Business and Commuter Aviation Systems

Honeywell Inc.
Box 29000
Phoenix, Arizona 85038-- 9000
U.S.A.

SPZ--8000 Digital Integrated

Flight Control System

for the
Hawker 1000

Pilot’s Manual

Revised November 1999

Printed in U.S.A. Pub. No. A28--1146--073--02 October 1991
 PROPRIETARY NOTICE

This document and the information disclosed herein are proprietary

data of Honeywell Inc. Neither this document nor the information
contained herein shall be used, reproduced, or disclosed to others
without the written authorization of Honeywell Inc., except to the extent
required for installation or maintenance of recipient’s equipment.

NOTICE -- FREEDOM OF INFORMATION ACT (5 USC 552) AND

DISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY
(18 USC 1905)

This document is being furnished in confidence by Honeywell Inc. The

information disclosed herein falls within exemption (b) (4) of 5 USC 552
and the prohibitions of 18 USC 1905.

S99

ASSOCIATE
MEMBER

Member of GAMA

General Aviation
Manufacturer’s Association

PRIMUS and LASEREF are U.S. trademarks of Honeywell Inc.

E1999 Honeywell Inc.

 SPZ-- 8000 Digital Integrated Flight Control System

Record of Revisions

Upon receipt of a revision, insert the latest revised pages and dispose
of superseded pages. Enter revision number and date, insertion date,
and the incorporator’s initials on this Record of Revisions. The typed
initials HI are used when Honeywell Inc. is the incorporator of the
revision.

Revision Revision Insertion

Number Date Date By

1 Nov 1995 Nov 1995 HI

2 Nov 1999 Nov 1999 HI

10

11

12

13

14

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REV 2 RR-- 1/(RR-- 2 blank)
 SPZ-- 8000 Digital Integrated Flight Control System

Record of Temporary Revisions

Upon receipt of a temporary revision, insert the yellow temporary
revision pages according to the filing instructions on each page. Then,
enter the temporary revision number, issue date, and insertion date on
this page.

Date the
Temporary
Revision Was Insertion of Removal of
Temporary Incorporated Temporary Temporary
Revision by a Regular Revision, Revision,
No. Issue Date Revision Date/By Date/By

1 Apr 1993 Nov 1995 -- --

2 Sep 1993 Nov 1995 -- --

A28-- 1146-- 073 Record of Temporary Revisions

REV 2 RTR-- 1/(RTR-- 2 blank)
 SPZ-- 8000 Digital Integrated Flight Control System

List of Effective Pages

Original ..0 .. Oct 1991
Revision ..1 .. Nov 1995
Revision ..2 .. Nov 1999

Subheading and Page Revision Subheading and Page Revision

Title Page H 2 2--6 H 2

2--7 H 2
Record of Revisions 2--8 H 2
RR--1/RR--2 H 2 2--9 H 2
2--10 H 2
Record of Temporary Revisions 2--11 H 2
RTR--1/RTR--2 H 2 2--12 H 2
F 2--13/2--14 H 2
List of Effective Pages F 2--15/2--16 H 2
LEP--1 H 2
LEP--2 H 2 Air Data System
LEP--3 H 2 3--1 H 2
LEP--4 H 2 3--2 H 2
3--3/3--4 H 2
Table of Contents
TC--1 H 2 Electronic Flight Instrument System
TC--2 H 2 (EFIS)
TC--3 H 2 4--1 H 2
TC--4 H 2 4--2 H 2
TC--5 H 2 4--3 H 2
TC--6 H 2 4--4 H 2
TC--7 H 2 4--5 H 2
TC--8 H 2 4--6 H 2
TC--9 H 2 4--7 H 2
TC--10 H 2 4--8 H 2
TC--11/TC--12 H 2 4--9 H 2
4--10 H 2
Introduction 4--11 H 2
1--1 H 2 4--12 H 2
1--2 H 2 F 4--13/4--14 H 2
F 1--3/1--4 H 2 4--15 H 2
4--16 H 2
System Description 4--17 H 2
2--1 H 2 4--18 H 2
2--2 H 2 4--19 H 2
2--3 H 2 4--20 H 2
2--4 H 2 4--21 H 2
2--5 H 2 4--22 H 2

H indicates changed, added or deleted pages.

F indicates right foldout page with a blank back.

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Subheading and Page Revision Subheading and Page Revision

Electronic Flight Instrument System 4--69 H 2
(EFIS) (cont)
4--70 H 2
4--23 H 2 Multifunction Display (MFD) System
4--24 H 2 5--1 H 2
4--25 H 2 5--2 H 2
4--26 H 2 5--3 H 2
4--27 H 2 5--4 H 2
4--28 H 2 5--5 H 2
4--29 H 2 5--6 H 2
4--30 H 2 5--7 H 2
4--31 H 2 5--8 H 2
4--32 H 2 5--9 H 2
4--33 H 2 5--10 H 2
4--34 H 2 5--11 H 2
4--35 H 2 5--12 H 2
4--36 H 2 5--13 H 2
4--37 H 2 5--14 H 2
4--38 H 2 5--15 H 2
4--39 H 2 5--16 H 2
4--40 H 2 5--17 H 2
4--41 H 2 5--18 H 2
4--42 H 2 5--19 H 2
4--43/4--44 H 2 5--20 H 2
F 4--45/4--46 H 2 5--21 H 2
4--47 H 2 5--22 H 2
4--48 H 2 5--23 H 2
4--49 H 2 5--24 H 2
4--50 H 2 5--25 H 2
4--51 H 2 5--26 H 2
4--52 H 2 5--27 H 2
4--53 H 2 5--28 H 2
4--54 H 2 5--29/5--30 H 2
4--55 H 2
4--56 H 2 Flight Guidance System (FGS)
4--57 H 2 6--1 H 2
4--58 H 2 6--2 H 2
4--59 H 2 6--3 H 2
4--60 H 2 6--4 H 2
4--61 H 2 6--5 H 2
4--62 H 2 6--6 H 2
4--63 H 2 6--7 H 2
4--64 H 2 6--8 H 2
4--65 H 2 6--9 H 2
4--66 H 2 6--10 H 2
4--67 H 2 6--11/6--12 H 2
4--68 H 2

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Subheading and Page Revision Subheading and Page Revision

System Limits 8--32 H 2
7--1 H 2 8--33 H 2
7--2 H 2 8--34 H 2
7--3 H 2 8--35 H 2
7--4 H 2 8--36 H 2
7--5 H 2 8--37 H 2
7--6 H 2 8--38 H 2
7--7 H 2 8--39 H 2
7--8 H 2 8--40 H 2
7--9 H 2 8--41 H 2
7--10 H 2 8--42 H 2
7--11 H 2 8--43 H 2
7--12 H 2 8--44 H 2
8--45 H 2
Modes of Operation 8--46 H 2
8--1 H 2 8--47 H 2
8--2 H 2 8--48 H 2
8--3 H 2 8--49 H 2
8--4 H 2 8--50 H 2
8--5 H 2 8--51 H 2
8--6 H 2 8--52 H 2
8--7 H 2 8--53 H 2
8--8 H 2 8--54 H 2
8--9 H 2 8--55 H 2
8--10 H 2 8--56 H 2
8--11 H 2 8--57 H 2
8--12 H 2 8--58 H 2
8--13 H 2 8--59 H 2
8--14 H 2 8--60 H 2
8--15 H 2 8--61 H 2
8--16 H 2 8--62 H 2
8--17 H 2
8--18 H 2 In--Flight Troubleshooting
8--19 H 2 9--1 H 2
8--20 H 2 9--2 H 2
8--21 H 2 9--3 H 2
8--22 H 2 9--4 H 2
8--23 H 2 9--5 H 2
8--24 H 2 9--6 H 2
8--25 H 2 9--7 H 2
8--26 H 2 9--8 H 2
8--27 H 2 9--9 H 2
8--28 H 2 9--10 H 2
8--29 H 2 9--11/9--12 H 2
8--30 H 2 F 9--13/9--14 H 2
8--31 H 2 9--15/9--16 H 2

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Subheading and Page Revision Subheading and Page Revision

Honeywell Product Support Appendix C
10--1 H 2 C--1 H 2
10--2 H 2 C--2 H 2
10--3 H 2 C--3 H 2
10--4 H 2 C--4 H 2
C--5 H 2
Acronyms and Abbreviations C--6 H 2
11--1 H 2 C--7 H 2
11--2 H 2 C--8 H 2
11--3 H 2 C--9 H 2
11--4 H 2 C--10 H 2
11--5/11--6 H 2 C--11/C--12 H 2

Appendix A Index
A--1 H 2 Index--1 H 2
A--2 H 2 Index--2 H 2
A--3 H 2 Index--3 H 2
A--4 H 2 Index--4 H 2
A--5 H 2 Index--5 H 2
A--6 H 2 Index--6 H 2
Index--7 H 2
Appendix B Index--8 H 2
B--1 H 2 Index--9/Index--10 H 2
B--2 H 2
B--3 H 2
B--4 H 2
B--5 H 2
B--6 H 2
B--7 H 2
B--8 H 2
B--9 H 2
B--10 H 2
B--11 H 2
B--12 H 2
B--13 H 2
B--14 H 2
B--15 H 2
B--16 H 2
B--17/B--18 H 2

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 SPZ-- 8000 Digital Integrated Flight Control System

Table of Contents

Section Page

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

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

LASEREFR III Inertial Reference System (IRS) . . . 2-3
Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Radio Altimeter System . . . . . . . . . . . . . . . . . . . . . . . 2-4
Electronic Flight Instrument System (EFIS) . . . . . . 2-4
Flight Guidance System (FGS) . . . . . . . . . . . . . . . . . 2-5
PRIMUSR 870 Weather Radar System . . . . . . . . . . 2-6
PRIMUSR II Integrated Radio System . . . . . . . . . . . 2-6
Lightning Sensor System (LSS) . . . . . . . . . . . . . . . . 2-7
Multifunction Display (MFD) System . . . . . . . . . . . . 2-8
Flight Management System (FMS) . . . . . . . . . . . . . 2-9
Traffic Alert and Collision Avoidance System
(TCAS) (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Enhanced Ground Proximity Warning System
(EGPWS) (Optional) . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Other Switches, Controls, and Annunciators . . . . . 2-11
EFIS External Reversionary Select Switches . . . 2-12

3. AIR DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

Barometric Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
IAS and Vertical Speed Displays . . . . . . . . . . . . . . . 3-3
ADC Self--Test Mode . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

4. ELECTRONIC FLIGHT INSTRUMENT SYSTEM

(EFIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
System Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Display Controller (DC) . . . . . . . . . . . . . . . . . . . . . . . 4-1
Instrument Remote Controller . . . . . . . . . . . . . . . . . . 4-4
EFIS Reversionary Select Switches . . . . . . . . . . . . . 4-6
TCAS Display Select Switch (Optional) . . . . . . . . . . 4-7
EFIS Self--Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
Electronic Attitude Director Indicator (EADI) . . . . . . 4-9
Color Coding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Initialization at Power--Up . . . . . . . . . . . . . . . . . . . 4-11
EADI Displays and Annunciators . . . . . . . . . . . . 4-12
Typical EADI Display Presentations . . . . . . . . . . 4-20
Reversion Annunciators . . . . . . . . . . . . . . . . . . . . 4-25
Category 2 (CAT2) Annunciators . . . . . . . . . . . . 4-30

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Table of Contents (cont)

Section Page

4. ELECTRONIC FLIGHT INSTRUMENT SYSTEM

(EFIS) (CONT)
Excessive Attitude Display . . . . . . . . . . . . . . . . . . 4-33
Comparison Monitor Annunciators . . . . . . . . . . . 4-34
EADI Failure Warning Annunciators . . . . . . . . . . 4-36
Electronic Horizontal Situation Indicator (EHSI) . . . 4-41
EHSI Displays and Annunciators in the FULL
or ARC Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Typical Full Compass Displays . . . . . . . . . . . . . . 4-50
Arc Mode Display . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
Arc Mode With TCAS Traffic Display
(Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
Map Mode With VOR Selected for Display . . . . 4-54
Map Mode With FMS Selected for Display . . . . 4-57
Weather Radar Displays . . . . . . . . . . . . . . . . . . . . 4-59
EHSI Enhanced Ground Proximity Warning
System (EGPWS) Displays (Optional) . . . . . . . . 4-62
NAV Source Selections . . . . . . . . . . . . . . . . . . . . 4-66
Heading Comparison Monitor Annunciators . . . 4-67
Failure Warning Annunciators . . . . . . . . . . . . . . . 4-68

5. MULTIFUNCTION DISPLAY (MFD) SYSTEM . . . 5-1

System Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
MFD Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Multifunction Display . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Map Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Map Mode Flight Plan Data . . . . . . . . . . . . . . . . . 5-10
Plan Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Plan Mode Flight Plan Data . . . . . . . . . . . . . . . . . 5-13
Holding Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Changing a Waypoint . . . . . . . . . . . . . . . . . . . . . . 5-16
TCAS Plan Mode Traffic Display (Optional) . . . 5-18
Weather Radar Mode . . . . . . . . . . . . . . . . . . . . . . 5-20
MFD Enhanced Ground Proximity Warning
System (EGPWS) Displays (Optional) . . . . . . 5-24
Checklist Display . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
EFIS Reversionary Modes . . . . . . . . . . . . . . . . . . 5-29
MFD Ground Maintenance Test Display . . . . . . 5-29

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Table of Contents (cont)

Section Page

6. FLIGHT GUIDANCE SYSTEM (FGS) . . . . . . . . . . . 6-1

System Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Flight Guidance Controller . . . . . . . . . . . . . . . . . . 6-1
Remote Autopilot Switches and Annunciators . . . 6-4
Cockpit Mounted Autopilot Switches . . . . . . . . . 6-5
Flight Director (FD) Engagement . . . . . . . . . . . . . . . 6-6
Flight Director Mode Annunciators . . . . . . . . . . . 6-7
Autopilot Engagement . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Flight Control Disengage Annunciators . . . . . . . 6-10
7. SYSTEM LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
ADI Command Cue . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Glideslope Capture (GS CAP) . . . . . . . . . . . . . . . 7-2
Glideslope (GS) Gain Programming . . . . . . . . . . 7-2
Glideslope Track (GS TRACK) . . . . . . . . . . . . . . 7-2
Lateral Beam Sensor (LBS) . . . . . . . . . . . . . . . . . 7-3
LOC CAP 1 and BC CAP 1 . . . . . . . . . . . . . . . . . 7-3
LOC CAP 2 and BC CAP 2 . . . . . . . . . . . . . . . . . 7-3
LOC TRACK 1 and BC TRACK 1 . . . . . . . . . . . . 7-4
LOC TRACK 2 and BC TRACK 2 . . . . . . . . . . . . 7-4
True Airspeed (TAS) Gain Programmer . . . . . . . 7-5
Vertical Beam Sensor (VBS) . . . . . . . . . . . . . . . . 7-5
VOR Capture (VOR CAP) . . . . . . . . . . . . . . . . . . 7-5
VOR Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
VOR Over Station Sensor (VOR OSS) . . . . . . . 7-6
VOR After Over Station Sensor 1/2
(AOSS 1/2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
System Performance/Operating Limits . . . . . . . . . . 7-8
8. MODES OF OPERATION . . . . . . . . . . . . . . . . . . . . . 8-1
Heading Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Bank Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Heading Select Mode . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Track Select Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
VOR (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
VOR Approach (VAPP) Mode . . . . . . . . . . . . . . . . . . 8-13
VOR Push TO Direct Function . . . . . . . . . . . . . . . . . 8-14
Flight Management System (FMS) Steering . . . . . . 8-17
Localizer (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
Back Course (BC) Mode . . . . . . . . . . . . . . . . . . . . . . 8-27
Preview and Transition . . . . . . . . . . . . . . . . . . . . . . . . 8-31

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Table of Contents (cont)

Section Page

8. MODES OF OPERATION (CONT)

ILS Approach Mode . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
Dual Couple Approach Mode . . . . . . . . . . . . . . . . . . 8-39
Category 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
Status Annunciator . . . . . . . . . . . . . . . . . . . . . . . . 8-42
Pre--Approach Test . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Pitch Attitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . 8-47
Vertical Speed Hold Mode . . . . . . . . . . . . . . . . . . . . . 8-48
Flight Level Change Mode . . . . . . . . . . . . . . . . . . . . . 8-50
Maximum Speed Submode . . . . . . . . . . . . . . . . . . . . 8-52
Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-53
Altitude Preselect Mode . . . . . . . . . . . . . . . . . . . . . . . 8-54
Vertical Navigation Mode . . . . . . . . . . . . . . . . . . . . . . 8-60
Go--Around Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-62

9. IN--FLIGHT TROUBLESHOOTING . . . . . . . . . . . . . 9-1

Technical Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Troubleshooting Digital Avionics . . . . . . . . . . . . . . . . 9-2
Typical problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Lateral Mode Problems . . . . . . . . . . . . . . . . . . . . 9-3
Vertical Mode Problems . . . . . . . . . . . . . . . . . . . . 9-6
Combined Vertical and Lateral Mode
Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Flight Fault Summary . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
Pilot Write--up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Report Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
Preliminary Considerations . . . . . . . . . . . . . . . . . 9-11
Commonly Used Terms . . . . . . . . . . . . . . . . . . . . . . . 9-15

10. HONEYWELL PRODUCT SUPPORT . . . . . . . . . . 10-1

Publication Ordering Information . . . . . . . . . . . . . . . 10-4

11. ACRONYMS AND ABBREVIATIONS . . . . . . . . . . 11-1

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Table of Contents (cont)

Section Page

APPENDICES

A LASEREFR III INERTIAL REFERENCE

SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--1
Inertial Reference Unit (IRU) . . . . . . . . . . . . . . . . . . . A--3
Mode Select Unit (MSU) . . . . . . . . . . . . . . . . . . . . . . A--4
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--5
Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--6

B PRIMUSR 870 WEATHER RADAR SYSTEM . . . . B--1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--1
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . B--3
Weather Radar Controller Operation . . . . . . . . . . . . B--5
Typical Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--14
Preliminary Control Settings . . . . . . . . . . . . . . . . B--14
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--14
Power--Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--14
Tilt Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--16
Maximum Permissible Exposure Level (MPEL) . . . B--17

C LIGHTNING SENSOR SYSTEM (LSS) . . . . . . . . . C--1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--1
System Components . . . . . . . . . . . . . . . . . . . . . . . . . C--5
System Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--7
System Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--8
Mode Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . C--10
Pilot Activated Self--Test . . . . . . . . . . . . . . . . . . . . . . C--11

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

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Table of Contents (cont)

List of Illustrations
Figure Page
1--1 Hawker 125--1000 Cockpit . . . . . . . . . . . . . . . . . . . . . 1-3

2--1 SPZ--8000 System Block Diagram . . . . . . . . . . . . . . 2-13

3--1 Barometric Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

4--1 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

4--2 Instrument Remote Controllers . . . . . . . . . . . . . . . . . 4-4
4--3 EFIS External Select Switches . . . . . . . . . . . . . . . . . 4-6
4--4 Test Pattern for the First 4 Seconds . . . . . . . . . . . . . 4-7
4--5 Test Pattern After 4 Seconds . . . . . . . . . . . . . . . . . . 4-8
4--6 EADI Displays and Annunciators . . . . . . . . . . . . . . . 4-13
4--7 Takeoff Using Go--Around Mode . . . . . . . . . . . . . . . . 4-20
4--8 Climb to Initial Altitude . . . . . . . . . . . . . . . . . . . . . . . . 4-21
4--9 Enroute Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4--10 Setup For Approach . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
4--11 Approach Capture Tracking Below DH . . . . . . . . . . 4-24
4--12 IRS Reversion Annunciators . . . . . . . . . . . . . . . . . . . 4-25
4--13 ADC Reversion -- Side Requesting Transfer . . . . . . 4-26
4--14 Pilot’s Side SG Reversion . . . . . . . . . . . . . . . . . . . . . 4-28
4--15 Pilot’s Side Flight Director Reversion . . . . . . . . . . . . 4-29
4--16 EADI Reversionary Source Annunciators . . . . . . . . 4-29
4--17 CAT 2 Annunciator . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4--18 CAT2 Excessive Deviation . . . . . . . . . . . . . . . . . . . . . 4-32
4--19 Excessive Attitude Display . . . . . . . . . . . . . . . . . . . . . 4-33
4--20 Comparison Monitor Annunciators . . . . . . . . . . . . . . 4-34
4--21 EADI Failure Warning Annunciators . . . . . . . . . . . . . 4-36
4--22 EADI Attitude Failure Flag . . . . . . . . . . . . . . . . . . . . . 4-37
4--23 EADI Flight Director Failure Flag . . . . . . . . . . . . . . . 4-37
4--24 IAS, AP, ASEL, XDTA, GS, VS, RA and LOC
Failure Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38
4--25 EADI With Optional TCAS Failure Flags . . . . . . . . . 4-39
4--26 Symbol Generator Failure Flag . . . . . . . . . . . . . . . . . 4-40
4--27 EHSI Displays and Annunciators . . . . . . . . . . . . . . . 4-45
4--28 EHSI Display Using VOR Inputs . . . . . . . . . . . . . . . . 4-50
4--29 EHSI Display With FMS and Preview Display . . . . 4-51
4--30 Arc Mode Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
4--31 Arc Display With TCAS . . . . . . . . . . . . . . . . . . . . . . . 4-53
4--32 Map Mode With VOR Selected . . . . . . . . . . . . . . . . . 4-54
4--33 Map Mode VOR Symbols . . . . . . . . . . . . . . . . . . . . . 4-55
Table of Contents A28-- 1146-- 073
TC-- 6 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

Table of Contents (cont)

List of Illustrations (cont)
Figure Page
4--34 Map Mode With VOR Out of Display Range . . . . . . 4-56
4--35 Map Mode FMS Symbols . . . . . . . . . . . . . . . . . . . . . 4-57
4--36 Map Mode With FMS Selected . . . . . . . . . . . . . . . . . 4-58
4--37 Weather Radar Display With Lightning . . . . . . . . . . 4-59
4--38 HSI Display Over KPHX Airport With
Terrain Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-64
4--39 HSI With Terrain and Map Mode Displayed . . . . . . 4-64
4--40 EGPWS Test Display . . . . . . . . . . . . . . . . . . . . . . . . . 4-65
4--41 NAV Source Selections . . . . . . . . . . . . . . . . . . . . . . . 4-66
4--42 Heading Comparison Monitor . . . . . . . . . . . . . . . . . . 4-67
4--43 EHSI Failure Flag Locations . . . . . . . . . . . . . . . . . . . 4-68
4--44 EHSI Heading and NAV Failure Flags . . . . . . . . . . . 4-68
4--45 NAV Source and Glideslope Failure Symbols . . . . 4-69
4--46 Arc Display With TCAS Failure Message . . . . . . . . 4-70

5--1 MFD Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5--2 MFD Map Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5--3 Waypoint Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5--4 FMS Tuned VORs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5--5 Nearby Airports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5--6 MFD Plan Mode Display . . . . . . . . . . . . . . . . . . . . . . 5-12
5--7 Plan Mode Waypoint Data . . . . . . . . . . . . . . . . . . . . . 5-13
5--8 Plan Mode FMS Tuned VORs . . . . . . . . . . . . . . . . . . 5-14
5--9 Plan Mode Nearby Airports . . . . . . . . . . . . . . . . . . . . 5-14
5--10 Plan Mode Holding Pattern . . . . . . . . . . . . . . . . . . . . 5-15
5--11 MFD With Designator Position Indicating the
Location of the New Waypoint . . . . . . . . . . . . . . . . 5-16
5--12 MFD With New Waypoint . . . . . . . . . . . . . . . . . . . . . . 5-17
5--13 TCAS Traffic on the MFD . . . . . . . . . . . . . . . . . . . . . . 5-18
5--14 WX in the Map Mode . . . . . . . . . . . . . . . . . . . . . . . . . 5-20
5--15 Weather Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-21
5--16 Lightning Sensor MFD . . . . . . . . . . . . . . . . . . . . . . . . 5-22
5--17 MFD Display Over KPHX Airport With
Terrain Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
5--18 EGPWS Test Display . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
5--19 Normal Procedures Checklist Index (Typical) . . . . . 5-27
5--20 Emergency Procedures Checklist Index
(Typical) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28

6--1 Flight Guidance Controller . . . . . . . . . . . . . . . . . . . . . 6-1

6--2 Remote Autopilot Switches and Annunciators . . . . 6-4

A28-- 1146-- 073 Table of Contents

REV 2 TC-- 7
SPZ-- 8000 Digital Integrated Flight Control System

Table of Contents (cont)

List of Illustrations (cont)
Figure Page
8--1 Heading Hold Mode Display . . . . . . . . . . . . . . . . . . . 8-1
8--2 Bank Hold Mode Display . . . . . . . . . . . . . . . . . . . . . . 8-2
8--3 Track Select Mode Displays . . . . . . . . . . . . . . . . . . . 8-4
8--4 VOR (NAV) Mode Intercept, Plan View . . . . . . . . . . 8-6
8--5 VOR (NAV) Mode Intercept Displays . . . . . . . . . . . . 8-7
8--6 VOR (NAV) Mode Capture, Plan View . . . . . . . . . . . 8-8
8--7 VOR (NAV) Mode Capture Displays . . . . . . . . . . . . 8-9
8--8 VOR (NAV) Mode Course Cut Limiting,
Plan View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
8--9 VOR (NAV) Mode Tracking Displays . . . . . . . . . . . . 8-11
8--10 Over Station Zone of Confusion . . . . . . . . . . . . . . . . 8-12
8--11 EHSI Indicating Selected Course and
Bearing Pointer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
8--12 EHSI Course Pointer Indicating
Zero Deviation to Station . . . . . . . . . . . . . . . . . . . . . 8-16
8--13 LNAV Capture With FMS Selected, Plan View . . . . 8-17
8--14 LNAV Capture With FMS Selected . . . . . . . . . . . . . . 8-18
8--15 Localizer (NAV) Mode Intercept, Plan View . . . . . . 8-20
8--16 Localizer (NAV) Mode Intercept Displays . . . . . . . . 8-21
8--17 Localizer (NAV) Mode Capture, Plan View . . . . . . . 8-22
8--18 Localizer (NAV) Mode Capture Displays . . . . . . . . . 8-23
8--19 Localizer (NAV) Mode Tracking, Plan View . . . . . . . 8-24
8--20 Localizer (NAV) Mode Tracking . . . . . . . . . . . . . . . . 8-26
8--21 Back Course Mode Intercept and Capture,
Plan View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
8--22 Back Course Mode Intercept Display . . . . . . . . . . . . 8-28
8--23 Back Course Capture Display . . . . . . . . . . . . . . . . . . 8-29
8--24 Back Course Tracking . . . . . . . . . . . . . . . . . . . . . . . . 8-30
8--25 Preview and Transition Displays . . . . . . . . . . . . . . . . 8-32
8--26 Approach Mode Localizer Intercept and Capture,
Plan View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
8--27 ILS Approach Mode Intercept Display . . . . . . . . . . . 8-34
8--28 ILS Approach Mode Capture Display . . . . . . . . . . . . 8-35
8--29 ILS Approach Mode Tracking Display . . . . . . . . . . . 8-37
8--30 ILS Approach Mode Tracking, Profile View . . . . . . . 8-38
8--31 Dual Couple Approach Mode Display . . . . . . . . . . . 8-40
8--32 CAT2 Status Annunciator . . . . . . . . . . . . . . . . . . . . . . 8-42
8--33 CAT 2 Status Display . . . . . . . . . . . . . . . . . . . . . . . . . 8-45
8--34 Pitch Attitude Hold Mode Display . . . . . . . . . . . . . . . 8-47
8--35 Vertical Speed Hold Mode . . . . . . . . . . . . . . . . . . . . . 8-49
8--36 Flight Level Change Mode . . . . . . . . . . . . . . . . . . . . . 8-51

Table of Contents A28-- 1146-- 073

TC-- 8 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

Table of Contents (cont)

List of Illustrations (cont)
Figure Page
8--37 Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-53
8--38 Altitude Preselect Mode Profile . . . . . . . . . . . . . . . . . 8-55
8--39 Before Descent-- ALT HOLD Mode . . . . . . . . . . . . . 8-56
8--40 During Descent ASEL Armed . . . . . . . . . . . . . . . . . . 8-57
8--41 Start of Flare ASEL Capture . . . . . . . . . . . . . . . . . . . 8-58
8--42 Level off At New Altitude -- ALT Hold . . . . . . . . . . . . 8-59
8--43 Go--Around Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-62

9--1 Lateral Mode Conditions/Problems . . . . . . . . . . . . . 9-4

9--2 Vertical Mode Conditions/Problems . . . . . . . . . . . . . 9-7
9--3 Maintenance Test Results Display . . . . . . . . . . . . . . 9-10
9--4 Pilot’s Flight Plan Form and Squawk Sheet . . . . . . 9-13

A--1 LASEREFR III IRS Interface Diagram . . . . . . . . . . . A--2

A--2 Six--Annunciator MSU . . . . . . . . . . . . . . . . . . . . . . . . A--4

B--1 Weather Display in the Map Mode . . . . . . . . . . . . . . B--1

B--2 PRIMUSR 870 Weather Radar Configuration . . . . . B--3
B--3 Weather Radar Controller Configuration . . . . . . . . . B--5
B--4 EFIS Test Pattern (Typical)
120 Scan Shown (WX) . . . . . . . . . . . . . . . . . . . . . B--12
B--5 EFIS Test Color Pattern . . . . . . . . . . . . . . . . . . . . . . . B--15
B--6 Radar Beam Illumination High Altitude
18--Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . B--16
B--7 Radar Beam Illumination Low Altitude
18--Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . B--16
B--8 MPEL Boundary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--17

C--1 Weather and Lightning Display . . . . . . . . . . . . . . . . . C--1

C--2 Strokes for Each Symbol vs. NM . . . . . . . . . . . . . . . C--3
C--3 Rate of Occurance Symbols . . . . . . . . . . . . . . . . . . . C--4
C--4 Lightning Rate Symbol . . . . . . . . . . . . . . . . . . . . . . . . C--4
C--5 LSS Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--6
C--6 Typical Weather Radar Controller
With Integral Lightning Sensor Control . . . . . . . . . C--7
C--7 Typical Lightning/Weather Display on EHSI . . . . . . C--9

A28-- 1146-- 073 Table of Contents

REV 2 TC-- 9
SPZ-- 8000 Digital Integrated Flight Control System

Table of Contents (cont)

List of Tables
Table Page
1--1 Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

3--1 Air Data Display Parameters . . . . . . . . . . . . . . . . . . . 3-2

3--2 Self--Test Mode Displays . . . . . . . . . . . . . . . . . . . . . . 3-3

4--1 Bearing Source Selections . . . . . . . . . . . . . . . . . . . . 4-3

4--2 EFIS Self--Test Procedure . . . . . . . . . . . . . . . . . . . . . 4-7
4--3 Symbol Color Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
4--4 Power--Up Initial Settings . . . . . . . . . . . . . . . . . . . . . . 4-11
4--5 Lateral and Vertical Mode Transitions . . . . . . . . . . . 4-12
4--6 Indicated Airspeed Annunciators . . . . . . . . . . . . . . . 4-17
4--7 Autopilot Engage Annunciators . . . . . . . . . . . . . . . . . 4-18
4--8 Dual IRS Reversion Annunciators . . . . . . . . . . . . . . 4-25
4--9 Triple IRS Reversion Annunciators . . . . . . . . . . . . . 4-26
4--10 EFIS Symbol Generator Transfers . . . . . . . . . . . . . . 4-27
4--11 MFD Symbol Generator Transfer . . . . . . . . . . . . . . . 4-27
4--12 CAT2 Excessive Deviation Thresholds . . . . . . . . . . 4-32
4--13 Preview Display Setup Procedure . . . . . . . . . . . . . . 4-51
4--14 Weather Radar Return Formats . . . . . . . . . . . . . . . . 4-60
4--15 Lightning Sensor Annunciators . . . . . . . . . . . . . . . . . 4-60
4--16 Weather Radar Mode Annunciators . . . . . . . . . . . . . 4-61
4--17 EGPWS Terrain Display Color Definitions . . . . . . . . 4-63

5--1 WX Button Toggling . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2

5--2 Designating a New Waypoint Procedure . . . . . . . . . 5-16
5--3 EGPWS Terrain Display Color Definitions . . . . . . . . 5-25

6--1 Flight Director Mode Engagement Limitations . . . . 6-6

6--2 Flight Director Vertical Mode Annunciators . . . . . . . 6-7
6--3 Autopilot Engagement Limitations . . . . . . . . . . . . . . 6-9
6--4 Normal (Manual) Flight Control Disengage
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
6--5 Abnormal (Automatic) Flight Control Disengage
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11

7--1 System Performance and Operating Limits . . . . . . 7-8

8--1 VOR (NAV) Mode Procedure . . . . . . . . . . . . . . . . . . 8-5

8--2 VOR Approach Mode Procedure . . . . . . . . . . . . . . . 8-13
8--3 VOR Push To Direct Function Procedure . . . . . . . . 8-14

Table of Contents A28-- 1146-- 073

TC-- 10 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

Table of Contents (cont)

List of Tables (cont)
Table Page
8--4 FMS Steering Procedure . . . . . . . . . . . . . . . . . . . . . . 8-17
8--5 Localizer NAV Mode Procedure . . . . . . . . . . . . . . . . 8-19
8--6 Preview and Transition Procedure . . . . . . . . . . . . . . 8-31
8--7 ILS Approach Mode Procedure . . . . . . . . . . . . . . . . . 8-33
8--8 Dual Couple Approach Procedure . . . . . . . . . . . . . . 8-39
8--9 Category 2 Table of Limits . . . . . . . . . . . . . . . . . . . . . 8-43
8--10 Category 2 Automatic Coupled Approach
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
8--11 Category 2 Pre--Approach Test Procedure . . . . . . . 8-46
8--12 Engaging the Vertical Speed Hold Mode
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-48
8--13 Flight Level Change Climb Procedure . . . . . . . . . . . 8-51
8--14 Altitude Hold Mode Procedure . . . . . . . . . . . . . . . . . 8-53
8--15 Altitude Preselect Procedure . . . . . . . . . . . . . . . . . . . 8-56

9--1 Digital and Analog System Differences . . . . . . . . . . 9-2

9--2 Lateral Mode Problems . . . . . . . . . . . . . . . . . . . . . . . 9-3
9--3 Vertical Mode Problems . . . . . . . . . . . . . . . . . . . . . . . 9-6
9--4 Combined Vertical and Lateral Mode Problems . . . 9-8
9--5 Ground Maintenance Test Procedure . . . . . . . . . . . 9-9
9--6 Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

A--1 Power--on Alignment Procedure . . . . . . . . . . . . . . . . A--6

B--1 Dual Control Mode Truth Table . . . . . . . . . . . . . . . . . B--4

B--2 Target Alert Characteristics . . . . . . . . . . . . . . . . . . . . B--7
B--3 Rainfall Rate Color Coding . . . . . . . . . . . . . . . . . . . . B--10
B--4 Power--Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . B--14

C--1 LSS Mode Annunciator Definitions . . . . . . . . . . . . . . C--10

C--2 Pilot Activated LSS Self--Test Procedure . . . . . . . . C--11

A28-- 1146-- 073 Table of Contents

REV 2 TC-- 11/(TC-- 12 blank)
 SPZ-- 8000 Digital Integrated Flight Control System

1. Introduction

This document describes the operation, components, typical flight

applications and operating procedures for the Honeywell SPZ--8000
Digital Integrated Flight Control System (DIFCS) shown in Figure 1--1
as it is installed in the Raytheon Hawker 125--1000 aircraft.
Subsystems covered in this manual include:
D Flight guidance system (FGS)
D Electronic flight instrument system (EFIS)
D Multifunction display (MFD) system
D Air data system
D LASEREFR III Inertial Reference System (IRS)
D Radio altimeter system
D PRIMUSR 870 Weather Radar System
D Lightning sensor system (LSS).

The PRIMUSR II Radio System, flight management system (FMS), and

optional traffic alert and collision avoidance system (TCAS) operations
are covered in separate manuals. Systems covered in this manual are
listed in Table 1--1.

Model Unit Part No.

Cockpit Mounted
ED--800 Electronic Display 7003110--902
DC--810 Display Controller 7005819--768
RI--870 Instrument Remote Controller 7014726--906/--916
MC--800 Multifunction Display Controller 7007062--922
GC--810 Flight Guidance Controller 7011702--918
BA--141 Barometric Altimeter 4016341--905/--906
Mode Select Unit IRS Controller CG1042AB04
WC--870 Weather Radar Controller 7008471--804/--802

Equipment List
Table 1--1 (cont)

A28-- 1146-- 073 Introduction

REV 2 1-1
SPZ-- 8000 Digital Integrated Flight Control System

Model Unit Part No.

Remove Mounted
SG--818 Symbol Generator 7011674--818
MG--818 MFD Symbol Generator 7011675--818
FZ--800 Flight Guidance Computer (FGC) 7003974--717
AZ--810 Digital Air Data Computer (DADC) 7000700--945
RT--300 Radio Altimeter 7001840--912
SM--200A Servo Drive 4006719--906/--913
LASEREFR III Inertial Reference HG2001AB02
System
TM--420 Trim Servo 7014600--913
WU--870 Weather Radar Receiver 7012640--902
Transmitter Antenna (RTA)
NZ--920 Navigation Computer 7004402--977
LP--850 Lightning Processor 7011822--903
AT--850 Lightning Antenna 4057697--901
Global Positioning System (GPS) HG2021AB02

Equipment List
Table 1--1

Introduction A28-- 1146-- 073

1-2 REV 2
 SPZ--8000 Digital Integrated Flight Control System

Hawker 125--1000 Cockpit

Figure 1--1
A28--1146--073 Introduction
REV 2 1-3/(1-4 blank)
 SPZ-- 8000 Digital Integrated Flight Control System

2. System Description
The SPZ--8000 Digital Integrated Flight Control System (DIFCS),
shown in Figure 2--1 in block diagram form, consists of the following
subsystems:
STANDARD
D LASEREFR III Inertial Reference System (IRS)
D Air data system
D Radio altimeter system
D Electronic flight instrument system (EFIS)
D Multifunction display (MFD) system
D Dual flight guidance system (FGS)
D Flight management system (FMS)
D Lightning sensor system (LSS)
D PRIMUSR 870 Weather Radar System
D PRIMUSR II Integrated Radio System.
OPTIONS
D Traffic alert and collision avoidance system (TCAS)
D Electronic Ground--Proximity Warning System (EGPWS)
The DIFCS is a complete fail operational automatic flight control system
that executes flight director guidance, autopilot, yaw damper, and trim
functions. The automatic path mode commands are generated by the
dual FGS which integrates the attitude and heading reference, air data,
and EFIS into a complete aircraft control system that stabilizes and
controls the aircraft throughout the flight regime.
A central serial communications network is used for inter--subsystem
communications. The network is denoted by the nomenclature avionics
standard communications bus (ASCB). This bus structure uses
advanced communications techniques and safety design features that
include high through--put, and fail--operational data exchange within the
system. The ASCB consists of two serial synchronous digital
communications buses. Each bus is electrically isolated from the other
bus. In addition, each bus can communicate bidirectionally.
The ASCB interfaces the FGS with the IRS, the air data system, the
EFIS, and the MFD system. The FGS is the bus controller. Each
subsystem broadcasts on the ASCB when directed to transmit by the
bus controller, and returns to an off condition when its time slot expires.

A28-- 1146-- 073 System Description

REV 2 2-1
SPZ-- 8000 Digital Integrated Flight Control System

The system data communication is split between the main system bus
(ASCB) and private--line paths given for specific sensitive data for
which fault isolation is required. These specific private--line paths
include the following:
D IRS attitude and heading to EFIS (private--line serial bus)
D Digital air data computer (DADC) Mach/airspeed and vertical speed
to EFIS (private--line serial bus)
D DADC altitude to barometric altimeter (analog)
D Flight guidance controller to the flight guidance computer
(private--line serial bus)
D Display controller to symbol generator (private--line serial bus)
D Display controller to MFD symbol generator (private--line serial bus)
D Symbol generator to EFIS electronic display (private--line parallel
bus)
D MFD controller to MFD symbol generator (private--line serial bus)
D MFD symbol generator to electronic display (private--line parallel
bus).

The system displays the following:

D Heading
D Course
D Radio bearing
D Pitch and roll attitude
D Barometric altitude
D Vertical speed
D Airspeed
D Radio altitude
D Decision height course deviation
D Glideslope deviation
D VMO
D Vertical Navigation (NAV) deviation
D Track
D V--speed bugs
D TO/FROM indications
D DME indications

System Description A28-- 1146-- 073

2-2 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

Annunciators denote selected flight mode, altitude alert, decision

height, vertical track, and go--around mode engagement. Pitch and roll
steering commands developed by the flight guidance computer in
conjunction with the flight guidance controller are displayed by steering
pointers that direct the pilot to reach and/or maintain the desired
flightpath or attitude.

LASEREFR III INERTIAL REFERENCE SYSTEM (IRS)

The IRS consists of the following components:
D Two or three (optional) LASEREFR III Inertial Reference Units
D Two or three (optional) mode select units.

A brief operational description is included in Appendix A. A complete

description is covered in a separate manual.

The IRS is an all--attitude inertial sensor system that outputs aircraft

attitude, heading, and flight dynamics information to the following:
D Electronic attitude director indicator (EADI)
D Electronic horizontal situation indicator (EHSI)
D FGS
D WX antenna platform
D Other aircraft systems and instruments.

In addition, it outputs long range navigation position information to the

FMS.

AIR DATA SYSTEM

The air data system consists of the following components:
D DADC
D Barometric altimeter.

The DADC is a microprocessor--based digital computer that accepts

both digital and analog inputs, performs digital computations, and
supplies both digital and analog outputs. It receives pitot--static
pressures and total air temperature inputs for computing the standard
air data functions. The DADC generates outputs that are suitable for
driving the altitude indicator, transponder, flight data recorder, and flight
guidance computer, as well as other elements of the flight control
system.

A28-- 1146-- 073 System Description

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SPZ-- 8000 Digital Integrated Flight Control System

RADIO ALTIMETER SYSTEM

The radio altimeter system consists of the following components:
D Radio altimeter receiver transmitter
D Antennas.

The radio altimeter system senses absolute altitude and displays it

between 0 and 2500 feet. The radio altimeter system has a failure
annunciator and internal self--test.

ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

The EFIS consists of the following components:
D Electronic display (EADI and EHSI)
D Symbol generator
D Display controller
D Instrument remote controllers.

The EFIS displays the following:

D Pitch and roll attitude
D Heading airspeed
D Mach number
D Vertical speed
D Course orientation
D Flightpath commands
D Weather presentations
D Mode and source annunciators
D TCAS data (optional).

The primary features the EFIS brings to the flight control system are
display integration, flexibility, and redundancy. Display information from
sensor systems, and automatic flight control, navigation, performance,
and caution/warning systems is integrated into the pilot’s prime viewing
area. Each symbol generator can drive four electronic displays in such
a way that in case of a symbol generator failure, the remaining symbol
generator drives the displays on both sides.

In the case of a display failure, the attitude display format can be

displayed on the remaining display. The heading display format can be
switched to the MFD tube.

System Description A28-- 1146-- 073

2-4 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

Attitude and navigation sensor data displays can be switched

electronically. All comparison monitoring of display information is done
within the EFIS.

The primary attitude data from the IRS is sent to the EFIS symbol
generator over a dedicated serial bus to meet the certification
requirements for isolation of the primary data to the pilot’s instruments.

FLIGHT GUIDANCE SYSTEM (FGS)

The FGS consists of the following components:
D Flight guidance computer (FGC)
D Flight guidance controller
D Servo drive (aileron, elevator and rudder)
D Elevator trim servo.

The FGS is the source of the following fail--operational flight director

functions:
D Autopilot
D Yaw damper
D Mach trim
D Trim.

The fail--operational is maintained by using redundant flight control

functions. Dual attitude/heading and air data sensors are used by using
a voting and redundancy management techniques. The
fail--operational characteristic includes sensor failures.

Each servo is a single--channel unit and is connected to both FGCs.

Only one computer actively controls the servos. Usually, the pilot side
is automatically in control. The copilot side can be manually selected,
or it automatically takes control if there is a disengage--type failure in
the pilot’s computer. Unnecessary automatic transfer from one FGC to
the other is minimized by the internal monitoring of system
performance.

The single flight guidance controller is used to engage the system, to

select the following:
D Operating flight director
D Autopilot modes
D HSI and DADC used to interface with the FGC.

A28-- 1146-- 073 System Description

REV 2 2-5
SPZ-- 8000 Digital Integrated Flight Control System

PRIMUSR 870 WEATHER RADAR SYSTEM

The PRIMUSR 870 Weather Radar System consists of the following
components:

D Weather radar receiver transmitter antenna

D Weather radar controller.

A brief description is given in Appendix B.

The PRIMUSR 870 Weather Radar System is an X--Band radar

designed for weather detection and analysis. The Electronic Display
EHSI and MFD indicator displays storm intensity levels in bright colors
contrasted against a deep black background. Areas of very heavy
rainfall are displayed in magenta, heavy rainfall in red, rainfall of
medium intensity is yellow, and areas of weakest rainfall are green.
After proper evaluation, the pilot can chart a course around areas that
contain storms.

The radar can also be used for ground mapping. In the map mode,
prominent landmarks are displayed so the pilot can identify coastline,
hilly or mountainous regions, cities, or even large structures. In ground
mapping mode, video levels of increasing reflectivity are displayed as
black, cyan, yellow, and magenta.

PRIMUSR II INTEGRATED RADIO SYSTEM

The PRIMUSR II Integrated Radio System (radio system covered in
Honeywell Pub. No. 28--1146--050) consists of the following
components:
D Radio management unit
D Audio panel
D Clearance delivery unit
D Distance measuring equipment (DME) indicator
D Integrated communication unit
D Integrated navigation unit
D Microwave landing system (MLS) receiver (optional).

System Description A28-- 1146-- 073

2-6 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

The radio system consists of the Integrated Communication Unit and

the Integrated Navigation Unit, along with associated controls,
displays, and antennas. The radio system is used for all forms of aircraft
communications, and it displays navigation information. System No. 1
is the pilot’s side and System No. 2 is the copilot’s side.

Operating modes, frequencies, and codes in all the units of the radio
system are controlled using the radio management unit. Frequencies
are also controlled by a radio control input from the FMS or through the
control display unit (CDU).

LIGHTNING SENSOR SYSTEM (LSS)

The LSS consists of the following:
D Lightning processor
D Antenna.

A brief operational description is given in Appendix C.

The LSS is used to detect and locate areas of lightning activity, in a

100--nautical mile radius around the aircraft, and to give the pilot a visual
display of its position and rate--of--occurrence. The LSS detects both
visible and high energy invisible electromagnetic and electrostatic
discharges (lightning) indicating areas of turbulent activity. After
evaluating the LSS display, and its relation to precipitation as indicated
by the weather radar display, the pilot can plan a course to avoid
hazardous weather.

The LSS information can be displayed on the EFIS/MFD system. The

operator can simultaneously or singularly display precipitation data
from the weather radar and/or lightning information from the LSS.

Because the system is a passive device (it does not transmit), it can be
safely operated on the ground, even in a congested ramp area. This
means the pilot can observe 360 of weather before starting the
engines.

A28-- 1146-- 073 System Description

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SPZ-- 8000 Digital Integrated Flight Control System

MULTIFUNCTION DISPLAY (MFD) SYSTEM

The MFD system consists of the following components:
D MFD symbol generator
D MFD controller
D Electronic display.

The MFD system displays data that is used to operate the aircraft. This
data includes the following:
D Normal and emergency checklists
D Navigation maps
D Weather radar
D TCAS data (optional).

In addition, the MFD symbol generator acts as a backup for the EFIS
symbol generator and EHSI display tube failures.

The symbol generator is the focal point of information flow in the MFD
system. The symbol generator performs the conversions necessary to
interface this microprocessor--based system to the sensors in the
aircraft.

The MFD controller is used to select display modes and formats.

System Description A28-- 1146-- 073

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 SPZ-- 8000 Digital Integrated Flight Control System

FLIGHT MANAGEMENT SYSTEM (FMS)

The FMS consists of the following components:

D CDU
D Navigation computer
D Data loader
D GPS
D Omega sensor (optional).

The FMS computes and controls lateral and vertical navigation

guidance for display and coupling to the DIFCS. The pilot uses the CDU
as the primary pilot interface with the system. It displays the selected
flight plan data.

The navigation computer can interface with three long--range sensors

through ARINC 429 buses. Each navigation computer also connects to
dual Honeywell PRIMUSR II navigation units. The interface to the air
data, MFD, EFIS, and DIFCS is over the ASCB. The interface to the IRS
and GPS is through ARINC 429 digital buses. Flight plans are also
transferred between navigation computers over the ASCB, while the
link to the CDU is over an RS422 private--line interface. The navigation
computer is designed to connect to IRS, GPS, Omega/very low
frequency (VLF) sensors plus very high frequency omnidirectional radio
range (VOR)/DME to maintain accurate long range navigation. With
links to the on--board navigation sensors, the navigation computer
develops an FMS position based on a blend or mix of the sensors. The
FMS does not directly display navigation maps on the CDU, however,
the FMS is the source of map data for other cockpit displays such as
EFIS or MFD. The FMS can be used to enter V--speed bug values for
display on the EFIS. Map data is displayed using an internal database
and ASCB I/O. A large portion of the navigation database is subject to
updating on a 28--day interval. The data loader is used to load the
system.

The navigation part of the FMS is an area navigation system (RNAV).

Its fundamental purpose is to generate navigation information relative
to a selected geographically located point. The pilot uses the navigation
management to define a route from the aircraft present position to any
point in the world. The system outputs advisory information and
steering signals that direct the pilot or DIFCS to steer the aircraft along
the desired route. Routes are defined from the aircraft present position
to a destination waypoint through a series of great circle legs connected
by intermediate waypoints.

A28-- 1146-- 073 System Description

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SPZ-- 8000 Digital Integrated Flight Control System

TRAFFIC ALERT AND COLLISION AVOIDANCE

SYSTEM (TCAS) (OPTIONAL)

The TCAS consists of the following:

D Computer
D Antenna

When TCAS is installed, the PRIMUSR II Integrated Radio System

includes a compatible Mode S transponder and radio management unit.

TCAS is designed to act as a backup to the air traffic control (ATC)

system and the see--and--avoid concept. TCAS continuously surveys
the airspace around the aircraft looking for replies from other aircraft in
the vicinity through their ATC transponders. Flightpaths are predicted
based on their tracks. When TCAS is activated through the radio
management unit and selected for display on the EHSI and the MFD,
nearby traffic is displayed. When traffic poses a collision threat, the
vertical speed display on the EADI includes a climb or descent vertical
command. The pilot manually flies the aircraft to satisfy the displayed
requirement.

ENHANCED GROUND PROXIMITY WARNING

SYSTEM (EGPWS) (OPTIONAL)

The Allied Signal EGPWS is described in Allied Signal publication

965--0976--601. The EGPWS is a sensing system that alerts the crew
as to the following conditions:
D Terrain proximity
D Excessive deviation from instrument landing system (ILS) glideslope
D Radio altitude callouts
D Windshear conditions.

The crew is alerted using audio warnings, EFIS message displays and
external annunciators. Terrain conflicts are shown on the HSI and MFD
displays as a graphic that indicates the height of nearby terrain. The
system also has an auto pop--up feature that automatically engages the
system when an alert situation exists.

The EGPWS contains a world wide terrain data base. The system uses
the data base, and combines it with positional inputs from the FMS, and
absolute altitude data from the radio altimeter to determine the aircraft’s
position relative to the underlying terrain.

System Description A28-- 1146-- 073

2-10 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

OTHER SWITCHES, CONTROLS, AND

ANNUNCIATORS
D AP (Autopilot) Disconnect Switches -- The AP disconnect
switches are control wheel mounted switches that disconnect the
AP on the first push and disconnect the yaw damper with the second
push.

D AFCS XFR (Automatic Flight Control System Transfer)

Switches/Annunciators -- The L AFCS and R AFCS switches can
be used to manually select the master FGC, that is annunciated by
lighting the associated AP engage pointer on the flight guidance
controller. The lower half of each AFCS XFR switch is the AFCS
FAIL annunciator. The XFR switches can be pushed to reset an
AFCS FAIL light. The AFCS annunciator, located just below the AP
disengage annunciator, is an additional warning that either the L
AFCS fail or R AFCS fail annunciator is lit.

NOTE: Both AFCS fail annunciators light when an ATT, HDG, or

ADC sensor/FGC interconnect failure is detected.

D AP, E (Elevator) TRIM, and MACH TRIM OFF Annunciators --

These annunciators are disengage annunciators for the autopilot,
elevator trim wheel, and Mach trim.

D TCS (Touch Control Steering) Switches -- The pilot pushes the

TCS button so the aircraft aircraft attitude, altitude, airspeed, and/or
vertical speed can be changed without disengaging the autopilot.

D Go--Around (GA) Switches -- The GA buttons are located on the

control wheels. They disengage the autopilot only and command a
wings level 12 noseup attitude.

D Electric Trim Switches -- Electric trim switches on the control

wheel are ignored while the AP is engaged.

Moving the trim wheel disconnects the AP if it is engaged, or it

synchronizes the Mach trim when the aircraft is being flown by hand.

A28-- 1146-- 073 System Description

REV 2 2-11
SPZ-- 8000 Digital Integrated Flight Control System

EFIS External Reversionary Select Switches

D EADI and EHSI Display Tubes -- The display brightness is
controlled using the EADI dimming controls.

D Dual IRS and Dual ADC (Air Data Computer) -- Pushing a

reversion button (ATT/HDG (attitude/heading), ADC) on one side
performs the reversion operation on that side. Complete cross--side
reversions (e.g., IAS2 (indicated airspeed) on pilot side and IAS1 on
copilot side) are not allowed. The pilot is given priority during dual
reversions.

D Triple IRS -- The pilot can switch from IRS1 to IRS3 to IRS2, and
the copilot can switch from IRS2 to IRS3 to IRS1.

Both pilots can simultaneously select IRS3 for display on their

respective EFIS. Complete cross--side reversion is not allowed. The
pilot is given priority during dual reversions.

D Triplex SG (Symbol Generator) Configuration -- The pilot has

several EFIS reversionary switching options, using the two SGs and
the single multifunction generator (MG).

System Description A28-- 1146-- 073

2-12 REV 2
 SPZ--8000 Digital Integrated Flight Control System

ED--800 MFD
ED--800 EADI ED--800 EADI
BA--141 BARO BA--141 BARO
ALTITUDE IND ALTITUDE IND

BACKUP BACKUP
CONTROL CONTROL
COCKPIT AT--860 MC--800
AUDIO LIGHTNING MFD CONTROLLER
ANTENNA
MG--818
NAV INPUT WU--870 MFD SYMBOL
FROM SH2 ANTENNA/RECEIVER/ GENERATOR
TRANSMITTER UNIT
ED--800 EHSI WC--870 WC--870 ED--800 EHSI
WX CONTROLLER WX CONTROLLER
DC--810 DC--810
DISPLAY CONTROLLER DISPLAY CONTROLLER
VA--100
VOICE
ADVISOR* LP--850
LIGHTNING
SENSOR
RT--300 RADIO PROCESSOR
ALTIMETER WX/MAP WX/MAP
RECEIVER/
TRANSMITTER

SG--818 RI--870 RI--870 SG--818

SYMBOL REMOTE REMOTE SYMBOL
GENERATOR INSTRUMENT INSTRUMENT GENERATOR
CONTROLLER CONTROLLER

AT--300 AT--300 NAV INPUT

ANTENNA ANTENNA NAV INPUT
FROM SH2 FROM SH2

MODE SELECT MODE SELECT

UNIT UNIT

NZ--920 NZ--920
NAVIGATION NAVIGATION
NOTE COMPUTER DL--900 NOTE COMPUTER
INERTIAL DATA LOADER INTERNAL
REFERENCE REFERENCE
UNIT UNIT

CD--810 CONTROL CD--810 CONTROL

DISPLAY UNIT DISPLAY UNIT

AZ--810 GLOBAL AZ--810

DIGITAL POSITIONING DIGITAL
AIR DATA SYSTEM SENSOR AIR DATA
COMPUTER UNIT COMPUTER

GC--810 FLIGHT
GUIDANCE CONTROLLER

FZ--800 FLIGHT FZ--800 FLIGHT

GUIDANCE GUIDANCE
COMPUTER COMPUTER

*DENOTES OPTIONAL COMPONENTS.

SM--200 SM--200 SM--200 TM--420
NOTE: NZ--2000 NAVIGATION COMPUTER IS AND OPTION RUDDER AILERON ELEVATOR TRIM
SERVO SERVO SERVO SERVO AD--22711,SH1--R2@

SPZ--8000 System Block Diagram

Figure 2--1 (cont)

A28--1146--073 System Description

REV 2 2-13/(2-14 blank)
 SPZ--8000 Digital Integrated Flight Control System

SPZ--8000 System Flow Diagram

Figure 2--1
A28--1146--073 System Description
REV 2 2-15/(2-16 blank)
 SPZ-- 8000 Digital Integrated Flight Control System

3. Air Data System

BAROMETRIC ALTIMETER
The altimeter, shown in Figure 3--1, displays a servoed counter
drum/pointer of barometrically corrected pressure altitude. The
barometric pressure is set manually using the BARO knob. It is
displayed in units of inches of mercury and millibars on BARO counters.

AD--43008--R1@

Barometric Altimeter
Figure 3--1

The altimeter displays the following:

D The counter drum displays altitude, marked in 20--foot increments.

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

graduations.

D Altitudes below 10,000 feet are annunciated by a black and white

crosshatch on the left--hand digit position of the counter display.

D The barometric pressure counter is set using the BARO knob, and
it displays barometric pressure in inches of mercury and millibars.

D The failure warning flag is displayed when the error between the
altitude displayed and the altitude signal received is too great, the
ADC goes invalid, or the altimeter loses primary power.

A28-- 1146-- 073 Air Data System

REV 2 3-1
SPZ-- 8000 Digital Integrated Flight Control System

D The altitude alert annunciator lights to indicate when the aircraft is

within 1000 feet of the preselected altitude during the capture
maneuver. It goes off when the aircraft is 250 feet from the selected
altitude. After capture, the light goes on again if the aircraft departs
more than 250 feet from the selected altitude. A momentary audio
alert is also sounded when the aircraft is 1000 feet from the
preselected altitude, or if the aircraft departs 250 feet from the
selected altitude after capture.

The altitude alert is disabled when the glideslope is captured. Air

data parameters are given in Table 3--1.

Parameter Units Data

Pressure Altitude ft --1000 to 60,000

BARO Corrected ft --1000 to 60,000
Altitude Rate ft/min --6000 to +6000
Indicated Airspeed kt 30 to 450
True Airspeed kt 0 to 600
Total Air Temp _C --99 to +99
Static Air Temp _C --99 to +99
Preselect Altitude ft 0 to 60,000
VMO or MMO kt 30 to 450
BARO Set inHg 28 to 31
BARO Set mB 948 to 1050
Mach M 0.2 to 1.0

Air Data Display Parameters

Table 3--1

Air Data System A28-- 1146-- 073

3-2 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

IAS AND VERTICAL SPEED DISPLAYS

The air data displays are shown on the EADI. Section 4, Electronic
Flight Instrument System, describes these displays in detail.

ADC SELF-- TEST MODE

The ADC incorporates a self--test mode. When activated using the
cockpit test switch, the ADC outputs static data on the ASCB and the
ARINC 429 bus. The data, listed in Table 3--2, is displayed on the
altimeter and EFIS.

Parameter Data Output

Pressure Altitude 4000 ft

Altitude Rate 5000 ft/min
Indicated Airspeed -- Ventral Tank 340 kt, 290 kt after 2 sec
Full
Indicated Airspeed -- Ventral Tank 340 kt
Empty
Mach .79M (FAA) or .8M (CAA)
Total Air Temperature --16 _C
Static Air Temperature --45 _C
VMO -- Ventral Tank Full 330 kt, 280 kt after 2 sec
VMO -- Ventral Tank Empty 330 kt
NOTE: In addition, FGC/ADC interconnect logic lights the L AFCS and R AFCS fail
annunciators.

Self--Test Mode Displays

Table 3--2

A28-- 1146-- 073 Air Data System

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 SPZ-- 8000 Digital Integrated Flight Control System

4. Electronic Flight Instrument

System (EFIS)

SYSTEM CONTROLS
The controls for the EFIS system consist of the display controller,
instrument remote controllers, and EFIS reversionary select and
self--test switches.

DISPLAY CONTROLLER (DC)

The DC, shown in Figure 4--1, is used to control the EFIS display
formatting. The DC also has the bearing select knobs.

AD--43009@

Display Controller
Figure 4--1

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

REV 2 4-1
SPZ-- 8000 Digital Integrated Flight Control System

Refer to Figure 4--1 for the location of the controller functions described
below:

D HSI (Horizontal Situation Indicator) Button -- The HSI button is

used to toggle the EHSI display from full compass to partial
compass ARC format. In the full compass mode, 360 of heading
are displayed and in partial compass ARC mode, 90 of heading are
displayed. If the VOR or FMS is displayed, pushing the HSI button
toggles between FULL, ARC, and ARC with a map format.

D GSPD/TTG (Groundspeed/Time--To--Go) Button -- Pushing the

GSPD/TTG button, toggles the lower right corner display between
groundspeed and time--to--go on the EHSI. The power--up condition
is groundspeed displayed.

D ET (Elapsed Time) Button -- Pushing the ET button displays the

elapsed time over the GSPD/TTG display. Pushing the ET button
the first time resets the displayed time to zero, the second push
starts the ET, and the third push stops the ET.

D FD BARS (Flight Director Command Bars) Button -- The FD

BARS button toggles between displaying and not displaying the
flight director bars. Selecting GA mode automatically displays the
flight director bars.

D MLS Button (optional) -- Pushing the MLS button displays MLS

information on the EHSI. This button toggles between MLS1 and
MLS2.

D V/L (VOR/Localizer) Button -- Pushing the V/L button displays

VOR/LOC information on the EHSI. This button toggles between
NAV1 and NAV2. The power--up condition is the on--side NAV
source.

D FMS Button -- Pushing the FMS button displays FMS information

on the EHSI. This button toggles between FMS1 and FMS2. The
power--up condition is the on--side FMS.

D BRG (Bearing) Source Select Knobs -- The EHSI can display two
independent bearing pointers. The selectable bearing sources for
each pointer are given in Table 4--1.

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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 SPZ-- 8000 Digital Integrated Flight Control System

BRG f BRG Z

OFF OFF
VOR1 VOR2
ADF1 ADF2
FMS1 FMS2

Bearing Source Selections

Table 4--1

D DIM Controls -- The EFIS dimming system is semi--automatic. Two

inputs contribute to the overall display brightness of each electronic
display:
— manually setting the dimming controls.
— ambient light sensed by the photosensors on each electronic
display
The DIM knob sets the nominal intensity for each display. The
photosensors located on each electronic display modulate the light
output of each display about the nominal intensity as a function of
the light incident on each display.

— ADI DIM CONTROL -- The attitude director indicator (ADI) DIM

control dims the raster and stroke writing on the EADI. Turning
the control OFF blanks the EADI tube and displays the EADI
mode on the EHSI tube.

— HSI DIM CONTROL -- The HSI DIM control dims both stroke and
raster writing on the EHSI. Turning the control OFF blanks the
EHSI. The EHSI display can be selected on the MFD.

— WX (WEATHER) DIM CONTROL -- If the WX DIM control is not

OFF, weather radar returns are added to the ARC and map
formats. The WX DIM control only dims the raster on the EHSI
that contains weather radar information. Turning the control OFF
removes the weather radar display.

D DH (Decision Height) Knob -- Turning the inner DH knob adjusts

the decision height displayed on the EADI between 20 and 990 feet
in 10--foot increments. Turning the DH knob completely
counterclockwise, removes the decision height display.

D TEST Button -- The pushing the TEST button tests the radio
altimeter and EFIS when the aircraft is on the ground, or the radio
altimeter only when in the air (if not in the LOC or azimuth (AZ)
capture mode).

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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INSTRUMENT REMOTE CONTROLLER

The instrument remote controllers, shown in Figure 4--2, are used as
follows:

D The pilot’s instrument remote controller sets heading/track, course,

and IAS or Mach references

D The copilot’s controller sets heading/track, course, and altitude

preselect references.

AD--43010@

Pilot

AD--43011@

Copilot
Instrument Remote Controllers
Figure 4--2

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

4-4 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

The following paragraphs describe each control on the pilot’s and

copilot’s controller:

D CRS (Course) Select Knob and PUSH DCT (Direct Course To)
Button -- The CRS knob selects the VOR or ILS course by
positioning the course select pointer on the pilot’s or copilot’s EHSI.

The PUSH DCT button automatically selects a TO direction for the

tuned VOR course having zero deviation.

When the FMS is selected, the pilot can re--position an on--side

preselected course arrow. When turning the knob, the desired track
digital readout is replaced by the digital value of preselected course.
The digital preselected course readout is removed from the display
five seconds after the CRS knob stops turning.

D Pilot’s IAS/MACH Knob and PUSH CHG (Change) Button -- The

IAS/ MACH knob toggles between displaying IAS or MACH
reference speed on the EADI for the flight level change (FLC) FGS
mode. The power--up value for selected speed is 100 knots IAS.

Repeatedly pushing the PUSH CHG button alternately selects IAS

and Mach. Pushing the PUSH CHG button does not move the
IAS/Mach bug, it changes the nature of the readout. The power--up
state is IAS. The PUSH CHG is inhibited in flight when Mach readout
is inhibited (as described in EADI section).

D Copilot’s ALT SEL (Altitude Select) Knob -- The ALT SEL knob
controls the preselect altitude displayed on the EADI. When the
knob is in the normal IN position, altitude is set in 1,000--foot
increments. When the knob is pulled out, altitude is set in 100--foot
increments.

D HDG/TRK (Heading/Track) Select Knob and PUSH SYNC

(Synchronization) Button -- The HDG/TRK knob is used to set a
heading or track reference by the positioning of the heading/track
bug on the pilot’s or copilot’s EHSI.

Pushing the PUSH SYNC button synchronizes the heading bug to

present heading (lubber line) or track bug to current drift angle (drift
pointer).

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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EFIS REVERSIONARY SELECT SWITCHES

The switches described below are pilot side switches, however the
descriptions are the same for the identical set of switches on the
copilot’s side.
Reversionary switches, shown in Figure 4--3, are used to select
alternate source data inputs, or symbol generators. These functions are
primarily controlled with external, cockpit mounted switches. The pilot
can use these alternate action switches to maintain usable flight
displays even after multiple failures.

EFIS External Select Switches

Figure 4--3

D EADI and EHSI Display Tubes -- As described under the DC, the
displays are reconfigured with the EADI dimming controls.
D Dual IRS and Dual ADC -- Pushing a reversion button (ATT/HDG,
ADC) on one side performs the reversion operation on that side.
Complete cross--side reversions (e.g., IAS2 on pilot side and IAS1
on copilot side) are not allowed. The pilot has priority during dual
reversions.
D Triple IRS (option) -- The pilot can switch from IRS1 to IRS3 to
IRS2, and the copilot can switch from IRS2 to IRS3 to IRS1.
Both pilots can simultaneously select IRS3 for display on their
respective EFIS. Complete cross--side reversion is not allowed. The
pilot is given priority during dual reversions.
D Triplex SG Configuration -- The pilot has several options
regarding EFIS reversionary switching, using the two SGs and
single MG.
— The either pilot can select SG REV and have the cross--side SG
drive the displays. In this case, the EFIS display controller on the
side that is requesting backup is no longer used.

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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— Using the MFD controller, the pilot or copilot can select the MG
to backup their EFIS SG. In this case, the EFIS display controller
on the side requesting backup is still functional. The MFD tube
is blank. The MG cannot be selected to both sides
simultaneously.
— To use the MG to backup a dual SG failure, the pilot selects SG
backup on the MFD Controller and the copilot selects SG REV
on copilot’s lower instrument panel.

TCAS DISPLAY SELECT SWITCH (OPTIONAL)

When this switch is pushed, the EHSI display is replaced with a
combination EHSI arc and TCAS traffic display.

EFIS SELF--TEST
The EFIS self--test procedure is described in Table 4--2.

Step Procedure

1 Push the TEST button on the DC.

2 The test pattern, shown in Figure 4--4, is displayed for the
first four seconds that the TEST button is pushed.

AD--43012--R2@

Test Pattern for the First 4 Seconds

Figure 4--4

EFIS Self--Test Procedure

Table 4--2 (cont)

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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Step Procedure

3 For the first 4 seconds the test pattern shows all

comparators.
4 After 4 seconds, all comparators are removed and all flags
are displayed with their corresponding logic as shown in
Figure 4--5.

AD--43013--R2@

Test Pattern After 4 Seconds

Figure 4--5
5 A TEST is displayed on the EADI for the duration of the
test.
6 If the aircraft is in the air, only the radio altimeter is tested
if the system is not in the LOC or AZ capture mode.
7 If the aircraft is on the ground and the test function is
initiated, the SG resets to the power up configuration after
the test is completed.
8 The Test mode can be used to review VSPEED bugs before
takeoff.

EFIS Self--Test Procedure

Table 4--2

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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ELECTRONIC ATTITUDE DIRECTOR INDICATOR

(EADI)
The EADI combines the true sphere--type attitude display with lateral
and vertical computed steering signals to display the commands
required to intercept and maintain a flightpath. The EADI has the
following display information:
D Attitude display
D Excessive pitch chevrons
D Flight director command cue(s)
D Flight director mode annunciators
D HSI select annunciator
D AP engage/abnormal disengage/TCS annunciator
D Vertical deviation
D Localizer deviation and rising runway
D Radio altitude
D DH setting
D DH annunciator
D Marker beacon annunciators
D Vertical track alert
D IAS scale and readout
D IAS Acceleration Trend
D IAS/Mach reference bug and readout
D IAS low speed awareness (if equipped)
D VMO indicator
D Speed bug from FMS
D Digital Mach
D CAT2 Annunciator
D CAT2 Excessive Deviation
D Reversionary annunciators
D Flags
D Altitude preselect readout
D Comparison monitors
D V--speed bugs and readout

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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D Vertical speed scale and display

D Low bank indication
D Vertical speed target reference
D TCAS resolution advisory (optional).

Color Coding

The display symbols color logic is defined in Table 4--3.

Color Meaning

Amber D Reversionary information that requires

special attention
D Miscompare annunciations.
Red D Flags
D Limits
D Data out--of--limits
White D Scales
D Compass rose/arc
D Armed modes
D Labels
D Reversions not affecting safety
D Aircraft symbol on HSI
D Bearing pointer 2
Green D Present flight parameters
D Captured modes
D NAV information from on--side
D Transfer annunciations on the side to which
the transfer is not made
Yellow D Aircraft symbol on ADI
D NAV information from cross--side

Symbol Color Logic

Table 4--3 (cont)

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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Color Meaning

Cyan D Selected altitude and DH

D Heading bug on HSI
D Selected IAS/Mach reference bug and digits
D Wind/elapsed time
D Bearing pointer 1
D Selected vertical speed reference
Magenta D Preselected course arrow, digits and
annunciator
D Associated TO waypoint data.
NOTE: Flashing information is used to alert the pilot.

Symbol Color Logic

Table 4--3

Initialization at Power-- Up
At power--up, the initializations in Table 4--4 are displayed.

Display Initial Setting

NAV Source On--side VOR selected

Selected Course North
Selected Heading Current heading
Bearing On--side
NAV Data Groundspeed
IAS/MACH Bug IAS
DH Set value
Altitude Select (ASEL) ASEL box is empty until ASEL knob
is turned, then current altitude
Reversionary Switching None

Power--Up Initial Settings

Table 4--4

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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EADI Displays and Annunciators

The EADI display elements, shown in Figure 4--6, are described below.

D IAS/MACH Reference Bug and Display -- The blue IAS/MACH

reference bug moves along the scale and is controlled using the
IAS/MACH knob on the pilots Instrument Remote Controller. The
value of the bug is digitally displayed at the top of the scale.
Resolution is 1 knot for IAS and 0.01 for MACH. IAS or MACH
reference can be alternately displayed by pushing the instrument
remote controller IAS/MACH PUSH CHG button. Switching from
IAS to MACH reference does not move the bug, rather it changes
the nature of the reference indication. The set range is from 80 to
335 knots and .40 to .80 M.

The power--up value for selected speed is 100 knots IAS.

NOTE: When the flight guidance system enters the MAX SPEED
airspeed hold submode from either FLC or VFLC, the
IAS/MACH reference bug and display turns amber.

D Flight Director Mode Annunciators -- Flight director vertical and

lateral modes are annunciated along the top of the EADI. Armed
vertical and lateral modes are annunciated in white, and captured
modes are annunciated in green. At capture, to indicate the
transitions from arm to capture specified in Table 4--5. the white
mode is dropped and the green mode annunciation flashes for the
first 5 seconds.

Lateral Transitions Vertical Transitions

VOR arm (white) to VOR capture ASEL arm (white) to ASEL

LOC arm (white) to LOC capture capture
BC arm (white) to BC capture GS arm (white) to GS capture
LNAV arm (white) to LNAV GP arm (white) to GP capture
capture VN arm (white) to VPTH
AZ arm (white) to AZ capture capture
VAPP arm (white) to VAPP VN arm (white) to VFLC
capture capture
BCAZ arm (white) to BCAZ
capture

Lateral and Vertical Mode Transitions

Table 4--5

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VERTICAL CAPTURE TRACK (GREEN)

LATERAL CAPTURE TRACK (GREEN) ASEL VPTH

GS VS
HDG FLC ALT VERTICAL ARM
* VOR LOC
AZ ROL VAPP VFLC GA (WHITE)
VOR LNAV BCAZ VASL GP
FLIGHT FLIGHT FLIGHT
BC TRK VALT PIT GS VN
DIRECTOR DIRECTOR DIRECTOR
GP
IAS/MACH MODE COUPLE MODE
REF ANNUNCIATORS ARROW ANNUNCIATORS
AUTOPILOT
ENGAGE ATTITUDE SOURCE
ANNUNCIATOR ANNUNCIATOR LATERAL ARM ASEL ARM
(WHITE) TURNS THE
MACH DISPLAY ALTITUDE PRESELECT ’ASEL’ WHITE
DISPLAY LNAV VAPP
DECISION HEIGHT LOC BCAZ
ANNUNCIATOR DECISION HEIGHT BC
DISPLAY VOR MARKER BEACON
VMO /MMO INDICATOR AZ
DH VERTICAL OM (BLUE)
IAS TREND TRACK ALERT MM (AMBER)
BANK LIMIT IM (WHITE)
PITCH AND ROLL ROLL SCALE
COMMAND CUE DISPLAY
VERTICAL SPEED
IAS SCALE AND SCALE AND DISPLAY RESOLUTION ADVISORY
DISPLAY ’FLY TO’ (GREEN)
GUIDESLOPE
FMS SPEED BUG POINTER
RADIO ALTITUDE RESOLUTION ADVISORY
V SPEED BUG LOW SPEED ’DO NOT FLY’ (RED)
DISPLAY AWARENESS
VSPEED REFERENCE VERTICAL SPEED SET BAR

AIRCRAFT LOCALIZER LOCALIZER ATTITUDE INCLINOMETER

SYMBOL POINTER AND SCALE SPHERE
RISING
RUNWAY AD--31449@

EADI Displays and Annunciators

Figure 4--6

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D Flight Director Couple Arrow -- The direction of the couple arrow

indicates which side EHSI and DADC is coupled to both FGCs. The
arrow points in the same direction as the HSI SEL switch arrow on
the FGC. The arrow is green if the flight director source is same side
and amber if flight director source is from cross--side FGC.

D Attitude Source Annunciator -- The ATT annunciator shows

which vertical gyro is the attitude source. The annunciator is
normally white, but when the pilot and copilot are on the same
source, the annunciator turns amber.

D Altitude Preselect Display -- The five--digit display indicates the

selected altitude from 0 to 60,000 feet using the ALT SEL knob on
the copilot instrument remote controller. The resolution is 100 feet.
Departure from the selected altitude is shown by a flashing ASEL
box. This can be cleared by returning to the altitude or by turning the
ALT SEL knob. The box is white, but turns yellow if altitude
preselect is controlled by the cross--side DADC. Initialization at
power--up is the ASEL box empty until the ALT SEL knob is turned.
Then the current value of ASEL is displayed.

D Decision Height Display and Annunciator -- DH is displayed by

a three--digit display. The set range is from 20 to 990 feet in 10--foot
increments. For radio altitude less than 2500 feet, the DH setting
display is continuous. Above 2500 feet, the DH setting is displayed
for five seconds if a new setting is made by turning the DH knob on
the display controller. The DH display can be removed turning the
set knob fully counterclockwise. When the radio altitudes equal 50
feet or less above the DH setting, a black box is displayed inside the
attitude sphere. When at or below decision height, a DH is displayed
inside the black box. To prevent the DH annunciating on the ground,
the display is inhibited and armed after climbing through the DH
setting.

D Vertical Track Alert (VTA) Annunciator -- With FMS selected,

approximately 60 seconds before the aircraft reaches the vertical
waypoint, the VTA annunciator flashes.

D Roll Attitude Pointer and Scale -- The pointer displays actual roll
attitude when aligned with the fixed index reference marks at 0, 10,
20, 30 and 45 on the roll scale.

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D Vertical Speed Scale and Display -- The green vertical speed

display has a range of 9900 feet/minute. The green vertical speed
vector shows the direction of vertical speed travel. The vertical
speed scale has limits at 7000 feet/minute and a 50 feet/minute
dead zone around zero ft/min.

D Glideslope Deviation Pointer -- The glideslope pointer and scale

are displayed when an ILS frequency is tuned. It displays aircraft
deviation from glideslope beam center. If the aircraft is below
glidepath, the pointer displaces upward. Each glideslope dot
represents 1 displacement from the beam centerline. If the vertical
navigation (VNAV) mode is selected, the vertical deviation pointer
indicates the vertical navigation computed path center to which the
aircraft is being flown.

D Radio Altitude (RA) Display -- The green four--digit display

indicates the aircraft’s radio altitude from 0 to 2500 feet. The
resolution from 0 to 100 feet is 5 feet; from 100 to 1500 feet is
10 feet; and greater than 1500 feet is 50 feet. The display is blanked
for altitudes greater than 2500 feet. When the radio altitude data is
invalid, the display is removed and a boxed RA flag is displayed.

D Vertical Speed Target Select -- The blue vertical speed target data
is located below the vertical speed scale and displays current
vertical speed target when the vertical speed (VS) or VPTH modes
are active. The arrow indicates a VS target. Range is +6000 to
--8000 feet/minute.

NOTE: When the flight guidance system enters the MAX SPEED
airspeed hold submode from either VS or FMS VPTH, the
vertical speed target select data turns amber.

D Attitude Sphere -- The sphere moves with respect to symbol

aircraft reference to display actual pitch and roll attitude. Pitch
attitude marks are in 5 increments.

D Localizer Scale, Pointer, and Rising Runway -- The localizer

display is shown when an ILS frequency is tuned. Raw localizer
displacement data from the navigation receiver is used as a
reference indicator of the aircraft position with respect to the center
of the localizer. When tuning to other than an ILS frequency, the
expanded localizer display is removed.

NOTE: When the BC mode is selected on the flight director, or

when the selected course is more than 90 from aircraft
heading, the expanded localizer deviation is automatically
reversed to display proper deviation sensing with respect
to the localizer centerline.

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The pointer is green if it is related to the on--side NAV source and

it is yellow when the cross--side NAV source is used.
At 200 feet of radio altitude, the localizer pointer is converted to
a rising runway that starts to expand linearly with radio altitude up
to its maximum size at touchdown. If the radio altitude is invalid,
the localizer deviation is still displayed, but the runway does not
expand.
D Aircraft Symbol -- The aircraft symbol is a stationary
representation of the aircraft. Aircraft pitch and roll attitudes are
displayed by the relationship between the fixed miniature aircraft
and the movable sphere. The miniature aircraft is flown to align the
command cue to the aircraft symbol in order to satisfy the
commands of the selected flight director mode.
D VSPEED Bugs and Display -- The VSPEED bugs are set through the
FMS CDU. They are displayed next to the airspeed scale. The value
of the V1 and VREF bugs is displayed digitally at the lower left of the
attitude sphere. The readout is amber for V1 values, while on the
ground, and white for VREF values, 5 seconds after takeoff.
D IAS Scale and Display -- The IAS scale and digital readout is
displayed anytime a valid DADC is selected. The IAS annunciations
are defined in Table 4--6. The scale is white and the digital readout
is green.

Condition Annunciation

Below 40 kt There is no digital readout

From 40 to 450 kt Actual IAS is displayed

Above 450 kt The display is parked at the

450 kt position

Indicated Airspeed Annunciators

Table 4--6
The color of the IAS display is:
— Green
— Amber when trend vector exceeds VMO
— Red above VMO/MMO.
NOTE: The standard IAS scale has the large numbers at the top,
and the small numbers at the bottom. An optional
installation is to have the large numbers move up from the
bottom. If this is done, the IAS trend vector is removed.

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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D Flight Director Single Cue/Cross Pointer -- The cue/cross pointer

displays computed steering commands to capture and maintain a
desired flightpath. The pilot flies the aircraft symbol to the cue. The
cue/cross pointer is biased out--of--view if an invalid condition occurs
in the flight director pitch or roll channel.

D IAS Acceleration Trend -- The magenta acceleration trend vector

indicates IAS acceleration when airborne.

D Maximum Operation Velocity (VMO) Indicator -- The VMO

indicator moves up and down the IAS scale to indicate the maximum
operating velocity (airspeed) that is calculated by the DADC.

D Mach Display -- When in flight, the Mach readout is first displayed

at .45 M and it is removed at .40 M. Resolution is .002 M. The color
of the Mach indication is as follows:
— Green
— Amber when trend vector exceeds VMO/MMO
— Red above VMO/MMO.

D Autopilot Engage Annunciator -- An AP is annunciated for the

conditions shown in Table 4--7.

Condition Annunciation

AP Engage AP1 or AP2

FGC Transfer (AP AP1 or AP2 flashing for 5

remains engaged) seconds, then steady

TCS Button Pushed White TCS replaces the AP1 or

AP2

Abnormal Disengage Flashing AP1 or AP2 for

5 seconds, then steady, and
removed after 60 seconds

Autopilot Engage Annunciators

Table 4--7

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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D Marker Beacon -- Marker beacon information is displayed near the

upper right corner of the sphere. The markers are of the specified
color of blue for outer, amber for middle, and white for inner marker.

D TCAS Resolution Advisory (optional) -- When TCAS is activated,

the vertical speed display shows a green fly to band and a red do
not fly bar.

NOTE: When the aircraft rate of climb is inside the red do not fly
zone, the digital rate of climb value is displayed in red.

D Inclinometer -- The inclinometer gives the pilot a conventional

display of aircraft slip or skid, and is used as an aid to coordinated
maneuvers.

D Low Speed Awareness Bar -- If equipped with FAA registration, the

red low speed awareness bar is located on the right side of the
airspeed display. When the top of the bar reaches the airspeed
reference line, the aircraft is at 1.1 VS.

NOTE: The low speed bar is armed for display 6.5 seconds after
takeoff. It is removed when the aircraft is on the ground.
The bar display is tested while performing stick shaker
tests.

D Bank Limit Display -- The arc overlaying the roll scale indicates the
17_ low bank angle range.

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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Typical EADI Display Presentations

The following figures show EADI presentations that the pilot typically
sees during various flight phases. These examples do not show all
display possibilities, they are intended to be representative of common
presentations.

TAKEOFF USING GO--AROUND MODE

The aircraft is at the end of the runway ready for takeoff. Go--around
(GA) and heading (HDG) modes have been selected, as shown in
Figure 4--7. The flight director couple arrow ( ) indicates the system
is coupled to the left side EHSI and DADC. The preselected altitude is
8000 feet MSL. Radio altitude is 0, and the IAS reference is set at
140 knots. The attitude is level while the flight director cue is displaying
the wings level, 12 nose up go--around command.

AD--43014--R2@

Takeoff Using Go--Around Mode

Figure 4--7

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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CLIMB TO INITIAL ALTITUDE

The airplane is on climbout at 200 knots and 2000 ft/min in heading

(HDG) and pitch attitude hold mode (PIT), and the autopilot is engaged
(AP1), as shown in Figure 4--8. Flight director commands are satisfied.

AD--43015--R2@

Climb to Initial Altitude

Figure 4--8

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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ENROUTE CRUISE

Straight and level on preselected altitude of 24,000 feet, flying heading

(HDG) and altitude hold (ALT) with VOR (white) armed for capture, as
shown in Figure 4--9. AP1 is engaged and coupled to left side EHSI. IAS
is 250 knots which is M.460 with a speed target of 250 knots.

AD--43016--R2@

Enroute Cruise
Figure 4--9

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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SETUP FOR APPROACH

The aircraft is flying heading (HDG) and flight level change (FLC)
modes armed for localizer (LOC white) and glideslope (GS white)
capture, as shown in Figure 4--10. Since the approach mode is
selected, the glideslope and localizer displays are displayed. The ASEL
digits indicate the approach altitude fix of 4000 feet. The aircraft is
currently at 160 knots with a 160--knot target airspeed. Vertical speed
shows a descent of 1000 feet per minute (fpm).

AD--43017--R2@

Setup For Approach

Figure 4--10

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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APPROACH CAPTURE TRACKING BELOW DH

The aircraft is set up on final approach with LOC and GS captured, and
the autopilot (AP1) is engaged, as shown in Figure 4--11. The radio
altitude of 150 feet is below the 200--foot decision height; therefore, the
DH is displayed in the attitude sphere. The green runway symbol is
displayed at 200 feet AGL and expands toward the aircraft symbol as
the aircraft descends. The aircraft is stable on the target airspeed of 132
knots IAS. Vertical speed shows a descent of --600 fpm.

AD--43018--R2@

Approach Capture Tracking Below DH

Figure 4--11

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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Reversion Annunciators
Reversionary annunciators are defined below.

D IRS Reversions -- The attitude and heading source are displayed

on the EADI and EHSI respectively, as shown in Figure 4--12. The
IRS dual reversions are described in Table 4--8.

AD--43020--R2@

IRS Reversion Annunciators

Figure 4--12

Operation Pilot Copilot

Normal Blank Blank

Pilot Reversion ATT2 (HDG2) ATT2 (HDG2)
Copilot Reversion ATT1 (HDG1) ATT1 (HDG1)
Both Reversion ATT2 (HDG2) ATT2 (HDG2)

Dual IRS Reversion Annunciators

Table 4--8

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The IRS triple reversions are described in Table 4--9.

Operation Pilot Copilot

Normal Blank Blank

Pilot Reversion ATT3 (white) (HDG3) Blank
Copilot Reversion Blank ATT3 (white) (HDG3)
Both Reversion ATT3 (HDG3) ATT3 (HDG3)

Triple IRS Reversion Annunciators

Table 4--9

D ADC Reversions -- ADC reversion on one side (for EADI only) is

indicated by displaying a boxed ADC1 or ADC2 on the EADI on both
sides, as shown in Figure 4--13. The side requesting the transfer
displays amber letters. The side sending the information displays
green letters.

A
D
C
2

AD--43019--R2@

ADC Reversion -- Side Requesting Transfer

Figure 4--13

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D Symbol Generator (SG) Reversions -- Dual EFIS symbol

generators can be transferred to the other side or the single MFD
symbol generator can be transferred to either side. The reversionary
source annunciators are displayed on both EADIs, as defined in
Tables 4--10 and 4--11.

Annunciator Annunciator
Selection Pilot’s Side Copilot’s Side

Pilot selects Boxed SG2 Boxed SG2

SG REV
Copilot selects Boxed SG1 Boxed SG1
SG REV

EFIS Symbol Generator Transfers

Table 4--10

Annunciator Annunciator
Selection Transfer Side Other Side

Transfer side selects White boxed MG No Annunciation

SG BACK--UP
(MFD)
Other side selects Boxed MG Boxed MG
SG REV

MFD Symbol Generator Transfer

Table 4--11

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The basic power--up state is shown in Figure 4--14, is:

— SG1 on pilot side
— SG2 on copilot side.

AD--43021--R2@

Pilot’s Side SG Reversion

Figure 4--14

NOTES: 1. The MFD symbol generator must be installed for this

reversionary function to operate.

2. FGC modes are dropped when a reversion is selected,

if the FGC was coupled to that side. After an MG
reversion selection, FGC modes can be engaged and
maintained through the MG.

3. The pilot must reverify that all FD modes are correct

before re--engaging an FD mode.

D Flight Director Reversion -- The couple arrow direction indicates

what side EHSI and DADC is coupled to both FGCs, as shown in
Figure 4--15. The arrow points in the same direction as the HSI SEL
switch arrow on the flight guidance controller. The arrow is green
(
) if the flight director source is from the same side, and amber (
)
if the flight director source is from the cross--side FGC. Flight
director reversion switching is automatic in the EFIS. This feature
is also available during resets or power--up self--tests.

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AD--43022--R2@

Pilot’s Side Flight Director Reversion

Figure 4--15

Figure 4--16 shows the location of the EADI reversionary source

annunciators.

EADI Reversionary Source Annunciators

Figure 4--16

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Category 2 (CAT2) Annunciators

D CAT2 Annunciator -- The category 2 annunciator is displayed as
CAT2 on the EADI when the conditions for CAT2 are met, as shown
in Figure 4--17. The following are the conditions for the CAT2
annunciator:
— Both NAV receivers tuned to same ILS or MLS and valid
— Approach mode
— SG REV and ADC REV not selected
— AP engaged
— Cross data (XDTA) flag not displayed on EFIS
— Independent attitude and heading displayed
— DH between 100 ft and 190 ft on both EADIs
— LOC selected for display on both EFIS
— No comparison monitor active
— Radio altimeter valid.

After establishing a CAT2 status, if any one or more of the above

conditions goes invalid, the CAT2 annunciator changes to CAT2. The
CAT2 flashes for 5 seconds then goes on steadily. The CAT2
annunciator is removed when the AP is disengaged.

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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AD--43023--R2@

CAT 2 Annunciator
Figure 4--17

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D CAT2 Excessive Deviation -- Excessive deviation is monitored

when CAT2 is active. When ILS deviation limits are exceeded, the
appropriate deviation scale changes to amber (i.e., the vertical row
of Z on the right side of the display), as shown in Figure 4--18, and
flashes. The thresholds are defined in Table 4--12.

AD--43024--R2@

CAT2 Excessive Deviation

Figure 4--18

Monitor Operational
Deviation Threshold Range

LOC 20 mA Disabled 600 ft to 100 ft

100 ft to touchdown
GS 65 mA Disabled 600 ft to 100 ft
100 ft to touchdown

CAT2 Excessive Deviation Thresholds

Table 4--12

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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Excessive Attitude Display

Excessive attitude is when the roll attitude exceeds 65 and the pitch
attitude exceeds 30 up or 20 down. If the excessive attitude condition
is due to excessive pitch, red excessive pitch chevrons are displayed.
Figure 4--19 displays an example of excessive deviation.

AD--43025--R2@

Excessive Attitude Display

Figure 4--19

When in an excessive attitude condition, the following functions are

removed from the display:
D Flight director modes and flight director cue
D Marker beacon
D Vertical deviation scale, pointer, annunciator
D Localizer scale and rising runway
D IAS/Mach bugs and readout (manual and FMS)
D Radio altitude and DH set
D Vertical track alert
D All transfer annunciations except IRS and IAS
D All flags and comparators except IRS and IAS
D Altitude preselect.

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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Comparison Monitor Annunciators

EADI comparison monitor locations are shown in Figure 4--20. Refer to
the figure for the locations of the monitors described below.

AD--43026--R2@

Comparison Monitor Annunciators

Figure 4--20

Electronic Flight Instrument System (EFIS) A28-- 1146-- 073

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D ATT Comparison Monitor -- The on--side displayed IRS data is

compared in the symbol generator with cross--side IRS data. The
ATT comparison monitor is activated when there is a 3 miscompare
in pitch or roll, with on--side and cross--side data both being valid, or
when cross--side is invalid. When active the ATT comparison
monitor is indicated by a boxed ATT that flashes for 5 seconds, and
then goes on steadily.

D LOC Comparison Monitor -- The on--side displayed ILS data is

compared in the symbol generator with cross--side ILS data. The
LOC comparison monitor is activated when there is a half dot
miscompare on LOC data when on--side and cross--side ILS data
are both valid and the radio altitude is less than 1200 feet, or when
cross--side is invalid. The active LOC comparison monitor is
annunciated by a boxed LOC that flashes for 5 seconds, and then
goes on steadily.

D GS Comparison Monitor -- The on--side displayed ILS data is

compared with cross--side ILS data. The GS comparison monitor is
activated when there is a 2/3 dot miscompare on GS data between
the on--side and cross--side ILS valid data and RA is less than
1200 feet, or when the cross--side is invalid. The GS active
comparison monitor is annunciated by a GS that flashes for 5
seconds, and then goes on steadily.

D IAS Comparison Monitor -- The on--side displayed IAS is

compared with cross--side IAS. The IAS comparison monitor is
actuated when there is a 5--knot miscompare for more than 2
seconds, with on--side and cross--side IAS both being valid, and IAS
greater than 90 knots on at least one side, or when cross--side is
invalid. The active IAS comparison monitor is annunciated by a
boxed IAS that flashes for 5 seconds, and then goes on steadily.

D RA Comparison Monitor -- On--side RA data is compared to

cross--side RA data. The RA comparison monitor is activated when
the difference between the data is greater than 10 feet plus the
on--side data plus the cross--side data, times 0.625. The active RA
comparison monitor is annunciated by a boxed RA that flashes for
5 seconds, and then goes on steadily.

A28-- 1146-- 073 Electronic Flight Instrument System (EFIS)

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EADI Failure Warning Annunciators

Failure warning annunciators, shown in Figure 4--21, are described
below.

AD--43027--R2@

EADI Failure Warning Annunciators

Figure 4--21

D Attitude Failure -- Loss of the attitude valid, as shown in Figure

4--22, is indicated by:
— Removing the pitch scale and roll pointer
— Removing the FD cue/bars
— Removing sky/ground raster
— Displaying a boxed ATT flag.

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EADI Attitude Failure Flag

Figure 4--22

D Flight Director Failure -- Loss of the FD valid, as shown in Figure

4--23, when ATT is valid is indicated by:
— Removing the FD cue/bars
— Removing the mode annunciations
— Displaying a boxed FD flag.

EADI Flight Director Failure Flag

Figure 4--23

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D IAS Failure -- Loss of the IAS valid, as shown in Figure 4--24, is

indicated by:
— Removing the IAS scale and rolling drum
— Removing the IAS trend and limits
— Removing the manual and FMS speed bugs and readouts and
V--speed bugs
— Displaying a boxed IAS flag.

IAS, AP, ASEL, XDTA, GS, VS, RA,

and LOC Failure Flags
Figure 4--24

See Figure 4--24 for the bulleted paragraphs that follow.

D Altitude Preselect Failure -- Loss of the ASEL valid is indicated by:

— Removing the ASEL digits
— Displaying a boxed ASEL flag.

D Autopilot Failure -- An abnormal disconnect of both autopilots is

indicated by displaying AP1 (pilot) and AP2 (copilot) flags.

D Cross--Side Data Failure -- Loss of a cross--side SG data valid is

indicated by displaying a boxed XDTA flag.

D GS/VNAV/GP Failure -- Loss of the GS/VNAV/GP valid is indicated

by:
— Removing scale and pointer
— Displaying a boxed GS or GP flag, if in APP mode.

NOTE: There is no vertical navigation flag.

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D Radio Altitude Failure -- Loss of the RA valid is indicated by:

— Removing the digital readout
— Inhibiting DH annunciation
— Displaying a boxed RA flag.

D Localizer/Azimuth Failure -- Loss of Localizer/Azimuth is

indicated by:
— Removing scale, and rising runway
— Displaying a boxed LOC or AZ flag.

D Vertical Speed Failure -- Invalid vertical speed is indicated by:

— Removing vertical speed scale
— Removing vertical speed window
— Displaying a boxed VS flag
— Removing vertical speed reference.

D TCAS Resolution Advisory Flags -- See Figure 4--25. Invalid

resolution advisory (not shown) is indicated by:
— Displaying various TCAS failed messages
— RA FAIL is displayed when vertical speed is invalid
— RA FAIL is displayed when errors are detected in the RA data
from the TCAS.

EADI With Optional TCAS Failure Flags

Figure 4--25

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D Symbol Generator Internal Failures -- Internal symbol generator

failures, shown in Figure 4--26, result in a blank display with a boxed
SG flag.

Symbol Generator Failure Flag

Figure 4--26

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ELECTRONIC HORIZONTAL SITUATION INDICATOR

(EHSI)
The EHSI combines numerous displays to display a map--like image of
the aircraft position. The indicator displays aircraft displacement
relative to VOR radials, localizer/azimuth, and glideslope/glidepath
beam. The desired display (full, arc, WX, map or map/WX) is selected
with switches on the display controller. The EHSI contains the following
display information.

For full, arc, WX, map or map/WX modes:

D Heading (rotating dial) and airplane symbol
D Lubber line and heading/true annunciator
D Selected heading or track bug
D Selected heading or track digital display
D IRS drift bug
D Selected course/desired track pointer
D Selected course/desired track digital display
D Course deviation
D NAV source annunciator
D TO/FROM pointer (full mode)
D TO/FROM annunciator (arc, WX, map, or map/WX modes)
D Preselected course pointer
D Preselected course annunciator
D Vertical deviation display
D Bearing 1/2
D Distance to VOR/DME/waypoint (WPT)
D Waypoint/DME identifier and waypoint alert
D NAV data (time--to--go/groundspeed/elapsed time
D Wind vector display
D Back course annunciator
D Weather target annunciator

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D Reversionary source annunciator

D Flags and comparators
D FMS alert message
D FMS approach annunciator
D TCAS traffic display (optional).

For weather and map/WX modes only:

D WX range
D WX mode annunciator
D WX return display
D Lightning detection
D Turbulence mode.

For map and map/WX modes only:

D Waypoints and track lines
D VOR/DME/VOR--DME symbol display
D Crosstrack distance.

For terrain and map/terrain modes only:

D TERR annunciator
D Terrain raster display

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EHSI Displays and Annunciators in the FULL or ARC

Modes
The EHSI display annunciators, shown in Figure 4--27, are described
below. Refer to the figure for the location of the annunciator being
described.

D Wind Vector Display -- Wind information is displayed as a single

vector and digital wind velocity value that shows the direction of the
wind relative to the aircraft symbol. Both values are green.

D Heading/Track Select Bug and Display -- HDG or TRK is selected

and the bug is positioned on the turning compass card by the
HDG/TRK knob on the instrument remote controller. When HDG is
selected the bug turns with the compass card, and the difference
between the bug and the fore lubber line index is the amount of
heading error applied to the flight guidance computer. A digital
heading select display is displayed to aid in setting the bug. Both the
bug and the digital readout are cyan. When TRK is selected, the bug
again turns with the compass card, and the difference between the
bug and the current track (drift angle pointer) is the amount of track
error applied to the FGC.

Pushing the PUSH SYNC button on the HDG/TRK knob

synchronizes the heading bug to the present heading (lubber line)
or the track bug to synchronize to the current drift angle (drift
pointer). For the arc display only, if the heading/track bug is off scale,
the off scale arrow (above the compass card boundary) shows the
shortest direction to the bug.

D Heading Dial and Fore and Aft Lubber Lines -- IRS compass
information is displayed on the heading dial that rotates with the
aircraft throughout 360. The azimuth ring is graduated in 5
increments. Fixed heading marks are at the fore and aft lubber line
positions and at 45 bearings.

D Heading Source Annunciator -- With normal on--side heading

sources selected, no heading source annunciator is displayed.
When other than the normal on--side heading source is selected,
either HDG or TRU is annunciated in white at the top center of the
EHSI. With the same heading source selected on both EHSIs the
annunciators are either HDG or TRU.

D FMS Message (MSG) Annunciator -- The MSG annunciator

flashes to alert the pilot when messages posted by the FMS on the
CDU require pilot attention. The MSG annunciator flashes until the
pilot clears the message on the FMS CDU.

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HEADING SOURCE
ANNUNCIATOR
NAV SOURCE FMS LIGHTNING
WIND HEADING FORE HEADING FMS HDG1 TRU1
ANNUNCIATOR OR MODES
VECTOR SELECT LUBBER SOURCE MESSAGE HDG2 TRU2
DME
DISPLAY BUG LINE ANNUNCIATOR ANNUNCIATOR
VOR1 LOC2 LX (CYAN)
FMS APPROACH VOR2 FMS1 LX/F (AMBER)
ANNUNCIATOR IRS DRIFT
POINTER LOC1 FMS2 LX/S (CYAN)
BCAZ LX/T (CYAN)
DISTANCE TARGET ALERT LX/H (CYAN)
DISPLAY ANNUNCIATOR LX/I (CYAN)
LX/C (CYAN)
HEADING/TRACK
WAYPOINT/DME LX/CL (CYAN)
SELECT DISPLAY
IDENTIFIER LX/L (CYAN)
COURSE SELECT/ BEARING
FMS DISIRED TRACK SOURCES
CROSSTRACK POINTER
ANNUNCIATOR
FMS1 -- F GROUNDSPEED,
COURSE PRESELECT TIME--TO--GO, OR
POINTER (FMS ONLY) ELAPSED TIME
COURSE FMS2 -- F DISPLAY
PRESELECT GLIDESLOPE
ANNUNCIATOR DEVIATION ADF1 -- A
POINTER GSPD
(FMS ONLY)
-- 999 KTS
ADF2 A
TO--FROM POINTER TTG
BEARING -- 399 MIN
VOR1 V
POINTER NO.1 AIRCRAFT SYMBOL
-- ET
COURSE PRESELECT VOR2 V 59.59
DEVIATION BAR ET
(FMS ONLY) H9.59
COURSE/ COURSE RECIPROCAL AFT RECIPROCAL
DESIRED DEVIATION COURSE LUBBER COURSE
TRACK BAR PRESELECT LINE POINTER
DISPLAY POINTER
(NOTE) NOTE: WITH FMS SELECTED AND DURING COURSE PRESELECT, THE CRS DISPLAY APPEARS
DURING AND FOR 5 SECONDS AFTER ROTATION OF THE CRS KNOB AND THEN REVERTS
BACK TO THE DTK DISPLAY. AD--43028@

EHSI Displays and Annunciators

Figure 4--27

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D Course Select or Desired Track Pointer -- The course pointer is

positioned on the rotating compass card by the CRS knob on the
instrument remote controller that coincides with the desired VOR
radial or localizer course. The course pointer rotates with the
rotating compass card to give a continuous readout of course error
to the flight guidance computer. Pushing the PUSH DCT button on
the CRS knob synchronizes the course pointer to the station bearing
(VOR only), thus indicating zero deviation. A digital display of the
course pointer position is displayed in the lower left corner of the
EHSI. The course pointer is green for on--side NAV source and
yellow for cross--side NAV source.

For the arc display only, if the course pointer is more than 60 away
from the lubber line, the pointer is removed and an off scale arrow
(below the compass card boundary) indicates the shortest direction
to the course pointer position.

When FMS is selected, the course pointer becomes a desired track

pointer. The position of the desired track pointer is controlled by the
FMS. A digital display of desired track (DTK) is displayed in the lower
left--hand corner. The color code for the FMS DTK pointer is the
same as for the course pointer.

D Course Preselect Pointer -- When the FMS navigation mode is

selected for display on the EHSI, selecting a LOC frequency on the
on--side V/L receiver and pushing the V/L button on the display
controller displays the magenta course preselect pointer on the
EHSI. Turning the CRS knob on the instrument remote controller
rotates the course preselect pointer and displays a course preselect
digital readout that replaces the DTK digital readout. The course
preselect digital readout is removed from the display 5 seconds after
the CRS knob has stopped turning, and the DTK readout is
redisplayed.

For the arc display only, if the course pointer arrow (or tail) is more
than 60 away from the lubber line, the pointer arrow (or tail) is
removed, and the preselect course value is indicated by the CRS
digital readout (when the CRS knob is turned).

D TO/FROM Pointer/Annunciator -- In the full display mode, an

arrowhead in the center of the EHSI indicates whether the selected
course is TO or FROM the station or waypoint. In the arc display
mode, the TO/FROM is annunciated by either TO or FR. The
TO/FROM pointer/annunciator is not in view during localizer
operation. The TO/FROM pointer or annunciator is green for
on--side NAV source and yellow for the cross--side NAV source.
There is no TO/FROM display if the NAV source is an ILS.

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D Glideslope Deviation Pointer -- The glideslope pointer and scale

are displayed when an ILS frequency is tuned. It displays aircraft
deviation from glideslope beam center. If the aircraft is below the
beam, the pointer deflects upward. Each glideslope dot represents
a 1 displacement from the beam centerline.

D Aircraft Symbol -- The fixed miniature aircraft symbol corresponds

to the longitudinal axis of the aircraft and lubber line markings. The
symbol shows aircraft position and heading with respect to the
rotating compass card. It also shows the aircraft position in relation
to a radio course.

D Course Preselect or Course Deviation Bar -- The course bar

represents the centerline of the selected VOR or localizer course.
The aircraft symbol shows actual aircraft position in relation to this
selected course. In VOR operation, each dot on either side of the
aircraft symbol represents 5 deviation from centerline. In ILS
operation, each dot represents 1 deviation from centerline.

For FMS operation, each dot represents 2--1/2 miles from desired
track outside the terminal area. In the terminal area, each dot
represents 0.75 miles from desired track.

When the back course (BC) mode is selected, or when tuned to a

localizer frequency and the selected course is more than 90 from
aircraft heading, the course deviation is automatically reversed so
it gives proper deviation sensing with respect to the course
centerline. The course deviation bar always indicates the location of
the course centerline relative to the nose of the aircraft.

D Reciprocal Course or Course Preselect Pointer -- This pointer

indicates 180 from the course select/course preselect pointer.

D Course Desired Track Display -- This display is a digital readout

in degrees of the course indicated by the course select pointer. If
FMS is selected, desired track (DTK) is displayed.

D Bearing Pointer Source Annunciators -- The bearing source

annunciator located under the NAV source annunciator indicates
the current source of input to the bearing pointers. The annunciator
is A for automatic direction finder (ADF), V for VOR, and F for FMS,
and is located inside the circle (f
f) for bearing pointer 1 and inside
the diamond (ZZ) for bearing pointer 2.

If the heading display is in TRU and FMS magnetic variation is

invalid, the VOR bearing V annunciator flashes continuously.

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D Course Preselect Annunciator -- This annunciator indicates the

source of the course preselect information. The annunciator is LOC
or B/C1 for the pilot’s side and LOC or B/C2 for the copilot’s side.

D Navigation Source Annunciator -- This annunciator indicates the

NAV source deviation information selected with the NAV source
buttons on the DC. The annunciators are VOR1/VOR2,
LOC1/LOC2, FMS1/FMS2, MLS1/MLS2 or B/C1 or B/C2.

The BC annunciator is displayed in place of the LOC1/LOC2

annunciator when BC mode is selected.

D Bearing Pointers -- The bearing pointers indicate relative bearing

to the selected navaid. The two bearing pointers can be tuned to
navaids or selected off from the DC. When the bearing pointer
navigation source is invalid or a localizer frequency is chosen, the
respective bearing pointer is removed. Bearing pointer 1 is cyan and
bearing pointer 2 is white.

D Waypoint/DME Identifier -- If valid, the identifier is displayed for the

FMS waypoint or the DME station, depending whether distance is
associated with FMS or DME. For FMS only, a lateral waypoint
crossover is identified by flashing the waypoint identifier.

D Distance Display -- The distance display indicates the nautical

miles to the selected DME station or FMS waypoint. When DME is
annunciated, the display range is 0 to 399 NM. DME hold is
annunciated by an H adjacent to the distance readout. When FMS
is annunciated, the display range is 0 to 3999 NM. For both DME and
FMS, the display resolution is 0.1 NM from 0 to 99.9 NM and 1 NM
from 100 to 3999 NM. If distance is not available or invalid, the DME
or the FMS annunciator remains displayed, but the digital readout
is removed.

D FMS Crosstrack Annunciator -- A XTK annunciator indicates a

lateral offset path has been entered into the FMS.

D FMS Approach (APP) Annunciator -- An APP annunciator

indicates the FMS is in approach mode (track deviation has
increased sensitivity).

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Typical Full Compass Displays

The following figures show EHSI presentations that the pilot typically
sees while using the full compass display mode.

VOR INPUTS

Figure 4--28 shows a standard HSI presentation using data from VOR1.
Both selected course and bearing is to the VOR/DME tuned by the pilot
side NAV receiver (in the display the tuned VOR is SRP).

AD--43029--R2@

EHSI Display Using VOR Inputs

Figure 4--28

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PREVIEW DISPLAY

The preview display is selected as described in Table 4--13.

Step Procedure

1 The FMS must be the selected navigation source selected

for display.
2 The FGS must be captured and tracking the FMS source.
3 Set an LOC frequency on the inside navigation receiver.
4 Select V/L on the DC. The magenta pointer in Figure 4--29
is displayed.

AD--43030--R2@

EHSI Display With FMS and Preview Display

Figure 4--29
5 Turn the CRS knob on the remote instrument controller to
rotate the course preselect pointer and display the course
preselect digital readout, which replaces the present DTK
168 readout.
6 The course preselect digital readout is removed from the
display 5 seconds after the CRS knob has stopped turning.
The DTK 168 is redisplayed.

Preview Display Setup Procedure

Table 4--13

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Arc Mode Display

The arc mode displays, shown in Figure 4--30, operate identically to
their related display elements in the full compass mode.

AD--43031--R2@

Arc Mode Displays

Figure 4--30

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Arc Mode With TCAS Traffic Display (Optional)

When selected. using the external EHSI TCAS switch, the arc mode
with TCAS information is displayed, as shown in Figure 4--31. Its range
is fixed at 5 NM. All of the features of the arc mode apply, except
groundspeed, TTG and elapsed time are removed from the display.

Arc Display With TCAS

Figure 4--31

The TCAS display remains until the external EHSI TCAS button, or the
DC FULL/ARC or MAP buttons are pushed. The TCAS symbols are
described below.

D TCAS Traffic Symbols -- The following traffic symbols are

displayed:
— Other traffic diamond (Z
Z)
— Proximate traffic diamond (zz)
— Caution area/traffic advisory circle (F
F)
— Warning area/resolution advisory square (J
J).
The relative altitude and climb or descent arrow are displayed
beside the traffic symbols.

D TCAS Altitude Display Submodes -- The TCAS submodes are

listed below.:
— ABV/BLW (ABOVE/BELOW) -- TCAS relative altitude is
selected to look above or below the normal TCAS altitude band.
— NRM (NORMAL) -- (Not annunciated) TCAS relative altitude is
selected to look at the normal TCAS altitude band.
— FL (FLIGHT LEVEL) -- The actual altitude of the traffic is
displayed.

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D TCAS No Bearing Display -- The no bearing data is displayed when

the system has range but no bearing to traffic information.

D Range Ring -- A 2 NM radius circle of 12 dots that surround the

aircraft symbol.

Map Mode With VOR Selected for Display

In the map format, shown in Figure 4--32, when VOR is selected for
display, the normal arc course select display (pointer, scale, and
deviation) is removed and replaced as described below.

AD--43032--R2@

Map Mode With VOR Selected

Figure 4--32

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D The VOR or VOR--DME station is displayed at its geographical

position with the corresponding symbol, as shown in Figure 4--33.
The displayed station locations are sometimes determined using the
stored NAV database in the Honeywell FMS.

Map Mode VOR Symbols

Figure 4--33

D The course information is indicated by a digital readout (same as

arc) and by a course line centered on the VOR station. The TO
information is represented by a continuous line, the FROM
information being represented by a dashed line.

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D If the VOR station is out of the display range, as shown in Figure

4--34, an arrow is added to the course line to indicate the direction
of the selected course to be followed.

AD--43033--R2@

Map Mode With VOR Out of Display Range

Figure 4--34

D The deviation is displayed as a digital crosstrack distance readout.

D If the selected VOR bearing (1 or 2) is different from the VOR NAV

source (VOR1 or VOR2), a navaid symbol is displayed at the
geographic location. If the symbol for the selected bearing is out of
map range, the associated VOR bearing pointer (1 or 2) is displayed.

D If the selected VOR bearing (1 or 2) is the same as the VOR NAV

source (VOR1 or VOR2), a number that corresponds to the VOR
bearing number is displayed to the left of the green or yellow VOR
symbol. If the selected bearing symbol is out of map range, a bearing
pointer is displayed.

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Map Mode With FMS Selected for Display

In the map display format, when FMS is selected for display, as shown
in Figure 4--35, the normal arc course select display (pointer, scale and
deviation) is removed and replaced as described below.

Map Mode FMS Symbols

Figure 4--35

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D A maximum of four FMS waypoints are displayed. The waypoint

identifier for the TO waypoint is displayed in magenta, as shown in
Figure 4--36. All other waypoints are green. Flight level is displayed
for the next two waypoints that have constraint altitude. The color
of the readout matches the color of the waypoint to which it refers.

AD--43034--R2@

Map Mode With FMS Selected

Figure 4--36

D The FMS legs are displayed as lines connecting each waypoint to

the next one.

D The deviation is displayed as a digital crosstrack distance readout.

D If a VOR bearing is selected for display while in an FMS mode, a

cyan navaid symbol and its number (1 or 2) is displayed at its
geographic position. If the VOR symbol is out of the map range, the
cyan bearing pointer is displayed.

D If a VOR bearing is selected for display, and the station symbol is

collocated with an FMS waypoint, the waypoint symbol is displayed
in cyan with the VOR bearing number to the left.

D If the on--side FMS bearing is selected, the cyan number (1 or 2) is

displayed to the left of the TO waypoint symbol. If the TO waypoint
is out of the map range, a cyan FMS bearing pointer is displayed.

D If the cross--side FMS bearing is selected, a white FMS symbol and

bearing number (1 or 2) are displayed at the geographic location. If
the selected bearing waypoint is out of the map range, a bearing
pointer is displayed.

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Weather Radar Displays

See Figure 4--37 for the locations of the annunciators and displays
described below.

AD--43035--R2@

Weather Radar Display With Lightning

Figure 4--37

D Target Alert Annunciator (All Formats) -- When target alert is

selected on the weather radar controller, a boxed T is annunciated
at the location shown in Figure 4--37. If a level 3 WX return is
detected beyond the selected range and within 7.5 of the aircraft
heading, the annunciator changes to T and flashes. In Variance
(VAR) mode, a V is displayed in the same area.

D Range Ring and Annunciator (WX, Map, and Map/WX formats

only) -- Range is selected on the weather radar controller. One--half
the selected range is annunciated in cyan beside the half--range
ring. If range information is not available, the range default value is
50 NM.

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D WX Return Display (WX and Map/WX formats only) --

Conventional weather radar information is displayed as described
in Table 4--14.

Return WX GMAP

Level 1 Green Cyan

Level 2 Yellow Yellow
Level 3 Red Magenta
Level 4 Magenta N/A
RCT Cyan N/A
TURB Blue N/A

Weather Radar Return Formats

Table 4--14

D Lightning Detection -- If WX is on and valid but not selected for

display, a TX is displayed. Lightning sensor annunciators are given
in Table 4--15.

EFIS
Annunciators Definition

LX Normal Lightning (LX) Operation

LX/F LX Fail
LX/S LX in Standby
LX/T LX in Test
LX/H No Heading
LX/I LX Transit (Microphone) Inhibit
LX/C LX in Auto Calibration
LX/CL LX Clear
LX/L LX Detected Cells Outnumber Display
Capabilities

Lightning Sensor Annunciators

Table 4--15

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D Mode Annunciator (WR and NAV/WR formats only) -- The

weather radar (WR) modes are annunciated on the EHSI, as
described in Table 4--16.

Display on EHSI

Operating Feature Mode

Mode Selected Annunciator TGT Area Notes

WAIT ANY WAIT ----

SELECTION

STANDBY ---- STBY ----

TEST ---- TEST ----

WEATHER NONE WX ---- TGT AND VAR

VAR WX V MUTUALLY
TGT WX T EXCLUSIVE -- IF
RCT -- TGT RCT T TGT AND VAR
TURB WX/T ARE
GCR GCR ERRONEOUSLY
GCR & TURB CR/T SELECTED AT
RCT & TURB R/T SAME TIME,
RCT & GCR GR/R TGT TAKES
RCT & TURB RC/T PRIORITY. ”T”
& GCR IF NO TARGET;
FLASHING ”T”
IF TARGET IS
DETECTED.

GROUND NONE GMAP ----

MAPPING VAR GMAP V

FLIGHT NONE FPLN

PLAN

AUTO AUTOTILT ’A’ ’A’ REPLACES

THE DEGREES
SYMBOL NEXT
TO TILT ANGLE.

SECT 60_ SECTOR SECTOR

TICK
MARKS

Weather Radar Mode Annunciators

Table 4--16

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EHSI Enhanced Ground Proximity Warning System

(EGPWS) Displays (Optional)
The EGPWS can be displayed in place of the weather radar by pushing
the EGPWS cockpit mounted button, however the terrain (TERR)
display is shown 90. The system can display EGPWS on both HSIs.

When the EGPWS is selected on the HSI, the display must be selected
to the arc or map format, and the radar must be selected for display.
Terrain cannot be displayed in the full compass mode.

The HSI display is controlled using two cockpit--mounted momentary

switches: one controls the pilot’s HSI, and the other controls the
copilot’s HSI. The switches toggle the EGPWS on and off for the display
each controls. The switches toggle in the following sequence:

D Single or Dual WX Controller

Terrain  Terrain off

NOTE: To make this selection on the display controller, Arc or

Map must be selected with the HSI switch, and the radar
must be selected for display using the WX controller DIM
switch.

D Range -- The range for any of the selected displays is controlled

using the active WX controller or controllers. On the EHSI, terrain
range is always controlled by the on--side WX controller, if it is on
and valid. If the WX controllers are off, or if they are inoperable, the
default EGPWS range is 100 NM (i.e., 50 NM half range).

If the EGPWS sends out an invalid range signal, the TERR

annunciator is annunciated on the selected display, and the terrain
video is removed.

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EGPWS TERRAIN ANNUNCIATORS

When EGPWS is displayed and valid, TERR is displayed in the WX tilt

angle field. If EGPWS data is not available, or if the range from the
EGPWS is invalid, TERR is displayed

The terrain raster displays areas of terrain in blends of the colors black,
green, yellow and red, depending on the above ground level (AGL)
elevation of the aircraft relative to the terrain below it, refer to Table
4--17. Terrain that is more than 2000 feet below the aircraft is not
displayed.

Elevation of Terrain in Feet AGL Color

2000 or more above the aircraft High Density Red dots

1000 -- 2000 above the aircraft High Density Yellow Dots
500 (250 with gear down) below to Medium Density Yellow
1000 above the aircraft Dots
500 (250 with gear down) below to Medium Density Green
1000 below the aircraft Dots
1000 -- 2000 below the aircraft Low Density Green Dots
NOTE: Caution terrain (60 second warning) is displayed as solid yellow. Warning
terrain (30 second warning) is displayed as solid red.

EGPWS Terrain Display Color Definitions

Table 4--17

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Figures 4--38 and 4--39 show the EGPWS over KPHX airport at 3000
feet mean sea level (MSL), heading north. The terrain shows the
mountains to the north of Phoenix.

AD--25249@

HSI Display Over KPHX Airport With Terrain Display

Figure 4--38

AD--25250@

HSI With Terrain and Map Mode Displayed

Figure 4--39

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When the EGPWS is selected, it can be tested. Pushing the panel

mounted EGPWS TEST button displays the test format shown in
Figure 4--40. The EGPWS test pattern is the same on the MFD and the
HSI.

AD--25248@

EGPWS Test Display

Figure 4--40

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NAV Source Selections

NAV source selections are performed using the V/L and FMS buttons
on the display controller. The NAV source selections are indicated by
the NAV source annunciator (VOR1, VOR2, B/C1, B/C2, LOC1, LOC2,
FMS1, FMS2, MLS1, MLS2) and by changing the color from green to
yellow on the side where transfer is performed, as shown in Figure
4--41.

AD--43036--R2@

NAV Source Selections

Figure 4--41

The following functions are on the EHSI, unless otherwise specified:

D NAV source annunciator
D BC annunciator
D Rising runway pointer (EADI)
D Vertical deviation pointer (EADI and EHSI)
D CRS/DTK arrow and digital display
D TO/FROM display
D Distance to WPT/DME, FMS/DME distance annunciator, and
identifier
D Time--to--go
D FMS route and WPT/VOR/DME symbols (map format)
D Crosstrack distance readout (map format).

There is no annunciator or color change on the other side.

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Heading Comparison Monitor Annunciators

On--side displayed heading is compared with cross--side heading. The
heading comparison monitor, shown in Figure 4--42, is activated when
there is a 3 miscompare in heading, with both compared data valid, and
same nature of heading (magnetic/true (MAG/TRU)) on both sides or
either side’s displayed heading is invalid. An active heading comparison
monitor is indicated by displaying a boxed HDG that flashes for 5
seconds and then goes on steadily.

AD--43037--R2@

Heading Comparison Monitor

Figure 4--42

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Failure Warning Annunciators

Failure indications are shown in Figure 4--43. They are described
below.

AD--43038--R2@

EHSI Failure Flag Locations

Figure 4--43

D Heading Failure -- Loss of heading valid is indicated, as shown in

Figure 4--44.

EHSI Heading and NAV Failure Flags

Figure 4--44

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— Removing the TRU/MAG annunciator

— Removing the HDG bug
— Removing the course pointer and deviation bar
— Removing map information (map and map/WX modes)
— Removing the TO/FROM display
— Removing the track pointer (IRS only)
— Removing the absolute bearing
— Displaying the heading card north up
— Displaying a boxed HDG flag.

D NAV Source Failure -- A failure of the NAV source is indicated,

as shown in Figure 4--45.

AD--43039--R2@

NAV Source and Glideslope Failure Symbols

Figure 4--45

— Removing the DTK pointer, deviation, and readout (FMS only)

— Removing the deviation bar and the TO/FROM display in other
cases
— Changing the color of the NAV source annunciator to a red boxed
annunciator (i.e., FMS1 in Figure 4--44).

D Glideslope Failure -- Loss of the glideslope valid is indicated, as

shown in Figure 4--45.
— Removing scale and pointer
— Displaying a boxed GS flag.

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D --Symbol Generator Internal Failure -- Internal symbol generator

failures result in a blank display with a boxed SG flag.

D TCAS Failure -- TCAS failures, shown in Figure 4--46, are indicated

by:
— Removal of all TCAS symbols
— TCAS FAIL annunciator.

Arc Display With TCAS Failure Message

Figure 4--46

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5. Multifunction Display (MFD)

System

SYSTEM CONTROLS
The controls for the MFD system consist of an MFD controller and MFD
reversionary and dimming controls.

MFD Controller
The MFD controller, shown in Figure 5--1, is used to control the MFD
modes and format.

AD--43040@

MFD Controller
Figure 5--1

The following paragraphs describe the controller functions.

D MAP/PLAN Button -- The MAP/PLAN button toggles between the

heading--up map display or the north up PLAN mode for display.
When TCAS is installed, this button toggles PLAN (power up)--
MAP--TCAS--PLAN--repeat.

D SRC (Source) Button -- The SRC button toggles between the

FMS1 and FMS2 source for long range navigation data for mapping.
When TCAS is installed and displayed, the SRC button is used to
select which side’s TCAS features are selected on the radio
management unit (RMU). The MFD follows the selection made.

A28-- 1146-- 073 Multifunction Display (MFD) System

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D WX Button -- The WX button is used to display weather information

on the MFD. When weather is displayed, the map range is controlled
by the weather radar controller.

Several toggling sequences can occur depending on the weather

radar configuration on the aircraft, refer to Table 5--1.

WX 1st 2nd 3rd 4th 5th 6th

Button Push Push Push Push Push Push

Single WX/Map WX WX/360 ---- ---- ----

WX Only _ LSS
Controller

Dual Pilots Pilots Pilots Copilots Copilots Copilots

WC--870 WX/Map WX WX/360 WX/Map WX WX/360
Controller Only _ LSS Only _ LSS

WX Button Toggling
Table 5--1

If the MFD is in plan mode, the first push of the WX button also
displays the 360 lightning sensor system format.

D VOR Button -- The VOR button is used to add VOR/DME symbols

and designators to the map and plan displays. The toggling
sequence is:

— The first push displays all VOR/DMEs within display range, up

to a maximum of four.
— The second push removes VOR/DME symbols from the display.

— The first push displays the two closest airports to present

position from the database.
— The second push displays all airports within display range, up to
a maximum of four.
— The third push removes airport symbols from display.

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D DAT (Data) Button -- The DAT button is used to add long--range

navigation information to the map and plan displays.

— FIRST PUSH -- The following data is added to the lower right

corner of the display:

- Waypoint identification
- Estimated time of arrival in universal coordinated time at the
TO waypoint if known; otherwise, time--to--go to the TO
waypoint
- Distance TO waypoint
- All displayed waypoint identifiers.

— SECOND PUSH -- If no destination information is known, the

second push turns off the data. However, if destination
identification, estimated time of arrival, or time--to--go is known,
the second push replaces the TO waypoint data with the
destination data. If some destination data is known but the
waypoint identification is not, the mnemonic DEST is used in
place of the waypoint identification.

D APT (Airport) Button -- The APT button is used to add airport

symbols and designators to the map and plan displays. The toggling
sequence is listed below.

D INC/DEC RNG (Increase/Decrease Range) Switch -- This switch

increases or decreases the selected range (5, 10, 25, 50, 100, 200,
300, 600, and 1200 NM) if the WX mode is not selected. When WX
is selected, the range is controlled by the weather radar controller.
When TCAS is installed and displayed, the range control operates
between 6, 10, 25, and 50 NM.

D MFD Reversionary -- The five--position rotary switch on the MFD

controller is used to select the following MFD modes of operation:

— MFD -- Normal MFD operation

— HSI (Counterclockwise), Pilot EHSI Backup -- In this position, the

MFD drops its normal display and displays the pilot side EHSI.
The EHSI display can be changed using the pilot’s display
controller.

— SG (Counterclockwise), Pilot SG Backup -- In this position, the

MFD display goes blank and the MFD symbol generator drives
the pilot’s EADI and EHSI displays. The EADI and EHSI displays
are still controlled by the pilot’s DC.

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— HSI (Clockwise), Copilot EHSI Backup -- In this position, the

MFD drops its normal display and displays the copilot’s side
EHSI. The EHSI display can be changed using the copilot’s DC.

— SG (Clockwise), Copilot Backup -- In this position, the MFD

display blanks and the MFD symbol generator drives the
copilot’s EADI and EHSI. The EADI and EHSI displays are still
controlled by the copilot’s DC.

D DIM Knob -- The DIM knob on the MFD controller is used to control
overall MFD CRT dimming. In addition, the electronic display
system has automatic dimming that is controlled by a photoelectric
cell located on the sides of the bezel.

CHECKLIST CONTROL

D NORM (Normal) Button -- Pushing this button enters the MFD’s

normal checklist display function and displays the normal checklist
index page on the MFD screen. The normal checklist is arranged in
the order of standard flight operations. Pushing the NORM button
a second time toggles out of the NORM checklist.

D EMER (Emergency) Button -- Pushing this button enters the

MFD’s abnormal and emergency checklist display function and
displays a procedure index. Pushing the EMER button a second
time toggles out of the EMER checklist.

D RCL (Recall) Button -- Pushing this button displays the page

containing the first skipped item, with that item selected on the MFD
screen.

D SKP (Skip) Button -- Pushing this button skips the active selection
and goes to the next item. If the item skipped is the last item, the
active selection is the first skipped item.

D PAG (Page) Button -- Pushing this button advances to the next

page. The active selection is the first incomplete item on the
displayed page. If there are no incomplete items on the page, the
active selection is the first item on that page.

D ENT (Enter) Button -- The effect of pushing the ENT button

depends on whether the display is an index page or a checklist page:

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D Joystick -- The joystick selects additional paging and cursor control.

Each movement results in the action described below.
— UP -- Pushing the joystick up moves the active selection to the
previous item.
— DOWN -- Pushing the joystick down moves the active selection
to the next item. This is identical to the SKP button.
— LEFT -- Pushing the joystick to the left goes back to the previous
page.
— RIGHT -- Pushing the joystick to the right displays the next page.
This is identical to the PAG button.

DESIGNATOR CONTROL

D SKP -- Pushing SKP skips the designator’s home position to the next
displayed waypoint. If SKP is pushed when the designator at the last
displayed waypoint, the designator returns to the aircraft’s present
position.

In the plan mode display, the SKP function is used to sequence

through a maximum of 20 waypoints of the active flight plan.

D RCL -- When the designator is not at its home position, pushing RCL
recalls the designator to the home position. If RCL is pushed with the
designator at its home position, the designator moves to the
aircraft’s present position, if it is not already there.

D ENT -- When the designator is offset, pushing ENT transmits the

LAT/LON of the designator to the selected LRN as a requested
waypoint.

D Joystick -- The joystick is used for four--way directional control of

the designator: up, down, left, and right. The distance and course
to the designator from its home position is displayed in the lower
right corner of the display.

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MULTIFUNCTION DISPLAY
The multifunction display has the following functions:
D Navigation data
D TCAS traffic display (optional)
D EGPWS terrain display (optional)
D Weather radar
D Checklist
D EFIS reversionary.

The MFD can be used to backup either of the two EFIS symbol
generators or one of the EHSI displays. If one symbol generator fails,
the pilot can select the MFD symbol generator to take over operation
of the failed side’s displays with all functions and operations
unchanged. The EFIS DC on that side operates the display formats as
before. The MFD display can also be used as a backup in the event of
an EHSI display failure.

The MFD system expands the navigation mapping capabilities of the

EFIS. The MFD display area can be used exclusively for map formats
without the need for the essential heading and NAV data that the EHSI
already contains. Some of the additional information that can be added
to the traditional map display of waypoint locations includes the
following:
D Waypoint, airport, and VOR identifiers
D The TO waypoint time--to--go or estimated time of arrival.

This additional data is supplied by the FMS for display on the MFD. The
MFD system also has a north up plan function in addition to the usual
heading--up map display. Both formats use a designator that is
controlled by the MFD controller’s joystick. The position of the
designator can be automatically transmitted to the FMS to be used in
defining a new waypoint. The MFD can also display weather
information, the optional lightning sensor system display, and the
optional TCAS display.

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Map Mode
The two formats of NAV mapping are selected using the alternate action
MAP/PLAN button on the MFD controller. The map format, shown in
Figure 5--2, expands the independent EHSI map by increasing the
maximum range beyond the normal radar ranges, and uses all the data
available from selectable navigation sources. The map format is always
oriented to the aircraft heading with the aircraft position at the lower
center and the map route moving toward the aircraft. When coupled to
a compatible FMS, the NAV route with up to six waypoints can be
displayed to a range limit of 300, 600, or 1200 miles (as determined by
a pin program at installation), or the next route segment can be
displayed. When weather returns are selected, the maximum
selectable range is slaved to the weather radar controller. With a
compatible NAV source, such as the Honeywell FMS with stored
database, other pertinent navigation data beyond route mapping, such
as VOR station locations and time--to--go to the next waypoint, can be
selected and displayed. The movable designator can be used to
relocate the next waypoint. The map mode displays and annunciators
are shown in Figure 5--2, and they are described below.

MFD Map Mode

Figure 5--2

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D Heading Display -- The heading dial indicates the actual heading

of the aircraft with respect to the lubber line. It is the same heading
information that is displayed on the EHSI.

D Lubber Line -- The lubber line is a circle that is positioned at the

top of the compass, outside the azimuth ring. The compass
reading below the lubber line is the aircraft’s current heading.

D Tuned VOR/DME Symbols -- These symbols are added when the

VOR button on the MFD controller is pushed. There are three
possible VOR symbols:
— VOR/DME
— DME only
— VOR only
NOTE: Airport and VOR/DME symbols cannot be displayed at the
same time. Selecting one removes the other.

D Selected NAV Source -- The selected long range navigation FMS 1

or FMS 2 source is displayed as a function of the SRC button on the
MFD controller.

D Desired Track (DTRK) Line -- The waypoints are connected by a

white track line that indicates the desired track from the past
waypoint to the next waypoint.

D Weather Radar Mode -- In this mode, the status of the weather

radar system is displayed. When in standby, no weather information
is displayed. Weather is added to the display and WX is annunciated
when the WX button on the MFD controller is pushed.

D Target Alert -- The TGT symbol indicates that the target alert
function has been selected for display. Normally TGT is displayed,
but it changes to TGT when a target has been detected 7.5 of the
nose of the aircraft.

D Waypoint and Waypoint Data -- The number of available

waypoints is dependent upon the long range navigation, while the
selected range determines the number of displayed waypoints. The
waypoint to which the aircraft is flying is magenta. All other
waypoints are white. The DAT button on the MFD controller adds
information to the display as described above. A waypoint identifier
accompanies the waypoint symbol if it is known.

If there is an altitude constraint at a waypoint, it is digitally displayed

below the waypoint identifier.

D Aircraft Symbol -- The aircraft symbol is a visual cue as to the

aircraft’s position relative to the desired track.

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D TO Waypoint Identification -- The TO waypoint identifier is

displayed in the same color of the TO waypoint (i.e., magenta for
FMS TO waypoint).

D ETA or TTG -- The estimated time of arrival is displayed in universal

coordinated time (UTC), and time--to--go is displayed in HR:MIN
format.

D Distance to the TO Waypoint -- The distance to the TO waypoint

is displayed in nautical miles.

D Designator Displacement Line -- The displacement line indicates

the position of the designator relative to the nose of the aircraft.

D Crosstrack Deviation -- The crosstrack deviation indicates the

deviation in nautical miles to the right (R) or left (L) of the desired
track.

D Designator LAN/LON -- The latitude and longitude of the

designator’s current position is displayed digitally.

D Designator -- The power--up home position of the designator is the

aircraft’s present position. The designator position is controlled by
the joystick and the SKP, RCL, and ENT buttons on the MFD
controller.

D Range Rings -- Range rings are displayed to aid in the use of radar
returns and position of navaids. If WX mode is selected, the outer
range ring is the compass card boundary and represents the
selected range on the radar. The range annunciator on the inner ring
represents one--half the range setting of the weather radar. The
INC/DEC RNG switch on the MFD controller increases or decreases
the range if WX mode is not selected.

D Airport Symbol and Identifier -- Airport symbols and their letter

identifications are added to the map display when the APT button
on the MFD controller is pushed.

D Waypoints -- Waypoint symbols are star shaped symbols that are

accompanied by an identifier (if known) and altitude constraint (if
there is one).

D Distance and Course to Designator Annunciators -- These

display the course and distance to the designator from present
position.

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Map Mode Flight Plan Data

The same flight plan from Dallas/Fort Worth shows first waypoint data
in Figure 5--3, then VOR data in Figure 5--4, and then airports in Figure
5--5, along the same flightpath. This data can be individually shown as
in these figures or can be selected to be displayed simultaneously.

AD--43041--R2@

Waypoint Data
Figure 5--3

AD--43042--R2@

FMS Tuned VORs

Figure 5--4

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AD--43043--R2@

Nearby Airports
Figure 5--5

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Plan Mode
NAV plan format, shown in Figure 5--6, has a north up orientation in
which the aircraft is positioned with respect to the NAV route and
progresses along the route, while the maximum range is displayed as
a circle around the outer perimeter. The north up orientation enhances
the flight planning function and further clarifies the aircraft’s relationship
to the programmed route. In this display, the designator is homed to the
TO waypoint and both appear in the center of the display. The aircraft
symbol is plotted at present position and is oriented with respect to
heading.

MFD Plan Mode Display

Figure 5--6

SKP, RCL and ENT still function with the designator. However, the
primary use of the joystick and designator in this view is to position the
circular viewing ring so that either the route being flown or the
maneuvering aircraft can be better observed. This feature is used to
maintain position orientation in the terminal area, as the aircraft is being
vectored for the final approach.

Weather is not displayed in the plan mode so range is controlled solely

from the MFD controller. Other operations, symbols, and annunciators
are the same as for map mode.

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Plan Mode Flight Plan Data

As in the map mode, the same flight plan is displayed with waypoint
information in Figure 5--7, VORs in Figure 5--8, or airport data in Figure
5--9. In the plan mode any combination of these three types of data can
be displayed. The flight plan in these figures is the same one that was
used for the map mode displays so a comparison can be made between
the map and plan displays.

AD--43044--R2@

Plan Mode Waypoint Data

Figure 5--7

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AD--43043--R2@

Plan Mode FMS Tuned VORs

Figure 5--8

AD--43046--R2@

Plan Mode Nearby Airports

Figure 5--9

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Holding Pattern
A holding pattern can be set up using the FMS. An example of a holding
pattern displayed in the plan mode is shown in Figure 5--10.

AD--43047--R2@

Plan Mode Holding Pattern

Figure 5--10

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Changing a Waypoint
The procedure in Table 5--2 adds a waypoint between VELMA and
PER, referenced to IRW.

Step Procedure

1 Using the SKP button on the MFD controller, move the

designator from ADM (the TO waypoint) to IRW. Using the
joystick, move the designator to where the new waypoint
location. The distance/bearing of the designator is always
shown in the upper left corner, as shown in Figure 5--11.

AD--43048--R2@

MFD With Designator Position Indicating the

Location of the New Waypoint
Figure 5--11
2 Use the ENT button on the MFD controller to send the
designator position to the FMS control/display unit.

Designating a New Waypoint Procedure

Table 5--2 (cont)

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Step Procedure

3 The designator position is shown in the FMS CDU scratch

pad at the bottom of the screen. Push the appropriate line
select key to insert the position in the flight plan. The FMS
recomputes the track and the new flight plan is displayed,
as shown in Figure 5--12.

AD--43049--R2@

MFD With New Waypoint

Figure 5--12

Designating a New Waypoint Procedure

Table 5--2

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TCAS Plan Mode Traffic Display (Optional)

TCAS information on the MFD, shown in Figure 5--13, can be displayed
in one of two ways:

D Pilot selected with the MAP/PLAN button on the MFD controller

D TCAS is automatically displayed when TCAS is in AUTO and it

detects a traffic alert (TA) or resolution advisory (RA) condition.
When selected, AUTO is annunciated on the display in white, as
shown in Figure 5--13.

NOTES: 1. The AUTO TCAS display on the MFD is shown at

the last selected TCAS range, however, the first
selection of TCAS on the MFD after powerup
preselects the range at 6 NM.
2. The MFD TCAS AUTO display does not override a
checklist display.

TCAS Traffic on the MFD

Figure 5--13

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The MFD TCAS display range is controlled with the MFD range
controller at 6,10, 25, and 50 NM range. The display is similar to the plan
format and has the following symbols.

D 2 NM range ring:

NOTE: When a display range that is greater than 10 NM is

selected, the 2 NM range ring is removed.

D Traffic symbols:

— Other traffic diamond (Z

Z)
— Proximate traffic diamond (z
z)
— Caution area/traffic advisory circle (F
F)
— Warning area/resolution advisory square (J
J).

D Target relative altitude with greater than 500--ft/min climb/descent

arrow.

D No bearing data when the system has range but no bearing

information.

D TCAS submode annunciators:

— ABV/BLW (above/below)
— NRM (normal, not annunciated)
— FL (flight level).

D The TCAS arrow indicates which RMU’s ATC/TCAS is controlling

the TCAS display.

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Weather Radar Mode

There are three basic weather radar modes. WX with map, shown in
Figure 5--14, is similar to the EFIS WX mode. Two range rings are
displayed at the selected range and the half range.

AD--43050--R2@

WX in the Map Mode

Figure 5--14

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The second basic mode is WX only, shown in Figure 5--15. This differs
from WX with map by displaying four range rings with azimuth lines at
0, 30, and 60.

AD--43051--R2@

Weather Only
Figure 5--15

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The third mode is the 360 LSS display format, shown in Figure 5--16.
The display has an aircraft symbol (heading up) at the center of a range
ring and allows the annunciator of lightning 360 around the aircraft
along with a 120 WX radar display.

AD--43052--R2@

Lightning Sensor MFD

Figure 5--16

Multifunction Display (MFD) System A28-- 1146-- 073

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In weather detection mode, storm intensity levels are displayed in four

bright colors contrasted against a deep black background. Areas of
very heavy rainfall are displayed in magenta, heavy rainfall in red, less
severe rainfall in yellow, moderate rainfall in green, and little or no
rainfall in black (background). Areas of detected turbulence are
displayed in soft white. Areas of lightning activity are shown with white
lightning bolt symbols representing various rates of occurrence. All
modes are annunciated on the MFD display.

Range marks and identifying numerics, displayed in contrasting colors,

are used to evaluate storm cells.

Selecting the ground mapping (GMAP) function optimizes system

parameters to improve resolution and enhance identification of small
targets at short ranges. The reflected signals from various ground
surfaces are displayed as magenta, yellow, or cyan (most to least
reflective).

A target alert annunciator is displayed below the mode annunciator to

warn of level 3 targets 7.5 on either side of the aircraft flightpath. A TGT
annunciates this feature, changes to a flashing TGT when active. At the
WX mode location, RCT is displayed to indicate the rain echo
attenuation compensation technique is in use.

If the radar fails, the raster weather display is removed and the mode
annunciator changes to WX.

TX is displayed where WX is annunciated when the PRIMUSR 870

Weather Radar System is on, and weather is not selected on the MFD.
This indicates that the weather radar is transmitting, even though it is
not being used.

A WX arrow is used to show which weather radar controller is the

master controller. The arrow does not point toward an invalid controller.

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MFD Enhanced Ground Proximity Warning System

(EGPWS) Displays (Optional)
The EGPWS can be displayed in place of the weather radar by pushing
the EGPWS cockpit mounted button, however the terrain display is
shown 90. There is also an auto--popup mode for the MFD only.

When the EGPWS is displayed on the MFD, the display automatically

switches to the map mode. Terrain (TERR) cannot be displayed in the
plan mode.

The EGPWS display is controlled using one cockpit mounted

momentary switch that controls the MFD. The switch selects the
EGPWS on the MFD in the following sequences:

D Single Weather Controller

Terrain with Map  Terrain off  Repeat

D Dual WX Controller

Terrain with Map using the left WX controller range  Terrain using
the left WX controller range  Terrain with Map using the right WX
controller range  Terrain using the right WX controller range 
Repeat

The terrain display is removed by selecting any other mode on the

MFD controller.

D Terrain Range -- The terrain range is controlled using the WX

controller. If the selected WX controller is off, or if it is inoperable, the
default EGPWS range is 50 NM (i.e., 25 NM half range).

If the EGPWS sends out an invalid signal, TERR is annunciated on

the MFD, and the terrain video is removed.

The auto pop--up feature is enabled when a terrain threat is

detected, unless the checklist is displayed or there is a TCAS alert.
The pop--up range is 10 NM regardless of the range that is set. The
MFD returns to the previous display when the terrain threat has
passed. The TCAS auto pop--up has priority over the EGPWS
auto pop--up.

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EGPWS TERRAIN ANNUNCIATORS

When EGPWS is displayed and valid, TERR is displayed in the WX tilt

angle field. If EGPWS data is not available, or if the range from the
EGPWS is invalid, TERR is displayed

The terrain video displays areas of terrain in blends of the colors black,
green, yellow and red, depending on the above ground level elevation
of the aircraft relative to the terrain below it, refer to Table 5--3. Terrain
that is more than 2000 feet below the aircraft is not displayed.

Elevation of Terrain in Feet AGL Color

2000 or more above the aircraft High Density Red dots

1000 -- 2000 above the aircraft High Density Yellow Dots
500 (250 with gear down) below to Medium Density Yellow
1000 above the aircraft Dots
500 (250 with gear down) below to Medium Density Green
1000 below the aircraft Dots
1000 -- 2000 below the aircraft Low Density Green Dots
NOTE: Caution terrain (60 second warning) is displayed as solid yellow. Warning
terrain (30 second warning) is displayed as solid red.

EGPWS Terrain Display Color Definitions

Table 5--3

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Figure 5--17 shows the EGPWS over KPHX airport at 3000 feet MSL,
heading north. The terrain shows the mountains to the north of Phoenix.

AD--25247@

MFD Display Over KPHX Airport With Terrain Display

Figure 5--17

When the EGPWS is selected, it can be tested. Pushing the panel

mounted EGPWS TEST button displays the test format, shown in
Figure 5--18. The EGPWS test pattern is the same on the MFD and the
EHSI.

AD--25248@

EGPWS Test Display

Figure 5--18

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Checklist Display
Normal and emergency checklists are displayed in a pop--up window
on the MFD, as shown in Figure 5--19, and controlled by the MFD
controller. Completed checklists or items within a checklist are green
and incomplete items are cyan. The cursor is a white box surrounding
a selected item.

AD--43053--R2@

Normal Procedures Checklist Index (Typical)

Figure 5--19

NORMAL CHECKLIST

Pushing the NORM button on the display controller calls up the normal
checklist display, arranged for a typical flight profile. Pushing NORM
again exits the checklist.

A checklist is selected from the index with the joystick or SKP or RCL
buttons, and opened with the ENT button. Inside a checklist, each item
can be shown as complete by pushing ENT. The completed item turns
green and the cursor automatically moves to the next item. When the
last item on a checklist is complete, the list closes and the next item on
the index is selected.

If it becomes necessary to exit a checklist before completion (by

pushing NORM again), upon re--entering the checklist the computer
returns to the last item completed. If an item has been skipped, the
computer will return to the skipped item. If several items have been
skipped, it will return to the first skipped item.

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EMERGENCY CHECKLIST

Pushing the EMER button on the MFD controller displays the

emergency checklist, shown in Figure 5--20. The first push of the EMER
button displays the first page of the emergency checklist index with the
active selection at the first checklist. The SKP, RCL, PAG, and ENT
buttons and the joystick control this function. These controls perform as
described for NORM with the exception of the action taken upon
completion of the checklist. All checklist items are removed from the
page and IMMEDIATE ACTIONS COMPLETE is displayed below the
amber checklist title. This clears when the index is selected.

AD--43054--R2@

Emergency Procedures Checklist Index (Typical)

Figure 5--20

Multifunction Display (MFD) System A28-- 1146-- 073

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EFIS Reversionary Modes

The MFD acts as an additional EFIS backup to the existing EFIS
reversionary modes. This method has the following advantages:

D The pilot can cope with EFIS failures through the EFIS reversionary
controls and maintain the MFD for checklists, weather radar, and
enhanced mapping. Or, the pilot can satisfy dispatch requirements
for certain flight regimes through MFD backup of the EFIS failures
and forego the normal MFD functions.

D The MFD itself does not become a dispatch critical item.

Selecting EFIS backup by the MFD is done using the rotary MODE
selector switch on the MFD Controller. Normal MFD functions are
available in the MFD position, and EFIS backup modes are selected at
the HSI or SG positions. The HSI and SG positions are oriented to the
side of the cockpit concerned.

D HSI -- Selecting the HSI position displays an HSI display on the

MFD. The make--up of the HSI is set using the DC.

D SG -- Selecting this position replaces the EFIS symbol generator

with the MFD symbol generator for the EFIS displays. The MFD
display is blanked. The make--up of the HSI is set using the DC.

MFD Ground Maintenance Test Display

The MFD display is also used to display information that pertains to the
built--in ground maintenance test. One of these tests, the flight fault
summary, is described in section 10 of this manual.

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6. Flight Guidance System (FGS)

SYSTEM CONTROLS
The controls for the FGS consist of a flight guidance controller, shown
in Figure 6--1, and remote autopilot switches and annunciators.

Flight Guidance Controller

The flight guidance controller is used to engage the system, select the
operating modes, and select the EHSI and DADC being used to
interface with the flight guidance computer.

The function of each switch or control is described in the bulleted

statements below. See Figure 6--1 for the location of the controls being
described..

AD--43055@

Flight Guidance Controller

Figure 6--1

D HD/TK (Heading/Track) Button -- Pushing the HD/TK button

activates the lateral guidance to compute steering commands
based on the selected heading/track displayed on the active EHSI.

D NAV (NAV Arm) Button -- The NAV button arms the lateral
guidance to capture the selected navigation course or desired track
that is displayed on the active EHSI.

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D APP (Approach Arm) Button -- The APP button arms the lateral
guidance for localizer/azimuth capture and vertical guidance for
glideslope/glidepath capture. Glideslope capture is inhibited until
the localizer is captured. Azimuth capture does not have to occur
before glidepath capture.

D BC (Back Course) Button -- The BC button selects approach mode

guidance to capture and track back course ILS/MLS data. There is
no glideslope capture during the BC mode.

D BANK (Bank Angle Limit) Button -- The BANK button is used to

manually select the bank angle limit in the heading/track select
modes. Pushing the BANK button toggles between a 27 high bank
limit or a 17 low bank limit. At power--up, high bank is selected. The
bank limit selected remains the same (high or low) even when the
heading mode is deselected.

Climbing through 29,500 feet with bank angle < 6 automatically

selects the low bank angle limit, if it is not already selected. The high
bank angle limit can be reselected by pushing the BANK button.

Descending through 28,500 feet with bank angle < 6 automatically

selects the high bank limit, if it is not already selected. The low bank
angle limit can be reselected by pushing the BANK button.

D P/R (Pitch/Roll Hold) Button -- The P/R button selects pitch and
roll hold modes that cancel the active vertical and lateral modes.
When the autopilot is not engaged, a second push of the P/R button
deselects the pitch and roll hold modes.

D FLC (Flight Level Change) Button -- The FLC button selects the
flight level change mode and overrides all active vertical modes,
except VNAV.

D VS (Vertical Speed Hold) Button -- The VS button selects vertical

guidance to hold a vertical speed reference.

D VNAV (Vertical NAV) Button -- The VNAV button selects the

vertical navigation mode and the AFCS tracks the vertical flight
profile of the FMS.

D ALT (Altitude Hold) Button -- The ALT button selects vertical

guidance to hold a barometric altitude reference in FAA certified
aircraft and pressure altitude in Canadian Aviation Administration
(CAA) certified aircraft.

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D PITCH Wheel -- Rotating the PITCH wheel changes pitch attitude

proportional to the rotation of the wheel and in the direction of wheel
movement. The PITCH wheel outputs either rate limited pitch
commands in the pitch hold mode, or vertical reference alterations
for the VS mode. The PITCH thumb wheel outputs dual tachometer
values that are applied to both flight guidance computers.

Moving the PITCH wheel when the system is flying the VS or pitch
hold modes increments the command reference without
disengaging the mode. ALT SEL CAPTURE, ALT HOLD, FLC, or
VNAV modes are dropped when the PITCH wheel is moved. The
PITCH wheel is inhibited in GS/GP capture (CAP) or TRK modes.

D AP and YD (Yaw Damper) Buttons -- Pushing the AP button

engages autopilot and yaw damper functions simultaneously, but
the second push only disengages the AP function. The YD button
engages the yaw damper only, and disengages both the yaw
damper and autopilot functions. The active channel is annunciated
by the lighted pointers located on either side of the AP and YD
buttons. When the autopilot and yaw damper systems are in a
normal no--failure condition, the pilot’s side is automatically selected
as the active channel and the left pointers on the AP and YD engage
switches light. The pilot can select the copilot channel as the active
channel, by pushing the R AFCS button on the instrument panel.
When the system is engaged, the right pointers on the AP and YD
switches light to indicate that the right channel is active. The R
AFCS or L AFCS buttons on the instrument panel can be used to
select the active channel.

D M TRIM (Mach Trim) Button -- The M TRIM button toggles between

selecting and deselecting the Mach trim function. When selected,
the Mach trim stays active all the time, even if AP is disengaged.

D HSI SEL Button -- The HSI SEL button toggles between the pilot
or copilot EHSI and DADC data for lateral and vertical guidance to
both flight guidance computers. The DAFCS power--up logic selects
the data from the pilot side. When the system is transferred to the
alternate side, all flight director modes are cancelled and the P/R
mode is selected. When this occurs, the operating modes must be
selected again. The pointer on the right or left side of the HSI SEL
button lights to indicate which EHSI and DADC has been selected.
During a dual ILS/MLS approach, the system automatically selects
both the pilot and copilot EHSI and DADC data, and both HSI SEL
switch pointers light. If one ILS receiver fails, the system
automatically selects data from the remaining receiver.

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Remote Autopilot Switches and Annunciators

The remote autopilot switches and annunciators are shown in Figure
6--2, and are described below.

Remote Autopilot Switches and Annunciators

Figure 6--2

D AFCS XFR Switches/Annunciators -- The L AFCS and R AFCS

switches can be used to manually select the master flight guidance
computer, that is annunciated by lighting the associated autopilot
engage pointer on the flight guidance controller. The lower half of
each AFCS XFR switch is the FAIL annunciator. The XFR switches
can be pushed to reset a FAIL light. The AFCS annunciator, located
just below the autopilot disengage annunciator, is an additional
warning that either the L AFCS fail or R AFCS FAIL annunciator is
lit.

NOTE: Both AFCS fail annunciators light when an attitude,

heading, or ADC sensor/flight guidance computer
interconnect failure is detected.

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Cockpit Mounted Autopilot Switches

Other cockpit mounted switches that control the autopilot are described
below.

D TCS Button -- When the TCS button on the pilot’s or copilot’s control
wheel is pushed, the pilot can manually fly the aircraft. When the
TCS button is released, the flight director system synchronizes to
the new attitude flown by the pilot and maintains that attitude. During
TCS operation, the flight guidance controller autopilot engage
pointer annunciators go out.

Pushing the TCS button while in the P/R mode resynchronizes the
flight director to the current pitch and roll reference. Pushing the
TCS button while in VS, FLC, or ALT hold, resynchronizes the air
data command reference to the current aircraft data without
disengaging the mode.

In all other modes, the pilot can take manual control of the aircraft
without disengaging the mode by pushing the TCS button. When the
TCS button is released, the aircraft returns to the previous reference
determined by the active mode.

D AP Disconnect Switch -- The AP disconnect switches are control

wheel mounted switches that disconnect the autopilot on the first
push and disconnect the yaw damper with the second push.

D GA Switches -- The GA switches are located on the control wheels.

They only disengage the autopilot and command a wings level 12
noseup attitude.

D TRIM Switch -- Electric TRIM switches on the control wheel are

ignored while the autopilot is engaged. Moving the trim handwheel
disconnects the autopilot if it is engaged, or it synchronizes the
Mach trim when the aircraft is being flown by hand.

D AP, E TRIM AND MACH TRIM OFF Annunciators -- These

annunciators act as disengage annunciators for the autopilot,
elevator trim wheel, and Mach trim.

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FLIGHT DIRECTOR (FD) ENGAGEMENT

Table 6--1 describes the limits of mode engagement.

Mode Limitations

Engagement of Simultaneous engagement of armed modes is

Armed Modes limited to:
D one lateral armed mode engaged
D one vertical armed mode engaged, plus ASEL
ARM.
Engagement of Only one lateral and one vertical active mode
Active Modes can be engaged simultaneously.
Invalid Engage If an invalid engage condition is detected, the
Condition mode does not engage, or it is dropped if the
invalid engage condition is detected after the
mode is engaged. The P/R mode is then
engaged.
Improper NAV The flight director always uses data displayed on
Source the EHSI selected side. If the pilot attempts to
engage a navigation mode (NAV, BC, or APP)
when the displayed NAV source on the selected
EHSI is improper, the mode does not engage.
ILS Approach If any lateral or vertical approach mode is
Mode cancelled, either manually or automatically after
Cancellation LOC capture, the entire approach mode is
cancelled. This includes both armed and active
modes.
Mode All modes selected by flight guidance controller
Disengagement buttons can be cancelled by a second push of
that button except P/R hold. The basic pitch and
roll mode cannot be cancelled while the autopilot
is engaged.

Flight Director Mode Engagement Limitations

Table 6--1

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Flight Director Mode Annunciators

Table 6--2 lists the EFIS annunciators for the various vertical and lateral
flight director modes of operation.

Button EFIS Transition

Activation FD Mode Message (Flashing -- EFIS

P/R PITCH HOLD PIT No

(Yes 5 Seconds Only
for Auto Cancellation
of a Mode)

Automatic ALT SEL ARM ASEL (white) Yes (Turns White)

---- ALT SEL CAP ASEL Yes (5 Seconds)
---- ALT SEL HOLD ALT No

VS VS HOLD VS No
FLC FLC FLC No
VALT CAP VASL Yes (5 Seconds)
VNAV VNAV FLC VFLC Yes
VNAV ALT VALT No
VNAV VPTH VPTH Yes (5 Seconds)

APP GS ARM GS (white) ----

---- GS CAP GS Yes (5 Seconds)
---- GS TRK GS No

APP GP ARM GP (white) ----

---- GP CAP GP Yes (5 Seconds)
---- GP TRK GP No

GA GO--AROUND GA No
HSI SEL PITCH HOLD PIT Yes (5 Seconds)
P/R ROLL/HEADING ROL NO
HOLD (Yes 5 Seconds Only
for Auto Cancellation
of a Mode)

HD/TK HDG/TRK HDG/TRK No

SELECT/HI
HDG/TRK HDG/TRK
SELECT/LO BANK No

Flight Director Vertical Mode Annunciators

Table 6--2 (cont)

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Button EFIS Transition

Activation FD Mode Message (Flashing -- EFIS

NAV VOR ARM VOR (white) ----

---- VOR CAP VOR Yes (5 Seconds)
---- VOR TRK VOR No
---- VOR Over Station *VOR No
---- VOR After Over VOR Yes (5 Seconds)
Station

NAV VAPP ARM VAPP (white) ----

---- VAPP CAP VAPP Yes (5 Seconds)
---- VAPP TRK VAPP No
---- VAPP After Over VAPP Yes (5 Seconds)
Station
NAV LNV ARM LNAV (white) ----
---- LNV TRK LNAV Yes (5 Seconds)
NAV (OR) LOC ARM LOC (white) ----
APP LOC CAP LOC Yes (5 Seconds)
---- LOC TRK LOC No
----

BC BC ARM BC (white) ----

---- BC CAP BC Yes (5 Seconds)
---- BC TRK BC No

NAV (OR) AZ ARM AZ (white) ----

APP AZ CAP AZ Yes (5 Seconds)
---- AZ TRK AZ No
----

HSI SEL ROLL HOLD ROL Yes (5 Seconds)

Flight Director Vertical Mode Annunciators

Table 6--2

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AUTOPILOT ENGAGEMENT
Table 6--4 describes autopilot engagement limitations.

Mode Limitation

AP Engagement, With The autopilot engages, and depending on

No Lateral FD Mode the bank angle at the moment of
Engaged or Armed engagement, it flies the following basic
modes:
D Bank < 6 -- The autopilot first goes to
WINGS LEVEL and then flies
HEADING HOLD.
D Bank > 6< 35 -- The autopilot
maintains the bank angle and flies
BANK HOLD.
D Bank > 35 -- The autopilot reduces
bank angle to 35 and flies BANK
HOLD. The bank angle is selected using
TCS procedures.
AP Engagement With The autopilot automatically flies PITCH
No Vertical FD Mode HOLD, which is the basic vertical guidance
Engaged mode. The PITCH wheel on the flight
guidance controller commands the pitch
reference for a new pitch angle.
AP Engagement With The autopilot automatically flies the P/R
No Lateral and No mode, which is the basic lateral and
Vertical FD Mode vertical guidance mode.
Engaged
AP Engagement With The active FD mode is maintained and the
a Lateral and/or autopilot maneuvers the aircraft to fly the
Vertical FD Mode flight director command.
Active

Autopilot Engagement Limitations

Table 6--3

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Flight Control Disengage Annunciators

Table 6--4 list the normal (manual) and Table 6--5 lists the abnormal
(automatic) flight control disengage cockpit annunciators.

A/C Audio Master

Warning Panel Warning Panel Warning Panel

AP AP MACH TRIM OFF

(STEADY 2 SEC) (2 SEC) (STEADY)

The AP can be manually disengaged by the following pushes:

D AP button (deactivates AP function only)
D YD button (deactivates AP/YD)
D AP disconnect switch
D Go--around button switch (deactivates AP function only)
D Manual trim wheel select discrete

The YD can be manually disengaged by the following pushes:

D YD button (deactivates AP/YD)
D Double push of the AP disconnect switch (AP engaged or AP
disengaged and warning)

Normal (Manual) Flight Control Disengage Annunciators

Table 6--4

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A/C Warning Panel EADI

MACH
TRIM OFF
A AP " (WHITE, E TRIM AP
(FLASH, Notes) STEADY) (STEADY) (FLASHING)

Automatic disengages include the following types:

D AP AUTO disengage
D YD AUTO disengage -- or any combination of AP and YD
D M TRIM AUTO disengage
D AP AUTO disengage due to manual trim select discrete from the
trim wheel
D Manually moving pitch trim wheel

NOTES: 1. The visual and audio warning can be canceled by pushing the AP
disconnect switch which in this case does not disengage the YD. When
both FGCs are inoperative, the Flight Guidance Controller drives this
warning, and the warning is steady.
2. While not a normal procedure, if the pilot can manually overpower the
AP and disconnect it.

Abnormal (Automatic) Flight Control Disengage Annunciators

Table 6--5

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7. System Limits

GLOSSARY OF TERMS
This glossary gives a brief description of the flight guidance computer
control laws. These terms are used throughout this section and Section
8, Modes of Operation. The performance and operating limits for these
items are defined in Table 7--1. The terms, in alphabetical order,
included in this glossary are:
D ADI Command Cue
D Glideslope Capture (GS CAP)
D Glideslope (GS) Gain Programming
D Glideslope Track (GS TRACK)
D Lateral Beam Sensor (LBS)
D Localizer Capture 1, Back Course Capture 1
(LOC CAP 1, BC CAP 1)
D Localizer Capture 2, Back Course Capture 2
(LOC CAP 2, BC CAP 2)
D Localizer Track 1, Back Course Track 1 (LOC Track 1, BC Track 1)
D Localizer Track 2, Back Course Track 2 (LOC Track 2, BC Track 2)
D True Airspeed (TAS) Gain Programmer
D Vertical Beam Sensor (VBS)
D VOR Capture (VOR CAP)
D VOR Track
D VOR Over Station Sensor (VOR OSS)
D VOR After Over Station Sensor 1/2 (VOR AOSS 1/2).

ADI Command Cue

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

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Glideslope Capture (GS CAP)

The following conditions are necessary for glideslope capture:
D Glideslope mode is armed plus 3 sec
D The localizer mode is captured or in the track phase
D Glideslope deviation is less than 2 dots
D Either of the following conditions is satisfied:
— The vertical beam sensor tripped.
— Glideslope deviation less than 1/4 dot.

Glideslope (GS) Gain Programming

Gain programming starts after the vertical beam sensor trips. The gain
is programmed as a function of radio altitude and vertical speed. If the
radio altimeter is invalid, gain programming occurs at glideslope
capture and is controlled by a runway height estimator. The value
estimated is a function of glideslope capture, glideslope track, and the
middle marker. At glideslope capture, the height is estimated at 1500
ft. At glideslope track and middle marker not passed, the height is 300
ft. At glideslope track and middle marker passed, the height is 100 ft.
If the DADC is not valid, vertical speed is a preprogrammed fixed rate.

Glideslope Track (GS TRACK)

Glideslope track occurs after the aircraft has captured the glideslope
and is tracking the beam. The track phase flies the beam more tightly.
The following conditions are necessary for the track mode to be
satisfied:

D GS capture plus 15 sec

D Localizer has gone into track 1 or track 2
D GS deviation must be less than 1/2 dot
D The vertical deviation must be changing at a rate of less than
10 ft/sec
D Radio altitude or height above the runway is less than 1550 ft.

System Limits A28-- 1146-- 073

7-2 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

Lateral Beam Sensor (LBS)

When flying to intercept the VOR or LOC beam, the lateral beam sensor
is tripped as a function of beam deviation, course error, true airspeed
and DME. In the LOC mode, the course error is compared with the
beam deviation signal and rate of crossing the beam to determine the
LBS trip point. When the LBS trips, the flight director commands a turn
toward the VOR radial or runway to capture the beam. If the intercept
angle to the beam center is very shallow, the LBS does not trip until the
aircraft is near beam center. For this reason, an override on the LBS
occurs when the beam deviation reaches a specified minimum. The
minimum beam sensor trip point for the VOR mode is 1/4 dot. In the
LOC mode, the minimum trip point is 1/2 dot. The maximum LBS trip
points are 2--1/2 dots for VOR and 2--2/3 dots for LOC.

LOC CAP 1 and BC CAP 1

Localizer and back course capture 1 are the initial capture phases of
their respective modes. Localizer capture 1 and back course capture 1
occur when the following conditions are all satisfied:
D Localizer armed plus 3 sec
D Either of the following occurs:

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

LOC CAP 2 and BC CAP 2

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

D LOC CAP 1 plus 3 sec

D Course error less than 35_
D Beam deviation less than 1--1/2 dots.

A28-- 1146-- 073 System Limits

REV 2 7-3
SPZ-- 8000 Digital Integrated Flight Control System

LOC TRACK 1 and BC TRACK 1

Localizer track 1 and back course track 1 signify that the aircraft is on
beam center and the roll rate limit is decreased from 7.0/sec during the
capture phase down to 5.5/sec in the track submode. When the track
submode occurs, the course error is eliminated from the control signal,
leaving beam deviation and lateral acceleration from the attitude and
heading reference system (AHRS)/IRS to maintain the aircraft on beam
center. The track 1 phase occurs when the following conditions are
satisfied:

D LOC CAP 2 plus 30 sec

D Lateral beam rate less than 30 ft/sec
D Localizer beam deviation less than 1/4 dot
D Aircraft bank angle less than 6_.

There is no visual indication in the cockpit that the Localizer track 1 or

the back course track 1 submode has occurred.

LOC TRACK 2 and BC TRACK 2

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

The track 2 phase occurs when the following conditions are all satisfied:

D Localizer track 1 has been tripped

D The aircraft is descending at a vertical speed which indicates a
runway approach
D Either of the following conditions has occurred:

— Distance to the transmitter is less than 5 miles and the radio

altimeter is invalid.
— Radio altitude is less than 1200 ft with the radio altimeter is valid.

System Limits A28-- 1146-- 073

7-4 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

True Airspeed (TAS) Gain Programmer

True airspeed gain programming is used to program heading
select/track error, course select error, PITCH wheel commands, air
data commands, and glideslope deviation to maintain the same aircraft
response regardless of the aircraft’s airspeed and altitude. The true
airspeed computation is derived from airspeed, altitude, and outside air
temperature.

Vertical Beam Sensor (VBS)

The vertical beam sensor determines the point of glideslope capture
using a number of inputs. The vertical beam sensor is armed when NAV
radio is tuned to a localizer frequency, the localizer receiver is valid, and
the lateral beam sensor has tripped. The vertical beam sensor trips as
a function of vertical speed, true airspeed, and glideslope deviation.
The vertical beam sensor trips when vertical deviation is less than 2
dots and a capture sensor is satisfied. The capture sensor combines
airspeed, rate of beam deviation change, and acceleration to determine
the optimum capture point. If the aircraft is paralleling the beam, (i.e.,
no beam closure rate), the vertical beam sensor trips at a vertical
deviation less than 1/4 dot. This resets the previously selected pitch
mode and changes aircraft attitude to capture the glideslope beam.

VOR Capture (VOR CAP)

VOR capture occurs when the following conditions are satisfied:

D The VOR mode has been armed plus 3 sec of elapsed time
D The lateral beam sensor has tripped.

A28-- 1146-- 073 System Limits

REV 2 7-5
SPZ-- 8000 Digital Integrated Flight Control System

VOR Track
VOR track occurs once the aircraft is established on beam center and
the following conditions are satisfied:

D The VOR mode has been captured or AOSS 2 has occurred.

D Thirty seconds of elapsed time from capture.
D Lateral deviation rate is less than 50 ft/sec, roll rate less than
0.5_/sec, and the aircraft bank angle is less than 6_.

At this time course error is eliminated from the command signal, leaving
beam deviation and lateral acceleration from the AHRS/IRS to maintain
the aircraft on beam center. There is no visual indication in the cockpit
that the VOR track submode has occurred.

VOR Over Station Sensor (VOR OSS)

The over station sensor is used to detect the erratic radio signals
encountered in the area above the VOR transmitter. When these radio
signals reach a certain level of deviation, they are no longer useful and
the over station sensor eliminates them from the control signal. The
VOR over station sensor trips when the following conditions are
satisfied.
D VOR track or VOR arm has occurred plus 3 sec of elapsed time
D Either of the following occurs:

— Distance to the station less than 1/4 of the barometric altitude

and DME is present.

— Lateral deviation is greater than 1 dot and the rate of deviation

is greater than 1/9 dot per sec and the DME is not present.

System Limits A28-- 1146-- 073

7-6 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

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

When the aircraft is flying in the over station sensor state, beam
deviation is monitored to determine when it is again useful to include in
the command signal. The after over station sensor monitors beam
deviation. When certain beam deviation conditions are satisfied, the
after over station sensor trips. There are two stages to the after over
station sensor. The first stage is AOSS 1, and AOSS 2 is the second
stage. AOSS 2 does not trip until AOSS 1 has tripped. These sensors
ensure that when beam deviation is included in the control signal, it is
usable information.

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

— VOR OSS has occurred dependent on the active lateral mode.

— A calculated period of time has elapsed since the last TO/FROM

transition on the HSI in order for AOSS 1 to trip. The period of
time elapsed is calculated using ground speed and altitude. The
higher the altitude, the longer it takes to get through the cone of
erratic radio information, and therefore, the longer the time
period must be. Likewise, the lower the aircraft altitude, the
smaller the cone of erratic radio information, and the shorter the
time period must be to trip AOSS 1. The required elapsed time
period is also affected by the aircraft’s ground speed. The faster
the ground speed, the quicker the aircraft travels through the
cone. The slower the ground speed, the longer it takes to pass
through the cone, and a longer time period is required to trip
AOSS 1.

D VOR AOSS 2 occurs when the following conditions are all satisfied:

— VOR AOSS 1 has tripped plus 3 sec

— Beam deviation is less than 2 dots.

Once VOR AOSS 2 trips, beam deviation is again part of the control
signal.

A28-- 1146-- 073 System Limits

REV 2 7-7
SPZ-- 8000 Digital Integrated Flight Control System

SYSTEM PERFORMANCE/OPERATING LIMITS

Table 7--1 contains the system performance and operating limits for the
various autopilot and flight director modes.

Control
Mode or Sensor Parameter Value

PIT/ROL A/P Engage Roll Control Limit Up to
35_

PIT/ROL TCS Roll Control Limit Up to
35_ Roll

Pitch Control Limit Up to
20_ Pitch
Pitch Angle Limit
20_ Pitch
Pitch g Command Limit .3 g maximum

Heading/Tr Heading/Track Roll Angle Limit
27_

ack Select SEL Knob
17_ low bank
switched on flight
guidance controller or
automatically
Roll Rate Limit 4.0/sec

VOR Course Knob VOR Capture:

and NAV Beam Intercept Angle Up to
90_
Receiver
Capture Point function of beam,
beam closure rate, and
course error.
Maximum trip point
2--1/2 dots

Roll Angle Limit
24_

Roll Rate Limit 4.0/sec

Course Cut Limit During
45_ course

Capture

VOR Track:
Roll Angle Limit
14_

Roll Rate Limit 4.0/sec

Crosswind Correction Up to
45_ course

error

Over Station:
Course Change Up to
30_
Roll Angle Limit
24

System Performance and Operating Limits

Table 7--1 (cont)

System Limits A28-- 1146-- 073

7-8 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

Control
Mode or Sensor Parameter Value

VOR APP Same as VOR Same as VOR

Roll Angle Limit
30_ fixed
Roll Rate Limit 7.0/sec

APR or BC Course Knob LOC Capture:

and NAV Beam Intercept Angle Up to
90_
Receiver
Capture Point Function of beam,
beam closure rate, and
course error.
Maximum trip point
2--2/3 dots

Roll Angle Limit
30_

Roll Rate Limit 7.0/sec

Course Cut Limit During
45_ course

Capture

LOC Track:
Roll Angle Limit
24_

Roll Rate Limit 5.5/sec

Crosswind Correction Up to
45_ course

error

LOC Gain Programming Function of DME or

radio altitude
groundspeed or TAS

APR NAV Receiver Glideslope Capture:

Capture Point 2 dots GS beam
deviation TAS, and VS

Pitch Command Limit + 10_, --15_

Glideslope Damping Vertical acceleration

Pitch Rate Limit .2 g maximum

GS Gain Programming Function of radio

altitude TAS or
groundspeed

System Performance and Operating Limits

Table 7--1 (cont)

A28-- 1146-- 073 System Limits

REV 2 7-9
SPZ-- 8000 Digital Integrated Flight Control System

Control
Mode or Sensor Parameter Value

GA Control Switches Fixed Flight Director 12_ nose up

on Control Pitch--Up Command;
Wheel Wings Level in Roll
(Disengages
A/P)

Pitch Hold TCS Switch Pitch Attitude Command
20_ maximum

Depressed

ALT Hold DADC ALT Hold Engage Range 0 to 60,000 ft

ALT Hold Engage Error
60 ft

Pitch Limit
20_

Pitch Rate Limit .1 g maximum

VS Hold DADC VERT Speed Engage 0 to =6000 ft/min,

--8000 ft/min

VERT Speed Hold
100 ft/min

Engage Error

Pitch Limit
20_

Pitch Rate Limit .1 g maximum*

* .3 g when overspeed protection active (MAXSPD).

FLC DADC Mach Engage Range 0.4 to 0.85 Mach

(limited to MMO)

Mach Hold Error
0.01 Mach

Pitch Limit
20_

Pitch Rate Limit .3 g maximum

IAS Engage Range 80 to 350 kt (limited to

VMO)

IAS Hold Engage Error
5 kt

Pitch Limit
20_

Pitch Rate Limit .3 g maximum

System Performance and Operating Limits

Table 7--1 (cont)

System Limits A28-- 1146-- 073

7-10 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

Control
Mode or Sensor Parameter Value

ALT DADC and ALT Preselect Capture Range 0 to 60,000 ft

Preselect Control

Maximum Vertical Speed
6000 ft/min

for Capture

Capture Maneuver Complemented vertical

Damping acceleration

Pitch Limit
20_

Pitch Rate Limit at .2 g

Capture

Maximum Altitude
25 ft

Capture Error

LNAV FMS Roll Angle Limit
30_

Roll Rate Limit 5.5/sec

VALT Hold FMS ALT Hold Engage Range 0 to 60,000 ft

ALT Hold Engage Error
60 ft

Pitch Limit
20_

Pitch Rate Limit .1 g maximum

VASL FMS Preselect Capture Range 0 to 60,000 ft

Maximum Vertical Speed
6000 ft/min

for Capture

Capture Maneuver Complemented vertical

Damping acceleration

Pitch Limit
20_

Pitch Rate Limit at .2 g maximum

Capture

Maximum Altitude
25 ft

Capture Error

System Performance and Operating Limits

Table 7--1 (cont)

A28-- 1146-- 073 System Limits

REV 2 7-11
SPZ-- 8000 Digital Integrated Flight Control System

Control
Mode or Sensor Parameter Value

VFLC FMS Mach Engage Range 0.4 to 0.85 Mach

(limited to MMO)

Mach Hold Error
0.01 Mach

Pitch Limit
20_

Pitch Rate Limit .3 g maximum

IAS Engage Range 80 to 350 kt (limited to

VMO)

IAS Hold Engage Error
5 kt

Pitch Limit
20_

Pitch Rate Limit .3 g maximum

VPTH FMS Altitude Range 0 to 60,000 ft

Angle Range 0_ to --6_

Bias Range f (FMS waypoint)

Pitch Limit
20_

Pitch Rate Limit .3 g maximum

System Performance and Operating Limits

Table 7--1

System Limits A28-- 1146-- 073

7-12 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

8. Modes of Operation

This section describes the various modes of operation that can be flown
using the DIFCS.

HEADING HOLD MODE

The basic lateral mode of the autopilot is heading hold. Heading hold
is defined as:
D The autopilot is engaged (AP1)
D Either no lateral flight director mode is selected or the P/R button on
the flight guidance controller is pushed
D The bank angle is less than 6.

If the above conditions are satisfied, the autopilot rolls the aircraft to a
wings level attitude. When the aircraft’s bank angle is less than 3 plus
10 seconds, the heading hold mode is automatically engaged. The
heading hold mode, shown in Figure 8--1, is annunciated on the EADI
as ROL.

AD--43056--R2@

Heading Hold Mode Display

Figure 8--1

A28-- 1146-- 073 Modes of Operation

REV 2 8-1
SPZ-- 8000 Digital Integrated Flight Control System

BANK HOLD MODE

The autopilot recognizes that the bank hold mode is operational when
the following conditions are satisfied:

D Autopilot is engaged

D No lateral flight director mode is selected, or the P/R button on the

flight guidance controller is pushed

D The aircraft’s bank angle is greater than 6, but less than 35.

When these conditions are satisfied, the autopilot maintains the desired
bank angle. TCS can be used to initiate the roll maneuver. If TCS is
released at bank angles greater than 35, the autopilot rolls the aircraft
to 35 of bank angle and maintains it. When the TCS button is used, the
autopilot engage annunciator on the flight guidance controller
extinguishes, and a white TCS replaces the AP1/AP2 annunciator on
the EADI, as shown in Figure 8--2.

AD--43057--R2@

Bank Hold Mode Display

Figure 8--2

Modes of Operation A28-- 1146-- 073

8-2 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

HEADING SELECT MODE

The heading select mode is used to intercept and maintain a heading.
The mode is engaged by pushing the HD/TK button on the flight
guidance controller, with the HDG/TRK select switch on the Remote
instrument controller in the heading position. HDG is annunciated on
the EADI. Engaging the heading select mode resets all previously
selected lateral modes.

The heading cursor on the EHSI is positioned around the compass card
to the heading the pilot wants to intercept using the HDG/TRK knob on
the instrument remote controller. The heading select signal from the
remote instrument controller that is sent to the EFIS symbol generator
represents the desired aircraft heading. In the symbol generator, the
desired aircraft heading is compared against actual aircraft heading
and the resultant heading error signal is routed to the FGC through the
ASCB.

The FGC generates the proper roll command to bank the aircraft to
intercept and maintain the pilot selected heading.

When the BANK button on the flight guidance controller is pushed, the
pilot can manually control the bank angle limit in the HDG SEL mode.
Alternately pushing the BANK button toggles the bank selection
between a high bank angle limit (27) and a low bank angle limit (17).
The power up state is high bank angle unless altitude is greater than
29,500 feet at power--up. Once a bank angle limit is selected, either
manually or automatically, it is retained in memory (i.e., deselecting
HDG SEL does not deselect or re--initialize the bank angle value stored
in memory).

Climbing through 29,500 feet automatically selects the low bank angle
limit if it is not already selected and the bank angle is < 6. The high bank
angle limit can be re--selected by pushing the BANK button.

Descending through 28,500 feet automatically selects the high bank

angle limit if it is not already selected and the bank angle is < 6. The
low bank angle limit can be reselected by pushing the BANK button.

The heading select mode is cancelled by:

D Pushing the HD/TK button on the flight guidance controller
D Selecting go--around mode
D Automatic capture of any other lateral steering mode
D Coupling to the cross--side EHSI
D Pushing the P/R button.

A28-- 1146-- 073 Modes of Operation

REV 2 8-3
SPZ-- 8000 Digital Integrated Flight Control System

TRACK SELECT MODE

The track select mode is used to intercept and maintain an aircraft track,
from the IRS. The mode is engaged by pushing the HG/TK button on
the flight guidance controller when the HDG/TRK select knob on the
remote instrument controller is in the TRK position. TRK is annunciated
on the EADI, as shown in Figure 8--3. Engaging the TRK mode resets
all previously selected lateral modes.

AD--43058--R2@

AD--43059--R2@

Track Select Mode Displays

Figure 8--3

Modes of Operation A28-- 1146-- 073

8-4 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

The track cursor on the EHSI is positioned around the compass card
to set the track the pilot wants to intercept, using the HDG/TRK knob
on the remote instrument controller. The track select signal from the
remote instrument controller to the symbol generator represents the
desired aircraft track across the ground. In the symbol generator, the
desired track is compared against the actual aircraft track, and the
resultant track error signal is routed to the FGC through the ASCB.

The FGC generates the proper roll command to bank the aircraft to
intercept and maintain the pilot selected track.

Bank angle limits during track intercepts and cancellation of the track
select mode are identical to that described for the heading select mode.

VOR (NAV) MODE

The VOR mode automatically intercepts, captures, and tracks a
selected VOR radial, using the selected navigation source displayed on
the EHSI. The navigation source displayed on the EHSI is a function of
the V/L source button located on the display controller. Before engaging
the mode, follow the procedure described in Table 8--1.

Step Procedure

1 Tune the navigation receiver to the VOR frequency.

2 Select V/L as the navigation source on the EFIS DC.
3 Set the course pointer on the EHSI for the desired course
to be flown toward or away from the station.
4 Set the heading or track bug on the EHSI for the desired
heading or track intercept for the selected course.
5 Push the HD/TK button on the flight guidance controller.
The system flies the selected heading/track to affect the
desired course intercept.

VOR (NAV) Mode Procedure

Table 8--1 (cont)

A28-- 1146-- 073 Modes of Operation

REV 2 8-5
SPZ-- 8000 Digital Integrated Flight Control System

Step Procedure

6 With the aircraft outside of the normal capture range of the

VOR signal (typically the CDI on the EHSI is greater than
two dots, as shown in Figure 8--4) the pilot pushes the
NAV button on the flight guidance controller.
NOTE: VOR capture can occur while flying toward, away from, or over the VOR
station.

VOR (NAV) Mode Procedure

Table 8--1

VOR (NAV) Mode Intercept, Plan View

Figure 8--4

Modes of Operation A28-- 1146-- 073

8-6 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

The EADI annunciates VOR (white) and HDG or TRK, as shown in

Figure 8--5. The FGC is armed to capture the VOR signal and it
generates a roll command to fly the heading or track select mode.

AD--43060--R2@

AD--43061--R2@

VOR (NAV) Mode Intercept Displays

Figure 8--5

A28-- 1146-- 073 Modes of Operation

REV 2 8-7
SPZ-- 8000 Digital Integrated Flight Control System

When reaching the lateral beam sensor trip point, the system
automatically drops the heading or track select mode and switches to
the VOR capture phase, as shown in Figure 8--6.

VOR (NAV) Mode Capture, Plan View

Figure 8--6

The following is displayed on the EADI:

D The white VOR annunciator extinguishes.

D The HDG or TRK annunciator extinguishes.

Modes of Operation A28-- 1146-- 073

8-8 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

D A VOR is annunciated and flashes for 5 seconds to emphasize the

capture phase of operation, as shown in Figure 8--7.

AD--43062--R2@

AD--43063--R2@

VOR (NAV) Mode Capture Displays

Figure 8--7

A28-- 1146-- 073 Modes of Operation

REV 2 8-9
SPZ-- 8000 Digital Integrated Flight Control System

The FGC generates the proper roll command to bank the aircraft to
capture and track the selected VOR radial.
When the course select pointer was set on the EHSI using the CRS
knob on the remote instrument controller, the course select error signal
was established. This signal represents the difference between the
actual aircraft heading and the desired aircraft course. The course error
signal is sent from the EFIS symbol generator to the FGC through the
ASCB.
The radio deviation signal is routed from the navigation receiver to the
symbol generator. From the symbol generator, the radio deviation
signal is routed to the FGC through the ASCB, where the signal is lateral
gain programmed.
The lateral gain programming is performed as a function of DME
distance to the station and barometric altitude. This gain programming
adjusts for the aircraft either coming toward or moving away from the
VOR station. The DME compensation circuit approximates ground
range to the station for more accurate gain programming and to help
calculate over station sensing.
When flying a VOR intercept, the optimum intercept angle should be
less than 45. If the intercept angle is greater than 45, course cut
limiting can occur, as shown in Figure 8--8.

VOR (NAV) Mode Course Cut Limiting, Plan View

Figure 8--8

The course cut limiter functions primarily when approaching the desired
VOR radial at an intercept angle greater than 45 and at high speed. Its
function is to limit steering commands to 45 that force a flightpath to
get on the selected radial sooner to prevent overshooting beam center.
Typically, the roll command makes an initial heading change, after
which the aircraft levels out and flies toward the beam. The aircraft
makes a second heading change to get lined up on the center of the
selected radial.

Modes of Operation A28-- 1146-- 073

8-10 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

When the aircraft satisfies VOR track conditions, the course error signal
is removed from the lateral steering command. This leaves radio
deviation, roll attitude and lateral acceleration to track the VOR signal
and to compensate for beam standoff in the presence of a crosswind.
The system automatically compensates for a crosswind of up to 45
course error. The cockpit displays for VOR tracking are shown in Figure
8--9.

AD--43064--R2@

AD--43065--R2@

VOR (NAV) Mode Tracking Displays

Figure 8--9

A28-- 1146-- 073 Modes of Operation

REV 2 8-11
SPZ-- 8000 Digital Integrated Flight Control System

As the aircraft approaches the VOR station, it enters a zone of unstable

radio signal. This zone of confusion radiates upward from the station in
the shape of a truncated cone, as shown in Figure 8--10. In this area,
the radio signal becomes highly erratic and it is must be removed from
the roll command. The over station sensor monitors for when the
aircraft enters into the zone of confusion and removes radio deviation
from the roll command. VOR over station mode is indicated by a *VOR
on the EADI.

When the aircraft is over the VOR station, the system accepts and
follows a course change of up to 90.

Over Station Zone of Confusion

Figure 8--10

Modes of Operation A28-- 1146-- 073

8-12 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

VOR APPROACH (VAPP) MODE

The VOR approach mode is used when setting up an approach to land
using a VOR rather than an ILS reference.

The VOR approach mode is set up and flown, as described in Table 8--2.

Step Procedure

1 Tune the navigation receiver to the frequency of the VOR

to be intercepted.
2 Push the V/L button on the EFIS display controller to
select the navigation source.
3 Set the course pointer on the EHSI for the course to be
flown to or from the station.
4 Set the heading or track bug on the EHSI for the heading
or track that intercepts the selected course. Push the
HD/TK button on the flight guidance controller. the system
flies the selected heading/track to affect the course
intercept.
5 Push the APP button on the flight guidance controller.
6 The bank angle and roll rate limits are increased and the
selected gains in the FGC are changed to optimize the
system’s performance in the VAPP mode.

VOR Approach Mode Procedure

Table 8--2

A28-- 1146-- 073 Modes of Operation

REV 2 8-13
SPZ-- 8000 Digital Integrated Flight Control System

VOR PUSH TO DIRECT FUNCTION

Another option the pilot has when flying a VOR intercept is to fly a zero
deviation approach to the VOR station that is described in Table 8--3.

Step Procedure

1 Tune the navigation receiver to the frequency of the VOR

to be intercepted.
2 Push the V/L button on the EFIS display controller to
select the navigation source.
3 Set the course pointer on the EHSI for the course to be
flown to or from the station.
4 Set the heading or track bug on the EHSI for the heading
or track that intercepts the selected course. Push the
HD/TK button on the flight guidance controller. the system
flies the selected heading/track to affect the course
intercept.
5 On the DC, set the bearing selector to the same NAV
source that is being used for the VOR intercept.

VOR Push To Direct Function Procedure

Table 8--3 (cont)

Modes of Operation A28-- 1146-- 073

8-14 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

Step Procedure

6 The EHSI displays, as shown in Figure 8--11:

D The course pointer displays the pilot selected course to
the VOR station.
D The bearing pointer display a zero deviation course to
the VOR station.

AD--43066--R2@

EHSI Indicating Selected Course

and Bearing Pointer
Figure 8--11

VOR Push To Direct Function Procedure

Table 8--3 (cont)

A28-- 1146-- 073 Modes of Operation

REV 2 8-15
SPZ-- 8000 Digital Integrated Flight Control System

Step Procedure

7 To fly the zero deviation course to station, push the PUSH

DCT button on the remote instrument controller CRS knob.
The course select pointer aligns with the bearing pointer
and a zero deviation course is flown to the VOR station, as
shown in Figure 8--12.

AD--43067--R2@

EHSI Course Pointer Indicating

Zero Deviation to Station
Figure 8--12
NOTES: 1. When flying with VOR capture or track and not over station, a
pilot--initiated course change can cause the mode to think it is over
station. If this occurs, the pilot should deselect, then reselect the NAV
mode on the flight guidance controller.
2. When flying with VOR capture or track, a change in NAV receiver
frequency rearms the mode.

VOR Push To Direct Function Procedure

Table 8--3

The VOR NAV mode is cancelled by:

D Pushing the NAV button on the flight guidance controller
D Selecting go--around mode
D Selecting the heading lateral steering mode
D Coupling to the cross--side E
D Selecting a different NAV frequency or source
D Pushing the P/R button.

Modes of Operation A28-- 1146-- 073

8-16 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

FLIGHT MANAGEMENT SYSTEM (FMS) STEERING

The FMS steering plan view is shown in Figure 8--13. If the pilot selects
FMS as the navigation source on the display controller, the NAV mode
is flown as described previously, with the differences defined in Table
8--4.

LNAV Capture With FMS Selected, Plan View

Figure 8--13

Step Procedure

1 Instead of using course error and radio deviation from the

SG, a composite lateral steering command from the
navigation computer is used.
2 The lateral steering command is lateral gain programmed
in the navigation computer and therefore is not gain
programmed again in the FGC.
3 When FMS button on the display computer is pushed to
perform the NAV intercept, the mode annunciator on the
EADI is LNAV.

FMS Steering Procedure

Table 8--4 (cont)

A28-- 1146-- 073 Modes of Operation

REV 2 8-17
SPZ-- 8000 Digital Integrated Flight Control System

Step Procedure

4 LNAV is displayed in white during the arm phase of

operation. At capture, LNAV is displayed and flashes for 5
seconds to emphasize the capture mode, as shown in
Figure 8--14.

AD--43068--R2@

AD--43069--R2@

LNAV Capture With FMS Selected

Figure 8--14

FMS Steering Procedure

Table 8--4

Modes of Operation A28-- 1146-- 073

8-18 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

With FMS selected as the navigation source, LNAV capture occurs

when the aircraft is within 2.5 miles of the desired track and moving
away from it, or at a calculated point, as a function of track error and
groundspeed if the aircraft is flying toward the desired track.

The FMS LNAV mode is cancelled by:

D Pushing the NAV button on the flight guidance controller
D Selecting go--around mode
D Selecting the heading or track select mode
D Coupling to the cross--side EHSI
D Selecting a different NAV source
D Pushing the P/R button.

LOCALIZER (NAV) MODE

The localizer mode automatically intercepts, captures, and tracks the
front course localizer beam to line up on the centerline of the runway
in use. Before the localizer mode is engaged, the pilot performs the
procedure in Table 8--5.

Step Procedure

1 Tune the navigation receiver to the published front course

localizer frequency for the runway in use.
2 Set the course pointer on the EHSI for inbound runway
heading.
3 Set the heading or track cursor on the EHSI for the desired
heading or track to perform a course intercept.
4 Push the V/L button on the display controller to select the
navigation source.
5 Push the HD/TK button on the flight guidance controller.
HDG or TRK is annunciated on the EADI.

Localizer NAV Mode Procedure

Table 8--5

A28-- 1146-- 073 Modes of Operation

REV 2 8-19
SPZ-- 8000 Digital Integrated Flight Control System

The EHSI displays the relative position of the aircraft to the center of
the localizer beam and the desired inbound course, as shown in Figure
8--15.

Localizer (NAV) Mode Intercept, Plan View

Figure 8--15

Modes of Operation A28-- 1146-- 073

8-20 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

With the heading or track cursor is set for course intercept, the heading
or track select mode is used to perform the intercept. Outside the
normal capture range of the localizer signal, when the NAV button on
the flight guidance controller is pushed, the EADI annunciates LOC in
white, as shown in Figure 8--16.

The aircraft flies the desired heading or track intercept and the system
is armed for automatic localizer beam capture.

AD--43070--R2@

AD--43071--R2@

Localizer (NAV) Mode Intercept Displays

Figure 8--16

A28-- 1146-- 073 Modes of Operation

REV 2 8-21
SPZ-- 8000 Digital Integrated Flight Control System

With the aircraft approaching the selected course intercept, the lateral
beam sensor monitors localizer beam deviation, beam rate, and
groundspeed or true airspeed. At the computed time, the LBS trips and
captures the localizer signal. The FGC drops the heading or track select
mode and generates the proper roll command to bank the aircraft
toward localizer beam center, as shown in Figure 8--17.

Localizer (NAV) Mode Capture, Plan View

Figure 8--17

Modes of Operation A28-- 1146-- 073

8-22 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

When the lateral beam sensor trips, the EADI displays LOC, as shown
in Figure 8--18. The annunciator flashes for 5 seconds to emphasize
that the capture phase has occurred.

AD--43072--R2@

AD--43073--R2@

Localizer (NAV) Mode Capture Displays

Figure 8--18

A28-- 1146-- 073 Modes of Operation

REV 2 8-23
SPZ-- 8000 Digital Integrated Flight Control System

As the aircraft continues toward localizer beam center, the computer

enters the LOC CAP 2 submode. With the aircraft almost lined up on
localizer beam center, the computer automatically changes to the LOC
track 1 and the LOC track 2 submodes. The LOC CAP 2 and LOC track
submodes apply tighter control law programming on the localizer signal
to better maintain a true flightpath along the localizer beam, as shown
in Figure 8--19. There are no visual indications in the cockpit that these
submodes have occurred.

Localizer (NAV) Mode Tracking, Plan View

Figure 8--19

NOTE: When flying a localizer intercept, the optimum intercept angle

is 45. If the intercept angle is greater than 45, course cut
limiting can occur as described in the VOR mode of operation.

Modes of Operation A28-- 1146-- 073

8-24 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

When the course select pointer was set on the EHSI using the CRS
knob on the remote instrument controller, the course select error signal
was established. This signal represents the difference between actual
aircraft heading and the described aircraft course.

The course select error signal is routed to the FGC from the symbol
generator through the ASCB.

The radio deviation signal is routed from the navigation receiver to the
symbol generator. From the symbol generator, the radio deviation
signal is routed to the FGC through the ASCB, where the signal is lateral
gain programmed.

Lateral gain programming is required to adjust the gain applied to the

localizer signal due to the aircraft approaching the localizer transmitter
and beam convergence caused by the directional qualities of the
localizer transmitter. The lateral gain programmer is controlled by a
distance from transmitter estimator.

If both radio altitude and glideslope deviation are valid, then distance
is calculated using radio altitude and glideslope deviation data. If only
radio altitude is valid, distance is first estimated for capture and then,
when in the final track 2 mode, it is assumed that an approach to the
runway is being made without glideslope, and distance is calculated
based on radio altitude only.

If radio altitude information is not valid, then distance is estimated as

a function of glideslope deviation and groundspeed or true airspeed. If
neither radio altitude nor glideslope data is valid, then distance is
estimated as a function of groundspeed or true airspeed and time.

A28-- 1146-- 073 Modes of Operation

REV 2 8-25
SPZ-- 8000 Digital Integrated Flight Control System

When the aircraft satisfies the localizer track conditions, the course
error signal is removed from the lateral steering command. This leaves
radio deviation, roll attitude and lateral acceleration to track the localizer
signal, and to compensate for localizer beam standoff in the presence
of a crosswind. The system automatically compensates for a crosswind
of up to 45 course error. Figure 8--20 shows the cockpit displays for
localizer mode tracking.

AD--43074--R2@

AD--43075--R2@

Localizer (NAV) Mode Tracking

Figure 8--20

The localizer mode is cancelled by:

Modes of Operation A28-- 1146-- 073

8-26 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

D Pushing the NAV button on the flight guidance controller

D Selecting go--around mode
D Selecting the heading or track select mode
D Selecting the back course lateral steering mode
D Coupling to the cross--side EHSI
D Tuning another NAV frequency or source
D Pushing the P/R button on the flight guidance controller.

BACK COURSE (BC) MODE

The back course mode automatically intercepts, captures, and tracks
the back course localizer signal. When flying a back course localizer
approach, glideslope capture is automatically inhibited. The back
course mode is set up and flown, as shown in Figure 8--21. It is flown
like a front course approach, except the BC button on the flight guidance
controller is pushed.

Back Course Mode Intercept and Capture, Plan View

Figure 8--21

A28-- 1146-- 073 Modes of Operation

REV 2 8-27
SPZ-- 8000 Digital Integrated Flight Control System

With the aircraft outside the normal localizer capture limits, as shown
in Figure 8--21, the EADI annunciates:
D BC in white
D HDG or TRK (assuming heading or track select mode is used to
perform BC intercept, see Figure 8--22).

AD--43076--R2@

AD--43077--R2@

Back Course Mode Intercept Display

Figure 8--22

Modes of Operation A28-- 1146-- 073

8-28 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

At localizer capture, the EADI annunciates BC in green, as shown in

Figure 8--23. This annunciator flashes for 5 seconds to emphasize that
the capture phase has occurred.

AD--43078--R2@

AD--43079--R2@

Back Course Capture Display

Figure 8--23

When the back course mode was selected on the flight guidance
controller, logic in the FGC was established to internally reverse the
polarity of the course error and localizer signals. A gain change takes
place in the computer when BC is selected, since the aircraft is closer
to the localizer transmitter by the length of the runway plus 1000 feet.

A28-- 1146-- 073 Modes of Operation

REV 2 8-29
SPZ-- 8000 Digital Integrated Flight Control System

At back course capture, the FGC generates a roll command to capture

and track the back course localizer signal. Figure 8--24 shows the
cockpit displays for back course tracking.

AD--43080--R2@

AD--43081--R2@

Back Course Tracking

Figure 8--24

Modes of Operation A28-- 1146-- 073

8-30 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

The back course mode is cancelled by:

D Pushing the BC button on the flight guidance controller
D Selecting the heading, track select or go--around modes
D Coupling to the cross--side EHSI
D Selecting the APP or NAV modes
D Tuning a different NAV frequency or source.

PREVIEW AND TRANSITION

When FMS1 or FMS2 is selected for display on the EHSI, selecting a

LOC frequency on the on--side V/L receiver and pushing the V/L button
on the DC displays the preview course pointer on the EHSI.

The flight director is still based on FMS data, but the preview course
lateral deviation is read into the FGC.

The pilot then has two options defined in Table 8--6.

Step Procedure

1 Pushing the V/L button on the display controller transitions

the preview course display to normal ILS course select
display and the flight director mode reverts to ROL hold. In
this situation, the pilot can shoot for a standard approach
by arming the approach mode.
2 The pilot arms approach by pushing the APP button on the
flight guidance controller. The system stays in the FMS
guidance mode but selects LOC ARM and GS ARM, while
it still monitors the preview course deviation. When
conditions for capture are met, the system transitions to
V/L source guidance and drops FMS guidance as the LOC
capture source and the preview course display transitions
to normal the ILS course select display. The preview and
transition cockpit readouts are shown in Figure 8--25.
NOTE: Due to system limitations, it is recommended that VALT, VFLC,
and VPTH not be used with the preview course function.

Preview and Transition Procedure

Table 8--6 (cont)

A28-- 1146-- 073 Modes of Operation

REV 2 8-31
SPZ-- 8000 Digital Integrated Flight Control System

Step Procedure

2
(cont)

AD--43082--R2@

AD--43083--R2@

Preview and Transition Displays

Figure 8--25

Preview and Transition Procedure

Table 8--6

Modes of Operation A28-- 1146-- 073

8-32 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

ILS APPROACH MODE

The approach mode automatically intercepts, captures, and tracks the
front course localizer and glideslope signals. This means the pilot can
fly a fully coupled ILS approach. The mode is set up as described in
Table 8--7.

Step Procedure

1 Tune the navigation receiver to the published front course

localizer frequency for the runway in used.
2 Set the course pointer on the EHSI for inbound runway
heading.
3 Set the heading or track cursor on the EHSI for the
heading or track to perform a course intercept.
4 Push the V/L button on the display controller to select the
navigation source.
5 Push the APP button on the flight guidance controller.

ILS Approach Mode Procedure

Table 8--7

With the aircraft outside the normal localizer capture limits, as shown
in Figure 8--26, the EADI annunciates the following modes:
D LOC in white
D GS in white.

Approach Mode Localizer Intercept and Capture, Plan View

Figure 8--26

A28-- 1146-- 073 Modes of Operation

REV 2 8-33
SPZ-- 8000 Digital Integrated Flight Control System

D HDG or TRK (assuming heading or track select mode is used to

perform ILS intercept, as shown in Figure 8--27.

AD--43084--R2@

AD--43085--R2@

ILS Approach Mode Intercept Display

Figure 8--27

Modes of Operation A28-- 1146-- 073

8-34 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

Any other vertical mode in use is also annunciated on the EADI. At

localizer capture, the EADI annunciates:
D LOC
D GS in white
D Any other vertical mode in use at the time, as shown in Figure 8--28.

AD--45519--R2@

AD--45533--R2@

ILS Approach Mode Capture Display

Figure 8--28
The LOC annunciator flashes for 5 seconds to emphasize the capture
phase. The FGC generates a roll command to capture and track the
localizer signal.

A28-- 1146-- 073 Modes of Operation

REV 2 8-35
SPZ-- 8000 Digital Integrated Flight Control System

The glideslope portion of the approach mode is used to automatically

intercept, capture and track the glideslope beam. The beam is used to
guide the aircraft down to the runway in a linear descent. Typical
glideslope beam angles vary between 2 and 3, dependent on local
terrain. When the glideslope mode is used as the vertical portion of the
localizer approach mode, the pilot can fly a fully coupled ILS approach.
The mode is interlocked, so that glideslope capture is inhibited until
localizer capture has occurred.

With the localizer captured, and outside the normal glideslope capture
limits, the EADI annunciates:
D LOC
D GS in white.

Any other vertical modes in use at this time are also be displayed.

As the aircraft approaches the glideslope beam, the vertical beam

sensor monitors true airspeed, vertical speed, and glideslope deviation
to determine the correct capture point. At glideslope capture, the
computer drops any other vertical mode that was in use, and
automatically generates a pitch command to track the glideslope beam.

Modes of Operation A28-- 1146-- 073

8-36 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

The EADI annunciates:

D LOC
D GS, as shown in Figure 8--29. This annunciator flashes for 5
seconds to emphasize that the capture phase has occurred.

AD--45520--R2@

AD--45521--R2@

ILS Approach Mode Tracking Display

Figure 8--29

A28-- 1146-- 073 Modes of Operation

REV 2 8-37
SPZ-- 8000 Digital Integrated Flight Control System

Gain programming is performed on the glideslope signal to compensate

for the aircraft closing on the glideslope transmitter, and beam
convergence caused by the directional properties of the glideslope
antenna, as shown in Figure 8--30. Glideslope programming is normally
done as a function of radio altitude and true airspeed.

ILS Approach Mode Tracking, Profile View

Figure 8--30

If the radio altimeter is not valid, GS gain programming is done as a

function of preset height above runway estimates and run down as a
function of true airspeed and time.

The approach mode is cancelled by:

D Pushing the APP, NAV or HD/TK buttons on the flight guidance
controller
D Selecting go--around mode
D Coupling to the cross--side EHSI
D Tuning a different NAV frequency or source
D Pushing the P/R button.

Modes of Operation A28-- 1146-- 073

8-38 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

DUAL COUPLE APPROACH MODE

During the tracking phase of an ILS/MLS approach, the system uses
landing aid flightpath information from both the pilot and copilot EHSI.
This dual phase has sensor fail--operational performance through
sensor redundancy management for the safety critical segment of the
approach. This flight segment of the approach phase is automatically
initiated.

The dual couple approach mode is set up defined in Table 8--8.

Step Procedure

1 Tune both NAV receivers to the same ILS/MLS frequency

for the approach runway and select ILS/MLS for display on
both EHSIs.
2 Set the same course on both EHSIs.

Dual Couple Approach Procedure

Table 8--8

A28-- 1146-- 073 Modes of Operation

REV 2 8-39
SPZ-- 8000 Digital Integrated Flight Control System

When both the localizer/azimuth (LOC/AZ) and glideslope/glidepath

(GS/GP) signals are on track, radio altitude is below 1200 feet and both
navigation receivers are valid, the system transitions to the dual HSI
mode of operation. When this mode is active, both HSI SEL arrows on
the flight guidance controller light, and the couple arrow on the primary
flight display is bidirectional, as shown in Figure 8--31. In this mode,
both FGCs use information from both navigation receivers. This allows
the approach to be continued in the event of a failure of one navigation
receiver. Should one receiver fail, the arrow associated with that
receiver on the flight guidance controller goes out, the couple arrow on
the PFD indicates the side coupled, and the approach mode remains
active.

AD--45522--R2@

Dual Couple Approach Mode Display

Figure 8--31

Modes of Operation A28-- 1146-- 073

8-40 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

In dual HSI, both FGCs use averaged ILS/MLS data, perform the same
computations, and send identical flight director commands to their
respective sides of EADIs.

Although the FGC uses averaged ILS/MLS data for guidance, it is

important to note that each EFIS SG performs excessive deviation
monitoring on nonaveraged data. Therefore, the excessive deviation
monitor on one side is related to the specific on--side displayed ILS/MLS
data.

Dual HSI is cancelled in automatically or manually as described below:

D Automatic Cancellation

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

FGC selects the remaining side ILS data for guidance.
— Deselection the ILS display on either EHSI.
— When an unflagged ILS data mismatch occurs, the FGC
performs an automatic sensor voting and selection.
— In both cases, the system automatically reverts to single HSI on
the side voted by the FGC.
— Radio altitude less than 100 feet.

D Manual Cancellation of the APP Mode -- The flight director

couples to the side it was coupled to before dual HSI was selected.

A28-- 1146-- 073 Modes of Operation

REV 2 8-41
SPZ-- 8000 Digital Integrated Flight Control System

CATEGORY 2

Status Annunciator
The aircraft is certified for Category 2 (CAT2) coupled ILS approaches.
The CAT2 annunciator is displayed on the EADI by a CAT2, as shown
in Figure 8--32, when the following conditions are satisfied:
D Decision height between 100 feet and 190 feet on both side’s EADIs
D Both NAV receivers are tuned to the same ILS and selected for
display on the EHSIs
D approach mode captured
D Radio altitude valid
D No comparator monitors are active
D Symbol generator reversion not selected
D ADC reversion not selected
D Independent attitude and heading displayed
D XDTA (cross--data) flag not displayed on EFIS
D Autopilot is engaged.

AD--45523--R2@

CAT2 Status Annunciator

Figure 8--32

Modes of Operation A28-- 1146-- 073

8-42 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

The minimum flight crew for CAT2 is two pilots. The autopilot must be
coupled for Category 2 approaches on a Category 2 ILS system
installation within the limits given in Table 8--9.

Parameter Limit

Runway Visual Range (RVR) 1200 ft minimum

DH 100 ft minimum
Headwind 20 kts
Crosswind 0 kts
Tailwind 10 kts
AP must be disengaged below 80 ft
NOTES: 1. Flight director manual approaches are limited to Category 1 minimums.
2. Category 2 approaches are authorized only if both the aircraft and
aircrew are certified for them. The pilot in command must verify these
authorizations before commencing the approach.
3. After establishing a CAT2 condition, if any one or more of the CAT2
requirements go invalid, the CAT2 annunciator is replaced with a
flashing CAT2 legend. The legend flashes for 5 seconds and then goes
on steadily. Either CAT2 or CAT2 annunciator is removed when the AP
is disengaged.

Category 2 Table of Limits

Table 8--9

A28-- 1146-- 073 Modes of Operation

REV 2 8-43
SPZ-- 8000 Digital Integrated Flight Control System

To fly a Category 2 automatic coupled approach, perform the

operations in Table 8--10.

Step Procedure

1 Tune both navigation receivers to the localizer frequency

and verify the aural station identifier.
2 Select HD/TK and desired vertical mode on the flight
guidance controller.
3 Engage the autopilot.
4 Set the course arrow on both EHSIs to the published
inbound course.
5 Set heading or track cursor to the desired intercept
heading or track. Intercept should be 75 or less. Plan to
be established on the localizer, 2 to 3 miles outside the
outer marker.
6 Set DH.
7 Push the APP button on the flight guidance controller.
8 After localizer capture, the heading or track bug can be set
to the missed approach heading.
9 After glideslope capture, the aircraft must be in the landing
configuration and the pilot must maintain stabilized
approach airspeed.
10 The autopilot must be disengaged when decision height is
reached. If the runway is visible at DH, complete normal
landing procedures.
11 If runway is not in view when DH is reached, execute a
missed approach. Select the GA mode and establish
go--around power settings. After aircraft cleanup and
proper airspeed is established, the heading mode can be
initiated and the V--bar commands the previously selected
missed approach heading.

Category 2 Automatic Coupled Approach Procedure

Table 8--10

Modes of Operation A28-- 1146-- 073

8-44 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

All pertinent information must be closely monitored during a Category 2

coupled approach. Figure 8--33 shows a Category 2 status display.
Most system malfunctions are annunciated by view flags, annunciators
or loss of data. However, continuous monitoring and cross--checking of
the dual instrumentation throughout the approach is imperative.

AD--45531--R2@

CAT 2 Status Display

Figure 8--33

A Category 2 approach should be terminated under the following

conditions.

D CAT2 annunciated.

D The E TRIM annunciator located in pilot’s and copilot’s annunciator

panel lights.

D AP malfunction/disengagement below 1000 feet radio altitude. (AP

annunciator lights in the pilot’s and copilot’s upper instrument
panel.)

A28-- 1146-- 073 Modes of Operation

REV 2 8-45
SPZ-- 8000 Digital Integrated Flight Control System

Pre-- Approach Test

The test procedure in Table 8--11 must completed before beginning a
Category 2 approach.

Step Procedure

1 With the AP disengaged and NAV1 and NAV2 selected on

the EFIS, operate the NAV test function using the TEST
key on the Radio Management Unit. This switch initiates
test functions for the navigation receivers, glideslope,
localizer and marker information. Verify that the pilot’s and
copilot’s course indicators flags and pointers operate
properly. The marker lights located in the EFIS attitude
indicators must sequence, and the proper marker audio
must be heard when the marker lights sequence.
2 Push the TEST button on the EFIS DC. Both the radio
altitude and the DH set value are displayed on the ADI.
The DH annunciator is displayed if the DH set value is
greater than the test altitude.
3 Visually compare the indicated compass headings.
NOTE: The maximum error between the two heading reference systems
should not exceed 4.

4 Visually compare the attitude displayed on the pilot’s and

copilot’s flight instruments. They should be the same.

Category 2 Pre--Approach Test Procedure

Table 8--11

Modes of Operation A28-- 1146-- 073

8-46 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

PITCH ATTITUDE HOLD MODE

The pitch attitude hold mode is the basic vertical flight director mode.
It is active when a flight director roll mode is engaged without an
accompanying pitch mode. When pitch hold is active, PIT is displayed
at the top of the EADI, as shown in Figure 8--34. Pitch attitude hold is
also the basic vertical mode of the autopilot when it is engaged without
an active vertical flight director mode.

The pitch command on the EADI corresponds to the pitch attitude that
existed when the pitch mode was engaged. The pitch attitude reference
can be changed using the TCS button located on the pilot’s and copilot’s
control wheels, or with the PITCH wheel on the Flight Guidance
Controller. When the autopilot is engaged, moving the PITCH wheel
commands a pitch change limited to 0.3 g’s.

Pitch attitude hold is cancelled by selecting any flight director pitch

mode .

AD--45524--R2@

Pitch Attitude Hold Mode Display

Figure 8--34

A28-- 1146-- 073 Modes of Operation

REV 2 8-47
SPZ-- 8000 Digital Integrated Flight Control System

VERTICAL SPEED HOLD MODE

The vertical speed hold mode is used to automatically maintain the
aircraft at a pilot selected vertical speed reference. To initiate the mode,
the pilot follows the procedure in Table 8--12.

Step Procedure

1 Maneuver the aircraft to the desired climb or descent

attitude.
2 Establish the vertical reference.
3 Engage the mode by pushing the VS button on the flight
guidance controller.
4 The reference vertical speed can be changed by pushing
the TCS button on the control wheel, maneuvering the
aircraft to a new vertical speed reference, and then
releasing the TCS button.
5 The vertical speed reference can also be changed by the
using the PITCH wheel on the flight guidance controller.

Engaging the Vertical Speed Hold Mode Procedure

Table 8--12

Modes of Operation A28-- 1146-- 073

8-48 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

When the vertical speed mode is engaged, VS is annunciated on the

EADI and the EADI displays the target vertical speed reference in fpm,
as shown in Figure 8--35.

AD--45525--R2@

Vertical Speed Hold Mode

Figure 8--35

When the VS reference is changed using the PITCH wheel on the flight
guidance controller, the EADI indicates the command VS reference.
When VS is selected, it resets all previously selected vertical modes.
The VS mode is cancelled by:
D Pushing the VS button
D Selecting another vertical mode on
D Selecting go--around.

NOTE: The FGS monitors airspeed. It transitions the AFCS to the

MAX SPEED submode if anticipates that the aircraft
maximum speed will be exceeded.

A28-- 1146-- 073 Modes of Operation

REV 2 8-49
SPZ-- 8000 Digital Integrated Flight Control System

FLIGHT LEVEL CHANGE MODE

Pushing the FLC button on the flight guidance controller selects the
FLC mode and overrides all active pitch flight director modes, except
VNAV. When VNAV is engaged, pushing the FLC button selects the
VNAV submode, VFLC. The IAS/Mach reference bug on the EADI is
synchronized to display IAS/Mach at mode engagement. If a new
reference is manually selected using the IAS/Mach reference knob on
the instrument remote controller, the system flies to the new reference.

The IAS/Mach speed target comes from the coupled side EADI.
Depending whether the reference bug is identified as IAS or Mach
(controlled on the instrument remote controller), the system flies the
IAS bug reference, or the Mach bug reference. Switching from IAS to
Mach (or Mach to IAS) reference does not move the bug, rather it
changes the nature of the digital readout on the EADI. Therefore, no
aircraft maneuver occurs due to the reference switching.

The FLC mode is basically a speed mode. However, it differs from a

standard IAS or Mach mode in the following aspects:

D Although the FLC mode, in the long term, tracks the speed reference
bug, short--term emphasis is on vertical speed. This minimizes
vertical speed excursions due to disturbances or large airspeed
changes.

D The FLC mode is set up to change the flight level from present
altitude to the preselected altitude. The system tries to prevent flying
away from the preselected altitude target. For example, if the throttle
is retarded during a climb toward a preselected altitude target, the
system tries to maintain a positive vertical speed and therefore the
aircraft decelerates instead of descending after the vertical speed
reaches zero.

Modes of Operation A28-- 1146-- 073

8-50 REV 2
 SPZ-- 8000 Digital Integrated Flight Control System

The FLC mode is annunciated on the EADI by an FLC at the vertical

capture location, as shown in Figure 8--36.

AD--45526--R2@

Flight Level Change Mode

Figure 8--36

If the TCS button is pushed and held, the pilot can change the reference
airspeed without disengaging the mode. After the TCS button is
released, the system re--synchronizes the to the new value of the
IAS/Mach reference bug.

To fly the FLC mode in a climb to a preselected altitude from a straight

and level condition, follow the procedure in Table 8--13.

Step Procedure

1 Push the FLC button on the flight guidance controller.

2 Set the speed bug on the EADI for the reference IAS, or
Mach number.
3 Advance throttle position for climb power.

Flight Level Change Climb Procedure

Table 8--13

The system climbs toward the preselected altitude, maintaining the

speed reference. The amount of throttle position change varies the rate
of climb of the aircraft.

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In FLC, all armed pitch flight director modes can be used, however, if
the pitch mode is captured, FLC is overriden.
The FLC mode is cancelled by:
D Pushing the FLC button on the flight guidance controller
D Moving the PITCH wheel on the flight guidance controller
D Selecting any other vertical mode on, or captured
D Selecting go--around mode
D Coupling to the cross--side EHSI.
NOTE: The FLC mode target speed is initially in IAS below 29,000
feet and Mach above 29,000 feet. If the target speed is
changed from IAS to Mach (or vice versa), the FLC mode
remains engaged and flies to the new speed target.
When the aircraft is in a climb toward a higher preselect altitude and
transitions from .698 to .70 Mach or is above .698 Mach as it climbs
through 29,000 feet, the IAS/Mach reference automatically changes
from IAS to Mach. The switch is made by the EFIS. When the aircraft
is in a descent toward a lower preselect altitude and transitions from 285
to 286 knots or is above 286 knots as it descends through 29,000 feet,
the IAS/Mach reference automatically changes from Mach to IAS. The
IAS/MACH PUSH CHG button on the instrument remote controller can
override the reference.

MAXIMUM SPEED SUBMODE

While in FLC, VFLC, or VS VPTH, the AFCS cannot fly to an airspeed
reference outside the normal aircraft flight envelope. The AFCS
automatically limits the airspeed to the maximum allowable airspeed of
the aircraft. This is indicated as follows:
D FLC/VFLC -- Turns the IAS/MACH reference bug and display
amber.
D VS -- Turns the vertical sped target select data amber.
D VPTH -- Turns the vertical speed target select data and vertical
deviation pointer amber.
When the maximum speed condition is corrected, the AFCS returns to
the original, selected, mode.
NOTES: 1. The original mode remains annunciated.
2. If the original mode was VPTH, the AFCS usually
transitions to VFLC when leaving the MAX SPEED
condition.

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ALTITUDE HOLD MODE

The altitude hold mode is a vertical axis flight director mode used to
maintain a barometric altitude reference. The vertical command for
altitude hold is displayed on the flight director pitch command cue on
the EADI. To fly using altitude hold, follow the procedure in Table 8--14.

Step Procedure

1 Establish any lateral flight director mode.

2 Push the ALT button on the flight guidance controller.
3 An ALT annunciator is displayed on the EADI, as shown in
Figure 8--37, while altitude hold is active. The vertical axis
of the flight director maintains the barometric altitude at the
time of mode engagement. The reference altitude can be
changed by pushing the TCS button, maneuvering the
aircraft to a new altitude and releasing the TCS button.
Selecting the ALT mode cancels any other previously
selected vertical mode.

AD--45527--R2@

Altitude Hold Mode

Figure 8--37

Altitude Hold Mode Procedure

Table 8--14

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The ALT hold mode is cancelled by:

D Moving the pitch wheel on the flight guidance controller
D Pushing the ALT button on the flight guidance controller
D Selecting any other vertical mode on, or captured
D Selecting go--around mode
D Coupling to the cross--side EHSI.

ALTITUDE PRESELECT MODE

The ALT SEL mode is used in conjunction with another vertical mode
to automatically capture, flare and level off on a preselected altitude.

The ALT SEL mode is automatically armed when the aircraft climbs or
descends toward the selected altitude for 5 seconds and the autopilot
is engaged, with a flight director mode active. The ALT SEL knob on the
Instrument Remote Controller is turned to set altitudes that are digitally
displayed in the EADI ASEL box. The ALT SEL armed mode is canceled
during ALT SEL CAP, ALT HOLD, and after GS CAP.

The ALT SEL ARM mode is armed as described above and is

annunciated on the EADI by turning the ASEL in the ALT SELECT
window white. VS HOLD, FLC, or PITCH HOLD can be used to fly to
the selected altitude. When reaching the bracket altitude, the system
automatically switches to the ALT SEL CAP mode, and the previous
pitch mode is cancelled. At bracket, a command is generated to capture
the selected altitude.

ALT SEL CAP is annunciated on the EADI by an ASEL at the vertical

capture annunciator location. To indicate the transition to capture,
ASEL flashes for 5 seconds.

The aircraft remains in the ALT SEL CAP mode until the following
conditions exist simultaneously:

D ALT SEL CAP

D ALT error is less than 25 feet

D ALT rate is less than 5 feet/second.

The ALT SEL mode is dropped and the system automatically goes into
the altitude hold mode.

The ALT HOLD mode is dropped when the PITCH wheel is turned.

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To fly to a preselected altitude, shown in Figure 8--38, use the ASEL

mode described in Table 8--15.

Altitude Preselect Mode Profile

Figure 8--38

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Step Procedure

1 Set selected altitude on EADI and push the FLC or VS

button on the flight guidance controller. This sets the mode
to descend toward the selected altitude, as shown in
Figure 8--39.

AD--45528--R2@

Before Descent-- ALT HOLD Mode

Figure 8--39

Altitude Preselect Procedure

Table 8--15 (cont)

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Step Procedure

2 The ASEL mode is automatically armed, as shown in

Figure 8--40, when the following conditions exist:
D VS in direction toward alert altitude greater than 1.0 feet/
second for 5 seconds
D Autopilot is engaged or a flight director mode is active
D Glideslope is not captured or tracking.

AD--45529--R2@

During Descent ASEL Armed

Figure 8--40

Altitude Preselect Procedure

Table 8--15 (cont)

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Step Procedure

3 The altitude flare point (ASEL CAP, shown in Figure 8--41)

is a nonlinear function, dependent on vertical speed.

AD--45530--R2@

Start of Flare ASEL Capture

Figure 8--41

Altitude Preselect Procedure

Table 8--15 (cont)

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Step Procedure

4 ASEL CAP is dropped and ALT hold is automatically

engaged, as shown in Figure 8--42.

AD--45531--R2@

Level off At New Altitude -- ALT Hold

Figure 8--42

Altitude Preselect Procedure

Table 8--15

The ASEL CAP submode is cancelled by:

D Moving the ALT SEL knob on the instrument remote controller (ALT
SEL is re--armed)
D Moving the PITCH wheel on the flight guidance controller
D Any other vertical mode selected on, or captured
D Selecting go--around mode
D Coupling to the cross--side EHSI.

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VERTICAL NAVIGATION MODE

Pushing the VNAV button on the flight guidance controller selects the
vertical navigation mode and overrides all active pitch flight director
modes. In the VNAV mode, the AFCS tracks the vertical flight profile of
the FMS with the following submodes possible:

D Vertical Flight Level Change (VFLC) -- VFLC operates the same

way as FLC except that the target speed and altitude from the FMS
are used for climb or descent. VFLC also engages if VALT is
engaged and the FMS initiates a climb or descent. A third possible
way to enter VFLC mode is when VALT or VPTH arm is engaged and
the FLC button on the flight guidance controller is pushed. The FMS
FLC mode is annunciated on the EADI by a VFLC. IAS to Mach or
Mach to ILS transition is annunciated by flashing VFLC for 5
seconds.

D Vertical Altitude Select (VASL) -- VASL operates the same way as

ALT SEL. VASL arms as soon as VFLC or VPTH is engaged. When
the mode captures, VASL is displayed on the EADI. The mode
annunciator flashes for 5 seconds to indicate the transition from arm
to capture. VASL is canceled whenever the VALT mode engages.

D Vertical Altitude Hold (VALT) -- VALT operates the same way as

ALT. VALT engages automatically after VASL has captured the
target altitude. VALT also engages whenever the VNAV button is
pushed and the aircraft is within 250 feet of the FMS target altitude.
The FMS ALT mode is annunciated on the EADI by a VALT.

D Vertical Path (VPTH) Mode -- VPTH mode is used to fly a fixed

flightpath angle to a vertical waypoint during descent only. The
VPTH mode engages whenever the FMS initiates a path descent
which can occur while in VFLC or VALT modes. When the mode
captures, VPTH is displayed on the EADI. The mode annunciator
flashes for 5 seconds to indicate the transition from arm to capture.
The VPTH mode is canceled by VASL mode capture.

NOTES: 1. The FMS works with the flight guidance system so

that VFLC or VPTH are never commanded past the
alert altitude set on the EADI.
2. The flight guidance system monitors airspeed. It
transitions the AFCS to the MAX SPEED submode
if the aircraft’s maximum speed will be exceeded.

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A vertical track alert (VTA) is given for each vertical transition with the
VNAV mode engaged. VTA is displayed on the EFIS and it is aurally
announced through the headset. On the FMS CDU, the pilot enters the
following parameters to fly a VPTH descent:
— Desired aircraft altitude
— Distance TO/FROM waypoint
— An angle of descent (if the pilot wants to fly a particular flightpath
angle).
All of the other normally entered VNAV parameters, such as station
elevation and DME to station are automatically input to the navigation
computer, or they are called up from the FMS database.

For a complete description of VNAV operation, refer to the Flight

Management System Pilot’s Operating Manual.

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GO-- AROUND MODE

The go--around mode is normally used to transition from an ILS
approach to a climb out condition when a missed approach has
occurred. The pilot selects go--around by pushing the GA button
located on either control wheel. With go--around selected, all flight
director modes are cancelled, and the autopilot is disengaged.
Laterally, the pilot sees a wings level command on the EADI.

Vertically, a 12 climb angle is displayed on the EADI, and GA is

displayed in the mode area as shown in Figure 8--43.

AD--45621--R2@

Go--Around Mode
Figure 8--43

The go--around mode is cancelled by any one of the following:

D Pushing the TCS button
D Selecting the P/R mode on
D Engaging the AP
D Selecting any vertical mode.

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9. In--Flight Troubleshooting

This section gives the pilot the conditions associated with suspected
malfunctions in the flight control system. Proper awareness helps the
pilot make written reports that contain more precise information that
maintenance personnel can use to troubleshoot the system.

This section is not intended to tell the pilot how to troubleshoot the
system down to the black box level. It is a guide to help the pilot
understand basic troubleshooting concepts that aid in the
troubleshooting process. This section contains descriptions of
troubleshooting methods and recommendations for writing accurate
and complete pilot squawks, including descriptions of operations at
time of occurrence.

TECHNICAL SUPPORT
To assist the pilot with troubleshooting, the following Honeywell Support
Line is available:

Honeywell Hot Line 602--436--4400

CAUTION

THE FLIGHT CONTROL SYSTEM HAS BEEN DESIGNED TO

EXHIBIT A HIGH DEGREE OF FUNCTIONAL INTEGRITY.
NEVERTHELESS, THE PILOT MUST RECOGNIZE THAT IT IS NOT
PRACTICAL TO MONITOR AND/OR SELF--TEST FOR ALL
CONCEIVABLE SYSTEM FAILURES. HOWEVER UNLIKELY, IT IS
POSSIBLE THAT ERRONEOUS OPERATION CAN OCCUR
WITHOUT A FAULT INDICATION. IT IS THE RESPONSIBILITY OF
THE PILOT TO DETECT SUCH OCCURRENCES BY MEANS OF
CROSS--CHECKS WITH REDUNDANT OR CORRELATED
INFORMATION AVAILABLE IN THE COCKPIT.

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TROUBLESHOOTING DIGITAL AVIONICS

Maintenance of digital flight control systems requires a different

approach than that of analog systems. Crew members and
maintenance personnel can more effectively operate this digital system
by understanding the differences between it and analog systems.
Control law functions, once done with resistors, capacitors, coils, and
op amps, are now programmed digitally with microprocessors. Table
9--1 explains some of the differences between digital and analog
systems.

Digital System Analog System

Digital flight control systems Over time, analog systems are

repeat the same tasks with subject to component
identical results. degradation, that can influence
the outcome of the circuit’s
function.
Digital system self--tests are a Analog system self--tests are
straight forward program check complicated, typically involving
during power application, as well injecting signals and
as during actual operations. measurement to determine their
effect. Therefore, most analog
systems are not equipped with a
self--test.
Digital systems produce event Analog systems rarely diagnose
codes that are used to the cause of a fault or
determine fault location. intermittent event.
Digital systems are not affected Analog systems are affected by
by temperature. temperature extremes.

Digital and Analog System Differences

Table 9--1

The nature of a digital system is, it works or it doesn’t. There are no

intermediate stages. An analog system can have many in--between
stages that can lead to confusion while troubleshooting. For example,
a digital system’s altitude preselect mode operates the same if pertinent
external sensor data is accurate. As time passes, an analog system
introduces variations to mode performance, even if its external sensors
have not yet changed.

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A digital system is more likely to have an external sensor problem (i.e.,

MADC, gyros, accelerometers, NAV/DME), than it is to have a problem
with the avionics computers. The avionics computers perform
extensive self--testing and continuous monitoring that positively affects
maintainability and reliability.

TYPICAL PROBLEMS
Some of the typical problems associated with flight control systems are
listed below. The list is organized according to lateral mode problems,
vertical mode problems, and problems that are common to both vertical
and lateral modes. Illustrations that show the most common lateral and
vertical mode problems are included. The list of problems and the
illustrations are not all inclusive, but are typical of the problems most
often encountered. It is assumed that the autopilot is engaged.

Lateral Mode Problems

Refer to Table 9--2 and see Figure 9--1 for an in--flight graphic
representation of lateral mode problems.

Mode Problems

HDG mode D Tails

D Oscillates
D Won’t hold
NAV, BC or VOR APR mode; D Undershoots capture
also localizer portion of APR D Overshoots capture
mode
D Missed capture
D Standoff
D Oscillates
D Captures early

Lateral Mode Problems

Table 9--2

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Lateral Mode Conditions/Problems

Figure 9--1 (cont)

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Lateral Mode Conditions/Problems

Figure 9--1

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Vertical Mode Problems

Refer to Table 9--3 and see Figure 9--2 for an in--flight pattern graphic
representation of vertical mode problems.

Mode Problems

D Air data hold modes (ALT, VS, D Oscillates

IAS, MACH) D Porpoising
D Won’t hold reference
D Altitude preselect (ASEL) D Misses capture
D Undershoots capture
D Overshoots capture
D Standoff
D Glideslope mode (vertical D Captures early
portion of APR mode) D Standoff
D Oscillates

Vertical Mode Problems

Table 9--3

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Vertical Mode Conditions/Problems

Figure 9--2 (cont)

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Vertical Mode Conditions/Problems

Figure 9--2

Combined Vertical and Lateral Mode Problems

Refer to Table 9--4 for combined vertical and lateral mode problems.

Mode Problems

D Mode logic problems D Modes won’t engage

D Modes won’t clear
D Autopilot problems D Won’t engage
D Doesn’t follow commands
D Stick bump
D Stick buzz

Combined Vertical and Lateral Mode Problems

Table 9--4

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FLIGHT FAULT SUMMARY

The flight fault summary (part of the built--in ground maintenance test)
is normally checked at the end of each flight, before power is shutdown.
This is important for both flightcrew and maintenance personnel, in the
event an automatic transfer of flight guidance control has occurred in
flight. The flight fault summary also helps maintenance personnel in
troubleshooting other subsystems within the DIFCS framework.

The flight fault summary information is displayed on the MFD, and is

selected through the ground maintenance test procedure. The TCS, R
AFCS and L AFCS buttons are used to display flight fault summary
information.

To initiate the ground maintenance test, follow the procedure in Table

9--5.

Step Procedure

1 Verify the following:

D Aircraft power is on to all avionics equipment
D Airspeed is less than 50 knots
D Aircraft on ground (weight--on--wheels)
D Ground maintenance test switch is on
D Yaw damper is not engaged.

2 When all the conditions in step 1 are true, the MFD

displays:
00 PRE GMT TEST
ACTIVATE P TCS PB
3 Push the R AFCS button on the upper instrument panel to
scroll forward through the test menu until 98 FLIGHT
FAULT SUMMARY? is displayed.
4 Use the L AFCS button on the upper instrument panel to
scroll backwards through the test menu.

Ground Maintenance Test Procedure

Table 9--5 (cont)

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Step Procedure

5 Pushing the TCS button activates the flight fault summary

display, as shown in Figure 9--3. This information is given
for the left FGC and then can be displayed for the right
FGC.

AD--45532--R2@

Maintenance Test Results Display

Figure 9--3
6 All zeros indicate that the system is good. Copy down any
non--zero numbers and or letters that are displayed and
pass them on to the maintenance personnel.
7 When the flight fault summary is complete, return the
ground maintenance test switch to the flight position, and
shutdown aircraft power.

Ground Maintenance Test Procedure

Table 9--5

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PILOT WRITE--UP

Report Forms
Honeywell provides squawk sheets on the back of flight plan forms,
Honeywell Form number 20323--000 are used for flight planning and
troubleshooting. The form is shown in Figure 9--4.

The following paragraphs give general guidelines for making pilot

write--ups for maintenance technicians.

Preliminary Considerations
Before making an entry, determine conditions under which the problem
exists. To aid in determining these conditions, the following questions
should be answered.
D Are there any obvious problems (flags in view or fault annunciators
lit)?
D Is the problem in pitch, roll, or yaw axis, or a combination thereof?
D Is the problem present in all modes or only under specific conditions,
such as:
— Flaps or gear up or down, or speed brakes in or out
— Certain aircraft power configuration
— Certain speed
— Certain altitude
— Two or more modes
— Certain sequence in mode selection
— Specific radio frequencies (NAV or COM)
— When keying a transmitter
— When weather radar is operating
— Certain electrical configurations (are all circuit breakers in)?

D Does the autopilot follow the commands as shown by the flight

director command cue and horizontal situation indicator lateral
deviation bar?

D Can the pilot fly the flight director commands with the autopilot
disconnected?

D Does some problem exist with autopilot engaged in a heading hold

and pitch hold mode?

D In radio modes, are certain conditions present, such as another

aircraft in front of localizer or glideslope transmitter (overflight
disturbances), VOR beam scallops, etc.?

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AD--62751--R1@

Pilot’s Flight Plan Form and Squawk Sheet

Figure 9--4

A28--1146--073 Troubleshooting
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The description should define the problem and should always include
specific conditions under which the problem exists, such as:
D Flags showing (which ones, if any)
D Mode or modes selected
D IAS when the problem occurs
D Period and magnitude of any oscillations
D Do any inputs fail to work (such as heading bug when in heading hold
mode)?

COMMONLY USED TERMS

Table 9--6 lists some of the most common terms with their definitions.

Term Definition

Autopilot active Controls continually move in still air with small

command errors.
Autopilot loose Autopilot does not null command bars
satisfactorily in most modes.
Porpoising There is low frequency oscillation in pitch axis,
typically for a 10--second period or longer.
Pumping The control wheel moves back and forth,
usually with a low frequency. Typically 1 to 10
second period.
Stick bump Controls give a quick moderate movement,
usually with virtually no aircraft movement. This
is mostly associated with autopilot engagement
or during mode changes.
Stick buzz With autopilot engaged, a high--frequency, small
movement of control wheel can be felt without
aircraft movement.

Definition of Terms
Table 9--6

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10. Honeywell Product Support

Honeywell SPEXR program for corporate operators provides an

extensive exchange and rental service that complements a worldwide
network of support centers. An inventory of more than 9000 spare
components assures that your Honeywell equipped aircraft will be
returned to service promptly and economically. This service is available
both during and after warranty.
The aircraft owner/operator is required to ensure that units provided
through this program have been approved in accordance with their
specific maintenance requirements.
All articles are returned to Reconditioned Specifications limits when
they are processed through a Honeywell repair facility. All articles are
inspected by quality control personnel to verify proper workmanship
and conformity to Type Design and to certify that the article meets all
controlling documentation. Reconditioned Specification criteria are on
file at Honeywell facilities and are available for review. All exchange
units are updated with the latest performance reliability MODs on an
attrition basis while in the repair cycle.
When contacting a Honeywell Dealer or Customer Support Center for
service under the SPEXR program, the following information regarding
the unit and the aircraft are required:
D Complete part number with dash number of faulty unit
D Complete serial number of faulty unit
D Aircraft type, serial number and registration number
D Aircraft Owner
D Reported complaint with faulty unit
D Service requested (Exchange or Rental)
D Ship to address
D Purchase order number.
D If faulty unit is IN WARRANTY:
— Type of warranty (NEW PRODUCT or Exchange)
— Date warranty started
D If faulty unit is covered under a Maintenance Contract:
— Type of contract
— Contract date
— Plan ID number
D If faulty unit is NOT IN WARRANTY, provide billing address

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The Honeywell Support Centers listed below will assist with processing
exchange/rental orders.

24--HOUR EXCHANGE/RENTAL SUPPORT CENTERS

U.S.A. -- DALLAS CANADA -- OTTAWA

800--872--7739 800--267--9947
972--402--4300 613--728--4681

ENGLAND -- BASINGSTOKE AUSTRALIA -- TULLAMARINE

44--1256--72--2200 61--3--9330--1411

FRANCE -- TOULOUSE GERMANY -- AOA GAUTING

33--5--6171--9662 0172--8207300 (in Germany)
49--172--8207300 (outside Germany)

SINGAPORE
65--542--1313

CUSTOMER SUPPORT CENTERS -- NORTH AMERICA

Dallas Support Center Canada Support Center

Honeywell Inc. Honeywell Inc.
Commercial Aviation Systems Commercial Aviation Systems
7825 Ridgepoint Dr. 3 Hamilton Avenue North
IRVING, TX 75063 OTTAWA, ONTARIO, K1Y 4J4
TEL: 972--402--4300 TEL: 613--728--4681
FAX: 972--402--4999 FAX: 613--728--7084

Minneapolis Support Center Ohio Support Center

Honeywell Inc. Honeywell Inc.
Commercial Aviation Systems Commercial Aviation Systems
8840 Evergreen Boulevard 8370 Dow Circle
MINNEAPOLIS, MN 55433--6040 STRONGSVILLE, OH 44136
TEL: 612--957--4051 TEL: 440--243--8877
FAX: 612--957--4698 FAX: 440--243--1954
Central Support Center Northwest Support Center
Honeywell Inc. Honeywell Inc.
Commercial Aviation Systems Commercial Aviation Systems
1830 Industrial Avenue 4150 Lind Avenue Southwest
WICHITA, KS 67216 RENTON, WA 98055
TEL: 316--522--8172 TEL: 425--251--9511
FAX: 316--522--2693 TLX: 320033
FAX: 425--243--1954

Honeywell Product Support A28-- 1146-- 073

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CUSTOMER SUPPORT CENTERS -- NORTH AMERICA (CONT)

Miami Support Center

Honeywell Inc.
Commercial Aviation Systems
7620 N.W. 25th Street
Bldg. C Unit 6
MIAMI, FL 33122
TEL: 305--436--8722
FAX: 305--436--8532

CUSTOMER SUPPORT CENTERS -- REST OF THE WORLD

United Kingdom Support Center France Support Center

Honeywell Avionics Systems Ltd Honeywell Aerospace
Edison Road, Ringway North 1 Rue Marcel--Doret, B.P.14
BASINGSTOKE, HANTS, 31701 BLAGNAC CEDEX,
RG21 6QD FRANCE (Toulouse)
ENGLAND TEL:33--5--6212--1500
TEL:44--1256--72--2200 FAX: 33--5--6130--0258
FAX:44--1256--72--2201 AOG: 33--5--6171--9662
AOG: 44--1256--72--2200 TLX: 521635F
TLX: 51--858067
Singapore Support Center Australia Support Center
Honeywell Aerospace Pte. Ltd. Honeywell Ltd.
2 Loyang Crescent Trade Park Drive
SINGAPORE 1750 TULLAMARINE, 3043, VICTORIA
TEL: 65--542--1313 AUSTRALIA (Melbourne)
FAX: 65--542--1212 TEL: 61--3--9330--1411
AOG: 65--542--1313 FAX: 61--3--9330--3042
TLX: RS 56969 HWLSSC AOG: 61--3--9330--1411
TLX: 37586 HWLTUL

Germany Support Center

AOA Apparatebau Gauting GmbH
Ammerseestrasse 45--49
D82131 Gauting
GERMANY
TEL: 49--89--89317--0
FAX: 49--89--89317--183
After Hours AOG Service:
0172--8207300 (in Germany)
49--172--8207300 (outside Germany)
TLX: 0521702

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PUBLICATION ORDERING INFORMATION

Additional copies of this manual can be obtained by contacting:
Honeywell Inc.
P.O. Box 29000
Business and Commuter Aviation Systems
Phoenix, Arizona 85038--9000
Attention: Publication Distribution, Dept. M/S V19A1

Telephone No.: (602) 436--6900

FAX: (602) 436--1588
E--MAIL CAS--publications--distribution@
CAS.honeywell.com

Honeywell Product Support A28-- 1146-- 073

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11. Acronyms and Abbreviations

Abbreviations used in this manual are defined as follows:

TERMS DEFINITION
ABV Above
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
AFCS Automatic Flight Control System
AGL Above Ground Level
AHRS Attitude and Heading Reference System
ALT Altitude
AOSS After Over Station Sensor
AP Autopilot
APP Approach
APT Airport
ASCB Avionics Standard Communications Bus
ASEL Altitude Select
ATC Air Traffic Control
ATT Attitude
AZ Azimuth

BARO Barometric
BATT Battery
BC Back Course
BITE Built--In Test Equipment
BLW Below
BRG Bearing

CAA Canadian Aviation Administration

CAP Capture
CAT Category
CDU Control Display Unit
CHG Change
CLR Clear
CRS Course
CRT Cathode Ray Tube

DADC Digital Air Data Computer

DAT Data

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TERMS DEFINITION
DC Display Controller
DCT Direct Course To
DEC Decrease
DEST Destination
DH Decision Height
DIFCS Digital Integrated Flight Control System
DME Distance Measuring Equipment
DTK, DTRK Desired Track

E Elevator
EADI Electronic Attitude Director Indicator
EFIS Electronic Flight Instrument System
EGPWS Electronic Ground--Proximity Warning System
EHSI Electronic Horizontal Situation Indicator
ENT Enter
ET Elapsed Time
ETA Estimated Time of Arrival

FAA Federal Aviation Administration

FD Flight Director
FGC Flight Guidance Computer
FGS Flight Guidance System
FL Flight Level
FLC Flight Level Change
FMS Flight Management System
FP, FPLN Flight Plan
fpm feet per minute
ft feet

GA Go--Around
GCR Ground Clutter Reduction
GMAP Ground Mapping
GP Glidepath
GPS Global Positioning System
GS Glideslope
GSPD Groundspeed

HD, HDG Heading

HSI Horizontal Situation Indicator

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TERMS DEFINITION
IAS Indicated Airspeed
ILS Instrument Landing System
INC Increase
IRS Inertial Reference System
IRU Inertial Reference Unit

kt knot(s)

L Left
LAN Latitude
LBS Lateral Beam Sensor
LNAV Lateral Navigation
LOC Localizer
LON Longitude
LSS Lightning Sensor System
LX Lightning

MAG Magnetic
MAX Maximum
MFD Multifunction Display
MG Multifunction Generator
min Minute
MLS Microwave Landing System
MSG Message
MSL Mean Sea Level
MSU Mode Select Unit

N/A Not Available

NAV Navigation
NRM Normal

OSS Over Station Sensor

P/R Pitch/Roll
PAG Page
PIT Pitch

R Right
RA Radio Altitude,
Resolution Advisory (TCAS only)

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TERMS DEFINITION
RCL Recall
RCT, REACT Rain Echo Attenuation Compensation Technique
RDY Ready
RMU Radio Management Unit
RNAV Area Navigation System
RNG Range
RTA Receiver Transmitter Antenna
RVR Runway Visual Range

SBY, STBY Standby

sec Second
SECT Sector
SEL Select
SG Symbol Generator
SKP Skip
SLV Slaved
SPEX Spares Exchange
SRC Source
SYNC Synchronization

TA Traffic Alert
TAS True Airspeed
TCAS Traffic Alert and Collision Avoidance System
TCS Touch Control Steering
TERR Terrain
TGT Target
TK Track
TRB, TURB Turbulence
TRK Track
TRU True
TST Test
TTG Time--To--Go

UCT Universal Coordinated Time

V/L VOR/Localizer
VALT Vertical Altitude
VAPP VOR Approach
VAR Variance
VASL Vertical Altitude Select

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TERMS DEFINITION
VBS Vertical Beam Sensor
VFLC Vertical Flight Level Change
VLF Very Low Frequency
VMO Maximum Operation Velocity
VN, VNAV Vertical Navigation
VOR Very High Frequency Omnidirectional Radio
Range
VPTH Vertical Path
VS Vertical Speed
VTA Vertical Track Alert

WPT Waypoint
WR Weather Radar
WX Weather
XDTA Cross--Data
XFR Transfer

YD Yaw Damper

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Appendix A
LASEREFR III Inertial Reference
System

INTRODUCTION
This appendix is a summary of the operation of the LASEREFR III
Inertial Reference System (IRS). A complete description and full
operating procedures is given in Honeywell Pub. No. 28--3343--001.

The IRS is an inertial reference system that computes aircraft position,

velocity, heading, and attitude.

The IRS digital outputs include:

D Primary attitude
D Body linear accelerations
D Body angular rates
D Inertial velocity vectors
D Magnetic and true north reference
D Present position data
D Wind data
D Inertial altitude
D Groundspeed.

All IRSs contain an inertial reference unit (IRU), an IRU mounting rack,
and a mode select unit (MSU). Each IRS requires a dedicated +24 vdc
backup battery.

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A typical installation interfaces with the following associated equipment,

as shown in Figure A--1:
D FGS
D FMS
D DADC
D EFIS
D Weather radar.

LASEREFR III IRS Interface Diagram

Figure A--1

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INERTIAL REFERENCE UNIT (IRU)

The IRU is the main electronics assembly of the IRS. The IRU contains
an inertial sensor assembly, microprocessors, power supplies, and
aircraft electronic interfaces.

Accelerometers and laser gyros in the inertial sensor assembly

measure accelerations and angular rates of the aircraft. The IRU
microprocessors compute parameters for flight control and display
instruments.

The power supplies receive vdc power from the aircraft and backup
battery, and supply power to the IRS. They switch to primary dc or
backup battery power.

The aircraft electronic interfaces convert ARINC and ASCB inputs that
are used by the IRS. The electronic interfaces also generate IRS
outputs in ARINC and ASCB formats that are used by the associated
aircraft equipment.

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MODE SELECT UNIT (MSU)

A six--annunciator MSU, shown in Figure A--2, is used to select IRU
modes, indicate IRU status, and initiate a remote test. There is one
MSU for each IRU installed in the aircraft.

Six--Annunciator MSU
Figure A--2

The four--position mode select switch sets basic modes and submodes
of operation. The test switch starts the test mode for each IRU.

Modes and submodes are selected by setting the MSU mode select
switch as follows:

D OFF--TO--ALIGN -- The IRU enters the power--on/built--in test

equipment (BITE) submode. When BITE is complete, the IRU
enters the alignment (ALIGN) mode. The IRU remains in the ALIGN
mode until the mode select switch is set to OFF, NAV, or ATT. The
NAV RDY annunciator lights on the six--annunciator MSU when the
alignment is complete,.

D OFF--TO--NAV -- The IRU enters the power--on/BITE submode NAV

mode from the ALIGN mode, and when alignment is complete, it
enters the navigate (NAV) mode.

D OFF--TO--ALIGN--TO--OFF or OFF--TO--NAV--TO--OFF (with two

identical incorrect initialization entries) -- The IRU enters the
align mode after completing the power--on/BITE submode. If the
pilot sets the mode select switch to OFF after entering the same
erroneous initialization data twice, the IRU ignores the data and
does not store it as the last known position. Instead, the IRU retains
position data from the last NAV mode as its last known position.

D ALIGN--TO--NAV -- The IRU enters the NAV mode from the ALIGN
mode when alignment is complete.

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D NAV--TO--ALIGN -- The IRU enters the ALIGN downmode from the

NAV mode.

D NAV--TO--ALIGN--TO--NAV -- The IRU enters the ALIGN

downmode from the NAV mode and, after 30 seconds, automatically
re--enters the NAV mode when the downmode alignment is
complete.

D ALIGN--TO--ATT or NAV--TO--ATT -- After a 2--second delay, the

IRU enters the erect attitude submode for 20 seconds, during which
time the MSU ALIGN annunciator lights. After 20 seconds, the IRU
enters the attitude mode. (MAG HDG can be entered through the
FMS CDU maintenance page).

D ATT--TO--ALIGN or ATT--TO--NAV -- If the mode select switch is set

to ATT mode, there is a 2--second period in which another mode can
be selected or rejected. After 2 seconds, if the mode select switch
has been set to ATT, the IRU remains in the attitude mode even if
the mode select switch is reset to ALIGN or NAV. The mode select
switch must be set to OFF for at least 3 seconds before the ALIGN
or NAV mode can be re--established.

D ATT--, NAV--, or ALIGN--TO--OFF -- After a 3--second delay, the

IRU enters the power--off submode for approximately 7 seconds. At
the end of 10 seconds, the IRU enters the OFF mode.

D ATT--, NAV--, or ALIGN--TO--OFF--TO--ALIGN, --NAV, OR --ATT --

If the mode select switch is reset to ALIGN, NAV, or ATT after being
in the OFF position for 3 seconds but before the 10--second
power--down procedure has been completed, the IRU completes
the power--down procedures and then restarts power--on
procedures.

Annunciators
The six--annunciator MSU contains the following annunciators:
D ALIGN indicates that the IRU is in the align mode. A flashing ALIGN
annunciator indicates an incorrect latitude/longitude entry or
excessive aircraft movement during alignment.
D FAULT indicates an IRS fault.
D NAV RDY indicates that alignment is complete.
D NO AIR indicates that cooling airflow is inadequate to cool the IRU.
D ON BATT indicates that backup battery power is being used.
D BATT FAIL indicates that backup battery power is inadequate to
sustain IRS operation during backup battery operation.

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TEST SWITCH
Pushing The MSU TEST switch starts the IRU test mode.

POWER--ON AND ALIGNMENT OPERATION

The power--on alignment procedure is described in Table A--1.

Step Procedure

1 CAUTION
NAVIGATION PERFORMANCE MAY BE DEGRADED IF
THE IRU IS ALIGNED AT LATITUDES ABOVE 78.
Verify that the MSU mode select switch is OFF.
2 Set the aircraft circuit breakers for IRU to ON position.
3 CAUTION
THE IRS CANNOT COMPLETE ALIGNMENT IF THE
AIRCRAFT IS MOVED. MAKE SURE THAT THE
AIRCRAFT IS STATIONARY DURING ALIGNMENT.
Assure that aircraft is stationary.
4 If the IRU is being aligned below 78, set the MSU mode
select switch to ALIGN or NAV. If the IRU is being aligned
above 78 latitude, set mode select switch to ALIGN.
5 Initialize the IRU through the FMS.
6 Wait for the alignment to complete.
7 The ALIGN annunciator goes out and the NAV RDY
annunciator goes on.
8 Move select switch to NAV.
Power--on Alignment Procedure
Table A--1

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Appendix B
PRIMUSR 870 Weather Radar
System

INTRODUCTION
This abbreviated operational description provides a summary of this
radar system as installed in the Raytheon Hawker 1000. For complete
operating instructions on the PRIMUSR 870 Weather Radar System,
refer to Honeywell Pub. No. 28--1146--056.

The PRIMUSR 870 Weather Radar System, shown displayed on the

MFD in Figure B--1, is a lightweight, X--band digital radar with
alphanumerics designed for weather detection and ground mapping.

AD--43050--R2@

Weather Display in the Map Mode

Figure B--1

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The primary purpose of the system is to detect storms along the

flightpath and give the pilot a visual color indication of the rainfall
intensity and turbulence in the area around the aircraft. After proper
evaluation, the pilot can chart a course to avoid these storm areas.

CAUTION

THE SYSTEM PERFORMS ONLY THE FUNCTIONS OF WEATHER

DETECTION OR GROUND MAPPING. IT SHOULD NOT BE USED
NOR RELIED UPON FOR PROXIMITY WARNING OR
ANTI--COLLISION PROTECTION.

In weather detection mode, storm intensity levels are displayed in four

bright colors contrasted against a deep black background. Areas of
very heavy rainfall are displayed in magenta, heavy rainfall in red, less
severe rainfall in yellow, moderate rainfall in green, and little or no
rainfall in black (background). Areas of detected turbulence are
displayed in soft white.

Range marks and identifying numerics, displayed in contrasting colors,

are provided to facilitate evaluation of storm cells.

Selecting the GMAP function optimizes system parameters to improve

resolution and enhance identification of small targets at short ranges.
The reflected signal from ground surfaces is displayed as magenta,
yellow, or cyan (most to least reflective).

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SYSTEM CONFIGURATION
The PRIMUSR 870 Weather Radar System, shown in Figure B--2, can
be operated in a number of configurations to display weather or ground
mapping information on the EFIS displays, the MFD, or on a
combination of these displays. The system configurations are
summarized in the following paragraphs.

PRIMUSR 870 Weather Radar Configuration

Figure B--2

The configuration uses a receiver transmitter antenna, and single or

dual controllers. Dual EHSIs and the MFD are used for radar display.
The system operating controls are located on the weather radar
controller. With a single controller, all cockpit radar displays are
identical. The dual mode capability is added with dual controllers.

When the dual mode is used, the pilot and copilot can each select
independent radar mode, range, tilt, and gain settings for display on
their respective EHSI. This is done by time sharing the receiver
transmitter antenna. On the right--to--left antenna scan, the system
switches to the mode, range, tilt, and gain selected by the left controller
and updates the left EHSI. On the reverse antenna scan, the system
switches to the mode, range, tilt, and gain setting selected by the right
controller and updates the right EHSI. The MFD can be slaved to either
controller to duplicate the data displayed on the selected side. Also,
either controller can be slaved to the other controller, resulting in
identical displays on both EHSIs. The dual mode gives the appearance
of having two radar systems on the aircraft.

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Table B--1 gives the logic controls for the dual mode.

Left Right Right

Controller Controller Left EHSI EHSI RTA
Mode Mode (Note 1) (Note 1) Mode

OFF OFF OFF OFF OFF

OFF Standby SLV Standby Standby

Standby

Standby OFF Standby SLV Standby

Standby

OFF ON SLV ON ON ON
ON OFF ON SLV ON ON
Standby ON Standby/2 ON/2 ON
ON Standby ON/2 Standby/2 ON
ON ON ON/2 ON/2 ON
Standby Standby Standby Standby Standby
NOTES: 1. Applies only to radar function as displayed on EHSI.
2. SLV means that displayed data is controlled by the opposite side
controller.
3. XXX/2 means that display is controlled by appropriate on--side control
for the antenna sweep direction associated with that control. (/2 implies
two controllers are on.)
4. In standby, the receiver transmitter antenna (RTA) is centered in
azimuth with 15 degrees upward tilt. Video data is suppressed.
Transmitter is inhibited.
5. Center display, if used, may repeat either left--side data or right--side
data, depending upon external switch selection.

Dual Control Mode Truth Table

Table B--1

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WEATHER RADAR CONTROLLER OPERATION

All controls used to operate the system are located on the weather radar
controller. These controls are indexed and identified in Figure B--3. The
light intensity for all legends and controls are controlled by the dimming
bus for the aircraft panel.

Whenever single or dual radar controllers are used, the radar data is
displayed on the EFIS and/or an MFD.

Weather Radar Controller Configuration

Figure B--3

1 RANGE Buttons

RANGE consists of two momentary--contact button switches that

select the operating range of the radar and lightning sensor. The system
permits range selections in WX mode from 5 to 300 NM full scale. In the
flight plan (FP) mode, additional ranges of 500 and 1000 miles are
added. The up arrow selects increasing ranges, while the down arrow
selects decreasing ranges. One--half the selected range is
annunciated at the one--half scale range mark on the EHSI.

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2 TRB (Turbulence) Button

Selecting the 100--, 200-- or 300--mile range turns off the turbulence
detection. The ”/T” is deleted from the mode annunciator and variable
gain is engaged if it was previously selected. Subsequently selecting
ranges of 50 miles or less re--engage turbulence detection.

CAUTION

TURBULENCE CAN ONLY BE DETECTED WITHIN AREAS OF

RAINFALL. HOWEVER, UNDETECTABLE TURBULENCE MAY
EXIST WITHIN ANY STORM CELL.

3 GCR (Ground Clutter Reduction) Button

GCR is a momentary--contact button that is used to select the GCR

mode. The GCR mode is annunciated above the mode field with the
GCR legend. The GCR mode can only be selected if the RADAR switch
is in the WX position and the selected range is 50 miles or less. GCR
is an advisory mode that reduces the display of ground clutter. Targets
remaining on the display are probably weather targets.

CAUTIONS

1. DO NOT LEAVE THE RADAR IN THE GCR MODE.

2. GCR REMOVES MOST OF THE GROUND TARGETS FROM THE
DISPLAY, BUT AT THE SAME TIME IT ALSO REMOVES SOME
OF THE WEATHER TARGETS.
3. ALTHOUGH THE GCR CIRCUITS REMOVE GROUND
TARGETS FROM THE DISPLAY, THE GROUND IS STILL
PRESENT, IT IS SIMPLY NOT DISPLAYED.

The GCR feature has the following limitations:

D It does not remove all of the ground and it does remove some of the
weather.

D It is most effective dead ahead and its effectivity is reduced as the

antenna scans away from dead ahead.

D The circuitry assumes reasonable tilt settings (looking down 15

and turning on the GCR does not eliminate the ground return) for
proper operation.

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Selecting the 100--, 200-- or 300--mile range or TRB mode turns off
ground clutter reduction. The GCR legend is deleted from the mode
annunciator and variable gain is engaged if it was previously selected.
Subsequently selecting ranges of 50 miles or less re--engages GCR.
If not already selected, GCR forces the radar into preset gain.

4 TGT (Target) Button

TGT is a momentary--contact, alternate--action button that enables and

disables the radar target alert feature. Target alert is selectable in all but
the 300--mile range. When selected, target alert monitors beyond the
selected range and 7.5 on each side of the aircraft heading. If a return
with certain characteristics is detected in the monitored area, the target
alert changes from the TGT (or T on the HSI) armed condition to the
TGT (T on the HSI) warning condition. The target alert characteristics
for a target are described in Table B--2. When target alert is used, the
pilot is advised of a potentially hazardous target directly in front of and
outside the selected range. When TGT (or T) is displayed, the pilot
should select longer ranges to view the questionable target.

NOTE: Target alert is inactive within the selected range.

Selecting target alert forces the system preset gain. Target alert can be
selected only in the WX and FP modes.

In order to activate target alert, the target must have the depth and
range characteristics described in Table B--2.

Selected Range Minimum TGT TGT Range

(NM) Depth (NM) (NM)

5 2 5--55
10 2 10--60
25 4 25--75
50 4 50--100
100 6 100--150
200 6 200--250
300 Inactive
FP (Flight Plan) 2 5--55

Target Alert Characteristics

Table B--2

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5 SECT (Sector) Button

SECT is a momentary--contact, alternate--action button used to select

either the normal 14 looks/minute 120 scan or the faster update
28--looks/minute 60 sector scan.

6 TILT rotary control knob

TILT is a rotary control that is used to select the tilt angle of the antenna
beam with relation to the earth plane. Clockwise rotation tilts the beam
upward 0 to 15; counterclockwise rotation tilts the beam downward
0 to --15. The range between +5 and --5 is expanded for ease of
adjustment. A digital readout of the antenna tilt angle is displayed on the
EFIS.

D PULL AUTO -- Pulling out on the TILT control knob puts the system
into the automatic tilt mode. In automatic tilt, the antenna tilt is
automatically adjusted with regard to the selected range and
barometric altitude. The antenna tilt automatically adjusts with
changes in altitude and/or selected range. In automatic tilt, the tilt
control can fine tune the tilt setting by 2. The digital tilt readout
always shows the commanded tilt of the antenna regardless of the
tilt command source (automatic tilt command or manual tilt
command).

CAUTIONS

1. TO AVOID FLYING UNDER OR OVER STORMS,

FREQUENTLY SELECT MANUAL TILT TO SCAN BOTH ABOVE
AND BELOW YOUR FLIGHT LEVEL.
2. ALWAYS USE MANUAL TILT FOR WEATHER ANALYSIS.

D STABILIZATION -- This radar is normally attitude stabilized; it

automatically compensates for roll and pitch maneuvers. Attitude
stabilization can be deselected by pushing the TGT switch four
times within 3 seconds. Stabilization is turned back on by again
pushing the TGT four times within 3 seconds.

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7 LSS (Lightning Sensor System) Rotary Switch

The LSS switch is a four--position rotary switch that selects the

separate LSS operating modes that are described in Appendix C of this
manual.

D OFF -- All power is removed from the lightning sensor system.

D SBY (Standby) -- Display of data from the LSS is inhibited, but it is

accumulating data.

D LX (Lightning) -- The LSS is fully operational and displaying data

on the indicator.

D CLR/TEST (Clear/Test) -- Accumulated data is cleared from the

memory of the LSS. After 3 seconds the test mode is initiated in the
LSS.

8 SLV Annunciator

SLV is a dead front annunciator that is only used in dual controller

installations. With dual controllers, one controller can be slaved to the
other by selecting OFF on that controller only, with the RADAR mode
switch. This slaved condition on that controller is annunciated by
lighting the SLV annunciator.

NOTE: Both controllers must be off before the radar system turns off.

9 RADAR Rotary Switch

RADAR is a rotary switch used to select one of the following functions:

D OFF -- In this position, the radar system is turned off.

D SBY -- In this position, the radar system is placed in standby, a ready

state, with the antenna scan stopped, the transmitter is inhibited and
the display memory erased. STBY is displayed on the EFIS/MFD.
If standby is selected before the initial RTA warmup period is over
(approximately 45 seconds), the WAIT legend is displayed. When
the WAIT period is over the system automatically switches to the
standby mode.

D WX -- In the WX position, the radar system is in the weather

detection mode. The system is fully operational and all internal
parameters are set for enroute weather detection.

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If WX is selected before the initial RTA warmup period is over

(approximately 45 seconds), the WAIT legend is displayed on the
EFIS/MFD. In the WAIT mode, the transmitter and antenna scan are
inhibited and the display memory is erased. When the warmup
period is over, the system automatically switches to the WX mode
and WX is displayed on the EFIS/MFD.

The system, in preset gain, is calibrated as described in Table B--3.

Rainfall Rate Color

1--4 mm/hr* Green

4--12 mm/hr Yellow
12--50 mm/hr Red
Greater than 55 mm/hr Magenta
* Millimeters per hour.

Rainfall Rate Color Coding

Table B--3

D RCT (Rain Echo Attenuation Compensation Technique) -- This

switch position turns on the RCT circuitry. The RCT circuitry
compensates for attenuation of the radar signal as it passes through
rainfall. The cyan field indicates areas where further compensation
is not possible. Any target detected within the cyan field cannot be
calibrated and should be considered dangerous. All targets in the
cyan field are displayed as fourth level precipitation, magenta.

RCT is a submode of the WX mode and selecting RCT forces the

system to preset gain. When RCT is selected, the RCT legend is
displayed on the EFIS/MFD.

D GMAP -- In the GMAP position, the radar system is in the ground

mapping mode. The system is fully operational and all internal
parameters are set to enhance returns from ground targets. RCT
compensation is inactive.

CAUTION

WEATHER--TYPE TARGETS ARE NOT CALIBRATED WHEN THE

RADAR IS IN THE GMAP MODE. BECAUSE OF THIS, THE PILOT
SHOULD NOT USE THE GMAP MODE FOR WEATHER
DETECTION.

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As a constant reminder that GMAP is selected, the GMAP legend

is displayed and the color scheme is changed to cyan, yellow,
magenta. Cyan represents the least reflective return, yellow is a
moderate return and magenta is a strong return.

If GMAP is selected before the initial RTA warmup period is over

(approximately 45 seconds), the WAIT legend is displayed. In WAIT
mode, the transmitter and antenna scan are inhibited and the
memory is erased. When the warmup period is over, the system
automatically switches to the GMAP mode.

CAUTION

THE SYSTEM PERFORMS ONLY THE FUNCTIONS OF WEATHER

DETECTION OR GROUND MAPPING. IT SHOULD NOT BE USED
NOR RELIED UPON FOR PROXIMITY WARNING OR ANTI--
COLLISION PROTECTION.

D FP -- In this position, the radar system is in the flight plan (FP) mode.
In the FP mode, navigation data is displayed on the EFIS/MFD,
there is no radar data presented. In FP, the radar is put into the
standby mode and the FPLN legend is displayed.

Target alert can be used in the FP mode. With target alert on in the
FP mode, the target alert armed TGT annunciator is displayed. With
the target alert armed, the RTA becomes active and starts
searching for a hazardous target from 5 -- 55 miles and 7.5 of
dead ahead. No radar targets are displayed at this time. If a
hazardous target is detected, the target alert armed TGT switches
to the alert TGT annunciator. This advises the operator that a
hazardous target is in his flightpath and the WX mode should be
selected to view it.

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D TST (Test) -- This position selects the radar test mode. A special test
pattern, shown in Figure B--4, is displayed to verify system
operation. The TEST legend is displayed in the mode field.

WARNING

THE TRANSMITTER IS ON AND RADIATING X--BAND MICRO--

WAVE ENERGY IN TEST MODE. REFER TO PAGE B--18,
MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL).

EFIS Test Pattern (Typical) 120 Scan Shown (WX)

Figure B--4

FORCED STANDBY

Forced standby is an automatic, nonselectable safety mode that

inhibits the radar transmitter when the aircraft is on the ground. As an
installation option, the controller(s) can be wired to the
weight--on--wheels squat switch. When wired, the system is in forced
standby mode when the aircraft is on the ground. Once airborne, the
system exits the forced standby mode and enters the mode selected
on the controller(s).

In forced standby mode, the transmitter and antenna scan are both
inhibited, the display is erased, and the STBY legend is displayed on
the EFIS.

PRIMUS R 870 Weather Radar System A28-- 1146-- 073

B-- 12 REV 2
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To operate the radar on the ground (including the TST mode), the
pilot(s) must simultaneously push both range switches on the radar
controller to override forced standby The system exits the forced
standby mode and normal operation is restored.

In installations with two radar controllers, it forced standby must be

overridden from both controllers, sequentially before normal operation
is restored.

If either controller is returned to the standby mode while weight is on

wheels, the system returns to the forced standby mode.

10 GAIN Rotary Control and Push/Pull Switch

GAIN is a single--turn rotary control and push/pull switch that is used

to control the receiver gain. Pushing in on the GAIN switch puts the
system into the preset, calibrated gain mode. Calibrated gain is the
normal mode and is used for weather avoidance. In calibrated gain, the
rotary portion of the GAIN control does not operate.

Pulling out on the GAIN switch puts the system into the variable gain
mode. Variable gain is useful for additional weather analysis and for
ground mapping. In the WX mode, variable gain can increase receiver
sensitivity over the calibrated level to show very weak targets, or it can
be reduced below the calibrated level to eliminate weak returns.

CAUTION

IF THE VARIABLE GAIN IS SET TOO LOW, HAZARDOUS

TARGETS MAY NOT BE DISPLAYED.

In GMAP mode, variable gain is used to reduce the level of the typically
very strong returns from ground targets.

Minimum gain is set with the control at its fully counterclockwise

position. Gain increases as the control is rotated in a clockwise
direction from full counterclockwise to the 12 o’clock position. At the
12 o’clock position, both the gain and the sensitivity time control are at
their maximum values. Additional clockwise rotation removes
sensitivity time control. At the full clockwise position, the gain is at
maximum and the sensitivity time control is at minimum.

The VAR! legend annunciates variable gain. Selecting RCT, TGT, or

GCR forces the system into calibrated gain.

A28-- 1146-- 073 PRIMUS R 870 Weather Radar System

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TYPICAL OPERATION

Preliminary Control Settings

Place the system controls in the following positions before
applying power from the aircraft electrical system:
Mode control OFF
GAIN control Preset Position
TILT control -- +15

Precautions
To operate the radar system in any mode other than standby while the
aircraft is on the ground, use the following precautions:
D Direct nose of aircraft so that antenna scan sector is free of large
metallic objects such as hangars or other aircraft for a minimum
distance of 100 feet (30 meters), and tilt antenna fully upwards.
D Do not operate during refueling of aircraft or during refueling
operations within 100 feet (30 meters).
D Do not operate if personnel are standing too close to the 270
forward sector of aircraft. (Refer to Maximum Permissible Exposure
Level in this appendix.)
D Operating personnel should be familiar with FAA Advisory
Circular 20--68B.

Power--Up
Follow the power--up procedure in Table B--4.

Step Procedure

1 Select the weather display on the EHSI.

2 On power--up, select either standby or test mode.
3 When power is first applied, the radar is in WAIT for 45
seconds to allow the magnetron to warm up. Power
sequences ON--OFF--ON lasting less than the initial
45--second wait result in a 6--second wait period.
NOTE: If forced standby is incorporated, exit forced standby.

Power--Up Procedure
Table B--4 (cont)

PRIMUS R 870 Weather Radar System A28-- 1146-- 073

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Step Procedure

4 After the warmup, select test mode and verify that the test
pattern appears as shown in Figure B--5. If the noise band
is missing or broken it is indicative of problems in the
system.
WARNING
OUTPUT POWER IS RADIATED IN TEST MODE.
5 Check the function of the azimuth marks, target alert and
sector scan controls.

Power--Up Procedure
Table B--4

EFIS Test Color Pattern

Figure B--5

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TILT MANAGEMENT

The basis of this description assumes the aircraft is flying over relatively
smooth terrain that is equivalent to sea level in altitude. The pilot must
make adjustments for the effects of mountainous terrain on the
guidelines described.

Figures B--6 and B--7 show the relationship between tilt angle, flight
altitude, and selected range. The figures show the distance above and
below aircraft altitude that is illuminated by the flat--plate radiator during
level flight with 0 tilt, and show a representative low altitude situation,
with antenna adjusted for 2.8 up--tilt.

Radar Beam Illumination High Altitude

18--Inch Radiator
Figure B--6

Radar Beam Illumination Low Altitude

18--Inch Radiator
Figure B--7

PRIMUS R 870 Weather Radar System A28-- 1146-- 073

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MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL)

Heating and radiation effects of weather radar can be hazardous to life.
Personnel should remain at a distance greater than ”R” from the
radiating antenna in order to be outside the envelope in which radiation
exposure levels equal or exceed 10 mW/cm2, the limit recommended
in FAA Advisory Circular AC 20--68B, August 8, 1980, Subject:
Recommended Radiation Safety Precautions for Ground Operation of
Airborne Weather Radar. The radius, ”R”, distance to the maximum
permissible exposure level boundary is calculated for the radar system
on the basis of radiator diameter, rated peak--power output, and duty
cycle. The greater of the distances calculated for either the far--field or
near--field is based on the recommendations outlined in AC 20--68B.

The American National Standards Institute, in their document ANSI

C95.1--1982, recommends an exposure level of no more than
5 mW/cm2.

Honeywell Inc. recommends that operators follow the 5 mW/cm2

standard. Figure B--8 shows the MPEL for the 18--inch antenna and
PRIMUSR 870 Weather Radar power.

MPEL Boundary
Figure B--8

A28-- 1146-- 073 PRIMUS R 870 Weather Radar System

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Appendix C
Lightning Sensor System (LSS)

INTRODUCTION
This description is a summary of the operation of the LSS, shown
displayed in Figure C--1. For a complete description and full operating
procedures, refer to Honeywell Pub. No. 28--1146--054.

AD--43052--R2@

Weather and Lightning Display

Figure C--1

The LSS is used to detect and locate areas of lightning activity in a

100--NM radius around the aircraft, and to give the pilot a visual display
of its position and rate--of--occurrence. The LSS detects both visible
and high energy electromagnetic and electrostatic discharges
(lightning) that indicate areas of turbulent activity. After evaluating the
LSS display, and its relation to precipitation as indicated by the weather
radar display, the pilot can effectively plan a course to avoid
hazardous weather.

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CAUTION

THE LIGHTNING SENSOR SYSTEM IS A WEATHER AVOIDANCE

DEVICE. IT IS NOT A WEATHER PENETRATION DEVICE.

WEATHER RADAR IS THE PRIMARY WEATHER AVOIDANCE

SYSTEM. THE LIGHTNING SENSOR PROVIDES
SUPPLEMENTARY INFORMATION.

USE THE WEATHER RADAR TO DETERMINE STORM

CLEARANCE DISTANCES AND AVOID ALL LIGHTNING BY 20
MILES.

The LSS information can be displayed on both the EFIS and MFD
systems. The pilot can display precipitation data from the weather radar
and/or lightning information from the LSS simultaneously or singularly.

The LSS control function is an integral part of the PRIMUSR 870

Weather Radar System controller.

Because the system is a passive device (it does not transmit), it can be
safely operated on the ground, even in a congested ramp area. This
allows 360 of weather in the area before the pilot starts the engines.

The LSS shows areas of lightning activity with unique lightning symbols.
Each lightning symbol represents the center of a circular area with a
radius of nine nautical miles. Three different lightning symbols are used
to represent three different rates--of--occurrence of the lightning within
each 18--mile diameter circle.

NOTE: The lightning rate symbols represent the

lightning rate--of--occurrence for the last 2 minutes.
The symbol location is the average position of the lightning
that occurred in the last 2 minutes inside each 18--mile
diameter area. Lightning may not be occurring at the center
of the symbol.

Lightning Sensor System (LSS) A28-- 1146-- 073

C-- 2 REV 2
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Because it is easier for the LSS to detect lightning at close distances

rather than far distances, the number of lightning strokes required for
each rate symbol is adjusted for distance to the storm. The graph in
Figure C--2 plots the number of strokes required for each symbol
against range.

NOTE: Each rate symbol represents the center of an 18--mile

diameter area of lightning activity. Figure C--2 shows the area
represented by each lightning rate symbol.

16

15

14 RATE 3
AREA
13

12 RATE 2
AREA
11

10 RATE 1
AREA
NUMBER OF
9
RANGEABLE
STROKES IN
8
2 MIN. PERIOD
7

10 20 30 40 50 60 70 80 90 100
RANGE (NM) AD--44974@

Strokes for Each Symbol vs. NM

Figure C--2

A28-- 1146-- 073 Lightning Sensor System (LSS)

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The three white lightning rate--of--occurrence symbols are displayed as

shown in Figure C--3. Figure C--4 shows the area represented by each
lightning symbol.

Rate of Occurance Symbols

Figure C--3

Lightning Rate Symbol

Figure C--4

Lightning Sensor System (LSS) A28-- 1146-- 073

C-- 4 REV 2
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SYSTEM COMPONENTS
The LSS, shown in Figure C--5, consists of the following units:

D One receiver/processor

D One (teardrop) antenna or (brick) antenna

D One or more compatible display systems

— EFIS
— MFD
D Weather radar controller with integral lightning sensor control.

A28-- 1146-- 073 Lightning Sensor System (LSS)

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LSS Components
Figure C--5

Lightning Sensor System (LSS) A28-- 1146-- 073

C-- 6 REV 2
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SYSTEM CONTROLS
The LSS can be operated in the modes shown on the LSS controller
switch shown in Figure C--6.

AD--46171@

Typical Weather Radar Controller

With Integral Lightning Sensor Control
Figure C--6

D OFF -- In this mode, all power is removed from the LSS.

D SBY (Standby) Mode -- In this mode, data is not displayed.

However, the system is receiving and processing lightning strikes
that are counted and accumulated.

D LX (Lightning) Mode -- The LX mode is the normal working mode.

Lightning strikes are collected, processed, and displayed.

D CLR/TST (Clear/Test) Mode -- When CLR/TST is selected, all

memory of past strikes and symbols are erased. After 3 seconds the
equipment enters the test mode.

In the test mode, simulated lightning signals are fed to the antenna
and a lightning strike is simulated at a bearing of 45 at 25 NM. This
simulated strike progresses in severity to lightning rate 3 within 15
seconds after the test mode is entered. A lightning alert is also
displayed along the outermost range ring at a bearing of 45. If left
in the CLR/TST mode, the ALERT and STRIKE reduce in severity
and are eventually removed from the display. The lightning rate
symbol is removed after approximately 2 minutes.

NOTES: 1. The antenna is used during the test, therefore, any

real activity that occurs while the test is in operation
is also displayed.
2. Some installations see slight symbol motion due to
analog true airspeed input.

A28-- 1146-- 073 Lightning Sensor System (LSS)

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SYSTEM DISPLAY
The lightning sensor system detects lightning activity in the region
around the aircraft and determines the range and bearing of each
lightning discharge.

The occurrence of a single lightning strike is of little significance as an

indicator of turbulence. However, if multiple strikes occur in a given
area, this indicates potentially dangerous weather activity. Figure C--7
shows the lightning rate required in an 18--mile diameter area for each
rate symbol.

All lightning signals that do not have range information (i.e., due to their
distance from the aircraft) are denoted with a magenta lightning alert
symbol that is placed at the correct bearing and the maximum selected
range. Lightning alert symbols are removed from the display after 5
seconds.

NOTE: For severe thunderstorms the alert symbol is displayed in the

direction of the storm all the time, thus indicating a high level
of lightning activity.

Lightning Sensor System (LSS) A28-- 1146-- 073

C-- 8 REV 2
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The numbered callouts in Figure C--7 show the location of the elements
of an LSS display that are defined below.

Typical Lightning/Weather Display on EHSI

Figure C--7

1 50 -- 1/2 of selected display range.

2 LX -- Lightning sensor operating mode (normal mode shown).

3 Range rings.

4 Typical rate 1 lightning symbol.

5 Typical rate 2 lightning symbol.

6 Typical magenta lightning alert symbol.

A28-- 1146-- 073 Lightning Sensor System (LSS)

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MODE ANNUNCIATORS
Table C--1 defines the possible LSS mode annunciators.

Annunciator Definition

LX/F Indicates that self--test has detected a fault.

LXmm This indicates a fault has occurred and it
indicates the associated fault code (i.e., mm is a
numerical value).
LX/S Indicates that the system is in the STBY mode.
LX/CL Indicates that the system is in the CLR mode.
This occurs for approximately 3 seconds after
the CLR/TST mode has been selected. After this
time the mode annunciator switches to LX/T.
LX/T Indicates that the system is in the test mode.
LX/I Indicates that the receiver is inhibited by the
XMIT INH input during transmission by
communications transmitters. No lightning can be
received in this condition.
LX/H Indicates that heading input has been deselected
by the HDG VALID input.
LX/C Indicates that the system is in the self--calibration
mode. This reverts to the selected mode
approximately 10 seconds after power is applied.
LX/L The number of computed lightning rate symbols
exceeds the capability of the display system.
LX Indicates that the system is in the normal
operating mode.
LSS Mode Annunciator Definitions
Table C--1

Lightning Sensor System (LSS) A28-- 1146-- 073

C-- 10 REV 2
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PILOT ACTIVATED SELF--TEST

In the event that the operator wishes to verify the operation of the LSS,
a special self--test function described in Table C--2 can be initiated. This
test performs a full end--to--end verification of the system by generating
a known signal in the antenna and displaying the result on the display.

Step Procedure

1 Select a 50 NM or greater display range.

2 Select CLR/TST on the LSS controller.
3 Verify that all lightning rate symbols are erased from the
display.
NOTE: After 3 to 4 seconds, simulated lightning test pulses are sent to
the antenna.

4 Verify that a rate 3 symbol is displayed at 25 NM, 45 right.

This symbol takes approximately 5 to 7 seconds to build
up.
NOTES: 1. This time is extended to approximately 15 seconds if TST is
selected immediately from OFF, due to LSS processor
initialization.
2. The symbol’s range varies by as much as 5 NM if strong
local interference is present.

5 Verify that a magenta lightning alert symbol is displayed at

maximum selected range, at 45 right. This must remain
for 3 to 7 seconds.
NOTE: Some display systems can blank or cut off this area of the display.
If this occurs, place the radar in STBY mode and repeat the test.
The alert symbol must appear at maximum range and at the 45 in
the 360 format.

6 To restart the test, switch to LX mode and back to

CLR/TST mode.

Pilot Activated LSS Self--Test Procedure

Table C--2

A28-- 1146-- 073 Lightning Sensor System (LSS)

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Index
A flight control disengage
annunciators, 6-10
flight level change mode, 8-50
Abbreviations, 11-1
FMS steering, 8-17
Acronyms, 11-1
go--around mode, 8-62
ADC self--test mode, 3-3
heading hold mode, 8-1
Air data computer (ADC), 4-26
heading select mode, 8-3
reversion annunciators, 4-25
ILS approach mode, 8-33
ADC, 4-26
capture display, 8-35
IRS, 4-26
intercept and capture, 8-33
Air data system, 2-3, 3-1
intercept display, 8-34
ADC self--test mode, 3-3
tracking display, 8-37
barometric altimeter, 3-1
tracking profile view, 8-38
IAS, 3-3
localizer mode, 8-19
vertical speed displays, 3-3
capture, 8-22
Approach capture tracking below
capture display, 8-23
DH, 4-24
intercept, 8-20
Arc mode displays, 4-52
intercept display, 8-21
with TCAS traffic display
tracking display, 8-24, 8-26
(optional), 4-53
maximum speed submode, 8-52
altitude display submodes,
pitch attitude hold mode, 8-47
4-53
preview and transition, 8-31
no bearing data, 4-54
remote switches and
range ring, 4-54
annunciators, 6-4
traffic symbols, 4-53
AFCS XFR
Autopilot, 6-4, 8-1
switches/annunciators, 6-4
altitude hold mode, 8-53
track select mode, 8-4
altitude preselect mode, 8-54
vertical navigation mode, 8-60
back course mode, 8-27
vertical speed hold mode, 8-48
capture display, 8-29
VOR approach mode, 8-13
intercept and capture, 8-27
VOR mode, 8-5
intercept display, 8-28
VOR push direct function, 8-14
tracking, 8-29
bank hold mode, 8-2
CAT2, pre--approach test, 8-46 B
Category 2 , 8-42
status annunciator, 8-42 Barometric altimeter, 3-1
cockpit mounted switches, 6-5
AP disconnect switch, 6-5
disengage annunciators, 6-5 C
GA switch, 6-5
TCS button, 6-5 Category 2 (CAT2) annunciators,
TRIM switch, 6-5 4-30
dual couple approach mode, 8-39 excessive deviation, 4-32
engagement limitations, 6-9 Changing a waypoint, 5-16

A28-- 1146-- 073 Index

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Index (cont)
Checklist VS button, 6-2
control, 5-4 YD button, 6-3
EMER button, 5-4 instrument remote controllers, 4-4
ENT button, 5-4 ALT SEL knob (copilot), 4-5
joystick, 5-5 CRS knob, 4-5
NORM button, 5-4 HDG/TRK knob, 4-5
PAG button, 5-4 IAS/ MACH knob (pilot), 4-5
RCL button, 5-4 PUSH CHG button (pilot), 4-5
SKP button, 5-4 PUSH DCT button, 4-5
display, 5-27 PUSH SYNC button, 4-5
abnormal, 5-28 MFD controller, 5-1
emergency, 5-28 APT button, 5-3
normal, 5-27 DAT button, 5-3
Climb to initial altitude, 4-21 designator control, 5-5
Combined vertical and lateral mode DIM knob, 5-4
problems, 9-8 EMER button, 5-4
Commonly used terms, 9-15 ENT button, 5-4
Comparison monitor annunciators INC/DEC RNG switch, 5-3
(EADI), 4-34 joystick, 5-5
Controllers: MAP/PLAN button, 5-1
display controller, 4-1 NORM button, 5-4
BRG source select knobs, 4-2 PAG button, 5-4
DH knob, 4-3 RCL button, 5-4
DIM controls, 4-3 reversionary rotary switch,
ET button, 4-2 5-3
FD BARS button, 4-2 SKP button, 5-4
FMS button, 4-2 SRC button, 5-1
GSPD/TTG button, 4-2 VOR button, 5-2
HSI button, 4-2 WX button, 5-2
MLS button, 4-2 weather radar controller, B--5
TEST button, 4-3 forced standby, B--12
V/L button, 4-2 GAIN rotary control and
flight guidance controller, 6-1 push/pull switch, B--13
ALT button, 6-2 GCR button, B--6
AP button, 6-3 LSS rotary switch, B--9
APP button, 6-2 RADAR rotary switch, B--9
BANK button, 6-2 RANGE buttons, B--5
BC button, 6-2 SECT button, B--8
FLC button, 6-2 SLV annunciator, B--9
HD/TK button, 6-1 TGT button, B--7
HSI SEL button, 6-3 TILT rotary control knob, B--8
M TRIM button, 6-3 TRB button, B--6
NAV button, 6-1 Customer support centers, 10-2
P/R button, 6-2 North America, 10-2
VNAV button, 6-2 Rest of the world, 10-3

Index A28-- 1146-- 073

Index-- 2 REV 2
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Index (cont)
D bank limit display, 4-19
cue/cross pointer displays,
Display controller, 4-1 4-18
functions, 4-2 decision height display and
BRG source select knobs, 4-2 annunciator, 4-15
DH knob, 4-3 flight director couple arrow,
DIM controls, 4-3 4-15
ET button, 4-2 flight director mode
FD BARS button, 4-2 annunciators, 4-12
FMS button, 4-2 glideslope deviation pointer,
GSPD/TTG button, 4-2 4-16
HSI button, 4-2 IAS digital readout, 4-17
MLS button, 4-2 IAS scale, 4-17
TEST button, 4-3 IAS/MACH reference bug and
V/L button, 4-2 display, 4-12
inclinometer, 4-19
localizer pointer, 4-16
E localizer scale, 4-16
low speed awareness bar,
Electronic attitude director indicator 4-19
(EADI), 4-9 Mach display, 4-18
CAT2 annunciators, 4-30 marker beacon, 4-19
excessive deviation, 4-32 radio altitude display, 4-16
color coding, 4-10 rising runway, 4-17
comparison monitor roll attitude pointer and scale,
annunciators, 4-34, 4-35 4-15
display presentations, 4-20 TCAS (optional), 4-19
approach capture tracking vertical speed scale and
below DH, 4-24 display, 4-16
climb to initial altitude, 4-21 vertical speed target data,
enroute cruise, 4-22 4-16
setup for approach, 4-23 vertical track alert (VTA)
takeoff using go--around annunciator, 4-15
mode, 4-20 VMO indicator, 4-18
displays and annunciators, 4-12 VSPEED bugs, 4-17
acceleration trend vector, excessive attitude display, 4-33
4-18 failure warning annunciators,
aircraft symbol, 4-17 4-36
altitude preselect display, altitude preselect failure, 4-38
4-15 attitude failure, 4-36
attitude source annunciator, autopilot failure, 4-38
4-15 cross--side data failure, 4-38
attitude sphere, 4-16 flight director failure, 4-37
autopilot engage annunciator, GS/VNAV/GP failure, 4-38
4-18 IAS failure, 4-38

A28-- 1146-- 073 Index

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Index (cont)
EADI failure warning bearing pointer source
annunciators (cont) annunciator, 4-48
Internal symbol generator bearing pointers, 4-49
failures, 4-40 course deviation bar, 4-48
localizer/azimuth failure, 4-39 course preselect annunciator,
radio altitude failure , 4-39 4-49
TCAS resolution advisory course preselect pointer, 4-47
flags, 4-39 course select, 4-47
vertical speed failure, 4-39 desired track display, 4-48
initialization at power--up, 4-11 desired track pointer, 4-47
reversion annunciators, 4-25 distance display, 4-49
ADC reversion, 4-26 DME identifier, 4-49
flight director, 4-28 FMS approach annunciator,
IRS dual, 4-25 4-49
IRS triple, 4-26 FMS crosstrack annunciator,
symbol generator, 4-27 4-49
Electronic flight instrument system FMS message (MSG)
(EFIS), 4-1 annunciator, 4-43
external reversionary select fore and aft lubber lines, 4-43
switches, 2-12 glideslope deviation pointer,
reversionary select switches, 4-6 4-48
self--test, 4-7 heading dial, 4-43
system controls, 4-1 heading source annunciator,
TCAS display select switch 4-43
(optional), 4-7 heading/track select bug and
Electronic horizontal situation display, 4-43
indicator (EHSI), 4-41 NAV source annunciator, 4-49
arc mode displays, 4-52 TO/FROM
with TCAS traffic display pointer/annunciator, 4-47
(optional), 4-53 waypoint identifier, 4-49
failure warning annunciators, wind vector display, 4-43
4-68 heading comparison monitor
glideslope failure, 4-69 annunciators, 4-67
heading failure, 4-68 map mode, 4-54
NAV source failure, 4-69 FMS selected for display,
symbol generator internal 4-57
failure, 4-70 VOR selected for display,
TCAS failure, 4-70 4-54
full compass displays, 4-50 NAV source selections, 4-66
preview display, 4-51 weather radar displays, 4-59
VOR inputs, 4-50 lightning detection, 4-60
full or arc mode displays and mode annunciator (WR and
annunciators, 4-43 NAV/WR formats only),
aircraft symbol, 4-48 4-61

Index A28-- 1146-- 073

Index-- 4 REV 2
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Index (cont)
range ring and annunciator symbol generator internal
(WX, map, and map/WX failure, 4-70
formats only), 4-59 TCAS failure, 4-70
target alert annunciator (all Flight director, reversions, 4-28
formats), 4-59 Flight fault summary, 9-9
WX return display (WX and Flight guidance system (FGS), 2-5,
map/WX formats only), 4-60 6-1
Enhanced ground proximity warning autopilot, 6-4
system (EGPWS) displays cockpit mounted switches,
(optional), 2-10, 4-62, 5-24 6-5
HSI, 4-62 engagement limitations, 6-9
range, 4-62 flight control disengage
single or dual WX controller, annunciators, 6-10
4-62 remote switches and
terrain annunciators, 4-63 annunciators, 6-4
MFD, 5-24 controller functions, 6-1
dual WX controller, 5-24 ALT button, 6-2
single weather controller, 5-24 AP button, 6-3
terrain annunciators, 5-25 APP button, 6-2
terrain range, 5-24 BANK button, 6-2
Enroute cruise, 4-22 BC button, 6-2
Equipment list, 1-1 FLC button, 6-2
HD/TK button, 6-1
F HSI SEL button, 6-3
M TRIM button, 6-3
NAV button, 6-1
Failure warning annunciators, 4-36,
P/R button, 6-2
4-68
VNAV button, 6-2
EADI, 4-36, 4-39
VS button, 6-2
altitude preselect failure, 4-38
YD button, 6-3
attitude failure, 4-36
flight director, 6-6
autopilot failure, 4-38
engagement, 6-6
cross--side data failure, 4-38
mode annunciators, 6-7
flight director failure, 4-37
system controls, 6-1
GS/VNAV/GP failure, 4-38
Flight management system (FMS),
IAS Failure, 4-38
2-9
Internal symbol generator
Full compass displays, 4-50
failures, 4-40
preview display, 4-51
localizer/azimuth failure, 4-39
VOR inputs, 4-50
radio altitude failure , 4-39
TCAS resolution advisory
flags, 4-39 G
EHSI, 4-68
glideslope failure, 4-69 Glossary of terms, 7-1
heading failure, 4-68 Ground maintenance test display,
NAV source failure, 4-69 5-29

A28-- 1146-- 073 Index

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SPZ-- 8000 Digital Integrated Flight Control System

Index (cont)
H Lightning sensor system (LSS), 2-7,
C--1
Heading comparison monitor mode annunciators, C--10
pilot activated self--test, C--11
annunciators, 4-67
system components, C--5
Honeywell product support, 10-1
24--hour exchange/rental support system controls, C--7
system display, C--8
centers, 10-2
customer support centers, 10-2
North America, 10-2
Rest of the world, 10-3 M
publication ordering information,
10-4 Map mode, 4-54, 5-7
EHSI, 4-54
FMS selected for display,
4-57
I VOR selected for display,
4-54
Inertial reference system (IRS), 4-25 MFD, 5-7
reversion annunciators displays and annunciators,
IRS dual, 4-25 5-7
IRS triple, 4-26 flight plan data, 5-10
Inertial reference unit (IRU), A--3 Maximum permissible exposure
Instrument remote controllers, 4-4 level (MPEL), B--17
ALT SEL knob (copilot), 4-5 Mode select unit (MSU), A--4
CRS knob, 4-5 annunciators, A--5
HDG/TRK knob, 4-5 mode select switch, A--4
IAS/ MACH knob (pilot), 4-5 test switch, A--6
PUSH CHG button (pilot), 4-5 power--on and alignment
PUSH DCT button, 4-5 operation, A--6
PUSH SYNC button, 4-5 Modes of operation, 8-1
Introduction, 1-1 altitude hold mode, 8-53
equipment list, 1-1 altitude preselect mode, 8-54
back course mode, 8-27
capture display, 8-29
intercept and capture, 8-27
L intercept display, 8-28
tracking, 8-29
LASEREFR III Inertial Reference bank hold mode, 8-2
System (IRS), 2-3, A--1 CAT2, pre--approach test, 8-46
inertial reference unit (IRU), A--3 Category 2, 8-42
mode select unit (MSU), A--4 status annunciator, 8-42
annunciators, A--5 dual couple approach mode, 8-39
mode select switch, A--4 flight level change mode, 8-50
test switch, A--6 FMS steering, 8-17
Lateral mode problems, 9-3 go--around mode, 8-62

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 SPZ-- 8000 Digital Integrated Flight Control System

Index (cont)
heading hold mode, 8-1 SKP button, 5-4
heading select mode, 8-3 SRC button, 5-1
ILS approach mode, 8-33 VOR button, 5-2
capture display, 8-35 WX button, 5-2
intercept and capture, 8-33 enhanced ground proximity
intercept display, 8-34 warning system (EGPWS)
tracking display, 8-37 displays (optional), 5-24
tracking profile view, 8-38 terrain annunciators, 5--25
localizer mode, 8-19 ground maintenance test display,
capture, 8-22 5-29
capture display, 8-23 holding pattern, 5-15
intercept, 8-20 map mode, 5-7
intercept display, 8-21 displays and annunciators,
tracking display, 8-24, 8-26 5-7
maximum speed submode, 8-52 flight plan data, 5-10
pitch attitude hold mode, 8-47 plan mode, 5-12
preview and transition, 8-31 flight plan data, 5-13
track select mode, 8-4 NAV plan format, 5-12
vertical navigation mode, 8-60 reversionary modes, 5-29
vertical speed hold mode, 8-48 system controls, 5-1
VOR approach mode, 8-13 TCAS plan mode traffic display
VOR mode, 8-5 (optional), 5-18
VOR push direct function, 8-14 weather radar modes, 5-20
Multifunction display (MFD) system, detection mode, 5-23
2-8, 4-62, 5-1 lightning sensor, 5-22
changing a waypoint, 5-16 weather only, 5-21
checklist display, 5-27 with map, 5-20
abnormal, 5-28
emergency, 5-28
normal, 5-27 N
controller functions, 5-1
APT button, 5-3 NAV source selections, 4-66
DAT button, 5-3
designator control, 5-5
DIM knob, 5-4 P
EMER button, 5-4
ENT button, 5-4 Pilot write--up, 9-11
INC/DEC RNG switch, 5-3 preliminary considerations, 9-11
joystick, 5-5 squawk sheets, 9-11
MAP/PLAN button, 5-1 PRIMUSR 870 Weather Radar
NORM button, 5-4 System, 2-6, B--1
PAG button, 5-4 controller operation, B--5
RCL button, 5-4 forced standby, B--12
reversionary rotary switch, GAIN rotary control and
5-3 push/pull switch, B--13

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SPZ-- 8000 Digital Integrated Flight Control System

Index (cont)
controller operation (cont) Publication ordering information,
GCR button, B--6 10-4
LSS rotary switch, B--9
RADAR rotary switch, B--9 R
RANGE buttons, B--5
SECT button, B--8 Radio altimeter system, 2-4
SLV annunciator, B--9 Reversion annunciators, 4-25
TGT button, B--7 ADC reversion, 4-26
TILT rotary control knob, B--8 flight director, 4-28
TRB button, B--6 IRS dual, 4-25
maximum permissible exposure IRS triple, 4-26
level (MPEL), B--17 symbol generator, 4-27
system configuration, B--3 Reversionary modes, 5-29
tilt management, B--16 Reversionary select switches, 4-6
typical operation, B--14
power--up, B--14 S
precautions, B--14
preliminary control settings, Setup for approach, 4-23
B--14 Squawk sheets, 9-11
Procedures Symbol generator, 4-27
altitude hold mode, 8-53 reversionary source
altitude preselect mode, 8-56 annunciators, 4-27
Category 2 automatic coupled System controls, 4-1
approach, 8-44 System description, 2-1
Category 2 pre--approach test, air data system, 2-3
8-46 enhanced ground--proximity
designating a new waypoint, 5-16 warning system (EGPWS)
dual couple approach mode, 8-39 (optional), 2-10
EFIS self--test, 4-7 flight guidance system, 2-5
engaging the vertical speed hold flight management system
mode, 4-48 (FMS), 2-9
flight level change climb, 8-51 LASEREFR III Inertial Reference
FMS Steering, 8-17 System, 2-3
ground maintenance test, 9-9 lightning sensor system, 2-7
ILS approach mode, 8-33 multifunction display (MFD)
localizer NAV mode, 8-19 system, 2-8
pilot activated LSS self--test, C--11 other switches controls and
power--on alignment, A--6 annunciators, 2-11
power--up, B--14 PRIMUSR 870 Weather Radar
preview and transition, 8-31 System, 2-6
preview display setup, 4-51 radio altimeter system, 2-4
VOR approach mode, 8-13 traffic alert and collision
VOR (NAV) mode, 8-5 avoidance system (TCAS)
VOR push to direct function, 8-14 (optional), 2-10

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 SPZ-- 8000 Digital Integrated Flight Control System

Index (cont)
System limits, 7-1 W
glossary of terms, 7-1
system performance and Weather radar displays, EHSI, 4-59
operating limit, 7-8 lightning detection, 4-60
mode annunciator (WR and
T NAV/WR formats only), 4-61
range ring and annunciator (WX,
Takeoff using go--around mode,
map, and map/WX formats
4-20
only), 4-59
Technical support, 9-1
target alert annunciator (all
Tilt management, B--16
formats), 4-59
Traffic alert and collision avoidance
WX return display (WX and
system (TCAS) (optional), 2-10
map/WX formats only), 4-60
arc mode with TCAS traffic
Weather radar modes, 5-20
display (optional), 4-53
detection mode, 5-23
altitude display submodes,
lightning sensor MFD, 5-22
4-53
weather only, 5-21
display select switch, 4-7
with map, 5-20
no bearing data, 4-54
Weather radar system, B--1
range ring, 4-54
controller operation, B--5
traffic symbols, 4-53
forced standby, B--12
EHSI TCAS failure, 4-70
GAIN rotary control and
failure warning annunciators,
push/pull switch, B--13
resolution advisory flags, 4-39
GCR button, B--6
MFD plan mode traffic display,
LSS rotary switch, B--9
5-18
RADAR rotary switch, B--9
Troubleshooting, 9-1, 9-2
RANGE buttons, B--5
combined vertical and lateral
SECT button, B--8
mode problems, 9-8
SLV annunciator, B--9
commonly used terms, 9-15
TGT button, B--7
digital avionics, 9-2
TILT rotary control knob, B--8
flight fault summary, 9-9
TRB button, B--6
lateral mode problems, 9-3
maximum permissible exposure
pilot write--up, 9-11
level (MPEL), B--17
preliminary considerations,
system configuration, B--3
9-11
tilt management, B--16
squawk sheets, 9-11
typical operation, B--14
technical support, 9-1
power--up, B--14
typical problems, 9-3
precautions, B--14
vertical mode problems, 9-6
preliminary control settings,
B--14
V
Vertical mode problems, 9-6

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