Welcome to the Family

Transcription

1 Aerospace Gulfstream 650 Welcome to the Family This Honeywell Operator Handbook is designed to introduce you to the Honeywell systems on your Gulfstream aircraft and provide you with basic knowledge to support your daily operations. In addition to valuable product overviews and operational guidelines, we have included information on our service and support programs that will help you to maximize your experience with this equipment. Support Network Aerospace Technical Support Portal Training Pilot Pilot Gateway Engine APU Systems Maintenance & Flight Services Optional Equipments & Upgrades Global Customer Committee Resources Quick Start Guide

2 Aerospace Business Aviation Quick Start Guide This Quick Start Guide contains essential information for getting started with Honeywell products and services on your new aircraft. Go back to the main page to browse complete information. This guide links to external websites so you have to be connected to the internet. AOG Customer Portal Registration Aerospace Technical Support Important Information Aircraft on Ground. Our dedicated Support Service Teams are poised to assist you 24 hours a day, 7 days a week Worldwide. Important Information To access any of the services online at myaerospace.com you need to Sign in to get your Honeywell ID. Important Information Our 24/7/365 technical operations center is at your service for immediate resolution of technical issues. Training Technical Publications Aftermarket Services Important Information New aircraft receive Free of Charge training entitlement slots per product/system good for 2 years from date of delivery. Important Information New aircraft receive tech pubs entitlement for 12 months of no charge publications. Important Information Protect your equipment, lower the cost of ownership, and increase the value and efficiency of your aircraft with Honeywell Aftermarket Services. Direct Access Pilot Gateway Business Aviation on the Go Important Information Honeywell support Network Mobile App. Your Honeywell Business Aviation customer support network now travels with you. Important Information The Honeywell Pilot Gateway is your one stop shop for key aircraft information. Important Information View Honeywell Aerospace products for various business aviation aircraft platforms and models. Back to Menu

3 Direct Access Your Honeywell Business Aviation Customer Support Network Now Travels With You

4 Your Honeywell Business Aviation Customer Support Network Now Travels With You Quickly connect with Aircraft On Ground (AOG) desks, easily locate and contact your nearest avionics dealer and mechanical service center; sales managers; access the Aerospace Technical Support Network for immediate technical support of your aircraft anywhere in the world and receive the latest news from Honeywell. True to its name, the app utilizes GPS data to provide direct access to Honeywell s aircraft on ground support, nearest tech support staff, dealers, service centers, and other vital Honeywell customer resources. Direct Access makes it easier than ever for customers to reach out and find someone who can help them, with just a few touches on their smart phone or tablet. It gives Honeywell the ability to respond to our customers needs and solve their problems quicker and more efficiently. The new mobile app is designed with extensive input from our Global Customer Committee who acted as beta testers at every step in the process to ensure that the app meets the real needs of our customers. The Direct Access App is published and available as follows: Honeywell Aerospace hosting page: Honeywell App Store: BlackBerry/Windows Phones and Desktops (access through device browser):

5 Worldwide Reach Worldwide Support Together Delivering Solutions To The Global Business Aviation Market Global Technical Operations Honeywell Aerospace 1944 East Sky Harbor Circle Phoenix, AZ aerospace.honeywell.com C / Honeywell International Inc. Back Home C Global Tech Ops.indd 1-2 4/10/16 10:25 AM

6 Connecting to Aerospace Technical Support Global Technical Operations By Phone: By Web: (US/Canada) MyAerospace.com (International) Honeywell Aerospace s Global Technical Operations provide comprehensive and responsive technical support through an extensive network of experts around the globe. Press #1 for Avionics or #2 for Mechanical By AeroTechSupport@Honeywell.com By App: (For Business & General Aviation Customers) Launch the Honeywell Mobile Application from Tablets or SmartPhones running Android, Apple, and Blackberry OS Aircraft On Ground - We are Here to Help Aerospace Technical Support By Phone: Honeywell s enhanced Aerospace Technical Support network is your single (US/Canada) point-of-entry for technical assistance 24 hours a day. Our global team of (International) highly skilled field service, product support and technical support engineers Option #4 is dedicated to resolving your technical issues... on the spot. Non-technical Issues Combining state-of-the-art communications technology, streamlined Part Quotes, Ordering, Repair or Warranty processes and a fully staffed network of avionics and mechanical experts ensures that you get immediate technical guidance and troubleshooting solutions for all your Honeywell Aerospace products. Dedicated Technical Support Our global team provides engineering support to maintenance personnel through telephone consultation or at the customer s facility. Engineering Performance Solutions A team of product support engineers provide timely technical responses Honeywell Aerospace hosting page: aerospace.honeywell.com/mobileapp Honeywell App Store: appstore.honeyewell.com Blackberry/Windows Phones & Browsers access through device browser: honeywellaero.force.com/bgadir By Phone: (US/Canada) (International) Option #1 Spares Option #2 Global Data Center, NavDB, MSP, HAPP Option #3 Repair & Overhaul Option #6 Technical Publications to complex field issues and analysis of reliability data to guide product improvements. Team members leverage advanced analytics of fleet performance and OEM alignment to identify opportunities for high-impact investigations and near-term solutions for customer technical issues. The team serves as the primary source for improving the long-term performance of Honeywell Aerospace products, and they help drive down the total cost of ownership. Back Home C Global Tech Ops.indd 3-4 4/10/16 10:25 AM

7 Connecting to Aerospace Technical Support By Phone: By Web: (US/Canada) MyAerospace.com (International) Press #1 for Avionics or #2 for Mechanical By By App: (For Business & General Aviation Customers) Launch the Honeywell Mobile Application from Tablets or SmartPhones running Android, Apple, and Blackberry OS Aircraft On Ground - We are Here to Help By Phone: (US/Canada) (International) Option #4 Non-technical Issues Part Quotes, Ordering, Repair or Warranty Honeywell Aerospace hosting page: aerospace.honeywell.com/mobileapp By Phone: Worldwide Reach Worldwide Support (US/Canada) (International) Honeywell App Store: appstore.honeyewell.com Option #1 Spares Option #2 Global Data Center, NavDB, MSP, HAPP Blackberry/Windows Phones & Browsers access through device browser: Option #3 Repair & Overhaul Option #6 Technical Publications Together Delivering Solutions To The Global Business Aviation Market honeywellaero.force.com/bgadir Global Technical Operations Honeywell Aerospace 1944 East Sky Harbor Circle Phoenix, AZ aerospace.honeywell.com C / Honeywell International Inc. Back Home C Global Tech Ops.indd 1-2 4/10/16 10:25 AM

8 THE BEST SUPPORT NUMBER YOU CAN FLY. ONE-CALL YOU VE GOT QUESTIONS. WE VE GOT ANSWERS. AND YOU VE GOT OUR NUMBER. ANYTIME At Honeywell Aerospace, the quest for perfection isn t just about the products we design and make. It s also about the way we support those products, and the people who use them. Your success depends on keeping the aircraft flying, solving problems quickly, and knowing immediate technical support is available always. In fact, when we asked customers what is the single most important service we can provide, the overwhelming answer was 24 X 7 phone support from technical experts to ensure dispatchability. So - that s exactly what Honeywell Aerospace now offers you. ANYWHERE One-Call Technical Assistance. 24/ 7 ANYTIME. FROM ANYWHERE. HONEYWELL AVIATION INTRODUCES ONE-CALL TECHNICAL ASSISTANCE. KEEPING YOU FLYING. 24/ 7 When everything is on the line, so are we. Aerospace Electronic Systems Air Transport Systems Honeywell International Inc North 19th Avenue Phoenix, AZ Tel: Fax: May Honeywell International Inc. Ver1 Back Home

9 We've rebuilt Honeywell Technical Support to fit you. Our one goal in creating the new Honeywell technical support systems was to put you no more than one call away from the person with answers no matter what the question. To do that, we completely refigured our technical support structure. Now, Honeywell Technical Operations Center staff, Field Service Engineers (FSE,) and Product Service Engineers (PSE) work together as a cohesive Global Technical Operations unit. It's a fully staffed network of avionics and mechanical experts that makes sure you get immediate technical guidance and troubleshooting solutions to keep you flying This design brings you a tremendous depth of knowledge beyond what any single FSE could provide it gives you experience and expertise in every possible dispatch related area of concern. In fact, prior to implementing this new system, the people taking your calls at Honeywell had an average of 8 years experience. Today, you ll talk to 20-year veterans. Make the call that connects you to the network, and you re matched with an experienced support professional assigned to quickly resolve your question and get you safely flying again. In reorganizing our customer service structure, we created a dedicated Entry Into Service (EIS) support team. The team s sole function is to provide the trouble shooting, operational guidance, training, and unforeseen factors support that can come with taking delivery of a new platform. The more we help you, the smarter we get. One number lines you up with it all. Here s another advantage the new integrated system has over the old way of doing things: now, we can collect and share frequently asked questions and their solutions. So one customer s successful interaction with a Honeywell technical expert has the potential to benefit a world of flight. Technical support 24/7, experienced full-time product and support staff, consistent support for all airlines, and one-number convenience working together to increase first-call resolution. Another thing we think you ll appreciate about the system: instead of just a select few Honeywell customers having access to experts, we re bringing everyone closer to help. And, the same experts you ll talk with when you call also happen to be located throughout every customer region. So when you need on-site support, Honeywell is there. Those technical experts work in partnership with AOG teams to resolve AOGs in the most efficient way available, whether that means technical support or parts access. A couple more features to win an airline s heart. The conversations we ve had with airline customers made it clear when it comes to product fixes, they don t want to play the role of middle-man. Instead, they want Honeywell to work directly with OEMs to solve problems, and to hold off on releasing fixes until both sides agree it s the right solution. We think you re going to like what happens when you call. ACCURACY IMMEDIACY 24/7 SUPPORT Fair enough. So based on the service calls we collect through our new service system, we ll identify potential problem trends, contact the appropriate OEM, and get to work on a solution. Back Home

10 MyAerospace.com Users Guide MyAerospace.com Registration Process

11 Table of Contents Getting Your Honeywell ID... p. 3 Verify and Password... p. 4 Setting up your MyAerospace Account... p. 5 Associate to a Company Automatically... p. 5 Associate to a Company by providing additional information... p. 6 Register your Company... p. 7 Requesting Access to Online Tools... p. 8 Entering Personal/Additional Information... p. 9 Entering your Aircraft Information... p. 9 Summary and Request Status... p. 10

12 Honeywell MyAerospace.com About this Guide This guide provides step-by-step instructions on the enhanced registration features and user interface available in the MyAerospace portal. Getting Your Honeywell ID Your Honeywell ID is the key to managing the various online tools available on the MyAerospace portal and other Honeywell websites. Access to the online tools is available to authorized customers and Honeywell employees, its subsidiaries and operating divisions, to conduct business with Honeywell. 1 To register go to At the sign in box, select [Register] to start the registration process. 2 A new window will pop-up, requiring you to enter your personal and contact information. Using a company address (john.doe@mycompany.com) will assist in accessing the correct account. 3 Enter the requested information and click the [Register] button

13 Getting Your Honeywell ID (cont.) 4 Read the Privacy Statement and select [I Agree] to continue or [I Do Not Agree] to cancel the process. 5 A message has been delivered to the address entered in your profile, select [Finish]. Check your inbox for a message from HoneywellIDAdministrator@honeywell.com Verify and Password 6 The link embedded in the message will direct you to a login screen. 7 Enter your password and select [Continue].

14 Setting up your MyAerospace Account. 8 If your password is correct, a "Welcome Aboard!" screen will appear. Select [Let's Get Started>] to continue. Associate to a Company Automatically If the address provided during the registration process matches an existing registered company, your account will be linked to the company. If your company is not listed, select [Add an additional company site] and continue steps in page 7 [Register your company] 9a Select all options that apply, and select [Continue >]. At this point your association is completed continue at page number 8 [Requesting Access for Online Tools]

15 Associate to a Company by providing additional information. If your address is not recognized by an existing registered company, you will be asked additional information to locate the correct account. 9b Select [Yes], if your company has conducted business with Honeywell or [No] to proceed to registering as a new company. In order to obtain your company information, you must provide an invoice number from a previous order placed with Honeywell. Locate the Sold-To Code and the Invoice Number. 9c Select [Yes] if you have this information. 9d Enter the Sold-To Code and Invoice Number, then select [Continue >] If the information is located, you will be presented with your company accounts, similar to the screen on page 5.

16 Associate to a Company by providing additional information (cont.) If the information is not located, you will be directed to a previous screen to select [Yes] to enter the data again, or select [No] for other options. Select [I need help...] to display a contact form. Enter detailed information about your case, and any other information to locate your company account, then select the [Submit>] button. Or select [Do not associate me...] to continue to step [Requesting Access to Online Tools] for limited guest access until you are associated to a company account. Registering your Company To register your company or continue as an individual user, select one of the following: If you select [Register Your Company], additional information such as purchasing information, billing and shipping address, trade type/dba, bank information, trade references, legal and financial information and tax documentation. Approval must be granted to users after required data has been entered. An notification will be delivered upon the completion of registration verification and approval.

17 Requesting Access to Online Tools Select the online tools you want to access. Tool availability varies for each user based on associated company or individual pre-established profile. 10 Select the [Request] button on the tools you want to access. 11 Select [Continue] to continue.

18 Entering Personal and Additional Information This section contains your personal information, some of the fields will auto-populate with information from your Honeywell ID profile. Create a Passphrase for additional security when authentication is required over the phone. 12 Enter your primary address. If more than one address is available based on your input during the registration process (page 5), choose one, then select [Continue >]. Additional information may be required depending on which tools you requested access for, some tools will require some extra information for you to work with them, or even to rely on the approval or denial of said access. Entering your Aircraft Information Depending on tool access selection, this information may be required For multiple aircraft, select [Add Aircraft] to enter additional aircraft information. Select [Finalize>] to complete the registration process.

19 Summary and Requests Status A summary of online tool requests and their status is displayed. Some auto-approved tools will be available for immediate use. Notifications will be distributed on tool requests requiring further action.

20 Courses: Honeywell offers system and component maintenance courses to supplement the offerings of the aviation training industry. A complete list, description and schedule of Honeywell Aerospace offerings are available on the Honeywell Aerospace web site at Honeywell can also provide quotes for customized training packages not listed in the catalog. About us: Headquartered in Phoenix, Arizona, Honeywell s Training Solutions provides customized training and support for the aviation industry. Count on Honeywell Training Solutions for the technical expertise, knowledge base and decades of field experience that will help you maximize operational value and performance of your aircraft. Aerospace Training Solutions For course reservations, visit us at Serving customers worldwide: Air transport Business aviation Regional General aviation Cargo Helicopters For additional information: Please contact Customer Training Solutions. training.solutions@honeywell.com Telephone: Fax: Authorized service centers Aviation training Military OEMs Providing customized training support to the aviation industry Honeywell Aerospace Customer Training Solutions and Flight Operations Support North 19th Ave. Phoenix, AZ Tel: Toll Free: International: Fax: C March Honeywell International Inc.

21 Count on Honeywell Training Solutions for the technical expertise, knowledge base and decades of field experience that will help you maximize operational value and performance of your aircraft. When you train, you want the real thing. Flight simulator and training device manufacturers turn to Honeywell for the hardware, source data and software, and engineering expertise that assure timely revisions and the highest fidelity available. Training providers rely on Honeywell for the courseware, training tools, delivery systems and fresh content that help keep pilots and maintenance personnel current. Our solutions enable delivery of the most accurate and realistic experience outside the cockpit. Training levels Familiarization Intermediate Line maintenance Special request Training courses Avionics Auxiliary Power Units (APU) Propulsion Environmental Control Systems (ECS) From PC-based individual training packages to complex systems engineering for full flight simulators, Honeywell Training Solutions offers a comprehensive slate of products and services. On-line and interactive multimedia training packages Real aircraft code running on a PC or laptop Custom course design and content development Pilot guides and maintenance manuals Factory-based maintenance courses Systems engineering and technical support Data and software licensing Hardware components With content from Honeywell s cadre of technical pilots and experienced engineers, pilot guides and maintenance manuals, as well as interactive computer-based training such as Honeywell s PC-FMS or PC-CMC, our training courseware development services provide you with content you can rely on for all your classroom training needs. Classroom training Held at Honeywell facilities Available at customer sites Training device hardware maintenance service and support Virtual classroom offers many benefits: Live, interactive, instructor-led distance learning online Up-to-date curriculum; new courses added continuously Internet broadcast courses No travel required Two-hour classes conveniently scheduled for students Global reach For more information, training.solutions@honeywell.com Honeywell backs its robust, flexible systems with the technical support, user documentation and instructor training only available from the source.

22 Honeywell Flight Technical Services Honeywell Aerospace 1944 East Sky Harbor Circle Phoenix, AZ aerospace.honeywell.com C / Honeywell International Inc. Back Home C Pilot Services.indd 1-2 4/10/16 1:08 PM

23 Honeywell Flight Technical Services Direct-To FMS Newsletter Experienced ATP-rated pilots provide instructor-led familiarization for flight operations and customer training personnel to increase pilot knowledge and safety, and ensure the successful launch of new products. Our highly-trained staff holds specialty seminars and provides web-accessible information (such as CBT and video) on Honeywell s innovative products and services to customers around the globe. Examples include: Publication designed to provide insight on technical issues affecting the Honeywell FMS community. Data link operations Navigation database technical updates and loading procedures NextGen and Performance Based Navigation updates FMS Upgrades and functionality Discussion of Operational procedures Aircraft database and SmartPerf learning Go-DirectTM RNP AR and Data Link Approval Consultancy Services Honeywell Flight Technical Services provides services to aid the operator in obtaining LOA and Ops Specs for RNP AR and FANS/ATN data link operations. FAA designated RNP AR Consultants provide the following: Entry-into-Service (EIS) Support For operators that have purchased new aircraft or new Honeywell equipment within the last 2 years. Navigation Database Validation RNP Monitoring Program FTS Program Pilots and training specialists also provide operational input to Includes software or hardware upgrades like Field Service Engineers and the Aero Cert Hotel, EASy II, CDS/R, or Primus Elite. Technical Support team in regard to An FTS program pilot can provide RNP AR support services Field Support for Operational Issues and questions Train the Trainer Support Audit and assist in curriculum development for training providers, air carriers, etc. operational issues. Provide support for corporate aviation departments to develop pilot familiarization training free of charge to the operator. This familiarization training may be conducted on site at the operator s location or via live webcasts. Pilot Familiarization Services at Operator s Location Operators requesting additional familiarization training on any Honeywell avionics products (FMS, Weather Radar, training programs Informational Webinars Web-based presentations on products, Honeywell Pilot Gateway - pilots.honeywell.com mandates and other operational issues that The Pilot Gateway is an easy to use interface that provides users with free are important to the operator are regularly access to many of Honeywell s BGA technical publications, videos and broadcast by a FTS Program Pilot or Training other resources tailored to pilots and easily allows them to ask operational Specialist. questions and provide feedback. Included in the Gateway are: Webinars cover various subjects and are free Alerts and updates for pilots - Service Information Letters of charge. Documents and Resources Pilots Guides, Familiarization Videos, Recordings of all presented webinars are GDC Services, Online learning VNAV, EGPWS, RAAS, Autopilot, etc.) outside made and available to operators on the the EIS 2 year period. Go-Direct Newsletters website. This site does not Calendar of upcoming events require a log in. Direct access to My GDC All familiarization materials are provided digitally, free of charge. Printed material is available at a charge to the operator. For a listing of available familiarization Current News and Updates Honeywell Operator s Conferences Contact Us Link to submit general questions, technical issues Flight Technical services provides breakout questions or leave feedback services, please contact the Flight Technical sessions for pilots that focus on products Services group at FTS@honeywell.com. and issues that are important to flight You can contact the Flight Technical Services group either through the operations. Operator conferences are held at Pilot Gateway link pilots.honeywell.com or by at FTS@honeywell.com various locations throughout the year. Back Home C Pilot Services.indd 3-4 4/10/16 1:08 PM

24 Honeywell Flight Technical Services Direct-To FMS Newsletter Experienced ATP-rated pilots provide instructor-led familiarization for flight operations and customer training personnel to increase pilot knowledge and safety, and ensure the successful launch of new products. Our highly-trained staff holds specialty seminars and provides web-accessible information (such as CBT and video) on Honeywell s innovative products and services to customers around the globe. Examples include: Publication designed to provide insight on technical issues affecting the Honeywell FMS community. Data link operations Navigation database technical updates and loading procedures NextGen and Performance Based Navigation updates FMS Upgrades and functionality Discussion of Operational procedures Aircraft database and SmartPerf learning Go-DirectTM RNP AR and Data Link Approval Consultancy Services Honeywell Flight Technical Services provides services to aid the operator in obtaining LOA and Ops Specs for RNP AR and FANS/ATN data link operations. FAA designated RNP AR Consultants provide the following: Entry-into-Service (EIS) Support For operators that have purchased new aircraft or new Honeywell equipment within the last 2 years. Field Support for Operational Issues and questions also provide operational input to Field Service Engineers and the Aero Cert Hotel, EASy II, CDS/R, or Primus Elite. Technical Support team in regard to operational issues. familiarization training free of charge to the operator. This familiarization training may be conducted on site at the operator s location or via live webcasts. Pilot Familiarization Services at Operator s Location Operators requesting additional familiarization training on any Honeywell avionics products (FMS, Weather Radar, Navigation Database Validation RNP Monitoring Program FTS Program Pilots and training specialists Includes software or hardware upgrades like An FTS program pilot can provide RNP AR support services Informational Webinars Web-based presentations on products, mandates and other operational issues that Train the Trainer Support Audit and assist in curriculum development for training providers, air carriers, etc. Provide support for corporate aviation departments to develop pilot training programs Honeywell Pilot Gateway - pilots.honeywell.com The Pilot Gateway is an easy to use interface that provides users with free are important to the operator are regularly access to many of Honeywell s BGA technical publications, videos and broadcast by a FTS Program Pilot or Training other resources tailored to pilots and easily allows them to ask operational Specialist. questions and provide feedback. Included in the Gateway are: Webinars cover various subjects and are free of charge. Recordings of all presented webinars are Alerts and updates for pilots - Service Information Letters Documents and Resources Pilots Guides, Familiarization Videos, GDC Services, Online learning VNAV, EGPWS, RAAS, Autopilot, etc.) outside made and available to operators on the the EIS 2 year period. Go-Direct Newsletters website. This site does not Calendar of upcoming events require a log in. Direct access to My GDC All familiarization materials are provided digitally, free of charge. Printed material is available at a charge to the operator. For a listing of available familiarization Honeywell Operator s Conferences Flight Technical services provides breakout Current News and Updates Contact Us Link to submit general questions, technical issues questions or leave feedback services, please contact the Flight Technical sessions for pilots that focus on products Services group at FTS@honeywell.com. and issues that are important to flight You can contact the Flight Technical Services group either through the operations. Operator conferences are held at Pilot Gateway link pilots.honeywell.com or by at FTS@honeywell.com various locations throughout the year. Back Home C Pilot Services.indd 3-4 4/10/16 1:08 PM

25 Honeywell Flight Technical Services Honeywell Aerospace 1944 East Sky Harbor Circle Phoenix, AZ aerospace.honeywell.com C / Honeywell International Inc. Back Home C Pilot Services.indd 1-2 4/10/16 1:08 PM

26 RE220[GVI] Auxiliary Power Unit P/N WE System Description RE220[GVI] Auxiliary Power Unit System Description

27 49-00 Auxiliary Power Unit (APU) The RE220[GVI] gas turbine Auxiliary Power Unit (APU) is a self-contained power source that provides energy for functions other than propulsion. The APU s primary purpose is to supply pneumatic power to start the main engines, cabin air conditioning and other pneumatic functions while the aircraft is on the ground. The APU also supplies shaft power to drive and cool the electrical generator, APU lubricating oil, and the APU compartment. The APU uses a remotely-located Electronic Control Unit (ECU) to monitor and control all aspects of APU start, operation and shutdown. The ECU also serves as the communications interface between subsystems of the APU and the aircraft. The gas turbine APU has three main sections (Figure 1), power, load compressor, and gearbox. The power section is the gas generator portion of the engine that produces all of the shaft power for the APU. The load compressor is a shaft-mounted compressor that provides pneumatic power for the aircraft, and extracts bleed air from the power section compressor. There are two actuated devices, the inlet guide vanes that regulate airflow to the load compressor and the surge control valve that maintains stable or surge-free operation. The gearbox transfers power from the main shaft of the engine to an oil-cooled generator for electrical power. Within the gearbox, power is also transferred to engine accessories such as the fuel control unit, the lube module, and cooling fan. In addition, there is also a starter motor connected through the gear train to perform the APU start function. The APU starts with aircraft or ground D/C power and then operates on aircraftsupplied fuel. The fuel mixes with compressed ambient air in the APU s combustion chamber and burns to generate dynamic thermal energy. The APU converts this combustion energy to shaft power. The shaft power of the APU is available to drive the aircraft s auxiliary A/C generator (which is mounted on the APU) or to supply an alternative source of bleed air. RE220[GVI] Auxiliary Power Unit System Description

28 Figure 1: Modular APU Arrangement RE220[GVI] Auxiliary Power Unit System Description

29 The bleed air is a natural by-product of the operation of the APU, as it must compress the ambient air before it mixes with fuel for combustion. When the aircraft calls for bleed air from the APU, the APU s ECU opens a load control valve, which diverts some of the APU s compressed air and sends it into the aircraft s pneumatic ducting system. This bleed air is used for main engine starts or for environmental control. To make an allowance for the loss of combustion air (and thus the loss of oxygen available for combustion) the ECU causes the APU s fuel control unit to supply more fuel to the combustion chamber. In addition to fuel supply control, the ECU makes sure that the APU and all of its systems and subsystems operate correctly in response to all environmental and load conditions. It also does a check of the serviceability of the APU s electronic units/components as part of the APU s pre-start check and periodically during APU operation. The ECU works together with aircraft controls and communicates readings to the flight deck and problems with the APU to the aircraft s Engine Instrumentation and Crew Alerting System (EICAS) and the data acquisition and maintenance data acquisition units. Through aircraft interfaces, the ECU also controls or gives input for the operation of the auxiliary A/C generator and the air inlet door actuator Power Plant The power plant system consists of a unit mounting subsystem. This subsystem attaches the APU to the cradle, which attaches to the rails in the aircraft APU Engine The power section consists of a single stage radial compressor section and a two stage axial turbine section. The compressor section consists of an inlet compressor duct, an impeller, an inlet housing, a perforated inlet, an inlet cone, an axial deswirl, a radial diffuser, a compressor shroud, an outer casing, a bleed scroll, and a bleed diffuser. The inlet compressor duct has an inlet duct drain fitting which permits water and other contamination to collect and drain overboard to prevent contamination in the compressor section. The compressor section supplies compressed air for combustion and for customer extraction. It mates with and drives the gearbox assembly drive gear train. The turbine section consists of a turbine bearing support assembly, a second stage turbine rotor, a second stage stator, a first stage turbine rotor assembly, a first stage turbine nozzle assembly, a combustion chamber and a combustor case. The combustor case supplies mounting bosses for the fuel nozzle assemblies, igniter plugs and an orifice fitting assembly for drainage. Compressed air from the compressor section flows into the combustion chamber where its oxygen burns with fuel to supply energy. The hot combustion gasses flow from the combustion chamber and through the blades of the turbine rotors, RE220[GVI] Auxiliary Power Unit System Description

30 which change the energy of the gasses into mechanical (rotational) energy. The mechanical energy is used to turn the compressor and the drive train in the gearbox. The accessory drive and reduction gearing subsystem consists of a gearbox assembly. The gearbox assembly is a high strength; thin wall aluminum housing that supplies the sump for the lubrication system. The gearbox housing has reduction gearing which operates the auxiliary A/C generator, lube pump and fuel control unit. The gearbox housing also has a grounding lug, two APU mounts, and two hoist mount pads. It is vented to ambient through the gearbox vent tube, which attaches to the tailpipe. An oil-fill housing, which is attached to the gearbox side, includes a gravity-fill port. There is also a remote fill port. A transfer tube is part of the gearbox and connects to the compressor oil seal witness drain. The gearbox assembly converts the low speed, high torque rotation of the starter motor to the higher speed rotation which is necessary during the start operation to get the APU s speed to an rpm where external power is no longer necessary. It also converts the high speed, low torque rotation of the main APU engine shaft to the lower speed, higher torque rotation which is necessary primarily to drive the auxiliary A/C generator Engine Fuel and Control The electrical subsystem permits the ECU to communicate with the electrical/electronic control, sensing, and operational components of the APU. The ECU connects, through the aircraft s wiring, to the APU/aircraft interface connection on the top of the APU enclosure. The APU wiring harness connects to the APU/aircraft interface connection and thus to the ECU. The wiring harness is the component that permits the communication between the ECU and the APU components that have electrical/electronic operation. The engine fuel and control system is a fully automatic closed-loop control system which gets its control inputs from the ECU. It supplies the correct quantity of clean fuel to the combustion chamber of the APU at all altitudes, temperatures, loads and other conditions for which the APU is designed to start and operate Ignition/Starting The ignition/starting system supplies a high voltage electrical spark to burn fuel, as well as to supply energy to turn the rotational components of the APU; this is done until the APU s rpm increases to the point where the APU can operate without external inputs other than fuel. RE220[GVI] Auxiliary Power Unit System Description

31 Air The air system supplies bleed air to the aircraft main engine start (MES) system or the environmental control system. It also vents bleed air to the APU exhaust to prevent compressor surge Engine Controls The engine controls system supplies full authority automatic control of the APU in all the modes in which the APU operates Indicating The indicating system keeps a record of the total number of hours that the APU has operated Exhaust The exhaust system directs the engine exhaust gases overboard Oil The oil system supplies lubricating oil to the engine s main shaft bearings, the gearbox components, and the A/C generator. It also supplies cooling to the APU s lubricated components. The APU has two modes of operation: Non-essential (ground operation), Essential (in-flight operation). When the weight-on-wheels switch gives an airborne indication, the ECU will operate the APU in essential mode, if necessary. This mode permits emergency operation of the APU even during conditions that would normally cause a protective shutdown when the ECU is in non-essential mode. If the ECU bypasses a protective shutdown because of essential mode, the ECU will send a message to the EICAS to alert the crew. This permits the crew to shut down the APU if necessary. In essential mode, the ECU will cause protective shutdown only for the conditions that follow: Overspeed, Loss of overspeed detection, Loss of speed detection, Failure of the ECU s CPU, An APU fire. RE220[GVI] Auxiliary Power Unit System Description

32 RE220[GVI] APU Improvements Model designation RE220[GVI] P/N WE has been assigned to identify an APU that is identical to the RE220[ ] APU, P/N WE , except for the following: - Electronic Control Unit (ECU) P/N WE is a new microprocessor-based ECU. - Wiring Harness P/N WE : The APU wiring harness configuration is similar to the RE220[ ]. This wiring harness has 20-ga conductors and pins at the P1 connector interface with the aircraft. - Load Control (LCV) P/N : This LCV design includes improvements to extend the service life of the LCV. - Bleed-Air Assist Valve (BAAV) is not used for aircraft used in high altitude APU starting, will not be used on this application. The RE220[GVI] APU starting envelope has been modified to reflect this change to configuration. - Oil Sump Heater is not installed on this APU. A Gearbox Cover, P/N WK is installed to cover the existing heater boss on the gearbox. RE220[GVI] Auxiliary Power Unit System Description

33 Operation When the master switch on the APU Overhead Control Panel is pushed to ON the ECU receives a power source. The ECU performs a power up initialization and APU prestart build in test equipment (BITE) check. The ECU then sends a signal to the APU air inlet door to open. After the air inlet door is opened, the ECU sends a signal to turn on the READY light on the control panel to show that the APU is ready to start. When the start button is pushed, APU start is initiated and electrical power is sent to the starter motor which turns the rotating group through the reduction gear system of the gearbox assembly. As the compressor and turbine rotate, ambient air is pulled through the inlet compressor duct into the compressor section. The air is compressed against the compressor shroud and the vanes of the radial diffuser. Some of the air then goes through the axial deswirl and into the combustion section of the turbine. This airflow is known as compressor discharge air. Approximately 30 percent of the compressor discharge air mixes with fuel for combustion, and is known as the combustion air. The combustion air comes into the combustion chamber through a pattern of orifices and mixes with the fuel in a space known as the primary zone. The airflow in the primary zone has a circular flow pattern, which causes the spray of fuel to mix fully with the combustion air. Sparks from the igniter plugs cause the fuel-air mixture to burn in the primary zone. Most of the remainder of the compressor discharge air is known as secondary air. Secondary air comes into the combustion chamber, through larger orifices, downstream of the primary zone, in the space known as the dilution zone. The secondary air mixes with the hot combustion gasses in the dilution zone and causes a smoother airflow. It also keeps the temperatures in the combustion chamber at a safe level and decreases the temperature of the liner walls. The liner turns the combustion gasses to move them through the first stage turbine nozzle assembly (first stage turbine nozzle). Here, thermal energy is converted to kinetic energy. The vanes of the first stage turbine nozzle increase the velocity of the combustion gasses and give them the correct angle to hit the blades of the first stage turbine rotor assembly (first stage turbine rotor). This causes the first stage turbine rotor to turn. The combustion gases continue through the vanes of the second stage stator and then hit and turn the blades of the second stage turbine rotor. The turbine components convert the thermal and kinetic energy into shaft power. The turbine rotor tie rod (tie rod) is a common shaft between the power section assembly and the gearbox assembly. The tie rod transfers the shaft power from the turbine to the compressor and from the rotating group to the gearbox assembly to drive the accessories. RE220[GVI] Auxiliary Power Unit System Description

34 After the combustion gasses flow through the blades of the second stage turbine rotor, they flow out through the exhaust duct. As the rpm of the rotating group continues to increase, at approximately seven percent speed, the ECU energizes the fuel solenoid valve open to permit fuel flow to the fuel nozzle assemblies, turns on the ignition exciter to supply sparks to the combustion chamber and controls the fuel metering valve in the fuel control unit to meter the fuel flow. After ignition and acceleration to approximately 50 percent speed, the ECU turns off the starter motor, and the APU is accelerated only by the torque generated by its own turbine. When the speed reaches 99 percent speed, the ECU deenergizes the ignition exciter. When the APU reaches 99 percent speed the APU goes from starting mode to speed governing mode. Two seconds later, the ECU sends a ready-to-load (RTL) signal to the customer furnished generator control unit (GCU). This indicates the GCU is available to supply electrical power when necessary. The on-speed governing system functions to hold the APU rotational speed as close as possible to the 100 percent (45,586 rpm) set point by controlling the fuel flow to the combustion chamber. The speed is measured by a speed sensor. As the rotating group turns, the two lobes on the compressor bearing nut break the magnetic field of the speed sensor which then sends a signal to the ECU. The compressor bearing nut turns at the same speed as the high speed pinion. The ECU uses this data to keep the APU at 100 percent speed, to control all functions that are related to speed and supplies protective shutdowns for over/underspeed. When necessary, pneumatic power is supplied in the form of bleed air from the compressor to the main engine starters (MES), the environmental control system (ECS), or other pneumatic devices. The pneumatic load is controlled by the load control valve (LCV). Bleed air loads cause a significant increase in exhaust gas temperature (EGT). The ECU controls the LCV to prevent overtemperature conditions. Both the ECU and aircraft control programs work together to prevent damage to the APU from back flow pressure from main engine bleed air. On the ground, if one or two main engine bleed switches are ON, the program compares the APU and main engine bleed air pressures, and closes the LCV at a set ratio. When the aircraft is airborne, usually the weight-on-wheels switch signal prevents use of APU bleed air. APU bleed air can only be used for main engine start assists, and then the LCV can open only when the two main engine bleed switches are OFF. Bleed air is not available above an altitude of 30,000 feet (9,144 m). The ECU also controls the operation of the surge control valve (SCV). When the APU supplies shaft power for operation of the auxiliary A/C generator at altitudes RE220[GVI] Auxiliary Power Unit System Description

35 above 8,000 feet (2,438 m), the SCV opens to prevent APU surge. In the idle mode, the SCV is opened to prevent APU surge when P2 is less than 10 psia (69 kpa). This is usually at 10,000 feet (3,048 m) or higher. If the APU gets a signal to supply bleed air for MES, the ECU will send a signal to the SCV to close. The surge control valve is closed in all modes of APU operation at altitudes less than 8,000 feet (2,438 m). The APU is shut down when the APU STOP switch is pushed. The APU has a 60 second cool down time after the switch has been pushed. If the APU has a load at the time shutdown was initiated, the ECU will remove the load and decrease the APU speed to 70 percent. The APU stays at 70 percent for 60 seconds. After the 60 seconds, the ECU uses a test of its emergency shutdown circuitry (overspeed detection) to remove all fuel flow from the APU and thus causes shutdown. If the START/ON switch is pushed during the 60 second shutdown, the ECU will send a signal to the APU to go back to 100 percent rpm. RE220[GVI] Auxiliary Power Unit System Description

36 Parameter Dry Weight WE Dimensions Height Length Width Electrical System Power Supply (ECU) Lubricating System Oil Reservoir Capacity Oil Consumption Engine Overspeed Fuel Specification Fuel Inlet Pressure Recommended Customer- Furnished Fuel Boost Pump Setting Fuel Inlet Temperature Leading Particulars Specification (106.3 kg) (maximum) in (61.42 cm) 43.4 in ( cm) 27.3 in (69.34 cm) 28 Vdc 5.18 qts (4.9 L) max. 10 cm3/hour max. 106 percent, rpm MIL-DTL-5624L, Grade JP-4 or JP-5 MIL-DTL-83133A, Grade JP8 (ASTM) (D ) Jet A, Jet A-1 or Jet B DERD 2453, Issue 5 DERD 2494, Issue 9 DERD 2454, Issue 4 DERD 2486, Issue 9 DERD 2452, Issue 2 DERD 2498, Issue 7 10 to 55 psig (34.5 to 37.3 kpa) 5 to 50 psig (34.54 to kpa) -65 to 130 F (-54 to 54 C) at 12 centistoke viscosity maximim Operating Limits Observation Condition Limit Requirements Operating Limits at sea level, 103 F (39 C) Bleed Load 91.3 lb/min (41.4 kg/min) at 51.8 psia (357.2 kpa) condition (ECS Shaft Load 40 shp min operation) Operating Limits at sea level, 59 F (15 C) condition (MES operation) Turbine Exhaust Temperature Bleed Load Shaft Load (at rated ECS mode) (at rated MES mode) (during acceleration) Shaft Speed Main Shaft Speed (100%) Output Shaft Speeds - Generator lb/min (48.9 kg/min) at 54.5 psia (375.9 kpa) 40 shp min 1200 F (649 C) 1300 F (704 C) 1400 F (760 C) 45,585 rpm 12,000 rpm RE220[GVI] Auxiliary Power Unit System Description

37 Cabin Pressure Control Systems Since aircraft pressurization was introduced in 1941, Honeywell cabin pressure control systems, built on wellrespected names such as Garrett and AiResearch, have become a leader in the aerospace industry. Thousands of aircraft worldwide, logging millions of hours each year, operate comfortably and safely with Honeywell systems. Through the use of modular design, Honeywell offers an array of all-electric and electro-pneumatic configurations that are customized to meet your cabin pressure needs. The Honeywell team is dedicated to creating innovative solutions that deliver exceptional passenger comfort and safety.

38 Innovative solutions for passenger safety and comfort Thrust Recovery System: An all-electric out-flow valve cabin pressure system, the Thrust Recovery System maximizes aircraft range and minimizes fuel penalty by directing overboard air in the aft direction to recover thrust. Dual and Single Auto Channel Smart Valve System: Fully electric out-flow valve, the Smart Valve system leads the next generation of cabin pressure controls, with a design for use with integrated avionic systems that combines control and monitoring functions into a compact package. Honeywell can work with you to meet your cabin pressure needs by offering: Full-line of product solutions Custom design capability Extensive system and component test facilities Advanced analytical capabilities Full support service facilities Validated material technology and process capability Integration Monitor and warning functions Data bus interface Consolidated valve and electronics Minimum weight Dispatch Reliability Proven reliability Redundancy management Flow Distribution Enhanced passenger comfort Optimum air flow Thrust Recovery Skin mounted Custom contour Honeywell customers include: Aero Commander Aero Vodochody Avro/BAe Boeing Bombardier Cessna Dassault DeHavilland EADS CASA EADS Socata Fairchild Fokker Gulfstream IAI IPTN Lockheed Martin Northrop/Grumman Piaggio Pilatus Raytheon Rockwell SAAB Electro-Pneumatic System: A long time tradition at Honeywell and in the aerospace industry, the Electro- Pneumatic system has led the industry by providing customers with high quality pneumatic solutions. Engines, Systems & Services Engines, Systems & Accessories Honeywell International Inc N. Oracle Road Tucson, AZ Tel: N May Honeywell International Inc.

39 G650 Cabin Pressure Control System (CPCS) Description The purpose of the G650 CPCS is to supply a safe, comfortable environment for the flightcrew and passengers throughout the aircraft flight. To do this, the CPCS controls the flow of conditioned air, supplied by the environmental control system (ECS), through and out of the aircraft. The flow of air is controlled so that the aircraft cabin is kept at an effective altitude that gives the necessary comfort and safety. The rate of change of the cabin altitude is also controlled so that flightcrew and passenger discomfort is minimized. To control the cabin altitude and the cabin altitude rate of change, the CPCS includes these primary Honeywell-supplied components: - Cabin Pressure Controller (CPC) - Thrust Recovery Outflow Valve (TROV) - Cabin Pressure Control Panel (CPCP) - Pressure Relief Valve (PRV) - Cabin Air Filter Figure 1 is a diagram of the CPCS and shows the relationships of the primary components. The CPCS is designed to the specifications of the Gulfstream G650 aircraft. Table 1 lists some of the important specifications, such as aircraft ceiling, pressurized volume, and the necessary pressure relief limits to protect the aircraft structure. The CPCS has several modes of operation, but usually operates in the automatic mode and no flightcrew actions are necessary during the flight. If there is a system failure, or if the flightcrew finds it necessary to manually operate the CPCS, the CPCS has controls that allow the flightcrew to give inputs to the CPCS. The cabin pressure controller (CPC) and the thrust recovery outflow valve (TROV) are the two primary components that are used when the CPCS is in the automatic mode of operation. The CPC contains the pressure sensors and software that are used to keep the cabin pressure on the necessary pressurization schedule and at the correct altitude rate of change. The TROV has doors which are opened and closed in response to commands from the CPC. The position of the doors is used to control the airflow out of the aircraft. As airflow increases or decreases, the cabin pressure is set to the schedule in the CPC. The cabin pressure control panel (CPCP) is used if the flightcrew finds it necessary to manually control the cabin pressure. The CPCP allows the flightcrew to select the CPCS mode of operation, and to control and monitor the position of the TROV in the manual mode. The pressure relief valve (PRV) is used by the CPCS to give positive pressure relief in case the differential pressure between the cabin and the atmosphere approaches an unsafe value. The differential pressure ( P) is usually kept in limits by the CPC, but the PRV gives protection if the CPC cannot control the P. The PRV also gives negative differential pressure relief in case the atmospheric pressure is more than

40 cabin pressure. A third function of the PRV is to depressurize the cabin after the aircraft lands. The CPC commands both the PRV and the TROV to open so that the P is at minimum after the landing is complete. Besides the primary components, there are customer furnished components that are used by the CPCS. The CPCS interfaces with the standby multifunction controller (SMC) to receive flight crew selected aircraft & cabin altitude, landing field elevation, barometric correction and cabin rate. Figure 1.

41 Table 1 - Operating Specifications The physical and operational characteristics of the CPCS are listed below. Aircraft Parameters - approximately: Ceiling: Pressurized Volume (net): ECS Airflow: Temperature Range: ft 2175 cu ft 90 lb/min sea level) Cabin -15 to +70ºC Ambient -55 to +70ºC CPCS Parameters - approximately: Cabin Altitude at Aircraft Ceiling: Cabin Climb Rate (automatic mode): Cabin Descent Rate (automatic mode): Landing Altitude Accuracy: Cabin Altitude Limiting (electronic): Differential Pressure Limits: Ground Mode Positive (electronic) Negative (electronic) Positive (pneumatic) 4850 ft 500 slfpm 300 slfpm ±50 ft 8000 to ft, depending on landing elevation psid maximum psid 0.25 psid ±0.10 psid (primary) ±0.10 psid (secondary)

42 Component Level Descriptions, G650 CPCS A. Cabin Pressure Controller The CPC is the primary component of the CPCS and, in the automatic and semiautomatic modes of operation, controls the position of the TROV. The position of the TROV is used by the CPC to set the cabin pressure and keep the pressure in limits. The CPC also gives messages to the flightcrew through the EICAS and monitors the CPCS with built in tests. The CPC has two channels and both channels include a pressure transducer, operating system software, and the necessary circuitry to interface the CPC channels to the external systems. Figure 2 is an external view of the CPC To find the correct mode of operation and to control the cabin pressure, the CPC receives both discrete and data bus signals from CPCS components and external systems that give this information. - Flightcrew-selected mode (CPCP) and inputs (SMC) - Aircraft altitude and barometric correction (Air Data System) - Landing field elevation and aircraft groundspeed (FMS) - Engine and APU run status (through the FMS) - Door and throttle positions (switches) - Actual cabin altitude (CPAM). The CPCS is a control system that, in the automatic and semi-automatic modes, includes both a major outer open loop and a minor inner closed loop. The outer loop includes atmospheric pressure (from the Air Data System) and the cabin pressure, which is measured by the CPC transducer. These two pressures are compared and, if the cabin pressure does not match the software schedule in the CPC for the current flight conditions, an error signal (speed command) is sent to the TROV. The TROV, which along with the CPC is in the inner loop, moves so that the airflow out of the cabin changes to set the correct cabin pressure. The CPC does tests of itself and the other CPCS components with built-in-tests (BIT tests). The front of the CPC includes LED indicators which come on when a failure is found in a CPCS component. The LED indicators are labeled: - OFV (TROV) - PRV - CPCP - CH1 (CPC Channel 1) - CH2 (CPC Channel 2). If the CH1 or CH2 indicator is on, the failure can be in the CPC or in an external system.

43 Figure 2 CPC B. Thrust Recovery Outflow Valve The TROV is the primary exhaust path for pressurization airflow out of the aircraft. Doors on the TROV are moved so that the effective area of the exhaust path opening is increased or decreased to control the amount of airflow. The amount of airflow is used to pressurize and depressurize the cabin. In addition to the control of exhaust airflow, the TROV is used recover some of the thrust lost by the main engines as bleed air is routed to the ECS. The TROV is also used, along with the safety valve, to keep the cabin pressure differential at minimum during unpressurized ground operation. The TROV includes two primary components: the door assembly and the electromechanical actuator. See Figure 3. The door assembly includes two doors which are moved by the electromechanical actuator. A system of linkages and a crank arm allow an output shaft on the actuator to move the doors. A rain shield is attached to the door assembly to keep water out of the valve area. The electromechanical actuator includes several motors, electrical components, and the gear train that is used to move the door linkage. There are two AC motors and one DC motor on the actuator. The two AC motors receive inputs from the two CPC channels. The DC motor receives inputs from the CPCP.

44 When the CPCS is in the automatic or semi-automatic mode, the TROV is controlled by the CPC. The CPC uses the TROV to set the cabin pressure so that it follows the cabin pressurization schedule. Each channel of the CPC controls its own AC motor on the TROV, but only the active CPC channel and motor is used. Speed commands are sent from the CPC to the applicable motor circuit in the TROV to move the doors. Position feedback from the TROV is sent to the CPC so that the doors are controlled to the correct position. Limit switches in the electromechanical actuator prevent over-travel by the actuator. When the CPCS is in the manual mode, the TROV is controlled by the flightcrew through the CPCP. The manual mode allows the flightcrew to control the position of the doors by the manual control switch on the CPCP. The output from the CPCP is sent to the DC motor on the electromechanical actuator. The position of the TROV can be monitored by the valve position indicator on the CPCP. Figure 3 TROV

45 C. Cabin Pressure Control Panel The CPCP is used by the flightcrew to select the CPCS mode of operation. The CPCS is usually used in the automatic mode of operation, but the manual and semiautomatic modes can also be selected. The CPCP includes these controls and indicators (see Figure 4): - AUTO/SEMI Pushbutton Switch - FAULT/MANUAL Pushbutton Switch - Manual Control Switch - Motor Power Indicator Lamp - FLIGHT/LANDING Pushbutton Switch - Valve Position Meter. The AUTO/SEMI, FAULT/MANUAL, and FLIGHT/LANDING pushbutton switches are also indicator lamps. The applicable lamp comes on to indicate either the mode of operation or a fault. The AUTO/SEMI and FLIGHT/LANDING pushbutton switches are momentary switches that do not mechanically latch. The FAULT/MANUAL pushbutton switch is a push-push switch that mechanically latches. The CPCS is usually operated in the automatic mode. When electrical power is applied to the CPCS, the AUTO lamp in the AUTO/SEMI pushbutton switch will come on. If the flightcrew finds it necessary to use the SMC to give inputs to the CPCS, the AUTO/SEMI pushbutton switch is pushed. The AUTO lamp will go off and the SEMI lamp will come on. The FAULT/MANUAL pushbutton switch is used when the flightcrew finds it necessary to operate the system in the manual mode. The manual mode is usually used when there is a CPCS failure that disables both channels of the CPC. In this case, the FAULT lamp in the FAULT/MANUAL pushbutton switch comes on as an indication that the manual mode should be selected. When manual is selected, the MANUAL lamp will come on, the FAULT lamp will go off, and the AUTO or SEMI lamp will go off. When the manual mode of operation is selected, the manual control switch is used to control the position of the TROV. The manual control switch is spring-loaded to the center position (HOLD) and, in this position, the TROV does not move. When the switch is moves toward the DESCEND or CLIMB position, the TROV will move toward the closed or open position. As the switch is turned closer to the counterclockwise or clockwise limit, the TROV will close or open faster. The switch will return to the HOLD position when it is released. When MANUAL is selected on the CPCP, the amber motor power indicator lamp will come on. With the manual control knob in the HOLD position, the lamp is steady and does not blink. When the TROV is moved with the manual control switch, the lamp blinks at a rate that is proportional to the speed of the TROV. The lamp will appear dimmer as it blinks faster because its average intensity decreases. The FLIGHT/LANDING pushbutton switch can be used by the flightcrew to manually put the CPCS in the flight or landing mode of flight. The flight or landing mode is usually set automatically by the CPC and the applicable lamp in the switch is turned

46 on as the system changes modes. If the flightcrew pushes the switch, the FLIGHT or LANDING lamp will come on to indicate the selection. The valve position meter shows the approximate position of the TROV. The mode of operation has no effect on the meter and the flightcrew can estimate the position of the TROV at any time. The CPC has two channels and the CPCP can be used to manually switch the channels. To do this, the FAULT/MANUAL pushbutton switch is pushed to put the CPCS in the manual mode and then pushed again to return the CPCS to the automatic mode. The alternate CPC channel will then be active. The FAULT/MANUAL pushbutton switch is also used to clear CPCS faults. When the manual mode is selected and then de-selected, any faults in the CPCS are cleared. Figure 4 CPCP

47 D. Pressure Relief Valve The primary purpose of the PRV is to give positive P relief in case the CPC electronic P limits are exceeded. The PRV also gives negative P relief. A third function of the PRV is to help depressurize the aircraft after it lands. Except for the depressurization function, the operation of the PRV is fully pneumatic and separate from the rest of the CPCS. The only connection between the PRV and the CPCS is the wiring that allows the CPC to open the PRV during on-ground depressurization. Figure 5 shows the external components of the PRV that are used to control operation of the PRV. The poppet shown in Figure 5 is the primary component of the PRV. The position of the poppet controls airflow from the cabin to the atmosphere through the PRV. The poppet is usually closed, except when pressure relief is necessary (positive or negative) or during on-ground depressurization. To control the position of the poppet during positive pressure relief, the PRV includes an internal control chamber (head) above the poppet. If the pressure in the control head becomes less than atmospheric pressure, the atmospheric pressure will push the poppet open so that cabin air flows out through the PRV. The pressure in the control head is controlled by metering sections which are operated by the P between the cabin pressure and the atmospheric pressure. These pressures are supplied to the metering sections through the cabin pressure and atmospheric pressure ports shown in Figure 5. When the P reaches the metering section limits, a poppet in the applicable metering section opens and allows air to flow out of the control head to the atmosphere. This reduces the pressure in the head and allows the poppet shown in Figure 5 to be pushed open. To give negative P relief, the operation of the PRV is completely passive. The metering sections are not used. When atmospheric pressure is more than cabin pressure, the PRV poppet is pushed open and atmospheric air flows through the PRV to the cabin. As the cabin pressure increases, the force on the poppet is reduced and the poppet closes. For the on-ground depressurization function, the PRV is controlled by the CPC. The solenoid-operated air shutoff valve shown in Figure 5 is opened by 28 Vdc from the CPC and gives a path for control head air to the jet ejector shown in Figure 5. To reduce the control head pressure, a jet ejector is used which is supplied with airflow from the ECS. The Bernoulli-effect caused by the airflow through the jet ejector reduces the control head pressure and allows atmospheric air pressure to push the PRV poppet open. Cabin air then flows out through the PRV. An air check valve is used to set the pressure at which the control head air will flow out through the jet ejector. A remotely-attached Cabin Air Filter (not shown) is pneumatically connected to the cabin pressure port shown next to the metering sections. The filter is used to clean the cabin air that flows through the PRV. As shown in Figure 5, a debris screen is used to keep objects out of the poppet area.

48 The PRV includes two metering sections to give redundancy. The primary metering section controls the poppet to open at a P of 10.9 PSID, and the secondary will control the poppet open at a P of PSID. Figure 5 - PRV

49 Air and Thermal Systems Efficient and cost-effective integrated air management and control solutions

50 Proven to deliver highly reliable and efficient operation with lower total costs of ownership for aircraft operators. Cost-effectively optimizing pas Honeywell designs and manufactures a broad range of integrated Air and Thermal System (A&TS) that provide efficient cabin air conditioning and temperature control, aircraft pressure control, and fuel tank inerting for commercial aircraft. Featuring advanced functionality for optimal system performance, our electric and pneumatic systems improve passenger comfort and safety while minimizing operator cost of ownership. Cabin Air Management Systems Our lightweight and highly efficient air and thermal management solutions monitor and control cabin temperature and air flow in the cockpit, passenger, and cargo areas and provide cooling for avionics. They also manage the aircraft s engine bleed air and provide ice protection for flight control surfaces. Air Source Systems engine bleed and non-bleed architectures that precondition air temperature, pressure and quality coming into the aircraft s air conditioning system. Air Conditioning Systems air and vapor cycle solutions that control cabin temperature, remove humidity, and optimize fresh and recirculated air flow rates for an improved cabin environment. Anti-Ice Systems prevents ice build-up on engine cowl and flight control surfaces for improved flight safety. Cabin Pressure Control Systems As a pioneer in cabin pressure control system development, Honeywell leads the industry in highly reliable solutions that monitor and maintain aircraft cabin pressure to required levels for enhanced passenger comfort and safety while providing lower aircraft operating costs. Thrust Recovery System maximizes aircraft range and minimizes fuel penalty by using an all-electric out-flow valve to direct overboard air in the aft direction to recover thrust. Dual and Single Auto Channel Smart Valve System advanced design for use with integrated avionic systems that combines control and monitoring functions into a compact, fully electric out-flow valve package. Electro-Pneumatic System high quality, and reliable pneumatic valve solution for controlling aircraft cabin pressure. Air Conditioning Pack Flow Control Valve

51 senger comfort and safety Gas Processing Systems Our integrated on-board solutions improve flight safety through highly reliable and efficient gas processing technologies. On-Board Inert Gas Generating Systems (OBIGGS) FAA approved system that improves aircraft safety by reducing the risk of fuel tank explosions. Extended Mechanical Systems Perimeters Honeywell provides integrated, multi-ata chapter solutions that include these Air and Thermal Systems along with Auxiliary Power Systems and Primary and Secondary Electric Power Systems. These extended perimeter solutions create additional aircraft-level value through increased system performance and reduced weight. Airframe Components From fans and controllers to power units and heat exchangers, Honeywell delivers a complete range of A&TS components that increase the functionality of integrated systems, reduce weight, and improve overall system performance for safer, more efficient and reliable aircraft operation. Fans and Blowers Compressors and Pumps Air Cycle Machines Heat Exchangers and Water Separators High Power Motors and Controllers Ozone Converters and Hydrocarbon Burners Actuators Airframe Valves Pressure, Temperature and Flow Sensors Key Benefits Proven A&TS design and development capability Innovative technologies increase system efficiency and performance Solutions designed to reduce operating costs and improve reliability Comprehensive offering of integrated and federated systems in electric and electro-pneumatic configurations Leading developer and integrator of More Electric Aircraft A&TS architectures Global repair service, logistics and customer support network OBIGGS Thermal Control Unit Heat Exchanger

52 Honeywell Aerospace Honeywell is a leading global provider of integrated avionics, engines, wheels and brakes systems and service solutions for aircraft manufacturers, airlines, business and general aviation, military, space and airport operations. For more information on Honeywell Aerospace, visit us online at Global Network of Support Services Honeywell s resources span the Americas, Europe, Middle East, Africa, Asia and the South Pacific to deliver dedicated 24/7 service support. As a world leader in aviation aftermarket services, our global repair centers, logistics network and field services engineering teams are able to quickly repair, supply, and warranty equipment whenever and wherever it is needed. Honeywell Aerospace Honeywell 1944 East Sky Harbor Circle Phoenix, Arizona North America: International: C November Honeywell International Inc.

53 Environmental Control System Honeywell is a leading supplier of environmental controls. Honeywell is a pioneer in bleed air energy conservation, foil air bearing technology for cooling turbines, lightweight materials and design concepts for heat exchangers and package design techniques for installation. Honeywell designs and manufactures a diverse portfolio of electronic controls and sensors for integrated environmental control systems. These systems monitor and control cabin temperature and pressure in the cockpit, passenger, and cargo areas and provide cooling for avionics. They also manage the aircraft s engine bleed air systems and pneumatic de-icing systems. Our systems feature advanced functionality, including fault isolation and annunciation using digital technology. Honeywell also offers a variety of controls and sensors for both air cycle and vapor cycle systems.

54 G650 ENVIRONMENTAL CONTROL SYSTEM COMPONENTS Overview The G650 Environmental Control System (ECS) receives high temperature bleed air from the two main engines or the Auxiliary Power Unit (APU) to provide conditioned air to the cockpit and cabin for pressurization, heating and cooling. The ECS creates a supply of cool, de-humidified air to maintain selected temperatures and ventilation rates within the cockpit zone and cabin zone. The conditioned air also provides aircraft pressurization and cooling air for the avionics. The ECS introduces cabin air inflow into the cabin while the Cabin Pressure Control System (CPCS) controls the amount of air that is exhausted from the cabin. The ECS is comprised of the Line-Replaceable Units (LRUs) listed in the table below. The LRUs are certified as part of the airplane type certificate. Items denoted NHS (Not Honeywell Supplied) are not supplied by Honeywell but are necessary elements of the overall ECS. The ECS components may be categorized into three functional groupings- bleed air control; wing anti-ice control; and air conditioning and distribution. Bleed Air Control LIST OF ECS LINE REPLACEABLE UNITS (LRUs) Item No. Part No. Component High Stage Valve Mid Stage Check Valve Manifold Pressure Regulator Valve Precooler Inlet Temp Sensor Precooler (Left) Precooler (Right) Fan Air Valve Manifold Pressure Sensor Precooler Outlet Temp Sensor Isolation Valve APU Check Valve Ground Connection Check Valve Bleed Air Controller Wing Anti-Ice Control Item No. Part No. Component Wing Anti-Ice Valve Wing Anti-Ice Temperature Sensor 2-3 NHS Wing Anti-Ice Over Temperature Switch (180 o F) 2-4 NHS Wing Anti-Ice Over/ Under Temperature Switch

55 Air Conditioning and Distribution LIST OF ECS LINE REPLACEABLE UNITS (LRUs) (Cont d) Item No. Part No. Component Pack Inlet Valve 3-2 NHS Ozone Converter Air Conditioning Pack 3-3A Air Cycle Machine 3-3B Primary Heat Exchanger 3-3B Secondary Heat Exchanger 3-3C Diffuser Plenum Assembly 3-3D Reheater/ Condenser 3-3E Water Extractor 3-3F Turbine Inlet Control Valve 3-3G Low Limit Valve 3-3H Compressor Outlet Temperature Sensor 3-3I Turbine Inlet Temperature Sensor 3-3J Compressor Bypass Check Valve 3-3K Turbine Bypass Valve 3-3L Servo Pressure Regulator Pack Outlet Temp Sensor Water Spray Nozzle Ram Air Check Valve Supply Air Check Valve Zone Trim Air Check Valve Trim Air Valve Overheat Thermostat Zone Supply Zone Supply Temperature Sensor Zone Temperature Sensor Zone Temperature Selector Air Conditioning Controller (ACC) Baggage Compartment Vent Check Valve Solenoid Shut Off Valve Cockpit Temperature Sensor 3-18 NHS Water Separator Drain Strainer Assembly Zone Supply Check Valve 3-20 NHS Trim Air Valve Muscle Line Filter The bleed-air control subsystem of the ECS controls the pressure and temperature of air bled from the engine or APU before it is introduced into the wing anti-ice control subsystem and the air conditioning and distribution subsystem. The wing anti-ice control subsystem takes bleed air and modulates the flow

56 of bleed air to the left and right wing anti-ice ducting. The air conditioning and distribution subsystem controls the temperature of the flight deck and cabin environments. Environmental Control Unit (ECU) The heart of the ECS is the Environmental Control Unit (ECU), commonly referred to as the air conditioning pack. The ECU includes a three wheel air cycle machine (ACM), a high pressure water extractor, primary and secondary heat exchangers, a reheater/condenser heat exchanger, a low limit valve, a turbine inlet temperature control valve, a compressor bypass check valve and a compressor outlet temperature sensor. ECU Operation G650 Environmental Control Unit Cooling is done by two methods; heat transfer within the primary and secondary heat exchangers, and compression with rapid expansion through the ACM. During ECS operation, regulated bleed air enters the ECU where it passes through the bleed air inlet of the primary heat exchanger (see ECU schematic on following page). Induced air or ram air is ducted through the ram air inlet of the heat exchanger, cooling the bleed air. The cooled bleed air then enters the compressor section of the ACM, where the air is compressed to approximately 1.5 times the inlet pressure. If the compressor discharge pressure is less than the inlet pressure, the air will bypass the compressor section through the compressor bypass check valve and go directly into the secondary heat exchanger. The temperature of the air flowing into the inlet of the secondary heat exchanger is sensed by the compressor outlet temperature sensor and a signal is sent to the air management system controller. Some of the compressor discharge air will be bypassed into the turbine inlet by the turbine inlet temperature control valve to hold turbine inlet temperature above a preset level. Most of the compressor discharge air is ducted through the secondary heat exchanger where additional heat is removed by induced air or ram air.

57 The induced air or ram air is then ducted overboard through the fan air plenum and fan plenum check valve. The induced airflow is supplied by the fan on the ACM during ground operation. In the flight mode, most of the ram air bypasses the fan through the fan plenum check valve. G650 Environmental Control Unit Schematic The cooled compressed air exiting the secondary heat exchanger then enters the reheater portion of the reheater/condenser where it is cooled by air flowing out of the water extractor. The air then flows through the condenser portion where it is cooled further by turbine discharge air. The cold air then flows into the water extractor where entrained moisture is centrifugally removed. Air pressure forces the condensed moisture out of the water extractor, through a drain strainer and out of the pack. The air then passes through the reheater again, gaining temperature to vaporize any remaining moisture. The air then flows into the turbine section of the ACM where it is permitted to expand, decreasing its temperature. As the air moves across the turbine wheel, it generates power to drive the compressor and fan wheels of the ACM, which share a common shaft. The energy removed by forcing the turbine airflow to do work causes a substantial decrease in temperature, and can result in turbine discharge air temperatures well below freezing. The low limit valve adds some hot bleed air to the cold turbine discharge air to prevent ice formation in the condenser. The mixed air flows through the condenser portion of the reheater/condenser again. The conditioned air exiting the condenser is then mixed with warm air to achieve the desired cockpit and cabin temperature.

58 Mark V Enhanced Ground Proximity Warning System The Honeywell Enhanced Ground Proximity Warning System (EGPWS) provides comprehensive flight safety. The system uses a highly integrated and field-proven combination of classic Controlled Flight Into Terrain (CFIT) modes and enhanced terrain look-ahead capabilities to provide superior performance. Honeywell EGPWS maximizes safety across a broad range of flight conditions by keeping more layers of protection active, thus providing more warning time for pilots to execute a safe recovery. EGPWS uses aircraft inputs such as position, attitude, air speed and glideslope, which along with internal terrain, obstacles, and airport databases predict a potential conflict between the aircraft's flight path and terrain or an obstacle. The result is a visual and audio caution or warning alert. When coupled with display, the surrounding terrain can be viewed relative to the aircraft position, providing strategic terrain information up to 30 minutes before a potential terrain conflict. G650 Operators Handbook

59 EGPWS Features 1. Obstacles Database - Visual and aural alerts for flight into obstacles, i.e. towers. 2. Peaks Mode - Displays high terrain that is more than 2,000 ft. below the aircraft. It provides situational awareness during initial descent, rapid decompression / descent to breathable altitudes, engine out drift down, free flight off airway and WX diversions. 3. Geometric Altitude - Provide MSL Altitude for correct terrain reference and Look Ahead Algorithms. Independent of atmospheric errors, temperature, non-standard atmosphere, incorrect altimeter settings and use of qfe / qnh. Operates with impaired static pressure and can provide backup to pressure altitude for pilot on FMS. 4. Internal GPS Card - For retrofit of older generation aircraft lacking position input. 5. Automatic Runway "Picker" - Correctly selects intended runway to land without FMC Interface. Reduces CFIT risk at multiple runway airports when possibly landing short. 6. "Look Ahead" Alert/ Warning Algorithms - Increases alert time for flight into terrain at high ground speeds without nuisance alerts. 7. Obstacle/Terrain Clearance Floor - Based on Geometric Altitude above Field Elevation. Independent of radio altitude, it reduces the risk of landing short of runway. 8. Terrain Clearance Floor Cutoff - Improved alerting for landing short of runway. Requires GPS & WGS-84 runway threshold coordinates. 9. Automatic Altitude Callouts above Runway Field Elevation - Voice Callouts '1000', '500' (smart) that adhere to present cockpit procedures and helps add Altitude Awareness during approach & landing. 10. Improved GPWS Alert Modes 1, 2, 4 & 5 - Approximately 4X reduction in Unwanted Alerts. 11. Replaced Baro Alt with Geometric Altitude in GPWS Envelope Modulation Tables - Improves GPWS operation under temperature variation. 12. Pseudo Radio Altitude - Allows voting to determine correct radio altitude. Eliminates unwanted alerts caused by over-flight of other aircraft as in Reduced Vertical Separation Situations or holding. Also addresses heavy rain, hail and loss of radio altimeter tracking. 13. Envelope Modulation of "Look Ahead" Algorithms at Specific locations/airports - Improved effectiveness of timely alerts when needed and improved margins against unwanted alerts. 14. Low Temperature correction for some non-geometric Altitude Aircraft (FMS/IRS only) - Helps minimize effect of low outside temperature on Terrain Display and "Look Ahead" Algorithms. 15. "Bank Angle" callout to +30 when Autopilot Engaged (option) - Alerts pilot sooner when a slow progression of roll increases beyond the Normal Autopilot Maximum Bank Angle Limits. Lower setting used only when autopilot engaged. There have been numerous serious incidents, leading often to loss or near loss of control. 16. "Pitch Angle" callout for pitch attitudes over 30 nose up (with 1 per 1 /second advance for attitude above 20 nose up). - Helps alert the pilot that pitch up angle is exceeding a normal attitude range. Numerous incidents leading to loss or near loss of control through stall; e.g., classic wide bodies.

60 17. Self Test aural annunciation of Terrain data and Software revisions on first page and visually on Terrain Display - Helps customers quickly identify current status of Terrain Database and Software Version in the installed EGPWS. 18. Automatic Tilt Angle Control of Weather Radar - Helps maximize weather radar effectiveness and reduce clutter. Automatic (transparent to pilot) tilt down sweeps to maximize terrain "shadows" for auto terrain correlation and integrity purposes of Terrain Data. 19. Terrain Data Loading Instructions & Flight History Off Loading Instructions (decal on inside front cover). - Helps maintenance personnel to quickly load Terrain Data from PCMCIA cards and to quickly off load important Flight History.

61 Just How Effective is EGPWS? Significant progress has been made in reducing the CFIT (Controlled Flight Into Terrain) risk for large commercial jet aircraft in the USA, Europe, and other developed countries. In 2003, the averaged CFIT risk is less than one aircraft loss every 91 million departures. In 1974, the CFIT risk was about one large commercial jet aircraft loss every 0.8 million flights. The reduction in risk has been about 100 times over the 30 years! (Figure 1) Figure 1

62 The introduction of on-board windshear detection along with pilot training and a standard uniform recovery procedure further helped to reduce the frequency of CFIT accidents. These steps coupled with the installation of anemometers on the ground surrounding the airport area helped the controller identify and notify the pilots of possible windshear. The incidence of windshear accidents has almost been eliminated in spite of the real world weather environment. Doppler radar across the USA on the ground and predictive windshear systems added to large aircraft has further reduced the windshear risk. (Figure 2) Figure 2

63 In 1994, the FAA mandated the installation of GPWS into regional turbine aircraft with 10 or more passenger seats. Not one aircraft from that fleet of about 1600 aircraft has suffered a CFIT accident in the USA since. With over 36 million departures, the CFIT risk has been reduced by approximately 20 times! Statistically, there have been some 21 fewer CFIT accidents. The return on the investment in equipment and installation proved to be about 1 year. The total savings to date are probably better than $300 Million and many lives have been undoubtedly saved. The application of GPWS technology to regional turbine aircraft is a one example of how a simple technology coupled with a simple recovery procedure can significantly improve flight safety. (Figure 3) Figure 3

64 CFIT training for the pilot has paid great dividends in helping the pilot to recognize CFIT risks. Practice recovery training in the simulator helps reduce the reaction time and improve the recovery. The real world documented pilot response to a GPWS warning varies, but pilots respond rather quickly. Most respond to a terrain alert within two seconds when flying in instrument meteorological conditions (IMC) especially at night. (Figure 4) Figure 4

65 MarkV&VII 4pager.qxp 5/18/06 8:56 PM Page 1 Specifications Selectable Settings Select system settings on the Mark V and Mark VII EGPWS Mark V Mark VII Packaging 2 MCU, ARINC form factor 2 MCU, ARINC form factor Weight 7.5 pounds maximum computers to fit the operating environment of the aircraft. 8.0 pounds maximum Obstacle Awareness Enabled Dimensions (H x W x L) 7.9 x 2.4 x 12.8 inches 7.9 x 2.4 x 12.8 inches Voltage 115 VAC or 28 VDC 115 VAC or 28 VDC TAD Alternate Pop-up Power 15 watts normal operation 15 watts normal operation Smart Callout Enable Cooling Per ARINC 600-6, forced-air cooling not required Per ARINC 600-6, forced-air cooling not required Bank Angle Enable Environmental Meets RTCA DO-160C Meets RTCA DO-160C Windshear Caution Voice Disable 20,000 operating hours 30,000 operating hours Audio Declutter Disable Performance: MTBF EGPWS Audio Alerting Voice Select Meets RTCA DO-161A, Meets RTCA DO-161A, CAA Spec 14, ARINC CAA Spec 14, ARINC Lamp Format Meets RTCA DO-178B Meets RTCA Peaks Enable TAWS TSO-C151a, Class A TSO-C151a, Class A GPWS TSO-C92C TSO-C92C Windshear TSO-C117a TSO-C117a Databases updated via the front panel PCMCIA interface Databases updated via the front panel PCMCIA Software DO-178B EGPWS Self-Test Certifications: Data Loader Honeywell Mark V & Mark VII EGPWS Interchangeability One-way with Mark V GPWS One-way with Mark VII Glideslope Cancel Glideslope Inhibit Altitude Callout Enable Mode 6 Low Volume TAD and TCF Inhibit Audio Inhibit Features Steep Approach Enable Mark V and Mark VII Flap Override Mode 1 - Excessive Descent Rate Mode 2 - Excessive Closure to Terrain Mode 3 - Altitude Loss After Takeoff Proven. Safer. Better. Mode 4 - Unsafe Terrain Clearance Fly with confidence, knowing you ve partnered with a worldwide Mode 5 - Excessive Deviation Below Glideslope Mode 6 - Advisory Callouts Bank Angle, Altitude, and Smart 500 flight-safety leader. Honeywell delivers value, performance, Terrain Database Worldwide unmatched industry experience, and superior customer service Man-made Obstacles Worldwide you can depend on. Airport Runway Lengths 3,500 feet Mode 7 - Windshear Alerting Worldwide support Terrain Look-Ahead Alerting Terrain and Runway Clearance Floors With the most extensive and capable sales offices, field service Envelope Modulation Terrain Alerting and Display Auto Ranging and Auto Pop-up Enroute Terrain Display (Peaks) globe from the Americas to Europe, across the Middle East Aural Message Priority Weather Radar AutoTilt ARINC configuration Advanced flight-safety systems more than 800 installation service centers positioned around the Geometric Altitude RAAS engineers, distribution centers, repair and overhaul centers, and ENHANCED GROUND PROXIMITY WARNING SYSTEMS and Africa, and throughout the Asia-Pacific region Honeywell is Requires activation fee the worldwide force that keeps your fleet in the air 24/7/365. Internal GPS card option Displays: EFIS The Honeywell advantage Radar Indicator As part of a $30 billion multinational high-technology products Standalone and services company, Honeywell Aerospace draws upon a FMS CDU depth of knowledge, experience, and resources unmatched in the industry. We are a global leader in integrated avionics, engines, systems, and service solutions for aircraft manufacturers, airlines, business and general aviation, military, helicopters, space, and airport operations. Honeywell Aerospace 1944 E. Sky Harbor Circle Phoenix, AZ Toll Free: International: N Honeywell International Inc. Back Home For more information To learn more visit

66 MarkV&VII 4pager.qxp 5/18/06 8:56 PM Page 2 Proven performance Advanced safety features Honeywell s Mark V and Mark VII Mark V and Mark VII EGPWS are Class A Enhanced Ground Proximity Warning TAWS systems specifically engineered Systems (EGPWS) are among the most for turbofan aircraft more commonly used advanced and powerful Class A Terrain for commercial air transport, Awareness and Warning Systems regional/commuter airlines, business jets, gear not in landing configuration, situational awareness, minimizing the risk (TAWS) available to protect against and military transport aircraft. Mark V is excessive bank angle, and altitude. of runway incursions and reducing Controlled Flight into Terrain (CFIT). designed for newer digital avionics Built on more than 30 years of expertise, platforms; Mark VII is designed for earlier these top-of-the-line systems deliver high analog systems. Both systems are performance, precision, and reliability for installed by every major aircraft OEM Honeywell s very best EGPWS retrofit or new aircraft. and can be easily retrofitted into existing The most advanced EGPWS systems on aircraft. the market, delivering maximum safety well. With certifications on almost every aircraft type, Honeywell s EGPWS has recorded more than 30 saves, has the longest service life in the category (up to 30,000 flight hours MTBF), and the lowest nuisance rate (less than 1 alert in 150,000 hours). Plus, we offer around-the clock expert service and support worldwide and free software and terrain database updates are standard. You can altitude. Honeywell s Runway Awareness and Terrain clearance floor alerts on Advisory System (RAAS) presents a approach and landing. OVER Alerts for glideslope deviation, flaps or operational costs. As the only safety system of its kind, RAAS is an optional aircraft is on a non-precision approach. software upgrade for commercial aircraft Mark V EGPWS: the digital solution Mark V and Mark VII offer three The EGPWS computer utilizes primarily potentially life-saving capabilities: digital avionics input to provide alerts Windshear detection and warnings. The internal database The most dangerous windshear condition is vertical windshear caused by air that blasts down from thunderstorms which can literally push a plane into the ground. Mark V and VII systems offer windshear detection alerts and warnings that alert pilots to help avoid such conditions. AutoTilt weather radar system Radar AutoTilt fitted with Honeywell Mark V and VII UNDER SCAN EGPWS units. This quick, cost-effective upgrade activates features in existing Without AutoTilt, a pilot may have to manually adjust the angle up to 40 times during climb to obtain the same accuracy. If the antenna is aimed too low, the display will show mainly ground. If it is aimed too high, significant weather will be overscanned and missed. EGPWS computers starting with software. It provides extra protection against runway incursions or accidents without downtime and expensive changes to the flight deck. RAAS can be When pilots encounter bad weather, their standardized across an aircraft fleet as a attention is sometimes focused on other cost-effective and economical solution worldwide. With ARINC 429 input from critical tasks. Honeywell s patented for reducing the risk of runway an AHRS or IRS, the Mark V can also terrain-based AutoTilt keeps the radar includes terrain, airports with runways greater than 3,500 feet, and obstacles Runway Awareness and Advisory System (optional upgrade) Protection from windshear provide reactive windshear alerts and Mark V and Mark VII EGPWS protects warnings. your planes from windshear a violent functioning at its optimum and reduces and sudden downdraft that can be fatal rely on Honeywell systems to pay off Mark VII EGPWS: State-of-the-art equipment for analog avionics over the long haul. Identical in performance to the Mark V, protection and peace of mind from this the Mark VII interfaces with analog invisible threat. to aircraft. Honeywell systems provide avionics systems and also provides reactive windshear alerts and warnings For larger aircraft, windshear accidents utilizing input from an IRS or a bi-axial occur most often during landing and accelerometer. takeoff, while for business jets and Superior situational awareness and safety more likely during approach to landing. By combining extensive GPWS features Windshear Alert System and Terminal with state-of-the-art navigation and Doppler Weather Radar provide Honeywell s worldwide terrain, airport windshear alerts; however, not all. and obstacle database, the Mark V and However, not all airports have such VII each provide: equipment, making on-board equipment Aural and visual display of threatening critical. The windshear detection Look-ahead warnings based on aircraft flight profile, aircraft pilot workload during some of the busiest When warranted, RAAS will use voice times of flight. The EGPWS database advisories to make pilots aware of vital supplies information about the elevation runway information, allowing them to of terrain ahead of the aircraft (within the avoid a wide range of potential ground- selected radar display range) and based incursions. The logic algorithms AutoTilt adjusts the antenna tilt angle then determine the appropriate automatically and continuously. This sequence and timing, adjusting advisory avoids situations where the radar distances based upon aircraft significant weather ahead of the aircraft (as can happen when climbing) or is aimed too low, so ground clutter At larger airports, the Low Level obscures the weather picture. The AutoTilt function uses terrain elevation data to continuously and automatically adjust the tilt setting to ensure the antenna is aimed directly at the weather rather than the sky above or the ground below so pilots get an accurate picture of the weather ahead. groundspeed to maximize and enhance crew reaction time. capabilities built into every Mark V and VII provide that protection wherever you may fly. RAAS a software-only upgrade to the Mark V and VII EGPWS is already making planes as safe on the ground as they are in the air. Visit Back Home terrain and obstacles. incursions. OPTIMUM antenna is aimed too high and misses general aviation, such accidents are FAA and JAA certifications for almost any aircraft allow for streamlined installation, short downtimes, and few engineering modifications to maximize your return on investment. viable safety solution that improves pilot A smart 500-feet callout when the and system redundancy, Honeywell's Not only does EGPWS protect your aircraft, it protects your bottom line as RAAS makes planes as safe on the ground as they are in the air. performance, terrain, obstacles, and

67 Proven performance Advanced safety features Honeywell s Mark V and Mark VII Mark V and Mark VII EGPWS are Class A Enhanced Ground Proximity Warning TAWS systems specifically engineered Systems (EGPWS) are among the most for turbofan aircraft more commonly used advanced and powerful Class A Terrain for commercial air transport, Awareness and Warning Systems regional/commuter airlines, business jets, gear not in landing configuration, situational awareness, minimizing the risk (TAWS) available to protect against and military transport aircraft. Mark V is excessive bank angle, and altitude. of runway incursions and reducing Controlled Flight into Terrain (CFIT). designed for newer digital avionics Built on more than 30 years of expertise, platforms; Mark VII is designed for earlier these top-of-the-line systems deliver high analog systems. Both systems are performance, precision, and reliability for installed by every major aircraft OEM Honeywell s very best EGPWS retrofit or new aircraft. and can be easily retrofitted into existing The most advanced EGPWS systems on aircraft. the market, delivering maximum safety well. With certifications on almost every aircraft type, Honeywell s EGPWS has recorded more than 30 saves, has the longest service life in the category (up to 30,000 flight hours MTBF), and the lowest nuisance rate (less than 1 alert in 150,000 hours). Plus, we offer around-the clock expert service and support worldwide and free software and terrain database updates are standard. You can OVER Alerts for glideslope deviation, flaps or viable safety solution that improves pilot operational costs. As the only safety A smart 500-feet callout when the system of its kind, RAAS is an optional aircraft is on a non-precision approach. software upgrade for commercial aircraft Mark V and Mark VII offer three The EGPWS computer utilizes primarily potentially life-saving capabilities: digital avionics input to provide alerts Windshear detection Radar AutoTilt The most dangerous windshear condition is vertical windshear caused by air that blasts down from thunderstorms which can literally push a plane into the ground. Mark V and VII systems offer windshear detection alerts and warnings that alert pilots to help avoid such conditions. AutoTilt weather radar system fitted with Honeywell Mark V and VII UNDER SCAN EGPWS units. This quick, cost-effective upgrade activates features in existing Without AutoTilt, a pilot may have to manually adjust the angle up to 40 times during climb to obtain the same accuracy. If the antenna is aimed too low, the display will show mainly ground. If it is aimed too high, significant weather will be overscanned and missed. EGPWS computers starting with software. It provides extra protection against runway incursions or accidents without downtime and expensive changes to the flight deck. RAAS can be When pilots encounter bad weather, their standardized across an aircraft fleet as a attention is sometimes focused on other cost-effective and economical solution worldwide. With ARINC 429 input from critical tasks. Honeywell s patented for reducing the risk of runway an AHRS or IRS, the Mark V can also terrain-based AutoTilt keeps the radar includes terrain, airports with runways greater than 3,500 feet, and obstacles Runway Awareness and Advisory System (optional upgrade) Protection from windshear provide reactive windshear alerts and Mark V and Mark VII EGPWS protects warnings. your planes from windshear a violent and sudden downdraft that can be fatal rely on Honeywell systems to pay off Mark VII EGPWS: State-of-the-art equipment for analog avionics over the long haul. Identical in performance to the Mark V, protection and peace of mind from this the Mark VII interfaces with analog invisible threat. to aircraft. Honeywell systems provide avionics systems and also provides reactive windshear alerts and warnings For larger aircraft, windshear accidents utilizing input from an IRS or a bi-axial occur most often during landing and accelerometer. takeoff, while for business jets and general aviation, such accidents are FAA and JAA certifications for almost any aircraft allow for streamlined installation, short downtimes, and few engineering modifications to maximize your return on investment. Advisory System (RAAS) presents a approach and landing. Mark V EGPWS: the digital solution and warnings. The internal database Honeywell s Runway Awareness and Superior situational awareness and safety more likely during approach to landing. By combining extensive GPWS features Windshear Alert System and Terminal with state-of-the-art navigation and Doppler Weather Radar provide Honeywell s worldwide terrain, airport windshear alerts; however, not all. and obstacle database, the Mark V and However, not all airports have such VII each provide: equipment, making on-board equipment Aural and visual display of threatening critical. The windshear detection terrain and obstacles. Look-ahead warnings based on aircraft flight profile, aircraft At larger airports, the Low Level functioning at its optimum and reduces incursions. OPTIMUM pilot workload during some of the busiest When warranted, RAAS will use voice times of flight. The EGPWS database advisories to make pilots aware of vital supplies information about the elevation runway information, allowing them to of terrain ahead of the aircraft (within the avoid a wide range of potential ground- selected radar display range) and based incursions. The logic algorithms AutoTilt adjusts the antenna tilt angle then determine the appropriate automatically and continuously. This sequence and timing, adjusting advisory avoids situations where the radar distances based upon aircraft antenna is aimed too high and misses significant weather ahead of the aircraft (as can happen when climbing) or is aimed too low, so ground clutter obscures the weather picture. The AutoTilt function uses terrain elevation data to continuously and automatically adjust the tilt setting to ensure the antenna is aimed directly at the weather rather than the sky above or the ground below so pilots get an accurate picture of the weather ahead. groundspeed to maximize and enhance crew reaction time. capabilities built into every Mark V and VII provide that protection wherever you may fly. RAAS a software-only upgrade to the Mark V and VII EGPWS is already making planes as safe on the ground as they are in the air. Visit Back Home aircraft, it protects your bottom line as altitude. Terrain clearance floor alerts on and system redundancy, Honeywell's Not only does EGPWS protect your RAAS makes planes as safe on the ground as they are in the air. performance, terrain, obstacles, and

68 Specifications Honeywell Mark V & Mark VII EGPWS Selectable Settings Select system settings on the Mark V and Mark VII EGPWS Mark V Mark VII Packaging 2 MCU, ARINC form factor 2 MCU, ARINC form factor Weight 7.5 pounds maximum computers to fit the operating environment of the aircraft. 8.0 pounds maximum Obstacle Awareness Enabled Dimensions (H x W x L) 7.9 x 2.4 x 12.8 inches 7.9 x 2.4 x 12.8 inches Voltage 115 VAC or 28 VDC 115 VAC or 28 VDC TAD Alternate Pop-up Power 15 watts normal operation 15 watts normal operation Smart Callout Enable Cooling Per ARINC 600-6, forced-air cooling not required Per ARINC 600-6, forced-air cooling not required Bank Angle Enable Environmental Meets RTCA DO-160C Meets RTCA DO-160C Windshear Caution Voice Disable 20,000 operating hours 30,000 operating hours Audio Declutter Disable Performance: MTBF EGPWS Audio Alerting Voice Select Meets RTCA DO-161A, Meets RTCA DO-161A, CAA Spec 14, ARINC CAA Spec 14, ARINC Lamp Format Meets RTCA DO-178B Meets RTCA Peaks Enable TAWS TSO-C151a, Class A TSO-C151a, Class A GPWS TSO-C92C TSO-C92C Windshear TSO-C117a TSO-C117a Databases updated via the front panel PCMCIA interface Databases updated via the front panel PCMCIA Software DO-178B EGPWS Self-Test Certifications: Data Loader Interchangeability One-way with Mark V GPWS One-way with Mark VII Glideslope Cancel Glideslope Inhibit Altitude Callout Enable Mode 6 Low Volume TAD and TCF Inhibit Audio Inhibit Features Steep Approach Enable Mark V and Mark VII Flap Override Mode 1 - Excessive Descent Rate Mode 2 - Excessive Closure to Terrain Mode 3 - Altitude Loss After Takeoff Proven. Safer. Better. Mode 4 - Unsafe Terrain Clearance Fly with confidence, knowing you ve partnered with a worldwide Mode 5 - Excessive Deviation Below Glideslope Mode 6 - Advisory Callouts Bank Angle, Altitude, and Smart 500 flight-safety leader. Honeywell delivers value, performance, Terrain Database Worldwide unmatched industry experience, and superior customer service Man-made Obstacles Worldwide you can depend on. Airport Runway Lengths 3,500 feet Mode 7 - Windshear Alerting Worldwide support Terrain Look-Ahead Alerting Terrain and Runway Clearance Floors Auto Ranging and Auto Pop-up Enroute Terrain Display (Peaks) globe from the Americas to Europe, across the Middle East Aural Message Priority Weather Radar AutoTilt ARINC configuration engineers, distribution centers, repair and overhaul centers, and more than 800 installation service centers positioned around the Geometric Altitude RAAS Advanced flight-safety systems With the most extensive and capable sales offices, field service Envelope Modulation Terrain Alerting and Display ENHANCED GROUND PROXIMITY WARNING SYSTEMS and Africa, and throughout the Asia-Pacific region Honeywell is Requires activation fee the worldwide force that keeps your fleet in the air 24/7/365. Internal GPS card option Displays: EFIS The Honeywell advantage Radar Indicator As part of a $30 billion multinational high-technology products Standalone and services company, Honeywell Aerospace draws upon a FMS CDU depth of knowledge, experience, and resources unmatched in the industry. We are a global leader in integrated avionics, engines, systems, and service solutions for aircraft manufacturers, airlines, business and general aviation, military, helicopters, space, and airport operations. Honeywell Aerospace 1944 E. Sky Harbor Circle Phoenix, AZ Toll Free: International: N Honeywell International Inc. Back Home For more information To learn more visit

69 MK V and MK VII Enhanced Ground Proximity Warning System Pilot's Guide Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 1

70 This document is an unpublished work Copyright 2001 Honeywell International Inc. All rights reserved This document and all information and expression contained herein are the property of Honeywell International Inc., and is provided to the recipient in confidence on a need to know basis. Your use of this document is strictly limited to a legitimate business purpose requiring the information contained therein. Your use of this document constitutes acceptance of these terms Rev. D - March MK V & MK VII EGPWS Pilot Guide

71 TABLE OF CONTENTS SECTION 1 Introduction... 4 SECTION 2 System Description... 7 SECTION 3 Operational Procedures SECTION 4 Definitions Request for Information Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 3

72 SECTION 1 Introduction What is the EGPWS? This Pilot Guide describes the functions and operation of the MKV and MKVII Enhanced Ground Proximity Warning System (EGPWS). The document is divided into four sections. Section 1 is this introduction and the following brief description of the EGPWS and its features. Section 2 provides a functional description of the EGPWS. This includes descriptions of the various system modes, Built-In Test (BIT) and monitoring functions, and system features. Section 3 provides general operating procedures to follow when the system gives a caution or warning alert. Section 4 provides definitions of terms used in this manual. This guide does not supercede FAA approved data, Flight Manuals, individual Operations Manuals, requirements, or procedures. Pilots should be thoroughly familiar with their own company policies, system configuration, requirements, and procedures with respect to the operation of aircraft with the EGPWS. The information in this document is intended as a general explanation of the Honeywell EGPWS. It contains a general description of system performance assuming identified options are active, and highlights deviations in system performance resulting when a feature is disabled. The EGPWS is a Terrain Awareness and Alerting system providing terrain alerting and display functions with additional features. The EGPWS uses aircraft inputs including geographic position, attitude, altitude, airspeed, and glideslope deviation. These are used with internal terrain, obstacles, and airport databases to predict a potential conflict between the aircraft flight path and terrain or an obstacle. A terrain or obstacle conflict results in the EGPWS providing a visual and audio caution or warning alert. Additionally, the EGPWS provides alerts for excessive glideslope deviation, too low with flaps or gear not in landing configuration, and optionally provides bank angle and altitude callouts based on system program pin selection. Detection of severe windshear conditions is also provided for selected aircraft types when enabled Rev. D - March MK V & MK VII EGPWS Pilot Guide

73 What is the EGPWS? continued The EGPWS incorporates several enhanced features: Terrain Alerting and Display (TAD) provides a graphic display of the surrounding terrain on the Weather Radar Indicator, EFIS, or a dedicated display. Based on the aircraft s position and the internal database, the terrain topography (within the display range selected) that is above or within 2000 feet below the aircraft altitude is presented on the system display. This feature is an option, enabled by program pins during installation. Peaks is a TAD supplemental feature providing additional terrain display features for enhanced situational awareness, independent of the aircraft s altitude. This includes digital elevations for the highest and lowest displayed terrain, additional elevation (color) bands, and a unique representation of 0 MSL elevation (sea level and its corresponding shoreline). This feature is an option, enabled by program pins during installation. Obstacles is a feature utilizing an obstacle database for obstacle conflict alerting and display. EGPWS caution and warning visual and audio alerts are provided when a conflict is detected. Additionally, when TAD is enabled, Obstacles are graphically displayed similar to terrain. This feature is an option, enabled by program pins during installation. A process feature called Envelope Modulation utilizes the internal database to tailor EGPWS alerts at certain geographic locations to reduce nuisance alerts and provide added protection. A Terrain Clearance Floor feature adds an additional element of protection by alerting the pilot of possible premature descent. This is intended for non-precision approaches and is based on the current aircraft position relative to the nearest runway. This feature is enabled with the TAD feature. In and later versions, a Runway Field Clearance Floor (RFCF) feature is included. This is similar to the TCF feature except that RFCF is based on the current aircraft position and height above the destination runway based on Geometric Altitude (see below). This provides improved protection at locations where the destination runway is significantly higher than the surrounding terrain Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 5

74 What is the EGPWS? continued Physical Description An Aural Declutter feature reduces the repetition of warning messages. This feature is optional, and may be disabled by system program pins during installation. Geometric Altitude, based on GPS altitude, is a computed pseudo-barometric altitude designed to reduce or eliminate altitude errors resulting from temperature extremes, nonstandard pressure altitude conditions, and altimeter miss-sets. This ensures an optimal EGPWS alerting and display capability. Some of these features have been added to the EGPWS as the system evolved and are not present in all Enhanced Ground Proximity Warning Computer (EGPWC) part numbers. For specific effectivity, refer to an applicable Airplane Flight Manual (AFM) or EGPWS Airplane Flight Manual Supplement (AFMS) or contact Honeywell for assistance. The EGPWC is packaged in a 2 MCU ARINC rack mounted enclosure weighing less than 8 lbs. No special vibration isolation mounting or forced air-cooling is required. 115 VAC (400 Hz.) or 28 VDC versions of the EGPWC are available. Units are also available with an internal GPS receiver for required GPS data when another GPS source is not available. For more detailed descriptions and information, contact Honeywell Rev. D - March MK V & MK VII EGPWS Pilot Guide

75 SECTION 2 System Description Enhanced Ground Proximity Warning System... 6 EGPWS Database... 6 Basic Functions: Mode 1 - Excessive Descent Rate... 8 Mode 2 - Excessive Closure to Terrain... 9 Mode 3 - Altitude Loss After Takeoff Mode 4 - Unsafe Terrain Clearance Mode 5 - Excessive Deviation Below Glideslope Mode 6 - Advisory Callouts Mode 7 - Windshear Alerting Enhanced Functions: Envelope Modulation Terrain Clearance Floor Runway Field Clearance Floor Terrain Look Ahead Alerting Terrain Alerting and Display Non-Peaks Display Pop-Up and Auto-Range Peaks Display Geometric Altitude Weather Radar Auto-Tilt Aural Message Priority System Inputs System Outputs Options Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 7

76 Enhanced Ground Proximity Warning System The EGPWS incorporates the functions of the basic Ground Proximity Warning System (GPWS). This includes the following alerting modes: EGPWS Database Additionally, Windshear alerting (Mode 7) is provided for specific aircraft types. Mode 7 provides windshear caution and/or warning alerts when an EGPWS windshear threshold is exceeded. The EGPWS adds to these 7 basic functions the ability to compare the aircraft position to an internal database and provide additional alerting and display capabilities for enhanced situational awareness and safety (hence the term Enhanced GPWS). The EGPWS internal database consists of four sub-sets: 1. A worldwide terrain database of varying degrees of resolution. 2. An obstacles database containing cataloged obstacles 100 feet or greater in height located within North America and portions of the Caribbean (expanding as data is obtained). 3. A worldwide airport database containing information on hard-surface runways 3500 feet or longer in length. For a specific list of the airports included, refer to Honeywell document or access on the Internet at website 4. An Envelope Modulation database to support the Envelope Modulation feature discussed later Rev. D - March MK V & MK VII EGPWS Pilot Guide

77 EGPWS Database continued Honeywell is constantly striving to improve the EGPWS database in content, resolution, and accuracy. Notification of a Database update is accomplished by Service Bulletin. Database updates are distributed on PCMCIA data cards and downloaded via a card slot in the front panel of each EGPWC. Contact Honeywell for additional information. Because the overwhelming majority of Controlled Flight Into Terrain (CFIT) accidents occur near an airport, and the fact that aircraft operate in close proximity to terrain near an airport, the terrain database contains higher resolution grids for airport areas. Lower resolution grids are used outside airport areas where aircraft enroute altitude make CFIT accidents less likely and terrain feature detail is less important to the flight crew. With the use of accurate GPS or FMS information, the EGPWS is provided present position, track, and ground speed. With this information the EGPWS is able to present a graphical plan view of the aircraft relative to the terrain and advise the flight crew of a potential conflict with the terrain or obstacle. Conflicts are recognized and alerts provided when terrain violates specific computed envelope boundaries on the projected flight path of the aircraft. Alerts are provided in the form of visual light annunciation of a caution or warning, audio enunciation based on the type of conflict, and color enhanced visual display of the terrain or obstacle relative to the forward look of the aircraft. The terrain display is provided on the Weather Radar Indicator, EFIS display, or a dedicated EGPWS display and may or may not be displayed automatically. The following sections provide functional descriptions of the EGPWS basic and enhanced functions and features, and system input and output requirements Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 9

78 BASIC FUNCTIONS: MODE 1 Excessive Descent Rate Mode 1 provides alerts for excessive descent rates with respect to altitude AGL and is active for all phases of flight. This mode has inner and outer alert boundaries as illustrated in the diagram and graph below. Penetration of the outer boundary activates the EGPWS caution "SINKRATE SINKRATE" "SINKRATE" "PULL UP" "PULLUP" Radio Altitude (FEET) "SINKRATE" 0 "PULL UP!" Descent Rate (FEET/MINUTE) Glideslope Deviation Bias lights and SINKRATE, SINKRATE alert enunciation. Additional SINKRATE, SINKRATE messages will occur for each 20% degradation. Penetration of the inner boundary activates the EGPWS warning lights and changes the audio message to PULL UP which repeats continuously until the inner warning boundary is exited. Note: Pull Up may be preceded by Whoop, Whoop in some configurations based on the audio menu option selected. If a valid ILS Glideslope front course is received and the aircraft is above the glideslope centerline, the outer (sinkrate) boundary is adjusted to desensitize the sinkrate alerting. This is to prevent unwanted alerts when the aircraft is safely capturing the glideslope (or repositioning to the centerline) from above the beam Rev. D - March MK V & MK VII EGPWS Pilot Guide

79 MODE 1 Continued Steep Approach Bias MODE 2 Excessive Closure to Terrain MODE 2A If the Aural Declutter feature is disabled, the sinkrate alert boundary remains fixed and the aural message SINKRATE repeats continuously until the outer boundary is exited. The EGPWS offers a Steep Approach option for given aircraft types that desensitizes the alert boundaries to permit steeper than normal approaches without unwanted alerts. Mode 2 provides alerts to help protect the aircraft from impacting the ground when rapidly rising terrain with respect to the aircraft is detected. Mode 2 is based on Radio Altitude and on how rapidly Radio Altitude is decreasing (closure rate). Mode 2 exists in two forms, 2A and 2B. Mode 2A is active during climbout, cruise, and initial approach (flaps not in the landing configuration and the aircraft not on glideslope centerline). If the aircraft penetrates the Mode 2A caution envelope, the aural message TERRAIN, TERRAIN is generated and cockpit EGPWS caution lights will illuminate. If the aircraft continues to penetrate the envelope, the EGPWS warning lights will illuminate and the aural warning message PULL UP is repeated continuously until the warning envelope is exited. Note: Pull Up may be preceded by Whoop, Whoop in some configurations based on the audio menu option selected. Upon exiting the warning envelope, if terrain clearance continues to decrease, the aural message TERRAIN will be given until the terrain clearance stops decreasing. In addition, the visual alert will remain on until the aircraft has gained 300 feet of barometric altitude, 45 seconds has elapsed, or landing flaps or the flap over-ride switch is activated Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 11

80 MODE 2A Continued The graph below shows how the upper boundary of the Mode 2 alert envelope varies as a function of the aircraft speed. As airspeed increases from 220 knots to 310 knots, the boundary expands to provide increased alert times at higher airspeeds. With version and later models, the Mode 2A upper limit is reduced to 1250 feet for all airspeeds when the Terrain Alerting and Display (TAD) function is enabled and available. This is due to the enhanced alerting capability provided with TAD, resulting from high integrity GPS Altitude and Geometric Altitude data. The Mode 2A envelope is lowered in order to reduce the potential for nuisance alerts during an approach Rev. D - March MK V & MK VII EGPWS Pilot Guide

81 MODE 2B Mode 2B provides a desensitized alerting envelope to permit normal landing approach maneuvers close to terrain without unwanted alerts. Mode 2B is automatically selected with flaps in the landing configuration (landing flaps or flap over-ride selected) or when making an ILS approach with Glideslope and Localizer deviation less than 2 dots. It is also active during the first 60 seconds after takeoff. With version and later models, Mode 2B is selected when the aircraft is within 5nm and 3500 feet of the destination airport (independent of configuration) and the Terrain Alerting and Display (TAD) function is enabled and available. This is due to the enhanced alerting capability provided with TAD, resulting from high integrity GPS Altitude and Geometric Altitude data. The Mode 2B envelope is selected in order to reduce the potential for nuisance alerts during an approach. The graph above shows the Mode 2B envelope Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 13

82 MODE 2B Continued MODE 3 Altitude Loss After TakeOff During an approach, if the aircraft penetrates the Mode 2B envelope with either the gear or flaps not in the landing configuration, the aural message TERRAIN, TERRAIN is generated and the EGPWS caution lights illuminate. If the aircraft continues to penetrate the envelope, the EGPWS warning lights illuminate and the aural message PULL UP is repeated continuously until the warning envelope is exited. If the aircraft penetrates the Mode 2B envelope with both gear and flaps in the landing configuration, the aural PULL UP messages are suppressed and the aural message TERRAIN is repeated until the envelope is exited. Mode 3 provides alerts for significant altitude loss after takeoff or low altitude go-around (less than 245 feet AGL) with gear or flaps not in the landing configuration. The amount of altitude loss that is permitted before an alert is given is a function of the height of the aircraft above the terrain as shown below. This protection is available until the EGPWS determines that the aircraft has gained sufficient altitude that it is no longer in the takeoff phase of flight. Significant altitude loss after takeoff or during a low altitude go-around activates the EGPWS caution Rev. D - March MK V & MK VII EGPWS Pilot Guide

83 MODE 3 Continued lights and the aural message DON T SINK, DON T SINK. The aural message is only enunciated twice unless altitude loss continues. Upon establishing a positive rate of climb, the EGPWS caution lights extinguish and the aural alert will cease. If the Aural Declutter feature is disabled, the warning is enunciated continuously until positive climb is established. MODE 4 Unsafe Terrain Clearance MODE 4A Mode 4 provides alerts for insufficient terrain clearance with respect to phase of flight, configuration, and speed. Mode 4 exists in three forms, 4A, 4B, and 4C. Mode 4A is active during cruise and approach with the gear and flaps not in the landing configuration. Mode 4B is active during cruise and approach with the gear in the landing configuration and flaps not in the landing configuration. Mode 4C is active during the takeoff phase of flight with either the gear or flaps not in the landing configuration. Mode 4 alerts activate the EGPWS caution lights and aural messages. To reduce nuisance alerts caused by over-flying another aircraft, the upper limit of the Mode 4A/B alerting curve can be reduced (from 1000) to 800 feet. This occurs if the airplane is above 250 knots with gear and flaps not in landing configuration and a sudden change in Radio Altitude is detected. This is intended to eliminate nuisance alerts while flying a holding pattern and an aircraft over-flight occurs (with 1000 foot separation). With version and later models, Mode 4 airspeed expansion is disabled (upper limit held at lowest airspeed limit) when the Terrain Alerting and Display (TAD) function is enabled and available. This is due to the enhanced alerting capability provided with TAD, resulting from high integrity GPS Altitude and Geometric Altitude data. This change to the Mode 4 envelopes reduces the potential for nuisance alerts when the aircraft is not in the landing configuration. Mode 4A is active during cruise and approach with gear and flaps up. This provides alerting during cruise for inadvertent flight into terrain where terrain is not rising significantly, or the Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 15

84 MODE 4A Continued aircraft is not descending excessively. It also provides alerting for protection against an unintentional gear-up landing. Below 1000 feet AGL and above 190 knots airspeed, the Mode 4A aural alert is TOO LOW TERRAIN. This alert is dependent on aircraft speed such that the alert threshold is ramped between 500 feet at 190 knots to 1000 feet at 250 knots. Below 500 feet AGL and less than 190 knots airspeed, the Mode 4A aural alert is TOO LOW GEAR. For either Mode 4A alert, subsequent alert messages occur only if penetration of the envelope increases by 20%. EGPWS caution lights extinguish and aural messages cease when the Mode 4A alert envelope is exited. If the Aural Declutter feature is disabled, mode 4A alert messages are repeated continuously until the Mode 4A envelope is exited. MODE 4B Mode 4B is active during cruise and approach, with gear down and flaps not in the landing configuration. Below 1000 feet AGL and above 159 knots airspeed, the Mode 4B aural alert is TOO LOW TERRAIN. This alert is dependent on aircraft speed such that the alert threshold is ramped be Rev. D - March MK V & MK VII EGPWS Pilot Guide

85 MODE 4B Continued tween 245 feet at 159 knots to 1000 feet at 250 knots. Below 245 feet AGL and less than 159 knots airspeed, the Mode 4B aural alert is TOO LOW FLAPS. For turboprop and select turbofan aircraft, the TOO LOW FLAPS warning curve is lowered to 150 feet AGL and less than 148 knots. If desired, the pilot may disable the TOO LOW FLAPS alert by engaging the Flap Override switch (if installed). This precludes or silences the Mode 4B flap alert until reset by the pilot. If the aircraft s Radio Altitude decreases to the value of the MTC, the EGPWS caution illuminates and the aural message TOO LOW TERRAIN is enunciated. For either Mode 4B alert, subsequent alert messages occur only if penetration of the envelope increases by 20%. EGPWS caution lights extinguish and aural messages cease when the Mode 4B alert envelope is exited. MODE 4C If the Aural Declutter feature is disabled, mode 4B alert messages are repeated continuously until the Mode 4B envelope is exited. The Mode 4C alert is intended to prevent inadvertent controlled flight into the ground during takeoff climb into terrain that produces insufficient closure rate for a Mode 2 alert. After takeoff, Mode 4A and 4B provide this protection Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 17

86 MODE 4C Continued Mode 4C is based on an EGPWS computed Minimum Terrain Clearance (MTC) floor, that increases with Radio Altitude. It is active after takeoff when the gear or flaps are not in the landing configuration. It is also active during a low altitude go-around if the aircraft has descended below 245 feet AGL. At takeoff the Minimum Terrain Clearance (MTC) is zero feet. As the aircraft ascends the MTC is increased to 75% of the aircraft s Radio Altitude (averaged over the previous 15 seconds). This value is not allowed to decrease and is limited to 500 feet AGL for airspeed less than 190 knots. Beginning at 190 knots, the MTC increases linearly to the limit of 1000 feet at 250 knots. If the aircraft s Radio Altitude decreases to the value of the MTC, the EGPWS caution illuminates and the aural message TOO LOW TERRAIN is enunciated. EGPWS caution lights extinguish and aural messages cease when the Mode 4C alert envelope is exited. If the Aural Declutter feature is disabled, mode 4C alert messages are repeated continuously until the Mode 4C envelope is exited Rev. D - March MK V & MK VII EGPWS Pilot Guide

87 MODE 5 Excessive Deviation Below Glideslope Mode 5 provides two levels of alerting for when the aircraft descends below glideslope, resulting in activation of EGPWS caution lights and aural messages. The first level alert occurs when below 1000 feet Radio Altitude and the aircraft is 1.3 dots or greater below the beam. This turns on the caution lights and is called a soft alert because the audio message GLIDESLOPE is enunciated at half volume. 20% increases in the glideslope deviation cause additional GLIDESLOPE messages enunciated at a progressively faster rate. The second level alert occurs when below 300 feet Radio Altitude with 2 dots or greater glideslope deviation. This is called a hard alert because a louder GLIDESLOPE, GLIDESLOPE message is enunciated every 3 seconds continuing until the hard envelope is exited. The caution lights remain on until a glideslope deviation less than 1.3 dots is achieved. To avoid unwanted Below Glideslope alerts when capturing the localizer between 500 and 1000 feet AGL, alerting is varied in the following ways: Below Glideslope alerts are enabled only if the localizer is within 2 dots, landing gear and flaps are selected, Glideslope Cancel is not active, and a front course approach is determined Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 19

88 MODE 5 Continued The upper altitude limit for the alert is modulated with vertical speed. For descent rates above 500 FPM, the upper limit is set to the normal 1000 feet AGL. For descent rates lower than 500 FPM, the upper limit is desensitized (reduced) to a minimum of 500 feet AGL. Additionally, both alert levels are desensitized below 150 feet AGL, to allow for normal beam variations nearer the ground, and reduce the possibility of nuisance alerts. If the Aural Declutter feature is disabled, messages are repeated continuously until the Mode 5 envelope is exited. Mode 5 alerts can be canceled by pressing the Glideslope Cancel switch (if installed). The EGPWS will interpret this switch one of two ways depending on the installation configuration. A standard glideslope cancel switch allows for manually canceling Mode 5 alerting any time below 2000 feet AGL. This is automatically reset when the aircraft descends below 30 feet or climbs above 2000 feet AGL. An alternate glideslope cancel switch allows for manually canceling Mode 5 alerting at any time and any altitude. The cancel is reset by again pressing the cancel switch, or automatically if gear or flaps are raised, or the aircraft is on the ground. Due to the nature of the alternate cancel switch, this method requires that there be a cockpit annunciation that glideslope cancel is in effect. EGPWS Mode 5 alerts are inhibited during backcourse approaches to prevent nuisance alerts due to false fly up lobes from the Glideslope. The EGPWC determines a backcourse approach if either: 1) the aircraft s magnetic track is greater than 90 degrees from the runways approach course, or 2) a glideslope inhibit discrete is set Rev. D - March MK V & MK VII EGPWS Pilot Guide

89 MODE 6 Advisory Callouts Altitude Callouts Mode 6 provides EGPWS advisory callouts based on the menu-selected option established at installation (set by program pin configuration). These callouts consist of predefined Radio Altitude based voice callouts or tones and an excessive bank angle warning. There is no visual alerting provided with these callouts. The following is a list of each of the possible altitude callouts or tones: CALLOUT Occurs at (feet AGL) RADIO ALTIMETER TWENTY FIVE HUNDRED ONE THOUSAND a FIVE HUNDRED a Five Hundred Tone (2 second 960 Hz) FOUR HUNDRED THREE HUNDRED TWO HUNDRED APPROACHING MINIMUMS... DH+80 APPROACHING DECISION HEIGHT... DH+100 PLUS HUNDRED... DH+100 FIFTY ABOVE... DH+50 MINIMUM... DH MINIMUMS - MINIMUMS... DH DECISION HEIGHT... DH DECIDE... DH ONE HUNDRED One Hundred Tone (2 second 700 Hz) EIGHTY SIXTY FIFTY FORTY THIRTY FIVE Thirty Five Tone (1 second 1400 Hz) THIRTY TWENTY Twenty Tone (1/2 second 2800 Hz) TEN FIVE... 5 a. May be Barometric Altitude above the field elevation for some aircraft types Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 21

90 MODE 6 Continued Smart 500 Foot Callout In some cases a callout is stated twice (e.g., MINIMUMS, MINIMUMS ) but in all cases a given callout is only enunciated once per approach. Decision Height (DH) based callouts (Approaching Minimums, Minimums, etc.) require the landing gear to be down and occur when descending through the Radio Altitude corresponding to the selected DH. These also have priority over other altitude callouts when overlapping. For example, if DH is set to 200 and both TWO HUNDRED and MINIMUMS are valid callouts, then only MINIMUMS will be called out at 200 feet AGL. DH plus based callouts (e.g., Approaching Minimums) are only applicable for aircraft providing a Decision Height altitude to the EGPWS. Consequently, not all EGPWS installations can utilize these callout options. Due to the variety of altitude callout choices available, it is not possible to identify every combination in this guide. Refer to an appropriate Airplane Flight Manual or EGPWS Airplane Flight Manual Supplement for callout identification in a specific application or contact Honeywell. Another feature available in the Altitude Callouts (options) is a Smart 500 foot callout. When selected, this callout assists pilots during a non-precision approach by enunciating FIVE HUNDRED feet in addition to any other altitude callout discussed above. The EGPWS determines a non-precision approach when Glideslope is greater than 2 dots deviation (valid or not) or a back-course approach is detected. This feature has the distinction of adding the 500-foot callout during non-precision approaches and removing the 500-foot callout on precision approaches when part of the callout option Rev. D - March MK V & MK VII EGPWS Pilot Guide

91 MODE 6 Continued Bank Angle Callout The callout BANK ANGLE, BANK ANGLE advises of an excessive roll angle. The EGPWS provides several excessive bank angle envelopes supporting Air Transport, Business, or Military aircraft types (only Air Transport and Business are addressed below). Business Bank Angle One envelope is defined for turbo-prop and jet business aircraft (see graph below). Bank angles in excess of: ± 10 between 5 and 30 feet, ± 10 to 40 between 30 and 150 feet, ± 40 to 55 between 150 and 2450 feet, produce the bank angle advisory (shaded area). Bank angle advisories are inhibited below 5 feet. Air Transport Bank Angle Three envelopes are defined for Air Transport aircraft. These are identified as Basic Bank Angle, Bank Angle Option 1, and Bank Angle Option 2 advisories Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 23

92 MODE 6 Air Transport Bank Angle Continued The Air Transport Basic Bank Angle limits are similar to the Business Aircraft Bank Angle limits except above 150 feet the bank limit remains at 40 as shown below. Bank Angle Option 1 provides bank angle advisory thresholds at 35, 40, and 45 independent of altitude. In this case, an advisory at 35 is provided and another is not given unless 40 is exceeded and then again only if 45 is exceeded. If the roll rate exceeds the audio callout time, then the bypassed limit is not indicated. Also, when any one of the thresholds is exceeded, the bank angle must reduce below 30 for the process to reset before additional Bank Angle Advisories can be provided. For example, if greater than 40 is obtained before the 35 callout is complete, another callout is provided only if 45 is obtained or the bank angle is reduced to less than 30 and then again increases to 35. Bank Angle Option 2 provides a combination of the Basic Bank Angle and Bank angle Option 1. The Basic Bank Angle limits are provided below 130 feet, and Bank Angle Option 1 is provided above 130 feet. Any one of these three Bank Angle limits can be selected by program pin if the aircraft type is defined as an Air Transport aircraft Rev. D - March MK V & MK VII EGPWS Pilot Guide

93 MODE 7 Windshear Alerting Windshear Caution Mode 7 is designed to provide alerts if the aircraft encounters windshear. Two alerting envelopes provide either a Windshear Caution alert or a Windshear Warning alert each with distinctive aural and visual indications to the flight crew. EGPWS windshear is provided for certain (not all) aircraft types and is a function of certain additionally required input signals and enabled internal detection algorithms. These are established during the initial installation and addressed in the appropriate Airplane Flight Manual (AFM) or EGPWS Airplane Flight Manual Supplement (AFMS). Windshear Caution alerts are given if an increasing headwind (or decreasing tailwind) and/or a severe updraft exceed a defined threshold. These are characteristic of conditions preceding an encounter with a microburst. A Windshear Caution if enabled results in illumination of amber Windshear Caution lights and the aural message CAUTION, WINDSHEAR. The lights remain on for as long as the aircraft is exposed to conditions in excess of the caution alert threshold. The Windshear Caution envelope is illustrated in the figure below. The Windshear Caution alerting can be disabled by EGPWS program pin selection so that only Windshear Warning alerts are provided Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 25

94 MODE 7 Continued Windshear Warning Windshear Caution Windshear Warning alerts are given if a decreasing headwind (or increasing tailwind) and/or a severe downdraft exceed a defined threshold. These are characteristic of conditions within or exiting an encounter with a microburst. Windshear Warning results in illumination of red Windshear Warning lights and an aural siren followed by the message WINDSHEAR, WINDSHEAR, WINDSHEAR. The lights remain on for as long as the aircraft is exposed to conditions in excess of the warning alert threshold. The aural message will not repeat unless another separate windshear event is encountered. The threshold is adjusted as a function of available climb performance, flight path angle, airspeeds significantly different from normal approach speeds, and unusual fluctuations in Static Air Temperature (typically associated with the leading edge of a microburst). The Windshear Warning envelope is illustrated in the figure shown on page 23. Mode 7 Windshear alerting is active under the following conditions: During takeoff; from rotation until an altitude of 1500 feet AGL is reached, During approach; From an altitude of 1500 feet down to 10 feet AGL, During a missed approach; until an altitude of 1500 feet AGL is reached Rev. D - March MK V & MK VII EGPWS Pilot Guide

95 ENHANCED FUNCTIONS: Envelope Modulation Terrain Clearance Floor Due to terrain features at or near certain specific airports around the world, normal operations have resulted in nuisance or missed alerts at these locations in the past. With the introduction of accurate position information and a terrain and airport database, it is possible to identify these areas and adjust the normal alerting process to compensate for the condition. The EGPWS Envelope Modulation feature provides improved alert protection and expanded alerting margins at identified key locations throughout the world. This feature is automatic and requires no flight crew action. Modes 4, 5, and 6 are expanded at certain locations to provide alerting protection consistent with normal approaches. Modes 1, 2, and 4 are desensitized at other locations to prevent nuisance alerts that result from unusual terrain or approach procedures. In all cases, very specific information is used to correlate the aircraft position and phase of flight prior to modulating the envelopes. The Terrain Clearance Floor (TCF) function (enabled with TAD) enhances the basic GPWS Modes by alerting the pilot of descent below a defined Terrain Clearance Floor regardless of the aircraft configuration. The TCF alert is a function of the aircraft s Radio Altitude and distance (calculated from latitude/longitude position) relative to the center of the nearest runway in the database (all hard surface runways greater than 3500 feet in length). The TCF envelope is defined for all runways as illustrated below and extends to infinity, or until it meets the envelope of another runway. The envelope bias factor is typically 1/2 to 2 nm and varies as a function of position accuracy. 1/2 Runway Length Envelope Bias Factor 4NM 12NM 15NM 400 (Minimum Elevation Number) TCF Alert Envelope Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 27

96 Terrain Clearance Floor Continued In and later versions, the TCF alert envelope and Envelope Bias Factor are improved. The alert envelope is limited to a minimum of 245 feet AGL adjacent to the runway as illustrated in the following diagrams. The Envelope Bias Factor is reduced (moved closer to the runway) when higher accuracy aircraft position and runway position information is available. This is typically 1/3 to 1 nm providing greater protection against landing short events. Improved TCF Envelope Improved TCF Envelope Plan View Also in and later versions, runway selection logic is improved to better identify the destination runway. Comprehensive aircraft position and navigation information is used to evaluate proximity runways and determine the most likely destination runway for all alerting purposes Rev. D - March MK V & MK VII EGPWS Pilot Guide

97 Runway Field Clearance Floor In and later versions, a Runway Field Clearance Floor feature is included. This is similar to the TCF feature except that RFCF is based on the current aircraft position and height above the destination runway, using Geometric Altitude (in lieu of Radio Altitude). This provides improved protection at locations where the runway is significantly higher than the surrounding terrain as illustrated below. RFCF Alert Envelope Terrain Look Ahead Alerting TCF and RFCF alerts result in illumination of the EGPWS caution lights and the aural message TOO LOW TERRAIN. The audio message is provided once when initial envelope penetration occurs and again only for additional 20% decreases in Radio Altitude. The EGPWS caution lights will remain on until the TCF envelope is exited. Another enhancement provided by the internal terrain database, is the ability to look ahead of the aircraft and detect terrain or obstacle conflicts with greater alerting time Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 29

98 Terrain Look Ahead Alerting continued This is accomplished (when enabled) based on aircraft position, flight path angle, track, and speed relative to the terrain database image forward the aircraft. Through sophisticated look ahead algorithms, both caution and warning alerts are generated if terrain or an obstacle conflict with ribbons projected forward of the aircraft (see following illustration). These ribbons project down, forward, then up from the aircraft with a width starting at 1/4 nm and extending out at ± 3º laterally, more if turning. The look-down and up angles are a function of the aircraft flight path angle, and the look-down distance a function of the aircraft s altitude with respect to the nearest or destination runway. This relationship prevents undesired alerts when taking off or landing. The look-ahead distance is a function of the aircraft s speed, and distance to the nearest runway. A terrain conflict intruding into the caution ribbon activates EGPWS caution lights and the aural message CAUTION TERRAIN, CAUTION TERRAIN or TERRAIN AHEAD, TERRAIN AHEAD. An obstacle conflict provides a CAUTION OBSTACLE, CAUTION OBSTACLE or OBSTACLE AHEAD, OB- STACLE AHEAD message. The caution alert is given typically 60 seconds ahead of the terrain/obstacle conflict and is repeated every seven seconds as long as the conflict remains within the caution area. When the warning ribbon is intruded (typically 30 seconds prior to the terrain/obstacle conflict), EGPWS warning lights activate and the aural message TERRAIN, TERRAIN, PULL UP or OBSTACLE, OBSTACLE, PULL UP is enunciated with PULL UP repeating continuously while the conflict is within the warning area. WARN CAUTION Rev. D - March MK V & MK VII EGPWS Pilot Guide

99 Terrain Look Ahead Alerting continued Terrain Alerting and Display In and later versions, the look-ahead alerting algorithms are improved at higher airspeeds (about 300 knots or greater). The look-ahead distance is designed to provide a 60-second warning alert for up to 8 nm look-ahead (as opposed to 30-seconds or up to 4 nm). The specific aural message provided is established during the initial installation of the EGPWS as a function of whether or not the terrain and obstacles features are enabled and the selected audio menu (via program pin selection). Refer to an applicable AFM or EGPWS AFMS for specific application information or contact Honeywell for additional information. When a compatible Weather Radar, EFIS, or other display is available and enabled, the EGPWS Terrain Alerting and Display (TAD) feature provides an image of the surrounding terrain represented in various colors and intensities. There are two types of TAD displays depending on the options selected. The original type provides a terrain image only when the aircraft is 2000 feet or less above the terrain. A second type called Peaks enhances the display characteristics to provide a higher degree of terrain awareness independent of the aircraft s altitude (available for selected display types in version with additional displays added in later versions). In either case, terrain and obstacles (if enabled) forward of the aircraft are displayed. Obstacles are presented on the cockpit display as terrain, employing the same display-coloring scheme. TAD, Peaks and Obstacle functions are enabled by EGPWS program pin selection. NOTE: With respect to Non-Peaks or Peaks display, terrain and or obstacle presentation is always based on (and scaled for) the geographic area available for display. Consequently, terrain and/or obstacles outside of the selected display range and defined display sweep do not have any effect on the displayed image Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 31

100 Non-Peaks Display The Non-Peaks display provides a graphical plan-view image of the surrounding terrain as varying density patterns of green, yellow, and red as illustrated in the following graphics. The selected display range is also indicated on the display, and an indication that TAD is active is either indicated on the display (i.e., TERR ) or by an adjacent indicator. TERRAIN IS SHOWN IN SHADES OF GREEN, YELLOW AND RED Avidyne FlightMax 850 shown Each specific color and intensity represents terrain (and obstacles) below, at, or above the aircraft s altitude based on the aircraft s position with respect to the terrain in the database. If no terrain data is available in the terrain database, then this area is displayed in a low-density magenta color. Terrain more than 2000 feet below the aircraft, or within 400 (vertical) feet of the nearest runway elevation, is not displayed (black). 50% Red 50% Yellow 25% Yellow 50% Green 16% Green Black Aircraft Elevation -500 (Variable) Rev. D - March MK V & MK VII EGPWS Pilot Guide

101 Non-Peaks Display continued When a caution alert is triggered, the terrain (or obstacle) that created the alert is changed to solid yellow (100% density) as illustrated below. 60 Seconds from projected impact Caution Terrain! Caution Terrain is solid Yellow Avidyne FlightMax 850 shown When a warning alert is triggered, the terrain (or obstacle) that created the alert is changed to solid red (100% density) as illustrated below. 30 Seconds from projected impact Terrain, Terrain, Pull Up! Warning Terrain is Solid Red Avidyne FlightMax 850 shown NOTE: When a TAD caution or warning alert is active, the display image (cells) surrounding the target are enlarged (surrounding cells are illuminated). This allows a smaller terrain or obstacle (e.g., a single tower) to be better seen on the display. The transition between green and yellow is below the aircraft in order to account for altimetry and/or terrain/obstacle height errors. Also, the transition altitudes between colors are biased upward proportional to the descent rate when greater than 1000 feet per minute. This provides approximately a 30 second advance display of terrain Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 33 Back Home

102 Non-Peaks Display continued "Pop-Up" and Auto- Range PEAKS DISPLAY Essentially, pilots should note that any yellow or red painted terrain is at, or above the aircraft s altitude and appropriate terrain clearance needs to be provided. Based on the display system used, there may be additional terrain display features. These are defined as installation options and allow for: Automatic display of terrain on the cockpit display ( TAD pop-up ) in the event that a caution or warning alert is triggered as described in Terrain Look Ahead Alerting. In some cases, an active display mode must be selected first. Auto-range when Pop-up occurs. This provides for the automatic range presentation for terrain as defined for the display system configuration (typically 10 nm). In this case, if the terrain auto-range is different than the display system selected range, the displayed range value on the cockpit display is flashed or changed color until the range is manually reselected or terrain display is deselected. Peaks Display has all the characteristics of the Non-Peaks Display but with additional terrain display features for enhanced situational awareness independent of the aircraft s altitude. The principle additions are: The digital display of the highest and lowest terrain/obstacle elevations currently displayed, The display of additional solid or lower density color bands, including the addition of the graphic representation of sea level (0 feet MSL). With Terrain Display selected on, digital values representing the highest terrain/obstacle elevation and the elevation for the bottom of the lowest color band are displayed. These are based on the range selected (terrain in view) The location of the digital values can vary somewhat for the display used, but for this guide will be shown in the lower right corner of the display. These elevations are expressed in hundreds of feet above sea level (e.g., 125 is 12,500 feet MSL) with the highest elevation on top and the lowest on the bottom. However, in the event that there is no appreciable difference in the terrain/obstacle elevations (flat terrain), only the highest value is displayed. Additionally, the color of the elevation value Rev. D - March MK V & MK VII EGPWS Pilot Guide

103 PEAKS DISPLAY continued is presented the same as the color of the terrain display containing that elevation (i.e., red if the terrain/obstacle with that elevation is depicted as red in the terrain plan view, yellow if yellow, etc.). When the aircraft is 500 feet (250 with gear down) or less above the terrain in view (yellow or red is displayed), the Peaks color scheme is identical to the standard display, with the exception of the addition of sea level when supported by the display. Note: some displays do not support cyan (blue) and will not display sea level in this case. Note: Differences may exist between the highest terrain/ obstacle being displayed and the digital elevation value/ color of the "Peaks" numbers at or near the top and sides of the display. The following illustrate the Peaks display at a low relative altitude. Avidyne FlightMax 850 shown (Maximum Elevation Number) Ref Altitude % Red Ref Altitude % Yellow Ref Altitude -250/ % Yellow Ref Altitude % Green Reference Altitude Ref Altitude ovide a 30 (Minimum second Elevation advancenumber) 16% Green Black Sea Level Cyan Reference Altitude is projected down from actual aircraft altitude to pr display of terrain when descending more than 1000 FPM. Terrain is not shown if it is below the lowest band and/or is within 400 feet of the unway r elevation nearest the aircraft. Sea level water is displayed if suppor ted by the display Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 35

104 PEAKS DISPLAY The following illustrate the Peaks display at a high relative altitude. continued Avidyne FlightMax 850 shown Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide Back Home

105 PEAKS DISPLAY continued When the aircraft is greater than 500 feet (250 with gear down) above the terrain in view (no yellow or red displayed), additional (green) color bands are presented. These added bands are computed and displayed as a function of the highest and lowest elevations in view. The following table indicates the TAD colors and elevations (Non-Peaks and Peaks). Color Indication Solid Red Terrain/Obstacle Threat Area Warning. Solid Yellow Terrain/Obstacle Threat Area Caution. 50% Red Fill Terrain/Obstacle that is more than 2000 feet above aircraft altitude. 50% Yellow Fill Terrain/Obstacle that is between 1000 and 2000 feet above aircraft altitude. 25% Yellow Fill Terrain/Obstacle that is 500 (250 with gear down) feet below to 1000 feet above aircraft altitude. Solid Green Shown only when no Red or Yellow terrain (Peaks only) /Obstacle areas are within range on the display. Highest terrain/obstacle not within 500 (250 with gear down) feet of aircraft altitude. 50% Green Fill Terrain/Obstacle that is 500 (250 with gear down) feet below to 1000 below aircraft altitude. (Peaks only) Terrain/Obstacle that is the middle elevation band when there is no Red or Yellow terrain areas within range on the display. 16% Green Fill Terrain/Obstacle that is 1000 to 2000 feet below aircraft altitude. (Peaks only) Terrain/Obstacle that is the lower elevation band when there is no Red or Yellow terrain areas within range on the display. Black No significant terrain/obstacle. 16% Cyan Fill Water at sea level elevation (0 feet MSL). (Peaks only) Magenta Fill Unknown terrain. No terrain data in the database for the magenta area shown. Note: magenta may be displayed at or near the South and North Poles dependent upon the airplane flight path and location Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 37

106 TCF/TAD INOP and INHIBIT Geometric Altitude The EGPWS TCF and TAD functions are available when all required data is present and acceptable. Aircraft position and numerous other parameters are monitored and verified for adequacy in order to perform these functions. If determined invalid or unavailable, the system will display Terrain inoperative or unavailable annunciations and discontinue the terrain display if active. TAD/TCF functions may be inhibited by manual selection of a cockpit Terrain Inhibit switch. Neither loss nor inhibiting TAD/ TCF effects the basic GPWS functions (modes 1-7). If Peaks affects is not active and TAD becomes unavailable due to position error, terrain inoperative or unavailable is not indicated if the aircraft is greater than 8000 feet above the highest terrain or obstacle within a 320nm radius. If indicated below the 8000 foot threshold, it is extinguished when the aircraft climbs above, and is again displayed once the aircraft descends below the 8000 foot threshold. This eliminates potentially longterm illumination of the condition during the high enroute phase of flight. Based on GPS altitude, geometric altitude is a computed pseudo-barometric altitude (Above Sea Level - ASL) designed to reduce or eliminate errors potentially induced in Corrected Barometric Altitude by temperature extremes, non-standard pressure altitude conditions, and altimeter miss-sets. This ensures an optimal EGPWS Terrain Alerting and Display capability. Geometric Altitude also allows EGPWS operations in QFE environments without custom inputs or special operational proceedures. Geometric Altitude requires GPS Altitude input with its associated Vertical Figure Of Merit (VFOM) and Receiver Autonomous Integrity Monitoring (RAIM) failure indication, standard (uncorrected) altitude, Radio Altitude, Ground Speed, Roll Angle, and aircraft position (Latitude and Longitude). Additionally, corrected Barometric Altitude, Static Air Temperature (SAT), GPS mode, and the number of satellites tracked are used if available. The Geometric Altitude is computed by blending a calculated Non-Standard Altitude, Runway Calibrated Altitude (determined during takeoff), GPS Calibrated Altitude, Radio Rev. D - March MK V & MK VII EGPWS Pilot Guide

107 Geometric Altitude continued Weather Radar Auto-Tilt Aural Message Priority Altitude Calibrated Altitude (determined during approach), and Barometric Altitude (if available). Estimates of the VFOM for each of these are determined and applied in order to determine its weight in the final altitude. The blending algorithm gives the most weight to altitudes with a higher estimated accuracy, reducing the effect of less accurate altitudes. Each component altitude is also checked for reasonableness using a window monitor computed from GPS Altitude and its VFOM. Altitudes that are invalid, not available, or fall outside the reasonableness window are not included in the final Geometric Altitude value. The Geometric Altitude algorithm is designed to allow continued operation when one or more of the altitude components are not available. If all component altitudes are invalid or unreasonable, the GPS Altitude is used directly. If GPS Altitude fails or is not present, then the EGPWS reverts to using Corrected Barometric Altitude alone. The Geometric Altitude function is fully automatic and requires no pilot action other than the proper setting of Corrected Barometric Altitude on the Altimeter. In and later versions, the EGPWC computes a optimum Weather Radar tilt angle based on the aircraft altitude (ASL) and the terrain elevation ahead of the aircraft. This is output and available to a compatible Weather Radar system so that the tilt angle may be automatically set for optimum operation. Two or more messages may be activated simultaneously, so a message priority has been established. The following table reflects the priority for these message callouts. Messages at the top of the list will start before or immediately override a lower priority message even if it is already in progress Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 39

108 MESSAGE MODE Windshear, Windshear, Windshear d, j... 7 Pull Up h, i, k... 1, 2, TA Terrain, Terrain... 2, TA Obstacle, Obstacle c... TA Terrain... 2 Minimums a, c... 6 Caution Terrain, Caution Terrain c, f... TA Caution Obstacle, Caution Obstacle c, g... TA Too Low Terrain... 4, TCF Altitude Callouts c... 6 Speed Brake, Speed Brake c... 6 Too Low Gear... 4A Too Low Flaps... 4B Sink Rate, Sink Rate... 1 Don t Sink, Don t Sink... 3 Glideslope... 5 Approaching Minimums b, c... 6 Bank Angle, Bank Angle c... 6 Caution Windshear c, d, e... 7 Autopilot c... 6 Flaps, Flaps c... 6 Notes: a) May also be Minimums, Minimums, "Decision Height" or Decide. b) May also be Approaching Decision Height, Fifty Above, Plus Hundred. c) Message is dependent on aircraft type or option selected. d) Windshear detection alerts provided for some aircraft types. e) Caution alert if not disabled. f) May also be Terrain Ahead, Terrain Ahead. g) May also be Obstacle Ahead, Obstacle Ahead h) May also be Terrain Ahead Pull Up i) May also be Obstacle Ahead Pull Up j) May be preceded by siren. k) May be proceded by Whoop, Whoop TA=Terrain Look-Ahead Alert TCF=Terrain Clearance Floor Rev. D - March MK V & MK VII EGPWS Pilot Guide

109 System Inputs The EGPWS uses various input signals from other on-board systems. The full compliment of these other systems is dependent on the EGPWS configuration and options selected. Systems providing Altitude, Airspeed, Attitude, Glideslope, and position are required for basic and enhanced functions. Accelerations, Angle-of-Attack (AOA), and Flap position is required for Windshear. Inputs are also required for discrete signal and control input. Air Data Radio Altitude The EGPWS utilizes signals from the following systems: Uncorrected and corrected Barometric Altitude, Altitude rate, Computed Airspeed, True Airspeed, and Static Air Temperature are provided by Air Data system. Radio Altitude is provided by a Radio Altimeter system. Decision Height or Decision Height Altitude is provided by a Radio Altimeter system or ancillary system. In and later versions, the EGPWC performs Radio Altitude reasonableness checks based on the Computed Terrain Clearance (pseudo-radio altitude). Computed Terrain Clearance is computed by subtracting the elevation of the (database) terrain below the aircraft from Geometric Altitude (ASL). Radio Altitude is considered unreasonable when it indicates a terrain clearance that is less than the Computed Terrain Clearance by more than 2000 feet. For example, if the Computed Terrain Clearance is 10,000 feet and the Radio Altitude is any value (0-2500) then the Radio Altitude is considered unreasonable. This is only performed if TAD is enabled, high integrity terrain and position data is available (based on GPS/Geometric Altitude), and the Computed Terrain Clearance is greater than 4000 feet Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 41

110 Radio Altitude continued This feature reduces the potential for nuisance alerts caused by false tracking of the Radio Altimeter. FMS, IRS, AHRS, Accelerometer Global Positioning System (GPS) VHF Nav Reciever Terrain Display System AOA Vane or Stall Warning Discretes Pitch and Roll Attitude, Latitude and Longitude Position, Body Normal and Longitudinal Accelerations, Magnetic and True Track Angles, Magnetic and True Heading, Inertial Altitude, Groundspeed, and mode. Latitude and Longitude Position, True Track Angle, GPS Altitude, Groundspeed, Horizontal and Vertical Figure of Merit (VFOM/HFOM), Horizontal and Vertical Dilution of Precision (HDOP/VDOP), Horizontal Integrity Limit (HIL), and sensor status. Glideslope, Localizer, ILS Tuned, Selected Runway Heading. Display range, and if available the Hazard Bus from a Predictive Windshear System (PWS). If EFIS, the EFIS display mode is used in some configurations. AOA, Stick Shaker Margin. Discrete inputs are used for system configuration, signal/status input, and control input functions. EGPWS program pins are utilized to tell the system the type of aircraft and interface that it is in. These are defined and established during the EGPWS installation. EGPWS output functions are consequently the result of the program pin state read each time the EGPWS is powered on. Signal/status discretes include signals such as Decision Height, Landing Flaps selected or Flap Position discretes, Landing Gear selected, Terrain Display Range, and status discretes such as Glideslope Valid, Localizer Valid, Radio Altitude Valid associated with analog signal inputs. Control discretes control EGPWS functions. These include EGPWS Test, Glideslope Cancel, Glideslope Inhibit or Glideslope Backcourse, Terrain (display) select, Terrain Inhibit, Flap Over-ride, Audio Inhibit, Altitude Callout Enable, Steep Approach Enable, and ILS Tuned discretes Rev. D - March MK V & MK VII EGPWS Pilot Guide

111 System Outputs Options The EGPWS provides both audio and visual outputs. Audio outputs are provided as specific alert phrases, and altitude callouts or tones provided by an EGPWS speaker and via the cockpit Interphone system for headset usage. Several audio output levels are available. They are established during the installation of the EGPWS. These EGPWS audio outputs can be inhibited by other systems having higher priority (i.e., windshear) or cockpit switches in some cases. The EGPWS also has the ability to inhibit other system audio outputs such as TCAS. Visual outputs provide discrete alert and status annunciations, and display terrain video when a compatible display system is available and enabled. The discrete visual alerts coincide with audio caution and warning alerts to achieve an optimum terrain alerting capability. Status annunciations provide information to the flight crew about the status of the EGPWS (e.g., GPWS INOP) or activation of selected functions. Terrain video is generated by the EGPWC based on the aircraft s current position relative to the surrounding terrain. This video is presented to a Weather Radar indicator, EFIS display, or a dedicated display unit. The EGPWC uses program pin discrete inputs to define the installation configuration and option selection. The EGPWS has been designed for maximum flexibility while being tailored to specific aircraft equipment, sensors, and displays. The following list summarizes available Operator options (excluding sensor and equipment configuration options): Flashing Lamps When selected causes alert annunciators to flash when active. TAD and TCF Disable Suppresses all TAD and TCF alerting and display functions. Altitude Callouts Selects desired altitude callouts from a menu of options. Audio Output Level Selects desired audio output level High, Medium, or Low. Alternate Mode 6 Volume Selects reduced Mode 6 volume (-3 db) Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 43

112 Options continued Obstacle Awareness Enabled Enables obstacle alerting and display. TAD Alternate Pop Up If TRUE, disables automatic terrain display when TAD or Obstacle alert is active. Mode 6 Volume Reduction Selects reduced Mode 6 volume (-6 db). Smart Callout Enable Enables the 500-foot smart callout. Five Hundred is called out at 500 feet Radio Altitude during non-precision approaches, if 500 is part of the altitude callout option selected. This callout is not given on precision approaches. Bank Angle Enable Enables Bank Angle alerts. Windshear Caution Voice Disable Disables Windshear Caution voice alerts providing visual alerts only. Audio Declutter Disable Disables the Audio Declutter function so that audio alerts are constant. Audio Alerting Voice Select Selects the type(s) of voice that are used for audio alerts. Lamp Format One of two lamp formats are available. Lamp Format 1 provides only Mode 5 Glideslope alerts to the caution (amber) lamp output and all other alerts (except Windshear and Mode 6 callouts) to the warning (red) lamp output. Lamp Format 2 provides all Pull Up warning alerts to the warning (red) lamp output and all caution alerts to the caution (amber) lamp output (Recommended). NOTE: Windshear annunciations are provided by separate outputs and indications and is not affected by lamp format. Mode 6 advisories do not effect any annunciation and are not affected by lamp format. Peaks Enable Adds additional density patterns and level thresholds to the Standard Display Mode, allowing display of highest and lowest terrain/obstacle to increase situational awarness Rev. D - March MK V & MK VII EGPWS Pilot Guide

113 Options continued Additional input discretes are used to control or define EGPWS operations: EGPWS Self-Test Cockpit switch initiates EGPWS Self-Test on the ground. Typically part of EGPWS warning (red) lamp. Glideslope Cancel Cockpit switch cancels Mode 5 Glideslope alerting. Typically part of EGPWS caution (amber) lamp. Glideslope Inhibit Inhibits Mode 5 Glideslope alerting. Normally used for backcourse approaches. Altitude Callout Enable Enables Mode 6 Callouts. Mode 6 Low Volume Reduces Mode 6 volume (an additional) 6 db. This is typically hardwired or connected to an external switch. TAD and TCF Inhibit Cockpit switch to disable all TAD and TCF functions. Audio Inhibit disables all EGPWS audio outputs. Steep Approach Enable Enables Steep Approach (Mode 1 Excessive Descent Rate) alerts biasing. Steep Approach Select Selects (activates) Steep Approach (Mode 1 Excessive Descent Rate) alerts biasing to reduce nuisance alerts. Flap Over-Ride Cockpit switch to select landing flaps when not in the landing flap configuration. PLI Select/Deselect Used for displaying or deselecting the display of EGPWS derived Pitch Limit Indicator (PLI) signals when a Windshear warning occurs. For additional options information contact Honeywell Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 45

114 SECTION 3 Operational Procedures System Constraints System Activation EGPWS Self Test Normal Procedures Caution Alerts Warning Alerts Glideslope Alerts Advisory Callouts Windshear Caution Windshear Warning Abnormal Procedures Emergency Procedures Rev. D - March MK V & MK VII EGPWS Pilot Guide

115 System Constraints System constraints for the EGPWS are: If terrain data is unavailable for a particular area, then Terrain and Obstacle alerting and display is not available for that area and the affected display area is colored MAGENTA. The display of terrain and obstacle information is intended to serve as a situational awareness tool. It does not provide the accuracy and/or fidelity to be the sole source for deciding terrain or obstacle avoidance. Navigation must not be predicated upon the use of the EGPWS terrain/obstacle display. If there is no source of aircraft position data meeting the accuracy requirements for the TAD and TCF functions, then these enhanced functions are automatically inhibited with a resultant Terrain inoperative or unavailable indication. TAD/TCF functions should be manually inhibited within 15 nm on approach to an airport that is not in the airport database to avoid unwanted alerts. TAD/TCF functions should be manually inhibited during QFE operations if GPS data is unavailable or inoperative. TAD/TCF functions should be manually inhibited for ditching or other off-airport landings. When the TAD/TCF functions are inhibited and the EGPWS is otherwise functional, the EGPWS reverts to providing basic GPWS functions (Modes 1 to 6 and Windshear). In this state, the EGPWS may give little or no advance warning time for flight into precipitous terrain where there are few or no preceding obstructions. This particularly applies if: The aircraft is in the landing configuration. The aircraft is in a stabilized descent at a normal approach descent rate. There is no ILS GLideslope signal being recieved by the EGPWS (not tuned, not available, or inoperative). Terrain clearance or descent rates that are not compatible with required minimum regulatory standards for Ground Proximity Warning equipment may cause unwanted alerts. If enabled, the EGPWS uses onboard measurement of air mass parameters and aircraft acceleration for detection of windshear. This is a reactive system and cannot predict windshear, which may be ahead of the aircraft Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 47

116 System Constraints continued System Activation The EGPWS terrain/obstacle database includes cataloged human-made obstructions 100 feet high or greater within North America and portions of the Caribbean (expanding). The database is not all-inclusive and newer, smaller, or unknown obstructions could be encountered. Refer to an appropriate AFM or EGPWS AFMS for specific system limitations and procedures. The EGPWS is fully active when the following systems are powered and functioning normally: EGPWS Radio Altimeter Air Data ILS or Glideslope Receiver IRS, AHRS, VG (attitude) GPS, FMS, or IRS (position) Landing gear Landing flaps Stall warning or AOA (windshear only) Weather Radar, EFIS, or a dedicated terrain display (if terrain/obstacle display enabled) In the event that required data for a particular function is not available, then that function is automatically inhibited and annunciated (e.g. if position data is not available or determined unacceptable, TAD and TCF is inhibited, any active terrain display is removed, and TERR INOP, TERR UNAVAIL (or equivalent) is indicated). Some installations utilize redundant systems so that if the primary source of data fails, the EGPWS continues on the secondary source Rev. D - March MK V & MK VII EGPWS Pilot Guide

117 System Activation continued EGPWS Self-Test EGPWS status annunciations are provided for GPWS inoperative (mode 1-6 functions), Terrain inoperative (TAD/TCF functions), and windshear inoperative. Refer to an appropriate AFM or EGPWS AFMS for specific system and status requirements. The EGPWS provides a Self-Test capability for verifying and indicating intended functions. This Self-Test capability consists of six levels to aid in testing and troubleshooting the EGPWS. These six levels are: Level 1 Go / No Go Test provides an overview of the current operational functions and an indication of their status. Level 2 Current Faults provides a list of the internal and external faults currently detected by the EGPWC. Level 3 EGPWS Configuration indicates the current configuration by listing the EGPWS hardware, software, databases, and program pin inputs detected by the EGPWC. Level 4 - Fault History provides an historical record of the internal and external faults detected by the EGPWC. Level 5 - Warning History provides an historical record of the alerts given by the EGPWS. Level 6 - Discrete Test provides audible indication of any change to a discrete input state. A level 1 Go/No Go Test is normally performed by flight crews as part of preflight checks. All other levels are typically used for installation checkout and maintenance operations Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 49

118 EGPWS Self-Test continued level 1 Self Test is used to verify proper operation of the EGPWS on the ground as follows: 1. Ensure that adequate aircraft power is available and the EGPWS and associated systems are powered. 2. Ensure that any EGPWS inhibiting switches are in the normal (non-inhibiting) position. 3. Verify that EGPWS inoperative annunciations are extinguished. If an inoperative annunciation is indicated, perform the EGPWS Self-Test (below) and then seek corrective action if the inoperative condition persists. 4. If a terrain display is enabled, select terrain to be displayed. 5. Momentarily depress the EGPWS Self-Test switch. When a Self-Test is initiated, the EGPWC first checks for any configuration (installation or database) errors. If any are detected it is audibly enunciated and the test is terminated. If none detected, the test continues through a sequence resulting in turning on and off all system annunciators, enunciating specific audio messages, and if enabled, displaying a video test pattern on the terrain display (see illustration below). Any functions determined inoperative are also enunciated (e.g., GLIDESLOPE INOP ). The Self-Test terminates automatically at its conclusion. The following is a description of the expected results of a typical level 1 Self-Test. Actual annunciation nomenclature and sequence may differ depending on the installation. GPWS INOP, W/S INOP, and TERR INOP annunciators turn on. Amber caution ( BELOW G/S or GPWS ) annunciators turn on. GLIDESLOPE is announced over speaker. Amber annunciators turn off. G/S CANCEL annunciators turn on (if installed) Rev. D - March MK V & MK VII EGPWS Pilot Guide

119 EGPWS Self-Test continued G/S CANCEL annunciators turn off. Red warning ( PULL UP or GPWS ) annunciators turn on. PULL UP is announced over speaker. Red warning annunciators turn off. Red Windshear warning annunciators turn on. (Siren) WINDSHEAR, WINDSHEAR, WINDSHEAR is announced over speaker. Red Windshear warning annunciators turn off. Amber Windshear caution annunciators turn on (if installed and enabled). Amber Windshear caution annunciators turn off. Red warning ( PULL UP or GPWS ) annunciators turn on. TERRAIN, TERRAIN, PULL UP is announced over speaker. Terrain test pattern is displayed (see below - Non Peaks Shown). Avidyne FlightMax 850 shown Red warning annunciators turn off. GPWS INOP, W/S INOP, and TERR INOP annunciators turn off. Terrain test pattern is turned off. 6. Verify expected indications and enunciations during test, repeating as necessary noting any erroneous conditions Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 51

120 Normal Procedures A successful test is accomplished if all expected indications are observed and no inoperative functions or display anomalies are indicated or observed. For more specific information, refer to an applicable AFM or EGPWS AFMS, or contact Honeywell. The EGPWS provides visual and/or audio alerts for detected: potentially dangerous terrain conditions (modes 1 4, TCF, TAD), below glideslope conditions (mode 5), descent below predefined altitudes or excessive bank angle (mode 6), severe windshear conditions (mode 7) These consist of warning, caution, and advisory alerts based on the detection alert threshold penetration. The following list identifies the various alerts by type and mode: ALERT WARN CAUT. ADV. (SIREN) WINDSHEAR (3x) 7 Any PULL UP 1,2,TA CAUTION WINDSHEAR 7 TERRAIN, TERRAIN 2, TA OBSTACLE, OBSTACLE TA TERRAIN 2 APPROACHING MINIMUMS 6 MINIMUMS 6 CAUTION TERRAIN TA CAUTION OBSTACLE TA TOO LOW TERRAIN 4, TCF TOO LOW GEAR or FLAPS 4 Altitude callouts 6 SINK RATE 1 DON T SINK 3 GLIDESLOPE 5 BANK ANGLE 6 NOTE: Visual and audio indications may vary and procedures provided are representative. Refer to an applicable AFM or EGPWS AFMS for specific implementation Rev. D - March MK V & MK VII EGPWS Pilot Guide

121 Caution Alerts Warning Alerts Glideslope Alerts Recommended response to EGPWS alerts are as follows: 1. Stop any descent and climb as necessary to eliminate the alert. Analyze all available instruments and information to determine best course of action. 2. Advise ATC of situation as necessary. 1. Aggressively position throttles for maximum rated thrust. Apply maximum available power as determined by emergency need. The pilot not flying (if applicable) should set power and ensure that TO/GA power and modes are set. 2. If engaged, disengage the autopilot and smoothly but aggressively increase pitch toward stick shaker or Pitch Limit Indicators (PLI) to obtain maximum climb performance. 3. Continue climbing until the warning is eliminated and safe flight is assured. 4. Advise ATC of situation. NOTE: Climbing is the only recommended response unless operating in visual conditions and/or pilot determines, based on all available information, that turning in addition to the climbing is the safest course of action. Follow established operating procedures. NOTE: Navigation must not be based on the use of the Terrain Awareness and Alerting Display (TAD). Below Glideslope alerts consist of soft and hard alerts based on the degree of glideslope deviation and altitude. Respond to these alerts as necessary to correct the aircraft s flightpath back to the Glideslope centerline or perform a missed approach Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 53

122 Advisory Callouts Windshear Caution Windshear Warning Advisory callouts being advisory in nature are used to announce an event or condition (e.g., Minimums ). Response to these callouts should be in accordance with standard operating procedures. This alert generally occurs due to increasing performance windshear conditions (i.e., increasing headwind, decreasing tailwind, and/or updraft). This alert is generally considered advisory in that the crew response is to be alert to the possibility of subsequent significant airspeed loss and down draft conditions. Coupled with other weather factors, the Windshear Caution should be considered in determining the advisability of performing a go-around. Wind and gust allowances should be added to the approach speed, increasing thrust if necessary. It may be necessary to disengage autopilot or auto-throttle. Avoid getting low on the approach glidepath or reducing the throttles to idle. When a Windshear warning occurs, the following procedures should be followed: 1. Immediately initiate the Windshear escape maneuver in accordance with established Windshear procedures. 2. Aggressively apply maximum rated thrust, disengage autopilot and/or auto-throttle if necessary. 3. Rotate smoothly to the go-around/take-off pitch attitude, allowing airspeed to decrease if necessary. Maintain wings level. Do not retract flaps or landing gear. 4. If the aircraft continues to descend, increase pitch attitude smoothly and in small increments, bleeding air speed as necessary to stop descent. Use Stall Warning onset (stick shaker) as the upper limit of pitch attitude. 5. Maintain escape attitude and thrust and delay retracting flaps or landing gear until safe climb-out is assured. NOTE: Engine overboost should be avoided unless the airplane continues to descend and airplane safety is in doubt Rev. D - March MK V & MK VII EGPWS Pilot Guide

123 Windshear Warning continued Abnormal Procedures Mode 1 Excessive Descent Rates Mode 2 Excessive Closure to Terrain Mode 4 Unsafe Terrain Clearance Mode 5 Descent Below Glideslope If overboost is required, adjust throttles back to maximum rated thrust as soon as safety has been assured. Overboosting engines while at high angle of attack near airplane stall may cause engine stall, surge, or flameout. Maintain escape attitude and thrust and delay retracting flaps or landing gear until safe climb-out is assured. Partial system deactivation or compensation can be accomplished for abnormal procedures as follows: If steep approaches are to be performed (4º or greater) EGPWS STEEP APPROACH should be enabled and selected for these operations. This may be accomplished automatically by on-board systems or manually selected by a cockpit switch. When active, Mode 1 alerts are desensitized to compensate for normally higher descent rates for these types of operation, eliminating related unwanted alerts. If implemented with a cockpit switch, this requires manual deactivation. When required to operate in close proximity to terrain (less than 2500 above), Mode 2 alerts can be desensitize or overridden by activating the FLAP OVER-RIDE switch to eliminate related unwanted alerts. This requires manual deactivation. Mode 4 alerts can be reduced by activation of the FLAP OVER-RIDE switch. This is generally recommended when performing approaches with less than landing flaps selected. This requires manual deactivation. Mode 5 Glideslope alerts can be manually canceled when below 2000 feet Radio Altitude (Standard G/S Cancel) by pressing the G/S Cancel switch (commonly part of the amber caution annunciators BELOW G/S or GPWS ). This is typically selected when an unreliable Glideslope is expected or when maneuvering is required during ILS final approach. The G/S Cancel is automatically reset following landing or if the aircraft climbs above the 2000 feet Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 55

124 Mode 5 Descent Below Glideslope continued Terrain Alerting and Clearance Floor Emergency Procedures In some cases, an Alternate G/S Cancel is available. This allows the Mode 5 alerting to be canceled at any time and any altitude. In this configuration, which is defined only for certain aircraft types or by program pin, pressing the G/S Cancel switch in the cockpit has the effect of inhibiting Mode 5 alerting. It can be manually reset by again pressing the G/S Cancel switch, or it is automatically reset following landing, if flap or gear state changes (i.e., down to up), or when the aircraft climbs above a predetermined altitude (defined for the aircraft type). Because of the nature of this type of G/S Cancel, a cockpit indication of its activation is required. Some aircraft may be configured with a G/S inhibit switch. This switch is separate from the one discussed above but also results in inhibiting Mode 5 alerting. This switch is intended for selection during back course approaches to eliminate unwanted alerts that may result. If a discrete back course signal is available from another system, this input to the EGPWC may be connected to that system for automatic Mode 5 inhibiting. NOTE: Implementation of the Glideslope Cancel and/or Inhibit inputs to the EGPWS varies. Verify a particular application to determine the implementation used. Pressing the Terrain Inhibit switch inhibits TAD and TCF alerting and display, including Obstacles and Peaks when enabled. This is used when position accuracy is inadequate or when operating at airports not in the terrain database. Selection of Terrain Inhibit does not cause the Terrain Inoperative annunciation unless the aircraft is wired for this to occur. Terrain Inhibit requires manual deactivation. The EGPWS Flap or Gear Over-ride, TAD/TCF Inhibit, or other switches (as installed) may be used as required for an emergency situation (e.g., landing gear up). For additional information refer to an applicable AFM or EGPWS AFMS or contact Honeywell Rev. D - March MK V & MK VII EGPWS Pilot Guide

125 SECTION 4 Definitions Acronyms shall be interpreted as shown: AFM Airplane Flight Manual AFMS Airplane Flight Manual Supplement AGL Above Ground Level AHRS Attitude/Heading Reference System AOA Angle of Attack ASL Above Sea Level ATC Air Traffic Control BIT Built In Test CFIT Controlled Flight into Terrain CTC Computed Terrain Clearance db Decibels DH Decision Height EFIS Electronic Flight Instrument System EGPWC/S Enhanced Ground Proximity Warning Computer/Systems FAA Federal Aviation Administration FMS Flight Management System FPM Feet Per Minute F/W Fail Warning GPS Global Positioning System GPWS Ground Proximity Warning System G/S Glideslope HDOP Horizontal Dilution of Precision HFOM Horizontal Figure of Merit HIL Horizontal Integrity Limit Hz Hertz (cps) ICD Interface Control Document ILS Instrument Landing System INOP Inoperative IRS Inertial Reference System IVS Inertial Vertical Speed MCP Mode Control Panel MCU Modular Concept Unit MFD Multi Function Display MLS Microwave Landing System MSL Mean Sea Level MTC Minimum Terrain Clearance Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 57

126 PCMCIA PLI PPI PWS QFE QNE QNH RAIM RFCF SAT TA TAD TCAS TCF TERR TO/GA VDOP VFOM VFR VG VHF WS Personal Computer Memory Card Industry Association Pitch Limit Indicator Plan Position Indicator Predictive Windshear System Queens Field Elevation -Corrected Baro. Altitude Relative To Field Elevation Queens Natural Elevation Queens Natural Height Receiver Autonomous Integrity Monitoring Runway Field Clearance Floor Static Air Temperature Terrain Awareness Terrain Alerting and Display Traffic Collision Avoidance System Terrain Clearance Floor Terrain Takeoff/Go-Around Vertical Dilution of Precision Vertical Figure of Merit Visual Flight Rules Vertical Gyro Very High Frequency Windshear Rev. D - March MK V & MK VII EGPWS Pilot Guide

127 Please detach and send back to Honeywell Dear Honeywell EGPWS Customer: This form is a request for information that will allow Honeywell to notify you of future updates to your Enhanced Ground Proximity Warning System. Please complete the information below and fax the information sheet to Honeywell at or return via U.S. mail to: Honeywell International, Inc. Attn: Sandra Slick Mail Stop 40, Dept. 134 P.O. Box Redmond, WA Customer Information: Customer Contact: Company Name: Shipping Address: Phone Number: Fax Number: Address: Aircraft Information: Aircraft Model EGPWS Part Number EGPWS Serial # Aircraft Model EGPWS Part Number EGPWS Serial # Aircraft Model EGPWS Part Number EGPWS Serial # Rev. D - March 2000 MK V & MK VII EGPWS Pilot Guide 59

128 Honeywell International Inc. Airlines and Avionics Products (A&AP) N.E. 36th Street Redmond, Washington USA or: P.O. Box Redmond, WA EGPWS Hotline: Telephone: (425) FAX: (425) Rev. D - March 2000 Honeywell, International Inc. Printed in USA Printed on recycled paper

129 ENHANCED GROUND PROXIMITY WARNING SYSTEM MARK V / VII EGPWS PRODUCT DESCRIPTION CONTACT LIST Product/Program Brian Pulk Product Director Don Bateman Chief Engineer Kevin Allen Aircraft Integration Lyle Kendall Project Manager Bob Champion Program Manager Christine Stahl Database Manager Air Transport Philip Hermann Business Development Regional Mike Carroll Business Development Business & General Aviation John Behrens Business Development Government / Military Harv Pekich Business Development

130 EGPWS Product Description Table of Contents 1. INTRODUCTION CONTROLLED FLIGHT INTO TERRAIN (CFIT) PRODUCT EVOLUTION SYSTEM OVERVIEW TERRAIN AWARENESS ALERTING AND DISPLAY TERRAIN ALERTING TERRAIN DISPLAY TERRAIN AWARENESS FUNCTIONS TERRAIN AWARENESS PROCESSING TERRAIN CLEARANCE FLOOR TERRAIN CLEARANCE FLOOR SYSTEM PROCESSING GROUND PROXIMITY WARNING (TSO-C92C) MODE 1 - EXCESSIVE DESCENT RATE MODE 2 - EXCESSIVE TERRAIN CLOSURE RATE MODE 3 - ALTITUDE LOSS AFTER TAKEOFF MODE 4 - UNSAFE TERRAIN CLEARANCE MODE 5 - BELOW GLIDESLOPE MODE 6 - CALL-OUTS ENVELOPE MODULATION MODE 7 - WINDSHEAR ALERTING (TSO-C117A) MAINTENANCE/TEST INTERFACES SYSTEM CHARACTERISTICS ENVIRONMENTAL SPECIAL MISSION ADAPTATION SYSTEM LIMITATIONS PAGE 2

131 1. INTRODUCTION EGPWS Product Description The purpose of this Product Description is to provide an overview of the AlliedSignal Enhanced Ground Proximity Warning System (EGPWS). The Product Description starts with historical background on GPWS and Product Evolution. The remainder of the document provides an overview of EGPWS characteristics and performance. Detailed product and interface definition is provided in the EGPWS Product Specification and Interface Control Drawings. 1.1 Controlled Flight Into Terrain (CFIT) AlliedSignal pioneered Ground Proximity Warning Systems 25 years ago, and their well-documented performance is part of aviation history. Ground Proximity Warning Systems have been very effective at reducing Controlled Flight Into Terrain (CFIT) accidents through the years as indicated by the following statistics: AIR TRANSPORT CFIT ACCIDENTS PER YEAR CFIT ACCIDENTS USA REST OF WORLD Clearly GPWS has contributed significantly to air safety, yet CFIT continues to be the number one safety concern as the following chart from a recent study shows. The Enhanced Ground Proximity Warning System (EGPWS) was introduced to address the remaining causes of CFIT. ALL OTHER CAUSES WORLDWIDE AIRLINE FATALITIES ( ) CFIT PAGE 3

132 1.2 Product Evolution EGPWS Product Description Ground Proximity Warning Systems (GPWS) for transport category aircraft have evolved through 3 generations of products. The first generation, AlliedSignal s MARK I, was developed in the early 1970 s because of a FAA ruling in 1974, most of the US fleet was equipped at that time. After product introduction, industry groups studied the performance of the system and the characteristics of Controlled Flight Into Terrain (CFIT) accidents. Several GPWS improvements were identified from this experience. Second generation systems were introduced by AlliedSignal in the mid 1970 s as a result of the experience gained with the MARK I s. Two second generation products were produced, the MARK II for analog avionics aircraft, and, in 1981, the MARK III was developed for digital avionics aircraft. Through the years, industry groups have continued to investigate CFIT accidents and the GPWS performance. Continuous improvements have been made to the GPWS as a result of this experience, and two new products were introduced in the late 1980 s: MARK V for digital aircraft and MARK VII for analog aircraft. The safety benefits of the GPWS improvements are well documented by analysis of CFIT accidents through the years. For example, there are several documented cases of gear up landings that have occurred on aircraft equipped with first generation GPWS. First generation systems do not give the pilot information about the cause of the warning. Warnings in this situation can be perceived as false. The voice warning Too Low Gear clearly identifies the problem. It is not surprising that there has not been a gear-up landing involving aircraft equipped with later generation systems. Airspeed mode expansion is also a well-documented safety benefit. Early GPWS did not account for airspeed in the warning calculation. To prevent nuisance warnings at lower speed, warning times at higher airspeeds were sacrificed. Several flight-intomountainous-terrain accidents were studied and showed the benefit of airspeed mode expansion. The MARK I s on these aircraft provided approximately 5 to 12 seconds warning time while a later generation system would have provided, on average, 19 seconds. This increase in warning time greatly increases the probability of a successful recovery from flight-toward-terrain incidents. The implementation of GPWS has been very effective at reducing CFIT accidents. About 95% of the world s fleet is equipped with GPWS, but CFIT continues to be the number one cause of airline passenger fatalities worldwide. Much of this continuing problem is due to CFIT situations not addressed by early generation GPWS. Today, a very large portion of CFIT accidents occurs in the landing configuration on a stable non-precision approach, in low visibility, but short of the runway. In this configuration, the GPWS expects the airplane to land and will not issue a warning. Today s GPWS provides altitude call-outs that improve altitude awareness. The 500 foot callout on a non-precision approach will alert the pilot that he or she should now be in visual contact with the runway, stabilized and configured to land. A study of several accidents that occurred with the aircraft in landing configuration on non-precision approaches showed that the 500 feet call-out would have occurred, typically, 18 seconds prior to impact. Recently, there have been several incidents and accidents resulting from aircraft slowly rolling into a high bank angle not detected by the pilot. Incidents have occurred at cruise altitudes, and aircraft have lost 10,000 feet or more before recovery. In other lower altitude cases, aircraft have been lost. The bank angle alert is an effective safeguard against these situations. Nuisance warnings have been problematic in early generation GPWS and, in fact, have caused pilots to ignore valid warnings in CFIT accidents. Pilot confidence in early generation GPWS is not adequate. Nuisance warnings occur primarily from three types of causes: 1) Warning modes not compatible with aircraft operations 2) Input sensor problems, and 3) Specific terrain characteristics at certain airports. Through the years, much of the GPWS development and improvements have been focused on eliminating nuisance warnings. Modes have been tailored to aircraft operations. As an example, nuisance Sinkrate warnings often occurred when an aircraft was safely being repositioned down to the glideslope. Today s GPWS will allow somewhat higher sinkrates when above the glideslope. Several other similar improvements have also been effective. Input sensor problems have also a major source of nuisance warnings. Advancements in Ground Proximity Warning Systems have been implemented that make the GPWS more intelligent at filtering out sensor problems and discriminating sensor problems from actual aircraft behavior. This has been a major source of nuisance warning reduction. PAGE 4

133 EGPWS Product Description Terrain clearances at certain airports can also cause nuisance or short warnings. Modern AlliedSignal GPWS have incorporated Envelope Modulation that monitors aircraft position relative to a database of specific troublesome terrain-airport locations. When the GPWS recognizes that the aircraft is landing at one of these airports, it will adjust the warning modes for that airport, but only under a specific state of conditions. This is a very important improvement considering that these airports, with surrounding terrain, are likely CFIT locations, and, if pilots have no confidence in the system at these locations, safety can be compromised. The evolution of GPWS through the years has been a history of steady and continuous improvement. While the data shows a marked reduction in CFIT, primarily due to GPWS, data also shows that CFIT remains the number one safety concern. The next significant improvement to GPWS is the Enhanced GPWS (EGPWS). EGPWS was developed to address the remaining CFIT issues and to add virtual look-ahead capability. A recent study of CFIT accidents analyzed the GPWS performance in each case with the following results: COMMERCIAL JET AIRCRAFT ACCIDENTS No GPWS installed 31% Late Warning or Improper Pilot Response 41% No Warning 28% EGPWS improvements were focused on solving these problems: No Warning: The primary cause of CFIT occurrences with no GPWS warning is landing short. When the landing gear is down and landing flaps are deployed, the GPWS expects the airplane to land and therefore, issues no warning. EGPWS introduces the Terrain Clearance Floor (TCF) function, which provides GPWS protection even in the landing configuration. Late Warning or Improper Response: The occurrence of a GPWS alert typically happens at a time of high workload and nearly always surprises the flight crew. Almost certainly, the aircraft is not where the pilot thinks it should be, and the response to a GPWS warning can be late in these circumstances. Warning time can also be short if the aircraft is flying into steep terrain since the downward looking radio altimeter is the primary sensor used for the warning calculation. The EGPWS improves terrain awareness and warning times by introducing the Terrain Display and the Terrain Data Base Look Ahead protection. EGPWS builds on the proven success of the GPWS and continues AlliedSignal s tradition of continuous improvement focused on the actual causes of CFIT accidents. PAGE 5

134 EGPWS Product Description A comparison of older generation systems with the EGPWS is shown below: MARK I MARK II/III MARK V/VII EGPWS BASIC GPWS WITH 5 MODES X X X X ENUNCIATE CAUSE OF WARNING X X X AIRSPEED MODE EXPANSION X X X ALTITUDE CALL-OUTS X X BANK ANGLE WARNING X X ENVELOPE MODULATION X X WINDSHEAR DETECTION X X TERRAIN CLEARANCE FLOOR X LOOK-AHEAD DATA BASE X TERRAIN DISPLAY X NUISANCE WARNINGS OFTEN COMMON RARE RARE Two version of the EGPWS are available, primarily digital and primarily analog interface versions. The interface capabilities of these two versions are more fully described in section 8.0. The digital interface unit, referred to as the Enhanced MK V GPWS, is part number series xxx-xxx-xxx. The analog interface unit, referred to as the Enhanced MK VII EGPWS, is part number series xxx-xxx-xxx. PAGE 6

135 2. SYSTEM OVERVIEW EGPWS Product Description The purpose of the Enhanced Ground Proximity Warning System is to help prevent accidents caused by Controlled Flight into Terrain (CFIT) or severe Windshear. The system achieves this objective by accepting a variety of aircraft input parameters, applying alerting algorithms, and providing the flight crew with aural alert messages, visual annunciation, and displays. Figure 2-1 provides an overall system block diagram. GPWS ALGORITHMS AUDIO ALERT MESSAGES FLIGHT DECK SPEAKERS AND INTERPHONE AIRCRAFT SENSORS AND SYSTEMS AIRCRAFT PARAMETERS I N P U T P R O C E S S I N G TERRAIN AWARENESS ALERTING AND DISPLAY ALGORITHMS TERRAIN CLEARANCE FLOOR ALGORITHMS O U T P U T P R O C E S S I N G VISUAL ALERT MESSAGES ALERT LAMPS AND EFIS DISPLAY WINDSHEAR DETECTION AND ALERTING ALGORITHMS TERRAIN DISPLAY DATA EFIS NAV. DISPLAY OR Wx RADAR INDICATOR EGPWC The system comprises the following groups of components: FIGURE 2-1: ENHANCED GROUND PROXIMITY WARNING SYSTEM Aircraft Sensors and other systems providing input signals The Enhanced Ground Proximity Warning Computer (EGPWC) Flight Deck Audio Systems (Speakers and Interphone) Alert Lamps and/or digital outputs to EFIS and EICAS displays (for alert and system status messages) EFIS Navigation Display (ND) or Weather Radar Indicator for display of Terrain Switching Relay(s) when required for switching display inputs from weather display to terrain display The system is designed to be fully compatible with normal operations of multi-engine transport aircraft. Unwanted alerts will be very rare if the flight crew maintains situation awareness with respect to the terrain, and if the crew follows correct avoidance procedures for any significant windshear activity. PAGE 7

136 EGPWS Product Description Several main alerting functions are integrated into a single Line Replaceable Unit (LRU) EGPWC. Except for basic GPWS, functions can be selected through program pins. These functions are: Basic Ground Proximity Warning Altitude Awareness Callouts Excessive Bank Angle Alert Windshear Detection and Alerting Terrain Clearance Floor Enhanced feature of Terrain Awareness Alerting and Warning, as well as optional display of this information Basic Ground Proximity Warning function is the backbone of the system. The primary design objective has been to maintain the integrity of this basic GPW function independent of other functions. For example, loss of the Terrain Awareness Display function will not affect the operation of the GPW functions, provided that the input signals necessary for GPW operation are still available. In addition to the main alerting functions, the EGPWC also performs the following auxiliary functions: Input signal processing (including filtering and signal monitoring). Alert output processing (including alert prioritization, voice message synthesis, audio output and display and warning lamp drivers) Built-In Test and Monitoring including cockpit-activated self test. Interface with CMC/CFDS Maintenance Systems with interactive protocols when the aircraft is on the ground. Front panel PCMCIA interface for uploading software and databases. Front panel maintenance test connector, self test button, and audio headset jack for system checkout and troubleshooting. System Status LED s located on the LRU front panel to indicate External Fault, Computer O.K. and Computer Fail conditions. PAGE 8

137 EGPWS Product Description 3. TERRAIN AWARENESS ALERTING AND DISPLAY A major new feature of the EGPWS is the incorporation of the Terrain Awareness Alerting and Display functions. These functions use the aircraft s geographic position and altitude and the internal terrain database to predict potential conflicts between the aircraft flight path and the terrain and optionally provide graphic displays of the conflicting terrain. The feature is illustrated by the block diagram in Figure 3-1. AIRPORT POSITION DATABASE TERRAIN CLEARANCE FLOOR ALGORITHM AIRCRAFT POSITION DATA (LAT/LNG) TERRAIN ELEVATION DATABASE BAROMETRIC ALTITUDE GROUND TRACK GROUND SPEED VERTICAL SPEED ROLL ATTITUDE TERRAIN AWARENESS ALERTING ALGORITHMS TERRAIN DISPLAY ALGORITHMS TERRAIN CAUTION ALERT TERRAIN WARNING ALERT TERRAIN DISPLAY DATA Figure 3-1: Terrain Awareness Functions 3.1 Terrain Alerting Terrain awareness alerting algorithms continuously compute terrain clearance envelopes ahead of the aircraft. If the boundaries of these envelopes conflict with terrain elevation data in the terrain database, then alerts are issued. Two envelopes are computed, one corresponding to a Terrain Caution Alert level and the other to a Terrain Warning Alert level. The algorithms are designed to meet the following criteria: Operational Compatibility - Minimal unwanted alerts during normal flight operations and approach procedures Improved Terrain Awareness Warning Times - Provide adequate alert times for all flight phases and conditions Robustness - Tolerant of aircraft position errors, altitude signal errors, and database errors The Caution and Warning envelopes use the Terrain Clearance Floor as a baseline, and virtually look ahead of the aircraft in a volume which is calculated as a function of airspeed, roll attitude and flight path angle. If the aircraft penetrates the Caution Envelope boundary, the aural message Caution Terrain, Caution Terrain is generated, and alert discretes are activated for visual annunciation. Simultaneously, the conflicting terrain areas are shown in solid yellow color on the Terrain Display. If the aircraft penetrates the Warning envelope boundary, the aural message Terrain Terrain, Pull Up! is generated, and alert discretes are activated for visual annunciation. Simultaneously the conflicting terrain areas are shown in solid red color on the Terrain Display. PAGE 9

138 3.2 Terrain Display EGPWS Product Description The EGPWS computer outputs a display of terrain data in weather radar format, per ARINC-708/708A (ARINC 453) or per the Honeywell Picture Bus specification. The terrain data can be displayed either on a dedicated Weather Radar Indicator or on Electronic Flight Instrument System (EFIS)-equipped aircraft, on the electronic Navigation Display (ND) or Multi-Function Display (MFD). When the Terrain Display is activated, it replaces what was being displayed on the Weather Radar screen. The Terrain Display can be made available to the flight crew at any time. When the conditions for either a Terrain Caution or a Terrain Warning are detected, the EGPWS computer can also supply a discrete pop-up signal. The pop-up signal can be used to switch the flight deck displays between the Weather Radar and the Terrain Display. Display of terrain data is depicted in Figure 3-2. BACKGROUND TERRAIN YELLOW CAUTION AREA "CAUTION TERRAIN, CAUTION TERRAIN" RED WARNING AREA "TERRAIN TERRAIN, PULL UP!" Figure 3-2: Terrain Awareness Display on EFIS Navigation Display (Simulated) Terrain that satisfies the Terrain Caution Alert criteria is in solid yellow, and terrain that satisfies the Terrain Warning Alert is in solid red. Terrain which is significantly close to the aircraft, but does not satisfy the Caution or Warning criteria, is shown as a green, yellow, or red dot pattern with perceived brightness that is less than the solid yellow Caution area. The density of the dot pattern is coarsely varied to depict terrain altitude with respect to the aircraft. Additional information on the dot patterns is provided in paragraph Terrain Awareness Functions The Enhanced Ground Proximity Warning display component of the EGPWS is divided into the functional blocks shown in Figure 3-3 with the optional interface to a cockpit display. The highlighted blocks monitor Aircraft Position with respect to local database-cataloged terrain and provide rapid audio and visual alerts when a terrain threat is detected. Terrain threats are recognized and annunciated when terrain violates specific computed envelope boundaries forward of the aircraft path. Provision has been included for an obstacle database providing similar annunciation when cataloged obstacles violate the same envelope boundaries. A obstacle database for North America has been incorporated into the EGPWS on our company flight test aircraft and is performing very well to date. The EGPWS alert lamps and audio outputs behave in the same manner as the standard GPWS mode alerts. A Terrain Caution Alert or Terrain Warning Alert will initiate a specific audio alert phrase. Complementing the terrain threat alerts, the EGPWS also maintains a synthetic image of local terrain forward of the aircraft for display on EFIS Navigation Displays and Multi-Function Displays and Weather Radar Indicators. This imposes strict timing requirements on the EGPWS functions to insure the image is accurate and up-to-date on each synthetic radar display sweep. PAGE 10

139 EGPWS Product Description Aircraft-dependent Inputs Aircraft Position Aircraft Heading Aircraft Position Altitude Rate LOCAL TERRAIN PROCESSING Local Terrain and Obstacle Data (Overlay Format) Nearest Runway Data SURFACE TERRAIN, OBSTACLE, AND AIRPORT DATABASES AUDIO OUTPUT Altitude (MSL) EGPWS Input Processing and Signal Selection Flight Path Angle Ground Speed Ground Track Roll Attitude Range Scales #1,2 Terrain Display Selects #1,2 Predictive Windshear Alerts Pop-Up Enable Display Config. Aircraft Position Aircraft Heading External LRU Interface (Optional EGPWS Display) TERRAIN THREAT DETECTION AND DISPLAY PROCESSING Wx Display Bus #1 DISPLAY CONTROL LOGIC Wx/TERR Select/Pop-up-Display #1 Display Override and Range Control Wx/TERR Select/Pop-up-Display #2 Terrain Status (ARINC-429) Terrain Display Data rng scale #1 rng scale #2 Terrain Display Bus #1 TERRAIN DISPLAY OUTPUT PROCESSOR (DSP) Terrain Display Bus #2 LAMP OUTPUTS Display #1 Wx Display Bus #2 External Display Switching Display #2 FIGURE 3-3: TERRAIN AWARENESS FUNCTIONS The EGPWS may be configured to automatically de-select the Weather Display and pop-up a display of the terrain threats when they occur. The logic for these controls accepts input from Predictive Windshear Systems, so that windshear alerts can override a Terrain display and revert to the weather display with the corresponding windshear data. The EGPWS provides up to two optional external display outputs, each with independent range-scaling control in the same manner as a weather radar with more than one indicator. Changes of range scaling to one display do not affect the other display. Each of these two independent outputs may used to drive more than one display. The highlighted blocks in Figure 3-3 are described in the following section. The specific databases, Audio Output function, and Terrain Display Output Processor are described in other related sections of this document. PAGE 11

140 3.4 Terrain Awareness Processing EGPWS Product Description The EGPWS Input Processing and Signal Selection function conditions and formats aircraft data into proper form for use by the EGPWS while insulating the EGPWS from variations in aircraft type and configuration. Display Configuration There are several configuration items defined as a characteristic of the selected aircraft type. These items define display type and how it is enabled by the pilot. It includes optional automatic pop-up of the Terrain display during Terrain alerts. Although ARINC-708/708A provides the basic format for the standard radar display bus, EGPWS is designed to handle the variations between manufacturers. Aircraft Data Inputs Aircraft Position, latitude and longitude are required for EGPWS operation and are preferably received from an aircraft Global Positioning System (GPS). Flight Management System (FMS) data may be utilized if GPS data is not available, but the Terrain Threat Detection and Display will only be enabled if the quality of the FMS data is sufficient. FMS accuracy has proven not to be an issue in airline operational use of EGPWS. Additionally, aircraft Ground Track and Ground Speed data are also received from the GPS (or FMS or IRS). Aircraft Altitude MSL is received from the Air Data Computer (ADC). Other aircraft inputs include Aircraft Heading (from the IRS), Roll Attitude (from the IRS) and Flight Path Angle (derived by EGPWS). Control Inputs Some installations provide discrete Terrain Display Select switches in the cockpit for each Weather Radar Indicator. These are momentary contact switches that are processed by the EGPWS Input Processing and Signal Selection block as inputs to the Wx/TERR select logic. Additionally, for aircraft with predictive windshear radar capability, a Windshear Override input is provided for the Wx/TERR select logic. All installations require input of cockpit-selected range scales for each installed display. Installations may optionally provide this on single (MK VII EGPWS) or dual (MK V EGPWS) ARINC-429 broadcast buses. Two ARINC-429 buses are provided for ARINC-708/708A split and consolidated control on the MK V EGPWS. Local Terrain Processing The Local Terrain Processing function extracts and formats local topographic data and terrain features from the related databases creating a set of Digital Elevation Matrix Overlays for use by the Terrain Threat Detection and Display Processing functions. Additionally, data for the nearest runway are also extracted for use by the Terrain Threat Detection and Display Processing functions. Processing for each topographic database and the runway database is described in the following paragraphs. Terrain Surface Data Local Terrain Processing of topographic surface data updates a set of Digital Elevation Matrix Overlays that are positioned with respect to Aircraft Position. Each matrix element contains the highest terrain altitude with respect to mean sea level in that element s area. Elements where terrain data are not available are marked invalid. Obstacle Data In addition to terrain surface data, provisions are made for use of an Obstacle Database providing obstacle data near major airports. Local Terrain Processing will update a dedicated overlay within the Digital Elevation Matrix Overlays with local obstacle altitude data. Nearest Runway Data Data for the nearest runway are extracted and processed for use by the Terrain Threat Detection and Display Processing functions. Data are extracted from the same Airport Database used by the Terrain Clearance Floor functions (see 6.3). This database contains data on all runways 3500 feet or more in length. Approximately 600 military airfields, worldwide, are currently included. The contents of the database are processed by the Local Terrain Processing into Nearest Runway Center position, Nearest Runway Threshold position and Nearest Runway Altitude for use by the EGPWS. These data are updated when the Terrain Threat Detection and Display Processing functions are performed. PAGE 12

141 Terrain/Obstacle Threat Detection EGPWS Product Description The Terrain/Obstacle Threat Detection and Display processing function performs the threat analysis on the terrain/obstacle data within computed caution and warning envelope boundaries below and forward of the aircraft path. Results of threat assessments are combined with background terrain data and nearest runway data and formatted into a terrain display image, which can be displayed on a weather radar indicator or an EFIS display in place of the weather image. In the event of terrain/obstacle caution or warning conditions, a specific audio alert is triggered and the terrain display image is enhanced to highlight each of the types of terrain threats. Terrain/Obstacle Caution and Warning Envelopes The basic Terrain Caution Envelope (or Yellow Alert Envelope) and Terrain Warning Envelope (or Red Alert Envelope) boundaries are illustrated in Figure 3-4. A perspective view of the Terrain Detection envelope is illustrated in Figure 3-5. SLOPES = GREATER OF FPA OR +6 DEG FLIGHT PATH ANGLE (FPA) TERRAIN CLEARANCE FLOOR WARNING AREA CAUTION AREA WARNING LOOK AHEAD DISTANCE CAUTION LOOK AHEAD DISTANCE WARNING LOOK UP DISTANCE CAUTION LOOK UP DISTANCE FIGURE 3-4: TERRAIN CAUTION AND WARNING ENVELOPE BOUNDARIES OUTSIDE TINES POINT OUT +-3 DEG STARTING WIDTH = 1/4 nm CENTER TINE POINTS ALONG GROUND TRACK PLUS A LEAD ANGLE DURING TURNS FIGURE 3-5: TERRAIN DETECTION ENVELOPE - PERSPECTIVE VIEW PAGE 13

142 Caution Altitude Floor EGPWS Product Description The Caution Altitude Floor (or Terrain Floor) is computed as a function of Aircraft Altitude with respect to Nearest Runway Elevation and range to the Nearest Runway Threshold position. This parameter represents a distance below the aircraft. The relationship to the nearest runway threshold location prevents undesired alerts when the aircraft is taking off or landing at an airport. The system is compatible with terrain clearances allowed for by regulatory approach and departure design criteria. Caution Look Ahead Distance The Caution Look Ahead Distance is computed from aircraft ground speed and turn rate to provide an advanced warning with adequate time for the crew to react safely. Depending on the situation, this distance roughly corresponds to between 40 and 60 seconds of advance alerting. Warning Altitude Floor The Warning Altitude Floor is set to a fraction of the Caution Altitude Floor, illustrated Figure 3-4. The Warning Altitude Floor is computed as a function of Aircraft Altitude with respect to Nearest Runway Elevation and range to the Nearest Runway Threshold position. This parameter represents a distance below the aircraft. The relationship to the nearest runway threshold location prevents undesired alerts when the aircraft is taking off or landing at an airport. Warning Look Ahead Distance The Warning Look Ahead Distance is a fraction of the Caution Look Ahead Distance (computed from aircraft ground speed and turn rate) to provide an advanced warning with adequate time for the crew to react safely. Terrain Displays and Alerts The Terrain Awareness Alerting and Display function maintains a Background Display of local terrain forward of the aircraft for optional cockpit display. In the event of terrain caution or warning conditions, an aural alert is triggered. The background image is then enhanced to highlight related terrain threats forward of the aircraft. The background terrain is depicted as variable density dot patterns in green, yellow, or red. The density and color being a function of how close the terrain is relative to aircraft altitude. Terrain Alerts are depicted by painting the threatening terrain as solid yellow or red. The set of Digital Elevation Matrix Overlays is processed by the terrain display algorithms into a matching set of Display Matrix Overlays and passed to the Radar Display Output Processor. The Display Matrix Overlays hold display attributes rather than elevation for each matrix element. These attributes are computed for the background and terrain threat areas and minimized (one byte) to reduce memory requirements and transfer time to the Radar Display Output Processor. The Aircraft Position and Aircraft Heading are used at the Radar Display Output Processor to extract the radar-like sweeping image ahead of the aircraft from the display overlays. Each element of the output Display Matrix Overlays holds a single display attribute byte with fields for the colors, patterns, and symbols shown below in Table 3-1. COLOR/PATTERNFUNCTION TABLE 3-1: DISPLAY COLORS, PATTERNS AND SYMBOLS Solid RedWarning Terrain (approximately 30 seconds from impact) Solid YellowCaution Terrain (approximately 60 seconds from impact) 50% Red DotsMore than 2000 feet above reference altitude* 50% Yellow Dots1000 to 2000 feet above reference altitude* 25% Yellow Dots500 (250 with gear down) feet below to 1000 feet above reference altitude* 25% Green Dots500 (250 with gear down) feet below to 1000 feet below reference altitude* 12.5% Green Dots1000 to 2000 feet below reference altitude* BlackNo close terrain MagentaUnknown Terrain Reference altitude is the aircraft altitude when climbing or during level flight, otherwise it is projected down from actual aircraft altitude to provide a 30 second advance display of terrain. PAGE 14

143 EGPWS Product Description Background Display The Background Display is computed from the Aircraft Altitude with respect to the terrain data in the Digital Elevation Matrix Overlays. Where terrain data are available and sufficiently close to the Aircraft Altitude, they are presented in Background Color dot patterns reflecting the projected separations shown in Figure 3-6. Different dot density patterns and colors are used to represent terrain altitude bands with respect to the aircraft. Areas with no terrain data available are painted with the Low Density magenta dot Pattern. SOLID YELLOW / RED RESERVED FOR ALERTS CAUTION: 100% YELLOW WARNING: 100% RED 50% RED 50% YELLOW 25% YELLOW Aircraft Elevation 25% GREEN 12.5% GREEN BLACK +400 when on runway when in cruise Transition as descend/climb With proper app./dep., runway always In the Black Runway Elevation to -500 (variable) FIGURE 3-6: TERRAIN BACKGROUND DISPLAY Terrain Test Alert During manually-initiated self-test, the Terrain Alert aural messages are included in the GPWS audio test outputs. Additionally, a test display is output to the EGPWS display devices. This Terrain Test Alert display exercises the complete set of EGPWS symbols, colors, and dot patterns. Mode Annunciation For some installations, a 6 character Mode annunciation display window is available to the EGPWS. For these installations, the system transmits encoded ASCII characters on its ARINC 429 output for use by the display. The source of position information is included in the message window mode annunciation. Terrain Database As shown in Figure 3-3, Local Terrain Processing extracts and formats local topographic terrain data from the EGPWS Terrain Database for use by the Terrain Threat Detection and Display Processing functions. This Terrain Database divides the earth s surface into grid sets referenced horizontally on the geographic (lat/long) coordinate system of the WGS-84. Elements of the grid sets record the highest terrain elevation (above MSL) in that element s respective area. Grid sets vary in resolution depending on geographic location. Because the overwhelming majority of Controlled Flight into Terrain (CFIT) accidents occur near an airport, and the fact that aircraft operate in closer proximity to terrain near airports, higher resolution grids are used around airports. Lower resolution grids are used outside of airport areas where enroute aircraft altitude makes CFIT accidents unlikely and for which detailed terrain features are not of importance to the flight crew. PAGE 15

144 EGPWS Product Description Digital Elevation Models (DEMs) are available for most of the airports around the world today. In cases where the data are not currently available, DEMs are generated in-house from available topographic maps, sectional charts, and airline approach plates. The process of acquiring, generating, assembling, and updating the database is governed by strict configuration controls to insure the highest level of data integrity. DEM s from external sources are inputs to this process and are checked and formatted for generation of the EGPWS Terrain Database. The global EGPWS Terrain Database is organized in a flexible and expandable manner. Using digital compression techniques, the complete database is stored in non-volatile memory within the LRU. Updates and additions are easily done by inserting a single PCMCIA card in a card slot on the LRU front-panel. Status LEDs on the LRU front-panel allow the operator to monitor the database load progress and completion. Obstacle Database Provisions are also made for future use of an Obstacle Database providing obstacle data in the vicinity of major airports. This database will provide altitude data for man-made obstacles or groups of obstacles that protrude above the EGPWS terrain protection floors. PAGE 16

145 4. TERRAIN CLEARANCE FLOOR EGPWS Product Description The Terrain Clearance Floor (TCF) alert, illustrated in Figure 4-1, adds an additional element of protection to the standard Ground Proximity Warning modes. It creates an increasing terrain clearance envelope around the intended airport runway directly related to the distance from the runway. TCF alerts are based on current aircraft location, nearest runway center point position and radio altitude. TCF is active during takeoff, cruise and final approach. This alert mode complements the existing GPWS Mode 4 protection by providing an alert based on insufficient terrain clearance even when in landing configuration. Alerts for TCF illuminate EGPWS cockpit lamps and produce aural messages. When an aircraft penetrates the TCF alert envelope the aural message Too Low Terrain will be given. This aural message will occur twice when initial envelope penetration occurs, and once thereafter for each 20% degradation in Radio Altitude. At the same time the EGPWS warning lamps will illuminate. The lamps will remain on until the alert envelope is exited. 3 degree Path Runway 400' AGL 5 NM 12 NM 15 NM 700' AGL FIGURE 4-1: TERRAIN CLEARANCE FLOOR 4.1 Terrain Clearance Floor System Processing Terrain Clearance Floor Input Signals Table 4-1 lists the inputs required to allow implementation of the TCF function: TABLE 4-1: TCF INPUTS InputSource Radio AltitudeExternal: Radio Altimeter LatitudeExternal: GPS or Corrected FMS/IRS LongitudeExternal: GPS or Corrected FMS/IRS FMS/IRS Update DiscreteExternal for inertia based position Runway Center LatitudeInternal: Database Runway Center LongitudeInternal: Database Position Input Type (GPS, RNAV)System Configuration Alert Envelope ParametersInternal: Database 1/2 Runway LengthInternal: Database System Error FactorInternal: Database PAGE 17

146 Terrain Clearance Floor Airport Database EGPWS Product Description The TCF Airport Database consists of data records containing the position of airport runway center points along with one-half of the runway length. The database will include all hard surface runways in the world greater than or equal to 3500 feet in length and which have instrument approach procedures. The database generation process is verified which includes validation that the data was not corrupted in the translation process. This database can be upgraded without affecting the customer certified system part number. The design of the database and related software will be such that additional runway records can be added in the future without altering code. The database will provide means of accessing the Runway Record of the runway closest to the current aircraft position. PAGE 18

147 EGPWS Product Description 5. GROUND PROXIMITY WARNING (TSO-C92C) As shown in Figure 5-1, the EGPWS provides the basic Ground Proximity Warning System (GPWS) alerting in six modes. MODE 1 EXCESSIVE DESCENT RATE "SINKRATE" "PULL UP!" MODE 2 EXCESSIVE TERRAIN CLOSURE RATE "TERRAIN..TERRAIN" "PULL UP!" MODE 6 EXCESSIVE BANK ANGLE "BANK ANGLE!" ALTITUDE CALL-OUTS "...FIVE HUNDRED..." MODE 3 SINK AFTER TAKEOFF "DON'T SINK!" MODE 5 EXCESSIVE DEVIATION BELOW GLIDESLOPE "GLIDESLOPE" MODE 4 TOO CLOSE TO TERRAIN "TOO LOW - TERRAIN" "TOO LOW - GEAR" "TOO LOW - FLAPS" FIGURE 5-1: GROUND PROXIMITY WARNING MODES Modes 1 through 5 are in accordance with the requirements of TSO-C92c, DO-161A, CAA Spec 14 and ICAO Annex 6. Mode 6 provides additional protection during landing approach through selection of radio altitude callout menu and an optional alert for excessive bank angle. (Note: Mode numbering is based on GPWS development history. It does not imply any special hierarchy). The basic GPWS modes are tailored for the application by selection of various options selected through program pin connections during installation. An overview of the function of each of the GPW modes is given in the following paragraphs. The standard audio declutter feature activates the voice alert once and remains silent until the CFIT threat has degraded by 20%. This feature applies to modes 1, 3, 4, and 5. The audio declutter feature can be disabled by program pin option. In this case, voice messages continuously repeat until the warning situation has been corrected. 5.1 Mode 1 - Excessive Descent Rate Mode 1 provides alerts when the aircraft has excessive descent rate close to the terrain (see Figure 5-2). If the aircraft penetrates the outer alert boundary, the aural message Sinkrate is generated, and alert discretes are activated to provide visual annunciation. If the aircraft penetrates the inner alert boundary, the aural message Pull Up! is generated, and visual alert discretes are activated. The alert boundaries are defined in terms of aircraft Vertical Speed (Barometric Vertical Speed supplemented by Inertial Vertical Speed when available) and Radio Altitude. Improvements to Mode 1 alert boundaries include: Envelope Modulation Glideslope Deviation Bias - The outer alert boundary ( Sinkrate ) is desensitized when the aircraft is above the glideslope beam. This prevents unwanted alerts when the aircraft is safely capturing the glideslope (or repositioning to the centerline) from above the beam. Steep Approach Bias - If Steep Approach mode is defined for a given aircraft type it desensitizes the outer alert boundary ( Sinkrate ) to permit safe, but steeper than normal, instrument precision approaches (e.g. MLS or GPS approaches) without unwanted alerts. PAGE 19

148 EGPWS Product Description RADIO ALTITUDE (FEET) "SINKRATE" "PULL UP!" "SINKRATE" "PULL UP!" DESCENT RATE (FEET/MINUTE) FIGURE 5-2: MODE 1 - EXCESSIVE DESCENT RATE 5.2 Mode 2 - Excessive Terrain Closure Rate Mode 2 provides alerts when the aircraft is closing with the terrain at an excessive rate. It is not necessary for the aircraft to be descending in order to produce a Mode 2 alert, level flight (or even a climb) towards obstructing terrain can result in hazardous terrain closure rate. The Terrain Closure Rate variable is computed in the EGPWS computer by combining Radio Altitude and Vertical Speed in a non-linear complementary filter. Mode 2 has two sub-modes, referred to as Mode 2A and Mode 2B, the active sub-mode being determined by aircraft configuration. The Mode 2A alerting envelope is illustrated in Figure 5-3, and the Mode 2B envelope is shown in Figure "TERRAIN TERRAIN" "PULL UP!" RADIO ALTITUDE (FEET) "TERRAIN TERRAIN" Speed Expansion "PULL UP!" TERRRAIN CLOSURE RATE (FEET/MIN) FIGURE 5-3: MODE 2A - EXCESSIVE TERRAIN CLOSURE RATE Mode 2A is enabled when the conditions for enabling Mode 2B are not satisfied (see below). If the aircraft penetrates the Mode 2A alerting envelope, the aural message Terrain Terrain is generated initially, and visual alert discretes are also activated. If the aircraft continues to penetrate the envelope, then the aural message Pull Up! is repeated continuously until the warning envelope is exited. At this point, an altitude gain function is activated. The aural message reverts to Terrain, Terrain..., but will be given only if the terrain clearance continues to decrease. The visual alert will remain on until the aircraft has either gained 300 feet of barometric altitude, or 45 seconds has elapsed, or the radio altimeter loses track. At that point all visual alerts stop. As shown in Figure 5-3, the upper boundary of the Mode 2A alert envelope varies as a function of aircraft speed. As airspeed increases from 220 knots to 310 knots, the boundary expands to provide increased alert times at higher airspeeds. PAGE 20

149 2500 EGPWS Product Description "TERRAIN TERRAIN" "PULL UP!" RADIO ALTITUDE (FEET) "TERRAIN TERRAIN" "PULL UP!" TERRRAIN CLOSURE RATE (FEET/MIN) FIGURE 5-4: MODE 2B - EXCESSIVE TERRAIN CLOSURE RATE Mode 2B provides a desensitized alert envelope, permitting normal landing approach maneuvering close to the terrain without producing unwanted alerts. Mode 2B is enabled for three conditions: When flaps are selected to the landing position If the aircraft is performing an ILS approach and is within ±2 dots of both Localizer and Glideslope centerlines For the first 60 seconds after takeoff If the aircraft penetrates the Mode 2B envelope with either Gear or Flaps not in landing configuration, the aural message Terrain, Terrain is generated initially, and visual alert discretes are activated.. If the aircraft continues to penetrate the envelope, then the aural message Pull Up! is repeated continuously until the warning envelope is exited. If the aircraft penetrates the Mode 2B envelope with both Gear and Flaps in landing configuration, the aural message Terrain... is repeated until the envelope is exited. Envelope Modulation is used to eliminate, whenever possible, operationally induced unwanted warnings. 5.3 Mode 3 - Altitude Loss After Takeoff Mode 3 provides alerts when the aircraft loses a significant amount of altitude immediately after takeoff or during a missed approach, as shown in Figure "DON'T SINK" RADIO ALTITUDE (FEET) "DON'T SINK" ALTITUDE LOSS (FEET) FIGURE 5-5: MODE 3 - ALTITUDE LOSS AFTER TAKEOFF PAGE 21

150 MIN TERRAIN CLEARANCE (FT) EGPWS Product Description The Altitude Loss variable is based on the barometric altitude at the time of the start of the inadvertent descent. The amount of altitude loss permitted before an alert is given is a function of the height of the aircraft above the terrain, as shown in Figure 5-5. Mode 3 is enabled after takeoff or go-around when the landing gear is up and the flaps are in other than the landing position. Mode 3 remains enabled until the EGPWS computer determines the aircraft has gained sufficient altitude and is no longer in the takeoff. If the aircraft penetrates the Mode 3 boundary, the aural message Don t Sink is generated, and visual alert discretes are activated. The visual annunciation remains active until a positive rate of climb is re-established. 5.4 Mode 4 - Unsafe Terrain Clearance Mode 4 provides alerts and warnings for insufficient terrain clearance with respect to phase of flight and speed. Mode 4 exists in 3 forms, 4A, 4B and 4C. Mode 4A is active during cruise and approach with Gear not in landing configuration. Mode 4B is also active in cruise and approach, but with Gear in landing configuration. Mode 4C is active during the takeoff phase of flight with either Gear or Flaps not in landing configuration. As shown in Figure 5-6 the standard upper boundary for Mode 4A is at 500 feet Radio Altitude. If the aircraft penetrates this boundary with the gear still up, the voice message will be Too Low Gear. Above 190 knots, the upper boundary increases linearly with airspeed to a maximum of 1000 feet Radio Altitude at 250 knots or more. Penetrating this boundary produces a Too Low Terrain message. MODE 4A UNSAFE TERRAIN CLEARANCE "TOO LOW TERRAIN" "TOO LOW TERRAIN" AIRCRAFT SLOWED TO LESS THAN 190 KTS "TOO LOW GEAR" UNSAFE TERRAIN CLEARANCE GEAR UP, FLAPS UP TOO LOW GEAR WARNING AREA TOO LOW TERRAIN WARNING AREA COMPUTED AIRSPEED (KTS) RUNWAY FIGURE 5-6: MODE 4A - UNSAFE TERRAIN CLEARANCE - GEAR UP When the landing gear is lowered, the upper boundary decreases to 245 feet. This is reduced to 150 feet on those aircraft types that routinely delay full flap deployment (Turboprop) until the airfield is within approximately one nautical mile. Penetration below 159 knots results in the Too Low Gear messages with Gear Up or the Too Low Flaps message with Gear Down and Flaps not in landing configuration, while above 159 knots the message is Too Low Terrain. Mode 4B is illustrated in figure 5-7. PAGE 22

151 MIN TERRAIN CLEARANCE (FT) EGPWS Product Description MODE 4B UNSAFE TERRAIN CLEARANCE "TOO LOW TERRAIN" "TOO LOW TERRAIN" AIRCRAFT SLOWED TO LESS THAN 159 KTS GEAR DOWN MIN TERRAIN CLEARANCE (FT)1500 "TOO LOW FLAPS" UNSAFE TERRAIN CLEARANCE GEAR DN, FLAPS UP TOO LOW TERRAIN WARNING AREA TOO LOW FLAPS WARNING AREA COMPUTED AIRSPEED (KTS) RUNWAY FIGURE 5-7: MODE 4B - UNSAFE TERRAIN CLEARANCE - GEAR DOWN Mode 4C is based on a minimum terrain clearance, or floor, that increases with Radio Altitude during takeoff. A value equal to 75% of the current Radio Altitude is accumulated in a long term filter. Any decrease of Radio Altitude below the filter value with Gear or Flaps up will result in the warning Too Low Terrain. Mode 4C is illustrated in Figure 5-8. MODE 4C UNSAFE TERRAIN CLEARANCE "TOO LOW TERRAIN" "TOO LOW TERRAIN" UNSAFE TERRAIN CLEARANCE GEAR UP, FLAPS UP 1500 FPM CLIMB RATE TAKE-OFF OVER FLAT TERRAIN OR WATER WARNING AREA (<190 KTS) WARNING AREA (>250 KTS) RADIO ALTITUDE (FT) FIGURE 5-8: MODE 4C - - UNSAFE TERRAIN CLEARANCE - AT TAKEOFF Optional variations to the Mode 4 alert boundaries are available as follows: Envelope Modulation Overflights during holding patterns PAGE 23

152 MIN TERRAIN CLEARANCE (FT) 5.5 Mode 5 - Below Glideslope EGPWS Product Description Mode 5 provides two levels of warning when the aircraft flight path descends below the Glideslope beam on front course ILS approaches. The first alert occurs whenever the aircraft is more than 1.3 dots below the beam. It is called a soft Glideslope alert because the volume level of the Glideslope warning is approximately one-half (-6 db) that of the other warnings. A second alert boundary occurs below 300 feet Radio Altitude with greater than 2 dots deviation and is called a loud or hard Glideslope alert because the volume level is increased to that of the other warnings. Mode 5 is illustrated in figure 5-9. MODE 5 EXCESSIVE GLIDESLOPE DEVIATION GLIDESLOPE BEAM CENTER SOFT "GLIDESLOPE" HARD "GLIDESLOPE" MODE 5 BELOW GLIDESLOPE ALERT GEAR DOWN HARD ALERT AREA SOFT ALERT AREA GLIDESLOPE DEVIATION (DOTS FLY UP) SOFT ALERT AREA HARD ALERT AREA RUNWAY Other variations to the Mode 5 alert boundaries are as follows: Envelope Modulation Localizer Intercept Level Flight Intercept FIGURE 5-9: MODE 5 - EXCESSIVE GLIDESLOPE DEVIATION 5.6 Mode 6 - Call-Outs Mode 6 provides alerts and callouts for descent below predefined altitudes, Decision Height (DH), Minimums and Approaching Decision Height, Approaching Minimums as shown in figure Alerts for excessive roll or bank angle are also provided as part of this mode as shown in figure The Excessive Bank Angle aural alerts are given twice, and then suppressed unless the roll angle increases by an additional 20%. Specific callouts are selected via program pin from predefined menus. Mode 6 alerts and callouts produce aural and ARINC 429 output indications, but do not produce visual indications. A Smart Five Hundred foot callout is available. This callout will be issued only when the system detects that a Non-Precision Approach is being performed or that the aircraft is outside a ±2 dot glideslope deviation. An optional discrete input provides the ability to force the Mode 6 audio level to a lower audio volume (if it is not already defaulted to low volume). This enables operators to control the Mode 6 volume level with activation of windscreen rain removal or if lower volume callouts are desired at all times. PAGE 24

153 TERRAIN CLEARANCE (FEET) EGPWS Product Description MODE 6 ALTITUDE AWARENESS CALLOUTS "APPROACHING MINIMUMS" "MINIMUMS" "FIFTY" RUNWAY FIGURE 5-10: MODE 6 ALTITUDE CALLOUTS EXCESSIVE BANK ANGLE WARNING "BANK ANGLE BANK ANGLE"" 2500 AIR TRANSPORT BANK ANGLE CURVE BIZJET BANK ANGLE CURVE FT 150 FT 0 +/-10 +/-20 +/-30 +/-40 ROLL ANGLE (+/- DEG) +/-50 FIGURE 5-11: EXCESSIVE BANK ANGLE 5.7 Envelope Modulation The envelope modulation feature provides improved alert/warning protection at key locations throughout the world, while improving nuisance margins at others. This is made possible with the use of navigational signals from modern area navigation equipment. This feature optionally utilizes GPS or updated Flight Management System navigational signals, when available. All position data is cross-checked to ground based navigational aids, altimeter and heading information, and stored terrain characteristics prior to being accepted for envelope modulation purposes. This guards against possible navigational position errors. Modes 4, 5, and 6 are expanded at some locations to provide alert/warning protection consistent with normal approaches. Modes 1, 2, and 4 are desensitized at other locations to prevent nuisance warnings casued by unusual terrain or approach procedures. In all cases, very specific information is used to correlate the aircraft position and phase of flight prior to modulating the envelopes. The tables, which store Envelope Modulation data, are maintained in non-volatile memory. PAGE 25

154 EGPWS Product Description 6. MODE 7 - WINDSHEAR ALERTING (TSO-C117A) Mode 7 produces optional alerts for flight into an excessive Windshear conditions during takeoff or final approach in accordance with TSO-C117. The Windshear Caution, or pre-alert as it is sometimes termed, provides visual and ARINC 429 output indications. The Windshear warning also produces aural, visual and ARINC 429 output indications. This mode is selected with a program pin strap. Windshear detection is active between 10 and 1500 feet AGL during the initial takeoff and final approach phases of flight. Alerts and warnings are provided when the level of windshear exceeds predetermined threshold values. The actual windshear value measured represents the vector sum of inertial vs. air mass accelerations along the flight path and perpendicular to the flight path. These shears result from vertical winds and rapidly changing horizontal winds. Windshear warnings are given for decreasing head wind (or increasing tail wind) and severe vertical down drafts. Windshear alerts are given for increasing head wind (or decreasing tail wind) and severe up drafts. The windshear microburst phenomenon and windshear caution and warning levels are illustrated in figure 6-1. MODE 7 EXCESSIVE WINDSHEAR DETECTION DECREASING HEADWIND (KTS PER SEC) WINDSHEAR WARNING AREA WINDSHEAR CAUTION LAMP UPDRAFT (FEET PER MIN) MICROBURST DOWNDRAFT (FEET PER MIN) CAUTION WINDSHEAR AREA INCREASING HEADWIND (KTS PER SEC) "WINDSHEAR WINDSHEAR WINDSHEAR" RUNWAY FIGURE 6-1: TYPICAL MICROBURST ENCOUNTER PAGE 26

155 7. MAINTENANCE/TEST INTERFACES EGPWS Product Description In addition to power-up and continuous BIT, user activated tests, via discrete test switches, and/or maintenance system commands are supported. Cockpit Self Test In aircraft with a cockpit-test switch it is possible to manually initiate tests and BIT annunciation while the aircraft is on ground. If the aircraft is above 2000 feet AGL cockpit self-test can be initiated, provided no warning or alert is in progress. A test switch on the unit s front panel, along with an audio headset jack, is also provided to give the flexibility of running tests both in the cockpit and at the LRU. For some maintenance systems the test command is input via an ARINC 429 input word. Six levels of information are available through voice messages by pressing the self-test switch. The test sequence in general is summarized as follows. Level 1, Go/No-Go Test: This sequence indicates the system s ability to perform all of its configured functions. For this sequence, when the test switch is activated, the cockpit lamps are activated and aural messages are issued to indicate what functions are correctly operating. For instance, if no faults exist on an installation that uses the Terrain Awareness function in addition to basic GPWS and Windshear, then the result of the present status test would typically be: Glideslope----Pull Up-----Windshear Windshear Windshear----Terrain Terrain, Pull Up However, if no valid Glideslope input were present then the sequence would be Glideslope INOP-----Pull Up-----Windshear Windshear Windshear----Terrain Terrain, Pull Up Installations containing a terrain display are tested by viewing a terrain test image on the appropriate cockpit EFIS Display or separate Weather Radar Display. During system self-test all INOP type visual annunciation are activated. Level 2, Current Faults: This sequence identifies all faults, if any, that currently exist. It will distinguish between internal and external faults. If no faults exist, the message is No Faults. Level 3, Configuration Information: This sequence indicates the versions of the resident hardware, software and database versions. Also provided is the current program pin option selections, including voice and callouts menu selections. Level 4, Fault History: This sequence indicates all system faults that were logged for the past ten flight legs. (Information on the last 64 legs is accessible via the RS-232 interface). Level 5, Warning History: This sequence provides all EGPWS alerts/warnings that were logged for the past ten flight legs. (Information on the last 64 legs is accessible via the RS-232 interface). Level 6, Discrete Test: This sequence provides discrete input transitions as a to aid system installation and maintenance. Maintenance System Interface The EGPWC supports ARINC 429 interactive protocols to provide maintenance information, including fault history, for aircraft installations that use an on-board central maintenance system. If date, time, flight number, aircraft ID are provided, this information can also be tagged to fault history records. In addition, maintenance system test commands can be used to initiate the EGPWS self test. For other installations non-interactive maintenance data is provided on the ARINC 429 bus. This data consists of internal faults, external bus faults, input discrete status and faults, and program pin option status. Reliability The EGPWC Failure Modes, Effect and Criticality Analysis (FMECA) was developed using MIL-STD-1629 as a guideline. The EGPWC reliability prediction was developed using MIL-HDBK-217F as a guideline. Historical MK V GPWC reliability data and the EGPWC reliability prediction results were used as baseline criteria in establishing the following minimum EGPWC MTBF and MTBUR values. MTBF for confirmed failures will be 10,000 flight hours or better, for the latest EGPWS configuration three years from initial production delivery. MTBUR will be 7,000 flight hours or better, for the latest EGPWS configuration three years from initial production delivery. The MKVII EGPWS MTBUR is expected to be similar to that of the MKV EGPWS provided proper line troubleshooting procedures are followed when diagnosing system failures. PAGE 27

156 Front Panel Test Interface EGPWS Product Description The EGPWC provides a front panel test connector that can be connected to a VT 101 (Terminal Emulation Device) or a portable PC to both receive and control internal data. This test interface can be used for engineering and production testing, both on the bench and at the aircraft. The LRU front panel also contains a test switch, 600 ohm audio headset jack, and several fault LEDs. The test switch and audio jack allow for performing the Cockpit Self Test from the LRU. The status LEDs include External Fault, Computer OK and Computer Fail. A PCMCIA interface is also provided at the front panel for data loading purposes. PAGE 28

157 8. SYSTEM CHARACTERISTICS EGPWS Product Description Figure 8-1 provides a generic block diagram of EGPWS inputs. Figure 8-2 provides outputs. Note that on some installations combined data is made available via Data Acquisition Units (DAU), Integrated Avionics Computers (IAC), or Input/Output Concentrators (IOC) in lieu of directly from the source system. As seen in the figures, single, dual, and in some cases, triple input redundancy is accommodated. When used, the terrain display output is provided either directly to Symbol Generators, or to display switching relays. The EGPWC is available in two basic versions, one for modern aircraft with primarily digital ARINC 429 interfaces ( series) and one for classic aircraft with primarily analog interfaces ( series). The MKV EGPWC series part numbers are intended for aircraft with modern avionics that provide ARINC 429 interfaces. However, these part numbers can accommodate up to four DC analog inputs. 115 VAC and 28 VDC version are available. Part number series are: x-xxx-xxx : MKV EGPWC (115 VAC) x-xxx-xxx : MKV EGPWC (28 VDC) The MKVII EGPWC series part number are intended for mainly older generation aircraft types that provide a multitude of analog signal interfaces. However, these part numbers can accommodate a limited number of ARINC 429 inputs. 115 VAC and 28 VDC version are available. Part number series are: x-xxx-xxx : MKVII EGPWC (115 VAC) x-xxx-xxx : MKVII EGPWC (115 VAC) The following table summarizes the type and quantity of I/O available in both versions of the EGPWC. Input/Output TypeQuantity Digital I/O EGPWC ARINC 429 inputs. The inputs can be software programmed for either high or low speed operation. Quantity Analog I/O EGPWC 188 RS-422 inputs. 11 Multiplexed with an ARINC 429 receiver. ARINC 429 output channels.21 Picture Bus (ARINC 453/708) output channels.22 RS-422 outputs.11 3 wire AC analog input channels wire AC/DC analog input channels.4, DC only29 3 wire DC ratio analog input channels, (ARINC 595) DC Barometric Altitude Rate.01 Ground activated input discrete VDC activated input discrete.823 Program pin inputs used to select configuration and optional features.1724 Discrete outputs. Drivers for Lamps, EFIS/EICAS discrete inputs or external display relay control. Audio outputs. An 8 ohm speaker output and a 600 ohm interphone output which is also available at the LRU front panel. The audio volume levels are software controlled Precision reference output. For excitation of external sources, such as AOA vane-mounted potentiometers. 10 VDC 5 VDC Phantom Power output. 01 For excitation of remote ADC or BIAX accelerometers. Rear connector RS-232 interface.11 Front connector RS-232 interface. Provided to aid in maintenance troubleshooting and engineering and production testing. This interface allows for access and control of internal EGPWS data and outputs. 11 PAGE 29

158 EGPWS Product Description ARINC 429/ANALOG INPUTS MODE 1 RADIO ALTITUDE LRRA ALTITUDE COMPUTED AIRSPEED CORRECTED ALTITUDE ALTITUDE RATE TRUE AIRSPEED STATIC AIR TEMP AIR DATA ACCELERATIONS ATTITUDE ALTITUDE VERTICAL SPEED POSITION MAG HDG/TK TRUE HDG/TK GROUNDSPEED IRS/AHRS GLIDESLOPE DEVN LOCALIZER DEVN SELECTED RWY CRS ILS/MLS DATA SELECTED DH SELECTED RANGE EFIS DATA POSITION MAGNETIC TRACK CORRECTED ALT FMS DATA POSITION POSITION QUALITY ALTITUDE GROUNDSPEED GROUND TRACK DATE/TIME STATUS GPS DATA ANALOG/ DITS INPUT HANDLER EGPWS INPUT DIAGRAM MAINTENANCE AND BITE MODE 2 MODE 3 MODE 4 AOA FLAP ANGLE MODE 5 SWC/AOA DATA TEST COMMAND FAULT TAGS MAINTENANCE SYSTEM MODE 6 & BANK ANGLE RADIO ALTITUDE ANALOG LRRA GLIDESLOPE DEVN AOA ANALOG AOA DATA INPUT PROCESSING WINDSHEAR ARINC 547 GLIDESLOPE DISCRETE INPUTS SELF TEST INITIATE DH TRANSITIONED AUDIO INHIBIT LANDING GEAR AND/OR O'RIDE LANDING FLAPS AND/OR O'RIDE GLIDESLOPE INHIBIT GLIDESLOPE CANCEL ILS/MLS SELECT ILS SELECTED (TUNED) MODE 6 ENABLE MODE 6 VOLUME MOMENTARY AUDIO SUPPRESS DISCRETE INPUT HANDLER CONFIGURATION TERRAIN CLEARANCE FLOOR TERRAIN AWARENESS DISCRETE FLAP POSITION TERRAIN DISP SELECT DISCRETES FRONT PANEL TEST SWITCH PROGRAM PINS (17) PROGRAM PIN INPUTS FIGURE 8-1: EGPWS INPUT BLOCK DIAGRAM PAGE 30

159 EGPWS Product Description MODE 1 EGPWS OUTPUT DIAGRAM MODE 2 8 OHM AUDIO GENERATOR 600 OHM FRONT PANEL AUDIO JACK MODE 3 MODE 4 ARINC 429 DRIVERS WARNING/ALERTS TO SYMBOL GENS STATUS TO TO EICAS WARNING/ALERTS TO RECORDERS MODE 5 MODE 6 & BANK ANGLE UARTs INPUT PROCESSING MAINTENANCE AND BITE FRONT PANEL 115/28 GLIDESLOPE CANCEL GPWS MONITOR W/S MONITOR ARINC 429 INTERFACE (UPLOAD/DOWNLOAD) RS232 INTERFACE (TEST AND UPLOAD/DOWNLOAD) PCMCIA INTERFACE (UPLOAD/DOWNLOAD) POWER OUT (TO LOADER) WINDSHEAR TERRAIN CLEARANCE FLOOR DISCRETE HANDLER AUDIO IN PROGRESS GPWS WARNING GPWS ALERT W/S CAUTION TERRAIN CAUTION TCAS INHIBIT TERRAIN AWARENESS TERRAIN DISPLAY CONTROL TERRAIN DISPLAY DISCRETES (2) ALSO MAPPED TO ARINC 429 OUTPUT TO SYMBOL GENERATORS OR SWITCHING RELAY(S) IMAGE GENERATOR TO SYMBOL GENERATORS OR PICTURE BUS SWITCHING RELAY(S) FIGURE 8-2: EGPWS OUTPUT BLOCK DIAGRAM PAGE 31

160 Part Number Identification EGPWS Product Description The part number appears on the front panel identification plate, for example xxx-yyy-zzz, where -xxx identifies and controls the hardware and boot code, -yyy identifies and controls the application software and -zzz identifies and controls the configuration software. Both -yyy and -zzz markings can contain mod status indications of minor modifications to the software which do not affect form fit or function and, therefore, do not affect previously certified part number configurations. Minor changes to the hardware and boot code are identified via mod dots on the front panel identification plate. Database version identification and control is handled via the Configuration level (level 3) of the Cockpit Self-Test. Mechanical The EGPWC is packaged in a 2 MCU ARINC form factor chassis. The EGPWC is marked and identified per ARINC Rear Connector/Mounting For MKV EGPWC, xx-xxx-xxx: Mounting Tray: Barry Controls part number: 602SO-C201 Connector: 115 V MKV EGPWC 28 V MKV EGPWC AMP part number: NIC66F11A08AA1 Souriau part number: S611-MG-05W2-P0008-LM AMP part number: NIC66F11A10AA1 Souriau part number: S611-MG-05W2-P0010-LM For MKVII EGPWC, xx-xxx-xxx: 1) The following tray part numbers are the same part numbers previously supplied for the Non-enhanced MK-VII, this part numbers can be used when installing an ENHANCED MK-VII P/N XX WITHOUT internal GPS receiver. TRAY-SHORT BASIC Allied Signal P/N Source/Vendor Vendor Part Number AlliedSignal Barry Control Hollingsead International N/A Electrical & Mechanical Technologies (EMTEQ) MT4-2005S TRAY-LONG BASIC Allied Signal P/N Source/Vendor Vendor Part Number AlliedSignal N/A Barry Control N/A Hollingsead International N/A Electrical & Mechanical Technologies (EMTEQ) MT4-2008S 2) The following tray part numbers can be used when installing an ENHANCED MK-VII P/N XX WITH internal GPS receiver. TRAYS WITH GPS ANTENNA CONNECTOR MOUNTING HOLE Vendor/Supplier Short Tray P/N Long Tray P/N AlliedSignal Electrical & Mechanical Technologies (EMTEQ) MT4-2017S MT4-2023S PAGE 32

161 EGPWS Product Description 3) The following tray part numbers are recommended for improved cooling. TRAYS WITH COOLING CAVITY & GPS ANTENNA CONNECTOR MOUNTING HOLE Vendor/Supplier Short Tray P/N Long Tray P/N AlliedSignal Electrical & Mechanical Technologies (EMTEQ) MT4-2014S MT4-2020S There are two tray connectors that interface with the Enhanced MK-VII computer. These two connectors are the same as previously used by the MK-VII GPWS. The Upper connector (J2) is an ARINC 600 connector (150 contact style) and the Lower connector (J1) is an ARINC 404A (Section A-40 Contacts/Section B-40 contacts). NOTE: When retrofitting a MK-VII with an Enhanced MK-VII new wiring and some re-terminations are required. Replacement of the existing connectors is NOT necessary (unless damaged). For Enhanced MK-VII 115VAC, Upper connector (J2) MUST be Keyed (polarized) to ARINC position 10. For Enhanced MK-VII 28VDC, Upper connector (J2) MUST be Keyed (polarized) to ARINC position 10, and the Lower Connector (J1) MUST be Keyed (polarized) to ARINC position 88. UPPER CONNECTOR J2 CONTACTS (PINS) FOR UPPER CONNECTOR J2 MK-VII UPPER CONNECTOR (J2) (both 115VAC and 28VDC) Without Contacts (pins) With Contacts (pins) AlliedSignal P/N AlliedSignal P/N ITT-Cannon P/N SGA3D150P1210FO Contacts (pins) Size 2222 AlliedSignal P/N ITT-Cannon P/N Tri-Star P/N ITT-Cannon P/N SGA3D150P1210 Amp P/N Burndy P/N Boeing P/N BACC47EF1 LOWER CONNECTOR J1 MK-VII LOWER CONNECTOR (J1) FOR 115VAC UNIT Connector P/N with Contacts (sockets) Contacts Size 2020HD (sockets) AlliedSignal P/N Mil-Spec M39029/ ITT-Cannon P/N DPX2MA-40S-40S-33B-0315 ITT-Cannon P/N Tri-Star P/N PAGE 33

162 EGPWS Product Description MK-VII LOWER CONNECTOR (J1) FOR 28VDC UNIT ( only) Connector without Contacts (sockets) With Contacts (sockets) AlliedSignal P/N AlliedSignal P/N LOWER CONNECTOR J1 CONTACTS (PINS) FOR LOWER CONNECTOR J1 ITT-Cannon P/N DPX2MA-40S-40S-33B-0388-FO Contacts (sockets) Size 2020HD Mil-Spec M39029/ ITT-Cannon P/N ITT-Cannon P/N DPX2MA-40S-40S-33B-0388 Tri-Star P/N The GPS Antenna connector is ONLY required for Enhanced MK-VII units with internal GPS receiver. GPS Connector J3 MK-VII GPS ANTENNA CONNECTOR (J3) No GPS With Internal GPS N/A Huber & Suhne P/N 14BMA50-3-3C Front Panel Test Connector A test connector is provided on the EGPWC front panel. This provides access for a PC test monitor and dataloading activities. The mating connector is a male (pins) 15 pin high density D-subminiature type, Positronic Industries p/n ODD15M1OYOX, or equivalent. Cooling Cooling shall be per ARINC and ARINC 404A convection cooling. No forced-air cooling is required for specified system performance over the environmental conditions specified in paragraph 3.2 of this document. If cooling is provided, then 2.0 CFM is preferred. Per ARINC the resultant pressure differential would be 5 ±3 mm of H 2 O. Weight The maximum weight of the digital interface EGPWC is 7.0 pounds and 7.5 pounds for the analog interface Power Requirements The maximum input power to the EGPWC dependent on the model. The following tables provide summary information on the power requirements. End Item Part Number xxx-xxx-xxx xxx-xxx-xxx x-xxx-xxx EGPWC Input Power Type 115 VAC/400 Hz 28 VDC 28 VDC EGPWC Input Power Requirement With No Warning: 15 Watts 15 Watts 15 Watts With Warning (over 8 Ω speaker): 22 Watts 22 Watts 22 Watts With Heater Blanket On*: N/A N/A 48 Watts (typical) when on Recommended EGPWC Power Control Device 2 Amp Delayed Action Circuit Breaker 3 Amp Delayed Action Circuit Breaker 5 Amp Delayed Action Circuit Breaker PAGE 34

163 EGPWS Product Description Databases End Item Part Number xxx-xxx-xxx x -xxx-xxx EGPWC Input Power Type 115 VAC/400 Hz 28 VDC EGPWC Input Power Requirement With No Warning: 23 Watts 24 Watts With Warning (over 8 Ω speaker): 24 Watts 27 Watts With Heater Blanket On*: N/A 70 Watts (typical) when on Powering BIAX and Airspeed Transducer: Recommended EGPWC Power Control Device add 3.8 Watts 2 Amp Delayed Action Circuit Breaker add 3.8 Watts 5 Amp Delayed Action Circuit Breaker * The heater blanket ( x-xxx-xxx and x-xxx-xxx only) turns on at temperatures -20 C and turns off at temperatures -10 C. The EGPWS contains the following types of databases, which can be loaded independent of the system software via the front panel PCMCIA interface. Envelope Modulation Database Runway Database Terrain Database Obstacle Database PAGE 35

164 9. ENVIRONMENTAL EGPWS Product Description The EGPWC conforms to the categories of RTCA/DO-160C (Notice 3) Environmental Conditions and Test Procedures for Airborne Electronic, Electrical Equipment and Instruments as identified in the applicable sections below. ENVIRONMENTAL CONDITION CATEGORY MAX/MIN TEMPERATURE High temperature, Non operating High temperature, Operating Low temperature, Non operating Low temperature, Operating A2 Modified Low Temp. Operation to 40 C +85 degrees C. +70 degrees C -55 degrees C. -40 degrees C 55 degree C ( xxx-xxx, xxx-xxx only) IN-FLIGHT LOSS OF COOLING Z No cooling necessary ALTITUDE F2 High altitude Decompression Overpressure 55,000 feet 8,000 to 55,000 feet -15,000 feet TEMPERATURE VARIATION B 5 degrees C. per minute HUMIDITY A 48 hours at 95% relative humidity, minimum OPERATIONAL SHOCK AND CRASH SAFETY Operational shock CRASH SAFETY SHOCK Impulse shock Sustained shock 6 G s, 11 msec half sine, 3 per dir., 6 dir. total 15 G s, 11 msec half sine, 1 per dir., 6 dir. total 12 G s, 3 sec. minimum per dir., 6 dir. total VIBRATION ( XXX) M and C' Robust Random and Standard Sinusoidal test curves VIBRATION ( XXX) M and B' Robust Random and Standard Sinusoidal test curves EXPLOSION PROOFNESS X WATERPROOFNESS X FLUID SUSCEPTIBILITY X SAND AND DUST X FUNGUS RESISTANCE F Certify non-nutrient materials in construction SALT SPRAY X MAGNETIC EFFECT Z POWER INPUT Z VOLTAGE SPIKES A AUDIO FREQ. CONDUCTED Z SUSCEPTIBILITY INDUCED SIGNAL SUSCEPTIBILITY Z RADIO FREQUENCY SUSCEPTIBILITY R HIRF (radiated and conducted) EMISSION OF RADIO FREQUENCY ENERGY Z For XXXX: Modified (Per Boeing GTR D200Z001): Emissions must be 10dB better than the existing curve in the MHz frequency range LIGHTNING INDUCED TRANSIENT SUSCEPTIBILITY LIGHTNING DIRECT EFFECTS ICING A3E3 X X (cables with shields) PAGE 36

165 EGPWS Product Description 10. SPECIAL MISSION ADAPTATION EGPWS performance can be adapted to operate in flight environments where standard EGPWS performance would be highly nuisance prone. Adaptation of standard GPWS warning functions (Section 5) has been successfully accomplished on the Military MK VII GPWS on a variety of aircraft, including the C-130, C-141, P-3 and T-1A. Adaptation requires input of an additional Tactical or Low Altitude discrete. This input allows the EGPWS to either completely inhibit or modify the performance parameters of warnings and alerts. The changes required are specific to the aircraft type and are not detailed in this document. EGPWS capability to support adaptation will be available in early PAGE 37

166 11. SYSTEM LIMITATIONS EGPWS Product Description The performance of the EGPWS terrain protection is limited in areas where terrain data is not available, or where navigational accuracy is degraded. Terrain data, or airport location data, might have errors inherent in the source of such data. Such errors can delay a terrain alert or warning, or might cause unwanted warnings. Such errors do not affect the basic GPWS functions. The Terrain Display is to be used for enhanced situation awareness only. The Terrain Display is not to be used for navigation or escape maneuver purposes. The basic GPWS function relies on the downward-looking radio altimeter and cannot sense forward terrain. Therefore, warning times for flight into precipitous terrain with little or no preamble terrain can be very short. An alert or warning might not be provided for stabilized flight in full landing configuration: 1) At a location where there is no runway and, 2) Mode 6, or the Terrain Clearance Floor function, or the EGPWS terrain awareness functions have not been enabled. Terrain clearances or descent rates during radar vectoring that are not compatible with those required by the GPWS Minimum Operating Performance Standards (TSO-C92c and CAA Spec 14) may cause unwanted alerts/warnings. Windshear detection alerting and warning is determined by an onboard measurement of the air mass and inertial accelerations occurring to the aircraft. The Windshear alert cannot predict the actual severity of Windshear conditions ahead of the aircraft. PAGE 38

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168 Business Aviation s Most Comprehensive Maintenance Program Your aircraft is a big investment...an investment worth protecting. Designed specifically for your Honeywell engines and Auxiliary Power Units (APUs), MSP is an efficient and cost-effective program offering a practical alternative for managing future maintenance expenses. Aircraft owner/operators have learned to rely on MSP to protect them from the unexpected. So avoid unplanned maintenance costs. Avoid downtime. Avoid unnecessary stress. After all, when it comes to your aircraft, time is money. AVOID UNPLANNED MAINTENANCE COSTS AVOID DOWNTIME AVOID UNNECESSARY STRESS Backed by Product Experts Designed and supported exclusively by Honeywell, the experts behind your engines and APUs, MSP delivers peace of mind in knowing you re covered by the best. Predictable Engine and APU Maintenance Costs Increases accuracy of aviation department s annual budgeting Provides predictable long range financial planning Eliminates cost impact of unscheduled repairs Covers replacement costs of cycle life-limited hardware Annual rate adjustments are limited by U.S. Government economic indices Increase the Value of Your Aircraft Enroll in MSP and enhance the resale value of your aircraft. MSP is officially recognized and rated for its aircraft appreciation in the Aircraft Bluebook Price Digest. Continuous Financial Coverage for Service and Repair Scheduled major maintenance Unscheduled maintenance Service Bulletin incorporation for guaranteed state-of-the-art configuration Rental engine during Compressor Zone Inspections and extended unscheduled maintenance

169 MSP Coverage Options Engine MSP Gold Gold NRL APU MSP Gold Gold On Condition Maintenance CAMP Engine Trend Monitoring S.O.A.P. Kit and Analysis Routine Inspection Parts 1 NLS Routine Inspection Labor Major Periodic Inspection (MPI) / Compressor Zone Inspection (CZI) / Hot Section Periodic Inspections (HSI) Inspection Labor Consumable Parts 1 Component Repair Labor (If Required) Other Required Parts Rental Engine During CZI (From Honeywell Engine Bank) Life Limited Parts Engine Removal and Reinstallation and/or Access Time 2 Transportation of Engine 2 Troubleshooting Labor Allowance 3 Consumable Parts 1 Other Required Parts Component Repair Labor (If Required) Rental Engine (From Honeywell Engine Bank) Exchange Engine/Module/Line Replaceable Unit (LRU) Engine and LRU Removal and Reinstallation and/or Access Time 2 Logistical Support for Road Trips (Engine AOG Only) 2 FOD Gap Coverage 5 Transportation of Unserviceable Engine or LRU Service Bulletins: Category 1, 2, and 3 4 Engine Conversion / Upgrade at Reduced Cost Increases Aircraft Resale / Trade-In Value Program Transferable at Time of Sale New Aircraft APU MSP at No Cost for 5 Years if Propulsion Engines on MSP Routine Inspection MPI / CZI / HSI Unscheduled Maintenance Additional Benefits 1 Fluids (oil, fuel etc.) are not covered 2 Per MSP standard business practices 3 MSP up to 10 hours. MSP Gold up to 20 hours (more than 10 hours requires approval and/or justification). Warranty up to 10 hours (more than 10 requires approval and/or justification). 4 Labor will be covered by MSP when bulletins are incorporated in conjunction with other covered maintenance activities providing convenient access to the applicable engine area; otherwise, labor expenses will be the operator s responsibility. 5 Applicable only to FOD events occurring January 1, 2015 or later. Does not apply to CFE738. NOTE: Service bulletins identified as Category 1, 2, and 3 will be incorporated into MSP engines according to the Compliance Section of the bulletin. All coverage is detailed in executed contract with owner/operator. Examples of items not covered by MSP or MSP GOLD: Items not contained in IPC such as airframe parts and fluids (oil, fuel, etc.); overtime; expedite fees; transportation of components other than engines/apu s and LRU s; labor for ECU downloading; Service Center administration fees for logbook review, material control, freight for internal work orders, etc.; or any service not provided by a Honeywell Authorized Service Center. MSP Gold is not available for TPE331.

170 Find Out More For more information about MSP or to obtain an enrollment quote, please contact any Honeywell Authorized Service Center or one of the MSP Sales Administration offices listed below. We look forward to discussing MSP enrollment benefits with you. Call us at: Or visit us online at: Honeywell Aerospace 1944 East Sky Harbor Circle Phoenix, AZ aerospace.honeywell.com N I 05/ Honeywell International Inc.

171 HONEYWELL AVIONICS PROTECTION PLAN Protect your investment, and control your costs Your avionics are a big investment an investment worth protecting. Designed for both general and business aviation and commercial helicopter operators, the Honeywell Avionics Protection Plan (HAPP) is a maintenance program that offers full coverage for all Honeywell avionics because the unexpected can happen. Avoid unplanned maintenance costs. Avoid downtime. Avoid unnecessary stress. After all, when it comes to your aircraft, time is money. Be Ready for Anything When the unexpected happens, count on the Honeywell Avionics Protection Plan (HAPP) to ensure that your aircraft is flight-ready. You ll receive quick service and legendary support from Honeywell s technical product experts, in addition to over 600 authorized sales and service centers, worldwide. And, when time is of the essence, HAPP will get you back in the air fast. Choose Your Coverage HAPP offers a variety of coverage options. Choose the plan that best meets your needs we offer flexible contract options including 5-year fixed rate with no escalation. Specially priced plans are also available for fleet operators. Plan Benefits Full coverage on exchange and repair services: Fixed price with an annual contract No-charge loaners 24/7 AOG emergency service Fully transferable agreements Paid airfreight Fleet discounts Factory-backed support identical to your original factory warranty Flexible payment options-renew annually or multi-year options Field support system includes a global network of supply depots and authorized sales and service centers Take the uncertainty out of repair and maintenance costs. A fixed-price HAPP contract guarantees that your repair bills won t exceed your budget.

172 Business Aviation HAPP Cost vs. Repair/Exchange Costs $80,000 General Aviation HAPP Cost vs. Repair/Exchange Costs $80,000 $70,000 $60,000 Possible unexpected repair/exchange costs without HAPP $70,000 $60,000 $50,000 $40,000 $50,000 $40,000 Possible unexpected repair/exchange costs without HAPP $30,000 $30,000 $20,000 $10,000 Annual HAPP Cost* Minor Repairs Minor Repairs & Exchanges $20,000 $10,000 Annual HAPP Cost* Minor Repairs Minor Repairs & Exchanges *HAPP annual cost does vary per airframe and flight hours. *HAPP annual cost does vary per airframe and flight hours. Exclusions: scheduled maintenance events, subscription services (FMS Nav Database or Checklist), customs fees, import duties, brokers fees and taxes Get Global Support You Can Rely On Honeywell avionics are backed by our Spares Exchange (SPEX) program, which provides Line Replaceable Units (LRU) exchanges and rentals for both warranty and non-warranty situations. Supporting both general aviation and business aircraft since 1954, SPEX has the depth of resources and expertise only available from a proven leader in aviation products and services. Honeywell s unmatched field support system includes a global network of supply depots, support centers and a world-class 24/7 Complete Customer Care Center. The rapid SPEX turn-around-time ensures that avionics covered under HAPP are ready when you are. All units carry the latest mandatory modifications and are updated with the latest reliability modifications while in the repair cycle. Go for Gold! HAPP Gold offers additional coverage for a nominal increase to the annual fee. Extra benefits include: 24/7 Road Crew Service for AOG s worldwide Extended troubleshooting Counter to counter shipments and Saturday delivery Additional fees resulting from No Fault Founds Tech Publications-Pilot Guides & System Description and Operation Manuals (SDOM s) AVOID UNPLANNED MAINTENANCE COSTS AVOID DOWNTIME AVOID UNNECESSARY STRESS Find Out More For more information about HAPP, visit us online and request a quote on your aircraft, or please contact: U.S. Toll Free: +1 (800) International Tel: +1 (602) , option 2, then option 3 Fax: +1 (602) (HAPP): happ-sales@honeywell.com (AOG): aog@honeywell.com (SPEX): SPEX-BGAorders@honeywell.com Honeywell Aerospace 1944 East Sky Harbor Circle Phoenix, AZ aerospace.honeywell.com N / Honeywell International Inc.

173 MECHANICAL PROTECTION PLAN Protection for your Environmental and Cabin Pressure Control Systems Avoid downtime, Control your costs

174 Protect your investment, and control your costs Your environmental and cabin pressure control systems are a big investment an investment worth protecting. Designed for business aviation, the Mechanical Protection Program (MPP) is a maintenance service program for these systems because the unexpected can happen. So avoid unplanned maintenance costs. Avoid downtime. Avoid unnecessary stress. After all, when it comes to your aircraft, time is money. Be Ready for Anything When the unexpected happens, count on the Mechanical Protection Plan to ensure that your aircraft is flight-ready. You ll receive quick service and legendary support from Honeywell s technical product experts, in addition to over 600 authorized sales and service centers, worldwide. And, when time is of the essence, Honeywell s Exchange and Rental Program will get you back in the air fast. Choose Your Coverage MPP offers a variety of coverage options Choose the plan that best meets your needs a contract can be extended over several years. Specially priced plans are also available for fleet operators. Take the uncertainty out of maintenance costs. A fixed-price MPP contract guarantees that your repair bills won t exceed your budget.

175 Plan Benefits Full coverage on exchange Fixed price with an annual contract 24/7 AOG emergency service Fully transferable agreements Paid airfreight Fleet discounts Factory-backed support identical to your original factory warranty Flexible payment options renew annually or multi-year options MPP offered for the following platforms: Gulfstream IV Gulfstream IV SP Gulfstream V G350/450/550 Pilatus PC-12 Pilatus PC-12 NG Gulfstream G200 Bombardier Challenger 604/605 Business Aviation Field support system includes a global network of supply depots and authorized sales and service centers MPP Cost vs. Exchange Costs $70,000 $60,000 $50,000 $40,000 $30,000 Possible unexpected exchange costs without MPP Major Exchanges $20,000 $10,000 Annual MPP cost* Minor Exchanges *MPP annual cost does vary per airframe and flight hours. Avoid unplanned maintenance costs. Avoid downtime. Avoid unnecessary stress.

176 Get Global Support You Can Rely On Honeywell Environmental and Cabin Pressure Control System mechanical components are backed by our Spares Exchange (SPEX) program, which provides LRU exchanges for both warranty and non-warranty situations. Supporting both general aviation and business aircraft since 1954, SPEX has the depth of resources and expertise only available from a proven leader in aviation products and services. Honeywell s unmatched field support system includes a global network of supply depots, support centers and a world-class 24/7 Complete Customer Care Center. The rapid SPEX turn-around-time ensures that parts covered under MPP are ready when you are. All units carry the latest mandatory modifications and are updated with the latest reliability modifications while in the repair cycle. Find Out More For more information about MPP, visit us at aerospace. honeywell.com/mpp and to request a quote on your aircraft, please contact: U.S. Toll Free: International Tel: Option 2, then Option 3 Fax: HAPP/MPP: happ-sales@honeywell.com AOG: aog@ honeywell.com SPEX: SPEX-BGAorders@honeywell.com Honeywell Aerospace 1944 East Sky Harbor Circle Phoenix, AZ aerospace.honeywell.com A I 10/ Honeywell International Inc.

177 Web Flight Planning ACCURATE FLIGHT PLANS. DESIGNED FOR CORPORATE AVIATION. Online Flight Planning and Support Services for Business Aviation

178 Web Flight Planning The Honeywell Global Data Center (GDC) presents the next generation of online flight support services with our advanced Web Flight Planning system. Featuring user-friendly point-and-click menus combined with robust routing capabilities, GDC s Web Flight Planning system enables business aircraft operators to create and file flight plans from any personal computer connected to the internet. Simplifying Pilot Workload Our intuitive Web Flight Planning system is configurable with operator preferences, meaning that pilots only need to enter information that is unique to a particular flight. Flight plans are based upon current wind and temperature information and use aircraft performance data provided by the aircraft s manufacturer. Among other innovative features, pilots may optimize flight plans for best fuel efficiency or shortest flight time and upto-date weather reports for departure, destination or alternate airports can be Find out more For further information on how Web Flight Planning can enhance your flight operations, contact our Service Support team at (888) or us at gfo@mygdc.com. Additional information is also available online at quickly obtained while flight planning without changing pages. Oceanic contingency planning has never been easier. Our new system uses the most current wind information to automatically calculate drift-down performance and Equal Time Points between diversionary airports, simplifying decision making in the event of a loss of cabin pressurization or an engine-out emergency while flying in oceanic areas. The system calculates optimum performance recommendations for such events based on accurate performance data provided by the aircraft manufacturer. Expanded Functionality Honeywell s advanced web-based system provides accurate routing, precise performance calculations, and increased flexibility with features designed specifically for corporate aircraft operators. These value-added features include expanded drift-down reports, multiple wind models (including historical winds), precise aircraft performance data, and updated route selections such as National Route Program (NRP) routes, Pacific Tracks, Polar Tracks, and time saving FAA Coded Departure Routes (CDR). Comprehensive Solution The new Web Flight Planning system will enable business aircraft to operate more efficiently while saving time and money. Easy, secure access is provided via the internet and GDC s cost-effective subscription plans provide access to a variety of other value-added flight support features designed especially for business aviation. These services include textual and graphic-based weather products, passenger weather briefings, and worldwide flight following. No matter your flight support needs, Honeywell s GDC delivers innovative and real-time solutions to help your flight crews make the right decisions on the ground and during flight. Why Honeywell? Over 20 years of corporate aviation flight planning experience Industry leader in flight suppor t services Experienced staff available 24-hours per day Cost-effective subscription plans Fleet discounts available Worldwide VHF and satellite datalink communications Web Flight Planning Advantages Powerful and flexible online flight planning system Quickly generate and file flight plans for destinations worldwide Intuitive point-and-click menus Advanced route selection tools OEM aircraft performance data Honeywell Aerospace NE 36th Street Redmond, WA Toll Free: International: A Feburary Honeywell International Inc.

179 Flight Sentinel SAVE TIME AND REDUCE DELAYS Always by your side

180 Your extra teammate - looking ahead to avoid problems and delays With busy schedules to keep, executives expect to arrive safely, refreshed, and on-time every time! Flight Sentinel s personalized flight planning and dispatch service is specifically designed to expedite your flight planning, increase situational awareness while enroute, and eliminate delays. Your Global Flight Sentinel service has once again proven to be invaluable to us. On a high priority charter flight from Southern California to the East Coast, where a winter storm had slowed or stopped most traffic, your service got us off the ground on time and saved us an hour of ATC Delays on departure. Our passengers had been concerned about the weather and your continual updates on enroute conditions and destination weather and expected delays gave them a great deal of comfort. The information on expected holding at the destination was spot-on and made a very favorable impression on the passengers. For More Information: visit us online at or Honeywell Aerospace Honeywell Flight Support Services NE 36 Street Redmond, WA North America Toll Free: Outside North America: Your Virtual Cockpit Member Starting the night before your flight, our staff checks and double checks NOTAMs, TMU advisories, weather, Digital ATIS, airport arrival quotas, ground delay programs, play book and coded departure routes, and much more. On the day of departure Flight Sentinel manages your flight plan filing to ensure an on-time departure, and if an Airspace Flow Program is in effect for your flight, we ll call you with your EDCT (estimated departure clearance time). A October Honeywell International Inc. Your IN-COCKPIT TEAM MEMBER Flight Sentinel includes Contract Pilot Services to provide complete team member support. 1 Contracted Pilot Trip per Year (max 5 days); all travel expenses are covered by Honeywell.* ATP-rated pilots that are left/right seat current & qualified Current 1st class medical certifi cates PRNAV & International Ops Certifi ed * Additional trips are provided to subscribers at 10% discount. Daily Contract Pilot Rates Available for: Gulfstream G-V Gulfstream 350/450/550 Bombardier Global Express/XRS/5000 Cessna Sovereign Citation X Citation XLS Hawker 4000 Pilatus PC-12 NG Embraer Lineage Embraer Legacy Dassault Falcon 2000EX EASy

181 Pre-Arranged Fuel LOWER FUEL COSTS AT THE READY Worldwide Fuel Service

182 Put your trust in the world s largest jet fuel re-seller locations worldwide With Honeywell s solution, you are assured the highest quality fuel and best service in the industry. Through our arrangement with the world s largest jet fuel re-seller, Honeywell s fuel desk can offer you the peace of mind knowing that your fuel will be waiting for you at over 1500 locations worldwide. Instant Credit Approval Is Available for GDC Subscribers As a further convenience, credit services are available with a simple application process. Why wait? Global Data Center (GDC) is ready to serve you globally, 24 hours, 365 days a year. ARRANGING FUEL HAS NEVER BEEN EASIER! It s as simple as 1, 2, Visit us online at or dial or ( outside US and Canada) Check latest fuel prices and or der online. Your fuel will be waiting for you at the pre-arranged price! Fuel where you need it, when you need it. Whatever your fuel needs may be across the globe, GDC can help you lower your fuel costs and fly more efficiency. For a no-risk fuel quote or to sign-up today, please contact Alastair Brownlee , or fuel@mygdc.com For More Information: visit us online at or Honeywell Aerospace 1944 E. Sky Harbor Circle Phoenix, AZ Domestic: International: A October Honeywell International Inc.

183 Flight Support Services YOUR PARTNER FOR FLIGHT OPERATIONS SERVICES Flight Operations Support Solutions to meet your Needs Today and Tomorrow

184 Honeywell Global Data Center (GD Honeywell is at your service with solutions designed for your specific needs. Flight Deck Datalink Communications (VHF, Inmarsat, Iridium) l Graphical Weather l Flight Sentinel l GDC - Flight Support Services l Pre-Flight & In-Flight: Worldwide Flight Planning, Text and Graphical Weather, Runway Performance Data, RAIM Prediction l Flight Following Solutions Designed For Your Specific Needs Honeywell s Global Data Center provides solutions that increase productivity and improve efficiency. With aviation experts and 24x7 availability, our services help maximize efficiency and minimize delays, so we can help get you to your destination safely. Charter and Fractional Solutions: Services that expand operational control to increase trip bookings and reduce delays, maximizing aircraft availability while keeping your clients happy and your fleet productive. Corporate Operator Solutions: Proactive services designed to help you avoid delays and maximize productivity for passengers and pilots avoiding hours of delays, no matter where in the world you travel. Owner/Operator Solutions: Best In Class Tools with integrated services, notifications and rich user interfaces. A natural, work flow process allows you to access relevant information to decrease flight planning and preparation time. Honeywell s Global Data Center (GDC) For 25 years Honeywell s Global Data Center (GDC) has provided flight support services to corporate, fractional, charter, private, government and military aircraft worldwide. Our services include 24-hour telephone support from experienced aviation professionals and access to the web application at The GDC staffs FAA-licensed flight dispatchers (Part 121 and Part 135), airline transport pilots, instructor pilots, and military pilots to provide flight support services as an extension of your flight department 24 hours a day, 7 days a week. Our expert flight data specialists utilize tools and flight operations know-how to provide a wide range of support services such as: Flight Support Services Flight Sentinel Flight Deck Communications Graphical Weather Customers can access Global Data Center Services by telephone, mobile device or datalink communications from the cockpit. The Global Data Center works the way you do. Using a simplified workflow approach that is continuously enhanced with features and improved with customer feedback. Flight Planning Services World Wide Flight Planning and Filing Flight plan delivery via facsimile or Multiple route options including: Wind optimized, ATC Preferred, Pilot defined, North Atlantic (NAT) Track routes and other ATC oceanic routes Advanced Passenger Information System (APIS) Receiver Autonomous Integrity Monitoring (RAIM) prediction Runway analysis Pre-arranged fuel Storage of flight plans from third party vendors

185 C). Services for your Operation. Air Traffic Services Digital Automatic Terminal Information Service (D-ATIS) reports Terminal Weather Information for Pilots (TWIP) Standard and special event airport reservations Pre-Departure Clearances Oceanic Clearances East and West bound oceanic clearances Weather Services Text weather including METAR, TAF, PIREP, SIGMET and NOTAM Area forecasts and route weather Passenger weather briefings Winds and temperatures aloft Uplink Graphical weather Graphical Weather Services (Web) Over 800 aviation weather charts Aviation hazards, hurricane tracking and significant weather products National and regional radar summary Winds and temperatures aloft Worldwide satellite imagery Flight Support Services A leader in datalink communications for over 25 years, Honeywell s Global Data Center (GDC) is your 24-hour source for dependable flight deck communication services. Crews stay in contact with two way datalink messaging. Linked to the outside world, the GDC system provides the sophistication and flexibility that enables you to communicate with your home base, Fixed Based Operators (FBO), Customs and Immigration, , fax machines, other aircraft, mobile handhelds and much more. All of your mission-critical air-ground, ground-air communications receive priority handling from the GDC, and our staff is available 24 hours per day to assist your aircraft with message delivery anywhere in the world. Providing unsurpassed dependability, each of the GDC s redundant communications systems are engineered for high reliability. When it counts, you can rely on the GDC to deliver. Datalink (ACARS) Communications Service to all datalink avionics Worldwide VHF Inmarsat Iridium Datalink service solutions Air traffic services Air-Ground, Ground-Air and Air-Air Message Delivery Flight plan uplink Graphical weather Message forwarding to telephone, pagers, , facsimile, and ACARS/AFTN addresses Text weather Graphical Weather Honeywell provides datalink graphical weather information through its WINN (Weather Information Network) for Honeywell Plane View cockpits, electronic flight bags and Proline 21 equipped cockpits. WINN Graphical Weather Service Features Features Datalink, VHF and Satellite XM Satellite Graphically displays NEXRAD, winds aloft and satellite cloud height, Clear Air Turbulence, Convective Weather, Lightning Benefits Enhanced safety and situational awareness User interface designed for quick, easy access 24/7 Honeywell customer service and support Real time graphical weather solution at a cost effective price

186 Flight Sentinel With busy schedules to keep, executives expect to arrive safely, and on-time every time. Flight Sentinel s personalized flight planning and dispatch service is specifically designed to expedite your flight planning, increase situational awareness while enroute, and eliminate delays. Utilizing the Collaborative Decision Making* (CDM) tools, Honeywell provides proactive flight coordination with air traffic control and crews. Collaborative Decision Making (CDM) is a joint government/industry initiative aimed at improving air traffic management through increased information exchange among the various parties in the aviation community. For more information: visit us online at or The GDC is uniquely qualified and equipped to deliver our Flight Sentinel Service, a proactive service designed to minimize or eliminate delays. GDC Flight Sentinel Specialists can route your flight plans in pre-flight and in-flight using the FAA s CDM tool* to proactively watch for (and help you avoid) delays due to traffic, weather, ATC hazards, etc. Our team, who are members of FAA s Collaborative Decision Making program, communicate directly with the FAA National Air Traffic Control Command Center, regional centers, towers, and other ATC facilities to identify traffic and weather bottlenecks. The night before your flight, our staff begins to check and monitors NOTAMs, TMU advisories, weather, Digital Automatic Terminal Information Service, airport arrival quotas, ground delay programs, playbook and coded departure routes, and more. Experts continually monitors and factors all the latest information right into your flight plan. On your departure day, Flight Sentinel manages your flight plan filing to ensure an on-time departure and provides true point to point flight following with airborne advisories as needed. Expanding the support we bring your flight operation beyond virtual, Flight Sentinel now brings the resources of Honeywell s experienced pilot training crews, to fill in gaps in crew staffing when the need occurs. Flight Sentinel is the only dispatching and flight operations support service in the industry that provides an experienced pilot to keep flight departments always mission ready. Each new Flight Sentinel subscription now includes the use of pilot staffing services once per year at no additional fee. Honeywell Aerospace NE 36 Street Redmond, WA North America Toll Free: Outside North America: A October Honeywell International Inc.

187 Services Honeywell Pilot Services

188 Honeywell Pilot Services - Training Free Entry-into-service (EIS) Support For operators with new aircraft or new equipment (< 2 years old) Include software mods and upgrades like Cert Foxtrot, Sovereign Phase 5, CDS/R installs, or Primus Elite C&PS Flight Ops pilot will travel to the operator free of charge and provide any requested ground or no credit in-fl ight familiarization training (FMS, VNAV, Wx Radar, GDC, etc.) Includes acceptance fl ight test at the service center Flight Management System (FMS) and Weather Radar Pilot Training Seminars Beginning 2011 free-of-charge world-wide regional seminars Schedule information for 2011 coming soon Training at Operator s Location If operators would like additional training on any Honeywell aerospace products (FMS Weather Radar, VNAV, EGPWS, RAAS, Autopilot, etc.), an instructor will travel to the customer s location Customer is billed for round trip airfare from the Honeywell pilot s base, 1 night hotel, $50 day per diem, and transportation costs All electronic training materials are provided free of charge If paper copies of training materials are requested, printing charges are billed to the operator Note if operators wish to travel to a Honeywell Aerospace training location (Phoenix, Kansas City or Seattle, WA) the travel fees are waived Free Monthly Webinars For those seminars that are 1.5 hours or less or for operators who want the fl exibility of web-based training Free webinars on various subjects are offered monthly and can also be customized to meet your fl ight department s needs To participate, pilots just need access to a phone and the internet For a list of pilots by platform, go to and select C&PS Flight Operations and Contact Us. To schedule pilot training and/or pilot support, please contact Pam Mannon, Flight Operations Manager, at or pamela.mannon@honeywell.com.

189 Honeywell Contract Pilot Services ATP-rated pilots that are left/right seat current & qualified Current 1st class medical certifi cates PRNAV & International Ops Certifi ed Entry-into-service (EIS) Operators For operators with aircraft of new equipment (< 2 years old) Pilot is provided free of charge for 1 trip (max 5 days); all travel expenses are covered by Honeywell GDC Customers Regular GDC customers receive 10% discount off published Honeywell contract rates Flight Sentinel customers receive free pilot once/year for 1 trip (max 5 days) Includes travel expenses Daily Contract Pilot Rates Available for: Gulfstream G-V Gulfstream 350/450/550 Bombardier Global Express/XRS/5000 Cessna Sovereign Citation X Citation XLS Hawker 4000 Pilatus PC-12 NG Embraer Lineage Embraer Legacy Dassault Falcon 2000EX EASy If applicable, customers are billed directly by Honeywell for the daily rate plus any travel incurred and per diem ($50/day) For a rate sheet, more information or to schedule a pilot, please contact Pam Mannon, Flight Operations Manager, at or pamela.mannon@honeywell.com.

190 Honeywell Aerospace 1944 E. Sky Harbor Circle Phoenix, AZ Domestic: International: A April Honeywell International Inc.

191 Integrated Flight Planning and Scheduling ENHANCING YOUR FLIGHT SUPPORT SERVICES Flight Planning and Scheduling Just Became Easier

192 Integrated Flight Planning and Scheduling Flight planning and scheduling just became easier. If you use CTA-FOS for scheduling and Honeywell GDC for flight support services, you re in for a significantly improved customer experience. As a leader in providing the business jet flight departments and charter operators with professional, efficient and unique, flight planning and dispatching services, Honeywell s Global Data Center introduces the industry s only truly integrated software solution that connects pilots and schedulers. The value of this service is realized by seamlessly connecting flight plans entered into mygdc.com with the CTA-FOS scheduling software creating truly integrated communications link between crews and schedulers making flight operations more efficient and working in complete harmony. By connecting scheduling software to the flight plan in mygdc.com, For more information: visit us online at or there are no entry duplications, flight planning and scheduling information is always up to date which makes the complex coordination with all departments much easier and more accurate. For more efficiency on the road, mobile connectivity to flight planning software and other services offered through mygdc.com can be also be performed using a smart phone, Iphone, Android and Blackberry through mymobilegdc.com. Flight plan changes, aircraft weight and balance, runway analysis all work together to offer a complete package for more efficient flight planning coordination. Included as part of a premium flight plan subscription through the Global Data Center, this is the industry s only flight planning service that closes the loop between scheduling departments and crews for large flight departments, charter operations, or single aircraft operators Benefits Easy and Flexible Flights scheduled using CTA-FOS application by schedulers is immediately available on mygdc.com for pilots to flight plan and file OR Users can plan their trip from CTA-FOS application which can be viewed simply by opening up a browser from FOS, without re-entry into the GDC system. Reduced work communication between the dispatcher and pilot maximizes productivity by limiting the amount of unnecessary re-work. Peace of Mind Users can compute the flight plans from GDC for the trips planned in CTA-FOS and the corresponding flight plan can be viewed from CTA- FOS application, ensuring that the scheduling department and pilots are on the same page at all times. Features View and File Flight Plans for Scheduled Trips at MyGDC.com No data entry duplication - sharing of data is seamless Access the GDC application while in the CTA FOS software View from both CTA FOS and GDC is harmonious Honeywell Aerospace NE 36 Street Redmond, WA North America Toll Free: Outside North America: A October Honeywell International Inc.

193 Real Time, Reliable Communications Datalink communications

194 Real Time, Reliable Communications Overview: For over 25 years, the GDC has provided VHF and satellite datalink communications to any datalink-equipped aircraft worldwide. GDC s robust two-way ACARS (Aircraft Communications Addressing and Reporting System) data communications is compatible with a variety of VHF and satellite networks across the globe. With enterprise level connections to communications networks worldwide, GDC can relay messages almost anywhere. We also offer subscribers a wide choice of data link services to choose from. Datalink services include free text messaging, Pre-Departure Clearances (PDC), Oceanic Clearances, Transcribed Weather Information for Pilots (TWIP), and many others. GDC also offers expert service & support for a variety of datalink avionics. The Global Data Center offers service to the aviation industry s wide selection of airborne data link communications hardware, providing this service seven days a week, twenty four hours a day, three hundred and sixty five days a year. We offer reliable service solutions for AFIS, Primus Epic, TeleLink, and UniLink equipped aircraft - as well as all of the commercial air transport Communications Management Unit (CMU) systems. Services can be accessed via telephone, Internet, or your aircraft s flight management system. Our experienced staff of Flight Data Specialists (FDS) is always available to assist you with a variety of tasks including flight planning, message forwarding, and troubleshooting. The FDS staff has been specially selected for their real life aviation experience and professional certifications. Incoming calls are answered quickly to provide the fastest response to busy flight crews on the road. We offer multiple service plans to meet the needs of large and small flight departments, with flexible package pricing. GDC customers in the commercial air transport, corporate, government and military aviation segments depend on our unsurpassed reliability, and our relentless customer focus as critical to their success. For more information on how the Global Data Center can enhance your flight operations, please call us at: ext. 4, or To visit us on the web, go to or

195 Datalink Services Service to all datalink avionics Uplink flight plans to Flight Management Computers (FMC) Terminal Weather and SIGMETs Winds and temperatures aloft Digital ATIS (D-ATIS) and TWIP reports Pre-Departure Clearances (PDC) and Datalink Oceanic Clearances North Atlantic (NAT) Track routes and other ATC oceanic routes Air-to-ground/ground-to-air/ air-to-air messages , voice, pager or facsimile messages Assisted message delivery Datalink Networks Supported VHF Networks: SITA ARINC Other regional networks Satellite Constellations: Inmarsat Aero C, H, H+, I Iridium Datalink Graphical Weather* Includes But Not Limited To: Worldwide significant weather charts U.S. Categorical METAR (CATMET) charts U.S. National and Regional Radar (NEXRAD) charts Worldwide winds and temperatures aloft charts Worldwide clear air turbulence charts Worldwide convective charts Satellite (cloud height) charts * Availability dependent upon aircraft avionics configuration and software levels Key Benefits Reduced pilot workload Worldwide datalink communications over any network Customized plans to meet any budget or flight schedule. For more information on how the Global Data Center can enhance your flight operations, please call us at: ext. 4, or For More Information: visit us online at or

196 Honeywell Aerospace NE 36 Street Redmond, WA North America Toll Free: Outside North America: A October Honeywell International Inc.

197 MyGDC Flight Following Delivering an efficient flight tracking experience

198 MyGDC Flight Following Experience the new Google Map graphical flight following technology that makes it simple for users on the ground to track your flight, spot turbulence and view weather patterns that may cause flight delays. Honeywell s Global Data Center is a leader in providing flight support services to corporate, fractional, charter, private, government, and military aircraft operators worldwide. Flight Following Map Features Point and click data link communications to your fleet Access to historical uplink and downlink messages, and position reports Worldwide airport and VHF station locator Customized screens Views in Spherical 3D mode Flight Following Satellite Flight Following Terrain Find out more For more information, visit us at Honeywell Aerospace 1944 E. Sky Harbor Circle Phoenix, AZ U.S. Toll Free: International: C May Honeywell International Inc.

199 Laserf VI:Layout 1 3/16/2009 9:01 AM Page 1 Laseref VI Micro Inertial Reference System Reduce operating costs with RNP precision guidance Back Home

200 Laserf VI:Layout 1 3/16/2009 9:02 AM Page 2 Simplify crew workload and reduce maintenance and operational costs Honeywell s Laseref VI micro inertial reference system (IRS) has been designed to simplify pilot workload while dramatically reducing installation time, weight, size, power, and cost. This revolutionary design is based on flawless service from more than 50,000 commercial inertial reference systems in service around the world and is compliant with new ADS-B requirements. I I 0.1 degree Heading 0.4 degree Position (inertial) 2 NMPH Position (hybrid) 12 Meters Hybrid position coasting performance > NM Velocity (inertial) 8 knots Velocity (hybrid) 0.25 knots Software certification DO-178B Level A Hardware certification DO- 160E Technical standard order (TSO) C4c, C5e, C6d, C129a Reduces operational costs through a 50% reduction in box size and over a 30% reduction in both weight and power consumption compared to similar systems In-service reliability >50,000 MTBF Interfaces ARINC-429 I/O Mounting tray 0.5 lbs Reduces installation costs and increases accuracy with electronic mounting tray alignment Size 6.5 x 6.4 x 6.4 Weight 9.1 lbs Power (typical) 20 watts Cooling Passive Accelerometer sensor technology Quartz Gyro sensor technology Digital ring laser Reduces pilot workload through automatic mode control logic and automatic initialization I Eliminates delays with automatic IRS alignment I Reduces crew workload with in-motion inertial alignment and automatic realignment between flights made possible through GPS integration I CHARACTERISTICS Altitude Benefits I Laseref VI Reduces weight and operating costs by implementing passive cooling technology Find Out More For more information on Honeywell s Laseref VI micro inertial reference system, visit Accuracy two sigma or 95% HIGH Integrity Applications To provide 100% availability of RNP 0.1 navigation performance and immunity to GPS outages, an optional Honeywell Inertial GPS Hybrid (HIGH) upgrade is available. HIGH combines raw measurement from each satellite in view from the MMR with a Kalman filter to provide a highly calibrated solution ensuring operators of their exact position. This capability is available for retrofit and forward-fit applications to maximize airline and route efficiencies. I ARJ-21 I Boeing 787 I Bombardier (CL-605, CRJ, C-Series) I Dassault (F7X, F50EX, F900EX, I Embraer (170, 175, 190, 195) I Gulfstream (100, 150, 200, 250, 350, F2000EX) 450, 500, 500, 650, CAEW) I Pilatus Trainers (PC7, 9, 21) I Raytheon (Hawker 4000, Trainers) I Sukhoi SSJ-100 I Hundreds of retrofit installations Honeywell Aerospace 1944 E Sky Harbor Circle Phoenix, AZ Domestic: International: A March Honeywell International Inc. Back Home

201 Satcom CABIN SERVICES THAT KEEP YOU CONNECTED ON THE GROUND OR IN THE AIR Honeywell Flight Support Services powered by Satcom Direct.

202 As a premier provider of flight support services for business aviation, Honeywell is focused on making your flight operations as effective as possible, through our comprehensive flight planning, cabin communications and database services. From flight routing, weather information and database updates to satellite communications, in-flight television news services, and data connectivity. With these technologies, we have the right mix of flight support solutions and subscription services to meet your unique operational requirements and aircraft needs. Honeywell and Satcom Direct now offer aircraft operators increased flexibility in choosing services to meet their specific business requirements. Operators can now purchase flight support and cabin communications services as a comprehensive package that saves time and the cost of managing multiple contracts and suppliers. In addition to a complete solution, aircraft operators are still able to purchase and utilize specific services separately from both Honeywell and Satcom Direct. Find out more For further information, contact our Service Support team at (888) or us at gfo@mygdc.com. Additional information is also available online at or at (321) , sales@satcomdirect.com, Honeywell Aerospace 1944 E. Sky Harbor Circle Phoenix, AZ Domestic: International: Features Reliable Voice High-speed data Data communications connectivity Satellite television availability Iridium Inmarsat Swift 64 SwiftBroadband Global One Number Plane Simple website access Aero X data compression For More Information: visit us online at or A October Honeywell International Inc. Benefits Flexible services Comprehensive packages Simplified billing Comprehensive solution for services One number for Inmarsat, Iridium and Magnastar services Fast and friendly customer service Simple activation and configuration management Real-time S64 network congestion monitoring Invoices available online VOIP calling capability

203 AIS-2000 Multi-Region Satellite Television REMAIN CONNECTED AND INFORMED, EVEN AT 51,000 FEET Live satellite TV in the United States, Europe, the Middle East, Russia, and India

204 Weather In today s rapid business environment, you can t afford to be out of touch when breaking news hits. Honeywell s AIS-2000 satellite television keeps passengers connected, productive and entertained with live satellite television coverage in the contiguous United States, Europe, India, Russia, and the Middle East. As part of your cabin productivity and entertainment system, AIS-2000 multi-region satellite television features include: Complete integration with cabin system controls The smallest and lightest antenna available today Up to six receivers for independent viewing throughout the cabin A modular design that allows simple region reconfiguration without the need for re-wiring or additional LRUs Sports Continued systems development to expand coverage regions across the globe Service packages that include regional module configurations, subscription service options, 24/7 service and customized billing all powered by Satcom Direct Movies News Music Information

205 MR-500 channel selection DBA-1160MR control/ power Ku-band control/ power audio/video L-band Down Converter Unit (DCU) AIS-2000 Multi-Region Satellite Television System Required System Components MR-500 Multi-Region receiver/decoder unit cabinet/chassis ACM Antenna Control Module MSCM Multi-Switch Control Module PSMD Power Supply Module DBA-1160MR Multi-Region Antenna DBA-1160MR Multi-Region Antenna (with Ku filtering) DCU Down Converter Unit Regional Receiver/Decoder Modules* (RDM) RDM USA DIRECTV RDM Multi-Region DVB Free-to-air Module Specifications Chassis Dimensions: Antenna Dimensions: Converter Dimensions: Total System Weight: Power: 10.1 H x 12.1 W x 16.3 L 13.7 H x 8.3 W x 13.7 L 1.9 H x 7.4 W x 9.75 L 65 lbs 28 Volt VDC *Up to three configurable modules can be installed

206 Satellite Television Service To complement our multi-region satellite television system in your cabin, Honeywell also provides service packages that include maintenance of regional module configurations, subscription service options and 24/7 support. Our satellite television service utilizes Digital Broadcast Satellite (DBS) services to provide your aircraft with a variety of programming. Throughout the contiguous United States we coordinate access to DIRECTV subscription services. International, multi-region programming is available through our Custom Channel List Management program for each aircraft that includes popular news, sports, and entertainment programming from internationally recognized content providers. For a complete listing of current broadcast options within these regions, please contact our service partner, Satcom Direct for full details. Outstanding service and support to maintain your satellite television coverage is available anytime and anywhere utilizing Honeywell s worldwide customer support organization. We also offer troubleshooting support working directly with content providers and our product support engineers. For more information, please speak with a satellite television representative: Toll Free: (800) International: (602) * The areas shown estimate the coverage edge, actual coverage may vary depending on channel selected, satellite power fluctuations, and radome loss, etc. Honeywell Aerospace N. 19th Avenue Phoenix, AZ U.S. Toll Free: International Tel: EMEA Toll Free: EMEA Direct Dial: A February Honeywell International Inc.

207 Gulfstream 650 Options Comprehensive solutions to enhance the value and performance of your aircraft

208 Gulfstream 650 Options Increase the performance, efficiency and resale value of your Gulfstream 650 with Honeywell s industry-leading products that are available for entry into service configuration. Safety Systems High Speed Communications Systems Runway Awareness and Advisory System (RAAS) Peace of mind...on the ground or in the air. Minimizes risk of runway incursions Reduces the chance of a costly mistake Aural guidance helps take the unfamiliar out of airports Simple software upgrade to EGPWS LSZ-860 Lightning Sensor System (LSS) Provides radar redundancy by identifying areas of potentially destructive lightning during preflight and in building thunderstorms, cloud-to-cloud, and behind heavy rain in attenuated areas. Operates by detecting electromagnetic and electrostatic discharges Displays the cell activity based on levels of lightning strikes Lightning activity and weather can be overlayed on map display Controller installed in pedestal LSS has a 120 forward and 360 surrounding view Inmarsat SwiftBroadband High Speed Data System Worldwide connectivity improve your in-flight productivity. Bandwidth on demand up to 432 kbps 2 Surf the web and send/receive Low cost, high quality voice calls FANS Compatible stay connected with ATC over water 1 Requires WINN graphical weather service XM Weather XMD-157 XM Weather Receiver Get real-time graphical weather 1 with Honeywell s XMD-157 XM receiver. Graphically displays NEXRAD, satellite cloud height and winds aloft in the continental U.S. Find out more For pricing and availability, please contact your Gulfstream representative Predictive Windshear Provides pilots with alerts and evasive guidance when confronted with adverse windshear weather conditions. Aural and visual indications for the flight crew indicating relative position of hazardous windshear condition Unique antenna/transmitter technology reduces false alarms thereby avoiding unnecessary diversions 2 Future availability for two channels Honeywell Aerospace Honeywell 1944 East Sky Harbor Circle Phoenix, AZ International: U.S. Toll Free: Cover photo Gulfstream Aerospace Corporation A October Honeywell International Inc.

209 Customers Helping Customers Global Customer Committee Honeywell Business Aviation

210 Introduction and Mission Statement The Global Customer Committee is an independent group of business aviation professionals that works jointly with Honeywell to bring about improvement in aircraft, equipment, operations and services by seeking input from members on any concerns or questions based on the operator s experience, and to represent those topics to Honeywell. The Global Customer Committee s mission is to prevent problems from occurring through a free flowing exchange of information between members and Honeywell, working through a Top 25 action list that is consolidated and prioritized globally. Operating System Customers Helping Customers Committee members include operators, channel partners and pilots specialized in either mechanical or avionics components, in the following regions: Americas: 37 members Europe, Middle East, Africa and India: 23 members APAC: 14 members. Each region has two face to face meetings every year. In addition, there are two Global Telecoms between meetings. Collaboration Working teams collaborate directly with Honeywell on the highest priority actions from the Top 25 List OEM Liaisons communicate with the different Aircraft Manufacturer Customer Advisory Boards to work on issues at the aircraft level This partnership has produced great results, such as: AOG and customer service improvements Functionality added to Honeywell s MyAerospace website Technical fixes resulting in service bulletins, mechanical and electrical Direct Access Support Network Directory Mobile App Americas Leadership Peter Zeeb Americas Chairman Jon Dodson Communications Vice Chair Joe Bocsy Electrical Vice Chair Dan Frisone Operations Vice Chair Gordon MacSwain Mechanical Vice Chair Paco Perez Avila Honeywell Regional C&PS Director Operators Allen Ratterree (NJ) Andy Reiser (TX) Antonio Gascon (OH) Chris Shollenbarger (CA) Dan Frisone (OH) Dave Craig (MI) David McBride (AZ) Derek Ellis (CA) Gerald L. Ferriss (GA) Gordon MacSwain (OH) Iain McGarva (TX) James Grech (OH) Joe Bocsy - (OH) Joe Statt (AZ) John Benjamin (MN) Jonathan Dodson Kent Burke (GA) Mark Wagner (FL) Matt Miller (OR) Paul Westenkirchner (OH) Peter Zeeb (OR) Ron Mckune (WA) Stan Harris (TX) Steve Golden Todd Hotes (CT) Todd Kretschmar (TX) Victor Amadio (CAN) Walt Foley (CA) Willard Sawyer (OH) Yves Tessier (CT) Channel Partners Chris Christianson - Duncan Aviation (NE) Donald R. Fletcher - Standard Aero (GA) Jack Shields - Atals Aircraft Center (NH) Todd Smith - Atlas Aircraft Center (NH) Industry Organizations Elias Cotti NBAA (DC) Training Providers Jennifer Bensky - Flight Safety (TX) Paul Kuchta - Flight Safety (TX) EMEAI Leadership Antonio Lucchi EMEAI Chairman (+31) TBD Mechanical Vice Chair Stefano Trevisan Communications Vice Chair (+39) Antonio Lucchi Electrical Vice Chair (+31) Lee Kirchhofer Honeywell Regional C&PS Director Operators Adrian Hollenbach (ZA) Antonio Lucchi (NL) Arnold Leurs (NL) Bart Hautekeur (BE) Dean Hawkins (UK) Ed Gordon (ZA) João Salgueiro (PT) Marc Carstens (DE) Martin Hermansson (CH) Martin Spiegl (LB) +961 (1) Massimo Vallone (IT) Maurizio Di Loreto (IT) Osman Deniz (TR) Paulo Pestana (PT) Stefano Trevisan (IT) Tiziano Albrizio (MT) Channel Partners Andrea Weyrich - Aero-Dienst (DE) Eckhard Schwanzer - JAB (CH) Gerd Gsanger - Aero-Dienst (DE) Gunilla Hermansson - GKN Aerospace (SE) Hans-Peter Amacher - JAB (CH) Hans-Peter Schaffluetzel - JAB (CH) Jim Hill - Harrods Aviation (UK) Asia Pacific Leadership Pat Dunn Asia-Pac Chairman Samson Franklin Honeywell Regional C&PS Director Operators Craig Macartney (AU) Glenn Western (SG) Grant Ingall (AU) John Glynn (TH) (980) Murtaza Hassan (SG) Patrick Dunn (SG) Peter Cawthorne (HK) Peter Docking (AU) Philip Balmer (HK) Blake Haldeman Tang Jin (CN) Channel Partners David Wearmouth- MetroJet (HK) Desmond Tan - Hawker Pacific Asia Pte Ltd (SG) Yow Kim Fui - Dallas Airmotive Asia-Pacific Pte Ltd (SG) Interested in becoming a member or submit an issue to the Committee? Please visit our website at: committees.honeywell.com. For more information, please us at: GCC@Honeywell.com A September Honeywell International Inc.

211 Honeywell New Customer Establishment Instructions The following request for information is required in order to establish a new customer or request change(s) to an existing customer account. Please read and complete to help us expedite the establishment of your new or changed account. Customer 1. Complete Part I (pages 2-4) 2. Upon return of the New Customer Set up Package, please enclose the following to ensure a timely response: A) Completed New Customer Account Set Up Form (Part 1) including all signatures. B) End Use Certificate if applicable C) Tax Exemption Certificate(s) - Please note if your company is tax-exempt a certificate(s) must be returned with this information. If a complete tax exemption certificate(s) is not received, Honeywell must charge sales tax on your invoices. (except for US Government) 3. Return the complete package of the above items to your customer service representative. Customer Representative ** If setting up an existing customer that is already in an old legacy system, then customer rep will complete PART 1 (page 2 only) by obtaining the data from the legacy system. The credit application part will not be required. Rep will also still follow steps 1-3 below. 1. The Customer Representative will complete Part II (page 5). However, please assist the customer in Part I. 2. Upon receipt of the New Customer Set up Package, review the checklist for completeness. Do not forward the package until it is complete. Incomplete packages will delay customer account set up. 3. Upon completion of New Customer Set up Package or Change Request return to the Customer Representative forward completed package or change requests to Global Credit and Treasury Services. address is GCTS Aero SAP Customer Master, or Fax # Customer Representative Check List 1) The form is complete. a) Name, address, zip, state, city and country must be complete for at least the sold to account. b) General Data area must be filled out completely. c) Sales Data must be filled out completely on required fields. 2) Completed and Signed Credit Application (except for US Government) 3) End Use Certificate if applicable. 4) Tax Exemption Certificate(s) - Please note if your customer is tax-exempt a certificate(s) must returned with this information. If a complete tax exemption certificate(s) is not received, Honeywell must charge sales tax on the invoices. (except for US Government)

212 HONEYWELL NEW CUSTOMER SET UP/CREDIT APPLICATION Please return completed application, sales tax exemption or value added tax certificate and any additional documents with your New Customer Establishment Package to the address listed on page 1 of the Instructions. PART I - Items in Italics are optional. All other requested information must be filled out completely by Customer SOLD TO ACCOUNT (purchasing entity) check if this will also be a shipping location in addition to below. Customer Legal Name: Street Address: Zip Code: - City: Country: State: Phone Number: ( ) - Fax Number: ( ) - Address: If member of the European Union, enter the VAT Registration Number If you are a vendor of Honeywell Aerospace, check Yes No Are you a foreign entity on domestic soil? Yes No If yes, please enter the country: SHIP TO ACCOUNT (fill in only if shipping address is different than the Sold To Acct or in addition to the Sold To) Customer Legal Name: Street Address: Zip Code: - City: Country: *State:. Phone Number: ( ) - Fax Number: ( ) - Freight Forwarder: Account No.: Preferred Carrier: Account No.: *If state change, include a tax exemption certificate if applicable BILLING ACCOUNT (fill in only if this information is different than the Sold to Acct) Customer Legal Name: Street Address or PO Box: Zip Code: - City: Country: State: Phone Number: ( ) - Fax Number: ( ) - Address: PAYER ACCOUNT (fill in only if this information is different than the Billing Acct) Customer Legal Name: Street Address or PO Box: Zip Code: - City: Country: State: Phone Number: ( ) - Fax Number: ( ) - Address:

213 TRADE STYLE/DBA CHECK ONE: Proprietorship Partnership Corporation Subsidiary Division LLC BANK INFORMATION Bank Name Account Number Mailing Address City State Zip Code Your Account Officer Phone Number Fax Number TRADE REFERENCES (THREE) Company Name: Mailing Address: City & State: Zip Code: Phone Number: Fax Number: Contact Person: 1) 2) 3) Annual Company Sales Anticipated Monthly Purchases Do you have EDI and/or EFT capabilities Yes No Do you prefer to ALWAYS pay by credit card? Yes (if yes, no terms will be set for your new acct and all sales orders will require valid credit card information) Are you currently doing business with Honeywell? Yes No If yes: Division Location Financial Statement Required (check one): Attached Will Mail Direct D & B (DUNS # ) Federal ID # (USA only) Sales Tax or Value Added Tax ID # Resale Certificate, Tax Exemption or Value Added Tax form is mandatory to the completion of this application. Please fax with documents.

214 FINANCIAL RELEASE AUTHORIZATION I authorize the references named herein, both financial institutions and trade references, to release any financial and credit information known to them to Honeywell with the understanding that it will be used solely for credit purposes. Furthermore, if this credit application is accepted, I/We agree to pay for purchases in accordance with the terms and conditions set by Honeywell. TERMS OF SALE Honeywell (the Company) provides agreed goods and services in exchange for payment within terms. It is the Company s normal policy to extend payment terms of 30 days from invoice date to qualified applicants. Payment is expected at the Company s designated address (specified on the invoice) within 30 days of the invoice date. Thirty (30) day terms are upheld. Cash on Delivery (COD), Payment Prior to Shipment (PPS) or any other method of payment may be required pending receipt and review of a customer s credit application, financials and references. It is understood and agreed that, once Honeywell has approved the credit application, payment will be tendered according to the assigned credit terms. Honeywell may take any action required in case of failure to make payment as agreed. This may include, but is not limited to, use of outside agencies or attorneys. Costs and fees incurred by outside service agencies or attorneys will be an additional liability on the part of the debtor organization. STATEMENT OF JOINT AND SEVERAL LIABILITY Sole Proprietorships, Partnerships, Joint Ventures, Personally Held Corporations I (WE) agree that the Sole Proprietorship, Partnership, Joint Venture, or Personally Held Corporation indicated below will pay all invoices in accordance with agreed terms. All signatories for this organization agree, in the event of the failure of the organization to pay invoices as rendered, to personally reimburse the Company for all liabilities incurred. Company Name Authorized Signature Printed Name Title Date

215 PART II - To be completed by HW Customer Representative Date Type of Request (check one) New Customer Mirror of Customer from Legacy System Legacy System & Acct # Requestor First/Last Name (customer rep) Phone Number ( ) - Rep Fax Number ( ) - Site Name : Company Code: Distribution Channel: Commercial Government Both HW Resolver EID: Sales office # : Are partial deliveries allowed? Yes No Is customer willing to ship ahead of the initial requested ship date? Yes No If Yes, how many days? Sales office(s): Shipping Terms (Incoterms) * EXW Seller's Facility is standard policy Payment Terms * Cash In Advance is standard policy Price Group 01 Tax Information - All customers will be invoiced indisputable sales tax unless valid Sales Tax Exemption Certificates are provided with Set Up Package or Address Change Request Choose only one: Taxable Tax Exempt Is this a Government Account? Yes No If applicable enter the following: Cage Code DODAAC Currency: (For sites other than Company Code 1000) Order Pending? Yes No If yes, what is the total amount of the order? $ * For GCTSCMA Use Only SOLD TO ACCOUNT BILL TO ACCOUNT PAYER ACCOUNT SHIP TO ACCOUNT SHIP TO ACCOUNT OTHER -SPECIFY Partner Type SIGN OFF: DATE/TIME: NUMBER

216 UNIFORM SALES AND USE TAX CERTIFICATE MULTIJURISDICTION Issued to Seller: Honeywell I HEREBY CERTIFY THAT: Name of Firm (Buyer): Address: is engaged as a registered: - Common Carrier - Wholesaler - Retailer - Manufacturer - Lessor - Direct Pay - Other (Specify) and is registered with the below listed states and cities within which your firm would deliver purchases to us and that any such purchases are for wholesale, resale, ingredients or components of a new product to be resold, leased or rented in the normal course of our business. We are in the business of wholesaling, retaining, manufacturing, leasing (renting) the following: Description of Business: General description of products to be purchased from the seller: State/Local Registration Number State/Local Registration Number AL MS AZ NE AR NV CA NJ CO NM CT NY DC NC FL ND GA OH HI OK ID PA IL RI IN SC IA SD KS TN KY TX LA UT ME VT MD VA MA WA MI WV MN WI MO WY OTHER OTHER I further certify that if any property so purchased tax free is used or consumed by the firm as to make it subject to a Sales and Use Tax, we will pay the tax directly to the proper taxing authority when state law so provides or inform the seller for added tax billing. This certificate shall be part of each order, which we may hereafter give to you, unless otherwise specified, and shall be valid until canceled by us in writing or revoked by the city of state. Under penalties of perjury, I swear or affirm that the information on this form is true and correct as to every material matter. Authorized Signature: Title: (Owner Partner or Corporate Officer) Date: Note: Complete this form only if claiming tax-exempt status or return a copy of your Resale Certificate and/or Exemption Certificate with your completed application.

217 HONEYWELL CUSTOMER STATEMENT OF CERTIFICATION Compliance with United States Export Regulations The person executing this letter is assuming the responsibility of complying with these obligations both as an individual and as a representative of the company that he/she represents. Please ensure the signed letter appears on company letterhead and that all information is complete. It is Honeywell s policy to verify the end-use and end-users for all Honeywell product transactions, and in all transfers of technical data or software. This is to ensure compliance with applicable United States export control laws and regulations, specifically Parts 736 and 744 of the Export Administration Regulations, as well as with the laws and regulations of the selling country. Because the products you are purchasing, or software or technology you are licensing, may be exported and used outside of the United States and/or the selling country, please confirm the following: Our general type of business is: Our specific end-use is: 1. I (We) will not sell, export, re-export, divert or otherwise transfer any Honeywell products, technology or software for use in activities which involve the development, production, use or stockpiling of nuclear activities of any kind, chemical or biological weapons or missiles, unmanned aerial vehicles, or microprocessors for military use, nor use Honeywell products in any facilities which are engaged in activities relating to such weapons or applications, without prior authorization from the U.S. Government and Honeywell notification. If your request concerns any of the activities listed above, identify the activity here. 2. I (We) will not sell, export, re-export, divert or otherwise transfer any Honeywell products, technology or software to any entity or country subject to U.S. Government approval, including, but not limited to, Cuba, Iran, North Korea, Sudan, Syria unless otherwise authorized by the U.S. Government. This also applies for the selling country and their respective Debarred List issued by the Government. 3. I (We) acknowledge that United States law and the selling countries law prohibits the sale, export or re-export, diversion or transfer, or other participation in any export transaction involving Honeywell products with individuals or companies listed in the U.S. Commerce Department s Table of Denial Orders, the U.S. Treasury Department s list of Specially Designated Nationals or the U.S. Department of State s list of individuals debarred from receiving Munitions List items and other applicable lists, i.e., Entity List as well as the Denial Person/Company list of the selling country. 4. I (We) will abide by all applicable United States and/or selling country export control laws and regulations for all products purchased from Honeywell and will obtain any licenses or approvals required by the U.S. Government and/or the selling countries Government prior to the sale, export, reexport, diversion or otherwise transfer of Honeywell s products, software or technology. Signature Date Print Person s Name Company Name Title Address

218 Honeywell Tech Pub Request Form Order Date: 00/00/0000 Send To: Attention: From: Subject: Honeywell Technical Publications Team Mr./Mrs. Company Name Location Contact Number Valid Address New Request for A/C Platform: Make and Model of A/C A. Name of Owner/Operator: B. AC SN: XXXX Tail/Registration #: Current: XXXXX Final: XXXXXX C. Engine and APU Type: XXXXXX D. Date of Delivery or Date to be Delivered: 00/00/20XX E. Pubs to customer need date - : (On or about ) 00/00/20XX F. Media Type: Online G. Special Remarks/Comments: Ship to: c/o Full Company Name ATTN: John Smith Address City, State, Zip Code Phone: CC: c/o Full Company Name ATTN: John Smith Address City, State, Zip Code Phone:

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