ENHANCED GROUND PROXIMITY WARNING SYSTEME GPWS REV E

8/13/2019 ENHANCED GROUND PROXIMITY WARNING SYSTEME GPWS REV E

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S TION This Pilot Guide describes the functions andoperation ofthe

MKV andMKVII Enhanced Ground ProximityWarning SystemINTRO U TION EGPWS

Thedocument is divided intofour sections: Section I is this

introduction andthe following briefdescription ofthe EGPWS

and its features ; Section 2 provides a functional description of

theEGPWS. This includes descriptions ofthevarious system

modes Built-In Test BIT and monitoring functions and

system features; Section 3 provides general operating

procedures to follow whenthesystem givesa caution or

warning alert; Section 4 provides definitions oftermsusedin

this manual.

This guide does not supercede FAA approved data

Flight Manuals individual Operations Manuals

requirements or procedures Pilots should be

thoroughly familiar with their own company policies

system configuration requirements and procedures

with respect to the operation of aircraft with the

EGPWS.

W T IS TH

GPWS

The information in thisdocument is intended as a general

explanation ofthe Honeywell EGPWS. It contains a general

description of system performance assuming identified options

are active and highlights deviations in system performance

resulting whena feature isdisabled.

TheEGPWS is a Terrain Awareness andAlerting system

providing terrainalerting anddisplay functions w t additional

features

TheEGPWS usesaircraft inputs including geographic position,

attitude altitude airspeed andglideslope deviation These are

usedw t internal terrain obstacles andairportdatabases to

predicta potential conflict between theaircraft flight pathand

terrainor an obstacle. Aterrainor obstacle conflict results in

the PWS providing a visual andaudio caution or warning alert

Additionally, theEGPWS provides alertsfor excessive glideslope

deviation, tooloww t flaps or gearnotin landingconfiguration and optionally provides bankangle and altitude

callouts basedon system programpinselection Detection of

severe windshear conditions isalsoprovided forselected

aircraft types whenenabled

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MKV MKVlI EGPWSPilot Guide



WHAT IS THE

EGPW

CO N TI N U E D

TheEGPWS incorporates several enhanced features:

• Terrain Alerting and Display (TAD) provides a graphicdisplay ofthesurrounding terrain on theWeather d r

Indicator, EFIS, or a dedicated display. Based onthe

alrcralt s posi tion and Ole internal database, Oe terraintopography within thedisplay rangeselected thatis above

or within 2000feet below theaircraft altitude ispresented on

the system display. This feature is an option, enabled by

program pinsduring installation.

• Peaks isa T Dsupplemental feature providing dditlon l

terrain display features forenhanced . ituational awareness ,independent oftheaircraft s altitude . This includes digital

elevations forthehighest and lowest displayed terrain,

additional elevation (color)bands, anda unique representa

tionof0MSL elevation (sealevel anditscorresponding

shoreline) . This feature isanoption, enabled byprogram

pinsduring installation.

• Obstacles is a featureutilizing an obstacle database for

obstacle conflict alerting anddisplay EG PWS caution andwarning visual andaudioalerts areprovided whena conflict

is detected . Additionally, when T isenabled,Obstacles are

graphically disp layed similar to terrain. This feature isan

option, enabled byprogram pinsduring installation.

• Aprocessfeatu recalled EnvelopeModulation utilizes the

internal databa;e to tailor EGPWS alertsat certain geographic

locations toreducenuisance alerts andprovide addedprotection.

• ATerrain Clearance Floor feature addsanadditional

clement ofprotection byalerting thepilotofpossible

premature descent. This is intended fornon-precision

approaches andis based onthecurrentaircraft position

relative to thenearest runway Thi feature is enabled with

the T feature ,

• In -210-210 andlaterversions, aRunwayField ClearanceFloor (RFCF) feature is included. This is simllar to thereF

feature except th t RFCF is basedon thecurrentaircraftposition andheight above thedestination runway sed onGeometric Altitude (seenextpage). This provides im

proved protection at locations wherethedestination runway

isSignificantly higher thanthe surrounding terrain.

060-4241-000 · Rev E- December 2003MKV MKVII EGPWS PilotGuide



W T IS THE

EGPWS

CONTINUED

PHYSIC L

DESCRIPTION

• AnAural Declutter feature reducesthe repetition ofwarningmessages. This feature isoptional, andmay be disabled

bysystem programpinsduringinstallation .

• Geometric Altitude, basedon GPS altitude, is a computed

pseudo-barometric altitude designed to reduceor eliminate

altitude errors resulting from temperature extremes, non

standardpressurealtitude conditions , and altimeter

miss-sets. This ensuresan optimal EGPWS alerting and dis

play capability.

• Runway Alerting Advisory System RAAS)

The EGPWS also providespositionawareness advisories

relative to runways during ground operations and

approach to land. This newfeature is knownas

Runway Awareness and Advisory System - RAAS only

available in -218-218 or later versions .

Some ofthesefeatures have beenaddedto theEGPWS as the

system evolved and are notpresentinall Enhanced Ground

ProximityWarning Computer EGPWC) partnumbers. Forspe

cific effeCtivity, refertoan applicable Airplane FlightManual AFM) or EGPWSAirplane FlightManual Supplement AFMS) or

contactHoneywell forassistance.

TIle EGPWC ispackaged i na2 VARINC 600-6rackmounted

enclosure weighing lessthan8lbs. No special vibration isolation

mounting or forced air-cooling isrequired.

115V 400HZ.) or 28VDe versions oftheEGPWe are avail

able. Units are alsoavailable with an internal GPS receiver for

requiredGPS datawhenanotherGPS sourceis notavailable.

Formoredetailed descriptions and information contact

Honeywell .

0604 241·000 • Rev. E · December 200.\

MKVa MK \11 EGPWSPilol Guide



S TION SYSTEM ES RIPTION

nhancedGround ProximityWarning System 6

PWS Database 6

asic Functions

Mode 1 Excessive Descent Rate 8

Mode 2 Excessive Closure to Terrain 9

Mode 3 Altitude Loss After Takeoff 12

Mode 4 Unsafe Terrain Cle r n e 13

Mode 5 Excessive Deviation Below Glideslope 17

Mode 6 Advisory Callouts 19

Mode 7 Windshear Alerting 23

Enhanced Functions

Envelope Modulation 25

Terrain Clearance Floor 25

Runway Field Clearance Floor 27

Terrain LookAhe d Alerting 27

Terrain Alerting nd Display 29

Non PeaksDisplay 30

Pop Up nd Auto Range 32

Peaks Display 32

Geometric Altitude 36

Weather Radar Auto Tilt 37

Aural Message Priority 37System Inputs 39

System Outputs 41

ptions 41

060 4241 000 Rev E December 2003

MKV MKVIIEGPWSPilot Guide 5



ENH N ED

GROUN

PROXIMITY

W RNING

SYSTEM

EGPWS

D T SE

6

TheEGPWS incorporates the functions ofthebasicGround

ProximityWarningSystem GPWS . This includes the followingalertingmodes:

Mode 2Mode 1 Eat I . T , ln

EAtu , I Dn ce t Rat.

·Sinkriil e · T (l aJn.. Terr..n

'P II up · P i J n u p

Mode 3Mode 6 Atti1udl Lon AtI.f Tlkeoff

Advl lory Callouta onISin

. AngJp* Dont m ·· lltlmUl7ts·

SefKt Hl tdlldes

Mode 4Mode 5 ..,. Tllrraln ( Ilu ane l

Eltcen ve D t l. tlon S low T oo tew - r ~ l J iGll ulop.o °TooLtlw . GtI ·

llde lo p TooLow..Flaps'

Additionall Windshear alerting Mode 7) is provided forspe

cific aircrafttypes. Mode 7 provideswindshear caution and/or

warningalertswhen an EGPWS windshear threshold is ex

ceeded.

TheEGPWS addstothese7 basicfunctions theability to com

pare the aircraft position to an internal database andprovide

additionalalertinganddisplaycapabilities forenhancedsitu-

ational awarenessand safety hence the term Enhanced

GPWS).

TheEGPWS internal databaseconsists offoursub-sets:

1. Aworldwide terraindatabase ofvarying degrees ofresolu-

tion .

2. nobstacles database containing catalogedobstacles 100

feetor greaterin height located within NorthAmerica, por

tions ofEuropeand portions oftheCaribbean expanding

as datais obtained) .

3. Aworldwide airportdatabase containing information on

runways 3500feet or longerin length. Fora specific listofthe airportsincluded, refertoHoneywell document 060

4267-000 or access on theInternet atwebsite

www.egpws.com .

4. nEnvelopeModulation database to support theEnvelope

Modulation feature discussed later.

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MKV MKVIIEGPWSPilot Guide



EGPWS

DATABASE

ONTINUE

Honeywell is constantlystriving to improve theEGPWS t

base in content, resolution, and accuracy. Notification ofa

Database update is accomplished byService Bulletin. Data-

baseupdates are distributed on PCMCIA t cardsanddownloadedvia a cardslotinthe front panelofeachEGPWC.

Contact Honeywell foradditional information.

Because theoverwhelming majority of Controlled Flight IntoTerrain CFIT accidents occurnearanairport andthefact

thataircraft operate in close proximity toterrain nearan air-

port and to address prevention ofairport runway/taxiway

incursions the terrain database contains higher resolutiongridsforairportareas. Lower resolution grids are usedout

sideairportareaswhere aircraft enroute altitude makecmaccidents lesslikely and terrain feature detail is lessimportant

totheflight crew.

With theuse ofaccurate GPS or FMS information theEGPWS

isprovided present position track, andgroundspeed. With

this information theEGPWSisabletopresenta graphical plan

viewoftheaircraft relative totheterrain andadvise theflightcrewofa potential conflict with the terrain or obstacle. Con

flicts are recognized andalertsprovided when terrainviolates

specific computed envelope boundaries onthe projectedflight

pathofthe aircraft. Alerts are provided intheform ofvisual

light annunciation ofa caution or warning audioenunciation

basedonthe type ofconflict andcolorenhanced visual display

ofthe terrain or obstacle relative totheforward lookoftheair-

craft. The terrain display isprovided ontheWeather Radar

Indicator EFIS display, or a dedicated EGPWSdisplay andmayor may notbedisplayed automaticall

Also available withhigh integrity GPS data is alerting advi-

sory information to help preventrunway/taxiway incursions

in the formofaudio advisory alerts.

The following sections provide functional descriptions ofthe

EGPWSbasic andenhanced functions and features, and system

inputand output requirements .

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MKV MKVIIEGPWS Pilot Guide 7



Mode 1provides alertsforexcessive descent rateswith respect

to altitude AGLand is active for allphases of flight. Th is mode

has inner and outer alert boundaries as illustratedin the

diagramandgraphbelo

Penetration ofthe outer boundary activates theEGPWScaution

EXCESSIVE

DESCENT

RATE

B SIC FUNCTIONS

MODE 1

o 2000 4UOO 6l:O:

Oe s c ,, ' ' h I e l ' EE T/ MI NUT

GLIDESLOPE

DEVIATION

BIAS

lights and SINKRATE, SINKRATE alertenunciation.

Additional SINKRATE,SINKRATE messages will occur for

each20 degradation in altitude.

Penetration ofthe inner boundary activates theEGPWS

warning lights and changes theaudiomessageto PUll UP

which repeats continuouslyuntil theinnerwarning boundaryisexited .

Note: PullUp maybeprecededby Whoop,Whoop ill

some configurations basedon theaudiomenuoption selected .

Ifavalid 11 Glideslopefrontcourseis received andtheaircraftisabove theglideslope centerline , theouter (sinkrate)

boundary is adjusted todesensitize thesinkrate alerting. This

istoprevent unwanted alertswhentheaircraft is safely

capturingtheglideslope(or repositioningtothecenterline)

fromabovethe beam.

060-424 J·000 • Rev. E - December 200 .)

V vnEGPWSIJi olGuide



MODE

CONTINUED

S T EEP

pPRO CH

I S

MODE 2

EXCESSIVE

CLOSUR E TO

TERR IN

MODE

If the Aural Declutter feature isdisabled , the sinkrate alert

boundary remains fixed andtheauralmessage SINKRATE

repeats continuously until theouterboundary is exited.

TheEGPWS offers a Steep Approach option forgiven aircraft

types (typicallybizjets) thatdesensitizes thealertboundaries

to permitsteeper thannormal approaches without unwanted

alerts.

Mode 2 provides alerts tohelpprotect theaircraft from

impacting thegroundwhen rapidly rising terrain with respect

tothe aircraft isdetected. Mode 2 isbasedonRadio Altitude

andonhowrapidly Radio Altitude isdecreasing (closure rate).Mode 2 exists in two forms, 2A and2B.

Mode 2A isactive during climbout, cruise, and initial approach

(flaps notin thelanding configuration andtheaircraft noton

glideslope centerline). If theaircraft penetrates theMode 2A

caution envelope, theauralmessage TERRAIN, TERRAIN is

generated andcockpit EGPWScaution lights will illuminate. If

theaircraft continues to penetrate theenvelope, theEGPWS

warning lights will illuminate andtheauralwarning message PUll. UP is repeated continuously until thewarning

envelope isexited.

Note: PullUp may be precededby Whoop,Whoop in some

configurations basedontheaudiomenuoption selected.

Upon exiting thewarning envelope, if terrain clearance

continues todecrease, theauralmessage TERRAIN will be

given until theterrain clearance stops decreasing. In addition,

thevisual alertwill remain on until theaircraft hasgained 300feet ofbarometric altitude, 45 seconds haselapsed, or landing

flaps or the flap override switch isactivated.

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MKV MKVIIEGPWS PilolGuide 9



MODE

ONTINUE

Thegraphbelowshows howthe upper boundary oftheMode

2 alert envelope varies as a function ofthe aircraft speed. As

airspeedincreases from220 knotsto 310knots, theboundaryexpandsto provide increasedalerttimesathigher airspeeds.

.....

3

5

TERRAIN TERRAN 2000

Speed Expiln s ion

1500

1000

500

J()

2000 4000 60 00 8 10 00

Terr a in Cl o s u r e Ra t e ( FEETI M I N)

With version -210-210and latermodels, theMode2A upper

limit is reduced to 1250 feet 950 feetwithversion -218

218 and later) for all airspeedswhentheTerrainAlerting

and Display TAD function is enabledand available. Thisisdue to theenhancedalerting capability provided with T D ,

resulting fromhighintegrity GPSAltitude andGeometric

Altitude data. TheMode2A envelope is loweredin order to

reduce thepotential fornuisancealertsduringan approach.

060··U41-000 • Rev E - December ZO H

M V M V EGPWS Pilot Guide



MO Mode 2Bprovides a desensitized alerting envelope to permit

nonnallandingapproach maneuvers close toterrainwithout

unwanted alerts. Mode 2Bisautomaticallyselected with flaps

in the landingconfigumtion landing flaps or flap over-ride

selected) or whenmakingan IL i approachwith G ideslopc

and Localizer deviatiouIcss than2 dots, It is also active during

the fi rst60 secondsafter takeoff

With version -210-210 andlatermodels,Mode 2Bis selected

whentheaircraft iswithin 5nm 1Onm withversion -218

218 and later) and 3500 feet ofthe destination airport

independent of configuration) andtheTerrain Alerting andDisplay TAD) function is enabledand available . Thisisdue

to theenhancedalerting capability provided with TAD ,

resulting fromhighintegrity GPS Altitude and Geometric

Altitude data. TheMode 2Benvelope isselectedinorder to

reducethe potential fornuisance alertsduringan approach.

TERR IN TERR IN

· LLup· .

.. . .. . . .. . . .

4 60Xl 10000

T ai n Clo s u re Ra il [ FEET / MINI

The graphaboveshows theMode 2Benvelope.

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MKV MK\ EGPWS Pilot Guide



MO

CONTINUED

MODE 3

LTITUDE

s s FTER

T KEOFF

12

uringanapproach, if theaircraft penetrates theMode 2B

envelopewith either the gear or flaps notinthe landing

configuration, the auralmessage TERR IN, TERRAIN is

generated and the EGPWS caution light illuminate. Ifthe

aircraft continues topenetrate the envelope, theEGPWS

warning light illuminate and the aural rn ~ s a g e PULL UP is

repeated continuouslyuntil thewanting envelope is exited. If

the aircraft penetrates theMode 2Benvelopewith bothgear

and flaps in the landing configuration , the aural PU UP

messages are suppressedand theauralmessage TERRAIN

is repeateduntil theenvelope isexited.Mode 3 provides alertsfor significant altitude loss after takeoff

or lowaltitude go-around less than245 feetAGLor 150 feet,

depending on aircraft type) withgear or flaps notinthe land-

ingconfiguration . The amountof altitude lossthatis permitted

before analert is given is a function ofthe height oftheaircraft

above theterrainas shown below. This protection is available

until theEGPWS determ inesthatthe

aircraft hasgained sufficient altitude thatitis no longer in the

takeoff phase offlight Significant altitude loss aftertakeoff or

duringalowaltitude go-aroundactivates theEGPWS caution

DON'T SINK .•....•...•.•.•... . , / '

----0-._

U

50 tOO 150 200 250 aoo

t e 5 s i FT i

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MK V MI\ VII Pi lot Guide



MODE 3

ONTINUED

MODE 4

UNS FE

TERR IN

LE R N E

MODE

lights andtheauralmessage DON T SINK, ON TSINK .

Theauralmessage

is enunciatedtwice

for each20 degradation in altitude. Upon establishinga positive rateofclimb ,

the EGPWScaution lights extinguish andtheauralalertwill

cease.

If the Ur MDeclutter feature is disabled , thewarning is

enunciated continuously until positive climb is established.

Mode 4 providesalertsforinsufficient terrain clearance with

respect tophaseofflight, configuration, andspeed. Mode 4exists inthreeforms , 4A, 4B, and c

• Mode 4A isactive during cruiseandapproachwith thegear

and flaps notinthelanding configuration.

• Mode 48 isactive during cruise andapproach with the gear

inthelanding configuration and flaps notinthe landing

configuration.

• Mode 4Cis active during the takeoff phaseofflight with

eitherthegearor flaps notinthe landing configuration.Mode 4 alerts activate the EGPWScaution lights andaural

messages.

Toreducenuisance alerts causedbyover-flying anotheraircraft, theupper limit oftheMode alerting curve canbe

reduced (from 1000)to800feet. This occursif theairplane isabove 250knotswith gearand flaps notin landing

configuration anda sudden change inRadio Altitude is

detected. This is intended toeliminate nuisance alerts whileflying a holding pattern andan aircraft over-flight occurs (with

1000foot separation) .

With version-210-210andlatermodels,Mode4 airspeed

expansion isdisabled upper limit heldatlowest airspeed

limit)when theTerrain Alerting andDisplay (TAD) function is

enabled and available. This isduetotheenhanced alerting

capability provided with T , resulting from high integrity GPS

Altitude andGeometric Altitude data. This change totheMode

4 envelopes reduces thepotential fornuisance alertswhen theaircraft isnotinthelanding configuration.

Mode 4A isactive duringcruise andapproach with gearandflaps up. This providesalerting during cruiseforinadvertent

flight intoterrain whereterrain isnot rising significantly, or the

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MKV MKvuEGPWSPiJo. Guide 3



MODE

ONTINUED

aircraftis notdescending excessively It alsoprovides alerting

forprotection against an unintentional gear-up landing .Below 1000feet L andabove190knots airspeed, the Mode

4A auralalertis TOOLOW TERRAIN . This alertis

dependenton aircraft speedsuch thatthe alertthreshold is

rampedbetween 500feetat 190knots to I000 feet at 250

knots.

Below 500 feet L and lessthan190knots airspeed, theMode 4Aauralalertis TOOLOW GEAR .

Foreither Mode 4A alert, subsequentalertmessages occurforeach 20%degradation in altitude. EGPWS caution light extinguish andaural messagesceasewhentheMode 4A alert

envelope isexited.

If theAural Declutter feature is disabled, mode4A alert

messages are repeated continuouslyuntil theMode 4A

envelopeisexited.

; 15 00

.e: 1 0 0 0<;

socEgci

o

•

UNSAFETERRAIN CLEARANCEGEARUP,FLAPS UP

1 00 LOW-QEAR

W RNIN AREA

100 190

omputed Ai r speed KTS

MODE

14

SI.OWm TOL SS THAN 190 IITS

Mode 4Bis active duringcruiseandapproach,with geardown

and flaps notinthelanding configuration.

Below 1000feet L andabove 159knots airspeed theMode

4Bauralalertis ''TOO LOW TERRAIN . This alertisdepen-

denton aircraft speedsuchthatthealert threshold is ramped

06<J·4241-000 · Rev E- December 2003

MKV MKVII EGPWSPilot Guide



MODE

ONTINUED

between 245 feetat 159knots to 1000feet at250 knots.

Below 245 feet L

and lessthan159knotsairspeed, theMode4Bauralalertis TOOLOW FLAPS . Forturbopropand select

turbofan aircraft, the TOOLOW FLAPS warning curve is

lowered to 150feet L andlessthan148knots.

If desired, thepilotmay disable the TOOLOW FLAPS alert

byengaging theFlap Override switch ifinstalled) . This pre

cludes or silences theMode 4Bflap alertuntil resetbythepilot.

If theaircraft s Radio Altitude decreases to thevalue oftheMTC,

theEGPWS caution illuminates and theauralmessage TOO

LOW TERRAIN is enunciated.

ForeitherMode 4Balert, subsequent alertmessages occurfor

each 20 degradationin altitude. EGPWS caution lights ex

tinguish andauralmessages ceasewhen theMode 4Balert

envelope is exited.

5

UNSAfETERR IN lE R N E

GEAR ON ftAPS UP

0

TOOLOW24S FUPS -

WARNING

MODE C

100 200

Compu t e d A.l rs peed (K TS)

If theAural Declutter feature is disabled, mode4Balert

messages are repeated continuously until theMode 4Benvelope isexited.

TheMode 4C alertis intended toprevent inadvertent controlled

flight intothegroundduringtakeoff climb intoterrainthat

producesinsufficient closurerateforaMode 2 alert. After

takeoff,Mode 4A and4Bprovide thisprotection.

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MKV MK\11EGI'Il'SPHo' Guide is



MODE

CONTINUED

Mode 4Cis basedon anEGPWS computed Mnimum Terrain

Clearance MTC floor thatincreaseswith Radio Altitude . It is

active aftertakeoffwhenthe gearor flaps are notin the landing

configuration . It is also active duringa lowaliitude go-around

if theaircraft hasdescended below245 feet L(or 150feet

dependingon aircraft type).

t takeoffthe MinimumTerrainClearance ( rrC) iszero feel.

Astheaircraft ascendstheMTC is increased to75 ofthe

aircraft 's Radio Altitude (averaged overthe previous 15

seconds). This value isnotallowed todecreaseandis limited

to500 feet L forairspeed lessthan190knots. Beginning at190knots , theMTC increases linearlytothe limit of1000feet

at250 knots.

Iftheaircraft 's Radio Altitude deere eases to thevalue ofthe

MTC, theEGPWS caution illuminates and theauralmessage

''TOOLOW TERRAIN isenunciated.

EGPWS caution lights extinguish andauralmessages cease

when theMode 4C alertenvelope is exited.

If theAural Declutter feature isdisabled, mode4Calertmessages are repeated continuouslyuntil theMode 4C

envelope is exited.

1000

16

.

.U 2

e 1000

E

i

UNSAFETERRAINCLEARANCE

GEARUP RAPS UP

1500 FPMCLIMB R T

T K -oFFOV R FL T T RR IN

ORWATER

Speed ExpanSk> l(> 5 KTS)

o .4(l() lIXI 2 6 2 :1400 4

R_Ol e A11I1114& j

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MKV MKVIIEGPWS PilotGuide



MO ES

EXCESSIVE

DEVI TION

ELOW

GLIDESLOPE

Mode 5 provides two levels of alerting for when the

air raft descends below glideslope, resultin g inactivation of EGPWS caution lights and aural messages.

The first level alert o urs when below 1000 feet Radio

Altitude and the aircraft is 1.3 dots or greater below the

beam. This turn s on the caution lights and is called a

soft alert because the audio message GLIDESLOPE

is enunciated at half volume. 20 increases in the

belowglideslope deviation cause additional

GLI DESLOPE messages enunciated at a progressively

faster rat e.

The second level alert occurs when below 300 feet Ra

dio Altitude with 2 dots or greater glideslope deviation .

This is called a hard alert because a louder

GLIDES LOPE, GLIDESLOPE message is enun ciated

every 3 seconds continuing until the hard envelope is

exited. The caution lights remain on until a glideslope

deviation less than 1.3 dots is achieved.

OlIl iLOP flf I\U

I mm.

1000MOO I now UOUlOf rAlU T

8 DOWIf

500

e

300

100

Gll des op e Dev Ol SFLV UP

Toavoid unwanted Below Glideslope alerts when

capturing the localizer between · and lOOO fect AGL,

alerting is varied in the following ways:

• BelowGlidcslope alerts are enabled only if the localizer

is within 2 dots, landing gear and flaps are selected,

Glideslope Cancel is not active, and a front course ap

proach is determined.

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MKV MKHI EGI'WS I'ilotGuide 17



MO S

ONTINUE

IX

• Theupper altitude limit forthealertis modulated with

vertical speed Fordescent ratesabove 500FPM theupperlimit issettothenormal1000 feet GL Fordescent rates

lowerthan500FPM theupper limit is desensitized

reduced) toaminimum of500 feet GL

Additionally bothalertlevels are desensitized below 150 feet

GL, to allow fornormalbeamvariations nearertheground,

andreducethepossibility ofnuisance alerts

If theAural Declutter feature isdisabled messages are repeated

continuously until theMode 5 envelope is exited.Mode 5alertscanbecanceled bypressing theGlideslope

Cancel switch ifinstalled). TheEGPWS will interpret this

switch oneof two ways depending on theinstallation

configuration

• Ast n r glideslope cancelswitch allows formanually

canceling Mode 5 alerting anytime below 2000feet GL

This isautomatically resetwhenthe aircraft descends below

30 feet or climbs above 2000feet GL 1000 feet GLfor

current Boeing production aircraft).

• An lt rn t glideslope cancelswitch allows formanually

canceling Mode 5 alerting atany time andanyaltitude The

cancelis resetbyagain pressing thecancelswitch, or

automatically if gearor napsare raised , or theaircraft ison

theground Dueto thenatureof thealternate cancel

switch, thismethod requires thattherebea cockpit

annunciation thatglideslope cancelis in effect this con-

figuration is currentlynot allowed on aircraft operatingunder F part 121 rules).

EGPWS Mode 5 alertsare inhibited duringbackcourse

approaches toprevent nuisance alertsdue tofalse fly uplobesfrom theGlideslope. TheEGPWC determines a backcourse

approach if either: 1) theaircraft smagnetic trackis greater

than90 degrees from the runways approachcourse, or 2) a

glideslope inhibit discreteis set

O ()· 4Z41-000 • evE - December 2003

V EGPWS Pilot Guide



MODE 6

DV ISORY

C A L L OUTS

LTITUDE

LLOUTS

Mode 6 provides EGPWS advisorycallouts basedon the

menu-selected option established at installation (set byprogrampin configuration) . Thesecalloutsconsistof

predefined Radio Altitude basedvoicecalloutsor tones and an

excessivebankangle warning, There is no visual alerting

providedwith these callouts.

The following is a list ofeach of the possible altitudecallouts

or tones:

CAllOUT Occurs at (feetAGL)

R DIOAITIMl1ER 2500 ·IWEi\1Y FIVE HUNDRED 2500

ONE THOUSAND 1000a

FIVE HUNDRED 500 a

Five Hundred Tone (2 second 0 Hz) 500

FOUR HUNDRED 400

THREE HUNDRED 300

TWOHUNDRED 200

A PPRO HI 'GMhIM MS DH+80 b

APPROACHINGDECISION HEIGIIT 011+100 b

PLUSHUNDRfill DH+I00 b

FlYIT ABOVE DH+50 b

MI NIMUMS DH b

MINIMUMS- MLIIM lJMS DH b

DECISION HEIGHT DH b

DECIDE DH b

ONE HUNDRED 100

One Hundred Tone (2 second700Hz) 100 EIGH1Y 80

SX1Y 60

FlY 50

FOR1Y· 40

THIR1Y FIVE 35

ThirtyFive Tone second1400Hz) 35

THIR1Y ' 30

TWEN1Y ' 201\venty Tone (112second2800Hz) 20

TEN 10

FIVE 5

a. MaybeBarometricAltitudeabovethefield elevationforsomeaircraft types.

b. May beMD orDH forsome aircrafttypes.

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MKV .MKVIIEGPWS PilotGuide 19



MODE

ONTINUED

SM RT

FOOT

LLOUT

20

In somecasesa callout is stated twice e.g. , ML\T£MUMS

MINIMUMS ) butin allcasesa given callout is only enunciatedonceperapproach.

Decision Height DH) basedcallouts Approaching Mini-

mums,Mininmms, etc.) requirethe landing geartobedown

andoccurwhen descending through theRadio Altitude

corresponding totheselected DB. These alsohave priority

overother altitude callouts whenoverlapping. Forexample , if

DH is setto 200andboth 1WO BUNDRED and MIM

MUMS are valid callouts , thenonly MINIMUMS will becalled outat200 feet AGL

DBplusbasedcallouts (e.g.,Approaching Minimums) are

only applicable foraircraft providing a Decision Height altitude

to theEGPWS. Consequently, notallEGPWS installations can

utilize thesecallout options.

Dueto thevariety ofaltitude callout choices available , it isnot

possible to identify every combination in thisguide. Refer toan

appropriateAirplane Flight Manual or EGPWS Airplane Flight

Manual Supplement forcallout identification in a specific

application or contactHoneywell.

Another feature available intheAltitude Callouts (options) isa

Smart 500 foot callout. When selected , t s callout assists

pilots duringa non-precision approachbyenunciating FIVE

HUN RE feet in addition to anyotheraltitude callout

discussed above. TheEGPWS determines a non-precision

approachwhenGlideslope is greater than 2 dots deviation

valid or not) or a back-courseapproach isdetected.This feature hasthedistinction ofadding the 500-foot callout

duringnon-precision approaches and removing the 500-foot

callout on precision approaches when partofthecallout

option .

060-4241-000 • Rev E- December 2003

MKV MKVIIEGP\\S Pilo Guide



MODE 6

CONTINUED

NK NGLE

C LLOUT

US INESS

NK NGLE

TIlc callout 8A K Gt E, BANK GLE advisesofan

excessive roll angle. The

I WS provides:everul excessiveIXU k angle envelopes supporting Air T l ~ u t S P I 1 Business, orlilitaryalrcrali types (onlyAir Transport andBusin ess arcaddressed below) .

One envelope is defined for turbo propandjetbusinessair-

craft(seegraphbelow). Bankangles in excessof:

• ±10° between 5 and30 feet

• ± 10 to 40° between 30and 150feet• ±4O to 55° between 150:md2450 feet

245

wCl ;

«

oCl«tt:

150

30

5

55 10

BANK ANGLE DEGREES

Busines s Airc raft Bank Angles

produce thebank angle advisory (shaded area). Bankangleadvisories are inhibited below5 feet ,

060-4241-000 . Rev.E· December 2003

v VIIEGPWS PilotGuide



MODE 6

R TR NS-

PORT NK

NGLE

Three envelopes are defined forAir Transportaircraft. These

are identified asBasic Bank Angle BankAngle Option I andBank Angle Option 2 advisories

The Air Transport BasicBankAngle limits are similar to the

Business Aircraft BankAngle limits except above 150feet the

banklimit remains at40as shownbelow.

WWLL Wo=>

o

::

1 5 0

3 0

BAN K ANGLE

DEGREES

22

BankAngle Option I provides bankangle advisorythresholds at

35 40 and 45 independent ofaltitude . Inthiscase an advi

soryat 35 is provided and anotheris notgiven unless 40 is

exceeded and thenagainonly if 45 isexceeded. If therollrate

exceedstheaudio callout time then the bypassed limit is notin

dicated. Also when anyone ofthe thresholds is exceeded the

bankangle mustreducebelow 30 for the process to reset be

foreadditional BankAngle Advisoriescanbeprovided .Forexample ifgreater than 40 is obtained before the 35 callout

is complete anothercallout is provided onlyif 45 is obtained or

the bankangle is reduced to lessthan30 and thenagain

increases to35.

Bank Angle Option 2 provides a combination oftheBasic Bank

Angle andBank angle Option 1. TheBasic Bank Angle limits

are provided below 130feet andBankAngle Option 1 is

provided above 130feetAnyone ofthese threeBankAngle limits canbe selected by

program piniftheaircraft type is defined asan AirTransport

aircraft.

060-424 1-000 · Rev E - December 2005

V EGP\l S Pilot Guide



MODE 7

WINDSHE R

LERTING

WINDSHE R

UTION

Mode 7 is designed toprovide alerts if the aircraltencounters

windshear. \\ alerting envelopes provide eithera WindshearCaution alertor a Wmdshear Warning alerteachwithdistinctive

auralandvisual indications totheflight crew.

EGPWS windshear isprovided for certain notall) aircraft types

andisa function ofcertain additionally required inputsignals

andenabled internal detection algorithms. These are

established during theinitial installation andaddressed in the

appropriate Airplane Flight Manual AFM) or EGPWSAirplane

Flight Manual Supplement AFMS).

Windshear Caution alerts are given if an increasing headwind

ordecreasing tailwind) and/ora severe updraft exceed adefined threshold. These arecharacteristic ofconditions

preceding an encounter with a microburst.

AWindshear Caution if enabled) results in illumination of

amberWindshear Caution lights and may if separately en

abled) also be accompanied bytheauralmessage

CAUI10N, WINDSHEAR . Thelights remain on foras long

astheaircraft is exposed to conditions in excess ofthe cautionalertthreshold . The Windshear Caution envelope is illustratedinthefigure below.

DECREASINGHEADWIND II

KNO SEC6

The Windshear Caution alerting canbe disabled byEGPWS

program pinselection so thatonlyWindshear \ amingalertsare provided.

060-4241-0 Rev. E - December 2003

V VI EGPWS Pilot Guide 23



MODE 7

ONTINUED

WINDSHE R

W RNING

WINDSHE R

UTION

24

Windshear Warning alerts are given if a decreasing headwind

or increasing tailwind) and/ora severe downdraft exceed adefined threshold . These are characteristic ofconditions

within or exiting an encounter with a microburst.

Windshear Warning results in illumination ofredWindshear

Warning lights andan auralsirenfollowed bythemessage

WINDSHEAR, WINDSHEAR, WINDSHEAR . The lights

remain onforaslongastheaircraft isexposed to conditions in

excess ofthewarning alertthreshold. Theauralmessage will

notrepeatunless anotherseparate windshear event is

encountered. Thethreshold isadjusted as a function ofavailable climb performance , flight pathangle , airspeeds

significantlydifferent from normal approach speeds, and

unusual fluctuations in Static Air Temperature typically

associated with the leading edgeofa microburst) . The

Windshear Warning envelope is illustrated inthe figure shown

onpage23.

v

Mode 7Windshear alerting is active underthe following

conditions :

• During takeoff; from rotation until an altitude of1500feet

L is reached ,

• During approach; From an altitude of1500feet down to10 feetAGL,

• During a missed approach; until an altitude of 1500 feet L is reached.

060 424HJOO• Rev E December 2003

MKV MKvuEGPWSPilot Gude



ENH NCED FUNCTIONS

ENVELOPE

MODULATION

TERR IN

CLE R NCE

FLOOR

Dueto terrain featuresat or nearcertainspecific airportsaround theworld, normaloperations have resulted in nuisance

or missed alertsatthese locations inthepast. With the

introduction ofaccurateposition infonnation anda terrain:U d

airportdatabase, it is possibleto identify these areasandadjust

the normal alerting process to compensateforthecondition.

TheEGPWS Envelope Modulation featureprovides improved

alertprotection andexpanded alerting margins at identified key

locations throughout theworld. This feature is automatic and

requires no flight crewaction.

Modes4, 5, and6areexpandedatcertain locations toprovide

alerting protection consistentwith normal approaches. Modes

1,2, and4 are desensitized atother locations to prevent

nuisance alerts thatresult from unusual terrainor approach

procedures. Inall cases, veryspecific infonnation is usedto

correlatethe alrcralt positionandphaseofflight priorto

modulating the envelopes.

TheTerrain Clearance Floor TCF function (enabled withTAD ) enhances the basicGPWS Modes byalertingthe pilot

ofdescentbelow a defined Ierrain Clearance Floor

regardlessoftheaircraft configuration . The TCF alertisa

function ofthe aircraft sRadio Altitude and distance

(calculated from latitude/longitude position) relative tothe

center ofthe nearst runway in the database (all runways

greater thanr oofect in length). OIC TCF envelopeisdefined

for all runways as illustrated below: d extends to

infinity or until itmeets the envelope ofanotherrunway The

envelope biasfactor is typically 1/2 to2 omand varies as a

function ofposition accuracy.

1 2 Runway l ength

1

30

reF le Envelope

060-424 1-000 · Rev. E - December 2003




TERR IN

LE R N E

FLOOR

ONTINUED

In -210-210 and later versions, the TeF alert envelope

and Envelope Bias Factor are improved. The alert

envelope is limited to a minimum of 245 feet GL

adjacent to the runway as illustrated in the following

diagrams. The Envelope Bias Factor is reduced (moved

closer to the runway) when higher accuracy aircraft

position and runway position information is available .

This is typically 1/3 to 1 nm providing greater protection

against landing short events. Withversion -218-218 and

later models, the envelope bias factor is reduced to 1/4 nm

if runwayand position data is of high integrity

ImprovedrCF Envelope

I r ,., . 1 N1 n ,n oft rw , .:- lul s t,na) apl hr . lll 1 , t n l l .n

45FT

1 l A I ~

q

45FT

ImprovedrCFEnvelope Plan View

Also in -210-210 and later versions, runway selectionlogic is improved to better identify the destination

runway. Comprehensive aircraft position and navigation

information is used to evaluate proximity runways and

determine the most likely destination runway for all

alerting purposes.

26060-4241-000• Rev. E . December 2005

MK I MK III PWS Pilot Guide



RU W Y

FIELD

LE R N E

FLOOR

In -210-210 and later versions, a Runway Field

Clearance Floor feature is included. This is similar to

the TCF feature except that RFCF is based on the current

aircraft position and height above the destination

runway, using Geometric Altitude (in lieu of Radio

Altitude). Thisprovides improved protection at

locations where the runway is significantly higher than

the surrounding terrain as illustrated below.

With version -218-218and later models,the RFCF envelope

is moved from lnm to 2nm if runwayand positiondata is

of high integrity

j - O ow rLlftIll)

RFCFAlert Envelope

1 •

o nee lo centM of Runway rwn

5.0nm

1000er jUmllJ

TERR IN

LOOK HE D

LERTING

TCF and RFCF alertsresult in illumination oftheEGPWS

caution lights andtheauralmessage TOO OWTERRAIN .

Theaudiomessage isprovided oncewheninitial envelope

penetration occursandagain onlyforadditional 20 decreases in Radio Altitude. TheEGPWS caution lightswill

remainon until theTCF envelope is exited

Another enhancement provided bythe internal terrain

database , istheability to lookaheadoftheaircraft and detect

terrainor obstacle conflicts with greateralerting time

060-4241-000 ' Rev. E - December 200.\

V MK\11EGPWSPilotGuide 27



TERR IN

LOOK

HE D

LERTING

ONTINUED

8

This is accomplished (when enabled) based on aircraft posi

tion, flight pathangle, track, andspeedrelative to theterrain

database image forward theaircraft.

Through sophisticated lookaheadalgorithms, bothcaution and

warningalerts aregenerated ifterrain oranobstacle conflict

with ribbons projected forward oftheaircraft (seefollowing

illustration) . These ribbons project down , forward , then up

from theaircraftwith a width starting at 1/4 nmand extendingoutat±3° laterally, moreiftuming. Thelook-down andup

angles area function oftheaircraft flight pathangle, andthe

look-down distance a function oftheaircraft s altitude with respect tothenearest or destination runway. This

relationshipprevents undesired alerts when takingofforlanding. Thelook-ahead distance is a function oftheaircraft s

speed, anddistance tothenearest runway.

A terrain conflict intruding intothecaution ribbon activatesEGPWS caution lights andtheauralmessage CAunON

TERRAIN, CAunON TERRAIN or TERRAIN AHEAD,

TERRAIN AHEAD . Anobstacle conflict provides a CAunONOBSTACLE, CAUfION OBSTACLE or OBSTACLE AHEAD ,

OBSTACLE AHEAD message. Thecaution alertisgiven

typically60seconds aheadoftheterrain/obstacle conflict andisrepeated every seven seconds as long astheconflict remains

within thecaution area.

When thewarning ribbon is intruded (typically30seconds

priortotheterrain/obstacle conflict), EGPWS warninglights ac

tivate andtheauralmessage

TERRAIN , TERRAIN , llUP or OBSTACLE,

OBSTACLE, llUP is enunciatedwith UllUP

repeating continuouslywhile the conflict iswithin the

warning area.

060-4241-000 · Rev E- December 2003

MK V MK VII PWSPilotGuide



TERR IN

LOOK

HE D

LERTING

ONTINUED

TERR IN

LERTING

ND DISPL Y

In -210-210 andlaterversions, the look-ahead alerting

algorithms are improved at higherairspeeds (about300 knots

or greater). Thelook-ahead distance is designed toprovide a60-secondwarning alertforup to8 runlook-ahead (as

opposedto3D-secondsor up to 4 run).With version -218

218 and later, the look-aheaddistance is increased by

12.5 ,and the allowedterrain clearance heightis

increased for descents at high speeds to improvealerting

times.

Thespecific auralmessage provided is established duringthe

initial installation oftheEGPWS as a function ofwhetheror not

theterrainandobstacles features are enabledand theselected

audiomenu(viaprogrampinselection) .

Refer toan applicableAFMor EGPWSAFMS forspecific

application information or contact Honeywell foradditional

information.

When a compatible Weather Radar, EFIS, or otherdisplay is

available andenabled, theEGPWS Terrain Alerting andDisplay

11\1)) feature provides an image ofthesurrounding terrain

represented invarious colorsand intensities.

There arc two types ofT D displays depending onthe options

selected. TIleoriginal type provides a terrainimageonlywhen

the aircraftis 2000 feetor lessabove the t ain. Asecond type

called Peaks enhancesthe displaycharacteristicsto provide a

higher degree ofterrain awarenessindependentofthe

aircraft s altitude (available for selecteddisplay types in

version -206-206withadditionaldisplays added in laterversions). In eithercase,terrainandobstacles (ifenabled)

forward oftheaircraft are displayed. Obstacles arepresented

on the cockpitdisplayas terrain,employing the same

display-coloring scheme. TAD, peaksandObstacle functions

areenabledbyEGPWSprogrampinselection .

NOTE: With respecttoNon-Peaks or Peaksdisplay terrain

and or obstacle presentation is always basedon (andscaled

for) the geographic area available for display. Consequently,

terrainand/or obstacles outside ofthe selected display range

and defined display sweep do nothave anyeffect on the

displayed image.

060 4241·000 • Rev E December 2003

MKV MKVII E WS Pilot Guide 29



NON PE KS

ISPL Y

TheNon-Peaks display provides a graphical plan view image

ofthe surrounding terrainasvarying density patterns ofgreen,yellow and redas illustratedinthe following graphics The

selected display range isalso indicated on the display andan

indication thatThD is active is either indicated on thedisplay

(i.e., TERR ) or byan adjacent indicator.

TER R IN IS SHOW N

IN S HADES OF G REEN .

YEL LOW ND RED

Each specific colorand intensity represents terrain (and

obstacles) below, at, or above theaircraft s altitude basedon the

aircraft s position wiih respect to theterrainin thedatabase. If

no terraindatais available in the terraindatabase, thenthisareaisdisplayed in a low density magenta color. Terrainmore than

2000 feet below theaircraft or within 400 (vertical) feet ofthe

nearest runwayelevation , isnotdisplayed (black). With version

-218-218 or later, the transitionto black mayoccur below

400 feetbased on runway and terrain database integrity for a

given area.

- - - - -2000

- - - - - - - - - - - - +2000

- - - - - - - - -500 0 Variable

- - - - - - -1000

High Density Yellow - e - - - - - - - - - +1000

High Density Green

30060-4241-000 • Rev E- December Z 3

\IKV MK H I EGPWSPilol Guide



NON PE KS

DISPLAY

CO N T I N U E D

When a caution alertis triggered,theterrain(or obstacle) that

created thealertischanged tosolidyellow (100 density) as

illustrated below

31

60 SE CONDS FR OM

PROJE CTED IMP CT

C A U T IO N TER RAIN

C UTION T ERR IN IS

SO LI D Y LLOW

llone ytrei l[FR s oum

\ \ 11en a warning alert is triggered, the terrain (or obstacle)

thatcreatedthealert is changed to solidred density as

illustrated below

3 0 SECONDS FR OM

PR OJECTED IMPACT

TE RR IN, TE RR IN,

-PULL U p

W RN IN G TERR IN

[S SOLID RED

Honeyll ell lfFR sbotou

NOTE When a T D caution or warningalert is active, the

display image cells surrounding the target are enlarged

(surroundingcellsare illunlinated . This allows a smaller

terrainor obstacle e.g., a single tower tobe betterseenon

the display.Thetransition between greenand yellow is below theaircraft in

order toaccountforaltimetryand/or terrain/obstacle height

errors. Also, the transition altitudes between colorsare biased

upwardproportional to thedescent ratewhengreaterthan

1000 feet per minute. This provides approximatelya 30

secondadvance displayofterrain.

060-4241-000 · Rev. E-December2003

MKV& MKVIIEGPWS PilotGuide



NON PEAKS

DISPLAY

CONTINUED

P O P - U P AND

UTO-

RANGE

PE KS

ISPL Y

32

Essentially, pilotsshouldnote that anyyellow or red painted

terrain is at, or abovetheaircraft s altitude and appropriate

terrainclearanceneeds to be provided.

Basedon the display system used, theremaybe additional

terrain display features. Theseare definedas installation

optionsand allow for:

• Automatic display ofterrain on the cockpitdisplay ( TAD

pop-up ) in the event thata cautionorwarningalert is

triggered as describedinTerrain LookAhead Alerting. Insomecases, an active display modemustbe selectedfirst.

• Auto-range whenPop-upoccurs. Thisprovides fortheau

tomatic rangepresentation for terrain as definedfor the

display system configuration (typcally 10urn). In thiscase,

i the terrain auto-rangeis different than the display system

selectedrange, thedisplayed rangevalueon thecockpitdis

playis flashed or changescolor untilthe range ismanually

reselectedor terraindisplay isdeselected.

PeaksDisplayhasall thecharacteristics oftheNon-Peaks

Displaybutwithadditional terraindisplay features for

enhancedsituational awarenessindependentof the aircraft s

altitude. Theprincipleadditions are:

• Thedigital display ofthe highest and lowest terrain/obstacle

elevations currentlydisplayed ,

• Thedisplay ofadditional solidor lowerdensity colorbands,

including theadditionofthegraphicrepresentation ofsea

level (0 feetMSL .

With Terrain Display selectedon, digital values representing the

highest terrain/obstacle elevation and the elevation for the

bottomofthe lowest color bandare displayed . Theseare based

on the rangeselected(terrain inview .

Thelocation of thedigital values can v y somewhat for the

display used, but for thisguidewillbe shownin the lowerright

comer ofthe display. Theseelevations are expressedin

hundredsoffeetabove sea level (e.g., 125 is 12,500feetMSL

with the highest elevation on top and the lowest on the bottom.

However, in the event that there isno appreciabledifference in

the terrain/obstacle elevations (flatterrain), onlythe highest

value is displayed . Additionally, the color ofthe elevation value

060-4241-00 Rev. E - December 2003

MK V MKVII EGPWS PilotGuide



PE KS

ISPL Y

ONTINUE

ispresentedthesameas thecolorofthe terraindisplaycontaining thatelevation (i.e., red i the terrain/obstacle with

thatelevation is depicted asred in theterrain planview, yellow

i yellow, etc.).

When theaircraft is500feet (250with geardown) or lessabove theterrainin view yellow or redisdisplayed), thePeaks

colorscheme is identical tothestandarddisplay with theexccption oftheaddition ofsea level whensupported bythedisplay.

Note: somedisplays do notsupport y n (blue) andwill notdisplaysea level in thiscase.

Note: Differences mayexistbetween the highestterrain/obstacle beingdisplayed and the digital elevation valuecolor of the Peaks numbers at or near the top and sides

ofthe display.

Thefollowing illustrate thePeaks display at a lowrelativealtitude.

o1/eYlI e MFNI sboum

l l M u d e p r c g e < d < > o o r l r o r n a c l ~ l 1 O O p r o v i O e . . . : : o r < ld i s p l a y n < l e s o e r > d J t l t ~ n l 0 0 0

T e a l n ; M , n i f i i $ b e I Q W ~ I O k < I s t b a n d a n d S W 1 t n r n 4 0 0 1 e e I I 0 t 1 0 V ' e 1 1 v e < s i o n218-2 16 IS ,$le lled)01tM runway e l(ln nM'e.tth 'r<;ral. . . . e l w ' p l a y e d ~

06ll-4241 00 • Rev E. December 2003

MKV MKVllEGPWSPilot Guide 33



PE KS

ISPL Y

ONTINUE

Thefollowing illustrate the eaksdisplay at a high relative

altitude

Houeyu ell MFNIJ SbOIl 1I

0 -

ieference lt itu e

6 424 J • Rev E Dec ember 2 3

MKV MKVII EGP\\SPilotGuide



PE KS

DISPL Y

ONTINUED

Whenthe aircraft is greater than 500 feet 250 withgear

down above the terrain in view no yellowor red displayed ,additional green color bands are presented. These added

bands are computed and displayedas a function of the highest

and lowestelevations in view

The following table indicatesthe T D colors and elevations

Non-Peaks and Peaks .

Color Indic tion

Solid Red Terrain/Obstacle Threat Area - WarninR.

Solid Yellow Terrain/Obstacle Threat Area - Caution.

High Density Terrain/Obstacle that is more than 2000 feet

Red Fill above aircraft altitude.

High Density Terrain/Obstacle that is between 1000 and 2000

Yellow Fill feet above aircraft altitude.

LowDensity Terrain/Obstacle that is 500 250 with gear

Yellow Fill down feet below to 1000 feet above aircraft altitude.

Solid Green Shown only when no Red or Yellow terrain

Peaks only /Obstacle areas re within range on the display.

Highest terrain/Obstacle not within 500 250

with gear down feet of aircraft altitude.

High Density Terrain/Obstacle that is 500 250 with gear

Green Fill down feet below to 1000 below aircraft altitude. Peaks only Terrain/Obstacle that is the middle elevation

b nd when there is no Red orYellowterrain areas

within range on the display.

LowDensity Terrain/Obstacle that is 1000 to 2000 feet below

reen Fill aircraft altitude. Peaks only Terrain/Obstacle that is the lower elevation band

when there is no Red or Yellowterrain areas

within range on the display.

Black No significant terrain/Obstacle.

LowDensityCyan Water at sea level elevation 0 feet MSL .Fill Peaks only

Magenta Fill Unknown terrain. No terrain data in the data-

base for the magenta re shown .

Note: magenta may be displayed at or near the South and North Poles

dependent upon the airplane flight path and location .

060-4241-000 . Rev E- December 2003

MKV MKVII EGI WS1 il0l Guide : 5





GEOMETRI

LTITUDE

ONTINUED

WE THER

R D R

UTO TILT

UR L

MESS GE

PRIORITY

Altitude Calibrated Altitude determined during approach and

Barometric Altitude if available . Estimates oftheVFOM for

eachof these are determined and applied inorder todetermine

itsweight inthefinal altitude . Theblending algorithm gives the

mostweight to altitudeswith a higher estimated accuracy,

reducing theeffect oflessaccurate altitudes. Each component

altitude is alsochecked forreasonableness using awindow

monitor computed fromGPS Altitude anditsV OM . Altitudes

thatare invalid notavailable or fall outside thereasonableness

window arenot included inthe final Geometric Altitude value .

TheGeometric Altitude algorithm is designed to allow continuedoperation when oneor moreofthealtitude components

are notavailable. allcomponent altitudes are invalid or un

reasonable theGPS Altitude isuseddirectly GPS Altitude

fails or is notpresent thentheEGPWS reverts tousing Cor

rected Barometric Altitude alone.

The Geometric Altitude function is fully automatic andrequires

nopilotaction.

In -210-210 andlaterversions theEGPWC computes aoptimum Weather d r tilt angle basedon theaircraft altitude

ASL and theterrain elevation aheadofthe aircraft. This is

output and available toa compatible Weather d r system so

thatthe tilt angle maybe automaticallysetforoptimum

operation .

1\vo or moremessages maybe activated simultaneously, so a

message priority hasbeenestablished.Thefollowing table

reflects thepriority for these message callouts . Messagesatthe

topofthe list will startbefore or immediately override a lower

priority message even if it is alreadyin progress.

060·4241-000 . Rev E- December 2003

MKV MKVII EGPWSPilotGude 37



MESSAGE

' 'Willlh he rr,Wil1ll'hl'ar.Wind,hl'ar d,1_ ....._

MO

_ 7

I'ull Up k 1,2

Terrain, T ain

Terrain,Terrain PullUp h,k

Obstacle,Obstacle Pull Up r, ,. k Ii \

Terrain 2

Minimums _ 6

' Cauti onTerrain, Caution Terrain e r

Caution Obstacle, l t l l h s t : lTA

T

1 00LowTerrain 4, TCF

Altitude Callouts c __ _ 6

Speed Brake,Speed Brake.. c (,

Too LowGear 4A

'1'00 LowFlaps 4B

Sink Rare, SinkRate I

Don tSink.Don'tSink 3

Glldeslope

,\pproachingMinimulIls b, c _ 6

B ank Angle, II:Ulk Angle c __ (,

Caution Windshear 7

Autopilo c 6

Haps. Flaps (,

R S Advisories R S

Notes:

a) .\laya1so lx' M mlnum , Min imums,Minimullls . ' Decision Ileigh or Deide .

h) ,\t ryabo be ApproachingDec isinn Height , FftyAbove , Plus Hundred .

c) Ml ::> :lge Isdependenton aircraft typeor option selected,

d) \\ l lldshl tr detection alertsprovidedfor someaircrafttypes.

e)Audioalertmayor maynot be enabled.

oMay alsobe IerrainAhead, Terrain Ahead .

g) May:uso be Obsta cleAhead,ObstacleAhead

h) May alsobe IerrainAhead PullUp

I) May alsobe Obsta cleAhead PullUp

j) Maybepreceded bysiren.

k) Pull Up voice mayhe proceded hy 11f10p. \\11KIP

TA=TerrainLook-Ahead Alert

TCF=Terrain ClearanceFloor

R S Runway wareness Advisory System

060-4241-000 • Rev E · December 2003

MKVIt MKVII EGPWS PIIolGuide



SYST M

NPUTS

IR T

R IO

LTITU E

The EGPWSusesvarious inputsignals from otheron-board

systems. Thefull compliment ofthese othersystems isdependent on theEGPWSconfiguration andoptions selected .

Systems providingAltitude ,Airspeed,Attitude ,Glideslope, and

position are required forbasic and enhanced functions.

Accelerations,Angle-of-Attack AOA ,and Flap position is

required forWindshear. Inputs arealsorequiredfordiscrete

signal and control input.

TheEGPWS utilizes signalsfrom thefollowing systems:

Uncorrected and corrected Barometric Altitude, Altitude rate,Computed Airspeed,True Airspeed, andStatic ir Temperature

are provided by ir Data system.

Radio Altitude isprovided bya Radio Altimeter system.

Decision Height orDecision Height Altitude isprovided bya

Radio Altimeter systemor ancillary system.

In -210-210 andlaterversions, theEGPWC performs Radio

Altitude reasonableness checks basedon theComputed

Terrain Clearance pseudo-radio altitude . Computed TerrainClearance is computed bysubtracting theelevation ofthe

database terrain below theaircraft from Geometric Altitude

SL . Radio Altitude is consideredunreasonable when it

indicates a terrainclearance thatislessthantheComputed

Terrain Clearance bymorethan2000feet 1500 feetwith

version -218-218 or later . Forexample , if theComputed

TerrainClearance is 10,000 feetandtheRadio Altitude is any

value 0-2500 thentheRadio Altitude is considered unrea

sonable. This is onlyperformed if T is enabled , highintegrity terrain andposition datais available basedonGPSI

Geometric Altitude , andtheComputed Terrain Clearance is

greater than4000feet 2500 feetwithversion-218-218

or later .

060-4241-000 • Rev E- December 2003

MKV MK vuEGPWSPilot Guide 39



R DIO

LTITUDE

CONTINUED

This feature reducesthepotential fornuisance alertscausedby

false tracking ofthe Radio Altimeter.

FMS , IRS, Pitch and Roll Attitude,Latitude and Longitude Position , Body

AHRS , CCEL Normal and Longitudinal Accelerations, Magnetic andTrue

EROM ETER TrackAngles, Magnetic andTrue Heading , Inertial Altitude,

Groundspeed, andmode.

GLOB L Latitude andLongitude Position,True Track Angle, GPS

POS I T ION ING Altitude ,Groundspeed, Horizontal andVertical Figure ofMerit

SYSTE M G PS VFOMIHFOM , Horizontal andVertical Dilution ofPrecision HDOPNDOP , Horizontal Integrity Limit I ilL , and sensor

status . Note: Runway Awareness and Alerting System RAAS

function requires a GPS source capable of providing lati

tude fine and Longitude fine data.

VHF N V Glideslope, Localizer, ILSTuned ,Selected Runway

RECIEVER Heading.

TERR IN t s Display range, and if available theHazard Bus from a Predictive

PL Y SYSTEM Windshear System PWS . IfEFIS, theEFIS display modeisusedinsomeconfigurations.

AOA V NE OR AOA,StickShakerMargin.

ST LL W RNING

DISCRETES

40

Discrete inputs are usedforsystem configuration , signal/status

input, andcontrolinputfunctions.

EGPWS programpinsare utilized to tell the system the type of

aircraft and interface thatitisin. These are defined andestablished duringtheEGPWS installation . EGPWS output

functions are consequently the resultofthe program pinstate

readeach time theEGPWS is powered on.

Signal/status discretes include signals suchas Decision Height,

Landing Flaps selected or Flap Position discretes , Landing Gear

selected ,Terrain Display Range , and status discretessuchas

Glideslope Valid, Localizer Valid, Radio Altitude Valid

associated with analog signal inputs.

Control discretes control EGPWS functions . These include

EGPWS Test, Glideslope Cancel, Glideslope Inhibit or

Glideslope Backcourse ,Terrain display select,Terrain

Inhibit, Flap Override,Audio Inhibit,Altitude Callout Enable ,

Steep Approach Enable, and ILSlimed discretes.

060-424J-000 • RevE - December 2003

MKV MKVII EGP\/S rHOlGuide



SYST

OUTPUTS

OPT O S

TheEGPWS provides bothaudioand visual outputs.

Audio outputs are provided as specific alertphrases, andaltitude callouts or tonesprovided byan EGPWS speakerand

viathecockpit Interphone system for headset usage. Several

audiooutput levels are available. They are established during

the installation oftheEGPWS. These EGPWS audiooutputs c n

be inhibited byother systems having higherpriority i.e.,

windshear) or cockpit switches insomecases. TheEGPWS

alsohastheability to inhibit other system audiooutputs such

as TC AS.

Visual outputs provide discrete alertand status annunciations,

and display terrainvideo when a compatible display system is

available and enabled. Thediscrete visual alertscoincide with

audiocaution andwarning alertsto achieve an optimum

terrainalerting capability. Status annunciations provide

information tothe flight crewaboutthe status oftheEGPWS

e.g., GPWS It<\OP or activation ofselected functions. Terrain

video isgenerated bytheEGPWC basedon theaircraft s current

position relative tothesurrounding terrain. This video ispresented toa Weather d r indicator, EFIS display, or a

dedicated display unit.

TheEGPWC usesprogrampin discrete inputs or software

upgrade - RAAS only to define the installation configuration

and option selection. TheEGPWS hasbeendesigned for maxi-

mum flexibility while being tailored to specific aircraft

equipment, sensors, and displays . Thefollowing listsumma-

rizes available Operator options excludingsensorand

equipment configuration options :

• HAAS - Provides audio-only advisories of positiondur

ingground operations and approach to landing.

• FlashingLamps - When selected causesalertannuncia

torsto flash whenactive.

• T D andT F Disable - Suppresses allTA D and TCF

alerting and display functions.

• ltitude Callouts- Selects desiredaltitude callouts froma menuofoptions .

• udioOutput evel Selects desiredaudiooutputlevel

High, Medium, or Low.

• lternate Mode Volume - Selects reducedMode 6

volume -3 dB .

060-4241-000· Rev E- De<:ember2003MKV MKVIIEGPWS Pilot Guide 41



OPTIONS

ONTINUE

• Obstacle Awareness Enabled - Enablesobstacle alerting

anddisplay.• TAD Alternate Pop Up- If TRUE , disables (or enables)

automaticterraindisplaywhen T or Obstacle alert is ac

tive, dependent on aircraft/displaytype.

• Mode 6 VolumeReduction - Selects reducedMode 6volume (-6 dB).

• Smart Callout Enable - Enables the SOD foot smart

callout. Five Hundred is called outat 500 feet Radio Alti-

tude duringnon-precisionapproaches. IfSO

is partofthealtitude callout option selected, this callout is notgiven on

precisionapproaches.

• BankAngleEnable - Enables BankAngle alerts

• Windshear CautionVoiceDisable - DisablesWindshear

Caution voice alertsproviding visual alertsonly.

• AudioDeclutter Disable - Disables theAudioDeclutter

function so that audioalertsare constant.

• AudioAlertingVoiceSelect-Selectsthe type(s) ofvoicethatare usedfor audioalerts.

• Lamp Format - Oneof two lampformats are available.

• Lamp Format 1provides onlyMode 5 Glideslope alertstothe caution (amber) lampoutputand allother alerts

(exceptWindshear andMode 6 callouts) to thewarning

(red) lampoutput.

• Lamp Format 2 providesall PullUp warning alertsto

thewanting (red) lampoutputandallcaution alertstothecaution (amber) lampoutput (F requirement for

newinstallations).

NOTE : Windshear annunciations are providedbyseparateout

putsand indications and are notaffected bylampformat Mode

6 advisories do noteffect anyannunciation and are notaffected

bylampformat.

• Peaks Enable - Adds additional densitypatterns and

level thresholds to the StandardDisplayMode, allowingdisplay ofhighest and lowest terrain/obstacle to increase

situational awarness.

060-4241 000 Rev E· December 200;

MK V MKVII EGPWS Pilot Guide



OPTIONS

ONTINUE

Additional inputdiscretes are usedto control or define EGPWS

operations:

• EGPWS Self Test - Cockpit switch initiates EGPWS Self-Test on theground. Typically partofEGPWS warning red

lamp.

• Glideslope Cancel Cockpit switch cancels Mode 5

Glideslope alerting. Typically partofEGPWS caution am

ber lamp.

• Glideslope Inhibit- InhibitsMode 5Glideslope alerting .

Nonnally usedforbackcourseapproaches.• ltitude CalloutEnable - EnablesMode 6Callouts.

• Mode LowVolwne - ReducesMode 6volume an addi-

tional 6 dB. This is typically hardwired or connected toan

external switch.

• T D andT F Inhibit - Cockpit switch todisable allT D

andTCF functions. F requirement

• AudioInhibit - disables allEGPWS audiooutputs.

• Steep pproach Enab le - Enables Steep Approach Mode I Excessive Descent Rate alertsbiasing.

• Steep pproach Select - Selects activates Steep p-

proach Mode I Excessive Descent Rate alertsbiasing to

reducenuisance alerts.

• lapOver-Ride- Cockpit switch to select landing flaps

whennot in the landing llapconfiguration.

• earOver-Ride- Cockpit switch to selectgear down

when not in the gear downconfiguration.

• PU SelectlDeselect - Used fordisplaying or deselectingthedisplay ofEGPWS derived Pitch Limit Indicator PU

signals when aWindshear warning occurs.

Foradditional options infonnation contact Honeywell.

060-4241-000 • Rev E-December 2003

MKV MKVII GPWSPilot uide 43



S TION

OPER TION L PRO EDURES

System Constraints 45

System Activation 6

EGP\VS Sell Test ........ ............................ 7

Normal ro edures 50

Caution Alcrts. 5 1

Warning Alerts 51

Glideslope Alerts ...................... ......... ............. ........ ... ............ ....... 51Advisory Callouts 52

Windshear Caution 52

Windshear \Varning 52

Abnormal ro edures 53

Emergency ro edures 54

611 4241 000• Rev E December 2003

MKV MKVII EGPWSPilot Guide



SYSTEM System constraints forthe EGPWSare:

ONSTR INTS Ifterraindatais unavailable fora particular area, thenTerrainandObstacle alerting and displayisnotavailable for

thatareaand the affected display area iscoloredM GENT

normally onlydisplayed at or near North and South

Polesdependent upon airplane flight path and location) .

• Thedisplayofterrainand obstacle information is intended

to serve as a situational awareness tool. It doesnotprovide

theaccuracy and/or fidelity tobe thesolesourcefor

deciding terrainor obstacle avoidance. Navigation mustnot

bepredicated upon theuseoftheEGPWS terrain/Obstacledisplay

• If there isnosourceofaircraft position datameeting theaccuracy requirements for theT D andTCF functions, then

these enhanced functions are automatically inhibited with aresultant Terrain inoperative or unavailable indication .

• TAD/fCF function s should be manually inhibited within 15nm on approach to an airport or runway that is not in

the airport/runwaydatabase to avoidunwanted alerts.• TAD/fCF functions shouldbemanually inhibited during

QFE operations if GPS datais unavailable or inoperative .

• TAD/fCF functions should bemanually inhibited forditching or otherolI-airport landings .

• When theTADlfCt functions are inhibited andtheEGPWS isotherwise functional, theEGPWS reverts to providing

basic GPWS functions Modes 1 to andWindshear . In

thisstate, theEGPWS maygivelittle or no advance warning

time forflight intoprecipitous terrain where thereare few

or no preceding obstructions. This particularly applies if:

• Theaircraft isinthe landing configuration.

• Theaircraft is ina stabilized descent at anormal approachdescent rate.

• There isno II.5 GUdeslope signal being recievcd bytheEGPWS nottuned, notavailable, or inoperative .

• Terrain clearance or descent ratesthatare notcompatiblewith requiredminimum regulatory standards forGround

Proximity Warning equipment maycauseunwanted alerts.

• Ifenabled , theEGPWS usesonboardmeasurement ofairmassparameters andaircraft acceleration fordetection ofwindshear. This is a reactive system andcannotpredict

windshear,which may be aheadoftheaircraft.

060-4241-000• Rev E. December 2003

MKV MKVII EGPWS PilotGuide 45



SYSTEM

TIV TION

SYSTEM • TheEGPWS terrain/obstacle database includes

ONSTR INTS cataloged human-made obstructions 100 feet high or

ONTINU ED greaterwithin North America and portions ofEuropeand

theCaribbean expanding) . Thedatabase isnotall-inclu

sive and newer, smalleror unknown obstruction s couldbe

encountered.

Refer to an appropriate AFM or EGPWS AFMS for specific

system limitations and procedures.

TheEGPWS is fullyactive whenthe following systems are

powered and functioning normally:• EGPWS

• Radio Altimeter

• AirData

• lIS orGlideslope Receiver

• IRS,AHRS,VG attitude)

• GPS,FMS, or IRS position)

• Landing gear

• Landing flaps

• Stall warning or O windshear only)

• Weather Radar EFIS, or a dedicated terraindisplay

if terrain/obstacle display enabled)

In the event thatrequireddatafor a particular function isnot

available, thenthatfunction is automatically inhibited and

annunciated e.g. ifposition dataisnotavailable or deter

minedunacceptable, T D andTCF is inhibited, anyactive

terrain

displayis removed, and TERR INOP , TERR UN V IL or

equivalent) is indicated) .

Some installations utilize redundant systems so thatif theprimary sourceofdatafails , theEGPWS continues on the

secondary source.

46060-4241 · RevE · December 2003

MK V MKVIIEGPWSPilotGuide



SYSTEM

TIV TION

ONTINUE

PWS

S LF T ST

EGPWS status annunciations are provided forGPWS

inoperative mode1-6 functions ,Terrain inoperative T DI

TCF functions , andwindshear inoperative.

Refer to an appropriate M or EGPWS AFMS forspecific sys-

temand status requirements .

TheEGPWS provides a Self Test capability forverifyingand

indicating intended functions. This Self Test capability consists

ofsixlevels toaidin testing and troubleshooting theEGPWS.

These sixlevels are:

Levell- o No GoTest provides an overview ofthecurrentoperational functions andan indication oftheir

status.

Level 2 - urrentFaultsprovides a listofthe internal and

external faults currently detected bytheEGPWC.

Level 3 - PWS onfiguration indicates thecurrent

configuration bylisting theEGPWS hardware,

software, databases, and program pin inputs

detected bytheEGPWC.

Level 4 - ault istoryprovides an historical recordofthe

internal and external faults detected bytheEGPWC.

Level 5 - Warning istory provides an historical recordof

thealertsgiven bythe EGPWS.

Level 6 - iscrete Test provides audible indication ofany

change toa discrete inputstate.

Alevel 1Go/No Go Testis normally performed by flight crewsas

partofpreflight checks. ll other levels are typically usedforinsta11ation checkout andmaintenance operations.

060-4Z41·000 • Rev E. December ZOO3

MKV MK\11 EGPWSN otGuide 4;



EGPWS

SELF TEST

CONTINUED

Level 1SelfTest is usedtoverify proper operation ofthe

EGPWS on thegroundas follows:1 Ensure thatadequate aircraft poweris available and the

EGPWSand associated systems are powered.

2. Ensure thatanyEGPWS inhibiting switches are in the

normal non-inhibiting) position.

Verify thatEGPWS inoperative annunciations are

extinguished. lfan inoperative annunciation is indicated ,perform theEGPWS Self-Test(below) andthenseek

corrective action iftheinoperative condition persists.

4. If a terraindisplayisenabled , selectterraintobedisplayed.

5. MomentarilydepresstheEGPWS Self-lest switch.

When a Self-Test is initiated, theEGPWC first checksforany

configuration (installation or database) errors. If anyare

detected itisaudiblyenunciated and the testis terminated. If

none detected, thetest continues through a sequence resulting

in turning onandoff

allsystemannunciators, enunciatingspecific audiomessages, andifenabled, displaying a video test

pattern on the terraindisplay (see illustration below) . Any

functions determined inoperative are alsoenunciated e.g.,

GLIDESLOPE INOP ). TheSelf-Test terminates automaticallyat itsconclusion .

Thefollowing is a description oftheexpected results ofatypi

callevel 1 Self-Test. Actual annunciation nomenclature and

sequencemaydiffer depending on the installation.

• GPWS INOp, W/S INOp, andTERR INOP annunciators tum

on.

• Amber caution ( BELOWGIS or GPWS ) annunciators

tum on.

• GIJDESLOPE is announced overspeaker.

• Amber annunciators tum off

• GIS N EL annunciators tum on if installed).

060-4241-000 • Rev. E - December 2003

MKV MKVII EG PWSPHo Gude



EGPWS

SELF TEST

ONTINUED

• GIS C NCEL annunciatorstum off.

• Redwarning ( PULL

UP or GPWS ) annunciatorstum on.• PULL UP is announcedover speaker.

• Redwarningannunciatorstum off.

• RedWindshearwarningannunciators tum on.

• (Siren) WINDSlIEAR, \ l NDSlm·\R,WIl .USllEAR isannounced overspeaker.

• RedWindshear warningannunciatorstum off.

• Amber Windsh e-Jr caution annunciators tum on if

installed andenabled ).• Amber Windshear cautionannunciators tum off.

• Redwarning ( PULL UP or GPWS ) annunciatorstum on.

• TERRAIN, TERRAIN, PULL UP is announcedoverspeaker.

• Terrain testpattern is dispaye (RCD indicatesloaded HAASConfiguration Database (RCD) and i . shownonly in R S enabled installations, TIJB XXX indicates

loaded Terrain Database (TDB) : d is . hown only in

-2 18-2 I8 or later versions) .

• Redwarningannunciators tum off.

• GPWS WIS INOp,and TERR INOP annunciatorstumoff.

• Terrain testpatternis turned off.

6. V e r i ~ expected indications and enunciations duringtest,re-peatingas necessarynotinganyerroneous conditions.

Asuccessful lest is accomplished if all xpected indications arcobserved andno inopenuiv •functions or displayanomaliesarc in

dicatedor observed.

For morespecific information , refertoan applicable FMor

EGPWS FMS or contact Honeywell.

060·424 1·000 · Rev. E · December 2003

MKV MKVII EGPWS Pilot Guide 49



NORM L

PRO EDURES

50

TheEGPWS providesvisualand/or audio alerts for detected:

• potentially dangerous terrainconditions (modes I - 4,TCFTAD) ,

• belowglideslope conditions(mode 5),

• descent belowpredefinedaltitudesor excessive bank angle

(mode6) ,

• severewindshear conditions (mode 7)

• RunwayAwareness Advisories (RAAS)

Theseconsistofwarning, caution, and advisory alerts based on

thedetectionalert thresholdpenetration. Thefollowing listidentifiesthevariousalerts bytypeand mode:

ALERT W R CAUf. ADV.

(SIREN) WlNDSIiEAR (3x) 7

ny PUll UP 1,2 T

C lITIONWINDSHEAR 7

TERIWN, TERRAIN 2,TA

OBSTACLE , OBST CLE T

TERRAIN 2

APPROACHINGMINIMUMS 6

MINIMUMS 6

C lITIONTERIWN T

C lITIONOBST CLE T

TOO LOWTERRALI 4, TCF

TOO LO W GE R or FlAPS

Altitude callouts 6

SL KR TE I

DON T SINK 3

GilDESLOPE 5

B NKANGLE 6

Any R S Advisories RAASNOTE: VISUal and audio tndicatlons mayvaryand procedures provided are

representative. Refer toan applicableAFM or EGPWS AFMS for specific

implementation .

060-4241-000 • Rev E - December 2003

MKV MK\ GPU SPHo Gude



UTION

LERTS

W RNING

LERTS

GLi ESLOPE

LERTS

Recommended responseto EGPWS alertsare as follows:

1. Stop anydescent andclimbas necessary to

eliminate thealert. Analyze allavailable instruments and

information to determine bestcourseofaction.

2. Advise T ofsituation as necessary.

1. Aggressively position throttles formaximum rated thrust.

Apply maximum available poweras determinedby

emergencyneed. Thepilotnot flying (ifapplicable) shouldsetpowerandensurethatTO G powerandmodesare set.

2. f engaged , disengage theautopilot and smoothly but

aggressively increasepitchtoward stickshaker or Pitch

Limit Indicators PLI) to obtainmaximum climb

performance.

3. Continue climbing untilthewarning is eliminated and safe

flight is assured.

4. Advise T ofsituation .

NOTE: Climbing is the onlyrecommended response unless

operating in visual conditions and/or pilotdetermines, based

on allavailable information , thatturningin addition to the

climbing isthe safest courseofaction. Follow established

operatingprocedures.

NOTE: Navigation must notbebasedon theuse of theTer-

rainAwareness andAlerting Display TAD) .

Below Glideslope alertsconsistof soft and hard alerts

basedon thedegreeofg1ideslope deviation and altitude.

Respond to thesealertsas necessary to correct theaircraft s

flightpath backto theGlideslope centerline or performa

missedapproach.

060-4241-000 · Rev. E - December 2003

MK V MKVIIEGPWS PilotGuide 51



DVISORY

LLOUTS

WINDSHE R

UTION

WINDSHE R

W RNING

52

Advisorycallouts being advisory innatureare usedto

announce an event or condition e.g. Minimums , RunwayXX - if S enabled).

Response to thesecallouts shouldbe in accordancewith

standardoperating procedures.

This alertgenerally occursdue to increasing performance

windshear conditions i.e., increasing headwind decreasing

tailwind , and/or updraft). This alertis generally considered

advisoryin thatthecrewresponse is tobealert tothe

possibility ofsubsequent significant airspeedlossand down

draft conditions. Coupled with otherweather factors , the

Windshear Caution shouldbeconsidered in determining the

advisabilityofperforming a go-around.

Wind andgustallowances shouldbeaddedtotheapproach

speed, increasing thrustifnecessary. It may be necessary to

disengage autopilot or auto-throttle. Avoid getting lowon the

approachg1idepath or reducing the throttles toidle.

When aWindshear warning occurs,the following procedures

shouldbe followed:

1. Immediately initiate theWindshear escapemaneuver in

accordancewith established Windshear procedures.

2. Aggressively apply maximum rated thrust disengage

autopilot and/or auto-throttle if necessary.

3. Rotate smoothlyto thego-around/take-off pitchattitude,

allowing airspeed todecrease if necessary Maintain wings

level. Donotretractflaps or landing gear.4. If theaircraft continues todescend, increase pitch attitude

smoothly and in smallincrements, bleeding air speedas

necessary tostopdescent. Use Stall Warning onset stick

shaker) as theupper limit ofpitchattitude.

5. Maintain escapeattitude and thrust anddelay retracting

flaps or landing gearuntil safeclimb-out is assured.

NOT Engine overboost shouldbe avoided unless the

airplane continues to descend and airplane safety isin doubt.

6 ~ 4 2 • Rev E • December 3

MKV MKVII Pilot Guide



WINDSHE R

W RNING

CONTINUED

NORM L

PROCEDURES

MODE 1

EXCESSIVE

DESCENT

R TES

MODE 2

EXCESSIVE

CLOSURE TO

TERR IN

MODE 4

UNS FE

TERR IN

CLE R NCE

MODE 5

DESCENT

ELOW

GLIDESLOPE

If overboost is required, adjustthrottles backto maximum

ratedthrustas soonas safetyhasbeenassured.Overboosting engines while athighangle ofattacknC M

airplane stall maycauseengine stall, surge, or flameout.

Maintain escapeattitude andthrustand delay retracting flaps

or landing gearuntil safeclimb-out is assured.

Partial system deactivation or compensation canbe

accomplished forabnormal proceduresas follows:

If steep approaches are tobeperformed (40 orgreater)EGPWS

STEEP APPROACH shouldbeenabledand selected fortheseoperations. This may beaccomplished automatically by

on-hoardsystemsor manuallyselected bya cockpit switch,

When active, Mode I alertsare d . -nsitized to compensate for

normally higherdescent ratesforthese types ofoperation,

eliminating related unwanted alerts. If implemented with a

cockpitswitch , thisrequiresmanual deactivation .

When requiredto operatein closeproximity to terrain (less

than2500 above , Mode 2 alertscanbedesensitize oroverridden byactivating theHAP OVER-RIDE switch to

eliminate relatedunwanted alerts. This requiresmanual

deactivation.

Mode 4 alertscanbereducedbyactivation ofthe Jo P

OVER-RIDE switch , or GEAR OVER-RIDE . This is generally

recommendedwhenperforming approaches with less than

landing flaps selected, or landing gear not down. This re

quiresmanual deactivation .

Mode 5 Glideslope alertscan bemanuallycanceledwhen

below2000feetRadio Altitude (or 1000feetdependant on

aircraft type) bypressing theGIS Cancel switch (commonly

partoftheamber caution annunciators B LOWGIS or

GPWS ). This is typically selected whenan unreliable

Glideslope is expected orwhenmaneuvering is requireddur

ingHSfinal approach. TheGIS Cancel is automaticallyreset

following landing or if theaircraft climbs above the2000or

1000 feetdependant on aircraft type .

060-424 1-000 · Rev. E - December 2003

MK V M vu EGPWS 1'il0 Gude 53



MODE

DESCENT

ELOW

GLIDESLOPE

CONTINUED

TERR IN

LERTING ND

CLE R NCE

FLOOR

EMERGENCY

PROCEDURES

54

n somecases, anAlternate S Cancel is available. This al

lows theMode 5 alerting tobecanceled at anytime andanyaltitude. In thisconfiguration ,which is defined only for certain

aircraft types or byprogrampin, pressing the S Cancel

switch in the cockpit hasthe effect of inhibiting Mode 5 alert

ing. t can bemanually resetby in pressingthe S Cancel

switch , or itisautomatically resetfollowing landing, if flap or

gear state changes i.e.,down to up), or whenthe aircraft

climbs above a predetermined altitude defined fortheaircraft

type . Because ofthenatureofthis type ofGIS Cancel, a cock

pit indication ofitsactivation is required.Some aircraft maybe configured with a S inhibit switch.

This switch isseparatefrom theone discussedabove butalso

results in inhibiting Mode 5 alerting. This switch is intended

forselection duringbackcourseapproaches toeliminate

unwanted alertsthatmay result. f a discrete backcourse

signal is available from anothersystem , this inputto the

EGPWC may beconnected to that system for automatic

Mode 5 inhibiting.

NOT Implementation oftheGlideslope Cancel and/or

Inhibit inputs tothe EGPWS varies. Verify a particular

application to determine the implementation used.

Pressing theTerrain Inhibit switch inhibits T andTCF

alerting anddisplay, including Obstacles and Peaks when

enabled. This isusedwhenposition accuracy isinadequateor

when operating at airportsor runways not in the terrain

database. Selection ofTerrain Inhibit doesnotcausetheTer

rain Inoperative annunciation unless theaircraft iswiredfor

thisto occur. Terrain Inhibit requiresmanual deactivation .

TIle EGPWS Flap or Gear Over-ride, TADIfCF Inhibit, or other

switches as installed maybeusedas requiredforan

emergency situation e.g., landing gearup).

Foradditional information refertoanapplicable FM or

EGPWS FMS or contact Honeywell.

060-4241-000 • Rev. E - December 200

V V GPWS PilotGutde



S TION FINIT IONS Acronyms shall be interpreted as shown:

FM

FMS

GL

AHRS

AOA

SL

i T

BITCFIT

T

dB

DH

EFIS

EGPW lS

FMSFPM

FIW

GPS

GPWS

G/S

HDOP

HFOM

It

Hz

ICD

ILS

INOP

IRS

VS

MCP

V

Mf

MtS

MSL

MT

060-4241-000• RevE- December 2003

MKV MKVIIEGPWS Pilo Guide

Airplane Flight Manual

Airplane Flight Manual Supplement

Above Ground Level

AttitudelHeading Reference System

Angle of Attack

Above Sea Level

Air Traffic Control

Built In TestControlled Flight into Terrain

Computed Terrain Clearance

Decibels

Decision Height

Electronic Flight nstrument System

Enhanced round Proximity

Warning Computer/Systems

Federal Aviation Administration

Flight Management SystemFeet Per Minute

Fail Warning

Global Positioning System

Ground Proximity Warning System

Glideslope

Horizontal Dilution of Precision

Horizontal Figure of Merit

Horizontal Integrity LimitHertz cps)

Interface Control Document

nstrument Landing System

Inoperative

Inertial Reference System

Inertial Vertical Speed

Mode Control Panel

Modular Concept Unit

Multi Function DisplayMicrowave Landing System

Mean Sea Level

Minimum Terrain Clearance

55



56

PCMCI

P1I

PPI

PWS

QFE

QNE

QNH

RMS

RAlM

RFCF

S T

T

T

TC S

TCF

TERR

TO G

VDOP

VFOM

VFR

VG

VHF

WS

Personal Computer Memory CardIndustry Association

Pitch Limit ndic tor

Plan Position ndic tor

Predictive Windshear System

A method of setting the altimeter to

compensate for changes in baro

metric pressure and runway

elevation. Pilot receives information

from airfield and adjusts his altimeter

accordingly and it will read zero alti

tude at touchdown on the runway.

The method of setting the altimeter

to the standard atmosphere datum

-29.92 inches of mercury 1,013.25

mb) . This setting is used in the

United States airspace by all aircraft

above FLl80.The more common method of setting

the altimeter to compensate for

changes in barometric pressure. Pilot

receives information from airfield,

adjusts his altimeter accordingly and

the altimeter will read airfield eleva

tion at touchdown.

Runway Awareness Advisory System

Receiver Autonomous IntegrityMonitoring

Runway Field Clearance Floor

Static Air Temperature

Terrain Awareness

Terrain Alerting nd Display

Traffic Collision Avoidance System

Terrain Clearance Floor

Terrain

TakeofVGo-Around

Vertical Dilution of Precision

Vertical Figure of Merit

Visual Flight Rules

Vertical Gyro

Very High Frequency

WindshearO OA241·000 • R \ E - December 20tH

MKV MK\ EGPWSPlot Guide





S TION INTRO U TION

WHY R S

58

This Pilot Guide describes thefunctions andoperation ofthe

MKV andMIMI EGPWS Runway Awareness andAdvisory System RAAS .

The document is divided into thefollowing sections:

• Section 1 introduction totheRAAS;

• Section 2 A uick eference guide totheoperation oftheRAAS;

• Section 3 Adetailed description oftheoperation ofRAAS;

• Section 4 Asummary oftheoptions available to operatorsto configure RAAS;

• Section 5 Overview ofthe three audio levels employed forRAAS;

• Section 6 Means fortheflight crew to check theoperationalavailability ofRAAS

• Section 7 Frequently Asked Questions

This guide does not supercede FAA approved data Flight

Manuals individual Operations Manuals requirementsor procedures. Pilots should be thoroughly familiar with

their own company policies system configuration

requirements and procedures with respect to the

operation of aircraft with the EGPWS and RAAS.

The information in this document is intended asa general expla

nation oftheHoneywell RAAS It contains a description ofsystem

performance assuming the identified options are active.

It iswell recognized that runway incursions andoverruns area

high-profile operational safety issue worldwide. Forexample, the

USA iscurrently experiencing at least one runway incursion per

day at towered airports alone. Safety data indicate that lackof

flight crew position awareness during ground operations andon

approach have contributed to such occurrences worldwide. Re

cent industry safety recommendations advocate theneed fornewflight deck runway incursion prevention systems. Honeywell has

developed theRAAS asa practical andlow-cost system with sig

nificant input from hundreds ofpilots. Extensive human factors

evaluations confirm thepositive operational safety benefits of

RAAS increased position awareness; enhanced crew decision

making; reduced crew workload; andsuperior detection of

position errors leading to runway incursions.060 4241 000 • Rev.E December 2003

MK V MKVIIEGPWS PilotGuide



WHAT IS THE

RAAS?

The purposeoftheHoneywell R S istoprovide theflight crew

with supplemental information ofaircraft position relative to runways during surfaceoperations andon final approach. R S is

anaural-only advisory function, andtherefore, a visual display of

theinformation isnotprovided . R S provides timely aural advi

sory messages totheflight crew ina significant number of

scenarios that have led to runway incursions . It should be

noted that R S isnot intended fornavigation purposes, e.g., to

guide anaircraft inor around theterminal area.

R S is integrated with theEGPWS EGPWSprotection andopera

tion is unaltered bythe addition ofR S . Note that R S

advisories have a lower priority than any EGPWS terrain-related

alerts, including radio altitude call-outs.

w DOES The R S uses aircraft inputs within theEGPWSsuch asGPS po-

RAAS WORK? sition , heading, groundspeed anda runwaydatabase togenerate

thetenaural advisories shown inthetables below. Note thatGPS

availability is a requirement for theoperation ofR S Aircraft

position is referenced totheGPS antenna position . R S does not

have knowledge oftaxiways, Automatic Terminal Information Ser-

vice AIlS Notice toAirmen NOT M information , other

traffic, pilot intent, TCclearance, ground markings andsignage.

Crews should becognizant oftheprevailing AIlSandany

NOTAMs. R S operates automatically, without anyaction re

quired from theflight crew.

ummary outin dvisories

Routine Adv isory Purpose

Approacl1lng Runway · On Ground Awareness of a runway being approached by the aircraft du ring ground operations

(e,o Approacl1inQone one; .

On Runway Awareness of which runway the aircraft is lined-up with during ground operat ions

(e.g On runway three- faur lett ).

Approach ing Runway · In Air Awareness of which runway the aircraft is tracking on tinal approach (e g .. Approacl1ing one-six flOht .

Landing Distance Remaining Awareness of aircraft position relative to the runway end (e.g., One-thousand

remai nina l.

Runway End Awareness 01the positio n of the aircraft relative to the runway end (e g., One-hundred remaining ) .

060-4241· J . Rev E - December2003

MKV MK VII EGPWS Pilat Gude 59



w DOES

R S W R ?

CONTINUED umm ry Non Routine dvisories

Non-Roullne Advisory Purpose

Taxiway Take-oil Awareness of excessive taxi speeds or a take-off on a taxiway ( On taxiwayl On

taxiway ) .

Insurtlc ent Runway Length - On- Awareness 01which runway the aircraft is l ined-up with, and that the runway

Ground length available for takeoff is less than a def ined nominal take-off runway length

(e.g ., On runway three-four left, six-hundred rema ining )

E tended Holding on Runway Awarene ss of an extended ho lding perio d on the runway (e g .. On runway

three-four left. on runway three-four left ).

Distance Remaining - Rejected Awareness of aircraft posit ion during a RTO (e g. two-thousand remaining )

Take -off

Approecning Short Runwa y - In-Air Awareness of which runway the aircraft is tracking , and that the runway length

available for landing is less than a defin ed nominal landing runway length (e g . Approaching three-four right. three-thousand remaining ) .

Note thatduring normal operations , thecrew would only be ex-

posed tothe five routine advisories fortheentire period between

push back atthe departure airport andtaxi in at the destination

airport. The fiveadvisories alonehavethepotential toaddress

manyclassic runwayincursion scenarios.

R S advisories are heard over the sameaircraft audio systems

that presentlyprovide EGPWS audio caution and warning alerts in

theflight deck. The volume ofR S messages is controlled by the

EGPWS andtheR S message volume level is basedontheex

pected flight operation foreach advisory.

mentionedabove, R S operates automatically, without any

action required from theflight crew. The EGPWS circuit breaker

disables allEGPWS functionality including R S . The EGPWS SeIf

Testpush button ifavailable allows thecrew toverify the

operational availability ofallEGPWS functions, including theR S An optional R S Audio Inhibit Switch maybe installed . A

single pushoftheAudio Inhibit Switch inhibits allR S adviso

ries. De pressing theswitch reactivates allR S advisories.

It is importanttonote thatsomeR S features are optional and

maynotbe active ina given installation . Therefore youwill need

to check the options selected byyour company. Refer toan appli-

cable Airplane Flight Manual AFM or EGPWS irplane Flight

Manual Supplement FMS fordetails. lternativelycontact

Honeywellforassistance.

60060-4241-000 • Rev E- December

MK V & MK \11EGPWS Pilot Guide



On Ground

How DOES

R S WORK

CONTINUED

The default setting for the advisories is a female voice.Advisories

that include runway lengthinthe annunciation may be annunci

ated in feetor metres. Thedefault settingforthese advisories isfeet.These options are discussedin detail inthe R S Options

sectionof this pilot Guide.

Appropriate flightcrewactions toR S advisories are:

If indoubt stop , VERIFY POSITION, and

contact T for assistance ifnecessary.Do nothesitate to requestprogressive

taxiinstructions.

In Air

Ifthe advisory is inconflict with expecta

tions , V RI Y POSITION contact T for

assistance if necessary. Consideration

should begiventoa go-around in accor

dance with company SOPs.

WHERE ND

WHEN DOES

R S WORK

Information contained herein or pro vided by a RAAS

advisory does not supercede any operator Standard

Operating Procedure SOP). Pilots should be thoroughly

familiar with regulatory, company, and other approved

operational procedures as required by their aircraft and

type of operation. Operators should also include RAAS

in th r training curriculum.

R S provides advisories during surface operations and

on final approach. R S is operationally available anytime

the EGPWSis poweredand the following conditions are

met:

• The software for the R S functionshave been loaded

and enabled into an EGPWS byyourcompany;

• The aircraft is on or approaching an airport in the R S

runway database; and• R S is functional e.g. all external signals are available

and not faulted , GPS position accuracy meetsminimum

R S requirements and there are no internal EGPWS

faults .

060-4241-000 • Rev E-December 2003

MKV MKVIIEGPWS PilotGuide 61





SE TION

UI K

R F R N

R S QUI K REFEREN E

6 4241 • evE December2 3

MKV MKVII PWSPilot uide 63



S QUICK

REFERENCE

Taxiway Take off. ,' : .

cPG5 G

34R

G2 Gl

16L

16R

Al

OnTaxiwayOn Taxiway

Conditions lo r adv isory:

• Aircraft om on runway

• Groundspeed exceeds 4 kts

pproaching Runway On Ground

- Approaching One-One

Conditions lo r advisory :

- Advisory depends on aircraft

groundspeed, heading and

nearest runway end

Earlier celt outet h igher

speeds

• Inhibited above 4 knots

No distr tion during take-

off landing ground roll

34R

G3 G Gl

16L

11

B

A2

16R

Al

(,.j 6 424 1 • Rev E December l 5

MK v .MK VII Pilot Guid e



S QUI K

REFEREN E

ONT INUE

On unw y

Al

16R

A2

Conditions for advisory:

• Aircraft on runway•Within 20deg. of runway heading

16L

cJ G

34R

: On Runway Three-Four Left

3 L

ntersection eparture I Insufficient Rwy

[ Example In metres I

34R 16L

On Runway Three-Four Left

Six-Hundred Remaining11


• Aircraft on runway

• Within 20 deg. of runway heading• Runway length available is less

than nominal take-off runway

length

Operator defined nominal

runway length In metres or

r •• onfirmunitsusingEGPWSself test

6 4241 000• Rev E Ilecember2003

MKV MKVII EGI \l SPilotGuide



R S QU ICK

R E F R N

CONT INUED

Extended Holding On Runway

On Runway Three-Four Left ,. On Runway Three-Four Left

Conditions for adv isory:

• Aircraft on runway• Within 20 degrees of runway heading

• Waiting in posit ion for extended

period thaI Is operalor defined

- e.g., 90s

34R 16L

A2

16R

Al

Rejected Take off. .

CI 05

34R 16L

A2

Conditions fo r adv isory :

• Aircraft on lasl half of runway

• Groundspeed exceeds 40 kls

• RTO is init iated 7 knolloss of

groundspeed from maximum

val ue ach ieved)

A1

66

per for defined un ifs in metres

or fe f

onfirm units using EGPWS self test

060 424 1 000 • Kt. \ E - December

MKV MKVII E :PWS Pilot Guide



R S QUI K

REFERENCE

ONT INUED

pproaching unway - In Air

Approaching Three-Four Left

ConditionsforAdvisory:

• Between750and 300feetAboveReid Elevation

IAFE ;

• Within3 nauticalmilesof runway;

• Treck alignedwithin20deg. of tnWaYi and

•Within 200feet, plus runwaywidth, 01runway

centertlne

• Advisory suppn s e 550 450 roel AFEto allowcrew and/or radio) altitudecall-outs .Messilgeannunciatedwhenaircraftdescendsbelow 450 It.

• Advisorynotavailablebelow300 feet AFE

• AllEGPWSauralshavepriorityoverthis advisory•

•• Suppressionzone.. 45 • 35 teet forAlrbut lrcraft

34R 16L

11

8

A2

16R

Al

pproaching Short unway - In Air


• All approaching runway In-air

criteria

• Runway length Isless than

nominal landing runway length

• Opera/or deffned nom n l

runw y leng h inm tr s or

fear Conti units us ing EGPWS 5 ·te8

34R 16L

Approaching Three-Four Right,Three-Thousand Available

060·4241 000 • RevE• December2003

MKV MKVII PWSPilotGuide

A2

16R

Al

67



R S QUI K

REFERENCE

CONTINUED

istanceRemaining Landing and Roll out

34R L

A2


• Aircraft on/above last half of

runway

• Groundspeed exceeds 40 kts

• Calls suppressed during go-

around

Above 100 ft radio altitude or

Climb rate greater than 450 fpm

Al

Operator defined units In metres

orf r

, t onfirmunitsusingEGPWSself test

Runway End dvisoryCall out

IExamplo in loet I

34R

11

A2


• 100 feet or 30m) runway

remaining

• Groundspeed below 40 Ids

16R

At

68

Operatordefined units In metresorf f

t onfirmunitsusingEGPWSsslMest

060 4241 000 Rev E December2003

MKV MK VII GPWSPilotGuide



S TION

S YSTEM

OPER TION

DES R IPT ON

T XI

O PER TIONS

The R S uses aircraft inputs from the EGPWSsuch asGPS posi

tion heading groundspeedanda runway database togeneratetherunway awareness aural advisories.Note that GPS availability

isa requirement for the operation ofR S Aircraft position is

referenced totheGPS antenna position. R S does nothave

knowledge ofl:lxiwa} ATIS NOT Minformation other traffic,

pilot intent TC clearance ground markings andsignage. Crews

should be cognizant oftheprevailing TISandany NOT Ms.

Similarl data onnewlyconstructed runways or changesto

length ofexisting runway maynot necessarilyhe included in the

R S runway database . R S operates automatically without anyaction required from the flight crew.

The R S advisories arepresentedbelow for the relevant flight

phases.Note that allR S advisories have a lower priority than

any existing EGPWSalert, including radio altitude call-outs.

Taxiway Take-OffAdvisoryAHoneywell runway incursion study indicates that 7 oftake

offs andlandings were from/onto a t:lxiway The purpose oftheTaxiway Take-Off Advisory istoenhance crew awareness ofex

cessive taxi speeds or a take-off ona taxiway

This advisory isprovided foreach ofthe following conditions:

• inadvertent taxiwaytake-off or excessive taxi speeds; and

• approved take-off operations ona t x w y e.g., atairports

with a single runway that is closed for surface repairs .

060-4241-000 • RevE• December2003

MK V MKVII EGPWS PilotGuide 69



T XI

OP R TIONS

ONTINUED

o

The advisory On Taxiway On Taxiway isprovided onceif

• groundspeed oftheaircraft exceeds 40Kt and

• aircraft isona surface otherthan a runway.

NOTE RAAS functions are based ona database ofrunway lo-

cations. The system does nothave knowledge ofthelocation of

taxiways, ramp areas, grass surfaces, etc.

If groundspeed reduces below 40knots after an advisory isprovided (i.e., corrective pilot action taken), thesystem will

generate a single advisory again iftheconditions above aremet.

Note thatthere are situations where a runway may be closed (e.g.

for construction) and take-off and landing operations authorized

ona taxiway. In that case, this advisory serves to confirm a non

normal operation.

The advisory would also be activated atRAAS-enabled airports for

take-offs on runways thatare notyet included in theRAAS data

base, for example inthecase ofnewly constructed runways. It is

recommended that the take-off briefing include reference to this

advisory.

The aural message n axiway n axiuayt is annunciated

once each time theadvisory is generated. For example, theadvi

sory would notbeheard continuously during an authorized

take-off ona taxiway.

16R

,. On Taxiway J

. On Taxiway

16L

Taxiway Take Off dvisory

060 4241 000 • Rev.E December 2003




T XI

OPER TIONS

ONTINUED

pproaching Runway On Ground dvisory

Safety data show that lack ofposition awareness hasresulted inflight crews lining up with both thewrong runway anda taxiwayfor take off. Inaddition , insome casescrews failedtohold short

58 ofground operations occurrences) and/or inadverternfentered anactive runway. In many oftheselatter cases crews

were unaware oftheirposition relative toa proximate ru w y

edge.

The purpose oftheApproachingRunway On Ground vi sory istoprovide thecrew with awareness ofa proximate runway edgebeing approachedby theaircraft during taxi operations.

This advisory depends upon aircraft groundspeed current head-

ing andclosestrunway endandis provided if:

• aircraft groundspeedis less than 40 knots; and

• aircraft iswithin a specified distance from therunway edge.This distance depends onaircraft groundspeed andclosureangle with the runwa Approaching the runwayat relativelyhigher groundspeeds results inan earlier advisory. The advi-

sory isnot intended toguarantee stopping theaircraft short of

the runwayedge.

The annunciation is inhibitedabove groundspeeds inexcess of

40knots. For example, theadvisory would not beheard during

the high speed regime on take off or landing - this reduces po-

tential distraction intheflight deck. Arunway crossing canbeencountered below 40 knots, for example during an intersection

departure.Therefore it is recommended that crews reference ananticipated low speed b elow 40knots) Approaching Runway

Advisory inthe take off briefing.

060-4241-000 · Rev. E-December2003




T XI

OP R TIONS

ONTINUED

2

The aural message consists oftheword Approaching followed

by the runway identifier ofthenearest runway end. Forexample,

Approaching one one . This advisory is issued once each timetheaircraft approaches a runway. For example, foranaircraft ap-

proaching a 9000-foot runway 34L 16R at a distance of5000

feet from the34L endoftherunway, theadvisory is Approach-

ingone six right .

Example Approaching unway On GroundAdvisory

If more than onerunway meets thequalifying conditions above

e.g. two runways with headings within 20degrees ofeach

other , then themessage Approaching runways isprovided.

Note after landing ona parallel runway, T may clear theaircraft

tocross theparallel runway atthefarendofthelanding runway.

In this case the T clearance to cross theparallel runway would

refer tothesame landing direction butotherrunway, andtheR S Approaching Runway Advisory would refer totheclosest

runway threshold. For example, consider an aircraft that has

landed on runway 08 right, andthen cleared to cross runway 08

left after roll-out. The R S advisory generated astheaircraft ap-

proaches runway 08Left is Approaching two six right. This is

normal andconsistent with the runway markings atthe threshold

ofrunway 26R.

ATe:

... vacate at runway

end and cleared to

8 R

RAAS:

Approaching twosix right 26 R

L 8 L

Example Crossing Parallel unway fterLanding060 4241 000 • Rev. E December 2003

M V V EGPWS Pilot Guide



RUNW Y ENTRY Runway Advisory

ND O UP N Y Runway incursion t indicate that• 44 ofincursions involved poorcrew position awareness;

• 12 ofalltake offs were from theincorrect runway; and

• 7 oftake offs andlandings were from/onto a t xiw y

The purpose oftheOn Runway Advisory istoprovide thecrew

with awareness ofwhich runway theaircraft is lined up with dur-

ing ground operations.

The On Runway Advisory isgenerated when thefollowing condi-tions aremet:

• aircraft enters a runway; and

• aircraft heading iswithin 20degrees oftherunwayheading.

This advisory is inhibited above a 40-knot groundspeed.

The annunciation On runuay followed bytherunwayidentifier

isprovided astheaircraft lines up ontherunway. For example,

rumo y three four left Note that for additional emphasis,the useofthe word runui y is strictly reserved forthis case

where theaircraft ison the runway. The advisory ispresented

once each time theaircraft enters a runway.

16L4R

- On Runway Three-Four La«

L

Bxample On unw y dvisory

060-4Z41-000• RI:_E- December z003

MKV MKVII EGPWS PilotGuide 73



R UNW Y N TRY InsufficientRunway Length - On-Ground Advisory

ND O UP N Y

Safety data indicate thatloss ofsituational awareness ontheair- ONTINUED portsurface resulted in 12 ofall take-offs being conducted

from theincorrect runway. In some of those cases the take-off

distance available was less than thatrequired. Data also indicates

that 24 ofrunway incursion take-offs involved an intersection

departure. While notas common, there have been instances

where crews have turned thewrong direction while lining-up on

a runway foran intersection departure i.e,heading error of

180°). This situation notonly creates a conflict with any aircraft

on short-final, butthe runway distance available may be insufficient fora safe take-off.

The purpose oftheInsufficient Runway Length - On-Ground Advi

sory istoprovide thecrew with awareness ofwhich runway the

aircraft is lined-up with, andthatthe runway length available for

takeoff is less than a defined nominal take-offrunway length. The

nominal runway distance for take-off is aircraft type specific

andissetbyanoperator. Note: it cannot be changed by theflightcrew.

This advisory is provided when thefollowing conditions aremet:

• allconditions fora routine On-RunwayAdvisory are satisfied;

and

• available distance for takeoff is less than thedefined nominal

runway length.

This advisory does nottake into account prevailing conditions

such asaircraft weight, wind, runway condition slope, air tem

perature andaltitude ofairport. If theoperator does notspecify

thenominal runway length, theadvisory is defaulted to off, unless

theoperator haschosen to always advise therunway length avail

able for takeoff.

R S does notaccount foroperational data such asNOT s that

refer toareasof runway that arenotavailable (e.g. dueconstruc

tion, snow removal, etc .Crews should be cognizant ofany

NOT s andotherpublished restrictions in effect.

7

060-4241-000 • Rev.E- December 2003




RUNW Y ENTRY The routine On runway message advisory is appended by run

ND O UP N Y way length remaining in either feet ormetres, e.g., On runway ONTINUED three-four-left tuo tbousand remaining . The remaining cl

ement ofthemessage refers totherunway distance remaining intheEGPWS database to the nearest 100 feet (or 100 metres for a

metric option). Note that the unit feet or metres) isnotannunci

ated. The unit oflength used by R S canbeconfirmed by

performing an EGPWS self-test See OperationalAvailability

section) .

Dissimilar references totherunway heading during the p-

proaching Runway andtheOn Runway advisories area cuetoa

potentially unusual situation . In this example assume that theair

craft is cleared for an intersection departure atAlpha 2for

runway16R. The Approacbillg one six rigbt advisory ispro

vided astheaircraft approaches the runway atAlpha 2.However,

an inadvertent turn onto runway 34L (asopposed to 16R) im

plies that runway identifier fortheInsufficient Runway Length

Advisory is runway 34L . If thecrew correctly turns onto runway16R, the runway identifier for theroutine On Runway Advisory is

16R . Note that a third reference to the intended runway for

departure, in this example, isa clearance for take-off from run

way 16R from TC During a back-taxi scenario, theInsufficient

Runway Length Advisory would aidasa confirmation ofpilot in

tent toback-taxi.

34R

I Example In metr 1 . ,

On Runway Three-Four Left,o Six.Hundred RemaIning11

16L

Example o I II su cient Runway Length - On round

Advisory in Units o Metres

060-4241-000 • RevE- December2003

MK V MK VIIEGPWS PilotGuide 75



RU W Y ENTRY xtended olding On Runway

ND O UP N Y Safety data show that 17 ofrunway incursions involved thepoor ONTINUED

76

useofa line-up-and-wait clearance or ataxi-into-position-and

hold clearance [TIPH] . The typical scenario involved Tower e

clearing an aircraft into position-and-hold ontothedeparture

runway. Factors such asdistractions in theTower, handling mul

tiple frequencies, high workload andmemory lapses have

resulted inthetower controller simultaneously clearing other

traffic tolandontheoccupied runway. In some cases crews is

suedwith theTIPH clearance were holding-in-position foran

unusually extended period. Industry safety recommendations

suggest that flight crews holding-in-position onan active runway

foranunexpected extended period should contact tower to con

firm theextended holding clearance. Timely crew intervention

could potentially reduce theriskofa runway incursion.

The purpose oftheExtended Holding On Runway Advisory isto

provide crew awareness ofan extended holding period onthe

runway.

The aural advisory isgiven ifthefollowing criteria aremet:

• aircraft enters a runway; and

• aircraft remains inposition fora time period considered tobe

an extended holding period.

Your company will select theextended holding period and it can

notbechanged by theflight crew. The time period canbe

configured for60,90, 120, 180,240,or 300seconds.

The aircraft heading must bewithin 20degrees of runway head

ing andtheaircraft must notmove more than 100 t along the

runway for this advisory tobe activated.

6 4241 · Rev.E - December 2003

MKV MKVII EGPWSPilo Guide



RUNW Y ENTRY Note that if the aircraft continues tohold foraperiod in excess of

ND O UP N Y the initial extended holding period , theadvisory may besetto ONTINUED repeat forthesame (ordifferent holding interval. The repeat

advisory time may also becon gured tobeoff.These options are elected byyour company and cannot bechanged by theflight

crew.

The Extended Holding On Runway Advisory is suppressed after aRejected Take-Off RTO . The advisory is reset andavailable

again once the aircraft exits the current runway.

After thespecified extended holding period haselapsed, HAAS

provides anaural message that isa double repetition oftheOn

Runway Advisory. For example, if anaircraft has been holding-inposition on runway34 left for anextended period e.g.,

90 seconds , thesystem will annunciate Onrunw y three four

left runt y three-four left.

. On Runway Three-Four Lelt,On Runway Three-Four lett

l 16R

R 16l

A2 A

Example Extended Holding On untoay Aduisory

060-424J.( 00 Rev.E- December 2003

MK v MKVIIEGPWS PilotGuide 77



REJECTED

T KE OFF

s

Distance Remaining - Rejected Take -Off Advisory

The purpose oftheRejected Take Off Distance Remaining dvisory is toprovide the/light crew with position awareness

infonnation during a RTO .

The advisory isgenera ted ifthe following conditionsaresatis ed:

• aircraft isonthelast half oftherunway;

• groundspeed is greater than 40knots;and

• an na i initiated RTO status isassumed ifground peed

during the lake off roll decreases by knots from the maximum

value achieved .

The advisory terminatesonce thegroundspeed decreases below

40 knots during the RTO .The Extended HoldingOn Runway d

visory is not provided during theperiod following theRTO .

The advisories aregenerated atwhole thousand-foot intervals ifR S is configured in feet , except that thelast possible advisory

occurs at ;00 feel. For example, thefollowing ad\isories would

begenerated during a RTO ona 9000 foot runway

• Four-thousandremainin ;

• Three thousand remaining ;

• Ttco-tbousaud remaining ;

• One-thousand remaining ;and

• Pite-bundred remaining .

060-4241-000• Rev. E-December 2003

MKV II MKV E PWS PIlot ulde







pPRO H TO This advisory is annunciated once for each runwayalignment

RUNW Y

when the conditions noted above aresatisfied. The advisory mes- ONTINUE sage consists ofthe word approaching followed bytherunway

identifier for example Approaching three-four-left. An aircraft

that is required toside-step toanalternative runway while on

short-final could potentially beprovided with two Approaching

RunwayAdvisory messages; onecall-out fortheoriginal runway

andanother astheaircraft alignswith thesecond runwa The

advisory conditions above would have tobesatisfied foreach

runway call-out.

- Approaching Three-Four LaI1

Example ApproachingRumoay « In AirAdvisory

For some approaches more than one runwaycould meet the

qualifying condition above, e.g. two closelyspaced runwa with

headings that arewithin 20degrees ofeach other. The message

pproachingRunways isprovided insuch cases.

pproaching

,nways 26 L 08 R

R 8 l

Example Approaching Runways Advisory

ApproachingShort unw y In AirAdvisory

Safety data indicate that loss ofposition awareness onapproachisa factor in runway incursions -lining upand/or landing onthe

wrong runway. In some cases thelanding distance available on

theincorrect runway)was less than that required.

060-4241·000• RevE•December2003

MKV MKVIIEGPWSPilotGuide 81



pPRO H TO

RUNW Y ONTINUED

The purpose oftheApproachingShort Runway - In-Air Advisory

istoprovide thecrew with awareness ofwhich runway theaircraft is tracking, andthat therunway length available forlanding

is less than a defined nominal landing runway length. The nomi

nal runway distance forlanding is aircraft type specific andis

setby anoperator. Note that itcannot be changed bytheflight

crew.

This advisory isprovided when thefollowing conditions aremet:

• allconditions fora routine Approaching In-Air Advisory are

satisfied seeprevious section fordetails ; and

• thealigned runway is shorter than a nominal landing runway

length.

The system uses thesame altitude zones to suppress this advisory

that are used for theroutine Approaching Runway In-Air dvi-

sory.

Note that this advisory does nottake intoaccount prevailing con

ditions such asaircraft weight,wind, runway condition slope ,

air temperature andaltitude ofairport. Iftheoperator does not

specify thenominal runway length, theadvisory is defaulted to

off, unless theoperator haschosen to always advise the runway

length available for landing .

R S does not account foroperational datasuch asNOT s that

refer toareas ofrunway that are notavailable e.g. dueconstruc

tion , snow removal, etc . Crews should becognizant ofany

NOT s andother published restrictions in effect.

060-4 241-000 • Rev. E - December 2003

MKV MK VIIEGPWS Pilal Guide



pPRO H TO

RUNW Y

ONTINUED

TheRoutineApproachingRunway In-Air Advisory message is ap

pended with available runwaylength information, for example pproachingthree-four-right, three-thousand-available . The

available element ofthemessage refers tothe runway distance

in theEGPWSdatabase to the nearest 100-ft (or 100 mfor themetric option). Note that the unit (feet ormetres) isnot annunci

ated .The unit oflength usedby S can be confirmedby

performing anEGPWSself-test See OperationalAvailability section).This advisory occurs once for each runway alignment

based ontheconditions specifiedabove.

A1

16R

A2

34R 16L

- •Approaching Three-Four Right IEumple 0, 1- T h r e e T h o u s a n d •

L NDING

RO OUT

Example o /Jp roac Jillg Short IllIU { I - In-AirAdoisory

in Peet

Distance Remaining - Landing ndRoll-Out Advisory

Thepurpose oftheDistance Remaining Advisoryistoenhance

crewawareness ofaircraft position relative totherunway end,

TheDistance RemainingAdvisoryisprovided when the following

conditionsaremet:

• aircraft ison or over, the last-halfofthe runway; and

• aircraft groundspeed isabove 40 knots.

060-4241-000 • Rev E- ecember 2003

MKV MKVIIE PWSPilotGuide 83



L NDING

ROLL OUT

ONTINUE

IH

thecrew decides togo around after theDistance Remaining

Advisory is triggered, thecall outs continue tobeannunciated attheappropriate distances along therunway.The advisories are

inhibited once theaircraft attains a Radio Altitude of 100 feet or a

climb rateof450 feet per minute.

The advisories are generated atwhole thousand foot intervals if

S isconfigured in feet , except that thelast possible advisory

occurs at 500 feet. For example thefollowing advisorieswould

begenerated during a landing ona 9000 foot runway:

• Four-thousand remaining ;

• Three-thousand remaining ;

• Two-thousand remaining ;

• One-thousand remaining ; and

• Five-hundred remaining .

Example Landing n Roll OutAduisory in Feet

060-424H OO · Rev. F. December 2003

MKV MK\11EGPWSPilot Guide



L NDING

RO OUT

ONTINUED

Themetric distance advisories aregeneratedat300-metre inter-

vals except that the last possible advisory occurs at 100 metres.For example, the following advisorieswould be generated during

a landing ona 3000-metre runway:

• One thousand two hundred remain ing ;

• Nine hundred remaining ;

• Six hundred remaining ;

• Three hundred remaini

ng ;and• One hundred remaining .

Note that message content is identical to that for theRejected

Take Off Distance Remaining Advisory.

Runway n Advisory

The purpose oftheRunway EndAdvisory istoimprove flightcrewawareness oftheposition ofthe aircraft relative totherun-

way endduring low visibility conditions. Note that theadvisory isnotintendedtoprevent a landing overrun.

The Runway EndAdvisory isprovided tothe flight crew when:

• aircraft isona runway andalignedwithin 20degrees ofrunway heading;

• aircraft approaches within 100 feet or 30metres for themetric option ofthe runway end;and

• aircraft groundspeedisbelow 40knots.

060-4241-000. Rev. E - December 2003

MK V MK EGPWS ilot Guide 85



LANDING

ROLL OUT

CONTINUED

he aural message is One-hundred remaining for systems con-

figured in feet and Thirty remaining forametric configuration .

xample unway nd dvisory in feet

S TION

RAAS

OPTIONS

he options listed below areselected by your company andset

upduring the installation ofR S he flight crew cannot

configure them .

R SOptions

86

Con figurable Feature Opllon

Distance Unit 01Measurement Feel or Metres

Voice Gonder Female or Male

GPS Antenna LocatIonCustomer-selecled location based on

aircraftinstallation

Taxiway Takeoff Off or On

Insufficient Runway Length - On Ground Offoronusingcustomer selectednominal

Takeoff) runway length based ona ircrall type,or always on

Extended Holding - On Runway INITIAL: 60 90 120 1 80 2 40 300 Off

REPEAT: 30 60 90 120 180 2 40 300 Off

Dlst. nce Remain ing • Rejected Takeoff Off or On

Approaching Runway In Air OflorOn

Advisory suppression zone 550 - 450 leet AFE or 450 - 350 leet AFE

Approaching Short Runway • In Air Landing)Off

or on using customer selected nominal

runway length based on aircraft type,or always

Distance RemainIng Landing Off or On

Runway End C.Uout Ol for On

060 B4 1-000 • Rev E- Decernber Z j

MKV MK\ll EGP\\S Pilot Guide



S TION

UDIO

LEVELS

R S advisoriesareheard over thesame aircraft audio systems

that presentlyprovide EGPWSaudio caution andwarning alertsinthe flight deck Thevolume ofR S advisories is controlled bythe EGPWS- the R S message volume level is basedontheex-

pected flight operation foreachadvisory. R S employs three

relative audio volume levels:

udio evels

Aud io Leve l Advis y

High The Taxiway Take-Off Advisory Is Issued at the EGPWS caution andwaminq alert volume level plus 3 dB.

Medium Distance Remaining Advisories are issued at the same volume level asEGPWS cautions and waminos.

Low All other in-air and on-ground advisories excludes Distance Remainingand Taxiway Takeoff Advisories) are issued at the same volume level asIhe EGPWS cautions and wamin os volume level minus 6 dB.

S TION

OPER T ION L

AV IL A ILI TY

R S isoperationallyavailable anytime the EGPWSispowered

andthe following conditions aremet:

• The software for theR S functions have been loadedand

enabled into anEGPWSby your company with software

version 218 218 or later anda minimum ofTerrain Data

base 435 ;

• The aircraft is onor approaching anairport intheR S

runwaydatabase ; and

• R S is functional e.g. allexternal signals are available and

notfaulted, PS position accuracy meets minimum R Srequirements, there areno internal EGPWSfaults .

060-4241-000 • Rev E- December2003

MKV MKVIIEGPWSPilotGuide 87



OPER TION L

V IL ILITY

ONTINUE

R S operational availability is integrated into theexisting GPWS

fault monitoringandself-test functions. onsistent with approved GPWS self-test design thelossofR S functions is indicated

on ground onlyduringanEGPWSself-test. There is noautomatic

annunciation ofthe lossofR S functionality. The audio self-test

messages areas follows.

R S Self Test u o Messages

udio Message ond illons

AwarenessOKFeel RAAS software enabed functioning hasgood postioninformation and is at a validated airport. Fee willbe annunciatedinthegendervoiceoption (male or female)selectedfor RAAS,

Runway warenessOKMetres R S softwareenabled functioning hasgoodposition information and isat a validatedairport Metres w beannunciatedinthegender voiceoption (maleor female seiected for RAAS,

RunwayAwarenessNot vailableRAASsoftwareenabled but the system eitherhas nopositioninformation the accuracyoftheposition information is insufficienttoallowRAAS to function or theaircraftis at an airport thathas notbeenvalidated for RAASintheEGPWS TerrainDatabase

RunwayAwareness RAASsoftwareenabled butthe advisorieshavebeenmhibitedwiththeactivation ofanexternaldiscrete

Runway Awareness R T O RAASsoftwareenabledand functioning, but RAAS hasdetecteda RejecledTake-Offcondrtion. To dear Ihis message, theaecratmust be taxied he runwayarea

Runway w reness NOp· RAASsoftware enabledbut function is inoperative

88060-4241-000 RC\. Decembe 200.\

MKV MK\11EGPWSPilotGuide



OPERATIONAL R S status can also bedisplayed ontheTerrain Display. This is

AVAILABILITY active onlywhen the aircraft ison the ground .The procedure re-CONTINUED quires the flight crew toselect the terrain display followed bya

change in the displayed range toa higher or lower range . R S

status is annunciated for two sweeps ofthe Terrain Display. This

feature isavailable onallaircraft but is primarilyintended for

those aircraft where the flight crew does notperform anEGPWS

self-test. The displayed status messages areas follows.

R S Self Test ispl y Messages

Audio Message Conditions

RAAS-OK ·FT green) RAAS software enabled. functioning, has good position information,and is at a validated airport Distances annunciated in teet.

RAAS-OK ·m g reen) RAAS software enabled, functioning, hasgood position information,and is at a validated airport Distances annunciated in metres

RAAS-K AVSl amber) RAASsoftwareenabled, but the system either has no positioninformation, the accuracy of the position information is insufficientto allow RAASto function, or the aircraft is at an airport thai has notbeen validated for RAAS in the EGPWS Terrain Database.

RAAS-INH lam , RAAS software enabled, but the advisories have been inhibitedwith lhe activation of an external discrete

RAA5-RTO green) RAAS software enabled and functioning, but RAAS has detected

a Rejected Take-Off condition To clear this message,the aircraft

must be taxiedoff the runway area

RAAS-INOP ,be<) RM S software enabled but function is inoperative.

S TION FREQUENTLY

ASKED

QUESTIONS

Q. How doI know that theR S is enabled?

Perform anEGPWS self-test or select theTerrain Display fol

lowed by a change inthedisplayed range toa higher or lower

range . R S status isannunciated for two sweeps ofthe Terrain

Di splay. These functions available onlywhen aircraft ison the

ground.

Q. How can theflight crew determine which R S database is

currentlyloaded intheEGPWS computer ?

The R S status message ontheTerrain Display during the

EGPWS self-test see last question also displays theversion of

the currently installed database.

060-4241-000 • Rev.E-December 2003

V MKVIIEGPWSPilotGuide 89



FREQUENTLY

SKED

QUESTIONS

ONTINUED

90

Q. How cantheIlight crewdetermine if RAAS will workatthe

destination airportupon arrival?A RAAS status canbe displayed ontheTerrain Display only when

theaircraft isontheground . The crewshould checkin advance

ifthe destination airportis included intheRAAS database -see

answer tothenextquestion. Once ontheground atthedestina

tion airport, RAAS status canbe displayed ontheTerrain Display.

Q.How canthe Ilight crewdetermine what airports are enabled

for RAAS

A Details ofthe specific airports included intheRAAS database

andprocedures for operators to acquire the latest RAAS database

are provided ontheInternet atwww.egpws.com . Atelephone

number forvoice contact is included aswell.

Q.Who do I contact forhelp with a RAAS database issue suchas

adding anairportto theRAAS database , or a problem encoun

teredin theoperation ofRAAS at a particular airport?

A online form forRAAS discrepancies is provided onthe

Internet atwww.egpws .com. Atelephone number forvoice con

tact is included aswell.

877-436-2005 In U.S.

602-436-2005 Outside U S .

Q.How doI know what units are being usedfortheRAAS distance related advisories?

A. This information is provided during the EGPWS self-test audio

message or on theRAAS status message onthe terrain display

Q.How does RAAS account for temporary runway closures?

A RAAS doesnotinclude knowledge ofprevailing Notice toAir-

men NOTAM and therefore factors suchas closure of runways

isnot reflected byadvisories .Crews are assumed tobe cognizant

ofprevailing NOTAM andAutomatic Terminal Information Service

ATIS data. Similarly, dataon newlyconstructed runways or

changes to length ofexisting runways maynotnecessarily bein

cluded inthe RAAS runwaydatabase.

060-424 1-000 R ev. E - December 200,\

MK V MK VII EGPWSPilot Guide



FREQUENTLY

SKED

QUESTIONS

CONTINUED

Q.Whydoes RAAS provide anOn Taxiwayadvisoryon some run-

waysA The runway isnotyet in the RAAS database Crews arealways

required touse conventional means toascertain andconfirm po-

sition of runways

Q.Whydoesn t RAAS always provide anapproaching runwayad

visory when I am at the hold short line?

A The Advisory isalways provided ata fix distance from the

runwayedge atgroundspeeds below 10knots andinsome cases

thehold-short lines arenotpainted atpositions that correspond

to lCAO standards . RAAS does nothave knowledge ofground

markings

REVI TIONS AFE

ATC

EGPWS

GPWS

NOTAM

RAAS

RTO

TIPH

060-4241-000· Rev E- December 2003

MKV MKVIIEGPWS Pilot Guide

Above Field Elevation [ftl

Air Traffic Control

Enhanced Ground Proximity Warning System

Ground Proximity Warning System

Notice toAirmen

RunwayAwareness andAdvisory System

Rejected Take Off

Taxi Into Position and Hold

l



..J

..JIII

IIIZo

ll:

CZIIIIII

CZ0

x

IIIC

IIIIII0III..JD.

Dear Honeywell EGPWS Customer:

This form is a request for information that will allow Honeywell to notify you

of future updates to your Enhanced Ground Proximity Warn ing Sys tem. Please

complete the information below and fax the information sheet to Honeywell

at 4 5 885 87 or return via U.S.mail to:

Honeywell International Inc.

Attn: Sandra Slick

Technical Publications

p Box 97001Redmond W 98073-9701

CUSTOMER INFORM TION

Customer Contact: _

Company Name:

ShippingAddress: _

Phone Number: _

FaxNumber: _

E-mail Address: _

IRCR FT INFORM TION

Aircraft Model

EGPWSPart Number EGPWS Serial _

Aircraft Model

EGPWSPart Number EGPWS serial _

Aircraft Model

EGPWS Part Number EGPWS serial _

92

060-4241-000• Rev E- December2003

MKv MKVII PWSPllot uide



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