

This is the display sequence that shows on the EFIS

EADI and EHSI:

- For the first 2 seconds, the ILS receivers are NCD.

34-31-CC-036 Rev 1 12/23/1998

All ILS data is removed

- For the next 3 seconds, the ILS receivers are
failed. All ILS data is removed
- For the next 15 seconds, the ILS receivers send the
test values
- After 20 seconds, the ILS receivers are failed.

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 737-300/400/500 TRAINING MANUAL

NAV
AUTO MANUAL

AUTO/MAN
TEST
AUTO
MAN SWITCH
VOR UP/LT

DME DN/RT ILS TEST

VHF NAV CONTROL PANEL SWITCH

20 20 20
20 20 20

EADI ILS NCD OR EADI ILS UP/LT EADI ILS DN/RT

FAIL DISPLAY TEST DISPLAY TEST DISPLAY

HDG 325 M HDG 325 M HDG 325 M

34-31-CC-036 Rev 1 12/23/1998

ILS X 110.90 ILS X 110.90 ILS X 110.90

EHSI ILS NCD OR EHSI ILS UP/LT EHSI ILS DN/RT

FAIL DISPLAY TEST DISPLAY TEST DISPLAY

VOR/ILS NAVIGATION SYSTEM - ILS SELF-TEST

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 737-300/400/500 TRAINING MANUAL
DISTANCE MEASURING EQUIPMENT -- INTRODUCTION
THIS PAGE INTENTIONALLY LEFT BLANK
34-55-CC-001 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL
DISTANCE MEASURING EQUIPMENT -- INTRODUCTION
Purpose BITE - built-in test equipment
CAPT - captain
The distance measuring equipment (DME) system supplies circ - circulator
slant range (line of sight) distance measurement
CP - control panel
between the airplane and the ground station. The flight
management computer (FMC) uses the range from two or CPU - central (control) processing unit
more stations to calculate this data about the DAA - digital to analog adaptor
airplane: DC - direct current
DME - distance measurement equipment
- Position E/E - electronic equipment (compartment)
- Track
EADI - electronic attitude direction indicator
- Wind.
EFIS - electronic flight instrument system
The DME system also supplies station audio and EHSI - electronic horizontal situation indicator
identifier signals to the flight crew speakers and ELEX - electronics
headsets. F/O - first officer
FCC - flight control computer
Abbreviations and Acronyms
FMC - flight management computer
AC - alternating current FMCS - flight management computer system
ACP - audio control panel freq - frequency
ADF - automatic direction finder fwd - forward
alt - alternate gnd - ground
ant - antenna ILS - instrument landing system
app - approach IRS - inertial reference system
34-55-CC-001 Rev 1 10/02/1998

ARINC - Aeronautical Radio, Incorporated LCD - liquid crystal display

ATC - air traffic control LED - light emitting diode
ATE - automatic test equipment LRU - line replacable unit
ATR - Austin Trumbull radio maint - maintenance
auto - automatic MHz - megahertz
B - both NAV - navigation
NCD - no computed data

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 737-300/400/500 TRAINING MANUAL
DISTANCE MEASURING EQUIPMENT -- INTRODUCTION
norm - normal
pwr - power
rng - range
rcvr - receiver
RDDMI - radio distance direction magnetic
indication
REU - remote electronics unit
RF - radio frequency
rly - relay
R/T - receive/transmit
SG - symbol generator
spkr - speaker
sta - station
TCAS - traffic alert and collision avoidance
system
TFR - transfer
TX - transmitter
V - voice
V - volts
VHF - very high frequency
xfr - transfer
xmtr - transmitter
xpndr - transponder
34-55-CC-001 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

INTERROGATION

REPLY
34-55-CC-001 Rev 1 10/02/1998

DME GROUND
STATION

DISTANCE MEASURING EQUIPMENT - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- GENERAL DESCRIPTION
General - Offside DME
- Traffic alert and collision avoidance system
The DME system has two DME interrogators and two (TCAS) computer
antennas. - Air traffic control (ATC) computer.

The DME interrogator transmits a signal to the DME The DME interrogator receives the station audio and
ground stations. The ground stations send a reply back sends it to the remote electronics unit (REU).
to the interrogator. The interrogator measures the time
between the transmit signal and the reply signal and
calculates the distance to the station.

Description

The interrogators get manual tune inputs from the VHF

navigation (NAV) control panel. The DMEs also get
autotune inputs from the flight management comuputer
system (FMCS) through the digital to analog adapter
(DAA). The flight management computer (FMC) can also
put the DME into the agility mode. In the agility mode,
the DME tunes between two stations, one station every
five seconds.

The interrogators send distance data to the digital to

analog adapters (DAA) and the radio distance direction
magnetic indicators (RDDMI). The DAA sends DME distance
to these units:
34-55-CC-002 Rev 1 12/03/1998

- Flight control computer (FCC)

- Electronic flight instrument system (EFIS)
- FMC.

The DME system sends and receives a suppression pulse

between these units:

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 737-300/400/500 TRAINING MANUAL

Collins

RDDMIS

DME ANTENNA (2)

FCC

ATC 1
EFIS ATC 2
TCAS

FMC DAA

NAV
AUTO MANUAL

AUTO
TEST MAN
34-55-CC-002 Rev 1 06/01/1999

VOR UP/LT
REU
DME DN/RT

VHF NAV CONTROL PANEL (2) DME INTERROGATOR (2)

DME SYSTEM - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- COMPONENT LOCATION - FLIGHT COMPARTMENT
General

These are the components in the flight compartment that

have an interface with the DME system:

- RDDMIs
- EFIS EHSI
- VHF NAV transfer switch
- Captain and first officer VHF NAV control panel
- Captain and first officer audio control panel.
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 737-300/400/500 TRAINING MANUAL

P5 FORWARD OVERHEAD PANEL

- VHF NAV TRANSFER SWITCH

P3 F/O INSTRUMENT PANEL

- RDDMI
- EHSI
P1 CAPT INSTRUMENT PANEL
- EHSI
- RDDMI
34-55-CC-003 Rev 1 10/15/1998

P8 AFT ELECTRONICS PANEL

- CAPT AND F/O NAV
CONTROL PANEL
- CAPT AND F/O AUDIO
CONTROL PANEL

DME SYSTEM - COMPONENT LOCATION - FLIGHT COMPARTMENT

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- COMPONENT LOCATION - ELECTRONIC EQUIPMENT COMPARTMENT AND ANTENNAS
DME Component Locations

These components are in the electronics equipment (E/E)

compartment:

- DME 1 interrogator
- DME 2 interrogator.

These components are on the exterior of the airplane:

- DME 1 antenna
- DME 2 antenna.
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 737-300/400/500 TRAINING MANUAL

ANTENNAS

E2-2 SHELF
- DME 1,2 E2-1

E2-2

E2-3
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FWD E2-4

ELECTRONIC EQUIPMENT COMPARTMENT

(LOOKING LEFT)

DME SYSTEM - COMPONENT LOCATION - ELECTRONIC EQUIPMENT COMPARTMENT AND ANTENNAS

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- POWER, ANTENNA, ANALOG, AND DISCRETE INTERFACE
THIS PAGE INTENTIONALLY LEFT BLANK
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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- POWER, ANTENNA, ANALOG, AND DISCRETE INTERFACE
Power Interface DME Audio

The P18 circuit breaker panel has the DME-1 circuit The DME interrogator sends the DME station audio
breaker. The P6 circuit breaker panel has the DME-2 identifier to the remote electronics unit (REU). You
circuit breaker. DME 1 gets 115v ac from electronics can hear the identifier on the headsets and the flight
(ELEX) bus 1. DME 2 gets 115v ac from ELEX bus 2. interphone speakers.

DME Antenna Interface Agility Discrete

The DME antennas transmit and receive DME signals. The The DME sends a discrete to the FMC to tell it that the
antennas transmit signals to the ground stations. They DME is capable of the agility mode.
then receive the reply signals from the DME ground
station and send them to the interrogator. DME Distance

Frequency The DME sends distance data out in a six-wire, analog

format. Distance goes to the DAA and both radio
The DMEs get the VOR and ILS frequencies from the VHF distance direction magnetic indicators (RDDMIs). The
NAV control panels. The frequency is a two out of five DAA changes the analog distance signal to an ARINC 429
code on 15 wires. If the VHF NAV control panel is in data bus signal. The DAA sends the distance to other
AUTO mode, the DME gets the frequency from the FMC user systems.
through the DAA. The DAA sends the frequency to the VHF
NAV control panel and the DME in a two out of five code. DME/ATC/TCAS Suppression

If the VHF NAV control panel is in the AUTO mode and the These systems operate in the same frequency band:
FMC commands the agility mode, the DAA sends the
agility discrete to the DME. - DME
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- Traffic alert and collision avoidance system

Test (TCAS)
- Air traffic control (ATC).
To do a test of the DME, move the VOR/DME test switch on
the VHF NAV control panel to DME. When any of these systems transmits, it sends a
suppression pulse through the suppression lines to the
The FCC also sends a test discrete to the DME. suppression coaxial tee. The suppression pulse goes to

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- POWER, ANTENNA, ANALOG, AND DISCRETE INTERFACE
the other systems. This pulse stops the reception and
transmission of the other units. This prevents damage
to the receiver circuits of the other LRUs and
transmission interference.
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 737-300/400/500 TRAINING MANUAL

DME 1 ANT AUDIO

115V AC
ELEX AGILITY
PWR 1 CAPABLE
DME-1 A
P18 CIRCUIT AGILITY FMC
6
BREAKER PANEL FREQUENCY DISTANCE

DAA 1 DAA 1
15 SUPPRESSION
FREQUENCY PULSE
ATC 1
TEST
200 MILE
CAPT VHF NAV OVERRIDE
RDDMI 1
CONTROL PANEL TEST DME 1 TCAS
SUPPRESSION
COAX TEE COMPUTER
FCC A

DME 2 ANT SUPPRESSION RDDMI 2

115V AC PULSE
ELEX
PWR 2 ATC 2
DME-2
AGILITY 6
P6 CIRCUIT DISTANCE
BREAKER PANEL FREQUENCY
DAA 2
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DAA 1 AGILITY
15 A
FREQUENCY CAPABLE

TEST AUDIO
200 MILE
TEST OVERRIDE
F/O NAVIGATION
CONTROL PANEL DME 2 REU
FCC B
DME SYSTEM - POWER, ANTENNA, ANALOG, AND DISCRETE INTERFACE

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- ARINC 429 INTERFACES
Tuning

The FMCS supplies the frequency to the DME through the

DAA when auto tune is selected.

DME Outputs

Each DME interrogator supplies data to the DAA. The DAA

supplies DME distance data to these units:

- EFIS 1 and 2
- FCC
- FMC.
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 737-300/400/500 TRAINING MANUAL

DISTANCE DISTANCE

FCC A

TUNING

DME 1 DAA 1
AUTO EFIS 1
TUNE

EFIS 2

AUTO
TUNE EFIS 2

TUNING
34-55-CC-006 Rev 1 10/02/1998

FMC
EFIS 1

DISTANCE DISTANCE

DME 2 DAA 2 FCC B

DME SYSTEM - ARINC 429 INTERFACES

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- INTERROGATOR
General Agility Mode

The DME interrogator tunes 252 channels and calculates The FMC uses distance from two DME ground stations to
distance for all the channels in the DME range. There update the inertial reference system (IRS) position.
are 200 DME channels for the VHF NAV frequencies. The Normally, the FMCS uses distance data from both DMEs.
other 52 channels are for military TACAN functions. The If one DME fails or the manual frequency in the DME is
DME receive frequency is 63 MHz more or less than the not useful to the FMCS, the FMCS can command one DME to
transmit frequency. the agility mode.

Physical Description The DME is an agility capable interrogator. The DME can
rapidly change between two frequencies. The DME can
The interrogator is a 1/2 ATR short line replaceable also give distance from these two ground stations. The
unit (LRU). It weighs 16 pounds (7.3 kg). result is almost continuous distance from two ground
stations from one DME interrogator.
Purpose

These are the purposes of the DME interrogator:

- Interrogate DME stations

- Receive the station replies
- Receive audio identifiers
- Calculate slant range distances.

Frequencies

These DME tuning frequencies are in the VHF band:

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- 108.00 to 117.95 MHz for DME stations with VOR or

ILS
- 133.30 to 135.95 MHz for DME only stations. The FMC
tunes these stations.

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 737-300/400/500 TRAINING MANUAL

Collins
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DME SYSTEM - INTERROGATOR

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- ANTENNA
General

The L-band DME antenna transmits the interrogator

output signal and receives the ground station reply and
identification signals.

Physical Description

The antenna has an O-ring moisture seal and attaches to

the airplane with four screws. The DME and the ATC
antennas are the same and are interchangeable.
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 737-300/400/500 TRAINING MANUAL

COAX CABLE

COAX
CONNECTOR

MOUNT SCREWS O-RING

(4)
34-55-CC-008 Rev 1 10/15/1998

FWD

DME SYSTEM - ANTENNA

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- VHF NAV CONTROL PANEL
General Test

The VHF NAV control panels supply manual frequency When you select DME with the VOR/DME test switch, the
inputs and test commands to the VOR/ILS receivers and VHF NAV control panel sends a test discrete to the DME.
the DMEs. The DME does a self-test.

When you put a VOR or ILS frequency into the navigation

control panel, it also goes to the DME interrogator.

Operation

The frequency select controls operate when MAN is

selected on the control panel. The frequency select
control is a continuous rotary knob. There is an inner
knob and an outer knob. The outer knob sets the tens
and ones. The inner knob sets the tenth and one
hundreth numbers. The frequency shows in the MANUAL
window.

When you push the MAN/AUTO switch to AUTO, the

frequency from the FMC shows in the AUTO window. A bar
shows across the MANUAL frequency.

In the AUTO mode, if the FMC commands the agility mode,

the AUTO frequency display shows dashes. In the agility
mode, the AUTO frequency changes every five seconds.
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The flight crew would be distracted by the changing

frequency.

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 737-300/400/500 TRAINING MANUAL

AUTO MANUAL

AGILITY
TUNE MODE

AUTO MANUAL
AUTO
TUNE MODE

AUTO MANUAL
MANUAL
TUNE MODE

AUTO
FREQUENCY
INDICATOR
NAV
AUTO MANUAL
MANUAL FREQUENCY
INDICATOR

AUTO/MANUAL
AUTO SWITCH
TEST MAN
DME TEST FREQUENCY
SELECTORS
34-55-CC-009 Rev 1 12/03/1998

SWITCH VOR UP/LT

DME DN/RT

DME SYSTEM - VHF NAV CONTROL PANEL

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- OPERATION - CONTROLS
General

The audio control panels (ACP) permit the crew to hear

the DME station identification signals. The
identification signals are 1350 Hz.

The EFIS control panel mode selector switch selects the

NAV display modes that show DME distance.

Audio Controls

Set these controls on the audio control panel to listen

to DME audio:

- Push ON the NAV receiver volume control (NAV 1 for

DME 1 and NAV 2 for DME 2)
- Select B (both) or R (range) on the voice range
filter switch
- Set the NAV receiver volume control.

The voice/range selector lets you turn off the DME

audio. You will hear the DME audio when the voice/range
selector is in the R or B position.

EFIS Controls
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The EFIS control panel mode selector switch must be in

a VOR/ILS mode to show DME distance.

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 737-300/400/500 TRAINING MANUAL

HSI
EXP
VOR/
NAV ILS

VOR/ MAP DISPLAY

ILS MODE
FULL SWITCH
NAV CTR
MAP
BRT PLAN

MAP
VOR/ADF NAV AID ARPT

ON ON ON NAV 2
w w w RECEIVER
SWITCH 1-NAV-2 1-ADF-2
NAV 1
RECEIVER
SWITCH
B
34-55-CC-010 Rev 1 12/03/1998

V R
FILTER
SWITCH

AUDIO CONTROL PANEL

DME SYSTEM - OPERATION - CONTROLS

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- DISPLAY
Distance Displays

Normally, the captain EHSI shows DME 1 data. The first

officer EHSI shows the DME 2 data. If you use the VHF
NAV transfer switch, the DME distance display comes
from the DME selected. If you select auto tuning, the
EHSI does not show any DME distance.

The RDDMIs show both DME distances during manual and

auto tuning. During auto tuning if the FMC commands the
agility mode, the DME distance on the RDDMI is dashes.

DME NCD or Failed Displays

Dashes replace numbers when the DME distance is no

computed data (NCD). If the DME has a failure, the DME
display is blank on the EHSI. If the DME has a failure,
a black and red flag shows on the RDDMI.
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 737-300/400/500 TRAINING MANUAL

DISTANCE
DISPLAY 127
DME 13.5 HDG M
DISTANCE
DISPLAY
0 5 3 3 0 5 3 3
DME-1 DME-2

NCD
DISPLAY HDG 127 M NCD DISPLAY
DME ---
AND AGILITY
DISPLAY - - - - - - - -
DME-1 DME-2
AUTO
MODE
SELECTED
FAILED
DISPLAY HDG 127 M
FAILED
DISPLAY
DME-1 DME-2
34-55-CC-011 Rev 1 12/03/1998

SOURCE
ANNUNCIATION
VOR X VOR X AUTO

DME SYSTEM - DISPLAY

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- DME FUNCTIONAL DESCRIPTION
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34-55-CC-012 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- DME FUNCTIONAL DESCRIPTION
Tune Input computer controls the transmitter. The transmit pulses
go through a circulator (CIRC) to the DME antenna.
The VHF NAV control panel or the DAA sends a two-out-
of-five code tuning input to the DME. If you select MAN The transmitter also sends a signal to the suppression
on the VHF NAV control panel, the control panel sends circuits. During a transmission, the suppression
the tuning input. If you select AUTO on the VHF NAV circuit in the DME interrogator sends a suppression
control panel, the FMCS sends a tuning input to the pulse to the suppression coaxial tee. The suppression
DAA. The DAA sends the tuning input in automatic coaxial tee is connected to these units:
tuning.
- DME (off-side)
Discrete Output and Inputs - TCAS computer
- ATC 1 transponder (XPNDR)
The DME sends a discrete to the FMCS. The discrete - ATC 2 XPNDR.
tells the FMCS that the DME is an agility capable DME.
A discrete from the DAA tells the DME to enter the In the other LRUs, the suppression pulse stops
agility mode. The FMCS controls the agility discrete transmitter operation to prevent interference and
from the DAA. receiver operation to prevent damage to internal
circuits.
A ground discrete tells the DME to do distance
calculations up to 389 nautical miles. Receive

Operation The circulator sends the RF signal it receives from the

antenna to the receiver. The receiver sends the data to
The CPU and video processor control the DME. The tuning the audio decoder and the range computer. The range
inputs tune the frequency synthesizer. The frequency computer calculates the slant range distance. It uses
synthesizer tunes the receiver and the transmitter. The the time it takes to transmit pulse pairs and get a
34-55-CC-012 Rev 1 12/03/1998

receiver is always on. The receiver sends received reply from the ground station. The range computer sends
signals to the audio decoder and the range computer. the distance data to the CPU and video processor. The
The range computer sends the received signals to the video processor encodes the signal to a six-wire
CPU and video processor. After it receives squitter format. The video processor also sends a DME status
pulses from the ground station, the CPU turns on the discrete.
transmitter through the range computer. The range

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- DME FUNCTIONAL DESCRIPTION
The DME distance and status go to the DAA and both
RDDMIs. The DAA changes the format of the signal to an
ARINC 429 data bus format. The DAA output goes to these
LRUs:

- EFIS 1
- EFIS 2
- FMCS
- FCC (onside only).

Test

When you use the DME test switch on the VHF NAV control
panel, the CPU does a self-test. The FCC can also start
a self-test. When you do the test from the control
panel, you can see the test results on the EHSI and
RDDMI.
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 737-300/400/500 TRAINING MANUAL

AUDIO
AGILITY DECODER REU
CAPABLE

FMCS

SUPPRESSION
SUPPRESSION COAXIAL TEE
DME
ANTENNA
TUNING
VHF NAV 15 RECEIVER CIRC
CONTROL FREQUENCY
PANEL OR SYNTHESIZER
DAA
TRANSMITTER
VHF NAV CONTROL
PANEL TEST

CONTROL
AND DATA
TEST

CPU AND
FCC RANGE VIDEO
COMPUTER PROCESSOR
34-55-CC-012 Rev 1 12/03/1998

DISTANCE 7 DAA
AGILITY AND STATUS RDDMI 1
RDDMI 2
200 NM OVERRIDE
DAA

DME INTERROGATOR (TYPICAL)

DME SYSTEM - DME FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
DME SYSTEM -- TEST
Self Test

Use the DME/VOR test switch on the VHF NAV control

panel to start a DME self-test.

Self-Test Displays

You can see the self-test results in the flight

compartment. Do these steps to prepare for the DME
self-test:

- Put the VHF NAV transfer switch in the normal

position
- Select a VOR/ILS mode on the EFIS control panel
- Select manual tuning on the VHF NAV control panel
- Position and hold the VOR/DME test switch on the
VHF NAV control panel to DME.

The EHSI and RDDMI displays go through this sequence:

- Invalid for two seconds

- NCD for two seconds
- Distance displays show 000.0 miles for as long as
you hold the test switch.

After you release the test switch, the zero mile

34-55-CC-014 Rev 1 12/03/1998

display stays for 13 seconds. This is the DME memory

function. The DME keeps its last valid distance for 13
seconds when it goes NCD. This function keeps the
distance display when the airplane flies over a DME
ground station and temporarily loses the DME signal.

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 737-300/400/500 TRAINING MANUAL

HDG 127 M DME--- HDG 127 M DME 00.0 HDG 127 M

VOR 1 116.80 VOR 1 116.80 VOR 1 116.80

- - - - - - - - 0 0 0 0 0 1 3 5
DME-1 DME-2 DME-1 DME-2 DME-1 DME-2
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DME DATA SHOWS FAILED DME DATA SHOWS NCD DME DATA SHOWS ZERO MILES
FOR 2 SECONDS FOR 2 SECONDS UNTIL THE END OF TEST PLUS
13 SECONDS
DME SYSTEM - TEST

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 737-300/400/500 TRAINING MANUAL
AUTOMATIC DIRECTION FINDER SYSTEM -- INTRODUCTION
Purpose NCD - no computed data
osc - oscillator
The automatic direction finder (ADF) system is a QEC - quadrantal error correction
navigation aid. The ADF receiver uses AM signals from
RBL - right buttock line
ground stations to calculate the bearing to the ADF
station. The ADF system also receives standard AM radio RF - radio frequency
broadcast audio. RDDMI - radio distance direction magnetic
indicator
Abbreviations and Acronyms RMI - radio magnetic indicator
sta - station
AC - alternating current TX - synchro transmitter
ACP - audio control panel v - volts
ADF - automatic direction finder vol - volume
AM - amplitude modulation xmtr - transmitter
ant - antenna
app - approach
BCD - binary coded decimal
BFO - beat frequency oscillator
capt - captain
DC - direct current
EFIS - electronic flight instrument system
EHSI - electronic horizontal situation indicator
ELEX - electronics (bus)
F/O - first officer
34-57-CC-001 Rev 1 01/20/1999

GEN - generator
gnd - ground
Hz - hertz
LRU - line replaceable unit
m - motor
nav - navigation

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 737-300/400/500 TRAINING MANUAL

AIRPLANE
LONGITUDINAL AXIS

BEARING TO
THE STATION

ADF STATION
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AUTOMATIC DIRECTION FINDER SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- GENERAL DESCRIPTION
General

The ADF system supplies audio and bearing to any AM

ground station. The ADF system has these components:

- Receiver
- Control panel
- Sense antenna
- Sense antenna coupler
- Loop antenna
- Loop antenna quadrantial error corrector (QEC).

The ADF system has these signals:

- Audio to the remote electronics unit (REU) - the

REU sends the audio to the flight compartment
- Bearing to the station to the radio direction
distance magnetic indicator (RDDMI)
- Bearing to the station to the EFIS symbol
generators.

Description

The ADF control panel supplies manual tune and control

inputs to the ADF receivers. The ADF antennas receive
the RF signals and send them to the receiver. The ADF
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coupler connects the sense antenna to the ADF receiver.

The QEC corrects for magnetic interference from the
airplane to the loop antenna.

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 737-300/400/500 TRAINING MANUAL

ANT ADF
OFF TEST
1 GAIN 2
1
A 1200.5 1200.5
TONE
D 1 2
F ANT ADF
OFF TEST
GAIN
2
EFIS
ADF CONTROL PANEL
TEST

ADF LOOP ANTENNA

AND QEC
RDDMI
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ADF SENSE ANTENNA

AND COUPLER
ADF RECEIVER REU

ADF SYSTEM - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- FLIGHT COMPARTMENT COMPONENT LOCATION
ADF System Components

The ADF control panel is on the P8 aft electronics

panel.

Interface Components

These flight compartment components have an interface

with the ADF system.

- Captain (Capt) electronic horizontal situation

indicator (EHSI)
- Capt RDDMI
- First officer (F/O) EHSI
- F/O RDDMI
- Capt, F/O, and observer audio control panels
(ACP).
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 737-300/400/500 TRAINING MANUAL

P5 AFT OVERHEAD PANEL

- OBSERVER AUDIO CONTROL PANEL

P1 CAPT INSTRUMENT PANEL

- EHSI
- RDDMI P3 F/O INSTRUMENT PANEL
- RDDMI
- EHSI
34-57-CC-003 Rev 1 01/20/1999

P8 AFT ELECTRONICS PANEL

- ADF CONTROL PANEL
- CAPT AND F/O AUDIO CONTROL PANELS

ADF SYSTEM - FLIGHT COMPARTMENT COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- ELECTRONIC EQUIPMENT COMPARTMENT AND ANTENNA COMPONENT LOCATIONS
Electronic Equipment Compartment

ADF receiver 1 and ADF receiver 2 are in the electronic

equipment compartment on the E2-4 shelf.

ADF Antenna

The ADF loop antennas are on the bottom, center of the

airplane. ADF sense antennas are part of the wing to
body fairing.
34-57-CC-004 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL

LOOP
ANTENNAS

SENSE
ANTENNAS

E2-1

FWD

E2-2
ADF 1
ADF 2
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E2-3

E2-4

ADF SYSTEM - ELECTRONIC EQUIPMENT COMPARTMENT AND ANTENNA COMPONENT LOCATIONS

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- INTERFACES
Power EFIS

ADF 1 gets 28v dc from the ADF-1 circuit breaker on the The ADF receiver sends bearing to the EFIS symbol
P18 panel. The circuit breaker gets power from the 28v generators. The ADF control panel also sends the ADF on
dc standby bus. signal to the EFIS symbol generators. EFIS shows the
ADF bearing on the EHSI. EFIS uses the on signal as the
ADF 1 gets 26v ac from the number 1 ADF excitation ADF valid signal.
transformer. The transformer gets 115v ac from the
EXCIT XFMR-1 circuit breaker on the P18 panel. The RDDMI
circuit breaker gets power from the 115v ac standby
bus. The ADF receiver sends bearing to the RDDMIs. The ADF
control panel also sends the ADF on signal to the
ADF 2 gets 28v dc from the ADF-2 circuit breaker on the RDDMIs. The RDDMIs show the ADF bearing. The RDDMIs use
P6 panel. The circuit breaker gets power from the 28v the on signal to control the bearing pointer flag.
dc bus 2.
REU
ADF 2 gets 26v ac from the number 2 ADF excitation
transformer. The transformer gets 115v ac from the The ADF receiver sends station audio to the ADF control
EXCIT XFMR-2 circuit breaker on the P6 panel. The panel. The control panel sends the audio to the remote
circuit breaker gets power from the 115v ac electronics electronics unit (REU). The REU sends the station audio
(ELEX) bus 2. to the flight compartment headsets and speakers.

ADF Antennas

There are two ADF antennas. The antennas are the loop
antenna and the sense antenna. You can use the sense
34-57-CC-005 Rev 1 01/20/1999

antenna only to listen to the ADF station audio. The

ADF receiver uses both antennas to give the bearing to
the station.

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 737-300/400/500 TRAINING MANUAL

BEARING
SENSE
ANTENNA 1 COUPLER

LOOP EFIS 1
ANTENNA 1 QUADRANTAL
ERROR CORRECTOR
ADF RECEIVER 1
115V AC
STBY PWR 26V AC
ADF-1
AC EXCITATION CAPT RDDMI
28V DC TRANSFORMER 1
STBY PWR POWER
ADF-1 CONTROL
AUDIO
P18 CIRCUIT AUDIO
BREAKER PANEL
28V DC POWER REU
ELEX BUS 2 CONTROL
ADF-2
ADF CONTROL
115V AC PANEL
ELEX BUS 2 26V AC
ADF-2
AC EXCITATION
TRANSFORMER 2
P6 CIRCUIT
BREAKER PANEL F/O RDDMI
34-57-CC-005 Rev 1 01/20/1999

SENSE
ANTENNA 1 COUPLER

BEARING
LOOP
ANTENNA 1 EFIS 2
QUADRANTAL ADF RECEIVER 2
ERROR CORRECTOR
ADF SYSTEM - INTERFACES

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- CONTROL PANEL
Purpose signal. The selector has three positions, a position
for receiver 1, receiver 2, and off.
The ADF control panel supplies these functions to the
ADF system: There are two mode selectors. One mode selector is for
each ADF system. These are the selections on the mode
- Frequency selector:
- On/off
- Tone on/off - OFF - the ADF receiver is off
- Mode - ANT - the ADF receiver is on and sends only station
- Volume audio
- Test. - ADF - the ADF receiver is on and sends station
audio and bearing
Description - TEST - the ADF receiver is on and processes an
internal test signal.
There are two frequency display windows. The windows
show the frequency that you set with the frequency The mode selector has a knob on the top labeled GAIN.
selectors. There is one frequency window for each ADF The gain knob controls the system audio volume.
system.

There are two frequency selectors. Each frequency

selector sets the frequency for the display window that
is directly above it. The selectors each have three
controls. There is an outer, middle, and inner control.
The inner control sets the tenths and ones numbers. The
middle control sets the tens number. The outer control
sets the hundreds number.
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The tone selector turns on a tone oscillator in the ADF

receiver. There are some ADF stations that turn their
transmitters on and off to transmit their morse code
station identifier. To process this type of signal, the
receiver must have the tone added to the received

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 737-300/400/500 TRAINING MANUAL

FREQUENCY ADF 1 MODE FREQUENCY

DISPLAY SELECTOR/ DISPLAY
WINDOW VOL CONTROL WINDOW

ANT ADF
OFF TEST
1 2
GAIN
1
A 1200.5 TONE
1200.5
D
1 2
F
ANT ADF
OFF TEST
GAIN
2

FREQUENCY ADF 2 MODE TONE FREQUENCY

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SELECTOR 1 SELECTOR/ SELECTOR SELECTOR 2

VOL CONTROL

ADF SYSTEM - CONTROL PANEL

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- RECEIVER
Purpose

The ADF receiver calculates bearing to a station that

transmits in the frequency range of 190 Khz to 1750
Khz. The receiver also receives station AM broadcasts.

Description

The ADF receiver is in a 1/4 ATR short unit. The

receiver weighs approximately 8 pounds (3.7 kg.) and
uses 28v dc power for operation.

Receiver

There is a test switch on the front of the receiver.

There is also a goniometer position indicator. In test
the position indicator is at the 045 degree position.

There are connectors for the antennas on the front of

the receiver.
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 737-300/400/500 TRAINING MANUAL

TEST GONIOMETER
POSITION
INDICATOR

TEST SWITCH

SENSE ANTENNA LOOP ANTENNA

CONNECTOR CONNECTOR
34-57-CC-007 Rev 1 01/20/1999

ADF SYSTEM - RECEIVER

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- ANTENNAS
Purpose

The ADF antennas receive RF signals from ground

stations. The sense antenna receives the electrical
part of the signal. The loop antenna receives the
magnetic part of the ground station signal. The
quadrantal error corrector (QEC) compensates for the
distortion to the magnetic signal to the loop antenna.
The distortion comes from metalic parts of the
airplane. The sense antenna coupler matches the
capacitance of the antenna to the transmission cable
that goes to the receiver.

Description

The loop antenna is sealed and does not rotate. The

antenna has two ferrite coil cores that are aligned
with the lateral and longitudinal axes of the airplane.

The sense antenna is part of the wing to body fairing.

The fairing is made of fiberglass. The antenna is
aluminum that has been sprayed onto the fairing.
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 737-300/400/500 TRAINING MANUAL

QUADRANTAL
ERROR CORRECTOR

COVER ASSEMBLY

COUPLER
LOOP
ANTENNA

ADF LOOP ANTENNA

AND QEC

AFT WING TO BODY

FAIRING
34-57-CC-008 Rev 1 01/20/1999

ADF SENSE ANTENNA

AND COUPLER

ADF SYSTEM - ANTENNAS

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- CONTROLS
General Navigation aid stations transmit morse code identifier
signals on a typical 1020 Hz signal. Some ADF stations
You use the EFIS control panels and the audio control transmit their morse code identifiers on a 400 Hz
panels to control the ADF displays and audio. You see signal. The voice/range selector has no effect on these
the ADF vectors and pointers on the EHSI. You also stations, the station morse code identifier is always
listen to the ADF receiver audio in the flight present.
compartment.

You also see the ADF pointers on the RDDMI. The RDDMI
controls are on the RDDMI.

EFIS Control Panel

The ADF bearing data shows on the EHSI in all modes.

The ADF pointers show in all modes.

The ADF vectors show in the map and center map modes.
Push the VOR/ADF map switch to see the vectors.

Audio Control Panel Controls

The audio control panels (ACP) let you listen to ADF

station audio or the morse code station identifier. You
use the ACP ADF receiver switches to listen to ADF
receiver audio.
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The voice/range selector lets you listen to only voice

audio in the voice (V) position. The range (R) position
lets you listen to the station morse code identifier.
When the selector is in the both (B) position, you can
listen to the voice audio and the morse code station
identifier.

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 737-300/400/500 TRAINING MANUAL

HSI
EXP
VOR/
NAV ILS

VOR/ MAP
ILS DISPLAY
FULL MODE SWITCH
NAV CTR
MAP
BRT PLAN
ADF 1
1-NAV-2 1-ADF-2 RECEIVER
SWITCH
ADF 2
MAP RECEIVER
SWITCH
VOR/ADF NAV AID ARPT B
V R
FILTER
ON ON ON SWITCH
w w w
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EFIS CONTROL PANEL AUDIO CONTROL PANEL

ADF VECTOR
SWITCH

ADF SYSTEM - CONTROLS

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- RADIO DISTANCE DIRECTION MAGNETIC INDICATOR DISPLAYS
General

The radio distance direction magnetic indicator (RDDMI)

shows bearing to a VOR or ADF station relative to the
airplane magnetic heading.

The RDDMI has two bearing pointers. The bearing

pointers can show ADF or VOR data. You use the
selectors on the front of the RDDMI to select between
VOR or ADF as the source of data. The RDDMI has two
amber flags, one for each bearing pointer. With ADF
selected, the flags come into view when the ADF is off.
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 737-300/400/500 TRAINING MANUAL

1 2 5 0 1 5 5 8 1 2 5 0 1 5 5 8
DME-1 DME-2 DME-1 DME-2
34-57-CC-010 Rev 1 01/20/1999

NORMAL DISPLAYS ADF OFF DISPLAYS

ADF SYSTEM - RADIO DISTANCE DIRECTION MAGNETIC INDICATOR DISPLAYS

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- EFIS DISPLAYS
General

The ADF data shows on the captain and first officer

EHSIs. The bearing pointers around the compass rose
show in all modes. In the map modes, you can turn on the
ADF vectors to see the ADF data. When you turn on the
vectors, the vectors replace the pointers.

NCD and Failed Displays

If the ADF signal is NCD or the ADF receiver fails,

EFIS shows the ADF pointer or vector in the parked
position. If the ADF is off, EFIS removes the ADF
displays.
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 737-300/400/500 TRAINING MANUAL

DME --- ---- NM TRK 136 M ------ z

HDG 127 M

ADF POINTER

20

V1
ADF VECTOR
34-57-CC-011 Rev 1 01/20/1999

VOR X 116.80

ADF SYSTEM - EFIS DISPLAYS

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- FUNCTIONAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
34-57-CC-012 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- FUNCTIONAL DESCRIPTION
Power Receiver

28v dc goes to the control panel. When the ADF is on, The ADF receiver contains an AM receiver. The receiver
the dc voltage goes to the ADF receiver power supply detects signals in the AM band and sends them to these
and to both RDDMIs and both EFIS symbol generators. The circuits:
receiver power supply provides power for the receiver
circuits. The 28 volts to the RDDMIs and EFIS provides - Phase modulation detector - detects the phase
the valid signal for the ADF displays. difference between the loop and sense signals in
the ADF mode. Not used in the ANT mode.
Antennas - AM detector - detects the AM audio signal. Sends
the audio to an amplifier and to the ADF control
The loop antenna contains two identical antenna loops panel.
(sine and cosine) that are mechanically displaced - Signal level detector - when there is no received
ninety degrees from each other and share a common signal, the detector turns off the loop input
ferrite core. The loop antenna assembly also has the amplifier to the receiver and sends a discrete to
quadrantal error corrector (QEC). The QEC compensates the horizontal position circuit.
for the airplane magnetic field. The loop antenna input
goes through the contacts of relay K1 to the The phase modulation detector sends the error signal to
goniometer. The goniometer is a synchro resolver. The the motor (M). The motor positions the goniometer and
goniometer passes part of the received signal to an the output synchro transmitter (TX). When the
amplifier and to the receiver. The signal level goniometer no longer passes the loop antenna signal,
detector circuit controls the gain of the amplifier. the phase detector no longer senses a phase difference.
At that time, the error signal stops and the TX signal
The sense antenna receives the RF signals. The antenna is steady.
sends the RF through an input transformer to an AM band
RF tuning circuit. The tuning circuit send the AM In the antenna (ANT) mode, a ground discrete goes from
34-57-CC-012 Rev 1 01/20/1999

signals to an amplifier and then to the receiver. the control panel to the horizontal position circuit.
The position circuit sends an error signal to the motor
ADF Control Panel to position the pointers horizontal, pointing to the 9
o'clock position. The horizontal position circuit gets
The control panel turns on the ADF receiver. The feedback from the TX.
control panel also encodes the frequency and sends the
frequency to the receiver.

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- FUNCTIONAL DESCRIPTION
When the signal level detector does not receive a
signal, the ADF receiver output is no computed data
(NCD). When the ADF is NCD, the signal level detector
sends a ground discrete to the horizontal position
circuit and the input amplifier for the loop antenna.
The pointers go to the horizontal position and the loop
antenna input does not go to the receiver.

In all modes, audio goes from the AM detector to an

amplifier and to the ADF control panel. The gain
potentiometer in the control panel sets the level of
the audio to the REU.

When you select the tone on, the 1020 hertz (HZ) tone
generator comes on. The receiver sends a tone to the AM
detector.

Test

When you push the test switch on the ADF receiver front
panel or select TEST on the control panel, the receiver
processes a test signal. The test ground discrete is
inverted and goes to the test oscillator and switch S1.
S1 energizes and energizes relay K1. The loop and sense
antenna signals are not used in test.
34-57-CC-012 Rev 1 01/20/1999

The test mixer sends gets signals from the receiver and
the test oscillator. The mixer sends a test signal
through a phase shift capacitor and an amplifier to the
receiver. The receiver processes the test signal. The
bearing pointer points to 315 degrees relative for a
good test. In test, the tone generator is on.

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 737-300/400/500 TRAINING MANUAL

GONIOMETER TEST
A
LOOP

RECEIVER RDDMI
1&2
EFIS
TEST 1&2
DC MIXER TX
ADF LOOP QUADRANTAL
ANTENNA ERROR CORRECTOR K1 PHASE 26V AC
MODULATION
DETECTOR RDDMI
1&2
AM EFIS
RF TEST DETECTOR B
1&2
TUNING OSC HORIZONTAL A
ADF SENSE ANTENNA POSITION SIGNAL
CIRCUIT LEVEL
DETECTOR

AUDIO
TEST MUTING
SWITCH
1020 HZ
TONE GEN
POWER
DC SUPPLY
B
ADF RECEIVER
34-57-CC-012 Rev 1 01/20/1999

OFF OFF 1
TONE
ANT ANT 2
28V DC
ADF ADF BCD ENCODER
GAIN REU
TEST TEST
FREQUENCY

ADF CONTROL PANEL

ADF SYSTEM - FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
ADF SYSTEM -- SELF-TEST
Test

To see the ADF test sequence, select an expanded mode

on the EFIS control panel. Expanded VOR mode shows in
the example.

A maintenance person can be in the E/E compartment to

start the test from the front of the ADF receiver.

To start the test, position the switch on the ADF

control panel to TEST.

The ADF pointers go to the 315 degrees relative

position and remain until the test switch is released.

NOTE: The graphic shows a test of ADF receiver 1. For a

dual system, the test is the same for ADF
receiver 2.
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 737-300/400/500 TRAINING MANUAL

315 DEGREES
RELATIVE

DME ---

HDG 127 M
1250 1558
DME-1 DME-2
TEST 315 DEGREES
RELATIVE

TEST
SWITCH

VOR X 116.80
34-57-CC-013 Rev 1 01/20/1999

ANT ADF
OFF TEST
GAIN

ADF CONTROL PANEL

ADF SYSTEM - SELF-TEST

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 737-300/400/500 TRAINING MANUAL
GLOBAL POSITIONING SYSTEM -- INTRODUCTION
Purpose IRU - inertial reference unit
L - left
The global positioning system (GPS) uses navigation LBL - left buttock line
satellites to supply airplane position to airplane
nav - navigation
systems and to the flight crew.
NCD - no computed data
Abbreviations and Acronyms NVM - non volatile memory
ovht - overheat
A/D - analog to digital pos - position
ADC - air data computer PPS - precision positioning service
amp - amplifier R - right
APU - auxiliary power unit RAIM - receiver autonomous integrity monitor
ARINC - Aeronautical Radio, Inc. RBL - right buttock line
att - attitude rcvr - receiver
avail - available ref - reference
BITE - built-in test equipment RF - radio frequency
CDU - control display unit sat - satellite
conv - convertor SCR - silicon controlled rectifier
dc - direct current SPS - standard positioning service
det - detection SS - single shot
D/A - digital to analog sta - station
elec - electrical stby - standby
elex - electronics (bus) UTC - universal time (coordinated)
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flt - flight ~tBIAS - clock bias

FMC - flight management computer v - volts
GP - general purpose WL - water line
GPS - global positioning system xmtr - transmitter
GPSSU - GPS sensor unit
hex - hexadecimal
IRS - inertial reference system

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 737-300/400/500 TRAINING MANUAL
34-58-CC-001 Rev 1 01/20/1999

GLOBAL POSITIONING SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
GPS -- GENERAL DESCRIPTION
General

The global positioning system (GPS) calculates this

data:

- Latitude
- Longitude
- Altitude
- Accurate time
- Ground speed.

There are two GPS systems. Antenna 1 receives satellite

signals and sends them to GPS sensor unit (GPSSU) 1.
Antenna 2 connects to GPSSU 2. The GPSSUs calculate the
airplane position and receive accurate time. This data
goes to the flight management computer system (FMCS).
The FMCS uses GPS or navigation radio position with
inertial reference data to calculate the airplane
position.

The GPSSUs send GPS data to the inertial reference

units (IRU). The IRUs do not use the GPS data.

The IRUs send data to the GPSSUs. The air data

computers send data to the GPSSUs.
34-58-CC-002 Rev 1 01/20/1999

The IRS master caution unit gets status signals from

both GPSSUs. The GPS fail light on the IRS mode select
unit comes on when both GPSSUs have a failure.

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 737-300/400/500 TRAINING MANUAL

IRU 1
ANTENNA 1
GPS SENSOR
UNIT 1

IRS MASTER
CAUTION UNIT
ADC 1

ADC 2
FMCS
34-58-CC-002 Rev 1 01/20/1999

IRU 2

ANTENNA 2
GPS SENSOR
UNIT 2

GPS - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPS -- FLIGHT COMPARTMENT COMPONENT LOCATION
General

These are the components in the flight compartment that

interface with the GPS:

- Control display units

- Master caution annunciator
- Master caution lights
- IRS master caution unit
- IRS mode select unit.
34-58-CC-003 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL

P7 GLARESHIELD PANEL
- LEFT MASTER CAUTION LIGHT
P5 AFT OVERHEAD PANEL - MASTER CAUTION ANNUNCIATOR
- IRS MODE SELECT UNIT - RIGHT MASTER CAUTION LIGHT

P9 FORWARD ELECTRONICS PANEL

- CDU (2)

IRS MASTER
CAUTION UNIT

FLIGHT COMPARTMENT
FACING FORWARD
34-58-CC-003 Rev 1 01/20/1999

P20 PANEL
FACING RIGHT

GPS - FLIGHT COMPARTMENT COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
GPS -- COMPONENT LOCATION
General

GPSSUs 1 and 2 are on the ceiling above the passenger

cabin. The sensor units are at these locations:

- GPSSU 1 (STA 500 + 9, RBL 7, WL 302)

- GPSSU 2 (STA 500B + 11, RBL 7, WL 302).

The bottom of the GPS antennas are within 10 inches of

the GPSSUs.
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 737-300/400/500 TRAINING MANUAL

GPSSU 1
GPS ANTENNA 1
GPS ANTENNA 2
GPSSU 2
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FWD

GPS - COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
GPS -- ANTENNA LOCATIONS
General

The GPS antennas are on the top of the fuselage.

34-58-CC-005 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL

GPS 2 ANTENNA GPS 1 ANTENNA

(500A + 15, LBL 5) (STA 500A +5, RBL 5)
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GPS - ANTENNA LOCATIONS

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 737-300/400/500 TRAINING MANUAL
GPS -- INTERFACES
Power and Antenna Interface - FMC 1
- IRS master caution unit.
Each GPSSU has a circuit breaker. The circuit breakers
are GPS-1 and GPS-2. GPS1 gets power from the 28v dc The IRUs do not use GPS data.
standby bus. GPS-2 gets power from the 28v dc
electronics (ELEX) bus 2. The FMC uses GPS data for position update.

Each GPSSU receives a radio frequency (RF) signal from The IRS master caution unit monitors failure signals
a GPS antenna. from the GPSSUs.

IRU Data Buses

The GPSSUs get inertial reference data from the IRUs.

The GPSSUs get air data from the ADCs. The GPSSUs use
this data for system initialization and for system
operation during periods of low or bad satellite
coverage.

GPS Data Output Bus

This data comes from the GPSSUs:

- Latitude
- Longitude
- Clock time
- Status
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- Horizontal figure of merit

- Horizontal integrity limit.

The GPSSU sends data to these units:

- IRU 1
- IRU 2

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 737-300/400/500 TRAINING MANUAL

ALTITUDE
RF TAS
GPS POWER
ANTENNA 2
ADC 1
IRU DATA OUT
28V DC
ELEX TIME MARK
BUS 2 GPS-2
P6 CIRCUIT BREAKER GPS DATA OUT
PANEL

IRU 1
FMC 1

28V DC
STBY BUS POWER
GPS-1
IRS MASTER
P18-1 CIRCUIT CAUTION UNIT
BREAKER PANEL GPS DATA
OUT
TIME
MARK
34-58-CC-010 Rev 1 01/20/1999

IRU DATA OUT

RF
GPS
ANTENNA 1 IRU 2

ALTITUDE
TAS
GPSSU 2
ADC 2
GPSSU 1
GPS - INTERFACES

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 737-300/400/500 TRAINING MANUAL
GPS -- SENSOR UNIT
Purpose

The GPSSU receives navigation satellite signals to

calculate GPS data.

Physical Description

The GPSSU dimensions are 9.5 inches (24 cm) long, 8.5
inches (22 cm) wide, and 2.5 inches (6 cm) high. It has
passive cooling. The GPSSU uses 28v dc for operation.

The GPSSUs are near the antennas to reduce RF signal

loss.
34-58-CC-015 Rev 1 01/17/1999

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 737-300/400/500 TRAINING MANUAL

ANTENNA CABLE
CONNECTOR

ELECTRICAL
INTERFACE
34-58-CC-015 Rev 1 01/17/1999

CONNECTOR

GPS - SENSOR UNIT

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 737-300/400/500 TRAINING MANUAL
GPS -- ANTENNA
General

The GPS antennas receive L-band frequency signals and

send them to the GPSSUs.

The GPS antenna impedance is 50 ohms.

34-58-CC-016 Rev 1 01/17/1999

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 737-300/400/500 TRAINING MANUAL

HOLE FOR MOUNTING

SCREW (4)

TOP VIEW

CONNECTOR
34-58-CC-016 Rev 1 01/17/1999

BOTTOM VIEW

GPS - ANTENNA

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 737-300/400/500 TRAINING MANUAL
GPS -- THEORY OF OPERATION - 1
GPS Segments - Calculate and format a satellite navigation
message. This message has up-to-date descriptions
The GPS has these three segments: of the satellites future positions, and a
collection of the latest data on all GPS
- Satellite satellites
- User - Update the satellite navigation message regularly.
- Control.
The control segment has one master control station and
Satellite Segment five monitor stations. Three of the monitor stations
are also upload stations.
The satellite segment is a group of satellites that
orbit 10,900 nautical miles above the earth. Each GPS Accuracy
satellite makes an orbit once every 12 hours. There are
21 operational satellites and 3 spares. Civilian users have access to standard positioning
service (SPS). SPS has an accuracy of 15 - 25 meters
The satellites continuously transmit radio signals with for 95% of the position fixes.
navigation data, range code, and the exact time.

User Segment

The user segment is the GPS receiver unit on the

airplane. It receives the satellite signals. The GPS
uses the satellite data to calculate the airplane
position.

Control Segment
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The control segment has control and monitor stations on

earth that continuously monitor and track the
satellites. The control segment does these things:

- Monitor and correct satellite orbits and clocks

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 737-300/400/500 TRAINING MANUAL

SATELLITE
SEGMENT

USER
SEGMENT
34-58-CC-020 Rev 1 01/17/1999

CONTROL
SEGMENT

GPS - THEORY OF OPERATION - 1

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 737-300/400/500 TRAINING MANUAL
GPS -- THEORY OF OPERATION - 2
Ranging To calculate the airplane position (latitude,
longitude, and altitude) and the ~tBIAS, the receiver
The GPS receivers use the principle of ranging to must know the position of at least four satellites. The
measure the distance between the receiver and the receiver then measures the distances to all the
satellites. The receiver always has the location of the satellites at the same time. It then solves for these
satellites in memory. four unknowns with four range equations:

The receiver measures the time it takes for a radio - Latitude

signal to go from a satellite to the airplane. Since - Longitude
the receiver knows the location of the satellite and - Altitude
that the radio signal travels at the speed of light, it - ~tBIAS.
can calculate the distance to the satellite.
GPS Time
The receiver uses one way ranging. The receiver must
know exactly at what time the satellite sends the radio All the satellites synchronize to universal time
signal. The receiver compares the satellite signal to a coordinated (UTC). The satellites transmit this time to
signal that the receiver makes at the same time as the the receiver. The accuracy of the satellite UTC is
satellite. The difference between the two signals (~t) approximately 100 nanoseconds.
is the time the satellite signal took to get to the
receiver.

Each satellite has an atomic clock to keep accurate

time. All the satellites have precisely the same time.
The receiver in the airplane has an internal clock but
it is not atomic. It is not as accurate as a satellite
clock. Thus, it is not possible for the receiver to
34-58-CC-021 Rev 1 01/17/1999

have precisely the same time as the satellite.

The receiver assumes that its internal clock is off by

some clock bias (~tBIAS). This ~tBIAS is an unknown
that the receiver must calculate. The ~tBIAS is the
difference between the receiver time and GPS time.

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 737-300/400/500 TRAINING MANUAL

RANGE 1
GPS TIME

RANGE 2

GPS TIME

RANGE 4
RANGE 3

RANGING
~T
34-58-CC-021 Rev 1 01/17/1999

~T

GPS - THEORY OF OPERATION - 2

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 737-300/400/500 TRAINING MANUAL
GPS -- THEORY OF OPERATION - 3
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34-58-CC-022 Rev 1 01/17/1999

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 737-300/400/500 TRAINING MANUAL
GPS -- THEORY OF OPERATION - 3
GPS Modes of Operation geometry. When the GPS is in the navigation mode, it
calculates GPS data.
The GPS operates in these modes:
Altitude Aided Mode
- Acquisition mode
- Navigation mode The GPS continuously monitors inertial altitude from
- Altitude aided mode the IRU and barometric altitude from the ADC. The GPS
- Aided mode. computes a GPS altitude from these altitudes.

Acquisition Mode In the altitude aided mode, the GPS uses the sum of the
airplane altitude and the length of the earth radius as
The GPS locks on to the satellite signals. The GPS must the fourth range.
find at least 4 satellites before it starts to
calculate GPS data. The GPS gets data from the IRS. The The GPS enters the altitude aided mode only after these
GPS uses this IRU data in the acquisition mode: three conditions are true:

- Present position - The GPS was in the navigation mode

- Altitude. - There are only 3 satellites available with good
geometry for position fixes
If the IRS data is available, the GPS can lock on to the - The GPS has computed altitude.
satellites faster.
The GPS starts normal operation again when a fourth
The GPS takes approximately 75 seconds to acquire the satellite comes into view.
satellite signals when the IRU data is available. The
GPS takes approximately 4 minutes (maximum of 10 Aided Mode
minutes) to acquire the satellites when the IRU data is
34-58-CC-022 Rev 1 01/17/1999

not available. The GPS enters the aided mode during short periods
(less than 30 seconds) of bad satellite coverage. An
Navigation Mode example of bad satellite coverage is where at least
four satellites are available but the airplane banks
The GPS enters the navigation mode after it acquires and loses satellite reception.
and locks on to at least 4 satellites with good

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 737-300/400/500 TRAINING MANUAL
GPS -- THEORY OF OPERATION - 3
In the aided mode, the GPS receives inertial altitude, - Vertical velocity
track angle, and groundspeed from the IRU. The GPS also - Track angle
receives altitude and true airspeed (TAS) from the ADC. - Autonomous integrity limit
The GPS uses the IRU and ADC data to compute GPS data - Satellite position
for very short periods. The GPS goes back to the - GPS status.
navigation mode when there is good satellite coverage
again. The GPS output is NCD in the aided mode.

If the GPS is in the aided mode for 30 seconds or more,

the GPS goes to the acquisition mode.

Autonomous Integrity Limit

The GPS has a receiver autonomous integrity monitor

(RAIM) function. The RAIM monitors the status of the
satellites that the GPS uses for calculations. The
output of the RAIM function is an estimate of the GPS
position error. The autonomous integrity monitor value
goes to the FMC. The FMC uses the autonomous integrity
monitor to determine if it can use GPS data for
navigation.

Values Calculated by the GPS

These are some of the values that the GPS calculates:

34-58-CC-022 Rev 1 01/17/1999

- Latitude
- Longitude
- Altitude
- UTC
- Date
- North/south velocity
- East/west velocity

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 737-300/400/500 TRAINING MANUAL

POWER-UP AIDED
B MODE

ACQUISITION
MODE ARE RANGE 2
4 YES
SATS A
NO AVAIL? RANGE 1
RANGE 3
ARE
4 NO
SATS
AVAIL? AIRPLANE
30 ALTITUDE
C A NO SEC YES B
YES PASSED?

NAVIGATION RANGE 4
MODE
ALTITUDE AIDED EARTH
RADIUS
MODE
BAD
SAT YES
COVERAGE?
BAD
SAT YES
COVERAGE?
NO
NO
34-58-CC-022 Rev 1 01/17/1999

ARE
NO THERE YES ARE
ONLY 3 4 ALTITUDE AIDED MODE
SATS? YES NO
C SATS
AVAIL?

GPS MODES

GPS - THEORY OF OPERATION - 3

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 737-300/400/500 TRAINING MANUAL
GPS -- FUNCTIONAL DESCRIPTION
Power

The power supply makes various dc voltages from the 28v

dc input to the GPSSU.

Satellite Signal Processing

The low noise amplifier (LNA) receives and amplifies

the satellite signals from the GPS antenna. The
receiver detects the satellite signal and sends it to
an analog-to-digital (A/D) converter. The A/D converter
sends the digitized signal to the microprocessor. The
microprocessor calculates the airplane position and
other GPS data.

Inputs

The IRUs send inertial reference data on a data bus for

initialization. The ADCs send air data on a data bus.
The GPSSU uses this data in the aided and altitude
aided modes.

The program pins tell position to the GPSSU. This is

used for the source destination identifier (SDI) code
in ARINC 429 data.
34-58-CC-025 Rev 1 02/01/2001

Outputs

The GPSSU calculates the GPS data and sends it on two

data buses to the user systems.

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 737-300/400/500 TRAINING MANUAL

POWER NVM
28V DC SUPPLY |DC

LOW A/D GPS DATA

GPS NOISE RCVR CONV
ANTENNA 1 AMP ARINC
429
XMTRS
LOCAL
OSCILLATOR GPS DATA
M
I
C
PROGRAM PINS DISCRETE R
INTERFACE O
P
R
IRS 1 BUS O
C
E
ADC 1 BUS S
S
O
ARINC R
429
RCVRS
34-58-CC-025 Rev 1 01/17/1999

IRS 2 BUS

ADC 2 BUS BITE

GPSSU 1

GPS - FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPS -- FUNCTIONAL DESCRIPTION - GPS FAULT MONITORING
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34-58-CC-026 Rev 1 01/17/1999

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 737-300/400/500 TRAINING MANUAL
GPS -- FUNCTIONAL DESCRIPTION - GPS FAULT MONITORING
General Other Lights

The IRS master caution unit receives digital data from When the GPS fail light comes on, the IRS master
GPS systems 1 and 2.The IRS master caution unit caution annunciator and the two master caution lights
monitors the GPS data buses for failures. It causes the come on. When the output of gate 4 goes to a logic one,
GPS fail light to come on when one of these occurs: the output of gate 6 is also a logic one. A single shot
multivibrator makes gate 5 output a logic one for a
- GPS 1 and GPS 2 have failures short time. This closes the gate of an silicon control
- One GPS system has a failure and you hold the rectifier (SCR). When on, the SCR remains on until the
recall switch. current flow stops.

GPS Failures These are the two ways to turn off the master caution
lights and IRS master caution annunciator:
When GPS system 1 and GPS system 2 have failures, the
outputs of gate 1 and gate 4 are high. This makes the - The failure goes away
amber GPS fail light come on. The light is on the IRS - You reset one of the master caution lights.
mode select unit.
When the failure goes away, gate 4 output is a logic
One GPS failure will not normally cause the GPS fail zero. This makes gate 6 go to a logic zero. Then switch
light to come on. S3 opens and the current flow stops. This makes the
lights go off.
When one GPS has a failure, the output of gate 2 is a
logic one. When you push and hold the master caution When you push a master caution light (reset), the
annunciator (recall), this makes gate 3 output a logic switch below the light is open. The current flow
one. Then gate 4 output goes to a logic one and causes through the SCR stops. This makes the lights go off.
the GPS fail light to come on.
34-58-CC-026 Rev 1 01/17/1999

When you push and hold the master caution annunciator

The GPS fail light circuit does not have a latch (recall), gates 5 and 6 have a logic one output. Switch
circuit to keep the GPS fail light on. You must push S3 closes. The SCR has current flow and these lights
and hold the recall switch. If the GPS fail light is on come on:
when you push and hold the recall switch, then a GPS
system has a failure. - Left master caution light
- Right master caution light

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 737-300/400/500 TRAINING MANUAL
GPS -- FUNCTIONAL DESCRIPTION - GPS FAULT MONITORING
- IRS master caution annunciator.

This makes caution lights that were reset come back on

and stay on. The GPS light will not stay on.
34-58-CC-026 Rev 1 01/17/1999

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 737-300/400/500 TRAINING MANUAL

GPS 1 FAIL GPS

1 BRIGHT/DIM
4 A
GPS 2 FAIL GROUND
GPS 1
RECEIVER 2
3
PROCESSOR MODE SELECT
UNIT
A

GPS 2 LEFT
SS SCR BRIGHT/DIM DC MASTER
5 CAUTION LT
ANNUNCIATION AND
SS DIMMING MODULE
6 S3 A

IRS FAILURES

RIGHT
IRS MASTER CAUTION UNIT MASTER
IRS CAUTION LT

A
34-58-CC-026 Rev 1 01/17/1999

RECALL
MASTER CAUTION
ANNUNCIATOR

GPS - FUNCTIONAL DESCRIPTION - GPS FAULT MONITORING

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 737-300/400/500 TRAINING MANUAL
GPS -- CDU DISPLAYS
General Training Information Point

GPS data shows on the control display unit (CDU). The For all CDU displays that show GPS data, the displays
position pages show this data. These are the three refer to GPS 1 as GPS L and GPS 2 as GPS R.
position pages:
The POS SHIFT page does not show information in the
- Position initialization (1/3) data fields when the airplane is on the ground.
- Position reference (2/3)
- Position shift (3/3).

You use the next and previous key to see all three
position pages. These are the pages that show GPS data:

- Position reference (POS REF)

- Position shift (POS SHIFT).

POS REF Page

The POS REF page shows GPS L (1) and R (2) positions.

POS SHIFT Page

The POS SHIFT page shows the GPS position from the
flight management computer (FMC) position. The GPS
position shows in these two parts divided by a slash
(/):
34-58-CC-027 Rev 1 01/17/1999

- The bearing of the GPS position from the FMC

position
- The distance of the GPS position from the FMC
position in nautical miles (NM).

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 737-300/400/500 TRAINING MANUAL

NEXT
POS INIT 1 / 3 PAGE POS REF 2 / 3
L A ST P O S F M C P O S G S
N40 38.0 W073 46.4 N40 38.1 W073 46.0 1K T GPS POSITIONS
R E F A I R P O R T I R S L
---- N40 38.0 W073 46.3 3K T
G A T E I R S R
----- N40 38.8 W073 46.1 2K T
SE T I R S P O S G P S L
. . N40 38.0 W073 44.3
G M T - M O N / D Y SE T I R S H D G G P S R
1432.2z 11/29 --- N40 38.2 W073 45.8
------------------------ R A D I O
<INDEX ROUTE> 8 1
PREV
PAGE

NEXT PREV
PAGE PAGE

GPS BEARINGS AND

DISTANCES
POS SHIFT 3 / 3

G P S- L G P S( L ) G P S -R
<210 /1.4N M 220 /1.3N M >
I R S- L I R S( 2 ) I R S -R
<300 / 11N M 110 /2.3N M >
R N P / A C T U A L R A D I O
2 . 8 0 / 0 . 1 5 N M O84 /0.1N M >
34-58-CC-027 Rev 1 01/17/1999

-----U P D A T E C O M P L E T E ----
NAV STATUS>
<INDEX

GPS - CDU DISPLAYS

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 737-300/400/500 TRAINING MANUAL
GPS -- TRAINING INFORMATION POINT - 1
General

There is no BITE test for the GPS system.

The GPS has continuous monitor BITE. These are the

three ways to detect GPS failures:

- When both GPS system 1 and GPS system 2 have

failures, the GPS fail light comes on.
- When you push/hold a master caution annunciator
and a GPS system has a failure, the GPS fail light
comes on.
- The FMC SENSOR STATUS and FMC SENSOR DATA pages
show GPS failures.
34-58-CC-030 Rev 1 01/17/1999

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 737-300/400/500 TRAINING MANUAL

GPS
a

ALIGN
w
ON DC
a
ALIGN
w
ON DC
a GPS = GPS SYSTEM 1 AND SYSTEM 2
FAULT
a
DC FAIL
a
FAULT
a
DC FAIL
a
a HAVE FAILURES
ALIGN NAV ALIGN NAV
OFF ATT OFF ATT

L IRS R GPS FAIL LIGHT ON

IRS MODE SELECT UNIT

FLT CONT ELEC

IRS a APU a RECALL AND GPS = GPS SYSTEM 1 OR GPS SYSTEM 2

a HAVE A FAILURE
FUEL OVHT/DET
MASTER CAUTION ANNUNCIATOR
PUSH FOR RECALL GPS FAIL LIGHT ON

XXXXX SENSOR STATUS 1 / 2

L R U L E F T R I G H T
V H F N A V O K O K
D M E O K O K
34-58-CC-030 Rev 1 01/17/1999

A D C O K O K
I R S O K O K
G P S O K FA I L
D F C S O K - - - -

F U E L S U M O K - - - -
C L O C K O K - - - -
<INDEX
100

GPS - TRAINING INFORMATION POINT - 1

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 737-300/400/500 TRAINING MANUAL
GPS -- TRAINING INFORMATION POINT - 2
General

These are the two pages that show GPS maintenance data:

- FMCS SENSOR STATUS page

- FMCS SENSOR DATA page.

FMCS SENSOR STATUS Page

The FMCS SENSOR STATUS page shows the status of the GPS
systems. It shows OK for systems that are valid and
FAIL for a GPS system that has failed.

To get access to the engineering data for the failures,

type 100 in to the scratch pad and select line select
key 6 right (LSK 6R).

FMCS SENSOR DATA Page

When GPS L (1) or GPS R (2) has a failure, a HEX code

shows on this page. The HEX code shows ARINC
maintenance label 355. If the GPS systems are good,
this part of the page does not show.
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 737-300/400/500 TRAINING MANUAL

FMCS SENSOR STATUS 1 / 2

L R U L E F T R I G H T
V H F N A V O K O K
D M E O K O K
O K
A D C O K O K
I R S O K O K
G P S F A IL F A IL
D F C S O K - - - -

F U E L S U M O K - - - -
C L O C K O K - - - -
<INDEX
100

FMCS SENSOR DATA 1 / 1

G P S- L
G P SSU M A I N T 0 4 0 0 0 1

G P S- R
G P SSU M A I N T 0 4 0 0 0 2
34-58-CC-031 Rev 1 01/17/1999

<INDEX CLR DSPLY>

GPS - TRAINING INFORMATION POINT - 2

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 737-300/400/500 TRAINING MANUAL
AIR TRAFFIC CONTROL SYSTEM -- INTRODUCTION
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34-53-CC-001 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL
AIR TRAFFIC CONTROL SYSTEM -- INTRODUCTION
General ATC - air traffic control
ATCRBS - air traffic control radar beacon system
The air traffic control (ATC) ground stations BITE - built-in test equipment
interrogate the airborne ATC system. The ATC
BLW - below
transponder replies to the interrogations in the form
of coded information that the ground station uses. bot - bottom
coax - coaxial
The ATC transponder also replies to mode S cntl - control
interrogations from the traffic alert and collision CPU - central processing unit
avoidance systems (TCAS) of other airplanes or ground DME - distance measuring equipment
stations.
ELEX - electronics (bus)
When a ground station or a TCAS computer from another FL - flight level
airplane interrogates the ATC system, the transponder gnd - ground
transmits a pulse-coded reply signal. The reply signal ID - identification
can send these things: I/O - input/output
ident - identification
- Maximum airspeed
INS - instrument
- TCAS coordinating signals
- TCAS status INT - interrogator
- Altitude LED - light emitting diode
- Mode A identity code MAX - maximum
- Twenty-four bit address. Mhz - mega hertz
N - normal
Abbreviations and Acronyms
NC - not connected
34-53-CC-001 Rev 1 10/02/1998

abs - absolute norm - normal

ABV - above pnl - panel
ADC - air data computer PSR - primary surveillance radar
alt - altitude RA - resolution advisory
amp - amplifier REL - relative
ant - antenna RF - radio frequency
rptg - reporting

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 737-300/400/500 TRAINING MANUAL
AIR TRAFFIC CONTROL SYSTEM -- INTRODUCTION
SDI - source destination identifier
sig - signal
SLS - side lobe suppression
SSR - secondary surveillance radar
SPI - special purpose identification
stby - standby
sw - switch
TA - traffic advisory
TAS - true air speed
TCAS - traffic alert and collision avoidance
system
tpr - transponder
TX - transmitter
XFR - transfer
xmtr - transmitter
xpdr - transponder
xpndr - transponder
34-53-CC-001 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

INTERROGATION

REPLY
MODE S
INTERROGATION
MODE S REPLY
FOR TCAS
34-53-CC-001 Rev 1 10/02/1998

GROUND
RADAR DISPLAY

ATC RADAR ATC GROUND STATION RADAR ATC FACILITY

TRANSMITTER/
RECEIVER

AIR TRAFFIC CONTROL SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- GENERAL DESCRIPTION
General Description

These are the components of the ATC system:

- Top antenna
- Bottom antenna
- ATC coaxial switch (2)
- Control panel
- ATC transponder (2).

The two antennas transmit signals from the ATC

transponder and send received signals to the ATC
transponder. These signals go through the ATC coaxial
switches.

The control panel sends identification code and control

data to the transponders. The control panel also allows
selection of either transponder 1 or transponder 2.

The air data computers (ADC) supply barometric altitude

data to the ATC transponders.

The ATC transponders interface with the TCAS system.

The ATC transponders send and receive suppression

pulses. The suppression lines go to a coax tee. This
34-53-CC-002 Rev 1 10/02/1998

prevents ATC transmissions interference with the DME

and TCAS system operations.

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 737-300/400/500 TRAINING MANUAL

Collins

PASS
TPR
FAIL
UPPER ANT
ADC (2)
LOWER ANT

ALT
ANTENNA ATC COAX SWITCH
(TOP) (TOP) CTL

TEST

TCAS
COMPUTER

ANTENNA
(BOTTOM) ATC COAX SWITCH
(BOTTOM)

ABOVE ABS ABOVE ABS

ATC TRANSPONDER (2) SUPPRESSION DME
N N
COAX TEE INTERROGATOR
(2)
34-53-CC-002 Rev 1 10/02/1998

BELOW REL BELOW REL

XPDR L R
ATC FAIL
STBY TA
TEST TA/RA
IDENT

TCAS/ATC

CONTROL PANEL

ATC SYSTEM - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- COMPONENT LOCATION
Flight Compartment

The ATC control panel is on the P8 aft electronics

panel.

Electronic Equipment Compartment

These are the ATC system components in the electronic

equipment compartment:

- ATC transponder 1
- ATC transponder 2
- Top ATC coax switch
- Bottom ATC coax switch.

ATC Antenna Location

The ATC antennas are on the forward fuselage near the

centerline. The top ATC antenna is at STA 430.25. The
bottom ATC antenna is at STA 355.
34-53-CC-003 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

ATC TOP ANTENNA

ATC BOTTOM ANTENNA

ATC
CONTROL ATC ANTENNA LOCATION
PANEL

E2-1
ATC 1
COAX SWITCHES
(BEHIND ATC 1) E2-2
34-53-CC-003 Rev 1 10/02/1998

E2-3
ATC 2
FWD
E2-4

E2 RACK
(LOOKING LEFT)

ATC SYSTEM - COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- POWER, AIR/GROUND, AND ANTENNA INTERFACES
Power

ATC transponder 1 gets 115v ac power from standby

(STBY) power (PWR). ATC transponder 2 gets 115v ac
power from electronics (ELEX) bus 2. The control panel
gets 115v ac power from both STBY PWR and ELEX bus 2.

The ATC coax switches receive power through the ATC ANT
SWITCH circuit breaker and ELEX bus 2. When you select
ATC transponder 1 on the control panel, the ATC coax
switches do not energize and the antennas connect to
ATC transponder 1. When you select ATC transponder 2,
the control panel sends a ground to the ATC coax
switches. The coax swithes energize and connect the top
and bottom antennas to ATC transponder 2.

Air/Ground

The air/ground (GND) discretes go through the control

panel to the transponders.

This is the purpose of the air/ground discrete:

- Prevents ground tests of the ATC system in the air

- Prevents mode A and mode C replies on the ground
- Defines flight legs in the non-volatile memory.
34-53-CC-004 Rev 1 12/03/1998

Standby/On Discrete

The control panel sends a ground to the transponder

that is not in use. The control panel sends an open to
the active transponder.

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 737-300/400/500 TRAINING MANUAL

115V AC
STBY
PWR
ATC 1

P18 CIRCUIT
BREAKER PANEL
TOP
ANTENNA

TOP ANTENNA RF
NO. 1 STANDBY/ON

AIR/GND 1 BOTTOM
AIR/GND 2 ANTENNA RF
AIR/GND TOP ATC COAX
RELAY 1 ATC 1 28V DC SWITCH
COAX SWITCH ELEX
CONTROL BUS-2 BOTTOM
ATC ANT ANTENNA
SWITCH
P6 CIRCUIT
AIR/GND NO. 2 STANDBY/ON TOP ANTENNA RF BREAKER PANEL
RELAY 2

AIR/GND 1 BOTTOM
AIR/GND 2 ANTENNA RF
BOTTOM ATC COAX
SWITCH
34-53-CC-004 Rev 1 12/03/1998

CONTROL
PANEL
115V AC
ELEX
BUS 2
ATC 2
P6 CIRCUIT
BREAKER PANEL ATC 2

ATC SYSTEM - POWER, AIR/GROUND, AND ANTENNA INTERFACES

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- SYSTEM INTERFACE
Control Panel Interfaces TCAS. The ATCs also send requests for data from
intruder airplanes. The ATCs get reply data from TCAS
The control panel sends these signals on a data bus to to send to intruder airplanes.
the ATCs:
Both ATCs send a suppression pulse to the suppression
- Mode A code coax tee anytime they transmit. The suppression pulse
- Operational mode disables the other transmitters and turns off the
- TCAS commands receivers.
- Self test selected
- Ident selected.

ATC Interfaces

The ATCs get barometric altitude from the ADC. Both

ATCs get data from both ADCs.

Both ATCs send a fail discrete to the control panel.

The control panel uses the status for the active
transponder.

Both ATCs get program pin inputs that tell the ATC the
maximum airspeed of the 737. TCAS uses this information
in coordinated responses to intruders equipped with
TCAS. The ATCs also get program pin inputs from a
shorting plug that tell the ATCs a unique, 24 bit
address. The ATC uses the address in all mode S
34-53-CC-006 Rev 1 10/02/1998

messages. The ATC transmits the address once per

second. This transmission is a squitter signal.

Both ATCs send and receive data from the TCAS computer
on ARINC 429 data buses. The active ATC sends selected
TCAS mode to the TCAS computer. You select the TCAS
mode on the control panel. The ATCs send altitude to

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 737-300/400/500 TRAINING MANUAL

MAX
TAS
24
BIT
ADDRESS

FAIL SHORTING
PLUG
MODE A CODE
CONTROL DATA TCAS
BUSES

ALTITUDE
TCAS
ADC 1 SUPPRESSION COMPUTER
ATC 1

SUPPRESSION
SUPPRESSION COAX TEE
TCAS
BUSES
ALTITUDE

ADC 2

MODE A CODE DME 1

CONTROL DATA
34-53-CC-006 Rev 1 09/19/2000

FAIL

DME 2
24
CONTROL PANEL BIT
MAX ADDRESS
TAS
SHORTING
ATC 2 PLUG
ATC SYSTEM - SYSTEM INTERFACE

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- TRANSPONDER
General

An ATC ground station or airborne TCAS interrogates the

ATC transponder with a pulse-coded signal at a
frequency of 1030 MHz.

The transponder responds with pulse-coded signals at a

frequency of 1090 MHz.

Characteristics

The transponder responds to air traffic control radar

beacon system (ATCRBS) mode A and mode C
interrogations. The transponder also responds to air
traffic control and the TCAS computer mode select (mode
S) interrogations.

The ATC is a 4 modular concept unit line replaceable

unit (LRU) and weighs 14.3 pounds (6.5 kg.) The ATC
transponder has a non-volatile flight-fault memory.

Front Panel Indications

The test switch starts a self-test. The light emitting

diodes (LED) show the self-test results.
34-53-CC-010 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

Collins

PASS
TPR
FAIL
LED STATUS
UPPER ANT INDICATORS
LOWER ANT

ALT

CTL

TEST SWITCH

TEST
34-53-CC-010 Rev 1 10/02/1998

ATC SYSTEM - TRANSPONDER

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- ATC CONTROL PANEL
THIS PAGE INTENTIONALLY LEFT BLANK
34-53-CC-011 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- ATC CONTROL PANEL
General Transponder Mode Selector

The dual ATC control panel controls the ATC transponder The transponder mode selector has several positions.
and the TCAS computer. These are the functions that the ATC system uses:

These are the ATC controls and displays on the control - TEST - this spring-loaded position starts an
panel: active ATC self-test
- STBY - a ground discrete goes to both
- Transponder select switch transponders. This ground discrete prevents
- Transponder code selectors operation of the transponder, but does not prevent
- Four digit mode A code built-in test equipment (BITE) functions
- ATC mode selector - XPDR - the active transponder responds to ATC
- IDENT switch interrogations. Mode C and mode S altitude replies
- Fail light. contain altitude information
- TA and TA/RA - the transponder mode does not
Transponder Select Switch change. These are TCAS controls.

The transponder select switch has an L and a R IDENT Switch

position. When the flight crew makes a selection, the
control panel sends a ground standby/on discrete to the When there is an ATC controller request, the flight
other ATC. The ATC that receives the ground signal goes crew pushes the IDENT switch. The transponder adds a
to standby. special position identification (SPI) pulse to the mode
A or mode C interrogation reply for 18 seconds. The
Mode A Code Display and Selection transponder also sets the SPI bit on the mode S
interrogation reply for 18 seconds.
The flight crew uses the code selectors to set the four
34-53-CC-011 Rev 1 10/02/1998

digits of the mode A code. The four digits show on the ATC FAIL Light
liquid crystal display (LCD). Codes are from 0000 to
7777, with 4096 different selections. The ATC FAIL light comes on for these conditions:

CAUTION: DO NOT SELECT CODES 7500, 7600 OR 7700. THESE - Selected transponder failure
CODES ARE USED ONLY FOR EMERGENCIES. - Antenna failure
- Control data failure

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- ATC CONTROL PANEL
- Altitude input failure when altitude reporting is
on.
34-53-CC-011 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

FOUR-DIGIT
IDENTIFICATION
CODE WINDOW

ABOVE ABS ABOVE ABS

N N

BELOW REL BELOW REL

XPDR
ATC FAIL L R
STBY TA
TEST TA/RA
IDENT
TRANSPONDER
TCAS/ATC SELECT SWITCH

TRANSPONDER TRANSPONDER IDENT TRANSPONDER

MODE SELECTOR CODE SELECTORS SWITCH FAIL LIGHT
34-53-CC-011 Rev 1 10/02/1998

ATC SYSTEM - ATC CONTROL PANEL

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- ATC ANTENNA
Purpose

The ATC L-band blade antenna receives 1030 MHZ

interrogation signals from ATC ground stations and
other airplanes that have TCAS. The ATC transponder
transmits the reply signals through the L-band antenna.

Physical Description

The coaxial cable connector connects to the antenna.

The antenna has an O-ring moisture seal and attaches to
the airplane by four screws. The ATC and DME antennas
are the same and are interchangeable.
34-53-CC-012 Rev 1 03/03/1999

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 737-300/400/500 TRAINING MANUAL

COAX CABLE

COAX
MOUNTING SCREW CONNECTOR
(4)
O-RING

ANTENNA
BLADE
34-53-CC-012 Rev 1 10/02/1998

FWD

ATC SYSTEM - ATC ANTENNA

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- ATC COAX SWITCH
General

The ATC coax switches connect the active ATC

transponder to the top and bottom ATC antennas.

These are the electrical connector inputs:

- ATC antenna switch circuit breaker

- ATC control panel.

The ATC coax switches supply an RF interface for the

ATC system interrogation and reply signals. These are
the connectors:

- ATC transponder 1 connector

- ATC antenna connector
- ATC transponder 2 connector.
34-53-CC-013 Rev 1 10/02/1998

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 737-300/400/500 TRAINING MANUAL

ELECTRICAL
CONNECTOR

ATC TRANSPONDER 2
CONNECTOR

ANTENNA
CONNECTOR

ATC TRANSPONDER 1
CONNECTOR
34-53-CC-013 Rev 1 10/02/1998

ATC SYSTEM - ATC COAX SWITCH

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- INPUTS AND CONTROL FUNCTIONAL DESCRIPTION
THIS PAGE INTENTIONALLY LEFT BLANK
34-53-CC-014 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- INPUTS AND CONTROL FUNCTIONAL DESCRIPTION
Power open discrete from the control panel. A ground discrete
goes from the panel to the other transponder to put it
The ATC and the control panel get 115v ac from the same in the standby mode. This discrete also goes to the ATC
power source. Power supplies in each LRU provide power. antenna coax switches to connect the two ATC antennas
to the selected transponder.
ATC Control Panel
The standby (STBY) position on the mode selector sets
The ATC control panel controls the operation of the ATC the selected transponder to the standby mode through
transponders. the transponder select switch.

There are two microprocessors in the control panel. The transponder sends a fail discrete to the control
(Only one shows on the graphic.) The microprocessors panel if the transponder has a fault. This discrete
get inputs from these: controls the ATC FAIL LED.

- Code selectors through the switch decoder Air/Ground Input

- ABOVE- normal (N) - BELOW and absolute (ABS) -
relative (REL) switches for TCAS The transponder receives an air/ground discrete from an
- IDENT switch air/ground relay through the control panel. The CPU
- Mode selector. uses the air/ground discrete to count flight segments
in the fault history non-volatile memory. This discrete
The microprocessor changes these inputs into ARINC 429 also prevents mode A and mode C replies when the
digital data. The ATC control panel sends this data on airplane is on the ground.
a data bus to the transponders:
ATC Transponder Inputs and Outputs
- Digital discretes for the position of the IDENT
switch The transponder has an input/output (I/O) that has an
34-53-CC-014 Rev 1 12/03/1998

- Digital discrete for self-test interface with ARINC 429 data and analog discretes. The
- Control digital discretes for TCAS ATC has an interface with these LRUs:
- The mode A, identity (ID) code the flight crew
selects. - Control panel
- TCAS
The transponder select switch selects one transponder - ADC 1
for operation. The selected transponder receives an - ADC 2.

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- INPUTS AND CONTROL FUNCTIONAL DESCRIPTION
Control Inputs - Interrogations from other TCAS equipped airplanes.

The digital data bus from the control panel has these The TCAS computer tells the ATC transponder how to
signals: respond to other TCAS equipped airplane interrogations.
The ATC responds.
- TCAS mode selected
- Altitude reporting on/off
- ATC mode selected
- Four digit ID code
- Test discrete
- Ident discrete.

The ATC also receives these discrete signals:

- Air/ground
- Standby/on discrete.

Altitude Inputs

The air data computers (ADCs) send barometric altitude

to each transponder. The ATC reports the airplane
altitude when it gets an interrogation that requests
altitude. The ATC also sends altitude to the TCAS
computer.

TCAS Interface
34-53-CC-014 Rev 1 12/03/1998

TCAS interfaces with the ATC on ARINC 429 data buses.

These are the signals the ATC sends to TCAS:

- TCAS mode selected - off, on, traffic advisory

(TA) only, TA/RA (resolution advisory)
- Altitude

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 737-300/400/500 TRAINING MANUAL

115V AC POWER
SUPPLY

POWER LCD AIR

SUPPLY DISPLAY
ARINC
FOUR 429 TX
SWITCH DIGIT GROUND
ABOVE DECODER CODE
SELECTORS AIR/GROUND
N
ID CODE RELAY ARINC 429
BELOW
RECEIVER
IDENT

ABS TCAS

REL
MICRO
PROCES-
STBY SOR ARINC ARINC 429
TEST XPDR 429 TX RECEIVER I/O AND
TA MEMORY
TA/RA ATC

DC
FAIL
MODE SELECTOR
34-53-CC-014 Rev 1 05/20/1999

ARINC 429 ADC 1

L RECEIVER ADC 2
R
STBY/ON CPU
TO ATC 2
TO COAX
SWITCHES
CONTROL PANEL ATC TRANSPONDER 1

ATC SYSTEM - INPUTS AND CONTROL FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- TRANSPONDER RECEIVE FUNCTIONAL DESCRIPTION
General I/O and Memory Section

The antennas send the interrogation signals to the The input/output section and memory section has these
transponder through the coaxial switches. The signals signals in memory:
go through the diplexer circuits to two receivers. The
receivers send the signals to these sections: - Twenty-four bit address
- Maximum airspeed
- Receiver select switch - Altitude
- Antenna select circuit - Mode A code.
- Signal processor.
Signal Processor
Antenna Select
The signal processor determines if the transponder
The antenna select circuit chooses the diplexer and receives a valid interrogation signal. It also
antenna that has the strongest received signal. The determines the correct reply mode; mode A, mode C, or
transmission of the reply signal goes through the mode S. The signal processor uses the information in
selected diplexer and antenna. The antenna select the I/O and memory section to make the replies.
circuit also controls the receiver select switch. The
receiver select switch sends the strongest received TCAS Interface
signal to the demodulator.
The signal processor decodes the interrogation and
Receiver sends the appropriate signals to TCAS. The signals that
go to TCAS are mode S interrogations from other TCAS
The receivers receive the incoming interrogation. If it equipped airplanes in the area. The signal processor
is a mode A or C interrogation, the receiver sends the also encodes mode S replies from TCAS to go to other
interrogation to the signal processor directly. If it TCAS equipped airplanes.
34-53-CC-015 Rev 1 10/02/1998

is a mode S interrogation, the demodulator decodes the

interrogation. The demodulator sends the mode S Suppression
interrogation to the signal processor.
When the transponder gets a suppression pulse from
another system, the signal processor circuits do not
let the receiver circuits operate.

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 737-300/400/500 TRAINING MANUAL

ATCRBS SIGNAL
DIPLEXER RECEIVER
SUPPRESSION
COAXIAL
SWITCH
RECEIVER
SELECT DEMODULATOR MODE S SIGNAL

TCAS ARINC 429

COORDINATION XMTR
DIPLEXER RECEIVER
ATCRBS SIGNAL
COAXIAL
SWITCH TCAS ARINC 429
COORDINATION RECEIVER
ANTENNA
SELECT
TCAS
SIGNAL
PROCESSOR

24
BIT
SUPPRESSION ADDRESS
34-53-CC-015 Rev 1 10/02/1998

TO/FROM THE
OTHER L-BAND
SYSTEMS I/O AND SHORTING
MEMORY PLUG

ATC TRANSPONDER (TYP)

ATC SYSTEM - TRANSPONDER RECEIVE FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- TRANSPONDER TRANSMIT FUNCTIONAL DESCRIPTION
General reply signal goes to the diplexer and to the ATC
antenna.
The ATC sends replies to interrogations by a reply
signal from the transmitter to one of the ATC antennas. The antenna select circuit sends the signal to the
The antenna select circuit determines which antenna antenna that receives the strongest interrogation
sends the reply. The reply goes through the diplexer signal.
and the coaxial switch.
Test
The signal processor circuits determine the reply
format and information. When you apply power or do a test of the ATC
transponder system, the built-in test equipment (BITE)
Transmit does a check of the operational status of all the
internal circuits and for the correct antenna
The central processor unit (CPU) controls the impedance. The BITE circuits identify any failures and
transponder to reply to a mode A, mode C, or mode S put them into the non-volatile memory.
interrogation. The mode format circuits use the
identity code, airplane altitude, and the unique 24-bit The LEDs on the front panel of the transponder come on
airplane address from the memory to format the data for to report these conditions:
the reply signals.
- Transponder status
The mode A reply contains the airplane identity code. - Antenna status
- Transponder control interface status
The mode C reply contains the airplane altitude. - Altitude interface status.

The mode S replies contain a unique 24-bit airplane

address, identity code, altitude information, and TCAS
34-53-CC-016 Rev 1 10/02/1998

information.

After the signal processor chooses the correct mode for

the reply data, the modulator makes a reply signal in
that format. The modulator signal goes to the power
amplifier. The signal modulates a 1090 MHz frequency to
make the transmission reply signal. The transmission

34-53-CC
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 737-300/400/500 TRAINING MANUAL

RECEIVER
DIPLEXER
POWER AMP MODULATOR
COAXIAL
SWITCH
ANTENNA TRANSMITTER CIRCUITS
SELECT

DIPLEXER
RECEIVER
COAXIAL
SWITCH

BITE
STATUS PROCESSOR
TO LED(S) AND
MONITOR SIGNAL
PROCESSOR

CONTROL ARINC 429

PANEL RECEIVER
I/O AND
34-53-CC-016 Rev 1 10/02/1998

ADC 1 ARINC 429

INPUT RECEIVER MEMORY

ADC 2 ARINC 429

INPUT RECEIVER

ATC TRANSPONDER (TYP)

ATC SYSTEM - TRANSPONDER TRANSMIT FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
ATC SYSTEM -- SELF-TEST
General Test From the Control Panel

Push the TEST switch on the front of the transponder or You can also start an ATC test from the control panel.
select TEST on the ATC/TCAS control panel to start a If the transponder detects any failures during the
self-test of the ATC system. During the test, the test, the fault light on the control panel stays on
transponder BITE circuits do these functions: after the light test. Do the test at the transponder to
determine the cause of the fault.
- Memory tests
- Simulated interrogation test of the receiver
circuits
- Antenna test
- TCAS interface test
- Valid control and altitude inputs monitor.

Test From the Front Panel

Push and release the test switch. All front panel light
emitting diode (LED) status indicators come on for one
second. After one second, the TPR PASS or FAIL LED
stays on for 10 seconds. Other LEDs may also stay on if
there is a failure. After 10 seconds, all LEDs go off.

These are the LED status indicators and their related

conditions:

- TPR PASS - there are no transponder failures

34-53-CC-018 Rev 1 12/03/1998

- TPR FAIL - there is a transponder failure

- UPPER ANT - top antenna fails
- LOWER ANT - bottom antenna fails
- ALT - altitude input fails
- CTL - control panel input fails.

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 737-300/400/500 TRAINING MANUAL

Collins

PASS
TPR
FAIL Collins
UPPER ANT LED STATUS
LOWER ANT
INDICATORS
PASS
ALT TPR
FAIL
CTL
UPPER ANT

LOWER ANT

ALT

TEST CTL
SWITCH TEST

TPR-720
TEST

TPR-720

LIGHTS TEST

ABS ABS
34-53-CC-018 Rev 1 12/03/1998

ABOVE ABOVE
TEST
N N
SWITCH FAULT LIGHT STATUS
BELOW REL BELOW REL

XPDR L R
STBY TA ATC FAIL
TEST TA/RA
IDENT
TCAS/ATC

ATC SYSTEM - SELF-TEST

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 737-300/400/500 TRAINING MANUAL
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM -- INTRODUCTION
THIS PAGE INTENTIONALLY LEFT BLANK
34-45-CC-001 Rev 1 10/21/1998

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 737-300/400/500 TRAINING MANUAL
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM -- INTRODUCTION
General BITE - built-in-test equipment
blw - below
The traffic alert and collision avoidance system (TCAS) CPA - closest point of approach
helps the flight crew maintain safe air traffic
CPU - central processing unit
separation from other ATC transponder equipped
airplanes. TCAS is an airborne system. TCAS uses the CTR - center
signals from a transponder to track other airplanes. DME - distance measuring equipment
These airplanes are called intruders. TCAS calculates EADI - electronic attitude direction indicator
the closest point of approach (CPA) for each intruder. EFIS - electronic flight instrument system
If the CPA is too close, TCAS warns the flight crew and EHSI - electronic horizontal situation indicator
advises how to avoid the intruder. TCAS also
exp - expanded
communicates with intruders that have TCAS to
coordinate the flight movement to prevent a collision. FL - flight level
FPM - feet per minute
TCAS provides two levels of advisories to the flight fwd - forward
crew. The traffic advisory (TA) shows the range, gnd - ground
bearing, and relative altitude of the intruders. The GPWC - ground proximity warning computer
resolution advisory (RA) show the TA data and gives
ident - identification
visual and aural commands to the flight crew to make
sure there is safe vertical separation from the IF - intermediate frequency
intruder. INT - interrogator
I/O - input/output
Abbreviations and Acronyms IRU - inertial reference unit
L - left
abs - absolute
LCD - liquid crystal display
abv - above
34-45-CC-001 Rev 1 10/21/1998

LED - light emitting diode

ADC - air data computer
max - maximum
AGL - above ground level
MHz - megahertz
ant - antenna
NCD - no computed data
arpt - airport
NM - nautical miles
ATC - air traffic control
norm - normal
ATCRBS - air traffic control radar beacon system
R - right

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 737-300/400/500 TRAINING MANUAL
TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM -- INTRODUCTION
RA - resolution advisory
RA - radio altimeter
rel - relative
REU - remote electronic unit
RF - radio frequency
R/T - receiver/transmitter
stby - standby
sw - switch
TA - traffic advisory
TAS - true airspeed
TAU - time to closest point of approach
TCAS - traffic alert and collision avoidance
system
tfc - traffic
trk - track
VOR - very high frequency omnidirectional range
wpt - waypoint
xfr - transfer
xpndr - transponder
34-45-CC-001 Rev 1 10/21/1998

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 737-300/400/500 TRAINING MANUAL
34-45-CC-001 Rev 1 10/21/1998

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM - INTRODUCTION

34-45-CC
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 737-300/400/500 TRAINING MANUAL
TCAS -- GENERAL DESCRIPTION
General

TCAS transmits to and receives signals from intruders

to get altitude, range, and bearing data. TCAS uses
this data and inputs from other onboard systems to
calculate traffic avoidance data.

General Description

These are the TCAS components:

- TCAS directional antennas (2)

- TCAS computer.

TCAS interfaces with these other system components:

- ATC transponders
- ATC/TCAS control panel
- Landing gear lever
- Ground sensing relay
- Electronic flight instrument system (EFIS)
- Remote electronics unit (REU)
- Radio altimeters
- Ground proximity warning computer (GPWC)
- Number 1 inertial reference unit (IRU)
- Suppression coax tees.
34-45-CC-002 Rev 1 10/21/1998

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 737-300/400/500 TRAINING MANUAL

TO
DISPLAYS
TOP TCAS EFIS
DIRECTIONAL
ANTENNA

REU
Collins
PASS
TTR
FAIL
X PNDR
ATC/TCAS ATC UPPER ANT RADIO ALTIMETERS
LOWER ANT
CONTROL PANEL TRANSPONDER RAD ALT
HDNG
R/A
T/A
TEST GPWC
TTR-920

IRU 1
LANDING
GEAR LEVER

TCAS COMPUTER SUPPRESSION COAX TEES

GROUND
34-45-CC-002 Rev 1 10/21/1998

SENSING RELAY

BOTTOM TCAS
DIRECTIONAL
ANTENNA

TCAS - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
TCAS -- COMPONENT LOCATION - FLIGHT COMPARTMENT AND E/E COMPARTMENT
Electronic Equipment Compartment

The TCAS computer is in the electronic equipment

compartment.

Flight Compartment

These are the components in the flight compartment that

interface with TCAS:

- Captain EFIS control panel

- First officer EFIS control panel
- Captain and first officer EADI
- Captain and first officer EHSI
- ATC/TCAS control panel.
34-45-CC-003 Rev 1 10/21/1998

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 737-300/400/500 TRAINING MANUAL
P1 CAPT INSTRUMENT PANEL P3 F/O INSTRUMENT PANEL
- EADI - EADI
- EHSI - EHSI

ELECTRONIC
EQUIPMENT COMPARTMENT
P8 AFT ELECTRONICS PANEL
- CAPT EFIS CONTORL PANEL
- ATC/TCAS CONTROL PANEL
- F/O EFIS CONTROL PANEL

E3-1

E3-2
34-45-CC-003 Rev 1 10/21/1998

E3-3
E3-4
- TCAS COMPUTER
OUTBD

E3-4

E3 RACK
(FACING RIGHT)
TCAS - COMPONENT LOCATION - FLIGHT COMPARTMENT AND E/E COMPARTMENT

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TCAS -- ANTENNA LOCATION
General

The top TCAS directional antenna is at station 385 on

top of the fuselage. The bottom TCAS directional
antenna is at station 305 on the bottom of the
fuselage.
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 737-300/400/500 TRAINING MANUAL

TOP TCAS
DIRECTIONAL
ANTENNA

BOTTOM TCAS
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DIRECTIONAL
ANTENNA

TCAS - ANTENNA LOCATION

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TCAS -- POWER, ANTENNAS, ANALOG, DISCRETE INTERFACES AND PROGRAM PINS
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TCAS -- POWER, ANTENNAS, ANALOG, DISCRETE INTERFACES AND PROGRAM PINS
General down, the TCAS computer makes the bottom directional
antenna become an omnidirectional antenna.
The TCAS computer has analog and discrete interfaces
with these components: Air/Ground Relay

- Top and bottom TCAS directional antennas The discrete from the air/ground relay supplies in-air
- Landing gear lever switch or on-ground status to the TCAS computer. The
- Air/ground relay air/ground discrete inhibits TCAS operation on the
- Ground proximity warning computer (GPWC) ground and inhibits tests when in the air. The
- DME/ATC/TCAS suppression coax tees air/ground discrete also controls flight leg increments
- Both radio altimeters in the TCAS nonvolatile memory.
- EFIS symbol generators (SG) 1 and 2
- Remote electronics unit (REU). GPWC - Advisory Inhibit Discretes

Program pins control the configuration of the TCAS The GPWC sends three discretes to the TCAS computer.
computer. These discretes inhibit TCAS aural and visual warnings
during all GPWS modes except mode 6 (altitude
Power callouts).

The TCAS computer gets 115v ac from electronics bus 1 Suppression Input/Output
through the TCAS circuit breaker on the P18 circuit
breaker panel. The TCAS computer gets a suppression pulse when an ATC
transponder or DME interrogator transmits. When the
Antennas TCAS computer transmits, it sends a suppression pulse
to the ATC transponders and the DME interrogators.
There are two TCAS directional antennas. The TCAS
34-45-CC-006 Rev 1 10/21/1998

directional antennas transmit the TCAS interrogation Radio Altimeter Interface

signals. They also receive intruder reply signals.
The TCAS computer gets radio altitude and a radio
Landing Gear Lever Switch altitude valid signal from both radio altimeter (RA)
receiver/transmitters (R/T). TCAS uses radio altitude
The landing gear lever switch (SW) sends landing gear and air data computer (ADC) baro altitude to determine
position to the TCAS computer. When the landing gear is

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 737-300/400/500 TRAINING MANUAL
TCAS -- POWER, ANTENNAS, ANALOG, DISCRETE INTERFACES AND PROGRAM PINS
if an intruder is on the ground. Normally, TCAS uses RA
R/T 1. If the R/T fails, TCAS uses RA R/T 2.

EFIS Display Status

Both EFIS symbol generators send a discrete to TCAS.

The discrete tells the TCAS computer that EFIS has the
minimum requirements to show TCAS displays. An open
discrete tells TCAS that a symbol generator cannot show
TCAS displays. When the TCAS computer gets an open
discrete from EFIS, TCAS sends TCAS fail on the data
bus to EFIS.

REU - TCAS Aurals - Voice Outputs

The TCAS computer sends resolution advisory (RA) and

traffic advisory (TA) aural signals to the remote
electronic unit (REU). The REU amplifies the RA and TA
aurals and sends them to the flight interphone speakers
and headsets to alert the flight crew.

Program Pins

These are the functions that the program pins set on

the TCAS computer:
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- Does not show intruders that are on the ground

- Inhibits self-test in the air
- Controls the audio level of the voice outputs
- No climb or increase climb commands above 48,000
feet altitude.

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 737-300/400/500 TRAINING MANUAL

115V AC
ELEX PWR 1
TCAS ATC 1
P18 CIRCUIT BREAKER
PANEL

RF TRANSMIT SUPPRESSION COAX TEE DME 1

AND RECEIVE
TOP TCAS
DIRECTIONAL ANT COAX TEE ATC 2
TCAS RA
AND TA
AURALS
RF TRANSMIT REU
AND RECEIVE COAX TEE DME 2
STATUS
BOTTOM TCAS
DIRECTIONAL ANT EFIS SG 1

STATUS
LANDING GEAR
EFIS SG 2
ALTITUDE
VALID
LANDING GEAR
LEVER SW
RA R/T 1
ALTITUDE
AIR/GND VALID
TEST INHIBIT
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IN AIR
RA R/T 2
AIR/GROUND AUDIO LEVEL 1
RELAY AUDIO LEVEL 2
PROGRAM
PINS AUDIO LEVEL 3
WINDSHEAR WARNING PROGRAM COMMON
BELOW GLIDE SLOPE 32,000 FT
PULL UP WARNING 16,000 FT
PROGRAM COMMON
GPWC TCAS COMPUTER
TCAS - POWER, ANTENNAS, ANALOG, DISCRETE INTERFACES AND PROGRAM PINS

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 737-300/400/500 TRAINING MANUAL
TCAS -- DIGITAL INTERFACES
General TCAS Inputs from IRU

The TCAS computer has digital interfaces with these IRU 1 sends data to the TCAS computer. TCAS uses
components: heading in its calculations. TCAS will not fail if this
signal is not present.
- ATC 1
- ATC 2 TCAS Outputs to EFIS
- ADC 1 and 2 through the active transponder
- IRU 1 The TCAS computer supplies resolution advisory (RA) and
- EFIS symbol generator (SG) 1 traffic advisory (TA) data to the EFIS SGs.
- EFIS SG 2
- Flight data acquisition unit (FDAU). TCAS Outputs to the FDAU

ATC Transponder - Control and Coordination Data The FDAU receives the same TCAS data that goes to EFIS.

When you select an ATC transponder, it sends control

data to the TCAS computer from the ATC control panel.

The TCAS computer uses this data from the ATC

transponder to calculate the climb or descent to
prevent a collision:

- 24-bit airplane address

- Coordination and TCAS status requests from
intruder TCAS computers
- Barometric altitude.
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The TCAS computer sends this to the ATC transponder:

- General TCAS operational status

- Coordination replies to intruder TCAS computers.

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 737-300/400/500 TRAINING MANUAL

TRANSMIT
CONTROL AND TA/RA 2
COORDINATION DATA
RECEIVE

ATC CONTROL ATC 1

PANEL

BARO
ALTITUDE TA/RA 1

ADC 1 EFIS SG 2

BARO
ALTITUDE

ADC 2

TRANSMIT
CONTROL AND
COORDINATION DATA
RECEIVE

ATC 2
EFIS SG 1
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HEADING

IRU 1 TCAS COMPUTER FDAU

TCAS - DIGITAL INTERFACES

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 737-300/400/500 TRAINING MANUAL
TCAS -- TCAS COMPUTER
Purpose Front Panel Indicators

The TCAS computer controls these functions: There are status light emitting diodes (LEDs) on the
front panel of the TCAS computer. You can see the
- Surveillance status of the TCAS computer and the systems that have
- Tracking an interface with the TCAS computer.
- Advisory
- Air-to-air maneuver coordination. Front Panel Self-Test

The TCAS computer sends aural and visual signals to the You push the test switch on the front panel to start a
flight crew. The signals tell the flight crew these test of the TCAS.
things:

- Keep the current flight profile

- Climb or descend to prevent a possible collision
with intruders
- Range to intruders
- Bearing to intruders
- Intruder relative or actual altitude
- Intruder relative threat.

Physical Description

The TCAS computer is a 6 MCU size unit. It weighs 28 lbs

(11.3 kg).
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Functional Description

The TCAS computer transmits 1030 MHz pulse-coded

interrogation signals. It receives 1090 MHz pulse-coded
reply signals from intruder airplanes with an ATC
transponder.

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 737-300/400/500 TRAINING MANUAL

Collins
PASS
TTR
FAIL
STATUS LEDS XPNDR
UPPER ANT
LOWER ANT
RAD ALT
HDNG
R/A
TEST SWITCH
T/A
TEST

TTR-920
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TCAS - TCAS COMPUTER

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 737-300/400/500 TRAINING MANUAL
TCAS -- ATC/TCAS CONTROL PANEL
General - ABOVE - this increases the altitude above the
airplane that TCAS will search. Normally used for
The ATC/TCAS control panel controls the ATC and the take off.
TCAS computer. Only the TCAS controls will be - N - TCAS uses normal search criteria
described. - BELOW - this increases the altitude below the
airplane that TCAS will search. Normally used for
Function Select Switch approach.

If the function switch is not in the TA or TA/RA Absolute/Relative Switch

position, TCAS is in the standby mode. TCAS OFF will
show on the EFIS EHSI. This switch tells TCAS to send the absolute altitude or
relative altitude of intruders to EFIS.
You use the function select switch to select one of
these TCAS modes: The switch has these positions:

- TA mode. This is the TA only mode. The displays - ABS - this tells TCAS to send the absolute
show all intruders except RAs. barometric altitude reported by the intruders to
- TA/RA mode. The displays show all intruders. This EFIS
is the normal mode of operation for TCAS. - REL - this tells TCAS to send the difference
between the intruder altitude and own airplane
You can use the switch to do a test of the ATC and TCAS altitude to EFIS.
systems. The switch is spring loaded out of this
position.

Above/Normal/Below Switch
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This switch tells TCAS to search for intruders that are

outside of the normal search area.

The switch has these three positions:

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 737-300/400/500 TRAINING MANUAL

ABOVE/NORM/
BELOW SWITCHES

ABOVE ABS ABOVE ABS

N N

BELOW REL BELOW REL

XPDR L R
FAIL
STBY TA
TEST TA/RA r
FUNCTION
SELECTOR IDENT

TCAS/ATC

ATC/TCAS CONTROL PANEL

ABSOLUTE/RELATIVE
34-45-CC-009 Rev 1 12/03/1998

SWITCHES

TCAS - ATC/TCAS CONTROL PANEL

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 737-300/400/500 TRAINING MANUAL
TCAS -- TCAS DIRECTIONAL ANTENNA
General If you do not connect the coax cable to the correct
element, the TCAS computer reports an antenna fault.
The TCAS uses a top and bottom directional antenna. The
antennas are the same and interchangeable.

Physical Description

The directional antenna is a phased array antenna.

There are four array elements on the antenna. Each
element has a color coded connector. The TCAS computer
sends the array elements transmit interrogation signals
with different phases. This makes the interrogation
signal directional.

To attach the antenna cables, connect each coaxial

cable with the array element connector that has the
same color band.

CAUTION: DO NOT PAINT THE RADIATION SURFACE OR THE

BACKPLATE OF THE ANTENNA. PAINT DOES NOT
PERMIT THE ANTENNA TO RADIATE OR RECEIVE RF
SIGNALS.

CAUTION: TO PREVENT DAMAGE TO THE ANTENNA CABLES, DO

NOT PULL ON THEM.
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Training Information Point

An antenna connection includes the coax cable and an

antenna element. The TCAS computer checks the
resistance of each antenna connection at power-up. The
TCAS computer reports an antenna fault when it detects
that the resistance of the connection is out of range.

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 737-300/400/500 TRAINING MANUAL

ARRAY ELEMENT
CONNECTOR (BLUE)

ARRAY ELEMENT
CONNECTOR (RED)

ARRAY ELEMENT
CONNECTOR (BLACK) ARRAY ELEMENT
CONNECTOR (YELLOW)

FOUR SCREWS ATTACH

THE ANTENNA
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TCAS - TCAS DIRECTIONAL ANTENNA

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TCAS -- OPERATION
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34-45-CC-013 Rev 1 10/21/1998

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 737-300/400/500 TRAINING MANUAL
TCAS -- OPERATION
General TCAS interrogate intruders at different ranges.
Intruders that reply are put on the TCAS roll call list
TCAS transmits these two types of interrogation and TCAS monitors them.
signals:
The airplanes that are near receive the lower power
- Whisper-shout for ATCRBS transponders (whisper) interrogations. The airplanes that are far
- Mode S. away do not receive these low power signals so they do
not respond.
The TCAS finds and monitors all of the intruder
airplanes that have ATCRBS or mode S transponders. The The TCAS transmits a suppression pulse as the
TCAS operates with its ATC mode S transponders to interrogation power increases. The airplanes that are
interrogate intruders and calculate if they are a farther away receive the higher power (shout)
threat. The TCAS does not track airplanes that do not interrogations. The airplanes that are near receive the
have a transponder. The TCAS also tracks airplanes that interrogation and the suppression pulse so they do not
do not reply with mode C information. These airplanes reply.
send framing pulses for a mode C interrogation. TCAS
uses the framing pulse replies to give range and Mode S Interrogation
bearing to the intruder. For any intruder not reporting
altitude, TCAS cannot give RAs for those intruders. Mode S transponders transmit a squitter signal once
each second. The signals contain a 24-bit airplane
The TCAS can calculate maneuver commands to prevent address. The TCAS listens for mode S squitter signal
collisions with intruders. transmissions from airplanes that have mode S
transponders. When the TCAS receives an address, it
If the traffic airplane also has TCAS, the two puts that airplane on a roll call list. The TCAS then
airplanes can agree on maneuvers that give a safe interrogates the mode S transponder of the intruder
distance between them. with the discrete 24-bit airplane address on the roll
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call list.
Whisper-Shout Interrogation
TCAS Data Calculation
The TCAS uses an ATCRBS all-call whisper-shout
interrogation to look for airplanes that have an ATCRBS When the TCAS interrogates an intruder, the reply
transponder. The whisper-shout procedure changes the signal from the airplane usually contains the airplane
strength of the interrogation pulse in steps. This lets altitude and any information requested by TCAS.

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TCAS -- OPERATION
The TCAS computer uses the round-trip time of the reply
signal to calculate the range and closure rate of
intruders around its airplane. It uses the direction of
the reply to calculate bearing of the intruder
airplane. If the TCAS computer receives altitude data,
it calculates these parameters of the intruder:

- Altitude
- Altitude rate
- Relative altitude.

The TCAS computer uses the intruder data to calculate

if the airplane is on a collision or near collision
course with its flight path. If it is, the TCAS
computer calculates traffic coordination maneuver data.
This data and the position data go into making the TCAS
displays. If TCAS decides to have a maneuver, TCAS also
sends an aural command to the flight crew.

Air-to-Air Coordination

If the intruder has TCAS, the two TCAS computers

communicate with each other using the mode S
transponders. Both TCAS computers compute an escape
path if one is necessary. Both TCAS computers send the
escape path to the mode S transponder in the other
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airplane. This sets up the air-to-air mode S data link

between the airplanes.

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 737-300/400/500 TRAINING MANUAL

WHISPER-SHOUT INTERROGATION
ATCRBS
TRANSPONDER

ALTITUDE
TCAS TRAFFIC AIRPLANE
WITHOUT TCAS
SQUITTER; REPLY TO COORDINATION COMMAND,
INTRUDERS ALTITUDE
TRACKED
MODE S
ROLL CALL LIST TRANSPONDER

INTERROGATION AND AIR-TO-AIR COORDINATION MANEUVER

COORDINATION
DATA BETWEEN
AIRPLANES
MANEUVER
COORDINATION
DATA BETWEEN TCAS
AIRPLANE
SQUITTER; REPLY TO COORDINATION COMMAND,
ALTITUDE INTRUDERS
TRACKED
MODE S
TRANSPONDER
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ROLL CALL LIST

INTERROGATION AND AIR-TO-AIR COORDINATION
AIRPLANE WITH TCAS INTRUDER WITH TCAS

TCAS - OPERATION

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 737-300/400/500 TRAINING MANUAL
TCAS -- SURVEILLANCE
General Traffic advisory TAU and resolution advisory TAU define
areas around the TCAS airplane that, if penetrated by
TCAS can track and evaluate multiple intruders that are an intruder airplane within the required altitude
in the surveillance area. Airplanes in the surveillance restrictions, would produce the appropriate warning
area are put into one of these four groups: from the TCAS computer.

- Resolution advisory (RA) The TCAS computer uses six sensitivity levels (2-7).
- Traffic advisory (TA) Level 7 is the most sensitive. At level 2, no
- Proximate traffic resolution advisories may occur. Below 1000 feet, level
- Other traffic. 2 is used and above 20000 feet, level 7 is used.
Sensitivity levels are set by the TCAS computer.
TCAS has a maximum surveillance area that is 8700 feet
above and below your airplane. It has a maximum range The TA and RA times vary with sensitivity level. At
of approximately 40 nautical miles. sensitivity level 3, RA TAU is 15 seconds while at
sensitivity level 7, RA TAU is 35 seconds.
RA and TA Groups
Proximate Traffic and Other Traffic
The TCAS forms two protected areas around its own
airplane. The dimensions of these protected areas vary Proximate traffic is an intruder that meets these
with airspeed and altitude of the TCAS airplane and the conditions:
closure rate of the intruder airplane.
- Altitude separation less than 1200 feet
The protected area represents the time until the - Within 6 nm of own airplane
intruder airplane will be at the closest point of - Not a TA or an RA.
approach (CPA) to the TCAS airplane. This protected
area is called the TAU area. Other traffic is an airplane with a range more than 6
34-45-CC-014 Rev 1 10/21/1998

nm that is not a TA or an RA. If the range is less than

To calculate the TAU, the TCAS computer uses this data: 6 nm, the relative altitude must be more than 1200
feet.
- Own airplane altitude
- Intruder closure rate
- Intruder range and altitude.

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 737-300/400/500 TRAINING MANUAL

|8700
FEET

TA PROTECTED AREA SURVEILLANCE AREA

RA PROTECTED AREA

TA PROTECTED AREA

RA PROTECTED AREA
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TCAS - SURVEILLANCE

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 737-300/400/500 TRAINING MANUAL
TCAS -- CONTROLS AND DISPLAY
General The ATC/TCAS control panel can also put the TCAS
computer in the test mode. The other switch positions
The EFIS control panel and the ATC/TCAS control panel put the TCAS computer in the standby mode.
control the TCAS data that shows on the EFIS displays.
The ABS-REL switch changes the altitude display on the
EFIS Control Panel EHSI. When you select ABS, the intruder altitude shows
in thousands of feet. When you select REL, the intruder
To show the TCAS data on the display, put the mode relative difference altitude shows in hundreds of feet.
selector on the EFIS control panel in one of these
modes: The ABOVE-N-BELOW switch changes the altitude limits
that TCAS uses to search for intruders.
- Any expanded mode
- Map TA/VSI Controls
- Center map
- Push the TFC switch. The TA SEL pushbutton switch chnages the display to be
a fulltime display of traffic information or a part
The range selector selects the range for the EHSI time display traffic information (only when a TA or an
display. RA is in progress).

If TCAS is not operating, the EHSI shows TCAS OFF. The BRT switch changes the indicator brightness. The
light sensor also changes the indicator brightness.
ATC/TCAS Control Panel

The ATC/TCAS control panel sends control data through

the ATC Mode S transponder to the TCAS computer.
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The function selector puts the TCAS computer in the TA

only or TA/RA mode. In the TA only mode, the TCAS does
not supply RA traffic symbols or advisories. It also
does not supply RA aural messages.

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 737-300/400/500 TRAINING MANUAL

MODE TRAFFIC
SELECTOR SWITCH

EXP HSI RANGE

ADI
DH REF VOR/ 80 160 320
NAV ILS 40
VOR/ MAP
ILS 20 TFC
FULL
NAV CTR 10 RANGE
MAP
BRT PLAN
WXR SELECTOR
ON
RST w
DME --- HDG 127 M
MAP
VOR/ADF NAV AID ARPT RTE DATA WPT
BRT
ON ON ON ON ON
w w w w w

EFIS CONTROL PANEL

TCAS OFF (WHITE) TCAS
- THIS MESSAGE SHOWS OFF

IN ALL MODES

ABOVE/NORM/
BELOW SWITCHES

ABOVE ABS ABOVE ABS

N N
VOR 1 110.00
BELOW REL BELOW REL
XPDR L R
34-45-CC-015 Rev 1 12/03/1998

STBY TA FAIL
TEST TA/RA r
IDENT
EHSI

TCAS/ATC
ATC/TCAS
CONTROL PANEL FUNCTION ABSOLUTE/RELATIVE
SELECTOR SWITCHES

TCAS - CONTROLS AND DISPLAY

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 737-300/400/500 TRAINING MANUAL
TCAS -- EADI DISPLAY
General

These are the two types of TCAS vertical resolution

advisories that can show on the EADI:

- TCAS RA - down advisory

- TCAS RA - up advisory.

These symbols only show for an RA when:

- Function selector on the ATC control panel is in

the TA/RA position
- TCAS determines that the intruder will pass too
close.

Description

The red advisories show on the EADI. They tell the

flight crew to avoid some pitch movements.

The flight crew uses the advisories to avoid a possible

collision with intruders.
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 737-300/400/500 TRAINING MANUAL

180 DOWN ADVISORY

160

140
UP ADVISORY

120
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TCAS - EADI DISPLAY

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 737-300/400/500 TRAINING MANUAL
TCAS -- EHSI DISPLAY
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34-45-CC-017 Rev 1 10/21/1998

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 737-300/400/500 TRAINING MANUAL
TCAS -- EHSI DISPLAY
General TFC switch on the EFIS control panel. When you push the
TFC switch, the EHSI shows the range selected on the
The TCAS computer puts traffic into these four groups: EFIS control panel.

- Other traffic; these intruders are not a threat The EHSI shows the range with range arcs.
- Proximate traffic; these intruders are close to
own airplane but have no closure Altitude Separation
- Traffic advisory (TA); these intruders may be a
threat, but are not at this time The TCAS computer calculates the altitude separation.
- Resolution advisory (RA); these intruders are a It uses the barometric altitude of the TCAS airplane
threat; the flight crew needs to take action. and the reported altitude from the intruder to do this.
The altitude separation shows by the traffic symbol in
The traffic symbols show on EFIS in these ways: hundreds of feet. If the traffic is above, the digits
show above the traffic symbol with a plus (+) sign. If
- Other traffic is an open white diamond the traffic is below, the digits show below the traffic
- Proximate traffic is a filled white diamond symbol with a minus (-) sign.
- TAs are a filled amber circle
- RAs are a filled red box. If the altitude separation is less than 100 feet, 00
feet shows.
Most traffic symbols have an altitude readout. A
vertical motion arrow also shows if the intruder If the altitude separation is NCD or the intruder is
vertical speed is greater than 500 feet per minute not reporting altitude, the altitude readout does not
(fpm). The traffic symbols show in these EHSI modes: show.

- CTR MAP TCAS Messages

- MAP
34-45-CC-017 Rev 1 10/21/1998

- EXP NAV The EHSI can show these messages for TCAS:
- EXP VOR/ILS.
- TFC shows in green in the CTR MAP, and expanded
TFC Switch modes. It shows the TCAS traffic display is
active.
Some TCAS data shows in all EHSI modes. To show
additional TCAS data and the traffic symbols, push the

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 737-300/400/500 TRAINING MANUAL
TCAS -- EHSI DISPLAY
- TA ONLY shows in green and in all modes. It shows RA and TA No-Bearing Traffic
that TCAS is not computing RAs. It shows if the TFC
switch on the EFIS control panel is on or off. The no-bearing RA and TA messages show on the EHSI when
- TCAS TEST shows in white and in all modes. It shows TCAS cannot compute the bearing of the RA or TA
that TCAS is in the test mode. It shows if the TFC traffic. The bottom directional antenna becomes an
switch on the EFIS control panel is on or off. omnidirectional antenna when the landing gear is down.
- TCAS TEST FAIL shows on two lines when in test mode This could the cause of the no-bearing traffic.
and the TCAS has a failure. TCAS and TEST show in
white and FAIL shows in amber. No-bearing traffic shows amber if it is for a TA. No-
- TCAS FAIL shows in amber and in all modes. It shows bearing traffic shows red if it is for an RA. This is
that TCAS has failed. the data that shows with a no-bearing target:
- TCAS OFF shows in white and in all modes. It shows
that the ATC mode switch is not in TA or TA/RA. - Traffic type - RA or TA
- Range
OFFSCALE - Relative altitude (if reported)
- Climb or descend arrow.
The OFFSCALE message shows on the EHSI when an RA or TA
is outside the current display area. The TFC switch
must be set to on. If an RA is outside the range, the
OFFSCALE message shows in red. If a TA is outside the
range, the OFFSCALE message shows in amber. If both a
TA and RA are outside the range, the OFFSCALE message
shows in red.

TRAFFIC
34-45-CC-017 Rev 1 10/21/1998

The red TRAFFIC message shows any time there is an RA.

The amber TRAFFIC message shows any time there is a TA
and no RA. The TRAFFIC message shows in all modes.

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 737-300/400/500 TRAINING MANUAL

HDG 127 M

OFFSCALE TRAFFIC
(R FOR RA, A FOR TA)

TA OR RA TRAFFIC
-10
OTHER TRAFFIC (W) OFFSCALE (R FOR RA, A FOR TA)
TFC 10 TRAFFIC
RA 04.3 +12
MESSAGES NO-BEARING RA
- TFC (G) TRAFFIC (R)
+04
- TA ONLY (G)
- TCAS TEST (W)
- TCAS TEST FAIL (A) +01 TRAFFIC
- TCAS FAIL (A) ADVISORY (A)
- TCAS OFF (W)
-03
PROXIMATE
RESOLUTION TRAFFIC (W)
ADVISORY (R) VOR X 116.80
34-45-CC-017 Rev 1 10/21/1998

TCAS - EHSI DISPLAY

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 737-300/400/500 TRAINING MANUAL
TCAS -- AURAL MESSAGES
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34-45-CC-018 Rev 1 02/09/1999

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 737-300/400/500 TRAINING MANUAL
TCAS -- AURAL MESSAGES
General Corrective Action RA

Aural advisory messages occur during these conditions: This type of RA occurs when the altitude separation at
the CPA is not safe. These RA aural advisories tell the
- TAs flight crew to take corrective action to avoid a
- RAs possible near miss:
- TCAS system tests.
- CLIMB - CLIMB - CLIMB. The flight crew must climb
Traffic Advisory Aural at a rate to avoid the preventative up advisory.
- CLIMB CROSSING CLIMB - CLIMB CROSSING CLIMB. The
When a traffic advisory occurs, the aural message flight crew must climb at a rate to avoid a
TRAFFIC TRAFFIC comes on. This message tells the flight preventative up advisory. The flight path crosses
crew to monitor the display for intruder traffic. through the flight path of the intruder. This
usually occurs when the intruder is descending.
Resolution Advisory - REDUCE CLIMB - REDUCE CLIMB. The flight crew must
reduce the rate of climb to avoid a preventative
These are the two types of aural messages that can come down advisory.
on during an RA: - DESCEND - DESCEND - DESCEND. The flight crew must
descend at a rate to avoid a preventative down
- Preventative action RA advisory.
- Corrective action RA. - DESCEND CROSSING DESCEND - DESCEND CROSSING
DESCEND. The flight crew must descend at a rate to
Preventative Action RA avoid a preventative down advisory. The flight
path crosses through the flight path of the
This type of RA occurs when at the closest point of intruder. This usually occurrs when the intruder
approach (CPA), the present vertical speed results in a is climbing.
34-45-CC-018 Rev 1 02/09/1999

safe altitude separation from the threat airplane. When - REDUCE DESCENT - REDUCE DESCENT. The flight crew
this happens, the aural advisory is MONITOR VERTICAL must reduce the rate of descent to avoid a
SPEED - MONITOR VERTICAL SPEED. This message tells the preventative up advisories.
flight crew to maintain their present vertical speed.
It also tells the flight crew not to climb or descend
so that the EADI shows the airplane symbol covering the
climb or descend advisory.

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 737-300/400/500 TRAINING MANUAL
TCAS -- AURAL MESSAGES
Increase Corrective Action RA

This type of RA tells the flight crew to increase the

corrective maneuvers because of maneuver changes from
the intruder or the flight crew did not react quickly
enough to the initial RA:

- INCREASE CLIMB - INCREASE CLIMB. This follows the

CLIMB advisory. The climb command goes from 1500
fpm to 2000 fpm.
- INCREASE DESCENT - INCREASE DESCENT. This follows
the DESCEND advisory. The descend command goes
from 1500 fpm to 2000 fpm.
- CLIMB, CLIMB NOW - CLIMB, CLIMB NOW. This follows
the DESCEND advisory. A climb is now necessary to
give safe vertical separation at CPA.
- DESCEND, DESCEND NOW - DESCEND, DESCEND NOW. This
follows the CLIMB advisory. A descent is now
necessary to give safe vertical separation at CPA.

Clear of Conflict

When the range of the threat airplane that causes an RA

increases, the aural message CLEAR OF CONFLICT comes
on.
34-45-CC-018 Rev 1 02/09/1999

Self-Test Aural

At the completion of the self-test, the TCAS computer

sends the status aural to the flight compartment. TCAS
SYSTEM FAIL indicates that the TCAS computer has a
failure. TCAS SYSTEM TEST FAIL indicates an input to
the TCAS system has a failure.

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 737-300/400/500 TRAINING MANUAL

AURAL MESSAGE MESSAGE TYPE

TRAFFIC, TRAFFIC TRAFFIC ADVISORY

MONITOR VERTICAL SPEED, RESOLUTION ADVISORY

MONITOR VERTICAL SPEED 1 (PREVENTATIVE ACTION)

CLIMB, CLIMB, CLIMB

DESCEND, DESCEND, DESCEND

CLIMB, CROSSING CLIMB

CLIMB, CROSSING CLIMB
RESOLUTION ADVISORY
DESCEND, CROSSING DESCEND (CORRECTIVE ACTION)
DESCEND, CROSSING DESCEND
REDUCE CLIMB, REDUCE CLIMB

REDUCE DESCENT, REDUCE DESCENT

CLIMB, CLIMB NOW

CLIMB, CLIMB NOW

DESCEND, DESCEND NOW RESOLUTION ADVISORY

DESCEND, DESCEND NOW (INCREASED CORRECTIVE
ACTION)
INCREASE CLIMB, INCREASE CLIMB

INCREASE DESCENT, INCREASE DESCENT

34-45-CC-018 Rev 1 10/21/1998

CLEAR OF CONFLICT CLEARED RESOLUTION ADVISORY

TCAS SYSTEM TEST OK

1 MONITOR VERTICAL SPEED COMES ON TCAS SYSTEM TEST FAIL SYSTEM TEST RESULTS
ONCE IF THE RA IS DOWNGRADED FROM A
CORRECTIVE ADVISORY TO A PREVENTIVE TCAS SYSTEM FAIL
ADVISORY

TCAS - AURAL MESSAGES

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 737-300/400/500 TRAINING MANUAL
TCAS -- FUNCTIONAL DESCRIPTION
General - Magnetic heading data from IRU 1
- Coordination and control data from the ATC
The TCAS interrogates other airplanes with a transponder system
transponder in the area. These airplanes are called - Altitude from ADC 1 or 2 from the active ATC
intruders. The TCAS computer uses replies from - Radio altitude from the radio altimeters
intruders to calculate if an airplane is a collision - Resolution advisory status from the EFIS SGs
threat. The TCAS computer can communicate with other - A position discrete from the landing gear lever
airplanes that have TCAS. The two TCAS computers can switch
use the shared data to perform coordinated maneuvers - Air/ground data from the ground sensing relays
and avoid potential collisions. - Aural inhibit discretes from the GPWC.

TCAS gets analog and digital inputs from airplane Program pins set these parameters in the TCAS computer:
systems. These inputs control TCAS and provide data for
TCAS to track intruders. The TCAS computer sends - Altitude limits
display data to EFIS. - Aural warning volume levels
- Self-test inhibits
The TCAS computer has these circuits: - Standby on ground
- Intruders on ground disabled.
- Input/output (I/O)
- Analog to digital converter The I/O circuits also convert the analog signals to
- Central processing unit (CPU) and memory digital data. The I/O circuits send the data to the
- Signal Processor CPU.
- Suppression circuit
- Speech processor CPU
- Receiver
- Transmitter The CPU gets the data from the inputs of the I/O and
34-45-CC-019 Rev 1 02/09/1999

- Beam steering and attenuator puts it into memory. The CPU combines the input data
- BITE. and the data it receives from the signal processor. The
CPU makes the necessary calculations for the TCAS
I/O and Analog to Digital Converter displays and aural messages.

The I/O and A/D converter circuits get this on-board The CPU sends TCAS display data to EFIS through the I/O
airplane systems data: circuits.

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 737-300/400/500 TRAINING MANUAL
TCAS -- FUNCTIONAL DESCRIPTION
The CPU also sends the display data to the FDAU. Speech Processor

It also sends signals through the speech processor When there is a TA, RA, or during a self-test, the TCAS
circuits to the REU to make TCAS aurals. computer sends signals to the speech processor. The
speech processor sends the aural alerts to the REU. The
Signal Processor REU sends them to the flight compartment. During
windshear and ground proximity alert conditions, the
The signal processor gets bearing information from the GPWC sends analog discretes to the TCAS computer to
receiver/processor and changes it to digital signals. prevent TCAS advisories.
The signal processor does these functions:
Receiver Processor
- Uses time measurement logic and the bearing
information to calculate the intruder range and The receiver gets the intruder replies from the
bearing antennas. The receiver uses the phase of the received
- Detects the mode C or mode S pulses signals to determine the bearing of the intruders. The
- Controls the suppression circuit to send the receiver sends the signal to the signal processor to
suppression pulse when TCAS transmits calculate the range to the intruder. The receiver
- Makes all signals necessary to receive and decodes the intruder altitude from the reply signal.
transmit mode S and ATCRBS interrogations through The receiver also receives and decodes coordination
the receiver/transmitter circuits. replies from intruders equipped with TCAS.

Suppression Transmitter

The suppression circuit sends a suppression pulse when The transmitter gets signals from the signal processor.
the TCAS computer transmits. The transmitter sends the formatted signals to the beam
steering and attenuator (ATT) circuits. The transmitter
34-45-CC-019 Rev 1 02/09/1999

The TCAS computer also receives a suppression pulse controls the beam steering circuits and whisper/shout
when an ATC transponder or DME interrogator system attenuator.
transmits. This suppression pulse stops the TCAS
computer receiver and transmitter circuits. Beam Steering and Attenuator Circuits

The beam steering circuits send the signals to the four

antenna elements. During transmit, the beam steering

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 737-300/400/500 TRAINING MANUAL
TCAS -- FUNCTIONAL DESCRIPTION
circuit controls the phase relationships of the four RF Directional Antenna
outputs. The whisper/shout attenuator makes the output
power smaller or larger based on the control signals The directional antenna has four elements spaced 1/4
from the transmitter. wavelength apart. Each element is independent of the
others and has it own coaxial connector.
During receive, the phase of the received signals is
different in each element. These beam steering circuit
sends the signals to the receiver.

The TCAS computer receives a discrete input from the

landing gear lever switch. When the landing gear lever
is down, the TCAS computer uses all four antenna
elements equally for the bottom antenna. Thus, the
bottom antenna operates as an omnidirectional antenna.

BITE

The TCAS computer has BITE. The BITE continuously

monitors TCAS for system faults and interface faults
during normal operation. Also, when you start a self-
test, the BITE makes test signals and sends them to the
signal processor and receiver/transmitter circuits. The
BITE monitors for system faults and interface faults
during the self-test.

When the BITE detects a fault through the continuous

34-45-CC-019 Rev 1 02/09/1999

fault monitor, the fault goes into the fault memory. It

also goes to the I/O circuits for output to EFIS and
the FDAU.

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 737-300/400/500 TRAINING MANUAL

IRU 1 SPEECH REU

PROCESSOR
TCAS DISPLAY DATA
TO EFIS AND FDAU
CPU, SUPPRESSION
ALTITUDE, CONTROL MEMORY ATC 1,2
SUPPRESSION DME 1,2
AND COORDINATION AND BITE
ATC 1
ALTITUDE, CONTROL
AND COORDINATION INPUT/
ATC 2 OUTPUT
SIGNAL PROCESSOR
RA 1

RA 2 PROCESSOR

ANALOG TO
PROGRAM DIGITAL RECEIVER/
PINS CONVERTER TOP
PROCESSOR ANTENNA
BEAM
STEERING
RA STATUS
EFIS 1 WHISPER/
RA STATUS SHOUT ATT
BOTTOM
EFIS 2 ANTENNA
TRANSMITTER
LANDING GEAR
SWITCH MODULE
34-45-CC-019 Rev 1 12/03/1998

AIR/GROUND RECEIVER/TRANSMITTER
RELAY
STATUS TO LCD
GPWC DISPLAY

TCAS COMPUTER (E1-1)

TCAS - FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
TCAS -- SELF-TEST - DISPLAYS
General - Red RA traffic symbol at the 3:00 clock position,
+200 feet relative altitude with no vertical
You can start a self-test from the ATC/TCAS control motion arrow and 2 nm from the airplane center.
panel or from the TCAS computer front panel test
switch. If the test fails, the message TCAS TEST FAIL replaces
the TCAS TEST message. TCAS and FAIL shows in amber.
During a test, TCAS test displays go to EFIS.
TCAS Self-Test Indications - EADI
At the end of the test, a TCAS test aural goes to the
flight interphone speakers. When you do the self-test, the EADI shows the red RA
preventative down and preventative up advisory cues.
TCAS Self-Test Indications - EHSI
TCAS Self-Test Aurals
To see the self-test displays, select an expanded mode
on the EFIS control panel and push the TFC switch. When the test completes with no faults, you hear the
Select the 10 mile range. When you do the self-test, aural message TCAS SYSTEM TEST OK. If the BITE detects
the EHSI shows this data: a fault with the TCAS system during the self-test, you
hear the aural message TCAS SYSTEM TEST FAIL. If the
- TCAS TEST BITE detects a failure in the TCAS computer, you hear
- TRAFFIC (red) the aural TCAS SYSTEM FAIL.
- Amber TA traffic symbol at the 9:00 clock
position, -200 feet relative altitude with an up
vertical motion arrow and 2 nm from the airplane
center
- White other traffic symbol at the 11:00 clock
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position, +1000 feet relative altitude with no

vertical motion arrow and 3.6 nm from the airplane
center
- White proximate traffic symbol at the 1:00 clock
position, -1000 feet relative altitude with a down
vertical motion arrow and 3.6 nm from the airplane
center

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 737-300/400/500 TRAINING MANUAL

HDG 263 M

TCAS DOWN
ADVISORY
TEST 20 20
MESSAGE TRAFFIC 80
TCAS TEST TRAFFIC
TFC
5 (RED) 10 10
60

PROXIMITY 40
OTHER +10 10 10

-10
+02
RA 20 20
TA
-02 TCAS UP
ADVISORY
ILS X 110.10
34-45-CC-025.003 Rev 1 12/03/1998

EHSI EADI

TCAS - SELF-TEST - DISPLAYS

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 737-300/400/500 TRAINING MANUAL
TCAS -- SELF-TEST - TCAS COMPUTER FRONT PANEL
Front Panel Self-Test

Push and hold the test switch on the front panel for
one second. This starts a self-test. During the test,
the front panel shows these indications:

- All LEDs come on for 1 second to do a test of the

LEDs
- All LEDs go off for 1 second
- The applicable LED comes on to show the status of
the TCAS or the TCAS interfaces.

The red fail LED shows that the TCAS computer has a
failure.

The red T/A LED is not used.

34-45-CC-026 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

Collins Collins Collins

PASS PASS PASS
TTR TTR TTR
FAIL FAIL FAIL
X PNDR X PNDR X PNDR
UPPER ANT UPPER ANT UPPER ANT
LOWER ANT LOWER ANT LOWER ANT
RAD ALT RAD ALT RAD ALT
HDNG HDNG HDNG
R/A R/A R/A
T/A T/A T/A
TEST TEST TEST
TTR-920 TTR-920 TTR-920

1 ALL LED SEGMENTS 2 ALL LED SEGMENTS 3 THE APPLICABLE LED CODES
COME ON FOR 1 SECOND GO OFF FOR 1 SECOND COME ON TO SHOW THE STATUS
34-45-CC-026 Rev 1 12/03/1998

OF TCAS

TCAS - SELF-TEST - TCAS COMPUTER FRONT PANEL

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 737-300/400/500 TRAINING MANUAL
GROUND PROXIMITY WARNING SYSTEM -- INTRODUCTION
THIS PAGE INTENTIONALLY LEFT BLANK
34-46-CC-001 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
GROUND PROXIMITY WARNING SYSTEM -- INTRODUCTION
Purpose AOA - angle of attack
approx - approximately
The purpose of the ground proximity warning system BITE - built-in test equipment
(GPWS) is to alert the flight crew of an unsafe
capt - captain
condition when near the terrain. It also supplies a
warning for windshear conditions. CP - control panel
DAA - digital to analog adaptor
Description DFCS - digital flight control system
EADI - electronic attitude display indicator
The GPWS uses aural messages, lights, and displays to EFIS - electronic flight instrument system
give alerts and warnings in the flight compartment.
FDAU - flight data acquisition unit
GPWS Modes FMC - flight management computer
F/O - first officer
These are the GPWS modes: FPM - feet per minute
FPS - feet per second
- Mode 1; Large descent rates GND - ground
- Mode 2; Too much of a closure rate when approaching
GND PROX - ground proximity
terrain that is rising
- Mode 3; Too much altitude loss during climbout (at GPW - ground proximity warning system module
takeoff or in go around) when the airplane is not GPWC - ground proximity warning computer
in the landing configuration GPWS - ground proximity warning system
- Mode 4; Not enough terrain clearance G/S - glide slope
- Mode 5; Too much deviation below the glide slope ILS - instrument landing system
- Mode 6; Aural callouts when the airplane descends
inop - inoperative
through selected radio altitudes
34-46-CC-001 Rev 1 12/03/1998

- Mode 7; Warning for windshear conditions. IRS - inertial reference system

IRU - inertial reference unit
Abbreviations and Acronyms IVS - inertial vertical speed
LED - light emitting diode
a - amber LRU - line replaceable unit
ADC - air data computer MCP - mode control panel
alt - altitude MD&T - master dim and test

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 737-300/400/500 TRAINING MANUAL
GROUND PROXIMITY WARNING SYSTEM -- INTRODUCTION
mod - module
ovrd - override
P - push
pos - position
r - red
RA - radio altitimeter
REU - remote electronics unit
sec - second
SMS - stall management system
sw - switch
sys - system
TCAS - traffic alert and collision avoidance
system
VHF - very high frequency
vert - vertical
xfr - transfer
xmtr - transmitter
34-46-CC-001 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

"WHOOP WHOOP
PULL-UP..."
34-46-CC-001 Rev 1 12/03/1998

GROUND PROXIMITY WARNING SYSTEM - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- GENERAL DESCRIPTION
General Description The GPWS sends inhibit signals to TCAS when it
calculates cautions and warnings.
The GPWS gives the pilots aural and visual warnings of
unsafe conditions. The warnings continue until the Visual indications show on these:
pilots correct the condition. The system operates when
the airplane is less than 2450 feet above the ground. - Captain and first officer EADIs
- Captain and first officer BELOW G/S P-INHIBIT
The GPWS uses inputs from these units to calculate switches
warning conditions: - Captain and first officer PULL UP lights.

- Landing gear lever switch GPWS cautions and warnings go to the flight data
- Ground proximity warning (GPW) module acquisition unit (FDAU).
- Radio altimeter (RA)
- Flight management computer (FMC)
- Air data computer (ADC)
- Inertial reference system (IRS)
- Stall management system
- Digital to analog adaptor (DAA)
- VHF navigation receiver.

The flap and gear inhibit switches on the GPW module

prevent certain warnings and displays. The flap inhibit
switch sends a flaps down signal to the GPWC. The gear
inhibit switch sends a landing gear down signal to the
GPWC.
34-46-CC-002 Rev 1 12/03/1998

GPWS visual warnings show on the PULL UP lights, the

below glide slope lights, the EADI and the GPW module.

GPWS aural warnings go to the remote electronics unit

and to the flight compartment.

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 737-300/400/500 TRAINING MANUAL

IRU (1)
FMC FDAU
DAA (1)
STALL MANAGEMENT
SYSTEM (2)
MCP
EFIS CONTROL PANEL EFIS SG (2)

VHF NAV REC (1)

RADIO ALTIMETER (2) PULL UP
AIR/GROUND RELAY r
PULL UP LIGHTS (2)
LANDING GEAR LEVER
FLAP POSITION SW

TCAS
GROUND PROXIMITY

INOP
FLAP GEAR
BELOW G/S
a
INHIBIT INHIBIT P-INHIBIT a
BELOW GLIDE
SLOPE LIGHT (2)
34-46-CC-002 Rev 1 12/03/1998

SYS TEST NORMAL NORMAL

GPW MODULE GROUND PROXIMITY REU

WARNING COMPUTER

GPWS - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- FLIGHT COMPARTMENT COMPONENT LOCATION
Flight Compartment Locations

These are the GPWS components in the flight

compartment:

- Capt and F/O BELOW G/S light and P-INHIBIT switch

- Capt and F/O PULL UP lights
- GPW module.

The GPWS windshear indication shows on the captain and

first officer EADI.

The landing gear handle is on the P2 instrument panel.

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 737-300/400/500 TRAINING MANUAL

P3 F/O INSTRUMENT PANEL

- F/O PULL UP LIGHT
- F/O BELOW G/S
P1 CAPT INSTRUMENT PANEL P-INHIBIT SWITCH
- CAPT EADI - F/O EADI
- CAPT PULL UP LIGHT - GPW MODULE
- CAPT BELOW G/S
P-INHIBIT SWITCH
34-46-CC-003 Rev 1 12/03/1998

P2 CENTER INSTRUMENT PANEL

- LANDING GEAR HANDLE

GPWS - FLIGHT COMPARTMENT COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
GPWS -- COMPONENT LOCATION - AIRPLANE
General

The GPWC is in the electronic equipment compartment on

the E2-4 shelf.
34-46-CC-004 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

E2-1

FWD

E2-2

E2-3
E2-4 SHELF
- GPWC
34-46-CC-004 Rev 1 12/03/1998

E2-4

ELECTRONIC EQUIPMENT COMPARTMENT

(LOOKING LEFT)

GPWS - COMPONENT LOCATION - AIRPLANE

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 737-300/400/500 TRAINING MANUAL
GPWS -- POWER AND ANALOG INTERFACES
General The GPWC sends discretes to the captain and first
officer glideslope inhibit switch. The lights come on
The ground proximity warning computer (GPWC) receives for GPWC mode 5 alerts. When you push the light
115v ac from the GND PROX WARN circuit breaker on the assemblies, a discrete goes to the GPWC to turn off the
P18 circuit breaker panel. lights and stop the aural warnings.

Radio altitude from radio altimeters (RA) number 1 and The GPWC sends a GPWC INOP discrete to the GPW control
2 goes to the GPWC. The RAs also send an RA valid module to turn on the amber INOP light.
signal. The GPWC uses radio altitude in all operating
modes. GPWS alert and warning aural messages go to the remote
electronics unit (REU). The REU sends the aural
Gear position from the landing gear lever switch module messages to the flight compartment.
goes to the gear inhibit switch in the ground proximity
warning module. The ground proximity warning module
sends the landing gear position discrete to the GPWC.

Flap position from the flap position switches goes to

the flap inhibit switch. The GPW module sends the flap
signal to the GPWC.

The ground proximity warning module also sends a

confidence test discrete signal to the GPWC.

The air/ground relay sends air/ground data to the GPWC

for in-air logic.
34-46-CC-005 Rev 1 12/03/1998

The GPWC sends an advisory inhibit discrete to the TCAS

computer when the GPWC gives an aural message. The GPWC
aural messages have a higher priority than the TCAS
aural messages and TCAS displays. The discrete to the
TCAS computer inhibits TCAS aural messages and TCAS
displays when there are GPWC aural messages.

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 737-300/400/500 TRAINING MANUAL

115V AC
ELEX BUS 1 INHIBIT
GND PROX MODE 5
WARN ALERT
RADIO CAPT AND F/O
P18 CIRCUIT BREAKER ALTITUDE
PANEL BELOW G/S
VALID P-INHIBIT SWITCH

RA 1

RADIO
ALTITUDE
TCAS COMPUTER
VALID

RA 2 MODE 1-4
ALERTS
GEAR
POSN GEAR POSITION CAPT AND F/O
GEAR INHIBIT PULL UP LIGHTS
LAND GEAR
LEVER SW MOD TEST
MODE 7
FLAP FLAP DISCRETE ALERT
POSN GPWS
INOP CAPT AND F/O
GPW CONTROL MODULE EADI
34-46-CC-005 Rev 1 12/03/1998

FLAP WARN
SWITCHES

AIR/GND AURAL
MESSAGE

AIR/GND RELAY GPWC REU

GPWS - POWER AND ANALOG INTERFACES

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 737-300/400/500 TRAINING MANUAL
GPWS -- DIGITAL INTERFACES
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 737-300/400/500 TRAINING MANUAL
GPWS -- DIGITAL INTERFACES
General Envelope modulation uses Latitude and Longitude from
the IRS as alternate.
The GPWC interfaces with other airplane systems on
ARINC 429 data buses. These LRUs have digital interface Air Data Computer
with the GPWC:
ADC 1 sends these inputs to the GPWC:
- IRU 1
- ADC 1 - Computed airspeed
- DAA 1 - True airspeed
- EFIS control panel (CP) 1 - Altitude rate
- FMC 1 - Uncorrected altitude
- Stall management system (SMS) 1 and 2 - Corrected altitude.
- Mode control panel (MCP)
- Flight data acquisition unit (FDAU). ADC data is used to determine cautions and warnings for
GPWC modes 1, 2, 3, 4, 7 and envelope modulation.
Inertial Reference Unit
Digital to Analog Adaptor
IRU 1 sends these inputs to the GPWC:
The DAA sends localizer deviation and VOR/ILS frequency
- Inertial vertical speed to the GPWC. This information is used for the envelope
- Inertial vertical acceleration modulation calculation.
- Pitch angle
- Body pitch rate EFIS Control Panel
- Inertial altitude
- Latitude and longitude The captain EFIS control panel sends decision height to
- Magnetic track the GPWS. This data is used for mode 6.
34-46-CC-006 Rev 1 12/03/1998

- Body normal acceleration

- Body longitudinal acceleration FLight Management Computer System
- Roll angle.
The FMC sends latitude and longitude data and magnetic
This data is used to determine cautions and warnings track data to the GPWC. The GPWC uses these from the
for GPWS modes 1, 3, and 7. Envelope modulation uses FMC as the primary inputs. If the FMC inputs fail, the
Latitude and Longitude from the FMC as primary. GPWC gets this data from IRU 1. All of the data is used

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 737-300/400/500 TRAINING MANUAL
GPWS -- DIGITAL INTERFACES
for envelope modulation. Magnetic track is also used to
determine if the airplane is making a back course
approach.

DFCS MCP

The digital flight control system (DFCS) mode control

panel (MCP) sends selected runway heading data to the
GPWC. This is used for envelope modulation and to
define if the airplane is on a front course or back
course approach.

Stall Management Systems

The stall management computers send these inputs to the

GPWC:

- Indicated angle of attack (AOA)

- Corrected AOA
- Stick shaker AOA
- Minimum operating speed.

The inputs from the SMS are used in windshear

calculations. SMS 1 is used primarily. If SMS 1 fails,
the GPWC uses SMS 2.
34-46-CC-006 Rev 1 12/03/1998

GPWC Outputs

The GPWC sends data to the flight data acquisition unit

(FDAU). The FDAU sends the GPWC data to the flight data
recorder.

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 737-300/400/500 TRAINING MANUAL

IRU 1

ADC 1

DAA 1

EFIS CP 1

FDAU
FMC

DFCS MCP

SMS 1
34-46-CC-006 Rev 1 12/03/1998

SMS 2
GPWC

GPWS - DIGITAL INTERFACES

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 737-300/400/500 TRAINING MANUAL
GPWS -- GROUND PROXIMITY WARNING COMPUTER
Purpose

The ground proximity warning computer (GPWC) uses data

from sensors and other on-board equipment to find an
alert or warning condition.

Description

The GPWC front panel has a display window and a test

switch. The display window is a light emitting diode
(LED) display. The display window shows present status
or flight history data. Messages that show in the
display window move from right to left.

The status/history switch is a three-position toggle

switch spring loaded to the center position. When you
push the switch to the status position, the GPWC does a
self-test and shows the test results in the display
window. When you push the switch to the flight history
position, the display window shows failures for the
last 10 flight legs. The GPWC can store up to 15
failures for each flight leg.

The GPWC contains BITE. A nonvolatile memory stores

BITE failures as part of the flight history.
34-46-CC-007 Rev 1 12/03/1998

Physical Description

The ground proximity warning computer (GPWC) is a 2 MCU

chassis and weighs seven pounds. Forced air cooling is
not necessary to the GPWC.

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 737-300/400/500 TRAINING MANUAL

DISPLAY
WINDOW

STATUS/HISTORY
PRESENT FLIGHT
STATUS HISTORY

STATUS/HISTORY
SWITCH
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GPWS - GROUND PROXIMITY WARNING COMPUTER

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 737-300/400/500 TRAINING MANUAL
GPWS -- GROUND PROXIMITY WARNING MODULE
General

The GPW module has an amber GPWS INOP light. The panel
also has these switches:

- Test switch
- Flap inhibit switch
- Gear inhibit switch.

INOP light

The amber INOP light on the GPWS module comes on when

there is a failure of the GPWC or if there is a failure
of a critical input to the GPWC.

Training Information Point

You use the GPWC front panel status/history switch to

see the cause for the INOP light.

Test Switch

The test switch is a momentary action switch that lets

you do a confidence test of the GPWC from the flight
compartment.
34-46-CC-008 Rev 1 12/03/1998

Flap and Gear Inhibit Switches

The flap and gear inhibit switches supply discrete

signals to the GPWC. The discrete signals simulate a
flaps down or gear down condition to the GPWC.

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 737-300/400/500 TRAINING MANUAL

GROUND PROXIMITY

INOP FLAP GEAR

a
INHIBIT INHIBIT

SYS TEST NORMAL NORMAL

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GPWS - GROUND PROXIMITY WARNING MODULE

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 737-300/400/500 TRAINING MANUAL
GPWS -- DISPLAYS
Pull Up Lights

There are two PULL UP lights for the GPWS. The pull up
lights are red and positioned to the left of the EADI.

Below Glide Slope Lights

There are two amber BELOW G/S P-INHIBIT lights for the
GPWS. The lights are positioned to the left of the
EADI. The aircrew can push the light to cancel below
glide slope alerts.

Windshear Warning

The red windshear warning shows on the EADI in the

bottom of the attitude ball.
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 737-300/400/500 TRAINING MANUAL

PULL UP
r

BELOW G/S WINDSHEAR

P-INHIBIT
a

EADI
WINDSHEAR WARNING
(RED)
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GPWS - DISPLAYS

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 1 DESCRIPTION
Purpose

Mode 1 supplies alerts and warnings for large descent

rates when the airplane is near the terrain. This mode
is independent of flap or gear positions.

Description

The alert condition gives the aural message SINK RATE.

If the descent rate does not decrease, the alert
condition changes to a warning condition.

The warning condition gives the aural message WHOOP

WHOOP PULL UP.

The red PULL UP lights are on when you have a mode 1

alert or warning condition.
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 737-300/400/500 TRAINING MANUAL

3000
5007 FPM 7125 FPM

2450
2000 SINK RATE
ALERT AREA
RADIO
ALTITUDE WARNING AREA
(FEET)
1000 WHOOP WHOOP
1710 FPM
PULL UP

10

1000 1500 2000 3000 4000 5000 6000 7000

SINK RATE DESCENT RATE (FEET PER MINUTE)

PULL UP
MODE 1 ALERT r

WHOOP WHOOP
PULL UP
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MODE 1 WARNING

GPWS - MODE 1 DESCRIPTION

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GPWS -- MODE 1 FUNCTIONAL DESCRIPTION
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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 1 FUNCTIONAL DESCRIPTION
General Mode 1 Detector

Mode 1 alert conditions and warning conditions can The mode detector in the GPWC calculates the descent
occur between 2450 feet and 10 feet radio altitude. The rate from the inertial vertical speed input. If it is
type of annunciation depends on the rate of descent and not available, the mode detector uses barometric
the radio altitude. The first annunciation is an alert. altitude rate.
If the rate of descent does not decrease, the
annunciation changes to a warning. When there is an alert condition or warning condition,
the mode detector sends a discrete to the speech prom
These are the LRUs that supply inputs for mode 1: to make the aural messages come on. The aural messages
go to the remote electronics unit (REU) which sends
- RA 1 them to the flight compartment. The speech prom also
- RA 2 sends a data bus to the FDAU to record GPWS data.
- IRU 1
- ADC 1. When there is a mode 1 alert or warning condition, the
mode detector also sends a discrete to the PULL UP
The mode detector uses RA 1. If RA 1 fails, the mode lights and the TCAS computer. The TCAS discrete ensures
detector uses RA 2. that TCAS does not give an alert while the GPWS is
giving an alert.
The mode detector uses IRU 1 for altitude rate
(vertical speed). If IRU 1 fails, the mode detector Envelope Modulation
uses ADC 1 for this input.
The envelope modulation circuits determine position
The GPWC uses this data to detect mode 1 alerts and from the FMC or IRU. When the circuits determine that a
warnings: mode 1 alert or warning should not occur, the envelope
modulation circuits send a discrete to the mode 1
34-46-CC-101 Rev 1 12/03/1998

- Radio altitude detector. For a period of time, a mode 1 alert or

- Inertial vertical speed warning is inhibited. At other locations, the envelope
- Barometric altitude rate. modulation circuits may modify the conditions necessary
to have a mode 1 alert.

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 1 FUNCTIONAL DESCRIPTION
BITE

The BITE circuits monitor all input signals to the

GPWC. If the BITE circuits determine that the GPWC
cannot detect a mode 1 alert or warning, the circuits
turn the mode 1 detector off.

During the confidence test the BITE circuits turn on

the PULL UP lights.
34-46-CC-101 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

IRU ENVELOPE
MODULATION
FMC

BITE

BARO
PULL UP
ALTITUDE r
RATE PULL UP LIGHTS

ADC 1

VERTICAL
SPEED

IRU 1 INPUT/
OUTPUT
TCAS COMPUTER
RADIO MODE 1
ALTITUDE DETECTOR
VALID SPEECH
PROM
RA 1
REU
RADIO
34-46-CC-101 Rev 1 12/03/1998

ALTITUDE
429
VALID XMTR
RA 2
FDAU
GPWC

GPWS - MODE 1 FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 2A DESCRIPTION
Purpose

Mode 2 supplies alerts and warnings when the closure

rate to the terrain is too large. Mode 2 has two
submodes (mode 2A and 2B).

Descriptions

Mode 2A occurs for a large closure rate if the flaps

are not in landing configuration (less than 15 units).
Mode 2A can have an alert condition or a warning
condition.

For a mode 2A condition, the GPWC first gives the aural

message TERRAIN TERRAIN. After the initial alert, the
GPWC gives a warning. For the warning, the GPWC gives
the aural message WHOOP WHOOP PULL UP. When either
aural is heard, the PULL UP lights are on. The warning
aural message WHOOP WHOOP PULL UP changes to the alert
aural message TERRAIN when the closure rate decreases
or if the pilot does a pull up maneuver and exits the
warning area. As long as the airplane does not go into
a mode 2A area again, the PULL UP light remains on
until there is an increase of 300 feet of inertial
altitude or the landing gear comes down. While the
airplane is climbing, the warning aural message is off.
34-46-CC-102 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

2500 2450 FEET

TOP LIMIT GOES TO ALERT AREA

2000 2450 FT FOR AIRSPEEDS PULL UP
RADIO BETWEEN 220 AND 310 KTS r
ALTITUDE 1650 FEET
(FEET) TERRAIN TERRAIN
1500
WARNING AREA

1000
AFTER LEAVING WARNING
WHOOP WHOOP AREA GPWS CONTINUES TO
500 PULL UP MONITOR UNTIL THE
AIRPLANE ALTITUDE
INCREASES BY 300 FEET
30 FEET

1000 2000 3000 4000 5000 6000 7000 8000 9000 10000
RADIO ALTITUDE CLOSURE RATE (FEET PER MINUTE)

TERRAIN WHOOP WHOOP

TERRAIN PULL UP 300 FT
34-46-CC-102 Rev 1 12/03/1998

MODE 2A ALERT MODE 2A WARNING

GPWS - MODE 2A DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 2B DESCRIPTION
Purpose For mode 2B, the floor of the warning area varies with
the airplane inertial vertical speed. The floor is 200
Mode 2B gives alerts for a large closure rate with feet for low vertical speeds and 600 feet for high
rising terrain during approach. The GPWC determines if vertical speeds.
the airplane is in an approach if any or all of these
things are true:

- The landing gear handle is down

- The flaps are down greater than 15 units
- The flaps are down and the glide slope deviation is
less than 2 dots.

Description

Mode 2B operates in the same manner as mode 2A except

that after the airplane leaves the warning area the
PULL UP lights are off and the aural message is off.
Mode 2B starts operation at 789 feet radio altitude.

Mode 2B operates in the same manner as mode 2A except

there is no monitoring after the airplane leaves the
warning area. Mode 2B starts operation at 789 feet
radio altitude.

During mode 2B, the GPWC turns on the PULL UP lights

and gives only the alert message TERRAIN TERRAIN if the
34-46-CC-103 Rev 1 12/03/1998

landing gear is down and the flaps are down.

During mode 2B if either the flaps are up (15 units or

less) or the landing gear is up, the GPWC gives the
aural message TERRAIN TERRAIN followed by WHOOP WHOOP
PULL UP. The PULL UP lights are on.

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 737-300/400/500 TRAINING MANUAL

TERRAIN TERRAIN
PULL UP
r

1000

RADIO 789 FEET

ALTITUDE
FLAPS AND GEAR IN LANDING CONFIGURATION (FEET) 600 FEET

500 LOWER LIMIT TERRAIN TERRAIN

DEPENDS ON OR
ALTITUDE RATE
WHOOP WHOOP PULL UP
200 FEET
PULL UP
r
TERRAIN TERRAIN WHOOP WHOOP
PULL UP 1000 2000 3000 4000 5000 6000
RADIO ALTITUDE CLOSURE RATE
(FEET PER MINUTE)
34-46-CC-103 Rev 1 12/03/1998

FLAPS OR GEAR NOT IN LANDING CONFIGURATION

GPWS - MODE 2B DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 2 FUNCTIONAL DESCRIPTION
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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 2 FUNCTIONAL DESCRIPTION
General This is the data the GPWC uses to detect mode 2 alerts
and warnings:
Mode 2A annunciations can occur between 1650 feet radio
altitude to 30 feet radio altitude for airspeeds less - Radio altitude
than 220 knots. The top limit increases to 2450 feet - Inertial vertical speed (IVS)
radio altitude for airspeeds between 220 knots and 310 - Baro altitude rate
knots. - Inertial altitude
- Barometric altitude
Mode 2B annunciations can occur between 789 feet radio - Computed airspeed
altitude down to 30 feet radio altitude. The lower - Flap and gear position
limit varies between 30 feet and 600 feet radio - Glide slope deviation
altitude. The GPWC uses flap configuration and altitude - Air/ground input.
descent rate to calculate the lower limit.
Mode 2 Detector
These are the LRUs that supply inputs for mode 2
operation: The mode detector in the GPWC calculates the closure
rate with respect to the ground.
- RA 1
- RA 2 When there is an alert condition or warning condition,
- IRU 1 the mode detector sends a discrete to the speech prom
- ADC 1 to make the aural messages come on. The aural messages
- GPW module go to the remote electronics unit (REU) which sends
- VOR/ILS 1 them to the flight compartment. The speech prom also
- Air/ground relay. sends a data bus to the FDAU to record GPWS data.

The mode detector uses RA 1. If RA 1 fails, the mode When there is a mode 2 alert or warning condition, the
34-46-CC-104 Rev 1 12/03/1998

detector uses RA 2. mode detector also sends a discrete to the PULL UP

lights and the TCAS computer. The TCAS discrete ensures
The mode detector uses IRU 1 for altitude and altitude that TCAS does not give an alert while the GPWS is
rate (vertical speed). If IRU 1 fails, the mode giving an alert.
detector uses ADC 1 for these inputs.

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 2 FUNCTIONAL DESCRIPTION
Envelope Modulation

The envelope modulation circuits determine position

from the FMC or IRU. When the circuits determine that a
mode 2 alert or warning should not occur, the envelope
modulation circuits send a discrete to the mode 2
detector. For a period of time, a mode 2 alert or
warning is inhibited. At other locations, the envelope
modulation circuits may modify the conditions necessary
to have a mode 2 alert or warning.

BITE

The BITE circuits monitor all input signals to the

GPWC. If the BITE circuits determine that the GPWC
cannot detect a mode 2 alert or warning, the circuits
turn the mode 2 detector off.

During the confidence test the BITE circuits turn on

the PULL UP lights.
34-46-CC-104 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

FLAP POSITION IRU ENVELOPE

GEAR POSITION MODULATION
FMC
GPW MODULE

BITE
GLIDE
SLOPE PULL UP
r
VHF NAV 1 PULL UP LIGHTS

ALTITUDE
ALTITUDE
RATE
CAS
INPUT/
ADC 1 OUTPUT
TCAS COMPUTER
VERTICAL MODE 2
SPEED DETECTOR
ALTITUDE SPEECH
PROM
IRU 1
REU
RADIO
ALTITUDE
VALID 429
XMTR
34-46-CC-104 Rev 1 12/03/1998

RA 1
FDAU
RADIO
ALTITUDE
VALID
RA 2
GPWC

GPWS - MODE 2 FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 3 DESCRIPTION
Purpose

Mode 3 supplies alerts for a large altitude loss during

takeoff or during a missed approach with the flaps up
or gear up. Mode 3 has two submodes (3A and 3B).

Description

Submode 3A gives an alert when the airplane loses too

much inertial altitude after takeoff or missed
approach. If inertial altitude is not available, the
GPWC uses barometric altitude. The amount of altitude
loss necessary to give the alert depends on the climb
rate and radio altitude of the airplane. Submode 3A
gives the aural message DON'T SINK and turns on the
PULL UP light.

Submode 3B gives an alert for minimum terrain

clearance. A minimum terrain clearance filter in the
GPWS monitors the radio altitude during takeoff or
missed approach. If the terrain clearance (radio
altitude) decreases because the airplane descends or
the terrain rises, submode 3B gives the aural message
TOO LOW TERRAIN and turns on the PULL UP light. Submode
3B overrides submode 3A.
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Depending on airspeed, mode 3 changes over to mode 4 at

specific radio altitudes. Modes 3 and 4 cannot be
active at the same time.

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 737-300/400/500 TRAINING MANUAL

RADIO CLIMB RATES IN

ALTITUDE FEET PER SECOND (FPS)
(FEET) 1350
1500 FEET 60FPS 30FPS 15FPS APPROXIMATELY THE
1500 TOP LIMITS OF
BASELINE ALTITUDE THE FILTER
CAN STORE MODE 3B LIMIT
725
1000
DON'T SINK
TOO LOW TERRAIN
THE FILTER
ACTIVATES AT
30 APPROX 150 FEET 30

50 100 150 200 250 300 CAS 190 250

LOSS OF INERTIAL ALTITUDE (FEET) MODE 3B

MODE 3A DON'T SINK

TOO LOW
TERRAIN

MODE 3(A)
GIVES AN ALERT
GO AROUND WHEN THE AIRPLANE LOSES
INERTIAL ALTITUDE MODE 3(B)
34-46-CC-105 Rev 1 12/03/1998

GIVES AN ALERT WHEN THE

PULL UP AIRPLANE DOES NOT HAVE
r SUFFICIENT TERRAIN CLEARANCE
TAKEOFF

GPWS - MODE 3 DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 3 FUNCTIONAL DESCRIPTION
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34-46-CC-106 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 3 FUNCTIONAL DESCRIPTION
General Mode 3A

Mode 3 annunciations can occur between 1333 feet radio Mode 3A gives an alert when the airplane loses too much
altitude to 10 feet. The limit values depend on altitude during a takeoff or go around. There is a
airspeed for some alerts. Mode 3 cannot give an alert filter in the mode 3 detector that monitors inertial
(be armed) when mode 4 is armed. Mode 4 cannot be armed altitude. If inertial altitude is not available, the
when mode 3 is armed. detector uses barometric altitude. If the airplane
descends and loses approximately 10 percent of the
These are the LRUs that supply inputs for mode 3 value of the altitude in the filter, the mode 3
operation: detector gives an alert.

- RA 1 Mode 3B
- RA 2
- IRU 1 Mode 3B gives an alert when there is not enough terrain
- ADC 1 clearance during a takeoff or go around. There is a
- GPW module. filter in the mode 3 detector that monitors radio
altitude (terrain clearance). If the airplane loses too
The mode detector uses RA 1. If RA 1 fails, the mode much of the radio altitude in the filter due to descent
detector uses RA 2. or rising terrain, the mode 3 detector gives an alert.

The mode detector uses IRU 1 for altitude and altitude Mode 3 Detector
rate (vertical speed). If IRU 1 fails, the mode
detector uses ADC 1 for these inputs. After the airplane lands, the mode detector is armed
for the next takeoff. The mode detector is also armed
This is the data the GPWC uses to detect mode 3 alerts: when all of these things are true:
34-46-CC-106 Rev 1 12/03/1998

- Radio altitude - The airplane is in a landing configuration and

- Inertial vertical speed (IVS) descends through 245 feet radio altitude
- Baro altitude rate - The pilot raises the landing gear or flaps
- Inertial altitude - The airplane climbs.
- Barometric altitude
- Computed airspeed When there is an alert condition, the mode detector
- Flap and gear position. sends a discrete to the speech prom to make the aural

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 3 FUNCTIONAL DESCRIPTION
messages come on. The aural messages go to the remote
electronics unit (REU) which sends them to the flight
compartment. The speech prom also sends a data bus to
the FDAU to record GPWS data.

When there is a mode alert, the mode detector also

sends a discrete to the PULL UP lights and the TCAS
computer. The TCAS discrete ensures that TCAS does not
give an alert while the GPWS is giving an alert.

BITE

The BITE circuits monitor all input signals to the

GPWC. If the BITE circuits determine that the GPWC
cannot detect a mode 3 alert, the circuits turn the
mode 3 detector off.

During the confidence test the BITE circuits turn on

the PULL UP lights.
34-46-CC-106 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

FLAP POSITION BITE

GEAR POSITION PULL UP
r
GPW MODULE PULL UP LIGHTS
ALTITUDE
ALTITUDE
RATE
CAS
ADC 1

VERTICAL INPUT/ TCAS COMPUTER

MODE 3
SPEED OUTPUT DETECTOR
ALTITUDE SPEECH
PROM
IRU 1

RADIO REU
ALTITUDE
VALID 429
XMTR
RA 1

RADIO FDAU
34-46-CC-106 Rev 1 12/03/1998

ALTITUDE
VALID
RA 2
GPWC

GPWS - MODE 3 FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 4 DESCRIPTION
Purpose Mode 4B will give the aural messages TOO LOW FLAPS if
the airplane is at low airspeed, or TOO LOW TERRAIN at
Mode 4 supplies alerts when the airplane is too close high airspeeds.
to the terrain and the gear or flaps are not in the
landing configuration. The GPWC determines that the Anytime the GPWC is giving a mode 4 alert the PULL UP
airplane is in a landing configuration when any of lights are on.
these conditions is true:

- The flap switches send a discrete that says the

flaps are greater than 15 units and the landing
gear handle sends a discrete that says the landing
gear is down
- The flap switches send a discrete that says the
flaps are greater than 15 units and the gear
inhibit switch is in the GEAR INHIBIT position
- The flap inhibit switch is in the FLAP INHIBIT
position and the gear inhibit switch is in the GEAR
INHIBIT position
- The landing gear handle sends a discrete that says
the landing gear is down and the flap inhibit
switch is in the FLAP INHIBIT position.

Mode 4 has two submodes (4A and 4B).

Description
34-46-CC-107 Rev 1 12/03/1998

The GPWC gives a mode 4A alert when the landing gear

handle is not in the down position. Mode 4A gives the
aural messages TOO LOW GEAR at low airspeeds, or TOO
LOW TERRAIN at high airspeeds.

The GPWC gives a mode 4B alert when the landing gear is

down and the flaps are not in landing configuration.

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 737-300/400/500 TRAINING MANUAL

1000
1000
RADIO
RADIO ALTITUDE
ALTITUDE (FEET)
(FEET)
500
500

TOO LOW-GEAR TOO LOW-TERRAIN 245

TOO LOW FLAP TOO LOW-TERRAIN
30
30
100 200 300 COMPUTED 100 200 300 COMPUTED
AIRSPEED
AIRSPEED (KNOTS)
(KNOTS)
MODE 4A MODE 4B
PULL UP
r

TOO LOW
TOO LOW TOO LOW TERRAIN
GEAR FLAPS
34-46-CC-107 Rev 1 12/03/1998

MODE 4A: AURAL MESSAGE FOR GEAR UP MODE 4B: AURAL MESSAGE FOR GEAR DOWN MODE 4: AURAL MESSAGE AT
AT LOW AIRSPEEDS AND FLAPS UP AT LOW AIRSPEEDS HIGH AIRSPEEDS

GPWS - MODE 4 DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 4 FUNCTIONAL DESCRIPTION
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34-46-CC-108 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 4 FUNCTIONAL DESCRIPTION
General The GPWC uses this data to detect mode 4 alerts:

Mode 4 alerts can occur between 1000 feet and 30 feet. - Radio altitude
The altitude limits for the alerts depend on airspeed. - Computed airspeed
Mode 4 cannot give an alert (be armed) when mode 3 is - Flap position
armed. Mode 3 cannot be armed when mode 4 is armed. - Gear position.

The mode 4A alert occurs if the landing gear is not Mode 4 Detector
down and the airplane descends too low. The mode 4A
altitude limit is 500 feet when the airspeed is below The mode detector is armed after the mode 3 detector
190 knots and it is 1000 feet at high airspeed. The reaches its altitude limit.
mode 4A aural message TOO LOW GEAR is for the lower
airspeed alert. The aural message TOO LOW TERRAIN is When there is an alert condition, the mode detector
for the higher airspeeds. sends a discrete to the speech prom to make the aural
messages come on. The aural messages go to the remote
The mode 4B alert occurs if the landing gear is down electronics unit (REU) which sends them to the flight
and the flaps are less than 15 units below the altitude compartment. The speech prom also sends a data bus to
limit. The mode 4B altitude limit is 245 feet when the the FDAU to record GPWS data.
airspeed is below 159 knots and it is 1000 feet at high
airspeed. The mode 4A aural message TOO LOW FLAPS is When there is a mode alert, the mode detector also
for the lower airspeed alert. The aural message TOO LOW sends a discrete to the PULL UP lights and the TCAS
TERRAIN is for the higher airspeeds. computer. The TCAS discrete ensures that TCAS does not
give an alert while the GPWS is giving an alert.
These are the LRUs that supply inputs for mode 4
operation: Envelope Modulation
34-46-CC-108 Rev 1 12/03/1998

- RA 1 The envelope modulation circuits determine position

- RA 2 from the FMC or IRU. When the circuits determine that a
- ADC 1 mode 4 alert should not occur, the envelope modulation
- GPW module. circuits send a discrete to the mode 4 detector. For a
period of time, a mode 4 alert is inhibited. At other
The mode detector uses RA 1. If RA 1 fails, the mode locations, the envelope modulation circuits may modify
detector uses RA 2. the conditions necessary to have a mode 4 alert.

34-46-CC
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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 4 FUNCTIONAL DESCRIPTION
BITE

The BITE circuits monitor all input signals to the

GPWC. If the BITE circuits determine that the GPWC
cannot detect a mode 4 alert, the circuits turn the
mode 4 detector off.

During the confidence test the BITE circuits turn on

the PULL UP lights.
34-46-CC-108 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

IRU ENVELOPE
MODULATION
FLAP POSITION FMC
GEAR POSITION

GPW MODULE BITE

PULL UP
r
CAS PULL UP LIGHTS

ADC 1
INPUT/
OUTPUT
RADIO
ALTITUDE
VALID
TCAS COMPUTER
MODE 4
RA 1 DETECTOR
SPEECH
PROM
RADIO
ALTITUDE
REU
VALID
34-46-CC-108 Rev 1 12/03/1998

RA 2 429
XMTR

GPWC FDAU

GPWS - MODE 4 FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 5 DESCRIPTION
Purpose

The GPWC gives a mode 5 alert when the airplane goes

below the glide slope during approach if the landing
gear is down.

Description

For mode 5 alerts, the GPWC gives the aural message

GLIDE SLOPE and the below glide slope lights come on.
The volume level of the aural message increases and the
message repeats faster as the terrain gets closer. You
can push the glide slope inhibit switch to inhibit or
cancel mode 5 alerts.
34-46-CC-109 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL

1000
GLIDE SLOPE
RADIO ALTITUDE LOW VOLUME AREA: 6DB BELOW NORMAL
MESSAGE
(FEET) INTERVALS MESSAGE INTERVAL = 5.15 SEC

1.55 SEC 1.0 SEC .59 SEC

300
GLIDE SLOPE
150 NORMAL VOLUME AREA
BELOW G/S
P-INHIBIT a
30

1.3 DOTS 2.0 DOTS 2.7 DOTS 3.4 DOTS

DEVIATION BELOW THE GLIDE SLOPE SIGNAL
GLIDE SLOPE

GLIDE SLOPE
CENTERLINE

BELOW G/S
P-INHIBIT a
34-46-CC-109 Rev 1 12/03/1998

GPWS - MODE 5 DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 5 FUNCTIONAL DESCRIPTION
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34-46-CC-110 Rev 1 12/03/1998

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 5 FUNCTIONAL DESCRIPTION
General approach. The detector is armed when the airplane
descends below 1000 feet and the landing gear is down.
Mode 5 annunciations can occur between 1000 feet radio
altitude to 30 feet radio altitude. The landing gear When there is an alert condition, the mode detector
must be down. sends a discrete to the speech prom to make the aural
messages come on. The detector also determines whether
These are the LRUs that supply inputs for mode 5 the alert will be high volume or low volume. The aural
operation: messages go to the remote electronics unit (REU) which
sends them to the flight compartment. The speech prom
- VOR/ILS 1 also sends a data bus to the FDAU to record GPWS data.
- RA 1
- RA 2 When there is a mode 5 alert, the mode detector also
- FMC sends a discrete to the BELOW G/S P-INHIBIT lights and
- IRU 1 the TCAS computer. The TCAS discrete ensures that TCAS
- Mode control panel (MCP) does not give an alert while the GPWS is giving an
- GPW module. alert.

The mode detector uses RA 1. If RA 1 fails, the mode Mode 5 Backcourse Detector
detector uses RA 2.
The backcourse detector monitors the airplane track and
This is the data the GPWC uses to detect mode 5 alerts: selected runway heading. The detector uses FMC track.
If the FMC track fails, the detector uses IRU track.
- Glide slope deviation Selected runway heading comes from the MCP course
- Radio altitude selector. If the track and heading differ by less than
- FMC magnetic track (first priority) 90 degrees, the airplane is in a front-course approach
- Inertial magnetic track (second priority) and the mode 5 detector is armed. If the backcourse
34-46-CC-110 Rev 1 12/03/1998

- Selected (SEL) runway (RWY) heading detector determines that the airplane is in a
- Gear position. backcourse approach, mode 5 is off.

Mode 5 Detector Mode 5 Inhibit

The mode detector in the GPWC calculates excessive The pilot can inhibit mode 5 alerts anytime when mode 5
deviation below the glide slope on a front-course is armed (below 1000 feet and landing gear down). You

34-46-CC
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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 5 FUNCTIONAL DESCRIPTION
inhibit mode 5 by pushing either BELOW G/S P-INHIBIT
light. If mode 5 is inhibited, the airplane must climb
above 1000 feet radio altitude or the landing gear must
be cycled for mode 5 to arm again.

Envelope Modulation

The envelope modulation circuits determine position

from the FMC or IRU. When the circuits determine that a
mode 5 alert should not occur, the envelope modulation
circuits send a discrete to the mode 5 detector. For a
period of time, a mode 5 alert is inhibited. At other
locations, the envelope modulation circuits may modify
the conditions necessary to have a mode 5 alert.

BITE

The BITE circuits monitor all input signals to the

GPWC. If the BITE circuits determine that the GPWC
cannot detect a mode 5 alert, the circuits turn the
mode 5 detector off.

During the confidence test the BITE circuits turn on

the BELOW G/S P-INHIBIT lights.
34-46-CC-110 Rev 1 12/03/1998

34-46-CC
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 737-300/400/500 TRAINING MANUAL

GEAR POSITION
IRU ENVELOPE
MODULATION
GPW MODULE FMC

GLIDE
SLOPE
BITE
BELOW G/S
VHF NAV 1 P-INHIBIT a

POSITION GLIDE SLOPE

MAG TRACK LIGHTS

FMC

POSITION
MAG TRACK INPUT/
OUTPUT
IRU 1
TCAS COMPUTER
MODE 2
SEL RWY DETECTOR
HEADING SPEECH
PROM
MCP
REU
RADIO
ALTITUDE TRACK
BACKCOURSE
VALID SEL RWY DETECTOR 429
XMTR
34-46-CC-110 Rev 1 12/03/1998

HEADING
RA 1
FDAU
RADIO
ALTITUDE
VALID
RA 2
GPWC

GPWS - MODE 5 FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 6 DESCRIPTION
Purpose with a program pin. If the option is active, the status
shows when you check present status on the GPWC.
The GPWC mode 6 supplies automatic aural callouts when
the airplane descends through altitudes with the Mode 6 is armed when the airplane climbs through 1000
landing gear down. These are the options available for feet of radio altitude. Altitude callouts can only
mode 6: occur on descent. To reset mode 6, the airplane must
climb above the radio altitude where the first altitude
- Altitude callouts callout occurs.
- Minimums callout
- Approaching minimums callout
- Bank angle (roll alert) callout.

Altitude callouts can start at 2500 feet. At 2500 feet,

there is an option to give the aural "TWENTY FIVE
HUNDRED" or give the aural "RADIO ALTITUDE".

Description

The GPWC receives inputs from:

- RA 1
- RA 2
- GPW module
- GPWC program pins.

The GPWC uses this data to calculate mode 6 alerts:

34-46-CC-111 Rev 1 12/03/1998

- Radio altitude
- Landing gear position
- Program pin selection.

Mode 6 altitude callouts can be at a lower volume than

other GPWS alerts or warnings. You turn the option on

34-46-CC
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 737-300/400/500 TRAINING MANUAL

THESE ARE THE AVAILABLE

RADIO ALTITUDE CALLOUT
OPTIONS FOR MODE 6

2500 FEET TWENTY FIVE HUNDRED...OR... RADIO ALTITUDE

1000 FEET ONE THOUSAND

500 FEET FIVE HUNDRED

400 FEET FOUR HUNDRED
RADIO 300 FEET THREE HUNDRED
ALTITUDE 200 FEET TWO HUNDRED
100 FEET ONE HUNDRED
60 FEET SIXTY
50 FEET FIFTY
34-46-CC-111 Rev 1 12/03/1998

40 FEET FORTY
30 FEET THIRTY
20 FEET TWENTY
10 FEET TEN

GPWS - MODE 6 DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 7 DESCRIPTION
Purpose

Mode 7 gives warnings during takeoff or approach when

the altitude is less than 1500 feet. The GPWS gives
windshear warnings for a sudden, large airplane
vertical acceleration that moves down without a change
in airplane configuration.

Description

Windshear calculations are very complex. The windshear

detector monitors the configuration of the airplane
during approach and takeoff. If the detector determines
that the airplane is in a windshear, the detector gives
a warning.

To determine a windshear condition, the GPWS looks for

a vertical climb caused by the ground effect of the
windshear bouncing off the ground. A rapid descent
follows the climb when the airplane flies through the
windshear. At the first point of the descent, the GPWS
gives the warning.

The warning is the aural message of a siren followed by

WINDSHEAR WINDSHEAR WINDSHEAR. The message WINDSHEAR
also shows on the EADI.
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 737-300/400/500 TRAINING MANUAL

MICROBURST

WINDSHEAR

WINDSHEAR
WINDSHEAR
WINDSHEAR
34-46-CC-113 Rev 1 12/03/1998

GPWS - MODE 7 DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- MODE 7 FUNCTIONAL DESCRIPTION
Purpose - Normal ACC
- Vertical ACC
Mode 7 gives warnings during takeoff or approach when - Indicated angle of attack (AOA)
the altitude is less than 1500 feet. The GPWS gives - Corrected AOA
windshear warnings for a sudden, large airplane - Stick shaker AOA
vertical acceleration that moves down without a change - Flap angle
in airplane configuration. - True airspeed (TAS)
- Computed airspeed (CAS).
Description
Mode 7 Windshear Detector
These LRUs supply data for mode 7 operation:
The mode detector in the GPWC calculates when the
- RA 1 airplane is in a windshear condition.
- RA 2
- IRU 1 When there is a warning condition, the mode detector
- ADC 1 sends a discrete to the speech prom to make the aural
- Stall management system (SMS) 1 message WINDSHEAR WINDSHEAR WINDSHEAR and a siren sound
- SMS 2. come on. The aural message goes to the remote
electronics unit (REU) which sends it to the flight
The mode detector uses RA 1. If RA 1 fails, the mode compartment. The speech prom also sends a data bus to
detector uses RA 2. the FDAU to record GPWS data.

The windshear mode detector uses SMS 1. If SMS 1 fails, When there is a windshear warning condition, the mode
the mode detector uses SMS 2. detector also sends a discrete to the EFIS symbol
generators and the TCAS computer. The TCAS discrete
The GPWC uses this data to detect a windshear ensures that TCAS does not give an alert while the GPWS
34-46-CC-114 Rev 1 12/03/1998

condition: is giving an alert.

- Radio altitude
- Inertial vertical speed (SPD)
- Longitudinal acceleration (ACC)
- Body pitch rate
- Pitch and roll angle

34-46-CC
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 737-300/400/500 TRAINING MANUAL

CORRECTED AOA
SMS 1 STICK SHAKER AOA
FLAP POSITION
BITE

SMS 2 INPUT/
OUTPUT
TAS EFIS 1 AND 2
CAS

ADC 1
INERTIAL VERTICAL SPD
LONGITUDINAL ACC
BODY PITCH RATE TCAS COMPUTER
PITCH/ROLL MODE 7
NORMAL ACC DETECTOR
VERTICAL ACC SPEECH
IRU 1 PROM
RADIO
ALTITUDE REU
VALID
429
34-46-CC-114 Rev 1 12/03/1998

RA 1 XMTR
RADIO
ALTITUDE FDAU
VALID
RA 2
GPWC

GPWS - MODE 7 FUNCTIONAL DESCRIPTION

34-46-CC
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 737-300/400/500 TRAINING MANUAL
GPWS -- ENVELOPE MODULATION
Purpose

Some airports have unusual terrain clearances near

their runways that cause nuisance messages by the GPWS.
Envelope modulation changes the different alert and
warning areas to prevent these messages.

Description

The airports that need envelope modulation are in the

GPWC memory and identified by their latitude and
longitude. When the airplane is near one of these
airports, the GPWC looks at other airplane parameters
to make sure an envelope modulation condition exists.
The additional parameters are:

- Radio altitude
- Magnetic track
- Glide slope deviation
- Localizer deviation
- Selected runway heading
- Inertial altitude
- Barometric altitude.
34-46-CC-115 Rev 1 12/03/1998

34-46-CC
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 737-300/400/500 TRAINING MANUAL

MODE TYPE OF MODULATION PURPOSE OF MODULATION

PERMITS GREATER
1 INCREASES THE DESCENT RATE LIMIT DESCENT RATES WITHOUT
ALERTS OR WARNINGS

LOWERS THE ALERT/WARNING AREA LETS THE AIRPLANE FLY CLOSER

2 TO THE TERRAIN WITHOUT ALERTS
TOP RADIO ALTITUDE LIMITS OR WARNINGS

LOWERS THE MINIMUM TERRAIN

LOWERS THE ALERT/WARNING AREA
4 TOP RADIO ALTITUDE LIMITS CLEARANCE FOR AIRSPEEDS ABOVE
250KTS TO PREVENT ALERTS

- INCREASES THE ALERT AREA PERMITS MODE 5 ANNUNCIATIONS

5 TOP RADIO ALTITUDE LIMITS AT HIGHER ALTITUDES OR WITHOUT
- REMOVES GEAR DOWN REQUIREMENTS THE GEAR DOWN
34-46-CC-115 Rev 1 12/03/1998

GPWS - ENVELOPE MODULATION

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 737-300/400/500 TRAINING MANUAL
GPWS -- ENVELOPE MODULATION FUNCTIONAL DESCRIPTION
Purpose - Radio altitude
- Inertial altitude
The envelope modulation function modifies some GPWS - Barometric altitude
modes because of unique terrain features at some - FMC magnetic track
airports. Envelope modulation can modify modes 1, 2, 4, - IRU magnetic track
5, and 6. - Glide slope deviation
- Selected runway heading
Description - LOC deviation
- VOR/ILS frequency.
These LRUs supply data for envelope modulation
operation: The envelope modulation processor uses FMC track. If
the FMC fails, the processor uses IRU track. The
- RA 1 processor also uses inertial altitude. If the IRU
- RA 2 fails, the processor uses barometric altitude.
- IRU 1
- ADC 1
- FMC
- VHF navigation receiver
- Digital to analog adaptor (DAA)
- MCP.

The envelope modulation processor uses RA 1. If RA 1

fails, the processor uses RA 2.

The envelope modulation processor monitors the airplane

position using the FMC latitude and longitude. If the
34-46-CC-116 Rev 1 11/13/1998

FMC fails, the processor uses IRU position. The

envelope modulation processor also has all airports
that require modification in GPWC memory. The processor
uses this data to determine if the airplane is flying
in a manner that requires the processor to modify one
or more modes:

34-46-CC
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 737-300/400/500 TRAINING MANUAL

BARO
ALTITUDE MODE 1
DETECTOR
ADC 1

VOR/ILS
FREQUENCY

DAA
MODE 2
DETECTOR
GLIDE
SLOPE

VHF NAV 1

POSITION ENVELOPE
TRACK INPUT/ MODE 4
OUTPUT MODULATION DETECTOR
PROCESSOR
FMC

SELECTED
RUNWAY
HEADING
MCP MODE 5
DETECTOR
POSITION
TRACK
ALTITUDE
34-46-CC-116 Rev 1 11/13/1998

IRU 1
SPEECH
RADIO PROM
ALTITUDE MODE 6
VALID
RA 1 AND RA 2 GPWC
GPWS - ENVELOPE MODULATION FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
GPWS -- SCHEMATIC
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34-46-CC-121.001 Rev 1 11/13/1998

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 737-300/400/500 TRAINING MANUAL
GPWS -- SCHEMATIC
GPW Module Interfaces - VHF navigation receiver 1
- RA 1
The GPWC receives landing gear position from the - RA 2
landing gear lever. The gear discrete signal is wired - Stall management system (SMS) 1 and 2.
in parallel with the gear inhibit switch on the ground
proximity warning module. The gear inhibit switch The GPWC normally uses data from SMS 1. If there is a
simulates a landing gear down signal. The flap switches failure of SMS 1 input data, the GPWC will use the SMS
combine to give an open discrete when the flaps are 2 input data.
greater than 15 units. This is the landing
configuration. The flap switches combine to give a The GPWS also uses inputs from RA 1. If the RA input
ground discrete when the flaps are 15 units or less. fails, the GPWC uses the input data from RA 2.
The flap discrete signal goes to the GPW module. The
signal goes through the flap inhibit switch and to the Operation
GPWC. The flap inhibit switch can send an open discrete
to the GPWC that simulates a flap down condition. The input/output circuits receive all input signals.
The signals go from the input/output circuits to the
The INOP light on the ground proximity warning warning mode detectors. The mode detectors control the PULL UP
module comes on when the GPWC sends a discrete for a and BELOW G/S lights. The mode 7 detector controls the
GPWC fail condition. The BITE also determines if the WINDSHEAR message on the EFIS EADI.
inputs necessary for the modes of the GPWC are present.
If the inputs are not present or are failed, the BITE You can inhibit below glide slope alert by pushing the
turns on the INOP light. BELOW G/S P-INHIBIT switch. Mode 5 must be armed to be
inhibited.
Signal Interfaces
The GPWC BITE monitors the input signals and their
34-46-CC-121.001 Rev 1 11/13/1998

The GPWC receives data from these LRUs: condition. It also monitors the condition of the mode
detectors.
- IRU 1
- ADC 1 The speech prom gets warning and alert discretes from
- FMC the mode detectors. The speech prom prioritizes the
- DFCS mode control panel (MCP) inputs and sends audio messages to the REU. The speech
- DAA 1 prom also sends a data bus to the FDAU for any GPWS
- EFIS control panel (CP) warnings or alerts.

34-46-CC
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 737-300/400/500 TRAINING MANUAL
GPWS -- SCHEMATIC
Flight Compartment Test

You use the system test switch on the GPW module to

test the GPWC from the flight compartment. When you
push the test switch, a discrete goes to the GPWC test
logic. There are two types of tests. The confidence
test and the full vocabulary test. The two tests make
the GPWC do the same internal test. The difference
between the tests is the aural messages. The confidence
test does a short test and the full vocabulary test
does a long test. The tests make sure the GPWC inputs
and GPWC internal circuit condition are good. The test
does not tell you the cause of any failures. You must
do a test at the GPWC in the E/E compartment to
troubleshoot the system.

E/E Compartment Test

You use the present status/fault history test switch on

the GPWC to test the GPWS. When you move the test
switch to the present status position, the GPWC reports
configuration and status on the LCD display on the
front of the GPWC. When you move the test switch to the
flight history position, the GPWC reports any inflight
failures for the last ten flight legs on the LCD
34-46-CC-121.001 Rev 1 11/13/1998

display on the front of the GPWC.

34-46-CC
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 737-300/400/500 TRAINING MANUAL

IRU 1 MODES 1-4 PULL UP

ADC 1 TEST
FMC
MCP INPUT/ WINDSHEAR
OUTPUT EFIS
DAA TEST
GROUND PROXIMITY
EFIS CP
INOP
FLAP GEAR
VHF NAV 1
INHIBIT INHIBIT
SMS 1 TCAS
SYS TEST NORMAL NORMAL SMS 2
SMS 1
CONDITION MODE 5
GEAR RA 1 TEST
DOWN MD&T A
RA 2
RA 1
INHIBIT CONDITION RA <1000 FT
A
GEAR
UP NORMAL BELOW G/S
AIR/GND P-INHIBIT
GEAR INHIBIT SW RELAY
LANDING GEAR
LEVER INHIBIT PROGRAM
FLAP PINS
1 - 15 GPWC
LOGIC
NORMAL BITE
FLAP INHIBIT SW PRESENT FLIGHT
GPWC FAIL STATUS HISTORY
<1 OR INOP
34-46-CC-121.001 Rev 1 11/13/1998

WINDSHEAR
>15 INOP
<10 INOP LIGHT
TEST FDAU
5 SEC SPEECH
SEQUENCE
>10 PROM AUDIO
AMP REU
TEST
FLAP SW LOGIC INTERNAL CIRCUITS
S130 S138 SYS TEST
GPW MODULE GPWC
GPWS - SCHEMATIC

34-46-CC
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 737-300/400/500 TRAINING MANUAL
GPWS -- PROGRAM PINS
General

The GPWS receives program pin inputs that determine how

the GPWC operates. A few program pin inputs are always
connected to ground. Most program pin inputs are
options.

These are the program pins that are always connected:

- Dual RA - the GPWC connects to both radio

altimeters
- Airplane select - these pins select a -300, -400 or
-500 737 airplane
- Program voice menu - these pins select the words
used in the GPWC alerts and warnings
- FMC enable - the GPWC uses inputs from the FMC
- Alt lamp format - the PULL UP lights come on for
mode 1-4 alerts and warnings.

These are the program pins that select options:

- Callout enable - allows the GPWC to have altitude

callouts
- Altitude callout selection - selects the altitude
callouts
- Mode 6 volume - selects altitude callouts at
34-46-CC-122 Rev 1 12/03/1998

normal volume or low volume

- Windshear caution disable - turns off the
windshear caution function.

34-46-CC
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 737-300/400/500 TRAINING MANUAL

ENVELOPE MOD DISABLE

DUAL RA
AIRPLANE SELECT
CALLOUT SELECT 1
CALLOUT SELECT 2
CALLOUT SELECT 3 ALTITUDE
CALLOUT SELECT 4 CALLOUT
CALLOUT SELECT 5 SELECTION
CALLOUT SELECT 6
CALLOUT SELECT 7
CALLOUT ENABLE
SMART CALLOUT ENABLE
FMC ENABLE

PROGRAM VOICE MENU

MODE 6 VOLUME

WINDSHEAR CAUTION DISABLE

34-46-CC-122 Rev 1 12/03/1998

ALT LAMP FORMAT

GPWC

GPWS - PROGRAM PINS

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 737-300/400/500 TRAINING MANUAL
GPWS -- FLIGHT COMPARTMENT TEST
Test However, the full vocabulary test also gives all of the
aural messages that the GPWC is programmed to give
You use the test switch on the ground proximity warning after the short confidence test.
module to start a confidence test of the GPWS. There
are two tests. A GPWS short confidence test and full Fault Indications
vocabulary test. The aircrew use these two tests before
flight. For maintenance, check the GPWS at the computer The short confidence test will indicate failures. The
in the E/E compartment. full vocabulary test will not indicate GPWS status. The
confidence test shows failures in these three parts:
Short Confidence Test
- GLIDE SLOPE not announced - failure with mode 5
Momentarily push the test switch on the GPW module to detector or inputs for mode 5
start the test. The test gives the short vocabulary - WHOOP WHOOP PULL UP not announced - failure with
test. This is the sequence for this test: modes 1 - 4 detector or inputs for those modes
- Windshear not announced - failure with mode 7
- The BELOW G/S P-INHIBIT lights come on. The INOP detector or inputs for mode 7.
light on the GPWS control panel comes on. The GPWC
gives the aural message GLIDE SLOPE. Training Information Point
- The BELOW G/S P-INHIBIT lights go off. The INOP
light remains on. The PULL UP lights come on. The If there is a failure in the GPWS, the full vocabulary
GPWC gives the aural sound of a siren and the aural test will still announce all of the callouts.
message WHOOP WHOOP PULL UP.
- The PULL UP lights go off. The INOP light remains
on. The WINDSHEAR message comes on the EADIs. The
GPWC gives the aural sound of a siren and the aural
messages WINDSHEAR WINDSHEAR WINDSHEAR.
34-46-CC-125 Rev 1 12/03/1998

Full Vocabulary Test

Push and hold the test switch on the GPW module until
the first aural message starts after the short test to
do a full vocabulary test. The full vocabulary test
does the same test as the short confidence test.

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 737-300/400/500 TRAINING MANUAL

GROUND PROXIMITY
INOP FLAP GEAR
a
INHIBIT INHIBIT

SYS TEST NORMAL NORMAL

INOP INOP INOP

a a a

BELOW G/S WINDSHEAR

P-INHIBIT PULL UP
a r EADI
34-46-CC-125 Rev 1 12/03/1998

AURAL MESSAGE: AURAL MESSAGE: AURAL MESSAGE:

GLIDESLOPE WHOOP WHOOP PULL UP WINDSHEAR,
WINDSHEAR,
WINDSHEAR

GPWS - FLIGHT COMPARTMENT TEST

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 737-300/400/500 TRAINING MANUAL
GPWS -- GPWC PRESENT STATUS INDICATION
THIS PAGE INTENTIONALLY LEFT BLANK
34-46-CC-126 Rev 1 11/13/1998

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 737-300/400/500 TRAINING MANUAL
GPWS -- GPWC PRESENT STATUS INDICATION
General Configuration messages are standard and optional. These
are the configuration messages:
The present status position of the STATUS/HISTORY
toggle switch shows real time faults in the GPWS. The - AIRCRAFT TYPE 737-XXX - standard, where XXX is
graphic shows the present status messages. 300, 400 or 500
- DUAL RADIO ALTIMETER SELECTED - standard
Description - BASIC - standard - indicates that the radio
altitude and glide slope inputs are analog
To start a present status indication, position the - MODE 6 LOW VOLUME SELECTED - optional - the
STATUS/HISTORY switch on the front of the GPWC to the altitude callout are 6 db lower than normal
STATUS position. The test starts with an all segment - ALT LAMP FORMAT SELECTED - standard - the PULL UP
test of the LED display. The test is in four parts. lights come on for all alerts and warnings except
These are the parts of the STATUS test: for modes 5, 6 and 7
- IRS ATTITUDE MODE SELECTED - IRU 1 in attitude mode
- Configuration - FMC SELECTED - standard
- System status - ENVELOPE MODULATION DISABLED - optional - the
- Software/data base versions envelope modulation function is not used.
- Maintenance data.
System Status
Configuration
The next message is the system status. If there are no
The first message that can show after the display test faults the message SYSTEM OK shows. If there are faults
is *** INFLIGHT FAILURE SEE FAULT HISTORY ***. This the faults messages show followed by a hexadecimal
indicates that there is a latching fault in the GPWC. code. The code shows how the fault is reported.
There is one latching fault: CONFIG CHANGED IN AIR
INVALID. This fault means that the program pins for the Software/Data Base Versions
34-46-CC-126 Rev 1 11/13/1998

GPWS changed while the airplane was in the air. (The

operation of the GPWS changes only on the ground.) The next messages are the GPWS software version number
and the envelope modulation version number. If envelope
You can see any latching fault in fault history. By modulation is not active, the version number does not
checking fault history, you remove the inflight failure show.
message in present status. You also unlatch the INOP
light by checking fault history.

34-46-CC
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 737-300/400/500 TRAINING MANUAL
GPWS -- GPWC PRESENT STATUS INDICATION
Maintenance Data

The next messages are three lines of hexadecimal code.

The lines follow this format:

- The number of the line 1, 2, or 3

- An asterisk *
- Five hexadecimal numbers - each number represents
4 inputs to the GPWC
- An asterisk *.

Each line stays on the display for 30 seconds. You use

the maintenance data to monitor inputs to the GPWC and
to do heavy maintenance checks. When you do maintenance
checks, you do not need any other test equipment.

GPWC Display

To cancel any part of the test message, push the

STATUS/HISTORY switch to the PRESENT STATUS or FLIGHT
HISTORY position two times. The BITE goes to the next
part.

To stop the test message, push and hold the

STATUS/HISTORY switch in the PRESENT STATUS or FLIGHT
HISTORY position. The indication holds in the display
34-46-CC-126 Rev 1 11/13/1998

window for 10 seconds before the GPWC continues. The

maintenance messages hold for 2 minutes.

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 737-300/400/500 TRAINING MANUAL

START:

MOMENTARILY PUSH STATUS/HISTORY SWITCH

TO THE PRESENT STATUS POSITION
MESSAGES:

LED DISPLAY
TEST
DISPLAY WINDOW
IN TEST
STATUS/HISTORY
*** IN FLIGHT FAILURE
SEE FLIGHT HISTORY*** PRESENT FLIGHT
AIRCRAFT TYPE 737-XXX STATUS HISTORY

DUAL RADIO ALTIMETER SELECTED

BASIC STATUS/HISTORY
MODE 6 LOW VOLUME SELECTED SWITCH
CONFIGURATION ALT LAMP FORMAT SELECTED
IRS ATTITUDE MODE SELECTED GROUND PROXIMITY WARNING COMPUTER
FMC SELECTED
ENVELOPE MODULATION DISABLED
STATUS SYSTEM OK 1

SOFTWARE/DATA SOFTWARE VERSION IS XXX, XX-XXX-XX

BASE VERSION DATABASE VERSION IS XXX, XX-XXX-XX

1*XXXXX*
34-46-CC-126 Rev 1 11/13/1998

MAINTENANCE
DATA 2*XXXXX*
3*XXXXX*
1 IF THERE ARE FAULTS, THE SYSTEM
OK INDICATION DOES NOT SHOW, AND
END TEST A LIST OF FAILURES SHOWS.

GPWS - GPWC PRESENT STATUS INDICATION

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 737-300/400/500 TRAINING MANUAL
GPWS -- GPWC FLIGHT HISTORY INDICATION
Purpose

The flight history function shows faults in memory. The

fault memory stores GPWC input faults and GPWC internal
faults that occur during the last ten flight legs.

Description

To start the flight history indications, push the

STATUS/HISTORY switch on the GPWC front panel to the
FLIGHT HISTORY position.

The sequence begins with the display FAULT HISTORY

which moves across the display window from right to
left. Next, the display shows all the faults that are
in the GPWC memory with the flight leg number. At the
end of the indications, END TEST flashes once.

To hold any part of the indication as it passes through

the display window, momentarily push the STATUS/HISTORY
switch to the PRESENT STATUS or FLIGHT HISTORY
position. The display shows for 10 seconds before the
GPWC continues with the remaining indications.

To cancel the indication, push the STATUS/HISTORY

switch two times to the PRESENT STATUS or FLIGHT
34-46-CC-127 Rev 1 11/13/1998

HISTORY position. The BITE does not show the remaining

flight history indications and shows CANCEL.

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 737-300/400/500 TRAINING MANUAL

DISPLAY WINDOW
STATUS/HISTORY

PRESENT FLIGHT
STATUS HISTORY

STATUS/HISTORY
SWITCH
GROUND PROXIMITY WARNING COMPUTER

INITIATION: MOMENTARILY PUSH STATUS/HISTORY SWITCH TO THE FLIGHT HISTORY POSITION

INDICATIONS: PREVIOUS TEN FLIGHTS GPWS OK

IF THE GPWC RECORDS FAULTS DURING THE LAST TEN FLIGHTS,

THE READOUT WILL SHOW THE FAULTS. EXAMPLE:
34-46-CC-127 Rev 1 11/13/1998

FAULT HISTORY *** AIR DATA INACTIVE FLIGHTS 2, 4, 5

RADIO ALTITUDE INVALID FLIGHT 1

END TEST 1

1 THIS LINE FLASHES ON, THEN OFF

GPWS - GPWC FLIGHT HISTORY INDICATION

34-46-CC
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 737-300/400/500 TRAINING MANUAL
STANDBY INSTRUMENTS -- INTRODUCTION
General

The air data instruments supply standby indications of

airplane altitude and indicated airspeed (IAS).

Abbreviations and Acronyms

alt - altitude
ALTM - altimeter
ASI - airspeed indicator
BARO - barometric
G/T - gear train
IAS - indicated airspeed
IN HG - inches of mercury
MB - millibars
STBY - standby
VIBR - vibrator
34-13-CC-001 Rev 1 01/16/1999

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 737-300/400/500 TRAINING MANUAL

PITOT PRESSURE

20,000 FT

EET F
100
9 0 1
3 6 000 2 10,000 FT
7 3 STATIC
MB ALT IN HG
6 4 PRESSURE
1013 5 2992

250 300 5,000 FT

KNOTS
BARO IAS
34-13-CC-001 Rev 1 04/04/2000

STANDBY INSTRUMENTS - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
STANDBY INSTRUMENTS -- GENERAL DESCRIPTION
General

The standby altimeter/airspeed indicator is two flight

instruments in one component.

One part of the instrument is a pneumatic altimeter. It

gets static air pressure from the alternate static
ports and shows barometric altitude.

The second part of the instrument is a pneumatic

airspeed indicator. This indicator gets pitot air
pressure from the lower left pitot static probe and
static air pressure from the alternate static ports to
show the indicated airspeed.
34-13-CC-002 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL

R ALTERNATE
STATIC PORT
9 0 1
3 6 000 2
7 ALT 3
MB 6 4 IN HG
1013 5 2992

250 300
AUXILIARY PITOT PRESSURE
BARO IAS KNOTS
L ALTERNATE
STATIC PORT

STANDBY ALTIMETER/
AIRSPEED INDICATOR
LOWER PITOT
34-13-CC-002 Rev 1 03/31/2000

STATIC PROBE

STANDBY INSTRUMENTS - GENERAL DESCRIPTION

34-13-CC
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 737-300/400/500 TRAINING MANUAL
STANDBY INSTRUMENTS -- COMPONENT LOCATION
General

The standby altimeter/airspeed indicator is in the

flight compartment on P1 CAPTAIN INSTRUMENT PANEL.

The metric altimeter is in the flight compartment on P1

CAPTAIN INSTRUMENT PANEL.
34-13-CC-003 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL
34-13-CC-003 Rev 1 04/04/2000

P1 CAPTAIN INSTRUMENT PANEL

- STANDBY ALTITUDE/
AIRSPEED INDICATOR

STANDBY INSTRUMENTS - COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
STANDBY INSTRUMENTS -- INTERFACE
Power

The vibrator in the standby altimeter/airspeed

indicator gets 28v dc from the dc standby bus, through
the STBY ALTM/ASI VIBR circuit breaker.

The indicator gets 5v ac for the internal instrument

lights from the master dim and test circuit.

Pitot-Static Interface

The alternate pitot static probe sends pitot pressure

to the standby altimeter/airspeed indicator. The
alternate static ports send static pressure to the
indicator.
34-13-CC-004 Rev 1 03/12/1999

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 737-300/400/500 TRAINING MANUAL

28V DC
STBY BUS VIBRATOR
STBY ALTM/ POWER
ASI VIBR

P18 CIRCUIT BREAKER 5V AC FROM INSTRUMENT

PANEL MASTER DIM LIGHTS
AND TEST

ALTERNATE PITOT PITOT

STATIC PROBE PRESSURE

ALTERNATE STATIC STATIC

PORTS PRESSURE
34-13-CC-004 Rev 1 04/04/2000

STANDBY ALTIMETER/
AIRSPEED INDICATOR

STANDBY INSTRUMENTS - INTERFACE

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 737-300/400/500 TRAINING MANUAL
STANDBY INSTRUMENTS -- STANDBY ALTIMETER/AIRSPEED INDICATOR
General

The standby altimeter/airspeed indicator shows

barometric altitude and indicated airspeed.

Operation

The digital altitude display shows barometric altitude

from -1000 to 50000 feet in thousands of feet. The
altitude dial and pointer show altitude in 20 foot
increments. One turn of the pointer is equal to 1000
feet.

Barometric pressure reference in inches of mercury (in

hg) and millibars (mb) shows on the indicator. Rotate
the barometric reference control knob to set the
barometric pressure reference. It is adjustable from
745 to 1049.5 mb and from 22.00 to 30.99 in hg.

The zero adjust screw lets you adjust the altitude

without changing the barometric reference settings.

The digital airspeed display shows airspeeds from 60 to

450 knots. A drum, graduated in knots, shows the
indicated airspeed.
34-13-CC-005 Rev 1 01/20/1999

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 737-300/400/500 TRAINING MANUAL

DIGITAL ALTITUDE
DISPLAY
9 0 1
ZERO ADJUST
ALTITUDE DIAL SCREW

3 6 000 2
ALTITUDE POINTER
7 ALT
3
MB 6 4 IN HG
BAROMETRIC
BAROMETRIC
1013 5 2992 REFERENCE DISPLAY
REFERENCE DISPLAY (INCHES OF MERCURY)
(MILLIBARS)
DIGITAL AIRSPEED
250 300 DISPLAY

BAROMETRIC BARO
IAS KNOTS
REFERENCE CONTROL
34-13-CC-005 Rev 1 01/20/1999

STANDBY INSTRUMENTS - STANDBY ALTIMETER/AIRSPEED INDICATOR

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 737-300/400/500 TRAINING MANUAL
STANDBY INSTRUMENTS -- FUNCTIONAL DESCRIPTION
General

The standby altimeter/airspeed indicator consists of

these two pneumatic instruments:

- Standby altimeter
- Standby airspeed indicator.

Standby Altimeter

A vibrator is on the instrument frame to reduce

friction errors in the mechanical linkage and to
improve indicator response. The vibrator receives 28
volts dc power.

The standby altimeter gets static pressure. The

pressure sensor moves in response to the static
pressure change. The sensor drives the altitude gear
train which connects mechanically to the altitude
counter and pointer.

Rotating the BARO set knob on the front panel corrects

for local changes in barometric pressure.

Standby Airspeed Indicator

34-13-CC-008 Rev 1 01/20/1999

The indicator mechanism has two pressure ports. One

port is for static pressure and the other port is for
pitot pressure. The pressure sensor expands and
contracts with changes in the pitot-static pressure.
The movement is transmitted to a counter to indicate
airspeed.

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 737-300/400/500 TRAINING MANUAL

28V DC OSCILLATOR VIBRATOR

9 0 1
3 6 000 2

7 3
MB ALT IN HG
6 5 4
1013 2992

250 300
KNOTS
BARO IAS

G
STATIC PRESSURE T

PRESSURE
SENSOR

PITOT PRESSURE G
T
34-13-CC-008 Rev 1 01/20/1999

PRESSURE
SENSOR

STANDBY ALTIMETER/AIRSPEED INDICATOR

STANDBY INSTRUMENTS - FUNCTIONAL DESCRIPTION

34-13-CC
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 737-300/400/500 TRAINING MANUAL
STANDBY ATTITUDE REFERENCE SYSTEM -- GENERAL DESCRIPTION
General

The standby attitude reference system is an alternate

source of airplane pitch and roll attitude information.

The standby attitude reference system also shows

instrument landing system (ILS) localizer and glide
slope deviation. The ILS data is from VOR/ILS receiver
1.

The failure flags on the standby attitude indicator

tell the flight crew if there is a receiver or
indicator failure.
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 737-300/400/500 TRAINING MANUAL

G
/
S 10

VOR/ILS RECEIVER 1
10
20

ILS C
LO
OFF
ILS B/CRS
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STANDBY ATTITUDE INDICATOR

STANDBY ATTITUDE REFERENCE SYSTEM - GENERAL DESCRIPTION

34-24-CC
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 737-300/400/500 TRAINING MANUAL
STANDBY ATTITUDE REFERENCE SYSTEM -- COMPONENT LOCATION
General

The standby attitude indicator is on the P1 captain

instrument panel.
34-24-CC-003 Rev 1 05/17/1999

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 737-300/400/500 TRAINING MANUAL
34-24-CC-003 Rev 1 05/17/1999

P1 CAPTAIN INSTRUMENT PANEL

- STANDBY ATTITUDE
INDICATOR

STANDBY ATTITUDE REFERENCE SYSTEM - COMPONENT LOCATION

34-24-CC
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 737-300/400/500 TRAINING MANUAL
STANDBY ATTITUDE REFERENCE SYSTEM -- STANDBY ATTITUDE INDICATOR
General Indications

The standby attitude indicator has a gyro-stabilized The normal ILS indications are the glide slope and
ball that shows horizon position. A roll scale is on localizer deviation pointers in view and the LOC flag
the top of the indicator case. The roll indication and G/S flag out of view.
shows with marks at 0, 10, 20, 30, 45, and 60 degrees.
When the ILS data is no computed data (NCD), the
A pitch scale is on the face of the attitude ball. The related deviation pointer goes out of view.
pitch angle shows with marks at five degree increments.
Numerals show at each ten degree increment. The fixed If the VOR/ILS receiver is tuned to an ILS frequency
airplane symbol is on the case of the indicator and and the receiver is NCD or failed, the deviation
does not move. pointers go out of view and you see the failure flag.

Control When you select B/CRS, the localizer deviation pointer

reverses polarity. The glide slope deviation pointer is
The standby attitude indicator gyro aligns to vertical not in view during B/CRS approaches.
in one of these two ways:
Training Information Point
- In the automatic mode, application of power causes
the gyro to align to vertical at a rate of three It is necessary to remove power from the standby
degrees per minute attitude indicator nine minutes before you remove the
- In the manual mode, let the gyro spin for thirty indicator. This will give the gyro time to stop
seconds. After thirty seconds, pull the cage spinning.
control. This aligns the gyro to vertical and
makes the attitude ball stable at zero degrees
pitch and roll.
34-24-CC-005 Rev 1 05/17/1999

The mode selector has these positions:

- OFF - no ILS data on indicator

- APP - ILS localizer and glide slope data shows
- B/CRS - back course ILS localizer data shows.

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 737-300/400/500 TRAINING MANUAL

ROLL SCALE ROLL POINTER

GLIDE SLOPE
DEVIATION
POINTER
GYRO FLAG
GLIDE SLOPE
FLAG

FIXED
AIRPLANE G LOCALIZER
SYMBOL /
S 10 DEVIATION
POINTER

ATTITUDE BALL 10
20 LOCALIZER FLAG
PITCH SCALE
ILS C
LO
OFF
CAGE CONTROL
ILS B/CRS
34-24-CC-005 Rev 1 05/17/1999

MODE SELECTOR

STANDBY ATTITUDE REFERENCE SYSTEM - STANDBY ATTITUDE INDICATOR

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 737-300/400/500 TRAINING MANUAL
STANDBY ATTITUDE REFERENCE SYSTEM -- FUNCTIONAL DESCRIPTION
General When you select the OFF mode or when there is an NCD or
incorrect data condition, the deviation pointers do not
The standby attitude indicator uses a gyro-stabilized show.
attitude ball to show airplane attitude.
When you select the ILS mode and the ILS data is
The gyro starts to operate when you apply power. The correct, the localizer and glideslope deviation
gyro normally aligns to vertical at a rate of three pointers show ILS deviation.
degrees per minute. You can pull the cage control to
align the gyro to vertical in a few seconds. When you select the B/CRS mode, the localizer deviation
pointer signal reverses and the glideslope deviation
The standby attitude indicator uses inputs from VHF pointer does not show.
navigation receiver 1 to supply glide slope and
localizer displays. ILS Failure Flags

Power The ILS failure flags are normally out of view. When
ILS data is incorrect, the G/S flag, the LOC flag, or
The static inverter/power supply receives 28v dc from both flags show.
the battery bus. The inverter gives 115v ac to the gyro
motor. A gyro current monitor circuit causes the gyro
flag to come into view when gyro power is not there or
is incorrect. The power supply gives dc voltages for
circuit functions.

ILS Operation

ILS deviation data goes to the ARINC 429 receiver. The

34-24-CC-006 Rev 1 05/17/1999

ARINC 429 receiver sends the data to the logic and

drive circuits. These circuits control the localizer
deviation pointer and failure flag and the glideslope
deviation pointer and failure flag.

An ILS mode select discrete and the mode selector

position sets the ILS mode and validity.

34-24-CC
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 737-300/400/500 TRAINING MANUAL

28V DC
BAT BUS
STBY HRZN

P18 CIRCUIT MONITOR

BREAKER PANEL

DC G
/
STATIC INVERTER/ S 10
POWER SUPPLY
10
20

ILS C
LO
OFF
ILS B/CRS

GLIDE SLOPE
SUPER FLAG
VOR/ILS
SUPER FLAG
LOGIC
LOCALIZER AND
DEVIATION DRIVE
GLIDE SLOPE CIRCUITS
DEVIATION OFF
VHF NAV ILS 28V DC ILS DC
RECEIVER
34-24-CC-006 Rev 1 05/17/1999

B/CRS

STANDBY ATTITUDE INDICATOR (P2)

STANDBY ATTITUDE REFERENCE SYSTEM - FUNCTIONAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
STANDBY ATTITUDE REFERENCE SYSTEM -- ILS SELF-TEST
General Test Pass - Up/Left Test

There are no special tests for the standby attitude During an up/left test these are the displays until the
reference system. You do a check of the localizer and test times out or you release the test switch:
glide slope displays with a VOR/ILS receiver 1 self-
test. - LOC flag out of view
- G/S flag out of view
To start the self-test, select ILS on the standby - Localizer pointer shows one dot left deviation
horizon indicator. Select an ILS frequency on the VHF - Glide slope pointer shows one dot up deviation.
navigation control panel. Move the test switch on the
VHF navigation control panel to UP/LT or DN/RT. Test Pass - Down/Right Test

This is the display sequence that shows on the standby During a down/right test these are the displays until
attitude indicator during the ILS self test: the test times out or you release the test switch:

- Invalid data - LOC flag out of view

- Test Data - up/left or down right - G/S flag out of view
- After 27 seconds, Invalid data - Localizer pointer shows one dot right deviation
- Glide slope pointer shows one dot down deviation.
Invalid Data Display

Invalid data is the first display in the self-test

sequence. It shows on the standby attitude indicator
for three seconds. Invalid data causes these
indications:
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- LOC flag in view

- G/S flag in view
- Deviation pointers do not show.

34-24-CC
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 737-300/400/500 TRAINING MANUAL

ILS
OFF
ILS B/CRS

ILS
OFF
UP/LEFT TEST
ILS B/CRS

INVALID DATA DISPLAY

ILS
OFF
ILS B/CRS

INVALID DATA DISPLAY

ILS
OFF
ILS B/CRS
34-24-CC-007 Rev 1 05/17/1999

DOWN/RIGHT TEST
UNTIL THE TEST
0-3 SECONDS 3-24 SECONDS
SWITCH IS RELEASED

START TEST END TEST

STANDBY ATTITUDE REFERENCE SYSTEM - ILS SELF-TEST

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 737-300/400/500 TRAINING MANUAL
RADIO DISTANCE DIRECTION MAGNETIC INDICATOR -- INTRODUCTION
General stby - standby
typ - typical
The radio distance direction magnetic indicator (RDDMI) v - volts
shows this information:
VHF - very high frequency
- ADF bearing when the switch is in the ADF position VOR - VHF omnidirectional range
- VOR bearing when the switch is in the VOR position xfr - transfer
- DME distance
- Magnetic heading.

Abbreviations and Acronyms

ac - alternating current
ADF - automatic direction finder
ARINC - Aeronautical Radio incorporated
BRG - bearing
cm - centimeter
DAA - digital to analog adapter
DME - distance measuring equipment
elex - electronics
hdg - heading
IFSAU - integrated flight systems accessory unit
IRS - inertial reference system
IRU - inertial reference unit
34-15-CC-001 Rev 1 12/03/1998

kg - kilogram
L - left
nav - navigation
pwr - power
R - right
RDDMI - radio distance direction magnetic
indicator

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 737-300/400/500 TRAINING MANUAL

1 2 5 0 1 5 5 8
DME-1 DME-2
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RADIO DISTANCE DIRECTION MAGNETIC INDICATOR - INTRODUCTION

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 737-300/400/500 TRAINING MANUAL
RDDMI -- GENERAL DESCRIPTION
General

There are two RDDMIs in the airplane. One RDDMI is for

the captain and one is for the first officer.

The RDDMI shows heading from the IRS. The heading data
goes on a digital data bus to the digital to analog
adapter (DAA). The DAA changes the heading data to an
analog signal and sends it to the RDDMI. The heading
data sets the compass card to the magnetic heading of
the airplane.

The RDDMI also shows this data:

- ADF bearing information

- VOR bearing information
- DME distance.

The VOR bearings go through the integrated flight

systems accessory unit (IFSAU). A relay in the IFSAU
stops the bearing signal to the RDDMI if the DME is in
the agility mode.

The RDDMI sends magnetic heading to its onside VHF

navigation receiver.
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 737-300/400/500 TRAINING MANUAL

1 2 5 0 1 5 5 8
DME 1 AND 2
DME-1 DME-2

IRU DAA

IFSAU
VOR/ILS
RECEIVER
1 AND 2
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ADF 1 AND 2
RDDMI

RDDMI - GENERAL DESCRIPTION

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 737-300/400/500 TRAINING MANUAL
RDDMI -- COMPONENT LOCATION
General

The RDDMIs are in the flight compartment on the P1 and

P3 instrument panels.
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 737-300/400/500 TRAINING MANUAL

P1 CAPT INSTRUMENT PANEL P3 F/O INSTRUMENT PANEL

- RDDMI - RDDMI
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RDDMI - COMPONENT LOCATION

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 737-300/400/500 TRAINING MANUAL
RDDMI -- INTERFACE
Power To see the VOR bearing, push the switch on the bottom
of the RDDMI until VOR shows by the arrow symbol.
RDDMI 1 receives 115v ac from the 115v ac standby
(STBY) power (PWR). RDDMI 2 receives 115v ac from the ADF Bearing
115v ac electronics (ELEX) power 2.
The RDDMIs receive analog bearing data from the ADF
Heading Input receiver. To see the ADF bearing, push the switch on
the bottom of the RDDMI until ADF shows by the arrow
RDDMI 1 usually receives heading (HDG) data from DAA 1. symbol.
If the IRS transfer relay 1 is in the BOTH ON R
position, RDDMI 1 receives heading data from DAA 2.
RDDMI 2 normally receives heading data from DAA 2. If
the IRS transfer relay 2 is in the BOTH ON L position,
RDDMI 2 receives heading data from DAA 1.

RDDMI 1 sends analog heading data to VHF navigation

unit 1. RDDMI 2 sends analog heading data to VHF
navigation unit 2. The VHF navigation unit uses the
bearing data to set the position of the bearing
pointers.

DME Distance

Both RDDMIs receive analog distance (DIST) data from

the DME transceivers.
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VOR Bearing

The RDDMIs receive analog bearing (BRG) data from the

VOR receivers through relays in the IFSAU. If the DME
system goes to the agility mode, the relays in the
IFSAU stop sending the bearing data.

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 737-300/400/500 TRAINING MANUAL
115V AC
STBY PWR
CAPT RDDMI
VOR 1 BRG
P18 CB PANEL VOR 2 BRG
NORM VHF NAV IFSAU
PRI 1 AND 2
HDG HDG
IRU 1
HDG HDG
VALID HDG VALID
ALT VHF NAV 1
HDG ADF 1 BRG
BOTH ADF 2 BRG
HDG ON R
VALID ADF 1 AND 2
DAA 1 IRS XFR DME 1 DIST
RELAY 1 DME 2 DIST
DME 1 AND 2 CAPT RDDMI

ADF 1 BRG
ADF 2 BRG
ADF 1 AND 2
ALT
HDG DME 1 DIST
BOTH DME 2 DIST
IRU 2 ON L
HDG
VALID DME 1 AND 2
PRI HDG
HDG
HDG
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HDG HDG VALID VHF NAV 2

VALID
NORM VOR 1 BRG
DAA 2 VOR 2 BRG
IRS XFR
115V AC RELAY 2 VHF NAV IFSAU
ELEX PWR-2 1 AND 2
F/O RDDMI
P6 CB PANEL F/O RDDMI
RDDMI - INTERFACE

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 737-300/400/500 TRAINING MANUAL
RDDMI -- RADIO DISTANCE DIRECTION MAGNETIC INDICATOR
Purpose RDDMI Flags

The RDDMI) shows this information: The RDDMI has these flags:

- Heading - Heading flag - shows when heading input fails from

- Bearing the IRU or the DAA or when the heading ciruits fail
- DME distance. in the RDDMI.
- Bearing pointer 1 warning flag for ADF - shows when
Controls ADF 1 power input is not present.
- Bearing pointer 2 warning flag for ADF - shows when
The RDDMI has two controls. They are the ADF/VOR 1, and ADF 2 power input is not present.
ADF/VOR 2 bearing pointer selectors. Push the selector - Bearing pointer 1 warning flag for VOR - shows when
to select ADF or VOR bearing inputs to control the VOR 1 bearing input fails or is NCD or when the DME
position of bearing pointer 1 or 2. is in the agility mode.
- Bearing pointer 2 warning flag for VOR - shows when
Indicators VOR 2 bearing input fails or is NCD or when the DME
is in the agility mode.
The RDDMI has these indications: - DME readout has dashes - show when the DME is NCD
or is in the agility mode.
- Lubber line - a fixed heading reference - DME readout covered by flag - shows when the DME
- Compass card - shows IRS heading with reference to fails.
the lubber line
- Bearing pointers source indication - shows ADF or
VOR as source for a bearing pointer
- Bearing pointers (2) - shows ADF or VOR bearing
relative to the compass card.
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DME Indications

The RDDMI shows DME 1 and DME 2 distance.

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 737-300/400/500 TRAINING MANUAL

LUBBER LINE

DME 1 READOUT
AND FAIL FLAG DME 2 READOUT
AND FAIL FLAG
DME-1 DME-2 HEADING FLAG
COMPASS CARD
BEARING POINTER 1
WARNING FLAG BEARING POINTER 2
WARNING FLAG
BEARING POINTER 1 BEARING POINTER 2

ADF/VOR 1 POINTER
SOURCE INDICATION ADF/VOR 2 POINTER
SOURCE INDICATION
ADF/VOR 1 BEARING
POINTER SELECTOR ADF/VOR 2 BEARING
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POINTER SELECTOR

RDDMI - RADIO DISTANCE DIRECTION MAGNETIC INDICATOR

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 737-300/400/500 TRAINING MANUAL
RDDMI -- FUNCTIONAL DESCRIPTION
Heading Input ADF Bearing

The RDDMIs receive heading in an analog, three-wire The RDDMIs receive analog, three wire bearing data from
format from the DAA. The RDDMIs also receive the the ADF receivers. The RDDMIs also receive the ADF ON
heading valid discrete from the DAA. The DAA outputs go discretes from the ADF receivers. The RDDMIs use the
through the IRS transfer (XFR) relay. The IRU sends bearing data to set the position of the bearing
heading to the DAA on an ARINC 429 data bus. The pointers. The RDDMIs use the ON discretes to control
heading data sets a synchro receiver to the magnetic the warning flags.
heading. The synchro receiver mechanically sets the
compass card and a bootstrap servo.

The bootstrap servo sends magnetic heading to the on-

side VHF navigation receiver in an analog, three-wire
format.

DME Distance

The RDDMIs receive analog distance data from the DME

transceivers. The RDDMIs show the data on the DME
distance display.

VOR Bearing

The RDDMIs receive analog, three-wire bearing data from

the VOR receivers. The RDDMIs also receive the VOR
super flag from the VOR receivers. The bearing data and
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super flag go through the IFSAU. The VOR super flag

controls the warning flag on the RDDMI.

If a DME is in the agility mode, the IFSAU does not send

the VOR bearing signal and super flag to the RDDMI.

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 737-300/400/500 TRAINING MANUAL

115V AC POWER
SUPPLY
DME 2 VALID DME
FLAG
1 2 5 0 1 5 5 8
DME-1 DME-2
6 DATA INDICATOR
DME 2
DECODER DRIVERS
6 DATA INDICATOR
DME 1 DRIVERS
DECODER

DME 1 VALID DME

FLAG

DAA 1 HEADING HEADING

VALID FLAG
3 SERVO
DAA 2 HEADING
DRIVE
IRS XFR
RELAY
AGILITY 3 VOR
VOR 1 BEARING SERVO
3
AGILITY DRIVE
VOR 1 SUPER FLAG WARNING
VHF NAV FLAG
RECEIVER 1 VOR 2 BEARING ADF
VHF NAV VOR 2 SUPER FLAG 3 VOR
RECEIVER 2 3 SERVO
IFSAU DRIVE
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ADF 1 BEARING WARNING

FLAG
ADF 1 POWER ADF
ADF 2 BEARING HEADING
BOOTSTRAP 3 OUT
ADF 2 POWER SERVO VHF NAV
RECEIVER
RADIO DISTANCE DIRECTION MAGNETIC INDICATOR

RDDMI - FUNCTIONAL DESCRIPTION

34-15-CC
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