Dash 8 PHB a28-1146-041

HighlightsPage 1 of 1May 2001

HoneywellAerospace Electronic SystemsCES--PhoenixP.O. Box 21111Phoenix, Arizona 85036--1111U.S.A.

TO: HOLDERS OF THE SPZ--8000 DIGITAL INTEGRATEDFLIGHT CONTROL SYSTEM FOR THE DE HAVALLANDDASH 8 PILOT’S MANUAL, HONEYWELL PUB. NO.A28--1146--041

REVISION NO. 7 DATED MAY 2001

HIGHLIGHTS

Pages that have been revised are outlined below. Remove and insertthe affected pages listed. The revision number has been added to thebottom of the revised pages and revision bars have been used toindicate the revised or added text. Insert this highlights letter in themanual in your possession ahead of page RR-1/RR-2, Record ofRevisions. TheList of EffectivePages shows theorder inwhich to insertthe attached new pages of front material into your manual.

Page No. Description of Change

Title Pages Revised to reflect revision 7.

RR--1/RR--2 Revised to reflect revision 7.

LEP--1 thruLEP--4

Revised to reflect revision 7.

2--4 Period was added to the last sentence of Note.Section NO TAG was revised to read Section 3.

9--13 Table 9--2 was revised.




Printed in U.S.A. Pub. No. A28--1146--041--07 April 1987Revised May 2001

HoneywellAerospace Electronic SystemsCES--PhoenixP.O. Box 21111Phoenix, Arizona 85036--1111U.S.A.

SPZ--8000 IntegratedFlightControl System

for thede Havalland Dash 8

Pilot’s Manual

ASSOCIATEMEMBER

Member of GAMA

General AviationManufacturer’s Association

E

PRIMUS and SPEX are U.S. registered trademarks of Honeywell.

E2001 Honeywell

PROPRIETARY NOTICE

This document and the information disclosed herein are proprietarydata of Honeywell. Neither this document nor the information containedherein shall be used, reproduced, or disclosed to others without thewritten authorization of Honeywell, except to the extent required forinstallation or maintenance of recipient’s equipment.

NOTICE -- FREEDOM OF INFORMATION ACT (5 USC 552) ANDDISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY(18 USC 1905)

This document is being furnished in confidence by Honeywell. Theinformation disclosed herein falls within exemption (b) (4) of 5 USC552and the prohibitions of 18 USC 1905.

S2001

SPZ--8000 Integrated Flight Control System

Record of RevisionsA28--1146--041Rev 7 RR--1/(RR--2 blank)

Record of Revisions

Upon receipt of a revision, insert the latest revised pages and disposeof superseded pages. Enter revision number and date, insertion date,and the incorporator’s initials on this Record of Revisions. The typedinitial H is used when Honeywell is the incorporator of the revision.

RevisionNumber

RevisionDate

InsertionDate By

1 Feb 1989 Feb 1989 HI

2 Jun 1991 Jun 1991 HI

3 May 1995 May 1995 HI

4 Apr 2000 Apr 2000 H

5 Jul 2000 Jul 2000 H

6 Aug 2000 Aug 2000 H

7 May 2001 May 2001 H


A28--1146--041Rev 7 LEP--1

List of Effective Pages


Original 0. . . . Apr 1987Revision 1. . . . Feb 1989Revision 2. . . . Jun 1991Revision 3. . . . May 1995Revision 4. . . . Apr 2000Revision 5. . . . Jul 2000Revision 6. . . . Aug 2000Revision 7. . . . May 2001

Subheading and Page Revision Subheading and Page Revision

Title Page H 7

Record of Revisions

RR--1/RR--2 H 7


LEP--1 H 7

LEP--2 H 7

LEP--3 H 7

LEP--4 H 7

Table of Contents

TC--1 5

TC--2 4

TC--3 4

TC--4 4

TC--5 5

TC--6 5

TC--7 5

TC--8 5

TC--9/TC--10 6

Introduction

1--1 5

1--2 5

1--3/1--4 5

F 1--5/1--6 4

System Description

2--1 5

2--2 4

2--3 5

2--4 H 7

2--5 5

2--6 5

2--7/2--8 5

F 2--9/2--10 5

F 2--11/2--12 5

Attitude and Heading ReferenceSystem (AHRS)

3--1 5

3--2 5

3--3 5

3--4 5

3--5 5

3--6 5

3--7 5

3--8 5

Air Data Displays

4--1 4

4--2 4

4--3 4

4--4 4

Flight Instrument Displays

5--1 4

5--2 4

5--3 4

5--4 4

5--5 4

5--6 4

5--7 4

5--8 4

5--9 4

5--10 4

H indicates changed, added or deleted pages.F indicates right foldout page with a blank back.


A28--1146--041Rev 6

List of Effective PagesLEP--2


Electronic Flight Instrument System(EFIS) (Optional)

6--1 4

6--2 4

6--3 4

6--4 4

6--5/6--6 4

F 6--7/6--8 4

6--9 4

6--10 4

6--11 4

6--12 4

6--13 4

6--14 4

6--15 4

6--16 4

6--17 4

6--18 4

6--19 4

6--20 4

6--21 4

6--22 4

F 6--23/6--24 4

6--25 4

6--26 4

6--27 4

6--28 4

6--29 4

6--30 4

6--31 4

6--32 4

6--33 4

6--34 4

6--35 4

6--36 4

6--37 4

6--38 4

6--39 4

6--40 4

6--41 4

6--42 4

6--43 4

6--44 4

6--45 4

6--46 4

Flight Guidance System (FGS)

7--1 4

7--2 4

7--3 4

7--4 4

7--5 4

7--6 4

7--7 4

7--8 4

7--9 4

7--10 4

7--11 4

7--12 4

7--13 4

7--14 4

7--15 4

7--16 4

7--17 4

7--18 4

7--19/7--20 4

System Limits

8--1 4

8--2 4

8--3 4

8--4 4

8--5 4

8--6 4

8--7 4

8--8 4

8--9/8--10 4

Modes of Operation

9--1 4

9--2 4

9--3 4

9--4 4

9--5 4

9--6 4

9--7 4

9--8 4

9--9 4

9--10 4

9--11 4

9--12 4


A28--1146--041Rev 7 LEP--3



Modes of Operation (cont)

9--13 H 7

9--14 4

9--15 4

9--16 4

9--17 4

9--18 4

9--19 4

9--20 4

9--21 4

9--22 4

9--23 H 7

9--24 4

9--25 4

9--26 4

9--27 4

9--28 H 7

9--29 4

9--30 4

9--31 4

9--32 4

9--33 4

9--34 4

9--35 4

9--36 4

9--37 4

9--38 4

9--39 4

9--40 4

9--41 4

9--42 4

9--43 H 7

9--44 4

9--45 4

9--46 4

9--47 4

9--48 4

9--49 4

9--50 4

9--51 4

9--52 4

9--53 4

9--54 4

9--55 4

9--56 4

9--57 4

9--58 4

Troubleshooting

10--1 4

10--2 4

10--3 4

10--4 4

10--5 4

10--6 4

10--7 4

10--8 4

10--9 4

10--10 4

10--11 4

10--12 4

Honeywell Product Support

11--1 4

11--2 5

11--3 4

11--4 4

Acronyms and Abbreviations

12--1 5

12--2 5

12--3 5

12--4 5

Appendix A

A--1 4

A--2 4

A--3 4

A--4 4

A--5 4

A--6 4

Appendix B

B--1 4

B--2 4

B--3 4

B--4 4

B--5 4

B--6 4

B--7 4

B--8 4

B--9 4

B--10 4

B--11 4

B--12 4

B--13/B--14 4


A28--1146--041Rev 6

List of Effective PagesLEP--4


Appendix C

C--1 5

C--2 5

C--3 5

C--4 5

C--5 5

C--6 5

C--7 5

C--8 5

C--9 5

C--10 5

Index

Index--1 5

Index--2 5

Index--3 5

Index--4 5

Index--5 5

Index--6 5

Index--7 5

Index--8 5

Index--9 5

Index--10 5

Index--11/Index--12 5


A28--1146--041Rev 5

Table of ContentsTC--1

Table of Contents

Section Page

1. INTRODUCTION 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. SYSTEM DESCRIPTION 2-1. . . . . . . . . . . . . . . . . . . . .

Attitude and Heading Reference System (AHRS) 2-3. . .Aircraft Piloting Inertial Reference Sensor(APIRS) 2-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Air Data System 2-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Radio Altimeter System 2-5. . . . . . . . . . . . . . . . . . . . . . .Standard Electromechanical Flight InstrumentSystem 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

EDZ--811 Electronic Flight Instrument System(EFIS) (Optional) 2-5. . . . . . . . . . . . . . . . . . . . . . . . . . .

Dual Flight Guidance System (FGS) 2-6. . . . . . . . . . . .PRIMUSR 800 Weather Radar System 2-7. . . . . . . . . .Other Switches and Controls 2-7. . . . . . . . . . . . . . . . . . .

3. ATTITUDE AND HEADING REFERENCESYSTEM (AHRS) 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . .

General 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Standard Modes 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Reduced Performance Modes 3-2. . . . . . . . . . . . . . . . .Preflight Test 3-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ground Initialization 3-5. . . . . . . . . . . . . . . . . . . . . . .Abnormal Operation 3-7. . . . . . . . . . . . . . . . . . . . . . . . . .

Take--Off in BASIC Mode 3-7. . . . . . . . . . . . . . . . . . .Take--Off in DG Mode 3-7. . . . . . . . . . . . . . . . . . . . . .Flight Operations in BASIC Mode 3-7. . . . . . . . . . . .Flight Operations in DG Mode 3-7. . . . . . . . . . . . . . .Abnormal ADI or HSI Indication 3-8. . . . . . . . . . . . .Heading Mismatch 3-8. . . . . . . . . . . . . . . . . . . . . . . . .In--Air Initialization 3-8. . . . . . . . . . . . . . . . . . . . . . . . .

4. AIR DATA DISPLAYS 4-1. . . . . . . . . . . . . . . . . . . . . . . .

Altimeter 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Altitude Preselect Controller 4-2. . . . . . . . . . . . . . . .


A28--1146--041Rev 4


Table of Contents (cont)Section Page

5. FLIGHT INSTRUMENT DISPLAYS 5-1. . . . . . . . . . . . .

Electromechanical Flight Instrument System 5-1. . . . .Attitude Director Indicator (ADI) 5-1. . . . . . . . . . . . .ADI Displays 5-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Horizontal Situation Indicator (HSI) 5-7. . . . . . . . . .HSI Displays 5-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. ELECTRONIC FLIGHT INSTRUMENT SYSTEM(EFIS) (OPTIONAL) 6-1. . . . . . . . . . . . . . . . . . . . . . . .

General 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Display Controller 6-2. . . . . . . . . . . . . . . . . . . . . . . . . . . .Electronic Attitude Director Indicator (EADI) 6-5. . . . . .

General 6-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .EADI Displays and Annunciators 6-5. . . . . . . . . . . .Typical EADI Display Presentations 6-12. . . . . . . . . .EADI Amber Caution and FailureAnnunciators 6-16. . . . . . . . . . . . . . . . . . . . . . . . . . . .

EADI Red Failure Annunciators 6-20. . . . . . . . . . . . .Electronic Horizontal Situation Indicator (EHSI) 6-22. . .

Full Compass Displays 6-22. . . . . . . . . . . . . . . . . . . . .Partial Compass Displays Only 6-25. . . . . . . . . . . . . .Typical EHSI Displays 6-29. . . . . . . . . . . . . . . . . . . . . .EHSI Weather Radar and Multiple WaypointDisplays 6-33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Enhanced Ground Proximity Warning System(EGPWS) 6-37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

EHSI Amber Caution and FailureAnnunciators 6-40. . . . . . . . . . . . . . . . . . . . . . . . . . . .

EHSI Red Failure Annunciators 6-41. . . . . . . . . . . . .Composite Display on EADI and EHSI 6-44. . . . . . .

7. FLIGHT GUIDANCE SYSTEM (FGS) 7-1. . . . . . . . . . .

Flight Guidance Controller 7-1. . . . . . . . . . . . . . . . . . . . .Advisory Display 7-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. SYSTEM LIMITS 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Glossary of Terms 8-1. . . . . . . . . . . . . . . . . . . . . . . . . . . .Attitude Director Indicator (ADI) CommandCue 8-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Glideslope (GS) Gain Programming 8-2. . . . . . . . . .Glideslope Capture (GS CAP) 8-2. . . . . . . . . . . . . . .


A28--1146--041Rev 4



8. SYSTEM LIMITS (CONT)

Glideslope Track (GS TRACK) 8-2. . . . . . . . . . . . . .Lateral Beam Sensor (LBS) 8-3. . . . . . . . . . . . . . . . .Localizer Capture 1/2, Back Capture 1/2(LOC CAP 1/2, BC CAP 1/2) 8-3. . . . . . . . . . . . . .

Localizer Track 1/2, Back Course Track 1/2(LOC TRACK 1/2, BC TRACK 1/2) 8-4. . . . . . . .

True Airspeed (TAS) Gain Programmer 8-4. . . . . . .Vertical Beam Sensor (VBS) 8-5. . . . . . . . . . . . . . . .VOR Capture (VOR CAP) 8-5. . . . . . . . . . . . . . . . . .VOR Track 8-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .VOR Over Station Sensor (VOR OSS) 8-5. . . . . . .VOR After Over Station Sensor 1/2(VOR AOSS 1/2) 8-6. . . . . . . . . . . . . . . . . . . . . . . .

System Operating Limits 8-7. . . . . . . . . . . . . . . . . . . . . .

9. MODES OF OPERATION 9-1. . . . . . . . . . . . . . . . . . . . .

Heading Hold and Wings Level 9-1. . . . . . . . . . . . . . . . .Roll Hold Mode 9-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Heading Select Mode 9-3. . . . . . . . . . . . . . . . . . . . . . . . .VOR (NAV) capture mode 9-5. . . . . . . . . . . . . . . . . . . . .VOR (NAV) Track Mode 9-10. . . . . . . . . . . . . . . . . . . . . . .VOR Approach (VOR APP) Mode 9-13. . . . . . . . . . . . . .RNAV Enroute Mode 9-14. . . . . . . . . . . . . . . . . . . . . . . . .Localizer (NAV) Mode 9-15. . . . . . . . . . . . . . . . . . . . . . . . .Back Course (BC) Mode 9-23. . . . . . . . . . . . . . . . . . . . . .ILS Approach Mode 9-27. . . . . . . . . . . . . . . . . . . . . . . . . .Azimuth (MLS) Mode 9-35. . . . . . . . . . . . . . . . . . . . . . . . .MLS Approach Mode 9-43. . . . . . . . . . . . . . . . . . . . . . . . .Dual Couple Approach Mode 9-49. . . . . . . . . . . . . . . . . .Pitch Attitude Hold Mode 9-50. . . . . . . . . . . . . . . . . . . . . .Vertical Speed (VS) Hold Mode 9-51. . . . . . . . . . . . . . . .Indicated Airspeed (IAS) Hold Mode 9-52. . . . . . . . . . . .Altitude Hold Mode 9-54. . . . . . . . . . . . . . . . . . . . . . . . . . .Altitude Preselect Mode 9-55. . . . . . . . . . . . . . . . . . . . . . .Go--Around (Wings Level) Mode 9-58. . . . . . . . . . . . . . .

10. TROUBLESHOOTING 10-1. . . . . . . . . . . . . . . . . . . . . . .

Troubleshooting Digital Avionics 10-1. . . . . . . . . . . . . . . .Typical Problems 10-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Lateral Mode Problems 10-2. . . . . . . . . . . . . . . . . . . .Vertical Mode Problems 10-4. . . . . . . . . . . . . . . . . . . .


A28--1146--041Rev 4



10. TROUBLESHOOTING (CONT)

Combined Vertical and Lateral ModeProblems 10-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Pilot Write--Up 10-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Report Forms 10-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Preliminary Considerations 10-7. . . . . . . . . . . . . . . . .Writing the Report 10-8. . . . . . . . . . . . . . . . . . . . . . . . .Commonly Used Terms 10-8. . . . . . . . . . . . . . . . . . . .Flight Fault Summary 10-11. . . . . . . . . . . . . . . . . . . . . .

11. HONEYWELL PRODUCT SUPPORT 11-1. . . . . . . . . .

Publication Ordering Information 11-4. . . . . . . . . . . . . . .

12. ACRONYMS AND ABBREVIATIONS 12-1. . . . . . . . . .

APPENDICES

A PRIMUSRRRR 800 WEATHER RADAR SYSTEM A--1. . . .

Introduction A--1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PRIMUSR 800 Weather Radar Operation A--2. . . . . . . .Typical Operation A--5. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Preflight A--5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B PRIMUSRRRR 660 WEATHER RADAR SYSTEM B--1. . . .

Introduction B--1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Description B--1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Weather Radar Controller B--2. . . . . . . . . . . . . . . . . . . . .

Controls and Indicators B--2. . . . . . . . . . . . . . . . . . . . .Normal Operation B--8. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Preliminary Control Settings B--8. . . . . . . . . . . . . . . .Precautions B--8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Power--Up B--9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Standby B--10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Radar Mode -- Weather B--11. . . . . . . . . . . . . . . . . . . .Radar Mode -- Ground Mapping B--11. . . . . . . . . . . . .Fault Monitoring B--11. . . . . . . . . . . . . . . . . . . . . . . . . . .Tilt Management B--12. . . . . . . . . . . . . . . . . . . . . . . . . .Maximum Permissible Exposure Level (MPEL) B--13


A28--1146--041Rev 5


Table of Contents (cont)

C AIRCRAFT PILOTING INERTIAL REFERENCESENSOR (APIRS) C--1. . . . . . . . . . . . . . . . . . . . . . . . . .

Standard Modes C--1. . . . . . . . . . . . . . . . . . . . . . . . . . . . .Reduced Performance Modes C--3. . . . . . . . . . . . . . . . .Attitude and Heading Control Panel (AHCP) C--4. . . . .Preflight Test C--5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Ground Initialization C--6. . . . . . . . . . . . . . . . . . . . . . .Abnormal Operation C--7. . . . . . . . . . . . . . . . . . . . . . . . . .

Take--Off in BASIC Mode C--7. . . . . . . . . . . . . . . . . . .Take--Off in DG Mode C--7. . . . . . . . . . . . . . . . . . . . . .Flight Operations in BASIC Mode C--8. . . . . . . . . . . .Flight Operations in DG Mode C--8. . . . . . . . . . . . . . .Abnormal ADI or HSI Indication C--8. . . . . . . . . . . . .Heading Mismatch C--9. . . . . . . . . . . . . . . . . . . . . . . . .In--Air Initialization C--9. . . . . . . . . . . . . . . . . . . . . . . . .

INDEX Index--1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of Illustrations

Figure Page

1--1 deHavilland Dash 8 Cockpit 1-5. . . . . . . . . . . . . . . . . . . .

2--1 System Block Diagram for ElectromechanicalSystem 2-9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2--2 System Block Diagram for the EFIS System 2-11. . . . .

3--1 AHRS Controller 3-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4--1 Barometric Electromechanical Altimeter 4-1. . . . . . . . .4--2 Altitude Preselect Controller 4-2. . . . . . . . . . . . . . . . . . .4--3 Altitude Alerting Profile 4-4. . . . . . . . . . . . . . . . . . . . . . . .

5--1 Attitude Director Indicator 5-1. . . . . . . . . . . . . . . . . . . . .5--2 Typical ILS Approach on the ADI Display 5-5. . . . . . . .5--3 ADI Showing Typical Cruise Presentation 5-5. . . . . . . .5--4 Optional AD--550A Single Cue ADI Showing

Typical ILS Approach Presentation 5-6. . . . . . . . . . . .5--5 Electromechanical Horizontal Situation Indicator 5-7. . . .5--6 HSI Showing Typical Approach Configuration 5-10. . . .5--7 HSI in a Typical Cruise Configuration 5-10. . . . . . . . . . .


A28--1146--041Rev 5



List of Illustrations (cont)

Figure Page

6--1 Display Controller 6-2. . . . . . . . . . . . . . . . . . . . . . . . . . . .6--2 EADI Displays 6-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--3 Take--Off Using Go--Around Mode 6-12. . . . . . . . . . . . . .6--4 Climb to Initial Altitude 6-13. . . . . . . . . . . . . . . . . . . . . . . .6--5 Enroute Cruise 6-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--6 Setup for Approach 6-15. . . . . . . . . . . . . . . . . . . . . . . . . . .6--7 EADI Caution and Failure Annunciators (Amber) 6-16. . .6--8 EADI Failure Annunciators 6-17. . . . . . . . . . . . . . . . . . . .6--9 EADI Display Failure Annunciators (Red) 6-20. . . . . . . .6--10 Internal System Failure 6-21. . . . . . . . . . . . . . . . . . . . . . .6--11 EHSI Displays and Annunciators 6-23. . . . . . . . . . . . . . .6--12 Typical EHSI Approach Presentation 6-29. . . . . . . . . . . .6--13 Typical EHSI Cruise Presentation 6-29. . . . . . . . . . . . . .6--14 Partial Compass EHSI Format MAP Mode 6-30. . . . . . .6--15 Compass Display in the APPROACH Mode 6-32. . . . . .6--16 Compass Display in the CRUISE Mode 6-32. . . . . . . . .6--17 Partial Compass EHSI Format Showing

Multiple Waypoints and Weather 6-33. . . . . . . . . . . . .6--18 MAP Mode With Multiple Waypoints 6-35. . . . . . . . . . . .6--19 HSI Display With Terrain Display 6-39. . . . . . . . . . . . . . .6--20 EGPWS Test Display 6-39. . . . . . . . . . . . . . . . . . . . . . . . .6--21 EHSI Caution and Failure Annunciators (Amber) 6-40. . .6--22 EHSI Display Failure Annunciators (Red) 6-41. . . . . . . .6--23 Heading Failure Annunciators 6-42. . . . . . . . . . . . . . . . . .6--24 Deviation Failure Indicator 6-43. . . . . . . . . . . . . . . . . . . . .6--25 Composite Displays With Callouts (Lower) 6-44. . . . . . .6--26 Instrument Remote Controller 6-46. . . . . . . . . . . . . . . . . .

7--1 Flight Guidance Controller 7-1. . . . . . . . . . . . . . . . . . . . .7--2 Advisory Display 7-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . .7--3 Message Field Locations 7-4. . . . . . . . . . . . . . . . . . . . . .

9--1 Heading Hold Cockpit Displays 9-1. . . . . . . . . . . . . . . . .9--2 Roll Hold Mode Displays 9-2. . . . . . . . . . . . . . . . . . . . . .9--3 Heading Select Mode Displays 9-4. . . . . . . . . . . . . . . . .9--4 VOR Capture Plan View 9-6. . . . . . . . . . . . . . . . . . . . . . .9--5 VOR Capture Displays 9-7. . . . . . . . . . . . . . . . . . . . . . . .9--6 VOR Capture Displays 9-8. . . . . . . . . . . . . . . . . . . . . . . .9--7 VOR Capture Phase, Plan View 9-9. . . . . . . . . . . . . . . .9--8 Course Cut Limiting, Plan View 9-10. . . . . . . . . . . . . . . . .9--9 VOR Tracking Displays 9-11. . . . . . . . . . . . . . . . . . . . . . .


A28--1146--041Rev 5




Figure Page

9--10 VOR Zone of Confusion 9-12. . . . . . . . . . . . . . . . . . . . . . .9--11 Localizer Approach Displays 9-17. . . . . . . . . . . . . . . . . . .9--12 Localizer Beam Intercept, Plan View 9-18. . . . . . . . . . . .9--13 Localizer Capture Displays 9-19. . . . . . . . . . . . . . . . . . . .9--14 Localizer Capture, Plan View 9-20. . . . . . . . . . . . . . . . . .9--15 Localizer Tracking Displays 9-21. . . . . . . . . . . . . . . . . . . .9--16 Localizer Tracking, Profile View 9-22. . . . . . . . . . . . . . . .9--17 Back Course, Plan View 9-23. . . . . . . . . . . . . . . . . . . . . . .9--18 Back Course Armed Displays 9-24. . . . . . . . . . . . . . . . . .9--19 Back Course Capture Displays 9-25. . . . . . . . . . . . . . . . .9--20 Back Course Tracking Displays 9-26. . . . . . . . . . . . . . . .9--21 ILS Approach Mode, Plan View 9-27. . . . . . . . . . . . . . . .9--22 ILS Armed Display Indications 9-29. . . . . . . . . . . . . . . . .9--23 Glideslope Capture Displays 9-31. . . . . . . . . . . . . . . . . . .9--24 Aircraft Approaching the Glideslope Beam,

Profile View 9-32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9--25 Glideslope Tracking Displays 9-33. . . . . . . . . . . . . . . . . .9--26 Glideslope Tracking, Profile View 9-34. . . . . . . . . . . . . . .9--27 MLS Approach To Capture, Plan View 9-36. . . . . . . . . . .9--28 MLS Armed Displays 9-37. . . . . . . . . . . . . . . . . . . . . . . . .9--29 Aircraft’s Turn to Capture, Plan View 9-38. . . . . . . . . . . .9--30 MLS Capture Displays 9-39. . . . . . . . . . . . . . . . . . . . . . . .9--31 AZ Tracking Displays 9-41. . . . . . . . . . . . . . . . . . . . . . . . .9--32 MLS Final Approach, Profile View 9-42. . . . . . . . . . . . . .9--33 MLS Approach Mode, Plan View 9-43. . . . . . . . . . . . . . .9--34 MLS Approach Armed Displays 9-44. . . . . . . . . . . . . . . .9--35 MLS Approach Capture Displays 9-45. . . . . . . . . . . . . . .9--36 MLS Approach, Profile View 9-46. . . . . . . . . . . . . . . . . . .9--37 MLS Tracking Displays 9-47. . . . . . . . . . . . . . . . . . . . . . . .9--38 MLS Approach Tracking, Profile View 9-48. . . . . . . . . . .9--39 Pitch Attitude Hold Mode Displays 9-50. . . . . . . . . . . . . .9--40 Vertical Speed Hold Mode Displays 9-51. . . . . . . . . . . . .9--41 IAS Hold Mode Displays 9-53. . . . . . . . . . . . . . . . . . . . . .9--42 Altitude Hold Mode Displays 9-54. . . . . . . . . . . . . . . . . . .9--43 Altitude Preselect, Profile View 9-55. . . . . . . . . . . . . . . . .9--44 Go--Around Displays 9-58. . . . . . . . . . . . . . . . . . . . . . . . . .

10--1 Lateral Mode Conditions and Problems 10-3. . . . . . . . . .10--2 Vertical Mode Conditions and Problems 10-5. . . . . . . . .10--3 Pilot Check and Squawk Sheet 10-9. . . . . . . . . . . . . . . . .10--4 Advisory Display After Flight Fault Initiation 10-11. . . . . .


A28--1146--041Rev 5




Figure Page

10--5 Advisory Display With Flight Fault SummaryDisplayed 10-11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10--6 Advisory Display With Flight Fault Data 10-12. . . . . . . . .

A--1 Weather Radar Indicator A--2. . . . . . . . . . . . . . . . . . . . . .

B--1 Weather Radar Controller B--2. . . . . . . . . . . . . . . . . . . . .B--2 EHSI With Weather Radar Test Pattern B--9. . . . . . . . .B--3 EHSI With Weather Radar Test Pattern

Example) B--10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .B--4 Radar Beam Illumination High Altitude

12--Inch Radiator B--12. . . . . . . . . . . . . . . . . . . . . . . . . . .B--5 Radar Beam Illumination Low Altitude

12--Inch Radiator B--12. . . . . . . . . . . . . . . . . . . . . . . . . . .B--6 MPEL Boundary B--13. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C--1 Attitude and Heading Control Panel C--4. . . . . . . . . . . . .

List of Tables

Table Page

1--1 deHavilland Dash 8 Equipment List 1-1. . . . . . . . . . . . .

6--1 Bearing Pointer Selection 6-3. . . . . . . . . . . . . . . . . . . . .6--2 Lateral and Vertical Mode Transitions 6-9. . . . . . . . . . .6--3 Comparison Monitor 6-18. . . . . . . . . . . . . . . . . . . . . . . . . .6--4 HSI Weather Radar Mode and Target Alert

Annunciators 6-34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6--5 Weather Radar Displays 6-34. . . . . . . . . . . . . . . . . . . . . .6--6 EGPWS Terrain Display Color Definitions 6-38. . . . . . . .

7--1 SAT/TAS Display Functions 7-6. . . . . . . . . . . . . . . . . . . .7--2 System Messages That Prohibit Engagement 7-7. . .7--3 Initial Power--up Messages 7-8. . . . . . . . . . . . . . . . . . . .7--4 Mode Inhibit Messages 7-9. . . . . . . . . . . . . . . . . . . . . . .7--5 Messages That Can Be Removed With the

RESET Button 7-10. . . . . . . . . . . . . . . . . . . . . . . . . . . . .7--6 Messages That Cannot Be Removed

Using the RESET Button 7-11. . . . . . . . . . . . . . . . . . . .7--7 Momentary Messages 7-11. . . . . . . . . . . . . . . . . . . . . . . .


A28--1146--041Rev 6

Table of ContentsTC--9/(TC--10 blank)


List of Tables (cont)

Table Page

7--8 System Fault Disengagement Messages 7-12. . . . . . . .7--9 Crew--Activated Disengagement Messages 7-13. . . . . .7--10 AFCS Computer--Caused Failure Messages 7-13. . . . .7--11 System Monitor Disengagement Messages 7-14. . . . . .7--12 AFCS Mistrim Messages 7-14. . . . . . . . . . . . . . . . . . . . . .7--13 Flight Director Lateral and Vertical Arm Modes 7-16. .7--14 Flight Director Lateral and Vertical Active Modes 7-17. . .7--15 Non--Arm and Capture Annunciators 7-18. . . . . . . . . . . .

8--1 System Limits 8-7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9--1 VOR Capture Setup Procedure 9-5. . . . . . . . . . . . . . . .9--2 VOR Approach Setup Procedure 9-13. . . . . . . . . . . . . . .9--3 RNAV Setup Procedure 9-14. . . . . . . . . . . . . . . . . . . . . . .9--4 Localizer Setup Procedure 9-15. . . . . . . . . . . . . . . . . . . .9--5 Back Course Setup Procedure 9-23. . . . . . . . . . . . . . . . .9--6 ILS Approach Mode Procedure 9-28. . . . . . . . . . . . . . . . .9--7 MLS Setup Procedure 9-35. . . . . . . . . . . . . . . . . . . . . . . .9--8 MLS Approach Mode Procedure 9-43. . . . . . . . . . . . . . .9--9 Dual Couple Approach Setup Procedure 9-49. . . . . . . .9--10 Altitude Hold Mode Procedure 9-54. . . . . . . . . . . . . . . . .9--11 Altitude Preselect Mode Procedure 9-56. . . . . . . . . . . . .

10--1 Digital and Analog System Differences 10-1. . . . . . . . . .10--2 Lateral Mode Problems 10-2. . . . . . . . . . . . . . . . . . . . . . .10--3 Vertical Mode Problems 10-4. . . . . . . . . . . . . . . . . . . . . . .10--4 Problems Common to Both Vertical and Lateral

Modes 10-6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10--5 Definitions of Terms 10-8. . . . . . . . . . . . . . . . . . . . . . . . . .

A--1 Initial Control Settings A--5. . . . . . . . . . . . . . . . . . . . . . . . .A--2 Preflight Test Procedure A--6. . . . . . . . . . . . . . . . . . . . . . .

B--1 Target Alert Characteristics B--4. . . . . . . . . . . . . . . . . . . .B--2 Rainfall Rate Color Reference B--5. . . . . . . . . . . . . . . . . .B--3 PRIMUSR 660 Weather Radar System

Precautions B--5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


A28--1146--041Rev 5 1-1

Introduction

1. Introduction

This document describes the operation, components, typical flightapplications, and operating procedures for the SPZ--8000 DigitalIntegrated Flight Control System (DIFCS) that is installed in thedeHavilland Dash 8 Series aircraft, as shown in Figure 1--1. Theequipment covered in this manual is the standard complement thatincludes electromechanical attitude director indicators (ADI) andhorizontal situation indicators (HSI). The EDZ--811 Electronic FlightInstrument System (EFIS) is an available option. The EFIS operationis described in Section 6 of this manual. Equipment covered in themanual is listed in Table 1--1.

Model Unit Part Number

Cockpit Mounted (Standard)

AD--550C Attitude Director Indicator (ADI) 7001182--913

RD--550A Horizontal Situation Indicator (HSI) 7001179--951

RI--306 Instrument Remote Controller 4026206--915

GC--801 Flight Guidance Controller 7003975--901

ID--800/802 Advisory Display 7003652--901/611

AC--801 Attitude and Heading ReferenceSystem (AHRS) Controller

or

Aircraft Piloting Inertial ReferenceSensor (APIRS) Controller

7004545--901

Non--Honeywell

AL--801 Altitude Preselect Controller 7004577--903

BA--141 Altitude Indicator 4016341--905

AD--550A Attitude Director Indicator (ADI)(Optional)

7001182--909

Cockpit Mounted (Optional EFIS)

ED--800 Electronic Display 7003110--901

DC--810 Display Controller 7005819--701

deHavilland Dash 8 Equipment ListTable 1--1 (cont)


A28--1146--041Rev 5

Introduction1-2

Model Part NumberUnit

Remote Mounted Series 100 (Standard)

FZ--800 Flight Guidance Computer 7002260--VAR

SM--300 Servo Drive 7003974--VAR

SM--710 Rudder Actuator 4012373--917/817

TM--400 Trim Servo 7003032--612

FX--600 Flux Valve 7010133

AZ--810 Digital Air Data Computer (DADC) 7000700--VAR

RT--300 Radio Altimeter 7001840--912

Radio Altimeter Antenna Sensor Systems




AH--600 AHRS Computer 7003360--VAR

MT--600 AHRS Mounting Tray 7003333--902

SM--710 Rudder Actuator 4012373--917/817

TM--400 Trim Servo 7003032--612


AZ--800 Digital Air Data Computer (DADC) 7000700--976

RT--300 Radio Altimeter Receiver/ Transmitter 7001840--912


deHavilland Dash 8 Equipment ListTable 1--1 (cont)


A28--1146--041Rev 5 1-3/(1-4 blank)

Introduction

Model Part NumberUnit




AH--600 AHRS Computer 7003360--VAR

AH--600 AHRS Mounting Tray 7003333--902

SM--710 Rudder Actuator 4012373--817

TM--400 Trim Servo 7003032--612


AZ--810 Digital Air Data Computer 7000700--VAR

RT--300 Radio Altimeter Receiver/ Transmitter 7001840--912


Remote Mounted (Optional EFIS)

SG--811 Symbol Generator 7004544--312

deHavilland Dash 8 Equipment ListTable 1--1


A28--1146--041Rev 4

System Description1-5/(1-6 blank)

deHavilland Dash 8 CockpitFigure 1--1


A28--1146--041Rev 5 2-1

System Description

2. System Description

The SPZ--8000 Digital Integrated Flight Control System is shown inFigures 2--1 and 2--2 in block diagram form. Figure 2--1 is theelectromechanical system, andFigure 2--2 is theoptional EFIS system.The systems consists of the following subsystems:

D Attitude and heading reference system (AHRS), or aircraft pilotinginertial reference sensor (APIRS).

D Air data system

D Radio altimeter system

D Standard electromechanical flight instrument system

D EDZ--811 Electronic Flight Instrument System (EFlS) (Optional)

D Dual flight guidance system

D PRIMUSR 800 Weather Radar System.

The SPZ--8000 is a complete integrated flight control system that isfail--operational. The system executes flight director guidance,autopilot, yaw damper, and trim functions. The automatic path modecommands are generated by the flight guidance computer thatintegrates the attitude and heading reference, air data, and thestandard instruments or EFlS into a complete aircraft control systemthat stabilizes and controls the aircraft to ensure optimum performancethroughout the aircraft flight regime.

A central serial communications network is an inter--subsystemcommunications function within the system. The network is denoted bythenomenclature avionics standard communications bus (ASCB). Thisbus structure uses advanced communications techniques and safetydesign features that are used for through--put, and fail--operational dataexchange within the system. The ASCB consists of two serialsynchronous digital communications buses. Each bus is electricallyisolated from the other bus and each bus can communicatebidirectionally.

The ASCB interfaces the automatic flight control system with theattitude and heading reference system, the digital air data system andthe optional EFlS. The flight guidance computer is the bus controller.Each subsystembroadcasts on theASCBwhen it is directed to transmitby the bus controller, and returns to an off condition when its time slotexpires.

The system data communication is split between the main system bus(ASCB) and private line paths that are used for specific sensitive datafor which fault isolation is required.


A28--1146--041Rev 4

System Description2-2

The specific private line paths include the following:

D Attitude and heading reference unit (AHRU) pitch and roll attitudeto the ADI

D Attitude and heading reference unit heading to the HSI

D Air data computer altitude to the altitude indicator

D Attitude and heading control panel (AHCP) to the AHRU

D Flight guidance controller to the flight guidance computer.

For the optional EFIS system, private line paths include:

D AHRU attitude and heading to the EFlS

D EFlS controller to the EFlS symbol generator

D EFlS symbol generator to the displays.

Also, switched navigation data is input directly to the AFCS and flightinstruments to ensure that both subsystemsmay independently assessinstrument landing system and microwave landing system data duringapproaches.

The system displays heading, course, radio bearing, pitch and rollattitude, barometric altitude, selected alert altitude, radio altitude,rate--of--turn, course deviation, glideslope deviation, TO--FROMindications, and DME indications. Lighted annunciators denoteselected flight mode, altitude alert, decision height, and go--aroundmodeengagement. Pitch and roll steering commands developed by theflight guidance computer (FGC) in conjunction with the flight guidancecontroller are displayed by steering pointers to enable the pilot to reachand/or maintain the desired flightpath or attitude.


A28--1146--041Rev 5 2-3

System Description

ATTITUDE AND HEADING REFERENCE SYSTEM(AHRS)

NOTE: Dash 8 aircraft are equipped with either a Honeywell AHRSor an APIRS manufactured by sfim Corporation. The AHRSis described in section 3 of this manual.

The AHRS is comprised of the following components:

D Strapdown AHRU

D AHRS controller/remote compensator

D Thin flux valve

The AHRS is a strapdown system that differs from a platform system.A typical platform system has the following characteristics:

D It uses gimballed gyros.

D It has a spinning mass that is isolated from the airframe by gimbals.

D The output signals are displacement sensitive.

Characteristics of a strapdown system are:

D It has no gimbals.

D The spinning mass follows the airframe.

D The output signals are rate sensitive.

The strapdown AHRS is an all attitude inertial sensor system that givesaircraft attitude, heading, and flight dynamics information to theADIandHSI displays, flight control (DAFCS), weather radar antenna platform,and other aircraft systems and instruments. The AHRS differs fromconventional vertical and directional gyro systems in that thegyroscopic elements are rate gyros that are strapped down to theprincipal aircraft axes. A digital computer contained in the AHRScomputer mathematically integrates the rate data to obtain heading,pitch, and roll. The flux valve and three accelerometers in the AHRScomputer generates long term references for the system.

The AHRS controller lets the pilot manually slew the AHRU heading toany desired output and to makemode control inputs to the AHRU. Thecontroller gives mode and warning annunciations for the AHRU. Thecontroller uses two serial unidirectional, digital buses to communicatewith the AHRU. Additionally, an electronic compensator is incorporatedwhich gives single cycle N--S, E--W compensation for the flux valve.


A28--1146--041Rev 7


AIRCRAFT PILOTING INERTIAL REFERENCESENSOR (APIRS)

NOTE: This description of the APIRS shows how it operates with theHoneywell SPZ--8000 Integrated Flight Control System. TheAPIRS is manufactured by sfim Corporation, and thecomplete description and operation is given in the sfim PilotHandbook and the Aircraft Flight Manual. A brief descriptionis given in Appendix C of this manual.

The dual APIRS installation is the primary attitude and headingreference source. Several operational modes maintain attitude andheading in the event of certain system failures. The standard systemconsists of the following:

D Dual AHRUs

D Dual AHCPs

D Dual flux valves.

Pitch, roll, and heading are output to the standard electromechanical oroptional EFIS, and the AFCS attitude and heading data is supplied toother aircraft systems such as weather radar antennas and radiomagnetic indicators.

The system operates in theNORMALandSLAVEDstandardmodes aswell as the two BASIC and DG reduced performance modes. Thesystem is controlled using the APIRS controller. This system isdescribed in detail in Section 3 of this manual.

AIR DATA SYSTEM

The air data system consists of the following components:

D Air data computer

D Barometric altitude indicator

D Altitude preselect controller.

The air data computer is a microprocessor based digital computer thataccepts both digital and analog inputs, performs digital computations,and supplies both digital and analog outputs. The air data computerreceives pitot--static pressures and total air temperature inputs forcomputing the standard air data functions. The air data computeroutputs drive the barometric altitude indicator, transponder, flightrecorder, flight director, and autopilot, as well as other elements of theflight control system. The altitude controller selects and displays thedesired altitude reference for the altitude alerting and altitude preselectfunctions. The computations for each of these functions is performedby the air data computer.


A28--1146--041Rev 5 2-5

System Description

RADIO ALTIMETER SYSTEM

The radio altimeter system consists of the following components:

D Radio altimeter receiver/transmitter

D Radio altimeter antenna.

The radio altimeter system gives an absolute altitude display from 0 to2500 feet. It also selects decision height, and has its own failureannunciation and an internal self--test.

STANDARD ELECTROMECHANICAL FLIGHTINSTRUMENT SYSTEM

The standard electromechanical flight instrument system consists ofthe following components:

D HSI

D ADI

D Instrument remote controller.

The standard flight instrument system displays pitch and roll attitude,heading, course orientation, and flightpath commands. The APIRSoutputs attitude and heading and includes synchro outputs to interfacewith the electromechanical HSI and ADI. These instruments do notinterface with the ASCB.

EDZ--811 ELECTRONIC FLIGHT INSTRUMENTSYSTEM (EFIS) (OPTIONAL)

The EFIS consists of the following components:

D Electronic display (electronic attitude director indicator (EADI) andelectronic horizontal situation indicator (EHSI))

D Symbol generator

D Display controller


The EFIS displays pitch and roll attitude, heading, course orientation,flight path commands, weather presentations, and mode and sourceannunciators.

The EFIS displays essential information from sensor systems, andautomatic flight control, navigation, and caution--warning systems intothe pilot’s prime viewing area. Each symbol generator can drive fourdisplays, so that when a symbol generator fails, the remaining symbolgenerator can drive the displays on both sides.


A28--1146--041Rev 5


In the case of a display failure, a composite attitude/heading displayformat can be annunciated on the remaining display.

Attitude and heading displays, and navigation sensor data can beelectronically switched. The EFIS does all of the display informationcomparison monitoring.

The primary attitude data from the APIRS is sent to the EFIS symbolgenerator over a dedicated serial bus. This isolates the data to thepilot’s instruments.

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 Elevator trim servo.

The FGS contains a fail--operational flight director, autopilot, yawdamper, and trim functions. The system is fail--operational because itcontains redundant flight control functions. Only the servos andactuator are non--redundant. The flight guidance system uses dualattitude/heading and air data sensors by sensor voting and managingredundancy. The fail--operational characteristic is extended to includesensor failures.

Each servo or actuator is a single channel unit and that is connected toboth flight guidance computers. Only one computer actively controlstheactuator or servos. Normally, the left side computer is in control. Theright side computer can be manually selected, or automatically takescontrol if there is a disengage type failure in the left side computer. Thisassures fail--operational control.

The single flight guidance controller is used to engage the system,select the operatingmodes, select the source of navigation data for theHSI and flight guidance computer, and control navigation sourceswitching. The pitch wheel is also part of this unit.

The advisory display indicates mode selection, mode transition, andcaution messages.


A28--1146--041Rev 5 2-7/(2-8 blank)

System Description

PRIMUSRRRR 800 WEATHER RADAR SYSTEM

The PRIMUSr 800 Weather Radar System consists of the followingcomponents:

D Weather receiver/transmitter

D Digital indicator

D Antenna pedestal.

The PRIMUSr 800 Weather Radar System is an X--band radar that isdesigned for weather detection and analysis. The indicator displays stormintensity levels in bright colors contrasted against a deep blackbackground. Areas of heaviest rainfall are displayed in red, rainfall ofmedium intensity is yellow, and areas of weakest rainfall are green. Afterproper evaluation, the pilot can chart a course around these storm areas.The radar can also be used for ground mapping. In the MAP mode,prominent landmarks are displayed to identify coastline, hilly ormountainous regions, cities, or even large structures. In ground mappingmode, video levels of increasing reflectivity are displayed as black, cyan,yellow, andmagenta (least to most reflective). When the PRIMUSr 800Weather Radar System is operated in conjunctionwith the optional EFIS,the radar image is displayed on the EHSI.

Additional information is included in Appendix A at the end of this manual.A full description is presented in Honeywell Pub. No. IB8023135.

OTHER SWITCHES AND CONTROLS

D Autopilot (AP) Disconnect Switches -- The AP disconnectswitches are control wheel mounted switches. When they arepushed, they disconnect the autopilot.

D Touch Control Steering (TCS) -- When the control wheel mountedTCS is pushed, the pilot canmanually change aircraft attitude, altitude,and/or vertical speed without disengaging the autopilot.

D Go--Around Switches -- The go--around switch is a pushbuttonswitch that is located on the throttle lever. In the Series 100 aircraft, itdisengages the autopilot and commands a wings level, 10_ nose--upattitude with flaps extended, or 12_ nose--up attitude with flapsretracted. In the Series 300 aircraft, a 9_ nose--up attitude iscommanded for all flap settings.

D Display Select Switches -- Panel mounted switches are used fordistancemeasuringequipment (DME) hold, trueairspeed (TAS)and(optional) symbol generator reversion (SG REV) for EFIS systems.


A28--1146--041Rev 5


AD--23307@

01

3

456

7

8 2

5

AD--550CADIBA--141ALT IND

N 333

30W

24

21

S

15

12E

6

COURSE DIST

RD--550A HSI

RT--300RADIOALTIMETERRECEIVER/TRANSMITTER

ANTENNA ANTENNASM--300

ELEVATOR SERVO

SM--710LINEAR ACTUATOR TM--400

ELEVATORTRIM SERVO

SM--300AILERON SERVO

AZ--810AIR DATACOMPUTER

WA--800 ANTENNA

FZ--800FLIGHTGUIDANCECOMPUTER

AZ--810AIR DATA

COMPUTER


BRT

R AFCSLAFCS

RESETWHITEAMBERWHITEGREEN

BRT

R AFCSLAFCS

RESET WHITEAMBERWHITEGREEN

ID--802ADVISORYDISPLAY

N 333

30W

24

21

S

15

12E

6

COURSE DIST

RD--550A HSI

ANTENNA ANTENNA

VOR/LOC, MLSRNAV, AUX NAV,

RCVRS

NAVSWITCHING

ID--802ADVISORYDISPLAY

AL--801ALTITUDEPRESELECTCONTROLLER

5 51010

20 20ST

SLOW1010

2020

ATT

LOCR/T ATT

AD--550CADI

RI--306 IRCRI--306 IRC

WR--800RECEIVER/TRANSMITTER

RANGE

VRM

SCT

TGT

TRB

CR MNU

OFF

*

TST BRTCR CRCR CR CR CR

GC--801FLIGHT GUIDANCECONTROLLER

WI--800INDICATOR

BA--141ALT IND

SERIAL DATASERIAL DATA

DUALASCB DATA BUSSES

SERIAL DATASERIAL DATA

RT--300RADIO ALTIMETER

RECEIVER/TRANSMITTER

5 51010

20 20ST

SLOW1010

2020

ATT

LOCR/T ATT

01

3

456

7

8 2

5

TO COPILOT’SRMI

TO PILOT’SRMI

DME


RCVRS

NAVSWITCHING

DME

APIRS APIRS

AHRSORsfimAPIRS

AHRSORsfimAPIRS

System Block Diagramfor Electromechanical System

Figure 2--1


A28--1146--041Rev 5


AD--23308@

BA--141 ALT IND

RT--300RADIOALTIMETERRECEIVER/TRANSMITTER

ANTENNA ANTENNASM--300

ELEVATOR SERVO

SM--710LINEAR ACTUATOR TM--400

ELEVATORTRIM SERVO

SM--300AILERON SERVO

AZ--810AIR DATACOMPUTER

AH--600STRAPDOWNAHRU

WA--800ANTENNA


AZ--810AIR DATA

COMPUTER


BRT

R AFCSLAFCS

RESETWHITEAMBERWHITEGREEN

BRT

R AFCSLAFCS

RESET WHITEAMBERWHITEGREEN

ID--802ADVISORY DISPLAY

APIRS

ANTENNA ANTENNA


RCVRS

NAVSWITCHING

ID--802ADVISORY DISPLAY

FEET

ALT SET

AL--801 ALTITUDEPRESELECT CONTROLLER

RI--306 IRC

WR--800RECEIVER/TRANSMITTER

RANGE

VRM

SCT

TGT

TRB

CR MNU

OFF

*

TST BRTCR CRCR CRCR CR

GC--801FLIGHT GUIDANCECONTROLLER

WI--800INDICATOR

DH

20AP ENG

RA140

I20

10 10

2020

10 10

ATT2LOC GS

F

S

DH200

G

WPT

RI--306 IRC

DH

2 0A P E N G

R A140

I2 0

1 0 1 0

2 02 0

1 0 1 0

A T T 2LOC G S

F

S

D H200

G

WPT

BRG BRG

WX GSPDTTG

OFFVOR1

INSADF

OFF

ADFVOR2OFF OFF

ADIDIM

DHTST

HISDIM

WXDIM

TEST

ATT HDG V / L

INS

FULLMAP

INSTCN

TCN TCN

BRG BRG

W X GSPDTTG

OFFVOR1

INSADF

OFF

ADFVOR2OFF OFF

ADIDIM

DHTST

HISDIM

WXDIM

TEST

ATT HDG V / L

INS

FULLMAP

INSTCN

TCN TCN

ED--800 EHSI

TOCOPILOT’S

EHSI

TOCOPILOT’S

EADI

ED--800 EADI

DC--810 DISPLAYCONTROLLER

SG--311SYMBOL

GENERATOR

BA--141 ALT IND

ED--800 EHSI

ED--800 EADI

DC--810 DISPLAYCONTROLLER

SG--311SYMBOL

GENERATOR

TOPILOT’SEHSI

TOPILOT’SEADI

SERIAL

SERIAL

SERIAL

SERIAL

SERIALDATA

DUALASCBDATABUSSES

SERIALDATASERIALDATA

RT--300RADIOALTIMETER

RECEIVER/TRANSMITTER

SERIALDATA

01

3

45

6

7

8 2

5

01

3

45

6

7

8 2

5


RCVRS

NAVSWITCHING

TO COPILOT’SRMI

TO PILOT’SRMI

APIRS

AHRSORsfimAPIRS

AHRSORsfimAPIRS

System Block Diagram forthe EFIS System

Figure 2--2


A28--1146--041Rev 5 3-1

Attitude and Heading Reference System (AHRS)

3. Attitude and HeadingReference System (AHRS)

GENERAL

The dual APIRS installation is the primary attitude and headingreference source. Several operational modes maintain attitude andheading in the event of certain system failures. The standard systemconsists of the following: dual attitude and heading reference units(AHRU), and the dual flux valves.

D Dual attitude and heading reference units (AHRU)

D Dual AHRS controllers

D Dual flux valves.

Pitch, roll, and heading are output to the standard electromechanical oroptional EFIS, and the automatic flight control system (AFCS). Attitudeand heading data is supplied to other aircraft systems such as weatherradar antennas and radio magnetic indicators (RMIs).

STANDARD MODES

The standard AHRS operating modes are the NORMAL mode forattitude and the SLAVED mode for heading. After initialization, theAHRS enters thesemodes automatically, if all system components andsignals are valid. In the NORMALmode, true airspeed from the air datacomputer is used to compensate for acceleration induced errorsnormally encountered in a vertical gyro (VG) system. In the SLAVEDheading mode, the flux valve is used to establish the magnetic headingreference. System operation in this mode is similar to that of aconventional gyroscopically stabilized magnetic compass.

In the SLAVEDmode, a loss of valid flux valve data displays a heading(HDG) flag on the heading instruments and the SLAVE annunciator onthe AHRS controller lights. The HDG flag clears when the DG mode issubsequently entered, but the SLAVE annunciator remains lit.

After the Directional Gyro (DG) mode is exited, the AHRS performs anautomatic synchronization of the heading outputs to the present fluxvalvemagnetic heading. This feature canalsobeused if a headingerrorshould develop, while in the SLAVEDmode. The error can be removedby momentarily entering the DG mode and returning to the SLAVEDmode. This is performed by pushing the HDG/DG button on the AHRScontroller twice.


A28--1146--041Rev 5

Attitude and Heading Reference System (AHRS)3-2

In the SLAVED mode, the difference between the indicated headingand the flux valve heading is displayed on the Slave Error Indicator(Heading Sync Indicator) located on the HSI. The card has twosymbols: a cross (+) and a dot (D). During straight and level flight, theindicator is generally centered with excursions toward the cross or dotoccurring over a 20-- to 30--second time period. This activity is normaland indicative of goodmagnetic heading data. In turns, the displaymayshow a steady dot or cross. Following return to straight and level flight,the indicator returns to the centered condition within 2 minutes.

The verticality of the AHRS can be checked or corrected duringunaccelerated flight by pushing and holding the VG/ERECT button onthe AHRS controller for a minimum of 10 seconds. The ATT flag isdisplayed on the ADI while the VG/ERECT button is held. The FASTannunciator on the AHRS controller lights to indicate that the FASTERECT mode of operation has been entered. When the VG/ERECTbutton is released, the ATT flag clears, roll attitudebecomes active, andthe FAST annunciator turns off.

The AHRShas twopower source inputs. On the pilot’s side, theprimarypower input is from the left essential power bus, and the auxiliary powerinput is from the right essential power bus. On the copilot side, primarypower comes from the right main bus, and the auxiliary power from theleft essential bus. Separate circuit breakers control eachof thesepowercircuits AHRS shutdown in flight due to power load or bus switchingtransients is prevented by automatic power transfer within the AHRSto the auxiliary input. When primary power input is restored, the AHRSswitches back to the primary power source. While operating from theauxiliary power input, the AUX PWR annunciator on the AHRScontroller is lit 2 seconds after the power transfer has occurred. Whenthe primary power source is returned, the annunciator immediatelyextinguishes.

REDUCED PERFORMANCE MODES

Two reduced performancemodes are also available. The BASICmodeis used for attitude, andDG is usedmode for heading. TheBASICmodeis annunciated and is entered automatically when true airspeedbecomes invalid from the air data computer (ADC). The BASIC modeis indicated by lighting the BASIC annunciator on the AHRS controller.AHRS operation in the BASIC mode results in an attitude system thatis similar in behavior to a conventional VG with pitch and roll erectioncutoffs, and is subject to drift and acceleration errors. For this reason,AHRS operation in the BASIC mode, results in reduced attitudeaccuracy.

NOTE: DuringBASICmode, theVG/ERECT functionshould beusedfrequently to correct for drift and acceleration errors.


A28--1146--041Rev 5 3-3


The DG mode disables the automatic slaving of the heading outputs.This mode can only be entered by momentarily pushing the HDG/DGbutton on the AHRS controller. The DG mode is entered when thebutton is released, and it is confirmed by the lighting of the DGannunciator on the AHRS controller. AHRS operation in the DG moderesults in a heading system that is similar to a free directional gyro, andis subject to drift and turn error. For this reason, AHRS operation in theDG mode results in reduced heading accuracy.

While in the DG mode, the heading card can be manually set to anyheading using the DG SLEW knob on the AHRS controller, shown infigure 3--1. The control is inactive in the SLAVED mode. Two slewspeeds are available for each direction. The SLOW slew position islocated at the mechanical detent and is used for fine heading cardadjustments. TheFAST slewposition is located at themechanical limitsof the control knob and is used for large heading card adjustments. Theknob automatically centers to the OFF position when the knob isreleased.

AD--41621@

AHRS ControllerFigure 3--1

Turning the knob clockwise changes the heading card to indicateincreasing headings. The HDG flag on the HSI comes into view wheninitiating a slewcommand andclears when the control knob is released.In theDGmode, without aSLAVE fail indication on the AHRScontroller,the system can be manually slaved using the DG SLEW knob and theslave error indicator. This is performed by turning the slew control knobin the appropriate direction to cause the slave error indicator to centerbetween the cross and dot.


A28--1146--041Rev 5


PREFLIGHT TEST

The AHRS is equipped with automatic self--test which is performedwhen power is first applied. The test lasts 5 seconds and provides thefollowing visual outputs on the ADI and HSI:

D 10_ pitch up

D 20_ right wing down

D North heading, turning at 3_/sec toward East

D All AHRS controller annunciators ON

D ATT flag valid for 2.5 seconds, then invalid

D HDG flag valid for 2.5 seconds, then invalid

D Rate--of--turn indicator standard rate (3_/sec) right turn (on optionalEFIS EADI).

The flags remain invalid until initialization is complete.

The test sequence can bemanually initiated anytime (including in flightor during initialization) by momentarily pushing the TEST button on theAHRS controller. The indications on the displays are similar to thoseseen during the automatic power--up test, except the pitch, roll andheading test values are added to the existing aircraft flight conditions.

For example, with the standard instruments, if the present aircraft flightconditions are:

D 3_ nose up,

D 2_ left wing down,

D Heading 047_,

The test values are:

D 13_ nose up,

D 18_ right wing down,

D Heading 047_, turning at 3.0_/sec right turn (regardless of actualturn rate),

D All AHRS controller annunciators ON,

D ATT flag valid for 2.5 seconds, then invalid,

D HDG flag valid for 2.5 seconds, then invalid.

The system returns to the correct values, clear the flags, andextinguishthe annunciators upon completion of the 5 second test sequence.System modes (e.g., BASIC or DG) are not be affected by the TESTsequence.


A28--1146--041Rev 5 3-5


The test function can be extended beyond 5 seconds by holding theTEST pushbutton in the engageposition for longer than5 seconds. Thetest ends when the button is released. If they are valid, the flags clearwhen the test is over.

NOTE: If the test buttons of both AHRS controllers are pushed whilethe aircraft is on the ground, it is not be possible to engagethe yaw damper for 30 seconds after the ADI and HSI flagsare valid. This is normal operation because the AHRSgroundtest is not complete even though the ADI and HSI flags arevalid. The full 30--second ground test sequence is disabled inthe air.

Ground Initialization

The AHRS system requires approximately 3 minutes to initializefollowing application of power. The initialization is complete when theattitude (ATT) and HDG flags clear on the ADI and HSI. During theinitialization, theaircraft must remain stationary.Windgusts andaircraftbuffeting are not limiting in this respect. All normal preflight operations,including engine starts and passenger loading, can be carried out whilethe AHRS is initializing. If the initialization requires more than3 minutes, the AHRS may have detected excessive aircraft motion. Ifaircraft movement has occurred during initialization, the AHRSmust berecycled and a new initialization commenced. The initialization time outcan be observed if the VG ERECT button on the AHRS controller ispushed after power is applied and the AHRS lights are extinguished.The HSI heading card slews to approximately 180_ and the FASTannunciator lights. Theheading decreases at the rate of 1_/sec until theheading card indicates north (0_). At this time, the 3--minuteinitialization period is complete and all indications return to normal.

If the heading card stops and does not step to an indication of 0_, theinitialization of that AHRS has not been completed satisfactorily. Themain and auxiliary DC power to that AHRS should be removed byopening the appropriate circuit breakers and then reapplied to restartthe initialization. Push the VG ERECT button and observe the time outsequence.

NOTE: It is necessary that both breakers (primary and auxiliary) bepulled out. Resetting each breaker individually does not resetthe AHRS.


A28--1146--041Rev 5


In order to increase satisfactory ground initialization, the followingmustbe considered:

D The aircraft must remain stationary on the ground until the attitudeand heading flags are pulled out of view. Normal passenger andcargo loading, engine start, and engine run--up procedures can beperformed during the initialization. Wind buffeting is not limiting inthis respect. Taxiing or towing the aircraft during AHRS initializationis prohibited.

D Check that 3 minutes after power is connected to the dc buses, theattitude and heading flags are out of view. If they are not, push theVG ERECT button to observe the time out sequence on the HSI. Ifthe timer has stopped, the AHRS is not useable and should bere--initialized. With the aircraft stationary, push the TEST button onthe AHRS controller and then release it. If the flags do not pull after5 seconds, re--initialize that AHRS.

D Verify proper AHRS and display functions by observing the AHRStest sequence. Proper display movement, flag operation, andcontroller lamp operation must be observed. These tests areperformed automatically when power is applied. The pilot caninitiate the test sequence, if unobservedonpowerapplication, at anytime including during AHRS initialization, by pushing the TESTpushbutton on each AHRS controller.

D Normal preflight taxi checks of pitch, roll, heading, and rate--of--turn,must be made on each system.

NOTE: As with any magnetic flux value based heading system,taxiing near areas of large magnetic disturbances cancause the AHRS heading display to show an incorrectheading. This requires taxiing the aircraft in DG mode.

CAUTION

IF TAXIING IS DONE IN DG MODE, MAKE SURE THAT THEHEADING IS RETURNED TO MAG MODE, AND A HEADINGCHECK IS MADE PRIOR TO TAKE--OFF.

D If the aircraft is moved during AHRS initialization, both AHRS mustbe re--initialized. This is done by pulling all four AHRS circuitbreakers and verifying that the auxiliary power (AUX PWR)annunciators on the two AHRS controllers are OFF. The four circuitbreakers are then reset to their normal position.


A28--1146--041Rev 5 3-7


ABNORMAL OPERATION

Take--Off in BASIC Mode

Take--off with oneAHRS inBASICmode is prohibited, per Aircraft FlightManual. Verify that both DADCs are operating.

NOTE: If a third attitude source is available, it can be used as theprimary data in place of the AHRS in BASIC Mode.

Take--Off in DG Mode

Takeoff with one AHRS in the DGmode is prohibited, per Aircraft FlightManual. Return the system to the normal slaved mode by pushing theHDG/DG button.

NOTE: If a third heading source is available, it can be used as theprimary data in place of the AHRS if the AHRS cannot beoperated in the slaved mode.

Flight Operations in BASIC Mode

If a malfunction causes the AHRS to revert to the BASIC mode, it isannunciated on the AHRS controller. Normal flight operations can becontinued in the BASIC mode subject to the limitations of the AircraftFlight Manual.

After the BASIC mode has been entered, the pilot must avoidsustained, shallow banked turns of less than 6_ (e.g., a constant turnto holdDMEarc). In addition, particular attentionmust bepaid to ensurecorrect aircraft trim. If an attitude error develops, it can be removed bypushing the VG ERECT button for 10 seconds while in unacceleratedflight.

Flight Operations in DG Mode

If a heading flag is observed during a flight and the SLAVE annunciatoron the AHRS controller is lit, the DG mode can be selected bymomentarily pushing the HDG/DG button.

The AHRS heading must be checked every 5 minutes with referenceto a known accurate heading source. Errors can be removed by usingthe DG SLEW knob on the AHRS controller to set the heading card toagree with the known reference.


A28--1146--041Rev 5


Abnormal ADI or HSI Indication

If an abnormal indication appears on the ADI or HSI, correct operationof the AHRS can be confirmed by pushing the TEST button on theAHRS controller.

NOTE: The autopilot can disengage when activating the AHRSTEST function.

Heading Mismatch

During taxi, accelerated flight or turning maneuvers, small, temporaryheading differences can be induced in the compass system as a resultof the pendulous nature of the flux valve. Depending on the magnitudeof the heading error of a single AHRS, the HSI HDG MISMATCHmessage can be posted on the advisory display.

The two methods used to correct a heading mismatch are:

D Establish a steady--state, wings level flight condition for twominutesto wash out the error

D Establish a steady--state, wings level flight condition and push theAHRS controller DG button twice (double punch).

The most common practice is to use the double punch method. Thismethod instantaneously synchronizes the flux valve headingregardless of the aircrafts attitude. If the double punch method isused, theaircraft must be inwings level, unaccelerated flight to instantlycorrect the heading information.

NOTES: 1. If the aircraft is not in level, unaccelerated flight, usingthe double punch method can create a new andpotentially larger incorrect heading reference error.

2. The compass systems should be synchronized withthe double punch method only while on the ground.

3. A pegged compass synchronization annunciator (fullD or + indication) on one of the HSI displays is a goodindication of which compass system has an error.

In--Air Initialization

In--air initialization is not recommended. If it becomes necessary toperform an in--air initialization, the aircraft should be maintained inwings level unaccelerated flight during the alignment, if at all possible.


A28--1146--041Rev 4 4-1

Air Data Displays

4. Air Data Displays

ALTIMETER

The altimeter is a servoed counter drum/pointer display ofbarometrically corrected pressure altitude, as shown inFigure 4--1. Thebarometric pressure is set manually with the BARO knob anddisplayedin units of inches of mercury and millibars on baro counters.

AD--23310@

Barometric Electromechanical AltimeterFigure 4--1

The altimeter as shown has the following displays.

D The counter drum is the display of altitude. It is marked in 20--footincrements.

D The pointer displays altitude between 1000--foot levels with 20--footgraduations.

D Altitudes below 10,000 feet are annunciated with a black and whitecrosshatch on the left--hand digit position of the counter display (notshown).


A28--1146--041Rev 4

Air Data Displays4-2

D Barometric pressure counter is set using the BARO knob. Thedisplays show barometric pressure in inches of mercury andmillibars.

D Failure warning flags come into view when any one of the followingoccurs.

— The error between the altitude displayed and the altitude signalreceived is too great.

— The ADC goes invalid.

— The barometric altitude indicator loses primary power.

D The altitude alert annunciator lights (amber) as a visual indicationwhen theaircraft is within 1000 feet of thepreselectedaltitudeduringthe capturemaneuver. It extinguishes when the aircraft is within 250feet of the preselected altitude. After capture, the light goes on if theaircraft departs more than 250 feet from the selected altitude. Anoptional momentary audio alert may be provided when the aircraftis 1000 feet from the preselected altitude, or when it has departed250 feet from the selected altitude after capture.

Altitude Preselect Controller

The altitude preselect controller, shown in Figure 4--2, is used to set thedesired altitude reference for the altitude alerting and altitude preselectsystem, using the SET knob. Clockwise rotation increases the digitalvalue in the window, counterclockwise decreases the value.

AD--23311@

ALTITUDEFEET

Altitude Preselect ControllerFigure 4--2


A28--1146--041Rev 4 4-3

Air Data Displays

ALTITUDE PRESELECT

The altitude is selected by turning the selector knob until the altitudedisplay reads the desired value. No further action is taken on thecontroller. To initiate altitude preselect, the ALT SEL button is selectedon the flight guidance controller. The pilot must initiate a maneuver tofly toward the preselected altitude. Any of the following PITCH modescan be engaged:

D Pitch hold

D Airspeed hold

D Vertical speed hold.

When the altitude preselect flare is initiated, the previously selectedPITCH mode is automatically reset.

ALTITUDE ALERT

As the aircraft reaches a point 1000 feet from the selected altitude, asignal is generated to light the amber warning light on the upper righthand corner of the altimeter and to sound a warning horn for 1 second.This light remains on until the aircraft is 250 feet from the selectedaltitude. If the aircraft deviates by 250 feet or more from the selectedaltitude, the light is lit again and the horn is sounded. The light remainson until the aircraft returns to within 250 feet. The horn is an optionalfeature. The function of the alerting light is shown in Figure 4--3.


A28--1146--041Rev 4

Air Data Displays4-4

Altitude Alerting ProfileFigure 4--3


A28--1146--041Rev 4 5-1


5. Flight Instrument Displays

ELECTROMECHANICAL FLIGHT INSTRUMENTSYSTEM

Attitude Director Indicator (ADI)

The ADI, shown in Figure 5--1, combines the attitude sphere displaywith computed steering information that indicates the commandsrequired to intercept and maintain a desired flightpath. It also containsan eyelid display, expanded localizer, glideslope, digital radio altitudedisplay, decision height set, display, and inclinometer. The indicatoralso has go--around and decision height annunciators. The labeledindicators are described below.

AD23313@

FLIGHT DIRECTORWARNING FLAG

ROLLSCALE

ROLL ATTITUDEPOINTER

DECISIONHEIGHTANNUNCIATOR

ATTITUDEWARNING FLAG

ATTITUDESPHERE

GLIDESLOPEPOINTER

RADIO ALTITUDEDISPLAY

DECISION HEIGHTSET KNOB ANDDIM CONTROL

EXPANDEDLOCALIZERPOINTER

INCLINOMETER

DECISIONHEIGHTDISPLAY

AIRCRAFTSYMBOL

SPEEDCOMMANDPOINTER

PITCH AND ROLLCOMMAND BARS

GO--AROUNDANNUNCIATOR

ATTITUDETEST SWITCH

Attitude Director IndicatorFigure 5--1


A28--1146--041Rev 4

Flight Instrument Displays5-2

D Flight Director (FD) Warning Flag -- The flight director warningflag is in view when the flight director valid signal is lost.

D Roll Scale and Pointer -- The roll scale displays actual roll attitudethrough a movable index and fixed reference marks at 0_,10_, 20_,30_, 45_, 60_, and 90_. The pointer is fixed and it points to thecurrent roll attitude.

D Decision Height (DH) Annunciator --The DH annunciator lightswhen the aircraft descends below the selected decision height.

D Attitude (ATT)WarningFlag -- The ATT flag is in viewany timeoneof the following conditions exist:

— Attitude test switch is pressed.— Attitude valid is lost.

— Primary power is lost.— Excessive error between the displayed attitude and the attitude

is received from the attitude heading and reference unit.

D Attitude Sphere -- The attitude sphere moves with respect to theaircraft symbol to display actual pitch and roll attitude. Pitch attitudemarks are in 5_ increments on a cyan and brown sphere. Thesecolors are the most contrasting and acceptable display colors froma human factors standpoint.

D Glideslope Scale and Pointer -- The glideslope scale and pointerdisplay aircraft deviation from glideslope beam center, when theradios are tuned to an ILS frequency and a valid glideslope signalis present. The aircraft is below glidepath if the pointer is displayedupward. Theglideslopedot represents approximately .35_ deviationfrom the beam centerline. Category II window information isdisplayed as a green area on the glideslope scale.

D Radio Altitude Display -- The 4--digit incandescent displayindicates the aircraft’s radio altitude from 0 to 2500 feet. Theresolution above 200 feet of altitude is 10 feet; and below 200 feet,the resolution is 5 feet. The display is blanked for altitudes greaterthan 2500 feet. When the radio altitude data is invalid, the displayindicates a dash in each of the digits.

D Decision Height (DH) Set Knob and DIM Control -- The inner DHSET knob is used to set an altitude between 0 and 990 feet on theDH display. The outer DIM knob controls the brightness of the RADALT and DH displays. Also, the brightness of the DIST andCOURSE displays on the HSI and the altitude preselect controllerdisplay are controlled with this DIM knob.


A28--1146--041Rev 4 5-3


D Expanded Localizer Pointer -- Expanded localizer is displayed bythe localizer pointer whenever a valid localizer signal is available.Raw localizer displacement data from the navigation receiver isamplified so the localizer pointer can be used as a sensitivereference indicator of theaircraft’s positionwith respect to thecenterof the localizer. It is normally used for assessment only, since thepointer is very sensitive and difficult to fly throughout the entireapproach. During final approach, the pointer serves as an indicatorof the Category II window. Keeping the expanded localizer pointerwithin its full--scalemarks ensures the pilot hewill touch downwithin33 feet of the centerline of the runway when using a Category IIILS System.

D Inclinometer -- The inclinometer gives a conventional display ofaircraft slip or skid, and is used as an aid to coordinate maneuvers.

D Attitude Test Switch -- The attitude test switch operates theattitude self--test. When pushed, the sphere shows approximatelya 20_ right bank, a 10_ pitch up attitude, and the ATT warning flagcomes into view.

D Decision Height Display -- The 3--digit incandescent displayindicates the preselected radio altitude in 10--foot incrementsbetween 0 and 990 feet as set by the pilot with the DH SET knob.When the aircraft is at or below the selected altitude displayed, theDH annunciator lights to warn the pilot.

D Aircraft Symbol -- The aircraft symbol is a stationary symbol thatrepresents the aircraft. Aircraft pitch and roll attitudes are displayedby the relationship between the fixed miniature aircraft and themovable sphere. The symbolic aircraft is flown to, and aligned with,the command cue to satisfy the commands of the flight directormode selected.

D Speed Command Pointer -- The speed pointer indicates relativeapproach airspeed that comes from the angle--of--attack system.The pointer deflects toward FAS when the aircraft is flying at morethan the programmed speed. The opposite is true when the pointerdeflects toward SLOW. Full scale deflection of the pointerrepresents 10 knots deviation from programmed airspeed. Pointerat the center of the scale indicates flight at 1.3 times stall speed.

NOTE: On some installations, the speed command pointer isdisabled.


A28--1146--041Rev 4


D Flight Director Command Bars -- The command bars showcomputed pitch and roll flight director commands. The pilot shouldfly the symbolic miniature aircraft to the intersection of the flightdirector bars. The commands are satisfied when the bars arealigned with the center dot of the aircraft symbol. The horizontal bardisplays pitch commands and the vertical bar displays rollcommands. With the independent command bars, should a failureoccur in either channel, the affected command bar retracts out ofview and the remaining channel continues to display reliablecommands. If the optional AD--550A Attitude Director Indicator isinstalled, it displays single cue command bars. They are satisfied byaligning the wedge--shaped aircraft with the command cue.

D Go--Around Annunciator -- This annunciator lights when thego--around mode has been selected.

D Eyelid Display -- The eyelid display surrounds the attitude sphereand displays positive attitude identification by means of a cyan”eyelid” that always shows the relative position of the sky, and abrown ”eyelid” that always shows the relative positionof theground.The eyelidsmaintain the proper ground--sky relationship regardlessof the position of the sphere. This facilitates fast recovery fromunusual attitudes.

D Radio Altitude (RA) Test -- When the RA test button is pushed, thefollowing is displayed on the radio altitude readout:

— All digits display 8s, then dashes, and then the pre--programmedtest altitude as set in the radio altimeter receiver transmitter unit.

— When the test button is released, the actual altitude is displayed.

— The DH display, during the test, shows all 8s with the altitudedisplay, and then displays the current set altitude for theremainder of the test.

— RA test is inhibited as a function of GS CAP (GlideslopeCapture).


A28--1146--041Rev 4 5-5


ADI Displays

The ADI shown in Figure 5--2, shows the aircraft in a typical ILSapproach mode.

FAST

SLOW

AD--23314@

Typical ILS Approach on the ADI DisplayFigure 5--2

The ADI in Figure 5--3, shows the aircraft in the cruise mode.

FAST

SLOW

AD--23315@

ADI Showing Typical Cruise PresentationFigure 5--3


A28--1146--041Rev 4


Figure 5--4 shows the optional AD--550A model ADI in an instrumentlanding system (ILS) approach.

FAST

SLOW

AD--23316@

Optional AD--550A Single Cue ADIShowing Typical ILS Approach Presentation

Figure 5--4


A28--1146--041Rev 4 5-7


Horizontal Situation Indicator (HSI)

TheHSI, shown in Figure 5--5, combines numerous indications (called outin the figure) that display a map--like presentation of aircraft position. Theindicator displays aircraft displacement relative to lateral and verticalguidance fromshort or long range navigation signals (VOR, ILS, BC,MLS,RNAV, FMS), and heading with respect to magnetic north.

Electromechanical Horizontal Situation IndicatorFigure 5--5


A28--1146--041Rev 4


D Course Display -- The course display is a digital readout of selectedcourse.

D Heading Dial -- The heading dial displays gyro stabilized magneticcompass information on a dial that rotates with the aircraftthroughout 360_. The azimuth ring is graduated in 5_ increments.

D Fore and Aft Lubber LInes -- The fore and aft lubber lines areheading marks at the fore and aft positions of the aircraft. Theazimuth marks are fixed at 45_ from fore lubber line.

D Heading (HDG)WarningFlag -- Theheadingwarning flag is inviewwhen the heading signal from the AHRU is invalid, primary power tothe indicator is lost, or the error between the heading displayed andthe heading signal received exceeds a specified threshold.

D Distance Display -- The distance display is a digital display of DMEor RNAV distance. DME hold is selected with an external switch.

D Heading Bug -- The notched orange heading bug is positioned onthe rotating heading dial by the remote heading knob and displaysselected compass heading. The bug rotates with theheading dial sothe difference between the bug and the fore lubber line index is theamount of heading error applied to the flight guidance computer. Inthe heading select mode, the ADI displays the proper steeringcommand to turn to and maintain this selected heading.

D Bearing Pointer -- The bearing pointer displays magnetic bearingto a selected ground--based navigational aid (NAVAID) or theselected area navigation (RNAV) or Flight Management Systemwaypoint.

D Aircraft Symbol -- The aircraft symbol is a fixed miniature aircraftthat corresponds to the longitudinal axis of the aircraft and lubberline markings. The symbol shows aircraft position and heading withrespect to the radio course and rotating heading dial.

D Vertical Deviation Pointer -- The vertical deviation pointer displaysglideslope deviation. The pointer is in view only when the radios aretuned to an ILS or MLS frequency. The aircraft is below glidepath ifthe pointer is displaced upward. Each dot represents approximately0.35_ displacement.

D Vertical (VERT) Warning Flag -- The VERT warning flag is in viewwhen the glideslope or glidepath valid signal is lost.


A28--1146--041Rev 4 5-9


D Course and Reciprocal Course Pointer -- The yellow coursepointer is positioned on the heading dial by the remote course knob,to select a magnetic bearing that coincides with the desired lateralnavigation course. Like the heading bug, the course pointer alsorotates with the heading dial to display a continuous readout ofcourse error to the flight guidance computer. When one of the radiomodes is selected, the ADI displays the proper steering commandto intercept and maintain the selected radio course. The reciprocalcourse pointer is 180 from the course pointer.

D Compass Synchronization Annunciator -- The compasssynchronization annunciator consists of the symbol D or + (dot orcross) displayed in a window. When the compass system is in theslaved mode, the display oscillates between the D and + , indicatingthe heading dial is synchronized with gyro stabilized magneticheading.

D Navigation (NAV)Warning Flag -- The NAV warning flag is in viewwhen the navigation valid signal is lost.

D TO--FROM Pointer -- Two arrows (180_ apart, with one in view ata time), when the course deviation bar is centered, indicate whetherthe selected course will provide guidance to or from the navigationstation or RNAV waypoint.

D Course Deviation Pointer and Dots -- Represents the centerlineof the selected lateral navigation course. The aircraft symbolpictorially shows the actual aircraft position in relation to thisselected course.

In VOR operation, each dot represents 5_ deviation from centerline(75 mA). In ILS or MLS operation, each dot representsapproximately 1_ deviation from centerline (also 75 mA).


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HSI Displays

The display shown in Figure 5--6, shows an approach configuration.

AD--23318@

HSI Showing Typical Approach ConfigurationFigure 5--6

The display shown in Figure 5--7, shows a cruise configuration.

AD--23319@

HSI In A Typical Cruise ConfigurationFigure 5--7


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Electronic Flight Instrument System (EFIS) (Optional)

6. Electronic Flight InstrumentSystem (EFIS) (Optional)

GENERAL

The EFIS consists of the following components:

D Electronic displays (EADI and EHSI)

D Symbol generator

D Display controller


When the optional EFIS is added to the dual flight system, theelectromechanical ADI andHSI are replaced by the electronic displays.In addition to the EADI and EHSI, a display controller and a symbolgenerator are added to each side of the cockpit.

The EFIS integrates displays, and has flexibility, and redundancy.Essential display information fromsensor systems, and automatic flightcontrol, navigation, and caution--warning systems are integrated intothe pilot’s prime viewing area. Each symbol generator can drive fourdisplays. If a symbol generator fails, the remaining symbol generatordrives the displays on both sides. If a display fails, a compositeattitude/heading display format can be displayed on the remainingdisplay.

Attitude, heading, and navigation sensor data can be switched so it canbe displayed at all times. All comparison monitoring of critical displayinformation is done within the EFIS.

The primary attitude data from the APIRS is sent to the EFIS symbolgenerator over a dedicated serial bus to isolate primary data to thepilot’s instruments.

The ASCB extends the capability and flexibility of the EFIS system, bycommunicating with other subsystems as required for display and pilotoperational integration.


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Electronic Flight Instrument System (EFIS) (Optional)6-2

DISPLAY CONTROLLER

The display controller, shown in Figure 6--1, is used to control thedisplay formatting, suchas full or partial compass display. Also includedon the display controller are the bearing select knobs. The paragraphsbelow describe the controller functions.

AD--23320@

BRG

BASIC

Display ControllerFigure 6--1

D FULL/ARC Button -- The FULL/ARC button is used to change theEHSI display from full compass to partial compass format. In the fullcompassmode, 360_ of heading is displayed. In thepartial compassmode, 90_ of heading is displayed. Toggling of the FULL/ARCbutton changes the display back and forth from the full compass tothe partial compass display.

D WX (Weather) Button -- The WX button is used to display weatherradar returns on the partial compass display of the EHSI. If theEHSIis in the full compassmode initially, pushing theWX button changesthe display to the partial compassmode and displays weather radarreturns or a weather test pattern. A second push of the WX buttonremoves the weather information.

D MAP Button -- Push the MAP button to change the full compassdisplay to the partial compass format so one waypoint for eachbearing pointer and VOR/DME ground station position is displayed.The information is only displayed if it is within the range selected.

D GS/TTG (Groundspeed/Time--to--Go) Button -- Push theGS/TTG button, ground speed or time--to--go alternately to selectGS or TTG to be displayed in the lower right corner of the EHSI.

D ATT REV Button -- Push the ATTREV button to display cross--sideattitude information on the EADI.

D HDG REV Button -- Push the HDG REV button to displaycross--side heading information on the EHSI.


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D NAV REV Button -- Pushing the NAV REV button, displays thecomparable cross--side NAV source information. (i.e., if VOR 1 isselected, pushing NAV REV displays VOR 2 information.)

D Bearing Source Select Knobs -- The EHSI can display twoindependent bearing pointers. The selectable bearing sources foreach pointer are listed in Table 6--1:

BRG f BRG Z

OFF OFF

VOR 1 VOR 2

ADF 1 ADF 2

RNV 1 RNV 2

AUX 1 AUX 2

Bearing Pointer SelectionsTable 6--1

D DIMControls -- The EFIS dimming system is semi--automatic. Twoinputs contribute to the overall brightness of each electronic display:

— Ambient light sensed by the photosensors on each display unit

— Setting of the dimming controls.

The DIM knob is used to set the nominal intensity for each display.The photosensors located on each display unit modulate the lightoutput of each display in relation to the nominal set intensity, as afunction of the light incident on each display.

— ADI DIM CONTROL -- The ADI DIM control dims the raster andstroke writing on the EADI. Turning the control OFF blanks theEADI and the composite mode is displayed on the EHSI.

— HSI DIM CONTROL -- The HSI DIM control dims only strokewriting on the EHSI. Turning the control OFF blanks the EHSIand the composite mode is displayed on the EADI.

— WX DIM CONTROL -- The WX DIM control only dims the rasteron the EHSI that containsweather radar information. Turning thecontrol OFF removes the weather radar display. If the system isin the composite mode on the EHSI, the WX DIM control dimsthe attitude sphere intensity.


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D DH (Decision Height) Knob -- Turn the inner DH knob to adjust thedecisionheight that is displayedon theEADI between0and 990 feetin 10--foot increments. Rotating the DH knob completelycounterclockwise, removes the decision height display from theEADI.

D TEST Button -- Push the TEST button to put the displays in the testmode. In the test mode, flags and cautions are displayed along witha radio altimeter check.

NOTES: 1. The EFIS test can only be used on the ground. Theradio altimeter test is always usable except wheneither the glideslope or MLS glidepath is captured.

2. Self--test is inhibited during glideslope capture.

The following test routine is displayed.

— The radio altimeter reads the test value and slews to 100 feet forradio altimeter.

— All flags are in view as indicated by an X through all pointerscales.

— The command cue goes out of view.

— The word TEST is displayed in the upper top left center of theEADI.

D SG REV (SG Reversionary) -- An external switch is used by eachpilot to select the cross--side symbol generator if the on--side symbolgenerator fails.


A28--1146--041Rev 4 6-5/(6-6 blank)


ELECTRONIC ATTITUDE DIRECTOR INDICATOR(EADI)

General

TheEADI, shown inFigure 6--2, combines the true sphere--typeattitudedisplay with lateral and vertical computed steering signals to commandthe pilot to intercept and maintain a desired flightpath. The EADI hasthe following display information:

D Glideslope or glidepath deviation

D Expanded localizer or azimuth deviation

D Radio altitude

— Rising runway— Digital readout

D Decision height

D Marker beacon annunciation

D Rate--of--turn

D Speed command

D Attitude source

D HSI SEL (HSI select) status annunciator.

NOTE: When the EHSI has failed, combined or composite attitudeand heading information is displayed.

EADI Displays and Annunciators

D Attitude Sphere -- The attitude sphere moves with respect to theaircraft symbol to display actual pitch and roll attitudes. Pitchattitudemarks are in 5_ increments.

D AttitudeSourceAnnunciator -- The selected attitude source is notannunciated if it is the normal source for that EADI. If other attitudesources are selected, they are annunciated in white at the top leftside of the EADI. When the pilot and copilot sources are the same,the annunciation is amber.

D Roll Attitude Pointer and Scale -- The pointer displays actual rollattitudewhen it is alignedwith the fixed index referencemarks at 0_,10_, 20_, 30_, 45_, and 60_ on the roll scale.


A28--1146--041Rev 4

Electronic Flight Instrument System (EFIS) (Optional)6-7/(6-8 blank)

F

AD--30092@

ATTITUDESPHERE

REVERSIONARYATTITUDESOURCE

ANNUNCIATOR

ROLLATTITUDEPOINTER

ROLLSCALE

PITCHAND ROLLCOMMANDPOINTERS(NOTE 2)


FAST/SLOWPOINTER

EXPANDED LOCALIZEROR AZIMUTH POINTER

(NOTE 1)

INCLINOMETER RISINGRUNWAY

RADIOALTITUDEDISPLAY

AUTOPILOTENGAGEANNUNCIATOR

MARKERBEACON

AIRCRAFTSYMBOL

GLIDESLOPE,OR ELEVATIONDEVIATIONPOINTER

FLIGHTDIRECTORMODEANNUNCIATORS(NOTE 3)

NOTES: 1. WHEN NOT TUNED TO AN ILS FREQUENCY, THE EXPANDED LOCALIZER DISPLAY IS REPLACEDBY THE RATE--OF--TURN DISPLAY. WHEN MLS IS SELECTED, THE EXPANDED LOCALIZERPOINTER DISPLAYS AZIMUTH DEVIATION.

2. THE POINTER CAN BE CHANGED TO SINGLE CUE BY GROUNDING A PROGRAM PINON THE SYMBOL GENERATOR.

3. FOR 5 SECONDS, AWHITE BOX IS AROUND THE MODE ANNUNCIATED FOR THE MODETRANSITIONS FROM ARM TO CAPTURE. THE ASTERISK (*) IS REMOVED WHEN THEAPPLICABLE MODE TRANSITIONS TO TRACK.

LATERALARM(WHITE)

LNAVLOCBC

VORAZ

ATTITUDE SOURCEANNUNCIATOR

BLANK FOR NORMAL SOURCEAMBER FOR SAME SOURCE

ON BOTH SIDES

ATT1ATT2

LATERAL CAPTURE (GREEN)(NOTE 3)

HDGVOR*BCLOC

LNAVAZ*

VERTICAL ARM(WHITE)

ALTGSELVNAV

VERTICAL CAPTURE (GREEN)(NOTE 3)

GS*IASVSVNAV

ALT*GAEL*

VERTICALSCALE SOURCE

GEV

MARKER BEACON

O (BLUE)M (AMBER)I (WHITE)

DECISIONHEIGHT(AMBER)


RADIO ALTITUDEDISPLAY

EADI DisplaysFigure 6--2


A28--1146--041Rev 4 6-9


D Flight Director Mode Annunciators -- Flight director vertical andlateral modes are annunciated along the top of the EADI. Armedvertical and lateral modes are annunciated in white to the left of thecaptured vertical and lateral mode annunciators. Capture modeannunciators are displayed ingreen andare located to the left of topcenter for lateral modes and in the upper right corner for verticalmodes. As the modes transition, a white box is drawn around thecapture or hold mode annunciator for 5 seconds, and an asteriskdenotes the capture phase. (Refer to Table 6--2.)

Lateral Transitions Vertical Transitions

VOR arm (white) to VOR VNAV arm (white) to VNAV

LOC arm (white) to LOC VNAV track (white)to ALTVNAV track (white) to IAS

BC arm (white) to BC ASEL arm (white)to ALT

LNAV arm (white) to LNAV ALT (white) to ALT

AZ arm (white) to AZ GS arm (white) to GSEL arm (white) to EL

Lateral and Vertical Mode TransitionsTable 6--2

D Glideslope, Vertical Navigation, or Glidepath DeviationPointer -- The glideslope pointer and scale are displayedwhen theradios are tuned to an ILS frequency. It displays aircraft deviationfrom glideslope beam center. The aircraft is below glidepath if thepointer is displaced upward. Each glideslope dot represents 0.35_.If the VNAV mode is selected, the pointer indicates the VNAVcomputer path center to which the aircraft should be flown. If MLSis selected, the pointer indicates deviation from the selectedglidepath angle.

The letterG, V, or E is annunciated inside the pointer to indicate thetype of information being displayed. If the scale indication issaturated, the scale pointer goes out of view, but the letter G, V, orE remains at the maximum deflection position of the scale. As thesignal comes out of saturation, the pointer picks up the letter andcarries it inside the pointer as it moves up and down the scale.


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NOTES: 1. VNAV is available on some Series 300installations. Consult the pilot handbook fordescription and operation.

2. Current MLS terminology uses the glidepath todescribe the vertical guidance portion of an MLSsystem. As described above, the EADI displayuses an E to denote a glidepath pointer.

D Aircraft Symbol -- The symbol is a stationary representation of theaircraft. Aircraft pitch and roll attitudes are displayed by therelationship between the fixed miniature aircraft and the movablesphere. The miniature aircraft is flown to align the command cue tothe aircraft symbol in order to satisfy the commands of the selectedflight director mode.

D Marker Beacon -- Marker beacon information is displayed on theright side of the EADI below the glideslope scale. The markers areof the specified colors of blue for outer (O), amber for middle (M),and white for inner marker (I). A white box identifies the location ofthe marker beacon annunciator after tuning to a localizer.

D Autopilot Engage Annunciator -- The AP ENG is annunciated inthe lower right corner of the EADI whenever the autopilot isengaged.

D Radio Altitude Display -- The cyan four--digit display indicates theaircraft’s radio altitude from --20 to 2500 feet. The resolution above200 feet of altitude is 10 feet; the resolution below 200 feet of altitudeis 5 feet. The display is blanked for altitudes greater than 2000 or2500 feet, dependingon theoutput capabilities of the radioaltimeter.When the radio altitude data is invalid, the display indicates anamber dash in each of the digits.

D Rising Runway -- The rising runway display is added during thecritical approach phase of flight. It indicates the absolute referenceabove the terrain below 200 feet. The rising runway is displayed at200 feet above ground level (AGL) andmoves toward the miniatureaircraft symbol as the aircraft descends toward the runway. Itcontacts the bottom of the symbolic aircraft at touchdown. If radioaltitude is invalid, the rising runway is not displayed.

D Inclinometer -- The inclinometer gives the pilot a conventionaldisplay of aircraft slip or skid, and is used as an aid to coordinatedmaneuvers.


A28--1146--041Rev 4 6-11


D Localizer or Azimuth Pointer -- The expanded localizer isdisplayed by the localizer pointer whenever a valid localizer signalis available. Raw localizer displacement data from the navigationreceiver is amplified so the localizer can be used as a sensitivereference indicator of theaircraft’s positionwith respect to thecenterof the localizer. Normally it is only used for assessment. During finalapproach, the pointer serves as an indicator of the Category IIwindow. Keeping the expanded localizer pointer within its full--scalemarks ensures that touchdown occurs within �33 feet of thecenterline of the runwaywhenusingaCategory II ILS system.Whentuned to other than an ILS frequency, theexpanded localizer displayis replaced by the rate of turn display. When MLS is selected, theexpanded localizer pointer displays deviation from the selectedazimuth angle.

D Rate of Turn Display -- When tuned to other than an ILS frequency,the rate of turn is displayed by a pointer and scale at the samelocation as the expanded localizer. The rate of turn of the aircraft isindicated by the position of the pointer against scale indices. Themarks at the extreme left and right sides of the scale represent astandard rate of turn 2--minute or 3_/sec turn rate.

D Decision Height Display -- Decision height is displayed by athree--digit display. The set range is from 0 to 990 feet in 10--footincrements. The DH display can be removed by setting fullcounterclockwise rotation of the set knob. When at or belowdecision height, a DH is displayed inside the white box adjacent toradio altitude.

D Fast/Slow Pointer -- The pointer indicates relative approachairspeed from the angle--of--attack system or airspeed referencesystem. The pointer deflects toward the white F when the aircraft isflying at more than programmed speed. The opposite is true whenthe pointer deflects toward the white S. When the pointer iscentered, the aircraft is flying at 1.3 times the stall speed.

NOTE: On some installations the fast/slow pointer is disabled.

D Single or Crosspointer Command Cue -- The cue displayscomputed steering commands to capture and maintain a desiredflightpath. The pilot should fly the symbolic miniature aircraft to theflight director cue. The horizontal pointer displays pitch commandsand the vertical pointer displays roll commands. The cue or pointersare biased out of view if an invalid condition occurs in the flightdirector pitch or roll channel.


A28--1146--041Rev 4


Typical EADI Display Presentations

The figures below represent EADI presentations that the pilot maytypically see during various flight phases. These examples do not showall display possibilities, they represent the more commonpresentations.

TAKE--OFF USING GO--AROUND MODE

Assume the aircraft is at the end of the runway ready to take--off,go--around (GA) and heading (HDG) modes have been selected, asshown in Figure 6--3. HSI SEL is selected to the left side. The attitudeis level while the flight director cue is displaying the wings level, 12_noseup go--around command. (Series 100, 15_ flap for takeoff isassumed.)

AD--43871@

AD--44444@

LAFCS R AFCS

Take--Off Using Go--Around ModeFigure 6--3


A28--1146--041Rev 4 6-13


CLIMB TO INITIAL ALTITUDE

The aircraft is on climbout at 160 knots in heading (HDG) and indicatedairspeed (IAS) hold mode, and altitude select (white ALT) is armed, asshown in Figure 6--4. Flight director commands are satisfied.

AD--43869@

AD--44443@

LAFCS R AFCS

Climb to Initial AltitudeFigure 6--4


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ENROUTE CRUISE

The aircraft is in straight and level at altitude flying heading (HDG) andaltitude (ALT) hold mode with VOR armed for capture, is shown inFigure 6--5.

AD--43868@

AD--44442@

LAFCS R AFCS

Enroute CruiseFigure 6--5


A28--1146--041Rev 4 6-15


SETUP FOR APPROACH

The aircraft is flying heading (HDG) and altitude hold (ALT) modeswhile armed for localizer (white LOC) and glideslope (white GS)capture, as shown in Figure 6--6. With approach mode selected, theglideslope and localizer displays are in view.

AD--43870@

AD--44441@

LAFCS R AFCS

Setup for ApproachFigure 6--6


A28--1146--041Rev 4


EADI Amber Caution and Failure Annunciators

The amber caution and failure annunciators are shown in Figure 6--7.Refer toFigure 6--7 for the location of the failure annunciators describedbelow. Figure 6--8 shows failures in color.

EADI Caution and Failure Annunciators (Amber)Figure 6--7


A28--1146--041Rev 4 6-17


AD--43867@

EADI Failure AnnunciatorsFigure 6--8

D HSI Couple Symbol -- Normally both flight guidance computers arecoupled to the left EHSI. The copilot’s EADI usually has an <HSIsymbol that indicates the left EHSI is supplying the information forthe command bars. The HSI SEL arrow on the flight guidancecontroller displays the same selection. The HSI couple symbolmoves between EADIs, depending on which HSI is selected.

D Same Attitude Source -- There is no attitude source annunciatedif the pilot and copilot are using their normal attitude sources. Whenother attitude sources are selected, the new source is annunciatedin white. If the pilot and copilot have selected the same attitudesource, that attitude source is annunciated in amberon bothEADIs.

D Flight Director Failure -- An FD FAIL warning is displayed at thetop left of the EADI in the event of a flight director failure. Also, theflight director cue and all flight director (FD) mode annunciators areremoved. During self--test, if the FD mode annunciator test is valid,the word TEST is annunciated at the same location as FD FAIL.


A28--1146--041Rev 4


D Comparator Monitors -- Each symbol generator monitors itsvarious raw data inputs. When the input data for the same type ofdata exceeds certain parameters, an annunciator is displayed foreach pilot. The threshold values and the monitored parameters aregiven in Table 6--3.

Compared Signals Symbol Monitor Threshold

Pitch Attitude PIT �6

Roll Attitude ROL �6

Heading (Note 1) HDG �6

Localizer (Note 2) LOC �40 mV

Glideslope (Note 2) GS �50 mV

Pitch and Roll Attitude ATT �6

Localizer and Glideslope(Note 2)

ILS �40 mV (L0C)�50 mV (GS)

Excessive Localizer orGlideslope Deviation

(Note 3)

Flashingamberscaleand

pointer

�120 mV from LOC beamcenter

�65 mV from GS beamcenter

NOTES: 1. The heading monitor threshold is �6 for bank angles up to 6.When bank angles exceed 6, the threshold is �12 heading andremains at �12 for 45 seconds after bank angle is reduced below6.

2. These comparisons are only active during flight director localizerand glideslope capture with both NAV receivers tuned to a localizerfrequency.

3. The excess deviation monitor is active during DUAL CAT IIapproach and radio altitude between 500 and 100 feet forglideslope, and between 500 and 0 feet for localizer.

Comparison MonitorTable 6--3


A28--1146--041Rev 4 6-19


D External System Warning -- The external system warning is anamber message that indicates that an AP caution message isdisplayed on the advisory display (AP MSG) or that touch controlsteering (TCS) is engaged.

D Radio Altitude Failure -- If the radio altimeter fails, amber dashesreplace the numerical values; and if the rising runway is displayed,it is removed.

D Decision Height Warning -- When the radio altitude is within100 feet of the decision height, a white box is displayed to the leftof the radio altitude display. When at or below the decision height,a DH is displayed inside the white box.

D Excessive Deviation Scale and Pointer -- The excess deviationmonitor is active during DUAL CAT II approach and radio altitudebetween 500 and 100 feet for glideslope, and between 500 and 0feet for localizer. Under the failed conditions, the scale and pointerturn amber and flash.

D Decision Height Failure -- If the DH system fails, or duringself--test, amber dashes replace the numerical values of thedecision height display.

D Common Symbol Generator -- When the system is in thereversionary mode, and one symbol generator is driving both pilotand copilot display tubes, an amber reversionary warning is giventhat indicates the information source. This display appears next tothe upper left corner and displays SG 1 or SG 2 depending onwhether the pilot’s or copilot’s symbol generator is the source.


A28--1146--041Rev 4


EADI Red Failure Annunciators

The locations of red failure annunciators are shown in Figure 6--9 anddescribed below.

EADI Display Failure Annunciators (Red)Figure 6--9


A28--1146--041Rev 4 6-21


D Attitude Failure (ATT FAIL) -- If the attitude display fails, the pitchscale and roll pointer are removed, the sphere is painted cyan, andan ATT FAlL is displayed in the middle of the sphere upper half.

D Glideslope, VNAV or Elevation, Expanded Localizer orAzimuth, Fast/Slow Command, and Rate of Turn Failures -- Intheevent of a failure of any of these systems, thepointer is removed,and an X is drawn through the scale. The letter G, V, or E remainsat the zero deviation position to identify the invalid information.

D Internal Failure -- If an internal failure within the display systemitself occurs, the display blanks. A failure of the input/outputprocessor is indicated by an X centered on the EADI and EHSIdisplays, with annunciator SG FAlL, as shown in Figure 6--10. SGFAIL is annunciated on the EHSI.

Internal System FailureFigure 6--10


A28--1146--041Rev 4


ELECTRONIC HORIZONTAL SITUATION INDICATOR(EHSI)

The EHSI, shown in Figure 6--11, combines numerous displays toannunciate a map--like display of the aircraft position. The indicatordisplays aircraft displacement relative to VOR radials, localizer, andglideslope beam. At power--up, the EHSI presents a full compassdisplay. By pushing the MAP button on the display controller, the fullcompass display is changed to a partial compass format. To displayweather radar returns, the WX button on the display controller ispushed. This changes the full compass display to a partial compasswith weather radar returns.

The EHSI contains the following full and partial compass displayinformation:

Full Compass DisplaysD Heading

D Course select

D Course or azimuth deviation

D Distance

D Ground speed

D TO/FROM

D Desired track

D Bearing 1 and 2

D Heading select

D Vertical, glideslope, or elevation deviation

D Time--to--go

D Weather mode annunciator

D Heading and navigation (NAV) source annunciators

D Heading sync.


A28--1146--041Rev 4

Electronic Flight Instrument System (EFIS) (Optional)6-23/(6-24 blank)

AD--23323@

DMEHOLD

HEADINGSELECTDISPLAY

AIRCRAFTSYMBOL

AFTLUBBERLINE

RECIPROCALCOURSEPOINTER

COURSE ORAZIMUTH

DEVIATION BAR

GROUNDSPEEDDISPLAY (NOTE)

VERTICALNAVIGATION,GLIDESLOPE,ORGLIDEPATHDEVIATIONPOINTER

DISTANCEDISPLAY

NAVIGATIONSOURCEANNUNCIATOR

COMPASS SYNCANNUNCIATOR

FORELUBBERLINE

HEADINGSOURCE

ANNUNCIATOR

TIME--TO--GO,OR GROUND--

SPEED DISPLAY

TTG399MIN

GSPD999 KTS

BEARINGSOURCES

ADF1ADF2VOR1VOR2RNV1RNV2

CRSOR

DTRK

TARGETALERT

VAR (AMBER)TGT (AMBER)TGT (GREEN)

NOTE: TIME--TO--GO AND ELAPSED TIME ARE ALSO DISPLAYED AT THIS LOCATION.

NAV SOURCEANNUNCIATOR

RNV1RNV2INSINS1INS2INS3FMS1FMS2

NAV1NAV2MLS1MLS2VLFVLF1VLF2VLF3RNV

DRIFTANGLEBUG

COURSE/DESIREDTRACK DISPLAY

TO--FROMANNUNCIATOR

BEARINGPOINTERSOURCE

ANNUNCIATOR

WPT

V. G. ORE.ANNUNCIATOR

BEARINGPOINTERS

WAYPOINTANNUNCIATOR

HEADINGSELECTBUG

HEADINGDIAL

INSINS1INS2FMS1FMS2

WEATHER RADARMODE ANNUNCIATOR

WAITSTBYWXGMAPTESTFAILRCTGCRCR/RCYC

(GREEN)(GREEN)(GREEN OR AMBER)(GREEN)(GREEN)(AMBER)(GREEN)(AMBER)(AMBER)(GREEN)

HEADING SOURCEANNUNCIATORHDG1HDG2MAG1MAG2

DG1DG2

VERTICALDEVIATION

ANNUNCIATORVGE

COURSESELECTPOINTER

WEATHER RADARMODE ANNUCIATOR

EHSI Displays and AnnunciatorsFigure 6--11


A28--1146--041Rev 4 6-25


Partial Compass Displays OnlyD Weather radar

D Wind vector

D Navigation map (range annunciator and waypoints)

D Multiple waypoints.

NOTE: When the EADI fails, combined or composite attitude andheading information is displayed.

D Course/Desired TrackDisplay -- A digital readout in degrees of thecourse indicated by the course select pointer. If long rangenavigation is selected, desired track (DTRK) is displayed.

D Drift AngleBug (INS only) -- The drift angle bug with respect to thelubber line represents drift angle left or right of thedesired track. Thedrift angle bug position with respect to the compass card representsaircraft actual track. The bug is displayedas amagenta triangle thatmoves around theoutside of the compass card (either partial or full).

D Heading Source Annunciator -- The current heading source isdisplayed in white when the pilot and copilot sources are not thesame. If the heading sources are the same, the annunciator is inamber.

D Heading Select Bug and Heading Select Display -- The notchedcyan heading select bug is positioned on the rotating heading dialusing the instrument remote controller HDG knob to displayselected compass heading. The bug rotates with the heading dial;therefore, the difference between the bug and the fore lubber lineindex is the amount of heading error applied to the flight guidancecomputer. A digital heading select readout in the lower right cornerof the display is used to set the heading bug.

D Heading Display and Dial and Fore and Aft Lubber Lines --Magnetic compass information is displayed on the heading dial,which rotates with the aircraft throughout 360_. The azimuth ring isgraduated in 5_ increments. Fixedheadingmarks are at the fore andaft lubber line positions and at 45_ bearings.

D Compass Synchronizer (SYNC) Annunciator -- The compasssync annunciator indicates the state of the compass system in theSLAVED mode. The bar represents commands to the directionalgyro to slew to the indicated direction (+ for increased heading, and→→→→ for decreased heading). The sync annunciator is removed in thecompass DG mode and INS operation.


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D Navigation Source Annunciator -- The navigation sourceannunciator is displayed in the upper right hand corner. Long rangenavigation sources (INS, VLF, RNAV, FMS) are displayed in cyanto distinguish them from short range sources annunciated in white.

D DME Hold and Distance Display -- The distance display indicatesthe nautical miles to the selected DME station or waypoint.Depending on equipment, the distance is displayed in a 0 -- 399.9or a 0 -- 3999 nautical mile format. DME hold is selected using anexternal switch. It is indicated by an H adjacent to the distancereadout.

D Bearing Pointers and Source Annunciators -- The bearingpointers indicate relative bearing to the selected NAVAID. Twobearing pointers are available and can be turned to NAVAIDs orselected off on the display controller. The bearing sourceannunciators are symbol and color (green and cyan) codedwith thebearing pointers. When the bearing pointer navigation source isinvalid or a localizer frequency is chosen, the respective bearingpointer is removed. The annunciator symbols and the bearingpointers are removed, if the bearing pointers are selected off.

D Vertical Navigation (VNAV), Glideslope, orGlidepathDeviationPointer -- The VNAV display and annunciator are displayed whenthe VNAV mode is selected on the flight director. The deviationpointer indicates the VNAV’s computed path center to which theaircraft is flown.

The glideslope display and annunciator are displayed when a VHFNAV source is selected on the EHSI and that NAV source is tunedto a localizer frequency. The deviation pointer indicates theglideslope beam center to which the aircraft is to be flown.

The glidepath display and annunciator come into view when MLS isselected. The deviation pointer then indicates deviation from theselected elevation angle. The letter G (localizer beacon), V (verticalnavigation selected), or E (MLS beacon) is annunciated inside thepointer to indicate the type of information being displayed. If thescale indication becomes saturated, the scale pointer goes out ofview but the letter G, V, or E remains in view at the maximumdeflection position of the scale. As the signal comes out ofsaturation, the pointer picks up the letter and carries it inside thepointer as it moves about the scale.


A28--1146--041Rev 4 6-27


NOTES: 1. The vertical navigation, glideslope, or glidepathdeviation scalemay be displayed on the right or leftside. This option becomes permanent whenprogrammed during installation. When thedeviation scales are moved to the left, the bearingsource annunciators are moved to the right.

2. VNAV is available on some Dash 8 Series 300installations. Refer to the appropriate pilothandbook for description and operation.

3. Current MLS terminology uses glidepath todescribe the vertical guidance portion of an MLSsystem. As described above, the EADI displayuses an E to denote a glidepath pointer.

D Groundspeed or Time--to--Go (GS/TTG) Display -- Pushing theGS/TTG button on the display controller toggles betweendisplayinggroundspeed or time--to--go. The groundspeed displayed is thevalue calculated by the long range navigation (LRN) system if theLRN is installed and its output is valid. If the LRN is invalid, the EFIScomputes groundspeed using DME distance.

D CourseorAzimuthDeviationBar -- The coursebar represents thecenterline of the selected VOR or localizer course. The aircraftsymbol shows the actual aircraft position in relation to this selectedcourse. In VOR operation, each dot on either side of the aircraftsymbol represents 5_ deviation from beam center. In ILS operation,each dot represents approximately 1_ deviation from localizer beamcenter. When MLS is selected, the bar indicates deviation from theselected azimuth angle.

The course deviation automatically reverses to provide properdeviation sensing with respect to the course centerline when one ofthe following occurs:

— The back course (BC) mode is selected with the flight guidancecontroller.

— The system is tuned to a localizer frequency and the selectedcourse is more than 90_ from aircraft heading, .

NOTE: The course deviation bar always indicates the location ofthe course centerline relative to the nose of the aircraft.


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D Reciprocal Course Pointer -- The pointer indicates 180_ from thecourse select pointer.

D Aircraft Symbol -- A fixed miniature aircraft symbol corresponds tothe longitudinal axis of the aircraft and lubber line markings. Thesymbol shows aircraft position and heading with respect to therotating heading dial. It also shows the aircraft position in relation toa radio course.

D Waypoint Annunciator -- The waypoint annunciator is the stationidentification of the next tuned waypoint.

D NAV TO--FROM Annunciator -- An arrowhead in the center of theEHSI indicates whether the selected course is TO or FROM thestation or waypoint. The TO--FROM annunciator is not displayedduring localizer operation.

D Course Select Pointer -- The yellow course pointer is positionedon the rotating heading dial using the CRS knob on the instrumentremote controller to select a magnetic bearing that coincides withthe desired VOR radial or localizer course. The course pointerrotates with the rotating heading dial to display a continuous readoutof course error to the flight director computer.

When long range navigation (LRN) is selected, the course pointerbecomes a desired track pointer. The position of the desired trackpointer is controlled by the LRN system. A digital display of desiredtrack (DTRK) is displayed in the upper left hand corner.

D Weather Radar Mode Annunciator -- The weather radar modeannunciator indicates the mode selected on the weather radarsystem.


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Typical EHSI Displays

Figure 6--12 shows the EHSI in an approach.

S

+ o

AD--23324@

Typical EHSI Approach PresentationFigure 6--12

Figure 6--13 shows the EHSI in cruise.

+ o

AD--23325@

S

Typical EHSI Cruise PresentationFigure 6--13


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PARTIAL COMPASS FORMAT

The partial compass mode displays a 90_ arc of the compass card.Pushing the MAP button on the display controller changes the headingdial to the partial compass format, shown in Figure 6--14. This displayshows one waypoint for each bearing pointer, wind vectors, andVOR/DME ground station positions. The EFIS canalso displaymultiplewaypoints, depending on the RNAV/LRN, during the partial compassmode. Pushing the WX button on the display controller displaysweather radar returns on the partial compass. The features describedbelow are available during partial compass operation.

Partial Compass EHSI Format MAP ModeFigure 6--14


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D NAVAID -- The NAVAID position can be selected during MAP mode.The source of the NAVAID position markers is selected andannunciated in conjunction with the associated bearing source and iscolor coded.

D Range Rings -- Range rings are displayed to aid in the use of radarreturns and position of NAVAIDS. The outer range ring is thecompass card boundary and represents the select range on theradar. The range annunciator on the inner ring represents one halfthe range setting of the weather radar.

D Wind Vector Display -- Wind vector information is displayed left ofbottom center. The wind can be shown with velocity and direction orcan be broken into head/tail component and crosswind component. Inboth cases, the arrow shows the direction and the number indicatesvelocity of the wind. The type of display is determined duringinstallation. The wind vectors are available from long range navigation(LRN) systems such as very low frequency (VLF) and inertialnavigation system (INS).

D Weather -- Weather information from the radar can be displayed inpartial compass mode (not shown).


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TYPICAL PARTIAL COMPASS EHSI PRESENTATION

Figure 6--15 shows a partial compass display on approach.

AD--23326@

Compass Display in the APPROACH ModeFigure 6--15

Figure 6--16 shows a partial compass display in cruise.

AD--23327@

Compass Display in the CRUISE ModeFigure 6--16


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EHSI Weather Radar and Multiple Waypoint Displays

Figure 6--17 shows a partial compass display with multiple waypointsand weather selected for display. The paragraphs below describe theannunciators for this display.

Partial Compass EHSI Format ShowingMultiple Waypoints and Weather

Figure 6--17

WEATHER RADAR ANNUNCIATORS

D Target Alert Annunciator (All Formats) -- When target alert isselected on the weather radar controller, a boxed TGT isannunciatedat the location shown. If a level 3WX return is detected,the annunciator flashes amber. In the variable GAIN mode (VAR),a V is displayed in the same area and takes priority.

D Range Ring and Annunciator (WX, NAV, and NAV/WR FormatsOnly) -- Range is selected on theweather radar controller. One--halfthe selected range is annunciated in cyan beside the half--rangering. If range information is not available, the half--range defaultvalue is 50 NM.


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D Weather Radar Modes -- The weather radar modes areannunciated as described in Table 6--4.

Display On EHSI

OperatingMode

FeatureSelected

Modeannunciator

Target Alertannunciator

WAIT ANY SELECTION WAIT --

STANDBY -- STBY --

TEST -- TESTOR FAULT

ANNUNCIATOR

--

WX NONEVARTGT

RCT--TGTGCR--TGT

RCT--GCR--TGTCYC

WXWXWXRCTGCRCR/RCYC

VARTGTTGTTGTTGT

GMAP NONEVAR

GMAPGMAP)

VAR

HSI Weather Radar Mode and Target Alert AnnunciatorsTable 6--4

D WX Return Display (WX and NAV/WR formats only) --Conventional weather radar information is displayed as shown. Thecolors are shown in Table 6--5.

Return WX GMAP

Level 1Level 2Level 3RAC

GreenYellowRedBlue

CyanYellowMagentaN/A

Weather Radar DisplaysTable 6--5


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MULTIPLE WAYPOINT MAP MODE

The EFIS can display multiple waypoints from a long range navigation(LRN) system, as shown in Figure 6--18. These waypoints must bepresent in a distance/bearing format. The system does not acceptmultiple waypoints in a latitude--longitude format. With the WX radarrange set to a range allowing display of multiple waypoints, selectingthe MAPmode on the display controller with LRN selected displays themultiple waypoints on the EHSI.

MAP Mode With Multiple WaypointsFigure 6--18

The EHSI can display up to three LRNwaypoints and two VOR stationNAVAID symbols at the same time. This assumes all waypoints arewithin the selectedWX range and all are within the limits of the headingdisplay of the EHSI in the MAP mode.

When the MAP mode is selected, the following occurs:

D The course select pointer and HSI--type course deviation bardisplays are removed.

D Both bearing pointers are removed.

D A full scale navigation deviation display and deviation bar aredisplayedon thebottom of the EHSI display. This shows thepositionof the aircraft with respect to the desired track.


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D The multiple waypoints are displayed on the EHSI.

— Each waypoint is identified by a number 01 to 99.

— The waypoint to which the aircraft is flying ismagenta. All otherwaypoints are white.

— A white track line connects waypoint to waypoint.

— If the EFIS is receiving valid VOR station andDME distance, thenavaids for the two VOR stations are available for display on theEHSI, no matter where the bearing selector switches are set.The blue NAVAID is VOR 1 (NAV 1) and the green NAVAID isVOR 2 (NAV 2).

D For convenience, the actual heading indicated by the heading dialis numerically displayed at the top of the EHSI.

D The desired track annunciator and a digital readout of the desiredtrack frompast waypoint to thenext waypoint are shown in theupperleft corner of the EHSI.

D The TO--FROM indication is displayed to the right of the desiredtrack digital readout. It indicates TO when the aircraft is flying to thewaypoint.

D The following displays function as described for the full compassdisplay:

— Heading source annunciator

— Navigation source annunciator— Distance display

— Range rings

— Aircraft symbol— Groundspeed

— Heading select display and heading select bug

— Heading dial.


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Enhanced Ground Proximity Warning System(EGPWS)

The EGPWS is a terrain proximity warning system that combinesinformation from aircraft navigation equipment (i.e., global positioningsystem, IRS, FMS, radar altimeter) with stored terrain data to give thepilot a radar--like display of terrain along the flight path.

The pilot can select the EGPWS terrain display, and the EGPWS canalso drive an auto--popup terrain display on the EHSIs.

The EGPWS terrain display is controlled using the display controllerWX/TERR buttons that control:

D Pilot’s EHSI

D Copilot’s EHSI

TERRAIN SELECT ON THE EHSI DISPLAYS

Pushing the WX/TERR (terrain) button on the either the pilot’s orcopilot’s display controller displays the terrain data on that side’s EHSI(i.e., using the copilot’s display controller displays EGPWS on thecopilot’s EHSI). If the EHSI is in the FULL mode when the WX/TERRbutton is pushed, the EHSI changes to the ARC mode. If the EHSI isin the ARC or MAPmode, the mode remains the same. TheWX/TERRbutton operates as follows:

WX Selected Terrain Selected WX/TERR both OFF Repeat

The following scenarios apply to displaying WX and TERR:

D If WX is selected, and the EHSI is in the FULL mode, when theWX/TERR button is pushed, the EHSI changes to the ARC modeand the WX mode is displayed.

D If TERR is selected, and the EHSI is in the FULL mode, when theWX/TERR button is pushed, the EHSI changes to the ARC modeand TERR is displayed.

D If WX and TERR are both OFF, and the EHSI is in the FULL mode,when theWX/TERRbutton is pushed, theEHSI changes to theARCmode, and WX is displayed.

D OnceWXor TERRare selected, they can only be turned OFFwhenthe EHSI is in the ARC or MAP mode.


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TERRAIN RANGE CONTROL

The terrain range for any of the selected displays is sent to the EFISby the EGPWS. The EGPWS gets the range from the weather radarcontroller, except when the terrain auto--popup occurs. If the weatherrange controller is off, or if it is inoperable, the default EGPWS rangeis 50 NM (i.e., 25 mile half--range).

If the EGPWS sends out an invalid range signal, TERR is annunciatedon the EHSI when terrain is selected.

AUTO--POPUP

When theEGWPS initiates theauto--popup function, theEHSI changesto the ARCmode (if it is in the FULLmode) and the terrain is displayed.

EGPWS TERRAIN ANNUNCIATORS

When EGPWS is displayed and valid, TERR is displayed in the WX tiltangle field. If EGPWS data is not available, or if it is invalid, TERR isdisplayed.

The terrain raster displays areas of terrain in blends of the colors black,green, yellow and red, depending on the above ground level (AGL)elevation of the aircraft relative to the terrain below it. Table 6--6 givesadefinition of color versusAGLelevation. Terrain that ismore than2000feet below the aircraft is not displayed.

Elevation of Terrain in Feet AGL Color

2000 or more above the aircraft High Density Red dots

1000 -- 2000 above the aircraft High Density Yellow Dots

500 (250 with gear down) below to1000 above the aircraft

Medium Density YellowDots

500 (250 with gear down) below to1000 below the aircraft

Medium Density GreenDots

1000 -- 2000 below the aircraft Low Density Green Dots

NOTE: Caution terrain (60--second warning) is displayed as solid yellow. Warningterrain (30--second warning) is displayed as solid red.

EGPWS Terrain Display Color DefinitionsTable 6--6


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Figure 6--19 shows the EGPWS on the EHSI partial compass display.

AD--24107@

+ o

HSI Display With Terrain DisplayFigure 6--19

When the EGPWS is selected, it can be tested. Pushing the panelmounted EGPWS TEST button displays the test format shown inFigure 6--20. The EGPWS test pattern is the same on themultifunctiondisplay (MFD) and the HSI.

AD--24108@.

EGPWS Test DisplayFigure 6--20


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EHSI Amber Caution and Failure Annunciators

The caution and failure displays, shown in Figure 6--21, are describedbelow.

EHSI Caution and Failure Annunciators (Amber)Figure 6--21

D SameHeadingorNavigationSource -- If the pilot and copilot haveselected the same heading or navigation source, the applicablesource is annunciated in amber. Otherwise, the annunciator is inwhite. For SRN sources, if the pilot and copilot have bothcross--switched to the other’s source, the annunciator is ambereven though they are from different sources.

D Weather Target Alert -- Weather radar target alerts areannunciated on the EHSI in the upper right corner. TGT indicates anarmed condition, while TGT indicates an alert condition. A VARindicates variable gain selected which automatically deactivatestarget alert.

D DME Hold Annunciator -- When DME is in the hold position, an His displayed to the left of the numerical DME readout.


A28--1146--041Rev 4 6-41


D Waypoint (WPT) Alert Annunciator -- AWPT annunciator from along range navigation (LRN) system is displayed directly above thebearing source annunciator to indicate waypoint passage for theLRN system displayed on the EHSI.

D Display Failures -- When any of the following systems fail, thedigital display is replaced by amber dashes.

— Groundspeed (GSPD)— Time--to--go (TTG)— Distance measuring equipment (DME)— Heading select (HDG)— Course select (CRS)— Desired track (DTRK).

D WX Failure -- When the weather radar system fails, a WX isdisplayed.

EHSI Red Failure Annunciators

Failures are indicated as shown in Figure 6--22, and described below.

EHSI Display Failure Annunciators (Red)Figure 6--22


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D Heading Failure -- If the heading system fails, the bearingannunciators, bearing pointers, select course pointer, coursedeviation pointer, and course scale are removed and an X is drawnacross the course scale if deviation is invalid. The digital selectcourse and digital heading select readouts are dashed and a HDGFAlL is displayed at the top of the heading dial, as shown in Figure6--23.

AD--23331@

Heading Failure AnnunciatorsFigure 6--23


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D Course Deviation, Azimuth Deviation, Vertical Deviation,Glideslope Deviation, or Glidepath Deviation Failure -- A failureof any of these systems results in the removal of the deviationpointer, and an X is drawn through the scale, as shown in Figure6--24.

AD--23332@

Deviation Failure IndicatorFigure 6--24


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Composite Display on EADI and EHSI

If a display unit failure occurs, setting the dim knob on the displaycontroller to OFF displays a composite attitude and NAV format on theremaining good display head, as shown in Figure 6--25.

AD--23334@

CRSFR NAV1 120 NMATT2022

010MAG1

200 DH 140 RADH

3 3 0 0 0 3

20 20

1010

1010

ATTITUDESOURCE

ANNUNCIATORROLLSCALE

ROLLATTITUDEPOINTER

NAVIGATIONSOURCE

ANNUNCIATORDISTANCEDISPLAY

TO--FROMANNUNCIATOR

COURSE/DESIREDTRACK

DISPLAY

AIRCRAFTSYMBOL


HEADINGDISPLAY

HEADINGSELECTDISPLAY

HEADINGSOURCE

ANNUNCIATOR

FORELUBBERLINE

COURSE ORAZIMUTHDEVIATIONDISPLAY

COURSE ORAZIMUTHDEVIATION

BAR

DECISIONHEIGHT‘

HEADINGTAPE

DISPLAY

ATTITUDESPHERE

PITCH ANDROLLCOMMANDBARS

VERTICALNAVIGATIONALGLIDESLOPEOR ELEVATIONDEVIATIONPOINTERAND SCALE

COURSESELECTPOINTER

MARKERBEACON

RADIOALTITUDEDISPLAY

MAGI

Composite Displays With Callouts (Lower)Figure 6--25


A28--1146--041Rev 4 6-45


As in normal EADI and EHSI presentations, all elements are notdisplayed at the same time. The presence or absence of each displayelement is determined by flight phase, NAV radio tuning, selected flightdirector mode, absolute altitude, etc. The failure, caution, and warningannunciators function ismuch the sameas for thenormal displaymode.

REVERSIONARY MODE

The REVERSIONARY mode is selected by a switch that is locatedaboveeachEADI. If an EADI/EHSI display fails, theREVbutton is usedto display a composite format on the remaining good display. The firstpush of the button blanks the EADI and puts a composite display on theEHSI. The second push of the button blanks the EHSI and puts acomposite display on the EADI. The third push of the button returns thedisplay to normal operation. This operation is an option on someaircraft. Most aircraft use the controller dim knobs to turn the compositeformat off and on. In this case, the REV button only controls symbolgenerator backup.

In the event of a symbol generator failure, pushing the REV button onetime enables cross--side display information to be transferred to theon--side EADI/EHSI display. The REVERSIONARY mode isannunciated on the pilot and copilot EADIs as SG 1 orSG 2, dependingon whether the source is the number 1 (pilot) or number 2 (copilot)symbol generator. Pushing the REV button a second time reverts theEADI and EHSI displays back to the original failed condition.


A28--1146--041Rev 4


INSTRUMENT REMOTE CONTROLLER

The glare--shield mounted instrument remote controllers, shown inFigure 6--26, select the desired heading and course as displayed on thepilot’s and copilot’s HSI. Most RNAV/FMS systems automatically movethe course pointer to the desired course.

CRS

HDG

AD--23335@

Instrument Remote ControllerFigure 6--26

D CRS (Course) Knob -- The course knob is used to change course.The yellow digital course readout is displayed on the upper left sideof the EHSI to help the pilot make fine course adjustments.

D HDG (Heading) Knob -- The heading knob is used to change theposition of the cyan heading bug around the compass rose. Thecyan digital heading readout is displayed in the lower left corner ofthe display to help the pilot make fine heading adjustments.


A28--1146--041Rev 4 7-1


7. Flight Guidance System (FGS)

FLIGHT GUIDANCE CONTROLLER

The flight guidance controller, shown in Figure 7--1,engages/disengages the autopilot and yaw damper so that flightdirector modes of operation are selected. The flight guidance controlleralso selects the air data and navigation sources for the HSI and flightguidance computers. It also controls navigation source switching. ThePITCH wheel is also part of this unit.

AD--23336@

ALT SEL

Flight Guidance ControllerFigure 7--1

D HDG Button -- The HDG button activates the lateral guidance tocompute steering commands based on the selected heading asdisplayed on the active HSI.

D NAVButton -- TheNAVbutton arms the lateral guidance for captureof the selectednavigation course that is displayed on the activeHSI.

D APP (Approach) Button -- The APP button arms the lateralguidance for either VORapproachor localizer capture dependingonwhich type of data is displayed on the active HSI. The verticalguidance is armed for glideslope capture immediately followinglocalizer capture.

D IAS Button -- The IAS button selects vertical guidance to holdindicated airspeed.

D VS (Vertical Speed) Button -- The VS button selects verticalguidance to hold vertical speed.


A28--1146--041Rev 4

Flight Guidance System (FGS)7-2

D BC Button -- The BC button selects approach mode guidance forcapture and tracking of back course localizer data.

D ALT Button -- The ALT button selects vertical guidance to holdaltitude.

D ALT SEL Button -- The ALT SEL button arms the vertical guidanceto capture the preselected altitude displayed on the altitudepreselect controller.

D STBY (Standby) Button -- The STBY button cancels all selectedflight director modes.

D APandYDButtons -- TheAPbuttonengages theautopilot andyawdamper functions simultaneously, but it only disengages theautopilot. The YD button engages the yaw damper only, but itdisengages both the autopilot and yaw damper functions.

The active channel is annunciated by the lighted pointers located oneither side of the AP and YD buttons. When the autopilot and yawdamper systems are in anormal no failure condition, the left channelis automatically selected as the active channel, and the left pointerson theAPandYDengageswitches are lit. To select the right channelas the active channel, the pilot can push the R AFCS button on theadvisory display. When the system is engaged, the right pointers onthe AP and YD switches light to indicate that the right channel isactive. The R AFCS or L AFCS buttons on the advisory display canbe used to select the active channel.

— Autopilot disengage -- The normal means for disengaging theautopilot is momentarily push the AP disconnect switch locatedon the outboard side of each control wheel.

The autopilot can also be disengaged by any one of the followingactions.

- Pushing the AP disconnect switch on either control wheel.

- Pushing the AP or YD pushbutton on the guidance controller.

- Pushing the go--around button located on the throttle levers.

- Pulling flight guidance controller #1, servo, or YD dc circuitbreaker transfers the system to flight guidance controller #2if flight guidance controller #1 was high priority.

- Pushing the stall warning self--test button.

The autopilot is automatically disengaged when either aircraft liftcomputer detects a stall condition.


A28--1146--041Rev 4 7-3


D HSI SELButton -- TheHSI SELbutton alternately selects either thepilot’s or copilot’s HSI and DADC data for lateral and verticalguidance to both flight guidance computers. The DAFCS power--uplogic selects the data from the pilot’s HSI and DADC. When thesystem is transferred to the cross--side HSI and DADC, all flightdirector modes are cancelled. Operating modes must again beselected. The pointer on the right or left side of the HSI SEL buttonlights to indicate which HSI and DADC have been selected.

D NAV SEL Button -- The NAV SEL button is an alternate actionbutton that enables either the pilot’s or copilot’s navigation sourceselection. With the NAV SEL button pointer indicating to the left, thepilot can switch navigation sources for display on his HSI/ADI. Thecopilot’s display switching is disabled in this case, and is notaffected. The reverse is true when the NAV SEL button is pushedagain, and the arrow indicates to the right. If power is removed orlost from the NAV switching circuits, the V/L NAV source is selectedand displayed on the HSI/ADI. When power is returned, thepreviously selected NAV source is displayed.

D V/L (VOR/Localizer) Button -- Pushing the V/L button selects theVOR/LOC receiver output to be displayed on the selected HSI andconnected to the flight guidance computers.

D MLS (Microwave Landing System) Button -- Pushing the MLSbutton selects the output of the microwave landing system.

D AUX (Auxiliary) Button -- The AUX button is an alternate actionswitch that can be used to select either an RNAV source or auxiliaryNAV source for data. The first time that the AUX button is pushed,an RNAV source is selected. The next time the button is operatedan AUX source is selected. As the button is pushed, this sequencerepeats.

The selected navigation source is annunciated over the attitudeindicators. These annunciators read V/L, MLS, RNAV and AUX.

D PITCHWheel -- The controller also contains a PITCH thumb--wheelthat outputs rate limitedpitch commands in thePITCHHOLDmode,or vertical reference alterations for vertical flight guidance modes(i.e., the air data command function). The PITCH thumb--wheeloutputs dual tachometer signals that are applied to both flightguidance computers to ensure fail--passivePITCHwheel operation.


A28--1146--041Rev 4


ADVISORY DISPLAY

The advisory display, shown in Figure 7--2, requests data from the pilotfor the flight control system and displays system mode and statusannunciators.

AD--23337@

LAFCS R AFCS

Advisory DisplayFigure 7--2

The display CRT format is divided into four lines of 26 characters wideand eight fields, as shown in Figure 7--3. Messages are generated bythemaster flight guidance controller and are transmitted to theadvisorydisplay. Normal mode messages are separated into operationalmessages and warning/caution messages and are described below.

Message Field LocationsFigure 7--3


A28--1146--041Rev 4 7-5


D Operational Messages (Two Fields) -- Operational messages aredisplayed in the top two fields and are always white. They includethe following messages::

— SAT/TAS display— Flight director lateral and vertical arm modes— Flight director lateral and vertical active modes— AFCS status messages.

D Disengage/Caution/Conditional Status Messages -- Thesewarningmessages are always displayed in amber. They include thefollowing messages:

— Disengage messages— Primary caution messages— Advisory caution messages— Sensor failure messages— Invalid operation messages.

In most cases, these messages are accompanied with a lit RESETbutton. The message means the pilot must acknowledge themessage is cancelled by pushing the RESET pushbutton, or insome cases, by other means. This acknowledgement clears themessage and switches the RESET light off.

Some messages (primary caution messages) require a correctiveaction. In this case, the RESET light is OFF, and the messageremains displayed until the problem is corrected.

Other messages are timed--out. Thesemessages are automaticallycleared after 5 seconds. The RESET button does not light fortimed--out messages.

D AFCSMessage Data Invalid -- If AFCSmessage data received bythe advisory display is invalid (ASCB failure, for example), theadvisory display shows a dashed amber line. This line is clearedonly when the valid AFCS message data reappears.

If the advisory display receives a disengage message, the dashedamber line are overwritten by a flashing disengage message. Oncethe disengagemessage has been cleared using the RESET button,the dashed amber lines reappear.


A28--1146--041Rev 4


D SAT (Static Air Temperature) and TAS (True Airspeed )Display-- The SAT is displayed in white on the right side of line one. Pushingthe TAS display button in the instrument panel momentary displaysTAS in place of the SAT display. Dashed lines on both SAT/TASdisplaysmeans valid data from theDADChas been lost, as selectedusing the HSI SEL button. (Refer to Table 7--1.)

MessageField/Color Range Resolution Comments

�dd _CSAT

2/WHITE �99 _C 1 _C Continuously updatedat 1 Hz rate

dddKTAS

2/WHITE 0 to999

1 Knot Data originated fromthe Coupled side(CPL)

SAT/TAS Display FunctionsTable 7--1

D AFCSOperationalMessages -- Thesemessages are displayedonline one in white when the AFCS is not engaged, and on line two inamber if the AFCS is engaged. During the power--up test, SYSTEMTEST is displayed in white. When the test is completed, the channelthat is being used as the priority channel is displayed with L (R)AFCS MASTER message. If one channel has not passed thepower--up test, the L/R AFCS FAlL message is displayed.Changing priority status using the L AFCS and R AFCS buttons onthe advisory display momentarily displays the L/R AFCS MASTERmessage, saying that the opposite channel has been selected aspriority. If the selected channel has failed, the L/R AFCS FAlLmessage is displayed. With AFCS engaged, failure of one channeldisplays the steady L/R AFCS FAlL message. The RESET buttonis used to clear the message.

NOTE: Another version of the advisory panel has L SEL and RSEL buttons, instead of L AFCS and R AFCS. It operatesthe same way.

Other messages are momentarily displayed in line one in whitewhen a problem exists and the pilot tries to engage the autopilot oryaw damper. Tables 7--2 through 7--7 show these messages.


A28--1146--041Rev 4 7-7


The messages in Table 7--2, are displayed momentarily when thecrew attempts an engagement and the system has detected afailure that prohibits engagement.

Message Comments

AP FAIL/YD AVAIL The failure is in either the pitch, roll, or pitchtrim servos, or a failure in servo drivefunctions within computers beforeengagement.

AHRS DATA INVLD Both APIRSs are invalid or data betweenboth APIRSs is in disagreement.

DADC DATA INVLD Both DADCs are invalid or data betweenboth DADCs is in disagreement.

L AP/YD FAIL Left AFCS invalid.

R AP/YD FAIL Right AFCS invalid.

ENGAGE INHIBIT This message can appear for one of thefollowing reasons:D AP DISC (disconnect) button pushed

D TCS button pushed

D Stall warning active

D GA button pushed.

ACFT ON GND AP engagement is inhibited on the ground.

System Messages That Prohibit EngagementTable 7--2


A28--1146--041Rev 4


Themessages in Table 7--3, are displayedmomentarily during initialpower--up of the system.

Message Comments

L AFCS MASTER 1. This is normal power--up state. The left, orpilot’s side computer, is master.

2. The left--side computer has beenselected as master by using the L AFCSpushbutton on the advisory panel.

R AFCS MASTER 1. The left computer has failed and right, orcopilot’s side, computer is the master.

2. The right--side computer has beenselected as master by using the R AFCSpushbutton on the advisory panel.

SYSTEM TEST This is normal during the first 30 to 40seconds of powerup on the ground.

Initial Power--up MessagesTable 7--3


A28--1146--041Rev 4 7-9


Other messages appearing momentarily in line 1 in white are givenin Table 7--4. These messages occur when an FD mode has beenselected and mode engagement is inhibited due to a failure withinthe system.

Message Comments

HDG DATA INVLD Loss of selected HSI HDG.

DADC DATA INVLD Loss of DADC on selected side

ACTION: Use the HSI SEL button to selectthe opposite HSI and DADC for above.

CHECK NAV SOURCE Either the APP or BC mode have beenselected while the NAV source is eitherRNAV or AUX NAV.

CHECK NAV FREQ The BC mode has been selected while aVOR Frequency is tuned. (QC is not tuned.)

INVALID OP ALT SEL mode has been selected whiletracking in GS mode.

SELECT INHIBIT L AFCS or R AFCS pushbutton is used toselect the master computer while in DUALHSI approach. Without AP or YD engaged,this selection is not allowed.

LDG ATT 6 DEG(Series 300 Only)

Landing attitude has reached certificationlimit.

TCS ENGAGE TCS button is selected.

Mode Inhibit MessagesTable 7--4


A28--1146--041Rev 4


Messages that can be cleared by the RESET button are given inTable 7--5.

Message Comments

FD NAVMISMATCH[R VALID]

1. This message is active in DUAL HSI LOC and GSmodes. When two NAV receivers do not agree,AFCS monitors have selected right side NAVreceiver as correct.ACTION: When two NAV receivers do not agreeand if the right side receiver is determined to becorrect by the crew, push the RESET button.

If the left side receiver is determined to be validreceiver, push the L AFCS, and then RESETbuttons.

2. NAV MISMATCH [L VALID] message has beendisplayed and the crew has selected the right sidereceiver by use of R AFCS button on the advisorydisplay.

FD NAVMISMATCH[L VALID]

Same as the NAV MISMATCH [R VALID] message,except that AFCS monitors have determined the leftside receiver to be correct.

FD NAV DATAINVLD

This message is displayed for loss of valid NAV dataon selected side.

FD DADCDATA INVLD

This message is displayed for loss of valid air data onselected side.

RAD ALTINVLD

Active only in APP modes. There is no valid RAD ALTinformation

FD HDG DATAINVLD

This message is displayed for loss of valid headingdata on the selected side.

Messages That Can Be Removed With The RESET ButtonTable 7--5


A28--1146--041Rev 4 7-11


Other messages that cannot be cleared by the RESET button areshown in Table 7--6:

Message Comments

ADI ROLL MISMATCH(Steady)

Roll data displayed on the twoADIs does notagree. Miscompare threshold is 6.

ADI PITCH MISMATCH(Steady)

Pitch data displayed on the two ADIs doesnot agree. Miscompare threshold is 6.

ADI PITCH/ROLLMISMATCH(Steady)

This message is a combination of the twoprevious messages.

HSI HDG MISMATCH Heading data displayed on two HSIs doesnot agree. Miscompare threshold is 6 inlevel flight, 12 during turning flight.

EXCESSIVE DEV Active only in DUAL HSI mode or with DUALMLS selected. LOC or GS (or AZ or EL)deviation signals exceed CAT II window.

AFCS CONTROLLERINOP

(Series 300 only)

This message is active whenever the AFCSdetects a continuous button push on theguidance controller or the advisory display.

Messages That Cannot Be RemovedUsing the RESET Button

Table 7--6

Themessages inTable 7--7 are displayed as amomentarymessageon line two:

Message Comments

ALT OFF Pitch wheel is used while in ALT Hold orVNAV mode.

FD NAV DATA INVLD Selected NAV source has been changed byuse of V/L, MLS, or AUX buttons whilein a NAV mode.

CHECK NAV FREQ VOR frequency has been tuned while inAPP mode. LOC FREQUENCY has beentuned while in a VOR mode.

Momentary MessagesTable 7--7


A28--1146--041Rev 4


D Amber Disengage, Caution and Conditional Status Messages-- These messages appear in amber on line 2 to warn the crew ofproblems that have been detected within the system. (Refer toTables 7--8 through 7--12.)

The messages in Table 7--8 are flashing messages. When theRESET button is pushed, the message stops flashing. A secondpush of the RESET button cancels the message.

Message Comments

AP DISENGAGED(Flashing)

Autopilot has been disengaged by amonitor within the AFCS. Clearing thismessage displays another message thatidentifies the cause of disengagement.

AP/YDDISENGAGED(Flashing)

Autopilot and yaw damper have beendisengaged by a monitor within the AFCS.When this message is cleared, anothermessage is displayed that identifies causeof disengagement.

YD DISENGAGED(Flashing)

Yaw damper has been disengaged by amonitor within the AFCS. Clearing thismessage displays another message thatidentifies the cause of the disengagement.

System Fault Disengagement MessagesTable 7--8


A28--1146--041Rev 4 7-13


The messages in Table 7--9 are displayed after a crew--activateddisengagement occurs. The messages are steady and areautomatically cleared after a 5--second time--out period.

Message Comments

AP DISENGAGED(Steady)

The crew has selected autopilot off byusing the control wheel disconnect or GAswitches or AP pushbutton on theguidance controller.

AP/YDDISENGAGED

(Steady)

The crew has selected autopilot and yawdamper off using the YD button on theguidance controller.

YD DISENGAGED(Steady)

The crew has selected the yaw damper offusing the YD button on the guidancecontroller.

NOTE: In Series 100 aircraft with --714 flight guidance controller, thesemessages are cleared with the advisory display RESET button.

Crew--Activated Disengagement MessagesTable 7--9

The messages in Table 7--10 are displayed when one of the AFCScomputers has failed. These messages are steady (non--flashing)and are cancelled using the RESET button.

Message Comments

L AP/YD FAIL The system monitor has turned off the leftAFCS computer.

R AP/YD FAIL The system monitor has turned off theright AFCS computer.

AFCS Computer--Caused Failure MessagesTable 7--10


A28--1146--041Rev 4


The steady messages in Table 7--11, are displayed after adisengage message has been cleared, when the system monitorhas caused the disengagement. The messages are cancelled bypushing the RESET button.

Message Comments

APIRS DATAINVLD

Both APIRSs are invalid or data disagreesfrom both APIRSs.

DADC DATAINVLD

Both DADCs are invalid or data disagreesfrom both DADCs.

NOTE: The DADC DATA INVLD messages do not necessarily mean that aDADC is unusable for flight, only that there is a problem with the DADCinput to the flight guidance computer.

System Monitor Disengagement MessagesTable 7--11

AFCS mistrim messages that appear in line two in amber are listedin Table 7--12. These messages are cleared by retrimming theaircraft.

Message Comments

MISTRIM[TRIM L WING

DN]

AFCSsenses a steady--state loadon the rollservo.ACTION: Trim ailerons in the directionindicated.

MISTRIM[TRIM R WING

DN]

AFCSsenses a steady--state loadon the rollservo.ACTION: Trim ailerons in the directionindicated.

AFCS Mistrim MessagesTable 7--12 (cont)


A28--1146--041Rev 4 7-15


Message Comments

MISTRIM[TRIM NOSE UP]

AFCS senses a steady--state load onpitch servo.ACTION: No action required. The systemautomatically retrims the aircraft. If thismessage is displayed when the autopilot isgoing to be disengaged, the crew shouldexpect the aircraft to be out--of--trim andshould anticipate a force on the controlstick when the autopilot is disengaged.NOTE: If this message does not clear automatically

within a few seconds, the autopilot should bedisengaged.

MISTRIM[TRIM NOSE DN]

PITCH TRIM FAIL

Same as for nose up case.

The AFCS monitors have sensed failure inthe automatic pitch trim function.

ACTION: Disconnect the autopilot. Thecrew should anticipate a force controlwheel when AP is disengaged.

AFCS Mistrim MessagesTable 7--12


A28--1146--041Rev 4


D Flight Director Mode Annunciator -- If a selected flight directormode is armed for capture with the necessary sensor data beingvalid, the mode is annunciated in white, as shown in Table 7--13.

MessageReverse Video

(5 SEC) Field/Color Comments

LOC NO 4/WHITE ----

AZ NO 4/WHITE ----

VOR NO 4/WHITE ----

VOR APP NO 4/WHITE ----

BC NO 4/WHITE ----

LNAV NO 4/WHITE ----

ALT SEL NO 5 OR 6/WHITE ----

GS NO 5 OR 6/WHITE ----

EL NO 5 OR 6/WHITE ----

VNAV NO 5 OR 6/WHITE NOTE

NOTE: Available on some Dash 8 Series 300 installations. Consult theappropriate pilot handbook for description and operation.

Flight Director Lateral and Vertical Arm ModesTable 7--13


A28--1146--041Rev 4 7-17


When the transition from arm to capture is made, the armannunciator on line three is extinguished and the capture phase ofthe mode is shown in green on line four. At capture the mode isshown in reverse video for 5 seconds (black letters on greenbackground)with anasterisk to emphasize that the system is not yetin the track mode. These modes are given in Table 7--14.

MessageReverseVideo Field/Color Comments

HDG SEL No 7/GREEN Indicates HEADING SELECTmode.

VOR* Yes 7/GREEN Indicates CAPTURE mode.

VOR OS Yes 7/GREEN Indicates OVER--STATIONmode.

VOR APP* Yes 7/GREEN Indicates VOR APPROACHCAPTURE mode.

VOR APPOS

Yes 7/GREEN Indicates OVER--STATIONmode.

AZ* Yes 7/GREEN Indicates CAPTURE mode

LOC* Yes 7/GREEN Indicates CAPTURE mode

BC* Yes 7/GREEN Indicates CAPTURE mode.

LNAV Yes 7/GREEN Indicates CAPTURE mode.

ALT* Yes 8/GREEN Indicates CAPTURE mode.

EL* Yes 8/GREEN NOTE

GS* Yes 8/GREEN ----

VNAV* Yes 8GREEN ----

ALT No 8/GREEN ----

VS + dddFPM

No 8/GREEN ----

GA No 8/GREEN ----

PITCH No 8/GREEN ----

IAS***KTS No 8/GREEN ----

Flight Director Lateral and Vertical Active ModesTable 7--14 (cont)


A28--1146--041Rev 4


Message CommentsField/ColorReverseVideo

WINGSLEVEL

No 8/GREEN ----

VNAV No 8/GREEN NOTE

DUAL No 7 or8/GREEN

Indicates dual APR mode.

NOTE: This is available on some Dash 8 Series 300 installations. Consult the pilothandbook for description and operation.

Flight Director Lateral and Vertical Active ModesTable 7--14

When the transition to the track phase of themode is completed, theannunciation remains in the same location with no asterisk.

Additional messages are displayed on line four when the pilotselects themode. These aremodes that do not progress throughanarm capture sequence. These messages are given in Table 7--15.

Mode Comments

PITCH ----

HDG SEL ----

ALT ----

IAS xxxKTS Where xxx is airspeed at timeof selection.

VS xx00FPM Where xx is vertical speed inhundreds of feet per minute attime of selection.

GA ----

WINGS LEVEL ----

Non--Arm and Capture AnnunciatorsTable 7--15


A28--1146--041Rev 4 7-19/(7-20 blank)


If the pilot uses the TCS button to change the airspeed or verticalspeed hold reference, the advisory display shows IAS------KTS orVS--------FPMwhile the TCS button is pushed.When the TCS buttonis released, the advisory displays shows the reference value again.The PITCH wheel can be used to change the VS or IAS referencewithout disengaging the AP servos. When in the VOR mode, if theaircraft flies over the station, the advisory display shows VOR OSuntil reliable radio deviation information again becomes available.The same type of messages are displayed for VOR APP mode.

If go--around is selected, line four displaysWINGSLEVEL andGA,until a subsequent mode selection is made, or the autopilot isengaged.

D Mode Inhibit and Error Annunciator -- Certain conditions mustexist to engage somemodes. If these conditions havenot beenmet,the mode engagement is inhibited. If these conditions are removedwhile the mode is engaged, the mode clears. White messages aredisplayed momentarily on line one to identify the absence or loss ofthe conditions. These unique conditions and messages are listedbelow.

— Switching navigation sources while engaged in a NAV modeclears the mode and the FD NAV DATA INVLD message isdisplayed.

— Moving the PITCH wheel on the flight guidance panel while theaircraft is in ALT HOLD or VNAV displays the momentary VERTMODE OFF message to annunciate departure from selectedaltitude.

— When a LOC mode is selected and the NAV receiver has beentuned to a VOR frequency, CHECK NAV FREQ message isdisplayed. This message is also displayed when a VORmode isengaged and a localizer frequency is selected on the NAVreceiver.

— If the ALT SEL mode is selected while in the APP mode, anINVALID OP message is displayed to identify that the ALT SELmode is inhibited in this condition.

— If the system is in the DUAL HSI mode without AP or YDengaged, using the R AFCS or L AFCS buttons changes AFCSchannel priority and displays a SELECT INHIBIT message. Thismessage identifies that this selection is not allowed.


A28--1146--041Rev 4 8-1

System Limits

8. System Limits

GLOSSARY OF TERMS

This glossary gives a brief description of the flight guidance computercontrol laws. These terms are used throughout this section andSection9, Modes of Operation. The performance and operating limits for theseitems are defined in Table 8--1. The terms included in this glossary arelisted below.

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, back course capture 1/2(LOC CAP 1/2, BC CAP 1/2)

D Localizer track 1/2, back course track 1/2(LOC TRACK 1/2, BC TRACK 1/2)

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).


A28--1146--041Rev 4

System Limits8-2

Attitude Director Indicator (ADI) Command Cue

When a command signal is applied to the cue input, the cue moves Lor R (roll) or up or down (pitch). This displays the visual command thatthe pilot can follow to maneuver the aircraft in the direction to reach thedesired flightpath. If the information required to fly the desired flightpathgoes invalid, the command cue is biased from view.

Glideslope (GS) Gain Programming

Gain programming starts after the VBS trips. The gain is programmedas a function of radio altitude and vertical speed. If the radio altimeteris invalid, gain programming occurs at GS capture and is controlled bya runway height estimator. The estimated value is a function of GScapture, GS track, and middle marker. At GS capture, the height isestimated at 1500 ft. At GS track and middle marker not passed, theheight is 300 ft. At GS track and middle marker passed, the height is100 ft. If the DADC is not valid, vertical speed is a preprogrammed fixedrate.

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 trips— GS deviation is less than 1/4 dot.

Glideslope Track (GS TRACK)

Glideslope track occurs after the aircraft captures the glideslope and istracking the beam. The track phase flies the beam tighter. The followingconditions are necessary for the track mode to be satisfied:

D GS capture plus is 15 secondsD Localizer has gone into track 1 or track 2D GS deviation must be less than 1/2 dotD The vertical deviation must be changing at a rate of less than

10 feet/secondD Radio altitude or height above the runway is less than 1550 feet.


A28--1146--041Rev 4 8-3

System Limits

Lateral Beam Sensor (LBS)

When flying to intercept the VOR or LOC beam, the LBS is tripped asa function of beam deviation, course error, TAS, and DME. In the LOCmode, the course error is compared with the beam deviation signal andrate of crossing thebeam todetermine theLBS trip point.When theLBStrips, the flight director commands a turn toward the VOR radial orrunway to capture the beam. If the intercept angle to the beam centeris very shallow, the LBS does not trip until the aircraft is near beamcenter. For this reason, an override on the LBS occurs when the beamdeviation reaches a specifiedminimum. Theminimumbeam sensor trippoint for the VOR mode is 1/4 dot. In the LOC mode, the minimum trippoint is 1/2 dot. The maximum LBS trip points are 2--1/2 dots for VORand 2--2/3 dots for LOC.

Localizer Capture 1/2, Back Capture 1/2 (LOC CAP1/2, BC CAP 1/2)

Localizer and back course capture 1 are the initial capture phases oftheir respectivemodes. Localizer capture 1 and back course capture 1occur when the following conditions are all satisfied:

D LOC is armed plus 3 secondsD Either of the following occurs:

— LBS trips— Beam deviation is less than 1/2 dot.

Localizer and back course capture 2 are capture phases that indicatethe aircraft is flying closer to the center of the beam. The capture 2phase occurs at the center of the beam. The capture 2 phase occursfor each mode when the following conditions are all satisfied:

D LOC CAP 1 has occurred plus 3 secondsD Course error is less than 35_D Beam deviation is less than 1--1/2 dots.


A28--1146--041Rev 4

System Limits8-4

Localizer Track 1/2, Back Course Track 1/2 (LOC TRACK1/2, BC TRACK 1/2)

Localizer track 1 and back course track 1 signify that the aircraft is onbeam center and the roll rate limit is decreased from7.0/sec during thecapture phase down to 5.5/sec in the track submode. When the tracksubmode occurs, the course error is eliminated from the control signal,leaving beam deviation and lateral acceleration from the attitudeheading reference system/inertial reference system (APIRS/IRS) tomaintain the aircraft on beam center.

The track 1 phase occurs when the following conditions are satisfied.

D LOC CAP 2 is plus 30 seconds.

D Lateral beam rate is less than 30 feet/second.

D Localizer beam deviation is less than 1/4 dot.

D Aircraft bank angle is less than 6_.

There is no visual indication in the cockpit that the LOC track 1 of BCtrack 1 submode has occurred.

The track 2 submode occurs only after track 1 has been completed.There is no visual indication to the pilot that the track 2 mode has beenactivated. Radio altitude, distance to the transmitter, and a verticalvelocity indicating the aircraft is descending determine the track 2conditions. When these conditions reach certain levels, track 2 istripped to give the flight director tighter control during the final stagesof an approach.

The track 2phase occurswhen the following conditions are all satisfied.

D LOC track 1 has been tripped.

D The aircraft is descending at a vertical speed that indicates arunway approach.

D Either of the following conditions has occurred.

— Distance to the transmitter is less thanapproximately 5milesandthe 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, PITCHwheel commands, air data commands, andglideslope deviation to maintain the same aircraft response regardlessof the aircraft’s airspeed and altitude. The TAS computation is derivedfrom airspeed, altitude, and outside air temperature.


A28--1146--041Rev 4 8-5

System Limits

Vertical Beam Sensor (VBS)

The VBS determines the point of glideslope capture using a number ofinputs. The VBS is armedwhenNAV radio is tuned to a LOC frequency,the LOC receiver is valid, and the LBS has tripped. The VBS trips asa function of vertical speed, TAS, and glide slope deviation. The VBStrips when vertical deviation is less than 2 dots and a capture sensor issatisfied. The capture sensor combines airspeed, rate of beamdeviation change, and acceleration to determine the optimum capturepoint. 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 thepreviously selected PITCH mode and changes aircraft attitude tocapture 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 of elapsed time.D The LBS has tripped.

VOR Track

VOR track occurs as the aircraft is established on beam center and thefollowing conditions are satisfied.

D The VOR mode is captured or AOSS 2 occurs.

D Thirty seconds of time has elapsed since capture.

D Lateral deviation rate is less than 50 feet/second, roll rate is lessthan 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 APIRS/IRS tomaintain the aircraft on beam center. There is no visual indication in thecockpit that the VOR track submode has occurred.

VOR Over Station Sensor (VOR OSS)

The over station sensor (OSS) is used to detect theerratic radio signalsencountered in the area above the VOR transmitter. When these radiosignals reach a certain level of deviation, they no longer are useful andthe OSS eliminates them from the control signal.


A28--1146--041Rev 4

System Limits8-6

The VOR OSS trips when the following conditions are satisfied.

D VOR track or VOR arm has occurred plus 3 seconds elapsed time.

D Either of the following occurs.

— Distance to the station is less than 1/4 of the barometric altitudeand distance measuring equipment (DME) is present.

— Lateral deviation is greater than 1 dot and the rate of deviationis greater than 1/9 dot per second and the DME is not present.

VOR After Over Station Sensor 1/2 (VOR AOSS 1/2)

When theaircraft is flying in theOSSstate, beamdeviation ismonitoredto determine when it is again useful to include in the command signal.The AOSS monitors beam deviation. When certain beam deviationconditions are satisfied, the AOSS trips. There are two stages to theAOSS. The first stage is AOSS 1, and AOSS 2 is the second stage.AOSS 2 does not trip until AOSS 1 has tripped. These sensors ensurethat when beam deviation is included in the control signal, it is usableinformation.

D VOR AOSS 1 occurs when the following conditions are satisfied.

— VOR OSS has occurred dependent on the active lateral mode.— A calculated period of time has elapsed since the last TO/FROM

transition on the horizontal situation indicator (HSI) in order forAOSS 1 to trip. The period of time elapsed is calculated usingground speed at altitude. The higher the altitude, the longer ittakes to get through the cone of erratic radio information, andtherefore, the longer the time periodmust be. Likewise, the lowerthe aircraft altitude, the smaller the cone of erratic radioinformation, and the shorter the time periodmust be to tripAOSS1. The required elapsed time period is also affected by theaircraft’s ground speed. The faster theground speed, thequickerthe aircraft travels through the cone. The slower the groundspeed, the longer it takes to pass through the cone, and a longertime period is required to trip AOSS 1.

D VOR AOSS 2 occurs when the following conditions are 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 controlsignal.


A28--1146--041Rev 4 8-7

System Limits

SYSTEM OPERATING LIMITS

ModeControl orSensor Parameter Value

YawDamper

Yaw Control Engage Limit Up to 45_ left or rightbank

AutopilotEngage

(NOTE: Only yawdamper can beengaged on theground.)

Engage Limit Roll up to �45_Pitch up to �20_

BasicAutopilot

Touch ControlSteering (TCS)

Roll Control Limit

Pitch Control Limit

Up to �45_ roll

Up to �20_ pitch

Pitch Wheel Pitch Angle Limit �20_ pitch

Heading Hold Roll Angle Limit Less than 6_ and no rollmode selected

HeadingSelect

Heading SELKnob on HSI orRemote SlewKnob on Console

Roll Angle Limit

Roll Rate Limit

�24_

�4.0_/sec

VOR Course KnobNAV Receiver andDME Receiver

CAPTURE:Beam AngleIntercept(HDG SEL)

Roll Angle Limit

Roll Rate Limit

Course Cut Limitat Capture

Capture Point

Up to 90_

�24_

�4.0_/sec

�45_ course

Function of beam, beamrate, course error, and DMEdistanceMAX trip point is 180 mAMIN trip point is 20 mA

System LimitsTable 8--1 (cont)


A28--1146--041Rev 4

System Limits8-8

Mode ValueParameterControl orSensor

VOR(cont)

Course KnobNAV Receiver andDME Receiver(cont)

TRACK:Roll Angle Limit

Roll Rate Limit

CrosswindCorrection

OVER STATION:Course Change

Roll Angle Limit

�24_ of roll

�4.0_/sec

�45_ course error

Up to �30_

�24_

LOC orAPR orBC orAZ

Course Knob andNAV Receiver

LOC CAPTURE:Beam Intercept

Roll Angle Limit

Roll Rate Limit

Capture Point

Up to 90_

�30_

�7.0_/sec

Function of beam, beamrate, and course errorMAX trip point is 180 mAfor LOC, and 230 mA for AZMIN trip point is 35 mA

LOC TRACK:Roll Angle Limit

Roll Rate Limit

CrosswindCorrectionLimit

Gain Programming

�24_ of roll

�5.5_/sec

�45_ of course error

Starts at 1500 ft radioaltitude or 17 NM DME(MLS)

GS or ELReceiver andAir DataComputer

GS OR ELCAPTURE:Beam Capture

Pitch CommandLimit

Pitch Rate Limit

Gain Programming

Variable with intercept

+10_/--15_

0.2 g

Starts at 1500 ft radioaltitude or 6 NM DME(MLS)

System LimitsTable 8--1 (cont)


A28--1146--041Rev 4 8-9/(8-10 blank)

System Limits

Mode ValueParameterControl orSensor

GA Control Switchon Throttles

Fixed Pitch--UpCommand, WingsLevel

Series 100

D 10_ pitch up -- flaps >15_

D 12_ pitch up -- flaps ≤15_

Series 300

D 9_ pitch up -- regardless offlap position

PitchSync

TCS Switch onWheel

Pitch AltitudeCommand

�20_ MAX

ALTHold

Air Data /FGCComputers

ALT Hold EngageRange

Pitch Limit

g Limit

Pitch Rate Limit

0 to 25,000 ft

�20_

0.1 g

f(TAS)

VS Hold Air Data /FGCComputers

VERT Speed Range

Pitch Limit

g Limit

Pitch Rate Limit

0 to +6,000 ft0 to --8,000 ft

�20_

0.1 g

f(TAS)

IAS Hold Air Data /FGCComputers

IAS Engage Range

Pitch Limit

g Limit

Pitch Rate Limit

80 to 300 kts

�20_

0.1 g

f(TAS)

ALTPreselect

Air DataComputer,Altitude PreselectController

Preselect CaptureRange

Pitch Limit

g Limit

Pitch Rate Limit

0 to 25,000 ft

�20_

0.1 g

f(TAS)

System LimitsTable 8--1


A28--1146--041Rev 4 9-1

Modes of Operation

9. Modes of Operation

This section contains a series of examples of typical system operation.The examples are illustrated using electromechanical displays. Theseexamples also apply, if the optional EFIS is installed.

HEADING HOLD AND WINGS LEVEL

The basic lateral mode of the autopilot is HEADING HOLD. TheHEADING HOLD mode is defined as:

D Autopilot engaged

D No lateral flight director mode selected

D Bank angle less than 6_.

If the above conditions are satisfied, then the autopilot rolls the aircraftto a wings level attitude. When the aircraft’s bank angle is less than 3_plus 10 seconds, theHEADINGHOLDmode is automatically engaged,as shown in Figure 9--1. There is no HEADING HOLD annunciator.

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Heading Hold Cockpit DisplaysFigure 9--1


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Modes of Operation9-2

ROLL HOLD MODE

The autopilot recognizes that the ROLL HOLD mode is operationalwhen the following occurs.

D No lateral flight director mode is selected.

D The aircraft’s bank angle is greater than 6_, but less than 45_.

D Touch control steering (TCS) was used to initiate the roll maneuver,with the autopilot engaged.

When the above conditions are satisfied, the autopilot maintains thedesired bank angle. If TCS is released at bank angles greater than 45_,the autopilot rolls the aircraft to 45_ of bank angle andmaintains. Whenthe TCS button is used, the white TCS ENGAGED message isdisplayed on the advisory display unit, as shown in Figure 9--2, and theAP engage annunciator on the guidance panel extinguishes. There isno permanent ROLL HOLD mode annunciator.

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Roll Hold Mode DisplaysFigure 9--2


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Modes of Operation

HEADING SELECT MODE

The HEADING SELECT mode intercepts and maintains a magneticheading. The mode is engaged by pushing the HDG button on the flightguidance controller. HDG is annunciated on the advisory display.Engaging the HEADING SELECT mode (annunciated as HDG SEL ontheadvisory display, as shown in Figure 9--3) resets all previously selectedlateral modes. The heading bug on the HSI is positioned around thecompass card to the heading the pilot has set to intercept, using the HDGknob on the instrument remote controller. The heading select error signalsent to the flight guidance computer is the difference between the actualaircraft heading and the selected aircraft heading. The flight guidancecomputer generates theproper roll command to intercept andmaintain thepilot selected heading.


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Heading Select Mode DisplaysFigure 9--3


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Modes of Operation

Any one of the following cancels the HEADING SELECT mode :

D Pushing the HDG button on the flight guidance controller

D Selecting go--around

D Automatic capture of any other lateral steering mode

D Coupling to the cross--side HSI

D Selecting standby on the flight guidance controller.

VOR (NAV) CAPTURE MODE

The VOR mode automatically intercepts, captures and tracks aselected VOR radial, using the V/L navigation source selected on theflight guidance controller. Before engaging the mode, the pilot followsthe procedure in Table 9--1.

Step Procedure

1 Tune the NAV receiver to the desired VOR frequency.

2 Select V/L as the navigation source on the flight guidancecontroller.

3 Set the course pointer on the HSI for the desired course tobe flown toward or away from the station.

4 Set the heading bug on the HSI for the desired interceptfor the selected course.

VOR Capture Setup ProcedureTable 9--1


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With the aircraft outside of the normal capture range of the VOR signal(typically theCDI on theHSI is greater than twodots, asshown inFigure9--4), the pilot selects the NAV button on the flight guidance controller.At this time, the advisory display annunciates HDG SEL and VOR inwhite, as shown in Figure 9--5. The flight guidance computer is armedto capture the VOR signal and generates a roll command to fly theHEADING SELECT mode as previously discribed.

VOR Capture, Plan ViewFigure 9--4


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Modes of Operation

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VOR Capture DisplaysFigure 9--5


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When the aircraft reaches the lateral beam sensor (LBS) trip point, thesystem automatically drops the HDGSELmode and switches to the VORcapture phase. The following is displayed on the advisory display:

D The white VOR message extinguishes.D The HDG SEL message extinguishes.D The VOR* message is annunciated, as shown in Figure 9--6.

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VOR Capture DisplaysFigure 9--6


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Modes of Operation

The asterisk indicates that the system is in the capture phase ofoperation. The green capture message is momentarily displayed inreverse video to emphasize the transition from armed to capture. Theflight guidance computer generates the proper roll command to bankthe aircraft and track the selected VOR radial, as shown in Figure 9--7.

VOR Capture Phase, Plan ViewFigure 9--7

When the course select pointer was set on theHSI using the CRS knobon the instrument remote controller, the course select error signal wasestablished. This signal represents the difference between the actualaircraft heading and the desired aircraft course. The course error signalis then sent from the HSI to the flight guidance computer.

The radio deviation signal is routed from the navigation receiver to theflight guidance computer, where the signal is lateral gain programmed.The lateral gain programming is performed as a function of DMEdistance to the station and barometric altitude. This gain programmingadjusts for the aircraft either coming toward or moving away from theVOR station. The DME compensation approximates ground range tothe station for more accurate gain programming and to help calculateover station sensing (OSS).


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VOR (NAV) TRACK MODE

When flying a VOR intercept, the optimum intercept angle should beless than 45_. If the intercept angle is greater than 45_, course cutlimiting may occur.

The course cut limiter functions primarily whenapproaching thedesiredVOR radial at an intercept angle greater than 45_ and at high speed.Its function is to limit steering commands to 45_, which forces aflightpath to get on the selected radial sooner to prevent overshootingbeam center. Typically, the roll command makes an initial headingchange, levels out and flies toward the beam, and thenmakes a secondheading change to get lined up on the center of the selected radial, asshown in Figure 9--8.

Course Cut Limiting, Plan ViewFigure 9--8

When theaircraft satisfiesVOR track conditions, the courseerror signalis removed from the lateral steering command. This leaves radiodeviation, roll attitude, and lateral acceleration to track the VOR signaland to compensate for beam standoff in the presence of a crosswind.The system automatically compensates for a crosswind of up to 45_course error.


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Modes of Operation

When the aircraft meets VOR track criteria, the asterisk on the VORmessage displayed on the advisory display is removed, as shown inFigure 9--9.

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VOR Tracking DisplaysFigure 9--9


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As the aircraft approaches the VOR station, it enters a zone of unstableradio signal. This zone of confusion radiates upward from the station inthe shape of a truncated cone, as shown in Figure 9--10. In this area,the radio signal becomes highly erratic and it must be removed from theroll command. The over station sensor monitors for when the aircraftenters the zone of confusion and removes radio deviation from the rollcommand.

When over the VOR station, the system accepts and follows a coursechange of up to 30_.

VOR Zone of ConfusionFigure 9--10

The VOR mode is cancelled by any one of the following:

D Pushing the NAV button on the flight guidance controller

D Selecting the HEADING SELECT mode

D Changing NAV sources


D Selecting standby on the flight guidance controller

D Coupling to the cross--side HSI.


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Modes of Operation

VOR APPROACH (VOR APP) MODE

The VOR APPROACH mode automatically intercepts, captures, andtracks a selected VOR radial when using the VOR as an approachreference to land. The VOR APPROACH mode is set up and flown asdescribed in Table 9--2 .

Step Procedure

1 Tune the NAV receiver to the desired VOR frequency.

2 Select V/L as the navigation source on the flight guidancecontroller.

3 Set the course pointer on the HSI to the publishedapproach course.

4 Set the heading bug on the HSI for the desired interceptfor the selected course.

5 Select APP on the flight guidance controller.

6 The capture and track messages on the advisory displayidentify VOR APP.

NOTE: Selected gains in the flight guidance computer arechanged to optimize system performance in theVOR APP mode.

VOR Approach Setup ProcedureTable 9--2


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RNAV ENROUTE MODE

The RNAV mode automatically intercepts, captures, and tracks aselected ground track to or from the VORTAC station, or to an offsetwaypoint using theVORTACstation as the reference.To fly in theRNAVmode, follow the procedure in Table 9--3.

Step Procedure

1 Tune the RNAV receiver to the frequency of the selectedVORTAC station.

2 Push the AUX button on the flight guidance controller, toselect RNAV as the navigation source for the flightguidance computer.

3 Establish the navigation problem in the RNAV inaccordance with the operating procedures set by themanufacturer.

4 Push the NAV button on the flight guidance controller toannunciate an LNAV message on the advisory display.With RNAV selected as the source, the flight directorportion of the flight guidance computer goes immediatelyinto the capture phase of operation.

RNAV Setup ProcedureTable 9--3

TheRNAV steering command is routed to the flight guidance computer.Since lateral gain is programmed in the RNAV unit itself, it is notnecessary to do it again in the flight guidance computer. The RNAVsteering command is processed as a computed steering signal.


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Modes of Operation

LOCALIZER (NAV) MODE

The localizer mode automatically intercepts, captures, and tracks thefront course localizer beam, to line up on the centerline of the runwayin use. Prior to mode engagement, the pilot follows the procedure inTable 9--4.

Step Procedure

1 Tune the navigation receiver to the published front courselocalizer frequency for the runway in use.

2 Set the course pointer on the HSI for the inbound runwaycourse heading.

3 Set the heading bug on the HSI for the desired heading toperform a course intercept.

4 Select V/L as the NAV source on the flight guidancecontroller.

Localizer Setup ProcedureTable 9--4


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The HSI displays the relative position of the aircraft to the center of thelocalizer beam and the desired inbound course. With the heading bugset for course intercept, the HEADING SELECT mode is used toperform the intercept. Outside the normal capture range of the localizersignal (between one and two dots on the HSI), pushing the NAV buttonon the flight guidance controller displays the following on the advisorydisplay as shown in Figure 9--11:

D HDG SELD LOC in white.

NOTE: If the NAV button on the flight guidance controller is used forlocalizer approaches, the following occurs:

- The glideslope scale is not displayed and the GSannunciator is not armed as a vertical flight directormode.

- The advisory display message RAD ALT INVLD (RadioAltitude Invalid) is not displayed below 500 feet aboveground level (AGL) unless the radio altitude is invalid.


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Modes of Operation

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Localizer Approach DisplaysFigure 9--11


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The aircraft flies the desired heading intercept and the system is armedfor automatic localizer beam capture, as shown in Figure 9--12.

Localizer Beam Intercept, Plan ViewFigure 9--12

With the aircraft approaching the selected course intercept, the lateralbeam sensor (LBS) monitors localizer beam deviation, beam rate, andTAS. At the computed time, the LBS trips and captures the localizersignal. The flight guidance computer drops the HEADING SELECTmode and generates the proper roll command to bank the aircrafttoward localizer beam center. When the LBS trips, the advisory displayshows the following, as shown in Figure 9--13:

D The HDG SEL message extinguishes.

D The white LOC message extinguishes.

D A LOC* message annunciates.


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Modes of Operation

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Localizer Capture DisplaysFigure 9--13


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The asterisk indicates the system is in the capture phase of operation.The green capture message is momentarily displayed in reverse videoto emphasize the transition from armed to capture. The flight guidancecomputer generates the proper roll command to bank the aircraft tocapture and track the selected localizer signal, as shown in Figure9--14.

Localizer Capture, Plan ViewFigure 9--14

As the aircraft continues toward the localizer beam center, thecomputer more precisely tracks beam center. With the aircraft almostlined up on localizer beam center, the computer automatically changesto the LOC TRACK mode. The LOC CAP and LOC TRACK modesmaintain a truer flightpath along the localizer beam. This is annunciatedon the advisory display by removing LOC asterisk, as shown in Figure9--15.

NOTE: When flying a localizer intercept, the optimum intercept angleis 45_. If the intercept angle is greater than 45_, course cutlimiting may occur as described in the VOR mode ofoperation.


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Modes of Operation

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Localizer Tracking DisplaysFigure 9--15

When the course select pointer is set on the HSI using the CRS knob onthe instrument remote controller, the course select error signal wasestablished. This signal represents the difference between actual aircraftheading and desired aircraft course.


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Lateral gain programming is required to adjust the gain applied to thelocalizer signal due to the aircraft approaching the localizer transmitter andbeam convergence caused by the directional qualities of the localizerantenna. The lateral gain programmer is controlled by a distance fromtransmitter estimator, shown in Figure 9--16.

Localizer Tracking, Profile ViewFigure 9--16

If both radio altitude and glideslope deviation are valid, then distance iscalculated using radio altitude and glideslope deviation data. If only radioaltitude is valid, distance is first estimated for capture and then, when inthe final trackmode, it is assumed that an approach to the runway is beingmadewithout glideslope, anddistance is calculatedbasedon radioaltitudeonly.

If radio altitude information is not valid, then distance is estimated as afunction of glideslope deviation and TAS. If neither radio altitude norglideslope data is valid, then distance is estimated as a function of TASand time.

When the aircraft satisfies the localizer track conditions, the course errorsignal is removed from the lateral steering command. This leaves radiodeviation, roll attitude, and lateral acceleration to track the localizer signaland compensate for localizer beam standoff in the presence of acrosswind. The system automatically compensates for a crosswind of upto 45_ course error.

The localizer mode is cancelled by any one of the following:D Pushing the NAV button on the flight guidance controller


D Selecting the HEADING SELECT mode

D Selecting the back course lateral steering mode

D Coupling the cross--side HSI

D Selecting standby on the flight guidance controller

D Changing NAV sources.


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Modes of Operation

BACK COURSE (BC) MODE

The BC mode automatically intercepts, captures, and tracks the backcourse localizer signal, as shown in Figure 9--17.

Back Course, Plan ViewFigure 9--17

When flying a back course localizer approach, glideslope capture isautomatically inhibited. The BC mode is set up and flown as describedin Table 9--5.

Step Procedure

1 Tune the navigation receiver to the published front courselocalizer frequency for the runway in use.

2 Set the course pointer on the HSI for the published frontcourse.

3 Set the heading bug on the HSI for the desired heading tothe back course intercept.

4 Select BC as the NAV source on the flight guidancecontroller.

Back Course Setup ProcedureTable 9--5


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With theaircraft outside the normal localizer capture limits, the advisorydisplay annunciates, as shown in Figure 9--18.

D BC in white

D HDG SEL.

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Back Course Armed DisplaysFigure 9--18


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Modes of Operation

At back course capture, the advisory displays annunciate BC*, asshown in Figure 9--19.

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Back Course Capture DisplaysFigure 9--19


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When the BC mode was selected on the flight guidance panel, logic inthe flight guidance computer reverses the polarity of the course errorand localizer signals. A gain change takes place in the computer whenBC is selected, since the aircraft will be closer to the localizertransmitter by the length of the runway plus 1000 ft as it approaches therunway. When the aircraft is tracking on back course, the asterisk onthe BC annunciator is dropped, as shown in Figure 9--20.

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Back Course Tracking DisplaysFigure 9--20


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Modes of Operation

At back course capture, the flight guidance computer generates a rollcommand to smoothly capture and track the back course localizersignal.

The BC mode is cancelled by any one of the following:

D Pushing the BC button on the flight guidance controller

D Selecting the heading or go--around modes

D Coupling to the cross--side HSI

D Selecting the APR mode


D Selecting standby on the flight guidance controller.

ILS APPROACH MODE

The APPROACH mode automatically intercepts, captures, and tracksthe front course localizer and glideslope signals, as shown in Figure9--21. This means the pilot can fly a fully coupled ILS approach. Themode is interlocked, so that glideslope capture is inhibited, untillocalizer capture has occurred.

ILS Approach Mode, Plan ViewFigure 9--21


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The APPROACH mode is set up and flown as described in Table 9--6.

Step Procedure

1 Tune the NAV receiver to the published ILS frequency forthe runway in use.

2 Select V/L as NAV source on the flight guidance controller.

3 Set the course pointer on the HSI for the publishedinbound course.

4 Set the heading bug on the HSI to intercept the localizer.

5 Select the APP mode on the flight guidance controller.With the localizer armed, the cockpit annunciates, asshown in Figure 9--22.

ILS Approach Mode ProcedureTable 9--6


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Modes of Operation

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ILS Armed Display IndicationsFigure 9--22


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With the localizer captured, and outside the normal glideslope capturelimits, the avisory display indicates the following messages, as shownin Figure 9--23.

D LOC*

D GS in white.

As with the localizer mode, heading select was used to initiate thelocalizer approach intercept.


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Modes of Operation

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Glideslope Capture DisplaysFigure 9--23


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As the aircraft approaches the glideslope beam, as shown in Figure9--24, the vertical beam sensor (VBS) monitors TAS, vertical speed,and glideslope deviation in determining the correct capture point. Atglideslope capture, the computer drops any other vertical mode thatwas in use, and automatically generates a pitch command to smoothlytrack the glideslope beam.

Aircraft Approaching the Glideslope Beam, Profile ViewFigure 9--24

The advisory displays:

D LOCD GS* .

The asterisk denotes the capture phase of mode operation. The GS*is momentarily displayed in reverse video to highlight GS capture. Afterglideslope capture, with the aircraft following the beam, the advisorydisplay displays GS, as shown in Figure 9--25.


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Modes of Operation

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Glideslope Tracking DisplaysFigure 9--25


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Glideslope deviation is routed from the navigation receiver to the flightguidance computer. Gain programming is performed on the glideslopesignal to compensate for the aircraft closing on the glideslopetransmitter, shown in Figure 9--26, and beam convergence caused bythe directional properties of the glideslope antenna. Glideslopeprogramming is normally computed as a function of radio altitude andvertical speed. If the radio altimeter is not valid, then GS gainprogramming is accomplished as a function of preset height aboverunway estimates and run down as a function of true airspeed and time.

Glideslope Tracking, Profile ViewFigure 9--26

The APPROACH mode is cancelled by:

D Pushing the NAV or APP buttons on the flight guidance controller.

D Selecting go--around or standby

D Selecting any other lateral or vertical mode on




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Modes of Operation

AZIMUTH (MLS) MODE

The Azimuth mode automatically intercepts, captures, and tracks theazimuth (AZ) beam, to line up on the centerline of the runway in use.Before the mode is engaged, the pilot follows the procedure in Table 9--7.

Step Procedure

1 Tune the MLS receiver to the published azimuth frequencyfor the runway in use.

2 Select MLS as the navigation source on the flight guidancecontroller.

3 Set the course pointer on the HSI for the inbound runwayheading. Some MLS installations automatically slew theHSI course pointer.

4 Set the heading bug on the HSI for the desired heading toperform a course intercept.

MLS Setup ProcedureTable 9--7


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The HSI displays the relative position of the aircraft to the center of theazimuth beam and the desired inbound course. With the heading bugset for course intercept, the HEADING SELECT mode is used toperform the intercept, shown in Figure 9--27.

MLS Approach To Capture, Plan ViewFigure 9--27

When the aircraft is outside the normal capture range of the azimuthsignal (between one and two dots on the HSI), and the NAV button onthe flight guidance controller is pushed, the advisory displayannunciates, as shown in Figure 9--28.

D HDG SEL

D AZ in white.

The aircraft is flying the desired heading intercept and the system isarmed for automatic azimuth beam capture.


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Modes of Operation

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MLS Armed DisplaysFigure 9--28


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With the aircraft approaching the selected course intercept, the lateralbeam sensor (LBS) is monitoring azimuth beam deviation, beam rate,distance, and TAS. At the computed time, the LBS trips and capturesthe azimuth signal. The flight guidance computer drops the HEADINGSELECT mode and generates the proper roll command to bank theaircraft toward azimuth beam center, as shown in Figure 9--29.

Aircraft’s Turn to Capture, Plan ViewFigure 9--29


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Modes of Operation

When the LBS trips, the following is shown on the advisory display, asshown in Figure 9--30.

D The HDG SEL message extinguishes.

D The white AZ message extinguishes.

D An AZ* message is annunciated.

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MLS Capture DisplaysFigure 9--30


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The asterisk indicates the system is now in the capture phase ofoperation. The green capture message is momentarily displayed inreverse video to emphasize the transition from armed to capture. Theflight guidance computer generates the proper roll command to bankthe aircraft to capture and track the selected azimuth signal.

With the aircraft almost lined up on azimuth beam center, the computerautomatically changes to the AZ TRACK modes. The AZ TRACKmodes apply tighter control law programming on the azimuth signal tobetter maintain a truer flightpath along the azimuth beam. This isannunciated on the advisory display by removing the AZ asterisk, asshown in Figure 9--31.

NOTE: When flying azimuth intercept, the optimum intercept angleis 45_. If the intercept angle is greater than 45_, course cutlimiting may occur as described in the VOR mode.


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Modes of Operation

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AZ Tracking DisplaysFigure 9--31

When the course select pointer is set on the HSI using the CRS knobon the instrument remote controller, the course select error signal isestablished. This signal represents the difference between actualaircraft heading and desired aircraft course.


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Lateral gain programming is required to adjust the gain applied to theazimuth signal due to the aircraft approaching the azimuth transmitterand beam convergence caused by the directional qualities of theazimuth antenna. Lateral gain programming is controlled by a distancefrom transmitter estimator.

If DME distance is available, it is used to calculate distance. If DMEdistance is not available, but both radio altitudeand glideslopedeviationare valid, the distance is calculated using radio altitude and glideslopedeviation data, as shown in Figure 9--32. If only radio altitude is valid,distance is first estimated for capture. Then, in the final TRACK mode,it is assumed that an approach to the runway is being made withoutglideslope, and distance is calculated based on radio altitude only.

MLS Final Approach, Profile ViewFigure 9--32

If DME and radio altitude information is not valid, then distance isestimated as a function of glideslope deviation and TAS. If neither DMEradio altitude, nor glideslope data is valid, then distance is estimated asa function of TAS and time.

When the aircraft satisfies the azimuth track conditions, the courseerror signal is removed from the lateral steering command. This leavesradio deviation, roll attitude and lateral acceleration to track theazimuthsignal and compensate for azimuth beam standoff in the presence ofa crosswind. The system automatically compensates for a crosswindof up to 45_ course error.

The azimuth mode is cancelled by any one of the following:

D Pushing the NAV button on the flight guidance controllerD Selecting go--aroundD Selecting the HEADING SELECT modeD Coupling the cross--side HSID Selecting standby on the flight guidance controllerD Changing NAV sources.


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Modes of Operation

MLS APPROACH MODE

The MLS APPROACH mode automatically intercepts, captures, andtracks the azimuth and glidepath signals, as shown inFigure 9--33. Thisallows the pilot to fly a fully coupled MLS approach. For MLS, the pilotcan capture the glidepath using the procedure in Table 9--8.

MLS Approach Mode, Plan ViewFigure 9--33

Step Procedure

1 Select MLS as the NAV source on the flight guidancecontroller.

2 Tune the MLS receiver to the published MLS frequency forthe runway in use.

3 Set the course pointer to the published inbound course.Some MLS receivers automatically slew the course pointerto the correct course.

4 Set the heading on the HSI to intercept the localizer.

5 Select the APP mode on the flight guidance controller.When the AZ is armed, the cockpit displays, as shown inFigure 9--34.

MLS Approach Mode ProcedureTable 9--8


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MLS Approach Armed DisplaysFigure 9--34


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Modes of Operation

With the azimuth captured, and outside the normal glidepath capturelimits, the advisory display indicates as shown in Figure 9--35.

D AZ*

D EL in white (EL if EL was previously captured).

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MLS Approach Capture DisplaysFigure 9--35


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Aswith the azimuthmode, heading select is used to initiate the azimuthapproach intercept.

As the aircraft approaches the glidepath beam, the vertical beamsensor (VBS) monitors TAS, vertical speed, and glidepath deviation indetermining the correct capture point. At glidepath capture, shown inFigure 9--36, the computer drops any other vertical mode that was inuse, and automatically generates a pitch command to smoothly trackthe glidepath beam.

MLS Approach, Profile ViewFigure 9--36

The advisory display annunciates:

D AZ (AZ in white if AZ was not previously captured).

D EL*.

The asterisk denotes the capture phase of mode operation. The EL* ismomentarily displayed in reverse video to highlight EL capture. Afterglidepath capture, with the aircraft following the beam, the advisorydisplay shows EL, as shown in Figure 9--37.


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Modes of Operation

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MLS Tracking DisplaysFigure 9--37


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Glidepath deviation is routed from the navigation receiver to the flightguidance computer. Gain programming is performed on the glidepathsignal to compensate for the aircraft closing on the glidepathtransmitter, and beam convergence caused by the directionalproperties of theglidepath antenna.Glidepath programming is normallyaccomplished as a function of radio altitude and vertical speed. If theradio altimeter is not valid, then EL gain programming is done as afunction of preset height above runway estimates and run down as afunction of true airspeed and time. Figure 9--38 shows the aircrafttracking the glidepath.

MLS Approach Tracking, Profile ViewFigure 9--38

The APPROACH mode is cancelled by any one of the following:

D Pushing the NAV or APP buttons on the flight guidance controller


D Selecting any other lateral or vertical mode on the flight guidancecontroller




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Modes of Operation

DUAL COUPLE APPROACH MODE

During the tracking phase of an ILS approach, the system uses landingand flightpath information from both the pilot’s and copilot’s HSI. Thisdual phase has fail--operational performance through sensorredundancy management for the safety critical segment of theapproach. The dual couple approach is engaged automatically. TheDUALCOUPLEAPPROACHmode is set upas described in Table 9--9.

Step Procedure

1 Tune both NAV receivers to the ILS frequency for theapproach runway.

2 Set the selected course on both HSIs the same.

3 When both the localizer and glideslope signals are ontrack, radio altitude is below 1200 feet and both NAVreceivers are valid, the system transitions to the dual HSImode of operation.

Dual Couple Approach Setup ProcedureTable 9--9

When this mode is active, both HSI SEL arrows on the flight guidancecontroller lights. In this mode, both flight guidance computers useinformation from both NAV receivers. This means the approach cancontinue if one of the NAV receivers fails. If one receiver fails, the flightguidance controller arrow that is associated with that receiver goes outand the approach mode remains active.In dual couple approach, both FGCs use averaged ILS data, performthe same computations, and therefore, send identical flight directorcommands to their respective ADI sides.Dual couple approach can be cancelled in two cases:

D Automatic Cancellation— Whenever invalid data from one ILS receiver is detected, the

FGC selects the remaining side ILS data for guidance.— When an unflagged ILS data mismatch occurs, the flight

guidance computer performs an automatic sensor voting andselection.

— In both cases, the system automatically reverts to single HSISEL on the side voted by the flight guidance computer.

D Manual Cancellation

The flight director couples to the side it was coupled to before thedual couple approach was engaged.


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PITCH ATTITUDE HOLD MODE

The PITCH ATTITUDE HOLD mode is the basic vertical flight directormode. It is activated when a flight director roll mode is selected withoutan accompanying PITCH mode. There is an annunciator for pitch holdon the advisory display, as shown in Figure 9--39. The pitch commandon theADI corresponds to thepitch attitude that existedwhen theROLLmode was selected. This pitch reference can be changed, using theTCS button located on the pilot’s and copilot’s control wheel.

The reference pitch attitude can also be changed using the PITCHwheel on the flight guidance controller, when the autopilot is engaged.

Pitch attitude hold is cancelled by selecting any vertical mode orautomatic capture of a vertical mode.

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FAST

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Pitch Attitude Hold Mode DisplaysFigure 9--39


A28--1146--041Rev 4 9-51

Modes of Operation

VERTICAL SPEED (VS) HOLD MODE

The VS HOLD mode is used to automatically maintain the aircraft at apilot selected vertical speed reference. To initiate the mode, the pilotmaneuvers the aircraft to the desired climb or descent attitude,establishes the vertical speed reference, and engages the mode. Thereference vertical speed can be changed by pushing the TCS button onthe control wheel, maneuvering the aircraft to a new vertical speed andreleasing the TCS button. The vertical speed reference can also bechanged by the use of the PITCH wheel on the flight guidancecontroller. When the VS HOLD mode is engaged, the following occurs,as shown in Figure 9--40.

D VS is annunciated on the advisory display.D Theadvisory display shows FPMand thenumber of feet perminute.

AD--23378@

LAFCS R AFCS

FAST

SLOW

Vertical Speed Hold Mode DisplaysFigure 9--40


A28--1146--041Rev 4


When the VS reference is changed using the PITCHwheel on the flightguidance controller, the advisory display indicates the commanded VSreference. Actual aircraft vertical speed is displayed on the verticalspeed indicator. When VS is selected, it resets all previously selectedvertical modes. The VS HOLD mode may be cancelled by any one ofthe following:

D Pushing the VS button

D Selecting another vertical mode



INDICATED AIRSPEED (IAS) HOLD MODE

The IAS HOLD mode automatically maintains the aircraft at a pilotselected airspeed reference. To initiate the mode, the pilot maneuversthe aircraft to the airspeed reference, and engages the mode. Thereference airspeed can be changed by pushing the TCS button on thecontrol wheel, maneuvering the aircraft to a new airspeed, andreleasing the TCS button. The airspeed reference can also be changedusing the PITCH wheel on the flight guidance controller.

When the IAS reference is changedusing thePITCHwheel on the flightguidance controller, the advisory display indicates the commanded IASreference. Actual aircraft airspeed is displayed on the IAS indicator.When IAS is selected, it resets all previously active vertical modes.


A28--1146--041Rev 4 9-53

Modes of Operation

When the IASmode is engaged,,as shown in Figure 9--41, the followingoccurs.

D IAS is annunciated on the advisory display.

D IAS in knots is also displayed.

AD--23379@

LAFCS R AFCS

FAST

SLOW

IAS Hold Mode DisplaysFigure 9--41

The IAS mode is cancelled by any one of the following:

D Pushing the IAS button

D Selecting another vertical mode




A28--1146--041Rev 4


ALTITUDE HOLD MODE

The ALTITUDE HOLD mode is a vertical axis flight director mode thatis used to maintain a barometric altitude reference. To fly ALTITUDEHOLD, follow the procedure in Table 9--10.

Step Procedure

1 Be in any lateral flight director mode.

2 Push the ALT button on the flight guidance controller.

Altitude Hold Mode ProcedureTable 9--10

TheALT annunciator is displayed on the advisory display while altitudehold is active, as shown in Figure 9--42. The vertical axis of the flightdirector maintains the barometric altitude at the time of modeengagement. The reference altitude can be changed using TCS tomaneuver to a new altitude and release the TCS button. Selecting theALT mode cancels any other previously selected vertical mode.

AD--23380@

LAFCS R AFCS

FAST

SLOW

Altitude Hold Mode DisplaysFigure 9--42


A28--1146--041Rev 4 9-55

Modes of Operation

The ALT hold mode is cancelled by any one of the following:

D Moving the PITCH wheel on the flight guidance controller

D Pushing the ALT button on the flight guidance controller

D Selecting any other vertical mode on, or capturedD Selecting go--around or standby


ALTITUDE PRESELECT MODE

TheALTITUDEPRESELECTmode is used in conjunction with anothervertical mode to automatically capture, level off, and hold the altitudethat is set on the altitude preselect controller, as shown in Figure 9--43.

Altitude Preselect, Profile ViewFigure 9--43


A28--1146--041Rev 4


The ALTITUDE PRESELECT mode captures and levels off on thedesired altitude, while the other vertical mode is used to fly to thedesired altitude. To fly the ALTITUDE PRESELECT mode, follow theprocedure in Table 9--11.

Step Procedure

1 Set the desired altitude on the controller.

2 Push the ALT SEL button on the flight guidance controller.

3 Initiate the required ascent or descent to the new altitude.

4 Engage another vertical mode, such as VS or IAS on theflight guidance controller.

Altitude Preselect Mode ProcedureTable 9--11

The advisory display annunciates the following mode messages:

D ALT SEL in white

D The other vertical mode in green.

The aircraft flies toward the desired altitude using one vertical mode,while ALT SEL is armed to automatically capture the desired altitude.

When the altitude select capture detector trips, the altitude selectmodeis captured and the other active vertical mode is dropped. The advisorydisplay shows ALT*. The asterisk denotes that the aircraft is in thecapture portion of mode operation. The ALT is momentarily displayedin reverse video to highlight mode capture.

At ALT SEL capture, a command is generated to smoothly flare theaircraft onto the selected altitude.


A28--1146--041Rev 4 9-57

Modes of Operation

If the altitude select mode is engaged late (i.e., the aircraft has alreadygone through the selected altitude but is still within 250 feet of it), thethe capture detector trips immediately and initiates the flare maneuverto capture the selected altitude.

The aircraft remains in the ALT SEL capture mode until the followingconditions exist simultaneously:

D ALT SEL CAP

D Altitude error less than 25 ft

D Altitude rate less than 5 ft/sec.

At this time, the ALT SEL mode is dropped and altitude hold comes onautomatically.

ALT SEL capture is cancelled by any one of the following:

D Moving the pitch PITCH wheel on the flight guidance controller

D Setting a new altitude target on the altitude preselect controller

D Selecting another vertical mode on




A28--1146--041Rev 4


GO--AROUND (WINGS LEVEL) MODE

The GO--AROUND (GA) mode normally transitions from an ILSapproach to a climbout condition when a missed approach hasoccurred. The pilot selects go--around by pushing the GA buttonlocated on either outboard throttle handle. With go--around selected, allflight director modes are cancelled, and the autopilot is disengaged.Theadvisory display indicatesWINGSLEVEL andGA. The ADI showsa wings level command laterally and, for Series 100 aircraft, a 10_ or12_ nose up (depending on selected flaps), or for Series 300 aircraft,a 9_ nose up command vertically.

AD--23382@

LAFCS R AFCS

Go--Around DisplaysFigure 9--44


A28--1146--041Rev 4 10-1

Troubleshooting

10. Troubleshooting

This section guides the flightcrew through basic troubleshootingconcepts, access and retrieval of event codes, and writing squawksheets. It does not describe troubleshooting down to the black boxlevel.

TROUBLESHOOTING DIGITAL AVIONICS

Maintenance of digital flight control systems requires a differentapproach than for analog systems. Flightcrew and maintenancepersonnel can operate this system more effectively by understandingthe differences between digital and analog systems. Table 10--1explains some of the differences between digital and analog systems.

Digital System Analog System

Digital flight control systemsyield identical results fromidentical tasks.

Over time, analog systems are subject tocomponent degradation that can influencethe outcome of the circuit’s function.

Digital system self--tests arestraight forward programchecks during powerapplication or actualoperations.

Self--tests of analog systems arecomplicated, typically involving injectingsignals and measurement to determinetheir effect. Therefore, most analogsystems are not equipped with a self test.

Digital systems produce eventcodes to determine faultlocation.

Analog systems rarely diagnose thecause of a fault or intermittent event.

Digital systems are notaffected by temperature.

Analog systems are affected bytemperature changes.

Digital and Analog System DifferencesTable 10--1


A28--1146--041Rev 4

Troubleshooting10-2

A digital system either works or it doesn’t. There are no intermediatestages. An analog system can have many in--between stages, leadingto confusionwhile troubleshooting. For example, a digital system’s ALTSEL (altitude select) mode always operates the same if external sensordata is accurate. As time passes, an analog system introducesvariations to mode performance even if its external sensors have notyet changed.

A digital system is more likely to have an external sensor problem (i.e.,micro air data computer (MADC), gyros, accelerometers, NAV/DME)than it is to have a problem with the Integrated Avionics Computer(IAC). The IAC does extensive self--testing and continuous monitoringthat positively affects maintainability and reliability.

TYPICAL PROBLEMS

Problems typically associated with flight control systems are listedbelow. The list is divided into lateral mode problems, vertical modeproblems, and problems common to both vertical and lateral modes. Itassumes the autopilot is engaged.

The lists of problems and the illustrations are not all inclusive, but aretypical of the problems most often encountered.

Lateral Mode Problems

Lateral mode problems are listed in Table 10--2.

Mode Problems

HDG Mode -- Tails

-- Oscillates

-- Won’t hold

NAV, BC, or VOR APR mode, andlocalizer portion of APR mode

-- --Undershoots capture

-- Overshoots capture

-- Missed capture

-- Standoff

-- Oscillates

-- Captures early

Lateral Mode ProblemsTable 10--2


A28--1146--041Rev 4 10-3

Troubleshooting

Figure 10--1 shows a graphic representation of in--flight lateral modeconditions and problems.

Lateral Mode Conditions and ProblemsFigure 10--1 (cont)


A28--1146--041Rev 4

Troubleshooting10-4

Lateral Mode Conditions and ProblemsFigure 10--1

Vertical Mode ProblemsVertical mode problems are listed in Table 10--3.

Mode Problem

Air data hold modes (ALT, VS, IAS,MACH)

-- Oscillates-- Porpoises-- Does not hold reference

Altitude preselect (ASEL) -- Misses capture-- Undershoots capture-- Overshoots capture-- Standoff

GS mode (vertical portion of APRmode)

-- Captures early-- Standoff-- Oscillates

Vertical Mode ProblemsTable 10--3


A28--1146--041Rev 4 10-5

Troubleshooting

Figure 10--2 shows a graphic representation of in--flight vertical modeconditions and problems.

Vertical Mode Conditions and ProblemsFigure 10--2


A28--1146--041Rev 4

Troubleshooting10-6

Combined Vertical and Lateral Mode Problems

Table 10--4 lists combined vertical and lateral mode problems.

Mode Problems

Mode Logic Problems D Modes do not engageD Modes do not clear

Autopilot Problems D Autopilot does not engageD Autopilot does not follow commandsD Stick bumpD Stick buzz

Problems Common to Both Vertical and Lateral ModesTable 10--4

PILOT WRITE--UP

Report Forms

Honeywell provides squawk sheets on the back of flight plan forms,Honeywell Form number 20323--000, dated 1/99, to aid flight planningand troubleshooting. The form is shown in Figure 10--3.

The sample form inFigure 10--3 canbe copiedand used to record eventcodes for reporting purposes if Tablets of the forms are not available.

The following paragraphs present general guidelines for making pilotwrite--ups for maintenance technicians.


A28--1146--041Rev 4 10-7

Troubleshooting

Preliminary Considerations

Before making an entry, determine conditions under which the problemexists. Consider the following questions:

D Are there any obvious problems (flags in view or fault annunciatorslit)?

D Is the problem in pitch, roll, or yaw axis, or a combination of them?

D Is theproblempresent in all modes, or only under specific conditionssuch 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 flightdirector command cue and horizontal situation indicator lateraldeviation bar?

D Can the flight director commands be flown manually with theautopilot disconnected?

D Does some problem exist with autopilot engaged in a HEADINGHOLD or PITCH HOLD mode?

D In radio modes, are certain conditions such as another aircraft infront of LOCor GS transmitter (overflight disturbances), VORbeamscallops, etc., present?


A28--1146--041Rev 4

Troubleshooting10-8

Writing the Report

Define the problem, including specific conditions under which theproblem 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 Any inputs that fail to work (such as heading bug when in HDGmode).

Commonly Used Terms

Table 10--5 lists some of the most common terms and their definitions.

Term Definition

Autopilot Active Controls continually move in still air with smallcommand errors.

Autopilot Loose Autopilot does not null command bars satisfactorily inmost modes.

Porpoising Low frequency oscillation in the pitch axis, typically10--second period or longer.

Pumping The control wheel moves back and forth, usually with alow frequency, and typically a 1-- to 10--second period.

Stick Bump Controls give a quick moderate movement, usuallywith virtually no aircraft movement, and mostlyassociated with autopilot engagement or modechanges.

Stick Buzz With autopilot engaged, a high frequency, smallmovement of the control wheel can be felt withoutaircraft movement.

Definitions of TermsTable 10--5


A28--1146--041Rev 4

Troubleshooting10-9/(10-10 blank)

Description:

Pilot’s Squawk Check Sheet

Ground

Descent

Gear up

Airspeed

Reversion:

Nav Source

AP On

Lateral F/D mode

Vertical F/Dmode

WX radar off

Fault annunciators/CAS messages:

Remarks:

(Return this with LRU to be repaired)

Takeoff

Approach

Gear down

Climb

Landing

Flaps

Cruise

Altitude

AP1 A/T On

WX radar on

AD--62751--R1@

(Squawk Sheet on Reverse Side)

DEPTARPT

DESTARPT

ATIS (DEP)

ALTIMETER

T/O

V

V

V

ALTIMETER

ATIS (LDG)

FUEL LOAD

FUEL REMAINING

WIND

RUNWAY

CLEARANCE

WIND

RUNWAY

OUT

IN

WEATHER

NOTAMS

WEATHER

NOTAMS

HOBBS OUT

HOBBS IN

TEMP

OFF

ON

TEMP

1

R

2

20323--000 (1/99)

APU On Off

BRG Pointers

AP Off AP2 A/T Off

Pilot Check and Squawk SheetFigure 10--3


A28--1146--041Rev 4 10-11

Troubleshooting

Flight Fault Summary

The dual flight guidance system has built--in diagnostics that are usedto determine the cause of in--flight AFCS failures. The FLIGHT FAULTSUMMARY mode is entered using the ground maintenance switchlocated on the AFCS interface unit (located in avionics compartment atbottom left side of cockpit entryway). The ground maintenance testmode can only be entered with the aircraft on the ground. If an AFCSfailure occurs in flight, the ground maintenance test mode should beentered after landing in order to retrieve the FLIGHT FAULTSUMMARY data. The advisory display reads as shown in Figure 10--4after the ground maintenance test has been entered.

AD--23386@

L AFCS R AFCS

Advisory Display After Flight Fault InitiationFigure 10--4

The pilot can step through the tests using the L AFCS button until test98 FLIGHT FAULT SUMMARY appears as shown in Figure 10--5.

AD--23387@

L AFCS R AFCS

Advisory Display With Flight Fault Summary DisplayedFigure 10--5


A28--1146--041Rev 4

Troubleshooting10-12

To retrieve the fault data, push the RESET button and data for the firstflight guidance computer is displayed as shown in Figure 10--6.

The alphanumeric codes should be recorded on the pilot’s squawksheet so it can be used by Honeywell personnel in troubleshooting theproblems. A second push of the RESET button displays the fault datafor the second flight guidance computer.

NOTE: If power is shut down, flight fault summary data is lost.

AD--23388@

L AFCS R AFCS

Advisory Display With Flight Fault DataFigure 10--6


A28--1146--041Rev 4 11-1


11. Honeywell Product Support

The Honeywell SPEXR program for corporate operators provides anextensive exchange and rental service that complements a worldwidenetwork of support centers. An inventory of more than 9,000 sparecomponents assures that your Honeywell equipped aircraft will bereturned to service promptly and economically. This service is availableboth during and after warranty.

The aircraft owner/operator is required to ensure that units providedthrough this program have been approved in accordance with theirspecific maintenance requirements.

All articles are returned to Reconditioned Specifications limits whenthey are processed through a Honeywell repair facility. All articles areinspected by quality control personnel to verify proper workmanshipand conformity to Type Design and to certify that the article meets allcontrolling documentation. Reconditioned Specification criteria are onfile at Honeywell facilities and are available for review. All exchangeunits are updated with the latest performance reliability MODs on anattrition basis while in the repair cycle.

When contacting a Honeywell Dealer or Customer Support Center forservice under the SPEXR program, the following information regardingthe 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.


A28--1146--041Rev 5

Honeywell Product Support11-2

TheHoneywell Support Centers listed below will assist with processingexchange/rental orders.

24--HOUR EXCHANGE/RENTAL SUPPORT CENTERS

U.S.A. -- DALLAS800--872--7739972--402--4300

AUSTRALIA -- TULLAMARINE61--3--9330--1411

ENGLAND -- BASINGSTOKE44--1256--72--2200

GERMANY -- AOA GAUTING0172--8207300 (in Germany)

49--172--8207300 (outside Germany)

FRANCE -- TOULOUSE33--5--6171--9662

SINGAPORE65--542--1313

CUSTOMER SUPPORT CENTERS -- NORTH AMERICA

Dallas Support CenterHoneywell7825 Ridgepoint Dr.IRVING, TX 75063TEL: 972--402--4300FAX: 972--402--4999

Miami Support CenterHoneywell7620 N.W. 25th StreetBldg. C Unit 6MIAMI, FL 33122TEL: 305--436--8722FAX: 305--436--8532

Minneapolis Support CenterHoneywell8840 Evergreen BoulevardMINNEAPOLIS, MN 55433--6040TEL: 612--957--4051FAX: 612--957--4698

Ohio Support CenterHoneywell8370 Dow CircleSTRONGSVILLE, OH 44136TEL: 440--243--8877FAX: 440--243--1954

Central Support CenterHoneywell1830 Industrial AvenueWICHITA, KS 67216TEL: 316--522--8172FAX: 316--522--2693

Northwest Support CenterHoneywell4150 Lind Avenue SouthwestRENTON, WA 98055TEL: 425--251--9511TLX: 320033FAX: 425--243--1954


A28--1146--041Rev 4 11-3


CUSTOMER SUPPORT CENTERS -- REST OF THE WORLD

United Kingdom Support CenterHoneywell Avionics Systems LtdEdison Road, Ringway NorthBASINGSTOKE, HANTS,RG21 6QDENGLANDTEL:44--1256--72--2200FAX:44--1256--72--2201AOG: 44--1256--72--2200TLX: 51--858067

France Support CenterHoneywell Aerospace1 Rue Marcel--Doret, B.P.1431701 BLAGNAC CEDEX,FRANCE (Toulouse)TEL:33--5--6212--1500FAX: 33--5--6130--0258AOG: 33--5--6171--9662TLX: 521635F

Singapore Support CenterHoneywell Aerospace Pte. Ltd.2 Loyang CrescentSINGAPORE 1750TEL: 65--542--1313FAX: 65--542--1212AOG: 65--542--1313TLX: RS 56969 HWLSSC

Australia Support CenterHoneywell Ltd.Trade Park DriveTULLAMARINE, 3043, VICTORIAAUSTRALIA (Melbourne)TEL: 61--3--9330--1411FAX: 61--3--9330--3042AOG: 61--3--9330--1411TLX: 37586 HWLTUL

Germany Support CenterAOA Apparatebau Gauting GmbHAmmerseestrasse 45--49D82131 GautingGERMANYTEL: 49--89--89317--0FAX: 49--89--89317--183After Hours AOG Service:0172--8207300 (in Germany)49--172--8207300 (outside Germany)TLX: 0521702


A28--1146--041Rev 4

Honeywell Product Support11-4

PUBLICATION ORDERING INFORMATION

Additional copies of this manual can be obtained by contacting:

HoneywellCommercial Electronic SystemsP.O. Box 21111Phoenix, Arizona 85036--1111Attention: Publication Distribution, Dept. M/S V19A1

Telephone No.: (602) 436--6900FAX: (602) 436--1588E--MAIL CAS--publications--distribution@

honeywell.com


A28--1146--041Rev 5 12-1


12. Acronyms and Abbreviations

Acronymsandabbreviations used in thismanual are defined as follows:

TERMS DEFINITION

ADC Air Data ComputerADI Attitude Director IndicatorsACFT AircraftAFCS Automatic Flight Control SystemAGL Above Ground LevelAHCP Attitude and Heading Control PanelAHRS Attitude and Heading Reference SystemAHRU Attitude Heading Reference UnitALT Alert, AltitudeANSI American National Standards InstituteAOSS After Over Station SensorAP AutopilotAPIRS Aircraft Piloting Inertial Reference SensorAPP ApproachASCB Avionics Standard Communications BusATT AttitudeAUX AuxiliaryAZ Azimuth

BC Back Course

C CyclicCAP Capturecm CentimetersCPL CoupleCRS Course

Course Select

DADC Digital Air Data Computerdc Direct CurrentDG Directional GyroDH Decision HeightDIFCS Digital Integrated Flight Control SystemDISC DisconnectDME Distance Measuring EquipmentDTRK Desired Track


A28--1146--041Rev 5

Acronyms and Abbreviations12-2

TERMS DEFINITION

EADI Electronic Attitude Director IndicatorEFIS Electronic Flight Instrument SystemEGPWS Enhanced Ground Proximity Warning SystemEHSI Electronic Horizontal Situation Indicator

FAA Federal Aviation AdministrationFD Flight DirectorFGC Flight Guidance ComputerFMS Flight Management SystemFP Flight Planfpm Feet Per MinuteFREQ Frequency

GA Go--AroundGCR Ground Clutter ReductionGMAP Ground MappingGS Glideslope, GroundspeedGSPD Groundspeed

HDG HeadingHSI Horizontal Situation IndicatorIAC Integrated Avionics ComputerIAS Indicated AirspeedILS Instrument Landing SystemINS Inertial Navigation SystemINVLD InvalidIRS Inertial Reference System

L LeftLBS Lateral Beam SensorLDG LandingLOC LocalizerLRN Long Range Navigation

MADC Micro Air Data ComputerMAG MagneticMFD Multifunction DisplayMK MarkerMLS Microwave Landing SystemMPEL Maximum Permissible Exposure Level


A28--1146--041Rev 5 12-3


TERMS DEFINITION

MSG MessagemW Milliwatts

NAV NavigationNAVAID Navigational AidNM Nautical Mile

OSS Over Station Sensing

PIT PitchPWR Power

R RightRA Radio AltitudeRAD RadioRCT, REACT Rain Echo Attenuation Compensation TechniqueREV ReversionRMI Radio Magnetic IndicatorRNAV Area NavigationROL RollRTA Receiver Transmitter Antenna

SAT Static Air TemperatureSB StandbySECT SectorSEL SelectSG Symbol GeneratorSPEX Spares ExchangeSTAB StabilizationSTBY StandbySTC Sensitivity Time ControlSYNC Synchronizer

T TestTAS True AirspeedTCS Touch Control SteeringTERR TerrainTGT TargetTTG Time--to--Go

V/L VOR/Localizer


A28--1146--041Rev 5

Acronyms and Abbreviations12-4

TERMS DEFINITION

VBS Vertical Beam SensorVG Vertical GyroVLF Very Low FrequencyVNAV Vertical NavigationVS Vertical Speed

WPT WaypointWX Weather

YD Yaw Damper


A28--1146--041Rev 4 A--1

PRIMUSr 800 Weather Radar System

Appendix A

PRIMUSrrrr 800 Weather RadarSystem

INTRODUCTION

This brief description provides a summary of the operation of this radarsystem as installed in the deHavilland Dash 8 Series 100/300 aircraft.For a complete description, refer to Honeywell, Commercial ElectronicSystems, Pub. No. IB8023135.

The PRIMUSR 800 Weather Radar System is an X--Band radardesigned for weather detection and analysis. Weather indications aredisplayed on the EHSI in the MAP mode. Storm intensity levels aredisplayed in bright colors contrasted against a deep black background.Areas of heaviest rainfall are displayed in red, rainfall of mediumintensity is yellow, andareas of weakest rainfall aregreen. After properevaluation, the pilot can chart a course around these storm areas. Theradar can also be used for ground mapping.


A28--1146--041Rev 4

PRIMUSr 800 Weather Radar SystemA--2

PRIMUSR 800 WEATHER RADAR OPERATION

The paragraphs below describe the functions of the controls on theweather radar indicator shown in Figure A--1.

AD--23389@

TILTGAIN

Weather Radar IndicatorFigure A--1

BRT (OFF/BRIGHT) KNOB

The BRT knob turns the radar ON/OFF and adjusts the brightness onthe indicator.

GAIN KNOB

The GAIN control knob adjusts receiver gain. When the two--positionVAR switch is to the right, and as the GAIN control is rotated clockwisefrom the fully counterclockwise position, overall receiver gaintransitions from minimum to maximum over approximately one--half ofthe mechanical travel of the control. During the final half of themechanical travel, the shorter range receiver gain is increased. Whenthe VAR switch is to the left, the gain is preset and calibrated.

TILT KNOB

The rotary TILT control knob selects tilt angle of antenna beam withrelation to the horizon. Clockwise rotation tilts beam upward 0 to 15;counterclockwise rotation tilts beam downward 0 to 15.

RANGE BUTTONS

The range buttons are used to select any one of six ranges(10/25/50/100/200/300).


A28--1146--041Rev 4 A--3


MODE BUTTONS

The mode buttons are used to select the following modes:

D SB/T (Standby/Test) Button -- The SB/T button selects either theSTANDBYor TESTmode. STANDBYkeeps the radar in ready statewhile taxiing, loading, etc. In standby, the antenna does not scan,the transmitter is disabled, display memory is erased, and tiltremains active. STBY is displayed in the weather radar modeannunciator field on the EHSI.

TEST is used to display a test pattern that verifies systemoperation;100--mile range is automatically selected; and TEST is annunciatedin the weather radar mode annunciator field on the EHSI (thetransmitter is transmitting during TEST).

D WX/C (Weather/Cyclic) Button -- The WX/C button selects eitherweather detection or cyclic operation. If a mode is selected beforethe warm--up periods are over, WAIT is displayed until the R/Twarms up (approximately 50 seconds). After the warm--up is over,the first push of the WX/C switch selects basic weather operation.WX is displayed in mode field. The second push selects cyclicweather display; CYC is displayed in mode field. In the cyclic mode,red targets flash on and off once per second and gain isautomatically set to preset level.

D MAPButton -- The MAP button selects the ground mapping mode.MAP is displayed in theweather radarmode annunciator field on theEHSI.

D RCT (Rain Echo Attenuation Compensation Technique(REACT)) Button -- The RCT button is an alternate--action switchthat enables the circuitry. The receiver gain is automaticallyadjusted according to received signal strength. When the receiveris in its calibrated range, the colors displayed are the same as in theweather mode. When the calibrated range is exceeded, thebackground is cyan. All signals occurring in the uncalibrated rangeare displayed in red. THE RCTmode is active in all ranges. Systemgain is automatically in preset. WAIT is displayed in the weatherradar mode annunciator field on the EHSI if the R/T is in thewarm--up period. After the warm--up period is over, RCT isdisplayed. RCT mode can be operated simultaneously with groundclutter reduction (GCR). When selected, CR/R is displayed.

D GCR Button -- The GCR button turns the ground clutter reductionfunction on and off. In the GCR mode, returns that have a highprobability of originating from ground returns are automaticallyremoved from the display. Some portions of weather targetsmay beremovedaswell. Intensity levels are the sameaswith theWXmode.


A28--1146--041Rev 4


GCR can be used in all ranges except 200-- and 300--miles. Thesystem is placedautomatically inPRESETGAIN.WAIT is displayedin the weather radar mode annunciator field on the EHSI if the R/Tis in the warm--up period or the indicator is in the process ofsynchronizing with the antenna. After the warm--up period, GCR isdisplayed in the weather radar mode annunciator field on the EHSI.GCR can be operated simultaneously with RCT mode.

WARNING

ALTHOUGH THE DISPLAY OF GROUND CLUTTER IS BEINGREDUCED, THE GROUND IS STILL THERE. THIS MODE IS USEDFOR ANALYSIS BY THE PILOT AND SHOULD NOT TO BE USED.

D TGTALT (Target Alert) Switch-- The TGT ALT slide switch is usedto enable target alert. With the switch set to the right, target alert isenabled. When enabled, the symbol TGT is displayed in the targetalert mode annunciator field on the EHSI to identify that target alertfunction is active. Target alert is active only when the radar gain iscalibrated; (i.e., in WX with GAIN PRESET and in TEST). The TGTchanges toTGTwhena red--level target is detectedwithin the targetalert sector (range from 60 to 120 NM and within 7.5 of aircraftheading). Target alert is automatically deactivated if variable GAINis used, but is automatically reactivatedwhenoperating controls arerestored to valid alert settings.

D AZMK(AzimuthMarker) Switch -- TheAZMKslide switch is usedto display or not display azimuth markers at 30 intervals. When theswitch is set to the right, the azimuth markers are displayed.

D SCAN Switch -- The SCAN slide switch control selects an antennascan sector of either 60 or 120. Control slid to the left selects 120scan.


A28--1146--041Rev 4 A--5


TYPICAL OPERATION

Preflight

PRELIMINARY CONTROL SETTINGS

Set the system controls as shown in Table A--1 before applying powerfrom the aircraft electrical system:

Control Setting

Range 50 NM

Mode SB/T

Gain Preset

Tilt Fully clockwise to +15

Initial Control SettingsTable A--1

PRECAUTIONS

If the radar is to be operated in any mode other than standby while theaircraft is on the ground:

D Direct nose of aircraft so that antenna scan sector is free of largemetallic objects such as hangars or other aircraft for a distance of100 feet, and tilt antenna fully upwards.

D Do not operate the radar during aircraft refueling or other refuelingoperations within 100 feet.

D Do not operate if personnel are standing too close to the 270forward sector of the aircraft.


A28--1146--041Rev 4


SELF--TEST DISPLAY

A distinctive test pattern is displayed when the TESTmode is selected.The procedure in Table A--2 should be performed to verify theoperational status of the radar before each flight.

WARNING

TRANSMITTER OUTPUT POWER IS RADIATED THROUGHOUTTHIS CHECKOUT PROCEDURE.

Step Procedure

1 Verify that the preliminary control settings have beenmade. Turn the BRT control to ON. Push the SB/T buttonto begin operation. Verify that STBY is displayed in theweather radar mode annunciator field and that the 100 NMrange is displayed as the selected range.

2 Turn the MODE control to WX, and verify that WAIT isdisplayed on the EHSI.

NOTE: A time delay circuit prevents the transmitter from operating andmaintains the data memory erased until the magnetron haswarmed up. If a mode is selected just after initial turn--on, theradar displays WAIT. It is in standby for the 50--second warm--upperiod, then automatically becomes operational in the selectedmode.

3 Push the SB/T button to cycle the radar into test. Whenthe test pattern is displayed on the indicator or the EHSI,turn the WX DIM knob on the display controller to setdesired brightness on the EHSI.

Observe the display. Verify that TEST is displayed in theweather radar mode annunciator field on the EHSI and thattest pattern exhibits the following characteristics on EHSI.D Range marks and alphanumerics are displayed in cyan.D Color bars are displayed.

Preflight Test ProcedureTable A--2


A28--1146--041Rev 4 B--1

PRIMUSR 660 Weather Radar System

Appendix B

PRIMUSRRRR 660 Weather RadarSystem

INTRODUCTION

The PRIMUSR 660 Weather Radar System is a lightweight, X--banddigital radar that is designed for weather detection and groundmapping.

The purpose of the system is to detect storms along the flightpath andgive the pilot a visual color indication of rainfall intensity and turbulencecontent. After proper evaluation, the pilot can chart a course to avoidstorm areas.

This appendix is an abbreviated operational description of thePRIMUSR 660 Weather Radar System. For complete operatinginstructions on the PRIMUSR 660 Weather Radar System, refer toHoneywell Pub. No. A28--1146--111.

WARNING

THE SYSTEM PERFORMS ONLY THE FUNCTIONS OF WEATHERDETECTION OR GROUND MAPPING. IT IS NOT INTENDED THATTHIS SYSTEM EITHER BE USED OR RELIED UPON FORPROXIMITY WARNING OR ANTICOLLISION PROTECTION.

DESCRIPTION

The system consists of a receiver transmitter antenna (RTA) and asingle controller. Radar information is normally displayed on the EHSIin the partial compass (arc) mode.

In the weather detection mode, storm intensity levels are displayed infour colors on adeep black background. Areas of very heavy rainfall aredisplayed in magenta, heavy rainfall in red, less severe rainfall inyellow, moderate rainfall in green, and little or no rainfall in black(background).

Range marks and numbers are displayed in contrasting colors to helpevaluate storm cells.


A28--1146--041Rev 4

PRIMUSR 660 Weather Radar SystemB--2

The ground mapping mode is used to improve resolution andidentification of small ground targets at short ranges. The reflectedsignals from ground surfaces are displayed as magenta, yellow, orcyan (most to least reflective).

WEATHER RADAR CONTROLLER

Controls and Indicators

Controls and display features described below are numbered to matchthe numbered callouts in Figure B--1. Lighting for the weather radarcontroller is controlled by the dimming bus for the aircraft panel.

Weather Radar ControllerFigure B--1


A28--1146--041Rev 4 B--3


1 RANGE Buttons

The range buttons are used to set the operating radar range. Weatherranges can be set from 5 to 300 nm full scale. In the flight plan mode,ranges of 500 and 1000 miles can be set. The up arrow increases therange, and the down arrow decreases the range. Half the selectedrange is annunciated at the half--range mark on the EHSI.

2 RCT (Rain Echo Attenuation Compensation Technique)Button

The RCT button toggles the RCT mode on and off. When RCT isselected, RCT is displayed in the weather radar mode field. The RCTcircuitry compensates for radar signal attenuation as it passes throughrainfall. A cyan field indicates areas where further compensation is notpossible. Any target detectedwithin the cyan field cannot be calibratedand should be considered dangerous. All targets in the cyan field aredisplayed in magenta. Selecting RCT forces the system into presetgain.

3 STAB (Stabilization) Button

The weather radar antenna is normally attitude stabilized. Pushing theSTAB button toggles the stabilization on and off. Attitude stabilizationautomatically compensates for aircraft roll and pitch.

4 TGT (Target) Button

The TGT button toggles the radar target alert feature on and off. Targetalert can be selected in all but the 300 mile range. When target alert isselected, the system monitors beyond the selected range and 7.5_ oneach side of the aircraft heading. If a return with certain characteristicsis detected in the monitored area, the target alert annunciator changesfrom TGT to TGT, indicating a warning condition.

The target alert advises the pilot of a potentially hazardous targetdirectly in front of the aircraft but outside the selected range. When thewarning is received, the pilot should select a longer range to view thetarget. Target alert is inactive within the selected range. Selecting targetalert forces the system into preset gain. Target alert can be selected inthe WX, RCT, and FP modes.


A28--1146--041Rev 4


Table B--1 describes target alert characteristics.

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 CharacteristicsTable B--1

5 SECT (Sector) Button

The SECT button toggles the antenna scan between 120 scan(normal) and 60 scan. In the 60 scan, the weather display updatesmore often since the antenna is sweeping a shorter arc.

6 TILT Knob

The TILT knob is used to set the tilt angle of the antenna relative to thehorizon. Clockwise rotation tilts the beam upward to +15_, andcounterclockwise rotation tilts the beam downward to --15_.

WARNING

TO AVOID FLYING UNDER OR OVER STORMS, FREQUENTLYSELECTMANUALTILTTOSCANBOTHABOVEANDBELOWTHEAIRCRAFT’S FLIGHT LEVEL. ALWAYS USE MANUAL TILT FORWEATHER ANALYSIS.


A28--1146--041Rev 4 B--5


7 MODE Switch

The MODE switch is a rotary switch that selects one of the followingmodes:

D OFF -- This position turns the radar system off. WX is displayed inthe weather radar mode field.

D STBY (Standby) -- In this position the radar system is in standby (aready state) with the antenna scan stopped, the transmitterinhibited, and the display memory erased. STBY is displayed in theweather radar mode field.

If standby is selected before the warm--up period is over (about 60to 90 seconds),WAIT is displayed in the weather radar mode field.When the warm--up period is over, the system automaticallyswitches to the standby mode.

D WX (Weather) -- This position puts the radar system in the weatherdetection mode. The system is fully operational.

If weather mode is selected before the initial RTA warm--up periodis over (about 60 to 90 seconds),WAIT is displayed in the weatherradar mode field. When the warm--up period is over, the systemautomatically switches to the weather mode (if airborne) or theforced standby mode (if on the ground, weight--on--wheels). Thesystem then automatically switches to the weather mode when theaircraft becomes airborne. Forced standby mode can be manuallyoverridden by pushing the STAB button four times within threeseconds. In theweather mode,WX is displayed in theweather radarmode field.

In preset gain, precipitation is displayed as described in Table B--2.

Rainfall Rate(millimeters/hr)

Rainfall Rate(inches/hr) Color

1--44--1212--50

Greater than 50

0.04--0.160.16--0.470.47--2

Greater than 2

GreenYellowRed

Magenta

Rainfall Rate Color ReferenceTable B--2


A28--1146--041Rev 4


D GMAP -- This position puts the radar system in the groundmappingmode. The system is fully operational andall internal parametersareset to enhance returns from ground targets. RCT mode is inactive.

CAUTION

WEATHER--TYPE TARGETS ARE NOT CALIBRATED WHEN THERADAR IS IN THE GMAP MODE. BECAUSE OF THIS, THE PILOTSHOULD NOT USE THE GMAP MODE FOR WEATHERDETECTION.

In the ground mapping mode, GMAP is displayed and the colorscheme is changed to cyan, yellow, and magenta (least to mostreflective).

If the ground mapping is selected before the initial RTA warm--upperiod is over (about 60 to 90 seconds), WAIT is displayed in theweather radar mode field. When the warm--up period is over, thesystem automatically switches to the ground mapping mode (ifairborne) or the forced standby mode (if on the ground, weight--on--wheels). The system then automatically switches to the groundmappingmodewhen theaircraft becomesairborne. Forced standbymode can be manually overridden by pushing the STAB button fourtimes within three seconds. In the ground mapping mode, GMAP isdisplayed in the weather radar mode field.

WARNING

THE SYSTEM ONLY PERFORMS THE FUNCTIONS OF WEATHERDETECTION OR GROUND MAPPING. IT IS NOT INTENDED TOBE USED OR RELIED UPON FOR PROXIMITY WARNING ORANTI--COLLISION PROTECTION.

D FP (Flight Plan) -- In this position the weather radar transmitter isin standby, and the map range can be set up to 1000 nm. There isno radar data displayed in this mode.

D TEST -- The TEST position selects the radar test mode. A specialtest pattern is displayed to verify system operation. TEST isdisplayed in the weather radar mode field.

WARNING

IF THE AIRCRAFT IS ON THE GROUND AND FORCED STANDBYIS OVERRIDDEN, THE TRANSMITTER IS ON AND RADIATINGX--BAND MICROWAVE ENERGY IN THE TEST MODE. REFER TOMAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL) IN THISAPPENDIX.


A28--1146--041Rev 4 B--7


8 GAIN Knob

The GAIN knob is a rotary control and a push/pull switch that controlsthe receiver gain. When the GAIN knob is pushed in, the system is inpreset, calibrated gain mode. Calibrated gain is the normal mode usedfor weather avoidance. In calibrated gain, the rotary function of theGAIN knob is disabled.

When the GAIN knob is pulled out, the system is in variable gainmode.Variable gain is used for additional weather analysis and for groundmapping. In the weather mode, variable gain can increase receiversensitivity above the calibrated level to show very weak targets, or gaincan be reduced below the calibrated level to eliminate weak returns.

WARNING

HAZARDOUS TARGETS ARE ELIMINATED FROM THE DISPLAYWITH LOW SETTINGS OF VARIABLE GAIN.

In the ground mapping mode, variable gain is used to reduce the levelof strong returns from ground targets.

Minimum gain is set with the control at its full counterclockwiseposition.Gain increases as the control is rotated in a clockwise direction from fullcounterclockwise to the 12 o’clock position. At the 12 o’clock position,both the gain and the sensitivity time control (STC) are at theirmaximum values. Additional clockwise rotation removes STC. At thefull clockwise position, the gain is at maximum and the STC is atminimum.

NOTE: STC reduces the receiver gain at the start of the trace, andthen increases it as the more distant returns are received.With STC, a uniform display of cell strength is displayed forboth nearby and distant cells.

When the system is in variable gain, VAR is displayed on the EHSI.Selecting RCT or TGT forces the system into preset gain. Preset gainis not annunciated.


A28--1146--041Rev 4


NORMAL OPERATION

Preliminary Control Settings

Before applying power to the aircraft electrical system, place theRADARmode control, GAIN control, and TILT control as shown below.

D Mode Control: OFF

D GAIN Control: Preset Position

D TILT Control: +15

Precautions

If the radar system is operated in any mode other than standby whilethe aircraft is on the ground, follow the precautions given in Table B--3.

No. Precautions

1 Direct nose of aircraft so that antenna scan sector is freeof large metallic objects (such as hangars or other aircraft)for a minimum distance of 100 feet, and tilt antenna fullyupwards.

2 Do not operate during aircraft refueling or during refuelingoperations within 100 feet.

3 Do not operate if personnel are standing too close to the270_ forward sector of aircraft. (Refer to MaximumPermissible Exposure Level (MPEL) in this appendix.)

4 Operating personnel should be familiar with FAA AC20--68B, that is referenced in Honeywell Pub. No.A28--1146--111.

PRIMUSR 660 Weather Radar System PrecautionsTable B--3


A28--1146--041Rev 4 B--9


Power--Up

On power--up, select either the standby or test mode. When power isfirst applied, the radar is in WAIT mode for 60 to 90 seconds to let themagnetronwarm up. Power sequencesON--OFF--ON lasting less thanthe initial warm--up period result in a 6--second wait period.

After warm--up, select the TESTmode andverify that theweather radartest pattern is displayed. Check the function of the TGT control.Figure B--2 shows the radar test pattern for the EHSI.

EHSI With Weather Radar Test PatternFigure B--2

NOTE: The color bands on the test pattern change with each sweepof the radar antenna. See Figure B--3 for an example of thetest pattern.


A28--1146--041Rev 4


Figure B--3 shows a typical weather radar test pattern.

AD--67661@

EHSI With Weather Radar Test Pattern(Example)Figure B--3

Standby

When standby is selected, the antenna is stowed in a tilt--up positionand is neither scanning nor transmitting.

Standby should be selected any time the operator wants to keepsystem power on without transmitting.

If the aircraft is on the groundand theweather modeor groundmappingmode is selected, the system enters forced standby. This standbymode can be overridden by pushing the STAB button four times withinthree seconds.


A28--1146--041Rev 4 B--11


Radar Mode -- Weather

For purposes of weather avoidance, pilots are urged to familiarizethemselveswithFAAAdvisoryCircular AC00--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 gaincontrol in the detent position. The radar is not calibrated when variablegain is being used, but calibration is restored if RCT or target alert isselected.

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 660 Weather Radar System displayslevels of precipitation as black, green, yellow, red, and magenta (inorder of increasing intensity).

REACT (RCT) is used in WX mode to compensate for attenuation ofthe radar signal as it passes through a storm. It does this by increasingthe gain of the receiver as weather is detected.

The RCT button selects and deselects the cyan field display thatindicates the receiver is at maximum gain and the reference levels areat final values. Any returns detected beyond that point are displayed asmagenta. (Selecting RCT prevents variable gain from operating.)

Target alert can be selected in any range except 300 nm. The targetalert circuit monitors for magenta level targets within �7.5_ of aircraftheading and beyond the selected range.

Radar Mode -- Ground Mapping

When the ground mapping mode is selected, the tilt control is turneddown until the proper amount of terrain is displayed. The degree ofdown--tilt depends upon the aircraft altitude and the selected range.

Fault Monitoring

Critical functions in the receiver transmitter and antenna arecontinuously monitored. Refer to the maintenance manual for furtherdetails.


A28--1146--041Rev 4


Tilt Management

The following figures show the relationship between tilt angle, flightaltitude, and selected range. Figure B--4 shows the distance above andbelow aircraft altitude that is illuminated by the flat--plate radiator duringlevel flight with 0_ tilt.

Radar Beam Illumination High Altitude12--Inch Radiator

Figure B--4

Figure B--5 shows a representative low altitude situation with antennaadjusted for 3.95_ tilt--up.

Radar Beam Illumination Low Altitude12--Inch Radiator

Figure B--5


A28--1146--041Rev 4 B--13/(B--14 blank)


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 (as shown inFigure B--6) from the radiating antenna in order to be outside theenvelopewhere radiation exposure levels equal or exceed 10mW/cm2,the limit recommended in FAA Advisory Circular AC No. 20--68B,August 8, 1980, Subject: Recommended Radiation SafetyPrecautions for Ground Operation of Airborne Weather Radar.The radius, R, distance to the maximum permissible exposure levelboundary is calculated for the radar system on the basis of radiatordiameter, rated peak--power output, and duty cycle. The greater of thedistances calculated for either the far--field or near--field is based on therecommendations outlined in AC No. 20--68B.

The American National Standards Institute, in their document ANSIC95.1--1982, recommends an exposure level of no more than5 mW/cm2.

Honeywell Inc. recommends that operators follow the 5 mW/cm2

standard. Figure B--6 shows the MPEL for the 12--inch antenna andPRIMUSR 660 Weather Radar power.

MPEL BoundaryFigure B--6


A28--1146--041Rev 5 C--1

Aircraft Piloting Inertial Reference Sensor (APIRS)

Appendix C

Aircraft Piloting Inertial ReferenceSensor (APIRS)

NOTE: This description of the APIRS shows how it operates with theHoneywell SPZ--8000 Integrated Flight Control System. TheAPIRS is manufactured by sfim Corporation, and thecomplete description and operation is given in the sfim PilotHandbook and the Aircraft Flight Manual.

The dual APIRS installation is the primary attitude and headingreference source. Several operational modes maintain attitude andheading in the event of certain system failures. The standard systemconsists of the following: dual attitude and heading reference units(AHRU), and the dual flux valves.

D Dual attitude and heading reference units (AHRU)

D Dual attitude and heading control panel (AHCP)

D Dual flux valves.

Pitch, roll, and heading are output to the standard electromechanical oroptional EFIS, and the automatic flight control system (AFCS).Attitudeand heading data is supplied to other aircraft systems such as weatherradar antennas and radio magnetic indicators.

STANDARD MODES

The standard APIRS operating modes are the NORMAL mode forattitude and the SLAVEDmode for heading. Following initialization, theAPIRSenters thesemodes automatically, if all systemcomponents andsignals are valid. In the NORMALmode, true airspeed from the air datacomputer is used to compensate for acceleration--induced errorsnormally encountered in a vertical gyro system. In the SLAVEDheadingmode, the flux valve is used to establish the magnetic headingreference. System operation in this mode is similar to that of aconventional gyroscopically stabilized magnetic compass.

In the SLAVEDmode, a loss of valid flux valve data displays a heading(HDG) flag on the heading instruments and the SLAVE annunciator onthe AHCP controller lights. The HDG flag clears when the directionalgyro (DG) mode is subsequently entered, but the SLAVE annunciatorremains lit.


A28--1146--041Rev 5

Aircraft Piloting Inertial Reference Sensor (APIRS)C--2

When the DG mode is exited, the APIRS performs an automaticsynchronization of the heading outputs to the present flux valvemagnetic heading. This feature can also be used if a heading errorshould develop, while in the SLAVEDmode. The error can be removedby momentarily entering the DG mode and returning to the SLAVEDmode. This is done by pushing the HDG/DG button on the APIRScontroller twice.

In the SLAVED mode, the difference between the indicated headingand the flux valve heading is displayed on the slave error indicator(heading sync indicator) located on theHSI. The card has twosymbols:a cross (+) and a dot (DDDD). During straight and level flight, the indicatoris generally centered with excursions toward the cross or dot occurringover a 20-- to 30--second time period. This activity is normal andindicates good magnetic heading data. In turns, the display may showa steady dot or cross. Following return to straight and level flight, theindicator returns to the centered condition within 2 minutes.

The APIRS has two power source inputs. On the pilot’s side, theprimary power input is from the left essential power bus, and theauxiliary power input is from the right essential power bus. On thecopilot’s side, primary power comes from the right main bus, and theauxiliary power from the left essential bus. Separate circuit breakerscontrol each of these power circuits APIRS shutdown in flight due topower load or bus switching transients is prevented by automaticallytransferring power within the APIRS to the auxiliary input. Whenprimary power input is restored, the APIRS switches back to theprimary power source.


A28--1146--041Rev 5 C--3


REDUCED PERFORMANCE MODES

Two reduced performancemodes are also available. The BASICmodeis used for attitude, andDGmode is used for heading. TheBASICmodeis annunciated and is entered automatically when true airspeed fromthe ADC is invalid. The BASIC mode is annunciated and is enteredautomatically when the pilot’s side side TAS from the ADC is invalid,only when the aircraft is on the ground. In the air, if the pilot’s side ADCfails, the APIRS switches to the copilot’s side ADC and does notannunciate the basic mode. When a dual ADC failure occurs in the air,bothAHCPsannunciate thebasicmode. APIRSoperation in theBASICmode results in an attitude system that is similar in behavior to aconventional vertical gyro with pitch and roll erection cutoffs, and issubject to drift and acceleration errors. For this reason, APIRSoperation in the BASIC mode, results in reduced accuracy in attitude.

The DG mode disables the automatic slaving of the heading outputs.The DG mode can only be entered by momentarily pushing the DGbutton on the AHCP. When the DG button is released, the DG mode isconfirmed by lighting the DG button on the AHCP. APIRS operation inthe DG mode results in a heading system that is similar to a freedirectional gyro, and is subject to drift and turn error. For this reason,APIRS operation in the DGmode results in reduced heading accuracy.

While in the DG mode, the heading card can be manually set to anyheading using the DG SLEW buttons on the AHCP. The control isinactive in the SLAVED mode. Two slew speeds are used for eachdirection. The SLOW slew position operates by momentarily pushingthe DG SLEW buttons, and is used for fine heading card adjustments.The FAST slew position operates by pushing the DGSLEW buttons forat least 5 seconds, and is used for large heading card adjustments.


A28--1146--041Rev 5


ATTITUDE AND HEADING CONTROL PANEL (AHCP)

The AHCP, shown in figure C--1, is used to control the APIRS system.The descriptions below identify the switches and knobs on thecontroller.

ATT/HDG

ALIGNDGDG SLEW

AD--69724@

Attitude and Heading Control PanelFigure C--1

D DG Slew Buttons -- Push the right button (+) to increase theheading indicated on the heading card. Push the left button (D) todecrease the heading values. In theDGmode, without a SLAVE failindication on the AHCP, the system can bemanually slaved with theDG SLEW buttons, and the slave error indicator. This is done bypushing the DG SLEW buttons in the right direction to center theerror indicator between the + and D.

Two slew speeds are used for each direction. The SLOW slewspeed is operated by pushing the left or right DGSLEW buttons andis used for fine heading card adjustments. The fast slew speed isoperated by pushing and holding the DG SLEW buttons for 5seconds, and is used tomake large heading card corrections.Whenthe button is released, the heading directional update stops.

D DG Button -- The basic operation of the DG button is to togglebetween the HDG and DGmodes of operation. When the DGmodeis exited, the APIRS performs an automatic synchronization of theheading outputs to the present flux valve magnetic heading. Thisfeature can also be used if a heading error should develop, while inthe SLAVED mode. The error can be removed by momentarilyentering the DG mode and returning to the SLAVED mode. This isdone by pushing the DG button on the APIRS controller twice.

The DG mode disables the automatic slaving of the headingoutputs. TheDGmode can only be entered by momentarily pushingthe DG button on the AHCP. When the DG button is released, theDG mode is confirmed by lighting the DG button AHCP. APIRSoperation in the DGmode results in a heading system that is similarto a free directional gyro, and is subject to drift and turn error. Forthis reason, APIRS operation in the DG mode results in reducedheading accuracy.


A28--1146--041Rev 5 C--5


D SLAVE Annunciator -- The SLAVE annunciator lights when thesystem is operating in the SLAVE mode described above.

D BASIC Annunciator -- The BASIC annunciator lights when thesystem is operating in the BASIC mode described above.

D ATT/HDG ALIGN Button -- The align sequence can be manuallyinitiated anytime (including in flight or during initialization) bymomentarily pushing the ATT/HDG ALIGN button on the AHCP.

PREFLIGHT TEST

The APIRS is equipped with automatic self--test, that is performedwhen power is first applied. The test lasts 5 seconds and it displays thefollowing outputs on the ADI and HSI:

D 10_ pitch up

D 20_ right wing down

D 060� heading, turning at 1�/sec toward North

D North heading, turning at 3_/sec toward east

D All APIRS controller annunciators ON

D ATT flag valid for 2.5 seconds, then invalid

D HDG flag valid for 2.5 seconds, then invalid

D Rate--of--turn indicator standard rate (3_/sec) right turn (on optionalEFIS EADI).

The flags remain invalid until initialization is complete.


A28--1146--041Rev 5


Ground Initialization

The APIRS system requires approximately 60 seconds to initializefollowing application of power. The initialization is complete when theATT and HDG flags clear on the ADI and HSI. During the initialization,theaircraft must remain stationary.Windgusts andaircraft buffeting arenot limiting in this respect. All normal preflight operations, includingengine starts and passenger loading, can be carried out while theAPIRS is initializing. If the initialization requires more than 60 seconds,the APIRS may have detected excessive aircraft motion. If aircraftmovement has occurred during initialization, the APIRS must berecycled and a new initialization started. The HSI heading card slewsto approximately 60_. The heading decreases at the rate of 1_/sec untilthe heading card indicates north (000_). At this time, the 60 secondinitialization period is complete and all indications return to normal.

If the heading card stops and does not step to an indication of 000_, theinitialization of that APIRS has not been completed satisfactorily. Themain and auxiliary DC power to that APIRS should be removed byopening the circuit breakers and then reapplying them to restart theinitialization.

NOTE: Both breakers (primary and auxiliary) must be pulled out.Resetting each breaker individually does not reset theAPIRS.

In order to increase satisfactory ground initialization, the followingmustbe considered:

D The aircraft must remain stationary on the ground until the attitudeand heading flags are pulled out of view. Normal passenger andcargo loading, engine start, and engine run--up procedures can beperformed during the initialization. Wind buffeting is not limiting inthis respect. Taxiing or towing the aircraft during APIRS initializationis prohibited.

D Verify that 60 seconds after power is connected to the dc buses, theattitude and heading flags are out of view. If the timer has stopped,the APIRS is not useable and it should be re--initialized. With theaircraft stationary, push the ATT/HDG ALIGN button on the AHCPand release it. If the flags do not pull in after 5 seconds, re--initializethe APIRS.


A28--1146--041Rev 5 C--7


D Verify APIRS and display functions by watching the APIRS testsequence. Proper display movement, flag operation, and controllerlamp operation must be verified. These tests are performedautomatically when power is applied. The pilot can initiate the alignsequence at any time including during APIRS initialization, bypushing the ATT/HDG ALIGN button on each AHCP.

D Normal preflight taxi checks of pitch, roll, heading, and rate--of--turn,must be made on each system.

NOTE: As with any magnetic flux value based heading system,taxiing near areas of large magnetic disturbances cancause the APIRS heading display to show an incorrectheading. In such a case, the aircraft must be in the DGmode while taxiing.

CAUTION

IF TAXIING IS DONE IN DG MODE, VERIFY THAT THE HEADINGIS RETURNEDTOMAGMODE, ANDAHEADINGCHECK ISMADEPRIOR TO TAKE--OFF.

D If the aircraft is moved during APIRS initialization, both APIRSmustbe re--initialized. This is done by pulling all four APIRS circuitbreakers and then resetting the four circuit breakers to their normalposition.

ABNORMAL OPERATION

Take--Off in BASIC Mode

Take--off with one APIRS in BASIC mode is prohibited, per the AircraftFlight Manual. Verify that both air data computers (ADC) are operating.

NOTE: If a third attitude source is available, it can be used as theprimary data in place of the APIRS in BASIC mode.

Take--Off in DG Mode

Takeoff with one APIRS in the DG mode is prohibited, per the AircraftFlightManual. Return the system to thenormal slavedmodebypushingthe DG button.

NOTE: If a third heading source is available, it can be used as theprimary data in place of the APIRS if the APIRS cannot beoperated in the slaved mode.


A28--1146--041Rev 5


Flight Operations in BASIC Mode

If a malfunction causes the APIRS to revert to the BASIC mode, it isannunciated on the APIRS controller as BASIC. Normal flightoperations can be continued in the BASIC mode subject to thelimitations of the Aircraft Flight Manual.

After the BASIC mode has been entered, the pilot must avoidsustained, shallow banked turns of less than 6_ (e.g., a constant turnto holdDMEarc). In addition, particular attentionmust bepaid to ensurecorrect aircraft trim.

Flight Operations in DG Mode

If a heading flag is observed during a flight and the SLAVE annunciatoron the AHCP is lit, the DG mode can be selected by momentarilypushing the DG button.

The APIRS heading must be checked every 5 minutes with referenceto a known accurate heading source. Errors can be removed by usingthe DG SLEW buttons on the AHCP to set the heading card to agreewith the known reference.

Abnormal ADI or HSI Indication

If an abnormal indication appears on the ADI or HSI, correct operationof the APIRS can be confirmed by pushing the ATT/HDG ALIGNbuttonon the AHCP.

NOTE: The autopilot can disengage when the ATT/HDG ALIGNbutton is pushed.


A28--1146--041Rev 5 C--9


Heading Mismatch

During taxi, accelerated flight, or turning maneuvers, small, temporaryheading differences can be induced in the compass system due to thependulous nature of the flux valve. Depending on the magnitude of theheading error of a single APIRS, the HSI HDG MISMATCH messagecan be posted on the advisory display.

The two methods used to correct a heading mismatch are:

D Establish a steady--state, wings--level flight condition for 2 minutesto wash out the error.

D Establish a steady--state, wings level flight condition and push theAHCP DG button twice.

Themost common practice is to push theDG button twice. Thismethodinstantaneously synchronizes the flux valve heading regardless of theaircraft’s attitude. If the two--push method is used, the aircraft must bein wings level, unaccelerated flight to instantly correct the headinginformation.

NOTES: 1. If the aircraft is not in level, unaccelerated flight, usingthe two pushmethod can create a new and potentiallylarger incorrect heading reference error.

2. The compass systems should be synchronized withthe two--push method only while on the ground.

3. A pegged compass synchronization annunciator (fullD or + indication) on one of the HSI displays is a goodindication of which compass system has an error.

In--Air Initialization

In--air initialization is not recommended. If it becomes necessary toperform an in--air initialization, the APIRS requires approximately 90seconds to initialize following application of power. The initialization iscomplete when the ATT and HDG flags clear on the ADI and HSI.During the initialization, the aircraft should bemaintained inwings--levelunaccelerated flight while the APIRS is initializing. If the initializationrequires more than 90 seconds, the APIRS may have detectedexcessive aircraft motion. If aircraft movement has occurred duringinitialization, the APIRS must be recycled and a new initializationstarted. The HSI heading card slews to approximately 90� and theFAST annunciator lights. The heading decreases at the rate of 1�/sec.until the heading card indicates north (000�). At this time, the 90 secondinitialization period is complete and all indications return to normal.


A28--1146--041Rev 5


If the heading card stops, and does not step to an indication of 000�, theinitialization of that APIRS has not been completed satisfactorily. Themain and auxiliary DC power to that APIRS should be removed byopening the circuit breakers and then reapplying them to restartinitialization.

NOTE: Both breakers (primary and auxiliary) must be pulled out.Resetting each breaker individually does not reset theAPIRS.

To increase the possibility of a satisfactory initialization, the followingmust be considered:

D Verify that 90 seconds after power is connected to the DC busses,the attitude and heading flags are out of view. If the timer hasstopped, theAPIRS is not useable and should be re--initialized.Withthe aircraft stationary, push the ATT/HDG ALIGN button on theAHCP and release it. If the flags do not pull after 5 seconds,re--initialize that APIRS.


A28--1146--041Rev 5

IndexIndex--1

IndexA

Abbreviations, 12-1Abnormal AHRS operationabnormal ADI or HSI indication,3-8

flight operations in BASIC mode,3-7

flight operations in DG mode, 3-7heading mismatch, 3-8take--off in BASIC mode, 3-7take--off in DG mode, 3-7

Abnormal APIRS operationabnormal ADI or HSI indication,C--8

flight operations in BASIC mode,C--8

flight operations in DG mode, C--8heading mismatch, C--9in--air initialization, C--9take--off in BASIC mode, C--7take--off in DG mode, C--7

Acronyms, 12-1Advisory display, 7-4operational and warning/cautionmessages, 7-4AFCS message data invalid,7-5

AFCS operational messages,7-6

amber disengage, cautionand conditional statusmessages, 7-12

disengage/caution/conditionalstatus messages, 7-5

flight director modeannunciator, 7-16

mode inhibit and errorannunciator, 7-19

operational messages (twofields), 7-5

SAT/TAS display functions,7-6

Air data displays, 4-1altimeter, 4-1

altitude preselect controller, 4-2altitude alert, 4-3altitude preselect, 4-3

Air data system, 2-3Aircraft piloting inertial referencesensor (APIRS), C--1abnormal operation, C--7

abnormal ADI or HSIindication, C--8

flight operations in BASICmode, C--8

flight operations in DG mode,C--8

heading mismatch, C--9in--air initialization, C--9take--off in basic mode, C--7take--off in DG mode, C--7

control panel, C--4ATT/HDG ALIGN button, C--5BASIC annunciator, C--5DG slew knob, C--4HDG/DG button, C--4SLAVE annunciator, C--5

preflight test, C--5ground initialization, C--6

reduced performance modes, C--3standard operating modes, C--1system description, 2--4

Altimeter, 4-1Altitude hold mode, 9-53Altitude preselect controller, 4-2Altitude preselect mode, 9-55Attitude and heading referencesystem (AHRS), 3-1abnormal operation, 3-7

abnormal ADI or HSIindication, 3-8

flight operations in BASICmode, 3-7

flight operations in DG mode,3-7

heading mismatch, 3-8take--off in basic mode, 3-7take--off in DG mode, 3-7


A28--1146--041Rev 5

IndexIndex--2

Index (cont)

Attitude and heading referencesystem (AHRS) (cont)general, 3-1preflight test, 3-4

ground initialization, 3-5reduced performance modes, 3-2standard operating modes, 3-1system description, 2--3

Attitude director indicator (ADI), 5-1aircraft symbol, 5-3attitude sphere, 5-2attitude test switch, 5-3attitude warning flag, 5-2decision height display, 5-3DH annunciator, 5-2DH SET knob, 5-2DIM control knob, 5-2displays, 5-5

cruise mode, 5-5instrument landing system(ILS) approach, 5-6

typical ILS approach mode,5-5

expanded localizer pointer, 5-3eyelid display, 5-4flight director warning flag, 5-2glideslope pointer, 5-2glideslope scale, 5-2inclinometer, 5-3radio altitude display, 5-2roll attitude pointer, 5-2roll scale displays, 5-2speed pointer, 5-3

Azimuth (MLS) mode, 9-34

B

Back course mode, 9-23

C

Caution and failure annunciators,6-16EADI amber caution and failureannunciators, 6-16common symbol generator,6-19

comparator monitors, 6-18decision height failure, 6-19decision height warning, 6-19excess deviation monitor, 6-19external system warning, 6-19flight director failure, 6-17HSI couple symbol, 6-17radio altitude failure, 6-19same attitude source, 6-17

EADI red failure annunciators,6-20attitude failure (ATT FAIL),6-21

expanded localizer or azimuthfailure, 6-21

fast/slow command failure,6-21

glideslope failure, 6-21internal failure, 6-21rate--of--turn failure, 6-21VNAV or elevation failure, 6-21

EHSI amber caution and failureannunciators, 6-40display failures, 6-41DME hold annunciator, 6-40same heading or navigationsource, 6-40

waypoint alert annunciator,6-41

weather radar target alerts,6-40

WX failure, 6-41


A28--1146--041Rev 5

IndexIndex--3

Index (cont)

EHSI red failure annunciators, 6-41azimuth deviation failure, 6-43course deviation failure, 6-43glidepath deviation failure, 6-43heading failure, 6-42vertical deviation failure, 6-43

Climb to initial altitude, 6-13Combined vertical and lateral modeproblems, 10-6

Composite display, 6-44instrument remote controller, 6-46reversionary mode, 6-45

Controllers:AHRS controller, 3-3altitude preselect, 4-2attitude and heading controlpanel (AHCP), C--4ATT/HDG ALIGN button, C--5BASIC annunciator, C--5DG slew knob, C--4HDG/DG button, C--4SLAVE annunciator, C--5

EFIS display controller, 6-2ATT REV button, 6-2bearing source select knobs,6-3

DH knob, 6-4DIM controls, 6-3FULL/ARC button, 6-2GS/TTG button, 6-2HDG REV button, 6-2MAP button, 6-2NAV REV button, 6-3SG REV external switch, 6-4TEST button, 6-4WX button, 6-2

flight guidance controller, 7-1ALT button, 7-2ALT SEL button, 7-2AP button, 7-2APP button, 7-1AUX button, 7-3BC button, 7-2HDG button, 7-1HSI SEL button, 7-3

IAS button, 7-1MLS button, 7-3NAV button, 7-1NAV SEL button, 7-3PITCH thumb--wheel, 7-3STBY button, 7-2V/L button, 7-3VS button, 7-1YD button, 7-2

instrument remote controller, 6-46course knob, 6-46heading knob, 6-46

PRIMUSR 880, A--1BRT knob, A--2GAIN knob, A--2MODE buttons, A--3

PRIMUSR 660, B--1GAIN knob, B--7MODE switch, B--5range buttons, B--3RCT button, B--3SECT button, B--4STAB button, B--3TGT button, B--3TILT knob, B--4

Customer support centers, 11-2North America, 11-2Rest of the world, 11-3

D

Displays:attitude director indicator (ADI),5-1, 5-5aircraft symbol, 5-3attitude sphere, 5-2attitude test switch, 5-3attitude warning flag, 5-2decision height display, 5-3DH annunciator, 5-2DH SET knob, 5-2DIM control knob, 5-2expanded localizer pointer,5-3


A28--1146--041Rev 5

IndexIndex--4

Index (cont)

attitude director indicator (cont)eyelid display, 5-4flight director warning flag, 5-2glideslope pointer, 5-2glideslope scale, 5-2inclinometer, 5-3radio altitude display, 5-2roll attitude pointer, 5-2roll scale displays, 5-2speed pointer, 5-3

electronic attitude directorindicator (EADI)amber caution and failureannunciators, 6-16

climb to initial altitude, 6-13composite display, 6-44enroute cruise, 6-14red failure annunciators, 6-20setup for approach, 6-15take--off using go--aroundmode, 6-12

electronic horizontal situationindicator (EHSI), 6-22amber caution and failureannunciators, 6-40

electronic horizontal situationindicator (EHSI) (cont)composite display, 6-44full compass displays, 6-22partial compass displays only,6-25

partial compass operation,6-30

partial compass presentation,6-32

red failure annunciators, 6-41horizontal situation indicator(HSI), 5-7, 5-10aircraft symbol, 5-8bearing pointer, 5-8compass synchronizationannunciator, 5-9

course deviation pointer anddots, 5-9

course display, 5-8course pointer, 5-9approach configurationdisplay, 5-10

distance display, 5-8fore and aft lubber lines, 5-8heading bug, 5-8heading dial, 5-8heading warning flag, 5-8navigation warning flag, 5-9reciprocal course pointer, 5-9TO--FROM pointer, 5-9vertical deviation pointer, 5-8vertical warning flag, 5-8

Dual couple approach mode, 9-49

E

Electromechanical flight instrumentsystem, 5-1attitude director indicator (ADI),5-1aircraft symbol, 5-3attitude sphere, 5-2attitude test switch, 5-3attitude warning flag, 5-2decision height display, 5-3DH annunciator, 5-2DH SET knob, 5-2DIM control knob, 5-2displays, 5-5expanded localizer pointer,5-3

eyelid display, 5-4flight director warning flag, 5-2glideslope pointer, 5-2glideslope scale, 5-2inclinometer, 5-3radio altitude display, 5-2radio altitude test button, 5-4roll attitude pointer, 5-2roll scale displays, 5-2speed pointer, 5-3


A28--1146--041Rev 5

IndexIndex--5

Index (cont)

horizontal situation indicator(HSI), 5-7aircraft symbol, 5-8bearing pointer, 5-8compass synchronizationannunciator, 5-9


course display, 5-8course pointer, 5-9approach configurationdisplay, 5-10

distance display, 5-8fore and aft lubber lines, 5-8heading bug, 5-8heading dial, 5-8heading warning flag, 5-8navigation warning flag, 5-9reciprocal course pointer, 5-9TO--FROM pointer, 5-9vertical deviation pointer, 5-8vertical warning flag, 5-8

system description, 2--5Electronic attitude director indicator(EADI), 6-5amber caution and failureannunciators, 6-16common symbol generator,6-19

comparator monitors, 6-18decision height failure, 6-19decision height warning, 6-19excess deviation monitor,6-19

external system warning, 6-19flight director failure, 6-17HSI couple symbol, 6-17radio altitude failure, 6-19same attitude source, 6-17

composite display, 6-44instrument remote controller,6-46

reversionary mode, 6-45displays and annunciators, 6-5

aircraft symbol, 6-10

attitude source annunciator,6-5

attitude sphere, 6-5autopilot engage annunciator,6-10

azimuth pointer, 6-11crosspointer command cue,6-11

decision height display, 6-11display, 6-7fast/slow pointer, 6-11flight director lateral modes,6-9

flight director vertical modes,6-9

glideslope pointer and scale,6-9

inclinometer, 6-10localizer pointer, 6-11marker beacon, 6-10radio altitude display, 6-10rate--of--turn display, 6-11rising runway display, 6-10roll attitude pointer, 6-5roll scale, 6-5single command cue, 6-11VNAV mode, 6-9

general, 6-5red failure annunciators, 6-20

attitude failure (ATT FAIL),6-21

expanded localizer or azimuthfailure, 6-21

fast/slow command failure,6-21

glideslope failure, 6-21internal failure, 6-21rate--of--turn failure, 6-21VNAV or elevation failure,6-21

typical display presentations,6-12climb to initial altitude, 6-13enroute cruise, 6-14setup for approach, 6-15


A28--1146--041Rev 5

IndexIndex--6

Index (cont)

EADI typical display presentations(cont)

take--off using go--aroundmode, 6-12

Electronic flight instrument system(EFIS) (optional), 6-1display controller, 6-2

ATT REV button, 6-2EFIS display controller (cont)

bearing source select knobs,6-3

DH knob, 6-4DIM controls, 6-3FULL/ARC button, 6-2GS/TTG button, 6-2HDG REV button, 6-2MAP button, 6-2NAV REV button, 6-3SG REV external switch, 6-4TEST button, 6-4WX button, 6-2

general, 6-1system description, 2-5

Electronic horizontal situationindicator (EHSI), 6-22amber caution and failureannunciators, 6-40display failures, 6-41DME hold annunciator, 6-40same heading or navigationsource, 6-40

waypoint alert annunciator,6-41

weather radar target alerts,6-40

WX failure, 6-41composite display, 6-44

instrument remote controller,6-46

reversionary mode, 6-45enhanced ground proximitywarning system (EGPWS),6-37auto--popup function, 6-38partial compass display, 6-39

terrain annunciators, 6-38terrain range control, 6-38terrain select on the EHSI,6-37

test display, 6-39full compass displays, 6-22multiple waypoint displays, 6-33,6-35

partial compass displays only,6-25aircraft symbol, 6-28bearing pointers and sourceannunciators, 6-26

compass sync annunciator,6-25

course or azimuth deviationbar, 6-27

course pointer, 6-28course/desired track display,6-25

distance display, 6-26DME hold, 6-26drift angle bug (INS only),6-25

fore and aft lubber line, 6-25glidepath display andannunciator, 6-26

glideslope display andannunciator, 6-26

groundspeed or time--to--godisplay, 6-27

heading display and dial, 6-25heading select bug, 6-25heading select readout, 6-25heading source annunciator,6-25

NAV TO--FROM annunciator,6-28

NAVAID position, 6-31navigation sourceannunciator, 6-26

reciprocal course pointer,6-28

VNAV display andannunciator, 6-26


A28--1146--041Rev 5

IndexIndex--7

Index (cont)

waypoint annunciator, 6-28weather radar modeannunciator, 6-28

red failure annunciators, 6-41azimuth deviation failure, 6-43course deviation failure, 6-43glidepath deviation failure,6-43

glideslope deviation failure,6-43

heading failure, 6-42vertical deviation failure, 6-43

typical displays, 6-29partial compass operation,6-30

partial compass presentation,6-32

weather radar displays, 6-33annunciators, 6-33

Enhanced ground proximity warningsystem (EGPWS), 6-37auto--popup function, 6-38partial compass display, 6-39terrain annunciators, 6-38terrain range control, 6-38terrain select on the EHSI, 6-37test display, 6-39

Enroute cruise, 6-14Equipment list, 1-1Event codes, sample forms, 10-6

F

Flight fault summary, 10-11Flight guidance system (FGS), 7-1advisory display, 7-4

operational andwarning/caution messages,7-4

controller, 7-1ALT button, 7-2ALT SEL button, 7-2AP button, 7-2

APP button, 7-1AUX button, 7-3BC button, 7-2HDG button, 7-1HSI SEL button, 7-3IAS button, 7-1MLS button, 7-3NAV button, 7-1NAV SEL button, 7-3PITCH thumb--wheel, 7-3STBY button, 7-2V/L button, 7-3VS button, 7-1YD button, 7-2

system description, 2--6Flight instrument displays, 5-1electromechanical flightinstrument system, 5-1attitude director indicator(ADI), 5-1

horizontal situation indicator(HSI), 5-7

Full EHSI compass displays, 6-22

G

Glossary of terms , 8-1Go--around mode, 9--58

H

Heading hold and wings level, 9-1Heading select mode, 9-3Honeywell product support, 11-124--hour exchange/rental supportcenters, 11-2

customer support centers, 11-2North America, 11-2Rest of the world, 11-3

publication ordering information,11-4


A28--1146--041Rev 5

IndexIndex--8

Index (cont)

Horizontal situation indicator (HSI),5-7aircraft symbol, 5-8approach configuration display,5-10

bearing pointer, 5-8compass synchronizationannunciator, 5-9


course display, 5-8course pointer, 5-9distance display, 5-8fore and aft lubber lines, 5-8heading bug, 5-8heading dial, 5-8heading warning flag, 5-8navigation warning flag, 5-9reciprocal course pointer, 5-9TO--FROM pointer, 5-9vertical deviation pointer, 5-8vertical warning flag, 5-8

I

ILS approach mode, 9-27Indicated airspeed hold mode, 9-52Instrument remote controller, 6-46Introduction, 1-1equipment list, 1-1

L

Lateral mode problems, 10-2Localizer mode, 9-15

M

Maintenance of digital flight controlsystems, 10-1

MLS approach mode, 9-43

Modes of operation, 9-1altitude hold mode, 9-54altitude preselect mode, 9-55azimuth (MLS) mode, 9-35back course mode, 9-23dual couple approach mode, 9-49go--around mode, 9-58heading hold and wings level, 9-1heading select mode, 9-3ILS approach mode, 9-27indicated airspeed hold mode,9-52

localizer mode, 9-15MLS approach mode, 9-43pitch attitude hold mode, 9-50RNAV enroute mode, 9-14roll hold mode, 9-2vertical speed hold mode, 9-51VOR approach mode, 9-13VOR capture mode, 9-5VOR track mode, 9-10

Multiple waypoint displays, 6-33,6-35

P

Partial EHSI compass displays only,6-25aircraft symbol, 6-28bearing pointers and sourceannunciators, 6-26

compass sync annunciator, 6-25course or azimuth deviation bar,6-27

course pointer, 6-28course/desired track display, 6-25distance display, 6-26DME hold, 6-26drift angle bug (INS only), 6-25fore and aft lubber line, 6-25glidepath display andannunciator, 6-26

glideslope display andannunciator, 6-26


A28--1146--041Rev 5

IndexIndex--9

Index (cont)

groundspeed or time--to--godisplay, 6-27

heading display and dial, 6-25heading select bug, 6-25heading select readout, 6-25heading source annunciator, 6-25NAV TO--FROM annunciator,6-28

navigation source annunciator,6-26

reciprocal course pointer, 6-28VNAV display and annunciator,6-26

waypoint annunciator, 6-28weather radar mode annunciator,6-28

Pilot write--up, 10-6common terms, 10-8flight fault summary, 10-11pilot check sheet, 10-9preliminary considerations, 10-7squawk sheets, 10-6, 10-9writing the report, 10-8

Pitch attitude hold mode, 9-50PRIMUSR 800 Weather RadarSystem, A--1indicator controls, A--2

AZ MK slide switch, A--4BRT knob, A--2GAIN control knob, A--2GCR button, A--3MAP button, A--3range buttons, A--2RCT button, A--3SB/T button, A--3SCAN slide switch, A--4TGT ALT slide switch, A--4TILT control knob, A--2WX/C button, A--3

introduction, A--1preflight, A--5

precautions, A--5preliminary control settings,A--5

self--test display, A--6

PRIMUSR 660 Weather RadarSystem, B--1description, B--1normal operation, B--8

fault monitoring, B--11maximum permissible expo--sure level (MPEL), B--13

power--up, B--9preliminary settings, B--8radar mode -- groundmapping, B--11

radar mode -- weather, B--11standby, B--10tilt management, B--12

weather radar controller, B--2GAIN knob, B--7MODE switch, B--5precautions, B--8range buttons, B--3RCT button, B--3SECT button, B--4STAB button, B--3test pattern, B--10TGT button, B--3TILT knob, B--4

Procedures:altitude hold mode, 9-54altitude preselect mode, 9-56back course setup, 9-23dual couple approach setup, 9-49ILS approach mode, 9-28localizer setup, 9-15MLS approach mode, 9-43MLS setup, 9-35preflight test, A--6RNAV setup, 9-14VOR approach setup, 9-13VOR capture setup, 9-5

Publication ordering information, 11-4

R

Radio altimeter system, 2-4Reduced AHRS performancemodes, 3-3


A28--1146--041Rev 5

IndexIndex--10

Index (cont)

Reduced APIRS performancemodes, C-3

Reversionary mode, 6-45RNAV enroute mode, 9-14Roll hold mode, 9-2

S

Setup for approach, 6-15Squawk sheets, 10-6, 10-9Standard AHRS operating modes,3-1

Standard APIRS operating modes,C-1

System description, 2-1air data system, 2-4aircraft piloting inertial referencesensor (APIRS), 2-4

attitude and heading referencesystem (AHRS), 2-3

electromechanical flightinstrument system (standard),2-5

electronic flight instrumentsystem (EFIS) (option), 2-5

flight guidance system (FGS), 2-6other switches and controls, 2-6PRIMUSR 800 Weather RadarSystem, 2-6

radio altimeter system, 2-5System limits, 8-1glossary of terms , 8-1system operating limits, 8-7

T

Take--off using go--around mode,6-12

Terrain annunciators, 6-38Terrain range control, 6-38Terrain select on the EHSI, 6-37

Troubleshooting, 10-1combined vertical and lateralmode problems, 10-6

event codes, sample forms, 10-6lateral mode problems, 10-2maintenance of digital flightcontrol systems, 10-1

pilot write--up, 10-6common terms, 10-8flight fault summary, 10-11pilot check sheet, 10-9preliminary considerations,10-7

squawk sheets, 10-6, 10-9writing the report, 10-8

vertical mode problems, 10-4Typical EADI display presentations,6-12climb to initial altitude, 6-13enroute cruise, 6-14setup for approach, 6-15take--off using go--around mode,6-12

Typical EHSI displays, 6-29partial compass operation, 6-30partial compass presentation,6-32

V

Vertical mode problems, 10-4Vertical speed hold mode, 9-51VOR (NAV) modes, capture, 9-5VOR approach mode, 9-13VOR capture mode, 9-5VOR track mode, 9-10

W

Weather radar displays, 6-33annunciators, 6-33

modes, 6-34


A28--1146--041Rev 5

IndexIndex--11/(Index--12 blank)

Index (cont)

range ring and annunciator,6-33

return display, 6-34target alert, 6-33

Weather radar systems, A--1PRIMUSR 800, A--1

introduction, A--1precautions, A--5preliminary control settings,A--5

self--test display, A--6weather radar indicator, A--2

PRIMUSR 660, B--1description, B--1fault monitoring, B--11power--up, B--9precautions, B--8preliminary settings, B--8radar mode -- groundmapping, B--11

radar mode -- weather, B--11standby, B--10target alert, B--3tilt management, B--12weather radar controller, B--2

Documents

Dash 8 PHB a28-1146-041