Business and Commuter Aviation Systems
Honeywell Inc.
Box 29000
Phoenix, Arizona 85038--9000
U.S.A.
SPZ--8000 Digital Integrated
Flight Control System
for the
Challenger CL 601--3A/3R
Pilot’s Manual
Printed in U.S.A.
Pub. No. A28--1146--055--02
Revised September 1999
Apr 1988
PROPRIETARY NOTICE
This document and the information disclosed herein are proprietary
data of Honeywell Inc. Neither this document nor the information
contained herein shall be used, reproduced, or disclosed to others
without the written authorization of Honeywell Inc., except to the extent
required for installation or maintenance of recipient’s equipment.
NOTICE -- FREEDOM OF INFORMATION ACT (5 USC 552) AND
DISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY
(18 USC 1905)
This document is being furnished in confidence by Honeywell Inc. The
information disclosed herein falls within exemption (b) (4) of 5 USC 552
and the prohibitions of 18 USC 1905.
S99
ASSOCIATE
MEMBER
E
Member of GAMA
General Aviation
Manufacturer’s Association
LASEREF, LASERTRAK, and PRIMUS are U.S. registered trademarks of Honeywell Inc.
E1999 Honeywell Inc.
SPZ--8000 Digital Integrated Flight Control System
Record of Revisions
Upon receipt of a revision, insert the latest revised pages and dispose
of superseded pages. Enter revision number and date, insertion date,
and the incorporator’s initials on this Record of Revisions. The typed
initials HI are used when Honeywell Inc. is the incorporator of the
revision.
Revision
Number
Revision
Date
Insertion
Date
By
1
Oct 1991
Oct 1991
HI
2
Sep 1999
Sep 1999
HI
A28--1146--055
REV 2
Record of Revisions
RR--1/(RR--2 blank)
SPZ--8000 Digital Integrated Flight Control System
Record of Temporary Revisions
Upon receipt of a temporary revision, insert the yellow temporary
revision pages according to the filing instructions on each page. Then,
enter the temporary revision number, issue date, and insertion date on
this page.
Temporary
Revision
No.
1
2
A28--1146--055
REV 2
Issue Date
Jan 1993
Feb 1996
Date the
Temporary
Revision Was
Incorporated
by a Regular
Revision
Insertion of
Temporary
Revision,
Date/By
Removal of
Temporary
Revision,
Date/By
Jul 1999
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Jul 1999
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RTR--1/(RTR--2 blank)
SPZ--8000 Digital Integrated Flight Control System
List of Effective Pages
Original
Revision
Revision
Subheading and Page
Title Page
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Revision
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Apr 1988
Oct 1991
Sep 1999
Subheading and Page
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Air Data System (ADS)
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Electronic Flight Instrument System
(EFIS) (cont)
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Multifunction Display (MFD) System
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Revision
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Modes of Operation
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A28--1146--055
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Troubleshooting
F
Honeywell Product Support
Acronyms and Abbreviations
List of Effective Pages
LEP--3
SPZ--8000 Digital Integrated Flight Control System
Subheading and Page
Revision
Subheading and Page
Revision
Appendix D
Appendix A
A--1
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D--1
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A--2
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D--2
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A--3
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Index--1
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Appendix B
Index
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Index--7
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B--3
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Appendix C
List of Effective Pages
LEP--4
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SPZ--8000 Digital Integrated Flight Control System
Table of Contents
Section
Page
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-1
2. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . .
2-1
Air Data System (ADS) . . . . . . . . . . . . . . . . . . . . . . .
Electronic Flight Instrument System (EFIS) . . . . . .
Multifunction Display System (MFD) . . . . . . . . . . . .
Dual Flight Guidance System (FGS) . . . . . . . . . . . .
Flight Management System (FMS) . . . . . . . . . . . . .
Radio Altimeter System . . . . . . . . . . . . . . . . . . . . . . .
PRIMUSR 650 Weather Radar System . . . . . . . . . .
PRIMUSR 870 Weather Radar System . . . . . . . . . .
LASEREFR II/III Inertial Reference System (IRS) .
LASERTRAKR Switch (Serial No. 5087
and Later) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lightning Sensor System (LSS) (Optional) . . . . . . .
Traffic Alert and Collision Avoidance System
(TCAS II) (Optional) . . . . . . . . . . . . . . . . . . . . . . . . .
Other Switches and Controls . . . . . . . . . . . . . . . . . . .
Autopilot Disconnect Switches . . . . . . . . . . . . . .
Touch Control Steering (TCS) . . . . . . . . . . . . . . .
Go--Around Switches . . . . . . . . . . . . . . . . . . . . . .
EFIS Reversionary Switches . . . . . . . . . . . . . . . .
2-3
2-4
2-5
2-5
2-6
2-7
2-8
2-8
2-9
2-9
2-10
2-10
2-11
2-11
2-11
2-11
2-11
3. AIR DATA SYSTEM (ADS) . . . . . . . . . . . . . . . . . . . .
3-1
Mach/Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . .
Barometric Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical Speed Indicator (VSI) . . . . . . . . . . . . . . . . . .
Digital Air Data Computer (DADC)
Self--Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Data Display Parameters . . . . . . . . . . . . . . . . . . .
3-2
3-3
3-5
3-6
3-7
4. ELECTRONIC FLIGHT INSTRUMENT SYSTEM
(EFIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1
Electronic Display Controls . . . . . . . . . . . . . . . . . . . .
Display Controller . . . . . . . . . . . . . . . . . . . . . . . . .
Instrument Remote Controllers . . . . . . . . . . . . . .
Electronic Attitude Director Indicator (EADI) . . . . . .
EADI Displays and Annunciators . . . . . . . . . . . .
4-2
4-2
4-5
4-6
4-9
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Table of Contents
TC--1
SPZ--8000 Digital Integrated Flight Control System
Table of Contents (cont)
Section
Page
4. ELECTRONIC FLIGHT INSTRUMENT SYSTEM
(EFIS) (CONT)
Typical EADI Display Presentations . . . . . . . . . . . . .
Takeoff Using Go--Around Mode . . . . . . . . . . . . .
Climb to Initial Altitude . . . . . . . . . . . . . . . . . . . . .
Enroute Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setup for Approach . . . . . . . . . . . . . . . . . . . . . . . .
Approach Capture Tracking Below Decision
Height (DH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EFIS reversion (EADI) . . . . . . . . . . . . . . . . . . . . . . . .
IRS Reversions . . . . . . . . . . . . . . . . . . . . . . . . . . .
IAS Reversions . . . . . . . . . . . . . . . . . . . . . . . . . . .
Symbol Generator Reversions . . . . . . . . . . . . . .
Flight Director Reversions . . . . . . . . . . . . . . . . . .
NAV Source Reversions . . . . . . . . . . . . . . . . . . . .
EADI Category II Annunciators . . . . . . . . . . . . . . . . .
EADI Comparison Monitoring . . . . . . . . . . . . . . . . . .
EADI Excessive Attitude Display . . . . . . . . . . . . . . .
EADI Failure Warning Flags . . . . . . . . . . . . . . . . . . .
Electronic Horizontal Situation Indicator (EHSI) . . . .
EHSI Displays and Annunciators in the
FULL Compass or ARC Modes . . . . . . . . . . . .
Typical EHSI Full Compass Display
Presentations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ARC Mode Display . . . . . . . . . . . . . . . . . . . . . . . . . . .
EHSI MAP Mode With VOR Selected for
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EHSI MAP Mode With FMS Selected for
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EHSI Weather Radar Displays . . . . . . . . . . . . . . . . .
EHSI ARC Mode With TCAS Traffic Display
(Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EFIS Reversion (EHSI) . . . . . . . . . . . . . . . . . . . . . . .
NAV Source Reversions . . . . . . . . . . . . . . . . . . . . . . .
EHSI Heading Comparison Monitoring . . . . . . . . . .
EHSI Failure Warning Flags . . . . . . . . . . . . . . . . . . .
Composite display . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EFIS Self--Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test Symbols on EADI . . . . . . . . . . . . . . . . . . . . .
Test Symbols on the EHSI . . . . . . . . . . . . . . . . . .
Table of Contents
TC--2
4-15
4-15
4-16
4-17
4-18
4-19
4-20
4-22
4-24
4-24
4-26
4-27
4-28
4-29
4-31
4-32
4-37
4-38
4-45
4-47
4-49
4-52
4-54
4-57
4-58
4-59
4-60
4-61
4-64
4-66
4-66
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Table of Contents (cont)
Section
Page
5. MULTIFUNCTION DISPLAY (MFD) SYSTEM . . .
5-1
MFD System Information . . . . . . . . . . . . . . . . . . . . . .
MFD Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Designator Control . . . . . . . . . . . . . . . . . . . . . . . .
Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MFD Reversion . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MFD Operating Modes . . . . . . . . . . . . . . . . . . . . . . . .
MFD MAP Mode . . . . . . . . . . . . . . . . . . . . . . . . . .
MFD MAP Mode Flight Plan Displays . . . . . . . .
MFD PLAN Mode . . . . . . . . . . . . . . . . . . . . . . . . .
MFD PLAN Mode Flight Plan Data . . . . . . . . . . .
Changing a Waypoint . . . . . . . . . . . . . . . . . . . . . .
TCAS Mode Traffic Display (Optional) . . . . . . . .
MFD Weather Radar Mode . . . . . . . . . . . . . . . . .
MFD Checklist Display . . . . . . . . . . . . . . . . . . . . .
5-2
5-3
5-3
5-5
5-5
5-7
5-7
5-7
5-8
5-11
5-13
5-14
5-16
5-18
5-20
5-22
6. AUTOMATIC FLIGHT CONTROL SYSTEM
(AFCS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-1
Flight Guidance Controller . . . . . . . . . . . . . . . . . . . . .
Turn Pitch Controller . . . . . . . . . . . . . . . . . . . . . . . . . .
Advisory Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Advisory Display Annunciators and Messages . .
6-2
6-5
6-6
6-8
7. SYSTEM LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7-1
Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Attitude Director Indicator (ADI)
Command Cue . . . . . . . . . . . . . . . . . . . . . . . . . .
Glideslope Gain Programming . . . . . . . . . . . . . .
Glideslope Capture (GS CAP) . . . . . . . . . . . . . . .
Glideslope Track (GS TRACK) . . . . . . . . . . . . . .
Lateral Beam Sensor (LBS) . . . . . . . . . . . . . . . . .
LOC CAP 1 and BC CAP 2 . . . . . . . . . . . . . . . . .
LOC CAP 2 and BC CAP 2 . . . . . . . . . . . . . . . . .
LOC TRACK 1 and BC TRACK 1 . . . . . . . . . . . .
LOC TRACK 2 and BC TRACK 2 . . . . . . . . . . . .
True Airspeed (TAS) Gain Programmer . . . . . . .
Vertical Beam Sensor (VBS) . . . . . . . . . . . . . . . .
VOR Capture (VOR CAP) . . . . . . . . . . . . . . . . . .
VOR Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VOR Over Station Sensor (VOR OSS) . . . . . . .
7-1
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7-3
7-4
7-4
7-4
7-5
7-5
7-5
7-6
Table of Contents
TC--3
SPZ--8000 Digital Integrated Flight Control System
Table of Contents (cont)
Section
Page
7. SYSTEM LIMITS (CONT)
VOR After Over station Sensor 1/2
(AOSS 1/2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Performance/Operating Limits . . . . . . . . . .
7-6
7-7
8. MODES OF OPERATION . . . . . . . . . . . . . . . . . . . . .
8-1
Heading Hold and Wings Level . . . . . . . . . . . . . . . . .
Roll Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heading Select Mode . . . . . . . . . . . . . . . . . . . . . . . . .
VOR (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VOR Over Station Operation . . . . . . . . . . . . . . . .
VOR Approach (VAPP) Mode . . . . . . . . . . . . . . .
VOR DIRECT TO Function . . . . . . . . . . . . . . . . .
Flight Management System (FMS) Steering . . . . . .
Localizer (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . .
Back Course (BC) Mode . . . . . . . . . . . . . . . . . . . . . .
Preselected Course Approach . . . . . . . . . . . . . . . . .
Approach Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dual Couple (CPL) Approach Mode . . . . . . . . . . . . .
Category II Approach . . . . . . . . . . . . . . . . . . . . . . . . .
Pitch Attitude Hold Mode . . . . . . . . . . . . . . . . . . . . . .
Vertical Speed Hold Mode . . . . . . . . . . . . . . . . . . . . .
Flight Level Change Mode . . . . . . . . . . . . . . . . . . . . .
Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Preselect Mode . . . . . . . . . . . . . . . . . . . . . . .
Vertical Navigation Mode . . . . . . . . . . . . . . . . . . . . . .
Go--Around Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-1
8-2
8-3
8-4
8-11
8-11
8-12
8-14
8-17
8-23
8-28
8-30
8-36
8-38
8-40
8-41
8-42
8-45
8-46
8-50
8-52
9. TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . .
9-1
Technical Support . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Troubleshooting Digital Avionics . . . . . . . . . . . . . . . .
Flight Guidance System Typical problems . . . . . . .
Lateral Mode Problems . . . . . . . . . . . . . . . . . . . .
Vertical Mode Problems . . . . . . . . . . . . . . . . . . . .
Combined Vertical and Lateral Mode
Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Fault Summary . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot Write--up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Commonly Used Terms . . . . . . . . . . . . . . . . . . . . . . .
9-1
9-2
9-3
9-3
9-6
Table of Contents
TC--4
9-8
9-8
9-10
9-13
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Table of Contents (cont)
Section
Page
10. HONEYWELL PRODUCT SUPPORT . . . . . . . . . .
10-1
Publication Ordering Information . . . . . . . . . . . . . . .
10-4
11. ACRONYMS AND ABBREVIATIONS . . . . . . . . . .
11-1
APPENDICES
A--1 LASEREFR II/III INERTIAL REFERENCE
SYSTEM (IRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A--1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inertial Reference Unit (IRU) . . . . . . . . . . . . . . . . . . .
Mode Select Unit (MSU) . . . . . . . . . . . . . . . . . . . . . .
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power--On and Alignment Operation . . . . . . . . . . . .
Inertial System Display Unit (ISDU) . . . . . . . . . . . . .
LASERTRAKR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A--1
A--3
A--4
A--5
A--5
A--6
A--7
A--9
B--1 PRIMUSR 650 WEATHER RADAR SYSTEM . . . .
B--1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Radar Controller Operation . . . . . . . . . . . .
Weather Radar Operating Procedures . . . . . . . . . .
Preliminary Control Settings . . . . . . . . . . . . . . . .
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Powerup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Radar Mode -- Weather . . . . . . . . . . . . . . . . . . . .
Radar Mode -- Ground Mapping . . . . . . . . . . . . .
Self--Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In--Flight Roll Compensation Adjustment of the
PRIMUSR 650 Weather Radar System . . . . .
Tilt Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Permissible Exposure Level (MPEL) . . . .
B--1
B--2
B--3
B--8
B--8
B--8
B--8
B--9
B--9
B--9
B--10
A28--1146--055
REV 2
B--12
B--13
B--14
Table of Contents
TC--5
SPZ--8000 Digital Integrated Flight Control System
Table of Contents (cont)
Section
Page
C--1 PRIMUSR 870 WEATHER RADAR . . . . . . . . . . . . .
C--1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Weather Radar Controller Operation . . . . . . . . . . . .
Weather Radar Operating Procedures . . . . . . . . . .
Preliminary Control Settings . . . . . . . . . . . . . . . .
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Powerup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Radar Mode -- Weather . . . . . . . . . . . . . . . . . . . .
Radar Mode -- Ground Mapping . . . . . . . . . . . . .
Self--Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
In--Flight Roll Compensation Adjustment of the
PRIMUSR 870 Weather Radar System . . . . .
Tilt Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Permissible Exposure Level (MPEL) . . . .
C--1
C--2
C--3
C--12
C--12
C--12
C--12
C--13
C--13
C--13
C--14
C--16
C--17
C--18
D--1 ENHANCED GROUND PROXIMITY WARNING
SYSTEM (OPTIONAL) . . . . . . . . . . . . . . . . . . . . . .
D--1
Full System Operation . . . . . . . . . . . . . . . . . . . . . . . .
Terrain Select on the EHSI Displays . . . . . . . . .
Terrain Select on the MFD . . . . . . . . . . . . . . . . . .
Single Weather Radar Controller . . . . . . . . . . . .
Dual Weather Radar Controllers . . . . . . . . . . . . .
Terrain Range Control . . . . . . . . . . . . . . . . . . . . . .
Limited System Operation . . . . . . . . . . . . . . . . . . . . .
EGPWS Terrain Annunciators . . . . . . . . . . . . . . . . . .
D--1
D--1
D--1
D--2
D--2
D--2
D--3
D--3
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index--1
Table of Contents
TC--6
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Table of Contents (cont)
List of Illustrations
Figure
Page
1--1 Challenger CL--601--3A Cockpit . . . . . . . . . . . . . . . .
1-5
2--1 SPZ--8000 DIFCS Block Diagram . . . . . . . . . . . . . .
2-13
3--1
3--2
3--3
3--4
ADS Controls and Indicators . . . . . . . . . . . . . . . . . . .
Mach/Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . .
Barometric Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . .
Vertical Speed Indicator . . . . . . . . . . . . . . . . . . . . . . .
3-1
3-2
3-3
3-5
4--1
4--2
4--3
4--4
4--5
4--6
4--7
4--8
4--9
4--10
4--11
4--12
4--13
EFIS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrument Remote Controllers . . . . . . . . . . . . . . . . .
Typical EADI Display . . . . . . . . . . . . . . . . . . . . . . . . .
EADI Displays and Annunciators . . . . . . . . . . . . . . .
Takeoff Using Go--Around Mode . . . . . . . . . . . . . . . .
Climb To Initial Altitude . . . . . . . . . . . . . . . . . . . . . . . .
Enroute Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setup For Approach . . . . . . . . . . . . . . . . . . . . . . . . . .
Approach Capture Tracking Below DH . . . . . . . . . .
Cockpit Reversion Switching Locations . . . . . . . . . .
EADI Reversion Annunciators . . . . . . . . . . . . . . . . . .
EADI Reversion Annunciators -TCAS--Equipped Aircraft . . . . . . . . . . . . . . . . . . . . .
Source--Side IRS Reversion . . . . . . . . . . . . . . . . . . .
Cross--Side IRS Reversion . . . . . . . . . . . . . . . . . . . .
No. 3 IRS Reversion . . . . . . . . . . . . . . . . . . . . . . . . . .
Symbol Generator Reversionary Mode,
Cross--Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MFD Symbol Generator Reversion . . . . . . . . . . . . .
Symbol Generator Reversion Annunciator Location
for TCAS--Equipped Aircraft . . . . . . . . . . . . . . . . . . .
Flight Director Reversionary Mode,
Couple Arrow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAT 2 Failure Annunciator Location . . . . . . . . . . . . .
EADI Comparison Monitoring . . . . . . . . . . . . . . . . . .
Excessive Attitude Display . . . . . . . . . . . . . . . . . . . . .
EADI Failure Warning Flags . . . . . . . . . . . . . . . . . . .
Attitude Failure Flag . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1
4-2
4-5
4-6
4-7
4-15
4-16
4-17
4-18
4-19
4-20
4-21
4--14
4--15
4--16
4--17
4--18
4--19
4--20
4--21
4--22
4--23
4--24
4--25
A28--1146--055
REV 2
4-21
4-22
4-23
4-23
4-24
4-25
4-26
4-27
4-28
4-29
4-31
4-32
4-33
Table of Contents
TC--7
SPZ--8000 Digital Integrated Flight Control System
Table of Contents (cont)
List of Illustrations (cont)
Figure
Page
4--26 Flight Director Failure Flag . . . . . . . . . . . . . . . . . . . .
4--27 Airspeed, Altitude Preselect, Cross--Side Data,
Glideslope, Radio Altitude and Localizer
Failure Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4--28 Symbol Generator Failure Flag . . . . . . . . . . . . . . . . .
4--29 EADI With Optional TCAS Failure Flags . . . . . . . . .
4--30 EHSI Displays and Annunciators . . . . . . . . . . . . . . .
4--31 EHSI FULL Compass Display -VOR Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4--32 EHSI FULL Compass Display -FMS Navigation with Preselect Pointer . . . . . . . .
4--33 ARC Mode Display . . . . . . . . . . . . . . . . . . . . . . . . . . .
4--34 EHSI Displays and Annunciators (Arc Mode) . . . . .
4--35 VOR Within Map Range . . . . . . . . . . . . . . . . . . . . . . .
4--36 VOR Out of Map Range . . . . . . . . . . . . . . . . . . . . . . .
4--37 EHSI MAP Format -- VOR Selected for Display . . . .
4--38 EHSI Map Format -- FMS Selected for Display . . . .
4--39 EHSI MAP Mode with FMS Selected for Display . . .
4--40 EHSI Weather Radar Mode and Target Alert
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4--41 Weather Radar Display . . . . . . . . . . . . . . . . . . . . . . .
4--42 EHSI ARC Mode Display With TCAS (Optional) . . .
4--43 EHSI Reversionary Mode Display . . . . . . . . . . . . . .
4--44 EHSI Reversionary Mode Source Annunciators . . . .
4--45 Heading Miscompare Annunciator . . . . . . . . . . . . . .
4--46 EHSI Heading Failure Flag . . . . . . . . . . . . . . . . . . . .
4--47 EHSI NAV Source and Glideslope Failure Flags . . .
4--48 EHSI ARC Display With TCAS Failure
Messages (Optional) . . . . . . . . . . . . . . . . . . . . . . . .
4--49 Composite Display Symbols . . . . . . . . . . . . . . . . . . .
4--50 Composite Mode -- Cruise . . . . . . . . . . . . . . . . . . . . .
4--51 Composite Mode -- Approach . . . . . . . . . . . . . . . . . .
4--52 EADI Test Pattern (First 4 Seconds) . . . . . . . . . . . .
4--53 EADI Test Pattern (After 4 Seconds) . . . . . . . . . . . .
5--1
5--2
5--3
5--4
5--5
5--6
MFD Components . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MFD Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MFD MAP Mode Display (Example) . . . . . . . . . . . .
MFD MAP Mode Symbols . . . . . . . . . . . . . . . . . . . . .
MAP Mode with Waypoint Data . . . . . . . . . . . . . . . .
MFD MAP Mode With VOR Data . . . . . . . . . . . . . . .
Table of Contents
TC--8
4-33
4-34
4-35
4-36
4-39
4-45
4-46
4-47
4-48
4-49
4-50
4-51
4-52
4-53
4-54
4-56
4-57
4-58
4-59
4-60
4-61
4-62
4-63
4-64
4-65
4-66
4-66
4-67
5-1
5-3
5-8
5-9
5-11
5-12
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Table of Contents (cont)
List of Illustrations (cont)
Figure
Page
5--7
5--8
5--9
5--10
5--11
5--12
5--13
5--14
5--15
5--16
5--17
5--18
MFD MAP Mode With Airport Data . . . . . . . . . . . . .
MFD PLAN Mode Display . . . . . . . . . . . . . . . . . . . . .
MFD PLAN Mode With Waypoint Data . . . . . . . . . .
MFD PLAN Mode With VOR Data . . . . . . . . . . . . . .
MFD PLAN Mode With Airport Data . . . . . . . . . . . .
Changing a Waypoint . . . . . . . . . . . . . . . . . . . . . . . . .
Revised Flight Plan Display . . . . . . . . . . . . . . . . . . . .
TCAS Traffic Display on MFD . . . . . . . . . . . . . . . . . .
Weather Only MFD Display . . . . . . . . . . . . . . . . . . . .
MFD Weather Annunciators . . . . . . . . . . . . . . . . . . .
Normal Checklist Display . . . . . . . . . . . . . . . . . . . . . .
Emergency Checklist Display . . . . . . . . . . . . . . . . . .
5-12
5-13
5-14
5-15
5-15
5-16
5-17
5-18
5-20
5-21
5-22
5-23
6--1
6--2
6--3
6--4
6--5
AFCS Components . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Guidance Controller . . . . . . . . . . . . . . . . . . . . .
Turn Pitch Controller . . . . . . . . . . . . . . . . . . . . . . . . . .
Advisory Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Advisory Display Format (Normal Mode) . . . . . . . .
6-1
6-2
6-5
6-6
6-6
8--1
8--2
8--3
8--4
8--5
8--6
8--7
8--8
8--9
8--10
8--11
8--12
8--13
Heading Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . .
Roll Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VOR (NAV) Mode Intercept . . . . . . . . . . . . . . . . . . . .
VOR (NAV) Mode Intercept Profile . . . . . . . . . . . . . .
VOR (NAV) Mode Capture . . . . . . . . . . . . . . . . . . . . .
VOR (NAV) Mode Capture Profile . . . . . . . . . . . . . .
Course Cut Limiter . . . . . . . . . . . . . . . . . . . . . . . . . . .
VOR (NAV) Mode Track . . . . . . . . . . . . . . . . . . . . . . .
VOR Over Station Zone of Confusion . . . . . . . . . . .
VOR DIRECT TO Function . . . . . . . . . . . . . . . . . . . .
FMS Steering Cockpit Displays . . . . . . . . . . . . . . . .
FMS Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Localizer (NAV) Mode Intercept
Cockpit Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Localizer (NAV) Mode Intercept . . . . . . . . . . . . . . . .
Localizer (NAV) Mode Capture . . . . . . . . . . . . . . . . .
Localizer (NAV) Mode Capture
Cockpit Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Localizer (NAV) Mode Track Profile . . . . . . . . . . . . .
Localizer (NAV) Mode Track . . . . . . . . . . . . . . . . . . .
Back Course Armed Cockpit Displays . . . . . . . . . . .
Back Course Mode Capture . . . . . . . . . . . . . . . . . . .
8-1
8-2
8-5
8-6
8-7
8-8
8-9
8-10
8-11
8-13
8-15
8-16
8--14
8--15
8--16
8--17
8--18
8--19
8--20
A28--1146--055
REV 2
8-18
8-19
8-19
8-20
8-21
8-22
8-24
8-25
Table of Contents
TC--9
SPZ--8000 Digital Integrated Flight Control System
Table of Contents (cont)
List of Illustrations (cont)
Figure
8--21
8--22
8--23
8--24
8--25
8--26
8--27
Page
8--30
8--31
8--32
8--33
8--34
8--35
8--36
8--37
8--38
8--39
8--40
Back Course Mode Intercept . . . . . . . . . . . . . . . . . . .
Back Course Mode Tracking Cockpit Displays . . . . .
Preselected Course Approach Cockpit Displays . . . .
Approach Mode Intercept . . . . . . . . . . . . . . . . . . . . . .
Approach Mode Intercept Cockpit Displays . . . . . .
Approach Mode Capture Profile . . . . . . . . . . . . . . . .
Approach Mode Capture Cockpit Displays
(Before Glideslope Capture) . . . . . . . . . . . . . . . . . .
Approach Mode Track . . . . . . . . . . . . . . . . . . . . . . . .
Approach Mode Capture Cockpit Displays
(After Glideslope Capture) . . . . . . . . . . . . . . . . . . .
EADI in Dual Couple Approach Mode . . . . . . . . . . .
Advisory Display With CAT2 Valid . . . . . . . . . . . . . .
Category II Invalid Annunciator . . . . . . . . . . . . . . . . .
Pitch Attitude Hold Mode Cockpit Display . . . . . . . .
Vertical Speed Hold Mode . . . . . . . . . . . . . . . . . . . . .
Flight Level Change Mode . . . . . . . . . . . . . . . . . . . . .
Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . .
Altitude Preselect Mode Profile . . . . . . . . . . . . . . . . .
Altitude Preselect Mode . . . . . . . . . . . . . . . . . . . . . . .
Transition to Altitude Hold Mode . . . . . . . . . . . . . . . .
Go--Around Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8-35
8-37
8-38
8-39
8-40
8-41
8-43
8-45
8-47
8-48
8-49
8-52
9--1
9--2
9--3
9--4
9--5
9--6
Lateral Mode Conditions/Problems . . . . . . . . . . . . .
Vertical Mode Conditions/Problems . . . . . . . . . . . . .
Flight Fault Test Initialization . . . . . . . . . . . . . . . . . . .
Final Flight Fault Test . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Fault Summary . . . . . . . . . . . . . . . . . . . . . . . . .
Pilot’s Flight Plan Form and Squawk Sheet . . . . . .
9-4
9-6
9-8
9-9
9-9
9-11
A--1
A--2
A--3
A--4
LASEREFR IRS Interface Diagram . . . . . . . . . . . . .
Six--Annunciator MSU . . . . . . . . . . . . . . . . . . . . . . . .
Inertial Reference System Display Unit . . . . . . . . . .
NDU Front Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A--2
A--4
A--7
A--9
B--1 Weather Radar Controller . . . . . . . . . . . . . . . . . . . . .
B--2 EFIS Test Pattern (Typical) 120_ Scan (WX) . . . . .
B--3 Radar Beam Illumination, High--Altitude,
12--Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . .
B--4 Radar Beam Illumination, Low--Altitude,
12--Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . .
B--3
B--10
8--28
8--29
Table of Contents
TC--10
8-26
8-27
8-29
8-30
8-31
8-32
8-33
8-34
B--13
B--13
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Table of Contents (cont)
List of Illustrations (cont)
Figure
Page
B--5 Maximum Permissible Exposure Level Boundary . . .
B--14
C--1 Weather Radar Controller . . . . . . . . . . . . . . . . . . . . .
C--2 EFIS Test Pattern (Typical) 120_ Scan Shown . . .
C--3 Radar Beam Illumination, High Altitude
12--Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . .
C--4 Radar Beam Illumination, Low Altitude
12--Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . .
C--5 Maximum Permissible Exposure Level Boundary . . .
C--3
C--14
C--17
C--18
D--1 EHSI Display Over KPHX Airport With the
EGPWS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . .
D--2 MFD With Ground Warning Conditions Only . . . . .
D--3 EGPWS Test Display . . . . . . . . . . . . . . . . . . . . . . . . .
D--4
D--4
D--5
C--17
List of Tables
Table
Page
1--1 System Equipment List . . . . . . . . . . . . . . . . . . . . . . .
1-2
3--1 Vmo and Airspeed Failure Modes . . . . . . . . . . . . . .
3--2 DADC Self--Test Mode Display Results . . . . . . . . . .
3--3 Air Data Display Parameters . . . . . . . . . . . . . . . . . . .
3-3
3-6
3-7
4--1 Bearing Pointer Sources . . . . . . . . . . . . . . . . . . . . . .
4--2 Flashing Annunciator for Flight Director Mode
Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4--3 Autopilot Engage Annunciators . . . . . . . . . . . . . . . . .
4--4 Radio Altitude Display Resolution . . . . . . . . . . . . . . .
4--5 Mach Display Colors . . . . . . . . . . . . . . . . . . . . . . . . . .
4--6 IAS Display Colors . . . . . . . . . . . . . . . . . . . . . . . . . . .
4--7 Flight Director Reversion Annunciators . . . . . . . . . .
4--8 CAT 2 ILS Excessive Deviation Limits . . . . . . . . . . .
4--9 Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . .
4--10 Radar Return Intensity Codes . . . . . . . . . . . . . . . . . .
4-4
4-9
4-10
4-12
4-13
4-14
4-26
4-28
4-55
4-55
5--1 Changing a Waypoint Procedure . . . . . . . . . . . . . . .
5-16
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SPZ--8000 Digital Integrated Flight Control System
Table of Contents (cont)
List of Tables (cont)
Table
6--1
6--2
6--3
6--4
6--5
6--6
6--7
6--8
6--9
Page
SAT/TAT/TAS Message Format . . . . . . . . . . . . . . . .
Lateral and Vertical Armed Mode Annunciators . . . .
Lateral and Vertical Active Mode Annunciators . . . . .
AFCS Status Message Annunciators . . . . . . . . . . . .
Disengage Messages (Flashing) . . . . . . . . . . . . . . .
Primary Caution Messages (Steady) . . . . . . . . . . . .
Sensor Failure Messages (Steady) . . . . . . . . . . . . .
Advisory Caution Messages (Steady) . . . . . . . . . . .
Invalid Operation Messages (Steady) . . . . . . . . . . .
6-8
6-8
6-9
6-10
6-11
6-12
6-13
6-14
6-16
7--1 System Performance and Operating Limits . . . . . .
7-7
8--1
8--2
8--3
8--4
8--5
8--6
8--7
VOR (NAV) Mode Engage Procedure . . . . . . . . . . .
VOR DIRECT TO Function Procedure . . . . . . . . . .
Localizer NAV Mode Procedure . . . . . . . . . . . . . . . .
Dual Couple Approach Procedure . . . . . . . . . . . . . .
Flight Level Change Mode Procedure . . . . . . . . . . .
Altitude Hold Mode Procedure . . . . . . . . . . . . . . . . .
Altitude Preselect Mode Procedure . . . . . . . . . . . . .
8-4
8-12
8-17
8-36
8-43
8-45
8-47
9--1
9--2
9--3
9--4
9--5
A--1
Digital and Analog System Differences . . . . . . . . . .
Lateral Mode Problems . . . . . . . . . . . . . . . . . . . . . . .
Vertical Mode Problems . . . . . . . . . . . . . . . . . . . . . . .
Combined Vertical and Lateral Mode Problems . . .
Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power--On Alignment Procedure . . . . . . . . . . . . . . .
9-2
9-3
9-6
9-8
9-13
A--6
B--1 Target Alert Characteristics . . . . . . . . . . . . . . . . . . . .
B--2 EFIS Fault Code Descriptions . . . . . . . . . . . . . . . . . .
B--3 In--Flight Roll Compensation Adjustment
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B--4
B--11
B--12
C--1
C--2
C--3
C--4
Target Alert Characteristics . . . . . . . . . . . . . . . . . . . .
Rainfall Rate Color Coding . . . . . . . . . . . . . . . . . . . .
EFIS Fault Code Descriptions . . . . . . . . . . . . . . . . . .
In--Flight Roll Offset Adjustment Procedure . . . . . .
C--5
C--8
C--15
C--16
D--1 EGPWS Terrain Display Color Definitions . . . . . . . .
D--3
Table of Contents
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1.
Introduction
This manual describes the operation, components, typical flight
applications, and operating procedures for the Honeywell SPZ--8000
Digital Integrated Flight Control System (DIFCS) as factory installed in
the CANADAIR Challenger CL--601--3A and CL--601--3R aircraft.
Subsystems covered in this manual include the following:
D
Air data system (ADS)
D
Electronic flight instrument system (EFIS)
D
Multifunction display (MFD) system
D
Dual flight guidance system (FGS)
D
Flight management system (FMS)
D
Radio altimeter system
D
PRIMUSR 650 or PRIMUSR 870 Weather Radar (WX) System
D
LASEREFR II or LASEREFR III Inertial Reference System (IRS)
D
Lightning sensor system (LSS) (optional)
D
Traffic alert and collision avoidance system (TCAS) (optional)
D
Enhanced ground proximity warning system (EGPWS) (optional)
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Equipment covered in this manual is listed in table 1--1.
Unit
Model
Part No.
Cockpit Mounted
ED--800
Electronic Display
7003110--901 or --931 (Civil
Aviation Authority)
DC--810
DC--810
7005819--707
RI--815
Instrument Remote
Controller
7011345--902 or --912
MC--800 MFD Controller
7007062--921
GC--880 Flight Guidance Controller
7003975--706
ID--802
Advisory Display
7003652--631
BA--141
Barometric Altimeter
4016341--904
SI--225A Mach/Airspeed Indicator
7002860--912
VS--200
Vertical Speed Indicator
(VSI)
Vertical Speed Indicator
PC--880
Turn Pitch Controller
7007990--901
WC--650 Weather Radar Controller
(PRIMUSR 650)
7008471--601 (Prior to
Serial No. 5087)
WC--870 Weather Radar Controller
(PRIMUSR 870)
7008471--801 or --803
(Serial No. 5087 and later)
IRS
Inertial Reference Display
Unit
CG1136AC (Prior to Serial
No. 5087)
IRS
Mode Select Unit (MSU)
Controller
CG1042AB (Prior to Serial
No. 5087)
IRS
LASERTRAKR Display Unit CG1230AC (Serial No.
5087 to 5134)
IRS
LASERTRAKR Display Unit CG1230AV (Serial No.
5135 and Later)
System Equipment List
Table 1--1 (cont)
Introduction
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Model
Unit
Part No.
Remote Mounted
SG--815 Symbol Generator (SG)
7011674--VAR
MG--815 MFD Symbol Generator
7011675--VAR
FZ--800
Flight Guidance Computer
(FGC)
7003974--VAR
AZ--810
Digital Air Data Computer
(DADC)
7003974--VAR
RT--300
Radio Altimeter Receiver
Transmitter (RT)
7001840--912
SM--600 Servo
4015373--813 or 816
SM--725 Linear Actuator
7002800--801
WU--650 Weather Radar Receiver
Transmiter Antenna
7008470--922 (Prior to
Serial No. 5087)
WU--870 Weather Radar Receiver
Transmitter Antenna
7012640--901 or 921
(Serial No. 5087 and later)
IRS
Inertial Reference Unit
HG1075AE03
AZ--648
Altitude Transducer
7001648--902
IRS
Inertial Reference Unit
(LASEREFR II)
HG1075AE03 Prior To
Serial No. 5135)
IRS
Inertial Reference Unit
(LASEREFR III)
HG2001AB02 (Serial No.
5135 and later)
System Equipment List
Table 1--1 (cont)
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SPZ--8000 Digital Integrated Flight Control System
Model
Unit
Part No.
Optional
SG--815 Symbol Generator (With
TCAS) (Optional)
7011674--VAR
MG--815 MFD Symbol Generator
(with TCAS)
7011675--VAR
LU--850
LSS Controller (Optional)
7011865--90X
LP--850
LSS Procesor (Optional)
7011822--9XX
AT--850
LSS Antenna (Teardrop)
(Optional)
4057697--901
AT--855
LSS Antenna (Brick)
(Optional)
7014062--901
NOTE: Some aircraft with the optional TCAS installed do not install the VS--200 VSI.
System Equipment List
Table 1--1
Introduction
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Challenger CL--601--3A Cockpit
Figure 1--1
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SPZ--8000 Digital Integrated Flight Control System
2.
System Description
The SPZ--8000 Digital Integrated Flight Control System, shown in block
diagram form in Figure 2--1, includes the following subsystems:
STANDARD
D
Air data system
D
Electronic flight instrument system
D
Multifunction display system
D
Dual flight guidance system
D
Flight management system
D
Radio altimeter system
D
PRIMUSR 650 or PRIMUSR 870 Weather Radar (WX) System
D
LASEREFR II or LASEREFR III Inertial Reference System
OPTIONAL
D
Lightning sensor system (optional)
D
Traffic alert and collision avoidance system
D
Enhanced ground proximity warning system (EGPWS) (optional)
D
PRIMUSR II Integrated Radio System
The DIFCS is a complete automatic flight control system (AFCS) that
has fail--operational flight director, autopilot, yaw damper, and trim
functions. The automatic path mode commands are generated by the
flight guidance computer. The flight guidance computer integrates the
attitude and heading reference system, air data system, and EFIS into
a complete aircraft control system that stabilizes and controls the
aircraft throughout the flight.
A central serial communications network links subsystems within the
system, as shown in Figure 2--1. The Avionics Standard
Communications Bus (ASCB) consists of two serial synchronous digital
communications buses. Each bus is electrically isolated from the
other bus and each bus communicates bidirectionally.
The ASCB interfaces the AFCS with the IRS, ADS, FMS, EFIS, and the
MFD systems. The bus controller is located in the flight guidance
computer. Each subsystem broadcasts on the ASCB when directed to
transmit by the bus controller, and returns to an off condition when its
time slot expires.
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SPZ--8000 Digital Integrated Flight Control System
The system data communication is split between the main ASCB
system bus and private--line paths that transmit sensitive data required
for fault isolation. These specific private--line paths include the
following:
D
IRS attitude and heading to EFIS and position to FMS
D
DADC Mach/airspeed to the Mach/airspeed indicator (analog) and
to EFIS
D
DADC vertical speed to VSI
D
DADC altitude to barometric altimeter
D
Flight guidance controller to flight guidance computer
D
Display controller to symbol generator
D
Symbol generator to electronic displays
D
MFD controller to MFD symbol generator
D
MFD symbol generator to electronic display.
The EFIS system uses data from the IRS, ADS, and navigation system
to display the following:
D
Heading
D
Course
D
Radio bearing
D
Pitch and roll attitude
D
Barometric altitude
D
Selected alert altitude
D
Radio altitude
D
Course deviation
D
Glideslope deviation
D
TO/FROM indications
D
DME indications.
Annunciators indicate the following:
D
Selected flight mode
D
Altitude alert
D
Decision height
D
Autopilot engage status
D
Go--around mode.
System Description
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Pitch and roll steering commands developed by the flight guidance
computer in conjunction with the flight guidance controller are displayed
as steering pointers that direct the pilot to reach and/or maintain the
desired flightpath or attitude.
With very few exceptions, most of this system is powered from 28 V dc.
The air data displays and radar antenna stabilization require 26 V ac.
AIR DATA SYSTEM (ADS)
The ADS consists of the following components:
D
DADC
D
Altitude transducer
Mach/airspeed indicator
D Vertical speed indicator
D
D
Barometric altimeter.
NOTE:
Some installations with TCAS installed remove the VS--200
VSI. TCAS installations display vertical speed on the
electronic attitude director indicator (EADI).
The DADC is a microprocessor--based digital computer that accepts
both digital and analog inputs, performs computations, and supplies
both digital and analog outputs. It receives pitot--static pressures and
total air temperature (TAT) inputs that are used to compute the standard
air data functions. The DADC outputs information to the following:
D
Barometric altimeter
D
Mach/airspeed indicator
D
VSI
D
Transponder
D
Flight recorder
D
Flight director
D
Autopilot.
The altitude transducer inputs altitude levels to the aircraft stall
protection system.
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System Description
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SPZ--8000 Digital Integrated Flight Control System
ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
The EFIS consists of the following components:
D
Electronic displays (EADI and electronic horizontal situation
indicator (EHSI))
D
Symbol generator
D
Display controller
D
Instrument remote controller.
The EFIS displays the following:
D
Pitch and roll attitude
D
Heading
D
Course orientation
D
Flightpath commands
D
Weather data
D
TCAS data (optional)
D
Mode and source annunciators.
The EFIS is an integrated display that is flexible and redundant.
Essential display information from sensor systems and automatic flight
control, navigation, performance, and caution--warning systems are
integrated into the pilot’s prime viewing area. Each symbol generator
can drive four electronic displays. If a symbol generator fails, the
remaining symbol generator can drive the displays on both sides.
When a display fails, a composite attitude/heading format can be
selected on the remaining display.
The pilot can manually select different IRS, DADC, and navigation
sources for display using the display controller or remote switches. All
comparison monitoring is done within the EFIS.
System Description
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MULTIFUNCTION DISPLAY SYSTEM (MFD)
The MFD system consists of the following components:
D
MFD symbol generator
D
MFD controller
D
Electronic display.
The MFD system displays normal and emergency checklists,
navigation maps, TCAS data (optional), and weather radar. In addition,
the MFD symbol generator backs up the EFIS symbol generator and
EHSI displays.
The MFD symbol generator is the central point of information flow in the
MFD system. The MFD symbol generator performs the conversions
required to interface the MFD system with the sensors in the aircraft.
This information is processed and displayed on the electronic display.
The crew uses the MFD controller to select display modes and formats.
DUAL FLIGHT GUIDANCE SYSTEM (FGS)
The dual FGS consists of the following components:
D
Flight guidance computer
D
Flight guidance controller
D
Advisory display
D
Servo drive and bracket (aileron and elevator)
D
Linear actuator (rudder)
D
Turn pitch controller.
The FGS has the following operations:
D
Fail--operational flight director
D
Autopilot
D
Yaw damper
D
Trim.
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SPZ--8000 Digital Integrated Flight Control System
The FGS has redundant flight control functions that make it
fail--operational. It uses redundancy management techniques and
sensor voting to evaluate the information from dual attitude/heading
and air data sensors. The fail--operational characteristic includes
sensor failures.
One servo motor of each dual servo (aileron and elevator) and each
linear actuator (rudder) is connected to a flight guidance computer.
While each flight guidance computer normally controls its own side
flight director command bars, only one computer actively controls the
servos and actuator. The servo or actuator connected to the inactive
flight guidance computer has a brake applied.
Usually, the pilot’s side is automatically in control. The copilot’s side can
be manually selected or it automatically takes control if the pilot’s
computer fails. If only one flight guidance computer is valid, the system
disconnects if that flight guidance computer fails.
The single flight guidance controller can engage the autopilot and/or
Mach trim, select the operating modes, and select the EHSI and DADC
that are interfaced to the flight guidance computer.
The single turn pitch controller has a turn knob and pitch wheel that
output data to the flight guidance computers.
The advisory display displays messages that identify the status of the
dual FGS. It also contains the R AFCS and L AFCS switches that are
used to select the right or left flight guidance computer as the master
computer.
FLIGHT MANAGEMENT SYSTEM (FMS)
The FMS consists of the following components:
D
Control display unit (CDU)
D
Navigation computer
D
Data loader.
The FMS outputs lateral and vertical navigation guidance information
for display and coupling to the DIFCS. The crew uses the CDU to
receive flight plan data and input information into the FMS.
System Description
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SPZ--8000 Digital Integrated Flight Control System
The navigation computer can interface with three long--range sensors
through ARINC 429 buses. The interface to the air data, MFD, EFIS,
and DIFCS is over the ASCB. The interconnect to the IRS is through
a separate data bus for position information and ASCB for heading
data. Flight plans are also transferred between navigation computers
over the ASCB, while the link to the CDU is over an RS--422 private--line
interface. The navigation computer gives high--accuracy, long--range
navigation by connecting to the IRS, GPS, VLF/omega sensors, and
VOR/DME. With links to the on--board navigation sensors, the
navigation computer computes an FMS position based on a blend of the
sensors. The FMS does not directly display navigation maps on the
CDU. However, the FMS is the source of map data for other cockpit
displays such as EFIS or MFD. An internal navigation database is the
source of the displayed map data. A large portion of the navigation
database is subject to updating on a 28--day interval. The data loader
is used for this purpose.
The navigation part of the FMS is considered an area navigation
(RNAV) system. This system outputs navigation information that is
relative to a geographic point. The crew can define a route from the
aircraft’s present position to any point in the world using the navigation
management software. The system outputs advisory information and
steering signals that the pilot or DIFCS uses to steer the aircraft along
the desired route. Routes are defined from the aircraft present position
to a destination waypoint through a direct great circle route or through
a series of great circle legs connected by intermediate waypoints.
RADIO ALTIMETER SYSTEM
The radio altimeter system consists of the following components:
D
Radio altimeter receiver/transmitter
D
Antennas (not supplied by Honeywell).
The radio altimeter system displays the following:
D
An absolute altitude from 0 to 2500 feet
D
Decision height (DH) selection
D
Failure annunciator
D
Internal self--test information.
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SPZ--8000 Digital Integrated Flight Control System
PRIMUSR 650 WEATHER RADAR SYSTEM
The PRIMUSR 650 Weather Radar System consists of the following
components:
D
Weather radar receiver transmitter antenna
D
Weather radar controllers (one or two).
A brief operational description is included in Appendix B.
The PRIMUSR 650 Weather Radar System is an X--band radar
designed for weather detection and analysis. The EHSI and MFD
display storm intensity levels in bright colors on a black background.
Areas of very heavy rainfall are displayed in magenta, heavy rainfall in
red, less severe rainfall in yellow, moderate rainfall in green, and little
or no rainfall in black (background). After proper evaluation, the crew
can chart a course around these storm areas.
The radar can also be used for ground mapping. In the ground mapping
mode, the radar displays prominent landmarks that the crew can use
to identify coastline, hilly or mountainous regions, cities, or large
structures. The reflected signals from various ground surfaces are
displayed as magenta, yellow, or cyan (most to least reflective).
PRIMUSR 870 WEATHER RADAR SYSTEM
The PRIMUSR 870 Weather Radar System is installed in Challenger
CL--601 aircraft starting with Serial No. 5087. The PRIMUSR 870
Weather Radar System consists of the following units:
D
Weather radar receiver transmitter antenna
D
Weather radar controller (one or two).
A brief operational description is included in Appendix C.
The PRIMUSR 870 Weather Radar System is an X--band radar
designed for weather detection and analysis. The EHSI and MFD
display storm intensity levels in bright colors on a black background.
Areas of very heavy rainfall are displayed in magenta, heavy rainfall in
red, less severe rainfall in yellow, moderate rainfall in green, and little
or no rainfall in black (background). After proper evaluation, the crew
can chart a course around these storm areas.
System Description
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The radar can also be used for ground mapping. In the ground mapping
mode, prominent landmarks are displayed that the crew can use to
identify coastline, hilly or mountainous regions, cities, or large
structures. The reflected signals from various ground surfaces are
displayed as magenta, yellow, or cyan (most to least reflective).
Areas of detected turbulence are displayed in soft white.
LASEREFR II/III INERTIAL REFERENCE SYSTEM (IRS)
The IRS consists of the following components:
D
Inertial reference units (2 or 3)
D
Mode select unit (prior to Serial No. 5087)
D
Inertial system display unit (prior to Serial No. 5087)
D
LASERTRAKr Navigation Display Unit (NDU) (Serial No. 5087 and
later).
NOTE:
A third IRS is installed in some aircraft. If this is the case,
the pilot has access to IRS No. 1 or No. 3; the copilot has
access to IRS No, 2 or No. 3.
A brief operational description of the IRS is given in Appendix A.
The IRS is an all--attitude inertial sensor system that outputs the
following information to the EADI and EHSI displays, DIFCS, weather
radar antenna, FMS, and other aircraft systems and instruments:
D
Aircraft attitude
D
Heading
D
Dynamic flight information.
In aircraft with the LASERTRAKr NDU installed, the navigation data
can be selected for display on the EHSI.
LASERTRAKr Switch (Serial No. 5087 and Later)
This cockpit--mounted switch selects either the FMS1, LTRK, or FMS2
to supply navigation data to the EHSI through the display controller
FMS button.
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SPZ--8000 Digital Integrated Flight Control System
LIGHTNING SENSOR SYSTEM (LSS) (Optional)
The LSS consists of the following:
D
Controller
D
Processor
D
Antenna.
The LSS is used to locate areas of lightning activity in a 100--nautical
mile radius around the aircraft. The lightning information is displayed on
the EHSI or MFD. The display indicates the position and rate of
occurrence. After evaluation of the data and its relation to the weather
displayed, the operator can effectively plan a course to avoid hazardous
weather. The LSS can be controlled with its standard controller, or
through the remote PRIMUSR 650 or PRIMUSR 870 Weather Radar
Controller.
TRAFFIC ALERT AND COLLISION AVOIDANCE
SYSTEM (TCAS II) (OPTIONAL)
The TCAS II consists of the following:
D
Computer
D
Antenna.
In addition, when TCAS is installed, the installed radio system includes
a compatible Mode S transponder and radio management unit (RMU).
The TCAS acts as a supplement to the air traffic control (ATC) system
and the “see--and--avoid” concept. TCAS continuously surveys the
airspace around an aircraft seeking replies from other aircraft in the
vicinity through their ATC transponders. Flightpaths are predicted
based on their tracks. When TCAS is activated through the installed
transponder and TCAS controls, and selected for display on the
electronic horizontal situation indicator (EHSI) or MFD, nearby traffic is
displayed. When traffic poses a collision threat, the vertical speed
display on the EADI includes a climb or descend vertical speed
command. The pilot manually flies the aircraft to satisfy the displayed
requirement.
System Description
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OTHER SWITCHES AND CONTROLS
Autopilot Disconnect Switches
The autopilot disconnect switches are mounted on the control wheel.
When an autopilot disconnect switch is pushed, the autopilot is
disconnected.
Touch Control Steering (TCS)
When the TCS button is pushed, the crew can manually change aircraft
attitude, altitude, and/or vertical speed without disengaging the
autopilot.
Go--Around Switches
The go--around switch is located on the throttles. Pushing the
go--around switch disengages the autopilot and commands a wings
level, 10 nose up attitude.
EFIS Reversionary Switches
Cockpit--mounted reversionary switches control EFIS reversionary
modes that back--up system displays and symbol generators in case of
equipment failure.
A28--1146--055
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System Description
2-11/(2-12 blank)
SPZ--8000 Digital Integrated Flight Control System
321
321
1
1
AD--11495--R14@
SPZ--8000 DIFCS Block Diagram
Figure 2--1
A28--1146--055
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System Description
2-13/(2-14 blank)
SPZ--8000 Digital Integrated Flight Control System
3.
Air Data System (ADS)
The cockpit locations of the ADS controls and indicators are shown in
Figure 3--1.
60
PUSH
SYNC
80
88
400
MACH
350
120
300
KT
230
200
PUSH
CHG
PUSH
SYNC
PUSH
DCT
INSTRUMENT REMOTE
CONTROLLER
140
IAS
260
PUSH
DCT
100
INSTRUMENT REMOTE
CONTROLLER
160
180
MACH/AIR SPEED
INDICATOR (M/IAS)
0
9
8
7
1
1 1 7 20
MB
ALT
10 1 3
6
IN HG
29 9 2
5
2
3
SG
REV
IRS
REV
BRT
4
RESET
BARO
IAS
REV
ALTIMETER
LAFCS
F/D
REV
LAFCS
ADVISORY DISPLAY
IAS REVERSIONARY
SELECT
TOTAL AIR
TEMPERATURE
(TAT) PROBE
VERTICAL
SPEED INDICATOR
(OPTIONAL)
AIR DATA
COMPUTER
SPS ALTITUDE
TRANSDUCER
AD--58048@
ADS Controls and Indicators
Figure 3--1
A28--1146--055
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Air Data System (ADS)
3-1
SPZ--8000 Digital Integrated Flight Control System
MACH/AIRSPEED INDICATOR
The Mach/airspeed indicator is shown in Figure 3--2.
AD--58050@
Mach/Airspeed Indicator
Figure 3--2
The Mach/airspeed indicator has the following features:
D
Pointer display of computed airspeed in knots (white pointer)
D
Pointer display of maximum allowable airspeed (VMO) in knots
(striped pointer)
D
Counter drum display of Mach
D
Airspeed bugs on the bezel ring that the pilot can set to critical
airspeeds
D
A failure monitor control for the maximum allowable airspeed (VMO),
failure flag, and airspeed failure (OFF) flag.
NOTE:
A failure that affects maximum allowable airspeed
displays the VMO flag. A failure that affects airspeed only,
or both airspeed and maximum allowable airspeed,
displays the OFF flag.
Air Data System (ADS)
3-2
A28--1146--055
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SPZ--8000 Digital Integrated Flight Control System
Failure conditions for the Mach/airspeed indicator and the resulting
flags are explained in Table 3--1.
Flag
Displayed
Failure Condition
Absence of primary instrument power
OFF
Internal power supply failure
OFF
Loss of reference voltage
OFF
Excessive indicated airspeed (IAS) servo null signal
OFF
Absence of external IAS data valid signal
OFF
Excessive VMO servo null signal
VMO
Absence of external altitude data valid signal
VMO
VMO and Airspeed Failure Modes
Table 3--1
BAROMETRIC ALTIMETER
The barometric altimeter is shown in Figure 3--3.
AD58051@
Barometric Altimeter
Figure 3--3
A28--1146--055
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Air Data System (ADS)
3-3
SPZ--8000 Digital Integrated Flight Control System
The barometric altimeter has the following features:
D
Counter drum display of barometrically corrected pressure altitude
from the DADC, marked in 20--foot increments.
D
Pointer display of altitude between 1000--foot levels with 20--foot
graduations.
D
Black--and--white crosshatch in the left--hand digit position of the
counter display for altitudes below 10,000 feet.
D
Barometric pressure counter, set by means of the BARO knob, that
displays barometric pressure in inches of mercury and millibars.
D
Failure warning flag that is displayed when one of the following
occurs:
— The error between the altitude displayed and the altitude signal
received is excessive
— The DADC goes invalid
— The barometric altimeter loses primary power.
D
Altitude alert annunciator that lights when the aircraft is within 1000
feet of the preselected altitude during a capture maneuver.
NOTE:
The light goes out when the aircraft is within 250 feet of the
selected altitude. A momentary audio alert is a backup
indication of when the aircraft is 1000 feet from the
preselected altitude, or when it deviates more than 250
feet from the selected altitude after capture.
Air Data System (ADS)
3-4
A28--1146--055
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SPZ--8000 Digital Integrated Flight Control System
VERTICAL SPEED INDICATOR (VSI)
The VSI is shown in Figure 3--4.
.5
0
1 2 4
VERTICAL SPEED
UP
DOWN
.5
6
1000 FT PER
MIN
1 2 4
AD--58052@
Vertical Speed Indicator
Figure 3--4
The VSI is a servoed pointer display of vertical speed information from
the DADC. Vertical speed rates of 0 to 6000 feet per minute are
displayed on the indicator
The failure monitor detects the valid and invalid signals in the indicator
to control the failure warning (OFF) flag. The failure warning flag is
displayed if any of the following conditions exist:
D
Primary instrument power is lost
D
Internal power supply fails
D
Excessive servo null
D
Absence of external air data valid signal
D
Absence of 12 V dc reference voltage
D
Excessive rate vertical speed input signal.
NOTE:
Some installations with TCAS do not install this VSI. In these
installations, vertical speed is displayed on the EADI.
A28--1146--055
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Air Data System (ADS)
3-5
SPZ--8000 Digital Integrated Flight Control System
DIGITAL AIR DATA COMPUTER (DADC) SELF--TEST
MODE
The digital air data computer (DADC) incorporates a self--test mode
that is activated with a cockpit test switch. The DADC outputs static test
data that is displayed on the altimeter, vertical speed indicator,
Mach/airspeed indicator and EFIS. Table 3--2 describes the DADC test
data.
Parameter
Data Output
Pressure altitude
4000 ft
Baro altitude
Present altitude
Altitude rate
5000 ft/min
Indicated airspeed
320 kts
True airspeed
301 kts
Mach
Mach .790
Total air temperature
--16 _C
Static air temperature
--45 _C
Preselect altitude
12,000 ft
VMO
301 kts
Dynamic pressure
9.0 inHg
MMO
Mach .835
Baro set (inHg)
29.921 inHg
Baro set (mB)
1013.3 mB
DADC Self--Test Mode Display Results
Table 3--2
Air Data System (ADS)
3-6
A28--1146--055
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SPZ--8000 Digital Integrated Flight Control System
AIR DATA DISPLAY PARAMETERS
Table 3--3 gives the units of measure and range of the air data
information that is displayed on the EFIS.
Parameter
Units
Data
Pressure altitude
ft
--1000 to 60,000
Baro corrected altItude
ft
--1000 to 60,000
Altitude rate
ft/min
--20,000 to +20,000
Indicated airspeed
kts
30 to 450
True airspeed
kts
35 to 599
Total air temp
C
--60 to +99
Static air temp
C
--99 to +50
Preselect altitude
ft
0 to 60,000
VMO or MMO
kts
30 to 450
Baro set
inHg
28 to 31
Baro set
mB
948 to 1050
Mach
M
0.2 to 1.0
Air Data Display Parameters
Table 3--3
A28--1146--055
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Air Data System (ADS)
3-7/(3-8 blank)
SPZ--8000 Digital Integrated Flight Control System
4.
Electronic Flight Instrument
System (EFIS)
Figure 4--1 shows the cockpit locations of the EFIS components.
ANTI--ICE
APU
ENV. CONT
ANTI--SKID
MLG BAY
OVHT FAIL
AUTO CB
FAIL
HYD
NAV
TEST
BRT
RECALL
DIM
10 CHANNEL SYSTEM ANNUNCIATOR PANEL
PUSH
PUSH
SYNC
DCT
HDG
CRS
PUSH
CHG
IAS/MACH
PUSH
DCT
PUSH
SYNC
CRS
HDG
ALT SEL
REMOTE CONTROLLER
REMOTE CONTROLLER
COMP
MON
EADI
COOL
AIR
FAIL
PRESS TO SELECT
MRK/BCN
NAV TUNE
HIGH
LOW
MAN
FMS
SG
REV
IRS
REV
IAS
REV
F/D
REV
EHSI
FULL
ARC
ANNUNCIATOR
PANNEL
EFIS 2 SG
O/HEAT
IND RESET
GSPD
WX
TTG
ET
V/L
FMS
FMS 2
ADF 2
VOR1
OFF
OFF
BRG
FMC 2
O/HEAT
ADI
DIM
TEST
VOR 2
OFF
DH
TST
WX
DIM
EFIS 1
OFF
SG O/HEAT
MFD
BRG
EFIS 1 DU
DISPLAY CONTROLLER
FAN FAIL
O/HEAT
MFD DU
EFIS 2 DU
O/HEAT
IRU NO AIR
IRU 1
NO AIR
FMC 1
O/HEAT
IND RESET
SYSTEM TEST
FAN FAIL
O/HEAT
2
MAP
FMS 1
ADF 1
3
SYSTEM TEST
FAN FAIL
AVIONICS COOLING
ANNUNCIATOR
AVIONICS COOLING
ANNUNCIATOR
SYMBOL
GENERATOR
AD--58053@
EFIS Components
Figure 4--1
A28--1146--055
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Electronic Flight Instrument System (EFIS)
4-1
SPZ--8000 Digital Integrated Flight Control System
ELECTRONIC DISPLAY CONTROLS
Display Controller
The display controller, shown in Figure 4--2, controls the EFIS display
format.
AD--58055@
Display Controller
Figure 4--2
The display controller functions are described in the following
paragraphs.
D
FULL/ARC Button -- The FULL/ARC button changes the EHSI
display from full--compass to partial--compass format. In the
full--compass mode, 360 of heading are displayed. In the
partial--compass mode, 90 of heading are displayed. Pushing the
FULL/ARC button toggles the display between the full compass and
partial compass.
D
MAP Button -- Pushing the MAP button changes the full compass
display to the partial compass format with one waypoint displayed
for each bearing pointer and VOR/DME (distance measuring
equipment) ground station position. The information is only
displayed if it is within the range selected. In the WX mode, pushing
the MAP button selects the map format with weather radar
information.
D
WX (Weather Radar) Button -- Pushing the WX button displays
weather radar returns on the EHSI partial compass display. If the
EHSI is in the full compass map mode, pushing the WX button
changes the display to the partial compass mode and displays
weather radar returns from the weather radar or a weather test
pattern. If the map mode is displayed, pushing the WX button once
displays weather radar information over the map information.
Pushing the WX button a second time removes the weather
information.
Electronic Flight Instrument System (EFIS)
4-2
A28--1146--055
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SPZ--8000 Digital Integrated Flight Control System
D
GSPD/TTG (Groundspeed/Time--To--Go) Button -- GSPD/TTG
is displayed in the lower right corner of the EHSI. Pushing the
GSPD/TTG button toggles the display between GSPD and TTG.
D
ET (Elapsed Time) Button -- Pushing the ET button displays
elapsed time in place of the GS/TTG display. Pushing the ET button
repeatedly sequences the elapsed time as follows:
RESET--START--STOP--RESET.
D
V/L (VOR/Localizer) Button -- Pushing the V/L button displays
VOR/LOC information on the EHSI. This information is also sent to
the flight guidance computer. The power--up display is the on--side
NAV source. The V/L button is also used to activate the preselected
course feature.
D
FMS (Flight Management System) Button -- Pushing the FMS
button displays FMS information on the EHSI. The power--up
display is the on--side FMS.
For aircraft serial No. 5087 and later, LASERTRAKr information is
displayed by pushing the FMS button and an external
LASERTRAKr select switch.
NOTES:
1. The AFCS cannot be coupled to the
LASERTRAKr. When this data is displayed, HDG
mode should be selected for AFCS guidance.
2. If NAV remains selected on the guidance panel, the
AFCS follow FMS course guidance even though
the EHSI is displaying LASERTRAKr information.
3. Deselecting the LASERTRAKr by pushing the
external select switch returns the EHSI to the
selected FMS.
4. The IRS selected on the LASERTRAKr controller
determines which IRS supplies navigation data to
the EHSI.
A28--1146--055
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Electronic Flight Instrument System (EFIS)
4-3
SPZ--8000 Digital Integrated Flight Control System
D
BRG (Bearing) Source Select Knobs -- The EHSI can display two
independent bearing pointers. The rotary knob is used to select the
NAV sources as described in Table 4--1.
BRG f
BRG Z
OFF
OFF
VOR 1
VOR 2
ADF 1
ADF 2
FMS 1
FMS 2
Bearing Pointer Sources
Table 4--1
HSI DIM (Outer Concentric) Knob -- Turning the horizontal situation
indicator (HSI) dim knob adjusts the overall brightness of the EHSI.
After the reference level is set, a photo sensor maintains the brightness
level over various lighting conditions. The OFF position turns the EHSI
off and selects the composite mode on the EADI.
NOTE: On installations with TCAS, the ADI or HSI DIM control
does not select a composite display when it is turned OFF.
The display is blanked and the remaining operating tube
displays the EADI.
D ADI DIM (Outer Concentric) Knob -- Turning the attitude director
indicator (ADI) dim knob adjusts the overall brightness of the EADI.
After the reference level is set, a photo sensor maintains the brightness
level over various lighting conditions. The OFF position turns the EADI
off and selects the composite mode on the EHSI.
D WX DIM (Inner Concentric) Knob -- Turning the WX dim knob adjusts
the brightness of the weather radar display on the EHSI. Turning the
knob to the OFF position removes the weather information from the
display. If the composite mode is displayed on the EHSI, the WX DIM
knob controls the brightness of the ADI sphere.
D DH (Decision Height) Knob -- Turning the inner DH knob sets the
decision height on the EADI between 20 and 990 feet in 10--foot
increments. Turning the DH knob fully counterclockwise removes the
decision height display from the EADI.
D
NOTE:
D
DH on both EADIs is set from one side of the cockpit at a
time. The side is selected using the CPL (couple) switch
on the flight guidance controller.
TST button (Test) Button -- Pushing the TST button tests the radio
altimeter and EFIS when on the ground, or the radio altimeter only
when in the air (if the aircraft is not in the GS capture mode).
Electronic Flight Instrument System (EFIS)
4-4
A28--1146--055
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SPZ--8000 Digital Integrated Flight Control System
Instrument Remote Controllers
The instrument remote controllers, shown in Figure 4--3, are used to
select heading, course, altitude preselect (copilot only), and indicated
airspeed or Mach references (pilot only).
AD--58057@
AD--58056@
Instrument Remote Controllers
Figure 4--3
The function of each control on the pilot’s and copilot’s controller is
described in the following paragraphs.
D
HDG (Heading) Select Knob and PUSH SYNC Button -- The
HDG knob is used to set a heading reference by positioning
the heading bug on the pilot’s or copilot’s EHSI.
Pushing the PUSH SYNC button synchronizes the heading bug to
the present heading (lubber line).
D
CRS (Course) Select Knob and PUSH DCT (Direct) Button -The CRS knob is used to set VOR or ILS course by positioning the
course select pointer on the pilot’s or copilot’s EHSI.
Pushing the PUSH DCT button automatically slews the course
pointer to center the course deviation to the tuned station.
When FMS is selected, the pilot can preview an on--side localizer
course. When in the course preview mode, turning the CRS knob
replaces the desired track (DTK) annunciator with CRS and sets the
localizer course. The digital preselected course readout is removed
5 seconds after the CRS select knob is turned.
A28--1146--055
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Electronic Flight Instrument System (EFIS)
4-5
SPZ--8000 Digital Integrated Flight Control System
D
Pilot’s IAS/MACH Knob and PUSH CHG Button -- The
IAS/MACH knob is used to set the IAS or MACH reference speed
(displayed on the EADI) for the flight director flight level change
(FLC) mode. The power--up value for selected speed is 80 kts IAS.
Pushing the PUSH CHG button toggles the display between IAS
and MACH. The power--up display is IAS.
D
Copilot’s ALT SEL (Altitude Select) Knob -- The ALT SEL knob
is used to set the preselect altitude displayed on the EADI. The
altitude is set in 100--foot increments.
D
TCAS Display Select Switch (Optional) -- When this switch is
pushed, the EHSI display is replaced with a combination EHSI arc
and TCAS traffic display.
ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI)
The electronic attitude director indicator (EADI), shown in Figure 4--4,
combines the true sphere--type attitude display with lateral and vertical
computed steering signals to display the commands required to
intercept and maintain a desired flightpath.
AD--58109@
Typical EADI Display
Figure 4--4
Figure 4--5 shows a typical EADI display format.
Electronic Flight Instrument System (EFIS)
4-6
A28--1146--055
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SPZ--8000 Digital Integrated Flight Control System
LATERAL ARM
(WHITE)
DECISION
HEIGHT
ANNUNCIATOR
ROLL
FLIGHT DIRECTOR
ATTITUDE
MODE ANNUNCIATORS
POINTER
FD COUPLE
ROLL
ARROW
SCALE
AUTOPILOT ENGAGE
ANNUNCIATOR
ASEL
GS
FLC
VFLC
VASL
VALT
VPATH
VS
ALT
GA
GP
VERTICAL ARM
(WHITE)
GS
GP
MARKER BEACON
MARKER BEACON
ANNUNCIATOR
VMO
INDICATOR
ALTITUDE PRESELECT
DISPLAY
IAS/MACH
REFERENCE
BUG
VERTICAL TRACK
ALERT ANNUNCIATOR
IAS DISPLAY
VERTICAL DEVIATION
POINTER
IAS ACCEL
TREND
VECTOR
GLIDESLOPE
POINTER
AIRCRAFT SYMBOL
IAS SCALE
RADIO ALTITUDE
DISPLAY
FMS SPEED
BUG
OM (BLUE)
MM (YELLOW)
IM (WHITE)
AUTOPILOT ENGAGED
STATUS
PITCH AND
INCLINOMETER
ROLL CMD
CUE
REFERENCE
LOCALIZER
IAS/MACH
SCALE
DISPLAY
VERTICAL SPEED
SCALE
AP (GREEN)
TCS (AMBER))
LATERAL CAPTURE TRACK
(GREEN)
HDG
AZ
VOR
BC
LOC
LNV
VERTICAL SPEED
DIGITAL READOUT
1
VERTICAL SPEED
POINTER
NOTE
RESOLUTION ADVISORY
”FLY TO” (GREEN)
RESOLUTION ADVISORY
”DO NOT FLY” (RED)
DECISION HEIGHT
DISPLAY
ATTITUDE
SPHERE
MACH
DISPLAY
LNV
LOC
BC
VOR
AZ
VERTICAL CAPTURE
(GREEN)
LOCALIZER POINTER
AND RISING RUNWAY
NOTE: THESE ARE DISPLAYED WHEN TCAS IS INSTALLED
AD--13751@
EADI Displays and Annunciators
Figure 4--5
A28--1146--055
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Electronic Flight Instrument System (EFIS)
4-7/(4-8 blank)
SPZ--8000 Digital Integrated Flight Control System
EADI Displays and Annunciators
The following paragraphs describe the symbols displayed on the EADI
in Figure 4--5.
D
Decision Height Display and Annunciator -- Decision height is
displayed in the lower right corner of the EADI. The range is from 20
to 990 feet in 10--foot increments. For radio altitude less than 2500
feet, the DH setting is displayed continuously. Above 2500 feet, the
DH setting is displayed for 5 seconds if a new setting is made by
turning the DH knob on the display controller. The DH display can
be removed by turning the SET knob fully counterclockwise. When
at or below decision height, DH is displayed in the upper left corner
of the attitude sphere. To prevent the DH annunciator from being
displayed on the ground, the display is inhibited, and then armed
after climbing through the DH setting.
NOTE:
D
Both pilot’s and copilot’s DH settings are the same, as set
on the side selected by the flight guidance controller CPL
select switch.
Flight Director Mode Annunciators -- Flight director vertical and
lateral modes are annunciated along the top of the EADI. Armed
vertical and lateral modes are annunciated in white, and captured
modes are annunciated in green. Certain flight director mode
transitions will cause the green mode annunciator to flash for five
seconds. These flight director transitions are given in Table 4--2.
Mode Transition
Flashing Annunciator
Lateral Modes
VOR arm to VOR capture
VOR
Localizer (LOC) arm to LOC
capture
LOC
BC arm to BC capture
BC
LNAV arm to LNAV track
LNV
Flashing Annunciator for
Flight Director Mode Transitions
Table 4--2 (cont)
A28--1146--055
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Electronic Flight Instrument System (EFIS)
4-9
SPZ--8000 Digital Integrated Flight Control System
Mode Transition
Flashing Annunciator
Vertical Modes
ASEL arm to ASEL capture
ASEL
Glideslope (GS) arm to GS
capture
GS
VPTH capture to VALT
VALT
VPTH capture to VFLC
VFLC
Flashing Annunciator for
Flight Director Mode Transitions
Table 4--2
D
Flight Director Couple Arrow -- The direction that the couple arrow
is pointing indicates the EHSI and DADC that are coupled to the
flight guidance computers. The arrow points in the same direction
as the CPL arrow on the flight guidance controller. The arrow on the
EADI is green if the flight director source is from same side and
amber if the flight director source is from cross--side flight guidance
computer. To select the cross--side flight director information after
the loss of the on--side flight director, push the FD REV (reversion)
button.
D
Roll Attitude Pointer And Scale -- The roll pointer displays actual
roll attitude. The roll scale has fixed index reference marks at 0_,
10_, 20_, 30_, 45_, and 60_.
D
Autopilot Engage Annunciator -- Autopilot engage annunciators
are listed in Table 4--3.
Condition
Annunciator
Autopilot (AP) engage
AP
Autopilot disengage
AP (flashing)
Flight guidance computer
transfer (autopilot remains
engaged)
AP flashing for 5 seconds,
then steady
TCS button pushed
TCS replaces AP while the
TCS button is pushed
Autopilot Engage Annunciators
Table 4--3
Electronic Flight Instrument System (EFIS)
4-10
A28--1146--055
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SPZ--8000 Digital Integrated Flight Control System
D
Marker Beacon -- Marker beacon information is displayed in the
upper right corner of the EADI. The marker annunciators are OM
for outer marker, MM for middle marker, and IM (white) for inner
marker.
D
Altitude Preselect Display -- The five--digit display indicates the
altitude from 0 to 60,000 feet that is selected using the ALT SEL
knob on the copilot’s instrument remote controller. The resolution is
100 feet. The ASEL annunciator and box are cyan. The box turns
yellow if altitude preselect is controlled by the cross--side DADC as
indicated by the flight director couple arrow. The power--up display
is the ASEL flag until the ASEL knob is turned, then the current value
of ASEL is displayed.
D
Vertical Track Alert (VTA) Annunciator -- With FMS selected, the
VTA annunciator flashes approximately 60 seconds before the
aircraft reaches the vertical waypoint.
D
Vertical or Glideslope Deviation Pointer -- The vertical deviation
pointer and scale are displayed when VNAV mode is selected. The
vertical deviation pointer indicates the VNAV computed path center
that the aircraft is to fly. The glideslope pointer and scale are
displayed when an Instrument Landing System (ILS) frequency is
tuned. The scale and pointer display aircraft deviation from
glideslope beam center. The glideslope deviation pointer indicates
the glideslope beam center that the aircraft is to fly.
NOTE:
D
When back course is selected on the flight guidance
controller, the glideslope deviation scale and pointer are
removed.
Aircraft Symbol -- The symbol serves as a stationary
representation of the aircraft. Aircraft pitch and roll attitudes are
displayed by the relationship between the fixed miniature aircraft
and the movable sphere. The aircraft is flown to align the aircraft
symbol to the command cue to satisfy the commands of the selected
flight director mode.
A28--1146--055
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Electronic Flight Instrument System (EFIS)
4-11
SPZ--8000 Digital Integrated Flight Control System
D
Radio Altitude Display -- The radio altitude is displayed in green
in the lower right--hand corner of the EADI and indicates radio
altitude from 0 to 2500 feet. The radio altitude display resolution is
described in Table 4--4.
Radio Altitude Range
Resolution
0 to 100 feet
5 feet
100 to 1500 feet
10 feet
Greater than 1500 feet
50 feet
Radio Altitude Display Resolution
Table 4--4
The display is blanked for altitudes greater than 2500 feet. When the
radio altitude data is invalid, the display is removed and a boxed RA
flag is displayed.
D Localizer Pointer, Localizer Scale, and Rising Runway -- The
localizer pointer moves laterally along the localizer scale to display
localizer deviation whenever an ILS frequency is tuned. The pointer
is green if it is related to the on--side navigation source and it is
yellow if the cross--side navigation source is used.
When radio altitude is 200 feet, the localizer pointer changes to a
rising runway that starts to expand linearly with radio altitude. It
reaches maximum size at touchdown. If the radio altitude is invalid,
the localizer deviation is still displayed, but the runway does not
expand.
D
Inclinometer -- The inclinometer gives the pilot a conventional
display of aircraft slip or skid, and is used as an aid in coordinated
flight maneuvers.
D
Pitch and Roll Command Cue -- The command cue displays
computed steering commands to capture and maintain a desired
flightpath. The pilot must fly the symbolic aircraft to the cue. The cue
is removed if an invalid condition occurs in the flight director pitch or
roll channel.
D
IAS/Mach Reference Bug and Display -- The cyan IAS/Mach
reference bug moves along the airspeed scale and is controlled with
the IAS/MACH knob on the pilot’s instrument remote controller. The
value of the bug is digitally displayed at the bottom of the scale.
Resolution is 1 knot for IAS and 0.01 for Mach. IAS or Mach
reference can be alternately displayed by pushing the IAS/MACH
PUSH CHG button on the instrument remote controller. The
power--up value for selected speed is 80 kts IAS.
Electronic Flight Instrument System (EFIS)
4-12
A28--1146--055
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SPZ--8000 Digital Integrated Flight Control System
D
Mach Display -- When in flight, the Mach readout is displayed at
Mach 0.45 and it is removed at Mach 0.40. Resolution is Mach
0.002. The color of the Mach display is described in Table 4--5.
Mach Display Color
Condition
Green
On--side DADC is selected for display.
Yellow
Cross--side DADC is selected for
display.
Red
Mach speed is greater than VMO.
Amber
FMS over/under speed monitor is
exceeded.
D The speed varies 5 kts from the
reference in FLC mode.
D The trend vector exceeds VMO.
D
Mach Display Colors
Table 4--5
D
Attitude Sphere -- The attitude sphere moves with respect to
symbolic aircraft reference to display actual pitch and roll attitude.
Pitch attitude marks are in 5 increments.
D
FMS Speed Bug -- The FMS speed bug shows the target airspeed
from the FMS.
D
Indicated Airspeed (IAS) Display Scale -- The IAS display moves
along the scale under the following conditions:
— Below 40 kts: The index is parked at 40 kts position; there is no
digital readout.
— From 40 to 450 kts: The index and readout move together along
the IAS scale.
— Above 450 kts: The index and readout stay parked at the 450 kts
position.
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-13
SPZ--8000 Digital Integrated Flight Control System
The color of the IAS display is described in Table 4--6.
IAS Display
Color
Green
Red
Amber
Condition
The on--side DADC data is selected for
display.
IAS is above VMO
The FMS over/under speed monitor is
exceeded.
D The speed varies 5 kts from the
reference in flight level change (FLC)
mode.
D The trend vector exceeds VMO.
D
IAS Display Colors
Table 4--6
D
IAS Acceleration Trend -- The magenta acceleration trend vector
displays IAS acceleration when airborne.
D
Maximum Velocity (VMO) Indicator -- The red VMO indicator moves
up and down the IAS scale indicating the maximum operating
velocity (airspeed) calculated by the DADC.
D
Vertical Speed (V/S) Display (Optional) -- The vertical speed
scale displays a digital and analog readout of vertical speed. The
display range is 6000 feet per minute. The analog display of the
current vertical speed value is shown by a green thermometer--style
pointer.
D
TCAS Resolution Advisory (Optional) -- When activated, the
vertical speed display shows TCAS resolution advisories as a green
“fly to” band and a red “do not fly” band.
NOTE:
When the aircraft vertical speed is within the red do not
fly range, the digital vertical speed value turns red.
Electronic Flight Instrument System (EFIS)
4-14
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
TYPICAL EADI DISPLAY PRESENTATIONS
The following figures show EADI displays that the pilot typically sees
during various flight phases. These examples do not show all display
formats or configurations.
Takeoff Using Go--Around Mode
Figure 4--6 shows a display with the aircraft at the end of the runway
ready for takeoff. Heading (HDG) and go--around (GA) modes are
selected. The flight director couple arrow indicates the system is
coupled to the left side sensors. The preselected altitude is 8000 feet
MSL. Radio altitude is 0, and the KIAS reference is set at 125 kts. The
attitude is level while the flight director cue is displaying the wings level,
10_ noseup go--around command.
AD--58058@
Takeoff Using Go--Around Mode
Figure 4--6
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-15
SPZ--8000 Digital Integrated Flight Control System
Climb to Initial Altitude
Figure 4--7 shows a display with the aircraft on climbout at 200 kts in
heading (HDG) and pitch attitude hold mode (not annunciated) with the
autopilot (AP) engaged. The flight director commands are satisfied.
AD--58059@
Climb To Initial Altitude
Figure 4--7
Electronic Flight Instrument System (EFIS)
4-16
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Enroute Cruise
Figure 4--8 shows the aircraft straight and level at the preselected
altitude of 24,000 ft, flying heading (HDG) and altitude hold (ALT) with
VOR (white) armed for capture. The autopilot is engaged (AP) and
coupled to the left side EHSI. The aircraft is at 250 kts IAS which is
Mach 0.594. The speed target is Mach 0.59 (250 kts).
AD--58060@
Enroute Cruise
Figure 4--8
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-17
SPZ--8000 Digital Integrated Flight Control System
Setup for Approach
Figure 4--9 shows the aircraft flying heading (HDG) and flight level
change (FLC) modes, and armed for LOC (white) and GS (white)
capture. With approach mode selected, the glideslope and localizer
displays are in view. The altitude select (ASEL) digits indicate the
approach altitude fix of 4000 feet. The aircraft is flying at 160 kts with
a 160--knot target airspeed (cyan bug on the airspeed display).
AD--58061@
Setup For Approach
Figure 4--9
Electronic Flight Instrument System (EFIS)
4-18
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Approach Capture Tracking Below Decision Height
(DH)
Figure 4--10 shows the aircraft setup on final approach with localizer
(LOC) and glideslope (GS) captured, and autopilot engaged (AP). The
radio altitude of 150 feet is below the 200--foot decision height, so DH
is displayed in the attitude sphere. The green runway symbol is
displayed at 200 feet AGL and expands toward the aircraft symbol as
the aircraft descends. The aircraft is flying the target airspeed of 134
knots (cyan bug).
AD--58062@
Approach Capture Tracking Below DH
Figure 4--10
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-19
SPZ--8000 Digital Integrated Flight Control System
EFIS REVERSION (EADI)
Pushing the panel--mounted REV buttons (IRS, SG, IAS, or flight
director) on one side performs the reversion operation on that side, and
locks out the reversion function on the other side, as shown in Figure
4--11. Thus, complete cross--side reversions (IRS No. 2 on the pilot side
and IRS No. 1 on the copilot side) cannot be made. Priority is given to
the side that first performs the reversion, with the exception of SG REV
and IRS REV, where the pilot is given priority.
PRESS
TO
RESET
SG REV SWITCH/LIGHT
When pushed, selects the cross--side
symbol generator as a backup.
IAS REV SWITCH/LIGHT
When pushed, selects the
cross--side ADC as a backup
IAS source.
PRESS TO SELECT
MRK/BCN
NAV TUNE
SG
REV
IRS
REV
IAS
REV
FD
REV
IRS REV SWITCH/LIGHT
When pushed, selects the cross--side
IRS as backup.
FD REV SWITCH/LIGHT
When pushed, selects the
cross--side flight guidance
computer (FGC) as a backup
flight director when the
on--side FGC fails.
AD--58063@
Cockpit Reversion Switching Locations
Figure 4--11
Electronic Flight Instrument System (EFIS)
4-20
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
The location of the IAS, SG, and IRS reversion annunciators is shown
in Figure 4--12.
EADI Reversion Annunciators
Figure 4--12
The location of the reversion annunciators for TCAS--equipped aircraft
is shown in Figure 4--13.
EADI Reversion Annunciators -- TCAS--Equipped Aircraft
Figure 4--13
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-21
SPZ--8000 Digital Integrated Flight Control System
IRS Reversions
IRS reversions depend on how many inertial reference systems are
installed. With two IRSs, either IRS can be transferred to the other side.
With three IRSs, the third IRS can be transferred to one or both sides.
The applicable EADI and EHSI annunciators are as follows:
D
Dual IRS -- When IRS reversion is selected, the source side displays
IRS in an amber box, as shown in Figure 4--14.
AD--58066@
Source--Side IRS Reversion
Figure 4--14
Electronic Flight Instrument System (EFIS)
4-22
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
The cross--side (side selecting IRS for reversion) displays XIRS in
an amber box, as shown in Figure 4--15.
AD--58064@
Cross--Side IRS Reversion
Figure 4--15
D
Triple IRS -- In a triple installation, pilot or copilot IRS reversion is
only between IRS No. 1 and No. 3 OR IRS No. 2 and No. 3,
respectively. When the No. 3 IRS is selected (by either side), a white
XIRS in a white box is shown on that side, as shown in Figure 4--16.
AD--58065@
No. 3 IRS Reversion
Figure 4--16
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-23
SPZ--8000 Digital Integrated Flight Control System
When both sides select the No. 3 IRS, an XIRS is shown in an amber
box on BOTH sides.
The power--up state for the IRS is IRS No. 1 for the pilot’s side and IRS
No. 2 for the copilot’s side.
IAS Reversions
IAS reversion on one side is indicated by displaying XIAS in an amber
box on the EADI on the side that selected the reversion, and displaying
IAS in an amber box on the cross--side EADI.
The power--up state for IAS is DADC No. 1 for the pilot’s side and DADC
No. 2 for the copilot’s side.
Symbol Generator Reversions
Either side can select SG REV. If the pilot selects SG REV, SG2 in an
amber box is displayed on both EADIs, as shown in Figure 4--17. If the
copilot selects SG REV, SG1 in an amber box is displayed on both
EADIs.
The power--up state is symbol generator No. 1 for the pilot’s side and
symbol generator No. 2 for the copilot’s side.
AD--58067@
Symbol Generator Reversionary Mode, Cross--Side
Figure 4--17
Electronic Flight Instrument System (EFIS)
4-24
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
The reversion switch on the MFD controller can transfer the MFD
symbol generator to one side or the other. When this is done, MG
(white) in a white box is displayed on the EADI on the side that selected
the reversion, as shown in Figure 4--18.
AD--58068@
MFD Symbol Generator Reversion
Figure 4--18
NOTES:
1. The MFD symbol generator or appropriate jumper
plugs must be installed for this reversionary function to
operate.
2. Flight guidance computer modes are dropped if the
flight guidance computer is coupled to the side that
selects a reversion. After the reversion selection is
made, the flight guidance computer modes can be
re--engaged.
3. The SG REV switch does not reset when power is
removed from the aircraft. If the system was left in SG
REV when power was removed, the system remains
in SG REV at the next power--up.
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-25
SPZ--8000 Digital Integrated Flight Control System
When the optional TCAS is installed, the locations of most reversionary
annunciators change, as shown in Figure 4--19.
Symbol Generator Reversion Annunciator Location
for TCAS--Equipped Aircraft
Figure 4--19
Flight Director Reversions
An FD flag on the EADI indicates an invalid flight director on that side.
The pilot or copilot can select the cross--side flight director to supply
information to the on--side symbol generator and EADI. The
annunciators for this condition are described in Table 4--7 and shown
in Figure 4--20.
Selection
FD Transfer
Pilot’s EADI
Couple Arrow
Copilot’s EADI
Couple Arrow
Pilot selects
FD REV
FD2 to SG1
Amber
Green
Copilot
selects FD
REV
FD1 to SG2
Green
Amber
Flight Director Reversion Annunciators
Table 4--7
Electronic Flight Instrument System (EFIS)
4-26
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
AD--58069@
Flight Director Reversionary Mode, Couple Arrow
Figure 4--20
NAV Source Reversions
NAV source reversions are performed using the V/L and FMS buttons
on the display controller. Repeatedly pushing the V/L or FMS buttons
scrolls through the available NAV sources. The NAV source reversions
are indicated by annunciating the NAV source (VOR 1, VOR 2, LOC 1,
LOC 2, FMS 1, FMS 2) and by changing the following annunciators and
displays from green to yellow on the side where transfer is performed.
(These functions are on the EHSI unless otherwise specified.)
D
NAV source annunciator
D
BC annunciator
D
Rising runway pointer (EADI)
D
Vertical deviation pointer (EADI and EHSI)
D
CRS/DTK arrow and digital display
D
TO/FROM display
D
Distance to WPT/DME, distance annunciator, and identifier
D
Time--to--go
D
FMS route and WPT/VOR/DME symbols (MAP format)
D
Cross track distance readout (MAP format).
There is no annunciation or color change on the other side.
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-27
SPZ--8000 Digital Integrated Flight Control System
EADI CATEGORY II ANNUNCIATORS
D
Category II Failure -- If Category II approach capability is lost after
Category II has been selected, a boxed CAT 2 is displayed in the
upper right corner of the attitude sphere. The box and annunciator
are amber if the radio altitude is between 200 feet and 1200 feet,
and flashing red if the radio altitude is less than 200 feet. The
flashing CAT 2 annunciator is also displayed if the radar altimeter
fails. The location of the CAT 2 annunciator is shown in Figure 4--21.
CAT 2 Failure Annunciator Location
Figure 4--21
D
Excessive Deviation -- Excessive deviation monitoring is used
when Category II is active and the system is dual coupled. When
Category II deviation limits are exceeded, the deviation scale turns
amber. The threshold limits are listed in Table 4--8. Localizer and
glideslope excessive deviation monitors are disabled from 100 feet
AGL until touchdown.
Monitor Threshold
Operational Range
Localizer
35 μA (≈ 1/3 dot)
Approach track to 300 ft
20 μA (≈ 1/5 dot)
300 ft to 100 ft
Glideslope
35 μA (≈ 1/3 dot)
Approach track to 300 ft
35 μA (≈ 1/3 dot)
300 ft to 200 ft
65 μA (≈ 3/4 dot)
200 ft to 100 ft
CAT 2 ILS Excessive Deviation Limits
Table 4--8
Electronic Flight Instrument System (EFIS)
4-28
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
EADI COMPARISON MONITORING
Figure 4--22 shows the location of the comparison monitors described
below.
AD--58071@
EADI Comparison Monitoring
Figure 4--22
D
Attitude Comparison Monitor -- On--side displayed IRS data and
cross--side IRS data are compared in the symbol generator. The
attitude miscompare annunciator is displayed when there is a 3
difference in pitch or roll between on--side and cross--side data
(both are valid). The attitude miscompare annunciator is a
boxed IRS that flashes for 10 seconds, and then goes on steady.
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-29
SPZ--8000 Digital Integrated Flight Control System
D
Glideslope Comparison Monitor -- On--side displayed glideslope
data is compared with cross--side glideslope data in the symbol
generator. The glideslope miscompare annunciator is displayed
when there is a 50--microampere difference (about 2/3 dot) between
on--side and cross--side glideslope data (both valid and RA less
than 1200 feet). The glideslope miscompare annunciator is a boxed
GS that flashes for 10 seconds and then goes on steady.
D
Localizer Comparison Monitor -- On--side displayed localizer
data is compared with cross--side localizer data in the symbol
generator. The localizer miscompare annunciator is displayed when
there is a 40--microampere difference (about 1/2 dot) between
on--side and cross--side localizer data (both valid and radio altitude
less than 1200 feet). The localizer miscompare annunciator is a
boxed LOC that flashes for 10 seconds, and then goes on steady.
D
IAS Comparison Monitor -- On--side displayed IAS is compared
with cross--side IAS. The IAS miscompare annunciator is displayed
when there is a 5--knot difference for more than 2 seconds (both
sides valid) and IAS is greater than 90 knots on at least one side.
The IAS miscompare annunciator is a boxed IAS that flashes for 10
seconds and then goes on steady.
NOTES:
1. EFIS miscompare is one of the several avionics
caution/warning inputs that can cause the NAV
caution annunciator on the system annunciator
panel to light.
2. When TCAS is installed, the location of the
glideslope miscompare annunciator moves into the
right side of the attitude sphere.
Electronic Flight Instrument System (EFIS)
4-30
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
EADI EXCESSIVE ATTITUDE DISPLAY
Excessive attitude is when the roll attitude exceeds 65 or the pitch
attitude exceeds 30 up or 20 down. If the condition is excessive pitch
attitude, excessive pitch chevrons are displayed, as shown in Figure
4--23.
AD--58072@
Excessive Attitude Display
Figure 4--23
When in an excessive attitude condition, the following functions are
removed from the display:
D
D
D
D
D
D
D
D
D
D
Flight director modes and flight director cue
Marker beacon
Vertical deviation scale, pointer, and annunciator
Localizer scale and rising runway
IAS/Mach bugs and readout (manual and FMS)
Radio altitude and DH set
Vertical track alert
All transfer annunciators, except IRS and IAS
All flags and miscompare annunciators, except IRS and IAS
Altitude preselect.
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-31
SPZ--8000 Digital Integrated Flight Control System
EADI FAILURE WARNING FLAGS
Figure 4--24 shows the location of the failure warning flags described
below.
AD--58073@
EADI Failure Warning Flags
Figure 4--24
Electronic Flight Instrument System (EFIS)
4-32
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
D
Attitude Failure -- Invalid attitude, shown in Figure 4--25, is
indicated by the following:
—
—
—
—
removing the pitch scale and roll pointer
removing the flight director cue
removing sky/ground raster
displaying a boxed IRS flag.
Attitude Failure Flag
Figure 4--25
D
Flight Director Failure -- Invalid flight director, shown in Figure
4--26, is indicated by the following:
— removing the flight director cue
— removing the mode annunciators
— displaying a boxed FD flag.
Flight Director Failure Flag
Figure 4--26
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-33
SPZ--8000 Digital Integrated Flight Control System
The following failure annunciators are shown in Figure 4--27:
D
Indicated airspeed (IAS) failure
D
Altitude preselect (ASEL) failure
D
Cross--side data (XDATA) failure
D
Vertical speed (optional) (VS) failure
D
Glideslope (GS) failure
D
Radio altitude (RA) failure
D
Localizer (LOC) failure.
Airspeed, Altitude Preselect, Cross--Side Data, Glideslope,
Radio Altitude and Localizer Failure Flags
Figure 4--27
D
Indicated Airspeed Failure -- Loss of valid IAS is indicated by the
following:
—
—
—
—
D
removing the IAS scale and IAS index
removing the IAS trend and limits
removing the manual and FMS speed bugs and readouts
displaying a boxed IAS flag.
Altitude Preselect Failure -- Loss of valid ASEL is indicated by the
following:
— removing the ASEL digits
— displaying a boxed ASEL flag.
D
Cross--Side Data Failure -- Loss of valid cross--side data is
indicated by displaying a boxed XDTA flag.
Electronic Flight Instrument System (EFIS)
4-34
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
D
Vertical Speed (Optional) Failure -- Loss of valid vertical speed is
indicated by the following:
— Removing the vertical speed scale
— Removing the vertical speed window
— Displaying a boxed VS flag.
D
Glideslope Failure -- Loss of the valid glideslope or VNAV is
indicated by the following:
— removing the scale and pointer
— displaying a boxed GS flag, if in the approach mode.
NOTE:
D
There is no vertical navigation flag.
Radio Altitude Failure -- Loss of valid radio altitude is indicated by
the following:
— removing the digital readout
— inhibiting DH
— displaying a boxed RA (radio altitude) flag.
D
Localizer Failure -- Loss of valid localizer is indicated by the
following:
— removing the scale, and rising runway
— displaying a boxed LOC flag.
D
Symbol Generator Internal Failure -- When an internal symbol
generator failure is detected, the display is blanked except for a
boxed SG flag, as shown in Figure 4--28.
Symbol Generator Failure Flag
Figure 4--28
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-35
SPZ--8000 Digital Integrated Flight Control System
D
TCAS Messages and Failure Annunciators -- TCAS messages
and failure annunciators are displayed along the left side of the
vertical speed scale, as shown in Figure 4--29. These messages are
explained in the following paragraphs:
—
—
—
—
—
—
TCAS TEST (White) -- Displayed during TCAS self--test
TCAS OFF (White) -- TCAS is selected off
TCAS FAIL -- TCAS has detected an internal failure
TA ONLY (White) -- TCAS is displaying traffic advisories only.
RA FAIL -- The vertical speed is invalid
RA FAIL -- An error has been detected by the symbol generator
in processing RA data from the TCAS.
AD--33016--R1@
EADI With Optional TCAS Failure Flags
Figure 4--29
Electronic Flight Instrument System (EFIS)
4-36
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
ELECTRONIC HORIZONTAL SITUATION INDICATOR
(EHSI)
The EHSI displays aircraft position relative to VOR radials, FMS
waypoints, and localizer and glideslope beams. The FULL, ARC, WX,
MAP, or MAP/WX displays are selected with switches on the display
controller. The EHSI displays the following information:
FULL, ARC, WX, MAP, OR MAP/WX MODES
D
Heading (rotating dial) and aircraft symbol
D
Lubber line and MAG/TRU annunciator
D
Selected heading bug and digital display
D
FMS drift bug
D
Selected course/desired track pointer and digital display
D
Course deviation
D
NAV source annunciator
D
TO/FROM pointer (FULL mode)
D
TO/FROM annunciator (ARC, WX, MAP, or MAP/WX modes)
D
Preselected course pointer and annunciator
D
Vertical deviation display
D
Bearing 1/2
D
Distance to VOR/DME/WPT
D
WPT/DME identifier and WPT alert
D
NAV data (TTG/GS/ET)
D
Wind vector display
D
BC annunciator
D
WX target annunciator
D
Reversionary source annunciator
D
Flags and comparators
D
FMS alert message
D
FMS approach annunciator
D
TCAS traffic display (optional)
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-37
SPZ--8000 Digital Integrated Flight Control System
WX AND MAP/WX MODES ONLY
D
WX range
D
WX mode annunciator
D
WX return display
MAP AND MAP/WX MODES ONLY
D
Waypoints and track lines
D
VOR, DME, and VOR/DME symbols
D
Cross--track distance
D
TCAS traffic display (optional)
EHSI Displays and Annunciators in the FULL
Compass or ARC Modes
The locations of the EHSI annunciators and displays are shown in
Figure 4--30.
D
Wind Vector Display -- Wind information is displayed in cyan as a
single vector that shows the direction of the wind relative to the
aircraft symbol. The wind velocity is displayed in a digital readout
next to the wind vector.
NOTE:
D
When LASERTRAKr is selected for display, wind data is
not displayed.
Heading Select Bug and Display -- Heading is selected and the
bug is positioned on the rotating heading dial using the HDG knob
on the instrument remote controller. The cyan bug rotates with the
heading dial. The difference between the bug and the lubber line is
the heading error sent to the flight guidance computer. A digital
heading select readout is used to accurately set the bug.
Pushing the PUSH SYNC button on the HDG knob synchronizes the
heading bug to the present heading. For the ARC mode only, if the
heading bug is off the scale, the off--scale arrow (above the compass
card boundary) shows the shortest direction to the bug.
D
Fore and Aft Lubber Lines -- The fore and aft lubber lines
represent the nose and tail of the aircraft relative to the rotating
heading dial.
Electronic Flight Instrument System (EFIS)
4-38
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
FORE
LUBBER
LINE
WIND
VECTOR
DISPLAY
HEADING
SELECT BUG
FMS
MESSAGE
ANNUNCIATOR
HEADING
SOURCE
ANNUNCIATOR
FMS
DRIFT
BUG
FMS APPROACH
ANNUNCIATOR
DISTANCE
DISPLAY
T
WAYPOINT/DME
IDENTIFIER
TARGET ALERT
ANNUNCIATOR
HEADING
DIAL
COURSE/DESIRED
TRACK DISPLAY 5
COURSE
SELECT/DESIRED
TRACK POINTER
NAVIGATION
SOURCE
ANNUNCIATOR
COURSE
PRESELECT
POINTER (FMS ONLY)
COURSE
PRESELECT
ANNUNCIATOR
(FMS ONLY)
BEARING
POINTER
SOURCE
ANNUNCIATOR
BEARING
POINTER NO. 1
GLIDESLOPE
DEVIATION
POINTER
TO--FROM
ANNUNCIATOR
COURSE
DEVIATION BAR
AND LATERAL
DEVIATION SCALE
AIRCRAFT
SYMBOL
COURSE PRESELECT
DEVIATION BAR
(FMS ONLY)
HEADING RECIPROCAL
SELECT
COURSE
DISPLAY PRESELECT
POINTER
AFT
RECIPROCAL
LUBBER
COURSE
LINE
POINTER
NOTES:
1. DISTANCE IS PROVIDED BY THE FMS:
TO THE NEXT WAYPOINT WITH
FMS AS THE NAVIGATION SOURCE.
TO THE VOR STATION IN THE VOR
MODE IF DME IS NOT CO--LOCATED
WTH THE VOR, OR IF DME IS NOT VALID.
IF ANNUNCIATOR IS FMS.
2. GROUND SPEED IS PROVIDED BY:
THE FMS IN THE FMS MODE.
THE IRS IN ALL OTHER MODES.
TIME--TO--GO
DISPLAY
FMS
OR
DME
NAV SOURCE
ANNUNCIATOR
VOR1
VOR2
LOC1
MAG
OR
TRU
1
CRS
OR
DTK
5
T
LOC2
FMS1
FMS2
BEARING
POINTER
NO. 2
COURSE
PRESELECT
ANNUNCIATOR
LOC1
LOC2
BEARING
SOURCE
ANNUNCIATOR
A (ADF)
V (VOR)
F (FMS)
ELAPSED
TIME, TIME
GROUND
SPEED
DISPLAY
4
3
2
ET
59:59
ET
H9:59
TTG
399.9 MIN
GSPD
999 KTS
3. TIME--TO--GO IS PROVIDED BY:
THE FMS IN THE FMS MODE.
THE FMS IN THE VOR MODE WITH
NO CO--LOCATED DME.
THE DME AND IRS WITH CO--LOCATED
DME.
4. ELAPSED TIME IS COMPUTED BY THE
EFIS SYMBOL GENERATOR.
5. WITH FMS SELECTED AND DURING
COURSE PRESELECT, THE CRS DISPLAY
APPEARS DURING AND FOR 5 SECONDS
AFTER ROTATION OF THE CRS KNOB AND
THEN REVERTS BACK TO THE DTK DISPLAY.
AD--12798@
EHSI Displays and Annunciators
Figure 4--30
A28--1146--055
REV 2
Electronic Flight Instrument System (EFIS)
4-39/(4-40 blank)
SPZ--8000 Digital Integrated Flight Control System
D
Heading Source Annunciator -- The selected heading source
(MAG or TRU) is annunciated in white at the top center of the EHSI.
D
FMS Message (MSG) Annunciator -- The MSG annunciator
flashes to alert the pilot that there are messages posted by the FMS
on the control display unit. This annunciator flashes until the pilot
clears the message on the control display unit.
D
FMS Drift Bug -- The magenta drift bug displays the drift angle
between desired track and aircraft track, as computed by the FMS.
D
Target Alert Annunciator -- When target alert is selected (armed)
on the weather radar controller, a boxed T is annunciated. If the
weather radar detects a potentially dangerous target within ±7.5 of
the aircraft heading, but beyond the displayed weather radar range,
the annunciator flashes T. In VAR gain mode, a V is displayed in this
location.
D
Heading Dial -- IRS compass information is displayed on the
rotating heading dial. The azimuth ring is marked in 5 increments.
Fixed heading marks are at the fore and aft lubber line positions and
at the 45 points.
D
Course/Desired Track Display -- This display is a digital readout
of the course selected by the course select pointer. If FMS is
selected, desired track (DTK) is displayed.
D
Course Select/Desired Track Pointer and Deviation Bar -- The
green course select pointer is rotated around the heading dial by
turning the CRS knob on the instrument remote controller. The
course pointer rotates with the heading dial to give a continuous
readout of course error to the flight guidance computer. Pushing the
PUSH DCT button on the CRS knob rotates the course pointer to
a zero deviation course TO the VOR station.
In the ARC mode, if the course pointer is more than 60 away from
the lubber line, the pointer is removed and an off--scale arrow (below
the compass card boundary) indicates the shortest direction to the
course pointer position.
When FMS is selected, the course select pointer becomes a desired
track pointer. The position of the desired track pointer is controlled
by the FMS.
The course select/desired track deviation bar represents the
location of the selected course/track to the present aircraft position.
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D
Course Preselect Pointer and Deviation Bar-- When the FMS
navigation mode is selected for display on the EHSI and a localizer
frequency is tuned with the on--side VHF NAV receiver, pushing the
V/L button on the display controller displays the magenta course
preselect pointer on the EHSI. Turning the CRS knob on the
instrument remote controller rotates the course preselect pointer
and displays the course preselect digital readout in place of the
desired track digital readout. The course preselect digital readout
remains displayed for 5 seconds after the CRS knob has been
turned, and then the DTK readout is displayed again.
For the ARC mode only, if the course pointer arrow (or tail) is more
than 60 away from the lubber line, the pointer arrow (or tail) is
removed.
The course preselect deviation bar represents the location of the
selected preview course to the present aircraft position.
D
Glideslope Deviation Pointer -- The glideslope pointer and scale
are displayed when an ILS frequency is tuned. It displays aircraft
deviation from glideslope beam center. If the aircraft is below the
glideslope beam center, the pointer is deflected upward.
NOTE:
When back course is selected with the flight guidance
controller, the glideslope scale and pointer are removed.
D
TO/FROM Annunciator -- In the FULL compass mode, an
arrowhead in the center of the EHSI indicates whether the selected
course is TO or FROM the station or waypoint. In the ARC mode,
TO/FROM is annunciated by either TO or FR. The TO/FROM
annunciator is removed during localizer operation.
D
Aircraft Symbol -- A fixed miniature aircraft symbol corresponds to
the longitudinal axis of the aircraft and lubber line markings. The
symbol shows aircraft position and heading with respect to the
rotating heading dial. It also shows the aircraft position in relation to
a radio course.
D
Time--To--Go, Groundspeed, or Elapsed Time Display -Pushing GSPD/TTG button on the display controller alternately
displays groundspeed or time--to--go. Groundspeed display range
is 0 to 999 kts with 1--knot resolution, and time--to--go display range
is 0 to 399.9 minutes with 0.1--minute resolution.
Pushing the ET button on the display controller changes the display
to elapsed time (ET). When in the elapsed time mode, the ET display
can read minutes and seconds or hours and minutes. When ET is
displaying hours and minutes an H is displayed to the left of the
digital display.
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If TTG, GS, or ET is not available or invalid, the annunciator remains
displayed, but the digital readout is removed.
D
Reciprocal Course Pointer -- The reciprocal course pointer
indicates 180 from the course select pointer.
D
Reciprocal Course Preselect Pointer -- The reciprocal course
preselect pointer indicates 180 from the course preselect pointer.
D
Course Deviation Bar and Lateral Deviation Scale -- The course
deviation bar represents the centerline of the selected VOR or
localizer course and moves to the left or right of the course pointer
on the lateral deviation scale. The aircraft symbol shows aircraft
position relative to the selected course. In VOR operation, each dot
on either side of the aircraft symbol represents 5 deviation from
centerline. In ILS operation, each dot represents 1 deviation from
centerline. For FMS operation, each dot represents 2--1/2 miles
from desired track outside the terminal area. In the approach mode,
each dot represents 0.75 miles from desired track. The course
deviation is automatically reversed to properly sense deviation with
respect to the course centerline when one of the following occurs:
— When the back course (BC) mode is selected
— When tuned to a localizer frequency and the selected course is
more than 90 from aircraft heading.
The course deviation bar always indicates the location of the course
centerline relative to the nose of the aircraft.
D
Bearing Pointers -- The bearing pointers indicate relative bearing
to the selected NAVAID. Two bearing pointers are available and can
be selected to NAVAID or selected off from the display controller.
When the bearing pointer navigation source is invalid or a localizer
frequency is chosen, the respective bearing pointer is removed.
D
Bearing Pointer Source Annunciators -- The bearing source
annunciators (f
f and Z (white)), located under the NAV source
annunciator, indicate the current source of input to the bearing
pointers. The annunciator (A for ADF, V for VOR, and F for FMS) is
located inside the f for bearing pointer No. 1 and inside the white
Z for bearing pointer No. 2.
If the heading display is in TRU and FMS magnetic variation is
invalid, the VOR bearing V annunciator flashes continuously.
D
Course Preselect Annunciator (FMS) -- This annunciator
indicates the source of the course preselect information. The
annunciator is LOC 1 for the pilot’s side and LOC 2 for the copilot’s
side.
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D
Navigation Source Annunciator -- This annunciator indicates the
source of the course and deviation information selected with the
NAV source buttons on the display controller. The annunciator is
VOR 1/VOR 2, LOC 1/LOC 2, or FMS 1/FMS 2. A green
annunciator indicates on--side NAV source selection and yellow
indicates cross--side NAV source selection.
The BC annunciator is displayed in place of the LOC 1/LOC 2
annunciator when difference between the selected course and
aircraft heading is more than 100 and LOC 1 or LOC 2 is the
displayed NAV source.
D
Waypoint/DME Identifier -- The identifier is displayed, if valid, for
the FMS waypoint or the DME station that is associated with the
distance display in the upper right corner of the EADI. For FMS only,
a lateral waypoint crossover is identified by a flashing waypoint
identifier.
NOTE:
This information is from the selected FMS navigation
database.
D
Distance Display -- The distance display indicates the nautical
miles (NM) to the selected DME station or FMS waypoint. When
DME is annunciated, the display range is 0 to 399 NM. The DME
display digits are replaced by dashes in the search phase. DME hold
is annunciated by an H adjacent to the distance readout. When FMS
is annunciated, the display range is 0 to 3999 NM. For both DME and
FMS, the display resolution is 0.1 NM from 0 to 99.9 NM and 1 NM
from 100 to 3999 NM. If distance is not available or invalid, the DME
or the FMS annunciator remains displayed, but the digital readout
is removed.
D
FMS Approach (APP) Annunciator -- The FMS APP annunciator
is located to the right of the distance display. It is triggered by the
FMS.
— FMS prior to NZ--4.1 Software -- The annunciator is shown when
the aircraft is within 10 NM of the destination along the flight path.
— FMS NZ--4.1 and Later Software -- The annunciator is shown
when FMS approach conditions are met and the aircraft is 2 NM
outside the final approach fix.
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TYPICAL EHSI FULL COMPASS DISPLAY
PRESENTATIONS
The following figures show EHSI presentations that the pilot typically
sees when using the FULL compass display mode.
Figure 4--31 shows a standard HSI display that is using information
from VOR 1. Both the selected course and bearing are relative to the
VOR/DME tuned by the pilot’s side NAV receiver.
SRP
AD--58074@
EHSI FULL Compass Display -- VOR Navigation
Figure 4--31
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When the FMS navigation mode is selected for display on the EHSI,
and the flight guidance computer has captured the course, selecting a
localizer frequency on the on--side NAV receiver and pushing the V/L
button on the on--side display controller displays the magenta course
preselect pointer on the EHSI, as shown in Figure 4--32. Rotating
the CRS knob on the remote instrument controller rotates the course
preselect pointer and displays the course preselect digital readout,
replacing the DTK digital readout. The course preselect digital readout
changes back to the DTK readout 5 seconds after CRS knob rotation
has stopped.
FMS
AD--58075@
EHSI FULL Compass Display -FMS Navigation with Preselect Pointer
Figure 4--32
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ARC MODE DISPLAY
The majority of arc mode display elements operate identically to their
related display elements in the FULL compass mode. A typical ARC
mode display is shown in Figure 4--33.
SRP
AD--58076@
ARC Mode Display
Figure 4--33
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The ARC mode displays and annunciators are shown in Figure 4--34.
They operate the same way as the FULL compass mode annunciators
shown in Figure 4--30.
EHSI Displays and Annunciators (Arc Mode)
Figure 4--34
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EHSI MAP MODE WITH VOR SELECTED FOR
DISPLAY
In the MAP mode, when VOR is selected for display, the normal ARC
course select display (pointer, scale, and deviation) is removed and
replaced by the display shown in Figure 4--35.
D
The VOR or VOR/DME station is displayed at its geographical
position with the corresponding symbol. In Figure 4--35 SRP is the
VOR station.
D
The course information is indicated by a digital readout (same as
ARC mode) and by a course line centered on the VOR station. The
TO information is represented by a solid line and the FROM
information is represented by a dashed line.
SRP
AD--58077@
VOR Within Map Range
Figure 4--35
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D
If the VOR station is out of the display range, an arrow is added to
the course line to indicate the direction of the location of the station,
as shown in Figure 4--36.
SRP
AD--58078@
VOR Out of Map Range
Figure 4--36
D
If the selected VOR bearing (1 or 2) is different from the VOR NAV
source (VOR 1 or VOR 2), a magenta NAVAID symbol is displayed
at the geographic location. If the symbol for the selected bearing is
out of map range, the appropriate VOR bearing pointer (1 or 2) is
displayed.
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D
If the selected VOR bearing (1 or 2) is the same as the VOR NAV
source (VOR 1 or VOR 2), a magenta number that corresponds to
the VOR bearing number is displayed to the left of the green or
yellow VOR symbol. If the selected bearing symbol is out of map
range, a magenta bearing pointer is displayed.
NOTE:
D
Placement of VOR, VOR--DME, or DME only symbols on
the map display is a function of the FMS. Bearing pointer
and TO--FROM information, course deviation, and DME
distance are functions of the valid navigation signals.
The deviation is displayed as a digital cross--track distance readout.
Figure 4--37 shows cross--track deviation of 23 miles to the right of
the selected course.
EHSI MAP Format -- VOR Selected for Display
Figure 4--37
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EHSI MAP MODE WITH FMS SELECTED FOR
DISPLAY
In the MAP mode, when FMS is selected for display, the normal ARC
course select display (pointer, scale, and deviation) is removed and
replaced as described below. Figure 4--38 shows the EHSI in the MAP
mode with the FMS selected for display.
EHSI Map Format -- FMS Selected for Display
Figure 4--38
D
A maximum of four FMS waypoints are displayed. The waypoint
identifier is displayed in magenta for the TO waypoint. The flight
level altitude constraint is displayed in cyan next to the waypoint
symbol.
D
The FMS legs are displayed as lines connecting each waypoint to
the next one.
D
The deviation is displayed as a digital cross--track distance readout.
D
If a VOR bearing is selected for display while in an FMS mode, a
cyan NAVAID symbol is displayed with its appropriate number (1 or
2) at its geographic position. If the VOR symbol is out of MAP
range, a cyan bearing pointer is displayed.
D
If a VOR bearing is selected for display and the station symbol is
collocated with an FMS waypoint, the waypoint symbol is displayed
with the VOR bearing number to the left in cyan.
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D
If the on--side FMS bearing is selected, a cyan number (1 or 2) is
displayed to the left of the TO waypoint symbol. If the TO waypoint
is out of map range, a cyan FMS bearing pointer is displayed.
D
If the cross--side FMS bearing is selected, a white FMS symbol and
bearing number (1 or 2) is displayed at the geographic location. If
the selected bearing waypoint is out of map range, a white bearing
pointer is displayed.
Figure 4--39 shows a typical EHSI MAP mode display with FMS
selected for display.
SRP
AD--58079@
EHSI MAP Mode with FMS Selected for Display
Figure 4--39
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EHSI WEATHER RADAR DISPLAYS
The following paragraphs describe typical weather radar display
formats for the PRIMUSR 650 Weather Radar System, as shown in
Figure 4--40. The PRIMUSR 870 Weather Radar System display format
is similar. The PRIMUSR 870 also has ground clutter reduction (GCR),
turbulence (TURB) detection, and autotilt modes. For a more detailed
description of weather radar operation, refer to Appendix B and
Honeywell Pub. No. A28--1146--048 for the PRIMUSR 650 and
Appendix C, Honeywell Pub. No. A28--1146--056, for the PRIMUSR
870.
EHSI Weather Radar Mode and Target Alert Annunciators
Figure 4--40
D
Target Alert Annunciator (All Modes) -- When target alert is
selected on the weather radar controller, a boxed T is displayed at
the location shown in Figure 4--40. If the weather radar detects a
potentially dangerous target within 7.5 of the aircraft heading, but
beyond the displayed weather radar range, the annunciator
changes to a flashing T. In VAR mode, V is displayed in the same
location.
D
Range Ring and Annunciator (WX, MAP, and MAP/WX modes
only) -- Range is set using the weather radar controller. One--half
the selected range is annunciated in cyan beside the half--range
ring. If range information is not available, the range default value is
50 NM.
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D
Mode Annunciator (WX and MAP/WX formats only) -- The
weather radar modes are annunciated on the EHSI as shown Table
4--9.
Operating
Mode
Feature
Selected
Mode
Annunciator
Target Alert
Annunciator
WAIT
Any Selection
WAIT
----
STANDBY
----
STBY
----
TEST
----
TEST or fault
annunciator
----
WX
None
WX
----
WX
VAR
WX
Boxed V
WX
TGT
WX
Boxed T or T
WX
RCT--TGT
RCT
Boxed T or T
GMAP
None
----
----
GMAP
VAR
GMAP
Boxed V
Mode Annunciators
Table 4--9
D
WX Return Display (WX and MAP/WX formats only) -Conventional weather radar information is described in Table 4--10
and displayed as shown in Figure 4--41.
Return
WX Mode
GMAP Mode
Level 1
Green
Yellow
Level 2
Yellow
Cyan
Level 3
Red
Magenta
Level 4
Magenta
N/A
RCT
Cyan
N/A
Radar Return Intensity Codes
Table 4--10
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SRP
AD--58080@
Weather Radar Display
Figure 4--41
NOTES:
1. The weather radar antenna tilt is annunciated on the
MFD weather display or shown by the weather
controller.
2. Later installations display the radar antenna tilt angle
below the radar mode annunciator on the EHSI.
3. Rain Echo Attenuation Compensation Technique
(RCT) compensates for the attenuation of radar
signals as it passes through rainfall. Areas where
further compensation is not possible are displayed in
cyan. Weather intensity in these areas is unknown and
should be considered hazardous. Refer to the
appropriate appendix for a more detailed description.
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EHSI ARC MODE WITH TCAS TRAFFIC DISPLAY
(OPTIONAL)
When selected with the external EHSI TCAS switch, ARC mode with
TCAS traffic information is displayed on the EHSI. The range is fixed
at 6 NM. All the features of the ARC mode display apply, except that
groundspeed, TTG, and elapsed time are removed. They are replaced
with TCAS targets that don’t have bearing information. A typical TCAS
display is shown in Figure 4--42.
EHSI ARC Mode Display With TCAS (Optional)
Figure 4--42
The TCAS display remains on until the external EHSI TCAS button, or
the display controller FULL/ARC, MAP, or WX buttons are pushed.
When TCAS is installed, the following symbols are displayed:
D
Range Ring -- A 2 NM radius circle of 12 dots around the aircraft
symbol.
D
Traffic Symbols -- The following traffic symbols are displayed:
—
—
—
—
Other traffic diamond (Z
Z)
Proximate traffic diamond (z
z)
Caution area/traffic advisory circle (F
F)
Warning area/resolution advisory square (J
J).
Also displayed by the aircraft symbols are the relative altitude and
climb or descent arrow.
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D
No Bearing Data -- This is displayed in the lower right corner when
the system has range but no bearing information for other traffic.
D
TCAS Altitude Display Submodes (Optional) -- The following are
TCAS submodes:
— ABV/BLW -- TCAS relative altitude is selected to look well above
or well below the normal TCAS altitude band.
— NRM -- (not annunciated) TCAS relative altitude is selected to
look at the normal TCAS altitude band.
— FL -- The actual altitude (flight level) of the traffic is displayed.
EFIS REVERSION (EHSI)
EFIS reversion switching and source annunciators for EHSI displays is
identical to that described for the EADI. A typical reversionary display
is shown in Figure 4--43.
SRP
AD--58081@
EHSI Reversionary Mode Display
Figure 4--43
NOTE:
When TCAS is installed, the EHSI does not display the
symbol generator reversion annunciator. Also, the IRS
reversion annunciator is centered to the right of the compass
card.
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NAV SOURCE REVERSIONS
NAV source reversions are performed using the V/L and FMS buttons
on the display controller. Repeatedly pushing the V/L or FMS buttons
scrolls through the available NAV sources. The NAV source reversions
are indicated by annunciating the NAV source (VOR 1, VOR 2, LOC 1,
LOC 2 FMS 1, FMS 2) and by changing the following annunciators and
displays from green to yellow on the side where transfer is performed.
(These functions are on the EHSI unless otherwise specified.)
D
NAV source annunciator
D
BC annunciator
D
Rising runway pointer (EADI)
D
Vertical deviation pointer (EADI and EHSI)
D
CRS/DTK arrow and digital display
D
TO/FROM display
D
Distance to WPT/DME (waypoint/distance measuring equipment),
FMS/DME distance annunciator, and identifier
D
Time--to--go
D
FMS route and WPT/VOR/DME symbols (MAP format)
D
Cross track distance readout (MAP format).
There is no annunciator or color change on the other side.
The location for the symbol generator and IRS reversion annunciators
is shown in Figure 4--44.
EHSI Reversionary Mode Source Annunciators
Figure 4--44
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EHSI HEADING COMPARISON MONITORING
On--side displayed heading is compared with cross--side heading. The
heading comparison annunciator is displayed when there is a 3
difference in heading, both compared data sources are valid, and the
same type of heading (MAG/TRU) is selected on both sides. The
heading comparison annunciator is also displayed if cross--side IRS
data is not available on the ASCB for comparison. The heading
miscompare annunciator is a boxed IRS that flashes for 10 seconds
and then goes on steady, as shown in Figure 4--45.
SRP
AD--58082@
Heading Miscompare Annunciator
Figure 4--45
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EHSI FAILURE WARNING FLAGS
D
Heading Failure -- Invalid heading, as shown in Figure 4--46, is
indicated by the following:
—
—
—
—
—
—
—
—
—
Removing the TRU/MAG annunciator
Removing the HDG/TRK bug
Removing the course pointer and deviation bar
Removing map information (MAP and MAP/WX modes)
Removing the TO/FROM display
Removing the track pointer
Removing the absolute bearing
Displaying the heading card (north up)
Displaying a boxed IRS flag.
EHSI Heading Failure Flag
Figure 4--46
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D
Navigation Source Failure -- A failure of the NAV source, as shown
in Figure 4--47, is indicated by the following:
— Removing DTK pointer, deviation, and readout (FMS only)
— Removing the deviation bar and the TO/FROM display
(VOR/LOC)
— Changing the color of the NAV source annunciator to red and
displaying it in a box.
For a previewed localizer source, a failure is indicated by displaying
LOC 1 or LOC 2 in a red box.
D
Glideslope Failure -- Glideslope invalid, as shown in Figure 4--47,
is indicated by the following:
— Removing scale and pointer
— Displaying a boxed GS flag.
EHSI NAV Source and Glideslope Failure Flags
Figure 4--47
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D
TCAS Failure (Optional) -- TCAS failures, as shown in Figure
4--48, are indicated by the following:
— Removing TCAS symbols (as appropriate)
— Displaying fail messages:
-
TCAS TEST (White) -- Displayed during TCAS self--test.
TCAS OFF (White) -- TCAS is selected off.
TCAS FAIL -- TCAS has detected an internal failure.
TA ONLY (White) -- TCAS is displaying traffic advisories only.
EHSI ARC Display With TCAS Failure Messages (Optional)
Figure 4--48
D
Symbol Generator Internal Failure -- If there is an internal failure
in the symbol generator, the indication on the EHSI is a boxed SG
(the same as for the EADI).
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COMPOSITE DISPLAY
If a display unit fails, turning the HSI or ADI dimmer knob on the display
controller to the OFF position displays a composite attitude and NAV
format on the remaining good display, as shown in Figure 4--49. The
composite display is different from the individual EADI and EHSI
displays in that all elements are not displayed at the same time.
NOTE:
When the optional TCAS is installed, the composite display
is disabled. Turning either the HSI or ADI DIM knob OFF
simply removes that display and displays the EADI on the
remaining operating display.
Composite Display Symbols
Figure 4--49
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Whether or not an element is displayed is determined by flight phase,
NAV radio tuning, selected flight director mode, absolute altitude, etc.
The failure warning, reversionary, and comparison annunciators are not
shown below but are similar to the normal display mode. Figure 4--50
shows the composite display in a cruise flight configuration.
AD--58083@
Composite Mode -- Cruise
Figure 4--50
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Figure 4--51 shows the composite display in the approach
configuration.
AD--58084@
Composite Mode -- Approach
Figure 4--51
EFIS SELF--TEST
Test Symbols on EADI
The test display is initialized by pushing the TEST button on the display
controller and the test pattern is displayed as long as the button is
pushed. For the first 4 seconds, the test pattern shows all comparison
annunciators, as shown in Figure 4--52.
EADI Test Pattern (First 4 Seconds)
Figure 4--52
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After 4 seconds, all comparison annunciators are removed and all flags
are displayed, as shown in Figure 4--53.
EADI Test Pattern (After 4 Seconds)
Figure 4--53
For the whole duration of the test, TEST is displayed on the EADI. If the
aircraft is in the air, only the radio altimeter is tested.
If the aircraft is on the ground and the test function is performed, the
symbol generator resets to the power--up configuration after test.
Test Symbols on the EHSI
D
The test display is initiated by pushing the PUSH TEST button on
the display controller.
D
The test pattern is displayed only as long as the button is pushed.
D
For the first 4 seconds, the test pattern shows the IRS comparison
annunciator.
D
After 4 seconds, all flags are displayed.
D
If the aircraft is in the air, only the radio altimeter is tested.
D
If the aircraft is on the ground and the test function is performed, the
symbol generator resets to the power--up configuration after TEST.
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SPZ--8000 Digital Integrated Flight Control System
5.
Multifunction Display (MFD)
System
Figure 5--1 shows the location of the elements of the MFD system
mounted in the cockpit.
MULTI--FUNCTION DISPLAY (MFD)
MFD CONTROLLER
MFD SYMBOL
GENERATOR
ANNUNCIATOR
AD--65716@
MFD Components
Figure 5--1
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SPZ--8000 Digital Integrated Flight Control System
MFD SYSTEM INFORMATION
The MFD system has five major display functions:
D
Navigation data
D
TCAS traffic display (optional)
D
Weather radar
D
Checklist
D
EFIS reversion (described in the EFIS section of this manual).
The MFD system expands on the navigation mapping capabilities of the
EFIS because the MFD area can be used exclusively for MAP formats
without displaying essential heading and NAV data that is displayed on
the EHSI. The MFD MAP format includes:
D
Waypoints (symbols and identifiers)
D
Airports (symbols and identifiers)
D
VOR and/or DME stations (symbols and identifiers)
D
The TO waypoint time--to--go or ETA.
This additional MFD data is supplied by the FMS. The MFD system also
has a north--up PLAN mode in addition to the usual heading--up MAP
display. Both formats use a designator that is controlled by the MFD
controller joystick. The position (LAT/LON) of the designator can be
transmitted to the FMS by pushing the ENT button on the MFD
controller. The FMS then uses this information to define a new flight
plan waypoint.
The MFD also displays weather radar information, the optional lightning
display, and the optional TCAS traffic display.
When used for EFIS reversion, the MFD system can back up either of
the two EFIS symbol generators, or one of the EHSI displays. If one
symbol generator fails, the pilot can select the MFD symbol generator
to take over operation of the failed side’s displays with all functions and
operations unchanged. The display controller on the failed side controls
the display formats as before. In the event of an EHSI display failure,
HSI information can be displayed on the MFD.
Multifunction Display (MFD) System
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MFD CONTROLLER
The MFD controller, shown in Figure 5--2, is used to select MFD modes
and format.
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MFD Controller
Figure 5--2
The following paragraphs describe the MFD controller buttons,
switches, and joystick.
Navigation
D
MAP/PLAN Button -- Pushing the MAP/PLAN button toggles
between displaying the heading up MAP mode and the north up
PLAN mode. When TCAS is installed, the button sequences
through PLAN (power--up), MAP, and TCAS.
D
SRC (Source) Button -- Pushing the SRC button toggles between
the FMS1 and FMS2 as the source of long--range navigation data
for mapping. When TCAS is installed and displayed, SRC toggles
the MFD TCAS display between the right and left side TCAS display
features.
D
WX (Weather) Button -- The WX button is used to call up weather
radar returns on the MFD MAP display (first push) or weather radar
only display (second push). When weather is displayed, the MAP
range is controlled by the weather radar controller.
NOTE:
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When dual weather radar controllers are installed,
repeatedly pushing the WX button cycles through the
different weather displays (WX with MAP or WX only) for
the display settings on both the pilot and copilot weather
radar controllers.
Multifunction Display (MFD) System
5-3
SPZ--8000 Digital Integrated Flight Control System
D
VOR Button -- The VOR button adds VOR/DME symbols and
designators to the MAP and PLAN displays. The toggling sequence
is:
— The first push displays the tuned VOR/DMEs.
— The second push displays all VOR/DMEs within display range (a
maximum of four).
— The third push removes the VOR/DME symbols from the display.
D
DAT (Data) Button -- The DAT button adds long--range navigation
information to the MAP and PLAN displays.
At power--up, the following data is displayed:
— Waypoint identification
— Distance to waypoint.
The first push adds estimated time of arrival (ETA) in Greenwich
Mean Time (GMT) at the TO waypoint, if known; otherwise, the first
push adds TTG to the TO waypoint to the lower right corner of the
display.
The second push, if no destination information is known, turns the
data OFF. However, if destination identification, ETA, or TTG is
known, the second push replaces the TO waypoint data with the
destination data. If some destination data is known, but the waypoint
identification is not, DEST (destination) is displayed in place of the
waypoint identification.
D
APT (Airport) Button -- The APT button is used to add airport
symbols and designators to the MAP and PLAN displays. The
toggling sequence is:
— The first push displays the two closest airports to the present
position from the database.
— The second push displays all airports within display range (a
maximum of four).
— The third push removes the airport symbols from the display.
D
INC/DEC RNG (Increase/decrease range) Switch -- This switch
increases or decreases the selected range (5, 10, 25, 50, 100, 200,
300, 600, and 1200 NM) when the weather radar (WX) mode is not
selected.
NOTES:
1. When WX is selected, the range is controlled by the
weather radar controller.
2. When TCAS is installed and displayed, the range
control operates with 6, 10, 25, and 50 NM.
Multifunction Display (MFD) System
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SPZ--8000 Digital Integrated Flight Control System
Designator Control
D
SKP (Skip) Button -- When this button is pushed, the designator
skips to the next displayed waypoint. If the button is pushed when
the designator is at the last displayed waypoint, the designator
returns to present position.
In the PLAN mode, the SKP button is used to sequence through all
the waypoints of the active flight plan.
D
RCL (Recall) Button -- When the designator is not at its home
position (home is the aircraft symbol in MAP mode and the TO
waypoint in PLAN mode), pushing the RCL button moves the
designator to the home position. If the RCL button is pushed when
the designator is at its home position, the designator moves to
present position (aircraft symbol in PLAN mode).
D
ENT (Enter) Button -- When the designator is offset from its home
position, pushing the ENT button transmits the designator LAT/LON
to the selected long range navigation as a requested waypoint.
D
Joystick -- The joystick is used as a four--direction designator
control, (up, down, left, and right). The course and distance to the
designator from its home position is displayed in the upper left
corner of the display.
Checklist
D
NORM (Normal) Button -- When the NORM button is pushed, the
the MFD’s normal checklist index is displayed. The normal checklist
index is arranged in the order of standard flight operations. Pushing
the NORM button displays the normal checklist index page that
contains the lowest order incomplete and unskipped checklist with
that checklist selected.
D
EMER (Emergency) Button -- When the EMER button is pushed,
the MFD’s emergency checklist index is displayed. Abnormal
procedures can also be accessed. Abnormal and emergency
procedures can be arranged in a menu that is organized according
to aircraft systems.
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SPZ--8000 Digital Integrated Flight Control System
D
Checklist Control -- The SKP, RCL, PAG, and ENT buttons and the
joystick control checklist functions are described in the following
paragraphs.
— RCL BUTTON -- Pushing the RCL button displays the page
containing the lowest order skipped item with that item selected.
— SKP BUTTON -- Pushing the SKP button skips the the selected
item and moves the cursor box to the next item.
— ENT BUTTON -- The ENT button operates differently for each
display as described below:
-
INDEX Page -- Pushing the ENT button displays the selected
checklist. The checklist is displayed at the page that contains
the lowest order incomplete item with that item selected. If the
checklist has been completed, pushing the ENT button forces
all items in the checklist to incomplete and displays the first
page of the checklist with the first item selected.
-
CHECKLIST Page -- Pushing the ENT button changes the
status of the selected item to “complete” and selects the next
incomplete item. If ENT is pushed with the last item in a
checklist selected, the operation depends upon the
completion status of the checklist.
If the checklist is not complete (one or more items skipped),
pushing the ENT button displays the page that contains the
lowest order incomplete item with that item selected.
If the checklist is complete (all items complete), pushing the
ENT button displays the index page that contains the next
higher order checklist with that checklist selected.
— PAG BUTTON -- Pushing the PAG (page) button advances the
page count. The lowest order incomplete item on that page is
selected with the cursor box. If there are no incomplete items on
the page, the first item on the page is selected.
— JOYSTICK -- Moving the joystick up or down changes the
selection on the index or checklist. Moving the joystick to the right
or left increases or decreases the index or checklist page
number, respectively.
Multifunction Display (MFD) System
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MFD Reversion
The mode selector on the MFD controller lets the operator select MFD
system backup of the EHSI and EFIS symbol generators.
The mode selector switch is a five--position rotary switch that selects
the following MFD modes of operation:
D
MFD -- This position selects normal MFD operation.
D
HSI -- In this position, the selected HSI (left or right) is displayed on
the MFD. The EHSI display is controlled by the respective EFIS
display controller. This information is sent to the EFIS symbol
generator, and instead of displaying a composite display on the
EADI, it displays the normal ADI display.
D
SG -- In this position, the MFD goes blank and the MFD symbol
generator drives the selected (left or right) EADI and EHSI displays.
The EADI and EHSI displays are still controlled by the respective
EFIS display controller.
Dimming
Turning the DIM control knob adjusts the overall brightness of the
display on the MFD. After the reference level is set, a photo sensor
maintains the brightness level over the various lighting conditions.
MFD OPERATING MODES
The MFD has five operating modes:
D
MAP
D
PLAN
D
TCAS (optional)
D
Weather radar
D
Checklist display.
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SPZ--8000 Digital Integrated Flight Control System
MFD MAP Mode
The MAP mode, shown in Figure 5--3, expands the EHSI map by
increasing the maximum range beyond the normal radar ranges, and
uses all the data available from selectable navigation sources.
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MFD MAP Mode Display (Example)
Figure 5--3
The MAP mode is selected with the MFD controller MAP/PLAN button
and is always oriented to the aircraft heading with the aircraft position
at lower center and the MAP route moving toward the aircraft.
When coupled to a compatible FMS, the NAV route with up to four
waypoints can be displayed to a range limit of 300, 600, or 1200 miles,
or the next route segment can be displayed. With a compatible NAV
source with a stored data base (i.e., the Honeywell FMS), other
navigation data beyond route mapping such as VOR station locations
and time--to--go to the next waypoint, can be displayed. A movable
designator aids in relocating the next waypoint.
When weather returns are selected, the range is slaved to the weather
radar controller.
Multifunction Display (MFD) System
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SPZ--8000 Digital Integrated Flight Control System
The MAP mode displays and annunciators, shown in Figure 5--4, are
described in the following paragraphs.
MFD MAP Mode Symbols
Figure 5--4
D
Heading Dial and Lubber Line -- The heading dial indicates the
actual heading of the aircraft with respect to the lubber line. It is the
same heading information as displayed on the EHSI.
D
Tuned VOR/DME Symbols -- These symbols are added when the
VOR button on the MFD controller is pushed.
D
Desired Track (DTRK) Line -- The waypoints are connected by a
green track line that indicates the desired track from past waypoint
to the next waypoint.
D
Selected NAV Source -- The selected long range navigation FMS1
or FMS2 source is displayed as a function of the SRC button on the
MFD controller.
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5-9
SPZ--8000 Digital Integrated Flight Control System
D
Weather Radar Mode -- The weather radar mode annunciator
displays the status of the weather radar system. When in STBY, no
weather information is displayed. Weather is added to the display
and WX is annunciated when the WX button on the MFD controller
is pushed.
NOTES:
1. The MFD display is the only display that includes
weather radar mode annunciators and the tilt
angle.
2. When the optional TCAS is installed, TX is
displayed when the radar is transmitting, but
weather is not selected for display.
3. If dual weather radar controllers are installed, a
left/right arrow is displayed in the weather radar
mode area to indicate which weather radar
controller is controlling the MFD weather display.
D
Target Alert Annunciator -- TGT is displayed below the weather
radar mode when the target alert mode is selected. This annunciator
turns amber when a red target or stronger is detected within 7 1/2
of aircraft heading beyond the desired range. VAR is displayed in
place of TGT when the weather radar system is not in calibrated gain
mode.
D
Waypoint and Waypoint Data -- The number of available
waypoints is dependent upon the long range navigation system that
is providing the data. The selected range determines the number of
displayed waypoints. The TO waypoint is magenta. All other
waypoints are green. The DAT button on the MFD controller adds
waypoint identification and distance to the waypoint information on
the display.
D
Aircraft Symbol -- The white aircraft symbol is a visual
representation of the aircraft position in relation to the desired track.
D
TO Waypoint Identifier, ETA/TTG, and Distance Readout -- The
identifier, ETA (or TTG if ETA is not available), and distance to the
designated waypoint is displayed in the lower right corner of the
MFD.
D
Crosstrack Deviation -- Indicates the deviation in nautical miles to
the right (R) or left (L) of the desired track.
D
Displacement Line -- The cyan displacement line indicates the
position of the designator relative to the nose of the aircraft.
D
Designator -- The power--up home position of the designator is the
aircraft present position. The designator is controlled by
the joystick, the SKP, and the RCL buttons on the MFD controller.
Multifunction Display (MFD) System
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SPZ--8000 Digital Integrated Flight Control System
D
Range Rings -- Range rings are displayed to aid in the use of radar
returns and position of NAVAIDS. If the WX mode is selected, the
outer range ring is the compass card boundary and represents the
selected range on the radar. The range annunciator on the inner ring
represents one half the range setting of the weather radar. The
INC/DEC switch on the MFD controller increases or decreases on
the range if WX mode is not selected.
D
Airport Symbol and Identifier -- The airport symbol and letter
identification are added to the MAP display when the APT button on
the MFD controller is pushed.
D
Distance and Course to Designator Annunciators -- The
distance and course to the designator are displayed in the upper left
corner of the MFD.
MFD MAP Mode Flight Plan Displays
The flight plan can be displayed with waypoints, VOR data, airport data,
or any combination of the three. The same flight plan is shown in each
of the following drawings for ease of comparing the different information
on the three displays. Figure 5--5 shows the MFD MAP mode with
waypoint data displayed.
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MAP Mode with Waypoint Data
Figure 5--5
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SPZ--8000 Digital Integrated Flight Control System
Figure 5--6 shows the MFD MAP mode with VOR data displayed.
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MFD MAP Mode With VOR Data
Figure 5--6
Figure 5--7 shows the MFD MAP mode with airport data displayed.
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MFD MAP Mode With Airport Data
Figure 5--7
Multifunction Display (MFD) System
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MFD PLAN Mode
The MFD PLAN format, shown in Figure 5--8, has a north--up
orientation where the aircraft is positioned with respect to the NAV
route. The aircraft progresses along the route, while the maximum
range is shown by a circle around the outer perimeter.
MFD PLAN Mode Display
Figure 5--8
The north--up orientation enhances the flight planning function and
clarifies the aircraft relationship to the programmed route. In this display
the designator is homed to the TO waypoint and both are displayed in
the center of the range ring.
The aircraft symbol is plotted at present position (if present position is
on the display) and it is oriented with respect to heading.
If the designator is moved from the TO waypoint, the designator symbol
remains in the center of the display and the designator distance/course
annunciator in the upper left corner indicates distance/course from the
waypoint. The designator remains in the center during SKP button and
joystick operations. However, the primary use of the joystick with the
PLAN mode is to position the viewing circle to allow the desired portion
of the flight plan to be displayed.
Weather is not displayed in the PLAN mode so range is always
controlled from the MFD controller. Operations and annunciators in the
PLAN mode are the same as for MAP mode.
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5-13
SPZ--8000 Digital Integrated Flight Control System
MFD PLAN Mode Flight Plan Data
As in the MAP mode, the flight plan can be displayed with waypoints,
VOR data, airport data, or any combination of the three. The same flight
plan is shown in each of the following drawings for ease of comparing
the different information on the three displays. Figure 5--9 shows the
MFD PLAN mode with waypoint data displayed.
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MFD PLAN Mode With Waypoint Data
Figure 5--9
Multifunction Display (MFD) System
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SPZ--8000 Digital Integrated Flight Control System
Figure 5--10 shows the MFD PLAN mode with VOR data displayed.
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MFD PLAN Mode With VOR Data
Figure 5--10
Figure 5--11 shows the MFD PLAN mode with airport data displayed.
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MFD PLAN Mode With Airport Data
Figure 5--11
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Multifunction Display (MFD) System
5-15
SPZ--8000 Digital Integrated Flight Control System
Changing a Waypoint
When the MFD is operating with the FMS, waypoints can be added,
deleted, or moved, as described in Table 5--1. The procedure adds a
waypoint between IRW and PER (IRW/056/47.1).
Step
1
Procedure
Using the SKP button on the MFD controller, move the
designator from ADM (the TO waypoint) to IRW. Then
using the joystick, move the designator to where the new
waypoint is to be located, as shown in Figure 5--12. The
distance/bearing of the designator is always shown in the
upper left corner of the MFD.
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Changing a Waypoint
Figure 5--12
2
Use the ENT button on the MFD controller to send the
designator position to the FMS control display unit.
NOTE: It is usually easier to use the MFD MAP mode to define or change
a waypoint.
Changing a Waypoint Procedure
Table 5--1 (cont)
Multifunction Display (MFD) System
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SPZ--8000 Digital Integrated Flight Control System
Step
Procedure
3
On the FMS CDU, the designator position is shown in the
scratch pad at the bottom of the screen. Use the
appropriate line select key to insert this position in the flight
plan. The FMS recomputes the flightpath, and the new
flight plan, shown in Figure 5--13, is displayed.
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Revised Flight Plan Display
Figure 5--13
Changing a Waypoint Procedure
Table 5--1
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5-17
SPZ--8000 Digital Integrated Flight Control System
TCAS Mode Traffic Display (Optional)
The TCAS display, shown in Figure 5--14, is displayed on the MFD in
one of two ways:
D
Pilot selected with the MAP/PLAN button on the MFD controller
D
Automatically displayed when the TCAS is in AUTO and detects a
TA or RA traffic condition.
NOTES:
1. Automatic display of TCAS on the MFD is shown at the
last selected TCAS range; however, the first selection
of TCAS on the MFD after power--up is with the 6 NM
range displayed.
2. MFD TCAS auto display does not override a checklist
display.
TCAS Traffic Display on MFD
Figure 5--14
Multifunction Display (MFD) System
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SPZ--8000 Digital Integrated Flight Control System
The MFD TCAS display range is controlled with the MFD range
controller at 6, 10, 25, and 50 NM range. The display is similar to the
PLAN format with the following specific symbols:
D
2 NM TCAS range ring
NOTE:
D
When a display range greater than 10 NM is selected, the
2 NM range ring is removed.
Traffic symbols
—
—
—
—
Other traffic diamond (Z
Z)
Proximate traffic diamond (z
z)
Caution area/traffic advisory circle (F
F)
Warning area/resolution advisory square (J
J)
D
Target relative altitude with greater than a 500--foot per minute
climb/descent arrow (if applicable)
D
No bearing data when system has range but not bearing information
D
TCAS submode annunciators
— ABV/BLW
— NRM (not annunciated)
D
TCAS arrow that indicates which EHSI TCAS display features the
MFD TCAS display is following.
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Multifunction Display (MFD) System
5-19
SPZ--8000 Digital Integrated Flight Control System
MFD Weather Radar Mode
The two basic weather radar (WX) modes are described below:
D
WX with MAP is similar to the EFIS WX mode. Two range rings are
displayed at selected range and half range
D
WX ONLY differs from WX with MAP by displaying four range rings
with azimuth lines at 0, 30, and 60.
Both modes have standard weather formats using different colors to
denote intensity levels. Normal WX colors are black, green, yellow,
red, and magenta (least to most reflective) and cyan (Rain Echo
Attenuation Compensation Technique (RCT)). Ground mapping uses
black, cyan, yellow, and magenta colors. All modes are annunciated
on the MFD, as shown in Figure 5--15.
37.5
AD--58098@
Weather Only MFD Display
Figure 5--15
Multifunction Display (MFD) System
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SPZ--8000 Digital Integrated Flight Control System
A target alert annunciator is displayed below the mode annunciator to
warn of red level or stronger targets within 7.5 of the aircraft heading
and beyond the displayed range. TGT is displayed when target alert is
on. It changes to TGT when it is has detected a target.
When RCT is selected, RCT is the mode annunciator.
In the event of a weather radar failure, weather display is removed and
the mode annunciator changes to WX.
TX replaces the mode annunciator when the PRIMUSR 650 Weather
Radar is ON, but weather is not selected for the MFD.
The weather display annunciators are shown in Figure 5--16.
MFD Weather Annunciators
Figure 5--16
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Multifunction Display (MFD) System
5-21
SPZ--8000 Digital Integrated Flight Control System
MFD Checklist Display
The MFD symbol generator can store and display several pages of text.
The content of these pages is defined by the aircraft operator. Each
page has 12 lines with a maximum of 24 characters per line. The text
pages are used to store operator defined checklists and waypoint data.
Pushing the NORM button on the MFD controller displays the normal
checklist index page containing the lowest order incomplete and
unskipped checklist. The first page of the normal checklist index is
shown in Figure 5--17. The normal checklists are arranged in the order
of standard flight operations.
The SKP, RCL, PAG, and ENT buttons and the joystick on the MFD
controller are used to access and control the checklist function. These
operations are described in the MFD controller section.
AD--58099@
Normal Checklist Display
Figure 5--17
Multifunction Display (MFD) System
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Pushing the EMER button on the MFD controller displays the first page
of the emergency checklist index with the first checklist selected, as
shown in Figure 5--18. The SKP, RCL, PAG, and ENT buttons and the
joystick are used to control the emergency checklist.
When an emergency checklist is completed, pushing the ENT button
removes the emergency checklist from the display and EMERGENCY
PROCEDURE COMPLETE is displayed below the amber checklist
title. This is cleared when the index is selected.
AD--58100@
Emergency Checklist Display
Figure 5--18
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5-23/(5-24 blank)
SPZ--8000 Digital Integrated Flight Control System
6.
Automatic Flight Control
System (AFCS)
The AFCS components and their locations in the aircraft are shown in
Figure 6--1.
AFCS Components
Figure 6--1
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Automatic Flight Control System (AFCS)
6-1
SPZ--8000 Digital Integrated Flight Control System
FLIGHT GUIDANCE CONTROLLER
The flight guidance controller, shown in Figure 6--2, is used to engage
the system, select the operating modes, and select the EHSI and
DADC being used to interface with the flight guidance computer. The
function of each switch or control is described in the following
paragraphs.
AD--58103@
Flight Guidance Controller
Figure 6--2
D
HDG (Heading) Button -- Pushing the HDG button engages the
lateral guidance to compute steering commands based on the
selected heading displayed on the active EHSI.
D
ALT (Altitude) Button -- The ALT button selects vertical guidance
to hold a barometric altitude reference.
D
VS (Vertical Speed) Button -- The VS button selects vertical
guidance to hold a vertical speed reference.
D
FLC (Flight Level Change) Button -- The FLC button selects the
airspeed hold mode and overrides all active vertical modes,
except VNAV.
D
VNAV (Vertical Navigation) Button -- The VNAV button selects the
vertical navigation mode and the AFCS tracks the vertical flight
profile of the FMS.
NOTE:
For serial No. 5087 and later, LASERTRAKr can be
selected for display on the EHSI. When this is done, NAV
and VNAV cannot be selected.
Automatic Flight Control System (AFCS)
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SPZ--8000 Digital Integrated Flight Control System
D
BC (Back Course) Button -- The BC button selects approach mode
guidance to capture and track a back course ILS. There is no
glideslope capture during the BC mode.
D
APP (Approach) Button -- The APP button arms the lateral
guidance for localizer capture and vertical guidance for glideslope
capture. Glideslope capture is inhibited until the localizer is
captured.
D
NAV (Navigation) Button -- The NAV button arms the lateral
guidance to capture the selected navigation course or desired track
that is displayed on the active EHSI.
NOTE:
D
For serial No. 5087 and later, LASERTRAKr can be
selected for display on the EHSI. When this is done, NAV
and VNAV cannot be selected.
BANK Button -- When the BANK button is pushed, the bank angle
limit in VOR, HDG select, or LNV (lateral navigation) modes is
manually selected. Toggling the BANK button alternately selects a
24 high bank limit (27 HDG select, or 30 LNV) or a 17 low bank
limit. At power--up, high bank is selected. The bank limit selected
remains the same (high or low) during transitions between VOR,
HDG, and LNV modes unless it is manually reselected.
When the aircraft climbs through 32,400 feet, the
system automatically selects the low bank angle limit, if it is not
already selected. The high bank angle limit can be reselected by
pushing the BANK button.
When the aircraft descends through 31,900 feet, the system
automatically selects the high bank angle limit, if it is not already
selected. The low bank angle limit can be reselected by pushing the
BANK button.
NOTE:
For serial No. 5087 and later, low bank selection is
available only when HDG select or VOR is selected.
D
CAT 2 (Category II) Button -- Pushing the CAT 2 button enables the
Category II approach functions (monitors and annunciators). CAT
2 can only be selected if the approach mode is armed and radio
altitude is less than 1200 feet.
D
STBY (Standby) Button -- The STBY button cancels all selected
flight director modes.
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SPZ--8000 Digital Integrated Flight Control System
D
AP (Autopilot) and YD (Yaw Damper) Button -- The AP button
engages autopilot and yaw damper functions simultaneously, but it
only disengages the autopilot functions. The YD button engages the
yaw damper only, and disengages the yaw damper and autopilot
functions. The active channel is annunciated by the lighted pointers
located on either side of the AP and YD buttons. When the autopilot
and yaw damper systems are in a normal no--failure condition, the
pilot channel is automatically selected as the active channel and the
left pointers are lit on the AP and YD engage switches. The R AFCS
or L AFCS buttons can be used to select the active channel. To
select the copilot channel as the active channel, push the R AFCS
button on the advisory display. When the right channel is engaged,
the right pointers are lit on the AP and YD switches to indicate that
the right channel is active.
D
M TRIM (Mach Trim) Button -- The M TRIM button selects the
Mach trim function. Once selected, the Mach trim function then
stays active until it is deselected. If the autopilot is engaged, the
Mach trim function is active but it does not control the pitch axis of
the aircraft. If previously selected ON, the Mach trim controls the
pitch axis when the autopilot disengages. Toggling the M TRIM
button deselects and reselects the Mach trim function.
D
CPL (Couple) Button -- The CPL button alternately selects either
the pilot’s or copilot’s EHSI and DADC data for lateral and vertical
guidance to both flight guidance computers. At power--up, the pilot’s
EHSI and DADC are selected. When the system is transferred to
the alternate side, all flight director modes are cancelled. Operating
modes must be selected again. The pointer on the right or left side
of the CPL button is lit to indicate which EHSI and DADC has been
selected.
During an ILS approach, the system automatically selects both the
pilot’s and copilot’s EHSI and DADC data, and both CPL
switch pointers are lit. If one ILS receiver fails, the system
automatically selects the data from the remaining receiver.
Automatic Flight Control System (AFCS)
6-4
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SPZ--8000 Digital Integrated Flight Control System
TURN PITCH CONTROLLER
The turn pitch controller, shown in Figure 6--3, is used to manually
control the autopilot using the turn knob and pitch wheel. The
paragraphs below describe each control.
NOSE
DN
TURN
NOSE
UP
AD--58104@
Turn Pitch Controller
Figure 6--3
D
TURN Knob -- Rotating the turn knob out--of--detent with the
autopilot engaged generates a roll command. The roll angle is
proportional to, and in the direction of, the turn knob rotation. The
turn knob control sends identical roll commands to both flight
guidance computers. The turn knob must be in the detent (center
position) before the autopilot can be engaged. Rotating the turn
knob cancels any engaged lateral flight director mode.
D
Pitch Wheel -- Rotating the pitch wheel changes the pitch attitude
proportional to, and in the direction of, the wheel movement. The
pitch wheel outputs either rate limited pitch commands in pitch
mode, or vertical reference commands for vertical flight guidance
modes (referred to as the air data command function).
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Automatic Flight Control System (AFCS)
6-5
SPZ--8000 Digital Integrated Flight Control System
ADVISORY DISPLAY
The advisory display, shown in Figure 6--4, is used to request data from
the crew and display system mode and status annunciators.
Advisory Display
Figure 6--4
The display format is shown in Figure 6--5. Messages are sent to the
advisory display from the master flight guidance computer. Normal
mode messages are separated into operational messages and
warning/caution messages.
Advisory Display Format (Normal Mode)
Figure 6--5
Automatic Flight Control System (AFCS)
6-6
A28--1146--055
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SPZ--8000 Digital Integrated Flight Control System
D
Operational Messages (white)
— Static air temperature (SAT)/total air temperature (TAT)/true
airspeed (TAS) display
— Flight director lateral and vertical arm modes
— Flight director lateral and vertical active modes
— AFCS status messages.
D
Warning/Caution Messages -- Warning/caution messages are
displayed on the second line in amber.
—
—
—
—
—
D
Disengage messages
Primary caution messages
Advisory caution messages
Sensor failure messages
Invalid operation messages.
Warning/Caution Message Cancellation -- In most cases, the
RESET button is lit at the same time the message is displayed.
When the RESET button lights, it indicates that
an acknowledgement is required. Messages are acknowledged by
pushing the RESET button, or in some cases, by other means. This
acknowledgement clears the message and switches off the RESET
button light.
Some messages (primary caution messages) require a corrective
action. In this case, the RESET button does not light, and the
message is displayed until the problem is corrected.
Various other messages are timed--out. These messages are
automatically cleared after 5 seconds. The RESET lamp does not
light for timed--out messages.
D
AFCS Message Data Invalid -- If AFCS message data received by
the advisory display is invalid (i.e., ASCB failure), the advisory
display shows a dashed amber line. This line clears when a valid
AFCS message data is displayed.
If at that time, the advisory display receives a direct disengage
command, the dashed amber line is overwritten by the flashing
disengage message. Once the disengage message has been
cleared by pushing the RESET button, the dashed amber line is
displayed.
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SPZ--8000 Digital Integrated Flight Control System
Advisory Display Annunciators and Messages
Table 6--1 gives the parameters of the SAT/TAT/TAS messages.
Range/Resolution
Message
Comments
dd _C SAT (field 1
white)
99 _C (1 _C)
Updated at 1 Hz rate
dd _C TAT (field 2
white)
99 _C (1 _C)
Digits replaced by
dashes if invalid data
ddd KTAS (field 3
white)
0 to 600 kts (1 kt)
Data originated from
the coupled side
(CPL)
SAT/TAT/TAS Message Format
Table 6--1
Table 6--2 gives the parameters of the lateral and vertical armed mode
annunciators.
Message
Reverse Video
(5 Sec)
Field/Color
LOC
No
5/White
AZ
No
5/White
VOR
No
5/White
BC
No
5/White
LNV
No
5/White
ASEL
No
6 or 7/White
GS
No
6 or 7/White
EL
No
6 or 7/White
Lateral and Vertical Armed Mode Annunciators
Table 6--2
Automatic Flight Control System (AFCS)
6-8
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SPZ--8000 Digital Integrated Flight Control System
Table 6--3 lists the flight director lateral and vertical mode annunciators.
Message
Reverse Video
(5 Sec)
Field
HDG
No
9
HI bank mode
HDG/LO
No
9
LO bank mode
VOR
Yes
9
Capture mode
VOR/LO
Yes
9
LO bank capture mode
AZ
Yes
9
Capture mode
LOC
Yes
9
Capture mode
BC
Yes
9
Capture mode
LNV
Yes
9
Capture mode
LNV/LO
Yes
9
LO bank capture mode
VOR
No
9
VOR/LO
No
9
LO bank mode
VOR CRS
No
9
Flying CRS information
VOR/LO CRS
No
9
Flying CRS information
(LO bank)
LOC
No
9
BC
No
9
AZ
No
9
ASEL
Yes
10
Capture mode
EL
Yes
10
Capture mode
GS
Yes
10
Capture mode
ALT
No
10
EL
No
10
GS
No
10
Comments
Lateral and Vertical Active Mode Annunciators
Table 6--3 (cont)
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Automatic Flight Control System (AFCS)
6-9
SPZ--8000 Digital Integrated Flight Control System
Reverse Video
(5 Sec)
Field
VS + dddd
FPM
No
10
FLC
No
10
GO AROUND
No
10
VFLC
No
10
VASL
Yes
10
VALT
No
10
VPTH
Yes
10
VPTH
No
10
Message
Comments
Updated at 10--Hz rate
Capture mode
Capture mode
Lateral and Vertical Active Mode Annunciators
Table 6--3
Table 6--4 lists the AFCS status message annunciators.
Message
Timed--out
(5 Sec)
Field
Comments
CAT 2 (White)
No
8
CAT 2 is displayed as
long as CAT 2 is valid.
L AFCS MASTER
R AFCS MASTER
Yes
4
This message is
displayed if manual or
automatic switchover
of priority channel
occurs. The present
message is
overridden when this
message is displayed.
AFCS Status Message Annunciators
Table 6--4
Automatic Flight Control System (AFCS)
6-10
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SPZ--8000 Digital Integrated Flight Control System
Table 6--5 lists the flashing disengage message annunciators.
Timed--out
(5 Sec)
Reset
Light On
AP/YD/M--TRIM
Disengaged
No
Yes
AP/YD
Disengaged
No
Yes
AP/YD
Disengaged
No
Yes
AP/M--TRIM
Disengaged
No
Yes
YD/M--TRIM
Disengaged
No
Yes
AP Disengaged
No
Yes
YD Disengaged
No
Yes
M--TRIM
Disengaged
No
Yes
Message
Comments
Pushing either the
RESET button,
quick disconnect,
disconnect
or go--around
switch clears the
message and turns
off the RESET
light.
Disengage Messages (Flashing)
Table 6--5
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SPZ--8000 Digital Integrated Flight Control System
Table 6--6 lists the primary caution message annunciators.
Message
Timed--out
(5 Sec)
Reset
Light On
PITCH TRIM FAIL
No
No
Pilot must
manually
disconnect
autopilot (AP).
This action also
clears the
messages.
MISTRIM [TRIM
NOSE UP/DN]
No
No
Message is
displayed only
while excessive
loads are sensed
at the elevator
servo.
MISTRIM [TRIM
NOSE R/L]
No
No
Message is
displayed only if
the linear
actuator remains
off center.
MISTRIM [TRIM R/L
WING DN]
No
No
Message is
displayed only
while excessive
loads are sensed
at the aileron
servo.
EXCESSIVE DEV
No
No
Message clears
when aircraft is
within CAT 2
lateral and
vertical limits.
Comments
Primary Caution Messages (Steady)
Table 6--6
Automatic Flight Control System (AFCS)
6-12
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SPZ--8000 Digital Integrated Flight Control System
Table 6--7 lists the sensor failure message annunciators.
Message
Timed--out
(5 sec)
Reset
Light On
CPL DATA INVALID
Yes
No
CPL NAV DATA
INVALID
Yes
No
IRS DATA INVALID
Yes
No
DADC DATA
INVALID
Yes
No
CPL DATA INVALID
No
Yes
CPL NAV DATA
INVALID
No
Yes
IRS DATA INVALID
No
Yes
DADC DATA
INVALID
No
Yes
Comments
These messages
are displayed for
5 seconds if an
attempt is made
to manually
select a mode or
when the
corresponding
sensor data is
invalid.
These messages
are displayed if a
mode is
automatically
cancelled or
disengaged due
to invalid sensor
data. The
message is
cleared by
pushing the
RESET button.
Sensor Failure Messages (Steady)
Table 6--7
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6-13
SPZ--8000 Digital Integrated Flight Control System
Table 6--8 lists the steady advisory caution message characteristics.
Timed--out
(5 sec)
Reset
Light On
AMBER DASHED
LINE
----
----
The dashed line
is displayed after
an ASCB failure.
L AFCS OFF
R AFCS OFF
No
Yes
This message is
displayed if either
the active or
standby AFCS
fails.
VERT MODE OFF
Yes
No
This message is
displayed if ASEL
CAP is cancelled
because the
ASEL knob
moved, or if ALT,
FLC, VALT,VFLC,
or VPTH modes
are cancelled by
PITCH wheel
motion.
CAT 2 INVALID
No
Yes
This message is
displayed when
CAT 2 status is
invalid.
NO GND TEST -- NO
WOW
NO GND TEST -- NO
IAS
NO GND TEST -AFCS ENG
No
Yes
These messages
are displayed
when entering
the maintenance
mode and the
conditions are
not met.
Message
Comments
Advisory Caution Messages (Steady)
Table 6--8 (cont)
Automatic Flight Control System (AFCS)
6-14
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SPZ--8000 Digital Integrated Flight Control System
Message
Timed--out
(5 sec)
Reset
Light On
AP FAIL/YD AVAIL
No
Yes
Indicates that
only the AP
failed, but not
yaw damper
(YD).
NAV MISMATCH
[LEFT NAV]
No
Yes
When a NAV
MISMATCH
occurs, the FGC
automatically
selects the most
reasonable NAV
signal. The pilot
must
acknowledge the
message. The
the selection
cannot be
changed.
No
No
(as long
as
condition
exists)
Indicates a stuck
button on either
the advisory
display or the
display controller.
NAV MISMATCH
[RIGHT NAV]
PUSHBUTTON
ACTIVE
Comments
Advisory Caution Messages (Steady)
Table 6--8
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6-15
SPZ--8000 Digital Integrated Flight Control System
Table 6--9 lists the steady invalid operation message annunciators.
Timed--out
(5 sec)
Reset
Light On
Yes
No
This message
indicates that the
mode cannot
engage because
of an improper
NAV source
selection on
active EHSI.
No
Yes
Tuned to localizer
(TTL) has
changed state
during VOR or
LOC modes.
NO ENGAGEMENT
ON GROUND
No
No
AP cannot be
engaged while
the aircraft in on
ground.
L AFCS OFF
R AFCS OFF
Yes
No
This message
appears at L
AFCS or R AFCS
activation and
indicates that the
corresponding
AFCS is failed.
ENGAGE INHIBIT
Yes
No
Engaging the AP,
YD, or M TRIM is
inhibited for any
reason.
Message
CHECK NAV
SOURCE
Comments
Invalid Operation Messages (Steady)
Table 6--9 (cont)
Automatic Flight Control System (AFCS)
6-16
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SPZ--8000 Digital Integrated Flight Control System
Message
Timed--out
(5 sec)
Reset
Light On
CAT 2 INVALID
Yes
No
CAT 2 status is
invalid when
selected on the
flight guidance
controller.
TURN KNOB
ACTIVE
Yes
No
Engaging the AP
is inhibited
because the turn
knob is out of
detent.
SELECT INHIBIT
Yes
No
With AP
engaged, manual
FGC transfer is
inhibited during
dual CPL
approach.
Comments
Invalid Operation Messages (Steady)
Table 6--9
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6-17/(6-18 blank)
SPZ--8000 Digital Integrated Flight Control System
7.
System Limits
GLOSSARY OF TERMS
This glossary gives a brief description of the flight guidance computer
control laws. These terms are used throughout this section and the
Modes of Operation section. The performance and operating limits for
these items are defined in Table 7--1. The terms included in this glossary
are:
D
Attitude director indicator (ADI) command cue
D
Glideslope gain programming
D
Glideslope capture (GS CAP)
D
Glideslope track (GS TRACK)
D
Lateral beam sensor (LBS)
D
Localizer capture 1/2 (LOC CAP 1/2), back course capture 1/2 (BC
CAP 1/2)
D
Localizer track 1/2 (LOC TRACK 1/2), back course track 1/2, (BC
TRACK1/2)
D
True airspeed (TAS) gain programmer
D
Vertical beam sensor (VBS)
D
VOR capture (VOR CAP)
D
VOR track
D
VOR over station sensor (VOR OSS)
D
VOR after over station sensor 1/2 (VOR AOSS 1/2).
Attitude Director Indicator (ADI) Command Cue
When a command signal is applied to the cue input, the cue moves left
or right (roll) and up or down (pitch). This displays the visual command
that the pilot follows to fly along the desired flight path. If the information
required to fly the desired flight path becomes invalid, the command cue
is removed from the display.
A28--1146--055
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System Limits
7-1
SPZ--8000 Digital Integrated Flight Control System
Glideslope Gain Programming
Gain programming starts after the VBS trips. The gain is programmed
as a function of radio altitude and vertical speed. If the radio altimeter
is invalid, gain programming occurs at glideslope capture and is
controlled by a runway height estimator. The value estimated is a
function of glideslope capture, glideslope track, and middle marker. The
height is estimated at:
D
1500 feet at glideslope capture
D
300 feet at glideslope track and before the middle marker
D
100 feet at glideslope track and after the middle marker.
Glideslope Capture (GS CAP)
The following conditions are necessary for glideslope capture:
D
Glideslope mode is armed plus 3 seconds
D
The localizer mode is captured or in the track phase
D
Glideslope deviation is less than 2 dots
D
Either of the following conditions is satisfied:
— The VBS has been tripped
— Glideslope deviation is less than 1/4 dot.
Glideslope Track (GS TRACK)
Glideslope track occurs after the aircraft has captured the glideslope
and is tracking the beam. The track phase flies the beam tighter. The
following conditions are necessary for track mode:
D
Glideslope capture plus 15 seconds
D
Localizer has gone into track 1 or track 2
D
Glideslope deviation must be less than 1/2 dot
D
The vertical deviation must be changing at a rate of less than
10 feet/second
D
Radio altitude (RA) or height above the runway is less than 1550
feet.
System Limits
7-2
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SPZ--8000 Digital Integrated Flight Control System
Lateral Beam Sensor (LBS)
When flying to intercept the VOR or LOC beam, the LBS is tripped as
a function of beam deviation, course error, TAS, and DME. In the LOC
mode, the course error is compared with the beam deviation signal and
rate of crossing the beam to determine the LBS trip point. When the LBS
trips, the flight director commands a turn toward the VOR radial or
runway to capture the beam. If the intercept angle to the beam center
is very shallow, the LBS does not trip until the aircraft is near beam
center. For this reason, an override on the LBS occurs when the beam
deviation reaches a specified minimum. The minimum beam sensor trip
point for the VOR mode is 1/4 dot. In the LOC mode, the minimum trip
point is 1/2 dot. The maximum LBS trip points are 2--1/2 dots for VOR
and 2--2/3 dots for LOC.
LOC CAP 1 and BC CAP 2
Localizer and back course capture 1 are the initial capture phases of
their respective modes. Localizer capture 1 and back course capture 1
occur when the following conditions are satisfied:
D
LOC armed plus 3 seconds
D
Either of the following occurs:
— LBS has been tripped
— Beam deviation is less than 1/2 dot.
LOC CAP 2 and BC CAP 2
Localizer and back course capture 2 are capture phases that indicate
the aircraft is flying closer to the center of the beam. The capture 2
phase occurs for each mode when the following conditions are all
satisfied:
D
LOC CAP 1 plus 3 seconds
D
Course error less than 35_
D
Beam deviation less than 1--1/2 dots.
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System Limits
7-3
SPZ--8000 Digital Integrated Flight Control System
LOC TRACK 1 and BC TRACK 1
Localizer track 1 and back course track 1 mean the aircraft is on beam
center and the roll rate limit is decreased from 7.0/second (during the
capture phase) down to 5.5/second. When track occurs, the course error
is eliminated from the control signal, leaving beam deviation and lateral
acceleration from the IRS to maintain the aircraft on beam center. The
track 1 phase occurs when the following conditions are satisfied:
D
LOC CAP 2 plus 30 seconds
D
Lateral beam rate less than 30 feet/second
D
Localizer beam deviation less than 1/4 dot
D
Aircraft bank angle less than 6_.
There is no visual indication in the cockpit that the LOC track 1 or BC track
1 submode has occurred.
LOC TRACK 2 and BC TRACK 2
The track 2 submode occurs only after track 1 has occurred. There is no
visual indication to the pilot that the track 2 mode has been activated.
Radio altitude, distance to the transmitter, and a vertical velocity (indicating
the aircraft is descending) determine the track 2 conditions. When these
conditions reach certain levels, track 2 is tripped to give the flight director
tighter control during the final stages of an approach.
The track 2 phase occurs when the following conditions are all satisfied:
D
LOC track 1 has been tripped
D
The aircraft is descending at a vertical speed that indicates a runway
approach
D
Either of the following conditions has occurred:
— Distance to the transmitter is less than approximately 5 miles and
the radio altimeter is invalid
— Radio altitude is less than 1200 feet with the radio altimeter valid.
True Airspeed (TAS) Gain Programmer
TAS gain programming is used to program heading select/track error,
course select error, PITCH wheel commands, air data commands, and
glideslope deviation to maintain the same aircraft response regardless
of the aircraft’s airspeed and altitude. The TAS computation is derived
from airspeed, altitude, and outside air temperature.
System Limits
7-4
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SPZ--8000 Digital Integrated Flight Control System
Vertical Beam Sensor (VBS)
The VBS determines the point of glideslope capture using a number of
inputs. The VBS is armed when NAV radio is tuned to a LOC frequency,
the LOC receiver is valid, and the LBS has tripped. The VBS trips as
a function of vertical speed, TAS, and glideslope deviation. The VBS
trips when vertical deviation is less than 2 dots and a capture sensor is
satisfied. The capture sensor combines airspeed, rate of beam
deviation change, and acceleration to determine the optimum capture
point. If the aircraft is paralleling the beam, i.e., no beam closure rate,
the VBS trips at a vertical deviation less than 1/4 dot. This resets the
previously selected pitch mode and changes aircraft attitude to capture
the glideslope beam.
VOR Capture (VOR CAP)
VOR capture occurs when the following conditions are satisfied:
D
The VOR mode has been armed plus 3 seconds
D
The LBS has been tripped.
VOR Track
VOR track occurs as the aircraft is established on beam center and the
following conditions are satisfied:
D
The VOR mode has been captured or AOSS 2 has occurred
D
Elapsed time of 30 seconds from capture
D
Lateral deviation rate is less than 50 feet/second, roll rate less than
0.5_/second, and the aircraft bank angle is less than 6_.
At this time course error is eliminated from the command signal, leaving
beam deviation and lateral acceleration from the AHRS/IRS to maintain
the aircraft on beam center. There is no visual indication in the cockpit
that the VOR track submode has occurred.
A28--1146--055
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System Limits
7-5
SPZ--8000 Digital Integrated Flight Control System
VOR Over Station Sensor (VOR OSS)
The OSS detects the erratic radio signals encountered in the area above
the VOR transmitter. When these radio signals reach a certain level of
deviation, they no longer are useful and the OSS eliminates them from the
control signal. The VOR OSS trips when the following conditions are
satisfied:
D
VOR track or VOR arm has occurred plus 3 seconds of elapsed time
D
Either of the following occurs:
— Distance to the station is less than 1/4 of the barometric altitude
and DME valid
— Distance to the station is less than 1/4 of radio altitude, DME
valid, and VOR APP
— Lateral deviation is greater than 1 dot and the rate of deviation
is greater than 1/9 dot per second and the DME is not valid.
VOR After Over station Sensor 1/2 (AOSS 1/2)
When the aircraft is flying in the OSS state, beam deviation is monitored
to determine when it is again useful to include in the command signal. The
AOSS monitors beam deviation. When certain beam deviation conditions
are satisfied, the AOSS trips. There are two stages to the AOSS, AOSS
1, and AOSS 2. AOSS 2 does not trip until AOSS 1 has tripped. These
sensors ensure that when beam deviation is included in the control signal,
it is usable information.
D
VOR AOSS 1 occurs when all the following conditions are satisfied:
— VOR OSS has occurred dependent upon the active lateral mode
— A calculated period of time has elapsed since the last TO/FROM
transition on the HSI in order for AOSS 1 to trip. The period of time
elapsed is calculated using ground speed and altitude. The higher
the altitude, the longer it takes to get through the cone of erratic
radio information, and the longer the time period required to trip
AOSS 1. Likewise, the lower the aircraft altitude, the smaller the
cone of erratic radio information, and the shorter the time period
required to trip AOSS 1. The required elapsed time period is also
affected by the aircraft’s ground speed. The faster the ground
speed, the quicker the aircraft travels through the cone. The slower
the ground speed, the longer it takes to pass through the cone, and
the longer the time period required to trip AOSS 1.
System Limits
7-6
A28--1146--055
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SPZ--8000 Digital Integrated Flight Control System
D
VOR AOSS 2 occurs when the following conditions are all satisfied:
— VOR AOSS 1 has tripped plus 3 seconds
— Beam deviation is less than 2 dots
— Once VOR AOSS 2 trips, beam deviation is again part of the control
signal.
SYSTEM PERFORMANCE/OPERATING LIMITS
Table 7--1 lists the system performance and operating limits.
Control or
Sensor
Mode
Parameter
Value
AP
AP engage
Engage limit
Roll: Up to 75_
75
Pitch: Up to 50_
Basic AP
TCS released
or AP engage
Roll control limit
Up to 45_ roll
Pitch control limit
Up to 20_ pitch
Pitch angle limit
20 pitch
Pitch ”g” command limit
.3g
3g maximum
Roll angle limit
27_
17_ low bank switched on
17
the flight
g guidance
g
controller or automatically
Roll rate limit
4_/second
Heading
select
VOR
Heading SEL
knob
Course knob
and NAV
receiver
VOR Capture:
Beam intercept angle
(HDG SEL)
Up to 90_
Capture point
Function of beam, beam
closure
rate, and course error
Minimum trip point: 20 mV
dc
Maximum trip point: 180
mV dc
Roll angle limit
24_
17_ (low bank switched)
Roll rate limit
5.5/second
Course cut limit during
capture
45_ course
System Performance and Operating Limits
Table 7--1 (cont)
A28--1146--055
REV 2
System Limits
7-7
SPZ--8000 Digital Integrated Flight Control System
Mode
VOR
VOR APP
APR or
BC
Control or
Sensor
Course knob
and NAV
receiver
Same as VOR
Course knob
and NAV
receiver
Parameter
Value
VOR Track:
Roll angle limit
24_
17_ low bank switched
Roll rate limit
4.0 degrees/second
Crosswind Correction
Up to 45_ course error
Overstation course
change
Up to 120_
Overstation roll angle
limit
24_
17_ low bank switched
Same as VOR and flaps  0:
Roll angle limit
30 fixed low bank
30_
inhibited
Roll rate limit
7.0/second
LOC Capture:
Beam intercept angle
(HDG SEL)
Up to 90_
Capture point
Function of beam, beam
closure rate, and course
error
Minimum trip point: 35 mV
dc
Maximum trip point: 200
mV dc
Roll angle limit
24_
Roll rate limit
7.0_/second
Course cut limit during
capture
45_ course
45
System Performance and Operating Limits
Table 7--1 (cont)
System Limits
7-8
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Control or
Sensor
Mode
APR or
BC
APR
Course knob
and NAV
receiver
NAV receiver
Parameter
Value
LOC Track:
Roll angle limit
24_
Roll rate limit
5.5_/second
Crosswind correction
Up to 45_ course error
LOC gain programming
Function of radio altitude,
TAS, and VS
Glideslope Capture:
Capture point
<150 mV glideslope beam
deviation
Pitch command limit
+10_ --15_
+10_,
glideslope damping
Vertical acceleration
Pitch rate limit
.2g maximum
Glideslope gain
programming
Function of radio altitude,
TAS, and VS
GA
Control
switches on
throttles
(disengage
A/P)
Fixed flight director
pitch up and wings
pitch--up
level command
10.0_ nose up
Pitch hold
Pitch wheel or
TCS release
Pitch attitude command
20_ maximum
20
ALT hold
DADC
ALT hold engage range
0 to 60,000 feet
ALT hold engage error
40 feet
Pitch limit
20_
Pitch rate limit
.3g maximum
Bank
select
Turn knob
Bank limit
30_
VS hold
DADC
VS engage
0 to +6000 feet/min, --8000
8000
feet/min
VS hold engage error
100 feet/min
Pitch limit
20_
Pitch rate limit
.1g maximum
System Performance and Operating Limits
Table 7--1 (cont)
A28--1146--055
REV 2
System Limits
7-9
SPZ--8000 Digital Integrated Flight Control System
Mode
FLC
ALT
Pre
Pre-select
VALT hold
VALT Pre-select
Control or
Sensor
DADC
DADC and ALT
control
FMS
FMS
Parameter
Value
MACH engage range
0.4 to 0.9 Mach
MACH hold error
0.01 Mach
Pitch limit
20_
Pitch rate limit
.3g maximum
IAS engage range
80 to 400 kts
IAS hold engage error
5 kts
Preselect capture
0 to 60,000 feet
Maximum vertical speed 12,000 feet/minute
for capture
Capture maneuver
damping
Complemented vertical
acceleration
Pitch limit
20_
Pitch rate limit at
capture
.3g maximum
Maximum altitude
capture error
25 feet
ALT hold engage range
0 to 60,000 feet
ALT hold engage error
40 feet
Pitch limit
20_
Pitch rate limit
.3g maximum
Preselect capture range
0 to 60,000 feet
Maximum vertical speed 12,000 feet/minute
for capture
Capture maneuver
damping
Complemented vertical
acceleration
Pitch limit
20_
Pitch rate limit at
capture
.3g maximum
M i
Maximum
altitude
ltit d
capture error
25
25 feet
f t
System Performance and Operating Limits
Table 7--1 (cont)
System Limits
7-10
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Control or
Sensor
Mode
VFLC
VPTH
FMS
FMS
Parameter
Value
MACH engage range
Mach 0.4 to 0.9
MACH hold error
Mach 0.01
Pitch limit
20_
Pitch rate limit
.3g maximum
IAS engage range
80 to 400 kts
IAS hold engage
5 kts
Pitch limit
20_
Pitch rate limit
.3g maximum
Altitude range
0 to 60,000 feet
Angle range
0_ to --6_
Bias range
f (FMS Waypoint)
Pitch limit
20_
Pitch rate limit
.3g maximum
System Performance and Operating Limits
Table 7--1
A28--1146--055
REV 2
System Limits
7-11/(7-12 blank)
SPZ--8000 Digital Integrated Flight Control System
8.
Modes of Operation
HEADING HOLD AND WINGS LEVEL
The basic lateral mode of the autopilot is heading hold. Heading hold
is defined as:
D
Autopilot engaged (AP)
D
No lateral flight director mode selected
D
Bank angle less than 6.
If these conditions are satisfied, the autopilot rolls the aircraft to a wings
level attitude. When the aircraft’s bank angle is less than 3 for at least
10 seconds, the heading hold mode is automatically engaged. The
heading hold mode is not annunciated on the EADI, as shown in Figure
8--1, because it is the default lateral mode when no other lateral steering
mode is selected.
NOTE:
If the autopilot is engaged when the aircraft is in a bank, the
autopilot rolls the aircraft to wings level.
AD--58106@
Heading Hold Mode
Figure 8--1
A28--1146--055
REV 2
Modes of Operation
8-1
SPZ--8000 Digital Integrated Flight Control System
ROLL HOLD MODE
The autopilot recognizes the roll hold mode as being operational when:
D
No lateral flight director mode is selected and,
D
The aircraft’s bank angle is greater than 6, but less than 45 and,
D
Touch control steering (TCS) was used to initiate the roll maneuver.
When these conditions are satisfied, the autopilot maintains the desired
bank angle, as shown in Figure 8--2. If TCS is released at bank angles
greater than 45, the autopilot rolls the aircraft to a 45 bank and
maintains that angle. While the TCS button is pushed, the TCS
message is displayed on the advisory display unit and replaces the AP
annunciator on the EADI.
AD--58107@
Roll Hold Mode
Figure 8--2
Modes of Operation
8-2
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
HEADING SELECT MODE
The heading select mode is used to intercept and maintain a magnetic
heading. The mode is engaged by pushing the HDG button on the flight
guidance controller. HDG is annunciated on the EADI. Engaging the
heading select mode resets all previously selected lateral modes.
The pilot uses the HDG knob on the instrument remote controller to
move the heading bug to the desired heading on the EHSI. The heading
select signal is sent from the instrument remote controller to the symbol
generator. The symbol generator compares the desired aircraft
heading to the actual aircraft heading and sends the resulting heading
error signal to the flight guidance computer.
The flight guidance computer generates the proper roll command to
bank the aircraft to intercept and maintain the pilot selected heading.
The heading select mode is cancelled by:
D
Pushing the HDG button on the flight guidance controller
D
Selecting go--around mode
D
Selecting standby mode
D
Automatic capture of any other lateral steering mode
D
Coupling to the cross--side EHSI
D
With the autopilot engaged, moving the turn knob out of detent.
A28--1146--055
REV 2
Modes of Operation
8-3
SPZ--8000 Digital Integrated Flight Control System
VOR (NAV) MODE
The VOR mode automatically intercepts, captures, and tracks a
selected VOR radial, using the selected navigation source displayed on
the EHSI. The navigation source displayed on the EHSI is selected with
the NAV source buttons on the display controller. To engage the VOR
mode, follow the procedure in Table 8--1.
Step
Procedure
1
Tune the navigation receiver to the VOR frequency.
2
Select V/L (VOR/localizer) as the navigation source on the
EFIS display controller.
3
Set the course pointer on the EHSI for the desired course
to or from the station.
4
Set the heading bug on the EHSI for the desired heading
intercept for the selected course.
5
With the aircraft outside of the normal capture range of the
VOR signal (typically the course deviation indicator (CDI)
on the EHSI is greater than two dots), push the NAV
button on the flight guidance controller.
NOTES:
1. VOR capture can occur while flying toward, away from, or over the
VOR station.
2. The VOR control law uses IRS data to compute the capture point.
Since the IRS data is not valid below 30 knots, VOR arm and capture
do not occur when the aircraft is sitting on the ramp.
VOR (NAV) Mode Engage Procedure
Table 8--1
Modes of Operation
8-4
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
When the procedure is completed, the EADI annunciates VOR (white)
and HDG, as shown in Figure 8--3.
AD--58109@
SRP
AD--58110@
VOR (NAV) Mode Intercept
Figure 8--3
A28--1146--055
REV 2
Modes of Operation
8-5
SPZ--8000 Digital Integrated Flight Control System
The flight guidance computer is armed to capture the VOR signal and
it generates a roll command to fly the heading select mode, as shown
in Figure 8--4.
VOR (NAV) Mode Intercept Profile
Figure 8--4
Modes of Operation
8-6
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
When the aircraft reaches the lateral beam sensor trip point, the system
automatically drops the heading select mode and switches to the VOR
capture mode. The following is displayed on the EADI, as shown in
Figure 8--5:
D The white VOR annunciator is removed
D The HDG annunciator is removed
D VOR is displayed and flashes for 5 seconds to indicate capture
mode.
AD--58112@
AD--58113@
VOR (NAV) Mode Capture
Figure 8--5
A28--1146--055
REV 2
Modes of Operation
8-7
SPZ--8000 Digital Integrated Flight Control System
The flight guidance computer generates the proper roll command to
bank the aircraft to capture and track the selected VOR radial, as
shown in Figure 8--6.
VOR (NAV) Mode Capture Profile
Figure 8--6
When the course select pointer is set on the EHSI using the CRS knob
on the instrument remote controller, the course select error signal is
established. This signal represents the difference between the actual
aircraft heading and the desired aircraft course. The course error signal
is sent from the symbol generator to the flight guidance controller.
The lateral gain programming is performed as a function of DME
distance to the station and barometric altitude. This gain programming
adjusts for the aircraft either coming toward or moving away from the
VOR station. The DME compensation circuit approximates ground
range to the station for more accurate gain programming and to help
calculate the over station sensor.
Modes of Operation
8-8
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
When flying a VOR intercept, the optimum intercept angle should be
less than 45. If the intercept angle is greater than 45, course cut
limiting may occur.
The course cut limiter works primarily when approaching the VOR radial
at an intercept angle that is greater than 45 and at high speed. Its
function is to limit steering commands to 45. This forces a flightpath
to get on the selected radial sooner to prevent overshooting beam
center. Typically, the roll command makes an initial heading change,
levels out and flies toward the beam, and makes a second heading
change to get lined up on the center of the selected radial, as shown in
Figure 8--7.
Course Cut Limiter
Figure 8--7
A28--1146--055
REV 2
Modes of Operation
8-9
SPZ--8000 Digital Integrated Flight Control System
When the aircraft satisfies VOR track conditions, the course error signal
is removed from the lateral steering command. This leaves radio
deviation, roll attitude, and lateral acceleration to track the VOR signal
and to compensate for beam standoff in the presence of a crosswind.
The system automatically compensates for a crosswind of up to 45
course error. Figure 8--8 shows the cockpit displays for VOR tracking.
AD--58115@
SRP
AD--58116@
VOR (NAV) Mode Track
Figure 8--8
Modes of Operation
8-10
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
VOR Over Station Operation
As the aircraft approaches the VOR station, it enters a zone of unstable
radio signal, as shown in Figure 8--9. This zone of confusion radiates
upward from the station in the shape of a truncated cone. In this area,
the radio signal becomes erratic and it must be removed from the roll
command. The over station sensor monitors for when the aircraft enters
the zone of confusion, and it removes the radio deviation from the roll
command.
When over the VOR station, the system can accept and follow a course
change of up to 120.
VOR Over Station Zone of Confusion
Figure 8--9
VOR Approach (VAPP) Mode
The VOR approach mode is set up identically to the VOR mode. The
difference is that with flaps set to any position other than zero, the flight
guidance controller sets bank limits and rate limits to ensure proper gain
control and performance from VOR capture, through the approach, and
on to the landing.
A28--1146--055
REV 2
Modes of Operation
8-11
SPZ--8000 Digital Integrated Flight Control System
VOR DIRECT TO Function
Another option is to fly a VOR intercept that has a zero deviation to the
VOR station. This procedure is described in Table 8--2.
Step
Procedure
1
Establish the VOR intercept as previously described.
2
Set the bearing selector to the same NAV source that is
being used for the VOR intercept on the display controller.
3
The EHSI displays as follows:
The course pointer displays the pilot selected course to
the VOR station
The bearing pointer displays a zero deviation course to
the VOR station.
4
To fly the zero deviation course to the station, push the
PUSH DCT button on the instrument remote controller
CRS knob. The course select pointer aligns with the
bearing pointer and sets a zero deviation course to the
VOR station, as shown in Figure 8--10.
NOTE: Pushing the PUSH DCT button while engaged in VOR mode,
cancels the mode if the course change is greater than 3.
VOR DIRECT TO Function Procedure
Table 8--2
Modes of Operation
8-12
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
SRP
AD--58118@
SRP
AD--58119@
VOR DIRECT TO Function
Figure 8--10
A28--1146--055
REV 2
Modes of Operation
8-13
SPZ--8000 Digital Integrated Flight Control System
The VOR NAV mode is cancelled by:
D
Pushing the NAV button on the flight guidance controller
D
Selecting go--around mode
D
Selecting standby mode
D
Selecting the heading lateral steering mode
D
Coupling to the cross--side EHSI
D
With the autopilot engaged, moving the turn knob out of detent
D
Course change greater than 3 (except over station)
D
Selecting a different NAV frequency or source.
FLIGHT MANAGEMENT SYSTEM (FMS) STEERING
If the FMS is selected as the navigation source on the display controller,
the NAV mode is flown as previously described, with the following
differences.
D
Instead of using course error and radio deviation from the symbol
generator, a composite lateral steering command from the
navigation controller is used.
D
This lateral steering command is lateral gain programmed in the
navigation computer and therefore is not gain programmed again in
the flight guidance controller.
D
When FMS is selected as the navigation source on the display
controller to perform the NAV intercept, the mode annunciator on the
EADI is LNV (lateral navigation).
D
A white LNV is displayed during the arm phase of operation. At
capture, LNV is displayed, as shown in Figure 8--11, and it flashes
for 5 seconds to annunciate the capture mode.
Modes of Operation
8-14
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
AD--58121@
AD--58122@
FMS Steering Cockpit Displays
Figure 8--11
A28--1146--055
REV 2
Modes of Operation
8-15
SPZ--8000 Digital Integrated Flight Control System
With FMS selected as the navigation source, LNV capture occurs at
one of the following points:
D
When the aircraft is within 2.5 miles of the desired track and moving
away from it, or
D
At a calculated point, as a function of track error and groundspeed
if the aircraft is flying toward the desired track.
The two possible capture profiles are shown in Figure 8--12.
FMS Steering
Figure 8--12
The FMS LNV mode is cancelled by:
D
Pushing the NAV button on the flight guidance controller
D
Selecting go--around mode
D
Selecting standby mode
D
Selecting the heading lateral steering mode
D
Coupling to the cross--side EHSI
D
With the autopilot engaged, moving the turn knob out of detent
D
Selecting a different NAV source.
Modes of Operation
8-16
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
LOCALIZER (NAV) MODE
The localizer mode automatically intercepts, captures, and tracks the
front course localizer beam to line up on the centerline of the runway
in use. To engage localizer (NAV) mode, follow the procedure in Table
8--3.
Step
Procedure
1
Tune the navigation receiver to the published front course
localizer frequency for the runway in use.
2
Set the course pointer on the EHSI for inbound runway
heading.
3
Set the heading bug on the EHSI for the required course
intercept heading.
4
Select V/L as the navigation source on the display
controller.
5
The EHSI displays the position of the aircraft relative to the
center of the localizer beam and the inbound course. With
the heading bug set for course intercept, the heading
select mode is used to perform the intercept. When the
aircraft is outside the normal capture range of the localizer
signal (between one and two dots on the EHSI), push the
NAV button on the flight guidance controller
Localizer NAV Mode Procedure
Table 8--3
A28--1146--055
REV 2
Modes of Operation
8-17
SPZ--8000 Digital Integrated Flight Control System
The EADI annunciates the following, as shown in Figure 8--13:
D
LOC (white)
D
HDG.
AD--58124@
SRP
AD--58125@
Localizer (NAV) Mode Intercept Cockpit Displays
Figure 8--13
Modes of Operation
8-18
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
The aircraft is flying the heading intercept and the system is armed for
automatic localizer beam capture, as shown in Figure 8--14.
Localizer (NAV) Mode Intercept
Figure 8--14
With the aircraft approaching the selected course intercept, the lateral
beam sensor monitors localizer beam deviation, beam rate, and TAS.
At the computed time, the lateral beam sensor trips and captures the
localizer signal, as shown in Figure 8--15. The flight guidance computer
drops the heading select mode and generates the proper roll command
to bank the aircraft toward localizer beam center.
Localizer (NAV) Mode Capture
Figure 8--15
A28--1146--055
REV 2
Modes of Operation
8-19
SPZ--8000 Digital Integrated Flight Control System
When the lateral beam sensor trips, the EADI displays LOC, as shown
in Figure 8--16. The annunciator flashes for 5 seconds to indicate that
capture has occurred.
AD--58127@
AD--58128@
Localizer (NAV) Mode Capture Cockpit Displays
Figure 8--16
Modes of Operation
8-20
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
As the aircraft continues toward localizer beam center, the computer
enters the LOC CAP 2 submode. With the aircraft almost lined up on
localizer beam center, the computer automatically changes to the LOC
TRACK 1 and the LOC TRACK 2 submodes. The LOC CAP 2 and LOC
TRACK submodes apply tighter control law programming on the
localizer signal fly a tighter flightpath along the localizer beam. There
is no annunciation that these submodes have engaged.
NOTE:
When flying a localizer intercept, the optimum intercept angle
is 45. If the intercept angle is greater than 45, course cut
limiting may occur as previously described in the VOR mode
of operation.
When the course select pointer is set on the EHSI using the CRS knob
on the instrument remote controllers, the course select error signal is
established. This signal represents the difference between actual
aircraft heading and the aircraft course.
The navigation receiver sends the radio deviation signal to the symbol
generator. From the symbol generator, the radio deviation signal goes
to the flight guidance controller, where the signal is lateral gain
programmed.
Lateral gain programming is required to adjust the gain of localizer
signal due to the aircraft approaching the localizer transmitter and beam
convergence caused by the directional qualities of the localizer
transmitter. The lateral gain programmer is controlled by a distance
from transmitter estimator, as shown in Figure 8--17.
Localizer (NAV) Mode Track Profile
Figure 8--17
If both radio altitude and glideslope deviation are valid, then distance
is calculated using radio altitude and glideslope deviation data. If only
radio altitude is valid, distance is first estimated for capture. Then,
when the LOC TRACK 2 mode engages, it is assumed that an approach
is being made without glideslope, and distance is calculated based on
radio altitude only.
A28--1146--055
REV 2
Modes of Operation
8-21
SPZ--8000 Digital Integrated Flight Control System
If radio altitude information is not valid, then distance is estimated as
a function of glideslope deviation and TAS. If neither radio altitude nor
glideslope data is valid, then distance is estimated as a function of TAS
and time.
Figure 8--18 shows the cockpit displays for the LOC TRACK phase of
flight.
AD--58130@
AD--58131@
Localizer (NAV) Mode Track
Figure 8--18
Modes of Operation
8-22
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
The localizer mode is cancelled by:
D
Pushing the NAV button on the flight guidance controller
D
Selecting go--around mode
D
Selecting standby mode
D
Selecting the heading lateral steering mode
D
Selecting the back course lateral steering mode
D
Coupling to the cross--side EHSI
D
Tuning another NAV frequency
D
With the autopilot engaged, moving the turn knob out of detent.
When the aircraft satisfies the localizer track conditions, the course
error signal is removed from the lateral steering command. This leaves
radio deviation, roll attitude, and lateral acceleration to track the
localizer signal, and compensate for localizer beam standoff in a
crosswind. The system automatically compensates for a crosswind of
up to 45 course error.
BACK COURSE (BC) MODE
The back course mode automatically intercepts, captures, and tracks
the back course localizer signal. When flying a back course localizer
approach, glideslope capture is automatically inhibited. The back
course mode is set up and flown exactly like a front course localizer
approach, except the BC button on the flight guidance controller is
pushed.
A28--1146--055
REV 2
Modes of Operation
8-23
SPZ--8000 Digital Integrated Flight Control System
With the aircraft outside the normal localizer capture limits, the EADI
annunciates the following, as shown in Figure 8--19:
D
BC (white)
D
HDG.
AD--58133@
AD--58134@
Back Course Armed Cockpit Displays
Figure 8--19
Modes of Operation
8-24
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
At localizer capture, the BC annunciator on the EADI is displayed
and flashes for 5 seconds to indicate that capture has occurred, as
shown in Figure 8--20.
AD--58135@
8. 0
AD--58136@
Back Course Mode Capture
Figure 8--20
A28--1146--055
REV 2
Modes of Operation
8-25
SPZ--8000 Digital Integrated Flight Control System
When the back course mode is selected on the flight guidance
controller, logic in the flight guidance computer internally reverses the
polarity of the course error and localizer signals, as shown in Figure
8--21. A gain change takes place in the computer when BC is selected,
since the aircraft is closer to the localizer transmitter by the length of the
runway plus 1000 feet.
Back Course Mode Intercept
Figure 8--21
Modes of Operation
8-26
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
At back course capture, the flight guidance computer generates a roll
command to smoothly capture and track the back course localizer
signal. The back course tracking mode cockpit displays are shown in
Figure 8--22.
AD--58137@
AD--58138@
Back Course Mode Tracking Cockpit Displays
Figure 8--22
A28--1146--055
REV 2
Modes of Operation
8-27
SPZ--8000 Digital Integrated Flight Control System
The back course mode is cancelled by:
D
Pushing the BC button on the flight guidance controller
D
Selecting the heading or go--around modes
D
Selecting standby mode
D
Coupling to the cross side EHSI
D
Selecting the APP or NAV modes
D
Tuning a different NAV frequency or source.
PRESELECTED COURSE APPROACH
When FMS 1 or 2 is selected for display on the EHSI, selecting a LOC
frequency on the on--side VHF NAV receiver and pushing the V/L button
on the display controller displays the course preselect pointer.
The flight director still tracks FMS data, but the course preselect lateral
deviation is read by the flight guidance computer.
At this point, the pilot has two options:
D
Direct Transition to Approach -- If the pilot pushes the V/L button
on the display controller a second time, the system changes the
course preselect display to the normal ILS course select display and
the flight director mode changes to heading hold. The pilot can then
shoot a standard approach by arming the approach mode.
D
Automatic Transition to Approach -- If the pilot arms approach,
the system stays in the FMS guidance mode but selects LOC (white)
and GS (white) armed, while it monitors the course preselect
deviation, as shown in Figure 8--23. When the required capture
conditions are met, the system transitions to LOC and drops the
FMS as the NAV source. The course select display transitions to the
normal ILS course select display.
NOTE:
The preselected course approach mode is not available
when LASERTRAKr is selected for display.
Modes of Operation
8-28
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
AD--58139@
FMS
AD--58140@
Preselected Course Approach Cockpit Displays
Figure 8--23
A28--1146--055
REV 2
Modes of Operation
8-29
SPZ--8000 Digital Integrated Flight Control System
APPROACH MODE
The approach mode automatically intercepts, captures, and tracks the
front course localizer and glideslope signals. When this mode is
engaged, the pilot can fly a fully coupled ILS approach. The mode is set
up and flown exactly like the localizer mode, except that the APP button
on the flight guidance controller is pushed to arm the approach mode.
With the aircraft outside the normal localizer capture limits, as shown
in Figure 8--24, the EADI annunciates the following, as shown in Figure
8--25.
D
LOC (white)
D
GS (white)
D
HDG
D
Any other active vertical mode (FLC, in this case).
Approach Mode Intercept
Figure 8--24
Modes of Operation
8-30
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
AD--58142@
H
AD--58143@
Approach Mode Intercept Cockpit Displays
Figure 8--25
A28--1146--055
REV 2
Modes of Operation
8-31
SPZ--8000 Digital Integrated Flight Control System
At localizer capture, the EADI annunciates:
D
LOC
D
GS (white)
D
Any other active vertical mode in green
D
The LOC annunciator flashes for 5 seconds to indicate capture
mode.
The flight guidance computer generates a roll command to smoothly
capture and track the localizer signal.
The glideslope portion of the approach mode, shown in Figure 8--26,
automatically intercepts, captures, and tracks the glideslope beam. The
beam guides the aircraft down to the runway in a linear descent. Typical
glideslope beam angles vary between 2 and 3, dependent upon local
terrain. When the glideslope mode is used for vertical guidance and the
localizer is used for lateral guidance, the aircraft flies a fully coupled ILS
approach. The mode is interlocked, so that glideslope capture is
inhibited until localizer capture has occurred.
Approach Mode Capture Profile
Figure 8--26
Modes of Operation
8-32
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
With the localizer captured and the aircraft outside the normal
glideslope capture limits, the EADI annunciates the following, as shown
in Figure 8--27:
D LOC in green
D GS (white)
D Any other active vertical mode in green.
AD--58145@
H
AD--58146@
Approach Mode Capture Cockpit Displays
(Before Glideslope Capture)
Figure 8--27
A28--1146--055
REV 2
Modes of Operation
8-33
SPZ--8000 Digital Integrated Flight Control System
When the aircraft approaches the glideslope beam, the vertical beam
sensor monitors TAS, vertical speed, and glideslope deviation to
determine the correct capture point. When glideslope capture occurs,
the computer drops all other active vertical modes, and automatically
generates a pitch command to track the glideslope beam, as shown in
Figure 8--28.
Approach Mode Track
Figure 8--28
At this time, the EADI annunciates the following, as shown in Figure 8--29:
D
LOC
D
GS (flashes for 5 seconds, then steady, to indicate capture mode).
Gain programming is performed on the glideslope signal to compensate
for the aircraft closing on the glideslope transmitter, and beam
convergence caused by the directional properties of the glideslope
antenna. Glideslope programming is normally computed as a function
of radio altitude and vertical speed.
If the radio altimeter is not valid, then glideslope gain programming is
computed as a function of preset height above runway estimates and
run down as a function of true airspeed and time.
Modes of Operation
8-34
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
750
AD--58148@
AD--58149@
Approach Mode Capture Cockpit Displays
(After Glideslope Capture)
Figure 8--29
A28--1146--055
REV 2
Modes of Operation
8-35
SPZ--8000 Digital Integrated Flight Control System
The approach mode is cancelled by:
D
Pushing the APP, NAV, or HDG buttons on the flight guidance
controller
D
Selecting go--around mode
D
Selecting standby mode
D
Coupling to the cross--side EHSI
D
Tuning a different NAV frequency or source.
DUAL COUPLE (CPL) APPROACH MODE
During the tracking phase of an ILS approach, the system uses localizer
and glideslope flightpath information from both the pilot’s and copilot’s
EHSI. This dual couple mode gives fail--operational performance for the
safety critical segment of the approach. The dual--coupled approach is
flown as described in Table 8--4.
Step
Procedure
1
Tune both NAV receivers to the ILS frequency for the
approach runway.
2
Set the same selected course on both EHSIs.
NOTES:
1. When both the localizer and glideslope signals are on track,
radio altitude is below 1200 feet, and both navigation
receivers are valid, the system transitions to the dual HSI
mode of operation. When this mode is active, both CPL
arrows on the flight guidance controller light.
2. In this mode, both flight guidance computers use information
from both navigation receivers. This means the approach
can continue even if the one navigation receiver fails. If one
receiver fails, the arrow associated with that receiver on the
flight guidance controller goes out and the aproach mode
remains active.
Dual Couple Approach Procedure
Table 8--4
In a dual couple approach, both flight guidance computers use
averaged ILS data, perform the same computations, and send identical
flight director commands to their respective EADIs.
Although the flight guidance computer uses averaged ILS data for
guidance, each symbol generator performs excessive deviation
monitoring on non--averaged data. Therefore, the excessive deviation
monitor on one side is related to the on--side displayed ILS data.
Modes of Operation
8-36
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Figure 8--30 shows the EADI for the dual couple approach mode.
750
AD--58150@
EADI in Dual Couple Approach Mode
Figure 8--30
Dual couple approach mode is cancelled in one of two ways:
D
Automatic Cancellation
— Whenever invalid data from one ILS receiver is detected, the
flight guidance computer selects the remaining side ILS data for
guidance.
— When an unflagged ILS data mismatch occurs, the flight
guidance computer performs automatic sensor voting and
selection.
NOTE:
D
In either case, the system automatically reverts to single
couple on the side voted by the flight guidance computer.
Manual Cancellation
— The flight director couples to the side it was using before dual
couple was engaged.
A28--1146--055
REV 2
Modes of Operation
8-37
SPZ--8000 Digital Integrated Flight Control System
CATEGORY II APPROACH
Pushing the CAT 2 button with the approach mode armed and radio
altitude greater than 800 feet enables the Category II approach
functions (monitors and annunciators). If all conditions for a Category
II approach are valid, CAT 2 (white) is displayed on the advisory
display, as shown in Figure 8--31.
BRT
RESET
L AFCS
R AFCS
AD--58151@
Advisory Display With CAT2 Valid
Figure 8--31
To initiate a CAT 2 approach, the following conditions must be met:
D
APP mode active (arm, capture, or track)
D
Dual IRS valid
D
Single DADC valid
D
Dual EFIS valid
D
Dual ILS data valid
D
Single radio altitude valid
D
Single flight guidance computer valid
D
Autopilot engaged.
Modes of Operation
8-38
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
If the above conditions are not met when CAT 2 is selected, CAT 2
INVALID is displayed on line two of the advisory display for 5 seconds,
as shown in Figure 8--32.
AD--58152@
Category II Invalid Annunciator
Figure 8--32
Once the aircraft has flown below 800 feet radio altitude, the following
conditions must be met for CAT 2 to remain valid:
D
Dual IRS valid
D
Single DADC valid
D
Single radio altitude valid
D
Single flight guidance computer valid
D
Dual ILS data valid
D
No ILS data miscompare
D
Approach track and dual couple
D
Autopilot engaged.
After CAT 2 has been established and any invalid occurs, the flight
guidance computer annunciates CAT 2 INVALID on the advisory
display and lights the RESET light, as in Figure 8--32. At the same time,
if the aircraft is above 200 feet radio altitude, the EFIS annunciates
CAT 2 on the EADI . If the aircraft is below 200 feet radio altitude, EFIS
displays a flashing CAT 2. If CAT 2 goes invalid because radio altitude
fails, the EFIS displays a flashing CAT 2 regardless of the existing radio
altitude. Pushing the RESET button clears all CAT 2 warning
messages.
A28--1146--055
REV 2
Modes of Operation
8-39
SPZ--8000 Digital Integrated Flight Control System
PITCH ATTITUDE HOLD MODE
The pitch attitude hold mode is the basic vertical flight director mode.
It is activated when a flight director roll mode is selected without an
accompanying pitch mode. There is no annunciator for pitch hold mode,
as shown in Figure 8--33. The pitch command on the EADI shows the
pilot a pitch reference that corresponds to the pitch attitude that existed
when the roll mode was selected. This pitch reference can be changed
by pushing the TCS button on the pilot’s or copilot’s control wheel.
The reference pitch attitude can also be changed with the pitch wheel
on the turn pitch controller when the autopilot is engaged.
Pitch attitude hold is cancelled when a vertical mode is manually
selected or automatically captured.
AD--58153@
Pitch Attitude Hold Mode Cockpit Display
Figure 8--33
Modes of Operation
8-40
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
VERTICAL SPEED HOLD MODE
The vertical speed hold mode automatically maintains the aircraft at a
pilot--selected vertical speed. To engage vertical speed hold, the pilot
maneuvers the aircraft to the desired climb or descent attitude,
establishes the vertical reference, and pushes the VS button on the
flight guidance controller. The reference vertical speed can be changed
by pushing the TCS button on the control wheel, maneuvering the
aircraft to a new vertical speed reference and releasing the TCS button.
The vertical speed reference can also be changed with the pitch wheel
on the pitch turn controller.
When the vertical speed mode is engaged, the following is displayed,
as shown in Figure 8--34:
D
VS
D
Commanded vertical speed in FPM on the advisory display.
AD--58154@
Vertical Speed Hold Mode
Figure 8--34
A28--1146--055
REV 2
Modes of Operation
8-41
SPZ--8000 Digital Integrated Flight Control System
When the vertical speed reference is changed using the pitch wheel, the
advisory display indicates the commanded vertical speed reference.
The VSI displays actual aircraft vertical speed. Selecting vertical speed
resets all previously selected vertical modes. The following actions
cancel the vertical speed mode:
D
Pushing the VS button
D
Selecting another vertical mode
D
Selecting go--around
D
Selecting standby.
FLIGHT LEVEL CHANGE MODE
Pushing the FLC button on the flight guidance controller selects the
airspeed hold mode and overrides all active pitch flight director modes,
except VNAV. When VNAV is engaged, pushing the FLC button on the
flight guidance controller selects the VNAV submode vertical flight level
change (VFLC). The IAS/Mach reference bug on the EADI is
synchronized to the existing IAS/Mach when the mode is engaged.
When a new reference is selected using the IAS/Mach reference knob
on the remote instrument controller, the system flies the new reference.
The IAS/Mach speed target comes from the coupled EADI. The system
flies the IAS or Mach bug reference, whichever is selected by the
instrument remote controller. If the system is switched from IAS to
Mach (or Mach to IAS), the reference bug does not move, only the
digital readout on the EADI is changed. There is no change to the
aircraft configuration when the switch is made.
The FLC mode is basically an airspeed mode. However, it differs from
a standard IAS or Mach mode in the following aspects:
D
Although the FLC mode, in the long term, tracks the speed reference
bug, short--term emphasis is on vertical speed. This minimizes
vertical speed excursions due to disturbances or large airspeed
changes.
D
The FLC mode is set up to change the flight level from present
altitude to the preselected altitude. The system tries to prevent flying
away from the preselected altitude target. For example, if the throttle
is retarded during a climb toward a preselected altitude target, the
system tries to maintain a positive vertical speed and therefore it
decelerates rather than descends after the vertical speed reaches
zero.
Modes of Operation
8-42
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
In FLC mode, FLC is displayed in the vertical capture location, as
shown in Figure 8--35.
AD--58156@
Flight Level Change Mode
Figure 8--35
If the TCS button is pushed and held, the pilot can maneuver the aircraft
without disengaging the FLC mode. However, pushing the TCS button
does not resynchronize the value of the IAS/Mach reference bug, which
is controlled using the IAS/MACH knob on the instrument remote
controller. To fly the FLC mode in a climb to a preselected altitude, follow
the procedure in Table 8--5.
Step
Procedure
1
Push the FLC button on the flight guidance controller.
2
Set the speed bug on the EADI for the reference IAS, or
Mach number, using the IAS/MACH knob on the
instrument remote controller.
3
Advance the throttle position to achieve climb power.
4
The system climbs toward the preselected altitude,
maintaining the speed reference. The amount of throttle
position change varies the rate of climb of the aircraft.
Flight Level Change Mode Procedure
Table 8--5
A28--1146--055
REV 2
Modes of Operation
8-43
SPZ--8000 Digital Integrated Flight Control System
In the FLC mode, all armed pitch flight director modes are allowed, but
capturing any armed pitch mode overrides the FLC mode.
The FLC mode is cancelled by:
D
Pushing the FLC button on the flight guidance controller
D
Moving the pitch wheel on the pitch turn controller
D
Selecting any other vertical mode on, or captured
D
Selecting go--around mode
D
Selecting standby mode
D
Coupling to the cross--side EHSI.
NOTES:
1. When the FLC mode is active and the aircraft is flying
above 35,000 feet at a slow speed, the system flies
away from its preselected altitude to recover the target
airspeed.
2. In a climb above 32,400 feet, the FLC reference
automatically switches from IAS to Mach.
3. In a descent below 31,900 feet, the FLC reference
automatically switches from Mach to IAS.
4. Pushing the PUSH CHG button on the instrument
remote controller overrides the automatically selected
reference.
Modes of Operation
8-44
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
ALTITUDE HOLD MODE
The altitude hold mode is a vertical flight director mode that maintains
a barometric altitude reference. The vertical command for altitude hold
is displayed with the flight director pitch command cue on the EADI.
Refer to Table 8--6 for the procedure for using the altitude hold mode.
Step
Procedure
1
Select any lateral flight director mode.
2
Push the ALT button on the flight guidance controller.
3
The ALT annunciator is displayed on the EADI while
altitude hold is active, as shown in Figure 8--36. The
vertical axis of the flight director maintains the barometric
altitude established in Step 2.
AD--58157@
Altitude Hold Mode
Figure 8--36
4
Change the reference altitude by pushing the TCS button
on the control wheel and maneuvering the aircraft to a new
altitude and then releasing the TCS button. Selecting the
altitude hold mode cancels any previously selected vertical
mode.
Altitude Hold Mode Procedure
Table 8--6
A28--1146--055
REV 2
Modes of Operation
8-45
SPZ--8000 Digital Integrated Flight Control System
The altitude hold mode is cancelled by:
D
Moving the pitch wheel on the pitch turn controller
D
Pushing the ALT button on the flight guidance controller
D
Selecting any other vertical mode on, or captured
D
Selecting go--around mode
D
Selecting standby mode
D
Coupling to the cross--side EHSI.
ALTITUDE PRESELECT MODE
The altitude preselect mode is used with another vertical mode to
automatically capture, flare and level off at a preselected altitude.
The altitude preselect mode automatically arms when the aircraft
climbs or descends toward the selected altitude. The ALT SEL knob on
the instrument remote controller sets the altitude. The selected altitude
is displayed in cyan the EADI ASEL box. The altitude preselect armed
mode is cancelled during altitude preselect capture, altitude hold, and
after glideslope capture.
The altitude preselect arm mode is not annunciated on the EADI.
Vertical speed hold, FLC, or pitch hold can be used to fly to the selected
altitude. When reaching the bracket altitude, the system automatically
switches to the altitude preselect capture mode, and cancels the
previous pitch mode. When the aircraft is at the bracket altitude, a
command is generated to capture the selected altitude.
Altitude preselect capture is annunciated as ASEL on the EADI in the
vertical capture annunciator location. To indicate the transition to
capture, ASEL flashes for 5 seconds.
The aircraft remains in the altitude preselect capture mode until the
following conditions exist simultaneously:
D
Altitude preselect capture
D
Altitude error is less than 25 feet
D
Altitude rate is less than 5 feet/second.
Modes of Operation
8-46
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
When these three conditions are met, the altitude preselect mode is
dropped and the system automatically transitions to the altitude hold
mode.
The altitude hold mode is dropped if the pitch wheel is moved. Altitude
preselect is automatically armed if the aircraft is 250 feet away from the
altitude preselect setting and has a vertical speed component in the
direction of the selected altitude.
The altitude preselect mode profile is shown in Figure 8--37 and
described in Table 8--7.
Altitude Preselect Mode Profile
Figure 8--37
Step
Procedure
1
Set the selected altitude on the EADI. (i.e., 15,000 feet in
Figure 8--38.)
2
Engage the FLC mode to descend toward the selected
altitude.
Altitude Preselect Mode Procedure
Table 8--7
A28--1146--055
REV 2
Modes of Operation
8-47
SPZ--8000 Digital Integrated Flight Control System
The altitude preselect mode is automatically armed, as shown in Figure
8--38, when the following conditions exist:
— Selected altitude is more than 250 feet from present altitude
— Vertical speed toward the selected altitude is greater than 1.3
feet/second for 3 seconds
— Autopilot is engaged or a flight director mode is active
— Glideslope is not in capture or track.
AD--58159@
Altitude Preselect Mode
Figure 8--38
Modes of Operation
8-48
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
The aircraft begins a nonlinear flare, dependent upon vertical speed.
Altitude preselect capture is dropped and altitude hold is automatically
engaged, as shown in Figure 8--39.
AD--58160@
Transition to Altitude Hold Mode
Figure 8--39
The altitude preselect capture submode is cancelled by:
D
Moving the ALT set knob
D
Moving the pitch wheel on the turn pitch controller
D
Any other vertical mode selected on, or captured
D
Selecting go--around
D
Selecting standby mode
D
Coupling to the cross--side EHSI.
A28--1146--055
REV 2
Modes of Operation
8-49
SPZ--8000 Digital Integrated Flight Control System
VERTICAL NAVIGATION MODE
Pushing the VNAV button on the flight guidance controller selects the
vertical navigation mode and overrides all active pitch flight director
modes. In the VNAV mode, the AFCS tracks the vertical flight profile of
the FMS with the following submodes possible:
D
Vertical Flight Level Change (VFLC) -- VFLC operates the same
way as FLC except that the target speed and altitude from the FMS
are used for climb or descent. VFLC also engages if VALT is
engaged and the FMS initiates a climb or descent, or if VALT or
VPTH arm is engaged and the FLC button on the flight guidance
controller is pushed. The FMS FLC mode is annunciated on the
EADI and on the advisory display as VFLC.
NOTE:
The FMS works with the flight guidance system so that a
flight level change is never commanded past the alert
altitude set on the EADI.
D
Vertical Altitude Select (VASL) -- VASL operates the same way as
the altitude preselect mode. VASL arms as soon as VFLC or VPTH
is engaged. The FMS altitude preselect mode is annunciated on the
advisory display as a white ASEL. When the mode captures, VASL
is displayed on the EADI. The mode annunciator flashes for 5
seconds to indicate the transition from arm to capture. VASL is
displayed on the advisory display in reverse video for 5 seconds,
then in normal text. VASL is cancelled whenever VALT mode
engages.
D
Vertical Altitude Hold (VALT) -- VALT operates the same way as
the altitude hold mode. VALT engages automatically after VASL has
captured the target altitude. VALT also engages whenever the
VNAV button is pushed and the aircraft is within 250 feet of the FMS
target altitude. The FMS altitude hold mode is annunciated by VALT
on the EADI and on the advisory display.
Modes of Operation
8-50
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
D
Vertical Path (VPTH) Mode -- VPTH mode is used to fly a fixed
flightpath angle to a vertical waypoint during descent. The VPTH
mode engages whenever the FMS initiates a path descent, which
can occur while in VFLC or VALT modes. When the mode captures,
VPTH is displayed on the EADI. The mode annunciator flashes for
5 seconds to indicate the transition from arm to capture. VPTH is
displayed on the advisory display in reverse video for 5 seconds,
then changes to normal text. VPTH mode is cancelled by VASL
mode capture. To fly the VPTH mode, the following parameters are
entered on the FMS control display unit (CDU):
— The desired aircraft altitude
— The distance TO/FROM the waypoint
— An angle of descent (if the pilot wants to fly a particular flightpath
angle).
All of the other normally entered VNAV parameters, such as station
elevation and DME distance to station are automatically input
through the navigation computer, or they are called up from the FMS
database.
For a complete description of VNAV operation, refer to the
applicable Flight Management System Pilot’s Operating Manual.
NOTE:
A28--1146--055
REV 2
VNAV must be disengaged below 400 feet AGL.
Modes of Operation
8-51
SPZ--8000 Digital Integrated Flight Control System
GO--AROUND MODE
The go--around mode is normally used to transition from an ILS
approach to a climb out condition when a missed approach has
occurred. The pilot selects go--around by pushing the GA button
located on either outboard throttle handle. When go--around is
selected, all flight director modes are cancelled, the autopilot is
disengaged, GA is annunciated on the EADI, and the command cue
indicates a 10 pitch--up wings level command, as shown in Figure
8--40.
AD--58161@
Go--Around Mode
Figure 8--40
Modes of Operation
8-52
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
9.
Troubleshooting
This section gives the pilot the conditions associated with suspected
malfunctions in the flight control system. Proper awareness helps the
pilot make written reports that contain more precise information that
maintenance personnel can use to troubleshoot the system.
This section is not intended to tell the pilot how to troubleshoot the
system down to the black box level. It is a guide to help the pilot
understand basic troubleshooting concepts that aid in the
troubleshooting process. This section contains descriptions of
troubleshooting methods and recommendations for writing accurate
and complete pilot squawks, including descriptions of operations at
time of occurrence.
TECHNICAL SUPPORT
To assist the pilot with troubleshooting, the following Honeywell Support
Line is available:
Honeywell Hot Line
602--436--4400
CAUTION
THE FLIGHT CONTROL SYSTEM HAS BEEN DESIGNED TO
EXHIBIT A HIGH DEGREE OF FUNCTIONAL INTEGRITY.
NEVERTHELESS, THE PILOT MUST RECOGNIZE THAT IT IS NOT
PRACTICAL TO MONITOR AND/OR SELF--TEST FOR ALL
CONCEIVABLE SYSTEM FAILURES. HOWEVER UNLIKELY, IT IS
POSSIBLE THAT ERRONEOUS OPERATION CAN OCCUR
WITHOUT A FAULT INDICATION. IT IS THE RESPONSIBILITY OF
THE PILOT TO DETECT SUCH OCCURRENCES BY MEANS OF
CROSS--CHECKS WITH REDUNDANT OR CORRELATED
INFORMATION AVAILABLE IN THE COCKPIT.
A28--1146--055
REV 2
Troubleshooting
9-1
SPZ--8000 Digital Integrated Flight Control System
TROUBLESHOOTING DIGITAL AVIONICS
Maintenance of digital flight control systems requires a different
approach than that of analog systems. Crew members and
maintenance personnel can more effectively operate this digital system
by understanding the differences between it and analog systems.
Control law functions, once done with resistors, capacitors, coils, and
op amps, are now programmed digitally with microprocessors. Table
9--1 explains some of the differences between digital and analog
systems.
Digital System
Analog System
Digital flight control systems
repeat the same tasks with
identical results.
Over time, analog systems are
subject to component
degradation, that can influence
the outcome of the circuit’s
function.
Digital system self--tests are a
straight forward program check
during power application, as well
as during actual operations.
Analog system self--tests are
complicated, typically involving
injecting signals and
measurement to determine their
effect. Therefore, most analog
systems are not equipped with a
self--test.
Digital systems produce event
codes that are used to
determine fault location.
Analog systems rarely diagnose
the cause of a fault or
intermittent event.
Digital systems are not affected
by temperature.
Analog systems are affected by
temperature extremes.
Digital and Analog System Differences
Table 9--1
The nature of a digital system is, it works or it doesn’t. There are no
intermediate stages. An analog system can have many in--between
stages that can lead to confusion while troubleshooting. For example,
a digital system’s altitude preselect mode operates the same if pertinent
external sensor data is accurate. As time passes, an analog system
introduces variations to mode performance, even if its external sensors
have not yet changed.
Troubleshooting
9-2
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
A digital system is more likely to have an external sensor problem (i.e.,
MADC, gyros, accelerometers, NAV/DME), than it is to have a problem
with the avionics computers. The avionics computers perform
extensive self--testing and continuous monitoring that positively affects
maintainability and reliability.
FLIGHT GUIDANCE SYSTEM TYPICAL PROBLEMS
Some of the typical problems associated with flight control systems are
listed below. The list is organized according to lateral mode problems,
vertical mode problems, and problems that are common to both vertical
and lateral modes. Illustrations that show the most common lateral and
vertical mode problems are included. The list of problems and the
illustrations are not all inclusive, but are typical of the problems most
often encountered. It is assumed that the autopilot is engaged.
Lateral Mode Problems
Refer to Table 9--2 and see Figure 9--1 for an in--flight graphic
representation of lateral mode problems.
Problems
Mode
HDG mode
D
D
D
NAV, BC or VOR APR mode;
also localizer portion of APR
mode
D
D
D
D
D
D
Tails
Oscillates
Won’t hold
Undershoots capture
Overshoots capture
Missed capture
Standoff
Oscillates
Captures early
Lateral Mode Problems
Table 9--2
A28--1146--055
REV 2
Troubleshooting
9-3
SPZ--8000 Digital Integrated Flight Control System
Lateral Mode Conditions/Problems
Figure 9--1 (cont)
Troubleshooting
9-4
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Lateral Mode Conditions/Problems
Figure 9--1
A28--1146--055
REV 2
Troubleshooting
9-5
SPZ--8000 Digital Integrated Flight Control System
Vertical Mode Problems
Refer to Table 9--3 and see Figure 9--2 for an in--flight pattern graphic
representation of vertical mode problems.
Problems
Mode
D
Air data hold modes (ALT, VS,
IAS, MACH)
D
D
D
D
Altitude preselect (ASEL)
D
D
D
D
D
Glideslope mode (vertical
portion of APR mode)
D
D
D
Oscillates
Porpoising
Won’t hold reference
Misses capture
Undershoots capture
Overshoots capture
Standoff
Captures early
Standoff
Oscillates
Vertical Mode Problems
Table 9--3
MISSED CAPTURE
SUSTAINED OSCILLATION
(PORPOISING)
MAGNITUDE
PERIOD
(TIME)
AD--34174@
Vertical Mode Conditions/Problems
Figure 9--2 (cont)
Troubleshooting
9-6
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Vertical Mode Conditions/Problems
Figure 9--2
A28--1146--055
REV 2
Troubleshooting
9-7
SPZ--8000 Digital Integrated Flight Control System
Combined Vertical and Lateral Mode Problems
Refer to Table 9--4 for combined vertical and lateral mode problems.
Problems
Mode
D
Mode logic problems
D
D
D
Autopilot problems
D
D
D
D
Modes won’t engage
Modes won’t clear
Won’t engage
Doesn’t follow commands
Stick bump
Stick buzz
Combined Vertical and Lateral Mode Problems
Table 9--4
FLIGHT FAULT SUMMARY
The dual flight guidance system has built--in diagnostics that are used
to determine the cause of in--flight AFCS failures. The FLIGHT FAULT
SUMMARY mode is initiated through the ground maintenance switch
located in the copilot’s side console. The ground maintenance test
mode can only be entered with the aircraft on the ground. If an AFCS
failure occurs in flight, the ground maintenance test mode should be
entered after landing in order to retrieve the FLIGHT FAULT
SUMMARY data. When the test is initiated, the advisory display is as
shown in Figure 9--3.
Flight Fault Test Initialization
Figure 9--3
Troubleshooting
9-8
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The pilot steps through the tests using the L AFCS button until 98 L
FLIGHT FAULT SUMMARY is displayed as shown in Figure 9--4.
Final Flight Fault Test
Figure 9--4
When the RESET button is pushed, data is displayed for the first flight
guidance computer, as shown in Figure 9--5.
Flight Fault Summary
Figure 9--5
The alphanumeric codes should be recorded for use by Honeywell
personnel in troubleshooting the problems. When the RESET button is
pushed again, the fault data for the second flight guidance computer is
displayed.
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Troubleshooting
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SPZ--8000 Digital Integrated Flight Control System
PILOT WRITE--UP
Honeywell provides squawk check sheets on the back of flight plan
forms (Honeywell Form Number 20323--000) to aid in flight planning
and system troubleshooting. (See Figure 9--6.)
The following paragraphs present general guidelines for making pilot
write--ups for maintenance technicians.
Before making an entry, determine conditions under which the problem
exists. To aid in determining these conditions, the following questions
should be answered.
D
Are there any obvious problems (flags in view or fault annunciators
lit)?
D
Is the problem in pitch, roll, or yaw axis, or a combination thereof?
D
Is the problem present in all modes or only under specific conditions,
such as:
—
—
—
—
—
—
—
—
—
—
Flaps or gear up or down, or speed brakes in or out
Certain aircraft power configuration
Certain speed
Certain altitude
Two or more modes
Certain sequence in mode selection
Specific radio frequencies (NAV or COM)
When keying a transmitter
When weather radar is operating
Certain electrical configurations (are all circuit breakers in)?
D
Does the autopilot follow the commands as shown by the flight
director command cue and horizontal situation indicator lateral
deviation bar?
D
Can the pilot fly the flight director commands with the autopilot
disconnected?
D
Does some problem exist with autopilot engaged in a heading hold
and pitch hold mode?
D
In radio modes, are certain conditions present, such as another
aircraft in front of localizer or glideslope transmitter (overflight
disturbances), VOR beam scallops, etc.?
Troubleshooting
9-10
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AD--62751--R1@
Pilot’s Flight Plan Form and Squawk Sheet
Figure 9--6
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Troubleshooting
9-11/(9-12 blank)
SPZ--8000 Digital Integrated Flight Control System
The description should define the problem and should always include
specific conditions under which the problem exists, such as:
D
Flags showing (which ones, if any)
D
Mode or modes selected
D
IAS when the problem occurs
D
Period and magnitude of any oscillations
D
Do any inputs fail to work (such as heading bug when in heading hold
mode)?
COMMONLY USED TERMS
Table 9--5 lists some of the most common terms with their definitions.
Term
Definition
Autopilot active
Controls continually move in still air with small
command errors.
Autopilot loose
Autopilot does not null command bars
satisfactorily in most modes.
Porpoising
There is low frequency oscillation in pitch axis,
typically for a 10--second period or longer.
Pumping
The control wheel moves back and forth,
usually with a low frequency. Typically 1 to 10
second period.
Stick bump
Controls give a quick moderate movement,
usually with virtually no aircraft movement. This
is mostly associated with autopilot engagement
or during mode changes.
Stick buzz
With autopilot engaged, a high--frequency, small
movement of control wheel can be felt without
aircraft movement.
Definition of Terms
Table 9--5
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10. Honeywell Product Support
Honeywell SPEXR program for corporate operators provides an
extensive exchange and rental service that complements a worldwide
network of support centers. An inventory of more than 9000 spare
components assures that your Honeywell equipped aircraft will be
returned to service promptly and economically. This service is available
both during and after warranty.
The aircraft owner/operator is required to ensure that units provided
through this program have been approved in accordance with their
specific maintenance requirements.
All articles are returned to Reconditioned Specifications limits when
they are processed through a Honeywell repair facility. All articles are
inspected by quality control personnel to verify proper workmanship
and conformity to Type Design and to certify that the article meets all
controlling documentation. Reconditioned Specification criteria are on
file at Honeywell facilities and are available for review. All exchange
units are updated with the latest performance reliability MODs on an
attrition basis while in the repair cycle.
When contacting a Honeywell Dealer or Customer Support Center for
service under the SPEXR program, the following information regarding
the unit and the aircraft are required:
D
Complete part number with dash number of faulty unit
D
Complete serial number of faulty unit
D
Aircraft type, serial number and registration number
D
Aircraft Owner
D
Reported complaint with faulty unit
D
Service requested (Exchange or Rental)
D
Ship to address
D
Purchase order number.
D
If faulty unit is IN WARRANTY:
— Type of warranty (NEW PRODUCT or Exchange)
— Date warranty started
D If faulty unit is covered under a Maintenance Contract:
— Type of contract
— Contract date
— Plan ID number
D If faulty unit is NOT IN WARRANTY, provide billing address
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10-1
SPZ--8000 Digital Integrated Flight Control System
The Honeywell Support Centers listed below will assist with processing
exchange/rental orders.
24--HOUR EXCHANGE/RENTAL SUPPORT CENTERS
U.S.A. -- DALLAS
800--872--7739
972--402--4300
CANADA -- OTTAWA
800--267--9947
613--728--4681
ENGLAND -- BASINGSTOKE
44--1256--72--2200
AUSTRALIA -- TULLAMARINE
61--3--9330--1411
FRANCE -- TOULOUSE
33--0--5--6171--9662
GERMANY -- AOA GAUTING
0172--8207300 (in Germany)
49--172--8207300 (outside Germany)
SINGAPORE
65--542--1313
CUSTOMER SUPPORT CENTERS -- NORTH AMERICA
Dallas Support Center
Honeywell Inc.
Commercial Aviation Systems
7825 Ridgepoint Dr.
IRVING, TX 75063
TEL: 972--402--4300
FAX: 972--402--4999
Canada Support Center
Honeywell Inc.
Commercial Aviation Systems
3 Hamilton Avenue North
OTTAWA, ONTARIO, K1Y 4J4
TEL: 613--728--4681
FAX: 613--728--7084
Minneapolis Support Center
Honeywell Inc.
Commercial Aviation Systems
8840 Evergreen Boulevard
MINNEAPOLIS, MN 55433--6040
TEL: 612--957--4051
FAX: 612--957--4698
Ohio Support Center
Honeywell Inc.
Commercial Aviation Systems
8370 Dow Circle
STRONGSVILLE, OH 44136
TEL: 440--243--8877
FAX: 440--243--1954
Central Support Center
Honeywell Inc.
Commercial Aviation Systems
1830 Industrial Avenue
WICHITA, KS 67216
TEL: 316--522--8172
FAX: 316--522--2693
Northwest Support Center
Honeywell Inc.
Commercial Aviation Systems
4150 Lind Avenue Southwest
RENTON, WA 98055
TEL: 425--251--9511
TLX: 320033
FAX: 425--243--1954
Honeywell Product Support
10-2
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CUSTOMER SUPPORT CENTERS -- NORTH AMERICA (CONT)
Miami Support Center
Honeywell Inc.
Commercial Aviation Systems
7620 N.W. 25th Street
Bldg. C Unit 6
MIAMI, FL 33122
TEL: 305--436--8722
FAX: 305--436--8532
CUSTOMER SUPPORT CENTERS -- REST OF THE WORLD
United Kingdom Support Center
Honeywell Avionics Systems Ltd
Edison Road, Ringway North
BASINGSTOKE, HANTS,
RG21 6QD
ENGLAND
TEL:44--1256--72--2200
FAX:44--1256--72--2201
AOG: 44--1256--72--2200
TLX: 51--858067
France Support Center
Honeywell Aerospace
1 Rue Marcel--Doret, B.P.14
31701 BLAGNAC CEDEX,
FRANCE (Toulouse)
TEL:33--5--6212--1500
FAX: 33--5--6130--0258
AOG: 33--5--6171--9662
TLX: 521635F
Singapore Support Center
Honeywell Aerospace Pte. Ltd.
2 Loyang Crescent
SINGAPORE 1750
TEL: 65--542--1313
FAX: 65--542--1212
AOG: 65--542--1313
TLX: RS 56969 HWLSSC
Australia Support Center
Honeywell Ltd.
Trade Park Drive
TULLAMARINE, 3043, VICTORIA
AUSTRALIA (Melbourne)
TEL: 61--3--9330--1411
FAX: 61--3--9330--3042
AOG: 61--3--9330--1411
TLX: 37586 HWLTUL
Germany Support Center
AOA Apparatebau Gauting GmbH
Ammerseestrasse 45--49
D82131 Gauting
GERMANY
TEL: 49--89--89317--0
FAX: 49--89--89317--183
After Hours AOG Service:
0172--8207300 (in Germany)
49--172--8207300 (outside Germany)
TLX: 0521702
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SPZ--8000 Digital Integrated Flight Control System
PUBLICATION ORDERING INFORMATION
Additional copies of this manual can be obtained by contacting:
Honeywell Inc.
P.O. Box 29000
Business and Commuter Aviation Systems
Phoenix, Arizona 85038--9000
Attention: Publication Distribution, Dept. M/S V19A1
Telephone No.:
FAX:
E--MAIL
Honeywell Product Support
10-4
(602) 436--6900
(602) 436--1588
CAS--publications--distribution@
CAS.honeywell.com
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11. Acronyms and Abbreviations
Abbreviations used in this manual are defined as follows:
TERMS
DEFINITION
ADI
ADS
AFCS
AGL
ALIGN
ALT
ANSI
AOSS
AP
APP
APT
ASCB
ASEL
ATC
ATT
Attitude Director Indicator
Air Data System
Automatic Flight Control System
Above Ground Level
Alignment
Altitude
American National Standards Institute
After Over Station Sensor
Autopilot
Approach
Airport
Avionics Standard Communications Bus
Altitude Select
Air Traffic Control
Attitude
BATT
BC
BITE
BRT
Battery
Back Course
Built--in Test Equipment
Brightness
CAP
ccw
CDI
CDU
CHG
CLR
CPL
CPU
CRS
cw
Capture
Counterclockwise
Course Deviation Indicator
Control Display Unit
Change
Clear
Couple
Central Processing Unit
Course
Clockwise
DADC
DAT
DCT
DEST
Digital Air Data Computer
Data
Direct
Destination
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Acronyms and Abbreviations
11-1
SPZ--8000 Digital Integrated Flight Control System
TERMS
DEFINITION
DH
DIFCS
DIS
DME
DSPL
DTK
Decision Height
Digital Integrated Flight Control System
Distance
Distance Measuring Equipment
Display
Desired Track
EADI
EFIS
EGPWS
EHSI
EMER
ENT
ET
ETA
Electronic Attitude Director Indicator
Electronic Flight Instrument System
Enhanced Ground Proximity Warning System
Electronic Horizontal Situation Indicator
Emergency
Enter
Elapsed Time
Estimated Time of Arrival
FAA
FGC
FGS
FLC
FMS
FP
FSBY
Federal Aviation Administration
Flight Guidance Computer
Flight Guidance System
Flight Level Change
Flight Management System
Flight Plan
Forced Standby
GCR
GMAP
GMT
GPS
GS
GSPD
Ground Clutter Reduction
Ground Mapping
Greenwich Mean Time
Global Positioning System
Glideslope
Groundspeed
HDG
HSI
Heading
Horizontal Situation Indicator
IAS
ILS
IM
IRS
IRU
ISDU
Indicated Airspeed
Instrument Landing System
Inner Marker
Inertial Reference System
Inertial Reference Unit
Inertial System Display Unit
Acronyms and Abbreviations
11-2
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TERMS
DEFINITION
L
LBS
LNV
LOC
LRN
LSS
LTRK
LX
Left
Lateral Beam Sensor
Lateral Navigation
Localizer
Long Range Navigation
Lightning Sensor System
LASERTRAK
Lightning Sensor System
M
MFD
MM
MPEL
MSG
MSL
MSU
MT
Mach
Multifunction Display System
Middle Marker
Maximum Permissible Exposure Level
Message
Mean Sea Level
Mode Select Unit
Magnetic True
NAV
NDU
NM
NORM
Navigation
Navigation Display Unit
Nautical Miles
Normal
OM
OSS
Outer Marker
Over Station Sensor
PAG
PPOS
PTH
R
RA
RCL
RCT, REACT
RDY
REV
RMU
RNAV
RT
RTA
Page
Present Position
Path
Right
Radio Altitude
Recall
Rain Echo Attenuation Compensation Technique
Ready
Reversion
Radio Management Unit
Area Navigation
Receiver Transmitter
Receiver Transmitter Antenna
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Acronyms and Abbreviations
11-3
SPZ--8000 Digital Integrated Flight Control System
TERMS
DEFINITION
SAT
SBY, STBY
SECT
SEL
SG
SKP
SLV
SPEX
SRC
STAB
STC
STS
SYS
Static Air Temperature
Standby
Sector
Select
Symbol Generator
Skip
Slaved
Spares Exchange
Source
Stabilization
Sensitivity Timing Control
Status
System
TAS
TAT
TCAS
TCS
TGT
TIM
TK
TRB
TST
TTG
TTL
TURB
True Airspeed
Total Air Temperature
Traffic Alert And Collision Avoidance System
Touch Control Steering
Target
Time
Track
Turbulence
Test
Time--To--Go
Tuned to Localizer
Turbulence
V/L
VALT
VAPP
VAR
VASL
VBS
VNAV
VOR
VPTH
VS
VSI
VTA
VOR/Localizer
Vertical Altitude Hold
VOR Approach
Variable
Vertical Altitude Select
Vertical Beam Sensor
Vertical Navigation
VHF Omnidirectional Radar Range
Vertical Path
Vertical Speed
Vertical Speed Indicator
Vertical Track Alert
Acronyms and Abbreviations
11-4
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TERMS
DEFINITION
WD
WOW
WPT
WS
WX
Wind Direction
Weight--On--Wheels
Waypoint
Wind Speed
Weather Radar
XDATA
XFR
XMTR
XTK
Cross--Side Data
Transfer
Transmitter
Crosstrack
YD
Yaw Damper
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SPZ--8000 Digital Integrated Flight Control System
LASEREFR
Appendix A
II/III Inertial Reference
System (IRS)
INTRODUCTION
The LASEREFR II/III Inertial Reference System (IRS) is an inertial
reference system that computes aircraft position, velocity, heading and
attitude.
This brief description is a summary of the operation of the LASEREFR
II and III. For a detailed description of system operation, refer to
Honeywell Pub. No. M95--8172--000 (LASEREFR II Model No.
YG1779) or M28--3343--001 (LASEREFR III Model No. YG4004AB).
All IRSs have an inertial reference unit (IRU), an IRU mounting rack,
and a mode select unit (MSU). Each IRS requires a dedicated +24 V
dc backup battery.
The LASEREFR IRS digital outputs include:
D
Primary attitude
D
Body linear accelerations
D
Body angular rates
D
Inertial velocity vectors
D
Magnetic and true north reference
D
Present position data
D
Wind data
D
Inertial altitude.
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A--1
SPZ--8000 Digital Integrated Flight Control System
A typical LASEREFR IRS installation, shown in Figure A--1, interfaces
with the following associated equipment:
D
Automatic flight control system
D
Flight management system
D
Digital air data computer
D
Electronic flight instrument system
D
Weather radar.
LASEREFR IRS Interface Diagram
Figure A--1
LASEREF R II/III Inertial Reference System (IRS)
A--2
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INERTIAL REFERENCE UNIT (IRU)
The IRU is the main electronics assembly of the IRS. The IRU contains
an inertial sensor assembly, microprocessors, power supplies, and
aircraft electronic interfaces.
Accelerometers and laser gyros in the inertial sensor assembly
measure aircraft accelerations and angular rates.
The IRU microprocessors compute parameters for the flight control and
display instruments.
The power supplies receive ac and dc power from the aircraft and
backup battery, supply power to the IRS, and switch to primary ac,
primary dc, or backup battery power.
The aircraft electronic interfaces convert ARINC and avionics standard
communications bus (ASCB) inputs that are used by the IRS. The
electronic interfaces also transmit IRS outputs in ARINC and ASCB
formats for use by the associated aircraft equipment.
A fault ball indicator and a manual INTERFACE TEST switch are
mounted on the front of the IRU. They are visible when the IRU is
mounted in an avionics rack.
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MODE SELECT UNIT (MSU)
The MSU, shown in Figure A--2, is used to make IRU mode selection,
display IRS status, and initiate the remote test. As many as three MSUs
can be installed. Refer to Figure A--2 for the locations of annunciators
and controls described below.
Six--Annunciator MSU
Figure A--2
The MSU consists of a rotary mode select switch, a test switch, and six
annunciators.
The four--position mode select switch selects basic modes and
submodes of operation.
Modes and submodes are selected by setting the MSU mode select
switch as follows:
D
OFF--To--ALIGN -- The IRU enters the power--on/built--in test
equipment (BITE) submode. When BITE is complete, the IRU
enters the alignment (ALIGN) mode. The IRU remains in the ALIGN
mode until the mode select switch is set to OFF, NAV, or ATT. The
NAV RDY annunciator lights when alignment is complete.
D
OFF--To--NAV -- The IRU enters the power--on/BITE submode NAV.
When BITE is complete, the IRU enters the ALIGN mode. When the
alignment is complete, the IRU enters the NAV mode.
D
ALIGN--To--NAV -- The IRU enters the NAV mode from the ALIGN
mode when the alignment is complete.
D
NAV--To--ALIGN -- The IRU enters the ALIGN downmode from the
NAV mode.
LASEREF R II/III Inertial Reference System (IRS)
A--4
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D
NAV--To--ALIGN--To--NAV -- The IRU enters ALIGN downmode
from the NAV mode and, after 30 seconds, automatically re--enters
the NAV mode when the downmode alignment is complete.
D
ALIGN--To--ATT Or NAV--To--ATT -- The IRU enters the erect
attitude submode for 20 seconds. In the erect attitude submode, the
MSU ALIGN annunciator lights. The IRU then enters the attitude
mode.
D
ATT--To--ALIGN Or ATT--To--NAV -- Once the mode select switch
has been set to ATT, the IRU remains in the attitude mode even if
the mode select switch is reset to ALIGN or NAV. The mode select
switch must be set to OFF for at least 3 seconds before the ALIGN
or NAV mode can be re--established.
D
ATT--, NAV--, Or ALIGN--To--OFF -- After a 3--second delay, the IRU
enters the power--off submode for approximately 7 seconds. At the
end of 10 seconds, the IRU enters the OFF mode.
D
ATT--, NAV--, Or ALIGN--To--OFF--To--ALIGN, --NAV, Or --ATT -If the mode select switch is reset to ALIGN, NAV, or ATT after being
in the OFF position for 3 seconds but before the 10--second
power--down procedure has been completed, the IRU completes
the power--down procedures and then restarts power--on
procedures.
Annunciators
The triple--channel MSU contains the following annunciators:
D ALIGN -- The ALIGN annunciator indicates that the IRU is in the
align mode. A flashing ALIGN annunciator indicates an incorrect
latitude/longitude has been entered, or that excessive aircraft
movement has occurred during alignment.
D NAV RDY -- The navigation ready (NAV RDY) annunciator indicates
that alignment is complete.
D ON BATT -- The on battery (ON BATT) annunciator indicates that
backup battery power is being used.
D FAULT -- The FAULT annunciator indicates an IRS fault.
D NO AIR -- The NO AIR annunciator indicates cooling airflow is
inadequate to cool the IRU.
D BATT FAIL -- The BATT FAIL annunciator indicates that backup
battery power is inadequate to sustain IRS operation during backup
battery operation.
Test Switch
When the MSU TEST switch is pushed, the system starts the IRU test
mode.
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POWER--ON AND ALIGNMENT OPERATION
The power--on and alignment procedure is given in Table A--1.
Step
1
Procedure
Verify that MSU mode select switch is set to OFF.
CAUTION
NAVIGATION PERFORMANCE MAY BE DEGRADED IF
THE IRU IS ALIGNED AT LATITUDES ABOVE 70_
_.
2
Set aircraft circuit breakers for IRU to ON position. Make
sure that aircraft is stationary.
CAUTION
THE IRS DOES NOT COMPLETE ALIGNMENT IF THE
AIRCRAFT IS MOVED. VERIFY THAT THE AIRCRAFT IS
STATIONARY DURING ALIGNMENT.
3
If IRU is being aligned below 70_, set MSU mode select
switch to ALIGN or NAV. If IRU is being aligned above 70_
latitude, set mode select switch to ALIGN.
4
Initialize IRU through the FMS.
5
Wait until the alignment is complete. The ALIGN
annunciator goes out.
6
Move select switch to the NAV position.
Power--On Alignment Procedure
Table A--1
LASEREF R II/III Inertial Reference System (IRS)
A--6
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INERTIAL SYSTEM DISPLAY UNIT (ISDU)
The ISDU, shown in Figure A--3, is used to enter the aircraft’s present
position directly to any of the installed IRUs. It also displays several IRS
parameters. It is intended as a backup interface to the IRS systems.
Inertial Reference System Display Unit
Figure A--3
NOTES:
1. Normally, present position is input to the on--board IRS
through the FMS.
2. Each IRS is controlled by its respective MSU.
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LASEREF R II/III Inertial Reference System (IRS)
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SPZ--8000 Digital Integrated Flight Control System
Below is a brief description of the controller switch functions.
D
System Display Switch (SYS DSPL) -- This switch turns the ISDU
on, and selects the IRS from which data is displayed.
D
Display Select Switch (DSPL SEL) -- This switch selects the
parameters to be displayed on the selected IRS as follows:
— TEST -- This is a spring--loaded position that tests data display
and the annunciator lights.
— TK/GS -- This position displays current track and groundspeed.
— PPOS -- The pilot uses this position when on the ground, so the
present position can be entered. In this position the ISDU
displays present position.
— WIND -- This position displays the current wind velocity and
direction.
— HDG/STS (STATUS) -- The pilot uses this position to enter
aircraft heading. When in the ATT mode, the ISDU displays ATT
if the switch is in this position.
D
Brightness (BRT) -- This knob is used to set the level of display
brightness.
D
Keyboard -- The keyboard inputs data, i.e., present position. The
input data is displayed in the display area. The ENT and CLR keys
are used to enter (ENT) data into the system, or to delete (CLR) data
on the display.
D
Display -- The display area consists of 13 individual 7--segment
displays that show data input from the keyboard.
LASEREF R II/III Inertial Reference System (IRS)
A--8
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LASERTRAKR
Navigation display unit (NDU), shown in Figure A--4, is used for limited
IRS navigation. It is a direct interface between the LASERTRAKR
controller and each of the installed IRUs. A left--right course deviation
display is shown on either a stand--alone unit or on the EHSI. A brief
description of the controller is given below. For a complete description,
refer to Honeywell Pub. No. M95--8440.
NDU Front Panel
Figure A--4
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LASEREF R II/III Inertial Reference System (IRS)
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SPZ--8000 Digital Integrated Flight Control System
D
System Select Keyboard -- The system select keyboard is used to
select the active IRU.
D
Data Select Keyboard -- This keyboard selects the following data
for display:
— WPT -- Displays latitude/longitude in the data display and the
waypoint number in the WPT window.
— LEG CHG -- Selects the desired navigation leg.
— XTK/DTK -- Displays the present crosstrack and the present
desired track.
— DIS/TIM -- Displays the distance and time to the next waypoint.
— TK/GS -- Displays current navigation track and groundspeed.
— POS -- On the ground the pilot selects POS to enter present
position. In the air the POS position displays present position.
— WD/WS -- Displays wind direction and wind speed.
— HDG/STS -- The pilot uses this position to enter aircraft heading.
When in the ATT mode, the ISDU displays ATT if the switch is
in this position.
D
Special Function Keyboard -- This keyboard selects the following
data for display:
— MT -- Selects magnetic or true heading display
— BRT/DIM -- Controls display brightness
— TST -- Tests LASERTRAKR functions.
LASEREF R II/III Inertial Reference System (IRS)
A--10
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PRIMUSR
Appendix B
650 Weather Radar
System
INTRODUCTION
The PRIMUSR 650 Weather Radar Systems is a lightweight, X--band
digital radar with alphanumerics designed for weather detection and
analysis and ground mapping.
The primary purpose of the system is to detect storms along the
flightpath and give the crew a visual color indication of rainfall intensity.
After proper evaluation, the crew can chart a course to avoid storm
areas.
This appendix gives a brief summary of the system operation. For
complete operating instructions on the PRIMUSR 650 Weather Radar
System, refer to Honeywell Pub. No. A28--1146--048.
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DESCRIPTION
The PRIMUSR 650 Weather Radar System consists of the following
components:
D
Receiver transmitter antenna (RTA)
D
Weather radar controller.
NOTE:
Two radar controllers can be installed.
When a single controller is used, all weather radar displays show the
same radar data. When dual controllers are used and neither one is
turned off, weather radar displays are controlled by the on--side
controller. If one controller is turned off, the radar displays are controlled
by the active controller.
When the system is in the weather detection mode, storm intensity
levels are displayed in four bright colors on a black background. Areas
of very heavy rainfall are displayed in magenta, heavy rainfall in red,
less severe rainfall in yellow, moderate rainfall in green, and little or no
rainfall in black (background).
Range marks and numbers are displayed in contrasting colors to help
evaluate storm cells.
Selecting the ground mapping mode (GMP/MAP button) improves the
resolution and enhances small targets at short ranges. The reflected
signals from various ground surfaces are displayed as magenta,
yellow, or cyan (most to least reflective).
WARNING
THE WEATHER SYSTEM PERFORMS ONLY THE FUNCTIONS OF
WEATHER DETECTION OR GROUND MAPPING. IT IS NOT
INTENDED TO BE USED OR RELIED UPON FOR PROXIMITY
WARNING OR ANTICOLLISION PROTECTION.
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WEATHER RADAR CONTROLLER OPERATION
Controls and display features described below are numbered to match
the numbered callouts in Figure B--1. Lighting for all annunciators and
controls is controlled by the dimming bus for the aircraft panel.
Weather Radar Controller
Figure B--1
1
RANGE Buttons
The RANGE buttons select the operating range of the radar (and the
lightning sensor system, if it is installed). The range selections are from
5 to 300 NM (full scale). The up arrow selects increasing ranges, and
the down arrow selects decreasing ranges. Each of the five range rings
on the display has an associated marker that indicates its range.
2
RCT (Rain Echo Attenuation Compensation Technique -REACT) Button
Pushing the RCT button enables and disables the REACT circuitry.
The REACT circuitry compensates for attenuation of the radar signal
as it passes through rainfall. The cyan field indicates areas where
further compensation is not possible. Any target detected within
the cyan field cannot be calibrated and should be considered
dangerous. All targets in the cyan field are displayed as magenta
fourth level precipitation.
REACT is active in the weather mode only, and selecting RCT forces
the system to preset gain. When engaged, RCT is displayed on the
EFIS/MFD.
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3
STAB (Stabilization) Button
Pushing the STAB button toggles attitude stabilization on and off. When
turned off, OFF is annunciated above the button.
4
TGT (Target) Button
Pushing the TGT button toggles the radar target alert feature on and off.
Target alert is selectable in all but the 300--mile range. When selected,
the system monitors beyond the selected range and 7.5 on each side
of the aircraft heading. If a return with target alert characteristics is
detected in the monitored area, the target alert annunciator changes
from the armed condition (T) to the warning condition. (TGT) (See the
target alert characteristics in Table B--1 for a target description.) The
TGT annunciator advises the pilot of potentially hazardous targets
directly in front of the aircraft that are outside the selected range. When
a yellow warning is received, the pilot should select longer ranges to
view the questionable target. (Note that target alert is inactive within the
selected range.)
Selecting target alert forces the system to preset gain. Target alert can
be selected only in the weather or flight plan modes.
NOTE:
In order to activate the target alert warning, the target must
have the depth and range characteristics described in Table
B--1.
Selected
Range (NM)
Target
Depth (NM)
Target
Range (NM)
5
5
5--55
10
5
10--60
25
5
25--75
50
5
50--100
100
5
100--150
200
5
200--250
300
Inactive
----
FP (Flight Plan)
5
5--55
Target Alert Characteristics
Table B--1
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5
SECT (Sector Scan) Button
Pushing the SECT button toggles between full azimuth (120_) or sector
scan (60_). In sector scan the display is updated more often since the
antenna sweeps a shorter arc than in full azimuth mode.
6
TILT Knob
The TILT knob selects the tilt angle of the antenna beam relative to the
horizon. Cw rotation tilts the beam upward to +15_ and ccw rotation tilts
the beam downward to --15_. The most used range (--5 to +5 of tilt)
is expanded for ease of operation.
7
LSS Knob (Lightning Sensor System) Knob (Optional)
An optional LSS switch selects the separate LSS operating modes. The
LSS control switch positions are as follows:
D
OFF -- This position removes all power from the LSS.
D
STBY (Standby) -- This position inhibits the display of LSS data, but
the system accumulates data in this mode.
D
LX (Lightning Sensor System) -- In this position the LSS is fully
operational and data is displayed on the indicator.
D
CLR/TST (Clear/Test) -- In this position accumulated data is cleared
from the memory of the LSS. After 3 seconds the LSS test mode
is initiated. Refer to the LSZ--850 Lightning Sensor System Pilot’s
Handbook (Honeywell Pub. No. A28--1146--054) for a detailed
description of LSS operation.
8
SLV (Slaved) Annunciator
In dual controller installations, the displayed weather data on one side
can be slaved to the opposite side controller. To do this, turn the slaved
side controller off. The SLV annunciator is lit on that controller and
displayed weather data is slaved to the other controller.
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9
RADAR Mode Select Switch
The following paragraphs explain the switch positions for the RADAR
mode select switch:
D
OFF -- For a single controller installation, this mode turns the
controller functionally off. Electrical power is not switched off until
the avionics bus is turned off. For dual controller installations, both
mode switches must be selected to OFF before the system is turned
off.
D
SBY (Standby) -- In the standby mode the antenna scan is
positioned at +15_, scan stops, the transmitter is inhibited, memory
is erased, tilt and stabilization remain active. When the switch is in
this position, STBY is displayed in the mode field.
NOTE:
Provisions are included in the weather radar controller to
force the system into forced standby when there is
weight--on--wheels (WOW). Forced standby can be
overridden by pushing the range buttons simultaneously.
D
ON or WX (Weather) -- The ON (WX) mode selects basic weather
operation. Auto or variable gains can be used. Precipitation levels
are displayed in five colors: level 0 (black), level 1 (green), level 2
(yellow), level 3 (red), and level 4 (magenta). When the switch is
in this position WX is displayed in the mode field.
D
GMAP (Ground Mapping) -- The GMAP position puts the radar in
the ground mapping mode. The system is fully operational and
GMAP is displayed in the mode field.
As a constant reminder that GMAP is selected, the alphanumerics
are changed to green and the color scheme is changed to cyan,
yellow, and magenta. Cyan represents the least reflective return,
yellow is a moderate return, and magenta is a strong return.
If GMAP is selected before the initial RTA warmup period is
complete, WAIT is displayed in the mode field. In wait mode, the
transmitter and antenna scan are inhibited and the memory is
erased. When the warmup period is complete, the system
automatically switches to the ground mapping mode.
WARNINGS
1. THE SYSTEM PERFORMS ONLY THE FUNCTIONS OF
WEATHER DETECTION OR GROUND MAPPING. IT IS NOT
INTENDED THAT THE SYSTEM BE USED OR RELIED ON FOR
PROXIMITY WARNING OR ANTICOLLISION PROTECTION.
2. WEATHER--TYPE TARGETS ARE NOT CALIBRATED WHEN
THE RADAR IS IN THE GMAP MODE. DO NOT USE THE GMAP
MODE FOR WEATHER DETECTION.
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D
FP (Flight Plan) --The FP position puts the radar system in the flight
plan mode. In the flight plan mode, the radar data is cleared from the
display and other data is displayed (i.e., navigation displays,
electrical discharge (lightning) data).
In the flight plan mode, data is displayed alone without any radar
target overlay. The type of data is determined at installation and by
auxiliary equipment selection.
In the flight plan mode, the radar is placed in standby, the
alphanumerics are changed to green, and FLTPLN is displayed in
the mode field. If target alert is selected, the RTA continues to
transmit.
D TST (Test) -- The TST position selects the radar test mode. A test
pattern is displayed to verify system operation. TEST is displayed
in the mode field. For test patterns and fault code descriptions, refer
to the self--test section of this appendix.
WARNING
UNLESS THE SYSTEM IS IN FORCED STANDBY, THE
TRANSMITTER
IS
ON
AND
RADIATING
X--BAND
MICROWAVE ENERGY IN TEST MODE. REFER TO THE
MAXIMUM
PERMISSIBLE
EXPOSURE
LEVEL (MPEL)
PARAGRAPHS IN THIS APPENDIX, AND FEDERAL AVIATION
ADMINISTRATION (FAA) ADVISORY CIRCULARS, TO PREVENT
POSSIBLE DAMAGE TO THE HUMAN BODY.
10
GAIN Knob
The GAIN knob is a rotary control and push/pull switch that controls the
receiver gain. Push the GAIN knob in to put the system into preset
(calibrated) gain mode. Preset gain is the normal mode of operation and
is recommended for weather avoidance. In preset gain, turning the
GAIN knob does nothing.
Pull the GAIN knob out to put the system into the variable (VAR) gain
mode. Variable gain is useful for additional weather analysis. In the
weather mode, variable gain can increase receiver sensitivity over the
calibrated level to show very weak targets or it can be reduced below
the calibrated level to eliminate weak returns.
WARNING
HAZARDOUS TARGETS ARE ELIMINATED FROM THE DISPLAY
WITH LOW SETTINGS OF VARIABLE GAIN.
Selecting RCT or TGT overrides the variable gain selection and puts
the system into the preset gain mode.
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WEATHER RADAR OPERATING PROCEDURES
Preliminary Control Settings
Place the system controls in the following positions before applying
power from the aircraft electrical system.
D
Mode Control -- OFF
D
GAIN Control -- Preset Position
D
TILT Control -- +15
Precautions
If the radar system is to be operated in any mode other than standby
while the aircraft is on the ground:
D
Direct nose of aircraft so that antenna scan sector is free of large
metallic objects such as hangars or other aircraft, for a distance of
100 feet (30 meters), and tilt antenna fully upwards.
D
Do not operate the radar during aircraft refueling or during refueling
operations within 100 feet (30 meters).
D
Do not operate the radar if personnel are standing too close to the
270_ forward sector of the aircraft.
D
Operating personnel should be familiar with FAA AC 20--68B.
WARNING
OUTPUT POWER IS RADIATED IN THE TEST MODE.
Powerup
Select the weather radar for display. On powerup, select either STBY
or TEST mode. When power is first applied, the radar is in WAIT for 45
seconds so the magnetron can warm up.
NOTE:
If forced standby is incorporated, it is necessary to
momentarily push both range switches to exit forced standby.
After the warmup, select the test mode and verify that the test pattern
is displayed.
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Standby
When standby is selected, the antenna is stowed in a tilt--up position
and is neither scanning nor transmitting. If two controllers are installed,
both must be selected to standby for the system to be in standby.
Standby should be selected any time the operator wants to keep
system power on without transmitting.
Radar Mode -- Weather
For purposes of weather avoidance, pilots are urged to familiarize
themselves with FAA Advisory Circular AC 00--24B (1--20--83), Subject:
THUNDERSTORMS.
To assist the pilot in categorizing storms as described in AC 00--24B,
the radar receiver gain is calibrated in the WX mode with the GAIN
control pushed in. The radar is not calibrated when variable gain is
being used, but calibration is restored if RCT or target alert is selected.
To better interpret the display, targets are displayed in various colors.
Each color represents a specific level of precipitation.
In the WX mode, the PRIMUSR 650 Weather Radar System displays
five levels as black, green, yellow, red, and magenta (in increasing
order of intensity).
REACT (RCT) is used in WX mode to compensate for attenuation of
the radar signal as it passes through a storm. It does this by increasing
the gain of the receiver as weather is detected.
The RCT button selects and deselects the cyan field display that
indicates the receiver is at maximum gain and the reference levels are
at final values. Any returns detected beyond that point are displayed as
magenta. (Selecting RCT prevents variable gain from operating.)
Target alert can be selected in any WX range except 300 NM. The target
alert circuit monitors for red level or greater targets within 7.5_ of
aircraft heading.
Radar Mode -- Ground Mapping
When the ground mapping mode is selected, the TILT control is turned
down until the proper amount of terrain is displayed. The degree of
down--tilt depends upon the aircraft altitude and the selected range.
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Self--Test
The TST position selects the radar test mode. The test pattern is
described Figure B--2.
EFIS Test Pattern (Typical) 120 Scan (WX)
Figure B--2
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If a failure is detected during TEST mode, a corresponding fault code
is displayed next to the TEST mode field, as described in Table B--2.
EFIS Fault
Code
Fault Description
00
No fault detected.
01
The antenna is not scanning or it is not scanning
correctly.
02
Antenna stabilization errors.
03
Radar receiver fault.
04
The radar signal mixer current is out of
specification -- probably due to defective mixer
diodes.
05
Radar automatic frequency control fault. Can be
caused by defective transmitter. This fault can be
observed in TEST by the display of a broken
noise band.
06
Indicates abnormal fan current for extended
period of time.
07
Central processing unit (CPU -- microprocessor)
fault in RTA.
EFIS Fault Code Descriptions
Table B--2
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In--Flight Roll compensation Adjustment of the
PRIMUSR 650 Weather Radar System
Table B--3 describes the in--flight roll compensation adjustment
procedure for the PRIMUSR 650 Weather Radar platform.
Procedure
Step
1
If two controllers are installed, one must be turned off.
If an indicator is used as the controller, the procedure is
the same as given below.
2
Fly to an altitude of 10,000 feet above ground level
(AGL) or greater.
3
Set range to 100 NM.
4
Adjust the tilt down until a solid band of ground clutter is
visible on the screen.
5
On the weather radar controller, select variable gain
(pull), WX, and RCT OFF. VAR is displayed.
6
Push the RCT button 4 times within 4 seconds. VAR
turns off. The radar unit is in the roll compensation mode.
7
Push the RCT button and verify VAR is not displayed. If it
is, repeat step 6.
8
Adjust the GAIN control until the ground clutter display is
symmetrical. Once the symmetrical image is displayed,
do not touch the GAIN control.
9
Push the RCT button 4 times within 4 seconds to exit the
roll compensation mode. When VAR is displayed again,
the roll compensation mode has been exited. Set
variable or preset GAIN as required.
NOTE: Once set, the roll compensation is stored in nonvolatile memory
in the RTA. It is not erased when the system is powered down.
In--Flight Roll Compensation Adjustment Procedure
Table B--3
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TILT MANAGEMENT
Figures B--3 and B--4 are visual aids that show the relationship between
tilt angle, flight altitude, and selected range. The figures show the
distance above and below aircraft altitude that is illuminated by the
flat--plate radiator during level flight with 0_ tilt, and a representative low
altitude situation with the antenna adjusted for 2.8_ up--tilt.
Radar Beam Illumination, High--Altitude,12--Inch Radiator
Figure B--3
Radar Beam Illumination, Low--Altitude,12--Inch Radiator
Figure B--4
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MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL)
Heating and radiation effects of weather radar can be hazardous to life.
Personnel should remain at a distance greater than R from the radiating
antenna in order to be outside of the envelope in which radiation
exposure levels equal or exceed 10 mW/cm2, the limit recommended
in FAA Advisory Circular AC No. 20--68B, August 8, 1980, Subject:
Recommended Radiation Safety Precautions for Ground Operation of
Airborne Weather Radar. The radius, R, to the Maximum Permissible
Exposure Level boundary is calculated for the radar system on the
basis of radiator diameter, rated peak--power output, and duty cycle.
The greater of the distances calculated for either the far--field or
near--field is based on the recommendations outlined in AC No.
20--68B.
The IEEE Standard for Safety Level with Respect to Human Exposure
to Radio Frequency Electronic Fields 3kHz to 300 GHz (IEEE
C95.1--1991), recommends an exposure level of no more than 5
mW/cm2.
Honeywell Inc. recommends that operators follow the 5 mW/cm2
standard. Figure B--5 shows MPEL for both exposure levels.
Maximum Permissible Exposure Level Boundary
Figure B--5
PRIMUS R 650 Weather Radar System
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PRIMUSR
Appendix C
870 Weather Radar
INTRODUCTION
The PRIMUSR 870 Weather Radar System is a lightweight, X--band
digital radar with alphanumerics designed for weather detection and
ground mapping.
The primary purpose of the system is to detect storms along the
flightpath and give the pilot a visual color indication of their rainfall
intensity and turbulence content. After proper evaluation, the pilot can
chart a course to avoid storm areas.
This appendix gives a brief summary of the system operation. For
complete operating instructions on the PRIMUSR 870 Weather Radar
System, refer to Honeywell Pub. No. A28--1146--056.
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DESCRIPTION
The PRIMUSR 870 Weather Radar System consists of the following
components:
D
Weather radar receiver transmitter antenna (RTA)
D
Weather radar controller.
NOTE:
Two radar controllers can be installed.
When a single controller is used, all weather radar displays show the
same radar data. When dual controllers are used and neither one is
turned off, weather radar displays are controlled by the on--side
controller. If one controller is turned off, the radar displays are controlled
by the active controller.
When the system is in the weather detection mode, storm intensity
levels are displayed in four bright colors on a black background. Areas
of very heavy rainfall are displayed in magenta, heavy rainfall in red,
less severe rainfall in yellow, moderate rainfall in green, and little or no
rainfall in black (background).
Range marks and numbers are displayed in contrasting colors to help
evaluate storm cells.
Areas of moderate, severe, or extreme turbulence are displayed in soft
white.
Selecting the ground mapping mode (GMAP) improves the resolution
and enhances small targets at short ranges. The reflected signals from
various ground surfaces are displayed as magenta, yellow, or cyan
(most to least reflective).
WARNING
THE WEATHER SYSTEM PERFORMS ONLY THE FUNCTIONS OF
WEATHER DETECTION OR GROUND MAPPING. IT IS NOT
INTENDED TO BE USED OR RELIED UPON FOR PROXIMITY
WARNING OR ANTICOLLISION PROTECTION.
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WEATHER RADAR CONTROLLER OPERATION
Controls and display features described below are numbered to match
the numbered callouts in Figure C--1. Lighting for all annunciators and
controls is controlled by the dimming bus for the aircraft panel.
Weather Radar Controller
Figure C--1
1
Range Buttons
The RANGE buttons select the operating range of the radar. The range
selections are from 5 to 300 NM (full scale). The up arrow selects
increasing ranges, and the down arrow selects decreasing ranges.
Each of the five range rings on the display has an associated marker
that indicates its range.
2
TRB (Turbulence) Button
The TRB button selects the turbulence detection mode. The turbulence
mode is available only when the system is in the weather mode (WX)
and the range is 50 NM or less. Areas of moderate, severe, or extreme
turbulence are displayed in soft white. When the turbulence detection
mode is selected WX/T is displayed in the mode field.
CAUTION
TURBULENCE CAN ONLY BE DETECTED WITHIN AREAS OF
RAINFALL. THE PRIMUSR 870 RADAR CANNOT DETECT CLEAR
AIR TURBULENCE.
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WARNING
UNDETECTED TURBULENCE CAN EXIST WITHIN ANY STORM
CELL.
Selecting the 100, 200, or 300 mile range turns off turbulence detection.
Reselecting ranges of 50 miles or less re--engages turbulence
detection.
A complete description of turbulence detection capabilities can be
found in the PRIMUSR 870 Weather Radar System Pilot’s Manual
(Honeywell Pub. No. A28--1146--056).
3
GCR (Ground Clutter Reduction) Button
Pushing the GCR button enables and disables the GCR circuitry. When
GCR is selected the GCR annunciator is displayed on the EFIS/MFD.
The GCR circuitry analyzes the radar signals and does not display
returns that most likely have been reflected off the ground. The system
assumes that the tilt has been set to a reasonable value (i.e., selecting
GCR with 15 tilt down does not eliminate the ground return).
WARNINGS
1. DO NOT LEAVE THE RADAR IN THE GCR MODE.
2. GCR REMOVES MOST OF THE GROUND TARGETS FROM THE
DISPLAY BUT AT THE SAME TIME IT REMOVES SOME OF THE
WEATHER TARGETS.
CAUTION
EVEN THOUGH THE GCR CIRCUITS REMOVE GROUND
TARGETS FROM THE DISPLAY, THE GROUND IS STILL
PRESENT, BUT IT IS NOT DISPLAYED.
The GCR feature has the following limitations:
D It does not remove all of the ground and it removes some of the
weather.
D It is most effective straight ahead.
D Its effectiveness is reduced as the antenna scans away from straight
ahead.
Ground clutter reduction is only available for ranges of 50 NM or less
and only in the weather mode. Selecting ranges of 100, 200, or 300 NM
or selecting the turbulence detection mode turns off ground clutter
reduction. Subsequently selecting ranges of 50 miles or less
re--engages GCR. The system is automatically put in preset gain when
GCR is selected.
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4
TGT (Target) Button
Pushing the TGT button toggles the radar target alert feature on and off.
Target alert is selectable in all but the 300--mile range. In target alert
mode, the system monitors beyond the selected range and 7.5 on
each side of the aircraft heading. If a return with target alert
characteristics is detected in the monitored area, the target alert
annunciator changes from the armed condition (TGT) to the warning
condition (TGT). (See the target alert characteristics in Table C--1 for
a target description.) The TGT annunciator advises the pilot of
potentially hazardous targets directly in front of the aircraft that are
outside the selected range. When an amber warning is received, the
pilot should select longer ranges to view the questionable target. (Note
that target alert is inactive within the selected range.)
Selecting target alert forces the system to preset gain. Target alert can
be selected only in the weather or flight plan modes.
NOTE:
In order to activate the target alert warning, the target must
have the depth and range characteristics described in Table
C--1.
Selected
Range (NM)
Target
Depth (NM)
Target
Range (NM)
5
2
5--55
10
2
10--60
25
4
25--75
50
4
50--100
100
6
100--150
200
6
200--250
300
Inactive
----
FP (Flight Plan)
2
5--55
Target Alert Characteristics
Table C--1
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5
SECT (Sector Scan) Button
Pushing the SECT button toggles between full azimuth (120_) or sector
scan (60_). In sector scan the display is updated more often since the
antenna sweeps a shorter arc than in full azimuth mode.
6
TILT Knob
The TILT knob selects the tilt angle of the antenna beam relative to the
horizon. Cw rotation tilts the beam upward to +15_ and ccw rotation tilts
the beam downward to --15_. The most used range (--5 to +5 of tilt)
is expanded for ease of operation.
A digital readout of tilt is displayed on the EFIS or MFD.
D
PULL AUTO Function -- When the TILT control knob is pulled out,
the system is in automatic tilt mode. In this mode, the antenna tilt is
automatically adjusted according to selected range and barometric
altitude. The antenna tilt automatically readjusts with changes in
altitude and/or selected range. In automatic tilt, the tilt control can
fine tune the auto tilt setting by 2_.
Auto tilt is annunciated by adding A to the digital tilt readout on the
EFIS or MFD. The digital tilt readout always shows the commanded
tilt of the antenna regardless of the tilt command source (automatic
or manual tilt).
WARNINGS
1. TO AVOID FLYING UNDER OR OVER STORMS, FREQUENTLY
SELECT MANUAL TILT TO SCAN BOTH ABOVE AND BELOW
THE AIRCRAFT’S FLIGHT LEVEL.
2. ALWAYS USE MANUAL TILT FOR WEATHER ANALYSIS.
D
Stabilization -- The radar is normally attitude stabilized. It
automatically compensates for roll and pitch maneuvers. Attitude
stabilization can be disengaged by pushing the TGT button four
times within three seconds. (It is re--engaged in the same way.)
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7
LSS Select Switch (Optional)
On some controllers, an optional LSS switch selects the separate LSS
operating modes. The LSS control switch positions are as follows:
D
OFF -- This position removes all power from the LSS.
D
SBY (Standby) -- This position inhibits the display of LSS data, but
the system accumulates data in this mode.
D
LX (Lightning Sensor System) -- In this position the LSS is fully
operational and data is displayed on the indicator.
D
CLR/TST (Clear/Test) -- In this position accumulated data is cleared
from the memory of the LSS. After 3 seconds the LSS test mode
is initiated. Refer to the Honeywell’s LSZ--850 Lightning Sensor
System Pilot’s Handbook, Pub No. A28--1146--054, for a detailed
description of LSS operation.
8
SLV (Slaved) Annunciator
In dual controller installations, the displayed weather data on one side
can be slaved to the opposite side controller. To do this, turn the slaved
side controller off. The SLV annunciator is lit on that controller and
displayed weather data is slaved to the other controller.
9
Mode Select Switch
A rotary switch is used to select the following functions:
D
OFF-- In single controller installations, this position turns the radar
system off. For dual controller installations, both mode switches
must be selected to OFF before the system is turned off.
D
STBY (Standby) -- This position puts the radar system in standby,
a ready state, with the antenna scan stopped, the transmitter
inhibited, and the display memory erased. STBY is displayed in the
mode field.
If STBY is selected before the initial RTA warmup period is complete
(approximately 45 seconds), WAIT is displayed in the mode field.
When warmup is complete, the WAIT annunciator changes to
STBY.
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PRIMUS R 870 Weather Radar
C--7
SPZ--8000 Digital Integrated Flight Control System
D
WX -- This position selects the weather mode. In the weather mode
the system is fully operational and WX is displayed in the mode field.
If WX is selected before the initial RTA warmup period is over, WAIT
is displayed in the mode field. In the wait mode, the transmitter and
antenna scan are inhibited and the display memory is erased. When
the warmup is complete, the system automatically switches to the
weather mode. In the weather mode, with the system is in preset
gain, precipitation is displayed as described in Table C--2.
Rainfall Rate
Color
in/hr
mm/hr
.04--.16
1--4
Green
.16--.47
4--12
Yellow
.47--2
12--50
Red
>2
> 50
Magenta
Rainfall Rate Color Coding
Table C--2
D
RCT -- This positions turns the RCT (Rain Echo Attenuation
Compensation Technique) circuitry on. RCT is a submode of the
weather detection mode. Selecting RCT puts the system in preset
gain and RCT is displayed on the EFIS or MFD.
The REACT circuitry compensates for attenuation of the radar
signal as it passes through rainfall. The cyan field indicates areas
where further compensation is not possible. Any target detected
within the cyan field cannot be calibrated and should be considered
dangerous. All targets in the cyan field are displayed as magenta
fourth level precipitation.
D
GMAP -- This position puts the radar in the ground mapping mode.
In the ground mapping mode the system is fully operational and
GMAP is displayed in the mode field.
PRIMUS R 870 Weather Radar
C--8
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WARNING
WEATHER TYPE TARGETS ARE NOT CALIBRATED WHEN
THE RADAR IS IN THE GMAP MODE. BECAUSE OF THIS, DO
NOT USE THE GMAP MODE FOR WEATHER DETECTION.
As a constant reminder that the system is in the ground mapping
mode, the alphanumerics are changed to green and the color
scheme is changed to cyan, yellow, and magenta. Cyan
represents the least reflective return, yellow is a moderate return,
and magenta is a strong return.
If the ground mapping mode is selected before the initial RTA
warmup period is complete, WAIT is displayed in the mode field.
When the warmup period is complete, the system automatically
switches to the ground mapping mode.
NOTE:
D
Rain Echo Attenuation Compensation Technique (RCT)
cannot be selected in the ground mapping mode.
FP -- The FP position puts the radar system in the flight plan mode.
In the flight plan mode, the radar data is removed from the display
and other data is displayed, i.e., navigation displays, electrical
discharge (lightning) data.
In the flight plan mode, data is displayed alone without any radar
target overlay. The type of data is determined at installation and by
auxiliary equipment selection.
In the flight plan mode, the radar is placed in standby, the
alphanumerics are changed to cyan, and FLTPLN is displayed in
the mode field.
The target alert feature can be used in the flight plan mode. If target
alert is selected, the RTA continues to transmit.
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PRIMUS R 870 Weather Radar
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SPZ--8000 Digital Integrated Flight Control System
D
TST (Test) -- The TST position selects the radar test mode. A test
pattern is displayed to verify system operation. TEST is displayed
in the mode field. For test patterns and fault code descriptions, see
the self--test section of this appendix.
WARNING
UNLESS THE SYSTEM IS IN FORCED STANDBY, THE
TRANSMITTER
IS
ON
AND
RADIATING
X--BAND
MICROWAVE ENERGY IN TEST MODE. REFER TO THE
MAXIMUM
PERMISSIBLE
EXPOSURE
LEVEL (MPEL)
PARAGRAPHS IN THIS APPENDIX, AND FEDERAL AVIATION
ADMINISTRATION (FAA) ADVISORY CIRCULARS, TO PREVENT
POSSIBLE DAMAGE TO THE HUMAN BODY.
FSBY (Forced Standby)
Forced standby is an automatic, nonselectable radar mode. As an
installation option, the system can be wired to the weight--on--wheels
(WOW) switch. If this is done, the RTA is in forced standby mode when
the aircraft is on the ground. In forced standby mode, the transmitter
and antenna scan are both inhibited, the display memory is erased, and
FSBY is displayed in the mode field. When in forced standby mode,
pushing the range select buttons simultaneously restores normal
operation.
The forced standby mode is a safety feature that inhibits the transmitter
on the ground to eliminate the X--Band microwave radiation hazard.
WARNING
FORCED STANDBY MODE MUST BE VERIFIED BY THE
OPERATOR TO ENSURE SAFETY FOR GROUND PERSONNEL.
PRIMUS R 870 Weather Radar
C--10
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10
GAIN knob
The GAIN knob is a rotary control and push/pull switch that controls the
receiver gain. Push the GAIN knob in to put the system into preset
(calibrated) gain mode. Preset gain is the normal mode of operation and
is recommended for weather avoidance. In preset gain, turning the
GAIN knob does nothing.
Pull the GAIN knob out to put the system into the variable (VAR) gain
mode. Variable gain is useful for additional weather analysis. In the
weather mode, variable gain can increase receiver sensitivity over the
calibrated level to show very weak targets or it can be reduced below
the calibrated level to eliminate weak returns.
Selecting RCT, TGT, TRB, or GCR overrides the variable gain selection
and puts the system into the preset gain mode.
WARNING
HAZARDOUS TARGETS ARE ELIMINATED FROM THE DISPLAY
WITH LOW SETTINGS OF VARIABLE GAIN.
In the ground mapping mode, variable gain is used to reduce the level
of strong returns from ground targets.
Minimum gain is set with the control at its full ccw position. Gain
increases as the control is rotated in a cw direction from full ccw to the
12 o’clock position. At the 12 o’clock position, both the gain and the
Sensitivity Timing Control (STC) are at their maximum values.
Additional cw rotation removes STC. At the full cw position, the gain is
at maximum and the STC is at minimum.
NOTE:
STC reduces the receiver gain at the start of the trace, and
then increases it as the more distant returns are received.
With STC a uniform display of cell strength is displayed for
both near and distant cells.
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SPZ--8000 Digital Integrated Flight Control System
WEATHER RADAR OPERATING PROCEDURES
Preliminary Control Settings
Place the MODE control, GAIN control, and TILT control, as shown
below, before powering up the aircraft electrical system.
D
Mode Control -- Off
D
GAIN Control -- Preset Position
D
TILT Control -- +15
Precautions
If the radar system is to be operated in any mode other than standby
while the aircraft is on the ground:
D
Direct nose of aircraft so that antenna scan sector is free of large
metallic objects such as hangars or other aircraft, for a distance of
100 feet (30 meters), and tilt antenna fully upwards.
D
Do not operate the radar during aircraft refueling or during refueling
operations within 100 feet (30 meters).
D
Do not operate the radar if personnel are standing too close to the
270_ forward sector of the aircraft.
D
Operating personnel should be familiar with FAA AC 20--68B.
WARNING
OUTPUT POWER IS RADIATED IN TEST MODE.
Powerup
On powerup, select either the standby or test mode. When power is first
applied, the radar is in WAIT mode for 45 seconds to let the magnetron
warm up. Power sequences ON--OFF--ON lasting less than 3 seconds
wait result in a 6--second wait period.
After warm--up, select TEST mode and verify that the test pattern is
displayed.
PRIMUS R 870 Weather Radar
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Standby
When standby is selected, the antenna is stowed in a tilt--up position
and is neither scanning nor transmitting. If two controllers are installed,
both must be selected to standby for the system to be in standby.
Standby should be selected any time the operator wants to keep
system power on without transmitting.
Radar Mode -- Weather
For purposes of weather avoidance, pilots are urged to familiarize
themselves with FAA Advisory Circular AC 00--24B (1--20--83), Subject:
THUNDERSTORMS.
To assist the pilot in categorizing storms as described in AC 00--24B,
the radar receiver gain is calibrated in the WX mode with the GAIN
control pushed in. The radar is not calibrated when variable gain is
being used, but calibration is restored if RCT or target alert is selected.
To better interpret the display, targets are displayed in various colors.
Each color represents a specific level of precipitation.
In the WX mode, the PRIMUSR 870 Weather Radar System displays
five levels as black, green, yellow, red, and magenta (in increasing
order of intensity).
REACT (RCT) is used in WX mode to compensate for attenuation of
the radar signal as it passes through a storm. It does this by increasing
the gain of the receiver as weather is detected.
The RCT button selects and deselects the cyan field display that
indicates the receiver is at maximum gain and the reference levels are
at final values. Any returns detected beyond that point are displayed as
magenta. (Selecting RCT prevents variable gain from operating.)
Target alert can be selected in any WX range except 300 NM. The target
alert circuit monitors for red level or greater targets within 7.5_ of
aircraft heading.
Radar Mode -- Ground Mapping
When the ground mapping mode is selected, the TILT control is turned
down until the proper amount of terrain is displayed. The degree of
down--tilt depends upon the aircraft altitude and the selected range.
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SPZ--8000 Digital Integrated Flight Control System
Self--Test
The TST position selects the radar test mode. The test pattern is
described in Figure C--2.
EFIS Test Pattern (Typical) 120 Scan Shown
Figure C--2
PRIMUS R 870 Weather Radar
C--14
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If a failure is detected during TEST mode, a corresponding fault code
is generated. Fault codes are displayed as part of the FAIL annunciator
i.e., FAIL “N”, where “N” is the fault code. (Refer to Table C--3.)
1. Some weather failures are annunciated on the
EFIS/MFD with WX.
NOTES:
2. Some EFIS/MFD installations power up with WX
displayed if the weather radar is turned off.
EFIS Fault Code
Fault Description
00
No fault detected.
01
The antenna is not scanning or it is not
scanning correctly.
02
Antenna stabilization errors.
03
Radar receiver fault.
04
The radar signal mixer current is out of
specification -- probably due to defective
mixer diodes.
05
Radar automatic frequency control fault.
Can be caused by defective transmitter.
This fault can be observed in TEST by the
display of a broken noise band.
06
Indicates abnormal fan current for an
extended period of time.
07
Central processing unit microprocessor
fault in RTA.
EFIS Fault Code Descriptions
Table C--3
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SPZ--8000 Digital Integrated Flight Control System
In--Flight Roll Compensation Adjustment of the
PRIMUSr 870 Weather Radar System
Table C--4 describes in--flight roll compensation adjustment procedure
for the PRIMUSr 870 Weather Radar platform.
Step
Procedure
1
If two controllers are installed, one must be turned off. If
an indicator is used as the controller, the procedure is the
same as given below.
2
Fly to an altitude of 10,000 ft. AGL or greater.
3
Set range to 25 NM.
4
Adjust the tilt down until a solid band of ground clutter is
visible on the screen.
5
On the weather controller, select variable gain (pull), WX,
and REACT OFF. VAR appears on the display.
6
Push RCT 4 times within 3 seconds. VAR should turn off.
The radar unit is in the roll compensation mode.
7
Push the RCT button and verify that VAR does not appear
on the display. If it does, repeat step 6.
8
Adjust the GAIN control until the ground clutter display is
symmetrical. Once the symmetrical image is displayed, do
not touch the GAIN control.
9
Push RCT 4 times within 3 seconds to exit the roll
compensation mode. When VAR is displayed again, the
roll compensation mode has been exited. Set variable or
preset GAIN as required.
NOTE: Once set, the roll compensation is stored in nonvolatile memory
in the RTA. It is not erased when the system is powered down.
In--Flight Roll Offset Adjustment Procedure
Table C--4
PRIMUS R 870 Weather Radar
C--16
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TILT MANAGEMENT
Figures C--3 and C--4 show the relationship between tilt angle, flight
altitude, and selected range. The figures show the distance above and
below aircraft altitude that is illuminated by a 12 inch flat--plate radiator
during level flight with 0_ tilt, and a representative low--altitude situation,
with antenna adjusted for 2.8_ up--tilt.
Radar Beam Illumination, High Altitude
12--Inch Radiator
Figure C--3
Radar Beam Illumination, Low Altitude
12--Inch Radiator
Figure C--4
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PRIMUS R 870 Weather Radar
C--17
SPZ--8000 Digital Integrated Flight Control System
MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL)
Heating and radiation effects of weather radar can be life threatening.
Personnel should remain at a distance greater than R from the radiating
antenna in order to be outside the envelope in which radiation exposure
levels equal or exceed 10 mW/cm2, the limit recommended in FAA
Advisory Circular AC No. 20--68B, August 8, 1980, Subject:
Recommended Radiation Safety Precautions for Ground Operation of
Airborne Weather Radar. The radius, R, distance to the maximum
permissible exposure level boundary is calculated for the radar system
on the basis of radiator diameter, rated peak--power output, and duty
cycle. The greater of the distances calculated for either the far--field or
near--field is based upon the recommendations outlined in AC No.
20--68B.
The American National Standards Institute, in their document ANSI
C95.1--1982, recommends an exposure level of no more than 5
mW/cm2.
Honeywell Inc. recommends that operators follow the 5 mW/cm2
standard. Figure C--5 shows the MPEL for PRIMUSR 870 radar power.
Maximum Permissible Exposure Level Boundary
Figure C--5
PRIMUS R 870 Weather Radar
C--18
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Appendix D
Enhanced Ground Proximity
Warning System (Optional)
The enhanced ground proximity warning system (EGPWS) is a terrain
proximity warning system that combines information from aircraft
navigation equipment, i.e., global positioning system (GPS), IRS, FMS,
radar altimeter, with stored terrain data to give the pilot a radar--like
display of terrain along the flightpath.
The full system and the limited system are two system capabilities for
displaying the EGPWS. The full system can display EGPWS on both
EHSIs and the MFD. The limited system can only display EGPWS on
the MFD. In both cases, the “auto pop--up” feature of the EGPWS is
only displayed on the MFD.
NOTE:
The checklist display has priority over the EGPWS pop--up
display.
FULL SYSTEM OPERATION
The full system operation is controlled using three cockpit--mounted
toggle switches that control the following:
D Pilot’s EHSI
D Copilot’s EHSI
D MFD.
Terrain Select on the EHSI Displays
Push the pilot’s or copilot’s EHSI EGPWS (terrain) switch to display
terrain data on the desired EHSI. If the EHSI is in the full or arc mode
when EGPWS is selected, it displays terrain data with the arc compass.
If the EHSI is in the map mode when EGPWS is selected, it displays
terrain data with the map mode. To remove the terrain data from the
EHSI, push the EGPWS switch again, or push the WX button on the
display controller.
Terrain Select on the MFD
Push the MFD EGPWS switch to display terrain data on the MFD. If the
MFD is not in the map mode, it automatically switches to the map mode
when terrain is selected for display. To remove the terrain data from the
MFD, push the MAP/PLAN, WX, NORM, or EMER buttons on the MFD
controller.
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Enhanced Ground Proximity Warning System (Optional)
D--1
SPZ--8000 Digital Integrated Flight Control System
Single Weather Radar Controller
With a single weather radar controller, pushing the MFD EGPWS
switch toggles the display in the following sequence:
D
Terrain data with map  terrain data only  terrain data with map.
If the WX ONLY display is disabled, pushing the MFD EGPWS switch
only displays terrain data with map.
Dual Weather Radar Controllers
With dual weather radar controllers, pushing the MFD EGPWS switch
toggles the display in the following sequence:
D
Terrain data with map (range set by left controller) 
D
Terrain data only (range set by left controller) 
D
Terrain data with map (range set by right controller) 
D
Terrain data only (range set by right controller) 
D
Terrain data with map (range set by left controller).
If the WX ONLY display is disabled, pushing the MFD EGPWS switch
toggles the display in the following sequence:
D
Terrain data with map (range set by left controller) 
D
Terrain data with map (range set by right controller) 
D
Terrain data with map (range set by left controller).
Terrain Range Control
The range for any of the selected displays is sent to the EFIS by the
EGPWS. The EGPWS gets the range from the active weather radar
controller or controllers, except when terrain auto pop--up occurs on the
MFD. In dual controller systems, the active controller is indicated by a
couple arrow on the WX/terrain display that points toward the controller
in use. If the weather radar controllers are off, or if they are inoperative,
the default EGPWS range is 50 NM, i.e., 25 NM half range.
If the EGPWS sends out an invalid range signal, TERR is displayed on
the MFD.
Enhanced Ground Proximity Warning System (Optional)
D--2
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LIMITED SYSTEM OPERATION
The limited system is controlled with one cockpit--mounted toggle
switch that controls the MFD.
Push the EGPWS (terrain) switch to select terrain data for display. The
display automatically switches to the map mode. Terrain cannot be
displayed in the plan mode. To remove the terrain data from the MFD,
push the MAP/PLAN, WX, NORM, or EMER buttons on the MFD
controller.
The EGPWS display selection, sequence, and range control for the
MFD in limited system operation is the same as for the MFD in full
system operation.
EGPWS TERRAIN ANNUNCIATORS
When EGPWS is displayed and valid, TERR is displayed in the weather
radar tilt angle field. If EGPWS data is not available, or if the range from
the weather radar controller is invalid, TERR is displayed.
The terrain symbols display areas of terrain in blends of the colors
black, green, yellow, and red, depending upon the aircraft altitude
(AGL) relative to the surrounding terrain. (Refer to Table D--1.) Terrain
that is more than 2000 feet below the aircraft is not displayed.
Terrain Elevation in Feet
AGL
Color
2000 or more above the aircraft
red/black mixture
1000 -- 2000 above the aircraft
yellow/black mixture
0 -- 1000 above the aircraft
light yellow/black mixture
1000 -- 2000 below the aircraft
dim green/black mixture
1000 -- 2000 below the aircraft
dim green/black mixture
2000 or more below the aircraft
black
NOTE: Caution terrain (60--second warning) is displayed as solid yellow. Warning
terrain (30--second warning) is displayed as solid red.
EGPWS Terrain Display Color Definitions
Table D--1
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Enhanced Ground Proximity Warning System (Optional)
D--3
SPZ--8000 Digital Integrated Flight Control System
Figure D--1 shows the EGPWS over KPHX airport at 3000 feet MSL,
heading north. The terrain shows the mountains to the north of Phoenix.
008
AD--64771@
EHSI Display Over KPHX Airport With the EGPWS Display
Figure D--1
Figure D--2 shows the EGPWS on the MFD.
AD--64772@
MFD With Ground Warning Conditions Only
Figure D--2
Enhanced Ground Proximity Warning System (Optional)
D--4
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SPZ--8000 Digital Integrated Flight Control System
When the EGPWS is selected for display, it can be tested. Push the
EGPWS TEST button to display the test format shown in Figure D--3.
008
AD--64773@
EGPWS Test Display
Figure D--3
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Enhanced Ground Proximity Warning System (Optional)
D--5/(D--6 blank)
SPZ--8000 Digital Integrated Flight Control System
Index
A
Abbreviations, 11--1
Acronyms, 11--1
Advisory display, 6-6
annunciators and messages, 6-8
advisory caution message
(steady), 6-14
AFCS status message
annunciators, 6-10
disengage messages
(flashing), 6-11
flight director lateral and
vertical mode annunciators,
6-9
invalid operation message
(steady), 6-16
parameters of the lateral and
vertical armed mode
annunciators, 6-8
primary caution message
(steady), 6-12
SAT/TAT/TAS messages, 6-8
sensor failure message
(steady), 6-13
normal mode messages, 6-6
AFCS message data invalid,
6-7
operational messages, 6-7
warning/caution message
cancellation, 6-7
warning/caution messages,
6-7
Air data system (ADS), 2-3, 3-1
barometric altimeter, 3-3
digital air data computer, 3-6
Mach/airspeed indicator , 3-2
parameters, 3-7
vertical speed indicator, 3-5
Altitude hold mode, 8-45
Altitude preselect mode, 8-46
Approach capture tracking below
DH, 4-19
Approach mode, 8-30
track the glideslope beam, 8-34
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Automatic flight control system
(AFCS), 6-1
flight guidance controller, 6-2
turn pitch controller, 6-5
B
Back course mode, 8-23
Barometric altimeter, 3-3
C
Category II approach, 8-38
Changing a waypoint, 5-16
Checklist display, 5-22
emergency, 5-23
normal, 5-22
Climb to initial altitude, 4-16
Cockpit reversion switching
locations, 4-20
view, 1-5
Combined vertical and lateral mode
problems, 9-8
Commonly used terms, 9-13
Composite display, 4-64
approach configuration, 4-66
cruise flight configuration, 4-65
symbols, 4-64
Controllers:
display controller, 4-2
dual weather radar controllers
(MFD EGPWS), D--2
flight guidance controller, 6-2
instrument remote controllers, 4-5
multifunction display controller, 5-3
checklist, 5-5
designator control, 5-5
DIM control knob, 5-7
navigation, 5-3
mode selector switch, 5-7
PRIMUSR 650 Weather Radar
Controller, B--3
GAIN knob, B--7
LSS knob, B--5
Index
Index--1
SPZ--8000 Digital Integrated Flight Control System
Index (cont)
PRIMUSR 650 Weather Radar
Controller (cont)
RADAR mode select switch,
B--6
RANGE buttons, B--3
RCT button, B--3
SECT button, B--5
SLV annunciator, B--5
STAB button, B--4
TGT button, B--4
TILT knob, B--5
PRIMUSR 870 Weather Radar
Controller, C--2
GAIN knob, C--11
GCR button, C--4
LSS select switch, C--7
mode select switch, C--7
RANGE buttons, C--3
SECT button, C--6
SLV annunciator, C--7
TGT button, C--5
TILT knob, C--6
TRB button, C--3
single weather radar controller
(MFD EGPWS), D--2
turn pitch controller, 6-5
Customer support centers:
24--hour exchange/rental support
centers, 10-2
North America, 10-2
Rest of the world, 10-3
D
Digital air data computer, 3-6
Display controller, 4-2
functions, 4-2
ADI DIM knob, 4-4
BRG source select knobs, 4-4
DH knob, 4-4
ET button, 4-3
FMS button, 4-3
FULL/ARC button, 4-2
GSPD/TTG button, 4-3
Index
Index--2
HSI DIM knobs, 4-4
MAP button, 4-2
TST button, 4-4
V/L button, 4-3
WX button, 4-2
WX DIM knob, 4-4
Displays:
advisory display, 6-6
annunciators and messages,
6-8
normal mode messages, 6-6
electronic attitude director
indicator (EADI), 4-6
CAT 2 annunciators, 4-28
comparison monitoring, 4-29
EFIS reversion (EADI), 4-20
EADI displays and
annunciators, 4-9
EFIS self--test symbols, 4-66
excessive attitude display, 4-31
failure warning flags, 4-32
flight director reversions, 4-26
IAS reversions, 4-24
IRS reversions, 4-22
NAV source reversions, 4-27
symbol generator reversions,
4-24
typical display presentations,
4-15
electronic horizontal situation
indicator (EHSI), 4-37
arc mode display, 4-47
arc mode with TCAS traffic
display (optional), 4-57
composite display, 4-64
displays and annunciators in
the FULL compass or ARC
modes, 4-38
EFIS reversion (EHSI), 4-58
EFIS self--test symbols, 4-67
failure warning flags, 4-61
full compass display
presentations (typical), 4-45
heading comparison
monitoring, 4-60
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SPZ--8000 Digital Integrated Flight Control System
Index (cont)
map mode with FMS selected
for display, 4-52
map mode with VOR selected
for display, 4-49
NAV source reversion, 4-59
weather radar displays, 4-54
multifunction display (MFD), 5-1
checklist display, 5-22
controller, 5-3
system information, 5-2
Dual couple approach mode, 8-36
automatic cancellation, 8-37
manual cancellation, 8-37
Dual flight guidance system, 2-5
E
Electronic attitude director indicator
(EADI), 4-6
CAT 2 annunciators, 4-28
excessive deviation
monitoring, 4-28
failure, 4-28
comparison monitoring, 4-29
attitude, 4-29
glideslope, 4-30
IAS, 4-30
localizer, 4-30
displays and annunciators, 4-9
aircraft symbol, 4-11
altitude preselect display, 4-11
AP engage annunciator, 4-10
attitude sphere, 4-13
decision height display and
annunciator, 4-9
FD couple arrow, 4-10
flight director mode
annunciators, 4-9
FMS speed bug, 4-13
IAS acceleration trend, 4-14
IAS display scale, 4-13
IAS/Mach reference bug and
display, 4-12
inclinometer, 4-12
A28--1146--055
REV 2
localizer pointer, localizer scale,
and rising runway, 4-12
Mach display, 4-13
marker beacon, 4-11
maximum velocity indicator,
4-14
pitch and roll command cue,
4-12
radio altitude display, 4-12
roll attitude pointer and scale,
4-10
TCAS resolution advisory
(optional), 4-14
vertical speed display
(optional), 4-14
vertical or glideslope
deviation pointer, 4-11
vertical track alert
annunciator, 4-11
EFIS reversion, 4-20
cockpit reversion switching
locations, 4-20
flight director reversions, 4-26
IAS reversions, 4-24
IRS reversions, 4-22
NAV source reversions, 4-27
reversion annunciators, 4-21
symbol generator reversions,
4-24
EFIS self--test, 4-66
excessive attitude display, 4-31
failure warning flags, 4-32
altitude preselect failure, 4-34
attitude failure, 4-33
cross--side data failure, 4-34
flight director failure, 4-33
glideslope failure, 4-35
indicated airspeed failure, 4-34
localizer failure, 4-35
radio altitude failure, 4-35
symbol generator internal
failure, 4-35
TCAS messages and failure
annunciators, 4-36
vertical speed failure, 4-35
Index
Index--3
SPZ--8000 Digital Integrated Flight Control System
Index (cont)
Electronic attitude director indicator
(EADI) (cont)
typical display presentations, 4-15
approach capture tracking
below DH, 4-19
climb to initial altitude, 4-16
enroute cruise, 4-17
setup for approach, 4-18
takeoff using go--around
mode, 4-15
Electronic flight instrument system
(EFIS), 2-4, 4-1
Electronic horizontal situation
indicator (EHSI), 4-37, 4-42
arc mode display, 4-47
arc mode with TCAS traffic
display (optional), 4-57
no bearing data, 4-58
range ring, 4-57
TCAS altitude display
submodes (optional), 4-58
traffic symbols, 4-57
composite display, 4-64
approach configuration, 4-66
cruise flight configuration, 4-65
symbols, 4-64
displays and annunciators in the
FULL compass or ARC modes,
4-38
aircraft symbol, 4-42
approach (APP) annunciator
(FMS), 4-44
bearing pointer source
annunciators, 4-43
bearing pointers, 4-43
course deviation bar and
lateral deviation scale, 4-43
course preselect annunciator
(FMS), 4-43
course preselect pointer and
deviation bar, 4-42
course select/desired track
pointer and deviation bar,
4-41
Index
Index--4
course--desired track display,
4-41
distance display, 4-44
elapsed time display, 4-42
FMS drift bug, 4-41
FMS message annunciator,
4-41
fore and aft lubber lines, 4-38
glideslope deviation pointer,
4-42
groundspeed, 4-42
heading dial, 4-41
heading select bug and
display, 4-38
heading source annunciator,
4-41
navigation source
annunciator, 4-44
reciprocal course pointer, 4-43
reciprocal course preselect
pointer , 4-43
target alert annunciator, 4-41
time--to--go, 4-42
TO/FROM annunciator, 4-42
waypoint/DME identifier, 4-44
wind vector display, 4-38
EFIS reversion, 4-58
EFIS self--test, 4-66
test symbols, 4-67
failure warning flags, 4-61
glideslope failure, 4-62
heading failure, 4-61
navigation source failure,
4-62
symbol generator internal
failure, 4-63
TCAS failure, 4-63
heading comparison monitoring,
4-60
map mode with FMS selected for
display, 4-52
map mode with VOR selected for
display, 4-49
NAV source reversions, 4-59
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Index (cont)
typical full compass display
presentations, 4-45
weather radar displays, 4-54
mode annunciator (WX and
NAV/WX formats only), 4-55
range ring and annunciator
(WX, MAP, and MAP/WX
modes only), 4-54
target alert annunciator (all
modes), 4-54
WX return display (WX and
MAP/WX formats only),
4-55
Enhanced ground proximity warning
system (EGPWS) (optional), 2-1 ,
D--1
color definitions, D--3
full system operation, D--1
dual weather radar
controllers, D--2
single weather radar
controller, D--2
terrain range control, D--2
terrain select on EHSI
displays, D--1
terrain select on the MFD,
D--1
limited system operation, D--3
terrain annunciators, D--3
test display, D--5
warning conditions, D--4
Enroute cruise, 4-17
Equipment list, 1-2
F
Failures, 4-32
EADI failure warning flags, 4-32
altitude preselect failure, 4-34
attitude failure, 4-33
cross--side data failure, 4-34
flight director failure, 4-33
glideslope failure, 4-35
A28--1146--055
REV 2
indicated airspeed failure, 4-34
localizer failure, 4-35
radio altitude failure, 4-35
symbol generator internal
failure, 4-35
TCAS messages and failure
annunciators, 4-36
vertical speed (optional)
failure, 4-35
EHSI failure warning flags, 4-61
glideslope failure, 4-62
heading failure, 4-61
navigation source failure, 4-62
symbol generator internal
failure, 4-63
TCAS failure (optional), 4-63
Flight guidance computer, 7-1
Flight guidance controller, 6-2
ALT button, 6-2
AP button, 6-4
APP button, 6-3
BANK button, 6-3
BC button, 6-3
CAT 2 button, 6-3
CPL button, 6-4
FLC button, 6-2
HDG button, 6-2
M TRIM button, 6-4
NAV button, 6-3
STBY button, 6-3
VNAV button, 6-2
VS button, 6-2
YD button, 6-4
Flight guidance system (FGS)
flight fault summary, 9-8
typical problems, 9-3
combined vertical and lateral
mode problems, 9-8
lateral mode problems, 9-3
vertical mode problems, 9-6
Flight level change mode, 8-42
Flight management system (FMS),
2-6
steering, 8-14
Index
Index--5
SPZ--8000 Digital Integrated Flight Control System
Index (cont)
G
Glossary of terms, 7-1
Go--around mode, 8-52
H
Heading hold mode and wings
level, 8-1
Heading select mode, 8-3
Honeywell product support, 10-1
24--hour exchange/rental support
centers, 10-2
Customer support centers, 10-2
North America, 10-2
Rest of the world, 10-3
Publication ordering information,
10-4
I
Instrument remote controllers, 4-5
functions, 4-5
copilot’s ALT SEL knob, 4-6
CRS select knob and PUSH
DCT button, 4-5
HDG select knob and PUSH
SYNC button, 4-5
pilot’s IAS/MACH knob and
PUSH CHG button, 4-6
TCAS display select switch
(optional), 4-6
Introduction, 1-1
cockpit view, 1-5
equipment list, 1-2
L
LASEREFR II/III Inertial Reference
System (IRS), 2-9, A--1
display unit, A--7
Index
Index--6
inertial reference unit (IRU), A--3
introduction, A--1
interface diagram, A--2
LASERTRAKR navigation
display unit, A--9
mode select unit), A--4
annunciators, A--5
modes and submodes, A--4
test switch, A--5
power--on/alignment operation,
A--6
Lateral mode problems, 9-3
Lightning sensor system (LSS)
(optional), 2-10
Localizer (NAV) mode, 8-17
track cockpit displays, 8-22
M
MAP mode, 5-8
displays and annunciators, 5-9
flight plan displays, 5-11
Mode select unit, A--4
annunciators, A--5
modes and submodes, A--4
test switch, A--5
Modes of operation, 8-1, 8-2
altitude hold mode, 8-45
altitude preselect mode, 8-46
approach mode, 8-30
track the glideslope beam,
8-34
back course mode, 8-23
Category II approach, 8-38
dual couple approach mode, 8-36
automatic cancellation, 8-37
manual cancellation, 8-37
flight level change mode, 8-42
flight management system (FMS)
steering, 8-14
go--around mode, 8-52
heading hold mode, 8-1
heading select mode, 8-3
localizer (NAV) mode, 8-17
track cockpit displays, 8-22
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Index (cont)
pitch attitude hold mode, 8-40
preselected course approach, 8-28
roll hold mode, 8-2
vertical navigation modes, 8-50
altitude hold , 8-50
altitude select, 8-50
flight level change, 8-50
vertical path mode, 8-51
vertical speed hold mode, 8-41
VOR (NAV) mode, 8-4
DIRECT TO function, 8-12
over station operation, 8-11
VOR approach mode, 8-11
Multifunction display controller, 5-3
checklist, 5-5
control buttons, 5-6
EMER button, 5-5
NORM button, 5-5
designator control, 5-5
ENT button, 5-5
joystick, 5-5
RCL button, 5-5
SKP button, 5-5
DIM control knob, 5-7
mode selector switch, 5-7
navigation, 5-3
APT button, 5-4
DAT button, 5-4
INC/DEC RNG switch, 5-4
MAP/PLAN button, 5-3
SRC button, 5-3
VOR button, 5-4
WX button, 5-3
Multifunction display system (MFD),
2-5, 5-1
changing a waypoint, 5-16
checklist display, 5-22
map mode, 5-8
map mode flight plan displays,
5-11
plan mode, 5-13
plan mode flight plan data, 5-14
system information, 5-2
TCAS mode traffic display
(optional), 5-18
A28--1146--055
REV 2
weather radar, 5-20
N
Navigation display unit, A--9
P
Pilot writeup, 9-10
Pitch attitude hold mode, 8-40
Power--on/alignment operation, A--6
Preselected course approach, 8-28
PRIMUSR 650 Weather Radar
System, 2-8, B--1
controller, B--3
GAIN knob, B--7
LSS knob, B--5
RADAR mode select switch,
B--6
RANGE buttons, B--3
RCT button, B--3
SECT button, B--5
SLV annunciator, B--5
STAB button, B--4
TGT button, B--4
TILT knob, B--5
description, B--2
introduction, B--1
maximum permissible exposure
level, B--14
operating procedures, B--8
in--flight compensation
adjustment, B--12
powerup, B--8
precautions, B--8
preliminary control settings,
B--8
radar mode -- ground
mapping, B--9
radar mode -- weather, B--9
self--test, B--10
standby, B--9
tilt management, B--13
Index
Index--7
SPZ--8000 Digital Integrated Flight Control System
Index (cont)
PRIMUSR 870 Weather Radar
System, 2-8, C--1
controller, C--3
GAIN knob, C--11
GCR button, C--4
LSS select switch (optional),
C--7
mode select switch, C--7
RANGE buttons, C--3
SECT button, C--6
SLV annunciator, C--7
TGT button, C--5
TILT knob, C--6
TRB button, C--3
description, C--2
introduction, C--1
maximum permissible exposure
level, C--18
operating procedures, C--12
in--flight compensation
adjustment, C--16
powerup, C--12
precautions, C--12
preliminary control settings,
C--12
radar mode -- ground
mapping, C--13
radar mode -- weather, C--13
self--test, C--14
standby, C--13
receiver transmitter antenna
(RTA), C--2
tilt management, C--17
Procedures:
altitude hold mode, 8-47
altitude preselect mode, 8-45
changing a waypoint, 5-16
dual couple approach, 8-36
flight level change mode, 8-43
in--flight roll compensation
adjustment, B--12
in--flight roll offset adjustment,
C--16
localizer NAV mode, 8-17
Index
Index--8
power--on alignment, A--6
VOR (NAV) mode engage, 8-4
VOR DIRECT TO function, 8-12
Publication ordering information,
10-4
R
Radio altimeter system, 2-7
Roll hold mode, 8-2
S
Setup for approach, 4-18
System description, 2-1
air data system, 2-3
dual flight guidance system, 2-5
electronic flight instrument
system (EFIS), 2-4
flight management system
(FMS), 2-6
LASEREFR Inertial Reference
System (IRS), 2-9
LASERTRAKR Switch (Serial No.
5087 and later), 2-9
lightning sensor system (LSS)
(optional), 2-10
multifunction display system
(MFD), 2-5
PRIMUSR 650 Weather Radar
System, 2-8
PRIMUSR 870 Weather Radar
System, 2-8
radio altimeter system, 2-7
switches and controls, 2-11
traffic alert and collision
avoidance system (TCAS II)
(optional), 2-10
System limits, 7-1, 7-2
glossary of terms, 7-1
performance/operating limits, 7-7
A28--1146--055
REV 2
SPZ--8000 Digital Integrated Flight Control System
Index (cont)
T
Takeoff using go--around mode, 4-15
Target alert warning, activation, B--4
Technical support, 9-1
Traffic alert and collision avoidance
system (TCAS II) (optional), 2-10
EADI, 4-9
TCAS messages and failure
annunciators, 4-36
TCAS resolution advisory, 4-14
TCAS--equipped aircraft
display, 4-21
EHSI, 4-38
arc mode with TCAS traffic
display, 4-57
TCAS failure, 4-63
TCAS submodes, 4-58
mode traffic display (optional),
5-18
Troubleshooting, 9-1
commonly used terms, 9-13
digital avionics, 9-2
flight fault summary, 9-8
flight guidance system typical
problems, 9-3
combined vertical and lateral
mode problems, 9-8
lateral mode problems, 9-3
vertical mode problems, 9-6
pilot writeup, 9-10
technical support, 9-1
Turn pitch controller, 6-5
pitch wheel, 6-5
TURN knob, 6-5
V
Vertical mode problems, 9-6
Vertical navigation mode, 8-50
vertical altitude hold , 8-50
vertical altitude select, 8-50
vertical flight level change, 8-50
A28--1146--055
REV 2
vertical path mode, 8-51
Vertical speed hold mode, 8-41
Vertical speed indicator, 3-5
VOR (NAV) mode, 8-4
approach mode, 8-11
DIRECT TO function, 8-12
over station operation, 8-11
W
Weather radar controllers
PRIMUSR 650, B--3
GAIN knob, B--7
LSS knob, B--5
RADAR mode select switch,
B--6
RANGE buttons, B--3
RCT button, B--3
SECT button, B--5
SLV annunciator, B--5
STAB button, B--4
TGT button, B--4
TILT knob, B--5
PRIMUSR 870, C--3
GAIN knob, C--11
GCR button, C--4
LSS select switch, C--7
mode select switch, C--7
RANGE buttons, C--3
SECT button, C--6
SLV annunciator, C--7
TGT button, C--5
TILT knob, C--6
TRB button, C--3
Weather radar systems
PRIMUSR 650 , B--1
description, B--2
in--flight compensation
adjustment, B--12
introduction, B--1
maximum permissible
exposure level, B--14
operating procedures, B--8
powerup, B--8
Index
Index--9
SPZ--8000 Digital Integrated Flight Control System
Index (cont)
PRIMUSR 650 Weather radar
System (cont)
precautions, B--8
preliminary control settings,
B--8
radar mode -- ground
mapping, B--9
radar mode -- weather, B--9
self--test, B--10
standby, B--9
tilt management, B--13
PRIMUSR 870 , C--1
description, C--2
in--flight compensation
adjustment, C--16
introduction, C--1
maximum permissible
exposure level, C--18
powerup, C--12
precautions, C--12
preliminary control settings,
C--12
radar mode -- ground
mapping, C--13
radar mode -- weather, C--13
self--test, C--14
standby, C--13
tilt management, C--17
Index
Index--10
A28--1146--055
REV 2