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Part #:

Model: EFD-84

OEM:

Collins Aerospace

Desc:

EFIS Display
Part Number :


EFD-84
FEATURES
  • Electronic display unit used to depict navigation and attitude information in EFIS-84 System
  • Used in conjunction with DSP-84 Display Select Panel and DPU-84 Display Processor Unit
  • Mulitcolor CRT display
  • Will display additional information such as weather radar, navaid/waypoint locations, FCS mode annunciation, and diagnostic messages
  • As EADI (Electronic Attitude Director Indicator), EFD will display aircraft pitch and roll attitude, autopilot mode annunciations, vertical deviation, lateral deviation, autopilot engage status, attitude/heading comparator warings, and decision heights
  • Other displays as function of pilot selection or operation mode include attitude source, radio altitude, excessive ILS deviation and comparator warning, fast/slow deviation or angle-of-attack deviation, and marker beacon
  • Interconnect strapping enables more display options such as crosspointer or command bars, speed deviation display inhibit, enable or inhibit rising runway, and enable or inhibit composite format in reversion
  • As EHSI (Electronic Horizontal Sitaution Indicator), EFD will display compass heading and sensor type annunciation, selected heading, primary VOR/LOC course arrow or LNAV desired track, and navigation sensor annunciation for primary course
  • Displays lateral deviation from selected course including annunciation of type, to/from information, distance to station/waypoint, bearing pointer sensor annunciations, vertical deviation, NAV data display of ground speed, wind, time-to-go or elapsed time, preselected course arrow, digital selected course/desired track readout, weather radar target alert, DR, MSG, and waypoint alert when LNAV selected as active course, excessive ILS deviation, ILS and heading comparator warnings, alternate heading annunciation, back course annunciation, and DME hold annunciation
deviation from selected course
  • Provides high temperature warning output that can drive external annunciator
  • Various bezel trim rings and colors available (see table below)
SPECIFICATIONS
FAA TSO: C3b, C4c, C6c, C34c, C36c, C40b, C52a Environmental: D1/A/PKS/ XXXXXXAZAAA
Weight: 5.0 lbs. (2.3kg) Size: 4.175"W x 4.175"H x 10.2"L
Power Input: 2.0 typical (EADI), 1.5 typical (EHSI) Cooling: Forced-air cooling required
Part NumberEFIS Display Description:
622-9681-001 Black face, octagonal bezel trim ring
622-9681-002 Gray face, octagonal bezel trim ring
622-9681-011 Black face, round bezel trim ring
622-9681-012 Gray face, round bezel trim ring
622-9681-111 Black face, octagonal bezel trim ring, w/ HIRF cover
622-9681-112 Gray face, octagonal bezel trim ring, w/ HIRF cover


PLEASE NOTE: THE ABOVE LISTED PART NUMBERS REFLECT THE DIFFERENT UNITS ORIGINALLY AVAILABLE BY THE MANUFACTURER AND DO NOT NECESSARILY INDICATE OR REFLECT THE CURRENT AVAILBILITY OF THESE DIFFERENT UNITS BY SOUTHEAST AEROSPACE OR THE AFTERMARKET

 

622-9681-001
- EFIS Display
Price Condition Status
REQUEST SV OUTRIGHT REQUEST LEAD TIME
REQUEST SV EXCHANGE REQUEST LEAD TIME
622-9681-002
- EFIS Display
Price Condition Status
REQUEST SV OUTRIGHT REQUEST LEAD TIME
622-9681-011
- EFIS Display
Price Condition Status
REQUEST SV OUTRIGHT REQUEST LEAD TIME
622-9681-012
- EFIS Display
Price Condition Status
REQUEST SV OUTRIGHT REQUEST LEAD TIME
622-9681-101
- EFIS Display
Price Condition Status
REQUEST SV OUTRIGHT REQUEST LEAD TIME

Click on a question below to see the answer. If you have a question about this model that is not answered below, please contact questions@seaerospace.com


In relation to NE (New) parts, many OEMs change their prices and availability without any notice to dealers or the industry. Therefore, through the REQUEST or RFQ indication, we ask that customers contact us for the most accurate price and availability.

In relation to SV & OH parts, the used parts aftermarket in the aviation industry is not an infinite supply. It is a dynamic, constantly changing market that is significantly affected by and susceptible to highs and lows in supply and demand. Therefore, although we attempt to, at times, we are unable to predict the exact moment when an item may be available. Once again, through the REQUEST or RFQ indication on our website, we ask that customers contact us for the most current and accurate price and availability.

Negotiating the exchange price of a unit only limits the allowable repair cap for the core unit. Southeast Aerospace's exchange transactions are based on the return of economically repairable core unit. Once the core is received and evaluated, the core repair cost incurred by SEA cannot exceed 75% of the original exchange price. That is, it cannot cost SEA more than 75% of the original OH/SV exchange price collected from the customer. Therefore, when and if an SEA exchange price is discounted, there is a risk that additional charges may be assessed once the core is returned and evaluated.

Most original EFIS tubes include older tube technology with a high voltage power supply (HVPS) and a CRT (cathode ray tube). Because units with CRTs can operate at high voltages they can be susceptible to significant failure. When failures in the power supply occur, they usually must be replaced. The failure can lead to problems in the CRT assembly itself as well.

In most cases, SEA exchange prices reflect the assumption that the HVPS will need to be replaced in the defective unit. Based on SEA’s historical data, approximately 75% of defective EFIS indicators will need to have the HVPS replaced but not necessarily the CRT. However, in most cases where the CRT must be replaced, then the cost is more than a replacement unit thus rendering the defective unit beyond economical repair (BER).
Most original EFIS tubes include older tube technology with a high voltage power supply (HVPS) that heats a CRT (cathode ray tube). Because units with CRTs can operate at high voltages they can be susceptible to significant failure. When failures in the power supply occur, they usually must be replaced. The failure can lead to problems in the CRT assembly itself as well. In most cases it is most cost effective to replace the unit with another serviceable unit when either the CRT or HVPS fail. In addition, the CRT is subject to screen burn in and needs to be replaced in order to be certified for use on an aircraft. Most manufacturers allow around 25% burn in before the CRT must be replaced.