pm:primus 1000 integrated avionics system:a28-1146...

HighlightsPage 1 of 2

January 2003

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

TO: HOLDERS OF THE PRIMUS� 1000 INTEGRATEDAVIONICS SYSTEM FOR THE CITATION ENCORE PILOT’SMANUAL, HONEYWELL PUB. NO. A28–1146–134

REVISION NO. 1 DATED JANUARY 2003

HIGHLIGHTS

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

Page No. Description of Change

Title Pages Revised to reflect Revision 1.

RR–1/RR–2 Revised to reflect Revision 1.

LEP–1 thruLEP–4

Revised to reflect Revision 1.

TC–1 Deleted titles from Section 1. No revision barsadded.

1–3 thru 1–4 Added four rows, IC–600 to Table 1 and causingtable to shift.

1–7 thru 1–10 Added new Product Support Section. No revisionbars added.

3–83 Revised Figure 3–42.


HighlightsPage 2 of 2

January 2003

Page No. Description of Change













Index–1 thruIndex12

Revised to reflect Revision 1. No revision barsadded.

Printed in U.S.A. Pub. No. A28–1146–134–01 April 2000January 2003

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

PRIMUS� 1000 IntegratedAvionics System

for theCitation Encore

Pilot’s Manual

ASSOCIATEMEMBER

Member of GAMA

General AviationManufacturer’s Association

E

PRIMUS is a U.S. registered trademark of Honeywell.

Copyright � 2003 Honeywell International Inc. All rights reserved.

PROPRIETARY NOTICE

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

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

This document is being furnished in confidence by Honeywell. Theinformation disclosed herein falls within exemption (b) (4) of 5 USC 552and the prohibitions of 18 USC 1905.

All rights reserved. No part of this book, CD, or PDF may be reproducedor transmitted in any form or by any means, electronic or mechanical,including photocopying, recording, or by any information storage andretrieval system, without the written permission of HoneywellInternational, except where a contractual arrangement exists betweenthe customer and Honeywell.

S2003

PRIMUS� 1000 Integrated Avionics System

Record of RevisionsA28–1146–134REV 1 Jan/03 RR–1/(RR–2 blank)

Record of Revisions

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

RevisionNumber

RevisionDate

InsertionDate By

1 Jan 2003 Jan 2003 H


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A28–1146–134REV 1 Jan/03

Table of ContentsTC–1

Table of Contents

Section Page

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

The PRIMUS� 1000 Integrated Avionics System 1-1. Honeywell Product Support 1-7. . . . . . . . . . . . . . . . . . . . Publication Ordering Information 1-10. . . . . . . . . . . . . . .

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

General 2-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic Flight Instrument System (EFIS) 2-4. . . . . . Flight Guidance System (FGS) 2-5. . . . . . . . . . . . . . . . . Air Data System (ADS) 2-7. . . . . . . . . . . . . . . . . . . . . . . PRIMUS� 660/880 Weather Radar System 2-7. . . . . . Gyroscope System 2-8. . . . . . . . . . . . . . . . . . . . . . . . . . . PRIMUS� II Integrated Radio System 2-9. . . . . . . . . . . Traffic Alert and Collision Avoidance System

(TCAS) (Optional) 2-9. . . . . . . . . . . . . . . . . . . . . . . . . . Enhanced Ground Proximity Warning System

(EGPWS) (Optional) 2-9. . . . . . . . . . . . . . . . . . . . . . . . Other Switches and Controls 2-10. . . . . . . . . . . . . . . . . . .

3. ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

General 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Controllers 3-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Primary Flight Display (PFD) Bezel Controller 3-5. . . Multifunction Display (MFD) Bezel Controller 3-6. . Display Controller (DC) 3-14. . . . . . . . . . . . . . . . . . . . . Remote Instrument Controller 3-19. . . . . . . . . . . . . . . Multifunction Display (MFD) Controller 3-20. . . . . . . EFIS Reversion Controller 3-25. . . . . . . . . . . . . . . . . .

Primary Flight Display (PFD) 3-27. . . . . . . . . . . . . . . . . . . Attitude Director Indicator (ADI) Displays and

Annunciators 3-28. . . . . . . . . . . . . . . . . . . . . . . . . . . . Horizontal Situation Indicator (HSI) Displays

and Annunciators 3-40. . . . . . . . . . . . . . . . . . . . . . . . Airspeed Display 3-54. . . . . . . . . . . . . . . . . . . . . . . . . . Altimeter Display 3-58. . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Speed (VS) Display 3-63. . . . . . . . . . . . . . . . . Traffic Alert and Collision Avoidance System

(TCAS) (Optional) 3-64. . . . . . . . . . . . . . . . . . . . . . . .


A28–1146–134REV 1 Jan/03


Table of Contents (cont)

Section Page

3. ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (CONT) 3-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Enhanced Ground Proximity Warning System (EGPWS) (Optional) 3-66. . . . . . . . . . . . . . . . . . . . .

Typical PFD Presentations 3-67. . . . . . . . . . . . . . . . . . PFD Caution and Failure Displays 3-76. . . . . . . . . . .

Multifunction Display (MFD) 3-81. . . . . . . . . . . . . . . . . . . MFD Common Symbols and Annunciators 3-82. . . . Map View 3-87. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Map View With Weather Display 3-90. . . . . . . . . . . . . Plan View 3-92. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checklist Display 3-94. . . . . . . . . . . . . . . . . . . . . . . . . . Traffic Alert and Collision Avoidance System

(TCAS) Display (Optional) 3-96. . . . . . . . . . . . . . . . . Enhanced Ground Proximity Warning System

(EGPWS) Display (Optional) 3-102. . . . . . . . . . . . . . MFD Failure and Warning Displays 3-107. . . . . . . . . .

Display System Reversionary Modes 3-111. . . . . . . . . . . EFIS Reversionary Modes 3-111. . . . . . . . . . . . . . . . . . Display Controller (DC) Failures 3-111. . . . . . . . . . . . .

Display Color Coding Convention 3-112. . . . . . . . . . . . . . .

4. FLIGHT GUIDANCE SYSTEM (FGS) 4-1. . . . . . . . . . .

General 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mode Selector 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autopilot Controller 4-3. . . . . . . . . . . . . . . . . . . . . . . . . . . Remote Switches and Annunciators 4-5. . . . . . . . . . . .

Switches 4-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Annunciators 4-5. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Autopilot Preflight Test 4-6. . . . . . . . . . . . . . . . . . . . . . . .

5. SYSTEM LIMITS 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . .

Attitude Director Indicator (ADI) Command Cue 5-1. . Glideslope Capture 5-1. . . . . . . . . . . . . . . . . . . . . . . . . . . Glideslope Gain Programming 5-1. . . . . . . . . . . . . . . . . Lateral Beam Sensor (LBS) 5-2. . . . . . . . . . . . . . . . . . . . Localizer Capture 5-2. . . . . . . . . . . . . . . . . . . . . . . . . . . . Localizer Gain Programming (LOC II) 5-2. . . . . . . . . . . Navigation On Course (NOC) 5-3. . . . . . . . . . . . . . . . . . True Airspeed (TAS) Gain Programming 5-3. . . . . . . . . Vertical Beam Sensor (VBS) 5-3. . . . . . . . . . . . . . . . . . .


A28–1146–134REV 1 Jan/03



Section Page

5. SYSTEM LIMITS (CONT)

VOR Capture 5-4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR Over Station Sensor (OSS) 5-4. . . . . . . . . . . . . . . VOR After Over Station Sensor (AOSS) 5-4. . . . . . . . . System Performance and Operating Limits 5-5. . . . . .

6. MODES OF OPERATION 6-1. . . . . . . . . . . . . . . . . . . . .

Lateral Modes 6-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heading Hold Mode 6-1. . . . . . . . . . . . . . . . . . . . . . . . Roll Hold Mode 6-2. . . . . . . . . . . . . . . . . . . . . . . . . . . Heading Select Mode 6-3. . . . . . . . . . . . . . . . . . . . . . VOR Navigation (NAV) Mode 6-4. . . . . . . . . . . . . . . Zone of Confusion 6-10. . . . . . . . . . . . . . . . . . . . . . . . . Long Range Navigation (LRN) Mode 6-11. . . . . . . . . VOR Approach (VAPP) Mode 6-14. . . . . . . . . . . . . . . Localizer (NAV) Mode 6-15. . . . . . . . . . . . . . . . . . . . . . Back Course (BC) Mode 6-22. . . . . . . . . . . . . . . . . . .

Vertical Modes 6-26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pitch Hold Mode 6-26. . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Speed (VS) Hold Mode 6-28. . . . . . . . . . . . . Flight Level Change (FLC) Mode 6-30. . . . . . . . . . . . Altitude Preselect Mode (ASEL) 6-33. . . . . . . . . . . . . Altitude Hold Mode 6-38. . . . . . . . . . . . . . . . . . . . . . . . Vertical Navigation Mode (VNAV) 6-40. . . . . . . . . . . . VNAV Direct 6-42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Instrument Landing System (ILS) Approach Mode 6-48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Overspeed Protection 6-54. . . . . . . . . . . . . . . . . . . . . . . . . Overspeed Protection in FLC 6-54. . . . . . . . . . . . . . . . . . Go–Around Mode (GA), Wings Level 6-55. . . . . . . . . . .

7. TROUBLESHOOTING 7-1. . . . . . . . . . . . . . . . . . . . . . .

Technical Support 7-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting Digital Avionics 7-1. . . . . . . . . . . . . . . . Accessing Maintenance Test Mode Data 7-2. . . . . . . .

How to Access the Hardware/Software I.D. Pages 7-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

How to Access Event Codes (EC) 7-6. . . . . . . . . . . Event Codes Page Description 7-8. . . . . . . . . . . . . . Event Codes Listing 7-10. . . . . . . . . . . . . . . . . . . . . . . Common Event Codes and Possible Causes 7-11. .


A28–1146–134REV 1 Jan/03



Section Page

7. TROUBLESHOOTING (CONT)

Typical Problems 7-15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Mode Problems 7-15. . . . . . . . . . . . . . . . . . . . Vertical Mode Problems 7-18. . . . . . . . . . . . . . . . . . . . Combined Vertical and Lateral Mode

Problems 7-20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Maintenance Test 7-21. . . . . . . . . . . . . . . . . . . . . Checklist Uploading Procedure 7-25. . . . . . . . . . . . . . . . . Checklist Loading Troubleshooting 7-28. . . . . . . . . . . . . .

Error Code 5000 7-29. . . . . . . . . . . . . . . . . . . . . . . . . . Error Code 5005 7-29. . . . . . . . . . . . . . . . . . . . . . . . . . AP Fail Indication 7-29. . . . . . . . . . . . . . . . . . . . . . . . . .

Operational Notices 7-29. . . . . . . . . . . . . . . . . . . . . . . . . . Overpowering Control Surfaces With Autopilot

and/or Yaw Damper Engaged 7-29. . . . . . . . . . . . . . AP Disconnect Switch Function to Reset a

Failure 7-30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autopilot/Yaw Damper Disconnects With

No Event Codes Logged 7-30. . . . . . . . . . . . . . . . . . Pilot Write–up 7-31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Report Forms 7-31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preliminary Considerations 7-31. . . . . . . . . . . . . . . . . Writing the Report 7-32. . . . . . . . . . . . . . . . . . . . . . . . . Commonly Used Terms 7-32. . . . . . . . . . . . . . . . . . . .

8. ACRONYMS AND ABBREVIATIONS 8-1. . . . . . . . . .

APPENDIX

A. PRIMUS� 660 WEATHER RADAR SYSTEM A–1. . . .

Introduction A–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description A–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather Radar Controller A–2. . . . . . . . . . . . . . . . . . . . .

Controls and Indicators A–2. . . . . . . . . . . . . . . . . . . . . Normal Operation A–9. . . . . . . . . . . . . . . . . . . . . . . . .

Maximum Permissible Exposure Level (MPEL) A–13. . .

INDEX Index–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


A28–1146–134REV 1 Jan/03



List of Illustrations

Figure Page

1–1 Cockpit Layout for the Encore 1-5. . . . . . . . . . . . . . . . . .

2–1 System Block Diagram 2-11. . . . . . . . . . . . . . . . . . . . . . . .

3–1 Cockpit Layout of the EFIS 3-3. . . . . . . . . . . . . . . . . . . . 3–2 PFD Bezel Controller 3-5. . . . . . . . . . . . . . . . . . . . . . . . . 3–3 MFD Bezel Controller 3-6. . . . . . . . . . . . . . . . . . . . . . . . . 3–4 Menu Structure Summary 3-7. . . . . . . . . . . . . . . . . . . . . 3–5 Main Menu 3-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–6 VNAV Submenu 3-8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–7 FMS VNAV Submenu 3-9. . . . . . . . . . . . . . . . . . . . . . . . . 3–8 VOR SNGP VNAV Submenu 3-9. . . . . . . . . . . . . . . . . . 3–9 FMS SNGP VNAV Submenu 3-11. . . . . . . . . . . . . . . . . .

3–10 VSPEED Submenu 3-11. . . . . . . . . . . . . . . . . . . . . . . . . . . 3–11 T/O SPEEDS Submenu 3-12. . . . . . . . . . . . . . . . . . . . . . . 3–12 LNDG SPEEDS Submenu 3-13. . . . . . . . . . . . . . . . . . . . . 3–13 Inoperative Menu 3-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–14 Display Controller 3-14. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–15 Remote Instrument Controller 3-19. . . . . . . . . . . . . . . . . . 3–16 Multifunction Display Controller 3-20. . . . . . . . . . . . . . . . . 3–17 Checklist Index Display 3-23. . . . . . . . . . . . . . . . . . . . . . . 3–18 External Reversion Select Switches 3-25. . . . . . . . . . . . 3–19 PFD Functional Divisions 3-27. . . . . . . . . . . . . . . . . . . . . . 3–20 Attitude Director Indicator Displays and

Annunciators 3-29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–21 Pitch Scale Markings 3-31. . . . . . . . . . . . . . . . . . . . . . . . . 3–22 PFD With Excessive Deviation Monitor 3-33. . . . . . . . . . 3–23 Comparison Monitor Annunciators 3-39. . . . . . . . . . . . . . 3–24 HSI Full Compass Display on PFD 3-40. . . . . . . . . . . . . 3–25 HSI Arc Display 3-49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–26 Airspeed Display 3-54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–27 Altimeter Display 3-58. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–28 Altitude Select 3-60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–29 Vertical Speed Display 3-63. . . . . . . . . . . . . . . . . . . . . . . . 3–30 TCAS Resolution Advisory Display 3-64. . . . . . . . . . . . . 3–31 EGPWS Mode and Failure Annunciators 3-66. . . . . . . . 3–32 Takeoff Using Go–Around Mode 3-67. . . . . . . . . . . . . . . . 3–33 Climb to Initial Altitude 3-68. . . . . . . . . . . . . . . . . . . . . . . . 3–34 Enroute Cruise 3-69. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–35 Setup for Approach 3-70. . . . . . . . . . . . . . . . . . . . . . . . . . .


A28–1146–134REV 1 Jan/03



List of Illustrations (cont)

Figure Page

3–36 Approach Capture Tracking at Minimums 3-71. . . . . . . . 3–37 Comparison Monitor Annunciators 3-72. . . . . . . . . . . . . . 3–38 Excessive Attitude Display 3-74. . . . . . . . . . . . . . . . . . . . . 3–39 PFD Failure Indications 3-78. . . . . . . . . . . . . . . . . . . . . . . 3–40 PFD Test Mode 3-80. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–41 MFD Map Display Common Symbols 3-82. . . . . . . . . . . 3–42 MFD Display Symbols 3-83. . . . . . . . . . . . . . . . . . . . . . . . 3–43 MFD Map Display 3-87. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–44 Typical Map View Presentation 3-89. . . . . . . . . . . . . . . . . 3–45 Map View With Weather Display 3-90. . . . . . . . . . . . . . . . 3–46 Typical Map View With Weather 3-91. . . . . . . . . . . . . . . . 3–47 MFD Plan View 3-92. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–48 Typical Plan View With Navaids and Flight Plan 3-93. . 3–49 Typical Checklist Display 3-94. . . . . . . . . . . . . . . . . . . . . . 3–50 Typical TCAS Display Annunciators 3-97. . . . . . . . . . . . . 3–51 Typical TCAS Display 3-101. . . . . . . . . . . . . . . . . . . . . . . . . 3–52 EGPWS Shown From 6000 Feet Over

KSEA Airport 3-104. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–53 EGPWS TEST Display 3-105. . . . . . . . . . . . . . . . . . . . . . . . 3–54 EGPWS Pop–Up Display 3-106. . . . . . . . . . . . . . . . . . . . . . 3–55 MFD Failure and Warning Annunciators 3-107. . . . . . . . . 3–56 MFD Failure and Warning Displays 3-110. . . . . . . . . . . . .

4–1 Mode Selector 4-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–2 Autopilot Controller 4-3. . . . . . . . . . . . . . . . . . . . . . . . . . .

6–1 Heading Hold Mode Display 6-1. . . . . . . . . . . . . . . . . . . 6–2 Roll Hold Mode Display 6-2. . . . . . . . . . . . . . . . . . . . . . . 6–3 VOR NAV Mode Radial Intercept 6-4. . . . . . . . . . . . . . . 6–4 VOR NAV Mode Intercept Display 6-5. . . . . . . . . . . . . . 6–5 VOR NAV Mode Capture 6-6. . . . . . . . . . . . . . . . . . . . . . 6–6 VOR NAV Mode Capture Display 6-7. . . . . . . . . . . . . . . 6–7 VOR NAV Mode Track 6-8. . . . . . . . . . . . . . . . . . . . . . . . 6–8 VOR NAV Mode Tracking Display 6-9. . . . . . . . . . . . . . 6–9 VOR NAV Mode – Tracking Over Station 6-10. . . . . . . .

6–10 FMS Mode Capture and Tracking 6-12. . . . . . . . . . . . . . . 6–11 FMS NAV Mode (Typical) Display 6-13. . . . . . . . . . . . . . 6–12 Localizer (NAV) Mode Intercept 6-16. . . . . . . . . . . . . . . . 6–13 Localizer (NAV) Mode Arm Display 6-17. . . . . . . . . . . . . 6–14 Localizer (NAV) Mode Capture 6-18. . . . . . . . . . . . . . . . . 6–15 Localizer (NAV) Mode Capture Display 6-19. . . . . . . . . .


A28–1146–134REV 1 Jan/03




Figure Page

6–16 Localizer (NAV) Mode Tracking 6-20. . . . . . . . . . . . . . . . 6–17 Localizer (NAV) Mode Tracking Display 6-21. . . . . . . . . 6–18 Back Course Mode Intercept 6-22. . . . . . . . . . . . . . . . . . . 6–19 Back Course Intercept Display 6-23. . . . . . . . . . . . . . . . . 6–20 Back Course Capture Display 6-24. . . . . . . . . . . . . . . . . . 6–21 Back Course Tracking Display 6-25. . . . . . . . . . . . . . . . . 6–22 Vertical Speed Hold Mode Display 6-29. . . . . . . . . . . . . . 6–23 Flight Level Change Mode Display 6-31. . . . . . . . . . . . . . 6–24 ASEL Profile View 6-33. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–25 ASEL at the Start of Descent 6-34. . . . . . . . . . . . . . . . . . 6–26 ASEL Armed for Capture Display 6-35. . . . . . . . . . . . . . . 6–27 ASEL Capture Point Display 6-36. . . . . . . . . . . . . . . . . . . 6–28 Aircraft Level at Preselected Altitude Display 6-37. . . . . 6–29 ALT HOLD Mode Display 6-38. . . . . . . . . . . . . . . . . . . . . . 6–30 VNAV Direct, Profile View 6-42. . . . . . . . . . . . . . . . . . . . . 6–31 MFD VANG Display 6-43. . . . . . . . . . . . . . . . . . . . . . . . . . 6–32 MFD VANG Capture Display 6-44. . . . . . . . . . . . . . . . . . . 6–33 VNAV Preselect, Profile View 6-45. . . . . . . . . . . . . . . . . . 6–34 MFD VANG Set 6-46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–35 ILS Localizer Intercept 6-48. . . . . . . . . . . . . . . . . . . . . . . . 6–36 ILS Approach (Armed) Display 6-49. . . . . . . . . . . . . . . . . 6–37 ILS Approach Mode – Localizer Intercept Display 6-50. . 6–38 ILS Mode Tracking, Profile View 6-51. . . . . . . . . . . . . . . . 6–39 ILS Mode Tracking Display 6-52. . . . . . . . . . . . . . . . . . . . 6–40 ILS Mode Track, Profile View 6-53. . . . . . . . . . . . . . . . . . 6–41 Go–Around Mode Display (Wings Level) 6-55. . . . . . . .

7–1 Display Controller 7-3. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–2 Hardware ID Page 1 7-4. . . . . . . . . . . . . . . . . . . . . . . . . . 7–3 Hardware ID Page 2 7-5. . . . . . . . . . . . . . . . . . . . . . . . . . 7–4 Display Controller Buttons 7-6. . . . . . . . . . . . . . . . . . . . . 7–5 Sample Event Codes Page on PFD 7-7. . . . . . . . . . . . . 7–6 Event Codes Page 7-8. . . . . . . . . . . . . . . . . . . . . . . . . . . 7–7 Lateral Mode Conditions and Problems 7-16. . . . . . . . . . 7–8 Vertical Mode Conditions and Problems 7-18. . . . . . . . . 7–9 Ground Maintenance Test Displays on PFD 7-23. . . . . .

7–10 Typical Checklist Display 7-27. . . . . . . . . . . . . . . . . . . . . . 7–11 Pilot Check and Squawk Sheet 7-33. . . . . . . . . . . . . . . . . 7–12 Event Code Report Form 7-35. . . . . . . . . . . . . . . . . . . . . . 7–13 Continued Event Code Report Form 7-37. . . . . . . . . . . .


A28–1146–134REV 1 Jan/03




Figure Page

A–1 Weather Radar Controller A–2. . . . . . . . . . . . . . . . . . . . . A–2 PFD Display Weather Radar Test Pattern A–10. . . . . . . . A–3 MFD Display Weather Radar Test Pattern A–11. . . . . . . A–4 Radar Beam Illumination High Altitude –

12–Inch Radiator A–12. . . . . . . . . . . . . . . . . . . . . . . . . . . A–5 Radar Beam Illumination Low Altitude –

12–Inch Radiator A–12. . . . . . . . . . . . . . . . . . . . . . . . . . . A–6 MPEL Boundary A–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of Tables

Table Page

1–1 Equipment List 1-1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–2 Support Software Equipment 1-4. . . . . . . . . . . . . . . . .

2–1 PRIMUS� 1000 Integrated Avionics System 2-3. . . .

3–1 Navigation Bearing Pointers 3-16. . . . . . . . . . . . . . . . . . 3–2 Flight Director Reset Modes 3-18. . . . . . . . . . . . . . . . . . 3–3 Attitude Reversion Switch Functions 3-25. . . . . . . . . . . 3–4 Heading Reversion Switch Functions 3-26. . . . . . . . . . 3–5 Air Data Computers Reversion Switch

Functions 3-26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–6 Autopilot Annunciators 3-28. . . . . . . . . . . . . . . . . . . . . . . 3–7 Single Cue and Crosspointer Command Bars 3-35. . . . 3–8 Drift Angle Bug Colors 3-41. . . . . . . . . . . . . . . . . . . . . . . 3–9 Distance Display Range 3-42. . . . . . . . . . . . . . . . . . . . . .

3–10 Bearing Selector 3-43. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–11 VOR NAV Source Lateral Deviation Scaling 3-44. . . . . 3–12 FMS NAV Source Lateral Deviation With

GPS Valid 3-44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–13 FMS NAV Source Lateral Deviation With

GPS Invalid 3-44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–14 VOR TO/FROM Indicator 3-45. . . . . . . . . . . . . . . . . . . . 3–15 FMS Accuracy and Crosstrack Messages 3-46. . . . . . 3–16 FMS Annunciator Messages 3-47. . . . . . . . . . . . . . . . . . 3–17 Heading Source Annunciators 3-48. . . . . . . . . . . . . . . . 3–18 Weather Radar Return Color Code 3-50. . . . . . . . . . . . 3–19 Selectable Radar Ranges 3-51. . . . . . . . . . . . . . . . . . . .


A28–1146–134REV 1 Jan/03



List of Tables (cont)

Table Page

3–20 Weather Warning Annunciators 3-52. . . . . . . . . . . . . . . 3–21 Weather Mode Annunciators 3-53. . . . . . . . . . . . . . . . . . 3–22 VSPEED Bug Identification 3-55. . . . . . . . . . . . . . . . . . . . . 3–23 Low Speed Awareness Bar Color 3-56. . . . . . . . . . . . . . 3–24 TCAS Status Messages 3-65. . . . . . . . . . . . . . . . . . . . . . 3–25 TCAS Messages 3-76. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–26 Weather Radar Mode Annunciators on MFD 3-84. . . . 3–27 MFD TCAS Annunciators 3-99. . . . . . . . . . . . . . . . . . . . 3–28 Display Symbols 3-100. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3–29 EGPWS Message Annunciators 3-102. . . . . . . . . . . . . . 3–30 EGPWS Terrain Display vs Aircraft Altitude 3-103. . . . . 3–31 Wraparound Failure Warnings 3-108. . . . . . . . . . . . . . . . 3–32 IC Overheat Warnings 3-109. . . . . . . . . . . . . . . . . . . . . . . 3–33 IC Fan Failure Warnings 3-109. . . . . . . . . . . . . . . . . . . . . 3–34 Course Pointer Color Convention 3-112. . . . . . . . . . . . . .

4–1 Autopilot Preflight Test Procedure 4-6. . . . . . . . . . . . . .

5–1 System Performance and Operating Limits 5-5. . . . . 5–2 Air Data Display Parameters and Ranges 5-9. . . . . .

6–1 VOR NAV Mode Engagement Procedure 6-4. . . . . . . 6–2 LRN Mode Engagement Procedure 6-11. . . . . . . . . . . . 6–3 FMS Navigation Mode Procedure 6-12. . . . . . . . . . . . . 6–4 VAPP Mode Engagement Procedure 6-14. . . . . . . . . . 6–5 Localizer Mode Engagement Procedure 6-15. . . . . . . . 6–6 Back Course Mode Procedure 6-22. . . . . . . . . . . . . . . . 6–7 Flight Level Change Mode Engagement

Procedure 6-32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–8 ASEL Mode Operation Procedure 6-34. . . . . . . . . . . . . 6–9 Altitude Hold Mode Procedure 6-38. . . . . . . . . . . . . . . .

6–10 VNAV Mode Data Entry Procedure 6-40. . . . . . . . . . . . 6–11 VNAV Direct Engagement Procedure 6-43. . . . . . . . . . 6–12 VNAV Preselect Engagement Procedure 6-46. . . . . . . 6–13 ILS Approach Mode Procedure 6-49. . . . . . . . . . . . . . .

7–1 Digital and Analog System Differences 7-1. . . . . . . . . 7–2 Maintenance Test and Hardware/Software

Identification Page Access Procedure 7-4. . . . . . . . . 7–3 Event Code Retrieval Procedure 7-7. . . . . . . . . . . . . . 7–4 Event Codes Page Description 7-9. . . . . . . . . . . . . . . .


A28–1146–134REV 1 Jan/03



List of Tables (cont)

Table Page

7–5 Common Event Codes 7-11. . . . . . . . . . . . . . . . . . . . . . . 7–6 EC 0221 Troubleshooting Procedure 7-14. . . . . . . . . . . 7–7 EC 0222 Troubleshooting Procedure 7-14. . . . . . . . . . . 7–8 EC 0223 Troubleshooting Procedure 7-14. . . . . . . . . . . 7–9 EC 0225 Troubleshooting Procedure 7-15. . . . . . . . . . .

7–10 Lateral Mode Problems 7-15. . . . . . . . . . . . . . . . . . . . . . 7–11 Vertical Mode Problems 7-18. . . . . . . . . . . . . . . . . . . . . . 7–12 Problems Common to Both Vertical and

Lateral Modes 7-20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–13 Ground Maintenance Test Procedure 7-21. . . . . . . . . . 7–14 Checklist Upload Procedure 7-25. . . . . . . . . . . . . . . . . . 7–15 Checklist Loading Troubleshooting Procedure 7-28. . . 7–16 Definition of Terms 7-32. . . . . . . . . . . . . . . . . . . . . . . . . .

A–1 Target Alert Characteristics A–4. . . . . . . . . . . . . . . . . . . A–2 Rainfall Rate Color Scheme A–6. . . . . . . . . . . . . . . . . . A–3 Power–up Control Settings A–9. . . . . . . . . . . . . . . . . . . A–4 PRIMUS� 660 Weather Radar System

Precautions A–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


A28–1146–134REV 1 Jan/03 1-1

Introduction

1. Introduction

THE PRIMUS� 1000 INTEGRATED AVIONICS SYSTEM

This document describes the components, operating procedures, andtypical flight applications for the PRIMUS� 1000 Integrated AvionicsSystem in the Cessna Citation Encore (Model 560, SN 0539 andabove). Figure 1–1 shows a layout of the Encore cockpit.

Subsystems described in this manual include:

� PRIMUS� 1000 Integrated Avionics System’s flight control system

� Electronic flight instrument system (EFIS)

� Air data system (ADS)

� PRIMUS� 660 Digital Weather Radar System.

The PRIMUS� 880 Weather Radar System (optional) and thePRIMUS� II Integrated Radio System are described in separatemanuals.

Traffic alert and collision avoidance system (TCAS) and enhancedground proximity warning system (EGPWS) are optional subsystemsthat interface with the PRIMUS� 1000 Integrated Avionics System.

Table 1–1 lists the cockpit–mounted and remote–mounted equipmentdescribed in this manual.

Model Unit Qty Part No.

Cockpit Mounted

DU–870 Display Unit (DU) 3 7014300–901

BL–870 Primary Flight Display (PFD)Bezel Controller

2 7014331–931

BL–871 Multifunction Display (MFD)Bezel Controller

1 7014332–841

Equipment ListTable 1–1 (cont)


A28–1146–134REV 1 Jan/03

Introduction1-2

Model Part No.QtyUnit

DC–550 Display Controller (DC) 2 7016986–723

MC–800 Multifunction Display (MFD)Controller

1 7007062–939

RI–553 Remote Instrument Controller 1 7016954–907

WC–660 Weather Radar Controller 1 7008471–667

PC–400 Autopilot Controller 1 7003897–923

MS–560 Mode Selector 1 7018341–803ÁÁÁÁÁÁÁÁÁÁ

AV–850AÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Audio Control UnitÁÁÁÁÁÁ

2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

7511001–913ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

RM–850ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Radio Management Unit(RMU) (8.33 kHz)

ÁÁÁÁÁÁÁÁÁ

2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

7012100–821

ÁÁÁÁÁÁÁÁÁÁCD–850

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁClearance Delivery Head

ÁÁÁÁÁÁ1

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ7513000–835ÁÁÁÁÁ

ÁÁÁÁÁÁÁÁÁÁ

DI–851ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Distance MeasuringEquipment (DME) Indicator

ÁÁÁÁÁÁÁÁÁ


7513006–911

Optional

MC–800 MFD Controller with TCAS 1 7007062–941

DC–550 Display Controller withoutSingle Cue/Crosspointer(SC/CP) button

1 7016986–621

WC–880 Weather Radar Controller 1 7008471–407

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

WU–880 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Weather Receiver/Transmitter/Antenna (RTA)

ÁÁÁÁÁÁÁÁÁ


7021450–801


RM–850 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Radio Management Unit(RMU) w/TCAS (8.33 kHz)

ÁÁÁÁÁÁÁÁÁ


7012100–825



A28–1146–134REV 1 Jan/03 1-3

Introduction


ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Remote Mounted

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

IC–600(Pilot)

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Integrated Avionics Computer(Symbol Generator (SG)/Flight Director (FD)/Autopilot (AP)

ÁÁÁÁÁÁÁÁÁÁÁÁ

1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

7017000–80171


IC–600(Pilot)

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Integrated Avionics Computer(SG/FD/AP/TCAS)

ÁÁÁÁÁÁÁÁÁ

1ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

7017000–80172


IC–600(Copilot)


Integrated Avionics Computer(SG/FD)

ÁÁÁÁÁÁÁÁÁ


7017000–81171


IC–600(Copilot)


Integrated Avionics Computer(SG/FD/TCAS)

ÁÁÁÁÁÁÁÁÁ

1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

7017000–81172


IC–600(Pilot)



ÁÁÁÁÁÁÁÁÁ


7017000–80173


IC–600(Copilot)


Integrated Avionics Computer(SG/FD)

ÁÁÁÁÁÁÁÁÁ


7017000–81173


IC–600(Pilot)


Integrated Avionics Computer(SG/FD/AP/TCAS)

ÁÁÁÁÁÁÁÁÁ


7017000–80174

ÁÁÁÁÁÁÁÁ

IC–600(Copilot)

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ


ÁÁÁÁÁÁ

1 ÁÁÁÁÁÁÁÁÁÁÁÁ

7017000–81174

SM–200A Rudder/Aileron Servo DriveAssembly

2 4006719–906


SM–200AÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Elevator Servo Drive AssyÁÁÁÁÁÁÁÁÁ


4006719–904

SB–201A Servo Bracket 3 4005842

FX–220 Flux Valve 2 2594484ÁÁÁÁÁÁÁÁÁÁÁÁ

WU–660ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Weather Receiver/Transmitter/Antenna

ÁÁÁÁÁÁÁÁÁ


7021450–601

ÁÁÁÁÁÁÁÁ

VG–14AÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Vertical Gyro ÁÁÁÁÁÁ

2 ÁÁÁÁÁÁÁÁÁÁÁÁ

7000622–901ÁÁÁÁÁÁÁÁCS–412

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁDual Flux Valve Compensator

ÁÁÁÁÁÁ1ÁÁÁÁÁÁÁÁÁÁÁÁ2593379–1ÁÁÁÁ

ÁÁÁÁÁÁÁÁ

C–14DÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Directional GyroÁÁÁÁÁÁÁÁÁ


4020577–3



A28–1146–134REV 1 Jan/03

Introduction1-4



AZ–850 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Micro Air Data Computer(MADC) with RVSM (ReducedVertical Separation Minimums)

ÁÁÁÁÁÁÁÁÁ


7014700–601

ÁÁÁÁÁÁÁÁÁÁRG–204

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁRate Gyro

ÁÁÁÁÁÁ1

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ7007453–903ÁÁÁÁÁ


AG–222ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

AccelerometerÁÁÁÁÁÁÁÁÁ


7000992


RNZ–850

RNZ–850BÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Integrated Navigation (NAV)Unit

ÁÁÁÁÁÁÁÁÁ

1


7510100–931

7510100–933


RCZ–833EÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Communications Unit withDiversity Transponder, 8.33kHz. (See Note 3, following)

ÁÁÁÁÁÁÁÁÁ


7510700–866

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

RCZ–833FÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Communications Unit withoutDiversity Transponder (SeeNote 3, following)


2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

7510700–867

Equipment ListTable 1–1

Table 1–2 lists support software equipment.

Model Unit Qty Part No.ÁÁÁÁÁÁÁÁÁÁ

ECP–800ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Programmable ChecklistÁÁÁÁÁÁÁÁ

1ÁÁÁÁÁÁÁÁÁÁÁÁ7021060–901

Support Software EquipmentTable 1–2

NOTES: 1. This manual describes all system capabilities. Theitems noted as optional are not necessarily included inthe standard offering.

2. The artwork shown in this manual is typical. Specificinstallations may vary.

3. Two communication units will be installed on theaircraft, but specific configuration will be at owner’sdiscretion. Possibilities include:

- Both with 8.33 kHz- Neither with 8.33 kHz- Pilot’s side only with 8.33 kHz- Copilot’s side only with 8.33 kHz.


A28–1146–134REV 1 Jan/03

Introduction1-5/(1-6 blank)

Cockpit Layout for the EncoreFigure 1–1


A28–1146–134REV 1 Jan/03 1-7

Introduction

HONEYWELL PRODUCT SUPPORT

The Honeywell SPEX� program for corporate operators provides anextensive exchange and rental service that complements a worldwidenetwork of support centers. An inventory of more than 9,000 sparecomponents assures that the Honeywell equipped aircraft will bereturned to service promptly and economically. This service is availableboth during and after warranty.

The aircraft owner/operator is required to ensure that units providedthrough this program have been approved in accordance with theirspecific maintenance requirements.

All articles are returned to Reconditioned Specifications limits whenthey are processed through a Honeywell repair facility. All articles areinspected by quality control personnel to verify proper workmanshipand conformity to Type Design and to certify that the article meets allcontrolling documentation. Reconditioned Specification criteria are onfile at Honeywell facilities and are available for review. All exchangeunits are updated with the latest performance reliability MODs on anattrition basis while in the repair cycle.

When contacting a Honeywell Dealer or Customer Support Center forservice under the SPEX� program, the following information regardingthe unit and the aircraft are required:

� Complete part number with dash number of faulty unit

� Complete serial number of faulty unit

� Aircraft type, serial number and registration number

� Aircraft owner

� Reported complaint with faulty unit

� Service requested (Exchange or Rental)

� Ship to address

� Purchase order number

� If faulty unit is IN WARRANTY:

— Type of warranty (NEW PRODUCT or Exchange)— Date warranty started

� If faulty unit is covered under a Maintenance Contract:

— Type of contract— Contract date— Plan ID number

� If faulty unit is NOT IN WARRANTY, provide billing address.


A28–1146–134REV 1 Jan/03

Introduction1-8

The Honeywell Support Centers listed below will assist with processingexchange/rental orders.

24–HOUR EXCHANGE/RENTAL SUPPORT CENTERS

U.S.A. – DALLAS800–872–7739972–402–4300

AUSTRALIA – TULLAMARINE61–3–9330–1411

ENGLAND – BASINGSTOKE44–1256–72–2200

GERMANY – AOA GAUTING0172–8207300 (in Germany)

49–172–8207300 (outside Germany)

FRANCE – TOULOUSE33–5–6171–9662

SINGAPORE65–542–1313

CUSTOMER SUPPORT CENTERS – NORTH AMERICA

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Dallas Support CenterHoneywell7825 Ridgepoint Dr.IRVING, TX 75063TEL: 972–402–4300FAX: 972–402–4399

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Miami Support CenterHoneywell7620 N.W. 25th StreetBldg. C Unit 6MIAMI, FL 33122TEL: 305–436–8722FAX: 305–436–8532

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Minneapolis Support CenterHoneywell8840 Evergreen BoulevardMINNEAPOLIS, MN 55433–6040TEL: 612–957–4051FAX: 612–957–4698


Ohio Support CenterHoneywell8370 Dow CircleSTRONGSVILLE, OH 44136TEL: 440–243–8877FAX: 440–243–1954


Central Support CenterHoneywell1830 Industrial AvenueWICHITA, KS 67216TEL: 316–522–8172FAX: 316–522–2693


Northwest Support CenterHoneywell4150 Lind Avenue SouthwestRENTON, WA 98055TEL: 425–251–9511TLX: 320033FAX: 425–243–1954


A28–1146–134REV 1 Jan/03 1-9

Introduction

CUSTOMER SUPPORT CENTERS – REST OF THE WORLDÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

United Kingdom Support CenterHoneywell Avionics Systems LtdEdison Road, Ringway NorthBASINGSTOKE, HANTS,RG21 6QDENGLANDTEL: 44–1256–72–2200FAX: 44–1256–72–2201AOG: 44–1256–72–2200TLX: 51–858067

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

France Support CenterHoneywell Aerospace1 Rue Marcel–Doret, B.P.1431701 BLAGNAC CEDEX,FRANCE (Toulouse)TEL: 33–5–6212–1500FAX: 33–5–6130–0258AOG: 33–5–6171–9662TLX: 521635F

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Singapore Support CenterHoneywell Aerospace Pte. Ltd.2 Loyang CrescentSINGAPORE 1750TEL: 65–542–1313FAX: 65–542–1212AOG: 65–542–1313TLX: RS 56969 HWLSSC

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Australia Support CenterHoneywell Ltd.Trade Park DriveTULLAMARINE, 3043, VICTORIAAUSTRALIA (Melbourne)TEL: 61–3–9330–1411FAX: 61–3–9330–3042AOG: 61–3–9330–1411TLX: 37586 HWLTUL


Germany Support CenterAOA Apparatebau Gauting GmbHAmmerseestrasse 45–49D82131 GautingGERMANYTEL: 49–89–89317–0FAX: 49–89–89317–183After Hours AOG Service:0172–8207300 (in Germany)49–172–8207300 (outside Germany)TLX: 0521702



A28–1146–134REV 1 Jan/03

Introduction1-10

PUBLICATION ORDERING INFORMATION

Please contact Honeywell if:

� The revision services card is missing and you would like to registerfor revision services.

� You need to submit a change of address for revision services.

� You need additional copies of this manual.

Send your name, address, and publication number to:

HoneywellAerospace Electronic SystemsCES–PhoenixP.O. Box 21111Phoenix, Arizona 85036–1111Attention: Publication Distribution, Dept. M/S 2H24A4

Telephone No.: (602) 436–6900FAX: (602) 822–7272E–MAIL: CAS–publications–distribution@cas.

honeywell.com


A28–1146–134REV 1 Jan/03 2-1

System Description

2. System Description

GENERAL

The PRIMUS� 1000 Integrated Avionics System is a fail–passiveautopilot/flight director and display system with horizontal and verticalflight guidance modes. These include all radio guidance modes, longrange navigation system tracking modes, and air data vertical modes.Either flight director can be coupled to the autopilot.

The integrated avionics computer (IAC) flight guidance function digitallyprocesses attitude, heading, navigation, and air data information tosatisfy the pilot’s requirements. The data is presented to each pilot onthe electronic flight instrument system (EFIS) displays.

The system displays the following:

� Heading

� Course

� Radio bearing

� Pitch and roll attitude

� Airspeed

� Altitude

� Vertical speed

� Selected altitude target with alert annunciator

� Barometric altimeter setting

� Radio altitude

� Course deviation

� Glideslope deviation

� To/From indicators

� Distance measuring equipment indicators.


A28–1146–134REV 1 Jan/03

System Description2-2

Annunciators on the PFD indicate the selected flight mode. Pitch androll steering commands, calculated by the IAC’s flight director inconjunction with the mode selector, are displayed as command barsthat direct the pilot to reach and/or maintain the required flight path.

The IAC is the focal point of information flow in this system. It convertsinput data and information to the pilot–selected formats, displayingthem on the PFD’s attitude director indicator (ADI) and horizontalsituation indicator (HSI). The IAC also generates information that isdisplayed on the MFD. It computes the flight director steeringinformation for display, as well as the autopilot function.

The two IACs are interconnected so that the flight guidance functionsand symbol generator functions share, compare, and communicateinformation.

When engaged and coupled to the flight director commands, theautopilot controls the aircraft using the same commands that aredisplayed on the ADI. When the autopilot is engaged and uncoupledfrom the flight director commands, manual pitch and roll commands canbe entered using the touch control steering (TCS) button or the autopilotPITCH wheel or TURN knob.

A multilevel test is built into the IAC. The self–test includes an automaticpower–up self–check, initiated testing, on–ground maintenance test,and fault storage. Refer to Section 7, Troubleshooting, for pilot–initiatedtest information.

Most equipment in this system is powered by 28Vdc. Exceptions are thevertical gyro (115Vac, 400 Hz), the flux valve, the rate gyro (26Vac,400 Hz), and the directional gyro (26Vac).


A28–1146–134REV 1 Jan/03 2-3

System Description

The avionics system block diagram is shown in Figure 2–1. Thesystems comprising the PRIMUS� 1000 Integrated Avionics Systemare described in Table 2–1 and in the paragraphs that follow.

Availability SystemÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

StandardÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

IC–600 Integrated Avionics Computer (IAC) thatincludes:

� Electronic Flight Instrument System (EFIS)

� Flight Guidance System (FGS)ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

StandardÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

AZ–850 Air Data System (ADS)


Standard ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

PRIMUS� 660 Weather Radar System


Standard ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Vertical Gyro (VG) and Directional Gyro (DG)ÁÁÁÁÁÁÁÁÁÁ

Optional ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Traffic Alert and Collision Avoidance System (TCAS)ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

OptionalÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Enhanced Ground Proximity Warning System(EGWPS)


OptionalÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Dual Flight Management System (FMS)ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

OptionalÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

PRIMUS� 880 Weather Radar System

PRIMUS� 1000 Integrated Avionics SystemTable 2–1


A28–1146–134REV 1 Jan/03


ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)

The EFIS includes the following units:

� Inside each IAC

— Symbol generator— Sensor interfaces

� PFD and MFD display units

� PFD bezel controller

� MFD bezel controller

� Display controller

� Remote instrument controller

� MFD controller.

The EFIS displays the following information:

� Pitch and roll attitude

� Heading

� Course orientation

� Flight path commands

� Weather information

� Checklists

� Mode and source annunciators

� Air data parameters

� Long range navigation map displays

� Optional TCAS information

� Optional EGPWS information.

The primary functions of the EFIS are:

� Display integration

� Flexibility

� Redundancy.


A28–1146–134REV 1 Jan/03 2-5

System Description

Essential display information from sensor systems, automatic flightcontrol, and navigation are integrated into the pilot’s prime viewing area.

Critical flight operation information is selected using the displaycontroller and MFD controller. These controllers are also used tooperate the checklist function. Navigation and aircraft performancedisplays are selected using the bezel controllers on the display units.

Each symbol generator can drive the three displays. In case of a DUfailure, the pilot’s PFD can be reverted to the MFD.

The symbol generator in the IAC functions as the data processor for thedisplay system. It receives digital and discrete inputs, organizes thedata into the correct formats as defined by the display controllersettings, and transmits the information to the DUs.

Except for an autopilot function in the No. 1 IAC, the IACs are identicaland directly interchangeable. When the display system is in its normal(no failure) configuration, IAC No. 1 drives the pilot displays, and IACNo. 2 drives the copilot displays. Wraparound signals are used forcritical parameters, such as pitch and roll data, indicated airspeed(IAS), barometric altitude, and baro set.

Reversionary switches substitute operational sensors for failed ones.

FLIGHT GUIDANCE SYSTEM (FGS)

The flight guidance system includes the following LRUs:

� The IAC, which includes:

— Flight director function— Autopilot function (No. 1 IAC only, pilot’s)— System monitors

� Mode selector

� Autopilot (AP) controller

� Servo motors (pitch/roll/yaw)

� Accelerometers

� Rate gyro.


A28–1146–134REV 1 Jan/03


The fail–passive IAC contains the flight director, yaw damper, andautopilot. The system is fail–passive, using comparator monitors on thepilot and copilot vertical gyros and servo command outputs. Thedirectional gyro and air data computer inputs assist in monitoring. Servocommand outputs from a computed servo model in all three axes arecompared to actual commands with input from the air data computer.If the difference between commands exceeds certain tolerances, theautopilot is disconnected from the servos. Normal flight guidancefunctions are based on the No. 1 VG and the No. 1 DG.

Monitor types are comparison, servo position, rate, and attitude.

The No. 2 IAC is the source of independent flight director functions forthe copilot.

The autopilot controller contains the autopilot engage, yaw damperengage, turn knob, pitch wheel, and low bank switch. Excessiveelevator trim is also annunciated. Either the No. 1 or No. 2 flight directorcan be selected and coupled to the autopilot.

Modes are annunciated on the mode selector and on the PFD. The flightdirector command bars on the PFD follow flight director commands todisplay visual guidance for the selected mode. The navigation sensorused for the chosen mode is selected on the display controller and isannunciated on the PFD.

The yaw damper executes basic yaw damper functions with or withoutthe autopilot. When the autopilot is engaged, turn coordination is active.The yaw damper (YD) is active when either the YD or AP engage buttonon the autopilot controller is pushed.


A28–1146–134REV 1 Jan/03 2-7

System Description

AIR DATA SYSTEM (ADS)

The ADS includes dual micro air data computers (MADCs).

NOTE: The system is backed up by standby altimeters and airspeedindicators that are driven directly from the standby pitot–staticsystem.

The MADC is a microprocessor–based digital computer that performsdigital computations and supplies digital readouts. Its functions include:

� Receiving pitot–static pressures and total air temperature inputs forcomputing the standard air data functions

� Outputing data (altimeter, baro set, Mach/airspeed displays, andvertical speed) through the IAC for display on the PFDs

� Outputing data for the transponder, flight data recorder, flightdirector, and autopilot as well as other elements of the flight controlsystem

� Selecting and displaying the altitude reference for the altitudealerting and preselect functions for display on the MFD.

PRIMUS� 660/880 WEATHER RADAR SYSTEM

NOTE: The PRIMUS� 660 and PRIMUS� 880 have much incommon, but with several subtle enhancements on the 880.The main difference in the cockpit is the Weather RadarController.

The PRIMUS� 660 and optional PRIMUS� 880 Weather RadarSystems both comprise the following units:

� Receiver transmitter antenna (RTA)

� Weather radar controller.


A28–1146–134REV 1 Jan/03


The weather radar system is an X–band radar with alphanumericsdesigned for weather detection and ground mapping. In the weatherdetection mode, storm intensity levels are displayed in four bright colorscontrasted against a deep black background. Areas of very heavyrainfall are displayed in magenta, heavy rainfall in red, less severerainfall in yellow, moderate rainfall in green, and little or no rainfall inblack (background). Range marks and identifying numerics, displayedin contrasting colors, facilitate evaluation of storm cells.

In the ground mapping (GMAP) mode, the system parameters areoptimized to improve resolution and enhance identification of smalltargets at short ranges. The reflected signals off various groundsurfaces are displayed as magenta, yellow, or cyan (most to leastreflective).

A brief description of the PRIMUS� 660 Weather Radar System isincluded in Appendix A of this manual. It is described more fully inHoneywell Pub. No. A28–1146–111.

The optional PRIMUS� 880 Digital Weather Radar System is describedmore fully in Honeywell Pub. No. A28–1146–102.

GYROSCOPE SYSTEM

The vertical gyro sends pitch and roll information to the FGS, EFIS, andweather radar antenna. This information is used to control the aircraftand to compute FGS commands.

The directional gyro, flux valve, and compensator generate stabilizedheading information referenced to magnetic north. The headinginformation is used by the FGS, EFIS, and other optional headingdisplays, such as the copilot’s radio magnetic indicator (RMI).


A28–1146–134REV 1 Jan/03 2-9

System Description

PRIMUS� II INTEGRATED RADIO SYSTEM

The integrated radio system is described fully in Honeywell Pub. No.A28–1146–50.

The PRIMUS� II Integrated Radio System accomplishes the followingfunctions:

� Very high frequency (VHF) communication

� VHF omnidirectional range (VOR)

� Instrument landing system (ILS)

� Distance measuring equipment (DME)

� Marker beacon navigation data

� Automatic direction finder (ADF) (optional)

� Air traffic control transponder (optional).

The units are connected through the radio system bus for high speed,two–way data exchange. Audio signals are transmitted from the remoteunits to the audio panel through a dedicated data bus.

TRAFFIC ALERT AND COLLISION AVOIDANCESYSTEM (TCAS) (OPTIONAL)

The optional TCAS receives air data information from the MADC.Heading and attitude data are supplied by the DG and VG, respectively.TCAS presentations are displayed on the MFD with selected aircrafttraffic and conflict avoidance information.

ENHANCED GROUND PROXIMITY WARNINGSYSTEM (EGPWS) (OPTIONAL)

The optional enhanced ground proximity warning system gives terraincautions/warnings and terrain map information.


A28–1146–134REV 1 Jan/03


OTHER SWITCHES AND CONTROLS

� AP (Autopilot) Disconnect Button – The AP disconnect button ison the control wheel. When pushed, it disconnects the autopilot.This switch also resets monitor–induced autopilot disconnects. Ifthe autopilot disconnects because a monitor in the pitch, roll, or yawaxis senses an abnormal response condition (for example, a pilot’sfeet on the rudder when the yaw damper tries to execute a yawdamper function), AP FAIL is displayed on the PFD. To reactivatethe autopilot, push the AP disconnect button for two seconds toreset the monitors. The autopilot can then be re–engaged.

� TCS (Touch Control Steering) Button – The TCS disconnectbutton is on the control wheel. Pushing it enables the pilot to changeaircraft attitude, altitude, airspeed, and/or vertical speed manuallywithout disengaging the autopilot.

� GA (Go–Around) Button – The GA button is on the throttle.Pushing it disengages the autopilot and commands a wings level,nose–up attitude.

� External Reversionary Select Switches – These cockpit switchescontrol attitude, heading, and air data input sources for the EFIS.They are described in Section 3, Electronic Flight InstrumentSystem (EFIS).

� FD (Flight Director) Transfer Switch – The FD transfer switch,normally located on the center instrument panel, transfers FD1 orFD2 to the autopilot.

� Vertical Gyro Fast Erect Switch – This remote–mountedmomentary switch erects the vertical gyro manually. It is springloaded to the NORM position. Push the switch and hold it in the HIposition to erect the gyro when the aircraft is in stable level flight.When the switch is in the HI position and the gyro is up to speed, thegyro erects at about 20° per minute. Pitch axis movement is seenonly when the switch is released.

� Directional Gyro Auto–Man Switch – This remotely locatedswitch selects either the slaved or free gyro mode of operation.

� Slave (LH and RH) Switch – If needed during compassinitialization, the remote slave switch manually positions theheading dial to synchronize the compass in the slave mode andupdate the gyro in the free mode.


A28–1146–134REV 1 Jan/03

System Description2-11/(2-12 blank)

ÑÑÑÑ

ÑÑ

MODE DIM

AD–63810 R1@

S

W E

24

21 15

12

5050

345

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RIGHT PICTURE BUSLEFT PICTURE BUS

IC–DU BUS

MC–IC BUS

MC–800 MFDCONTROLLER

PFD 2MFDPFD 1

IC–DU BUS

DC–550DISPLAYCONTROLLERNO. 2

DC–550DISPLAY

CONTROLLERNO. 1

MS–560MODE SELECTOR

RI–552 REMOTEINSTRUMENTCONTROLLER

AZ–850MICRO AIR DATACOMPUTERNO. 1

DC–IC BUSDC–IC BUS

MC–IC BUS

AZ–850MICRO AIR DATACOMPUTERNO. 2

C–14DDIRECTIONAL

GYRONO. 2

FROMCS–412

NAVRADIOS

DMEIC–600 (SG/FD)IACNO. 2RIGHT

CONTROLBUS

WU–660WX RECEIVER/TRANSMITTER/ANTENNA (NOTE)

AG–222ACCELEROMETER

VG–14AVERTICAL

GYRONO. 2RADIO

ALTIMETER

LEFT CONTROL BUS

IC–IC BUS

VG–14AVERTICAL

GYRONO. 1

FMS, GNS–X/ESGPS/LORAN C

DME

NAVRADIOS

IC–600 (SG/FD/AP)IACNO. 1

AG–222ACCELEROMETER

C–14DDIRECTIONALGYRO NO. 1

28 V DC

FD1/FD2

(YD ONLY)

RG–204RATE GYRO

PC–400AUTOPILOTCONTROLLER

TO C–14DDIRECTIONAL

GYRONO. 2

CS–412DUAL REMOTE

COMPENSATOR

FX–220FLUX

VALVE

FX–220FLUX

VALVE

TRIMSERVO(ELEC)

SM–200ELEVATOR SERVO

SM–200AILERON SERVO

SM–200RUDDER SERVO

WC–660WEATHER RADARCONTROLLER (NOTE)

NO. 1 GYRO INPUTS (VG AND DG)

NO. 2 GYRO INPUTS (VG AND DG)

RADAR INFORMATION INPUTS

DISPLAY CONTROLLER INPUTS ANDREMOTE INSTRUMENT CONTROLLER INPUTS

MFD CONTROLLER INPUTS

NAVIGATION AND AIR DATA

System Block DiagramFigure 2–1


A28–1146–134REV 1 Jan/03 3-1/(3-2 blank)

Electronic Flight Instrument System (EFIS)

3. Electronic Flight InstrumentSystem (EFIS)

GENERAL

The EFIS generates flight path, flight instrument, and navigationinformation. It consists of a PFD for each pilot and an MFD on thecentral panel, with various cockpit–mounted controllers to selectfunctions and display modes. Figure 3–1 shows a cockpit layout of theEFIS.

The EFIS displays the following:

� Heading

� Attitude

� Airspeed

� Vertical speed (VS)

� Course orientation

� Flight path commands

� Source annunciators

� Weather radar data

� Barometric and radio altitudes

� Navigation mapping data

� Flight director mode annunciators

� Checklist

� TCAS (optional)

� EGPWS (optional).

EFIS controllers, displays, and reversionary modes are described in thefollowing paragraphs. Refer to Section 4, Flight Guidance System, fordescriptions of the autopilot controller and the mode selector.


A28–1146–134REV 1 Jan/03

Electronic Flight Instrument System (EFIS)3-3/(3-4 blank)

PFD (PILOT)RADIO MANAGEMENT

UNIT (PILOT) MFDMODE SELECTORRADIO MANAGEMENT

UNIT (COPILOT) PFD (COPILOT)AUDIO CONTROL

(COPLIOT)

WEATHER RADARCONTROLLER

MFD CONTROLLER

CONTROL DISPLAYUNIT

REMOTE INSTRUMENTCONTROLLER

AUDIO CONTROL(PILOT)

DISPLAY CONTROLLER(COPILOT)

DISPLAY CONTROLLER(PILOT)

AD–63965@

AUTOPILOTCONTROLLER

TUNE

1/2 RADIO

A

G

M

B

H

N

S

X

C

I

O

T

Y

D

J

P

U

Z

E

K

Q

V

DEL

F

L

R

W

CLR

3

6

9

2

5

8

0

/

1

4

7

–

PROG DIR

PERF NAV FPL

PREV NEXT DME

Cockpit Layout of the EFISFigure 3–1


A28–1146–134REV 1 Jan/03 3-5


CONTROLLERS

Primary Flight Display (PFD) Bezel Controller

The PFD bezel controller, shown in Figure 3–2, is front–mounted on thePFD. The functions are listed below.

PFD Bezel ControllerFigure 3–2

� Inclinometer – The ball in the glass track indicates a slip or skid.

� STD (Standard) Button – Push the STD button to return thealtimeter setting to standard value of 29.92 inches of mercury (inHg)or 1013 hectopascals (hPa). Use the display controller to selectpreferred units of measure.

� BARO (Barometric) Knob – The BARO set knob adjusts thealtimeter setting in either inHg or hPa.

NOTES: 1. When the pilots are displaying cross–side MADCdata on their PFD, they do not have control over thedisplayed BARO setting from their respectiveBARO set knobs.

2. The BARO set operates independent of the displaycontroller. It does not require that the displaycontroller be functional to set data.


A28–1146–134REV 1 Jan/03

Electronic Flight Instrument System (EFIS)3-6

Multifunction Display (MFD) Bezel Controller

The five menu buttons and the two knobs on the MFD bezel controller,shown in Figure 3–3, set vertical navigation (VNAV) data parametersand reference speeds (VSPEEDS).

AD–63813@

DATA SET KNOB ALTITUDEPRESELECT

KNOB

MENU BUTTONS

MFD Bezel ControllerFigure 3–3

The left rotary knob inputs data to various menus. The right rotary knobsets altitude preselect inputs. Input data is sent to the displaycontrollers. If one display controller fails, the remaining displaycontroller transmits MFD bezel controller commands.

� Data Set Knob – The data set knob inputs data to various menuswhenever SET is displayed over the knob. It sets VSPEEDS andvertical navigation parameters.

� First Menu Button (RTN) – This button, next to the left rotary knob,returns to the main menu.

� Menu Buttons (2–5) – These buttons call up various submenus toselect or change parameters.

� Altitude Preselect Knob – The right rotary knob sets the altitudepreselect displays on the PFDs and the MFD bezel menu. Thealtitude preselect value is set in 100–foot increments and can bechanged at any time by turning the knob. All menu pages on theMFD display the digital readout of the selected altitude.


A28–1146–134REV 1 Jan/03 3-7


CONTROLLER CONVENTIONS

When a menu item is boxed, the parameter in the box is displayed onthe PFD or MFD. Selecting a boxed item deselects the item.

� Parameter Selected for Display – A selected parameter isdisplayed only when the item is boxed on the menu. If no box isaround the item, the parameter is not displayed.

� Parameter Selected for Setting – If the parameter is not boxed, thefirst push of the menu button below it boxes the parameter or boxesdashes, if the parameter is being set. The left rotary knob changesa set value. Once the value is set, it is displayed by pushing anyother menu key. Pushing the same menu button that was selectedand boxed, deselects the parameter and erases entered data.

MFD MENU STRUCTURE

The MFD menu structure is shown in Figure 3–4. The crew can selectany of six submenu pages, control the FMS source (optional), andselect the EGPWS (also optional) for display on the MFD.

AD–63815@

Menu Structure SummaryFigure 3–4


A28–1146–134REV 1 Jan/03


MAIN MENU

The main menu, shown in Figure 3–5, is the MFD power–up menu.Pilots can select either the VNAV or VSPEED submenu, control thedisplay of EGPWS terrain (TERR), and/or select FMS1 or FMS2 fordisplay. If EGPWS is not installed, TERR is not displayed on the menu.If the aircraft has only one flight management system, FMS1 and FMS2are not displayed.

AD–63816@

Main MenuFigure 3–5

VNAV (VERTICAL NAVIGATION) SUBMENU

The VNAV submenu, shown in Figure 3–6, lets the crew select eithercoupled FMS VNAV, coupled singlepoint (SNGP) VNAV, or return(RTN) to the MAIN MENU.

NOTE: SNGP VNAV is disabled in the Encore. VNAV is not displayedon the MAIN MENU and FMS VNAV is assumed.

AD–63817@

VNAV SubmenuFigure 3–6


A28–1146–134REV 1 Jan/03 3-9


FMS VNAV SUBMENU

Selecting FMS VNAV brings up the FMS VNAV submenu, shown inFigure 3–7. The crew can use this menu to cancel VNAV (CNCL VNAV)or return (RTN) to the MAIN MENU.

AD–63818@

FMS VNAV SubmenuFigure 3–7

SNGP (SINGLEPOINT) VNAV SUBMENU

The SNGP VNAV submenu, shown in Figure 3–8, calculates asinglepoint VNAV problem or returns (RTN) to the MAIN MENU.

AD–63819@

VOR SNGP VNAV SubmenuFigure 3–8


A28–1146–134REV 1 Jan/03


By using the SET knob and selecting the correct button, the crew canenter either the start–of–descent or start–of–climb distance to (TO) orfrom (FR) a station, the station elevation (ST EL), and the target altitude(ALT). From these inputs, vertical flight path angle (VANG) and verticalspeed (VS) are calculated and displayed. The operation of the SNGPVNAV differs depending on the NAV source.

� VOR NAV Source – On power–up, the data field under the TO labelcontains dashes. When the TO button is pushed the first time, awhite box is displayed around the dashes, as shown in Figure 3–8,signifying that the TO distance is in the set mode. The TO buttontoggles between TO and FR. Use the SET knob to enter the distanceto the VOR. TO and FR values cannot be entered at the same time.The most recently set value remains while the earlier set value isremoved and replaced with dashes. TO and FR distances rangefrom 0 to 99.9 NM, with a resolution of 0.1 NM.

The station elevation (ST EL) must be entered. When the ST ELbutton is pushed, a white box appears around the ST EL data field,and station elevation can be entered using the SET knob. Thesetting can range from 0 to 10,000 feet, in increments of 100 feet.

A descend–to or climb–to target altitude must also be entered, usingthe ALT knob.

Once data has been set, and if the VNAV problem is valid, acalculated VANG and VS solution is displayed. The maximum validVANG is 6.0° or less, with a resolution of 0.1°. The vertical flight pathangle can be refined by pushing the VANG button and setting a newangle with the SET knob.

The VS button performs no function. The label and value show onlypredicted vertical speed, giving an estimate of the climb or descentrate for the existing airspeed and selected vertical flight path angle.On power–up, or if the VNAV problem is invalid, dashes aredisplayed in the VANG and VS data fields.

The VNAV setup data is routed to the flight director when the pilotpushes the VNAV button on the fight director mode selector. Oncethis occurs, the VNAV problem is frozen and any attempt to changethe VANG, ST EL, and/or TO/FR data fields is ignored. However, ifthe selected altitude is changed, the VNAV mode can be dropped.


A28–1146–134REV 1 Jan/03 3-11


� FMS NAV Source – The operation of SNGP VNAV with an FMSnavigation source is similar to the description for the VOR NAVsource, except the crew does not have to input station elevationbecause the FMS can extract the station elevation from itsdatabase. The ST EL label is replaced with FR, as shown inFigure 3–9. Although TO and FR data fields are both displayedwhen using an FMS NAV source, TO and FR values cannot beentered at the same time.

AD–63820@

FMS SNGP VNAV SubmenuFigure 3–9

VSPEED SUBMENU

The VSPEED submenu, shown in Figure 3–10, selects the takeoff speeds(T/O SPEEDS) submenu, landing speeds (LNDG SPEEDS) submenu,or returns (RTN) to the MAIN MENU.

AD–63821@

VSPEED SubmenuFigure 3–10


A28–1146–134REV 1 Jan/03


T/O (TAKEOFF) SPEEDS SUBMENU

The T/O SPEEDS submenu, shown in Figure 3–11, selects and setsthree different airspeed references (V1, VR, and V2), or returns to theMAIN MENU. Once selected (activated), the airspeed bugs and theirvalues are displayed on the PFD airspeed display.

AD–63822@

T/O SPEEDS SubmenuFigure 3–11

On power–up, three dashes are displayed under the V1, VR, and V2labels.

� Pushing the V1 button the first time after power–up changes thedashes under V1 to 89 knots. Two white boxes appear, one aroundthe default 89 knots, and the other around both the 89 knots and theV1 label. The two boxes indicate that the VSPEED is active and can bechanged using the SET knob. Values between 40 and 450 knots canbe entered in increments of one knot.

� A second push of the button removes the box around the digitalVSPEED value, leaving a single box that indicates the VSPEED is activeand cannot be changed. To activate the V1 value, push any buttonother than V1.

� A third push of the V1 button removes the single box, the V1 value,and the V1 reference bug from the PFD airspeed display.

� A fourth push returns to the beginning of the sequence.

Data entry for VR is the same as described for V1, except that the initialvalue defaults to the value set for V1, or 89 kts if V1 has not been set.

Data entry for V2 is the same as described for V1, except that the initialvalue defaults to the value set for VR, or 89 knots if VR has not beenset.


A28–1146–134REV 1 Jan/03 3-13


LNDG (LANDING) SPEEDS SUBMENU

The LNDG SPEEDS submenu, shown in Figure 3–12, selects and setstwo different airspeed references (VREF and VAPP), or returns to theMAIN MENU. When this submenu is selected, the airspeed bugs andvalues are displayed on the PFD airspeed display as fixed or movingbugs.

AD–63823@

LNDG SPEEDS SubmenuFigure 3–12

On power–up, three dashes are displayed under the VREF and VAPPlabels.

� Pushing the VREF button once replaces the dashes under theVREF label with 100 knots. Two white boxes appear, one around thedefault 100 knot VREF speed value and the other around both thespeed value and VREF label. The two boxes indicate that the VREF

is active and can be changed. Values between 40 and 450 knots canbe entered in increments of one knot.

� A second push of the button removes the box around the digital VREF

value, leaving a single box that indicates the VREF is active andcannot be changed. To activate the value, push any button otherthan the VREF button.

� A third push removes the single box, the VREF value, and thereference bug from the PFD airspeed display. A fourth push of theVREF button repeats the sequence.

Data entry for VAPP is the same as described for VREF , except that theinitial value defaults to the value set for VREF (100 knots) if VREF has notbeen set.


A28–1146–134REV 1 Jan/03


INOPERATIVE MENU

If the display controller becomes inoperative, MENU INOP annunciateson the MFD, as shown in Figure 3–13.

AD–63814@

Inoperative MenuFigure 3–13

Display Controller (DC)

The display controller, shown in Figure 3–14, selects display featureson the PFD. These features include HSI formats, navigation sources,and bearing pointer selection.

AD–63824@

Display ControllerFigure 3–14


A28–1146–134REV 1 Jan/03 3-15


� HSI Button – This button toggles the HSI display between the fullcompass and arc compass formats. If the weather radar is on andthe arc format is selected, weather returns are displayed. Thepower–up default is full compass.

� SC/CP (Single Cue/Crosspointer) Button – Push the SC/CPbutton to toggle between single cue or crosspointer ADI commandbars.

NOTE: Some versions of the display controller do not have anSC/CP button. Command pointer selection is made at thetime of installation.

� IN/HPA Button – Push this button to toggle between inHg and hPameasurement systems. The power–up default is the same modethat existed at power–down.

� GSPD/TTG (Groundspeed/Time–To–Go) Button – Push thisbutton to toggle between groundspeed and time–to–go for displayon the HSI. The power–up default is groundspeed.

� ET (Elapsed Time) Button – Push the ET button to replace theGSPD/TTG function with a digital clock display. The clock can bestarted, stopped, and reset with multiple pushes of the ET button.

� NAV Button – The NAV button toggles to select on–side (green) orcross–side (yellow) information. The power–up default is on–sideVOR/ILS. At system power–up, the on–side VOR1/ILS1 informationis displayed on the HSI in green. When this button is pushed, thecross–side VOR2/ILS2 information is displayed in yellow.

� FMS Button – When the FMS button is pushed, FMS informationis displayed on the HSI in magenta. Pushing this button again hasno effect. The FMS is disengaged by selecting another navigationmode. LNAV is dropped when the FMS NAV source is switched.

NOTE: On aircraft with dual FMS installations, pushing the FMSbutton the second time displays cross–side FMSinformation in yellow. The FMS button toggles thedisplayed FMS data between on–side and cross–sideinformation.


A28–1146–134REV 1 Jan/03


� BRG (Bearing) Knobs – The HSI can display two independentbearing pointers. The selectable bearing sources for each pointerare described in Table 3–1.

Installation BRG � BRG �

All Aircraft OFFNAV 1

OFFNAV 2

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Single ADFÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ADFÁÁÁÁÁÁÁÁÁÁÁÁ

ADFÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Dual ADFÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ADF1ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ADF2

Single FMS FMS FMS

Dual FMS FMS1 FMS2

Navigation Bearing PointersTable 3–1

� DIM (Dimming) Controls – The DIM control for the PFD is the outerpart of a concentric knob (the inner part is the RA knob). Two inputscontribute to the overall brightness of each electronic display:

— Ambient light sensed by the photo sensors on the PFD bezel— Setting the dimming control.

The DIM control sets the intensity for each display.

Turning the PFD DIM control OFF blanks the PFD, and PFDinformation is displayed on the MFD. If both PFDs are off, thecopilot’s PFD is displayed on the MFD. When the PFD is displayedon the MFD, the MFD bezel buttons are inoperative. In this case,parameters such as VSPEEDS cannot be set.

NOTE: When the PFD is displayed on the MFD, the MFD altitudeselect (ALT SEL) knob functions normally. The PFD’sBARO set knob continues to function as that PFD’s BAROset knob.


A28–1146–134REV 1 Jan/03 3-17


� RA (Radio Altitude) Knob – The RA knob is the inner part of aconcentric knob (the outer part is the DIM control). Minimumsdisplayed on the PFD can be adjusted by turning the RA knob asfollows:

— Above 200 feet, in 10–foot increments— Below 200 feet, in 5–foot increments— The maximum RA value is 999 feet.

Turning the RA knob completely counterclockwise removes the RAfrom the PFD display.

� TEST Button – Push this button to put the display into test mode.In the test mode, flags and cautions are displayed along with a checkof the radio altimeter. The following test routine is displayed:

— Course select, heading select, radio altitude set, distance, andGSPD/TTG digital displays are replaced with amber dashes

— Attitude (ATT FAIL) and heading (HDG FAIL) displays areflagged

— All pointers and scales are flagged

— All heading–related bugs and pointers are removed

— Flight director command cue is removed

— Radio altimeter digital readout displays its self–test value

— The comparator monitor annunciates ATT, HDG, and ILS (if ILSsources are selected on both sides)

— The indicated airspeed comparator monitor annunciates IAS inthe airspeed window

— The ALT comparator annunciates ALT in the altitude window

— The word TEST appears at the top left of the PFD

— Flight director mode annunciators are removed

— Radio altitude is annunciated.


A28–1146–134REV 1 Jan/03


NOTES: 1. A localizer frequency must be tuned on bothNAV receivers to annunciate ILS.

2. Self–test is limited to radio altimeter test only inthe air and is inhibited after glideslope orglidepath capture.

3. If the display controller TEST button is heldlonger than 5 to 6 seconds and the aircraft is onthe ground, the system enters an initiated testmode. Refer to Section 7, Troubleshooting, fora complete description of the initiated tests.

4. The EFIS test functions only on the ground. Theradio altimeter test functions at all times exceptduring glideslope capture/track.

5. FD FAIL is not displayed during a pilot–initiatedtest.

6. When the display controller fails, MENU INOPdisplays in the menu section of the MFD.

7. To ensure that the proper source is being usedwith the selected flight director modes whensources are changed, the EFIS resets flightdirector modes as listed in Table 3–2.

Source SelectionFlight DirectorReset Modes

NAV Navigation

HDG Lateral

ATT All modes and autopilotdisengages

Flight Director Reset ModesTable 3–2


A28–1146–134REV 1 Jan/03 3-19


Remote Instrument Controller

The remote instrument controller, shown in Figure 3–15, selects courseand heading for display on the HSIs. The functional controls are listedbelow.

AD–63825@

Remote Instrument ControllerFigure 3–15

� COURSE Knobs – The COURSE knobs set the VOR navigationcourse. When the course is set, the remote instrument controllertransmits course data to the display controller. The display controllerin turn transmits the data to the IAC for the EFIS and flight directorfunction. The left COURSE knob controls the pilot’s side courseselection. The right COURSE knob controls the copilot’s courseselection.

Push either the left or right PUSH DIR button to center that side’scourse arrow display with a TO flag on the HSI. This function isinhibited when ILS or FMS is displayed.

� HEADING Knob – The HEADING knob sets the heading bug onboth HSIs. When the heading bug is set, the symbol generatortransmits heading signals to the flight director computer.

Pushing the PUSH SYNC button synchronizes the heading bug tothe present heading (HSI lubber line).


A28–1146–134REV 1 Jan/03


Multifunction Display (MFD) Controller

The MFD controller, shown in Figure 3–16, controls the MFD displayformat, symbol generator reversion, MFD dimming, and checklistoperation, as well as weather, TCAS, and map inputs. The functionsand modes on the MFD are described below.

AD–63826@

Multifunction Display ControllerFigure 3–16

NAVIGATION

The MAP/PLAN button, RNG switch, and VOR, DAT, and APT buttonscontrol the display mode, data, and map/plan ranges.

� MAP/PLAN Button – This button toggles between the map displayand the plan display. The power–up default is the map view withoutweather.

� VOR Button – This button controls the display of VOR/DMEsymbols and identifiers.

� DAT (Data) Button – This button controls the display of long rangenavigation symbols and identifiers.

� APT (Airport) Button – This button controls the display of airportlocations and identifiers.

NOTE: The amount of data available using the VOR, DAT, andAPT buttons depends on the long range navigation (LRN)installed in the aircraft.

� RNG (Range) Switch – This switch increases or decreases theselected range from 5 to 1200 nautical miles in preset steps.However, when weather (WX) is selected for display, the RNGswitch is disabled, and the range is controlled by the weather radarcontroller.


A28–1146–134REV 1 Jan/03 3-21


WEATHER

� WX (Weather) Button – This button controls weather radar returnson the MFD map display. If the plan view is being displayed whenthe WX button is pushed, the plan view is replaced with the mapview.

COLLISION ADVOIDANCE

� TCAS Button – The optional TCAS button selects or deselects theTCAS traffic display.

DESIGNATOR CONTROLS

The joystick and the SKP, RCL, and ENT buttons control the MFDdisplay.

� RCL (Recall) Button – Pushing the RCL button when thedesignator is not at its home position (position from which it isreferenced) recalls the designator to its home position. Pushing RCLwhen the designator is at its home position recalls the designator tothe aircraft symbol.

� SKP (Skip) Button – Pushing this button skips the designator’shome position and goes to the next waypoint. If the designator is atthe last waypoint in the route when SKP is pushed, the designatorreturns to the aircraft symbol. If the designator is offset from its homeposition, the dashed line connecting the designator to its homeposition is redrawn.

� ENT (Enter) Button – Pushing the ENT button when the designatoris offset from the home position or at a waypoint selects that positionas a new waypoint.

� Joystick – The joystick moves the designator in four directions onthe MAP display: up, down, right, and left. The course and distanceto the designator from its home position are displayed in the lowerright corner of the display.

On the PLAN display, the joystick moves the viewing circle to showthe aircraft position relative to the desired track.


A28–1146–134REV 1 Jan/03


CHECKLIST

The NORM and EMER buttons display the normal and emergencychecklists on the MFD.

� NORM (Normal) Button – Pushing this button enters the MFD’snormal checklist display function and displays the normal checklistindex page on the MFD screen. The normal checklist is arranged inthe order of standard flight operations. Pushing the NORM buttona second time toggles out of the checklist.

� EMER (Emergency) Button – Pushing this button enters theMFD’s abnormal and emergency checklist display function anddisplays a procedure index. Pushing the EMER button a secondtime toggles out of the checklist.

CHECKLIST CONTROL

The joystick and the SKP, RCL, PAG, and ENT buttons control thechecklist display. Completed checklists and checklist items are green,and incomplete items are cyan. The cursor is a white box surroundinga selected item.

� RCL Button – Pushing this button displays the page containing thefirst skipped item, with that item selected on the MFD screen.

� SKP Button – Pushing this button skips the active selection andgoes to the next item. If the item skipped is the last item, the activeselection is the first skipped item.

� PAG (Page) Button – Pushing this button advances to the nextpage. The active selection is the first incomplete item on thedisplayed page. If there are no incomplete items on the page, theactive selection is the first item on that page.


A28–1146–134REV 1 Jan/03 3-23


� ENT Button – The effect of pushing the ENT button depends onwhether the display is an index page or a checklist page:

— INDEX PAGE – Pushing ENT on an index page, as shown inFigure 3–17, displays the selected checklist. If that checklist hasbeen partially completed, it will open with the cursor on the nextitem to be accomplished.

AD–68521@

Checklist Index DisplayFigure 3–17

If the checklist has been completed, the system forces all itemsin the checklist to incomplete and displays the first page of thechecklist with the cursor at the first item.


A28–1146–134REV 1 Jan/03


— CHECKLIST PAGE – Pushing ENT on a checklist pageacknowledges that the selected item is complete (green) andmoves the active selection to the next incomplete (blue) item. IfENT is pushed with the active selection at the last item on achecklist, its effect depends upon whether or not the checklist iscompleted.

- If the checklist has been completed, the system returns to theindex page containing the next checklist to be completed,with the cursor on that checklist.

- If the checklist has not been completed (one or more itemsskipped), the system displays the page containing the firstincomplete item, with the cursor on that item.

� 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 theprevious item.

— DOWN – Pushing the joystick down moves the active selectionto the next item. This is identical to the SKP button.

— LEFT – Pushing the joystick to the left goes back to the previouspage.

— RIGHT – Pushing the joystick to the right displays the next page.This is identical to the PAG button.

MODE SELECTOR ROTARY SWITCH

The MODE selector is a three–position rotary switch that selects thefollowing symbol generator modes of operation:

� NORM – Selects normal symbol generator operation.

� SG1 – Selects No. 1 symbol generator to drive all displays.

� SG2 – Selects No. 2 symbol generator to drive all displays.

DIM (DIMMING) CONTROL

The DIM knob controls the MFD brightness level. It is concentric withthe mode selector switch.


A28–1146–134REV 1 Jan/03 3-25


EFIS Reversion Controller

EFIS reversion functions retain usable flight displays even after multiplefailures. For example, if a PFD tube fails, its data can be displayed onthe MFD, or data from a failed symbol generator can be replaced by theremaining good symbol generator.

Heading, attitude, and air data are controlled using the reversionaryswitches shown in Figure 3–18 and described below.

External Reversion Select SwitchesFigure 3–18

� ATT REV (Attitude Reversion) Switch – Use this switch to selectattitude sources, as described in Table 3–3.

Condition Pilot Copilot

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁPower–up ÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁATT 1 ÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁATT 2

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁFirst Push ÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁATT 2 ÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁATT 1

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁSecond Push

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ATT 1ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ATT 2

Attitude Reversion Switch FunctionsTable 3–3


A28–1146–134REV 1 Jan/03


� HDG REV (Heading Reversion) Switch – Use this switch to selectheading sources, as described in Table 3–4.

Condition Pilot CopilotÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Power–upÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

MAG 1ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

MAG 2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

First PushÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

MAG 2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

MAG 1


Second Push ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

MAG 1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

MAG 2

Heading Reversion Switch FunctionsTable 3–4

� ADC REV (Air Data Computer Reversion) Switch – Use thisswitch to select ADC sources, as described in Table 3–5.

Condition Pilot Copilot


Power–up ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ADC 1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ADC 2


First Push ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ


ADC 1ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Second Push ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ


ADC 2

Air Data Computers Reversion Switch FunctionsTable 3–5


A28–1146–134REV 1 Jan/03 3-27


PRIMARY FLIGHT DISPLAY (PFD)

The PFD is an integrated display of essential flight information. ThePFD is divided into functional groups, shown in Figure 3–19, that aredescribed below.

PFD Functional DivisionsFigure 3–19

� Mode Annunciators – The PFD displays mode annunciators fromthe flight guidance system, PFD source selection, and comparisonmonitor functions.

� ADI Display – The ADI symbols use a truncated sphere format todisplay standard attitude information. The attitude display receivesits inputs from the AHRS. The ADI also displays radio altitude,marker beacon, and states of operation.

When either the pitch or roll data is invalid, all scale markings areremoved, the attitude sphere turns cyan, and ATT FAIL is displayedat the top center of the sphere.

� Air Data Displays – The PFD airspeed, altitude, and vertical speeddisplays receive inputs from the MADC. A standard slip–skidindicator is on the PFD bezel controller.


A28–1146–134REV 1 Jan/03


� HSI Display – The PFD HSI heading display receives inputs fromthe AHRS. The HSI display includes the following:

— Full compass mode— Arc mode— Weather mode.

Attitude Director Indicator (ADI) Displays andAnnunciators

The ADI display, shown in Figure 3–20, displays standard attitudeinformation as described below.

� FD (Flight Director) Mode Annunciators – Flight director modesare displayed at the top of the PFDs above the ADI. The lateral modeannunciators are on the left, and vertical mode annunciators are onthe right. Armed modes are displayed in white characters, andcaptured modes are displayed in green. A white box surrounds thecaptured mode annunciator for 5 seconds after capture occurs.

� Autopilot (AP) Status Messages – The autopilot status messagesare displayed in the top center of the PFD, above the ADI. Autopilotstatus messages are explained in Table 3–6.

Annunciator StatusÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

AP TESTÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Power up test


AP ENG ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Autopilot engaged


TCS ENG (white) ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Touch control steering engagedÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TRN KNBÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Autopilot TURN knob is out of detentÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

AP FAILÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Autopilot has failed

Autopilot AnnunciatorsTable 3–6

The AP ENG annunciator is replaced with a white TCS ENG whenthe TCS switch on the control wheel is pushed.


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Electronic Flight Instrument System (EFIS)3-29/(3-30 blank)

AD–63829@

Attitude Director IndicatorDisplays and Annunciators

Figure 3–20


A28–1146–134REV 1 Jan/03 3-31


� Pitch Scale – The pitch scale consists of white scale markings, asshown in Figure 3–21, with reference marks every 5� from 0� to 30�.Red excessive pitch warning chevrons are displayed at 45� and 65�pitch up and at 35�, 50�, and 65� pitch down.

AD–65090@

Pitch Scale MarkingsFigure 3–21


A28–1146–134REV 1 Jan/03


� Category II (CAT2) ILS Annunciators – The symbol generatordisplays a green or flashing amber CAT2 annunciator on the rightupper portion of the PFD, above the vertical deviation scale. TheCAT2 mode annunciator indicates that the excessive ILS deviationmonitors are active.

NOTE: Pilot, aircraft, and approach must be approved forCategory II approaches.

The symbol generator activates the CAT2 mode annunciator on thePFDs whenever the approach mode is selected and the followingcriteria are met:

— The display controller radio altitude must be set between 85 and195 feet

— Radio altitude must be valid and indicating 80 feet or greater onboth PFDs

— Both navigation receivers must be selected for display, both tunedto the same ILS

— Localizer and glideslope frequencies must be valid

— Two symbol generators must be operational and they cannot beselected in reversion

— Air data reversion is not selected

— No comparison monitors are tripped

— Independent attitude and heading sources are displayed on thePFDs.

NOTE: CAT2 annunciators cannot be tested on the groundbecause the aircraft must be airborne to display them.

If the above criteria are not met when the approach mode isselected, the system is programmed to default out of Category II,and no CAT2 annunciator is displayed on the PFD.


A28–1146–134REV 1 Jan/03 3-33


� CAT2 Approach Window – A green Category II approach windowon the vertical deviation scale is accompanied by a green horizontalbar. If Category II limits are exceeded, the window, scale, andpointer all change to amber, as shown in Figure 3–22.

AD–63831@

PFD with Excessive Deviation MonitorFigure 3–22


A28–1146–134REV 1 Jan/03


� CAT2 Excessive Deviation Monitors – When CAT2 is displayed,the ILS excessive deviation monitors are active. If glideslopedeviation exceeds Category II window requirements with radioaltitude less than 600 feet, the glideslope deviation scale changesfrom green to flashing amber, and the glideslope pointer changesto a steady amber. The display reverts to green when deviations arebrought back within limits. The localizer deviation scale and pointeroperate the same way. The PFD CAT2 annunciator changes toCAT2 and flashes when the conditions stated above are lost.

The glideslope and localizer excessive deviation monitors areindependent. They conform to tolerances set by regulatory aviationagencies for Category II ILS operations.

� Outrigger Boxes – Aligned on each end the horizon line, amberoutrigger boxes emphasize position of the horizon.

� Vertical Deviation Scale and Pointer – The vertical deviationscale and pointer indicate LRN vertical deviation or glideslopedeviation.

When flying VNAV, the flight director computes the vertical pathbased on either a short range navigation (SRN) or LRN waypoint.The vertical deviation pointer represents the vertical displacementfrom that path.

The white vertical deviation scale is displayed on the right side of theattitude sphere. The source for this scale is either the ILS glideslopeor VNAV, and is selected using the display controller.

The pointer colors are as follows:

— Green for ILS— Cyan when flying to VOR/DME or FMS waypoints— Yellow when both pilots select the same navigation source.

When invalid information is displayed from the ILS or MLS receiver,the pointer is removed and an X is drawn through the scale. Thescale is removed for invalid FMS data.

NOTE: When a back course is armed or captured by the flightdirector, the vertical deviation scale is removed.

� Marker Beacons – The outer (O), middle (M) and inner (I) markerbeacon annunciators are displayed in a white box under the verticaldeviation scale. When the aircraft passes over each marker beacon,the annunciator flashes continuously. Normally, only one annunciatoris displayed at a given time. When the display controller TEST buttonis pushed, all three annunciators are displayed simultaneously .


A28–1146–134REV 1 Jan/03 3-35


� Radio Altitude (RA) Minimums Set Display – The RA set displayis located below and to the right of the attitude sphere. It is athree–character digital readout with a white RA label. The range is5 to 999 feet. The minimums can be set within 5 feet for 5–200 feetAGL, and within 10 feet for 200–990 feet AGL. The radio altitudevalue is set with the display controller RA knob. Setting the RAminimums value to 0 feet removes the digital readout and label.

If radio altitude becomes invalid, the digits and label are removedfrom the display.

� Aircraft Symbol – This is a stationary representation of the aircraft.It consists of either a single–cue or crosspointer aircraft symbol,depending on the PFD display controller selection. Aircraft attitudesare displayed by the relationship between the fixed aircraft symboland the moveable attitude sphere.

For the single–cue display only, outrigger boxes are displayed at theleft and right edge of the ADI sphere, in line with the apex of thesymbol.

� Flight Director Command Bars – The flight director gives pitchand roll commands to the pilot by displaying single cue orcrosspointer command bars on the attitude sphere. The type ofcommand bar displayed is selected by using the SC/CP button onthe display controller. Command bars are displayed only when aflight director mode is selected, as described in Table 3–7.

CommandBars

Lateral andVertical Mode

SelectedLateral ModeOnly Selected

Vertical ModeOnly Selected

ÁÁÁÁÁÁÁÁÁÁSingle Cue ÁÁÁÁÁÁ

ÁÁÁÁÁÁDisplayed ÁÁÁÁÁÁ

ÁÁÁÁÁÁNot Displayed ÁÁÁÁÁÁ

ÁÁÁÁÁÁNot Displayed


CrosspointerÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Horizontal andVertical Bars

Displayed

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

HorizontalBars Displayed


Vertical BarsDisplayed

Single Cue and Crosspointer Command Bars Table 3–7

The pilot flies the aircraft symbol to the flight director commandbar(s) to capture and maintain a desired flight path. The pitchcommand is limited to ±20° and roll command is limited to ±30°.

If the flight director becomes invalid, the command bars areremoved from the display.


A28–1146–134REV 1 Jan/03


� Attitude Sphere – The attitude sphere shows the aircraft pitch androll attitudes relative to the horizon. The sphere is filled with twocolors: cyan representing the sky and brown representing theground, separated by a white line representing the horizon. Pitchattitude is limited to ±90�, and roll attitude has a full 360� of motion.For pitch attitudes greater than ±17.5�, a brown eyebrow isdisplayed. The eyebrow can be used for quick ground reference.

If attitude becomes invalid, the sphere fills with cyan, the eyebrowand horizon lines are removed, and ATT FAIL is displayed in a blackrectangle in the top center area of the sphere.

� Roll Scale and Pointer – The roll scale is linear with white markingsat 10�, 20�, 30�, 45�, and 60� of roll. The 30� mark is highlightedwith a longer tick mark. A triangle marks 45� of roll. The roll pointerand index center mark are both filled in.

� Flight Director Couple Arrow – A green arrow is displayed abovethe ADI to indicate which flight director is coupled to the flightguidance system.

� Attitude Source Annunciators – The PFD annunciates ATT1 orATT2 to indicate which vertical gyro is the attitude source.

— When the normal (on–side) source is selected, the sourceannunciators are not displayed.

— When both pilots select the cross–side source, the annunciatorsare white.

— When both pilots use the same source, the annunciators bothturn amber.

� Digital Air Data Source Annunciators – The PFD annunciatesADC1 or ADC2 to indicate which MADC computer is the air datasource.

— When the normal (on–side) source is selected, the sourceannunciators are not displayed.

— When both pilots select the cross–side source, the annunciatorsare white.

— When both pilots use the same source, the annunciators bothturn amber.


A28–1146–134REV 1 Jan/03 3-37


� Low Bank Limit – The low bank limit indicators are displayed asgreen tick marks at the 14� position on the roll attitude scale. Theyare a visual indication of flight director bank limits and are displayedonly when the flight director is valid.

� Vertical Track Alert (VTA) Annunciator – VTA is displayed abovethe vertical deviation scale within 1 minute before vertical navigationcapture, and a double–beep warning sounds. The alerts continueuntil acknowledged by pushing the VNAV button on the modeselector.

NOTE: The VNAV mode button on the flight director modeselector must be active for the flight guidance system tofly VNAV.

� FMS Source Annunciator – The FMS source is annunciated aseither the FMS itself, or VNV (vertical navigation).

� Radio Altitude Display – Radio altitude is displayed in green digitsat the bottom of the attitude sphere. The range is from –20 feet to2500 feet, with a resolution of 5 feet below 200 feet and 10 feetabove 200 feet. The display is removed for radio altitude valuesgreater than 2550 feet.

If radio altitude becomes invalid, the digits are replaced by –RA–.

� Airspeed Warning Annunciator – MAX SPD is displayedvertically along the left side of the attitude sphere when the flightdirector detects a trend toward an overspeed condition. The warningis active only in VS and VNAV flight director modes and remainsannunciated as long as the overspeed or underspeed conditionexists.


A28–1146–134REV 1 Jan/03


� Radio Altitude Minimums Annunciator – The RA minimumsannunciator is in the upper left area of the attitude sphere. RAminimums arm when all of the following conditions exist:

— The aircraft is airborne— Radio altitude and RA minimums are valid— Radio altitude is greater than the RA minimums setting plus 100

feet for 5 seconds or more— An RA minimum of greater than 0 feet is selected.

An empty black rectangular box is displayed when RA minimumsare armed and the radio altitude drops to within 100 feet of the RAminimums setting.

RA minimums disarm when any one of the following conditionsoccur:

— The aircraft is on the ground— Radio altitude increases to greater than 100 feet above the RA

minimums setting— Power is cycled.

RA minimums capture when radio altitude is equal to or less than theRA minimums setting. A flashing MIN is displayed inside the blackrectangular box. It flashes for ten seconds, then remains steady. RAminimums must be armed before capture can occur. MIN isremoved when the aircraft lands or when radio altitude increasesabove the RA minimums setting.

When either the RA minimums or radio altimeter is invalid, the radioaltimeter minimums annunciator is removed from the display.

� Symbol Generator Source Annunciator – When symbolgenerator reversion (SG1 or SG2) is selected on the MFD controller,the source is annunciated in the upper left corner on both PFDs.SG1 indicates the No. 1 symbol generator (pilot’s side) is driving allthree displays. SG2 indicates the No. 2 SG (copilot’s side) is drivingthe displays.


A28–1146–134REV 1 Jan/03 3-39


� Comparison Monitor Annunciators – Comparison monitorsindicate that there is a difference between the pilot’s and copilot’sdisplayed data. When they are activated, all comparison monitorsflash amber for ten seconds, then remain steady. Figure 3–23shows the comparison monitor locations.

ALTITUDECOMPARISONMONITOR

AIRSPEEDCOMPARISON

MONITOR

RADIOALTITUDECOMPARISONMONITOR

HEADINGCOMPARISONMONITOR

PITCH AND ROLLCOMPARISON

MONITOR

PITROLATT

GLIDESLOPEAND LOCALIZER

COMPARISONMONITOR

GSLOCILS

AD–63832@

Comparison Monitor AnnunciatorsFigure 3–23

The following comparison monitors share the same display field:

— PITCH AND ROLL – When the roll comparison monitor is active,ROL is displayed. When the pitch comparison monitor is active,PIT is displayed. If the roll and pitch monitors both trip, ATT isdisplayed. If ATT is displayed and one of the axis monitorsdeactivates, the remaining single axis monitor (ROL or PIT) isdisplayed without reflashing.

— GLIDESLOPE AND LOCALIZER – When the glideslopecomparison monitor is active, GS is displayed. When thelocalizer comparison monitor is active, LOC is displayed. If thelocalizer and glideslope monitors both trip, ILS is displayed.


A28–1146–134REV 1 Jan/03


Horizontal Situation Indicator (HSI) Displays andAnnunciators

FULL COMPASS DISPLAY

The HSI annunciators on the PFD are shown in Figure 3–24.

HEADING SOURCEANNUNCIATORS

(NOTE)DG1DG2

MAG1MAG2

COMPASS SYNCANNUNCIATOR

CRSOR

DTRK

COURSESELECT/DESIRED

TRACK DISPLAY

FMS STATUSANNUNCIATORS

DRDRG

WPTINTG

COURSE SELECT/DESIRED TRACK

POINTER

FMS ACCURACYAND CROSSTRACK

APPXTK

FMS LNAVANNUNCIATORS

HDGSELHDGINT

PRCHDG BEARINGSOURCES

ADF1ADF2VOR1VOR2FMS

HEADINGSELECTDISPLAY

WINDVECTOR

RECIPROCALCOURSE/DESIREDTRACK

POINTER

TO–FROMANNUNCIATOR

AIRCRAFTSYMBOL

NAV SOURCEANNUNCIATORVOR1VOR2ILS1ILS2

FMS

DISTANCE DISPLAY

BEARING POINTERS

FMS MESSAGE

COURSE/DESIREDTRACK DEVIATIONSCALE AND BAR

ELAPSED TIME,TIME–TO–GO, ORGROUNDSPEED

DISPLAYET59:59

ETH9:59

TTG399 MIN

GSPD999 KTS

HEADINGDIAL

HEADINGSELECT

BUGLUBBER

LINE

DRIFTANGLE

BUG

HEADING SOURCE ANNUNCIATORS NOT DISPLAYED WHEN NORMALON–SIDE SOURCE IS SELECTED, UNLESS BOTH PILOTS ARE ON THESAME SOURCE AD–63833@

NOTE:

FMS VNAVANNUNCIATOR

VPTHVALTVSPDVASL

HSI Full Compass Display on PFDFigure 3–24


A28–1146–134REV 1 Jan/03 3-41


� Heading Select Bug and Display – The heading select bug rotatesaround the compass arc. The heading select bug is positioned usingthe HEADING knob on the instrument remote controller. HDG(white) is displayed in the lower left–hand corner of the HSI area.Directly below HDG is a cyan digital readout of the heading selectbug’s current position.

� Lubber Line – The lubber line is a white triangle positioned at theapex of the compass, outside the compass arc. The triangle fitsinside the heading bug when the heading bug is positioned at 0�.

� Drift Angle Bug – If available from the FMS, the drift angle bugrepresents drift angle relative to the desired track. The drift anglebug represents the aircraft’s actual track (relative to the compasscard). The bug is a magenta triangle that moves around the outsideof the compass card (in either FULL or ARC modes). Bug colors aredefined in Table 3–8.

Navigation Source Color


NAV On–side ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

GreenÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁFMS On–side

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁMagentaÁÁÁÁÁÁÁÁÁÁ


FMS/NAV Cross–sideÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Yellow

Drift Angle Bug ColorsTable 3–8

� Heading Dial and Fore and Aft Lubber Lines – Magneticcompass information is displayed on the heading dial, which rotates360� with the aircraft. The azimuth ring is graded in 5� increments.Fixed heading marks are at the fore and aft lubber line positions at45� bearings.

� FMS VNAV Annunciators – Some aircraft may be equipped withFMS VNAV annunciators on the upper right of the HSI. They aredisplayed in magenta if the on–side primary LRN source is selectedThey are displayed in yellow if the on–side secondary LRN sourceis selected, or the on–side and cross–side LRN sources are set tothe same source. These annunciators are:

— VPATH (vertical path)— VALT (vertical altitude)— VSPD (vertical speed)— VASL (vertical altitude select).

NOTE: FMS VNAV is not available on all aircraft. Confirmavailability with the Airplane Flight Manual.


A28–1146–134REV 1 Jan/03


� NAV Source Annunciator – The selected NAV source displayedon the course deviation indicator (CDI) is transmitted from theon–side display controller. If the on–side controller is invalid, thesymbol generator processor reverts to on–side primary NAV (pilot –VOR1, copilot – VOR2).

The navigation sources available are VOR 1/2, ILS 1/2 and FMS.Aircraft with dual FMS have FMS1 and FMS2. The NAV source isdisplayed in the upper right corner of the HSI area. The displaycolors are as follows:

— Green when a short range NAV source is selected

— Magenta when the long range NAV FMS is selected

— Yellow when the pilot and copilot are on the same NAV source(the course pointer also turns yellow), or when both pilots havethe cross–side NAV source selected.

NOTE: When FMS is the selected navigation source, the HSI hasthe only course deviation display.

� FMS Message – A flashing MSG is displayed when there is amessage on the CDU. The annunciator flashes until the pilot takesaction according to the aircraft’s FMS installation.

� Distance Display – The NAV source distance is displayed on theupper right side of the HSI. The distance digits are the same coloras the NAV source annunciator. The digits represent distance to thestation for a short range NAV, and the distance to the next waypointin long range NAV. Table 3–9 lists the display ranges. If the DME holdis selected when VOR is displayed, an H is displayed next to theDME distance.

Distance Source Display Range


DME ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

0.0 to 512 NMÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁFMS

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ0.0 to 4095 NM

Distance Display RangeTable 3–9


A28–1146–134REV 1 Jan/03 3-43


� Bearing Pointers and Sources – The two bearing pointers and theirsymbols (� and �) indicate bearing to the selected navaid. Thebearing pointer annunciator is displayed in the lower left corner ofthe HSI. The annunciator color matches the bearing pointer color,cyan for the circle pointer and white for the diamond pointer. Thepointers are selected using the display controller, as described inTable 3–10.

Display ControllerBearing Knob Selection PFD Text Identifier


OFF ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

NoneÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

NAV ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

VOR1 or VOR2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁADF

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁADF1 or ADF2 (Note 1)ÁÁÁÁÁÁÁÁÁ


FMSÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

FMS1 or FMS2 (Note 2)

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

NOTES: 1. ADF for single ADF installations.

2. FMS for single FMS installations.

Bearing SelectorTable 3–10

If the on–side display controller fails, the default sources are VOR1on circle (pilot’s) and VOR2 on diamond (copilot’s). If the bearingpointer is selected to VOR and the radio is tuned to a localizerfrequency, the pointer and annunciator are removed from thedisplay.

� Course/Desired Track Lateral Deviation Scale and Bar – Acourse/desired track lateral deviation scale is displayed as two whitedots on either side of the aircraft symbol. The two–dot scalerepresents NAV deviation from the selected source desired track orcourse. The lateral deviation dots rotate around the center of thefixed aircraft symbol. The deviation bar represents the centerline ofthe selected VOR or localizer course.

Excessive lateral deviation during CAT2 operation is annunciated bythe lateral deviation scale and pointer changing from white toamber.

The aircraft symbol shows aircraft position relative to the selectedcourse. When GPS is installed and the FMS is used, the deviationscale sensitivity changes for each phase of flight.


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The scaling for a VOR NAV source is given in Table 3–11.

Full Left/Right Outer Dots Inner Dots


>10° ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

10° ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

5°ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

NOTE: Scaling can vary depending on FMS.

VOR NAV Source Lateral Deviation ScalingTable 3–11

If FMS is the NAV source and the GPS is valid, the scaling is definedin Table 3–12.

PhaseFull

Left/Right Outer Dots Inner Dots


Enroute ÁÁÁÁÁÁÁÁÁÁÁÁ

>10.0 NM ÁÁÁÁÁÁÁÁÁÁ

5.0 NM ÁÁÁÁÁÁÁÁÁÁÁÁ

2.5 NMÁÁÁÁÁÁÁÁÁÁÁÁ

TerminalÁÁÁÁÁÁÁÁÁÁÁÁ

> 2.0 NMÁÁÁÁÁÁÁÁÁÁ

1.0 NMÁÁÁÁÁÁÁÁÁÁÁÁ

0.5 NMÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ApproachÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

>0.6 NMÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

0.3 NMÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

0.15 NM

FMS NAV Source Lateral Deviation With GPS ValidTable 3–12

If the FMS is the NAV source and GPS is not valid, the scaling isgiven in Table 3–13.

PhaseFull

Left/Right Outer Dots Inner DotsÁÁÁÁÁÁÁÁÁÁÁÁEnroute

ÁÁÁÁÁÁÁÁÁÁÁÁ>10.0 NM

ÁÁÁÁÁÁÁÁÁÁ5.0 NM

ÁÁÁÁÁÁÁÁÁÁÁÁ2.5 NMÁÁÁÁÁÁ


TerminalÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

N/AÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

N/AÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

N/A


Approach ÁÁÁÁÁÁÁÁÁÁÁÁ

>2.0 NM ÁÁÁÁÁÁÁÁÁÁ

1.0 NM ÁÁÁÁÁÁÁÁÁÁÁÁ

0.50 NM

FMS NAV Source Lateral Deviation With GPS InvalidTable 3–13


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� Elapsed Time (ET), Time–To–Go (TTG), or Groundspeed (GSPD)Display – By pushing the GSPD/TTG button on the displaycontroller, the groundspeed or time–to–go can be alternatelydisplayed in the lower right corner. The groundspeed is calculatedand displayed in magenta when the long range navigation system(FMS) is selected (if the FMS is displayed and its output is valid).When VOR/DME is selected, the value is displayed in green.Power–up default is groundspeed with elapsed time reset to zero.

When the ET button on the display controller is pushed, theGSPD/TTG readout is replaced with a digital clock display. Pushingthe ET button starts, stops, and resets the digital clock.

� TO/FROM Annunciator – The TO indicator is displayed as a solidwhite triangle (�) in front of the aircraft symbol, and the FROMindicator is a solid white triangle (�) behind the aircraft symbol.When a VOR is selected, the TO or FROM indicator is displayed asdescribed in Table 3–14. When ILS (tuned to localizer) is selected,the TO/FROM indicator is removed from the display.

IndicatorVOR Bearing Relative to

Selected Course


TO ( � ) ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁEqual to or less than 88�


FROM ( � ) ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁEqual to or greater than 92�


Not Displayed ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁBetween 88� and 92�

VOR TO/FROM IndicatorTable 3–14

� Reciprocal Course/Desired Track Pointer – The reciprocalpointer indicates 180� from the course select/desired track pointer.

� Aircraft Symbol – The center of the compass has a fixed miniaturewhite aircraft symbol and lateral deviation scale. The symbol showsthe aircraft position and heading relative to the rotating heading dial.It also shows the aircraft position relative to a radio course or FMSdesired track.


A28–1146–134REV 1 Jan/03


� Wind Vector – Wind information is displayed in the lower left of theHSI. The wind is displayed in magenta for on–side data, or yellowfor cross–side data. Wind direction relative to the aircraft isdisplayed as an arrow. Wind speed is displayed as a digital readout,with a range of 1 to 255 knots.

The wind display is removed from the PFD when wind data is invalid,heading is invalid, or wind speed is zero.

� FMS LNAV Annunciators – The FMS LNAV annunciators aredisplayed to the upper left of the HSI. They are displayed inmagenta if the on–side primary LRN navigation source is selected.They are displayed in yellow if the on–side secondary LRNnavigation source is selected, or the on–side and cross–side LRNnavigation sources are set to the same source. These annunciatorsare:

— HDGSEL (selected heading)— HDGINT (heading intercept)— PRCHDG (procedure turn heading).

� FMS Accuracy and Crosstrack – Table 3–15 describes FMSaccuracy and crosstrack messages.

Annun. Mode DescriptionÁÁÁÁÁÁÁÁÁÁÁÁ

APPÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

ApproachÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

APP indicates that the FMS orGPS is in the approach mode.ÁÁÁÁ

ÁÁÁÁÁÁÁÁ

XTKÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

CrosstrackÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

XTK indicates the FMS has sent acrosstrack warning.

FMS Accuracy and Crosstrack MessagesTable 3–15

� Course Select/Desired Track Pointer – The course pointer rotatesaround the center of the arc heading display. With a short range NAVselected, the course pointer is positioned by rotating the courseknob on the remote instrument controller. When the FMS isselected, the desired track data is generated by the FMS and it issent to the IAC.


A28–1146–134REV 1 Jan/03 3-47


The course pointer display is in the upper left corner of the HSI. Ifshort range NAV has been selected, the label is CRS (course). Iflong range NAV has been selected, the label is DTRK (desiredtrack). Directly below the label is a digital readout of the currentcourse pointer value. The pointer and readout are green for shortrange NAV and magenta for long range navigation.

NOTES: 1. If the cross–side short range NAV is selected, thecourse pointer and digital readout are yellow.

2. If both sides display the same navigation source,the course pointer is yellow.

Use the BC button on the mode selector to enable reverse sensingto capture and track a localizer back course.

� FMS Status Annunciators – Table 3–16 describes FMS statusmessages.

Annun. Mode DescriptionÁÁÁÁÁÁÁÁÁ

DGRÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

DegradeÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

A DGR indicates a degrade modeof operation.

ÁÁÁÁÁÁÁÁÁ

DRÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Dead ReckoningÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

A DR indicates a dead reckoningmode.


WPTÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Waypoint AlertÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

A lateral waypoint crossover isannunciated by WPT sixtyseconds before crossing an FMSwaypoint.


INTGÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

GPS IntegrityÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

An INTG indicates a failing GPS.The annunciator is removed whenthe selected NAV source is otherthan FMS.

FMS Annunciator MessagesTable 3–16


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� Compass Sync Annunciator – The compass sync annunciatorindicates the state of the DG in the slaved (AUTO) mode. The barrepresents commands to the DG to slew the indicated direction(+ for increased heading and o for decreased heading).

The compass sync annunciator is removed from the display for anyof the following conditions:

— Invalid magnetic heading— Invalid flux valve heading.

� Heading Source Annunciator – The AHRS heading source (DG1,DG2, MAG1, MAG2) is annunciated above and to the left of thecompass rose. The heading source for the pilot’s PFD is the samesource that drives the MFD. Table 3–17 lists the heading sourceannunciators.

HeadingSource Selection

PilotAnnunciator

CopilotAnnunciator

AHRS Normal DG1MAG1(white)

DG2MAG2(white)

AHRS Cross-side DG 2MAG 2

DG 1MAG 1

AHRS Same side DG 1/2MAG 1/2

DG 2/1MAG 2/1

Invalid N/A HDG 1 HDG 2

Heading Source AnnunciatorsTable 3–17


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ARC DISPLAY

Most of the arc display annunciators, shown in Figure 3–25, are thesame as for the full compass HSI display. The differences are describedbelow.

WEATHERRADARMODES

WAITSTBYFSBYWXRCTGCRCR/RGMAPTESTFAILFPLNR/T

WX/TTX

WEATHERWARNING

TGTVAR

DIGITALHEADINGDISPLAY

WEATHERRADARRETURN

RANGE ANNUNCIATION(INNER RANGE IS 1/2 THERANGE SETTING OF THE

WEATHER RADAR)

ANTENNA TILTANNUNCIATOR

AD–63834@

HEADING BUGOFF SCALE

ARROW

HSI Arc DisplayFigure 3–25

� Digital Heading Display – The aircraft’s current heading isdisplayed above a V–shaped notch at the top (apex) of the partialcompass. The V–shaped notch replaces the lubber line and fitsinside the heading bug when the heading bug is positioned at thecenter of the arc.


A28–1146–134REV 1 Jan/03


� Weather Radar Returns – Weather radar returns are displayedinside the compass arc. The returns are color coded, as describedin Table 3–18.

ReturnWeather (WX)

ModeGround Map

(GMAP) Mode

Level 0 Black Black

Level 1 Green Cyan

Level 2 Yellow Yellow

Level 3 Red Magenta

Level 4 Magenta N/A

RCT(Rain Echo Attenuation

Compensation Technique)

Cyan N/A

Turbulence White N/A

Weather Radar Return Color CodeTable 3–18

Weather picture data is displayed in a 120� pattern if sector scan isnot selected on the weather radar controller. If sector scan isselected, a 60� pattern is displayed. A 60� sector scan is furtheridentified by two white azimuth marks (not always shown) on the halfrange ring, at ±30� of an imaginary line running through the centerof the fixed aircraft symbol.

� Range Annunciator – Range rings show the position of radarreturns and navaids relative to the aircraft’s position. The outerrange ring is the compass card boundary and represents theselected range (in nautical miles) on the radar.


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The inner range ring is half of the range setting on the weather radarcontroller. Weather radar range is annunciated by white digits at theend of the half–range ring. The radar range, listed in Table 3–19, isselected using the weather radar controller. If the radar range isturned off, the default outer range ring represents 100 NM.

Selected Range Half–Range Displayed

5 2.5

10 5.0

25 12.5

50 25.0

100 50.0

200 100.0

300 150.0ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

500 (Note)ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

250.0


1000 (Note) ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

500.0

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

NOTE: Flight plan mode on weather controller selected.

Selectable Radar RangesTable 3–19

� Heading Bug Off–Scale Arrow – In the arc mode, the heading bugcan be rotated off the compass scale. When the heading bug is offscale, a cyan arrow is displayed on the outer compass ring toindicate the shortest direction to its location.


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� Weather Warnings – Directly below the weather mode annunciatorline is a shared target alert (TGT) and variable gain (VAR) statusline. The target alert annunciator warns of level 3 targets. VAR isdisplayed in place of TGT to show that the radar is operating in thevariable gain mode. The warning annunciators are described inTable 3–20.

Annunciator DescriptionÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TGTÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Target alert is enabled.


TGT ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Target alert is enabled and a level 3 weatherreturn is detected in the forward 15� of antennascan.


VARÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Radar is operating in the variable gain mode.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

NOTE: The target alert annunciator has priority over the variable gainannunciator.

Weather Warning AnnunciatorsTable 3–20

� Antenna Tilt – The antenna tilt angle is displayed below the targetmode line. The display range for tilt angle is –15� to +15�, in 0.5�increments between –5� and +5�and in 1.0� increments for tiltangles greater than ±5�. Tilt values are preceded by a blank forpositive values and a minus sign ( – ) for negative values.


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� Weather Radar Modes – When weather is selected on the displaycontroller, weather information is displayed on the arc format. EachPFD can display independently selected weather information. Themode annunciators, described in Table 3–21, are displayed to theleft of the compass arc.

DisplayAnnunciator Mode Description


WAIT ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Power–up about one minute


STBY ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Normal standbyÁÁÁÁÁÁÁÁÁÁ

FSBY ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Forced standby (weight–on–wheels)ÁÁÁÁÁÁÁÁÁÁWX

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁNormal weatherÁÁÁÁÁ


WXÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Invalid weather, or forced standby is overriddenand the radar is on and transmitting


RCTÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Normal weather with RCT


GCR ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Normal weather with ground clutter reduction


CR/R ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Normal weather with GCR and RCTÁÁÁÁÁÁÁÁÁÁ

GMAP ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Ground map modeÁÁÁÁÁÁÁÁÁÁTEST

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁTest mode with no faultsÁÁÁÁÁ


FAILÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Test mode with faults


FPLN ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Flight plan mode


R/T ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Weather with RCT and turbulence detectionÁÁÁÁÁÁÁÁÁÁ

WX/TÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Normal weather with turbulence detectionÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TXÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Weather is transmitting but not selected fordisplay and not in STBY, FSBY, WAIT, or FPLN


NOTE: If WX is not selected for display, but is active and valid and is in either theSTBY, FPLN, FSBY, or WAIT modes, nothing is displayed.

Weather Mode AnnunciatorsTable 3–21


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Airspeed Display

The airspeed sections of the PFD are shown in Figure 3–26. The upperleft display shows the Federal Aviation Administration (FAA) with thelow speed awareness annunciator. The lower display shows theEuropean Joint Airworthiness Authorities (JAA) with the approved lowspeed awareness annunciator. A description of the airspeedannunciators follows.

MACH DISPLAY

AD–63830@(JAA VERSION)

FLIGHT DIRECTORSPEED TARGET

DISPLAY

FLIGHT DIRECTORSPEED

REFERENCE BUG

AIRSPEEDSCALE

AIRSPEEDDISPLAY

Vmo/Mmo OVERSPEEDINDICATOR

AIRSPEEDTREND VECTOR

AIRSPEEDREFERENCE LINE

AIRSPEEDCOMPARISONMONITORANNUNCIATOR

LOW SPEEDAWARENESSINDICATOR (WHITE,AMBER, AND REDBAND)

TAKEOFFVSPEEDSET DISPLAY

1.3 VSTALLREFERENCE BUG

LOW AIRSPEEDAWARENESSINDICATOR

V SPEED BUGS

1R2EAPRF

(FAA VERSION)

Airspeed DisplayFigure 3–26


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� VMO/MMO Overspeed Tape – The overspeed indicator is a fixed redbar along the inner right side of the airspeed tape that originates atVMO and extends to the top of the airspeed tape.

� Airspeed Trend Vector and Reference Line – The airspeed trendvector is a magenta bar along the outer right side of the airspeedtape. It is referenced to the airspeed reference line. The vectorindicates what the IAS will be in about 10 seconds if the presenttrend continues.

� VSPEED Bugs – VSPEED bugs, corresponding to speeds for variousphases of flight, can be displayed on the PFD’s airspeed tape.VSPEEDS are input with the MFD bezel keys and left–side data setknob. The bugs travel along the right side of the airspeed tape.VSPEED bugs are described in Table 3–22.

VSPEED Display Speed Definition

V1 1 Takeoff Decision

VR R Takeoff Rotation

V2 2 (white) Takeoff Safety

VENR E Enroute

VAPP AP Approach

VREF RF Landing Configuration

VSPEED Bug IdentificationTable 3–22

V1 and VR, VR and V2, and VAPP and VREF can be set to each other.The VENR speed bug has a fixed value of 160 knots. Prior to takeoff,a digital readout of each reference bug speed (excluding VREF andVAPP) is displayed on the lower half of the airspeed tape.

VSPEED bugs (including the VENR speed bug) are removed after thatspeed has been attained and the airspeed exceeds 230 knots. VREF

and VAPP bugs are removed when power is turned off.

NOTE: If either PFD is in reversion (displayed on the MFD)VSPEEDS cannot be set.


A28–1146–134REV 1 Jan/03


� Low Speed Awareness Bar – A low speed awareness barindicates the aircraft condition relative to a stall. The bar starts fromthe bottom right side of the airspeed tape. When the amber portionreaches the airspeed reference line, the aircraft is at about 0.7�normalized angle–of–attack (AOA). When the red part of the barreaches the airspeed reference line (as calculated by an AOA input),the stickshaker activates. Color bands represent VSTALL ranges, asdescribed in Table 3–23.

Color VSTALL Range

White 1.3 to 1.2

Amber 1.2 to 1.1

Red 1.1 or less

Low Speed Awareness Bar ColorTable 3–23

� Angle–of–Attack (AOA) Failure Annunciator – If angle–of–attackbecomes invalid, AOA is displayed vertically along the lower portionof the airspeed tape.

� Mach Display – The digital Mach display is the present Machnumber. It is located below the airspeed tape. The color of the digitsis always the same as the digital airspeed display. The minimumMach that can be displayed is 0.001.

� Airspeed Digital Display – IAS is displayed as green rolling digitsinside the display window. Current IAS is magnified in the windowand is readable to a 1 knot resolution. When the current airspeed isequal to or greater than the maximum allowable airspeed (VMO), thedigits turn red. When the airspeed trend vector exceeds VMO by 1knot, the rolling digits turn amber unless red is required. Forairspeeds below 40 knots, the digits are removed. For airspeedsgreater than 450 knots, the displayed value remains at 450.

� Airspeed Scale – The airspeed scale is a moving tape display withfixed pointer and calibrated airspeed marks. The white scalemarkings on the tape are in 10–knot increments. The scale digitsmove such that larger numbers come from the top of the display. IfVMO/MMO is exceeded, the numbers turn red.


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� Airspeed Display and Trend Vector – IAS is displayed as greenrolling digits inside the display window. The digits in the window aremagnified and readable to a 1 knot resolution. When the currentairspeed value is equal to or exceeds the maximum allowableairspeed (VMO) the digits turn red.

When the airspeed trend vector exceeds VMO by 1 knot, the rollingdigits turn amber unless red is required. For airspeed values below40 knots, the digits are removed. For values greater than 450 knots,the displayed value remains at 450.

� Airspeed Comparison Monitor Annunciator – When theairspeed comparison monitor is activated by a difference of 5 knotsairspeed, IAS is annunciated in the upper left inside edge of theairspeed tape. IAS flashes for ten seconds, then is steady.

� Takeoff VSPEED Display – V1, VR, V2, and VENR (enroute) aredisplayed inside the lower portion of the airspeed tape if airspeed isunder 40 kts. These values remain on the tape until the aircraftbecomes airborne.

� 1.3 VSTALL Bug (JAA Only) – The bug is a green line placed at 1.3stall speed.

� JAA Low Speed Awareness Bar – The JAA low airspeedawareness bar is along the lower right inside edge of the airspeedtape. It starts from the bottom of the tape and stretches up to the 1.3VSTALL bug. The upper part is amber and represents the 1.2 VSTALL

area. The lower part is red. When AOA increases to the point thatthe aircraft is in the red area, the stick shaker is activated.


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Altimeter Display

Figure 3–27 shows the annunciators located on the altimeter displayand described in the paragraphs that follow.

AD–63836@

ALTITUDETREND VECTOR

AND SCALE

ALTITUDEANALOG

SCALEALTITUDESELECT DISPLAY

ALTITUDEDIGITALDISPLAY

ALTITUDESELECT BUG

ALTIMETERREFERENCE

LINE

ALTITUDECOMPARISONMONITORANNUNCIATOR

BELOW 10,000FEET MARK

LOW ALTITUDEAWARENESS

BAROMETRICALTIMETER SETTING

INCHES OF MERCURYHECTOPASCALS

INHPA

Altimeter DisplayFigure 3–27


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� Altitude Select Display – A selected altitude is displayed in boxeddigits at the top of the altitude scale. The altitude is set with thealtitude preselect knob on the MFD bezel controller. The displayreads in 100–foot increments from –1000 to +60,000 feet.

NOTE: After the first turn (click) of the rotary knob, the displayedaltitude synchronizes to the current altimeter setting.

An altitude alert operating region, shown in Figure 3–28, is activewithin 1000 feet of the preselected altitude. During a climb ordescent, when the aircraft reaches an altitude within 1000 feet of thetarget altitude, the box and set data turn amber, and a momentaryaudible alert sounds. When the aircraft is within 200 feet of thepreselected altitude, the box and set data turn back to cyan.

After capture, if the aircraft strays more than 200 feet from theselected altitude, the select display again changes from cyan toamber and a momentary audible alert sounds.

When altitude preselect data goes invalid, the display is replaced byfive amber dashes.


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135

140 00

140 00

140

140

140 00

140 00

148

140 00

180

DESCENDING TO FL 140

CLIMBING TO FL 140

CYAN

AMBER

CYAN

AMBER

CYAN

SELECTED ALTITUDE

15000 FT

14200 FT

13800 FT

13000 FT

14000 FT

CYAN

AD–66567@

Altitude SelectFigure 3–28


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� Altitude Digital Display – A green digital altitude readout is in thedisplay window. Current altitude is magnified in the window and isreadable to within a 20–foot resolution.

The display is removed when altitude information goes invalid.

� Metric Altitude Digital Display – A digital readout of the actualmetric altitude value is displayed directly below the barometricaltimeter setting display. This display is available only when hPa hasbeen selected as the reference for the barometric altitude setting onthe display controller. The altitude data is displayed in green with awhite M. The data range is from –305 meters to 18,290 meters, witha resolution of 5 meters.

The digital display is replaced by amber dashes when altitude datagoes invalid.

� Barometric (BARO) Altimeter Setting – The baro set window isdirectly below the altitude tape. Using the display controller, it canbe set either to in. Hg. (labelled as IN) or hPa (labelled as HPA). Ifthe on–side display controller is invalid, the symbol generatordefaults to the last selection (IN or HPA). The baro set data is alwayscyan with a white label. The selectable BARO range is 16.00 to32.00 in increments of 0.01 for in. Hg., and 541 to 1083 in incrementsof 1 for hPa.

The display is replaced by four dashes, in the form of ––.–– for INor –––– for HPA, when barometric correction data goes invalid. Thealtitude select bug is removed when altitude preselect databecomes invalid.

� Altitude Select Bug – The cyan altitude select bug movesvertically along the left side of the altitude tape. The bug is notchedto fit the 1000 or 500 foot altitude tape chevron. The bug is displayedon the scale across from the altitude value set in the altitude alertselect display. If the bug is moved off the current scale range, halfof the bug remains on the scale to indicate the direction to the setbug.

On power–up, the altitude select bug is not displayed. To set the bug,use the altitude preselect knob on the right side of the MFD bezelcontroller. After the first turn (click) of the altitude preselect knobfollowing power–up, the altitude select bug synchronizes to thecurrent barometric altitude.


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� Altitude Trend Vector and Scale – The altitude trend vector is amagenta bar that starts at the altitude reference line and movesvertically along the left side of the altitude tape. It indicates whataltitude the aircraft will reach in six seconds if the current verticalspeed is maintained.

The altitude trend vector is not displayed when vertical speed isinvalid.

� Altitude Analog Scale – The altitude tape is a moving scale displaywith a fixed pointer. The scale is marked in 100–foot increments,with the larger numbers at the top.

Each 1000– and 500–foot altitude increment is enhanced with adouble or single chevron. This chevron, the altimeter reference line,and the altitude select bug are designed to align when the selectedand current altitudes are on an increment of 1000 or 500 feet.

When altitude data becomes invalid, the digits, tick marks, andchevrons are removed, and an X is placed over the tape.

� Altitude Comparison Monitor Annunciator – This comparisonmonitor is activated when a miscompare of ±200 feet (or greater)occurs between the two air data computers. ALT is annunciatedvertically on the upper right side of the airspeed tape. It flashes for10 seconds, then is steady.

� Below 10,000 Feet Mark – When the current altitude is below10,000 feet, boxed crosshatch marks in the display window showthat the ten–thousand–foot digit is missing. For altitudes below sealevel, a minus sign (–) replaces the boxed hash marks.

The display is removed when altitude information goes invalid.

� Low Altitude Awareness – As the aircraft descends through550 feet radio altitude, a horizontal line representing zero radioaltimeter rises from the bottom of the airspeed tape. Below this lineall altimeter scale markings are removed and the altimeter tape isbrown. At radio altitudes of 60 feet and less, the horizontal line isremoved. At radio altitudes of zero feet, the brown shading touchesthe altimeter reference line and the entire lower half of the airspeedtape is brown.

When radio altitude becomes invalid, the brown shading andhorizontal line are removed.

� Altimeter Reference Line – This line is at the center of the altimeterrolling digits display. The reference line is the only reference pointfor the altitude trend vector. When the trend vector rises above thereference line, a climb is indicated, and when it falls below the line,descent is indicated.


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Vertical Speed (VS) Display

The vertical speed display, shown in Figure 3–29, is on the lower rightof the PFD. It is described in the following paragraphs.

VERTICAL SPEEDREFERENCE LINE

VERTICAL SPEEDANALOG SCALE VERTICAL SPEED

DIGITAL DISPLAY

VERTICAL SPEEDINDICATOR

VERTICAL SPEEDTARGET BUG

VERTICAL SPEEDTARGET DISPLAY

AD–63837@

Vertical Speed DisplayFigure 3–29

� Vertical Speed Target Display and Bug – Vertical speed is setusing the VS button on the flight director mode selector and thePITCH wheel on the autopilot controller. It is displayed as a cyanreadout inside a white box above the vertical speed scale, with acorresponding cyan target bug inside the scale. If the FMS is thesource, the readout and bug are magenta.

NOTE: The vertical speed target and bug are displayed only whenthe vertical speed flight director mode is selected.

� Vertical Speed Indicator (VSI) – The VSI resembles a standardanalog scale and pointer, reading in thousands of feet (to 3000 feet)with tick marks every 500 feet. The scale is white with a greenpointer.

If the vertical speed goes invalid, the vertical speed pointer isremoved from the display.

� Vertical Speed Digital Display – In addition to the pointer, verticalspeed is displayed in green inside a white box on the zero referenceline. Current vertical speed is magnified in the window and isreadable to a 50 fpm resolution. The maximum value is 9900 fpm.For values between 0 and ±500 fpm, the digital readout is notdisplayed. At values over ±500 fpm, the vertical speed readout isdisplayed.


A28–1146–134REV 1 Jan/03


For vertical speeds greater than ±3500 fpm, the pointer is positionednear the end of the scale, and the digital readout gives the actualvertical speed value.

If the vertical speed goes invalid, the readout and the box areremoved.

� Vertical Speed Reference Line – This reference line representslevel flight, or vertical speed zero.

Traffic Alert and Collision Avoidance System (TCAS)(Optional)

The PFD displays TCAS resolution advisories (RAs) and general TCASoperating modes and failure annunciators.

A resolution advisory, as shown in Figure 3–30, recommends amaneuver to perform or avoid to prevent a near miss or midair.

TCAS STATUSMESSAGES

TCAS FAIL (TCAS I OR II)TCAS OFF (TCAS I OR II)TA ONLY (TCAS I OR II)TCAS INOP (TCAS I OR II)TCAS TEST (TCAS II)RA FAIL (TCAS II)

TCAS IIGREEN ’FLY TO’AREA

TCAS IIRED ’DO NOT FLY’AREA

AD–68520@

TCAS Resolution Advisory DisplayFigure 3–30


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There are two types of RAs:

� Corrective – A corrective RA recommends a deviation from thecurrent vertical rate to avoid an intruder.

� Preventive – A preventive RA recommends avoiding certaindeviations from the current vertical rate.

RA directions from the TCAS computer are in the form of vertical speedcommands displayed on the VSI scale.

� TCAS Resolution Advisory (RA) Display – The RA consists ofone or two red bands and one green band inside the VSI scale. Thered bands cover vertical speeds that should be avoided if it is apreventive RA, or regions that should be left at once if it is acorrective RA. The green band gives a fly–to indication that is thevertical speed command cue for the pilot during corrective RAs.

� TCAS Status Messages – The TCAS status messages listed inTable 3–24 are displayed at the top left of the vertical speed displayon the PFD.

TCAS System MessageÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TCAS IÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TCAS FAIL

TCAS OFF (white)

TA ONLY (white)

TCAS INOP (white)

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TCAS II ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TCAS TEST

TCAS FAIL

TCAS OFF (white)

TA ONLY (white)

RA FAIL or RA FAIL

TCAS INOP (white)

TCAS Status MessagesTable 3–24


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Enhanced Ground Proximity Warning System(EGPWS) (Optional)

EGPWS general operating modes and failure annunciators aredisplayed on the PFD, as shown in Figure 3–31.

EGPWS MODEANNUNCIATIONS

WIND SHEAR (RED)PULL UP (RED)GND PROX (AMBER)WIND SHEAR (AMBER)

EGPWS FAILUREMODES

GPWS/WSHR FAILWSHR FAILGPWS FAIL

AD–63839@

EGPWS Mode and Failure AnnunciatorsFigure 3–31

� EGPWS Mode Annunciators – The EGPWS generates thefollowing warning (red) and caution (amber) messages, which aredisplayed inside a box on the right side of the PFD. The messagesare listed below in order of priority:

— WIND SHEAR— PULL UP— GND PROX— WIND SHEAR.

� EGPWS Failure Mode Annunciators – The EGPWS generatesfailure messages below the attitude sphere. The messages arelisted below in order of priority:

— GPWS/WSHR FAIL— WSHR FAIL— GPWS FAIL.


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Typical PFD Presentations

This section illustrates PFD displays typical of various phases of flight.The examples given here are representative. They do not show alldisplay possibilities.

TAKEOFF USING GO–AROUND (GA) MODE

The aircraft has started the takeoff roll, as shown in Figure 3–32. GAand HDG modes have been selected. The VSPEEDS are set to V1 – 100,VR – 105, V2 – 108 (white), VE – 150, the preselected altitude is7000 feet MSL (mean sea level), and the radio altitude is 5. The wingsare level, and the flight director is commanding the wings level and 10�nose up.

AD–63840@

Takeoff Using Go–Around ModeFigure 3–32


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CLIMB TO INITIAL ALTITUDE

The aircraft is on climb, accelerating through 180 kts to 200 kts in HDGand flight level change (FLC) modes, as shown in Figure 3–33. Theautopilot is engaged (AP ENG). Altitude select is armed, and thealtitude preselect digits (7000) have changed from cyan to amber,indicating that the aircraft is between 1000 and 200 feet from the7000–foot selected altitude. Vertical speed is 1000 fpm. The altitudetrend vector indicates climb. Flight director commands are satisfied.

AD–63841@

Climb to Initial AltitudeFigure 3–33


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ENROUTE CRUISE

Figure 3–34 shows the aircraft straight and level on a preselectedaltitude of 31,000 feet, flying HDG and ALT hold with VOR (white)armed for capture. The autopilot is engaged (AP ENG) and airspeed is220 kts or .700 Mach.

AD–63842@

Enroute CruiseFigure 3–34


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SETUP FOR APPROACH

Figure 3–35 shows the aircraft flying HDG and VS while armed forlocalizer and glideslope capture (white LOC and GS). The glideslopeand localizer displays are in view. The cyan ASEL digits (2500) indicatethe aircraft is more than 1000 feet above the approach fix altitude.Airspeed is 160 knots.

AD–63843@

–

Setup for ApproachFigure 3–35


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APPROACH CAPTURE TRACKING AT MINIMUMS

Figure 3–36 shows the aircraft on final approach with LOC and GScaptured and autopilot engaged (AP ENG). The radio altitude of 100feet is below the 200–foot decision height, activating the MIN box. Therising brown in the altimeter is 100 feet from the altitude reference line.VREF (RF) is set for 100 kts.

AD–63844@

Approach Capture Tracking at MinimumsFigure 3–36


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COMPARISON MONITORING

The amber comparison monitor annunciators appear in variouslocations on the PFD, as shown in Figure 3–37. Active messages clearwhen the miscompare situation has been corrected.

AD–63845@

Comparison Monitor AnnunciatorsFigure 3–37


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Parameters monitored are:

� Pitch (PIT) attitude ±5�

� Roll (ROL) attitude ±6�

� Attitude (ATT) – Active only when both pitch and roll comparatorsare already tripped

� Heading (HDG) ±6�

� Altitude (ALT) ±200 feet

� Airspeed (IAS) ±5 knots

� Localizer (LOC) deviation about 1/2 dot below 1200 feet AGL

� Glideslope (GS) deviation about 1/2 dot below 1200 feet AGL

� Instrument landing system (ILS) – Active when both LOC and GScomparators are already tripped.

The comparison is made when both pilots have the same type butdifferent sources selected for display. If, for example, the pilot andcopilot both have ILS1 selected (ILS1 annunciated on the displays), nocomparison monitor is active on that data (localizer, glideslope).


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EXCESSIVE ATTITUDE DISPLAY

An excessive attitude condition occurs when the roll attitude exceeds65�, or pitch exceeds 30� nose up or 20� nose down, as shown inFigure 3–38. If the excessive attitude condition is due to excessivepitch, excessive pitch chevrons are displayed.

AD–63848@

Excessive Attitude DisplayFigure 3–38


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To declutter the display, the following annunciators are removed whenan excessive attitude condition exists:

� Vertical, lateral, and non–synched flight director mode annunciators

� Flight director arrow

� Low bank limit

� Flight director command bars

� Vertical deviation scale, pointer, and label

� Vertical track alert annunciator

� Marker beacons and box

� Radio altitude digital readout

� Selected airspeed bug

� VSPEED bug and readout

� Selected altitude bug and digital readout

� All failure flags for items listed above

� The following comparison monitor annunciators:

— Heading— Radio altitude— Localizer— Glideslope— ILS

� Lateral transition box (that surrounds captured lateral or verticalflight director modes).

Minimum altitude annunciator and box symbols are restored when thefollowing two conditions exist:

� Roll attitude is less than 63� left or right

� Pitch attitude less than 28� nose up or 18� nose down.


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PFD Caution and Failure Displays

The PFD caution and failure messages are described below.

CAUTION MESSAGES

� Maximum Speed (MAX SPD) – The speed warning is displayed onthe left side of the ADI. MAX SPD is displayed anytime IAS exceedsVMO/MMO.

� Traffic Alert and Collision Avoidance System (TCAS) (Optional) –The TCAS status display is above the vertical speed scale. TCASmessages are described in Table 3–25.

Annunciator Status


TCAS TEST ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Power–up testÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TCAS OFF (white) ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TCAS is offÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁTCAS INOP (white)

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁTCAS is inoperativeÁÁÁÁÁÁÁÁÁÁ


TA ONLY (white)ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Traffic alert on


TCAS FAIL ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TCAS system failed

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

RA FAIL ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Resolution advisory failed(TCAS II only)

TCAS MessagesTable 3–25


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� Same Attitude Source – If both pilots are using normal on–sideattitude sources, the attitude source is not displayed. When a newattitude source is selected, it is annunciated in white. If both pilotshave selected the same attitude source, it is annunciated in amberon both PFDs.

NOTE: If both pilots have selected the cross–side attitude source,the attitude source is annunciated in white.

� Common Symbol Generator – When the reversionary mode andone symbol generator are driving both displays, an amber warningindicates the information source. SG1 or SG2 is displayed in theupper left corner next to the sphere, indicating which symbolgenerator is the source.

� Below Minimums – When the radio altitude is within +100 feet ofminimums, a white box appears in the upper left of the altitudedisplay. When at or below minimums, MIN is displayed in the box.

� Same Air Data Source – Under normal conditions, the on–sidesource annunciator is not displayed. When both pilots have selectedthe same source, an amber source annunciator appears in theupper left corner of the PFD.


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FAILURE ANNUNCIATORS

Failure messages, shown in Figure 3–39, are described below.

AD–63846@

PFD Failure IndicationsFigure 3–39

� Attitude Reference System Failure – Failure of either pitch or rolldata is indicated by removing the pitch scale markings, turning theentire attitude sphere to cyan, and displaying ATT FAIL in the topcenter of the attitude sphere.

� MADC Failures – Failure of the IAS and altitude scales is indicatedby removing data from the current value pointer, removing the scalemarkings, and drawing an X through the scale. The digital Machdisplay is replaced with amber dashes.

For vertical speed failure, the current value pointer is removed andamber dashes replace the digital readout.


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� Flight Director Failure – In the event of a flight director failure, FDFAIL is displayed in the lateral mode annunciator box, and the flightdirector mode annunciators and cues are removed.

� Radio Altimeter Failure – For a failure of the radio altimeter, –RA–replaces the digital radio altitude readout, and the rising runway (ifpresent) is removed from the display.

� Course Deviation Failure – An invalid condition or failure of thecourse deviation data is indicated by removing the deviation bar anddisplaying an X through the scale deviation dots.

� Course Select Failure – Failure of the course select signals isindicated by replacing the display with an X and removing the coursepointer from the display.

� Heading Failure – When the heading source fails, heading selectinformation is removed and a HDG FAIL flag is displayed along withHDG1 or HDG2 to indicate the source of the failed heading data.

� Heading Select Failure – Failure of the heading select signals isindicated by replacing the heading readout with amber dashes andremoving the heading bug from the display. This indication is alsogiven for an invalid heading display.

� Vertical Deviation Failure – An invalid condition or failure of theradio source driving the vertical navigation scale is indicated byremoving the deviation pointer and displaying an X through thedeviation dots. The scale and pointer are removed for invalid FMSdata.

� Distance Display Failure – Failure of either the DME or FMSdistance signals is indicated by replacing the digital distance valuewith amber dashes.


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PFD TEST MODE

The PFD test can be initiated with the display controller when airspeedis valid and less than 60 knots, and the weight–on–wheels (WOW)switch is in the on–ground mode. Figure 3–40 shows the invalid flagsfor the following PFD information:

� MADC

� Flight director

� Radio altitude.

AD–63847@

PFD Test ModeFigure 3–40


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MULTIFUNCTION DISPLAY (MFD)

Two basic formats are available on the MFD: a partial arc map viewdisplay (oriented to magnetic north) and a full arc plan view display(oriented to true north). The map format is the power–up default. Themap or plan formats can be selected using the MAP/PLAN button onthe MFD controller.

The primary differences between the two formats are the home positionand the heading display. In the map view, the aircraft’s position is fixedat the apex of a 120° sector with heading up. In the plan view, the homeposition is at the center of the display with true north up.

The electronic checklists and TCAS can be displayed in either map orplan view. Weather information and EGPWS terrain can only bedisplayed in map view.

Certain symbols are available with any display format. Some symbolsare available only with specific display formats. The bottom portion ofthe MFD is always reserved for the display menu and submenusections.

NOTE: The MFD menu selections control displays on both PFDs.The MFD controller selects MFD display features.


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MFD Common Symbols and Annunciators

The following symbols and concepts are common to both the map andplan formats. Figure 3–41 shows the locations of display data describedin the paragraphs that follow.

MFD Map Display Common SymbolsFigure 3–41

� Waypoint Symbol – A waypoint symbol is a four–pointed starpositioned at a specific latitude and longitude where selected flightplan transitions occur. The TO waypoint is magenta, and all othersare white. No more than 10 connected waypoints are displayed. Anavaid or airport can also be positioned on the flight plan at atransition point and can be included as a waypoint.

Each waypoint is identified by up to twelve characters, displayed tothe right of the waypoint symbol in two lines of six characters each.White lines connect waypoints in the sequence established by thelong range navigation source.


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� Heading Display – The compass rose consists of a 120� arc thatis marked in 5� increments and labeled every 30�. The compassrose rotates around the stationary aircraft symbol to show heading.The compass markings and labels are white. A green digitalheading readout is displayed above the compass lubber line.

If heading becomes invalid, the green digital readout changes toamber dashes, and HDG FAIL appears below the compass arc.

� Navigation and Waypoint Data – This data is shown in the upperright display area. The waypoint distance and identifier are suppliedonly by the FMS and are displayed in magenta. The estimated timeenroute is shown below the navigation waypoint data.

� Range Ring – The range ring consists of a full circle drawn aroundthe aircraft symbol. A range radius readout in nautical miles isplaced over the left and right edges of the ring. The range ring isdisplayed for both formats (map and plan). In the map view, therange ring is referred to as half–range because it represents half thedistance between the aircraft symbol and the heading scale.

� Flight Plan Data – FMS–supplied map waypoints, airports, andvarious VOR, VOR/DME, or DME–only navigation aids are eachrepresented by common symbols, as shown in Figure 3–42.

MFD Display SymbolsFigure 3–42


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� Aircraft Symbol – The white aircraft symbol shows the aircraft’sposition relative to the flight plan data. It is always oriented vertically.

� Designator Range and Bearing – Bearing and distance from thedesignator’s anchor point to its present position are displayed incyan in the lower right part of the MFD.

� TAS (True Airspeed) Display – True airspeed is displayed in greendigits on the lower right of the MFD with a white TAS label. It iscalculated by the MADC.

� GSPD (Groundspeed) Display – Groundspeed is displayed inmagenta digits below the TAS display. The GSPD label is white.Groundspeed is calculated by the FMS.

� Designator LAT/LON Annunciator – The designator’s latitudeand longitude are displayed in cyan on the lower middle–left portionof the MFD, with a resolution of 0.1 minutes.

� Variable Gain Display – When radar gain is selected as variable,it displays VAR on line 2 of the 4–line display area.

� Radar Tilt Display – Radar tilt is displayed on line 3 of the 4–linedisplay area as a green number with + (up) or – (down). If autotiltis engaged, an A follows the number.

� Weather Radar Mode Annunciator – Described in Table 3–26,these modes are annunciated on the lower left of the MFD. Thenumber shown in the line column indicates the position of theannunciator within the boxed 4–line display area.

Annunciator Line Mode


WAIT ÁÁÁÁÁÁ

1ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Power–up, about 1 minuteÁÁÁÁÁÁÁÁÁÁÁÁ

STBY ÁÁÁÁÁÁ


Normal standbyÁÁÁÁÁÁÁÁÁÁÁÁFSBY

ÁÁÁÁÁÁ1

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁForced standby (weight–on–wheels)ÁÁÁÁÁÁ


TESTÁÁÁÁÁÁÁÁÁ

1ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Test mode and no faults


FAIL ÁÁÁÁÁÁ


Test mode with faults detected


RCT ÁÁÁÁÁÁÁÁÁ


Normal weather with REACT (rain echoattenuation compensation technique)

Weather Radar Mode Annunciators on MFDTable 3–26 (cont)


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Annunciator ModeLine


FPLN ÁÁÁÁÁÁÁÁ

1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁFlight plan mode


GMAP ÁÁÁÁÁÁÁÁ

1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁGround map mode


GCR ÁÁÁÁÁÁÁÁÁÁÁÁ

1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Normal weather radar with groundclutter reduction


R/T ÁÁÁÁÁÁÁÁÁÁÁÁ


Weather radar with REACT andturbulence


WX/T ÁÁÁÁÁÁÁÁ

1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁNormal weather radar with turbulence


WX ÁÁÁÁÁÁÁÁÁÁÁÁ


Normal weather radar on and selectedfor display


WX ÁÁÁÁÁÁÁÁÁÁÁÁ


Invalid weather control bus, invalidweather ranges


TX ÁÁÁÁÁÁÁÁÁÁÁÁ


Radar is transmitting but not selectedfor display and not in STBY, FSBY,WAIT, or FPLNÁÁÁÁÁ


TGTÁÁÁÁÁÁÁÁÁÁÁÁ

2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁTarget alert enabled


TGT(flashing)



Target alert enabled and level 3weather return detected in forward 15°of antenna scan


VARÁÁÁÁÁÁÁÁÁÁÁÁ


Variable gain is on


STAB ÁÁÁÁÁÁÁÁ

4 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁStabilization is off

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

NOTE: Line 3 is reserved for radar antenna tilt display.

Weather Radar Mode Annunciators on MFDTable 3–26

� TCAS AUTO Mode Annunciator – When the AUTO mode isselected for TCAS, a white TCAS AUTO appears on the left side ofthe MFD.

� Airport Symbol – The airport symbol is a cyan circle thatrepresents the location of an airport referenced to the presentposition. A four–character identifier is displayed to the right of eachvalid airport symbol. If airports are selected for display, a cyan circleis displayed at the right center of the MFD. No more than fourairports can be displayed at any one time.


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� Navigation Aids – Navaids are displayed in green. A maximum offour disconnected navaids are displayed. A four–character identifieris displayed to the right of each valid navaid symbol. If Navaids areselected for display, a green triangle is displayed at the right centerof the MFD.

NOTE: Pilot–defined holding patterns and TOC/TOD (top–of–climb/top–of–descent) symbols are a function of the FMSinstalled and may not be available.

� Designator Line – The designator line is a cyan dashed line thatextends from the designator’s anchor position to the designator.

� Pilot Controlled Designator – The designator is a cyan squareconnected to the reference point by a cyan dashed line. Itdesignates a position on the map that can be sent to the FMS in theform of latitude and longitude from the reference waypoint. Thedesignator is controlled by the joystick and buttons on the MFDcontroller.

� Navigation Track Line – The navigation track line begins at theaircraft symbol and connects all waypoints on the display that arein the flight plan. The track line shows the pilot the flight plan in a mapformat.

� Heading Bug – A heading select bug is displayed on the outer edgeof the compass arc. Its position follows the pilot’s HSI heading bug.When the bug is not in view, a cyan arrow indicates the shortestdirection to the bug’s position. The bug is controlled with theHEADING knob on the remote instrument controller.

If heading or heading select become invalid, the bug and the cyanarrow are removed from the display.


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Map View

The map view, shown in Figure 3–43, is a heading–up presentation ofan active flight plan. The active TO waypoint is displayed in magenta.A range ring is centered on the aircraft position. Weather radar returnscan be displayed in the map view.

MFD Map DisplayFigure 3–43

The following symbols and concepts apply only to the map displayformat.

� Range Rings – A range ring displays the position of radar returnsand active flight plan parameters. The range ring boundary is thecompass card arc. It displays the range selected by the MFDcontroller. A half–range ring is displayed and labeled with thehalf–range distance.

NOTE: When weather radar data is displayed, range is controlledby the radar controller.


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� Lateral Deviation – Crosstrack distance information is displayed onthe MFD with L or R when the path is left or right of the desired track.Distance is displayed with values from 0 to 128 NM with a resolutionof 0.01 NM for distances less than 100 NM and 1 NM for distancesover 100 NM.

� Designator Range and Bearing Annunciators – The designatoris controlled by the joystick and the SKP, RCL, and ENT buttons onthe MFD controller.

Bearing and distance annunciators are also displayed relative to thedesignator’s anchor position. Range resolution is 0.1 NM below400 NM, and 1 NM for distances of 400 NM and above. The bearingis drawn with a 1� resolution.

� Heading Source Annunciators – The heading source (DG1, DG2,MAG1, MAG2) is displayed above and to the left of the compassrose. The heading source for the MFD is the same source that drivesthe pilot’s PFD.

If DG1 or MAG1 is the displayed heading source and the pilot’sprimary heading becomes invalid, HDG1 appears. If DG2 or MAG2is the displayed heading source and the copilot’s primary headingbecomes invalid, HDG2 appears.

NOTE: Flying above 70� north latitude requires an upgradedcompass installation because the true heading symbolsare not supported in this aircraft’s avionics system.


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Figure 3–44 shows a typical map view without weather display.

AD–63852@

Typical Map View PresentationFigure 3–44


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Map View With Weather Display

A brief description of the PRIMUS� 660 Weather Radar System isincluded in Appendix A of this manual.

Weather radar information is displayed only when the radar controllerhas been turned on and weather has been selected on the map format,as shown in Figure 3–45.

Map View With Weather DisplayFigure 3–45

Activating the TEST, WX, or GMAP modes, with the aircraft on theground and the plan view displayed on the MFD, displays TX. If theradar system is in the standby (SBY) mode and weather is not selectedfor display, the TX is not displayed on either the PFD or MFD.

If weather is selected from the plan format, the display reverts to mapformat.


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Figure 3–46 shows a typical map view presentation with weather.

AD–63856@

Typical Map View With WeatherFigure 3–46


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Plan View

The plan view is a north–up presentation of an active flight plan. Theactive TO waypoint is displayed in magenta. A range ring showing theselected display range is centered on either the aircraft’s position or thepilot designator’s position.

NOTE: Weather radar cannot be displayed in the plan view.

Figure 3–47 shows display data that applies only to the plan viewformat.

MFD Plan ViewFigure 3–47

� Pilot Designator – The primary use of the designator and joystickin the plan view is to position the circular viewing ring so that eitherthe route being flown or the maneuvering aircraft can be seen better.


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� Pilot Designator Position Data – This readout is displayed onlywhen the designator is moved off a waypoint or home position.When activated, it provides a digital readout of the distance andbearing to the designator from the waypoint or home position.

� Selected Range – A range ring shows active flight plan parameters.The ring radius corresponds to the range selected with the MFDcontroller.

� True North Annunciator – A white north–up arrow along the leftedge of the plan format indicates true north orientation.

Figure 3–48 shows a typical plan view display.

AD–63854@

Typical Plan View With Navaidsand Flight Plan

Figure 3–48


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Checklist Display

Normal and emergency checklists are displayed in a pop–up windowon the MFD, as shown in Figure 3–49, and controlled by the MFDcontroller. Completed checklists or items within a checklist are green,and incomplete items are cyan. The cursor is a white box surroundinga selected item.

AD–68521@

Typical Checklist DisplayFigure 3–49

NORMAL CHECKLIST

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

A checklist is selected from the index with the joystick or SKP or RCLbuttons, and opened with the ENT button. Inside a checklist, each itemcan be shown as complete by pushing ENT. The completed item turnsgreen, and the cursor automatically moves to the next item. When thelast item on a checklist is complete, the list closes and the next item onthe index is selected.


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If it becomes necessary to exit a checklist before completion (bypushing NORM again), upon re–entering the checklist the computerreturns to the last item completed. If an item has been skipped, thecomputer will return to the skipped item. If several items have beenskipped, it will return to the first skipped item.

NOTES: 1. The checklist is stored in both IACs. Cockpit–mountedplugs access each IAC.

2. The checklists stored in each IAC are not synchronizedto each other. If the MFD rotary knob is turned to SG2during operations, the checklist reinitializes to thechecklist power–up sequence (disclaimer page).

3. Under normal conditions, the system uses thechecklist stored in IAC No. 1. If the MFD rotary knobis placed in SG2, the No. 2 IAC supplies the checklist.

4. The checklist is generated by the operator using theoperator’s personal computer (PC). The softwaresystem comes with the aircraft. The checklist is loadedinto each IAC through a cockpit–mounted connectionand a PC. Refer to Section 7 for checklist uploadingand downloading procedures.

EMERGENCY CHECKLIST

Pushing the EMER button on the display controller calls up theabnormal and emergency checklist, arranged by aircraft system. Thecrew can select the listing for the malfunctioning system to access themalfunction checklist.

The emergency list is used the same way as the normal list, except forthe action taken at the completion of a checklist. When the emergencychecklist is completed, all checklist items are removed from the pageand EMERGENCY PROCEDURE COMPLETE is written below theamber checklist title. This message is cleared when the NORM orEMER checklist is selected.


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Traffic Alert and Collision Avoidance System (TCAS)Display (Optional)

The TCAS display shows bearing, distance, and relative altitude toother Mode C and Mode S transponder–equipped aircraft in the area.

The TCAS display is a zoom window on the MFD that shows anincreased resolution of the intruder traffic in the vicinity of the aircraft,while allowing the pilot to display a map or plan view at a greater range.

If TCAS cannot discern a bearing to another aircraft due to directionalantenna shadowing or failure, that aircraft is not displayed on the map.However, a no bearing message is given.

The TCAS display appears on the MFD in one of two ways:

� Selecting TCAS using the TCAS button on the MFD controller.

� It automatically displays when TCAS is in AUTO mode and it detectsa traffic advisory (TA) or resolution advisory (RA) (TCAS II only)traffic condition. When selected, TCAS AUTO (white) is annunciatedon the display.

NOTES: 1. Some installations fix the TCAS display range at 6NM.In other installations, the display range can becontrolled by the TCAS system. Consult the flightmanual supplement for details.

2. The MFD TCAS AUTO display does not override achecklist display.


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The map view with optional TCAS display is shown in Figure 3–50.

Typical TCAS Display AnnunciatorsFigure 3–50

� No Bearing Target Readout – Bearing messages are displayed ontwo lines in the upper right side of the TCAS window whenever thesystem encounters an RA or TA target that has range but no bearinginformation for display. The color of each line is based on the typeof intruder. The first line contains the message RA NO BRG for aresolution advisory without bearing. The second line contains themessage TA NO BRG for a traffic advisory without bearinginformation.

� TCAS Range Display – The range ring boundary is a white arc atthe limits of the display window. The distance between the arc andthe aircraft symbol is displayed to the right of the arc in nauticalmiles.


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Since the MFD controls the map/plan view range, the TCAS rangering is proportional to the MFD selected range. The displayed TCASrange is based on information transmitted from the TCAS controlhead. The MFD software (IAC) supports 3, 6, 10, 12, 14, 15, 20, 25,40, and 50 NM range selections in the TCAS mode. All other rangeselections are defaulted to 6 NM.

� Intruder Vertical Sense Indicator – The intruder vertical sensearrow is positioned to the right of the associated traffic symbol. Thearrow points down for descending traffic and up for climbing traffic.The color of the arrow matches the color of the associated trafficsymbol.

� Data Tag – A data tag composed of a 2–digit number and a + or– sign appears with the intruder aircraft symbol in the same color asthe advisory.

The 2–digit number represents relative altitude in hundreds of feet.If the intruder is higher, the data tag is above the target symbol andthe altitude has a + sign. If it is lower, the data tag is below the targetsymbol and has a – sign.

If the relative altitude of the intruder aircraft exceeds 9,900 feet, ??is displayed instead of the altitude. If air data is lost, the intruder’sflight level is displayed in place of relative altitude, using thestandard 3–digit format.

� 2 NM Range Ring – Whenever the selected range is less than20 NM, a white range ring of 12 dots is placed in a radius of 2 NMaround the airplane symbol. The dots are arranged so that one dotis at each hour position, with the aircraft heading at 12 o’clock.

If the range is 20 NM or more, a white half arc is displayed in placeof the ring. The half arc is positioned midpoint between the aircraftsymbol and the TCAS range ring.

� Off–Scale Threat Aircraft – Threat traffic (RA and TA) that hasgone beyond the displayed range is shown as red or amber halfsymbols (� or �). The half symbol is placed at the edge of the activedisplay area, at the correct relative bearing to the aircraft. Proximatetraffic (�) and other traffic (�) are not displayed when they are outof range.

� TCAS Auto Annunciator – When TCAS auto mode is selected(white TCAS AUTO), the TCAS window can be displayedautomatically whenever traffic is encountered. The level of trafficthat triggers the pop–up window is selected through a TCAS controlpanel.


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Automatic display of TCAS on the MFD is shown at the last selectedTCAS range. However, the first selection of TCAS on the MFD afterpower–up always presents the 6 NM range.

� TCAS Altitude Display Submodes – The TCAS submodes areannunciated in the upper left corner of the TCAS window:

— NRM (not annunciated) – TCAS relative altitude is selected tolook at the normal TCAS altitude band.

— ABV/BLW – TCAS relative altitude is selected to look above orbelow the normal TCAS altitude band.

— FL (Flight Level) – The actual altitude of the traffic is displayed.

� TCAS Mode Annunciators – TCAS messages are annunciated inthe upper left corner of the TCAS window. The annunciators aredisplayed whenever the MFD window format is in TCAS mode. IfTCAS is in the automatic mode, TCAS AUTO is annunciated inwhite above the weather mode field.

The mode messages in Table 3–27 are listed in order of displaypriority.

Message Description

TCAS TEST (white) Indicates functional test in progress.

TCAS OFF (white) Displayed when TCAS is off.

TCAS FAIL Indicates TCAS system failure

TA ONLY (white) Traffic advisory on.

TCAS (white) Displayed if TCAS is selected fordisplay and none of the above TCASannunciators are currently displayed.

RA FAIL(TCAS II only)

Resolution advisory fail.

MFD TCAS AnnunciatorsTable 3–27


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� TCAS Traffic Symbols – TCAS uses color–coded symbols anddata tags to map traffic and locate threat aircraft on the MFD. Eachsymbol type is a different color, as described in Table 3–28.

Symbol Display Function

�

Resolution Advisory (RA). Represents an immediatethreat to a TCAS II–equipped aircraft. Immediatetraffic avoidance maneuvers are required.

�

Traffic Advisory (TA). Represents a moderate threatto a TCAS–equipped aircraft. A visual search isrecommended to prepare for intruder avoidance.

�

Proximate Advisory. Represents nearby traffic andother traffic the TCAS surveillance has in its trackfile.

� Other Advisory.

Display SymbolsTable 3–28


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Figure 3–28 shows a typical TCAS display.

AD–63859@

Typical TCAS DisplayFigure 3–51


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Enhanced Ground Proximity Warning System(EGPWS) Display (Optional)

The EGPWS displays terrain cautions, warnings, and map information.

The system is turned on or off with the TERR (terrain) button on theMFD bezel controller. When selected, the EGPWS terrain mapreplaces the weather radar display on the MFD.

The EGPWS range is displayed on a half–range circle. The availableranges are 2.5, 5, 12.5, 25, 50, 100, 150, 300, and 600 NM. They areselected with the RNG INC/DEC switch on the MFD controller.

EGPWS annunciators, as described in Table 3–29, are displayed in thelower right corner of the MFD.

Annunciator DescriptionÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TERRINHIB(White)


TERRAIN display and audible alertsassociated with TERRAIN are inhibited.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TERRFAIL

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TERRAIN failed. No terrain is displayed.


TERRTEST


EGPWS is in the test mode.


TERRN/A


TERRAIN map is not available.


TERRÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TERRAIN map selected for display.

EGPWS Message AnnunciatorsTable 3–29

NOTE: The annunciators described in Table 3–29 are known at thetime this manual was published. Please refer to the EGPWSmanual for any changes.


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The terrain data is displayed ahead of the aircraft symbol on the MFDin green, yellow, and red colors that define terrain elevation relative tocurrent aircraft altitude, as defined in Table 3–30.

Terrain Elevation Relative to the Aircraft Terrain ColorÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Terrain is 2000 feet or more above theaircraft.


Red/black mixture


Terrain is 1000–2000 feet above the aircraft.ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Yellow/blackmixture


Terrain is 0–1000 feet above the aircraft.ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Light yellow/blackmixture


Terrain is 0–1000 feet below the aircraft.ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Light green/blackmixture


Terrain is 1000–2000 feet below the aircraft.ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Very light green/black mixture

EGPWS Terrain Display vs Aircraft AltitudeTable 3–30

Terrain more than 2000 feet below the aircraft is not included in thedisplay. A moving marker scrolls across the bottom of the EGPWSdisplay as an indication that the terrain display is operational.


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In Figure 3–52, the aircraft is 6000 feet over KSEA airport, flying north.The Olympic Mountains are displayed to the northwest of the aircraftand the Cascade Mountains lie to the northeast. The EGPWS range isset to 100 NM.

AD–63860@

EGPWS Shown From 6000 Feet Over KSEA Airport

Figure 3–52


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The EGPWS TEST display is shown in Figure 3–53. The TEST displayis initiated using an external button.

50 50

360MAG1

TAS150GSPD145TERRTEST

ALTTERR

– – –– –VSPEEDVNAV

HDG360TX

FMS1FMS2

AD–63861@

NM25.2

MIN10

FMS1KPAE

EGPWS TEST DisplayFigure 3–53


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EGPWS POP–UP MODE

The EGPWS pop-up display, as shown in Figure 3–54, appearsautomatically when ground proximity presents an imminent danger.

50 50

360MAG1

TAS150GSPD145TERRTEST

ALTTERR

– – –– –VSPEEDVNAV

HDG360TX

FMS1FMS2

AD–63861@

NM25.2

MIN10

FMS1KPAE

EGPWS Pop–Up DisplayFigure 3–54


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MFD Failure and Warning Displays

Figure 3–55 shows the map view display with failure and warningannunciators, which are described below.

WEATHERRADAR

FAILURE

IC OVERHEATWARNING

(AMBER)

IC FAN FAILUREWARNING

(AMBER)

DU WRAP AROUNDFAILURE WARNING

(AMBER)

HEADINGSELECTFAILURE

HEADINGFAILURE

FMS FAILUREWARNING

MADC OR TATWARNING

AD–63863@

MFD Failure and Warning AnnunciatorsFigure 3–55


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� DU Wraparound Failure Warning – If either IAC detects anindication on either PFD that is not being commanded by the IAC,a message is displayed in the upper left corner. Messages that canappear in this field are listed in Table 3–31.

Message Pilot ResponseÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

CHK PFD1ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Check PFD No. 1, cross check PFDs andstandby instruments.


CHK PFD2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Check PFD No. 2, cross check PFDs andstandby instruments.


CHK PFD1–2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Check PFD No. 1 and PFD No. 2.

Wraparound Failure WarningsTable 3–31

CHK PFD1–2 comes on momentarily when going into symbolgenerator reversion.

� Heading Select Failure (Map Format Only) – When the headingselect signals fail, the heading readout is replaced with amberdashes and the heading bug is removed from the screen. Thisindication is also given in the event of an invalid heading display.

� Heading Failure (Map Format Only) – When the displayed headingfails, the flight plan is removed from the display. The failed headingsource HDG1 or HDG2 is annunciated, and HDG FAIL is displayedbelow the lubber line.

� FMS Failure Warning – When the FMS fails or heading display isinvalid, the active lateral flight plan waypoints, navaids, and airportsare removed from display. The digital groundspeed data is replacedwith amber dashes.

� MADC or TAT (Total Air Temperature) Failure Warning– MADCor TAT probe failures are indicated by replacing the TAS readoutwith amber dashes.


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� MENU INOP – A MENU INOP message is displayed in the centerof the lower section of the MFD if heading goes invalid or the displaycontroller fails. The joystick is enabled if the plan view is selectedand heading is invalid.

� Weather Radar Failure – This failure is indicated with FAILdisplayed in the weather radar mode box.

NOTE: When FAIL is displayed, selecting the test mode displaysamber weather radar system fault codes in place of thedigital tilt data. Refer to the PRIMUS� 660 Weather RadarMaintenance Handbook for interpretation of fault codes.

� IC Overheat Warning – If temperatures exceed a predeterminedlevel, a warning message is displayed as listed in Table 3–32.

Message DescriptionÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

IC HOT 1ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁIAC No. 1 is hotÁÁÁÁÁÁÁÁ


IC HOT 2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

IAC No. 2 is hot


IC HOT 1–2 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁIAC No. 1 and No. 2 are hot

IC Overheat WarningsTable 3–32

� IC Fan Failure Warning – Any failure of one or both cooling fansis annunciated as listed in Table 3–33.

Message DescriptionÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

IC FAN 1ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁIAC fan No. 1 has failed


IC FAN 2 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁIAC fan No. 2 has failed


IC FAN 1–2 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁIAC fans No. 1 and No. 2 have failed

IC Fan Failure WarningsTable 3–33


A28–1146–134REV 1 Jan/03


Figure 3–56 shows MFD failure and warning displays.

AD–63864@

MFD Failure and Warning DisplaysFigure 3–56


A28–1146–134REV 1 Jan/03 3-111


DISPLAY SYSTEM REVERSIONARY MODES

EFIS Reversionary Modes

EFIS 1 (PILOT NORMAL) FAILURE

A failure of EFIS 1 (or its interface) is annunciated in one of the followingways:

� X on the pilot PFD

� X on the MFD

� X on both the pilot PFD and MFD.

To recover from this failure, turn the MFD mode knob from NORM to theSG2 position. The No. 2 IAC will then drive all three display units.

EFIS 2 (COPILOT NORMAL) FAILURE

A failure of EFIS 2 (or its interface) is indicated with an X on the copilot’sPFD. To recover from this failure, turn the MFD mode knob from NORMto the SG1 position. The No. 1 IAC will then drive all three display units.

Display Controller (DC) Failures

If either display controller fails, its respective symbol generatorautomatically bypasses the DC and reverts to its on–side sources. Thatis, if the pilot’s DC fails, the pilot’s symbol generator reads MADC1,NAV1, VOR1, and VG/DG1. If the copilot’s DC fails, the copilot’s symbolgenerator bypasses DC2 and reads directly from MADC2, NAV2,VOR2, and VG/DG2. In either case, the following functions areinoperative:

� Course select

� Heading select

� Altitude select

� All flight director modes

� MFD menu (normal, pilot’s side).


A28–1146–134REV 1 Jan/03


DISPLAY COLOR CODING CONVENTION

Table 3–34 shows colors for the course pointer, course deviation,TO/FROM pointer, navigation source, and digital CRS/DTRK course.

Navigation Source Color

NAV On–side Green

FMS On–side Magenta

FMS/NAV Cross–side Yellow

Course Pointer Color ConventionTable 3–34


A28–1146–134REV 1 Jan/03 4-1


4. Flight Guidance System (FGS)

GENERAL

The flight guidance system consists of a flight director, autopilot, yawdamper, and controls. The flight director outputs guidance informationand displays guidance cues. The flight director autopilot maintains theflight profile selected by the flightcrew.

The autopilot controls pitch, roll, and yaw by driving servos that controlthe aileron, rudder, and elevator. The autopilot commands the pitch trimsystem to reduce loads on the servos.

The yaw damper computes servo commands based on sensor inputonly. It is used only for yaw rate damping without regard to the flight pathof the aircraft.

The flight guidance system controls are described below.

MODE SELECTOR

The mode selector, shown in Figure 4–1, engages the FGS flightdirector modes. It is a seven or eight button controller with anannunciator bar that lights inside each button. The flight directorintegrates pitch and roll guidance commands to drive the commandbars on the PFD. Using the mode selector, a pilot can select any flightdirector mode, except for the go–around mode, which is initiated bypushing a switch on the pilot’s control column.

AD–63865,SH1@

Mode SelectorFigure 4–1


A28–1146–134REV 1 Jan/03

Flight Guidance System (FGS)4-2

The left group of buttons on the mode selector controls the lateralmodes, and the right group of buttons controls the vertical modes.When a button is pushed, its annunciator bar lights and the PFDdisplays the mode’s armed or captured status. When applicable, if morethan one lateral or vertical mode is selected, the flight director systemautomatically transitions to the captured mode.

� HDG (Heading) Button – The HDG button commands the flightdirector to follow the inputs of the heading bug on the coupled–sideHSI. The command bars on the PFD are positioned to track thelocation of the heading bug.

While in the heading select mode, a lower bank limit can be selectedwith the BANK LIMIT button on the autopilot controller. Low bank(14°) is automatically selected above 34,000 feet MSL. Normal bank(27°) resumes when descending through 33,750 feet, unless theBANK LIMIT button is pushed.

� NAV (Navigation) Button – Push the NAV button for the flightdirector to arm, capture, and track the selected navigation signalsources (VOR, LOC, FMS). When APR is selected, the NAV buttonalso annunciates.

� APR (Approach) Button – Push the APR button to arm andcapture the lateral deviation signal for VOR approach, localizer, andboth lateral and vertical navigation signals for the ILS to meetapproach criteria.

� BC (Back Course) Button – When the BC button is pushed, theflight director arms, captures, and tracks the selected localizer backcourse signal. NAV also annunciates.

� VNAV (Vertical Navigation) Button – Push the VNAV button forthe flight director to arm and capture a VOR/DME or FMS (optional)based vertical profile, enabling a coupled climb or descent to awaypoint altitude. The vertical profile data is entered using the MFDVNAV menu.

� ALT (Altitude) Button – The ALT button commands the flightdirector to hold the current altitude. When the selected altitude iscaptured, the system maintains that altitude. TCS can also be usedto set the altitude.


A28–1146–134REV 1 Jan/03 4-3


� VS (Vertical Speed) Button – When the VS button is pushed, theflight director maintains the current vertical speed. A new verticalspeed can be selected and maintained with either the autopilotPITCH wheel or TCS. The vertical speed target is displayed on thePFD.

� FLC (Flight Level Change) Button – The FLC button commandsthe flight director to maintain current Mach or airspeed in a climb ordescent to a selected altitude. The reference Mach or IAS is enteredor changed as a function of PITCH wheel inputs. TCS can also setthe Mach or airspeed reference.

AUTOPILOT CONTROLLER

The autopilot controller, shown in Figure 4–2, engages or disengagesthe autopilot (AP) and yaw damper (YD), and manually controls theautopilot through the TURN knob and PITCH wheel. Whenever theautopilot is engaged, it defaults to the heading and pitch hold modes orthe selected lateral and/or vertical flight director modes.

AD–63866@

Autopilot ControllerFigure 4–2


A28–1146–134REV 1 Jan/03


� PITCH Wheel – Moving the PITCH wheel with the autopilotengaged changes the pitch attitude in proportion to the rotation rateof the PITCH wheel and in the direction the wheel is moved. Movingthe PITCH wheel cancels only altitude hold or altitude preselectcapture.

With vertical speed mode or flight level change mode selected onthe mode selector, rotating the PITCH wheel changes air datareference displayed on the EFIS. The vertical speed or flight levelchange modes can be cancelled by pushing the mode button on themode selector. If the air data modes are not selected, the PITCHwheel works as described above. However, for safety, moving thePITCH wheel has no effect with glideslope captured.

� BANK LIMIT Button – Selecting the bank limit mode on theautopilot controller generates a lower maximum bank angle (14�)while in the flight director heading select mode only. LOW lights onthe BANK LIMIT button. During NAV mode captures, the lower banklimit is inhibited and LOW goes out. If heading select is againengaged, LOW lights again. Pushing the BANK LIMIT button whenit is lit returns the autopilot to normal bank limits.

� UP or DN (Down) Annunciator – The UP or DN annunciators lightto indicate a sustained request for elevator trim. UP or DN remainlit as long as the elevator servo is required to hold a significant forceto maintain aircraft attitude.

� AP Button – The AP button engages the autopilot and yaw dampersimultaneously. When engaged, the AP button lights. The autopilotcan be engaged with the airplane in any reasonable attitude. Whenno flight director modes are selected and the autopilot is engaged,it rolls the aircraft to wings level and holds the existing pitch attitudeand aircraft heading. If any flight director modes are active beforethe autopilot is engaged, the autopilot automatically couples to theflight director modes. The autopilot does not engage unless theTURN knob is in detent (centered).

If the autopilot and yaw damper are engaged, pushing the AP buttonagain disengages only the autopilot and leaves the yaw damper on.

� YD Button – The YD button engages only the yaw damper. If onlythe yaw damper is engaged, pushing the YD button againdisengages it. If autopilot and yaw damper are engaged, pushing theYD button disengages both.


A28–1146–134REV 1 Jan/03 4-5


� TURN Knob – Rotating the TURN knob out of detent commands aroll. The roll angle is proportional to and in the direction of the TURNknob rotation. The maximum roll angle that can be input using theTURN knob is 30°.

The TURN knob must be in detent before the autopilot can beengaged. Rotating the TURN knob cancels any other previouslyselected flight director lateral mode.

REMOTE SWITCHES AND ANNUNCIATORS

Switches

� AP DISC (Disconnect) Button – The autopilot disconnect button,mounted on the control wheel, disconnects the autopilot and yawdamper.

� TCS Button – The TCS button is mounted on the control column.When it is pushed and held, the aircraft’s attitude, altitude, airspeed,and/or vertical speed can be changed without disengaging theautopilot. When the TCS button is released, the aircraft maintainsattitude.

� GA (Go–Around) Button – The go–around button is on the throttle.When the button is pushed, the autopilot is disengaged and the flightdirector switches to the go–around, wings level mode.

Annunciators

� YD OFF – This message indicates the yaw damper is disconnectedby the FGS.

� AP OFF – This message indicates the autopilot has been manuallyor automatically disengaged.

� AP PITCH MISTRIM – This message indicates the pitch trim servoshave reached or exceeded their limits.

� AP ROLL MISTRIM – This message indicates the roll trim servoshave reached or exceeded their limits.


A28–1146–134REV 1 Jan/03


AUTOPILOT PREFLIGHT TEST

The autopilot preflight test is described in Table 4–1. The power–up test(step 2 in the table below) is automatic and takes only a few seconds.It is valid if the displays are there. If the power test is not complete orfails, the displays are removed.

NOTE: This test is not required for flight.

Step Procedure

1 Verify all IAC circuit breakers are IN.

2 On the autopilot controller, engage the yaw damper andautopilot.

3 Push the pilot’s AP disconnect button on the controlcolumn, and repeat for copilot AP button.

4 Center the elevator trim and control column.Re–engage the autopilot and yaw damper.

5 Move the autopilot PITCH wheel and TURN knob.Verify that the control wheel moves accordingly.

6 Engage the flight director heading mode.Verify that the control wheel rolls to follow the bug.

7 Trim follow–up check:� Hold the control column aft of mid travel. Verify that the

trim wheel runs nose down after about 1 second. Verifythat the TRIM DN annunciator on the autopilot controllerlights after about 10 seconds.

� Hold the control column forward of mid travel. Verify thatthe trim wheel runs nose up after about 1 second. Verifythat the TRIM UP annunciator lights after about 10seconds.

8 Disengage the autopilot with the button on the controlwheel. Verify that the control wheel still moves freely.

9 Test is complete.

Autopilot Preflight Test ProcedureTable 4–1


A28–1146–134REV 1 Jan/03 5-1

System Limits

5. System Limits

This section describes limits of the flight guidance system’s majorfunctions, which are referred to throughout Section 6, Modes ofOperation.

ATTITUDE DIRECTOR INDICATOR (ADI) COMMANDCUE

The cue rolls or pitches to indicate an attitude that will accomplish asmooth transition to the desired flight path.

If the information required to fly the flight path becomes invalid, themode requiring the information will deselect.

GLIDESLOPE CAPTURE

The following conditions are required for glideslope capture:

� Glideslope is valid

� Glideslope is armed

� The localizer mode is captured

� Glideslope deviation is less than two dots

� Either of the following is satisfied

— The vertical beam sensor is tripped, or— Glideslope deviation is less than 20 mV.

GLIDESLOPE GAIN PROGRAMMING

Gain programming starts after the vertical beam sensor trips. The gainis programmed as a function of radio altitude. If the radio altimeter isinvalid, gain programming occurs at glideslope capture and is controlledby a height–above–runway estimator. The value estimated is a functionof glideslope capture, glideslope track, and middle marker.

If radio altitude or total air temperature is lost, data is degraded.


A28–1146–134REV 1 Jan/03

System Limits5-2

LATERAL BEAM SENSOR (LBS)

When intercepting the VOR, localizer, or back course beam, the LBSis tripped as a function of beam deviation, course error, true airspeed,and DME (if DME is available and not on HOLD). In the localizer mode,the course error is compared with the beam deviation signal todetermine the LBS trip point.

When the LBS trips, the flight director commands a turn away from thedesired VOR radial or runway to decrease closure rate and capture thebeam. If the intercept angle to the beam center is very shallow, the LBSdoes not trip until the aircraft is near beam center. For this reason, anoverride on the LBS occurs when the beam deviation reaches thespecified minimum. When this occurs, the aircraft turns into the beamto increase closure rate.

LOCALIZER CAPTURE

Localizer capture applies both to front course and back courseapproaches. Capture occurs when the following conditions are met:

� Localizer and back course armed plus 1 second

� Either of the following occurs:

— Lateral beam sensor has tripped, or— Beam deviation is less than 0.75°.

LOCALIZER GAIN PROGRAMMING (LOC II)

LOC II applies both to front course (localizer, ILS) and back courseapproaches. It affects the final phase of the approach. LOC II startsprogramming at 1200 feet radio altitude either when glideslope iscaptured or glideslope data is not valid.


A28–1146–134REV 1 Jan/03 5-3

System Limits

NAVIGATION ON COURSE (NOC)

Navigation on course occurs after initial VOR or localizer coursecapture. It is defined as either:

� The aircraft is not in over station sensor for 30 seconds, or

� Bank angle is less than 6°, course error is less than 22°, and either:

— Localizer beam deviation is less than 1° for 4 seconds, or— VOR beam deviation is less than 5° for 8 seconds.

TRUE AIRSPEED (TAS) GAIN PROGRAMMING

TAS gain programming dampens corrections to heading select andcourse select errors, PITCH wheel commands, air data commands,and glideslope deviation to maintain the same aircraft responseregardless of the aircraft’s airspeed.

VERTICAL BEAM SENSOR (VBS)

The VBS determines the point of glideslope capture using a number ofinputs. The VBS is armed when localizer capture occurs. The VBS tripsas a function of vertical speed, true airspeed, radio altitude, andglideslope deviation. The VBS trips when deviation is less than 0.5° onthe ILS pointer and a capture sensor is satisfied. The capture sensorcombines vertical speed, change of beam deviation, and radio altitudeto determine the best capture point.

In the event the aircraft is paralleling the beam, the VBS trips at avertical deviation less than 0.1°. This resets the previously selectedpitch mode and changes aircraft attitude to capture the glideslopebeam.


A28–1146–134REV 1 Jan/03

System Limits5-4

VOR CAPTURE

VOR capture occurs when the following conditions are met:

� The VOR mode has been armed plus 1 second of elapsed time

� The lateral beam sensor has tripped.

VOR OVER STATION SENSOR (OSS)

The over station sensor detects the erratic radio signal encountered inthe area above the VOR transmitter. When these radio signals reacha certain level of deviation, they are no longer useful and the overstation sensor eliminates them from the control signal.

Over station sensor is computed differently depending on DME status.

� With DME valid:

— A 30° VOR station zone of confusion is assumed and calculated,using barometric altitude for VOR navigation

— During VOR approach, the formula computes the zone with radioaltitude.

NOTE: If the radio altimeter is invalid, the computer assumes a2500 foot altitude for VOR approach computations.

� With DME invalid:

— VOR NOC has occurred +4 seconds of time for VOR approachor 20 seconds for VOR NAV

— The DME estimate is less than 10.1 NM, and the rate of deviationis greater than 0.5° per second.

VOR AFTER OVER STATION SENSOR (AOSS)

During the period when neither the over station sensor control nor NOCcontrol functions are operational, the system operates in after overstation sensor. AOSS permits large bank angles so that a larger coursecorrection can be made before NOC controls the aircraft.


A28–1146–134REV 1 Jan/03 5-5

System Limits

SYSTEM PERFORMANCE AND OPERATING LIMITS

Table 5–1 lists the system performance limits for the Citation Encoreaircraft.

ModeControl or

Sensor Parameter Value

YawDamper

Yaw Engage Engage Limit Up to 45� left or right bank

AutopilotEngage

AP Engage Engage Limit Roll: Up to ±45�Pitch: Up to ±30�

BasicAutopilot

Touch ControlSteering (TCS)

TURN Knob

PITCH Wheel

Heading Hold

Roll Control Limit

Pitch Control Limit

Roll Angle Limit

Roll Rate Limit

Pitch Angle Limit

Roll Angle Limit

Roll Rate Limit

Roll: Up to ±45�

Pitch: Up to ±30�

±30�

5.5�/sec.

±15° Pitch

±35.5�

5.5�/sec.

HeadingSelect

HeadingSelect Button

Roll Angle Limit

Low Bank

Roll Rate Limit

±27�

±14�

±4.0�/sec.

Capture

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

VOR orVORAPR


ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Beam Angle Intercept(HDG SEL)

Roll Angle Limit

Roll Rate Limit

Course Cut Limit atCapture

Capture Point

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Up to ±90�

±27.5�

4�/sec

±45� Course

Function of beam, beam rate,course error, DME distance.Maximum trip point 13.3�Minimum trip point 1�

System Performance and Operating LimitsTable 5–1 (cont)


A28–1146–134REV 1 Jan/03

System Limits5-6

Mode ValueParameterControl or

Sensor

On Course

VOR orVORAPR

Roll Angle Limit

Roll Rate Limit

Crosswind Correction

12�

1�/second

Up to 45�Course Error in VOR, ±30� in VOR APR

Over StationÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

VOR orVORAPR



Course Change

Roll Angle Limit

Roll Rate Limit

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Up to ±90�

12�

4�/sec

Localizer/Azimuth Capture


LOC orAPR


Course Knob,NAV Receiver,and RadioAltimeter

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Beam Intercept

Roll Angle Limit

Roll RateLimit

Capture Point

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Up to ±90�

27.5�

5.0�/sec

Function of Beam, BeamRate, and Course Error. Max. trip point 175 maMin. trip point 60 ma

Localizer On Course

LOC orAPR

Roll Angle Limit

Crosswind CorrectionLimit

Gain Programming

12�

30�

Starts at 1200 ft radio altitude,gain reduction = 1 to 0.5



A28–1146–134REV 1 Jan/03 5-7

System Limits


Sensor

Glideslope/Glidepath Capture

GS GS receiver,Air DataComputer,and RadioAltimeter

Beam Capture

Pitch Command Limit

Path Damping

Pitch Rate Limit

Gain Programming(First Stage)

Function of beam and beamrate

±10�

Vertical Acceleration

f (TAS)

Starts at 1200 ft radio altitude,gain reduction = 1 to 0.164 at200 ft

GA Control Switchon Wheel

Fixed Pitch–upCommand,Wings Level

10� Pitch Up

Pitch Sync TCS Switch onWheel

Pitch AttitudeCommand

±20� max.

ALT Hold Air DataComputer, IAC

ALT Hold EngageRange

ALT Hold EngageError

Pitch Command Limit

Pitch Rate Limit

–900 to 45,000 ft

±20 ft

±20�

f (TAS)

VS Hold Micro Air DataComputer,AHRS, IAC

VERT Speed EngageRange

VERT Speed HoldEngage Error

Pitch Command Limit

Pitch Rate Limit

0 to ±6,000 ft/min

±30 ft/min

±20�

f (TAS)

FLC Micro Air DataComputer,AHRS, IAC

FLC Engage Range

FLC Engage Error

Pitch Command Limit

Pitch Rate Limit

80 to VMO kts IAS

±2 knots

±20�

f (TAS)



A28–1146–134REV 1 Jan/03

System Limits5-8


Sensor

ALTPreselect

Micro Air DataComputer/AltitudePreselect onMFD, AHRS,IAC

Preselect CaptureRange

Max. VS for Capture

Max. GravitationalForce During CaptureManeuver

Pitch Command Limit

Pitch Rate Limit

–900 to 45,000 ft

±6000 ft/min.

±0.275g

±15�

f (TAS)

Singlepoint VNAV(Inoperative in the Encore)

VNAV MADC, MFD,NAV Menu,IAC, FMS,VOR/DME

Altitude Range Path

Angle Range

Elevation Range

Bias Range

Pitch Limit

Pitch Rate Limit

Pitch Limit

Pitch Rate Limit

–900 to 45,000 ft.

±6�, one vertical waypoint

0 to 10,000 ft.

±99.9 NM from VOR, FMS

±15�

300/(TAS 2�/sec max/min)

±20�

f (TAS)

FMS VNAV Steering Command

Pitch Limit

Pitch Rate Limit

±20�

f (TAS)

System Performance and Operating LimitsTable 5–1


A28–1146–134REV 1 Jan/03 5-9/(5-10 blank)

System Limits

Table 5–2 defines the air data units of measure and their data range forthis aircraft.

Display Parameter Units Data Range

Altitude Pressure Altitude,Baro Corrected Altitude

Altitude Rate

Preselect Altitude

Baro Set

Baro Set

feet

ft/min.

feet

inHg

hPa

–1000 to 60,000

–20,000 to +20,000

0 to 60,000

16 to 32

541 to 1083

Airspeed/Mach

Indicated Airspeed

Mach

knots

Mach

40 to 450

0.380 to 1.0ÁÁÁÁÁÁÁÁÁÁÁÁ

VerticalAirspeed


Vertical Airspeed, Vertical Speed Target


ft/min.ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

–9999 to +9999

Air Data Display Parameters and RangesTable 5–2


A28–1146–134REV 1 Jan/03 6-1

Modes of Operation

6. Modes of Operation

LATERAL MODES

Heading Hold Mode

The basic autopilot lateral mode is heading hold, defined as follows:

� The autopilot is engaged (AP ENG)� No lateral flight director mode is selected� Bank angle is less than 6�.

NOTE: Basic autopilot modes PIT and ROL are annunciated.

When the three conditions are met, the autopilot rolls the aircraft to awings–level attitude. The heading hold mode is not annunciated on thePFD because it is the default lateral mode when no other lateral steeringmode is selected.

Figure 6–1 shows a PFD in heading hold mode. No command bars aredisplayed until a flight director mode is selected.

AD–63867@

Heading Hold Mode DisplayFigure 6–1


A28–1146–134REV 1 Jan/03

Modes of Operation6-2

Roll Hold Mode

The autopilot recognizes the roll hold mode as operational when:

� The autopilot is engaged (AP ENG)

� No lateral flight director mode is selected

� Bank angle is greater than 6°.

When the three conditions are met, the autopilot maintains the establishedbank angle (with a ±35° bank limit imposed). If the TCS button is usedwhile the bank angle is being adjusted, a white TCS ENG replaces theAP ENG.

Figure 6–2 shows a typical PFD in roll hold mode with the TCS buttonpushed. No command bars are displayed until a flight director mode isselected. ROL is annunciated.

AD–63869@

Roll Hold Mode DisplayFigure 6–2


A28–1146–134REV 1 Jan/03 6-3

Modes of Operation

Heading Select Mode

The heading select mode intercepts and maintains a magnetic heading,which is set using the HEADING knob on the remote instrumentcontroller. The mode is selected with the HDG button on the coupled–side mode selector, the HDG button lights, and HDG is displayed on thetop left of the PFD.

In the heading select mode, the IAC commands a turn to the headingset by the heading bug on the HSI. The heading select signal is gainprogrammed as a function of airspeed. Selecting low bank on theautopilot controller limits bank angles to 14�.

NOTE: Above FL 340, the bank angle in heading select mode isautomatically reduced to 14�. When descending below33,750 MSL, the bank angle returns to the standard 27.5�.

The heading select mode is cancelled by any one of the following:

� Capture of any other lateral steering mode

� Selecting another lateral control mode

� Selecting go–around

� Selecting heading reversion

� Pushing the HDG button

� Symbol generator reversion, if on the coupled side

� Changing the flight director couple selection.


A28–1146–134REV 1 Jan/03


VOR Navigation (NAV) Mode

The VOR mode automatically intercepts, captures, and tracks aselected VOR radial, using the selected navigation source displayed onthe coupled–side HSI. The navigation source displayed on the HSI isselected with the NAV source buttons located on the display controller.Table 6–1 describes the procedure for engaging the VOR NAV mode.

Step Procedure

1 Couple either flight director to the autopilot with the FDtransfer switch.

2 Tune the navigation receiver to the frequency of the VORin use.

3 Select NAV as the navigation source on the displaycontroller.

4 Set the course pointer on the HSI for the course to beflown.

5 Set the heading bug on the HSI to the intercept heading forthe selected course.

6 Push the NAV button on the mode selector.

VOR NAV Mode Engagement ProcedureTable 6–1

VOR INTERCEPT

To intercept a radial from outside the normal capture range, as shownin Figure 6–3, push the NAV button on the mode selector. The HDG andNAV buttons light.

VOR NAV Mode Radial InterceptFigure 6–3


A28–1146–134REV 1 Jan/03 6-5

Modes of Operation

On the PFD, HDG and VOR (white) are annunciated, as shown inFigure 6–4. The IAC is armed to capture the VOR signal and generatea roll command to fly the heading select mode.

VOR NAV Mode Intercept DisplayFigure 6–4

NOTE: If the NAV radios become invalid, the course deviation isreplaced with an X, the VOR mode transitions to the armedstate, and ROL mode captures. After 30 seconds invalid, theVOR mode is dropped.


A28–1146–134REV 1 Jan/03


VOR CAPTURE

When reaching the lateral beam sensor trip point, as shown inFigure 6–5, the system automatically drops the heading select modeand switches to the VOR capture phase.

VOR NAV Mode CaptureFigure 6–5

In the VOR NAV capture mode, the following display changes occur:

� The white VOR annunciator goes out

� The HDG annunciator goes out

� VOR annunciates and is enclosed in a white box for 5 seconds toemphasize the capture phase.


A28–1146–134REV 1 Jan/03 6-7

Modes of Operation

Figure 6–6 shows the PFD in the VOR NAV capture mode.

AD–63873@

VOR NAV Mode Capture DisplayFigure 6–6

The IAC generates the proper roll command to bank the aircraft tocapture and track the selected VOR radial.

When the course select pointer was set on the PFD using the COURSEknob on the instrument remote controller, the course select error signalwas established in the IAC. This signal represents the differencebetween actual aircraft heading and the selected aircraft course.

The radio signal is routed from the navigation receiver to the IAC. TheIAC lateral gain programs the signal. Lateral gain programming is afunction of DME indicating distance to the station (if available) and trueairspeed. This gain programming adjusts for the aircraft coming towardor moving away from the VOR station.

NOTE: Avoid operating in DME hold during VOR capture andtracking operations. When in DME hold, the computer cannotuse DME distance for gain programming.


A28–1146–134REV 1 Jan/03


VOR TRACK MODE

When the aircraft meets VOR track conditions, as shown in Figure 6–7,the course error signal is removed from the lateral steering command.This leaves NAV on course and DME gain programming (if available)to track the VOR signal and to compensate for beam standoff in acrosswind. The system can fly a wind correction angle of up to 45�.

VOR NAV Mode TrackFigure 6–7


A28–1146–134REV 1 Jan/03 6-9

Modes of Operation

Figure 6–8 shows the PFD in the tracking mode.

VOR NAV Mode Tracking DisplayFigure 6–8

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

� Pushing the NAV button on the mode selector


� Selecting another lateral control mode

� Changing the selected navigation or heading source




A28–1146–134REV 1 Jan/03


Zone of Confusion

As the aircraft nears the VOR zone of confusion, the radio signalbecomes highly erratic. The over station sensor (OSS) monitors whenthe aircraft enters the zone of confusion and removes radio deviationfrom the roll command. The system also uses the collocated DMEsignal (if available), to adjust tracking gains.

When over the VOR station, as shown in Figure 6–9, the system canaccept and follow a course change of up to 90�.

VOR NAV Mode – Tracking Over StationFigure 6–9


A28–1146–134REV 1 Jan/03 6-11

Modes of Operation

Long Range Navigation (LRN) Mode

The LRN mode is flown when the pilot selects FMS as the NAV sourceon the coupled–side display controller. The LRN procedure is describedin Table 6–2.

Step Procedure


2 Select FMS as the navigation source on the displaycontroller.

3 Using the remote instrument controller, set the headingbug on the HSI to the intercept heading for the selectedcourse.

4 Push the NAV button on the mode selector.

LRN Mode Engagement ProcedureTable 6–2

Depending on the FMS installed, the integrated avionics system canperform the following functions:

� Automatically arm and capture the FMS–supplied track

� Immediately capture the FMS–supplied track.

Characteristics common to LRN are described below.

� Instead of using course error and radio deviation from the symbolgenerator, a composite lateral steering command is used from theFMS navigation computer through the IAC symbol generator.

� The IAC symbol generator supplies the flight controller with steeringcommands.


A28–1146–134REV 1 Jan/03


The FMS NAV mode is shown in Figure 6–10.

FMS Mode Capture and TrackingFigure 6–10

The FMS NAV mode procedure is described in Table 6–3.

Step Procedure

1 Prepare the FMS to navigate. If necessary, set the headingbug on the HSI to the intercept heading for the selectedcourse.

2 Select FMS as the navigation source by pushing the FMSbutton on the display controller.

3 Push the NAV button on the mode selector. The NAVbutton bar lights, and the active course is captured. LNAVis annunciated on the top of the PFD, as shown inFigure 6–11.

FMS Navigation Mode ProcedureTable 6–3 (cont)


A28–1146–134REV 1 Jan/03 6-13

Modes of Operation

Step Procedure

3(cont)

AD–63878@

FMS NAV Mode (Typical) DisplayFigure 6–11

FMS Navigation Mode ProcedureTable 6–3

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



� Changing the selected navigation steering command

� An invalid FMS

� Symbol generator reversion if on the coupled side

� Selecting another lateral mode



A28–1146–134REV 1 Jan/03


VOR Approach (VAPP) Mode

The VOR approach procedure is described in Table 6–4.

Step Procedure


2 Tune the navigation receiver to the frequency of the VORto be used.

3 Select NAV as the navigation source on the displaycontroller.

4 Using the remote instrument controller, set the coursepointer on the HSI for the course to be flown.

5 Using the remote instrument controller, set the headingbug on the HSI to the intercept heading for the selectedcourse.

6 Push the APR button on the mode selector.

VAPP Mode Engagement ProcedureTable 6–4

The HDG and APR buttons on the mode selector are lit. HDG and VAPP(white) annunciate on the PFD. The IAC applies gains appropriate foran approach. Upon capture of the selected course, the white VAPPturns green.

NOTE: To get the best results, establish the aircraft on the selectedcourse at least 5 miles before reaching the VOR station.


A28–1146–134REV 1 Jan/03 6-15

Modes of Operation

Localizer (NAV) Mode

The localizer mode automatically intercepts, captures, and tracks thefront course localizer beam to line up on the runway centerline. Toengage the mode, follow the procedure described in Table 6–5.

Step Procedure

1 Couple synchronized flight director to the autopilot.

2 Tune the navigation receiver to the front course localizerfrequency for the runway in use.

3 Set the course pointer on the HSI to the inbound localizercourse.

4 Set the heading bug on the HSI to the course interceptheading using the remote instrument controller.

5 Push the NAV button on the display controller to selectNAV as the navigation source.

NOTE: The APR button can also be used in this step. However, evenwhen pushing the APR button, and assuming an invalidglideslope, the NAV button remains the only button lit. If APR isused and the glideslope is valid, the FGS captures the glideslopeat the proper time, and both the NAV and APR mode selectorbuttons light.

Localizer Mode Engagement ProcedureTable 6–5


A28–1146–134REV 1 Jan/03


The HSI displays the position of the aircraft relative to the center of thelocalizer beam and the inbound course, as shown in Figure 6–12. Withthe heading bug set for course intercept, the heading select mode doesthe intercept.

Localizer (NAV) Mode InterceptFigure 6–12


A28–1146–134REV 1 Jan/03 6-17

Modes of Operation

Outside the normal capture range of the localizer signal, push the NAVbutton on the mode selector to fly the aircraft to the intercept heading,and the system is armed for automatic localizer beam capture. LOC(white) and HDG are annunciated on the PFD, as shown in Figure 6–13.The NAV button on the mode selector also lights.

AD–63880@

Localizer (NAV) Mode Arm DisplayFigure 6–13


A28–1146–134REV 1 Jan/03


With the aircraft nearing the selected course intercept, as shown inFigure 6–14, the lateral beam sensor monitors the localizer beamdeviation. At the computed time, the lateral beam sensor trips andcaptures the localizer signal. The flight director drops the heading selectmode and generates a roll command to bank the aircraft towardlocalizer beam center.

Localizer (NAV) Mode CaptureFigure 6–14


A28–1146–134REV 1 Jan/03 6-19

Modes of Operation

When the capture occurs, the PFD displays LOC enclosed in a whitebox for 5 seconds, as shown in Figure 6–15.

AD–63882@

Localizer (NAV) Mode Capture DisplayFigure 6–15

As the aircraft continues toward the localizer, the flight director entersthe localizer submode.

When the course select pointer is set on the coupled–side HSI using theCOURSE knob on the remote instrument controller, the course selecterror signal is established in the IAC. This signal represents thedifference between aircraft heading and the selected aircraft course.


A28–1146–134REV 1 Jan/03


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



� Selecting the heading select mode

� NAV or HDG source switching



When the aircraft meets localizer capture conditions, the course errorsignal is removed from lateral calculations. This leaves localizer gainprogramming to track the localizer signal, as shown in Figure 6–16, andto compensate for localizer beam standoff in the presence of acrosswind. The system can fly a wind correction angle of up to 45�.

Localizer (NAV) Mode TrackingFigure 6–16


A28–1146–134REV 1 Jan/03 6-21

Modes of Operation

Figure 6–17 shows a typical PFD in the localizer tracking mode.

AD–63884@

Localizer (NAV) Mode Tracking DisplayFigure 6–17


A28–1146–134REV 1 Jan/03


Back Course (BC) Mode

The back course mode intercepts, captures, and tracks the back courselocalizer signal, as shown in Figure 6–18. When flying a back courselocalizer approach, glideslope capture is inhibited automatically.

Back Course Mode InterceptFigure 6–18

The back course mode is set up and flown like a front course localizerapproach. The back course procedure is described in Table 6–6.

Step Procedure

1 Couple either flight director to the autopilot.

2 Tune the coupled–side navigation receiver to the frontcourse localizer frequency for the runway in use.

3 Set the course pointer on the HSI for the inbound localizercourse, using the remote instrument controller.

4 Set the heading bug to the course intercept heading, usingthe remote instrument controller.

5 Select NAV as the navigation source on the coupled–sidedisplay controller.ÁÁÁÁ

ÁÁÁÁÁÁÁÁ

6ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Push the flight director mode selector BC button.

Back Course Mode ProcedureTable 6–6 (cont)


A28–1146–134REV 1 Jan/03 6-23

Modes of Operation

Step Procedure

ÁÁÁÁÁÁÁÁÁ

7 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

With the aircraft outside the normal back course localizercapture limits, the PFD annunciates BC (white) and HDG,as shown in Figure 6–19.

AD–63886@

Back Course Intercept DisplayFigure 6–19

Back Course Mode ProcedureTable 6–6 (cont)


A28–1146–134REV 1 Jan/03


Step Procedure

8 At back course capture, the PFD annunciates BC,enclosed in a white box for 5 seconds, as shown inFigure 6–20.

AD–63887@

Back Course Capture DisplayFigure 6–20

Back Course Mode ProcedureTable 6–6

NOTE: The back course function does not automatically intercept thelocalizer back course. The pilot must set the aircraft up on aproper intercept heading. Pushing the BC button arms theback course mode, and the heading select button becomesthe active lateral mode. When the localizer is intercepted, theheading mode is cancelled and the localizer is captured andtracked.


A28–1146–134REV 1 Jan/03 6-25

Modes of Operation

At back course capture, the IAC flight control function generates a rollcommand to capture and track the back course localizer signal, asshown in Figure 6–21.

AD–63888@

Back Course Tracking DisplayFigure 6–21

The back course mode is cancelled by any one of the following:


� Pushing NAV on the mode selector panel

� Pushing BC on the mode selector panel

� Selecting the heading or go–around modes

� Changing the displayed navigation or heading source

� Moving the autopilot TURN knob out of detent, with autopilotengaged



A28–1146–134REV 1 Jan/03


VERTICAL MODES

Pitch Hold Mode

The pitch hold mode is the basic autopilot and flight director verticalmode. PIT is annunciated on the PFD when this mode is active. Thismode is best described by explaining the operation of pitch hold withautopilot engaged and with autopilot not engaged.

PITCH HOLD MODE OPERATION, AUTOPILOT ENGAGED

Pitch hold mode with autopilot engaged operates as described below.The flight director pitch command bar is in view on the coupled PFD onlyif a lateral flight director mode is active.

� If no vertical flight director modes are active, the autopilot holds thepitch attitude that existed when the autopilot was engaged.

� If no vertical flight director modes are active, the pitch attitudereference can be changed by pushing the TCS button on the controlwheel while simultaneously changing the aircraft’s pitch with thecontrol column. The autopilot retains the pitch attitude that existswhen the TCS is released.

� The pitch attitude reference can be changed using the PITCH wheelon the autopilot controller. The PITCH wheel is inhibited in approachmodes, but it can be used when no flight director vertical modes areactive or in ALT hold mode. In such cases, moving the PITCH wheelcancels the ALT hold mode.


A28–1146–134REV 1 Jan/03 6-27

Modes of Operation

PITCH HOLD MODE OPERATION, AUTOPILOT NOT ENGAGED

Pitch hold mode with autopilot not engaged operates as describedbelow:

� Selecting a flight director lateral mode with no flight director verticalmodes active displays the crosspointer horizontal command bar.The command bar represents the aircraft pitch attitude at the timethe flight director lateral mode was selected. This reference can bechanged by pushing the TCS button to synchronize the pitchcommand to the current aircraft attitude.

� PIT is annunciated on the PFD.

� The pitch hold mode is cancelled by manual or automatic selectionof any flight director vertical mode.


A28–1146–134REV 1 Jan/03


Vertical Speed (VS) Hold Mode

The vertical speed hold mode maintains a pilot–selected vertical speed.To initiate the mode, maneuver the aircraft to the desired climb ordescent attitude, establish the vertical speed reference, and push theVS button on the mode selector.

The reference vertical speed can be changed with the PITCH wheel onthe autopilot controller, or by pushing the TCS button on the controlwheel, maneuvering the aircraft to a new vertical speed reference, andreleasing the TCS button.

When the vertical speed reference is changed by using the PITCHwheel, the target value changes and the vertical speed reference bugis repositioned.

Actual aircraft vertical speed is displayed on the VSI. When verticalspeed mode is selected, it resets all previously selected vertical modes.

When the vertical speed mode is engaged, as shown in Figure 6–22,the following occurs:

� VS is annunciated on the PFD

� The VS button on the mode selector lights

� The PFD displays the vertical speed target value above the verticalspeed scale in plus or minus feet per minute.


A28–1146–134REV 1 Jan/03 6-29

Modes of Operation

AD–63895@

Vertical Speed Hold Mode DisplayFigure 6–22

The vertical speed mode is cancelled by any one of the following:

� Pushing the VS button

� Selecting another vertical mode


� Changing the flight director couple selection


� Air data becomes invalid

� Loss of pitch data.

NOTE: Aircraft overspeed protection is active in this mode.


A28–1146–134REV 1 Jan/03


Flight Level Change (FLC) Mode

The flight level change mode is engaged by pushing the FLC button onthe mode selector. The IAS/Mach reference is synchronized to theIAS/Mach being flown when the mode is engaged. When a newreference is manually selected using the PITCH wheel on the autopilotcontroller, the system automatically flies the new reference.

Switching from IAS to Mach (or Mach to IAS) does not move thereference, it only changes the units used on the digital readout on thePFD. The aircraft does not change any attitude when units of measureare switched.

The flight level change mode is an airspeed mode. It differs from astandard IAS or Mach mode in the following ways:

� Although flight level change mode tracks the reference airspeed inthe long term, short–term emphasis is on vertical speed. Thisminimizes vertical speed excursions due to disturbances or largeairspeed changes.

� The flight level change mode is set up to change altitudes at theselected airspeed, from present altitude to preselected altitude. Theflight level change mode tries to prevent flying away from thepreselected altitude target. For example, if the throttle is retardedduring a climb toward a preselected altitude, the system tries tomaintain a positive vertical speed, resulting in deceleration ratherthan descent, even if vertical speed reaches zero.


A28–1146–134REV 1 Jan/03 6-31

Modes of Operation

The flight level change mode is annunciated on the PFD by FLC at thevertical capture location, as shown in Figure 6–23.

AD–63897@

Flight Level Change Mode DisplayFigure 6–23

The pilot can maneuver the aircraft without disengaging the flight levelchange mode by pushing and holding the TCS button on the controlwheel. While the TCS button is pushed, TCS ENG (white) replaces APENG above the attitude sphere. When TCS is released, the airspeedtarget is the current airspeed.


A28–1146–134REV 1 Jan/03


To fly the flight level change mode in a climb to a preselected altitudefrom straight and level, follow the procedure described in Table 6–7.

Step Procedure

1 Set alert altitude higher than the current altitude.

2 Push the FLC button on the mode selector.

3 With the autopilot engaged, set the speed reference on thePFD to the reference IAS/Mach by using the PITCH wheelon the autopilot controller.

4 Advance throttle to attain climb power.

Flight Level Change Mode Engagement ProcedureTable 6–7

The aircraft climbs toward the preselected altitude, maintaining thespeed reference. Throttle inputs control rate of climb. In the flight levelchange mode, all armed pitch flight director modes are valid.

The flight level change mode is cancelled by any of the following:

� Pushing the FLC button on the mode selector

� Selecting any other vertical mode


� Changing the flight director couple selection

� Air data is invalid

� ASEL capture

� Symbol generator reversion, if on the coupled side.

NOTES: 1. In a climb above 28,600 feet MSL or greater than 0.62Mach, the flight level change reference automaticallyswitches from IAS to Mach. It switches back to IAS ifthe Mach goes below 0.61.

2. In a normal descent below 27,900 feet, the flight levelchange reference automatically switches from Machto IAS.


A28–1146–134REV 1 Jan/03 6-33

Modes of Operation

3. Manual toggling between an IAS and Mach speedtarget is not possible.

4. The FGS cannot fly to an airspeed reference outsidethe normal aircraft flight envelope. The FGS limits thecommanded airspeed to the maximum speed of theaircraft, annunciated by MAXSPD to the left of the ADI.This feature is armed in the flight level change, verticalspeed, and VNAV modes.

Altitude Preselect Mode (ASEL)

The ASEL mode preselects an altitude reference target. This modedisplays the selected target on both PFDs, supplies audible and visualaltitude approach alerting, and audible and visual altitude deviationwarnings.

Figure 6–24 shows a profile view of the ASEL procedure. The circlednumbers in the figure correspond to the step numbers in the followingtable.

ASEL Profile ViewFigure 6–24


A28–1146–134REV 1 Jan/03


Table 6–8 describes the ASEL mode operation procedure.

Step Procedure

1 Set the new target altitude on the PFD with the ALT knobon the MFD bezel. Push either the VS or FLC button onthe FGS mode selector, then set the value for verticalspeed (VS mode) or airspeed (FLC mode) by using thePITCH wheel on the autopilot controller to initiate adescent toward the selected altitude.

Figure 6–25 shows the aircraft in the vertical speed modeat the start of descent from 18,000 feet to the targetaltitude of 15,000 feet at a selected vertical speed of–1500 fpm.

AD–63899@

ASEL at the Start of DescentFigure 6–25

ASEL Mode Operation ProcedureTable 6–8 (cont)


A28–1146–134REV 1 Jan/03 6-35

Modes of Operation

Step Procedure

2 After the descent is initiated, the altitude preselect mode isarmed and ASEL (white) is annunciated on the PFD, asshown in Figure 6–26. The aircraft is descending through16,000 feet at 1500 fpm.

AD–63900@

ASEL Armed for Capture DisplayFigure 6–26



A28–1146–134REV 1 Jan/03


Step Procedure

3 As the aircraft descends to within 1000 feet of the targetaltitude, a visual alert (the altitude preselect window andreadout change color from cyan to amber) and an audiblealert (a one–second horn) annunciate. The visual alertremains active until the aircraft is within 200 feet of thetarget altitude. The capture point depends on verticalspeed.

Figure 6–27 shows the aircraft in a flare at ASEL capture.ASEL is in a white box on the PFD. The aircraft remains inthe ASEL capture mode until altitude error is less that 25feet and altitude rate is less than 5 ft/sec. When theseconditions exist, the system automatically switches toaltitude hold.NOTE: Changing the selected altitude with the ASEL knob while in the

capture phase cancels the active ASEL mode, and the armedASEL annunciator is displayed.

AD–63901@

ASEL Capture Point DisplayFigure 6–27



A28–1146–134REV 1 Jan/03 6-37

Modes of Operation

Step Procedure

4 After the aircraft has leveled off at the new altitude, ASELcapture is dropped and altitude hold automaticallyengages, as shown by ALT in Figure 6–28.

Once the aircraft has captured the altitude, any deviationof more than 200 feet activates the visual and audiblealerts. The visual alert remains active until the altitudedeviation is again within 200 feet. However, if the deviationexceeds 1000 feet, the visual alert remains active until thealtitude preselect knob is adjusted.

AD–63902@

Aircraft Level at Preselected Altitude Display

Figure 6–28

ASEL Mode Operation ProcedureTable 6–8


A28–1146–134REV 1 Jan/03


Altitude Hold Mode

The altitude hold (ALT HOLD) mode is a vertical axis flight directormode used to maintain a barometric altitude reference. To fly ALTHOLD, follow the procedure in Table 6–11.

Step Procedure

1Push the ALT button on the coupled–side mode selector.The PFD annunciates ALT while ALT HOLD is active, asshown in Figure 6–29.

AD–63903@

ALT HOLD Mode DisplayFigure 6–29

Altitude Hold Mode ProcedureTable 6–9


A28–1146–134REV 1 Jan/03 6-39

Modes of Operation

Altitude hold maintains the altitude that existed when the mode wasengaged. The reference altitude can be changed by pushing the TCSbutton on the control wheel, maneuvering the aircraft to a new altitude,and releasing the TCS button. Selecting the ALT HOLD mode cancelsany other previously selected vertical mode.

The altitude hold mode is cancelled by any of the following:

� Moving the PITCH wheel on the autopilot controller

� Pushing the ALT button on the coupled–side mode selector

� Selecting any other vertical mode, on or captured


� Coupling to the cross–side flight director

� Symbol generator reversion on the active side.


A28–1146–134REV 1 Jan/03


Vertical Navigation Mode (VNAV)

The VNAV mode can be used only with the VNAV menu on the MFD.It is used to descend to an altitude at a specific VOR/DME or FMS–defined waypoint. The waypoint can be defined as being on a courseTO or FROM a station. Altitude is automatically captured by the VNAVmode. Use the MFD bezel menu to enter the waypoint altitude and otherrequired data. The glideslope scale on the PFD is replaced with a VNAVvertical deviation scale. The deviation is shown relative to the flight pathangle. Typically, angles of 1� or 2� are chosen for climbs, and an angleof 3� is used for descents.

Although it is not often used for climb, VNAV can be used to define aclimb profile.

Any vertical navigation path data generated by an FMS is used foradvisory purposes only. However, if the FMS can couple verticalguidance, consult the appropriate flight manual supplement foradditional information on this subject. In dual FMS installations, it ispossible to select different FMSs for the PFD and the MFD. The flightdirector uses data from the PFD to compute the VNAV angle (VANG).

In the VNAV mode, a single vertical waypoint can be defined andcoupled to another waypoint for automatic transition. The waypoint canbe defined as direct from the present position or preselected to beginat some future time. Table 6–10 describes the VNAV mode data entryprocedure.

Step Procedure

1 Select the navigation source (VOR, FMS).

2 Set, capture, and track the course on the coupled–sideHSI.NOTES: 1. If VOR/DME is being used, verify that the DME is not in

HOLD.

2. The course must be either directly to or from the station.Course changes over the station do not correctly computethe path.

3 Set the waypoint altitude with the ALT knob. The value isdisplayed in the ALT window.

VNAV Mode Data Entry ProcedureTable 6–10 (cont)


A28–1146–134REV 1 Jan/03 6-41

Modes of Operation

Step Procedure

4 For VOR/DME–based VNAV, enter VOR station orwaypoint elevation above sea level using the SET knob onthe MFD bezel.

5 Select TO or FROM and set the distance (along–trackoffset) the waypoint is ahead of (TO) or beyond (FROM)the VOR or FMS waypoint. This must be set even if thedistance is zero (the desired waypoint is at the station orwaypoint).

6 Select VANG and set the climb or descent angle.Follow–on actions depend on whether the VNAV is a director preselected path (described on the following pages).

NOTES: 1. VNAV angles are limited to 6°. The vertical angle display showsdashes for angles greater than 6°.

2. When VNAV is used to define a climb profile, IAS must be closelymonitored.

3. Before entering VNAV data, verify that the desired waypoint makesgeographic sense. VNAV computations have several monitors to inhibitVNAV valid unless the location of the waypoint lies within meaningfulparameters.

4. Once the VNAV mode has been selected, no changes to the activewaypoint data can be made.

5. The VNAV vertical speed display is calculated by the FGS. It is used toestimate the vertical speed for a given situation. The vertical speed isonly displayed before VNAV is disengaged.

6. Refer to overspeed protection for a description of MAXSPD protection.

7. ASEL is always armed when the aircraft is moving in the direction of aselected altitude. This applies even when overspeed or underspeedprotection has been activated.

8. VNAV only uses the selected navigation source distance information tocalculate the VNAV path. If NAV is selected, DME distance is used. IfFMS is selected, the distance to the waypoint is used.

9. Prior to the flight director VNAV mode capture, an audible alert issounded and VTA is displayed. The VNAV button on the mode selectorflashes. The pilot must push the flashing VNAV button in order for theflight director to capture and track the vertical path.

10.When FMS is the selected NAV source, a TO offset is entered in the TOwindow. A FROM offset can be entered in the FROM window whenstandard elevation (ST EL) is replaced by FR.

VNAV Mode Data Entry ProcedureTable 6–10


A28–1146–134REV 1 Jan/03


VNAV Direct

Figure 6–30 shows an aircraft at FL210 expecting to fly VNAV from thepresent position directly to 17,000 feet at the waypoint shown. Data isentered into the system using the MFD bezel buttons. (Refer to Table6–10 for the data entry procedure).

VNAV Direct, Profile ViewFigure 6–30


A28–1146–134REV 1 Jan/03 6-43

Modes of Operation

After data is entered, use the procedure in Table 6–11 to fly the VNAVdirect mode. Figures in the table show the menus on the MFD used toengage the VNAV direct engagement mode.

Step Procedure

1 Observe the angle displayed on the MFD, as shown inFigure 6–31. The angle increases as the aircraftapproaches the waypoint.

AD–63905@

ALT170

ST EL VANG VSFRRTNSET10.0 1600 2.5 –1000 00

MFD VANG DisplayFigure 6–31

VNAV Direct Engagement ProcedureTable 6–11 (cont)


A28–1146–134REV 1 Jan/03


Step Procedure

2 When the correct VANG is displayed, push the VNAVbutton on the coupled–side mode selector. The VNAV andAPR buttons light on the mode selector, the angle isdisplayed as shown in Figure 6–32, and VNAV (white)armed annunciates on the PFD.

The vertical deviation pointer shows the deviation from thevertical path, and the flight director commands a verticalpath to capture and track the selected vertical path. Whencapture criteria are met, VNAV lights in the capture field onthe PFD.

AD–63906@

ALT170

ST EL VANG VSFRRTNSET10.0 1600 3.0 –1400 00

MFD VANG Capture DisplayFigure 6–32

3 At the proper lead point, the system flares the aircraft at17,000 feet. If the altimeter’s barometric window wasadjusted during descent, the VNAV computer and flightdirector computer adjust the descent accordingly. The PFDannunciates ALT.

VNAV Direct Engagement ProcedureTable 6–11


A28–1146–134REV 1 Jan/03 6-45

Modes of Operation

VNAV PRESELECT

Figure 6–33 shows an aircraft at FL210 expecting a 3� descent to17,000 feet at the waypoint shown.

VNAV Preselect, Profile ViewFigure 6–33


A28–1146–134REV 1 Jan/03


After data is entered (refer to Table 6–10 for the data entry procedure),follow the procedure in Table 6–12 to fly the VNAV preselect mode.Figure 6–34 shows the MFD menu used to engage the VNAV preselectmode.

Step Procedure

1 Select VANG on the MFD bezel buttons. Set the3� vertical angle using the SET knob, as shown inFigure 6–34.

ST EL VANG VSFRRTNSET10.0 1600 3.0 –1400

ALT17000

MFD VANG SetFigure 6–34

2 Push the VNAV button on the flight director mode selector.The mode bar lights. One minute before starting descent,the audible VTA sounds, VTA annunciates on the PFD,and the vertical deviation scale is displayed on the PFD.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

3ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

When the aircraft reaches the selected angle, the VNAVbutton bar light on the mode selector flashes. Push theVNAV button to acknowledge the start of the VNAVdescent. The flight director commands a flare to captureand track the selected vertical angle. On the PFD, VNAVcapture is annunciated and boxed in white for 5 seconds.NOTE: If the flashing VNAV button is not pushed, the system does not fly

the descent. To fly the descent, VNAV must be re–armed.

4 While approaching the waypoint, the flight directorcommands a flare to capture and hold the waypointaltitude. At the waypoint altitude, the VNAV mode iscancelled automatically and all parameters are set to zero.The flight director flies the ALT HOLD mode asannunciated on the PFD.

VNAV Preselect Engagement ProcedureTable 6–12


A28–1146–134REV 1 Jan/03 6-47

Modes of Operation

VNAV mode is cancelled by any one of the following:

� Pushing the VNAV or any other vertical flight director mode button

� Glideslope capture

� Leveling off at the waypoint altitude

� Overspeed or underspeed protection transition

� Changing PFD navigation source

� Loss of DME distance or air data valid




NOTE: When overspeed or underspeed protection is activated, theflight director modes that were selected remain selected.


A28–1146–134REV 1 Jan/03


INSTRUMENT LANDING SYSTEM (ILS) APPROACHMODE

The ILS mode intercepts, captures, and tracks the front course localizerand glideslope signals to fly a fully coupled ILS approach, as shown inFigure 6–35.

ILS Localizer InterceptFigure 6–35

The mode is set up and flown exactly like the localizer mode. Modecapture is interlocked so that glideslope capture is inhibited until thelocalizer is captured. As with the localizer mode, heading select initiatesthe localizer approach intercept.


A28–1146–134REV 1 Jan/03 6-49

Modes of Operation

The ILS approach mode procedure is described in Table 6–13.

Step Procedure


2 Tune the coupled–side navigation receiver to the ILSfrequency for the runway in use.

3 Push the NAV button on the display controller to select ILSas the navigation source.

4 Set the radio altitude minimums on the PFD with the RAknob on the display controller.

5 Set the course pointer to the inbound localizer course, andset the heading bug on the PFD for localizer intercept.

6 Select the approach mode by pushing the APR button onthe mode selector. The PFD annunciates LOC and GS(both white), as shown in Figure 6–36.

AD–63890@

ILS Approach (Armed) DisplayFigure 6–36

ILS Approach Mode ProcedureTable 6–13 (cont)


A28–1146–134REV 1 Jan/03


Step Procedure

7 With the localizer captured and outside the normalglideslope capture limits, the PFD annunciates LOC andGS (white), as shown in Figure 6–37.

AD–63891@

ILS Approach Mode – Localizer Intercept Display

Figure 6–37

ILS Approach Mode ProcedureTable 6–13


A28–1146–134REV 1 Jan/03 6-51

Modes of Operation

The glideslope part of the ILS mode intercepts, captures, and tracks theglideslope signal. When the glideslope mode is used with the localizerapproach mode, a fully coupled ILS approach can be flown. The modeis interlocked so that glideslope capture is inhibited until localizercapture has occurred.

With the localizer captured and outside the normal glideslope capturelimits, the PFD annunciates the following modes:

� LOC

� GS (white)

� Any other vertical mode in use at this time is also displayed.

As the aircraft nears the glideslope, as shown in Figure 6–38, thevertical beam sensor monitors true airspeed, vertical speed, andglideslope deviation to determine the correct capture point.

ILS Mode Capture, Profile ViewFigure 6–38

At glideslope capture, the computer drops any other vertical mode thatwas in use and automatically generates a pitch command to track theglideslope signal.


A28–1146–134REV 1 Jan/03


The PFD, shown in Figure 6–39, annunciates GS in a white box for5 seconds, and LOC. The NAV and APR mode selector buttons arealso lit.

AD–63893@

ILS Mode Tracking DisplayFigure 6–39

NOTE: The autopilot must be disengaged before reaching 200 feetAGL.


A28–1146–134REV 1 Jan/03 6-53

Modes of Operation

The glideslope signal is gain programmed to compensate for the aircraftclosing on the glideslope antenna and beam convergence caused bythe directional properties of the antenna, as shown in Figure 6–40.Glideslope programming is normally a computed function of radioaltitude (if available).

ILS Mode Track, Profile ViewFigure 6–40

The ILS approach mode is cancelled by any one of the following:

� Pushing the APR or NAV button on the mode selector

� Loss of ILS glideslope data


� Selecting HDG on the mode selector

� Changing navigation or heading sources




A28–1146–134REV 1 Jan/03


OVERSPEED PROTECTION

When in MAXSPD, the flight guidance system adjusts the pitch toreduce airspeed to the VMO/MMO limit. The flight director modes remainas they were. When airspeed is reduced below the VMO/MMO limit, theFGS returns to the annunciated flight director mode.

The aircraft can operate without tripping the overspeed protection atVMO/MMO plus a tolerance of 5 knots IAS. This is to prevent nuisancetripping of the overspeed protection submode during steady stateVMO/MMO descents. If the aircraft is relatively stable on the VMO/MMO limit,then aircraft speed can exceed VMO/MMO up to a limit of 5.0 knots beforeoverspeed protection is initiated.

NOTE: These tolerances are applied only to the flight directoroverspeed protection. The overspeed horn triggers at oneknot above VMO/MMO. The speed digits change to amberwhen the airspeed trend vector exceeds VMO and red whenthe airspeed is equal to or greater than VMO.

Once initiated, the overspeed protection displays MAXSPD on the PFDand uses the speed hold control to command the aircraft back to theactual VMO/MMO target speed. The overspeed protection submode is notexplicitly annunciated except through the MAXSPD warning on thePFD. While overspeed protection submode is active, the existingvertical mode (VNAV or VS) remains annunciated as the active modeon the PFD.

The overspeed submode protection remains engaged until the existingVS/VNAV pitch command no longer commands a pitch maneuver thatviolates VMO/MMO.

NOTE: MAXSPD is displayed on the PFD for at least 5 seconds.

OVERSPEED PROTECTION IN FLC

In speed hold mode, overspeed protection limits the target IAS/Machto the existing VMO/MMO value. MAXSPD is annunciated on the PFDwhen the aircraft speed exceeds VMO/MMO plus a tolerance of 5 knots.MAXSPD is removed from display when the aircraft falls below VMO/MMO

plus 5 knots.

Overspeed protection is disabled in basic pitch mode, altitude hold,altitude capture, and glideslope modes.


A28–1146–134REV 1 Jan/03 6-55/(6-56 blank)

Modes of Operation

GO–AROUND MODE (GA), WINGS LEVEL

The go–around mode is normally used to transition from an approachto a climb–out condition in the event of a missed approach. The pilotselects the go–around mode by pushing the GA button located on eitheroutboard throttle handle. With go–around mode selected, the existingflight director mode is cancelled, the autopilot is disengaged, and GAis displayed on the PFD. A wings level command appears on the PFDwith a 10� climb angle, as shown in Figure 6–41.

AD–63909@

Go–Around Mode Display (Wings Level)Figure 6–41

The go–around mode is cancelled by any one of the following:

� Selecting another pitch mode

� Pushing the TCS button

� Engaging the autopilot.


A28–1146–134REV 1 Jan/03 7-1

Troubleshooting

7. Troubleshooting

This section guides the flightcrew through basic troubleshootingconcepts, access and retrieval of event codes, and writing squawksheets. It does not describe troubleshooting down to the black box level.

TECHNICAL SUPPORT

The following Honeywell and Cessna support lines are available:

� Honeywell Hot Line: 602–436–4400

� Cessna 24–hour Support Line: 316–517–6261

TROUBLESHOOTING DIGITAL AVIONICS

Maintenance of digital flight control systems requires a differentapproach than for analog systems. Flightcrew and maintenancepersonnel can operate this system more effectively by understandingthe differences between digital and analog systems. Table 7–1 explainssome of the differences between analog and digital systems.

Digital System Analog SystemÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Digital flight controlsystems yield identicalresults from identical tasks.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Over time, analog systems aresubject to component degradationthat can influence the outcome of thecircuit’s function.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Digital system self–testsare straight forwardprogram checks duringpower application or actualoperations.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Self–tests of analog systems arecomplicated, typically involvinginjecting signals and measuring todetermine their effect. Therefore,most analog systems are notequipped with a self–test.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Digital systems produceevent codes to determinefault location.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Analog systems rarely diagnose thecause of a fault or intermittent event.


Digital systems are notaffected by temperature.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Analog systems are affected bytemperature changes.

Digital and Analog System DifferencesTable 7–1


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Troubleshooting7-2

The nature of a digital system is either it works or it doesn’t. There areno intermediate stages. An analog system can have many in–betweenstages, leading to confusion while troubleshooting. For example, adigital system’s altitude select mode always operates the same ifexternal sensor data is accurate. As time passes, an analog systemintroduces variations to mode performance even if its external sensorshave not yet changed.

A digital system is more likely to have an external sensor problem (suchas the MADC, gyros, accelerometers, NAV/DME) than it is to have aproblem with the integrated avionics computer (IAC). The IAC doesextensive self–testing and continuous monitoring for greater reliabilityand maintainability.

ACCESSING MAINTENANCE TEST MODE DATA

NOTE: At no time should maintenance personnel attempt to replacea Honeywell unit based on event codes alone. The eventcodes should be used as a tool along with traditional groundtest methods and other standard maintenance practices.


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Troubleshooting

How to Access the Hardware/Software I.D. Pages

The maintenance test mode displays maintenance pages on the PFDwhile the aircraft is on the ground (WOW switch is set). The displaycontroller controls the maintenance test mode. The RA knob selectsdisplay pages. For hardware/software identification pages, use radioaltimeter settings 640 and 650.

Because this system can be installed with different display controllersthat use different button labeling, Figure 7–1 shows push button (PB)numbers used in place of specific labels. These button numbers arereferred to in the procedure in Table 7–2.

AD–63910@

Display ControllerFigure 7–1


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Troubleshooting7-4

Table 7–2 describes the procedure to access hardware and softwareID pages.

Step Procedure

ÁÁÁÁÁÁÁÁ

1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Set the RA knob on the display controller to 640.

ÁÁÁÁÁÁÁÁ


Push and hold the TEST button for at least 5–7 seconds.ÁÁÁÁÁÁÁÁ

3ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

While holding the TEST button, push and release PB #4.ÁÁÁÁÁÁÁÁÁÁÁÁ

4ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Release the TEST button. HW (hardware) ID 1 isdisplayed, as shown in Figure 7–2.

AD–23175@

Hardware ID Page 1Figure 7–2

Maintenance Test and Hardware/SoftwareIdentification Page Access Procedure

Table 7–2 (cont)


A28–1146–134REV 1 Jan/03 7-5

Troubleshooting

Step Procedure


5 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Rotate the TEST button clockwise to RA 650 to displayHW ID 2, as shown in Figure 7–3. The IC is in themaintenance test mode, and it remains in test until it iscancelled by pushing the TEST button again or byselecting an RA setting below 600.

AD–23176@

Hardware ID Page 2Figure 7–3

Maintenance Test and Hardware/SoftwareIdentification Page Access Procedure

Table 7–2


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Troubleshooting7-6

How to Access Event Codes (EC)

The maintenance test mode displays maintenance pages on the PFDwhile the aircraft is on the ground (WOW switch set). The displaycontroller enters the maintenance test mode. Use the RA knob to selectdisplay pages. The pages correspond to specific radio altimetersettings. For event codes, use radio altimeter setting 670.

For help with troubleshooting after the event codes have beenretrieved, contact the local Cessna or Honeywell Customer ServiceEngineer. Refer to the booklet “Your Citation Center Support Team.”

The display controllers in various installations have different buttonlabels. These button numbers, shown in Figure 7–4, are referred to inthe following procedures.

AD–63910@

Display Controller ButtonsFigure 7–4

The buttons on the display controller access the following event codes:

� PB #1 – Views next 8 event codes (current flight)

� PB #4 – Views previous 8 event codes (current flight)

� PB #6 – Increments 1 flight (48 event codes)

� PB #7 – Decrements 1 flight (48 event codes).


A28–1146–134REV 1 Jan/03 7-7

Troubleshooting

To retrieve the event codes, follow the procedure in Table 7–3.

Step Procedure

ÁÁÁÁÁÁ

1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Set the display controller RA knob to 670.ÁÁÁÁÁÁ

2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Push and hold the TEST button for at least 5–7 seconds.ÁÁÁÁÁÁÁÁÁ

3ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

While holding the TEST button, push and release PB #4.

ÁÁÁÁÁÁ

4 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Release the TEST button. Current event codes aredisplayed on the PFD, as shown in Figure 7–5.ÁÁÁ

ÁÁÁÁÁÁÁÁÁ

5ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

The IAC is in the maintenance test mode. It remains in thetest mode until it is cancelled by pushing the TEST buttonor selecting an RA setting below 600.

Event Code Retrieval ProcedureTable 7–3

Sample Event Codes Page on PFDFigure 7–5

NOTE: If event code maintenance page RA 670 is not displayed asshown in Figure 7–5, the engineering maintenance pageshave been accessed. To return to the normal maintenancepages, push the avionics switch again and re–enter thenormal maintenance mode as described in Table 7–3.

When the event codes page powers up, it displays the events of thecurrent flight.


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Troubleshooting7-8

Event codes for 64 flights can be stored. Flight 65 overwrites the datafrom flight 01, and so on. Each flight number can store 48 event codes.The event codes pages display zeros when no events have occurred.

NOTE: Flights are recorded only when an event code has occurred.Event codes are stored in the next available flight number anddo not indicate actual successive flights. The flight timestamp indicates occurrences per system time operation.

Event Codes Page Description

Event codes page layout is shown in Figure 7–6.

Event Codes PageFigure 7–6


A28–1146–134REV 1 Jan/03 7-9

Troubleshooting

Data on the event codes page is described in Table 7–4.

Legend Display andColor

Description Range


Maintenancepage title


EVENTCODES


Maintenance page title. ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

N/A

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Flightnumber


FLIGHT 01–current flight

White–other flights

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Represents the WOW cyclenumber where an eventcode has occurred either onthe ground or in the air. Theflight number does notnecessarily coincide with theactual number of flightsflown.


01 to 64,incrementsof 1


Flight timestamp


HHHHH:MM ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Indicates a WOW cycle fromthe initialization of the systemclock in the factory, in theformat HHHHH:MM where His hours and M is minutes.


00000:00 to99999:59


Event codeprefix


EC (White)ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

The event code prefix.ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

N/A


Event codenumber


XX ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

The event code sequencenumber for that particularflight.


01 to 48,incrementsof 1


Event code ÁÁÁÁÁÁÁÁÁÁ

CCCC ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

The actual event codeidentification.


0000 to9999


Conditionevent codeoccurred


WOW or AIRÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Either weight–on–wheels orin the air when the eventcode occurred.


WOW orAIR

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Time eventcodeoccurred


HHHHH:MM ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

When the event codeoccurred from initialization ofthe system clock in thefactory, in the formatHHHHH:MM where H ishours and M is minutes.


00000:00 to99999:59

Event Codes Page DescriptionTable 7–4


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Troubleshooting7-10

Event Codes Listing

Two categories of IAC events and associated codes are:

� Power–up Events – These result in a latched event, identified asevent codes 0001 to 0199 and all 90XX event codes. The 28 Vdccircuit breaker must be cycled off/on to reset this latched event.

� Continuous Monitored Events – These result in autopilot/yawdamper disengage with associated event codes 02XX and eventcodes 91XX. If one of these monitors trips, such as in overpoweringthe autopilot (codes 0221 pitch, 0222 roll, or 0223 yaw), and the APFAIL annunciator is displayed on the ADI, the failure can be resetby holding down the AP disconnect control wheel button for2 seconds. Resetting the IAC circuit breaker also resets thecomputer. However, the preferred method is the AP disconnectbutton. Not all the 02XX or 91XX codes result in the autopilot failing.They may only result in the autopilot disconnecting, for example, aprimary vertical gyro pitch, event code 0207.

Event codes 0207, 0208, 0209, 0210, 0215, and 0217 may be causedby an intermittent inverter or loss of inverter sync. Contact your CitationService Center for assistance with inverter problems.

Event codes 03XX and 04XX are codes that are logged but do notprevent autopilot engagement. These event codes are related to thedisplay section of the IAC.

During the power–up test, the IAC sends commands to the servo motorand compares the servo tach electrical response to an internal lookuptable. If there is a significant difference between the two, an event codeis stored. If these codes repeat 3 or more times, suspect a servointerface problem.


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Troubleshooting

Common Event Codes and Possible Causes

Table 7–5 is a list of common event codes and possible causes.

EventCodeNo. Description Possible Causes

MaintenanceActions


00XX Power–Up Event Codes That Prevent Autopilot Engagement



The AP elevatorcurrent is not highenough after 10milliseconds. Thisoccurs whenservos are notconnected.


This is generally anuisance code thatlogs infrequently.

Pitch servo issuspect.


Maintenance isrequired only when 5or more occurrencesare observed in oneflight.



The aileron servocurrent is not highenough after 10milliseconds. Thisoccurs whenservos are notconnected.



Roll servo issuspect.




0039 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

The elevatorcurrent is not highenough after 10milliseconds.


This is generally anuisance code thatlogs veryinfrequently.

Pitch servo issuspect.




0052ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Excessive aileroncurrent after 10milliseconds.



Roll servo issuspect.





Elevator trimend–arounds arenot indicating thatthe elevator istrimming down.


Possible fault is theroll or yaw servo.


Although occurringinfrequently, this codecan be misleading.This condition can bealleviated by replacingthe roll or yaw servo.

Common Event CodesTable 7–5 (cont)


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Troubleshooting7-12

EventCodeNo.

MaintenanceActionsPossible CausesDescription

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ02XX Continuous Event Codes That Disengage the AP and YDÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ


Stick shaker wentactive when theAP/YD wasengaged.


Faulty stick shakerinput to IAC oraircraft flown intostick shaker region.


Refer to theHoneywellTroubleshootingManual,A15–1146–074.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

0221ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Pitch model’spitch servomonitor trippedwhen the AP/YDwas engaged.


Faulty pitch servo.

This fault is mostlikely caused by apilot backdriving theservo by helping theautopilot fly theaircraft.


Refer to Table 7–6 fortroubleshootingprocedure.



Roll model’s rollservo monitortripped when theAP/YD wasengaged.


Faulty roll servo.






Yaw model’s yawservo monitortripped when theAP/YD wasengaged.


Faulty yaw servo.






Verticalaccelerationmonitor trippedwhen the AP/YDwas engaged.


Faultyaccelerometer oraircraft wiring.


Refer to theHoneywellTroubleshootingManual,A15–1146–074.



Roll rate monitortripped when theAP/YD wasengaged.


Faulty No. 1 VG orroll rate exceeds20° per second dueto wind shear orturbulence.



Common Event CodesTable 7–5 (cont)


A28–1146–134REV 1 Jan/03 7-13

Troubleshooting

EventCodeNo.

MaintenanceActionsPossible CausesDescription

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ03XX Power–Up Event Codes – EFISÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

0320ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

RS–422 channelNo. 3 UniversalAsynchronousReceiver–Transmitter (UART)Data Manage–ment Analysis(DMA) transferevent, either aDMA erroroccurred or theUART did notrequest DMA.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ


IAC is suspect.

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ




RS–422 channelNo. 3 UART TXor RX parity orframing error.



IAC is suspect.





RS–422 channelNo. 3 UART RXdata event. DMAtransfer occurredto wrong addressor RAM did notaccept the data.



IAC is suspect.




91XX – Continuous Event Codes That Prevent Autopilot Engagement



VG was invalidwhen the AP/YDwas engaged orwhen the APbutton waspushed.


Crew attempted toengaged the APbefore both VGswere valid.


No maintenancerequired. Both verticalgyros must be validwhen the autopilot isengaged.

Common Event CodesTable 7–5


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Troubleshooting7-14

Step Procedure

ÁÁÁÁÁÁÁÁ


If the fault is not caused by a crewmember overpoweringthe control wheel, replace the pitch servo motor.ÁÁÁÁ


2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

If the fault is caused by a crewmember overpowering thecontrol wheel, the servo was backdriven. No maintenanceis required. Do not overpower the autopilot.

EC 0221 Troubleshooting ProcedureTable 7–6

Step Procedure


1 ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

If the fault is not caused by a crewmember overpoweringthe control wheel, replace the roll servo motor.



If the fault is caused by a crewmember overpowering thecontrol wheel, the servo was backdriven. No maintenanceis required. Do not overpower the autopilot.


Step Procedure



If the fault is not caused by a crewmember overpoweringthe rudder pedals, replace the yaw servo motor.



If the fault is caused by a crewmember overpowering therudder pedals, the servo was backdriven. No maintenanceis required. Do not overpower the rudder pedals.



A28–1146–134REV 1 Jan/03 7-15

Troubleshooting

Step Procedure

ÁÁÁÁÁÁÁÁÁ


If high roll rates occurred during turbulence, nomaintenance is required. The system is operating asintended.


2ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

If turbulence was not encountered, swap VGs from side toside and monitor future operation. Since the autopilot usesNo. 1 VG–14 for its roll rate information, a different gyro inthis position may cure the fault.

ÁÁÁÁÁÁÁÁÁ


Faulty aircraft wiring causing the roll signal to short to anyAC power could cause this event code. However, thispossibility is remote.


TYPICAL PROBLEMS

Problems typically associated with flight control systems are listedbelow. The list is divided into lateral mode problems, vertical modeproblems, and problems common to both vertical and lateral modes. Itassumes the autopilot is engaged.

The list of problems and the illustrations are not all inclusive, but aretypical of the problems most often encountered.

Lateral Mode Problems

Common lateral mode problems are listed in Table 7–10.

Mode Problems

HDG mode – Tails– Oscillates– Won’t hold

NAV, BC, or VOR APR mode,and localizer portion of APRmode

– Undershoots capture– Overshoots capture– Missed capture– Standoff– Oscillates– Captures early

Lateral Mode ProblemsTable 7–10


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Troubleshooting7-16

Figure 7–7 shows diagrams of typical in–flight lateral mode problems.

Lateral Mode Conditions and ProblemsFigure 7–7 (cont)


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Troubleshooting

Lateral Mode Conditions and ProblemsFigure 7–7


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Troubleshooting7-18

Vertical Mode Problems

Common vertical mode problems are listed in Table 7–11.

Mode Problem

Air data hold modes (ALT, VS,IAS, MACH)

– Oscillates– Porpoises– Does not hold reference

Altitude preselect (ASEL) – Misses capture– Undershoots capture– Overshoots capture– Standoff

GS mode (vertical portion ofAPR mode)

– Captures early– Standoff– Oscillates

Vertical Mode ProblemsTable 7–11

Figure 7–8 shows diagrams of typical in–flight vertical mode problems.

Vertical Mode Conditions and ProblemsFigure 7–8 (cont)


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Troubleshooting

Vertical Mode Conditions and ProblemsFigure 7–8


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Troubleshooting7-20

Combined Vertical and Lateral Mode Problems

Table 7–12 lists common combined vertical and lateral mode problems.

Mode Problems

Mode logic problems – Modes do not engage– Modes do not clear

Autopilot problems – Autopilot does not engage– Autopilot does not follow commands– Stick bump– Stick buzz

Problems Common to Both Vertical and Lateral ModesTable 7–12


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Troubleshooting

GROUND MAINTENANCE TEST

On the ground, the system can access the status of several key internalfunctions in the IAC. The ground maintenance test procedure isdescribed in Table 7–13.

Step Procedure

1 Initiate system test by powering up the aircraft on theground. Steps 2–5 are all done on the display controller.

2 Push and hold the TEST button, then push button #4. Forthe first 5 to 7 seconds, the EFIS displays the standardpreflight test.

3 Continue to hold the TEST button. The PFD displays alisting of key IAC internal functions.

4 As each function is satisfactorily tested, the FAIL/INVD(fail/invalid) annunciator changes to PASS/VALD(pass/valid).

NOTE: Air data sensor, accelerometer, and rate or turn sensor inputs arethe only inputs tested during this test. All other tests are strictlyinternal IAC processing tests.

5 When the test is complete, release the TEST button.

NOTE: More detailed tests are available for maintenance personnel.Access those tests by pushing the TEST and GSPD/TTG buttonsand operating the radio altimeter set between 800 and 990 feet.

Ground Maintenance Test ProcedureTable 7–13

The ground maintenance display is shown in Figure 7–9.


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Troubleshooting7-23/(7-24 blank)

AD–63916@

Ground Maintenance TestDisplays on PFD

Figure 7–9


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Troubleshooting

CHECKLIST UPLOADING PROCEDURE

The checklist uploading procedure is described in Table 7–14.

Step Procedure

1 Make sure the aircraft is on the ground and powered up instandby.

2 Locate the dual IAC connector on the pilot side, next to theright rudder pedal. Connect a PC cable to either plug usingan RS232 interconnect.

NOTES: 1. The PC must have the checklist programming software andthe checklist to be loaded available. Refer to the ECP–800Programmable Checklist equipment for details.

2. If the PC has Windows�, do not access the ECP–800software from the Windows� prompt. Instead, use the DOSprompt to start the checklist software.

3 Apply power to the avionics and PC. Wait for the PFD tobecome valid before proceeding.

4 Using the on–side display controller, set the RA knob to890 on the PFD.

5 Push and hold the display controller TEST knob.

6 While performing step 5, push and release the displaycontroller’s button #4. The EFIS momentarily blanks outand the following display appears on the PFD:

CHECKLIST LOADING

PROGRAMMABLE CHECKLIST EQUIPMENT IS REQUIRED

SCREEN WILL BLANK, CYCLE IC–600 CIRCUIT BREAKER TORECOVER

WHEN READY TO BEGIN: PUSH PB#1 ON DC–550

Do not follow any instructions on the display. The instructionsshown do not reflect the required sequence of actions.

7 Hold the TEST knob in for about 10 seconds, then releasethe knob. The page in step 6 remains on the PFD.

Checklist Upload ProcedureTable 7–14 (cont)


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Troubleshooting7-26

Step Procedure

8 Push and release PB#1 on the display controller. The PFDblanks and an X is displayed. The X remains until afterstep 11.

9 Use the electronic programmable checklist software on thePC to output the checklist and upload it to the pilot’s IAC.

NOTE: If a checklist is already in the IAC, error code 5100 is displayed onthe PC. Follow the instructions on the PC.

10 When the upload is complete, follow the instructions on thePC to finish.

NOTE: If the No. 2 IAC needs a checklist upload, pull the No. 2 IACcircuit breaker, move the PC’s RS232 cable to the other plug bythe pilot’s right rudder pedal. Reset the No. 2 IAC circuit breakerand repeat steps 3 through 10.

11 Pull the appropriate IAC circuit breaker to power down theIAC.

12 Remove the RS232 cable from the airplane connector.

13 Push in the appropriate IAC circuit breaker to repower theIAC.

14 When the IAC has powered up, verify that the checklistcan be selected by pushing either the NORM or EMERbutton on the MFD controller located in the centerpedestal.

15 Review the checklist for accuracy.

16 The procedure is complete.

Checklist Upload ProcedureTable 7–14


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Troubleshooting

Checklists cannot be downloaded from the IAC. Ensure that thechecklist is saved on the PC or a floppy disk so it is available for futureuploading as required.

Figure 7–10 shows a typical checklist display.

AD–65091@

Typical Checklist DisplayFigure 7–10


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Troubleshooting7-28

CHECKLIST LOADING TROUBLESHOOTING

Table 7–15 describes the procedure for troubleshooting checklistuploading.

Step Procedure

1 Cycle power to the IAC by pulling the circuit breaker. Whenthe IAC has repowered, try to program again. Do not pushR for retry. Abort and start again.

2 Check the RS232 cable connection on the PC and the IACdiagnostic connector.

3 Verify that the serial port (COM port) the cable is pluggedinto is the same as defined in the loading configuration (F5 in the Checklist Loading program).

4 Check that the cable is plugged into the correct IACdiagnostic connector. To program the pilot’s (primary)checklist, use the connector marked JI330. To program thecopilot’s (backup) IAC checklist, use connector JI324.

5 Try moving the connector to another serial port. The PCmay have a bad serial port. Remember to set theconfiguration in the checklist loading program tocorrespond to the serial port on the PC.

6 The extended memory manager (EMM) and/or networkdrivers on the PC can interfere with operation of thechecklist loading program. If network drivers are installedon your PC, disable them and reprogram. If an EMM isinstalled, disable it. Either of these functions can usually bedisabled by editing the CONFIG.SYS andAUTOEXEC.BAT files on the PC.

7 Try reprogramming the other IAC. If the other IACprograms, there may be problems with the IAC beingprogrammed or in the aircraft wiring.

8 Contact the Honeywell Checklist Product Support, noted inthe electronic programmable checklist manual.

Checklist Loading Troubleshooting ProcedureTable 7–15


A28–1146–134REV 1 Jan/03 7-29

Troubleshooting

Error Code 5000

An error code 5000 means that the PC cannot communicate with theIAC. When error 5000 is received, first try the steps listed in Table 7–15.

Error Code 5005

An error code 5005 usually occurs when the IAC has never beenprogrammed with a checklist before. Selecting RETRY usually enablesthe checklist loading program to continue.

AP Fail Indication

The AP disconnect switch is on the control wheel. In addition todisconnecting the autopilot, this switch also resets monitor–induced APdisconnects. If the autopilot disconnects because a monitor in the pitch,roll, or yaw axis senses control pressure (for example, a pilot’s feet onthe rudder when the yaw damper tries to execute a yaw damperfunction), the autopilot disconnects and AP FAIL appears on the PFD.To reactivate the autopilot, push the AP disconnect switch for twoseconds to reset the monitors, and the autopilot can then bere–engaged.

OPERATIONAL NOTICES

Overpowering Control Surfaces with Autopilotand/or Yaw Damper Engaged

CAUTION

RESTRAINING OR OVERPOWERING PITCH, ROLL, OR YAWSERVOS RESULTS IN A MONITOR TRIP FOLLOWED BY ANAP/YD DISCONNECT.

Digital autopilots incorporate performance monitors that continuallycompare servo commands to servo responses. For example, when aservo command is issued, the monitor ensures the servo is moving inthe proper direction and at the proper rate. When crewmembersattempt to assist the AP/YD, the performance monitors sense animproper servo response and disconnect the AP/YD. The AP FAILmessage appears on the PFD.


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Troubleshooting7-30

AP Disconnect Switch Function to Reset a Failure

The AP disconnect switch, mounted on the control wheel, disconnectsthe autopilot and resets monitor–induced autopilot disconnects. If theautopilot disconnects because a monitor in the pitch, roll, or yaw axissenses control pressure (for example, a pilot’s feet on the rudder whenthe yaw damper tries to execute a yaw damper function), the AP FAILmessage is displayed on the PFD. To reactivate the autopilot, push theAP disconnect switch for 2 seconds to reset the monitors. The autopilotcan then be re–engaged.

Autopilot/Yaw Damper Disconnects with No EventCodes Logged

If an unintentional autopilot and/or yaw damper disconnect occurswithout an event code stored in the IAC, the disconnect may beattributed to a normal event. A normal event is one in which the autopilotcomputer function in the IAC received a normal request to disconnect,such as the following:

� Control wheel AP disconnect switch – faulty switches, splices, orwiring may cause this signal to open.

� Pitch trim switch input – faulty trim switches, connectors, or wiringmay result in the IAC receiving a trim request that, by design,disconnects the autopilot. Also, an inadvertent activation of the trimswitch results in an AP disconnect.

� AP or YD engage buttons on the autopilot controller areinadvertently being pushed or are intermittent in operation.

Other conditions that cause disconnect without a stored event code are:

� Low power sensed by the IAC, due to faulty wiring or circuit breaker.

� Poor grounds to the IAC.

� Shorts to ground of the 28V clutch engage lines from the IAC to theservos.

If crew reports of disconnects cannot be substantiated with an eventcode, the items listed above need to be checked.

NOTE: AP/YD disconnects caused by the above situations do notresult in an AP FAIL message posted above the attitudesphere on the PFD.


A28–1146–134REV 1 Jan/03 7-31

Troubleshooting

PILOT WRITE–UP

Report Forms

Honeywell provides squawk sheets on the back of flight plan forms,Honeywell Form No. 20323–000, dated 1/99, to aid flight planning andtroubleshooting. The form is shown in Figure 7–11.

The sample Event Code Report forms in Figures 7–12 and 7–13 canbe copied and used to record event codes if tablets of the forms are notavailable.

The following paragraphs give general guidelines for making pilotwrite–ups for maintenance technicians.

Preliminary Considerations

Before making an entry, determine conditions under which the problemexists. Consider the following questions:

� Are there any obvious problems, such as flags in view or faultannunciators lit?

� Is the problem in pitch, roll, or yaw axis, or a combination of them?

� Does the problem occur in all modes, or only under specificconditions, 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)?

� Does the autopilot follow the commands as shown by the flightdirector command cue and HSI lateral deviation bar?

� Can the flight director commands be flown manually with theautopilot disconnected?

� Does some problem exist with autopilot engaged in a heading holdand pitch hold mode?

� In radio modes, are certain conditions, such as another aircraft infront of LOC or GS transmitter (overflight disturbances), VOR beamscallops, etc., present?


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Troubleshooting7-32

Writing the Report

Define the problem, including specific conditions under which theproblem exists, such as:

� Flags showing (which ones, if any)

� Mode or modes selected

� IAS when the problem occurs

� Period and magnitude of any oscillations

� Any inputs that fail to work (such as heading bug when in HDGmode).

Commonly Used Terms

Table 7–16 lists some of the most common terms and their definitions.

Term Definition

Autopilot Active Controls continually move in still air with smallcommand errors.

Autopilot Loose Autopilot does not null command barssatisfactorily in most modes.

Porpoising Low frequency oscillation in the pitch axis,typically 10–second period or longer.

Pumping The control wheel moves back and forth, usually with a low frequency, and typically a 1 to 10 second period.

Stick Bump Controls give a quick moderate movement,usually with virtually no aircraft movement, andmostly associated with autopilot engagement ormode changes.

Stick Buzz With autopilot engaged, a high frequency, smallmovement of the control wheel can be feltwithout aircraft movement.

Definition of TermsTable 7–16


A28–1146–134REV 1 Jan/03


AD–63918@

V

V

V

Pilot Check and Squawk SheetFigure 7–11


A28–1146–134REV 1 Jan/03


AD–63919@

Event Code Report FormFigure 7–12


A28–1146–134REV 1 Jan/03


AD–63920@

Continued Event Code Report FormFigure 7–13


A28–1146–134REV 1 Jan/03 8-1


8. Acronyms and Abbreviations

Acronyms and abbreviations used in this manual are defined as follows:

TERMS DEFINITION

ABV Aboveac Alternating CurrentADC Air Data ComputerADF Automatic Direction FinderADI Attitude Director IndicatorADS Air Data SystemAGL Above Ground LevelAHRS Attitude and Heading Reference SystemALT AltitudeANSI American National Standards InstituteAOA Angle–of–AttackAOSS After Over Station SensorAP AutopilotAPP, APR ApproachAPT AirportASEL Altitude Preselect Altitude SelectAssy AssemblyATT Attitude

BARO BarometricBC Back CourseBLW BelowBRG Bearing

CAP CaptureCAT CategoryCDI Course Deviation IndicatorCHK Checkcm CentimetersCNCL CancelCP Crosspointer

DAT DataDC Display ControllerDG Directional GyroDGR Degrade


A28–1146–134REV 1 Jan/03

Acronyms and Abbreviations8-2

TERMS DEFINITION

DIM DimmingDIR DirectionDME Distance Measuring EquipmentDN DownDR Dead ReckoningDTRK Desired TrackDU Display Unit

EC Event CodeEFIS Electronic Flight Instrument SystemEGPWS Enhanced Ground Proximity Warning SystemEMM Extended Memory ManagerENG EngageENT EnterET Elapsed Time

FAA Federal Aviation AdministrationFD Flight DirectorFGS Flight Guidance SystemFL Flight LevelFLC, FLCH Flight Level ChangeFMS Flight Management SystemFP, FPLN Flight Planfpm Feet Per MinuteFR FromFSBY, FSTBY Forced Standbyft Feet

GA Go–AroundGCR Ground Clutter ReductionGMAP Ground MappingGND GroundGPWS Ground Proximity Warning SystemGS GlideslopeGSPD Groundspeed

HDG HeadingHDGINT Heading InterceptHDGSEL Selected HeadinghPa Hectopascals


A28–1146–134REV 1 Jan/03 8-3


TERMS DEFINITION

HSI Horizontal Situation IndicatorHz HertzÁÁÁÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁI Inner

IAC Integrated Avionics ComputerIAS Indicated AirspeedIC Integrated ComputerILS Instrument Landing SysteminHg Inches of MercuryINHIB InhibitINTG IntegrityINVD InvalidÁÁÁÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁJAA Joint Airworthiness Authorities (European)


ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁKNB Knob

kts KnotsÁÁÁÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁLAT Latitude

LBS Lateral Beam SensorLNDG LandingLOC LocalizerLON LongitudeLRN Long Range NavigationÁÁÁÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁM Middle

MADC Micro Air Data ComputerMAX MaximumMAXSPD Maximum SpeedMFD Multifunction DisplayMIN MinimumMPEL Maximum Permissible Exposure LevelMSL Mean Sea LevelmW MilliwattsÁÁÁÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁNAV Navigation

NM Nautical MilesNOC Navigation On CourseNRM NormalÁÁÁÁÁÁÁÁÁÁÁÁ



A28–1146–134REV 1 Jan/03


TERMS DEFINITION

O OuterOSS Over Station Sensor


ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁPB Pushbutton

PC Personal ComputerPFD Primary Flight DisplayPIT PitchPRCHDG Procedure Turn HeadingPROX Proximity


ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁR/T REACT/Turbulence

RA Radio Altitude Resolution AdvisoryRCL RecallRCT Rain Echo Attenuation Compensation

TechniqueREV ReversionaryRMI Radio Magnetic IndicatorRMU Radio Management UnitRNG RangeROL RollRTA Receiver Transmitter AntennaRTN ReturnRVSM Reduced Vertical Separation Minimums


ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁSBY Standby

SC Single Cuesec SecondsSECT SectorSEL SelectSG Symbol GeneratorSKP SkipSLV SlavedSNGP SinglepointSPD SpeedSPEX Spares ExchangeST EL Station ElevationSTAB StabilizationSTBY StandbySTC Sensitivity Time ControlSTD Standard


A28–1146–134REV 1 Jan/03 8-5


TERMS DEFINITION

SYNC Synchronize

TA Traffic AdvisoryTAS True AirspeedTAT Total Air TemperatureTCAS Traffic Alert and Collision Avoidance SystemTCS Touch Control SystemTERR TerrainTGT TargetT/O TakeoffTOC Top–of–ClimbTOD Top–of–DescentTRK TrackTRN TurnTTG Time–To–GoTX TransmittingÁÁÁÁÁÁÁÁÁÁÁÁ

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁUART Universal AsynchronousReceiver–Transmitter

v VoltsVALD ValidVALT Vertical AltitudeVANG Vertical AngleVAPP VOR ApproachVAR VariableVASL Vertical Altitude SelectVBS Vertical Beam SensorVdc Volts Direct CurrentVG Vertical GyroV1 Takeoff Decision SpeedV2 Takeoff Safety SpeedVAPP Approach SpeedVENR Enroute SpeedVMO Maximum Allowable AirspeedVR Takeoff RotationVREF Landing ConfigurationVNAV, VNV Vertical NavigationVOR VHF Omnidirectional Radio RangeVPATH Vertical Path


A28–1146–134REV 1 Jan/03


TERMS DEFINITION

VS Vertical SpeedVSI Vertical Speed IndicatorVSPD, VSPEED Vertical SpeedVTA Vertical Track Alert


ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁWOW Weight–On–Wheels

WPT WaypointWSHR WindshearWX WeatherWX/T Weather/Turbulence

ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁXTK CrosstrackÁÁÁÁÁÁÁ

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A28–1146–134REV 1 Jan/03

PRIMUS� 660 Weather Radar SystemA–1

Appendix A

PRIMUS� 660 Weather RadarSystem

INTRODUCTION

The PRIMUS� 660 Weather Radar System is a lightweight, X–banddigital radar that is designed for weather detection and groundmapping.

The purpose of the system is to detect storms along the flight path andgive the pilot a visual color indication of rainfall intensity and turbulencecontent. After proper evaluation, the pilot can chart a course to avoidstorm areas.

This appendix is an abbreviated operational description of thePRIMUS� 660 Weather Radar System. For complete operatinginstructions, refer to Honeywell Pub. No. A28–1146–111.

WARNING

THE SYSTEM PERFORMS ONLY THE FUNCTIONS OF WEATHERDETECTION OR GROUND MAPPING. IT IS NOT INTENDED THATTHIS SYSTEM EITHER BE USED OR RELIED UPON FORPROXIMITY WARNING OR ANTICOLLISION PROTECTION.

DESCRIPTION

The system consists of a receiver transmitter antenna (RTA) and asingle controller (dual controllers are optional). Radar information isnormally displayed on the MFD in the MAP mode.

In the weather detection mode, storm intensity levels are displayed infour bright colors, contrasted against a deep black background. Areasof very heavy rainfall are displayed in magenta, heavy rainfall in red,less severe rainfall in yellow, moderate rainfall in green, and little or norainfall in black (background). Areas of detected turbulence aredisplayed in soft white.


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Range marks and identifying numerics, displayed in contrasting colors,are used to evaluate the location of storm cells relative to the aircraft.

The ground mapping (GMAP) function is used to improve resolutionand identification of small ground targets at short ranges. The reflectedsignals from ground surfaces are displayed as magenta, yellow, orcyan (most to least reflective).

WEATHER RADAR CONTROLLER

Controls and Indicators

Controls and display features described below are numbered to matchthe numbered callouts in Figure A–1. All labels and controls that lighton the indicator are controlled by the dimming bus that controls theaircraft panel.

Weather Radar ControllerFigure A–1


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1 RANGE SWITCHES

The range switches are two momentary contact buttons that are usedto set the operating radar range. Weather ranges can be set from 5 to300 NM full scale. In the flight plan (FPLN) mode, ranges of 500 and1000 NM can be set. The up arrow selects increasing ranges, and thedown arrow selects decreasing ranges. Half the selected range isannunciated at the half–scale range mark on the PFD or MFD.

NOTE: For dual controller installations, the weather radar range iscontrolled by the on–side weather radar controller.

2 RCT (RAIN ECHO ATTENUATION COMPENSATIONTECHNIQUE) BUTTON

The RCT button is a toggle button that selects and deselects the RCTmode. The RCT circuitry compensates for attenuation of the radarsignal as it passes through rainfall. The cyan field indicates areaswhere further compensation is not possible. Any target detected withinthe cyan field cannot be calibrated and should be considered severeweather. All targets in the cyan field are displayed as fourth levelprecipitation (magenta).

RCT is a submode of the weather mode, and selecting RCT forces thesystem to preset gain. When RCT is selected, RCT is displayed on thePFD or MFD.

3 STAB (STABILIZATION) BUTTON

Pushing the STAB button selects or deselects the stabilization functionthat automatically compensates for aircraft roll and pitch maneuvers.


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4 TGT (TARGET) BUTTON

The TGT button is used to enable and disable the radar target alertfeature. Target alert is selectable in all but the 300 mile range. Whenselected, target alert monitors beyond the selected range and 7.5� oneach side of the aircraft heading. If a return with certain characteristicsis detected in the monitored area, the target alert changes from the TGTarmed condition to the TGT warning condition. Table A–1 describestarget alert characteristics. The target advises the pilot of a potentiallyhazardous condition directly in front of and outside the selected range.When the amber warning is received, the pilot must select longerranges to view the target. Note that the target alert is inactive within theselected range.

Selecting target alert forces the system into preset gain. Target alertcan be selected in the WX RCT and FPLN modes.

Selected Range(NM) Target Depth (NM) Target Range (NM)

5 2 5–155

10 2 10–160

25 4 25–150

50 4 50–150

100 6 100–175

200 6 200–250

300 6 300–350

FP (Flight Plan) 2 5–155

Target Alert CharacteristicsTable A–1

5 SECT (SECTOR) BUTTON

The SECT button selects either the normal 14 looks/minute 120° scan,or the faster update 20 looks/minute 60° sector scan.


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6 TILT KNOB

The rotary TILT knob is used to set the tilt angle of the antenna beamwith relation to the aircraft’s longitudinal axis. Clockwise rotation tilts thebeam upward to +15�, and counterclockwise rotation tilts the beamdownward to –15�.

A digital readout of the antenna tilt angle is displayed on the MFD.

WARNING

TO AVOID FLYING UNDER OR OVER STORMS, FREQUENTLYSELECT MANUAL TILT TO SCAN BOTH ABOVE AND BELOW THEAIRCRAFT’S FLIGHT LEVEL. ALWAYS USE MANUAL TILT FORWEATHER ANALYSIS.

7 SLV (SLAVED) ANNUNCIATOR

The SLV annunciator is only used in dual controller installations. Withdual controllers, one controller can be slaved to the other by selectingOFF with the radar MODE switch. This slaved condition is indicatedwith the SLV annunciator.

In the slaved condition, both controllers must be off before the radarsystem turns off.

8 MODE Switch

The MODE switch is used to select one of the following functions:

� OFF – Turns the radar system off. WX is displayed in the MFD modefield.

� STBY (Standby) – The radar system is placed in standby, a readystate, with the antenna scan stopped. The transmitter is inhibited,and the display memory is erased. STBY is displayed in the MFDmode field.

If STBY is selected before the warm–up period is over (about 45seconds), WAIT is displayed in the MFD mode field. When thewarm–up period is over, the system automatically switches to theSTBY mode.


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� FSBY (Forced Standby) – Forced standby is an automatic,nonselectable radar mode. FSBY mode is a safety feature thatinhibits the transmitter on the ground to eliminate the X–bandmicrowave radiation hazard. The controller is wired to theweight–on–wheels (WOW) switch. The RTA is in forced standbymode when the aircraft is on the ground.

In the forced standby mode, the transmitter and antenna scan areboth inhibited, the memory is erased, and FSBY is displayed in theMFD mode field. When in forced standby, pushing the STAB button4 times within 3 seconds overrides the FSBY mode.

NOTE: When weather radar is displayed on the MFD, forcedstandby is dropped once the aircraft is airborne.

� WX (Weather) – Selecting WX places the radar system in theweather detection mode. The system is fully operational and allinternal parameters are set for enroute weather detection.

If weather is selected before the initial RTA warm–up period is over(about 45 seconds), WAIT is displayed. In the WAIT mode, thetransmitter and antenna scan are inhibited and the memory iserased. When the warm–up period is over, the system automaticallyswitches to weather mode and WX is displayed in the MFD modefield.

In preset gain, the system is calibrated as described in Table A–2.

Rainfall Rate (mm/hr)* Color

1–44–1212–50

Greater than 50

GreenYellow

RedMagenta

* Millimeters per hour

Rainfall Rate Color SchemeTable A–2


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� GMAP – Selecting the GMAP position places the radar system inthe ground mapping mode. The system is fully operational and allinternal parameters are set to enhance returns from ground targets.RCT compensation is inactive.

CAUTION

WEATHER–TYPE TARGETS ARE NOT CALIBRATED WHEN THERADAR IS IN THE GMAP MODE. BECAUSE OF THIS, THE PILOTSHOULD NOT USE THE GMAP MODE FOR WEATHERDETECTION.

As a constant reminder that GMAP is selected, GMAP is displayedand the color scheme is changed to cyan, yellow, and magenta.Cyan represents the least reflective return, yellow is a moderatereturn, and magenta is a strong return.

If GMAP is selected before the initial RTA warm–up period is over(about 45 seconds), WAIT is displayed. In the WAIT mode, thetransmitter and antenna scan are inhibited and the memory iserased. When the warm–up period is over, the system automaticallyswitches to GMAP mode, and GMAP is displayed in the MFD modefield.

WARNING

THE SYSTEM ONLY PERFORMS THE FUNCTIONS OF WEATHERDETECTION OR GROUND MAPPING. IT IS NOT INTENDED TOBE USED OR RELIED UPON FOR PROXIMITY WARNING ORANTI–COLLISION PROTECTION.

� FP (Flight Plan) – In the FP position, the weather transmitter isplaced in standby and the PFD or MFD map range has beenselected up to 1000 NM. There is no radar data displayed in thismode.

NOTE: When weather is not selected for display, the MFD has itsown range control. The PFD does not require rangecontrol.


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� TEST – The TEST position selects the radar test mode. A specialtest pattern is displayed to verify system operation. TEST isdisplayed in the MFD mode field.

WARNING

IF THE AIRCRAFT IS ON THE GROUND AND FORCED STANDBYIS OVERRIDDEN, THE TRANSMITTER IS ON AND RADIATINGX–BAND MICROWAVE ENERGY IN THE TEST MODE. REFER TOMAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL) IN THISAPPENDIX.

9 GAIN KNOB

The GAIN knob is a rotary control and push/pull switch that controls thereceiver gain. When the GAIN switch is pushed, the system enters thepreset calibrated gain mode. Calibrated gain is the normal mode andis used for weather avoidance. In calibrated gain, the rotary function ofthe GAIN control is disabled.

When the GAIN switch is pulled, the system enters the variable gainmode. Variable gain is used for additional weather analysis and forground mapping. In the weather mode, variable gain can increasereceiver sensitivity over the calibrated level to show very weak targets,or it can be reduced below the calibrated level to eliminate weak returns.

WARNING

HAZARDOUS TARGETS ARE ELIMINATED FROM THE DISPLAYWITH LOW SETTINGS OF VARIABLE GAIN.

In the GMAP mode, variable gain is used to reduce the level of strongreturns from ground targets.

Minimum gain is set with the knob at its fully counterclockwise position.Gain increases as the knob is rotated in a clockwise direction to the 12o’clock position. At the 12 o’clock position, both the gain and sensitivitytime control (STC) are at their maximum values. Additional clockwiserotation removes the STC. At the full clockwise position, the gain is atmaximum and the STC is at minimum.

STC reduces the receiver gain at the start of the trace, and thenincreases it as the more distant returns are received. With STC, auniform display of cell strength is displayed for both near and distantcells.


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VAR annunciates variable gain. Selecting RCT or TGT forces thesystem into preset gain. Preset gain is not annunciated.

Normal Operation

PRELIMINARY CONTROL SETTINGS

Place the MODE control, GAIN control, and TILT control as shown inTable A–3 before powering up the aircraft electrical system.

Control Setting


MODE Control ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Off


GAIN Control ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

Preset PositionÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

TILT ControlÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ

+15

Power–up Control SettingsTable A–3

PRECAUTIONS

If the radar system is operated in any mode other than standby whilethe aircraft is on the ground, follow the precautions given in Table A–4.

Step Precautions

1 Direct nose of aircraft so that antenna scan sector is freeof large metallic objects (such as hangars or other aircraft)for a minimum distance of 100 feet, and tilt antenna fullyupwards.

2 Do not operate during aircraft refueling or during refuelingoperations within 100 feet.

3 Do not operate if personnel are standing too close to the270� forward sector of aircraft. (Refer to MaximumPermissible Exposure Level (MPEL) in this appendix.)

4 Operating personnel should be familiar with FAA AC20–68B, referenced in Honeywell Pub. No. 28–1146–120.

PRIMUS� 660 Weather Radar System PrecautionsTable A–4


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POWER–UP

On power–up, select either the standby or test mode. When power isfirst applied, the radar is in WAIT mode for 45 seconds to let themagnetron warm up. Power sequences ON–OFF–ON lasting less thanthe initial 45–second wait result in a 6–second wait period.

After warm–up, select the TEST mode and verify that the weather radartest pattern shown in Figure A–2 for the PFD, and Figure A–3 for theMFD, is displayed. Check the function of the TGT control.

3030

3030169M

AD–63922@

PFD Weather Radar Test PatternFigure A–2


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12

AD–63923–R1@

MFD Display Weather Radar Test PatternFigure A–3


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TILT MANAGEMENT

The figures below show the relationship between tilt angle, flightaltitude, and selected range.

Figure A–4 shows the distance above and below aircraft altitude thatis illuminated by the flat–plate radiator during level flight with 0� tilt

Radar Beam Illumination High Altitude12–Inch Radiator

Figure A–4

Figure A–5 shows a representative low altitude situation with antennaadjusted for 3.95� up–tilt.

Radar Beam Illumination Low Altitude12–Inch Radiator

Figure A–5


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PRIMUS� 660 Weather Radar SystemA–13/(A–14 blank)

MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL)

Heating and radiation effects of weather radar can be hazardous to life.Personnel should remain at a distance greater than R from the radiatingantenna in order to be outside the envelope in which radiation exposurelevels equal or exceed 10 mW/cm2, the limit recommended in FAAAdvisory Circular AC No. 20–68B, August 8, 1980, Subject:Recommended Radiation Safety Precautions for Ground Operation ofAirborne Weather Radar. The radius, R, distance to the maximumpermissible exposure level boundary is calculated for the radar systemon the basis of radiator diameter, rated peak–power output, and dutycycle. The greater of the distances calculated for either the far–field ornear–field is based on the recommendations outlined in AC No.20–68B.

The American National Standards Institute, in their document ANSIC95.1–1982, recommends an exposure level of no more than 5 mW/cm2.

Honeywell Inc. recommends that operators follow the 5 mW/cm2

standard. Figure A–6 shows the MPEL for the 12–inch antenna andPRIMUS� 660 Weather Radar System power.

MPEL BoundaryFigure A–6


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IndexIndex–1

IndexA

Abbreviations, 8-1Acronyms, 8-1ADC REV switch, 3-26Air data display, 3-27

parameters, 5-9Air data system (ADS), 2-7

air data source, 3-36MADC, 2-7warning messages, 3-77

Aircraft symbol, 3-35Airspeed display, 3-54

1.3 Vstall bug (JAA), 3-57airspeed trend vector, 3-55AOA failure, 3-56comparison monitors, 3-57digital display, 3-57IAS display, 3-56low speed awareness, 3-56Mach display, 3-56overspeed indicator, 3-55takeoff VSPEED display, 3-57trend vector, 3-57VSPEED bugs, 3-55warning, 3-37

ALT button, 4-2Altimeter display, 3-58

altitude select, 3-59altitude trend vector, 3-62baro set data, 3-61comparison monitor, 3-62low altitude awareness, 3-62metric altitude display, 3-61

Altitude,hold (ALT HOLD) mode, 6-38preselect (ASEL) mode, 6-33preselect knob, 3-6select display, 3-59TCAS submodes, 3-99trend vector, 3-62

Antenna tilt, 3-52AOA failure, 3-56AP button, 4-4AP disconnect button, 2-10, 4-5

Approach capture tracking, 3-71APR button, 4-2APT button, 3-20ATT REV switch, 3-25Attitude director indicator (ADI),

3-28aircraft symbol, 3-35airspeed warning, 3-37attitude source, 3-36autopilot status messages, 3-28CAT2, 3-32

approach window, 3-33excessive deviation, 3-34ILS annunciators, 3-32

command bars, 3-35command cue, 5-1comparison monitors, 3-39diagram, 3-29digital air data source, 3-36displays, 3-27flight director couple arrow, 3-36flight director mode, 3-28FMS source annunciator, 3-37low bank limit, 3-37marker beacons, 3-34pitch scale, 3-31radio altitude display, 3-37radio altitude minimums, 3-35roll scale and pointer, 3-36slip–skid indicator, 3-37symbol generator source, 3-38TCS mode annunciator, 3-28vertical deviation, 3-34VTA annunciator, 3-37

Attitude reference, failures, 3-78Attitude source, 3-36

warning messages, 3-77Attitude sphere, 3-36Autopilot (AP), 2-2, 2-10

AP disconnect switch, 2-10AP FAIL indicator, 7-29event codes (ECs), 7-11modes of operation, 6-1operational notices, 7-29status messages, 3-28


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IndexIndex–2

Index (cont)

Autopilot controller, 2-6, 4-3AP button, 4-4AP disconnect button, 4-5autopilot preflight test, 4-6BANK LIMIT switch, 4-4GA button, 4-5PITCH wheel, 4-4TCS button, 4-5TURN knob, 4-5UP/DN annunciator, 4-4YD button, 4-4

B

Back course (BC) mode, 6-22BANK LIMIT switch, 4-4Baro set data, 3-61BARO set knob, 3-5BC button, 4-2Bearing sources, 3-43Below minimums, warnings, 3-77BRG (bearing) knobs, 3-16

C

Category II (CAT2), 3-32approach window, 3-33excessive deviation, 3-34ILS annunciators, 3-32

Caution displaysair data source, 3-77attitude source, 3-77below minimums, 3-77EGPWS, 3-66maximum/minimum speed, 3-76symbol generator, 3-77TCAS messages, 3-76

Checklists, 3-22, 7-25abnormal, 3-22, 3-95checklist pages, 3-24controls, 3-23display, 3-94EMER button, 3-22

emergency, 3-95index pages, 3-23loading, 7-25NORM button, 3-22normal, 3-94typical display, 7-27

Climb to initial altitude, 3-68Cockpit diagram, 3-3Cockpit photograph, 1-5Cockpit–mounted equipment, 1-1Collision advoidance, 3-21Color code, 3-112Command bars, 3–35Command cue, 5-1Commonly used terms, 5–1, 7-32Comparison monitors, 3-39, 3-72

airspeed, 3-57altimeter display, 3-62

Compass sync, 3-48Controllers, 3-5

controller conventions, 3-7display controller (DC), 3-14inoperative menu, 3-14MFD bezel controller, 3-6MFD controller, 3-20PFD bezel controller, 3-5remote instrument controller, 3-19reversionary controller, 3-25

Coursefailure displays, 3-79lateral deviation, 3-43reciprocal pointer, 3-45

COURSE knobs, remote instrumentcontroller, 3-19

Crosstrack message, 3-46Customer support centers, 1-8

North America, 1-8Rest of the world, 1-9

D

DAT (data) button, 3-20Data set knob, 3-6Definition of terms, 7-32


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IndexIndex–3

Index (cont)

Designator LAT/LON, 3-84Designator line, range/bearing, 3-86Desired track lateral deviation, 3-43

reciprocal pointer, 3-45DGR message flag, 3-47DIM (dimming) control, 3-16, 3-24Directional gyro (DG), 2-8

auto–man switch, 2-10Display controller (DC), 3-14

BRG (bearing) knobs, 3-16DIM controls, 3-16ET (elapsed time) button, 3-15failures, 3-111FMS button, 3-15GSPD/TTG button, 3-15HSI button, 3-15IN/HPA button, 3-15NAV button, 3-15RA knob, 3-17SC/CP button, 3-15TEST button, 3-17

Display unit wraparound fail, 3-108Displays

multifunction display (MFD), 3-81checklist, 3-94EGPWS (optional), 3-102failures and warnings, 3-107TCAS (optional), 3-94, 3-96weather display, 3-90

primary flight display (PFD), 3-27airspeed display, 3-54altimeter display, 3-58ADI display, 3-28caution/failure displays, 3-76EGPWS (optional), 3-66HSI display, 3-40TCAS (optional), 3-64vertical speed display, 3-63

reversionary modes, 3-111Distance measuring equipment

(DME) display, 3-42failures, 3-79

DN annunciator, 4-4DR message flag, 3-47Drift angle, 3-41

E

Elapsed time, 3-45Electronic flight instrument system

(EFIS), 2-1, 2-4, 3-1, 3-31cockpit layout, 3-3controller conventions, 3-7display controller, 3-14failures, 3-111inoperative menu, 3-14MFD bezel controller, 3-6MFD controller, 3-20

checklists, 3-22collision advoidance, 3-21designator controls, 3-21dimming control, 3-24mode selector switch, 3-24navigation, 3-20weather, 3-21

MFD, 3-81checklist, 3-94common symbols, 3-82EGPWS (optional), 3-102failures and warnings, 3-107map view, 3-87plan view, 3-92TCAS (optional), 3-94weather display, 3-90

PFD bezel controller, 3-5PFD, 3–27

ADI, 3-28airspeed display, 3-54altimeter display, 3-58caution/failure displays, 3-76EGPWS (optional), 3-66HSI, 3-40TCAS (optional), 3-64test mode, 3-80typical presentations, 3-67vertical speed display, 3-63

remote instrument controller, 3-19reversionary controller, 3-25reversionary modes, 3-111symbol generator, 2-5system displays, 2-1


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IndexIndex–4

Index (cont)

EMER button, 3-95Enhanced ground proximity warning

system (EGPWS) (optional), 2-9,3-66, 3-102color scheme, 3-103messages, 3-102pop–up display, 3-106TEST mode, 3-105

Enroute cruise, 3-69ENT (enter) button, 3-21Equipment list, 1-1

cockpit mounted, 1-1optional, 1-2remote mounted, 1-2software, 1-4

ET button, 3-15Event codes, sample forms, 7-31Event codes (ECs), 7-6Excessive attitude, 3–31, 3-74Excessive lateral deviation, 3-43Exchange/rental centers, 1-8

F

Failure displaysattitude reference system, 3-78AOA, 3-56course deviation data, 3-79course select, 3-79display controller, 3-111distance display, 3-79DU, 2-5EFIS, 3-111flight director, 3-79EGPWS modes, 3-66heading, 3-79IAS, 3-78MADC, 3-78MFD, 3-107

displays, 3-110DU wraparound, 3-108FMS, 3-108heading select, 3-108IC fan, 3-109

IC overheat, 3-109MADC, 3-108MENU INOP, 3-109TAT, 3-108weather radar, 3-109

radio altimeter, 3-79TCAS messages, 3-76vertical deviation, 3-79vertical speed, 3-78

Fans, IC, failure warning, 3-109Fast erect switch, 2-10FD transfer switch, 2-10FLC button, 4-3Flight director (FD), 2-6

ALT button, 4-2APR button, 4-2BC button, 4-2command bars, 3-35couple arrow, 3-36failure displays, 3-79FLC button, 4-3HDG (heading) button, 4-2mode annunciators, 3-28mode selector, 4-1modes of operation, 6-38NAV button, 4-2VNAV button, 4-2VS button, 4-3

Flight guidance system (FGS), 2-5,4-1autopilot controller, 2-6, 4-3flight director, 2-6mode selector, 4-1yaw damper, 2-6

Flight level change (FLC) mode,6-30

Flight management system (FMS)accuracy/crosstrack, 3-46failure warning, 3-108LNAV annunciators, 3-46message flag, 3-42source annunciator, 3-37status annunciators, 3-47VNAV annunciators, 3-41VNAV submenu, 3-9


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IndexIndex–5

Index (cont)

Flight plan data, 3-83FMS button, 3-15Form samples, 7-31Full compass display, 3-48

G

GA button, 2-10, 4-5Glideslope

capture, 5-1comparison monitors, 3-39gain programming, 5-1

Glossary of terms, 5-1, 7-32Go–around (GA) mode, 6-55Ground maintenance test, 7-21Ground mapping, 2-8Groundspeed display, 3-45, 3-84GSPD/TTG button, 3-15Gyroscope system, 2-8

H

Hardware/software ID pages, 7-4HDG (heading) button, 4-2HDG REV switch, 3-26Heading,

bug, MFD, 3-86display, 3-49, 3-83

off scale, 3-51failure displays, 3-79hold mode, 6-1select, 3-41

failure, 3-108mode, 6-3

sourceHSI, 3-48MFD map view, 3-88

HEADING knob, 3-19Honeywell product support, 1-7

customer support centers, 1-8North America, 1-8Rest of the world, 1-9

exchange/rental support center, 1-8

publication ordering, 1-10Horizontal situation

indicator (HSI), 3-40arc display, 3-49

antenna tilt, 3-52heading display, 3-49off scale heading bug, 3-51range annunciator, 3-50weather radar, 3-50

bearing sources, 3-43compass sync, 3-48COURSE set knobs, 3-19course/desired track lateral

deviation, 3-43course/desired track reciprocal

pointer, 3-45displays, 3-28distance display, 3-42drift angle, 3-41elapsed time , 3-45excessive lateral deviation, 3-43FMS

accuracy/crosstrack, 3-46LNAV annunciators, 3-46message flag, 3-42status annunciators, 3-47VNAV annunciators, 3-41

full compass display, 3-40heading source, 3-48

groundspeed display, 3-45HEADING knob, 3-19heading select, 3-41lubber line, 3-41NAV source annunciator, 3-42time–to–go display, 3-45TO/FROM annunciator, 3-45wind vector, 3-46

HSI button, 3-15

I

IAS display, 3-56failure displays, 3-78

IC overheat warning, 3-109Inclinometer, 3-5


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IndexIndex–6

Index (cont)

IN/HPA button, 3-15Instrument landing system (ILS)

approach mode, 6-48Category II (CAT2), 3-32

Integrated avionics computer (IAC),2-1

Integrated avionics system (IAS),2-1

INTG message flag, 3-47Introduction, 1-1Intruder vertical sense, 3-98

J

Joystick, 3-21checklist controls, 3-24

L

Landing speeds submenu, 3-13Lateral beam sensor (LBS), 5-2Lateral deviation, 3-88Lateral modes, 6-1

back course (BC), 6-22heading hold, 6-1heading select, 6-3localizer (NAV) mode, 6-15long range navigation (LRN),

6-11problems, 7-15roll hold mode, 6-2VOR approach (VAPP), 6-14VOR navigation, 6-4

Localizercapture, 5-2comparison monitors, 3-39gain programming, 5-2NAV mode, 6-15

Long range navigation (LRN), 6-11Low altitude awareness, 3-62Low bank, 3-37, 4-2Low speed awareness, 3-56Lubber line, 3-41

M

Mach display, 3-56Maintenance, 7-1

ground test, 7-21test mode data, 7-2

MAP/PLAN button, 3-20Marker beacons, 3-34Maximum permissible exposure

level (MPEL), A–13MAXSPD warning, 3-76, 6-54MENU INOP, failure warning, 3-109Metric altitude display, 3-61Micro air data computer (MADC),

2-7failure displays, 3-78, 3-108

Minimums, warning messages, 3-77MINSPD warning, 3-76Mode C transponder, 3-96Mode S transponder, 3-96Mode selector, 4-1

ALT button, 4-2APR button, 4-2BC button, 4-2FLC button, 4-3HDG (heading) button, 4-2NAV button, 4-2VNAV button, 4-2VS button, 4-3

Mode selector switch, 3-24Modes of operation, 6-1

go–around mode, 6-55ILS approach mode, 6-48lateral modes, 6-1

back course (BC), 6-22heading hold, 6-1heading select, 6-3localizer (NAV) mode, 6-15long range nav (LRN), 6-11roll hold mode, 6-2VOR approach (VAPP), 6-14VOR navigation, 6-4

overspeed protection, 6-54vertical modes, 6-26

altitude hold, 6-38


A28–1146–134REV 1 Jan/03

IndexIndex–7

Index (cont)

altitude preselect, 6-33flight level change, 6-30pitch hold, 6-26vertical speed hold, 6-28VNAV mode, 6-40

Multifunction display (MFD), 3-81bezel controller, 3-6

altitude preselect knob, 3-6controller conventions, 3-7data set knob, 3-6FMS VNAV submenu, 3-9inoperative menu, 3-14landing speeds menu, 3-13main menu, 3-8menu functions, 3-6menu structure, 3-7singlepoint VNAV, 3-8, 3-9takeoff speeds menu, 3-12VNAV submenu, 3-8VSPEED submenu, 3-11

checklists, 3-94common symbols, 3-82

designator LAT/LON, 3-84designator line, 3-86flight plan data, 3-83groundspeed display, 3-84heading bug display, 3-86heading display, 3-83NAV WPT data, 3-83navigation aids, 3-86navigation track line, 3-86pilot designator data, 3-84,

3-86radar tilt display, 3-84range ring, 3-83TCAS AUTO mode, 3-85true airspeed display, 3-84variable gain display, 3-84waypoint symbol, 3-82weather radar mode, 3-84

controller, 3-20APT button, 3-20checklists, 3-22collision advoidance, 3-21DAT (data) button, 3-20

dimming control, 3-24EMER button, 3-22ENT (enter) button, 3-21, 3-23joystick, 3-21, 3-24MAP/PLAN button, 3-20mode selector switch, 3-24navigation, 3-20NORM button, 3-22PAG (page) button, 3-22RCL (recall) button, 3-21RNG (range) switch, 3-20SKP (skip) button, 3-21VOR button, 3-20WX (weather) button, 3-21

EGPWS (optional), 3-102color scheme, 3-103messages, 3-102pop–up display, 3-106TEST mode, 3-105

failures and warnings, 3-107displays, 3-110DU wraparound, 3-108FMS, 3-108heading select, 3-108IC fan, 3-109IC overheat, 3-109MADC, 3-108MENU INOP, 3-109TAT, 3-108weather radar, 3-109

map view, 3-87designator range and

bearing, 3-88heading source, 3-88lateral deviation, 3-88range rings, 3-87

plan view, 3-92pilot designator, 3-92selected range, 3-93true north annunciator, 3-93

TCAS (optional), 3-94, 3-96altitude submodes, 3-99auto annunciator, 3-98intruder vertical sense, 3-98map view diagram, 3-97


A28–1146–134REV 1 Jan/03

IndexIndex–8

Index (cont)

Multifunction display (MFD) (cont)TCAS (optional) (cont)

mode messages, 3-99no bearing readout, 3-97off scale symbols, 3-98range ring, 3-97traffic symbols, 3-100typical display, 3-101

weather display, 3-90

N

Navaids, 3-83, 3-86NAV button, 3-15, 4-2Navigation

lateral deviation, 3-43MFD controller, 3-20source annunciator, 3-42track line, 3-86WPT data, 3-83

Navigation on course (NOC), 5-3No bearing target readout, 3-97NORM button, 3-94

O

Off–scale traffic symbols, 3-98Operating limits, 5-5Operational notices, 7-29Optional equipment, 1-2Ordering information, 1-10Overspeed indicator, 3-55, 6-54

P

PAG (page) button, 3-22Performance limits, 5-5Pilot designator, 3-84, 3-92Pilot write–up/squawk sheets, 7-31Pitch comparison monitors, 3-39Pitch hold mode, 6-26

PITCH wheel, 4-4Preflight test, 4-6Primary flight display (PFD), 3-5

air data displays, 3-27airspeed display, 3-54

1.3 Vstall bug (JAA), 3-57airspeed trend vector, 3-55AOA failure, 3-56comparison monitors, 3-57digital display, 3-57IAS display, 3-56low speed awareness, 3-56Mach display, 3-56overspeed indicator, 3-55takeoff VSPEED display, 3-57trend vector, 3-57VSPEED bugs, 3-55

altimeter display, 3-58altitude select, 3-59altitude trend vector, 3-62baro set data, 3-61comparison monitor, 3-62low altitude awareness, 3-62metric altitude display, 3-61

attitude director indicator (ADI),3-28

airspeed warning, 3-37attitude source, 3-36autopilot status, 3-28CAT2, 3-32comparison monitors, 3-39digital air data source, 3-36FD command bars, 3-35flight director mode, 3-28FMS source, 3-37low bank limit, 3-37marker beacons, 3-34pitch scale, 3-31radio altitude, 3-35, 3-37roll scale and pointer, 3-36slip–skid indicator, 3-37symbol generator, 3-38TCS mode annunciator, 3-28vertical deviation, 3-34VTA annunciator, 3-37


A28–1146–134REV 1 Jan/03

IndexIndex–9

Index (cont)

bezel controller, 3-5BARO set knob, 3-5controller conventions, 3-7inclinometer, 3-5inoperative menu, 3-14menu functions, 3-5STD (standard) button, 3-5

caution displays, 3-76EGPWS (optional), 3-66failure displays, 3-78HSI, 3-28

arc display, 3-49full compass display, 3-40

mode annunciators, 3-27TCAS (optional), 3-64test mode, 3-80typical presentations, 3-67

approach capture tracking atminimums, 3-71

climb to initial altitude, 3-68comparison monitoring, 3-72enroute cruise, 3-69setup for approach, 3-70takeoff in go–around

mode, 3-67vertical speed display, 3-63

PRIMUS� 1000 Integrated AvionicsSystem, 2-1components, 2-3

PRIMUS� 660 Weather RadarSystem, A–1maximum permissible exposure

level (MPEL), A–13normal operation, A–9weather radar controller, A–2

PRIMUS� 880 Weather RadarSystem (optional), 2-7

PRIMUS� II Integrated RadioSystem, 2-9

Procedures, 4-6altitude hold mode, 6-38ASEL mode operation, 6-34autopilot preflight test, 4-6back course mode, 6-22checklist loading, 7-25

checklist loading troubleshooting, 7-28

event code retrieval, 7-7FLC mode engagement, 6-32FMS navigation mode, 6-12ground maintenance test, 7-21hardware/software ID page

access, 7-4ILS approach mode, 6-49localizer mode engagement, 6-15LRN mode engagement, 6-11maintenance test, 7-4EC troubleshooting, 7-14, 7–15VAPP mode engagement, 6-14VNAV direct mode, 6-43VNAV mode data entry, 6-40VNAV preselect mode, 6-46VOR NAV mode, 6-4

Product support, 1–7customer support centers, 1-8

North America, 1-8Rest of the world, 1-9

exchange/rental centers, 1-8publication ordering, 1-10

Proximate advisory, 3-100Publication ordering information, 1–10PUSH DIR button, 3-19PUSH SYNC button, 3-19

R

RA knob, display controller, 3-17Radar tilt display, 3-84Radio altimeter (RA), failure

displays, 3-79Radio altitude display, 3-37Radio altitude minimums, 3-35Range annunciator, 3-50Range rings, MFD map view, 3-87RCL (recall) button, 3-21Remote instrument controller, 3-19

COURSE knobs, 3-19HEADING knob, 3-19

Remote–mounted equipment, 1-2Rental support centers, 1-8


A28–1146–134REV 1 Jan/03

IndexIndex–10

Index (cont)

Resolution advisories, TCAS(optional), 3-64, 3-100

Reversion functions/modes, 3-25ADC REV switch, 3-26ATT REV switch, 3-25display controller failures, 3-111EFIS failures, 3-111HDG REV switch, 3-26

RNG (range) switch, 3-20Roll comparison monitors, 3-39Roll hold mode, 6-2Roll scale and pointer, 3-36

S

SC/CP button, 3-15Setup for approach, 3-70SKP (skip) button, 3-21Slave switch, 2-10Slip–skid indicator, 3-37Singlepoint VNAV, 3-8Software, 1-4Squawk sheets, 7-31STD (standard) button, 3-5Support centers, 1-8Symbol generator, 2-5

mode selector switch, 3-24source annunciator, 3-38warning messages, 3-77

System block diagram, 2-11System description, 2-1

air data system (ADS), 2-7block diagram, 2-11electronic flight instrument

system (EFIS), 2-1, 2-4enhanced ground proximity

warning system (EGPWS), 2-9flight guidance system (FGS), 2-5gyroscope system, 2-8other switches and controls, 2-10PRIMUS� 1000 Integrated

Avionics System, 2-1

PRIMUS� 660 Weather RadarSystem, 2-7

PRIMUS� 880 Weather RadarSystem (Optional), 2-7

PRIMUS� II Integrated RadioSystem, 2-9

traffic alert and collisionavoidance system (TCAS), 2-9

System limits, 5-1air data parameters/ranges, 5-9glossary of terms, 5-1performance/operating limits, 5-5

T

Takeoff, go–around mode, 3-67Takeoff speeds submenu, 3-12Takeoff VSPEED display, 3-57TCS button, 2-10, 3-21, 4-5TCS mode, 3-28Technical support, 7-1TEST button, 3-17Tests

autopilot preflight test, 4-6EGPWS (optional), 3-105ground maintenance, 7-21hardware/software ID pages, 7-4maintenance mode, 7-2maintenance test, 7-4PFD test mode, 3-80

TGT alert, 3-52Threat traffic, 3-98Tilt management, A–12Time–to–go display, 3-45TO/FROM display, 3-45Total air temperature failure, 3-108Traffic advisory (TA), 3-100Traffic alert and collision avoidance

system (TCAS) (optional), 2-9,3-64, 3-94altitude display submodes, 3-99AUTO mode, 3-85, 3-98failure messages, 3-76intruder vertical sense, 3-98


A28–1146–134REV 1 Jan/03

IndexIndex–11

Index (cont)

map view diagram, 3-97mode messages, 3-99no bearing readout, 3-97off scale symbols, 3-98range ring, 3-97resolution advisories, 3-64status messages, 3-65traffic symbols, 3-100typical display, 3-101warning messages, 3-76

Trend vector, airspeed display, 3-57Troubleshooting, 7-1, 7-25

AP FAIL indicator, 7-29checklist loading, 7-28combined mode problems, 7-20digital avionics, 7-1event codes, 7-6ground maintenance test, 7-21hardware/software ID pages, 7-4lateral mode problems, 7-15maintenance test mode, 7-2operational notices, 7-29pilot write–up, 7-31technical support, 7-1typical problems, 7-15vertical mode problems, 7-18

True airspeed (TAS) display, 3-84gain programming, 5-3

True north annunciator, 3-93Typical PFD presentations, 3-67

approach capture tracking atminimums, 3-71

climb to initial altitude, 3-68comparison monitoring, 3-72enroute cruise, 3-69failures and warnings, 3-110setup for approach, 3-70takeoff in go–around mode, 3-67

Typical TCAS display, 3-101

U

UP annunciator, 4-4

V

Variable gain display, 3-84Vertical beam sensor (VBS), 5-3Vertical deviation, 3-34, 3-79Vertical gyro, 2-8

fast erect switch, 2-10Vertical modes, 6-26

altitude hold (ALT HOLD), 6-38altitude preselect (ASEL), 6-33flight level change (FLC), 6-30pitch hold, 6-26problems, 7-18vertical speed hold, 6-28VNAV mode, 6-40

VNAV direct, 6-42VNAV preselect, 6-45

Vertical speed display, 3-63failure displays, 3-78hold mode, 6-28

Vertical track alert (VTA), 3-37VNAV button, 4-2VNAV,

FMS VNAV annunciators, 3-41VNAV submenu, 3-8

VORafter over station sensor, 5-4approach (VAPP) mode, 6-14capture, 5-4course set knobs, 3-19navigation mode, 6-4NAV source lateral deviation,

3-44over station sensor, 5-4TO/FROM annunciator, 3-45

VOR button, 3-20VS button, 4-3VSPEED bugs, 3-55VSPEED submenu, 3-11VSPEED takeoff display, 3-57VSTALL bug (JAA), 3-57


A28–1146–134REV 1 Jan/03

IndexIndex–12

Index (cont)

W

Warning displays, MFD, 3-107displays, 3-110DU wraparound, 3-108EGPWS, 3-66FMS, 3-108heading select, 3-108IC fan, 3-109IC overheat, 3-109MADC, 3-108MENU INOP, 3-109TAT, 3-108weather radar, 3-109

Waypoint symbol, 3-82Weather radar system, 3-21, A–1

color returns, 3-50controller, A–2

GAIN switch, A–8MODE switch, A–5Range switches, A–3RCT switch, A–3SECT switch, A–4SLV annunciator, A–5STAB (stabilization), A–3target alert, A–4TGT (target) button, A–4TILT knob, A–5

failures/warnings, 3-52, 3-109MFD common symbols, 3-84modes, 3-53normal operation, A–9

powerup, A–10precautions, A–9preliminary settings, A–9tilt management, A–12

Wind vector, 3-46WPT message flag, 3-47Wraparound failure, MFD, 3-108WX button, 3-21

X

XTK message, 3-46

Y

Yaw damper, event codes, 7-11disengage AP/YD, 7-12EFIS, 7-13

Yaw damper (YD), 2-6YD button, 4-4

Z

Zone of confusion, 6-10

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