OPERATING MANUAL NAVIGATION 2A-34-10: General

NAVIGATION

2A-34-10: GeneralThe navigation system provides the flight crew with aircraft navigational control andinformation, and aural and visual alerts to prevent Controlled Flight Into Terrain (CFIT).

The flight environment data system and attitude and direction systems are integratedwith the SPZ-8500 Digital Automatic Flight Control System (DAFCS) and the RadioFrequency Management Unit (RFMU). The DAFCS is described in Chapter 2B: DigitalAutomatic Flight Control System. The RFMU is described in Section 2A-23-00:Communications. With respect to these two systems, only standby instrumentation iscovered in this section.

The Enhanced Ground Proximity Warning System (EGPWS) and Traffic / Aircraft Alertand Collision Avoidance System (TCAS / ACAS) are also integrated with the SPZ-8500DAFCS. Visual displays generated by the EGPWS and TCAS / ACAS systems areshown in limited fashion in this section. For an in-depth description and color illustrationsof various displays, please see Section 2B-02-00: Electronic Display System.

The navigation system is divided into the following subsystems:

• 2A-34-20: Flight Environment Data System

• 2A-34-30: Attitude and Direction System

• 2A-34-40: Enhanced Ground Proximity Warning System (EGPWS)

• 2A-34-50: Traffic / Aircraft Alert and Collision Avoidance System (TCAS / ACAS)

2A-34-20: Flight Environment Data System1. General Description:

The flight environment data system is a group of navigational subsystems thatsenses environmental conditions to determine and display aircraft attitude anddirection.

The following subsystems, units, and components together compose this system:

• Digital Air Data Computing System

• Pitot-Static System

• Static Air Temperature / Total Air Temperature (SAT / TAT) Sensing System

2. Description of Subsystems, Units and Components:

A. Digital Air Data Computing System:

(See Figure 2.)

The Digital Air Data Computing system consists of three (3) Micro Air DataComputers (MADCs). The MADC is a microprocessor unit that provides airdata information to the Central Display System (CDS), Flight ManagementSystem (FMS), Autopilot, the Full Authority Digital Engine Control (FADEC)system and other aircraft systems. Each MADC contains a sensing unitand associated electronics. There are two pneumatic input ports on thefront of the MADC that are used to receive pitot and static pressures. Anelectrical connector on the front of the MADC is used for electrical inputsand outputs.

The MADC receives static and total pressure from the pitot-static probes. Italso receives electronic signals from the TAT probes and the DisplayController (DC) BARO rotary switch.

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The MADC uses the input data to transmit the following data via the ASCBand the ARINC 429 digital databuses:

• Altitude

• Pressure

• Temperature

• Airspeed

• Mach Speed

• Vertical Speed

• Velocity Maximum Operating/Mach Maximum Operating (VMO/MMO)Speed

• Barometric Correction

• Display Data

• Fault Data

• Overspeed Data

• Source/Destination Identifier (SDI) Data

• Programmable Switch Data

B. Pitot-Static System:

(See Figure 4.)

The Pitot-Static system is designed to supply impact (pitot) andatmospheric (static) pressure to various aircraft instruments and electronicunits. These include the Standby Airspeed/Altitude Indicator (SAAI), theMADCs #1, #2, and #3, and the Cabin Pressure Acquisition Module(CPAM). The SAAI and the MADCs require both pitot and static pressure,however the CPAM only requires static pressure.

(1) Standby Altimeter/Airspeed Indicator (SAAI):

The SAAI provides backup altitude and airspeed information to theflight crew in the event of primary navigation systems and/ornavigation display failure. It is driven by the impact and atmosphericpressure inputs via the aircraft pitot-static system. It is mountedcentrally in the cockpit instrument panel for easy viewing by bothpilot and copilot.

The SAAI is powered from the Essential Flight Instruments buswhich is powered by the Left and Right Essential DC buses. TheLeft and Right Essential DC buses are backed up by the aircraftmain battery system. If the aircraft loses both the Left and RightEssential DC buses and the main batteries, the Essential FlightInstruments bus will be powered from Left and Right EmergencyBattery systems.

The altimeter portion of the SAAI provides a barometric settingsystem controlled by a knob labeled BARO to permit altimeter to beset to indicate field elevation at any existing ground level barometricpressure. The barometric zero setting is designed to showbarometric pressure in 0.01 inches of mercury (IN HG) and 1millibars (MB). The range of the SAAI is 22.00 to 30.99 IN HG (744to 1049 MB).

(2) Pitot-Static Probe:

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The Pitot-Static system receives air data from four aerodynamicallycompensated pitot-static probes. They are located on the aircraft’sexterior nose section. Each probe is equipped with an electricalheating elements to prevent icing during cold weather operations.

C. Static Air Temperature / Total Air Temperature (SAT / TAT) SensingSystem:

The Total Air Temperature (TAT) sensing system consists of two identicalTAT probes. The TAT probes provide the MADCs with ambient temperaturedata. The MADCs process this temperature data and disperses thisinformation to the various systems and instruments requiring this data.When the aircraft is on the ground, the TAT probe aspirated system is usedto route bleed air manifold air pressure to the TAT probes.

The Static Air Temperature (SAT) is calculated by the MADCs utilizing theinput from the pitot-static probes.

3. Controls and Indications:

(See Figure 1.)

A. Circuit Breakers (CBs):

The flight environment data system is protected by the following CBs:

CB: CB Panel: Location: Power Source:STBY ALT/AIRSPD POP D-9 ESS FLT INST BusL LWR PITOT HTR POP A-5 ESS ACL UPR PITOT HTR POP A-6 L STBY ACR LWR PITOT HTR CPOP A-5 R STBY ACR UPR PITOT HTR CONT CPOP A-6 ESS ACL LWR PITOT HTR CONT LEER D-5 L ESS DC BusL UPR PITOT HTR CONT LEER E-5 L MAIN DC BusR LWR PITOT HTR CONT REER D-12 R MAIN DC BusR UPR PITOT HTR CONT REER E-12 R ESS DC Bus

4. Limitations:

A. Flight Manual Limitations:

There are no limitations for the flight environment data system at the timeof this revision.

B. Other Limitations:

NOTE:

The basic indicator covers the following ranges:

• Airspeed: 60 to 450 knots

• Altitude: −1,000 to +55,000 feet. The +55,000 feetaltitude requirement is a minimum with nodegradation to +60,000 feet exposure. The unit isnot damaged if subjected to any range from −2,300to +70,000 feet.

• Baroset Correction: 22.00 to 30.99 IN HG (744 to1049 MB)

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Standby Altimeter/Airspeed Indicator

Controls And IndicationsFigure 1

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Digital Air Data ComputingSystem Simplified Block

DiagramFigure 2

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Standby Altimeter/Airspeed Indicator / Standby Attitude System Simplified BlockDiagramFigure 3

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2A-34-30: Attitude and Direction System1. General Description:

The attitude and direction system is a group of navigation subsystems thatdepend on magnetic forces or inertia to determine and display aircraft attitude anddirection.

The following subsystems, units, and components together compose this system:

• Standby Attitude System

• Standby Directional System

Pitot-Static System Simplified Block DiagramFigure 4

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2. Description of Subsystems, Units and Components:

A. Standby Attitude System:

(See Figure 8.)

In the event of loss of the primary navigation systems and their displays,standby attitude and Instrument Landing System (ILS) information isprovided to the flight crew through use of a Standby Horizon/ILS Indicator(SHII). The SHII is mounted centrally in cockpit instrument panel for easyviewing by both pilot and copilot.

In addition to regular gyro-attitude functions, the SHII provides ILS glideslope (G/S) and localizer (LOC) display from the VHF navigation receivers.The SHII also contains an integral inclinometer which indicates slip andskid.

The attitude presentation portion of the SHII consists of a +28V DCelectrically driven gyroscope. Gyroscopic vertical attitude is maintained bya mechanical erection system. When the gyroscope is rotating at maximumspeed, it will provide up to nine minutes of useful operation after loss of28V DC power.

The SHII is powered from the Essential Flight Instruments bus which ispowered by Left and Right Essential DC buses. The Left and RightEssential DC buses are backed up by the aircraft main battery system. Ifthe aircraft loses Left and Right Essential DC buses and the main batteries,the Essential Flight Instruments bus will be powered from Left and RightEmergency Battery systems.

The Standby Attitude system interfaces with the following systems:

• Lighting System: Supplies lighting and provides dimming (0 to 5VDC) capability.

• Navigation System: Supplies data over ARINC 429 bus fromNavigation Receiver No.1.

B. Standby Directional System:

(See Figure 5, Figure 6 and Figure 7.)

The Standby Directional system consists of the following components:

• Radio Magnetic Indicator (RMI)

• Flux Detector

• Magnetic Compensator

The RMI, in conjunction with the magnetic compensator and flux detector,provides standby backup compass heading information to the flight crew inthe event of primary navigation systems and/or navigation display failure.The system is also capable of providing backup Automatic Direction Finder(ADF) and Very High Frequency, Omni-Range (VOR) information. The RMIis mounted centrally in cockpit instrument panel for easy viewing by bothpilot and copilot. The magnetic compensator is located on the forwardbulkhead of the Left Electronic Equipment Rack (LEER). The flux detectoris located in the left wingtip.

The magnetic compensator provides power, magnetic interferencecompensation, and signal processing for the flux detector. Thecompensator drives the RMI flags and compass card based upon inputvalidity and BIT status. The compensator also removes small errors in flux

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detectors output signals caused by induced magnetic fields in aircraftstructure. The compensated analog heading signals are then routed to RMIwhere they are used as servo drive for the compass card.

The flux detector senses the horizontal component of the earth’s magneticfield. The detector outputs analog heading signals that are routed to themagnetic compensator and compass circuits. These heading signalsprovide RMI magnetic heading display information when the standby mode(STBY MODE) is selected.

The Standby Directional system interfaces with the following systems andLRUs:

• Lighting System: Supplies lighting and provides dimming (0 to 5VDC) capability.

• Inertial Reference System (IRS): Supplies heading data over theARINC 429 bus that is used for primary and alternate headingmodes.

• ADF System: Supplies data over the ARINC 429 bus that is used forthe #1 (ADF No. 1) and #2 (ADF No. 2) pointer in ADF position.

• Navigation System: Supplies data over the ARINC 429 bus that isused for the #1 (Navigation Receiver No. 1) and #2 (NavigationReceiver No. 2) pointer in VOR position.

• Fault Warning Computers (FWCs): Provides a discrete that will forcethe RMI into standby mode when a miscompare between IRU No.1and 2 is detected.




The attitude and direction system is protected by the following CBs:

CB: CB Panel: Location: Power Source:STBY HORIZON CPOP D-9 ESS FLT INST BusSTBY RMI POP E-9 ESS FLT INST Bus

4. Limitations:

A. Standby Flight Instruments:

When flight is predicated on the use of the Standby Flight Instruments, theflight crew shall check the position error correction in GV Airplane FlightManual Section 5: Performance.

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Remote MagneticIndicator (RMI) Simplified

Block DiagramFigure 5

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Radio Magnetic Indicator(RMI) Controls And

IndicationsFigure 6

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Radio Magnetic Indicator(RMI) Controls And

IndicationsFigure 7

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2A-34-40: Enhanced Ground Proximity Warning System (EGPWS)1. General:

A. Purpose:

The purpose of EGPWS is to provide the flight crew with advance auraland visual alerts of potential terrain danger, severe windshear conditionsand excessive deviation below an Instrument Landing System (ILS) verticalpath glideslope. EGPWS also provides aural warnings for descent belowestablished minimums, excessive bank angle, and altitude callouts duringfinal approach. These aural and visual alerts are designed to preventControlled Flight Into Terrain (CFIT).

Standby Horizon/ILS Indicator (SHII) Controls And IndicationsFigure 8

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B. General Description:

The EGPWS is a terrain awareness and warning system incorporatingterrain alerting and display functions. These functions use aircraftgeographic position, aircraft altitude, and a terrain database to predictpotential conflicts between the aircraft flight path and terrain, and to providegraphic displays of the conflicting terrain.

EGPWS improves basic GPWS through the following features:

• “Terrain Ahead” alerting based on FMS/GPS derived position dataand stored terrain data in the EGPWS computer.

• Terrain Awareness Display (TAD) presentation replacing theweather radar display on the navigation display, using theembedded terrain database.

• Unsafe terrain clearance alerting based upon aircraft positionrelative to airport.

The EGPWS computer is the heart of the EGPWS system. It contains aworld-wide terrain database with varying degrees of resolution. It alsocontains an airport database containing information on all hard-surfacerunways 3500 feet and longer having a published Instrument ApproachProcedure. Higher resolution database grids are used in close proximity toairports. Lower resolution database grids are used outside of airport areas.

The EGPWS computer automatically controls the normal operating modes(Modes 1-7), and Built-In Test (BIT) and monitoring functions. EnvelopeModulation is also incorporated in the computer to automatically providealerts and warnings tailored to certain geographic locations to reducenuisance warnings and/or provide added protection. The EGPWScomputer is located in the right electronic equipment rack. It receivespower from Phase B of the Left Main AC bus.

If desired by the flight crew, all EGPWS alerts (except windshear) can beinhibited through use of the GPWS ORIDE switch, located on eitherglareshield MASTER WARN panel.

C. Prioritization of Displays:

Prioritization of “pop-up” displays where the Terrain Awareness WarningSystem (TAWS) and the primary warning system share the same display isas follows:

Priority DescriptionHighest 1 Terrain Awareness Warning

2 Predictive Windshear Warning3 Terrain Awareness Caution4 Predictive Windshear Caution5 Standard Terrain Display

Lowest 6 Weather Radar

NOTE(S):

Recommended voice prioritization between the Class B TAWS and othersystems installed.

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Priority Description For Class B TAWSHighest 1 Reactive Windshear System Warning

2 Sink Rate “Pull Up” Warning (Excessive Rates of Descent)3 Terrain Awareness “Pull Up” Warning (FLTA)4 Predictive Windshear System Warning5 Minimums (Voice Callouts)6 Terrain Awareness Caution (FLTA)7 PDA (“Too Low Terrain”) Caution8 Altitude Callouts (Voice Callouts)9 Sink Rate (Excessive Rates of Descent)10 Don’t Sink (Negative Climb Rate or Altitude Loss After Takeoff)11 Predictive Windshear System Caution12 Approaching Minimums (Voice Callouts)13 Bank Angle (Voice Callouts)14 Reactive Windshear System Caution15 TCAS RA (“Climb”, “Descend”, etc.)

Lowest 16 TCAS TA (“Traffic, Traffic”)

NOTE(S):

Class B TAWS for operations under Part 91 of turbine-powered U.S.-registered aircraft configured with 6 or more passenger seats.

2. System Functions:

A. Terrain Clearance Floor (TCF):

(See Figure 9.)

The TCF alert function adds an additional element of protection to thestandard GPWS by alerting the flight crew of possible premature descentduring non-precision approaches regardless of aircraft configuration. Itcreates a terrain clearance envelope around the airport to provideprotection against CFIT situations beyond that of basic GPWS. TCF alertsare based on current aircraft location, nearest runway center point positionand radio altitude. TCF is active during takeoff, cruise and final approach.

The TCF alert mode compliments existing Mode 4 (Unsafe TerrainClearance) protection by providing an alert based on insufficient terrainclearance even when in the landing configuration. Alerts for TCF cause aTERRAIN icon to be displayed on the Primary Flight Display (PFD) and willannunciate an aural “TOO LOW, TERRAIN” callout. This aural callout willoccur two times when initial envelope penetration occurs and one timethereafter for each 20% degradation in radio altitude. The TERRAIN iconwill remain displayed on the PFD until the alert envelope is exited.

When landing at an airport with no approved approach procedure, or wherethe longest runway is less than 3500 ft in length, or the airport is notincluded in the Jeppesen database, EGPWS may generate a Terrain Alertand the Terrain Awareness Display (TAD). At these airports the TERRAINDISPLAY switch, located on the Standby Rudder/Yaw Damper panel, can

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be selected to OFF at the discretion of the flight crew to avoid nuisancealerts.

NOTE:

Basic GPWS Modes (1-6) and Windshear Mode (7)remain active when the TAD is inhibited.

B. Terrain Alerting:

(See Figure 10.)

Terrain Alerting predicts potential conflicts between the aircraft flight pathand the surrounding terrain and provides the flight crew with visual andaural alerts. To compute terrain awareness, the EGPWS computer usesaircraft geographic position, aircraft altitude, and a terrain database todetermine the relative position of the aircraft in relation to the surroundingterrain, generating a clearance envelope as far as one minute ahead of theaircraft. This envelope originates below the aircraft as an added margin ofsafety, and uses the TCF altitude for database interrogation.

When conditions are such as to generate a terrain caution or terrainwarning, specific icons appear on the PFD accompanied by specific auralcallouts. At the onset of a terrain caution, (approximately 60 seconds priorto potential terrain conflict), the Terrain Alerting function causes an amberTERRAIN icon to be displayed on the PFD and annunciates an aural“TERRAIN, TERRAIN” callout. This is repeated every seven seconds aslong as the aircraft is within the caution envelope. At the onset of a terrainwarning, (approximately 30 seconds prior to potential terrain conflict), theterrain alerting function causes red TERRAIN and PULL UP icons to bedisplayed on the PFD, and annunciates aural “TERRAIN, TERRAIN” and“PULL UP, PULL UP” callouts. The aural callout is repeated continuouslywhile the aircraft is within the warning envelope.

NOTE:

When any EGPWS alerts are in progress, all TCASmessages are inhibited.

C. Terrain Awareness Display (TAD):

(See Figure 11 and Section 2B-02-00: Electronic Display System.)

CAUTION

THE TERRAIN AWARENESS DISPLAY (TAD) ISINTENDED FOR USE ONLY AS AN ADVISORY TOTHE FLIGHT CREW OF POTENTIALLY THREATEN-ING TERRAIN AHEAD AND IN NO WAY SHOULD BEUSED FOR NAVIGATION OF THE AIRCRAFT, NORSHOULD IT BE USED FOR GUIDANCE IN STEERINGCLEAR OF TERRAIN.

In the event of a terrain alert, EGPWS will initiate TAD by forcing both thepilot and copilot display controllers to the MAP menu and selecting (boxing)GPWS. The TAD will then automatically appear (“pop up”) on thenavigation displays, defaulting to a 10 nautical mile scale. When the terrain

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alert has ceased, the flight crew may manually return the navigationdisplays to their original display using the display controller.

The TAD displays an image of surrounding terrain in varying patterns ofgreen, yellow and red to provide timely alerting and situational awarenessto the flight crew. The display image is generated from aircraft altitudecompared with terrain data in the EGPWS computer and representsspecific terrain separation with respect to the aircraft. Areas with no terraindata available are shown in low-density magenta. Terrain more than 2000feet below the aircraft is not displayed.

At the onset of a terrain caution, (approximately 60 seconds prior topotential terrain conflict), areas within ±90° of the aircraft track whereterrain penetrates the terrain caution envelope are shown in yellow. Theterrain alerting caution annunciations are also generated.

At the onset of a terrain warning, (approximately 30 seconds prior topotential terrain conflict), areas within ±90° of the aircraft track whereterrain penetrates the terrain warning envelope are shown in red. Theterrain alerting warning annunciations are also generated.

In order to avoid unwanted alerts, the TAD must be manually inhibited byselection of the TERRAIN DISPLAY switch to OFF when within 15 NauticalMiles (NM) of takeoff, approach or landing at an airport for which any of thefollowing conditions apply:

• The airport has no published instrument approach procedure (-104-104 software version only).

• The longest runway is less than 3500 ft in length.

• The airport is not in the Allied Signal database.

• QFE altimeter settings are used for approach and landing. With -208-208 or -210 -210 (or later approved version) software versioninstalled, there is NO requirement to select Terrain Display OFF forQFE approaches.

NOTE:

Basic GPWS Modes (1-6) and Windshear Mode (7)remain active when the TAD is inhibited.

3. Description Of Operating Modes:

A. Mode 1 - Excessive Descent Rate:

(See Figure 12.)

Mode 1 provides alerts and warnings for excessive descent rates withrespect to altitude Above Ground Level (AGL) and is active for all phases offlight. This mode has an inner and outer alert/warning boundary.Penetration of the outer boundary causes an aural “SINK RATE” callout tobe annunciated. Additional “SINK RATE” callouts will occur if penetrationincreases. Penetration of the inner boundary causes a red PULL UP icon tobe displayed on the PFD and annunciates an aural “PULL UP, PULL UP”callout, repeated continuously until the inner boundary is exited.

If a valid ILS glideslope front course signal is received and the aircraft isabove the glideslope beam, the outer sink rate boundary is desensitized toprevent unwanted alerts when the aircraft is safely capturing the glideslope

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(or repositioning to the glideslope beam) from above the beam.

B. Mode 2 - Excessive Closure To Terrain:

(See Figure 13 and Figure 14.)

Mode 2 provides alerts and warnings when rapidly rising terrain isencountered. It is based on combining radio altitude and vertical speed toderive a closure rate. Mode 2 alerts can occur during climb, cruise ordescent. It has two sub-modes; the active sub-mode being determined byaircraft configuration:

(1) Mode 2A:

Mode 2A is active during climbout, cruise and initial approach (flapsnot in landing configuration and aircraft not on the glideslope beam).The upper boundary of the envelope varies as a function of aircraftspeed, with increased alert times at higher speeds.

If the aircraft penetrates the Mode 2A alerting envelope, an amberTERRAIN icon is displayed on the PFD and EGPWS annunciatesan aural “TERRAIN, TERRAIN” callout. If the aircraft penetrates thewarning envelope, EGPWS causes a red PULL UP icon to bedisplayed on the PFD and annunciates an aural ″PULL UP, PULLUP” callout, repeated continuously until the inner boundary is exited.

Upon exiting the warning envelope, if the terrain closure continuesto decrease, the aural “TERRAIN, TERRAIN” callout will beannunciated until the terrain clearance stops decreasing. In addition,the TERRAIN icon will be displayed on the PFD until the aircraft hasgained 300 feet of barometric altitude, 45 seconds has elapsed, orthe altimeter loses track.

(2) Mode 2B:

Mode 2B provides a desensitized alerting envelope to permit normallanding approach maneuvers close to terrain without unwantedalerts. It is automatically selected with flaps in the landingconfiguration or when making an ILS approach with glideslope andlocalizer deviation of less than 2 dots. It is also active during the firstsixty seconds after takeoff.

During an approach, if the aircraft penetrates the Mode 2B envelopewith either landing gear or flaps not in the landing configuration,EGPWS causes an amber TERRAIN icon to be displayed on thePFD and annunciates an aural “TERRAIN, TERRAIN” callout. If theaircraft continues to penetrate the envelope, EGPWS causes a redPULL UP icon to be displayed on the PFD and annunciates an aural″PULL UP, PULL UP” callout, repeated continuously until theenvelope is exited.

If the aircraft penetrates the Mode 2B envelope with both landinggear and flaps in the landing configuration, EGPWS causes anamber TERRAIN icon to be displayed on the PFD and annunciatesan aural “TERRAIN, TERRAIN” callout, repeated until the envelopeis exited.

C. Mode 3 - Altitude Loss After Takeoff:

(See Figure 15.)

Mode 3 provides warnings for significant altitude loss after takeoff or low

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altitude go-around (less than 245 feet AGL), with landing gear or flaps notin the landing configuration. The amount of altitude loss permitted beforean alert is given is a function of the height of the aircraft above the terrain.Mode 3 is available until the EGPWS computer determines that the aircrafthas climbed past the takeoff phase of flight.

If there is a significant altitude loss after takeoff or during a low altitudego-around, EGPWS annunciates an aural “DON’T SINK” callout. Thecallout is only annunciated twice unless excessive altitude loss continues.Upon reestablishing a positive rate of climb, the aural callout ceases.

D. Mode 4 - Unsafe Terrain Clearance:


Mode 4 provides alerts for insufficient terrain clearance with respect tophase of flight and speed. Mode 4 exists in three sub-modes, 4A, 4B and4C. A Mode 4 alert occurs when the envelope is first penetrated.

NOTE:

The Envelope Modulation feature is active duringMode 4 operation to automatically provide alerts andwarnings tailored to certain geographic locations,reducing nuisance warnings and/or providing addedprotection.

(1) Mode 4A:

Mode 4A is active during cruise and approach with the landing gearnot in the landing configuration. This provides alerting in instanceswhere terrain is not rising significantly or the aircraft is notdescending excessively. During approach, alerting is provided toprevent an unintentional gear-up landing.

A Mode 4A alert causes an amber TERRAIN icon to be displayed onthe PFD and annunciates an aural “TOO LOW, TERRAIN” callout.This alert occurs at 1,000 feet AGL and lower, depending on aircraftspeed. Subsequent alert callouts occur only if penetration of theenvelope increases by 20%. Mode 4A alerts cease when theenvelope is exited.

Below 500 feet AGL and less than 190 Knots Calibrated Airspeed(KCAS), a Mode 4A alert causes an amber TERRAIN icon to bedisplayed on the PFD and annunciates an aural “TOO LOW, GEAR”callout. Subsequent “TOO LOW, GEAR” callouts occur only ifpenetration of the envelope increases by 20%.

(2) Mode 4B:

Mode 4B is also active during cruise and approach, but with thelanding gear down and the flaps not in the landing configuration.

A Mode 4B alert causes an amber TERRAIN icon to be displayed onthe PFD and annunciates an aural “TOO LOW, TERRAIN” callout.This alert occurs at 1,000 feet AGL and lower, depending on aircraftspeed. Subsequent alert callouts occur only if penetration of theenvelope increases by 20%.

Below 245 feet AGL and less than 160 KCAS, a Mode 4B alertcauses amber TERRAIN icon to be displayed on the PFD and

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annunciates an aural “TOO LOW, FLAPS” callout. Mode 4B alertscease when the envelope is exited.

If desired, the flight crew may inhibit the “TOO LOW, FLAPS” calloutthrough selection of the GPWS / GND SPLR FLAP ORIDE switch,located on the cockpit pedestal, to ON.

(3) Mode 4C:

Mode 4C is active during the takeoff or go-around (less than 245feet AGL) phase of flight with either the landing gear or flaps not inthe landing configuration. It is based on a Minimum TerrainClearance (MTC), or floor, that increases with radio altitude duringtakeoff. Mode 4C alerts the flight crew when the terrain is risingmore steeply than the aircraft is climbing.

At takeoff, the MTC is zero feet. As the aircraft climbs, the MTC isincreased to 75% of aircraft current radio altitude, computed byaveraging the previous 15 seconds radio altitude. This value islimited to 500 feet AGL when airspeed is 190 KCAS or less.

If airspeed is greater than 190 KCAS, the MTC increases linearlywith increasing airspeed up to 250 KCAS. Above 250 KCAS theMTC is limited to 1,000 feet AGL.

If radio altitude decreases to the value of the MTC, an amberTERRAIN icon is displayed on the PFD and an aural “TOO LOW,TERRAIN” callout is annunciated.

E. Mode 5 - Excessive Glideslope Deviation:

(See Figure 19.)

Mode 5 provides two levels of alerting if the aircraft flight path descendsbelow the glideslope. The first alert occurs whenever the aircraft is morethan 1.3 dots below the beam and is called a “soft” alert because thevolume level is reduced. A second alert occurs below 300 feet radio altitudewith greater than 2 dots deviation and is louder or “hard”. The glideslopeupper altitude limit is a function of descent rate and varies from 500 feetAGL for level flight and climbs up to 1000 feet AGL for descent ratesgreater than 500 Feet Per Minute (FPM). This allows glideslope capturefrom below the beam, between 500 and 1,000 feet AGL, without unwantedalerts.

Alerts for Mode 5 activate the ″BELOW G/S″ annunciator on bothglareshield MASTER WARN PANELS and annunciate an aural″GLIDESLOPE″ callout. Only two “GLIDESLOPE” callouts are annunciatedwhile in the Mode 5 outer “soft” envelope. If the condition worsens, twomore “GLIDESLOPE” callouts annunciate at a faster rate. This patterncontinues until the inner “louder” area is penetrated (2 dots below orgreater deviation, below 300 feet AGL) at which time the “GLIDESLOPE”callouts become louder and continuous.

Below 150 feet AGL, glideslope alerting is desensitized to reduce thepossibility of nuisance alerts.

To permit maneuvering on final approach with an unreliable glideslope,Mode 5 alerts can be inhibited by depressing the Glideslope Inhibit switch,labeled G/S INHIBIT, on either glareshield MASTER WARN panel.Glideslope inhibiting can occur below 2,000 feet AGL and is automaticallyreset before the next approach, provided the aircraft has descended below

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30 feet AGL, climbs above 2,000 feet AGL, or the ILS receiver ismomentarily detuned from the ILS frequency.

F. Mode 6 - Advisory Callouts:

The Mode 6 function provides altitude callouts as the aircraft descendsthrough pre-defined altitudes and through the manually-input descentreference points of either Decision Height (DH) or Minimum DescentAltitude (MDA). It also provides a bank angle callout during all phases offlight.

Mode 6 provides aural callouts only. No visual alerts are given. Altitudecallouts are annunciated only once per approach.

NOTE:

See Section 2B-00-00: Digital Automatic Flight Control System, for visualalerts generated for display by the radio altimeter system in conjunctionwith advisory callouts.

NOTE:

Callouts described in (1) through (3) below are validunless the aircraft is placarded otherwise for differentcallouts. The specific callouts can be verified byinitiating a long self-test. This is accomplished while onthe ground with electrical power applied. TEST isselected on the display controller, followed by pressingand holding the GPWS key for three (3) to four (4)seconds.

(1) Altitude Callouts:

• ONE THOUSAND - Occurs At 1,000 Feet AGL

• FIVE HUNDRED- Occurs At 500 Feet AGL

• FOUR HUNDRED - Occurs At 400 Feet AGL

• THREE HUNDRED - Occurs At 300 Feet AGL

• TWO HUNDRED - Occurs At 200 Feet AGL

• ONE HUNDRED - Occurs At 100 Feet AGL

• FIFTY - Occurs At 50 Feet AGL

• FORTY - Occurs At 40 Feet AGL

• THIRTY - Occurs At 30 Feet AGL

• TWENTY - Occurs At 20 Feet AGL

• TEN - Occurs At 10 Feet AGL

If desired by the flight crew, altitude callouts can be inhibited throughthe use of the RAD ALT VOICE ORIDE switch, located on eitherglareshield MASTER WARN panel.

(2) Minimums Callouts:

At DH (or MDA) plus 100 feet, an aural ″APPROACHINGMINIMUMS″ callout will occur once. When reaching DH (or MDA),an aural ″MINIMUMS″ callout will occur once.

(3) Bank Angle Callout:

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(See Figure 20.)

The aural ″BANK ANGLE, BANK ANGLE″ callout advises of a rollattitude that is excessive for the flight conditions. The callout occursat 40 degrees above 150 feet AGL. Below 150 feet AGL the calloutthreshold is reduced progressively with altitude. Below 30 feet AGLthe callout occurs at 10 degrees and is inhibited below 5 feet AGL.

G. Mode 7 - Detection Of Severe Windshear:

(See Figure 21.)

Mode 7 is designed to provide alerts and warnings if the aircraft encounterssevere windshear. It is active between 10 and 1,500 feet AGL and duringtakeoff, final approach and go-around.

Windshear caution alerts are annunciated if the windshear consists of anincreasing headwind (or decreasing tailwind) and/or a severe updraft,which may precede an encounter with a microburst. In the event of awindshear caution, an amber WINDSHEAR icon is displayed on the PFDand an aural “WINDSHEAR, WINDSHEAR, WINDSHEAR” callout isannunciated. The alert remains active for as long as the aircraft remainsexposed to an increasing headwind and/or updraft condition in excess ofthe alert threshold.

Windshear warnings are annunciated if the windshear consists of adecreasing headwind (or increasing tailwind) and/or a severe downdraft. Inthe event of a windshear warning, a red WINDSHEAR icon is displayed onthe PFD and an aural “WINDSHEAR, WINDSHEAR, WINDSHEAR” calloutis annunciated. The aural callout will not repeat unless another, separate,severe windshear event is encountered. The WINDSHEAR icon remainsdisplayed for as long as the aircraft remains exposed to a decreasingheadwind and/or downdraft condition in excess of the alert threshold. Thealert threshold is adjusted as a function of available climb performance,flight path angle, airspeeds significantly different from normal approachspeeds, and unusual fluctuations in static air temperature typicallyassociated with the leading edge of microbursts.


(See Figure 22, Figure 23 and Figure 24. and Section 2B-02-00: ElectronicDisplay System)


The EGPWS is protected by the following Circuit Breakers (CBs):

CB: CB Panel: Location: Power Source:GPWS POP G-2 L MAIN AC Bus

A. Crew Alerting System (CAS) Messages:

CAS messages associated with EGPWS are:

Area Monitored: CAS Message: Message Color:GPWS Computer GPWS FAIL Blue

GPWS Computer WINDSHEAR FAIL(See NOTE 1) Blue

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NOTE(S):

(1) Normally displayed before engine start until AOA heat is selected ON.

5. Limitations:


(1) Pilot’s Manuals:

The Allied Signal Enhanced Ground Proximity Warning SystemPilot’s Guide, 060-4241-000, Revision D, dated March 2000 (or laterapproved revision appropriate to the software version below) shallbe immediately available to the pilots for -208 -208 and -210 -210software versions.

(2) Clearance:

Pilots are authorized to deviate from their current Air Traffic Control(ATC) clearance to the extent necessary to comply with an EGPWSwarning.

(3) Navigation:

Navigation is not to be predicated upon the use of the TerrainDisplay.

(4) Database:

The EGPWS database, displays and alerting algorithms currentlyaccount for man-made obstructions.

(5) Terrain Display:

The Terrain Display is intended to serve as a situational awarenesstool only, and may not provide the accuracy and/or fidelity on whichto solely base terrain avoidance maneuvering.

Terrain Display shall be selected OFF when within 15 NM of landingat an airport when:

• The airport has no published instrument approach procedure(-104 -104 software version only).

• The longest runway is less than 3500 ft in length.

• The airport is not in the Allied Signal database.

• QFE altimeter settings are used for approach and landing.With -208 -208 or -210 -210 (or later approved version)software version installed, there is NO requirement to selectTerrain Display OFF for QFE approaches.

(6) TAWS:

The production EGPWS installation meets the requirements forClass A TAWS as defined in Advisory Circular AC 25-23.

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Terrain Clearance FloorFigure 9

Terrain Alerting AreaFigure 10

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Terrain Awareness AreaFigure 11

Excessive Descent Rate EnvelopeFigure 12

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Excessive Closure To Terrain Envelope (Mode 2A)Figure 13

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Excessive Closure To Terrain Envelope (Mode 2B)Figure 14

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Altitude Loss After Takeoff EnvelopeFigure 15

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Unsafe Terrain Clearance Envelope (Mode 4A)Figure 16

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Unsafe Terrain Clearance Envelope (Mode 4B)Figure 17

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Unsafe Terrain Clearance Envelope (Mode 4C)Figure 18

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Excessive Glideslope Deviation EnvelopeFigure 19

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Excessive Bank Angle EnvelopeFigure 20

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Windshear Alerting EnvelopeFigure 21

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TERRAIN DISPLAY SwitchFigure 22

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GPWS/GND SPLR FLAP ORIDE SwitchFigure 23

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2A-34-50: Traffic / Aircraft Alert and Collision Avoidance System (TCAS /ACAS)

1. General Description:

The Honeywell Traffic / Aircraft Alert and Collision Avoidance System (TCAS-2000/ ACAS) is production installed on all GV airplanes. The system currently usesACAS software version 7.0. Software version 7.0 is required for operation withinEuropean airspace. It is expected that all TCAS equipped airplanes will beequipped with version 7.0. This system description presumes the installation ofsoftware version 7.0.

TCAS/ACAS provides the flight crew with notifications of the presence of othertransponder equipped traffic in the vicinity that may present a collision hazard.

Glareshield MASTER WARN PanelFigure 24

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TCAS/ACAS can track up to fifty (50) airplanes simultaneously. The systemprovides aural alerts to the presence of traffic, visual plots on cockpit displays ofthe relative location of other airplanes, and aural and visual cues for evasivemaneuvers if collision is imminent. If both converging airplanes are equipped withTCAS/ACAS and Mode S transponders, the systems mutually coordinate evasivemaneuvers to ensure diverging flight paths.

The system functions as a low-powered airborne equivalent of the ground-basedATC system, interrogating and receiving replies from the transponders of otherairplanes. Transponder replies are used to plot the position of traffic, and for trafficwith Mode C and Mode S transponders, the altitude of the target is alsodetermined.

TCAS / ACAS consists of the following subsystems / components as shown in thesimplified block diagram in Figure 25:

• Two antennas, one on the top and one on the bottom of the airplane, eachlocated on airplane centerline forward of the main cabin door.

• Dedicated system computer

• Cockpit displays

• Radio Frequency Management Unit (RFMU) with Mode S ATCTransponder

The directional antennas interrogate and receive the transponder signals of otherairplanes and also continuously transmit a high speed data code (squitter) toTCAS / ACAS equipped airplanes. Transponder responses from other airplanesare processed in the TCAS / ACAS computer to determine relative closure vectorsfor traffic within the defined alerting envelope. The alerting envelope has altitudelimit values that may be modified with selections made on the RFMU.

The TCAS / ACAS computer communicates traffic information to the DisplayControllers (DCs) and Symbol Generators (SGs) for subsequent display on thecockpit EFIS units. The TCAS / ACAS display is automatically selected to the NAVdisplay on airplane power up. The flight crew may deselect the TCAS / ACASdisplay by using the Line Select Keys (LSKs) on the MAP menu of the DCs. TheTCAS / ACAS traffic display may also be shown on the CAS screen (DU #4) byselecting TCAS / ACAS on the SYSTEMS menu on either DC. The TCAS / ACAStraffic display will automatically “pop up” on DU #4 whenever conflicting trafficpenetrates the TCAS / ACAS alert envelope. Although the system tracks up to fifty(50) airplanes, only fifteen (15) airplane targets may be displayed at one time dueto the limitations of the SGs.

The TCAS / ACAS computer has an internal synthetic voice component thatannunciates the presence of traffic over cockpit speakers and interphone. If thecomputer determines that an airplane presents an imminent collision hazard, thesynthetic voice directs the flight crew to make changes in the vertical speed of theairplane to avoid the conflict. Any evasive maneuver directed by the TCAS / ACAS

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computer is shown on the Primary Flight Display (PFD) in a cue format that guidesthe flight crew to a safe separation distance.

NOTE:

TCAS / ACAS displays and alert messages are toolsto increase flight crew situational awareness. Othertools include windshear and other EGPWS alerts.Displays and annunciations are prioritized so that anywindshear alert will override a EGPWS or TCAS /ACAS alert, and any EGPWS alert will override aTCAS / ACAS alert. In instances where TCAS / ACASalerts are overridden, only Traffic Advisories aredisplayed and aural messages are temporarilyinhibited.

2. Subsystems, Units and Components:

A. TCAS / ACAS Antennas:

Two antennas (upper and lower) antennas are installed. The antennas(shown in Figure 31) are directional receivers and omni-directionaltransmitters operating in the L-Band of the radio spectrum. A signalstrength algorithm in the computer determines which antenna is used forbest system operation. Using the directional features of the antennas andthe elapsed time between interrogation and reply, the system computerdetermines bearing and distance to the other airplane transponder. If thereceived transponder signal is from an airplane with Mode C or Mode S,the altitude encoded in the signal is used to locate the airplane in threedimensions. Since TCAS / ACAS transmits and receives on the samefrequency as the ATC system, a pulse suppression circuit is incorporated toprevent the TCAS / ACAS antennas from transmitting simultaneously withthe onboard transponder.

B. TCAS / ACAS Computer:

The TCAS / ACAS computer is installed in the right electronic equipmentrack, and is powered by the Left Main 28V DC bus. The computer usestransponder replies received from other airplanes to monitor flight pathtracks and determine potential conflicts. Conflicts are detected bycomparing airplane range versus range closure rate and airplane altitudeversus altitude closure rate. TCAS / ACAS can exchange data with otherairplanes having Mode S transponders at a range of forty nautical miles (40NM) and can detect (but not communicate with) Mode S airplane targets upto one hundred twenty miles (120 NM). For airplane targets with Mode A orMode C transponders, the range is twenty nautical miles (20 NM).

A TCAS / ACAS alerting envelope is formulated based upon the amount oftime available to the flight crew for evasive maneuvers at computed closurerates. The alerting envelope is a three-dimensional space surrounding theairplane that varies in size and sensitivity with altitude. Sensitivity levelsdetermine the alarm time, size of the protected area and the verticalthreshold for alerts. At higher altitudes the sensitivity level is expanded toprovide a larger protected area since traffic density is lower (and travellingat higher speeds). A protected area is defined by closure rate to a ClosestPoint of Approach (CPA). The protected area is expanded at close range to

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compensate for low closure rates, for example when two airplanes are onsimilar flight tracks at similar speeds, but the tracks differ sufficiently for theairplane tracks to converge at some point at a low closure rate. The verticalthreshold of the protected area is expanded slightly at higher altitudescorresponding with higher sensitivity levels. TCAS / ACAS software version7.0 is compliant with RVSM (Reduced Vertical Separation Minimums),therefore the envelope size is predicated on vertical separations of 1,000feet below FL 420 and vertical separation of 2,000 feet above FL 420. Formore specific information, consult the Honeywell Traffic Alert and CollisionAvoidance System (TCAS) Pilot’s Guide, publication number C28-3841-005-00, dated September 1999 (or later approved revision).

If TCAS / ACAS determines that another airplane’s track will close withinthe defined caution envelope, a Traffic Advisory in the format of an auralmessage of “TRAFFIC, TRAFFIC” is annunciated over cockpit speakersand interphones. Concurrently with the aural alert, the TCAS / ACASdisplay will automatically “pop up” on DU #4 (the systems CAS display)with conflicting traffic represented as a solid amber circle on the TCAS /ACAS display. If traffic continues to close to within the warning envelope,the traffic is displayed as a solid red square on the TCAS / ACAS displayaccompanied by an aural message instructing the flight crew to takeevasive action. Visual cues are presented on the Primary Flight Display(PFD) directing a change or restriction in vertical speed to avoid collision.The aural instructions and PFD cues are termed Resolution Advisories(RAs). After completion of the avoidance maneuver and traffic separationdistances increase beyond the alerting envelope, an aural message“CLEAR OF TRAFFIC” is sounded, signalling the flight crew that they mayreturn to the previously assigned flight parameters. Traffic Advisories andResolution Advisories with accompanying display characteristics arediscussed in the Cockpit Displays and Aural Messages section below.

WARNING

DO NOT RELY SOLELY ON TCAS / ACAS OR AIRTRAFFIC CONTROL FOR COLLISION AVOIDANCE:

• TCAS / ACAS CANNOT DETECT AIRPLANESWITH INOPERATIVE OR NON-ICAOCOMPLIANT TRANSPONDERS

• TCAS / ACAS REQUIRES A VALID ON-BOARDMODE S TRANSPONDER, A VALIDBAROMETRIC ALTIMETER SOURCE AND AVALID RADIO ALTIMETER SOURCE

• TCAS / ACAS CAN PROVIDE RESOLUTIONADVISORIES ONLY FOR AIRPLANES WITHOPERATING ICAO COMPLIANTTRANSPONDERS WITH ALTITUDE REPORTINGFUNCTIONS

• FOR AIRPLANES WITH ICAO TRANSPONDERSWITHOUT ALTITUDE REPORTING FUNCTIONS,

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TCAS / ACAS CAN ONLY PROVIDE TRAFFICADVISORIES

WARNING

TCAS / ACAS MAY NOT ALWAYS INHIBITRESOLUTION ALERT MANEUVER COMMANDS INFLIGHT REGIMES THAT MAY SIGNIFICANTLYREDUCE STALL MARGINS. EXAMPLES ARE:

• BANK ANGLES EXCEEDING 15°

• ENGINE OUT (CREW SHOULD SELECTTRAFFIC ADVISORIES ONLY ON DISPLAYS)

• ABNORMAL CONFIGURATIONS - SUCH ASGEAR UNRETRACTED WHICH WOULD LIMITAIRPLANE PERFORMANCE

• OPERATION AT TEMPERATURES BEYOND ISASTANDARDS - ± 27.8°C (50°F)

• SPEEDS BELOW NORMAL OPERATINGSPEEDS

• AT BUFFET MARGINS LESS THAN 0.3 “G”

• DURING A TCAS / ACAS TO TCAS / ACASSENSE REVERSAL

C. Cockpit Displays and Aural Messages:

The TCAS / ACAS display on Display Unit (DU) #4 (CAS) is a map viewwith a range of five (5) miles. At the center of the display is an airplane iconsurrounded by a ring of twelve (12) dots at a range of two (2) miles. Thedots represent clock positions and are shown as an aid in sighting detectedtraffic. See the illustration in Figure 26.

When selected to the cockpit NAV displays, TCAS / ACAS is in MAP modeand the range may by adjusted with the weather radar range controls onthe DCs. A typical display is shown in Figure 27. If TCAS / ACAS is trackinga target that is outside of the selected display range, the target will beshown at the perimeter of the display with only half (½) of the appropriatesymbol visible. Although the maximum traffic detection range for TCAS /ACAS is 120 NM in front of the airplane and 15 NM behind the airplane, asmaller range setting offers better traffic discrimination in high densityairspace.

TCAS / ACAS symbology is the same on both the DU #4 and NAV displays.Traffic is represented in different icon shapes and colors corresponding tothe potential threat of collision:

• " - a red square represents a Resolution Alert (RA) for conflictingtraffic that poses a collision danger within 15 to 35 seconds

• * - an amber circle represents a Traffic Alert (TA) for conflictingtraffic that poses a collision danger within 20 to 48 seconds

• k - a cyan (blue) diamond represents proximate traffic that is within± 1,200 feet of airplane altitude, but whose projected track does notpose a collision danger

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• j - a hollow cyan diamond represents other traffic more than ±1,200 feet from airplane altitude that does not hazard the airplane

When the detected traffic is equipped with a functioning Mode C or Mode Stransponder, a two digit display of the altitude of the traffic in hundreds(100’s) of feet accompanies the symbol. If the traffic is above airplanealtitude, the two digits are shown above the symbol and preceded by a plus(+) sign, and if the traffic is below the airplane the digits are placed belowthe symbol and preceded by a minus (−) sign. For example, k+13

represents proximate traffic 1,300 feet above the airplane, whilek−08symbolizes proximate traffic 800 feet below the airplane. If thedetected traffic is climbing or descending more than 500 feet per minute(FPM), an arrow is placed to the right of the symbol pointing in the directionof altitude change. Examples are k↓+13 and k↑−08.

If TCAS / ACAS is unable to determine the bearing of a target, theappropriate color coded symbol will be shown at the lower center of thedisplay with altitude information if available. Failure to determine targetbearing is most likely due to high bank angles masking antenna functions.Bearing information is usually available as soon as bank angle ismoderated.

The flight crew may choose to have the traffic altitude displayed in absolutealtitude rather than as a relative altitude difference from the airplane. Ifabsolute altitude is selected, the traffic symbol is accompanied by thealtitude readout reported by the ATC transponder. Absolute altitude revertsto relative altitude after 10 seconds.

The altitude range for TCAS / ACAS traffic surveillance is normally limitedto ±2700 feet of airplane altitude (NORM on the RFMU TCAS / ACAScontrol page). The altitude envelope may be expanded above and belowthe normal range with selections on the RFMU. If ABOVE is selected, theenvelope is set between −2,700 feet and +7,000 feet. If BELOW isselected, the envelope is set between +2,700 feet and −7,000 feet.

If the closest point of approach of any traffic is near enough to generate aRA, avoidance maneuver cues will automatically be displayed on bothPFDs accompanied by aural instructions. An RA as presented on the PFDis shown in Figure 29. The Flight Director command bars are removed fromview and the PFD will display climb or descent rates to avoid in the formatof a red outlined trapezoid above, below or above and below the airplanesymbol on the PFDs. The trapezoid enclosed areas represent verticalspeeds that lead to a potential collision. A fly-to target in the form of arectangular box outlined in green is displayed representing the desiredairplane vertical speed for collision avoidance. The airplane should bemaneuvered so that the airplane symbol on the PFD is within the greenfly-to box. A RA that does not require modification of present vertical speedis termed a “preventative” RA, and in this case a green fly-to box is notshown, only the red vertical speed avoidance cues are presented.

The airplane symbol on the PFD is normally yellow, however during a RAdisplay, the airplane symbol will be red if the airplane is flown in the verticalspeed area(s) outlined in the red trapezoid(s), and colored green if theairplane is flown within the vertical speeds defined by the green fly-to box.

The RA vertical speed commands are programmed to be within theairplane performance capability and should usually only require altitude

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changes of 300 to 500 feet and loads of ¼ ″G″ or less.

The display of RA guidance on the PFD and the MAP mode depiction of RAtraffic on the NAV / CAS displays are accompanied with aural commands toemphasize the evasive maneuver. The TCAS / ACAS aural commands aretabulated below:

Aural Command Meaning“MONITOR VERTICAL SPEED -MONITOR VERTICAL SPEED”

Keep vertical speed outside of theranges defined by the red trapezoid(s)on the PFD.

“CLIMB - CLIMB” Promptly establish a rate of climb of1,500 FPM or more.

“CLIMB, CROSSING CLIMB - CLIMB,CROSSING CLIMB”

Promptly establish a rate of climb of1,500 FPM or more for a climb that willcross the flight path of conflicting traffic.

“DESCEND - DESCEND” Promptly establish a rate of descent of1,500 FPM or more.

“DESCEND, CROSSING DESCEND -DESCEND, CROSSING DESCEND”

Promptly establish a rate of descent of1,500 FPM or more for a descent thatwill cross the flight path of conflictingtraffic.

“REDUCE DESCENT - REDUCEDESCENT”

Promptly reduce descent rate to matchthe rate shown in the green outlinedrectangle on the PFD.

“REDUCE CLIMB - REDUCE CLIMB” Promptly reduce climb rate to match therate shown in the green outlinedrectangle on the PFD.

“CLIMB, CLIMB NOW - CLIMB, CLIMBNOW”

(Following a DESCEND advisory whencircumstances require a reversal ofdirection.) Promptly establish a rate ofclimb of 1,500 FPM or more.

“DESCEND, DESCEND NOW -DESCEND, DESCEND NOW”

(Following a CLIMB advisory whencircumstances require a reversal ofdirection.) Promptly establish a rate ofdescent of 1,500 FPM or more.

“INCREASE CLIMB - INCREASECLIMB”

Promptly increase rate of climb to 2,500FPM or more.

“INCREASE DESCENT - INCREASEDESCENT”

Promptly increase rate of descent to2,500 FPM or more.

“ADJUST VERTICAL SPEED, ADJUST” Adjust vertical speed to the rangedisplayed on the PFD.

“MAINTAIN VERTICAL SPEED,MAINTAIN”

Maintain current climb or descent rate asshown on PFD to ensure trafficseparation.

“MAINTAIN VERTICAL SPEED,CROSSING MAINTAIN”

Maintain current climb or descent rate asshown on PFD to ensure trafficseparation - maneuver requires crossingflight path of conflicting traffic.

“CLEAR OF CONFLICT” Promptly return to and / or maintain lastassigned flight profile.

NOTE:

TCAS / ACAS visual and aural alerts are restricted incertain areas of the airplane operating envelope:

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• No CLIMB commands are issued when theairplane cannot maintain a climb rate of 1,500FPM.

• No INCREASE CLIMB commands are issuedwhen the airplane cannot achieve a climb rate of2,500 FPM.

• No INCREASE DESCENT commands are issuedat altitudes less than 1,450 feet AGL (radioaltitude).

• No DESCEND commands are issued whenclimbing at altitudes less than 1,200 feet AGL ordescending at less than 1,000 feet AGL (radioaltitude).

• No Resolution Advisories are issued when climbingat altitudes less than 1,100 feet AGL or descendingat less than 900 feet AGL (radio altitude).

• No Aural Traffic Advisories are issued at altitudesless than 500 feet AGL (radio altitude).

• No Visual Traffic Advisories are issued for trafficwith a transponder altitude readout of less than 380feet AGL.

• In high density traffic areas, TCAS / ACAS reducestransponder interrogation power in order to limitinterference with the ATC system. As a result,some targets at the outer perimeter of systemsurveillance range will not be shown on cockpitdisplays.

A. Radio Frequency Management Unit (RFMU) and Mode S ATCTransponder:

Two Collins RTU-4280 Radio Frequency Management Units (RFMUs) areinstalled in the cockpit center console, one for each crew position. TCAS /ACAS selections are made by pressing the TCAS function key. Pressingthe function key will access the TCAS main display page. See Figure 30 foran illustration of the TCAS main display page on the RFMU. From the maindisplay page, menu items may be selected with LSK entries. Availableoptions are:

• MODE selections for Traffic Advisories and Resolution Advisories(TA / RA), Traffic Advisories only (TA ONLY) or Standby (STBY)

• ALT selections for display of absolute altitude (ABS) or relativealtitude (REL) for TCAS / ACAS targets with Mode C or Mode Stransponders (the ABS reverts to REL after 20 seconds)

• TRAFFIC selection to display other traffic that is determined not tobe a collision hazard (ON) or OFF (threat traffic only displayed)

• Selection of envelope altitude parameters for monitoring TCAS /ACAS traffic. ABOVE sets the envelope from 2,700 feet below theairplane to 7,000 feet above, BELOW sets monitoring between2,700 feet above to 7,000 feet below the airplane, and AUTO setsthe envelope between 2,700 feet above and 2,700 feet below the

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airplane.

• RANGE window displays range values set by use of either tuningknob. Depending on configuration, those ranges may be:

• 6 / 12 NM

• 6 / 12 / 20 / 40 NM

• 3 / 5 / 10 / 20 / 40 NM

• 5 / 10 / 20 / 40 NM

• TEST will initiate a system self-test that may be accomplished in theair or on the ground. If the airplane is on the ground and the TESTLSK is pushed and held in, a longer maintenance test will beinitiated. Either the short or long test will also check the ATCtransponder system.

Two Mode S transponders (#1 and #2) are installed in the airplane, #1 inthe left electronic equipment rack, #2 in the right electronic equipment rack.Four transponder antennas are located on the top and bottom of thefuselage as shown in Figure 31. The transponders are controlled with LSKselections (on the ATC main display page) and the rotary knob on theRFMU. Only one transponder is active at a time. LSK selections designatethe active transponder and assigned ATC codes are entered with the rotaryknob. An IDENT button on the upper right of the RFMU is used to respondto identification requests from ATC. LSKs may also be used to turn off thealtitude reporting feature of the transponder, and initiate a system test forboth the transponders and TCAS / ACAS system from the RFMU ATC maindisplay page.

Annunciations presented on the ATC main display page include:

• RPLY is shown as a solid green square (reply light) to the right ofthe ATC code when the transponder is replying to an interrogationsignal

• XPDR FAIL is shown in amber when the selected activetransponder has failed

• STBY is displayed in cyan to the right of the ATC code when thetransponder is in the standby mode

• ID is displayed in cyan when the IDENT feature is active

NOTE:

For additional information about the RFMU, consultthe Collins RTU-4280 Radio Tuning Unit Pilot’s Guide,publication number 523-0778232-001117, dated July1996 (or later approved revision).



Circuit Breaker Name CB Panel Location Power SourceTCAS POP F-2 L MAIN 28V DCATC #1 POP F-4 R EMER 28V DCATC #2 CPOP F-4 R MAIN 28V DC

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A. Advisory (Blue) CAS Messages:

CAS Message Cause or MeaningTCAS FAIL TCAS system has failed.

A. TCAS / ACAS Self-Test:

Prior to initiating the eight (8) second self-test, turn on all displays with theNAV displays in MAP mode, select TA ONLY or TA / RA on the TCAS maindisplay page of the RFMU display, select TCAS on the systems display ofDU #4 (CAS) and select ATC transponder #1 altitude reporting ON with thetransponder in STBY.

Press the ATC 1 transponder TEST button until the aural annunciation“TCAS TEST” is heard. The following indications are shown on the NAVand / or CAS displays:

• A solid blue diamond k↓ (proximate traffic) positioned at oneo’clock with an arrow pointing down and a relative altitude below thesymbol of -10 (indicates 1,000 feet below TCAS / ACAS testairplane)

• A hollow blue diamond j (other traffic) positioned at eleven o’clockwith no arrow and a relative altitude above the symbol of +10(indicates 1,000 feet above TCAS / ACAS test airplane)

• A solid red square " (RA) at three o’clock with no arrow and arelative altitude above the symbol of +02 (indicates 200 feet aboveTCAS / ACAS test airplane)

• A solid amber circle * (TA) positioned at nine o’clock with anupward pointing arrow and a relative altitude of - 02 (indicates 200feet below TCAS / ACAS test airplane)

• TCAS FAIL message shown in blue on the CAS display for theduration of the test

• After eight seconds, an aural annunciation of “TCAS TEST OK” or“TCAS TEST FAIL”

NOTE:

ATC transponder #2 may be used for the self-test iftransponder #1 is turned OFF.

CAUTION

ACTIVATING THE SELF-TEST WHILE AIRBORNEWILL BLOCK ALL TRAFFIC INFORMATION DISPLAYAND ANNUNCIATIONS FOR THE EIGHT SECONDDURATION OF THE TEST.

4. Limitations:


(1) TCAS Operating Constraints:

With 6.04A software installed, all Resolution Advisory (RA) and

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Traffic Advisory (TA) aural messages are inhibited at a radio altitudeless than 1,100 ft climbing and 900 ft descending.

With 7.0 software installed (aircraft SN 628 and subsequent), all RAand TA aural messages are inhibited at a radio altitude less than 500ft ±100 ft climbing and descending.

(2) Clearance:

The pilot is authorized to deviate from ATC to the extent necessaryto comply with a Resolution Advisory (RA).

(3) Traffic Advisories:

The pilot must not initiate evasive maneuvers based solely oninformation from a Traffic Advisory (TA). Traffic Advisory informationshould be used only as an aid to visual acquisition of traffic.

(4) Resolution Advisories:

Compliance with TCAS Resolution Advisories (RA) is requiredunless the pilot considers it unsafe to do so. Maneuvers which are inthe opposite direction of an RA are extremely hazardous and areprohibited unless it is visually determined to be the only means toassure safe separation.

(5) Clear Of Conflict:

Prompt return to the ATC cleared altitude must be accomplishedwhen “CLEAR OF CONFLICT” is announced.

(6) Single Engine Inoperative and TCAS:

With a single engine inoperative, select TA only as the TCASoperating mode.

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TCAS / ACAS SystemSimplified Block Diagram

Figure 25

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TCAS / ACAS Display on DU #4Figure 26

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TCAS / ACAS Display in MAP ModeFigure 27

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TCAS / ACAS Display in VERT PROF ModeFigure 28

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TCAS / ACAS RA Display on the PFDFigure 29

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TCAS / ACAS Display on the Radio Frequency Management Unit (RFMU)Figure 30

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TCAS / ACASTransponder Antenna

LocationsFigure 31

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Documents

OPERATING MANUAL NAVIGATION 2A-34-10: General