Aspen Avionics Evolution EFD1000 PFD Technical specifications

EFD1000 (Pilot) Airplane Flight Manual Supplement
DOCUMENT # A-01-179-00 PAGE 1 OF 29 REVISION A
FAA APPROVED
Date: March 17, 2008 © Copyright 2008 Aspen Avionics Inc.
Aspen Avionics, Inc.
5001 Indian School NE
Albuquerque, NM 87110 USA
Document A-01-179-00 Revision A
FAA APPROVED
EFD1000 (Pilot) AIRPLANE FLIGHT MANUAL SUPPLEMENT
The information contained in this Supplement must be
attached to the FAA Approved Airplane Flight Manual when
the Aspen EFD1000 Electronic Flight Instrument System
PILOT MODEL is installed in accordance with AML STC
SA10822SC.
The information in this Supplement supplements or
supersedes the information in the FAA Approved Airplane
Flight Manual only as set forth herein.
For limitations, procedures, and performance data not
contained in this Supplement, consult the Airplane Flight
Manual.
Airplane Make:
Listed on Aspen EFD1000 Approved Model List (AML)
Airplane Model:
Listed on Aspen EFD1000 Approved Model List (AML)
Airplane Registration Number:
Airplane Serial Number:

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Document Revisions
Document
Revision
Pages
Revised Description of Change
FAA
Approval ECO
A N/A Initial FAA APPROVED Release S. Frances
Cox 1267
Prepared
By: PDL
Original
signatures on
file. See ECO for
release date and
dispositions.
Release Authorization
Reviewed
By: TAG Release Date: 3/3/08
Usage Authorization / Master Control Number:
Release Initials: DTS
Release
Signature
David T. Stewart

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TABLE OF CONTENTS
1GENERAL............................................................................................................................................5
1.1 SYSTEM OVERVIEW........................................................................................................................5
2LIMITATIONS.......................................................................................................................................6
2.1 SOFTWARE VERSIONS....................................................................................................................6
2.2 AIRSPEED LIMITATIONS ..................................................................................................................6
2.3 WEIGHT &CENTER OF GRAVITY LIMITS...........................................................................................6
2.4 RSM GPS USAGE.........................................................................................................................6
2.5 GEOGRAPHIC LIMITATION ...............................................................................................................6
2.6 PLACARDS AND DECALS.................................................................................................................7
2.7 SEAPLANE OPERATION...................................................................................................................7
3EMERGENCY AND ABNORMAL PROCEDURES.............................................................................8
3.1 IN-FLIGHT AHRS RESET................................................................................................................8
3.2 PITOT/STATIC SYSTEM BLOCKAGE..................................................................................................8
3.3 LOSS OF EXTERNAL POWER ...........................................................................................................9
3.4 POWER OVERRIDE .........................................................................................................................9
3.5 ABNORMAL SHUTDOWN PROCEDURE ..............................................................................................9
3.6 WARNING,CAUTION,AND ADVISORY SUMMARY.............................................................................10
4NORMAL PROCEDURES .................................................................................................................11
4.1 EXTERIOR INSPECTION.................................................................................................................11
4.2 BEFORE TAXI CHECKS..................................................................................................................11
4.3 BEFORE TAKE-OFF CHECKS.........................................................................................................11
4.4 SHUTDOWN CHECKS....................................................................................................................11
5PERFORMANCE ...............................................................................................................................12
6SYSTEM DESCRIPTION...................................................................................................................13
6.1 GENERAL.....................................................................................................................................13
6.2 PILOT CONTROLS.........................................................................................................................13
6.3 PRIMARY FLIGHT INSTRUMENTS....................................................................................................19
6.4 SITUATIONAL AWARENESS MAP DISPLAY ......................................................................................25
6.5 MAIN MENU OPERATION...............................................................................................................26
6.6 LIST OF ACRONYMS......................................................................................................................29

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INTENTIONALLY LEFT BLANK

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1 General
1.1 System Overview
The Aspen Avionics’ EFD1000 is a panel-mounted Electronic Flight Instrument System
(EFIS) that presents the pilot with displays of attitude, altitude, indicated airspeed, heading,
rate of turn, and slip/skid information. The system also displays supplemental flight data
such as winds, TAS, OAT, etc., moving maps, pilot-selectable indices (“bugs”), and various
annunciations that increase situational awareness and enhance flight safety. Moving map
situational awareness information is displayed when the unit is connected to compatible
GPS equipment. This aircraft flight manual supplement applies to the EFD1000 “Pilot”
configuration.
The EFD1000 “Pilot” system components include the EFD1000 display head, a Remote
Sensor Module (RSM), and a Configuration Module (CM). The EFD1000 “Pilot” model does
not support display of navigation data from panel-mounted GPS navigators, VOR/Localizer
radios, etc., nor does it integrate with the aircraft autopilot system.
See Section 6 of this Aircraft Flight Manual Supplement for a description of the operation of
the EFD1000 System.
Figure 1 - EFD1000 “Pilot” System Overview

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2 Limitations
2.1 Software Versions
The EFD1000 System must utilize the software versions listed below (or later FAA-approved
versions). The system software version for the Main Application Processor (MAP) and for
the Input-Output Processor (IOP), both of which are contained within the EFD display head,
is displayed via the Main menu SYSTEM STATUS page.
Software Name Version AFM Supplement
Revision
A-02-127-1.0 EFD1000 MAP SOFTWARE RELEASE 1.0 A-01-179-00 Revision A
A-02-147-1.0 EFD1000 IOP SOFTWARE RELEASE 1.0 A-01-179-00 Revision A
2.2 Airspeed Limitations
The maximum approved operating airspeed for this system is 210 KTS (242 MPH).
2.3 Weight & Center of Gravity Limits
Installation of the EFD1000 system may result in a small net change to the aircraft empty
weight and associated moment arm. Refer to the revised weight and balance records
carried in the aircraft for details.
2.4 RSM GPS Usage
The EFD1000 RSM GPS is authorized for emergency use only. Position data from the RSM
GPS will ONLY be presented following the loss or failure of a certified external GPS
navigator.
NOTE:
When the RSM GPS is in use, magnetic variation data
used by the basemap is not updated. This can result in
misaligned basemap symbology whenever the external
GPS position source is lost and the aircraft travels far
enough to produce a significant change in the local
magnetic variation.
2.5 Geographic Limitation
Like all compass systems, the magnetometer used in the EFD1000 system will experience
degraded performance in the vicinity of the magnetic poles. When the horizontal component
of the earth’s magnetic field is no longer strong enough to provide reliable heading data, the
EFD1000 System will present a “CROSS CHECK ATTITUDE” annunciation, and will
subsequently flag the magnetometer data as invalid, resulting in the annunciated loss of
heading and attitude. Depending on the aircraft latitude and longitude, this effect could be
observed as far away as 750 nm from the magnetic pole. In the Northern Hemisphere, this
equates to operations in the Arctic Islands found north of continental North America
Use of the EFD1000 system for IFR operations with in 750 nautical miles of the Magnetic
Poles, based solely upon the attitude and heading data provided by the EFD1000, is
prohibited.

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2.6 Placards and Decals
The following electronic placard is provided on the EFD1000 display whenever the RSM
GPS is providing position data for the basemap display:
“RSM GPS REVERSION
EMER USE ONLY”
2.7 Seaplane Operation
The EFD1000 system may not be able to align when on water as a function of the wave
action being experienced by the aircraft. When aligning on water, always perform a visual
verification of the attitude reference with a secondary source, such as a mechanical gyro or
the horizon. If the alignment is not successful, it is acceptable to depart under VFR/VMC
and, while maintaining VFR/VMC, perform an AHRS in flight alignment per section 3.

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3 Emergency and Abnormal Procedures
3.1 In-Flight AHRS Reset
ATTITUDE ................................................................Maintain straight and level flight
MENU........................................................................Select “GENERAL SETTINGS” Page
“AHRS: RESET?” LINE SELECT KEY......................PRESS
“AHRS: RESET?” LINE SELECT KEY......................PRESS AGAIN TO CONFIRM RESET
NOTE:
When the EFD1000 AHRS is reset in flight, it performs an
abbreviated initialization.
During the initialization, the aircraft should not be
subjected to excessive turn rates. Typical in-flight
initialization will take approximately 30 seconds, but can
take longer if the reset is initiated while banked or
maneuvering.
The AHRS reset is considered complete when the
EFD1000 attitude and heading is once again displayed,
stable, and correct with respect to the horizon or standby
indicator.
3.2 Pitot/Static System Blockage
CAUTION:
Most light aircraft have only a single pitot and static port
available for flight instrument use. As such, the pitot and
static lines used by the EFD1000 system are shared with
those lines used by the standby airspeed indicator and
altimeter. Should these lines become blocked, such as
might occur due to inadvertent icing encounter, both the
standby indicators and the EFD1000 indicators will
display erroneous airspeed and/or altitude information.
In the event of erroneous airspeed and altitude
information at the EFD1000, the EFD1000 Attitude Monitor
will present a “CROSS CHECK ATTITUDE” annunciation.
A static line blockage will result in altitude remaining fixed and a zero vertical speed despite
aircraft pitch and/or power setting changes. In addition, IAS indications will be incorrect if
the static line is blocked. Errors will typically be noticed in the climb or descent phase of
flight. When descending, ambient pressure increases which will result in the indicated
airspeed reading less than the actual airspeed. The opposite effect will be observed in a
climb.
A pitot line blockage will result in the airspeed indicator behaving like an altimeter when the
aircraft altitude changes, and it would not respond to airspeed changes.
If a blocked pitot or static line is suspected, take the following actions:
ALTERNATE STATIC SOURCE...............................SELECT
PITOT HEAT.............................................................ON

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3.3 Loss of External Power
In the event that external power to the unit fails, the EFD1000 will automatically switch to its
internal battery.
When operating on internal battery, the display backlight intensity is capped at a value of 70.
Refer to the Main Menu - Power Settings Page when operating on battery to determine the
estimated estimated battery charge remaining.
NOTE:
When fully charged the EFD1000 internal battery will allow
for operation for the AHRS, display and RSM emergency
GPS for at least 30 minutes.
3.4 Power Override
In the event that the pilot wishes to override the automatic power configuration of the
equipment:
MENU................................................................................ Select “POWER SETTINGS” Page
To switch FROM External Power TO Battery:
“BATTERY” LINE SELECT KEY....................................... PRESS
To switch FROM Battery TO External Power:
“EXT PWR” LINE SELECT KEY....................................... PRESS
NOTE:
When airborne, if the EFIS input voltage is below the
12.8V (14V Electrical System) or 25.6V (28V Electrical
System) automatic battery transition threshold, and “EXT
PWR” is selected the EFD will automatically transition
back to its internal battery.
3.5 Abnormal Shutdown Procedure
Circuit Breaker................................................................... PULL
REV Button........................................................................ HOLD UNTIL DISPLAY BLANKS

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3.6 Warning, Caution, and Advisory Summary
WARNINGS
Function FAIL
(“X”)
Red annunciation presented
whenever the EFD1000 has
determined that the associated
function is invalid or failed and
should not be used. The data is
removed from the display and
replaced by a red “X” over the
affected display feature.
CAUTIONS
CROSS CHECK
ATTITUDE
Amber annunciation presented centered
in the upper half of the attitude indicator
whenever the EFD1000 AHRS internal
integrity monitor determines that attitude
is potentially degraded. If a CROSS
CHECK ATTITUDE annunciation is
provided the pilot should cross check
attitude, airspeed and altitude against
the standby displays.
GPS1
GPS 2
and/or
RSM GPS
Amber annunciation presented on the
left edge of the display to indicate when
a configured GPS flight plan and
mapping data is invalid or not available.
RSM GPS
REVERSION
EMER USE
ONLY
Amber annunciation presented whenever
the EFD1000 reverts to RSM GPS data
and indicates that the RSM GPS is the
current GPS source. RSM GPS usage is
limited to “EMER USE ONLY”
ADVISORY
Altitude alerter
Amber flag presented to indicate the
aircraft is reaching (steady) or deviating
(flashing) from the preselected altitude.
May be accompanied by an optional
one-second steady tone.

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4 Normal Procedures
4.1 Exterior Inspection
RSM................................................................................... Check condition and security
RSM Vent Hole.................................................................. CLEAR OF OBSTRUCTIONS
RSM Lightning Tape.......................................................... Check Condition and security
4.2 Before Taxi Checks
EFIS MASTER (If installed)............................................... ON
Avionics and Instruments.................................................. SET as desired
NOTE:
The AHRS will perform an internal test during EFD1000
power up.
The aircraft should remain stationary during the AHRS
power up and alignment sequence.
If the aircraft is moved during AHRS alignment it will take
longer for accurate attitude and heading information to be
presented to the pilot.
Attitude and heading information is presented once the
AHRS completes the alignment process
4.3 Before Take-Off Checks
EFIS POWER SETTINGS PAGE...................................... Check Battery Status
EFIS POWER SETTINGS PAGE...................................... Check Input Voltage > 12.8V/25.6V
NOTE:
If the EFIS input voltage is below 12.8V (14V Electrical
System) or 25.6V (28V Electrical System) then the EFD will
transition to internal battery as soon as the indicated
airspeed exceeds 30 KIAS.
Voltages below these thresholds are indicative of an
aircraft electrical system charging problem and should be
resolved prior to flight.
4.4 Shutdown Checks
EFIS MASTER (If installed)............................................... OFF
Vent Hole
Lightning Tape

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5 Performance
No change.

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6 System Description
6.1 General
The EFD1000 “Pilot” system is a flat-panel LCD primary flight instrument that presents the
pilot with displays of attitude, airspeed, altitude, vertical speed, slaved compass, slip/skid,
and rate of turn information. The display head incorporates a solid-state Air Data and
Attitude Heading Reference System (ADAHRS) to provide data for the flight instruments.
The ADAHRS system uses data from its internal solid state rate gyros and accelerometers,
pitot and static sensors, solid state magnetometer, and solid state temperature probes, all
contained within the display head and RSM, to derive the aircraft attitude and air data
solutions.
NOTE:
Although intuitive, a reasonable degree of familiarity is
required to use the EFD1000.
6.2 Pilot Controls
6.2.1 Overview
Pilot interaction with the EFD1000 is accomplished through two knobs with push/rotate
function and 11 buttons located on the display bezel. Refer to Figure 2.
Two control knobs are used to control pilot settable bugs and references.
Three lower push buttons, located between the control knobs, are used to select
navigation sources for the bearing pointers and the HSI.
Three dedicated buttons on the upper side of the right bezel control map range, display
reversion, and provide access to the main menu.
Five soft keys on the lower half of the right bezel control frequently used commands.
These five keys are also used when navigating the main menu.
6.2.2 Power Control
To enhance safety, the EFD1000 includes an internal battery that allows the system to
continue to operate in the event of a failure of the aircraft electrical system. This ensures
that in addition to the standby instruments, the EFD1000 primary flight instrument
continues to remain available for a period of time following the loss of all external supply
power.
This internal battery is not required by regulation; however, it is good practice to verify
that the status of the battery prior to takeoff.
The typical EFD1000 installation receives aircraft power from the battery bus via a
dedicated circuit breaker and optionally, via an EFIS Master Switch.
Whenever indicated airspeed is invalid or below 30 KIAS the EFD1000 will power up and
power down with the application or removal of external power. To turn on the system,
turn on the aircraft Battery Master switch and, if installed, the optional EFIS Master
switch. Reverse this process to turn the system off. A message is presented during the
normal power down sequence to enable the pilot to abort the shutdown and switch to
internal battery.
When IAS is greater than 30 KIAS and the input voltage is below 12.8V (14V Electrical
System) or 25.6V (28V Electrical System)the EFD will automatically switch to its internal
battery (e.g. aircraft charging system failure).

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The EFD1000 internal battery will provide at least 30 minutes of power when it is fully
charged. The battery provides power to the display head, RSM and emergency GPS.
Reducing the backlight intensity will extend the battery operating time.
When operating from battery, battery charge status is indicated in the Main Menu “Power
Settings” page. See section 6.5.
NOTE:
As a protection mechanism, the EFD1000 internal battery
may not charge when the battery temperature is at
extreme high or low temperatures. This situation may
occur when the battery was being used and system power
is subsequently restored, or it may occur under high or
low ambient temperatures.
If operation from the internal battery occurs during night
and/or IFR operations, one should land as soon as
possible, even if external power is restored, as the battery
will not recharge following restoration of external power
until the battery temperature has returned to normal.
A unit operating from battery may be powered off using the “Shut Down” command
available in the Power Settings Menu.
In the unlikely event that the normal power control is not working, the EFD may be forced
to shut down by first pulling its associated circuit breaker and then pressing and holding
the REV button for at least 5 seconds. (Refer to section 3.4 Abnormal Shutdown
Procedure)

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6.2.3 Display Screen and Control Layout
Figure 2 - PFD Display Features
1) Reversion Control
2) Range Control
3) Menu Control
4) “TPS” Tapes ON/OFF Control
5) Not Used
6) “360/ARC” HSI View Control
7) “MAP” ON/OFF logic Control
8) Not Used
9) Right Control Knob
10) Left Control Knob
11) Not Used
12) Not Used
13) Not Used
14) Micro SD Card slot
15) Automatic Dimming Photocell
16) Attitude Indicator
17) Aircraft Symbol
19) Roll Pointer
20) Slip / Skid Indicator
21) Airspeed Indicator Tape
22) Selected Airspeed Field
23) Airspeed Drum/Pointer
24) Altitude Alert
25) Selected Altitude Field
26) Altitude Drum/Pointer
27) Altitude Tape
34) True Airspeed
35) Barometric Pressure Setting Field
36) Ground Speed
37) OAT
38) Wind Direction Arrow
39) Wind Direction and Speed
42) Selected Heading Field
43) Vertical Speed Digital Value
44) Vertical Speed Tape
45) Left Control Knob state
46) Right Control Knob state
52) Magnetic Heading
53) Compass Scale
54) Hot Key legend
58) Heading Bug
59) Airspeed Bug
60) Altitude Bug

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6.2.4 Control Knobs
General
Two control knobs on the EFD bezel are used to adjust pilot editable data fields. The left
knob adjusts data fields on the left side of the display, and the right knob adjusts data
fields on the right side of the display.
The knob logic includes active and inactive states to prevent inadvertent adjustment of
editable fields. After 10 seconds of inactivity, the knob returns to an inactive state and
also returns to the “home” state defined for that knob. A single push activates an inactive
knob. Pushing the knob again will advance the knob to the next editable field (if
applicable) in a round-robin sequence.
When inactive, the knob legend is rendered in Cyan. Once activated, the knob legend
and associated data field and bug (where appropriate) are rendered in magenta.
Left control knob
The left control knob adjusts the Indicated Airspeed Bug “IAS” editable fields. To adjust
this values PUSH the knob to activate it, verify “IAS”: is displayed in magenta, then
ROTATE the knob to set the value (clockwise to increase, counterclockwise to
decrease).
Right control knob
The right control knob controls Heading Bug “HDG”, Altitude Bug “ALT”, and Barometric
Pressure Setting “BARO” editable fields in that order. To adjust these values PUSH the
knob in a round robin fashion until the desired field text turns magenta, then ROTATE the
knob to set the value (clockwise to increase, counterclockwise to decrease).
The home state for the right knob is “HDG.”
6.2.5 Setting Flight Instruments
The following procedures are used to adjust pilot-editable data on the EFD1000:
Heading Bug Set
To set the heading bug, repeatedly PUSH the right control knob until the HDG field is
enabled for editing. ROTATE the knob to the desired setting.
Altitude Bug Set
To set the altitude bug, repeatedly PUSH the right control knob until the ALT field is
enabled for editing. ROTATE the knob to the desired setting
Barometric Pressure Set
To set the barometric pressure, repeatedly PUSH the right control knob until the BARO
field is enabled for editing. ROTATE the knob to the desired setting.
NOTE:
The barometric pressure setting on the standby altimeter must
be set whenever the value is adjusted on the EFD1000
Indicated Airspeed Bug Set
To set the indicated airspeed bug, repeatedly PUSH the left control knob until the IAS
field is enabled for editing. ROTATE the knob to the desired setting.

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6.2.6 Knob Sync Function
Editable fields may be synchronized as a function of data type as described in Table 1
below. Whenever a control knob is held for approximately one second the active data
type will be “sync’d” as follows:
Left Knob
Data Type SYNC Behavior Right Knob Data Type SYNC Behavior
IAS The airspeed bug is set to
the current IAS. HDG The heading bug is set to the current heading.
ALT The altimeter bug is set to
the current altitude.
BARO The barometric pressure is
set to standard pressure of
29.92 in Hg or 1013 mB.
Table 1 - Knob "Sync" Operation
6.2.7 Hot Key Operation
During normal operations, the five line select soft-keys on the lower right side of the
display bezel are referred to as “Hot Keys.” Hot Keys provide single-action access to
frequently used functions. An electronic legend adjacent to each Hot Key indicates its
hot key function. When the legend is green, the function is active. When it is grey, the
function is inactive. The legend always annunciates the current state.
Figure 3 - Hot Keys and Legend
Tapes
When enabled at installation, Hot Key 1 enables/disables the display of the airspeed and
altitude tapes. If not enabled at installation, the TPS hot key will be disabled and it will
not be possible for the pilot to disable the airspeed and altitude tapes.
Compass Presentation Format
Hot Key 3 toggles the compass between a 360 rose display and a 100 deg ARC display.

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Basemap and Declutter Level
Hot Key 4 is used to enable and disable the GPS basemap. Refer to Section 6.4 for
additional information about the basemap.
Each successive push of the MAP hot key will turn the basemap on and off. In the Pilot
model of the EFD1000, basemap consists of data associated with the active GPS flight
plan
The FP ONLY selection displays just the flight plan legs and waypoints associated with
the GPS flight plan, and no other basemap features.
OFF removes all basemap and flight plan symbology.
Separate basemap settings are retained for the 360 and ARC compass modes.
A basemap feature display level icon is presented with the range in the lower left portion
of the display as follows:
OFF FP Only
Figure 4 - Basemap Range and Declutter Settings
6.2.8 Back Light Control
The EFD includes an adjustable LCD backlight that provides both automatic and manual
brightness adjustments over a wide dimmable range. A single bezel-mounted photocell
measures the ambient light, allowing an automatic dimming mode to be selected by the
pilot.
Manual dimming control is enabled by the pilot to override the photocell input and adjust
the display to any desired intensity level (except off).
In either mode, the bezel-key backlighting is maintained at a fixed brightness level.
To adjust backlight intensity, press the MENU button and then press the left control knob
to toggle between auto (BRT AUTO) and manual brightness (BRT ADJUST) control.
To manually adjust the brightness, with BRT ADJUST displayed above the left knob
rotate the knob until the desired brightness level is set. Valid brightness settings are 1 to
100.
On power up, the display defaults to AUTO brightness control.
When operating on the internal battery, backlight intensity setting is capped at a value of
70 for both manual and automatic operation.
Under extreme temperature conditions, such as may be encountered during ground
operations on extremely hot days, the system backlight will automatically dim to an
intensity of 30 whenever internal sensors determine that the system operating
temperature has exceeded 65ºC. Should this occur the pilot should take steps to reduce
the cockpit ambient temperature.

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Figure 5 - Lighting control adjustment
6.2.9 Map Range Control
The EFD1000 basemap range may be set to ranges of 2.5, 5, 10, 15, 20, 30, 40, 60, 80,
100, and 200 nautical miles. Map range is measured from the own ship position to the
outside of the compass arc.
To increase the range push the ‘+’ side of the range key located on the upper right side of
the bezel. To decrease the range push the ‘–‘ side of the key. The currently selected
map range is displayed in the lower left corner of the display.
6.2.10 Display Reversion Control and Abnormal Shutdown
Single PFD installations do not have a display reversion capability that can be activated
by the REV button. As such, the reversion function is inoperative in single display
installations.
In addition to display reversion control, the REV button may be used to force the unit to
power off should, for example, the display stop responding to pilot inputs. When external
power has been removed, pressing and holding the REV button for 5 Seconds will
produce in an immediate system shut down. When external power is available, pressing
and holding the REV button for 5 seconds will result in a system restart.
While the button is pressed, the following annunciation is provided adjacent to the button:
Figure 6 - Power Reversion Annunciation
6.3 Primary Flight Instruments
6.3.1 Attitude Indicator
The Attitude Indicator consists of a conventional blue over brown attitude ‘ball’ rendered
behind a fixed aircraft symbol to display pitch, roll and slip/skid information. The horizon
line is represented by a fixed white line extending to each edge of the display area
separating the blue sky and brown ground of the artificial horizon. A fixed roll pointer
reads degrees of bank against a moveable roll scale.
The AHRS attitude solution continually self-monitors and will present a “CROSS CHECK
ATTITUDE” annunciation whenever it determines that the AHRS solution may be
degraded. Should this alert be presented, the pilot should immediately cross compare
the attitude against backup sources of attitude information.
If the AHRS attitude is suspect, the pilot may perform an in-flight ARHS reset as
described in Section 6.3.2.

EFD1000 (Pilot) Airplane Flight Manual Supplement
DOCUMENT # A-01-179-00 PAGE 20 OF 29 REVISION A
FAA APPROVED
Date: March 17, 2008 © Copyright 2008 Aspen Avionics Inc.
Figure 7 - Attitude Indicator
Pitch Markings
The pitch scale consists of minor pitch marks in 2.5º increments up to ±20º and major
pitch marks in 10º increments up to ±90º
Roll Markings
The roll scale is indicated by tick marks at 10º, 20º, 30º, 45º and 60º on both sides of the
zero roll inverted solid white triangle. The 45º marks are represented as hollow triangles.
Slip / Skid Indicator
Slip / skid is indicated by the lateral position of the white rectangle under the roll pointer.
One rectangle width is equivalent to one ball width of a conventional inclinometer.
Figure 8 - Slip/ Skid Indicator
Unusual Attitude Cues
Red chevrons are presented on the pitch ladder to guide in unusual attitude recovery.
The Chevrons begin to come into view at pitch attitudes greater than approximately 15º
nose up or 10º nose down. The Chevrons indicate the direction to the horizon.
Figure 9 - Excessive Pitch Down
Figure 10 - Excessive Pitch Up
6.3.2 AHRS in-Flight Reset
Should an in-flight degradation of AHRS performance be experienced, an airborne reset
and re-alignment of the AHRS may be performed.