Dash 8 PHB A28-1146-041

Honeywell Aerospace Electronic Systems CES- Phoenix P.O. Box 21111 Phoenix, Arizona 85036- 1111 U.S.A.
TO:
HOLDERS OF THE SPZ--8000 DIGITAL INTEGRATED FLIGHT CONTROL SYSTEM FOR THE DE HAVALLAND DASH 8 PILOTS MANUAL, HONEYWELL PUB. NO. A28--1146--041 REVISION NO. 7 DATED MAY 2001 HIGHLIGHTS
Pages that have been revised are outlined below. Remove and insert the affected pages listed. The revision number has been added to the bottom of the revised pages and revision bars have been used to indicate the revised or added text. Insert this highlights letter in the manual in your possession ahead of page RR-1/RR-2, Record of Revisions. The List of Effective Pages shows the order in which to insert the attached new pages of front material into your manual. Page No. Title Pages RR--1/RR--2 LEP--1 thru LEP--4 2--4 9--13 9--23 9--28 9--43 Description of Change Revised to reflect revision 7. Revised to reflect revision 7. Revised to reflect revision 7. Period was added to the last sentence of Note. Section NO TAG was revised to read Section 3. Table 9--2 was revised. Table 9--5 was revised. Table 9--6 was revised. Table 9--8 was revised. Highlights Page 1 of 1 May 2001
Honeywell Aerospace Electronic Systems CES- Phoenix P.O. Box 21111 Phoenix, Arizona 85036- 1111 U.S.A.
SPZ-8000 Integrated Flight Control System for the
de Havalland Dash 8
Pilots Manual
Printed in U.S.A.
Pub. No. A28--1146--041--07
Revised May 2001 April 1987
PROPRIETARY NOTICE This document and the information disclosed herein are proprietary data of Honeywell. Neither this document nor the information contained herein shall be used, reproduced, or disclosed to others without the written authorization of Honeywell, except to the extent required for installation or maintenance of recipients equipment. NOTICE -- FREEDOM OF INFORMATION ACT (5 USC 552) AND DISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY (18 USC 1905) This document is being furnished in confidence by Honeywell. The information disclosed herein falls within exemption (b) (4) of 5 USC 552 and the prohibitions of 18 USC 1905. S2001
ASSOCIATE MEMBER
E
Member of GAMA General Aviation Manufacturers Association
PRIMUS and SPEX are U.S. registered trademarks of Honeywell.
E2001 Honeywell
SPZ- 8000 Integrated Flight Control System -
Record of Revisions
Upon receipt of a revision, insert the latest revised pages and dispose of superseded pages. Enter revision number and date, insertion date, and the incorporators initials on this Record of Revisions. The typed initial H is used when Honeywell is the incorporator of the revision.
Revision Number 1 2 3 4 5 6 7
Revision Date Feb 1989 Jun 1991 May 1995 Apr 2000 Jul 2000 Aug 2000 May 2001
Insertion Date Feb 1989 Jun 1991 May 1995 Apr 2000 Jul 2000 Aug 2000 May 2001
By HI HI HI H H H H
A28- 1146- 041 Rev 7
Record of Revisions RR- 1/(RR- 2 blank) -
List of Effective Pages

Original Revision Revision Revision Revision Revision Revision Revision .. .. .. .. .. .. .. .. 0 1 2 3 4 5 6 7 .. .. .. .. .. .. .. .. Apr 1987 Feb 1989 Jun 1991 May 1995 Apr 2000 Jul 2000 Aug 2000 May 2001
Subheading and Page

Title Page Record of Revisions RR--1/RR--2 List of Effective Pages LEP--1 LEP--2 LEP--3 LEP--4 Table of Contents TC--1 TC--2 TC--3 TC--4 TC--5 TC--6 TC--7 TC--8 TC--9/TC--10 Introduction 1--1 1--2 1--3/1--4 F 1--5/1--6 H H H H H H
Revision
7
Subheading and Page

2--5 2--6 2--7/2--8
Revision
5 5 5 5 5
F F
2--9/2--10 2--11/2--12
7 7 7 7
Attitude and Heading Reference System (AHRS) 3--1 3--2 3--3 3--4 3--5 3--6 3--7 3--8 Air Data Displays 4--1 4--2 4--3 4--4 Flight Instrument Displays 5--1 5--2 5--3 5--4 5--5 5--6 5--7 5--8 5--9 5--10 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5
5 4 4 4 5 5 5 5 6
5 5 5 4
System Description 2--1 2--2 2--3 2--4 H 5 4 5 7
H F
indicates changed, added or deleted pages. indicates right foldout page with a blank back.
A28- 1146- 041 Rev 7
List of Effective Pages LEP- 1 -
SPZ- 8000 Integrated Flight Control System Subheading and Page Revision Subheading and Page
7--1 7--2 7--3 7--4 7--5 7--6 7--7 7--8 7--9 7--10 7--11 7--12 7--13 7--14 7--15 7--16 7--17 7--18 7--19/7--20 System Limits 8--1 8--2 8--3 8--4 8--5 8--6 8--7 8--8 8--9/8--10 Modes of Operation 9--1 9--2 9--3 9--4 9--5 9--6 9--7 9--8 9--9 9--10 9--11 9--12 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4
Revision
4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4
Electronic Flight Instrument System (EFIS) (Optional) 6--1 6--2 6--3 6--4 6--5/6--6 F 6--7/6--8 6--9 6--10 6--11 6--12 6--13 6--14 6--15 6--16 6--17 6--18 6--19 6--20 6--21 6--22 F 6--23/6--24 6--25 6--26 6--27 6--28 6--29 6--30 6--31 6--32 6--33 6--34 6--35 6--36 6--37 6--38 6--39 6--40 6--41 6--42 6--43 6--44 6--45 6--46 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4
Flight Guidance System (FGS)
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SPZ- 8000 Integrated Flight Control System Subheading and Page

Modes of Operation (cont) 9--13 9--14 9--15 9--16 9--17 9--18 9--19 9--20 9--21 9--22 9--23 9--24 9--25 9--26 9--27 9--28 9--29 9--30 9--31 9--32 9--33 9--34 9--35 9--36 9--37 9--38 9--39 9--40 9--41 9--42 9--43 9--44 9--45 9--46 9--47 9--48 9--49 9--50 9--51 9--52 9--53 9--54 9--55 9--56 9--57 9--58 H H H H 7 4 4 4 4 4 4 4 4 4 7 4 4 4 4 7 4 4 4 4 4 4 4 4 4 4 4 4 4 4 7 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Appendix B B--1 B--2 B--3 B--4 B--5 B--6 B--7 B--8 B--9 B--10 B--11 B--12 B--13/B--14 4 4 4 4 4 4 4 4 4 4 4 4 4 Appendix A A--1 A--2 A--3 A--4 A--5 A--6 4 4 4 4 4 4 Acronyms and Abbreviations 12--1 12--2 12--3 12--4 5 5 5 5 Honeywell Product Support 11--1 11--2 11--3 11--4 4 5 4 4
Revision
Subheading and Page

Troubleshooting 10--1 10--2 10--3 10--4 10--5 10--6 10--7 10--8 10--9 10--10 10--11 10--12
Revision
4 4 4 4 4 4 4 4 4 4 4 4
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SPZ- 8000 Integrated Flight Control System Subheading and Page

Appendix C C--1 C--2 C--3 C--4 C--5 C--6 C--7 C--8 C--9 C--10 Index Index--1 Index--2 Index--3 Index--4 Index--5 Index--6 Index--7 Index--8 Index--9 Index--10 Index--11/Index--12 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5
Revision
Subheading and Page
Revision
A28- 1146- 041 Rev 6
Table of Contents
Section 1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . Attitude and Heading Reference System (AHRS) . . . Aircraft Piloting Inertial Reference Sensor (APIRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radio Altimeter System . . . . . . . . . . . . . . . . . . . . . . . Standard Electromechanical Flight Instrument System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EDZ--811 Electronic Flight Instrument System (EFIS) (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . Dual Flight Guidance System (FGS) . . . . . . . . . . . . PRIMUSR 800 Weather Radar System . . . . . . . . . . Other Switches and Controls . . . . . . . . . . . . . . . . . . . 3. ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reduced Performance Modes . . . . . . . . . . . . . . . . . Preflight Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Initialization . . . . . . . . . . . . . . . . . . . . . . . Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . Take--Off in BASIC Mode . . . . . . . . . . . . . . . . . . . Take--Off in DG Mode . . . . . . . . . . . . . . . . . . . . . . Flight Operations in BASIC Mode . . . . . . . . . . . . Flight Operations in DG Mode . . . . . . . . . . . . . . . Abnormal ADI or HSI Indication . . . . . . . . . . . . . Heading Mismatch . . . . . . . . . . . . . . . . . . . . . . . . . In--Air Initialization . . . . . . . . . . . . . . . . . . . . . . . . . 4. AIR DATA DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Preselect Controller . . . . . . . . . . . . . . . . Page 1-1 2-1 2-3 2-4 2-4 2-5 2-5 2-5 2-6 2-7 2-7 3-1 3-1 3-1 3-2 3-4 3-5 3-7 3-7 3-7 3-7 3-7 3-8 3-8 3-8 4-1 4-1 4-2
A28- 1146- 041 Rev 5
Table of Contents TC- 1 -
Table of Contents (cont)

Section 5. FLIGHT INSTRUMENT DISPLAYS . . . . . . . . . . . . . Electromechanical Flight Instrument System . . . . . Attitude Director Indicator (ADI) . . . . . . . . . . . . . ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Horizontal Situation Indicator (HSI) . . . . . . . . . . HSI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6. ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (OPTIONAL) . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic Attitude Director Indicator (EADI) . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EADI Displays and Annunciators . . . . . . . . . . . . Typical EADI Display Presentations . . . . . . . . . . EADI Amber Caution and Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . EADI Red Failure Annunciators . . . . . . . . . . . . . Electronic Horizontal Situation Indicator (EHSI) . . . Full Compass Displays . . . . . . . . . . . . . . . . . . . . . Partial Compass Displays Only . . . . . . . . . . . . . . Typical EHSI Displays . . . . . . . . . . . . . . . . . . . . . . EHSI Weather Radar and Multiple Waypoint Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enhanced Ground Proximity Warning System (EGPWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EHSI Amber Caution and Failure Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . EHSI Red Failure Annunciators . . . . . . . . . . . . . Composite Display on EADI and EHSI . . . . . . . 7. FLIGHT GUIDANCE SYSTEM (FGS) . . . . . . . . . . . Flight Guidance Controller . . . . . . . . . . . . . . . . . . . . . Advisory Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8. SYSTEM LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . Attitude Director Indicator (ADI) Command Cue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glideslope (GS) Gain Programming . . . . . . . . . . Glideslope Capture (GS CAP) . . . . . . . . . . . . . . .
Page 5-1 5-1 5-1 5-5 5-7 5-10 6-1 6-1 6-2 6-5 6-5 6-5 6-12 6-16 6-20 6-22 6-22 6-25 6-29 6-33 6-37 6-40 6-41 6-44 7-1 7-1 7-4 8-1 8-1 8-2 8-2 8-2
A28- 1146- 041 Rev 4

Section 8. SYSTEM LIMITS (CONT) Glideslope Track (GS TRACK) . . . . . . . . . . . . . . Lateral Beam Sensor (LBS) . . . . . . . . . . . . . . . . . Localizer Capture 1/2, Back Capture 1/2 (LOC CAP 1/2, BC CAP 1/2) . . . . . . . . . . . . . . Localizer Track 1/2, Back Course Track 1/2 (LOC TRACK 1/2, BC TRACK 1/2) . . . . . . . . True Airspeed (TAS) Gain Programmer . . . . . . . Vertical Beam Sensor (VBS) . . . . . . . . . . . . . . . . VOR Capture (VOR CAP) . . . . . . . . . . . . . . . . . . VOR Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR Over Station Sensor (VOR OSS) . . . . . . . VOR After Over Station Sensor 1/2 (VOR AOSS 1/2) . . . . . . . . . . . . . . . . . . . . . . . . System Operating Limits . . . . . . . . . . . . . . . . . . . . . . 9. MODES OF OPERATION . . . . . . . . . . . . . . . . . . . . . Heading Hold and Wings Level . . . . . . . . . . . . . . . . . Roll Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heading Select Mode . . . . . . . . . . . . . . . . . . . . . . . . . VOR (NAV) capture mode . . . . . . . . . . . . . . . . . . . . . VOR (NAV) Track Mode . . . . . . . . . . . . . . . . . . . . . . . VOR Approach (VOR APP) Mode . . . . . . . . . . . . . . RNAV Enroute Mode . . . . . . . . . . . . . . . . . . . . . . . . . Localizer (NAV) Mode . . . . . . . . . . . . . . . . . . . . . . . . . Back Course (BC) Mode . . . . . . . . . . . . . . . . . . . . . . ILS Approach Mode . . . . . . . . . . . . . . . . . . . . . . . . . . Azimuth (MLS) Mode . . . . . . . . . . . . . . . . . . . . . . . . . MLS Approach Mode . . . . . . . . . . . . . . . . . . . . . . . . . Dual Couple Approach Mode . . . . . . . . . . . . . . . . . . Pitch Attitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . Vertical Speed (VS) Hold Mode . . . . . . . . . . . . . . . . Indicated Airspeed (IAS) Hold Mode . . . . . . . . . . . . Altitude Hold Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . Altitude Preselect Mode . . . . . . . . . . . . . . . . . . . . . . . Go--Around (Wings Level) Mode . . . . . . . . . . . . . . . 10. TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting Digital Avionics . . . . . . . . . . . . . . . . Typical Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Mode Problems . . . . . . . . . . . . . . . . . . . . Vertical Mode Problems . . . . . . . . . . . . . . . . . . . .
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Page
8-2 8-3 8-3 8-4 8-4 8-5 8-5 8-5 8-5 8-6 8-7 9-1 9-1 9-2 9-3 9-5 9-10 9-13 9-14 9-15 9-23 9-27 9-35 9-43 9-49 9-50 9-51 9-52 9-54 9-55 9-58 10-1 10-1 10-2 10-2 10-4

Section 10. TROUBLESHOOTING (CONT) Combined Vertical and Lateral Mode Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pilot Write--Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Report Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preliminary Considerations . . . . . . . . . . . . . . . . . Writing the Report . . . . . . . . . . . . . . . . . . . . . . . . . Commonly Used Terms . . . . . . . . . . . . . . . . . . . . Flight Fault Summary . . . . . . . . . . . . . . . . . . . . . . 11. HONEYWELL PRODUCT SUPPORT . . . . . . . . . . Publication Ordering Information . . . . . . . . . . . . . . . 12. ACRONYMS AND ABBREVIATIONS . . . . . . . . . . APPENDICES A PRIMUSR 800 WEATHER RADAR SYSTEM . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRIMUSR 800 Weather Radar Operation . . . . . . . . Typical Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B PRIMUSR 660 WEATHER RADAR SYSTEM . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weather Radar Controller . . . . . . . . . . . . . . . . . . . . . Controls and Indicators . . . . . . . . . . . . . . . . . . . . . Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preliminary Control Settings . . . . . . . . . . . . . . . . Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power--Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radar Mode -- Weather . . . . . . . . . . . . . . . . . . . . Radar Mode -- Ground Mapping . . . . . . . . . . . . . Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . Tilt Management . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Permissible Exposure Level (MPEL)
Page
10-6 10-6 10-6 10-7 10-8 10-8 10-11 11-1 11-4 12-1
A--1 A--1 A--2 A--5 A--5 B--1 B--1 B--1 B--2 B--2 B--8 B--8 B--8 B--9 B--10 B--11 B--11 B--11 B--12 B--13
A28- 1146- 041 Rev 4

C AIRCRAFT PILOTING INERTIAL REFERENCE SENSOR (APIRS) . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reduced Performance Modes . . . . . . . . . . . . . . . . . Attitude and Heading Control Panel (AHCP) . . . . . Preflight Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Initialization . . . . . . . . . . . . . . . . . . . . . . . Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . Take--Off in BASIC Mode . . . . . . . . . . . . . . . . . . . Take--Off in DG Mode . . . . . . . . . . . . . . . . . . . . . . Flight Operations in BASIC Mode . . . . . . . . . . . . Flight Operations in DG Mode . . . . . . . . . . . . . . . Abnormal ADI or HSI Indication . . . . . . . . . . . . . Heading Mismatch . . . . . . . . . . . . . . . . . . . . . . . . . In--Air Initialization . . . . . . . . . . . . . . . . . . . . . . . . . C--1 C--1 C--3 C--4 C--5 C--6 C--7 C--7 C--7 C--8 C--8 C--8 C--9 C--9
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index--1
List of Illustrations
Figure 1--1 deHavilland Dash 8 Cockpit . . . . . . . . . . . . . . . . . . . . 2--1 System Block Diagram for Electromechanical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2--2 System Block Diagram for the EFIS System . . . . . 3--1 AHRS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4--1 Barometric Electromechanical Altimeter . . . . . . . . . 4--2 Altitude Preselect Controller . . . . . . . . . . . . . . . . . . . 4--3 Altitude Alerting Profile . . . . . . . . . . . . . . . . . . . . . . . . 5--1 5--2 5--3 5--4 Attitude Director Indicator . . . . . . . . . . . . . . . . . . . . . Typical ILS Approach on the ADI Display . . . . . . . . ADI Showing Typical Cruise Presentation . . . . . . . . Optional AD--550A Single Cue ADI Showing Typical ILS Approach Presentation . . . . . . . . . . . . 5--5 Electromechanical Horizontal Situation Indicator . . . . 5--6 HSI Showing Typical Approach Configuration . . . . 5--7 HSI in a Typical Cruise Configuration . . . . . . . . . . . Page 1-5 2-9 2-11 3-3 4-1 4-2 4-4 5-1 5-5 5-5 5-6 5-7 5-10 5-10
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List of Illustrations (cont)
Figure 6--1 6--2 6--3 6--4 6--5 6--6 6--7 6--8 6--9 6--10 6--11 6--12 6--13 6--14 6--15 6--16 6--17 6--18 6--19 6--20 6--21 6--22 6--23 6--24 6--25 6--26 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . EADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Take--Off Using Go--Around Mode . . . . . . . . . . . . . . Climb to Initial Altitude . . . . . . . . . . . . . . . . . . . . . . . . Enroute Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setup for Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . EADI Caution and Failure Annunciators (Amber) . . . EADI Failure Annunciators . . . . . . . . . . . . . . . . . . . . EADI Display Failure Annunciators (Red) . . . . . . . . Internal System Failure . . . . . . . . . . . . . . . . . . . . . . . EHSI Displays and Annunciators . . . . . . . . . . . . . . . Typical EHSI Approach Presentation . . . . . . . . . . . . Typical EHSI Cruise Presentation . . . . . . . . . . . . . . Partial Compass EHSI Format MAP Mode . . . . . . . Compass Display in the APPROACH Mode . . . . . . Compass Display in the CRUISE Mode . . . . . . . . . Partial Compass EHSI Format Showing Multiple Waypoints and Weather . . . . . . . . . . . . . MAP Mode With Multiple Waypoints . . . . . . . . . . . . HSI Display With Terrain Display . . . . . . . . . . . . . . . EGPWS Test Display . . . . . . . . . . . . . . . . . . . . . . . . . EHSI Caution and Failure Annunciators (Amber) . . . EHSI Display Failure Annunciators (Red) . . . . . . . . Heading Failure Annunciators . . . . . . . . . . . . . . . . . . Deviation Failure Indicator . . . . . . . . . . . . . . . . . . . . . Composite Displays With Callouts (Lower) . . . . . . . Instrument Remote Controller . . . . . . . . . . . . . . . . . . Page 6-2 6-7 6-12 6-13 6-14 6-15 6-16 6-17 6-20 6-21 6-23 6-29 6-29 6-30 6-32 6-32 6-33 6-35 6-39 6-39 6-40 6-41 6-42 6-43 6-44 6-46 7-1 7-4 7-4 9-1 9-2 9-4 9-6 9-7 9-8 9-9 9-10 9-11
7--1 Flight Guidance Controller . . . . . . . . . . . . . . . . . . . . . 7--2 Advisory Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--3 Message Field Locations . . . . . . . . . . . . . . . . . . . . . . 9--1 9--2 9--3 9--4 9--5 9--6 9--7 9--8 9--9 Heading Hold Cockpit Displays . . . . . . . . . . . . . . . . . Roll Hold Mode Displays . . . . . . . . . . . . . . . . . . . . . . Heading Select Mode Displays . . . . . . . . . . . . . . . . . VOR Capture Plan View . . . . . . . . . . . . . . . . . . . . . . . VOR Capture Displays . . . . . . . . . . . . . . . . . . . . . . . . VOR Capture Displays . . . . . . . . . . . . . . . . . . . . . . . . VOR Capture Phase, Plan View . . . . . . . . . . . . . . . . Course Cut Limiting, Plan View . . . . . . . . . . . . . . . . . VOR Tracking Displays . . . . . . . . . . . . . . . . . . . . . . .
A28- 1146- 041 Rev 5

Figure 9--10 9--11 9--12 9--13 9--14 9--15 9--16 9--17 9--18 9--19 9--20 9--21 9--22 9--23 9--24 9--25 9--26 9--27 9--28 9--29 9--30 9--31 9--32 9--33 9--34 9--35 9--36 9--37 9--38 9--39 9--40 9--41 9--42 9--43 9--44 10--1 10--2 10--3 10--4 VOR Zone of Confusion . . . . . . . . . . . . . . . . . . . . . . . Localizer Approach Displays . . . . . . . . . . . . . . . . . . . Localizer Beam Intercept, Plan View . . . . . . . . . . . . Localizer Capture Displays . . . . . . . . . . . . . . . . . . . . Localizer Capture, Plan View . . . . . . . . . . . . . . . . . . Localizer Tracking Displays . . . . . . . . . . . . . . . . . . . . Localizer Tracking, Profile View . . . . . . . . . . . . . . . . Back Course, Plan View . . . . . . . . . . . . . . . . . . . . . . . Back Course Armed Displays . . . . . . . . . . . . . . . . . . Back Course Capture Displays . . . . . . . . . . . . . . . . . Back Course Tracking Displays . . . . . . . . . . . . . . . . ILS Approach Mode, Plan View . . . . . . . . . . . . . . . . ILS Armed Display Indications . . . . . . . . . . . . . . . . . Glideslope Capture Displays . . . . . . . . . . . . . . . . . . . Aircraft Approaching the Glideslope Beam, Profile View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Glideslope Tracking Displays . . . . . . . . . . . . . . . . . . Glideslope Tracking, Profile View . . . . . . . . . . . . . . . MLS Approach To Capture, Plan View . . . . . . . . . . . MLS Armed Displays . . . . . . . . . . . . . . . . . . . . . . . . . Aircrafts Turn to Capture, Plan View . . . . . . . . . . . . MLS Capture Displays . . . . . . . . . . . . . . . . . . . . . . . . AZ Tracking Displays . . . . . . . . . . . . . . . . . . . . . . . . . MLS Final Approach, Profile View . . . . . . . . . . . . . . MLS Approach Mode, Plan View . . . . . . . . . . . . . . . MLS Approach Armed Displays . . . . . . . . . . . . . . . . MLS Approach Capture Displays . . . . . . . . . . . . . . . MLS Approach, Profile View . . . . . . . . . . . . . . . . . . . MLS Tracking Displays . . . . . . . . . . . . . . . . . . . . . . . . MLS Approach Tracking, Profile View . . . . . . . . . . . Pitch Attitude Hold Mode Displays . . . . . . . . . . . . . . Vertical Speed Hold Mode Displays . . . . . . . . . . . . . IAS Hold Mode Displays . . . . . . . . . . . . . . . . . . . . . . Altitude Hold Mode Displays . . . . . . . . . . . . . . . . . . . Altitude Preselect, Profile View . . . . . . . . . . . . . . . . . Go--Around Displays . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral Mode Conditions and Problems . . . . . . . . . . Vertical Mode Conditions and Problems . . . . . . . . . Pilot Check and Squawk Sheet . . . . . . . . . . . . . . . . . Advisory Display After Flight Fault Initiation . . . . . . Page 9-12 9-17 9-18 9-19 9-20 9-21 9-22 9-23 9-24 9-25 9-26 9-27 9-29 9-31 9-32 9-33 9-34 9-36 9-37 9-38 9-39 9-41 9-42 9-43 9-44 9-45 9-46 9-47 9-48 9-50 9-51 9-53 9-54 9-55 9-58 10-3 10-5 10-9 10-11
A28- 1146- 041 Rev 5

Figure 10--5 Advisory Display With Flight Fault Summary Displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10--6 Advisory Display With Flight Fault Data . . . . . . . . . A--1 Weather Radar Indicator . . . . . . . . . . . . . . . . . . . . . . B--1 Weather Radar Controller . . . . . . . . . . . . . . . . . . . . . B--2 EHSI With Weather Radar Test Pattern . . . . . . . . . B--3 EHSI With Weather Radar Test Pattern Example) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--4 Radar Beam Illumination High Altitude 12--Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . B--5 Radar Beam Illumination Low Altitude 12--Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . B--6 MPEL Boundary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--1 Attitude and Heading Control Panel . . . . . . . . . . . . . Page 10-11 10-12 A--2 B--2 B--9 B--10 B--12 B--12 B--13 C--4
List of Tables
Table 1--1 deHavilland Dash 8 Equipment List . . . . . . . . . . . . . 6--1 6--2 6--3 6--4 Bearing Pointer Selection . . . . . . . . . . . . . . . . . . . . . Lateral and Vertical Mode Transitions . . . . . . . . . . . Comparison Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . HSI Weather Radar Mode and Target Alert Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6--5 Weather Radar Displays . . . . . . . . . . . . . . . . . . . . . . 6--6 EGPWS Terrain Display Color Definitions . . . . . . . . 7--1 7--2 7--3 7--4 7--5 SAT/TAS Display Functions . . . . . . . . . . . . . . . . . . . . System Messages That Prohibit Engagement . . . Initial Power--up Messages . . . . . . . . . . . . . . . . . . . . Mode Inhibit Messages . . . . . . . . . . . . . . . . . . . . . . . Messages That Can Be Removed With the RESET Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7--6 Messages That Cannot Be Removed Using the RESET Button . . . . . . . . . . . . . . . . . . . . 7--7 Momentary Messages . . . . . . . . . . . . . . . . . . . . . . . .
Page 1-1 6-3 6-9 6-18 6-34 6-34 6-38 7-6 7-7 7-8 7-9 7-10 7-11 7-11
A28- 1146- 041 Rev 5

List of Tables (cont)
Table 7--8 7--9 7--10 7--11 7--12 7--13 7--14 7--15 System Fault Disengagement Messages . . . . . . . . Crew--Activated Disengagement Messages . . . . . . AFCS Computer--Caused Failure Messages . . . . . System Monitor Disengagement Messages . . . . . . AFCS Mistrim Messages . . . . . . . . . . . . . . . . . . . . . . Flight Director Lateral and Vertical Arm Modes . . Flight Director Lateral and Vertical Active Modes . . . Non--Arm and Capture Annunciators . . . . . . . . . . . . Page 7-12 7-13 7-13 7-14 7-14 7-16 7-17 7-18 8-7 9-5 9-13 9-14 9-15 9-23 9-28 9-35 9-43 9-49 9-54 9-56 10-1 10-2 10-4 10-6 10-8 A--5 A--6 B--4 B--5 B--5
8--1 System Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9--1 9--2 9--3 9--4 9--5 9--6 9--7 9--8 9--9 9--10 9--11 10--1 10--2 10--3 10--4 VOR Capture Setup Procedure . . . . . . . . . . . . . . . . VOR Approach Setup Procedure . . . . . . . . . . . . . . . RNAV Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . Localizer Setup Procedure . . . . . . . . . . . . . . . . . . . . Back Course Setup Procedure . . . . . . . . . . . . . . . . . ILS Approach Mode Procedure . . . . . . . . . . . . . . . . . MLS Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . MLS Approach Mode Procedure . . . . . . . . . . . . . . . Dual Couple Approach Setup Procedure . . . . . . . . Altitude Hold Mode Procedure . . . . . . . . . . . . . . . . . Altitude Preselect Mode Procedure . . . . . . . . . . . . .
Digital and Analog System Differences . . . . . . . . . . Lateral Mode Problems . . . . . . . . . . . . . . . . . . . . . . . Vertical Mode Problems . . . . . . . . . . . . . . . . . . . . . . . Problems Common to Both Vertical and Lateral Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10--5 Definitions of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . A--1 Initial Control Settings . . . . . . . . . . . . . . . . . . . . . . . . . A--2 Preflight Test Procedure . . . . . . . . . . . . . . . . . . . . . . . B--1 Target Alert Characteristics . . . . . . . . . . . . . . . . . . . . B--2 Rainfall Rate Color Reference . . . . . . . . . . . . . . . . . . B--3 PRIMUSR 660 Weather Radar System Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A28- 1146- 041 Rev 6
Table of Contents TC- 9/(TC- 10 blank) -
1.
Introduction
This document describes the operation, components, typical flight applications, and operating procedures for the SPZ--8000 Digital Integrated Flight Control System (DIFCS) that is installed in the deHavilland Dash 8 Series aircraft, as shown in Figure 1--1. The equipment covered in this manual is the standard complement that includes electromechanical attitude director indicators (ADI) and horizontal situation indicators (HSI). The EDZ--811 Electronic Flight Instrument System (EFIS) is an available option. The EFIS operation is described in Section 6 of this manual. Equipment covered in the manual is listed in Table 1--1. Model
Cockpit Mounted (Standard) AD--550C RD--550A RI--306 GC--801 ID--800/802 AC--801 Attitude Director Indicator (ADI) Horizontal Situation Indicator (HSI) Instrument Remote Controller Flight Guidance Controller Advisory Display Attitude and Heading Reference System (AHRS) Controller or Aircraft Piloting Inertial Reference Sensor (APIRS) Controller AL--801 BA--141 AD--550A Altitude Preselect Controller Altitude Indicator Attitude Director Indicator (ADI) (Optional) 7001182--913 7001179--951 4026206--915 7003975--901 7003652--901/611 7004545--901 Non--Honeywell
Unit
Part Number
7004577--903 4016341--905 7001182--909
Cockpit Mounted (Optional EFIS) ED--800 DC--810 Electronic Display Display Controller 7003110--901 7005819--701
deHavilland Dash 8 Equipment List Table 1- (cont) -1

A28- 1146- 041 Rev 5 Introduction 1-1
Model
Unit
Part Number
Remote Mounted Series 100 (Standard) FZ--800 SM--300 SM--710 TM--400 FX--600 AZ--810 RT--300 Flight Guidance Computer Servo Drive Rudder Actuator Trim Servo Flux Valve Digital Air Data Computer (DADC) Radio Altimeter Radio Altimeter Antenna Remote Mounted Series 200 (Standard) FZ--800 SM--300 AH--600 MT--600 SM--710 TM--400 FX--600 AZ--800 RT--300 Flight Guidance Computer Servo Drive AHRS Computer AHRS Mounting Tray Rudder Actuator Trim Servo Flux Valve Digital Air Data Computer (DADC) Radio Altimeter Receiver/ Transmitter Radio Altimeter Antenna 7002260--VAR 7003974--VAR 7003360--VAR 7003333--902 4012373--917/817 7003032--612 7010133 7000700--976 7001840--912 Sensor Systems 7002260--VAR 7003974--VAR 4012373--917/817 7003032--612 7010133 7000700--VAR 7001840--912 Sensor Systems
deHavilland Dash 8 Equipment List Table 1- (cont) -1
Introduction 1-2
A28- 1146- 041 Rev 5
Model
Unit
Part Number
Remote Mounted Series 300 (Standard) FZ--800 SM--300 AH--600 AH--600 SM--710 TM--400 FX--600 AZ--810 RT--300 Flight Guidance Computer Servo Drive AHRS Computer AHRS Mounting Tray Rudder Actuator Trim Servo Flux Valve Digital Air Data Computer Radio Altimeter Receiver/ Transmitter Radio Altimeter Antenna Remote Mounted (Optional EFIS) SG--811 Symbol Generator 7004544--312 7003974--VAR 7002260--VAR 7003360--VAR 7003333--902 4012373--817 7003032--612 7010133 7000700--VAR 7001840--912 Sensor Systems
deHavilland Dash 8 Equipment List Table 1-1
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Introduction 1-3/(1-4 blank)
SPZ-8000 Integrated Flight Control System
deHavilland Dash 8 Cockpit Figure 1-1
A28-1146-041 Rev 4
System Description 1-5/(1-6 blank)
2.
System Description
The SPZ--8000 Digital Integrated Flight Control System is shown in Figures 2--1 and 2--2 in block diagram form. Figure 2--1 is the electromechanical system, and Figure 2--2 is the optional EFIS system. The systems consists of the following subsystems:
D D D D D D D
Attitude and heading reference system (AHRS), or aircraft piloting inertial reference sensor (APIRS). Air data system Radio altimeter system Standard electromechanical flight instrument system EDZ--811 Electronic Flight Instrument System (EFlS) (Optional) Dual flight guidance system PRIMUSR 800 Weather Radar System.
The SPZ--8000 is a complete integrated flight control system that is fail--operational. The system executes flight director guidance, autopilot, yaw damper, and trim functions. The automatic path mode commands are generated by the flight guidance computer that integrates the attitude and heading reference, air data, and the standard instruments or EFlS into a complete aircraft control system that stabilizes and controls the aircraft to ensure optimum performance throughout the aircraft flight regime. A central serial communications network is an inter--subsystem communications function within the system. The network is denoted by the nomenclature avionics standard communications bus (ASCB). This bus structure uses advanced communications techniques and safety design features that are used for through--put, and fail--operational data exchange within the system. The ASCB consists of two serial synchronous digital communications buses. Each bus is electrically isolated from the other bus and each bus can communicate bidirectionally. The ASCB interfaces the automatic flight control system with the attitude and heading reference system, the digital air data system and the optional EFlS. The flight guidance computer is the bus controller. Each subsystem broadcasts on the ASCB when it is directed to transmit by the bus controller, and returns to an off condition when its time slot expires. The system data communication is split between the main system bus (ASCB) and private line paths that are used for specific sensitive data for which fault isolation is required.
A28- 1146- 041 Rev 5 System Description 2-1
The specific private line paths include the following:

D D D D D
Attitude and heading reference unit (AHRU) pitch and roll attitude to the ADI Attitude and heading reference unit heading to the HSI Air data computer altitude to the altitude indicator Attitude and heading control panel (AHCP) to the AHRU Flight guidance controller to the flight guidance computer.
For the optional EFIS system, private line paths include:

D D D
AHRU attitude and heading to the EFlS EFlS controller to the EFlS symbol generator EFlS symbol generator to the displays.
Also, switched navigation data is input directly to the AFCS and flight instruments to ensure that both subsystems may independently assess instrument landing system and microwave landing system data during approaches. The system displays heading, course, radio bearing, pitch and roll attitude, barometric altitude, selected alert altitude, radio altitude, rate--of--turn, course deviation, glideslope deviation, TO--FROM indications, and DME indications. Lighted annunciators denote selected flight mode, altitude alert, decision height, and go--around mode engagement. Pitch and roll steering commands developed by the flight guidance computer (FGC) in conjunction with the flight guidance controller are displayed by steering pointers to enable the pilot to reach and/or maintain the desired flightpath or attitude.
System Description 2-2
A28- 1146- 041 Rev 4
ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)

NOTE: Dash 8 aircraft are equipped with either a Honeywell AHRS or an APIRS manufactured by sfim Corporation. The AHRS is described in section 3 of this manual.
The AHRS is comprised of the following components:

D D D
Strapdown AHRU AHRS controller/remote compensator Thin flux valve
The AHRS is a strapdown system that differs from a platform system. A typical platform system has the following characteristics:
D D D
It uses gimballed gyros. It has a spinning mass that is isolated from the airframe by gimbals. The output signals are displacement sensitive.
Characteristics of a strapdown system are:

D D D
It has no gimbals. The spinning mass follows the airframe. The output signals are rate sensitive.
The strapdown AHRS is an all attitude inertial sensor system that gives aircraft attitude, heading, and flight dynamics information to the ADI and HSI displays, flight control (DAFCS), weather radar antenna platform, and other aircraft systems and instruments. The AHRS differs from conventional vertical and directional gyro systems in that the gyroscopic elements are rate gyros that are strapped down to the principal aircraft axes. A digital computer contained in the AHRS computer mathematically integrates the rate data to obtain heading, pitch, and roll. The flux valve and three accelerometers in the AHRS computer generates long term references for the system. The AHRS controller lets the pilot manually slew the AHRU heading to any desired output and to make mode control inputs to the AHRU. The controller gives mode and warning annunciations for the AHRU. The controller uses two serial unidirectional, digital buses to communicate with the AHRU. Additionally, an electronic compensator is incorporated which gives single cycle N--S, E--W compensation for the flux valve.
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System Description 2-3
AIRCRAFT PILOTING INERTIAL REFERENCE SENSOR (APIRS)

NOTE: This description of the APIRS shows how it operates with the Honeywell SPZ--8000 Integrated Flight Control System. The APIRS is manufactured by sfim Corporation, and the complete description and operation is given in the sfim Pilot Handbook and the Aircraft Flight Manual. A brief description is given in Appendix C of this manual.
The dual APIRS installation is the primary attitude and heading reference source. Several operational modes maintain attitude and heading in the event of certain system failures. The standard system consists of the following:
D D D
Dual AHRUs Dual AHCPs Dual flux valves.
Pitch, roll, and heading are output to the standard electromechanical or optional EFIS, and the AFCS attitude and heading data is supplied to other aircraft systems such as weather radar antennas and radio magnetic indicators. The system operates in the NORMAL and SLAVED standard modes as well as the two BASIC and DG reduced performance modes. The system is controlled using the APIRS controller. This system is described in detail in Section 3 of this manual.
AIR DATA SYSTEM

The air data system consists of the following components:
D D D
Air data computer Barometric altitude indicator Altitude preselect controller.
The air data computer is a microprocessor based digital computer that accepts both digital and analog inputs, performs digital computations, and supplies both digital and analog outputs. The air data computer receives pitot--static pressures and total air temperature inputs for computing the standard air data functions. The air data computer outputs drive the barometric altitude indicator, transponder, flight recorder, flight director, and autopilot, as well as other elements of the flight control system. The altitude controller selects and displays the desired altitude reference for the altitude alerting and altitude preselect functions. The computations for each of these functions is performed by the air data computer.
System Description 2-4 A28- 1146- 041 Rev 7
RADIO ALTIMETER SYSTEM

The radio altimeter system consists of the following components:
D D
Radio altimeter receiver/transmitter Radio altimeter antenna.
The radio altimeter system gives an absolute altitude display from 0 to 2500 feet. It also selects decision height, and has its own failure annunciation and an internal self--test.
STANDARD ELECTROMECHANICAL FLIGHT INSTRUMENT SYSTEM

The standard electromechanical flight instrument system consists of the following components:
D D D
HSI ADI Instrument remote controller.
The standard flight instrument system displays pitch and roll attitude, heading, course orientation, and flightpath commands. The APIRS outputs attitude and heading and includes synchro outputs to interface with the electromechanical HSI and ADI. These instruments do not interface with the ASCB.
EDZ- 811 ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (OPTIONAL)

The EFIS consists of the following components:
D D D D
Electronic display (electronic attitude director indicator (EADI) and electronic horizontal situation indicator (EHSI)) Symbol generator Display controller Instrument remote controller.
The EFIS displays pitch and roll attitude, heading, course orientation, flight path commands, weather presentations, and mode and source annunciators. The EFIS displays essential information from sensor systems, and automatic flight control, navigation, and caution--warning systems into the pilots prime viewing area. Each symbol generator can drive four displays, so that when a symbol generator fails, the remaining symbol generator can drive the displays on both sides.
A28- 1146- 041 Rev 5 System Description 2-5
In the case of a display failure, a composite attitude/heading display format can be annunciated on the remaining display. Attitude and heading displays, and navigation sensor data can be electronically switched. The EFIS does all of the display information comparison monitoring. The primary attitude data from the APIRS is sent to the EFIS symbol generator over a dedicated serial bus. This isolates the data to the pilots instruments.
DUAL FLIGHT GUIDANCE SYSTEM (FGS)

The dual FGS consists of the following components:
D D D D D D
Flight guidance computer Flight guidance controller Advisory display Servo drive and bracket (aileron and elevator) Linear actuator (rudder) Elevator trim servo.
The FGS contains a fail--operational flight director, autopilot, yaw damper, and trim functions. The system is fail--operational because it contains redundant flight control functions. Only the servos and actuator are non--redundant. The flight guidance system uses dual attitude/heading and air data sensors by sensor voting and managing redundancy. The fail--operational characteristic is extended to include sensor failures. Each servo or actuator is a single channel unit and that is connected to both flight guidance computers. Only one computer actively controls the actuator or servos. Normally, the left side computer is in control. The right side computer can be manually selected, or automatically takes control if there is a disengage type failure in the left side computer. This assures fail--operational control. The single flight guidance controller is used to engage the system, select the operating modes, select the source of navigation data for the HSI and flight guidance computer, and control navigation source switching. The pitch wheel is also part of this unit. The advisory display indicates mode selection, mode transition, and caution messages.
System Description 2-6 A28- 1146- 041 Rev 5
PRIMUSR 800 WEATHER RADAR SYSTEM

The PRIMUSr 800 Weather Radar System consists of the following components:
D D D
Weather receiver/transmitter Digital indicator Antenna pedestal.
The PRIMUSr 800 Weather Radar System is an X--band radar that is designed for weather detection and analysis. The indicator displays storm intensity levels in bright colors contrasted against a deep black background. Areas of heaviest rainfall are displayed in red, rainfall of medium intensity is yellow, and areas of weakest rainfall are green. After proper evaluation, the pilot can chart a course around these storm areas. The radar can also be used for ground mapping. In the MAP mode, prominent landmarks are displayed to identify coastline, hilly or mountainous regions, cities, or even large structures. In ground mapping mode, video levels of increasing reflectivity are displayed as black, cyan, yellow, and magenta (least to most reflective). When the PRIMUSr 800 Weather Radar System is operated in conjunction with the optional EFIS, the radar image is displayed on the EHSI. Additional information is included in Appendix A at the end of this manual. A full description is presented in Honeywell Pub. No. IB8023135.
OTHER SWITCHES AND CONTROLS

D
Autopilot (AP) Disconnect Switches -- The AP disconnect switches are control wheel mounted switches. When they are pushed, they disconnect the autopilot. Touch Control Steering (TCS) -- When the control wheel mounted TCS is pushed, the pilot can manually change aircraft attitude, altitude, and/or vertical speed without disengaging the autopilot. Go-Around Switches -- The go--around switch is a pushbutton switch that is located on the throttle lever. In the Series 100 aircraft, it disengages the autopilot and commands a wings level, 10_ nose--up attitude with flaps extended, or 12_ nose--up attitude with flaps retracted. In the Series 300 aircraft, a 9_ nose--up attitude is commanded for all flap settings. Display Select Switches -- Panel mounted switches are used for distance measuring equipment (DME) hold, true airspeed (TAS) and (optional) symbol generator reversion (SG REV) for EFIS systems.
A28- 1146- 041 Rev 5

AD--550C ADI BA--141 ALT IND
0
ST 20 10 10 5 5 10 20 LOC ATT R/T ATT RN E AG TGT *CR VRM MNU SCT BRT OFF ATT R/T 20
AD--550C ADI BA--141 ALT IND

0 2 5 3 1 2 5 4 3
SLOW 20 LOC ATT ST
8 7 6 5 4
10 SLOW 20
WR--800 RECEIVER/TRANSMITTER
WI--800 INDICATOR
8 7 6 5
20 10 10 5 5 10
20
10
20
RI--306 IRC
TRB TST
CR CR CR CR CR CR
RD--550A HSI WA--800 ANTENNA

COURSE
RD--550A HSI
COURSE
RI--306 IRC
33 30
DIST
33
DIST
3 6
AHRS OR sfim APIRS
SERIAL DATA
APIRS APIRS
SERIAL DATA
AHRS OR sfim APIRS
DUAL ASCB DATA BUSSES DME

RESET L AFCS
WHITE AMBER WHITE GREEN
BRT RESET R AFCS L AFCS
BRT
R AFCS
AZ--810 AIR DATA COMPUTER
ID--802 ADVISORY DISPLAY
ID--802 ADVISORY DISPLAY NAV SWITCHING
NAV SWITCHING FZ--800 FLIGHT GUIDANCE COMPUTER RT--300RADIO ALTIMETER RECEIVER/ TRANSMITTER
SERIAL DATA GC--801 FLIGHT GUIDANCE CONTROLLER
SERIAL DATA
VOR/LOC, MLS RNAV, AUX NAV, RCVRS
RT--300 RADIO ALTIMETER RECEIVER/ TRANSMITTER SM--710 LINEAR ACTUATOR TM--400 ELEVATOR TRIM SERVO ANTENNA ANTENNA
AD--23307@
ANTENNA
ANTENNA
SM--300 ELEVATOR SERVO
SM--300 AILERON SERVO
A28-1146-041 Rev 5
21
System Block Diagram for Electromechanical System Figure 2-1

15
TO COPILOTS RMI
24
24
AL--801 ALTITUDE PRESELECT CONTROLLER
TO PILOTS RMI
30
E
12 15
E
12
21
DME AZ--810 AIR DATA COMPUTER
FZ--800 FLIGHT GUIDANCE COMPUTER
ED--800 EADI
LOC GS ATT2 F 20 10 20 10 G S 10 20 200 DH 10 20 DH I AP ENG 140 RA
BA--141 ALT IND DC--810 DISPLAY CONTROLLER

FU LL MAP WX GSPD TTG AT T HDG V/L I NS TCN TCN INS ADF TEST VOR1 OFF OFF ADI DH DIM TST BRG INS TCN ADF VOR2 WX DIM OFF BRG 0 8 7 6 5 4 1 2 3 5
ED--800 EADI BA--141 ALT IND

0 1 2 3 6 5 4 5
TO COPILOTS EADI
WR--800 RECEIVER/TRANSMITTER
WI--800 INDICATOR
RANGE TGT *CR TRB TST CR CR CRCR CR CR VRM MNU SCT BRT OFF
8 7
DC--810 DISPLAY CONTROLLER

FU LL MAP WX GSPD AT T TTG HDG V/L I NS TCN TCN INS ADF TEST VOR1FF O DH O FFADI TST DIM BRG INS TCN ADF VOR2 WX DIM O FF BRG
LOC ATT2 F
GS 20 10 20 10 G
S 200 D H
10 20
10 20 I APENG D H 140 R A
TO PILOTS EADI
OFF HIS DIM
O FF HIS DIM
SERIAL
SG--311 SYMBOL GENERATOR TO COPILOTS EHSI

WPT
WA--800 ANTENNA
SG--311 SYMBOL GENERATOR
SERIAL
TO COPILOTS RMI
FEET ALT SET
TO PILOTS RMI
WPT
TO PILOTS EHSI
SERIAL
ED--800 EHSI
SERIAL
AL--801 ALTITUDE PRESELECT CONTROLLER SERIAL DATA SERIAL DATA
ED--800 EHSI
AHRS OR sfim APIRS RI--306 IRC
APIRS
APIRS
AHRS OR sfim APIRS RI--306 IRC
AH--600 STRAPDOWN AHRU
DUAL ASCB DATA BUSSES
RESET L AFCS
BRT RESET R AFCS L AFCS
AZ--810 AIR DATA COMPUTER
BRT
R AFCS
AZ--810 AIR DATA COMPUTER NAV SWITCHING
NAV SWITCHING FZ--800 FLIGHT GUIDANCE COMPUTER
SERIAL DATA GC--801 FLIGHT GUIDANCE CONTROLLER
SERIAL DATA
FZ--800 FLIGHT GUIDANCE COMPUTER
RT--300 RADIO ALTIMETER RECEIVER/ TRANSMITTER SM--710 LINEAR ACTUATOR
RT--300 RADIO ALTIMETER RECEIVER/ TRANSMITTER TM--400 ELEVATOR TRIM SERVO
ANTENNA
ANTENNA
SM--300 ELEVATOR SERVO
SM--300 AILERON SERVO
ANTENNA
ANTENNA
AD-23308@
System Block Diagram for the EFIS System Figure 2-2
A28-1146-041 Rev 5
3.
Attitude and Heading Reference System (AHRS)
GENERAL
The dual APIRS installation is the primary attitude and heading reference source. Several operational modes maintain attitude and heading in the event of certain system failures. The standard system consists of the following: dual attitude and heading reference units (AHRU), and the dual flux valves.
D D D
Dual attitude and heading reference units (AHRU) Dual AHRS controllers Dual flux valves.
Pitch, roll, and heading are output to the standard electromechanical or optional EFIS, and the automatic flight control system (AFCS). Attitude and heading data is supplied to other aircraft systems such as weather radar antennas and radio magnetic indicators (RMIs).
STANDARD MODES
The standard AHRS operating modes are the NORMAL mode for attitude and the SLAVED mode for heading. After initialization, the AHRS enters these modes automatically, if all system components and signals are valid. In the NORMAL mode, true airspeed from the air data computer is used to compensate for acceleration induced errors normally encountered in a vertical gyro (VG) system. In the SLAVED heading mode, the flux valve is used to establish the magnetic heading reference. System operation in this mode is similar to that of a conventional gyroscopically stabilized magnetic compass. In the SLAVED mode, a loss of valid flux valve data displays a heading (HDG) flag on the heading instruments and the SLAVE annunciator on the AHRS controller lights. The HDG flag clears when the DG mode is subsequently entered, but the SLAVE annunciator remains lit. After the Directional Gyro (DG) mode is exited, the AHRS performs an automatic synchronization of the heading outputs to the present flux valve magnetic heading. This feature can also be used if a heading error should develop, while in the SLAVED mode. The error can be removed by momentarily entering the DG mode and returning to the SLAVED mode. This is performed by pushing the HDG/DG button on the AHRS controller twice.
A28- 1146- 041 Rev 5 Attitude and Heading Reference System (AHRS) 3-1
In the SLAVED mode, the difference between the indicated heading and the flux valve heading is displayed on the Slave Error Indicator (Heading Sync Indicator) located on the HSI. The card has two symbols: a cross (+) and a dot (D). During straight and level flight, the indicator is generally centered with excursions toward the cross or dot occurring over a 20-- to 30--second time period. This activity is normal and indicative of good magnetic heading data. In turns, the display may show a steady dot or cross. Following return to straight and level flight, the indicator returns to the centered condition within 2 minutes. The verticality of the AHRS can be checked or corrected during unaccelerated flight by pushing and holding the VG/ERECT button on the AHRS controller for a minimum of 10 seconds. The ATT flag is displayed on the ADI while the VG/ERECT button is held. The FAST annunciator on the AHRS controller lights to indicate that the FAST ERECT mode of operation has been entered. When the VG/ERECT button is released, the ATT flag clears, roll attitude becomes active, and the FAST annunciator turns off. The AHRS has two power source inputs. On the pilots side, the primary power input is from the left essential power bus, and the auxiliary power input is from the right essential power bus. On the copilot side, primary power comes from the right main bus, and the auxiliary power from the left essential bus. Separate circuit breakers control each of these power circuits AHRS shutdown in flight due to power load or bus switching transients is prevented by automatic power transfer within the AHRS to the auxiliary input. When primary power input is restored, the AHRS switches back to the primary power source. While operating from the auxiliary power input, the AUX PWR annunciator on the AHRS controller is lit 2 seconds after the power transfer has occurred. When the primary power source is returned, the annunciator immediately extinguishes.
REDUCED PERFORMANCE MODES

Two reduced performance modes are also available. The BASIC mode is used for attitude, and DG is used mode for heading. The BASIC mode is annunciated and is entered automatically when true airspeed becomes invalid from the air data computer (ADC). The BASIC mode is indicated by lighting the BASIC annunciator on the AHRS controller. AHRS operation in the BASIC mode results in an attitude system that is similar in behavior to a conventional VG with pitch and roll erection cutoffs, and is subject to drift and acceleration errors. For this reason, AHRS operation in the BASIC mode, results in reduced attitude accuracy. NOTE: During BASIC mode, the VG/ERECT function should be used frequently to correct for drift and acceleration errors.
A28- 1146- 041 Rev 5
Attitude and Heading Reference System (AHRS) 3-2
The DG mode disables the automatic slaving of the heading outputs. This mode can only be entered by momentarily pushing the HDG/DG button on the AHRS controller. The DG mode is entered when the button is released, and it is confirmed by the lighting of the DG annunciator on the AHRS controller. AHRS operation in the DG mode results in a heading system that is similar to a free directional gyro, and is subject to drift and turn error. For this reason, AHRS operation in the DG mode results in reduced heading accuracy. While in the DG mode, the heading card can be manually set to any heading using the DG SLEW knob on the AHRS controller, shown in figure 3--1. The control is inactive in the SLAVED mode. Two slew speeds are available for each direction. The SLOW slew position is located at the mechanical detent and is used for fine heading card adjustments. The FAST slew position is located at the mechanical limits of the control knob and is used for large heading card adjustments. The knob automatically centers to the OFF position when the knob is released.
AD--41621@
AHRS Controller Figure 3-1 Turning the knob clockwise changes the heading card to indicate increasing headings. The HDG flag on the HSI comes into view when initiating a slew command and clears when the control knob is released. In the DG mode, without a SLAVE fail indication on the AHRS controller, the system can be manually slaved using the DG SLEW knob and the slave error indicator. This is performed by turning the slew control knob in the appropriate direction to cause the slave error indicator to center between the cross and dot.
A28- 1146- 041 Rev 5
PREFLIGHT TEST
The AHRS is equipped with automatic self--test which is performed when power is first applied. The test lasts 5 seconds and provides the following visual outputs on the ADI and HSI:
D D D D D D D
10_ pitch up 20_ right wing down North heading, turning at 3_/sec toward East All AHRS controller annunciators ON ATT flag valid for 2.5 seconds, then invalid HDG flag valid for 2.5 seconds, then invalid Rate--of--turn indicator standard rate (3_/sec) right turn (on optional EFIS EADI).
The flags remain invalid until initialization is complete. The test sequence can be manually initiated anytime (including in flight or during initialization) by momentarily pushing the TEST button on the AHRS controller. The indications on the displays are similar to those seen during the automatic power--up test, except the pitch, roll and heading test values are added to the existing aircraft flight conditions. For example, with the standard instruments, if the present aircraft flight conditions are:
D D D
3_ nose up, 2_ left wing down, Heading 047_, 13_ nose up, 18_ right wing down, Heading 047_, turning at 3.0_/sec right turn (regardless of actual turn rate), All AHRS controller annunciators ON, ATT flag valid for 2.5 seconds, then invalid, HDG flag valid for 2.5 seconds, then invalid.
The test values are:

D D D D D D
The system returns to the correct values, clear the flags, and extinguish the annunciators upon completion of the 5 second test sequence. System modes (e.g., BASIC or DG) are not be affected by the TEST sequence.
Attitude and Heading Reference System (AHRS) 3-4 A28- 1146- 041 Rev 5
The test function can be extended beyond 5 seconds by holding the TEST pushbutton in the engage position for longer than 5 seconds. The test ends when the button is released. If they are valid, the flags clear when the test is over. NOTE: If the test buttons of both AHRS controllers are pushed while the aircraft is on the ground, it is not be possible to engage the yaw damper for 30 seconds after the ADI and HSI flags are valid. This is normal operation because the AHRS ground test is not complete even though the ADI and HSI flags are valid. The full 30--second ground test sequence is disabled in the air.
Ground Initialization
The AHRS system requires approximately 3 minutes to initialize following application of power. The initialization is complete when the attitude (ATT) and HDG flags clear on the ADI and HSI. During the initialization, the aircraft must remain stationary. Wind gusts and aircraft buffeting are not limiting in this respect. All normal preflight operations, including engine starts and passenger loading, can be carried out while the AHRS is initializing. If the initialization requires more than 3 minutes, the AHRS may have detected excessive aircraft motion. If aircraft movement has occurred during initialization, the AHRS must be recycled and a new initialization commenced. The initialization time out can be observed if the VG ERECT button on the AHRS controller is pushed after power is applied and the AHRS lights are extinguished. The HSI heading card slews to approximately 180_ and the FAST annunciator lights. The heading decreases at the rate of 1_/sec until the heading card indicates north (0_). At this time, the 3--minute initialization period is complete and all indications return to normal. If the heading card stops and does not step to an indication of 0_, the initialization of that AHRS has not been completed satisfactorily. The main and auxiliary DC power to that AHRS should be removed by opening the appropriate circuit breakers and then reapplied to restart the initialization. Push the VG ERECT button and observe the time out sequence. NOTE: It is necessary that both breakers (primary and auxiliary) be pulled out. Resetting each breaker individually does not reset the AHRS.
A28- 1146- 041 Rev 5
In order to increase satisfactory ground initialization, the following must be considered:

D
The aircraft must remain stationary on the ground until the attitude and heading flags are pulled out of view. Normal passenger and cargo loading, engine start, and engine run--up procedures can be performed during the initialization. Wind buffeting is not limiting in this respect. Taxiing or towing the aircraft during AHRS initialization is prohibited. Check that 3 minutes after power is connected to the dc buses, the attitude and heading flags are out of view. If they are not, push the VG ERECT button to observe the time out sequence on the HSI. If the timer has stopped, the AHRS is not useable and should be re--initialized. With the aircraft stationary, push the TEST button on the AHRS controller and then release it. If the flags do not pull after 5 seconds, re--initialize that AHRS. Verify proper AHRS and display functions by observing the AHRS test sequence. Proper display movement, flag operation, and controller lamp operation must be observed. These tests are performed automatically when power is applied. The pilot can initiate the test sequence, if unobserved on power application, at any time including during AHRS initialization, by pushing the TEST pushbutton on each AHRS controller. Normal preflight taxi checks of pitch, roll, heading, and rate--of--turn, must be made on each system. NOTE: As with any magnetic flux value based heading system, taxiing near areas of large magnetic disturbances can cause the AHRS heading display to show an incorrect heading. This requires taxiing the aircraft in DG mode. CAUTION
IF TAXIING IS DONE IN DG MODE, MAKE SURE THAT THE HEADING IS RETURNED TO MAG MODE, AND A HEADING CHECK IS MADE PRIOR TO TAKE-OFF.
D
If the aircraft is moved during AHRS initialization, both AHRS must be re--initialized. This is done by pulling all four AHRS circuit breakers and verifying that the auxiliary power (AUX PWR) annunciators on the two AHRS controllers are OFF. The four circuit breakers are then reset to their normal position.
A28- 1146- 041 Rev 5
ABNORMAL OPERATION Take- Off in BASIC Mode Take--off with one AHRS in BASIC mode is prohibited, per Aircraft Flight Manual. Verify that both DADCs are operating. NOTE: If a third attitude source is available, it can be used as the primary data in place of the AHRS in BASIC Mode.
Take- Off in DG Mode Takeoff with one AHRS in the DG mode is prohibited, per Aircraft Flight Manual. Return the system to the normal slaved mode by pushing the HDG/DG button. NOTE: If a third heading source is available, it can be used as the primary data in place of the AHRS if the AHRS cannot be operated in the slaved mode.
Flight Operations in BASIC Mode

If a malfunction causes the AHRS to revert to the BASIC mode, it is annunciated on the AHRS controller. Normal flight operations can be continued in the BASIC mode subject to the limitations of the Aircraft Flight Manual. After the BASIC mode has been entered, the pilot must avoid sustained, shallow banked turns of less than 6_ (e.g., a constant turn to hold DME arc). In addition, particular attention must be paid to ensure correct aircraft trim. If an attitude error develops, it can be removed by pushing the VG ERECT button for 10 seconds while in unaccelerated flight.
Flight Operations in DG Mode

If a heading flag is observed during a flight and the SLAVE annunciator on the AHRS controller is lit, the DG mode can be selected by momentarily pushing the HDG/DG button. The AHRS heading must be checked every 5 minutes with reference to a known accurate heading source. Errors can be removed by using the DG SLEW knob on the AHRS controller to set the heading card to agree with the known reference.
A28- 1146- 041 Rev 5 Attitude and Heading Reference System (AHRS) 3-7
Abnormal ADI or HSI Indication

If an abnormal indication appears on the ADI or HSI, correct operation of the AHRS can be confirmed by pushing the TEST button on the AHRS controller. NOTE: The autopilot can disengage when activating the AHRS TEST function.
Heading Mismatch
During taxi, accelerated flight or turning maneuvers, small, temporary heading differences can be induced in the compass system as a result of the pendulous nature of the flux valve. Depending on the magnitude of the heading error of a single AHRS, the HSI HDG MISMATCH message can be posted on the advisory display. The two methods used to correct a heading mismatch are:
D
Establish a steady--state, wings level flight condition for two minutes to wash out the error Establish a steady--state, wings level flight condition and push the AHRS controller DG button twice (double punch).
The most common practice is to use the double punch method. This method instantaneously synchronizes the flux valve heading regardless of the aircrafts attitude. If the double punch method is used, the aircraft must be in wings level, unaccelerated flight to instantly correct the heading information. NOTES: 1. If the aircraft is not in level, unaccelerated flight, using the double punch method can create a new and potentially larger incorrect heading reference error. 2. The compass systems should be synchronized with the double punch method only while on the ground. 3. A pegged compass synchronization annunciator (full D or + indication) on one of the HSI displays is a good indication of which compass system has an error.
In- Air Initialization In--air initialization is not recommended. If it becomes necessary to perform an in--air initialization, the aircraft should be maintained in wings level unaccelerated flight during the alignment, if at all possible.
Attitude and Heading Reference System (AHRS) 3-8 A28- 1146- 041 Rev 5
4.
Air Data Displays
ALTIMETER
The altimeter is a servoed counter drum/pointer display of barometrically corrected pressure altitude, as shown in Figure 4--1. The barometric pressure is set manually with the BARO knob and displayed in units of inches of mercury and millibars on baro counters.
AD--23310@
Barometric Electromechanical Altimeter Figure 4-1 The altimeter as shown has the following displays.
D D D
The counter drum is the display of altitude. It is marked in 20--foot increments. The pointer displays altitude between 1000--foot levels with 20--foot graduations. Altitudes below 10,000 feet are annunciated with a black and white crosshatch on the left--hand digit position of the counter display (not shown).
A28- 1146- 041 Rev 4
Air Data Displays 4-1
Barometric pressure counter is set using the BARO knob. The displays show barometric pressure in inches of mercury and millibars. Failure warning flags come into view when any one of the following occurs. The error between the altitude displayed and the altitude signal received is too great. The ADC goes invalid. The barometric altitude indicator loses primary power.
The altitude alert annunciator lights (amber) as a visual indication when the aircraft is within 1000 feet of the preselected altitude during the capture maneuver. It extinguishes when the aircraft is within 250 feet of the preselected altitude. After capture, the light goes on if the aircraft departs more than 250 feet from the selected altitude. An optional momentary audio alert may be provided when the aircraft is 1000 feet from the preselected altitude, or when it has departed 250 feet from the selected altitude after capture.
Altitude Preselect Controller

The altitude preselect controller, shown in Figure 4--2, is used to set the desired altitude reference for the altitude alerting and altitude preselect system, using the SET knob. Clockwise rotation increases the digital value in the window, counterclockwise decreases the value.
ALTITUDE FEET
AD--23311@
Altitude Preselect Controller Figure 4-2
A28- 1146- 041 Rev 4
ALTITUDE PRESELECT The altitude is selected by turning the selector knob until the altitude display reads the desired value. No further action is taken on the controller. To initiate altitude preselect, the ALT SEL button is selected on the flight guidance controller. The pilot must initiate a maneuver to fly toward the preselected altitude. Any of the following PITCH modes can be engaged:
D D D
Pitch hold Airspeed hold Vertical speed hold.
When the altitude preselect flare is initiated, the previously selected PITCH mode is automatically reset. ALTITUDE ALERT As the aircraft reaches a point 1000 feet from the selected altitude, a signal is generated to light the amber warning light on the upper right hand corner of the altimeter and to sound a warning horn for 1 second. This light remains on until the aircraft is 250 feet from the selected altitude. If the aircraft deviates by 250 feet or more from the selected altitude, the light is lit again and the horn is sounded. The light remains on until the aircraft returns to within 250 feet. The horn is an optional feature. The function of the alerting light is shown in Figure 4--3.
A28- 1146- 041 Rev 4
Altitude Alerting Profile Figure 4-3
A28- 1146- 041 Rev 4
5.
Flight Instrument Displays
ELECTROMECHANICAL FLIGHT INSTRUMENT SYSTEM Attitude Director Indicator (ADI)

The ADI, shown in Figure 5--1, combines the attitude sphere display with computed steering information that indicates the commands required to intercept and maintain a desired flightpath. It also contains an eyelid display, expanded localizer, glideslope, digital radio altitude display, decision height set, display, and inclinometer. The indicator also has go--around and decision height annunciators. The labeled indicators are described below.
FLIGHT DIRECTOR WARNING FLAG ROLL SCALE ROLL ATTITUDE POINTER DECISION HEIGHT ANNUNCIATOR ATTITUDE WARNING FLAG ATTITUDE SPHERE
GO-AROUND ANNUNCIATOR
PITCH AND ROLL COMMAND BARS
SPEED COMMAND POINTER AIRCRAFT SYMBOL
GLIDESLOPE POINTER RADIO ALTITUDE DISPLAY
DECISION HEIGHT DISPLAY
ATTITUDE TEST SWITCH
INCLINOMETER
EXPANDED LOCALIZER POINTER
DECISION HEIGHT SET KNOB AND DIM CONTROL
AD23313@
Attitude Director Indicator Figure 5-1
A28- 1146- 041 Rev 4
Flight Instrument Displays 5-1
Flight Director (FD) Warning Flag -- The flight director warning flag is in view when the flight director valid signal is lost. Roll Scale and Pointer -- The roll scale displays actual roll attitude through a movable index and fixed reference marks at 0_,10_, 20_, 30_, 45_, 60_, and 90_. The pointer is fixed and it points to the current roll attitude. Decision Height (DH) Annunciator --The DH annunciator lights when the aircraft descends below the selected decision height. Attitude (ATT) Warning Flag -- The ATT flag is in view any time one of the following conditions exist: Attitude test switch is pressed. Attitude valid is lost. Primary power is lost. Excessive error between the displayed attitude and the attitude is received from the attitude heading and reference unit.
Attitude Sphere -- The attitude sphere moves with respect to the aircraft symbol to display actual pitch and roll attitude. Pitch attitude marks are in 5_ increments on a cyan and brown sphere. These colors are the most contrasting and acceptable display colors from a human factors standpoint. Glideslope Scale and Pointer -- The glideslope scale and pointer display aircraft deviation from glideslope beam center, when the radios are tuned to an ILS frequency and a valid glideslope signal is present. The aircraft is below glidepath if the pointer is displayed upward. The glideslope dot represents approximately .35_ deviation from the beam centerline. Category II window information is displayed as a green area on the glideslope scale. Radio Altitude Display -- The 4--digit incandescent display indicates the aircrafts radio altitude from 0 to 2500 feet. The resolution above 200 feet of altitude is 10 feet; and below 200 feet, the resolution is 5 feet. The display is blanked for altitudes greater than 2500 feet. When the radio altitude data is invalid, the display indicates a dash in each of the digits. Decision Height (DH) Set Knob and DIM Control -- The inner DH SET knob is used to set an altitude between 0 and 990 feet on the DH display. The outer DIM knob controls the brightness of the RAD ALT and DH displays. Also, the brightness of the DIST and COURSE displays on the HSI and the altitude preselect controller display are controlled with this DIM knob.
A28- 1146- 041 Rev 4
Expanded Localizer Pointer -- Expanded localizer is displayed by the localizer pointer whenever a valid localizer signal is available. Raw localizer displacement data from the navigation receiver is amplified so the localizer pointer can be used as a sensitive reference indicator of the aircrafts position with respect to the center of the localizer. It is normally used for assessment only, since the pointer is very sensitive and difficult to fly throughout the entire approach. During final approach, the pointer serves as an indicator of the Category II window. Keeping the expanded localizer pointer within its full--scale marks ensures the pilot he will touch down within 33 feet of the centerline of the runway when using a Category II ILS System. Inclinometer -- The inclinometer gives a conventional display of aircraft slip or skid, and is used as an aid to coordinate maneuvers. Attitude Test Switch -- The attitude test switch operates the attitude self--test. When pushed, the sphere shows approximately a 20_ right bank, a 10_ pitch up attitude, and the ATT warning flag comes into view. Decision Height Display -- The 3--digit incandescent display indicates the preselected radio altitude in 10--foot increments between 0 and 990 feet as set by the pilot with the DH SET knob. When the aircraft is at or below the selected altitude displayed, the DH annunciator lights to warn the pilot. Aircraft Symbol -- The aircraft symbol is a stationary symbol that represents the aircraft. Aircraft pitch and roll attitudes are displayed by the relationship between the fixed miniature aircraft and the movable sphere. The symbolic aircraft is flown to, and aligned with, the command cue to satisfy the commands of the flight director mode selected. Speed Command Pointer -- The speed pointer indicates relative approach airspeed that comes from the angle--of--attack system. The pointer deflects toward FAS when the aircraft is flying at more than the programmed speed. The opposite is true when the pointer deflects toward SLOW. Full scale deflection of the pointer represents 10 knots deviation from programmed airspeed. Pointer at the center of the scale indicates flight at 1.3 times stall speed. NOTE: On some installations, the speed command pointer is disabled.
A28- 1146- 041 Rev 4
Flight Director Command Bars -- The command bars show computed pitch and roll flight director commands. The pilot should fly the symbolic miniature aircraft to the intersection of the flight director bars. The commands are satisfied when the bars are aligned with the center dot of the aircraft symbol. The horizontal bar displays pitch commands and the vertical bar displays roll commands. With the independent command bars, should a failure occur in either channel, the affected command bar retracts out of view and the remaining channel continues to display reliable commands. If the optional AD--550A Attitude Director Indicator is installed, it displays single cue command bars. They are satisfied by aligning the wedge--shaped aircraft with the command cue. Go-Around Annunciator -- This annunciator lights when the go--around mode has been selected. Eyelid Display -- The eyelid display surrounds the attitude sphere and displays positive attitude identification by means of a cyan eyelid that always shows the relative position of the sky, and a brown eyelid that always shows the relative position of the ground. The eyelids maintain the proper ground--sky relationship regardless of the position of the sphere. This facilitates fast recovery from unusual attitudes. Radio Altitude (RA) Test -- When the RA test button is pushed, the following is displayed on the radio altitude readout: All digits display 8s, then dashes, and then the pre--programmed test altitude as set in the radio altimeter receiver transmitter unit. When the test button is released, the actual altitude is displayed. The DH display, during the test, shows all 8s with the altitude display, and then displays the current set altitude for the remainder of the test. RA test is inhibited as a function of GS CAP (Glideslope Capture).
A28- 1146- 041 Rev 4
ADI Displays
The ADI shown in Figure 5--2, shows the aircraft in a typical ILS approach mode.
FAST
SLOW
AD--23314@
Typical ILS Approach on the ADI Display Figure 5-2 The ADI in Figure 5--3, shows the aircraft in the cruise mode.
FAST
SLOW
AD--23315@
ADI Showing Typical Cruise Presentation Figure 5-3
A28- 1146- 041 Rev 4
Figure 5--4 shows the optional AD--550A model ADI in an instrument landing system (ILS) approach.
FAST
SLOW
AD--23316@
Optional AD-550A Single Cue ADI Showing Typical ILS Approach Presentation Figure 5-4
A28- 1146- 041 Rev 4
Horizontal Situation Indicator (HSI)

The HSI, shown in Figure 5--5, combines numerous indications (called out in the figure) that display a map--like presentation of aircraft position. The indicator displays aircraft displacement relative to lateral and vertical guidance from short or long range navigation signals (VOR, ILS, BC, MLS, RNAV, FMS), and heading with respect to magnetic north.
Electromechanical Horizontal Situation Indicator Figure 5-5
A28- 1146- 041 Rev 4
Course Display -- The course display is a digital readout of selected course. Heading Dial -- The heading dial displays gyro stabilized magnetic compass information on a dial that rotates with the aircraft throughout 360_. The azimuth ring is graduated in 5_ increments. Fore and Aft Lubber LInes -- The fore and aft lubber lines are heading marks at the fore and aft positions of the aircraft. The azimuth marks are fixed at 45_ from fore lubber line. Heading (HDG) Warning Flag -- The heading warning flag is in view when the heading signal from the AHRU is invalid, primary power to the indicator is lost, or the error between the heading displayed and the heading signal received exceeds a specified threshold. Distance Display -- The distance display is a digital display of DME or RNAV distance. DME hold is selected with an external switch. Heading Bug -- The notched orange heading bug is positioned on the rotating heading dial by the remote heading knob and displays selected compass heading. The bug rotates with the heading dial so the difference between the bug and the fore lubber line index is the amount of heading error applied to the flight guidance computer. In the heading select mode, the ADI displays the proper steering command to turn to and maintain this selected heading. Bearing Pointer -- The bearing pointer displays magnetic bearing to a selected ground--based navigational aid (NAVAID) or the selected area navigation (RNAV) or Flight Management System waypoint. Aircraft Symbol -- The aircraft symbol is a fixed miniature aircraft that corresponds to the longitudinal axis of the aircraft and lubber line markings. The symbol shows aircraft position and heading with respect to the radio course and rotating heading dial. Vertical Deviation Pointer -- The vertical deviation pointer displays glideslope deviation. The pointer is in view only when the radios are tuned to an ILS or MLS frequency. The aircraft is below glidepath if the pointer is displaced upward. Each dot represents approximately 0.35_ displacement. Vertical (VERT) Warning Flag -- The VERT warning flag is in view when the glideslope or glidepath valid signal is lost.
A28- 1146- 041 Rev 4
Course and Reciprocal Course Pointer -- The yellow course pointer is positioned on the heading dial by the remote course knob, to select a magnetic bearing that coincides with the desired lateral navigation course. Like the heading bug, the course pointer also rotates with the heading dial to display a continuous readout of course error to the flight guidance computer. When one of the radio modes is selected, the ADI displays the proper steering command to intercept and maintain the selected radio course. The reciprocal course pointer is 180 from the course pointer. Compass Synchronization Annunciator -- The compass synchronization annunciator consists of the symbol D or + (dot or cross) displayed in a window. When the compass system is in the slaved mode, the display oscillates between the D and + , indicating the heading dial is synchronized with gyro stabilized magnetic heading. Navigation (NAV) Warning Flag -- The NAV warning flag is in view when the navigation valid signal is lost. TO-FROM Pointer -- Two arrows (180_ apart, with one in view at a time), when the course deviation bar is centered, indicate whether the selected course will provide guidance to or from the navigation station or RNAV waypoint. Course Deviation Pointer and Dots -- Represents the centerline of the selected lateral navigation course. The aircraft symbol pictorially shows the actual aircraft position in relation to this selected course. In VOR operation, each dot represents 5_ deviation from centerline (75 mA). In ILS or MLS operation, each dot represents approximately 1_ deviation from centerline (also 75 mA).
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HSI Displays
The display shown in Figure 5--6, shows an approach configuration.
AD--23318@
HSI Showing Typical Approach Configuration Figure 5-6 The display shown in Figure 5--7, shows a cruise configuration.
AD--23319@
HSI In A Typical Cruise Configuration Figure 5-7
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6.
Electronic Flight Instrument System (EFIS) (Optional)
GENERAL
The EFIS consists of the following components:
D D D D
Electronic displays (EADI and EHSI) Symbol generator Display controller Instrument remote controller.
When the optional EFIS is added to the dual flight system, the electromechanical ADI and HSI are replaced by the electronic displays. In addition to the EADI and EHSI, a display controller and a symbol generator are added to each side of the cockpit. The EFIS integrates displays, and has flexibility, and redundancy. Essential display information from sensor systems, and automatic flight control, navigation, and caution--warning systems are integrated into the pilots prime viewing area. Each symbol generator can drive four displays. If a symbol generator fails, the remaining symbol generator drives the displays on both sides. If a display fails, a composite attitude/heading display format can be displayed on the remaining display. Attitude, heading, and navigation sensor data can be switched so it can be displayed at all times. All comparison monitoring of critical display information is done within the EFIS. The primary attitude data from the APIRS is sent to the EFIS symbol generator over a dedicated serial bus to isolate primary data to the pilots instruments. The ASCB extends the capability and flexibility of the EFIS system, by communicating with other subsystems as required for display and pilot operational integration.
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Electronic Flight Instrument System (EFIS) (Optional) 6-1
DISPLAY CONTROLLER
The display controller, shown in Figure 6--1, is used to control the display formatting, such as full or partial compass display. Also included on the display controller are the bearing select knobs. The paragraphs below describe the controller functions.
BASIC
BRG
AD-23320@
Display Controller Figure 6-1

D
FULL/ARC Button -- The FULL/ARC button is used to change the EHSI display from full compass to partial compass format. In the full compass mode, 360_ of heading is displayed. In the partial compass mode, 90_ of heading is displayed. Toggling of the FULL/ARC button changes the display back and forth from the full compass to the partial compass display. WX (Weather) Button -- The WX button is used to display weather radar returns on the partial compass display of the EHSI. If the EHSI is in the full compass mode initially, pushing the WX button changes the display to the partial compass mode and displays weather radar returns or a weather test pattern. A second push of the WX button removes the weather information. MAP Button -- Push the MAP button to change the full compass display to the partial compass format so one waypoint for each bearing pointer and VOR/DME ground station position is displayed. The information is only displayed if it is within the range selected. GS/TTG (Groundspeed/Time- -Go) Button -- Push the -toGS/TTG button, ground speed or time--to--go alternately to select GS or TTG to be displayed in the lower right corner of the EHSI. ATT REV Button -- Push the ATT REV button to display cross--side attitude information on the EADI. HDG REV Button -- Push the HDG REV button to display cross--side heading information on the EHSI.
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D D
NAV REV Button -- Pushing the NAV REV button, displays the comparable cross--side NAV source information. (i.e., if VOR 1 is selected, pushing NAV REV displays VOR 2 information.) Bearing Source Select Knobs -- The EHSI can display two independent bearing pointers. The selectable bearing sources for each pointer are listed in Table 6--1: BRG f OFF VOR 1 ADF 1 RNV 1 AUX 1 Bearing Pointer Selections Table 6-1 BRG Z OFF VOR 2 ADF 2 RNV 2 AUX 2
DIM Controls -- The EFIS dimming system is semi--automatic. Two inputs contribute to the overall brightness of each electronic display: Ambient light sensed by the photosensors on each display unit Setting of the dimming controls. The DIM knob is used to set the nominal intensity for each display. The photosensors located on each display unit modulate the light output of each display in relation to the nominal set intensity, as a function of the light incident on each display. ADI DIM CONTROL -- The ADI DIM control dims the raster and stroke writing on the EADI. Turning the control OFF blanks the EADI and the composite mode is displayed on the EHSI. HSI DIM CONTROL -- The HSI DIM control dims only stroke writing on the EHSI. Turning the control OFF blanks the EHSI and the composite mode is displayed on the EADI. WX DIM CONTROL -- The WX DIM control only dims the raster on the EHSI that contains weather radar information. Turning the control OFF removes the weather radar display. If the system is in the composite mode on the EHSI, the WX DIM control dims the attitude sphere intensity.
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DH (Decision Height) Knob -- Turn the inner DH knob to adjust the decision height that is displayed on the EADI between 0 and 990 feet in 10--foot increments. Rotating the DH knob completely counterclockwise, removes the decision height display from the EADI. TEST Button -- Push the TEST button to put the displays in the test mode. In the test mode, flags and cautions are displayed along with a radio altimeter check. NOTES: 1. The EFIS test can only be used on the ground. The radio altimeter test is always usable except when either the glideslope or MLS glidepath is captured. 2. Self--test is inhibited during glideslope capture. The following test routine is displayed. The radio altimeter reads the test value and slews to 100 feet for radio altimeter. All flags are in view as indicated by an X through all pointer scales. The command cue goes out of view. The word TEST is displayed in the upper top left center of the EADI.
SG REV (SG Reversionary) -- An external switch is used by each pilot to select the cross--side symbol generator if the on--side symbol generator fails.
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ELECTRONIC ATTITUDE DIRECTOR INDICATOR (EADI) General

The EADI, shown in Figure 6--2, combines the true sphere--type attitude display with lateral and vertical computed steering signals to command the pilot to intercept and maintain a desired flightpath. The EADI has the following display information:
D D D
Glideslope or glidepath deviation Expanded localizer or azimuth deviation Radio altitude Rising runway Digital readout
D D D D D D
Decision height Marker beacon annunciation Rate--of--turn Speed command Attitude source HSI SEL (HSI select) status annunciator. When the EHSI has failed, combined or composite attitude and heading information is displayed.
NOTE:
EADI Displays and Annunciators

D
Attitude Sphere -- The attitude sphere moves with respect to the aircraft symbol to display actual pitch and roll attitudes. Pitch attitude marks are in 5_ increments. Attitude Source Annunciator -- The selected attitude source is not annunciated if it is the normal source for that EADI. If other attitude sources are selected, they are annunciated in white at the top left side of the EADI. When the pilot and copilot sources are the same, the annunciation is amber. Roll Attitude Pointer and Scale -- The pointer displays actual roll attitude when it is aligned with the fixed index reference marks at 0_, 10_, 20_, 30_, 45_, and 60_ on the roll scale.
Electronic Flight Instrument System (EFIS) (Optional) 6-5/(6-6 blank)
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ATTITUDE SOURCE ANNUNCIATOR BLANK FOR NORMAL SOURCE AMBER FOR SAME SOURCE ON BOTH SIDES ROLL SCALE FLIGHT DIRECTOR MODE ANNUNCIATORS (NOTE 3) PITCH AND ROLL COMMAND POINTERS (NOTE 2) FAST/SLOW POINTER DECISION HEIGHT DISPLAY GLIDESLOPE, OR ELEVATION DEVIATION POINTER AIRCRAFT SYMBOL MARKER BEACON AUTOPILOT ENGAGE ANNUNCIATOR RISING RUNWAY RADIO ALTITUDE DISPLAY ATT1 ATT2
LATERAL CAPTURE (GREEN) (NOTE 3) HDG VOR* BC LOC LNAV AZ*
VERTICAL ARM (WHITE) ALT GS EL VNAV
ATTITUDE SPHERE
REVERSIONARY ATTITUDE ROLL SOURCE ATTITUDE ANNUNCIATOR POINTER
VERTICAL CAPTURE (GREEN) (NOTE 3) LATERAL ARM (WHITE) LNAV LOC BC VOR AZ GS* IAS VS VNAV VERTICAL SCALE SOURCE G E V MARKER BEACON O (BLUE) M (AMBER) I (WHITE) DECISION HEIGHT DISPLAY DECISION HEIGHT (AMBER) ALT* GA EL*
EXPANDED LOCALIZER INCLINOMETER OR AZIMUTH POINTER (NOTE 1)
RADIO ALTITUDE DISPLAY
NOTES: 1. WHEN NOT TUNED TO AN ILS FREQUENCY, THE EXPANDED LOCALIZER DISPLAY IS REPLACED BY THE RATE--OF--TURN DISPLAY. WHEN MLS IS SELECTED, THE EXPANDED LOCALIZER POINTER DISPLAYS AZIMUTH DEVIATION. 2. THE POINTER CAN BE CHANGED TO SINGLE CUE BY GROUNDING A PROGRAM PIN ON THE SYMBOL GENERATOR. 3. FOR 5 SECONDS, A WHITE BOX IS AROUND THE MODE ANNUNCIATED FOR THE MODE TRANSITIONS FROM ARM TO CAPTURE. THE ASTERISK (*) IS REMOVED WHEN THE APPLICABLE MODE TRANSITIONS TO TRACK.
AD--30092@
EADI Displays Figure 6-2
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Flight Director Mode Annunciators -- Flight director vertical and lateral modes are annunciated along the top of the EADI. Armed vertical and lateral modes are annunciated in white to the left of the captured vertical and lateral mode annunciators. Capture mode annunciators are displayed in green and are located to the left of top center for lateral modes and in the upper right corner for vertical modes. As the modes transition, a white box is drawn around the capture or hold mode annunciator for 5 seconds, and an asterisk denotes the capture phase. (Refer to Table 6--2.) Lateral Transitions VOR arm (white) to VOR LOC arm (white) to LOC BC arm (white) to BC LNAV arm (white) to LNAV AZ arm (white) to AZ Vertical Transitions VNAV arm (white) to VNAV VNAV track (white)to ALT VNAV track (white) to IAS ASEL arm (white)to ALT ALT (white) to ALT GS arm (white) to GS EL arm (white) to EL
Lateral and Vertical Mode Transitions Table 6-2

D
Glideslope, Vertical Navigation, or Glidepath Deviation Pointer -- The glideslope pointer and scale are displayed when the radios are tuned to an ILS frequency. It displays aircraft deviation from glideslope beam center. The aircraft is below glidepath if the pointer is displaced upward. Each glideslope dot represents 0.35_. If the VNAV mode is selected, the pointer indicates the VNAV computer path center to which the aircraft should be flown. If MLS is selected, the pointer indicates deviation from the selected glidepath angle. The letter G, V, or E is annunciated inside the pointer to indicate the type of information being displayed. If the scale indication is saturated, the scale pointer goes out of view, but the letter G, V, or E remains at the maximum deflection position of the scale. As the signal comes out of saturation, the pointer picks up the letter and carries it inside the pointer as it moves up and down the scale.
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NOTES:
1. VNAV is available on some Series 300 installations. Consult the pilot handbook for description and operation. 2. Current MLS terminology uses the glidepath to describe the vertical guidance portion of an MLS system. As described above, the EADI display uses an E to denote a glidepath pointer.
Aircraft Symbol -- The symbol is a stationary representation of the aircraft. Aircraft pitch and roll attitudes are displayed by the relationship between the fixed miniature aircraft and the movable sphere. The miniature aircraft is flown to align the command cue to the aircraft symbol in order to satisfy the commands of the selected flight director mode. Marker Beacon -- Marker beacon information is displayed on the right side of the EADI below the glideslope scale. The markers are of the specified colors of blue for outer (O), amber for middle (M), and white for inner marker (I). A white box identifies the location of the marker beacon annunciator after tuning to a localizer. Autopilot Engage Annunciator -- The AP ENG is annunciated in the lower right corner of the EADI whenever the autopilot is engaged. Radio Altitude Display -- The cyan four--digit display indicates the aircrafts radio altitude from --20 to 2500 feet. The resolution above 200 feet of altitude is 10 feet; the resolution below 200 feet of altitude is 5 feet. The display is blanked for altitudes greater than 2000 or 2500 feet, depending on the output capabilities of the radio altimeter. When the radio altitude data is invalid, the display indicates an amber dash in each of the digits. Rising Runway -- The rising runway display is added during the critical approach phase of flight. It indicates the absolute reference above the terrain below 200 feet. The rising runway is displayed at 200 feet above ground level (AGL) and moves toward the miniature aircraft symbol as the aircraft descends toward the runway. It contacts the bottom of the symbolic aircraft at touchdown. If radio altitude is invalid, the rising runway is not displayed. Inclinometer -- The inclinometer gives the pilot a conventional display of aircraft slip or skid, and is used as an aid to coordinated maneuvers.
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Localizer or Azimuth Pointer -- The expanded localizer is displayed by the localizer pointer whenever a valid localizer signal is available. Raw localizer displacement data from the navigation receiver is amplified so the localizer can be used as a sensitive reference indicator of the aircrafts position with respect to the center of the localizer. Normally it is only used for assessment. During final approach, the pointer serves as an indicator of the Category II window. Keeping the expanded localizer pointer within its full--scale marks ensures that touchdown occurs within 33 feet of the centerline of the runway when using a Category II ILS system. When tuned to other than an ILS frequency, the expanded localizer display is replaced by the rate of turn display. When MLS is selected, the expanded localizer pointer displays deviation from the selected azimuth angle. Rate of Turn Display -- When tuned to other than an ILS frequency, the rate of turn is displayed by a pointer and scale at the same location as the expanded localizer. The rate of turn of the aircraft is indicated by the position of the pointer against scale indices. The marks at the extreme left and right sides of the scale represent a standard rate of turn 2--minute or 3_/sec turn rate. Decision Height Display -- Decision height is displayed by a three--digit display. The set range is from 0 to 990 feet in 10--foot increments. The DH display can be removed by setting full counterclockwise rotation of the set knob. When at or below decision height, a DH is displayed inside the white box adjacent to radio altitude. Fast/Slow Pointer -- The pointer indicates relative approach airspeed from the angle--of--attack system or airspeed reference system. The pointer deflects toward the white F when the aircraft is flying at more than programmed speed. The opposite is true when the pointer deflects toward the white S. When the pointer is centered, the aircraft is flying at 1.3 times the stall speed. NOTE: On some installations the fast/slow pointer is disabled.
Single or Crosspointer Command Cue -- The cue displays computed steering commands to capture and maintain a desired flightpath. The pilot should fly the symbolic miniature aircraft to the flight director cue. The horizontal pointer displays pitch commands and the vertical pointer displays roll commands. The cue or pointers are biased out of view if an invalid condition occurs in the flight director pitch or roll channel.
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Typical EADI Display Presentations

The figures below represent EADI presentations that the pilot may typically see during various flight phases. These examples do not show all display possibilities, they represent the more common presentations. TAKE-OFF USING GO-AROUND MODE Assume the aircraft is at the end of the runway ready to take--off, go--around (GA) and heading (HDG) modes have been selected, as shown in Figure 6--3. HSI SEL is selected to the left side. The attitude is level while the flight director cue is displaying the wings level, 12_ noseup go--around command. (Series 100, 15_ flap for takeoff is assumed.)
AD--43871@
L AFCS
R AFCS
AD--44444@
Take-Off Using Go-Around Mode Figure 6-3
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CLIMB TO INITIAL ALTITUDE The aircraft is on climbout at 160 knots in heading (HDG) and indicated airspeed (IAS) hold mode, and altitude select (white ALT) is armed, as shown in Figure 6--4. Flight director commands are satisfied.
AD--43869@
L AFCS
R AFCS
AD-44443@
Climb to Initial Altitude Figure 6-4
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ENROUTE CRUISE The aircraft is in straight and level at altitude flying heading (HDG) and altitude (ALT) hold mode with VOR armed for capture, is shown in Figure 6--5.
AD--43868@
L AFCS
R AFCS
AD--44442@
Enroute Cruise Figure 6-5
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SETUP FOR APPROACH The aircraft is flying heading (HDG) and altitude hold (ALT) modes while armed for localizer (white LOC) and glideslope (white GS) capture, as shown in Figure 6--6. With approach mode selected, the glideslope and localizer displays are in view.
AD--43870@
L AFCS
R AFCS
AD--44441@
Setup for Approach Figure 6-6
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EADI Amber Caution and Failure Annunciators

The amber caution and failure annunciators are shown in Figure 6--7. Refer to Figure 6--7 for the location of the failure annunciators described below. Figure 6--8 shows failures in color.
EADI Caution and Failure Annunciators (Amber) Figure 6-7
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AD--43867@
EADI Failure Annunciators Figure 6-8

D
HSI Couple Symbol -- Normally both flight guidance computers are coupled to the left EHSI. The copilots EADI usually has an <HSI symbol that indicates the left EHSI is supplying the information for the command bars. The HSI SEL arrow on the flight guidance controller displays the same selection. The HSI couple symbol moves between EADIs, depending on which HSI is selected. Same Attitude Source -- There is no attitude source annunciated if the pilot and copilot are using their normal attitude sources. When other attitude sources are selected, the new source is annunciated in white. If the pilot and copilot have selected the same attitude source, that attitude source is annunciated in amber on both EADIs. Flight Director Failure -- An FD FAIL warning is displayed at the top left of the EADI in the event of a flight director failure. Also, the flight director cue and all flight director (FD) mode annunciators are removed. During self--test, if the FD mode annunciator test is valid, the word TEST is annunciated at the same location as FD FAIL.
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Comparator Monitors -- Each symbol generator monitors its various raw data inputs. When the input data for the same type of data exceeds certain parameters, an annunciator is displayed for each pilot. The threshold values and the monitored parameters are given in Table 6--3. Compared Signals Pitch Attitude Roll Attitude Heading (Note 1) Localizer (Note 2) Glideslope (Note 2) Pitch and Roll Attitude Localizer and Glideslope (Note 2) Excessive Localizer or Glideslope Deviation (Note 3) Symbol PIT ROL HDG LOC GS ATT ILS Flashing amber scale and pointer Monitor Threshold 6 6 6 40 mV 50 mV 6 40 mV (L0C) 50 mV (GS) 120 mV from LOC beam center 65 mV from GS beam center
NOTES:
1. The heading monitor threshold is 6 for bank angles up to 6. When bank angles exceed 6, the threshold is 12 heading and remains at 12 for 45 seconds after bank angle is reduced below 6. 2. These comparisons are only active during flight director localizer and glideslope capture with both NAV receivers tuned to a localizer frequency. 3. The excess deviation monitor is active during DUAL CAT II approach and radio altitude between 500 and 100 feet for glideslope, and between 500 and 0 feet for localizer.
Comparison Monitor Table 6-3
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External System Warning -- The external system warning is an amber message that indicates that an AP caution message is displayed on the advisory display (AP MSG) or that touch control steering (TCS) is engaged. Radio Altitude Failure -- If the radio altimeter fails, amber dashes replace the numerical values; and if the rising runway is displayed, it is removed. Decision Height Warning -- When the radio altitude is within 100 feet of the decision height, a white box is displayed to the left of the radio altitude display. When at or below the decision height, a DH is displayed inside the white box. Excessive Deviation Scale and Pointer -- The excess deviation monitor is active during DUAL CAT II approach and radio altitude between 500 and 100 feet for glideslope, and between 500 and 0 feet for localizer. Under the failed conditions, the scale and pointer turn amber and flash. Decision Height Failure -- If the DH system fails, or during self--test, amber dashes replace the numerical values of the decision height display. Common Symbol Generator -- When the system is in the reversionary mode, and one symbol generator is driving both pilot and copilot display tubes, an amber reversionary warning is given that indicates the information source. This display appears next to the upper left corner and displays SG 1 or SG 2 depending on whether the pilots or copilots symbol generator is the source.
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EADI Red Failure Annunciators

The locations of red failure annunciators are shown in Figure 6--9 and described below.
EADI Display Failure Annunciators (Red) Figure 6-9
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Attitude Failure (ATT FAIL) -- If the attitude display fails, the pitch scale and roll pointer are removed, the sphere is painted cyan, and an ATT FAlL is displayed in the middle of the sphere upper half. Glideslope, VNAV or Elevation, Expanded Localizer or Azimuth, Fast/Slow Command, and Rate of Turn Failures -- In the event of a failure of any of these systems, the pointer is removed, and an X is drawn through the scale. The letter G, V, or E remains at the zero deviation position to identify the invalid information. Internal Failure -- If an internal failure within the display system itself occurs, the display blanks. A failure of the input/output processor is indicated by an X centered on the EADI and EHSI displays, with annunciator SG FAlL, as shown in Figure 6--10. SG FAIL is annunciated on the EHSI.
Internal System Failure Figure 6-10
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ELECTRONIC HORIZONTAL SITUATION INDICATOR (EHSI)

The EHSI, shown in Figure 6--11, combines numerous displays to annunciate a map--like display of the aircraft position. The indicator displays aircraft displacement relative to VOR radials, localizer, and glideslope beam. At power--up, the EHSI presents a full compass display. By pushing the MAP button on the display controller, the full compass display is changed to a partial compass format. To display weather radar returns, the WX button on the display controller is pushed. This changes the full compass display to a partial compass with weather radar returns. The EHSI contains the following full and partial compass display information:
Full Compass Displays

D D D D D D D D D D D D D D
Heading Course select Course or azimuth deviation Distance Ground speed TO/FROM Desired track Bearing 1 and 2 Heading select Vertical, glideslope, or elevation deviation Time--to--go Weather mode annunciator Heading and navigation (NAV) source annunciators Heading sync.
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HEADING SOURCE ANNUNCIATOR DRIFT ANGLE BUG COURSE/DESIRED TRACK DISPLAY WEATHER RADAR MODE ANNUCIATOR COURSE SELECT POINTER TO--FROM ANNUNCIATOR WAYPOINT ANNUNCIATOR BEARING POINTER SOURCE ANNUNCIATOR WPT
HEADING SELECT BUG
FORE LUBBER LINE
COMPASS SYNC ANNUNCIATOR
HEADING DIAL NAVIGATION SOURCE ANNUNCIATOR DME HOLD DISTANCE DISPLAY BEARING POINTERS VERTICAL NAVIGATION, GLIDESLOPE, OR GLIDEPATH DEVIATION POINTER V. G. OR E. ANNUNCIATOR GROUNDSPEED DISPLAY (NOTE) CRS OR DTRK WEATHER RADAR MODE ANNUNCIATOR WAIT (GREEN) STBY (GREEN) WX (GREEN OR AMBER) GMAP (GREEN) TEST (GREEN) FAIL (AMBER) RCT (GREEN) GCR (AMBER) CR/R (AMBER) CYC (GREEN) BEARING SOURCES INS ADF1 INS1 ADF2 INS2 VOR1 VOR2 FMS1 RNV1 FMS2 RNV2
HEADING SOURCE ANNUNCIATOR HDG1 DG1 DG2 HDG2 MAG1 MAG2
TARGET ALERT VAR (AMBER) TGT (AMBER) TGT (GREEN)
NAV SOURCE ANNUNCIATOR NAV1 RNV1 NAV2 RNV2 MLS1 INS MLS2 INS1 INS2 VLF INS3 VLF1 FMS1 VLF2 FMS2 VLF3 RNV
VERTICAL DEVIATION ANNUNCIATOR V G E
TIME--TO--GO, OR GROUND-SPEED DISPLAY TTG 399 MIN GSPD 999 KTS
HEADING SELECT DISPLAY
AIRCRAFT SYMBOL
AFT LUBBER LINE
RECIPROCAL COURSE POINTER
COURSE OR AZIMUTH DEVIATION BAR

AD--23323@
NOTE: TIME--TO--GO AND ELAPSED TIME ARE ALSO DISPLAYED AT THIS LOCATION.
EHSI Displays and Annunciators Figure 6-11
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Partial Compass Displays Only

D D D D
Weather radar Wind vector Navigation map (range annunciator and waypoints) Multiple waypoints. When the EADI fails, combined or composite attitude and heading information is displayed.
NOTE:
D
Course/Desired Track Display -- A digital readout in degrees of the course indicated by the course select pointer. If long range navigation is selected, desired track (DTRK) is displayed. Drift Angle Bug (INS only) -- The drift angle bug with respect to the lubber line represents drift angle left or right of the desired track. The drift angle bug position with respect to the compass card represents aircraft actual track. The bug is displayed as a magenta triangle that moves around the outside of the compass card (either partial or full). Heading Source Annunciator -- The current heading source is displayed in white when the pilot and copilot sources are not the same. If the heading sources are the same, the annunciator is in amber. Heading Select Bug and Heading Select Display -- The notched cyan heading select bug is positioned on the rotating heading dial using the instrument remote controller HDG knob to display selected compass heading. The bug rotates with the heading dial; therefore, the difference between the bug and the fore lubber line index is the amount of heading error applied to the flight guidance computer. A digital heading select readout in the lower right corner of the display is used to set the heading bug. Heading Display and Dial and Fore and Aft Lubber Lines -Magnetic compass information is displayed on the heading dial, which rotates with the aircraft throughout 360_. The azimuth ring is graduated in 5_ increments. Fixed heading marks are at the fore and aft lubber line positions and at 45_ bearings. Compass Synchronizer (SYNC) Annunciator -- The compass sync annunciator indicates the state of the compass system in the SLAVED mode. The bar represents commands to the directional gyro to slew to the indicated direction (+ for increased heading, and for decreased heading). The sync annunciator is removed in the compass DG mode and INS operation.
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Navigation Source Annunciator -- The navigation source annunciator is displayed in the upper right hand corner. Long range navigation sources (INS, VLF, RNAV, FMS) are displayed in cyan to distinguish them from short range sources annunciated in white. DME Hold and Distance Display -- The distance display indicates the nautical miles to the selected DME station or waypoint. Depending on equipment, the distance is displayed in a 0 -- 399.9 or a 0 -- 3999 nautical mile format. DME hold is selected using an external switch. It is indicated by an H adjacent to the distance readout. Bearing Pointers and Source Annunciators -- The bearing pointers indicate relative bearing to the selected NAVAID. Two bearing pointers are available and can be turned to NAVAIDs or selected off on the display controller. The bearing source annunciators are symbol and color (green and cyan) coded with the bearing pointers. When the bearing pointer navigation source is invalid or a localizer frequency is chosen, the respective bearing pointer is removed. The annunciator symbols and the bearing pointers are removed, if the bearing pointers are selected off. Vertical Navigation (VNAV), Glideslope, or Glidepath Deviation Pointer -- The VNAV display and annunciator are displayed when the VNAV mode is selected on the flight director. The deviation pointer indicates the VNAVs computed path center to which the aircraft is flown. The glideslope display and annunciator are displayed when a VHF NAV source is selected on the EHSI and that NAV source is tuned to a localizer frequency. The deviation pointer indicates the glideslope beam center to which the aircraft is to be flown. The glidepath display and annunciator come into view when MLS is selected. The deviation pointer then indicates deviation from the selected elevation angle. The letter G (localizer beacon), V (vertical navigation selected), or E (MLS beacon) is annunciated inside the pointer to indicate the type of information being displayed. If the scale indication becomes saturated, the scale pointer goes out of view but the letter G, V, or E remains in view at the maximum deflection position of the scale. As the signal comes out of saturation, the pointer picks up the letter and carries it inside the pointer as it moves about the scale.
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NOTES:
1. The vertical navigation, glideslope, or glidepath deviation scale may be displayed on the right or left side. This option becomes permanent when programmed during installation. When the deviation scales are moved to the left, the bearing source annunciators are moved to the right. 2. VNAV is available on some Dash 8 Series 300 installations. Refer to the appropriate pilot handbook for description and operation. 3. Current MLS terminology uses glidepath to describe the vertical guidance portion of an MLS system. As described above, the EADI display uses an E to denote a glidepath pointer.
Groundspeed or Time- -Go (GS/TTG) Display -- Pushing the -toGS/TTG button on the display controller toggles between displaying groundspeed or time--to--go. The groundspeed displayed is the value calculated by the long range navigation (LRN) system if the LRN is installed and its output is valid. If the LRN is invalid, the EFIS computes groundspeed using DME distance. Course or Azimuth Deviation Bar -- The course bar represents the centerline of the selected VOR or localizer course. The aircraft symbol shows the actual aircraft position in relation to this selected course. In VOR operation, each dot on either side of the aircraft symbol represents 5_ deviation from beam center. In ILS operation, each dot represents approximately 1_ deviation from localizer beam center. When MLS is selected, the bar indicates deviation from the selected azimuth angle. The course deviation automatically reverses to provide proper deviation sensing with respect to the course centerline when one of the following occurs: The back course (BC) mode is selected with the flight guidance controller. The system is tuned to a localizer frequency and the selected course is more than 90_ from aircraft heading, . NOTE: The course deviation bar always indicates the location of the course centerline relative to the nose of the aircraft.
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Reciprocal Course Pointer -- The pointer indicates 180_ from the course select pointer. Aircraft Symbol -- A fixed miniature aircraft symbol corresponds to the longitudinal axis of the aircraft and lubber line markings. The symbol shows aircraft position and heading with respect to the rotating heading dial. It also shows the aircraft position in relation to a radio course. Waypoint Annunciator -- The waypoint annunciator is the station identification of the next tuned waypoint. NAV TO-FROM Annunciator -- An arrowhead in the center of the EHSI indicates whether the selected course is TO or FROM the station or waypoint. The TO--FROM annunciator is not displayed during localizer operation. Course Select Pointer -- The yellow course pointer is positioned on the rotating heading dial using the CRS knob on the instrument remote controller to select a magnetic bearing that coincides with the desired VOR radial or localizer course. The course pointer rotates with the rotating heading dial to display a continuous readout of course error to the flight director computer. When long range navigation (LRN) is selected, the course pointer becomes a desired track pointer. The position of the desired track pointer is controlled by the LRN system. A digital display of desired track (DTRK) is displayed in the upper left hand corner.
Weather Radar Mode Annunciator -- The weather radar mode annunciator indicates the mode selected on the weather radar system.
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Typical EHSI Displays

Figure 6--12 shows the EHSI in an approach.
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Typical EHSI Approach Presentation Figure 6-12 Figure 6--13 shows the EHSI in cruise.
S
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Typical EHSI Cruise Presentation Figure 6-13

A28- 1146- 041 Rev 4 Electronic Flight Instrument System (EFIS) (Optional) 6-29
S
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PARTIAL COMPASS FORMAT The partial compass mode displays a 90_ arc of the compass card. Pushing the MAP button on the display controller changes the heading dial to the partial compass format, shown in Figure 6--14. This display shows one waypoint for each bearing pointer, wind vectors, and VOR/DME ground station positions. The EFIS can also display multiple waypoints, depending on the RNAV/LRN, during the partial compass mode. Pushing the WX button on the display controller displays weather radar returns on the partial compass. The features described below are available during partial compass operation.
Partial Compass EHSI Format MAP Mode Figure 6-14
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NAVAID -- The NAVAID position can be selected during MAP mode. The source of the NAVAID position markers is selected and annunciated in conjunction with the associated bearing source and is color coded. Range Rings -- Range rings are displayed to aid in the use of radar returns and position of NAVAIDS. The outer range ring is the compass card boundary and represents the select range on the radar. The range annunciator on the inner ring represents one half the range setting of the weather radar. Wind Vector Display -- Wind vector information is displayed left of bottom center. The wind can be shown with velocity and direction or can be broken into head/tail component and crosswind component. In both cases, the arrow shows the direction and the number indicates velocity of the wind. The type of display is determined during installation. The wind vectors are available from long range navigation (LRN) systems such as very low frequency (VLF) and inertial navigation system (INS). Weather -- Weather information from the radar can be displayed in partial compass mode (not shown).
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TYPICAL PARTIAL COMPASS EHSI PRESENTATION Figure 6--15 shows a partial compass display on approach.
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Compass Display in the APPROACH Mode Figure 6-15 Figure 6--16 shows a partial compass display in cruise.
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Compass Display in the CRUISE Mode Figure 6-16

Electronic Flight Instrument System (EFIS) (Optional) 6-32 A28- 1146- 041 Rev 4
EHSI Weather Radar and Multiple Waypoint Displays

Figure 6--17 shows a partial compass display with multiple waypoints and weather selected for display. The paragraphs below describe the annunciators for this display.
Partial Compass EHSI Format Showing Multiple Waypoints and Weather Figure 6-17 WEATHER RADAR ANNUNCIATORS
D
Target Alert Annunciator (All Formats) -- When target alert is selected on the weather radar controller, a boxed TGT is annunciated at the location shown. If a level 3 WX return is detected, the annunciator flashes amber. In the variable GAIN mode (VAR), a V is displayed in the same area and takes priority. Range Ring and Annunciator (WX, NAV, and NAV/WR Formats Only) -- Range is selected on the weather radar controller. One--half the selected range is annunciated in cyan beside the half--range ring. If range information is not available, the half--range default value is 50 NM.
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Weather Radar Modes -- The weather radar modes are annunciated as described in Table 6--4.
Display On EHSI Mode annunciator WAIT STBY TEST OR FAULT ANNUNCIATOR WX WX WX RCT GCR CR/R CYC GMAP GMAP) Target Alert annunciator ----
Operating Mode WAIT STANDBY TEST
Feature Selected ANY SELECTION ---
WX
NONE VAR TGT RCT--TGT GCR--TGT RCT--GCR--TGT CYC NONE VAR
VAR TGT TGT TGT TGT
GMAP
VAR
HSI Weather Radar Mode and Target Alert Annunciators Table 6-4
D
WX Return Display (WX and NAV/WR formats only) -Conventional weather radar information is displayed as shown. The colors are shown in Table 6--5. Return Level 1 Level 2 Level 3 RAC WX Green Yellow Red Blue Weather Radar Displays Table 6-5 GMAP Cyan Yellow Magenta N/A
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MULTIPLE WAYPOINT MAP MODE The EFIS can display multiple waypoints from a long range navigation (LRN) system, as shown in Figure 6--18. These waypoints must be present in a distance/bearing format. The system does not accept multiple waypoints in a latitude--longitude format. With the WX radar range set to a range allowing display of multiple waypoints, selecting the MAP mode on the display controller with LRN selected displays the multiple waypoints on the EHSI.
MAP Mode With Multiple Waypoints Figure 6-18 The EHSI can display up to three LRN waypoints and two VOR station NAVAID symbols at the same time. This assumes all waypoints are within the selected WX range and all are within the limits of the heading display of the EHSI in the MAP mode. When the MAP mode is selected, the following occurs:
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The course select pointer and HSI--type course deviation bar displays are removed. Both bearing pointers are removed. A full scale navigation deviation display and deviation bar are displayed on the bottom of the EHSI display. This shows the position of the aircraft with respect to the desired track.
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The multiple waypoints are displayed on the EHSI. Each waypoint is identified by a number 01 to 99. The waypoint to which the aircraft is flying is magenta. All other waypoints are white. A white track line connects waypoint to waypoint. If the EFIS is receiving valid VOR station and DME distance, the navaids for the two VOR stations are available for display on the EHSI, no matter where the bearing selector switches are set. The blue NAVAID is VOR 1 (NAV 1) and the green NAVAID is VOR 2 (NAV 2).
For convenience, the actual heading indicated by the heading dial is numerically displayed at the top of the EHSI. The desired track annunciator and a digital readout of the desired track from past waypoint to the next waypoint are shown in the upper left corner of the EHSI. The TO--FROM indication is displayed to the right of the desired track digital readout. It indicates TO when the aircraft is flying to the waypoint. The following displays function as described for the full compass display: Heading source annunciator Navigation source annunciator Distance display Range rings Aircraft symbol Groundspeed Heading select display and heading select bug Heading dial.
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Enhanced Ground Proximity Warning System (EGPWS)

The EGPWS is a terrain proximity warning system that combines information from aircraft navigation equipment (i.e., global positioning system, IRS, FMS, radar altimeter) with stored terrain data to give the pilot a radar--like display of terrain along the flight path. The pilot can select the EGPWS terrain display, and the EGPWS can also drive an auto--popup terrain display on the EHSIs. The EGPWS terrain display is controlled using the display controller WX/TERR buttons that control:
D D
Pilots EHSI Copilots EHSI
TERRAIN SELECT ON THE EHSI DISPLAYS Pushing the WX/TERR (terrain) button on the either the pilots or copilots display controller displays the terrain data on that sides EHSI (i.e., using the copilots display controller displays EGPWS on the copilots EHSI). If the EHSI is in the FULL mode when the WX/TERR button is pushed, the EHSI changes to the ARC mode. If the EHSI is in the ARC or MAP mode, the mode remains the same. The WX/TERR button operates as follows: WX Selected Terrain Selected WX/TERR both OFF Repeat The following scenarios apply to displaying WX and TERR:
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If WX is selected, and the EHSI is in the FULL mode, when the WX/TERR button is pushed, the EHSI changes to the ARC mode and the WX mode is displayed. If TERR is selected, and the EHSI is in the FULL mode, when the WX/TERR button is pushed, the EHSI changes to the ARC mode and TERR is displayed. If WX and TERR are both OFF, and the EHSI is in the FULL mode, when the WX/TERR button is pushed, the EHSI changes to the ARC mode, and WX is displayed. Once WX or TERR are selected, they can only be turned OFF when the EHSI is in the ARC or MAP mode.
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TERRAIN RANGE CONTROL The terrain range for any of the selected displays is sent to the EFIS by the EGPWS. The EGPWS gets the range from the weather radar controller, except when the terrain auto--popup occurs. If the weather range controller is off, or if it is inoperable, the default EGPWS range is 50 NM (i.e., 25 mile half--range). If the EGPWS sends out an invalid range signal, TERR is annunciated on the EHSI when terrain is selected. AUTO-POPUP When the EGWPS initiates the auto--popup function, the EHSI changes to the ARC mode (if it is in the FULL mode) and the terrain is displayed. EGPWS TERRAIN ANNUNCIATORS When EGPWS is displayed and valid, TERR is displayed in the WX tilt angle field. If EGPWS data is not available, or if it is invalid, TERR is displayed. The terrain raster displays areas of terrain in blends of the colors black, green, yellow and red, depending on the above ground level (AGL) elevation of the aircraft relative to the terrain below it. Table 6--6 gives a definition of color versus AGL elevation. Terrain that is more than 2000 feet below the aircraft is not displayed. Elevation of Terrain in Feet AGL 2000 or more above the aircraft 1000 -- 2000 above the aircraft 500 (250 with gear down) below to 1000 above the aircraft 500 (250 with gear down) below to 1000 below the aircraft 1000 -- 2000 below the aircraft Color High Density Red dots High Density Yellow Dots Medium Density Yellow Dots Medium Density Green Dots Low Density Green Dots
NOTE: Caution terrain (60-second warning) is displayed as solid yellow. Warning terrain (30-second warning) is displayed as solid red.
EGPWS Terrain Display Color Definitions Table 6-6

Figure 6--19 shows the EGPWS on the EHSI partial compass display.
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HSI Display With Terrain Display Figure 6-19 When the EGPWS is selected, it can be tested. Pushing the panel mounted EGPWS TEST button displays the test format shown in Figure 6--20. The EGPWS test pattern is the same on the multifunction display (MFD) and the HSI.
AD--24108@.
EGPWS Test Display Figure 6-20

EHSI Amber Caution and Failure Annunciators

The caution and failure displays, shown in Figure 6--21, are described below.
EHSI Caution and Failure Annunciators (Amber) Figure 6-21

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Same Heading or Navigation Source -- If the pilot and copilot have selected the same heading or navigation source, the applicable source is annunciated in amber. Otherwise, the annunciator is in white. For SRN sources, if the pilot and copilot have both cross--switched to the others source, the annunciator is amber even though they are from different sources. Weather Target Alert -- Weather radar target alerts are annunciated on the EHSI in the upper right corner. TGT indicates an armed condition, while TGT indicates an alert condition. A VAR indicates variable gain selected which automatically deactivates target alert. DME Hold Annunciator -- When DME is in the hold position, an H is displayed to the left of the numerical DME readout.
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Waypoint (WPT) Alert Annunciator -- A WPT annunciator from a long range navigation (LRN) system is displayed directly above the bearing source annunciator to indicate waypoint passage for the LRN system displayed on the EHSI. Display Failures -- When any of the following systems fail, the digital display is replaced by amber dashes. Groundspeed (GSPD) Time--to--go (TTG) Distance measuring equipment (DME) Heading select (HDG) Course select (CRS) Desired track (DTRK).
WX Failure -- When the weather radar system fails, a WX is displayed.
EHSI Red Failure Annunciators

Failures are indicated as shown in Figure 6--22, and described below.
EHSI Display Failure Annunciators (Red) Figure 6-22

Heading Failure -- If the heading system fails, the bearing annunciators, bearing pointers, select course pointer, course deviation pointer, and course scale are removed and an X is drawn across the course scale if deviation is invalid. The digital select course and digital heading select readouts are dashed and a HDG FAlL is displayed at the top of the heading dial, as shown in Figure 6--23.
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Heading Failure Annunciators Figure 6-23
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Course Deviation, Azimuth Deviation, Vertical Deviation, Glideslope Deviation, or Glidepath Deviation Failure -- A failure of any of these systems results in the removal of the deviation pointer, and an X is drawn through the scale, as shown in Figure 6--24.
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Deviation Failure Indicator Figure 6-24
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Composite Display on EADI and EHSI

If a display unit failure occurs, setting the dim knob on the display controller to OFF displays a composite attitude and NAV format on the remaining good display head, as shown in Figure 6--25.
ATTITUDE ROLL SOURCE ATTITUDE ANNUNCIATOR POINTER NAVIGATION ROLL SOURCE SCALE ANNUNCIATOR
TO-FROM ANNUNCIATOR COURSE/ DESIRED TRACK DISPLAY AIRCRAFT SYMBOL HEADING DISPLAY HEADING SELECT DISPLAY HEADING SOURCE ANNUNCIATOR DECISION HEIGHT DISPLAY
DISTANCE DISPLAY ATTITUDE SPHERE PITCH AND ROLL COMMAND BARS VERTICAL NAVIGATIONAL GLIDESLOPE OR ELEVATION DEVIATION POINTER AND SCALE COURSE SELECT POINTER MARKER BEACON RADIO ALTITUDE DISPLAY
CRS FR 022 ATT2
NAV1 20 10 10 20
120 NM
10 010 MAG 1 200 DH
10
33
00
03 DH 140 RA
FORE LUBBER LINE
COURSE OR AZIMUTH DEVIATION DISPLAY
COURSE OR AZIMUTH DEVIATION BAR
DECISION HEIGHT
HEADING TAPE DISPLAY
MAGI
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Composite Displays With Callouts (Lower) Figure 6-25

As in normal EADI and EHSI presentations, all elements are not displayed at the same time. The presence or absence of each display element is determined by flight phase, NAV radio tuning, selected flight director mode, absolute altitude, etc. The failure, caution, and warning annunciators function is much the same as for the normal display mode. REVERSIONARY MODE The REVERSIONARY mode is selected by a switch that is located above each EADI. If an EADI/EHSI display fails, the REV button is used to display a composite format on the remaining good display. The first push of the button blanks the EADI and puts a composite display on the EHSI. The second push of the button blanks the EHSI and puts a composite display on the EADI. The third push of the button returns the display to normal operation. This operation is an option on some aircraft. Most aircraft use the controller dim knobs to turn the composite format off and on. In this case, the REV button only controls symbol generator backup. In the event of a symbol generator failure, pushing the REV button one time enables cross--side display information to be transferred to the on--side EADI/EHSI display. The REVERSIONARY mode is annunciated on the pilot and copilot EADIs as SG 1 or SG 2, depending on whether the source is the number 1 (pilot) or number 2 (copilot) symbol generator. Pushing the REV button a second time reverts the EADI and EHSI displays back to the original failed condition.
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INSTRUMENT REMOTE CONTROLLER The glare--shield mounted instrument remote controllers, shown in Figure 6--26, select the desired heading and course as displayed on the pilots and copilots HSI. Most RNAV/FMS systems automatically move the course pointer to the desired course.
CRS
HDG
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Instrument Remote Controller Figure 6-26

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CRS (Course) Knob -- The course knob is used to change course. The yellow digital course readout is displayed on the upper left side of the EHSI to help the pilot make fine course adjustments. HDG (Heading) Knob -- The heading knob is used to change the position of the cyan heading bug around the compass rose. The cyan digital heading readout is displayed in the lower left corner of the display to help the pilot make fine heading adjustments.
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7.
Flight Guidance System (FGS)
FLIGHT GUIDANCE CONTROLLER

The flight guidance controller, shown in Figure 7--1, engages/disengages the autopilot and yaw damper so that flight director modes of operation are selected. The flight guidance controller also selects the air data and navigation sources for the HSI and flight guidance computers. It also controls navigation source switching. The PITCH wheel is also part of this unit.
ALT SEL
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Flight Guidance Controller Figure 7-1

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HDG Button -- The HDG button activates the lateral guidance to compute steering commands based on the selected heading as displayed on the active HSI. NAV Button -- The NAV button arms the lateral guidance for capture of the selected navigation course that is displayed on the active HSI. APP (Approach) Button -- The APP button arms the lateral guidance for either VOR approach or localizer capture depending on which type of data is displayed on the active HSI. The vertical guidance is armed for glideslope capture immediately following localizer capture. IAS Button -- The IAS button selects vertical guidance to hold indicated airspeed. VS (Vertical Speed) Button -- The VS button selects vertical guidance to hold vertical speed.
Flight Guidance System (FGS) 7-1
A28- 1146- 041 Rev 4
BC Button -- The BC button selects approach mode guidance for capture and tracking of back course localizer data. ALT Button -- The ALT button selects vertical guidance to hold altitude. ALT SEL Button -- The ALT SEL button arms the vertical guidance to capture the preselected altitude displayed on the altitude preselect controller. STBY (Standby) Button -- The STBY button cancels all selected flight director modes. AP and YD Buttons -- The AP button engages the autopilot and yaw damper functions simultaneously, but it only disengages the autopilot. The YD button engages the yaw damper only, but it disengages both the autopilot and yaw damper functions. The active channel is annunciated by the lighted pointers located on either side of the AP and YD buttons. When the autopilot and yaw damper systems are in a normal no failure condition, the left channel is automatically selected as the active channel, and the left pointers on the AP and YD engage switches are lit. To select the right channel as the active channel, the pilot can push the R AFCS button on the advisory display. When the system is engaged, the right pointers on the AP and YD switches light to indicate that the right channel is active. The R AFCS or L AFCS buttons on the advisory display can be used to select the active channel. Autopilot disengage -- The normal means for disengaging the autopilot is momentarily push the AP disconnect switch located on the outboard side of each control wheel. The autopilot can also be disengaged by any one of the following actions. Pushing the AP disconnect switch on either control wheel. Pushing the AP or YD pushbutton on the guidance controller. Pushing the go--around button located on the throttle levers. Pulling flight guidance controller #1, servo, or YD dc circuit breaker transfers the system to flight guidance controller #2 if flight guidance controller #1 was high priority. Pushing the stall warning self--test button.
The autopilot is automatically disengaged when either aircraft lift computer detects a stall condition.
Flight Guidance System (FGS) 7-2 A28- 1146- 041 Rev 4
HSI SEL Button -- The HSI SEL button alternately selects either the pilots or copilots HSI and DADC data for lateral and vertical guidance to both flight guidance computers. The DAFCS power--up logic selects the data from the pilots HSI and DADC. When the system is transferred to the cross--side HSI and DADC, all flight director modes are cancelled. Operating modes must again be selected. The pointer on the right or left side of the HSI SEL button lights to indicate which HSI and DADC have been selected. NAV SEL Button -- The NAV SEL button is an alternate action button that enables either the pilots or copilots navigation source selection. With the NAV SEL button pointer indicating to the left, the pilot can switch navigation sources for display on his HSI/ADI. The copilots display switching is disabled in this case, and is not affected. The reverse is true when the NAV SEL button is pushed again, and the arrow indicates to the right. If power is removed or lost from the NAV switching circuits, the V/L NAV source is selected and displayed on the HSI/ADI. When power is returned, the previously selected NAV source is displayed. V/L (VOR/Localizer) Button -- Pushing the V/L button selects the VOR/LOC receiver output to be displayed on the selected HSI and connected to the flight guidance computers. MLS (Microwave Landing System) Button -- Pushing the MLS button selects the output of the microwave landing system. AUX (Auxiliary) Button -- The AUX button is an alternate action switch that can be used to select either an RNAV source or auxiliary NAV source for data. The first time that the AUX button is pushed, an RNAV source is selected. The next time the button is operated an AUX source is selected. As the button is pushed, this sequence repeats. The selected navigation source is annunciated over the attitude indicators. These annunciators read V/L, MLS, RNAV and AUX.
PITCH Wheel -- The controller also contains a PITCH thumb--wheel that outputs rate limited pitch commands in the PITCH HOLD mode, or vertical reference alterations for vertical flight guidance modes (i.e., the air data command function). The PITCH thumb--wheel outputs dual tachometer signals that are applied to both flight guidance computers to ensure fail--passive PITCH wheel operation.
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ADVISORY DISPLAY
The advisory display, shown in Figure 7--2, requests data from the pilot for the flight control system and displays system mode and status annunciators.
L AFCS
R AFCS
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Advisory Display Figure 7-2 The display CRT format is divided into four lines of 26 characters wide and eight fields, as shown in Figure 7--3. Messages are generated by the master flight guidance controller and are transmitted to the advisory display. Normal mode messages are separated into operational messages and warning/caution messages and are described below.
Message Field Locations Figure 7-3
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Operational Messages (Two Fields) -- Operational messages are displayed in the top two fields and are always white. They include the following messages:: SAT/TAS display Flight director lateral and vertical arm modes Flight director lateral and vertical active modes AFCS status messages.
Disengage/Caution/Conditional Status Messages -- These warning messages are always displayed in amber. They include the following messages: Disengage messages Primary caution messages Advisory caution messages Sensor failure messages Invalid operation messages.
In most cases, these messages are accompanied with a lit RESET button. The message means the pilot must acknowledge the message is cancelled by pushing the RESET pushbutton, or in some cases, by other means. This acknowledgement clears the message and switches the RESET light off. Some messages (primary caution messages) require a corrective action. In this case, the RESET light is OFF, and the message remains displayed until the problem is corrected. Other messages are timed--out. These messages are automatically cleared after 5 seconds. The RESET button does not light for timed--out messages.
D
AFCS Message Data Invalid -- If AFCS message data received by the advisory display is invalid (ASCB failure, for example), the advisory display shows a dashed amber line. This line is cleared only when the valid AFCS message data reappears. If the advisory display receives a disengage message, the dashed amber line are overwritten by a flashing disengage message. Once the disengage message has been cleared using the RESET button, the dashed amber lines reappear.
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SAT (Static Air Temperature) and TAS (True Airspeed )Display -- The SAT is displayed in white on the right side of line one. Pushing the TAS display button in the instrument panel momentary displays TAS in place of the SAT display. Dashed lines on both SAT/TAS displays means valid data from the DADC has been lost, as selected using the HSI SEL button. (Refer to Table 7--1.)
Field/ Color 2/WHITE 2/WHITE
Message dd _C SAT ddd KTAS
Range 99 _C 0 to 999
Resolution 1 _C 1 Knot
Comments Continuously updated at 1 Hz rate Data originated from the Coupled side (CPL)
SAT/TAS Display Functions Table 7-1

D
AFCS Operational Messages -- These messages are displayed on line one in white when the AFCS is not engaged, and on line two in amber if the AFCS is engaged. During the power--up test, SYSTEM TEST is displayed in white. When the test is completed, the channel that is being used as the priority channel is displayed with L (R) AFCS MASTER message. If one channel has not passed the power--up test, the L/R AFCS FAlL message is displayed. Changing priority status using the L AFCS and R AFCS buttons on the advisory display momentarily displays the L/R AFCS MASTER message, saying that the opposite channel has been selected as priority. If the selected channel has failed, the L/R AFCS FAlL message is displayed. With AFCS engaged, failure of one channel displays the steady L/R AFCS FAlL message. The RESET button is used to clear the message. NOTE: Another version of the advisory panel has L SEL and R SEL buttons, instead of L AFCS and R AFCS. It operates the same way.
Other messages are momentarily displayed in line one in white when a problem exists and the pilot tries to engage the autopilot or yaw damper. Tables 7--2 through 7--7 show these messages.
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The messages in Table 7--2, are displayed momentarily when the crew attempts an engagement and the system has detected a failure that prohibits engagement.
Message AP FAIL/YD AVAIL Comments The failure is in either the pitch, roll, or pitch trim servos, or a failure in servo drive functions within computers before engagement. Both APIRSs are invalid or data between both APIRSs is in disagreement. Both DADCs are invalid or data between both DADCs is in disagreement. Left AFCS invalid. Right AFCS invalid. This message can appear for one of the following reasons: D AP DISC (disconnect) button pushed
D TCS button pushed D Stall warning active D GA button pushed.
AHRS DATA INVLD DADC DATA INVLD L AP/YD FAIL R AP/YD FAIL ENGAGE INHIBIT
ACFT ON GND
AP engagement is inhibited on the ground.
System Messages That Prohibit Engagement Table 7-2
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The messages in Table 7--3, are displayed momentarily during initial power--up of the system.
Message L AFCS MASTER Comments 1. This is normal power--up state. The left, or pilots side computer, is master.
2. The
left--side computer has been selected as master by using the L AFCS pushbutton on the advisory panel.
R AFCS MASTER
1. The left computer has failed and right, or copilots side, computer is the master.
2. The right--side computer has been
selected as master by using the R AFCS pushbutton on the advisory panel.
SYSTEM TEST
This is normal during the first 30 to 40 seconds of powerup on the ground.
Initial Power-up Messages Table 7-3
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Other messages appearing momentarily in line 1 in white are given in Table 7--4. These messages occur when an FD mode has been selected and mode engagement is inhibited due to a failure within the system.
Message HDG DATA INVLD DADC DATA INVLD Comments Loss of selected HSI HDG. Loss of DADC on selected side ACTION: Use the HSI SEL button to select the opposite HSI and DADC for above. CHECK NAV SOURCE Either the APP or BC mode have been selected while the NAV source is either RNAV or AUX NAV. The BC mode has been selected while a VOR Frequency is tuned. (QC is not tuned.) ALT SEL mode has been selected while tracking in GS mode. L AFCS or R AFCS pushbutton is used to select the master computer while in DUAL HSI approach. Without AP or YD engaged, this selection is not allowed. Landing attitude has reached certification limit. TCS button is selected.
CHECK NAV FREQ INVALID OP SELECT INHIBIT
LDG ATT 6 DEG (Series 300 Only) TCS ENGAGE
Mode Inhibit Messages Table 7-4
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Messages that can be cleared by the RESET button are given in Table 7--5.
Message FD NAV MISMATCH [R VALID] Comments 1. This message is active in DUAL HSI LOC and GS modes. When two NAV receivers do not agree, AFCS monitors have selected right side NAV receiver as correct. ACTION: When two NAV receivers do not agree and if the right side receiver is determined to be correct by the crew, push the RESET button. If the left side receiver is determined to be valid receiver, push the L AFCS, and then RESET buttons. 2. NAV MISMATCH [L VALID] message has been displayed and the crew has selected the right side receiver by use of R AFCS button on the advisory display. FD NAV MISMATCH [L VALID] FD NAV DATA INVLD FD DADC DATA INVLD RAD ALT INVLD FD HDG DATA INVLD Same as the NAV MISMATCH [R VALID] message, except that AFCS monitors have determined the left side receiver to be correct. This message is displayed for loss of valid NAV data on selected side. This message is displayed for loss of valid air data on selected side. Active only in APP modes. There is no valid RAD ALT information This message is displayed for loss of valid heading data on the selected side.
Messages That Can Be Removed With The RESET Button Table 7-5
A28- 1146- 041 Rev 4
Other messages that cannot be cleared by the RESET button are shown in Table 7--6:
Message ADI ROLL MISMATCH (Steady) ADI PITCH MISMATCH (Steady) ADI PITCH/ROLL MISMATCH (Steady) HSI HDG MISMATCH Comments Roll data displayed on the two ADIs does not agree. Miscompare threshold is 6. Pitch data displayed on the two ADIs does not agree. Miscompare threshold is 6. This message is a combination of the two previous messages. Heading data displayed on two HSIs does not agree. Miscompare threshold is 6 in level flight, 12 during turning flight. Active only in DUAL HSI mode or with DUAL MLS selected. LOC or GS (or AZ or EL) deviation signals exceed CAT II window. This message is active whenever the AFCS detects a continuous button push on the guidance controller or the advisory display.
EXCESSIVE DEV
AFCS CONTROLLER INOP (Series 300 only)
Messages That Cannot Be Removed Using the RESET Button Table 7-6 The messages in Table 7--7 are displayed as a momentary message on line two:
Message ALT OFF FD NAV DATA INVLD Comments Pitch wheel is used while in ALT Hold or VNAV mode. Selected NAV source has been changed by use of V/L, MLS, or AUX buttons while in a NAV mode. VOR frequency has been tuned while in APP mode. LOC FREQUENCY has been tuned while in a VOR mode.
CHECK NAV FREQ
Momentary Messages Table 7-7

A28- 1146- 041 Rev 4 Flight Guidance System (FGS) 7-11
Amber Disengage, Caution and Conditional Status Messages -- These messages appear in amber on line 2 to warn the crew of problems that have been detected within the system. (Refer to Tables 7--8 through 7--12.) The messages in Table 7--8 are flashing messages. When the RESET button is pushed, the message stops flashing. A second push of the RESET button cancels the message. Message Comments
AP DISENGAGED Autopilot has been disengaged by a (Flashing) monitor within the AFCS. Clearing this message displays another message that identifies the cause of disengagement. AP/YD DISENGAGED (Flashing) Autopilot and yaw damper have been disengaged by a monitor within the AFCS. When this message is cleared, another message is displayed that identifies cause of disengagement.
YD DISENGAGED Yaw damper has been disengaged by a (Flashing) monitor within the AFCS. Clearing this message displays another message that identifies the cause of the disengagement. System Fault Disengagement Messages Table 7-8
A28- 1146- 041 Rev 4
The messages in Table 7--9 are displayed after a crew--activated disengagement occurs. The messages are steady and are automatically cleared after a 5--second time--out period. Message Comments
AP DISENGAGED The crew has selected autopilot off by using the control wheel disconnect or GA (Steady) switches or AP pushbutton on the guidance controller. AP/YD DISENGAGED (Steady) The crew has selected autopilot and yaw damper off using the YD button on the guidance controller.
YD DISENGAGED The crew has selected the yaw damper off (Steady) using the YD button on the guidance controller.
NOTE: In Series 100 aircraft with -714 flight guidance controller, these messages are cleared with the advisory display RESET button.
Crew-Activated Disengagement Messages Table 7-9 The messages in Table 7--10 are displayed when one of the AFCS computers has failed. These messages are steady (non--flashing) and are cancelled using the RESET button. Message L AP/YD FAIL R AP/YD FAIL Comments The system monitor has turned off the left AFCS computer. The system monitor has turned off the right AFCS computer.
AFCS Computer-Caused Failure Messages Table 7-10
A28- 1146- 041 Rev 4
The steady messages in Table 7--11, are displayed after a disengage message has been cleared, when the system monitor has caused the disengagement. The messages are cancelled by pushing the RESET button. Message APIRS DATA INVLD DADC DATA INVLD Comments Both APIRSs are invalid or data disagrees from both APIRSs. Both DADCs are invalid or data disagrees from both DADCs.
NOTE: The DADC DATA INVLD messages do not necessarily mean that a DADC is unusable for flight, only that there is a problem with the DADC input to the flight guidance computer.
System Monitor Disengagement Messages Table 7-11 AFCS mistrim messages that appear in line two in amber are listed in Table 7--12. These messages are cleared by retrimming the aircraft. Message MISTRIM [TRIM L WING DN] MISTRIM [TRIM R WING DN] Comments AFCS senses a steady--state load on the roll servo. ACTION: Trim ailerons in the direction indicated. AFCS senses a steady--state load on the roll servo. ACTION: Trim ailerons in the direction indicated. AFCS Mistrim Messages Table 7-12 (cont)
A28- 1146- 041 Rev 4
Message MISTRIM [TRIM NOSE UP]
Comments AFCS senses a steady--state load on pitch servo. ACTION: No action required. The system automatically retrims the aircraft. If this message is displayed when the autopilot is going to be disengaged, the crew should expect the aircraft to be out--of--trim and should anticipate a force on the control stick when the autopilot is disengaged.
NOTE: If this message does not clear automatically within a few seconds, the autopilot should be disengaged.
MISTRIM [TRIM NOSE DN]
Same as for nose up case.
PITCH TRIM FAIL The AFCS monitors have sensed failure in the automatic pitch trim function. ACTION: Disconnect the autopilot. The crew should anticipate a force control wheel when AP is disengaged. AFCS Mistrim Messages Table 7-12
A28- 1146- 041 Rev 4
Flight Director Mode Annunciator -- If a selected flight director mode is armed for capture with the necessary sensor data being valid, the mode is annunciated in white, as shown in Table 7--13.
Reverse Video (5 SEC) NO NO NO NO NO NO NO NO NO NO
Message LOC AZ VOR VOR APP BC LNAV ALT SEL GS EL VNAV
Field/Color 4/WHITE 4/WHITE 4/WHITE 4/WHITE 4/WHITE 4/WHITE 5 OR 6/WHITE 5 OR 6/WHITE 5 OR 6/WHITE 5 OR 6/WHITE
Comments
---------------------------NOTE
NOTE: Available on some Dash 8 Series 300 installations. Consult the appropriate pilot handbook for description and operation.
Flight Director Lateral and Vertical Arm Modes Table 7-13
A28- 1146- 041 Rev 4
When the transition from arm to capture is made, the arm annunciator on line three is extinguished and the capture phase of the mode is shown in green on line four. At capture the mode is shown in reverse video for 5 seconds (black letters on green background) with an asterisk to emphasize that the system is not yet in the track mode. These modes are given in Table 7--14.
Message
HDG SEL VOR* VOR OS VOR APP* VOR APP OS AZ* LOC* BC* LNAV ALT* EL* GS* VNAV* ALT VS + ddd FPM GA PITCH IAS***KTS
Reverse Video No
Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes No No No No No
Field/Color 7/GREEN 7/GREEN 7/GREEN

7/GREEN 7/GREEN 7/GREEN 7/GREEN 7/GREEN 7/GREEN 8/GREEN 8/GREEN 8/GREEN 8GREEN 8/GREEN 8/GREEN 8/GREEN 8/GREEN 8/GREEN
Comments
Indicates HEADING SELECT mode. Indicates CAPTURE mode. Indicates OVER--STATION mode. Indicates VOR APPROACH CAPTURE mode. Indicates OVER--STATION mode. Indicates CAPTURE mode Indicates CAPTURE mode Indicates CAPTURE mode. Indicates CAPTURE mode. Indicates CAPTURE mode. NOTE
----------------------
Flight Director Lateral and Vertical Active Modes Table 7-14 (cont)
A28- 1146- 041 Rev 4 Flight Guidance System (FGS) 7-17
Message
WINGS LEVEL VNAV DUAL
Reverse Video
No No No
Field/Color
8/GREEN 8/GREEN 7 or 8/GREEN
Comments ---NOTE Indicates dual APR mode.
NOTE: This is available on some Dash 8 Series 300 installations. Consult the pilot handbook for description and operation.
Flight Director Lateral and Vertical Active Modes Table 7-14 When the transition to the track phase of the mode is completed, the annunciation remains in the same location with no asterisk.
Additional messages are displayed on line four when the pilot selects the mode. These are modes that do not progress through an arm capture sequence. These messages are given in Table 7--15.
Mode PITCH HDG SEL ALT IAS xxxKTS VS xx00FPM
Comments ---------Where xxx is airspeed at time of selection. Where xx is vertical speed in hundreds of feet per minute at time of selection. -------
GA WINGS LEVEL
Non-Arm and Capture Annunciators Table 7-15

Flight Guidance System (FGS) 7-18 A28- 1146- 041 Rev 4
If the pilot uses the TCS button to change the airspeed or vertical speed hold reference, the advisory display shows IAS------KTS or VS--------FPM while the TCS button is pushed. When the TCS button is released, the advisory displays shows the reference value again. The PITCH wheel can be used to change the VS or IAS reference without disengaging the AP servos. When in the VOR mode, if the aircraft flies over the station, the advisory display shows VOR OS until reliable radio deviation information again becomes available. The same type of messages are displayed for VOR APP mode. If go--around is selected, line four displays WINGS LEVEL and GA, until a subsequent mode selection is made, or the autopilot is engaged.
D
Mode Inhibit and Error Annunciator -- Certain conditions must exist to engage some modes. If these conditions have not been met, the mode engagement is inhibited. If these conditions are removed while the mode is engaged, the mode clears. White messages are displayed momentarily on line one to identify the absence or loss of the conditions. These unique conditions and messages are listed below. Switching navigation sources while engaged in a NAV mode clears the mode and the FD NAV DATA INVLD message is displayed. Moving the PITCH wheel on the flight guidance panel while the aircraft is in ALT HOLD or VNAV displays the momentary VERT MODE OFF message to annunciate departure from selected altitude. When a LOC mode is selected and the NAV receiver has been tuned to a VOR frequency, CHECK NAV FREQ message is displayed. This message is also displayed when a VOR mode is engaged and a localizer frequency is selected on the NAV receiver. If the ALT SEL mode is selected while in the APP mode, an INVALID OP message is displayed to identify that the ALT SEL mode is inhibited in this condition. If the system is in the DUAL HSI mode without AP or YD engaged, using the R AFCS or L AFCS buttons changes AFCS channel priority and displays a SELECT INHIBIT message. This message identifies that this selection is not allowed.
A28- 1146- 041 Rev 4
Flight Guidance System (FGS) 7-19/(7-20 blank)
8.
System Limits
GLOSSARY OF TERMS
This glossary gives a brief description of the flight guidance computer control laws. These terms are used throughout this section and Section 9, Modes of Operation. The performance and operating limits for these items are defined in Table 8--1. The terms included in this glossary are listed below.
D D D D D D D D D D D D D
Attitude director indicator (ADI) command cue Glideslope gain programming Glideslope capture (GS CAP) Glideslope track (GS TRACK) Lateral beam sensor (LBS) Localizer capture 1/2, back course capture 1/2 (LOC CAP 1/2, BC CAP 1/2) Localizer track 1/2, back course track 1/2 (LOC TRACK 1/2, BC TRACK 1/2) True airspeed (TAS) gain programmer Vertical beam sensor (VBS) VOR capture (VOR CAP) VOR track VOR over station sensor (VOR OSS) VOR after over station sensor 1/2 (VOR AOSS 1/2).
A28- 1146- 041 Rev 4
System Limits 8-1
Attitude Director Indicator (ADI) Command Cue

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

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

The following conditions are necessary for glideslope capture:
D D D D
Glideslope mode is armed plus 3 seconds The localizer mode is captured or in the track phase Glideslope deviation is less than 2 dots Either of the following conditions is satisfied: The VBS trips GS deviation is less than 1/4 dot.
Glideslope Track (GS TRACK)

Glideslope track occurs after the aircraft captures the glideslope and is tracking the beam. The track phase flies the beam tighter. The following conditions are necessary for the track mode to be satisfied: GS capture plus is 15 seconds Localizer has gone into track 1 or track 2 D GS deviation must be less than 1/2 dot D The vertical deviation must be changing at a rate of less than 10 feet/second D Radio altitude or height above the runway is less than 1550 feet.
D D
System Limits 8-2 A28- 1146- 041 Rev 4
Lateral Beam Sensor (LBS)

When flying to intercept the VOR or LOC beam, the LBS is tripped as a function of beam deviation, course error, TAS, and DME. In the LOC mode, the course error is compared with the beam deviation signal and rate of crossing the beam to determine the LBS trip point. When the LBS trips, the flight director commands a turn toward the VOR radial or runway to capture the beam. If the intercept angle to the beam center is very shallow, the LBS does not trip until the aircraft is near beam center. For this reason, an override on the LBS occurs when the beam deviation reaches a specified minimum. The minimum beam sensor trip point for the VOR mode is 1/4 dot. In the LOC mode, the minimum trip point is 1/2 dot. The maximum LBS trip points are 2--1/2 dots for VOR and 2--2/3 dots for LOC.
Localizer Capture 1/2, Back Capture 1/2 (LOC CAP 1/2, BC CAP 1/2)
Localizer and back course capture 1 are the initial capture phases of their respective modes. Localizer capture 1 and back course capture 1 occur when the following conditions are all satisfied:
D D
LOC is armed plus 3 seconds Either of the following occurs: LBS trips Beam deviation is less than 1/2 dot.
Localizer and back course capture 2 are capture phases that indicate the aircraft is flying closer to the center of the beam. The capture 2 phase occurs at the center of the beam. The capture 2 phase occurs for each mode when the following conditions are all satisfied: LOC CAP 1 has occurred plus 3 seconds Course error is less than 35_ D Beam deviation is less than 1--1/2 dots.
D D
A28- 1146- 041 Rev 4
System Limits 8-3
Localizer Track 1/2, Back Course Track 1/2 (LOC TRACK 1/2, BC TRACK 1/2)
Localizer track 1 and back course track 1 signify that the aircraft is on beam center and the roll rate limit is decreased from 7.0/sec during the capture phase down to 5.5/sec in the track submode. When the track submode occurs, the course error is eliminated from the control signal, leaving beam deviation and lateral acceleration from the attitude heading reference system/inertial reference system (APIRS/IRS) to maintain the aircraft on beam center. The track 1 phase occurs when the following conditions are satisfied.
D D D D
LOC CAP 2 is plus 30 seconds. Lateral beam rate is less than 30 feet/second. Localizer beam deviation is less than 1/4 dot. Aircraft bank angle is less than 6_.
There is no visual indication in the cockpit that the LOC track 1 of BC track 1 submode has occurred. The track 2 submode occurs only after track 1 has been completed. There is no visual indication to the pilot that the track 2 mode has been activated. Radio altitude, distance to the transmitter, and a vertical velocity indicating the aircraft is descending determine the track 2 conditions. When these conditions reach certain levels, track 2 is tripped to give the flight director tighter control during the final stages of an approach. The track 2 phase occurs when the following conditions are all satisfied.
D D D
LOC track 1 has been tripped. The aircraft is descending at a vertical speed that indicates a runway approach. Either of the following conditions has occurred. Distance to the transmitter is less than approximately 5 miles and the radio altimeter is invalid. Radio altitude is less than 1200 feet with the radio altimeter valid.
True Airspeed (TAS) Gain Programmer

TAS gain programming is used to program heading select/track error, course select error, PITCH wheel commands, air data commands, and glideslope deviation to maintain the same aircraft response regardless of the aircrafts airspeed and altitude. The TAS computation is derived from airspeed, altitude, and outside air temperature.
Vertical Beam Sensor (VBS)

The VBS determines the point of glideslope capture using a number of inputs. The VBS is armed when NAV radio is tuned to a LOC frequency, the LOC receiver is valid, and the LBS has tripped. The VBS trips as a function of vertical speed, TAS, and glide slope deviation. The VBS trips when vertical deviation is less than 2 dots and a capture sensor is satisfied. The capture sensor combines airspeed, rate of beam deviation change, and acceleration to determine the optimum capture point. If the aircraft is paralleling the beam, i.e., no beam closure rate, the VBS trips at a vertical deviation less than 1/4 dot. This resets the previously selected PITCH mode and changes aircraft attitude to capture the glideslope beam.
VOR Capture (VOR CAP)

VOR capture occurs when the following conditions are satisfied. The VOR mode has been armed plus 3 seconds of elapsed time. D The LBS has tripped.
D
VOR Track
VOR track occurs as the aircraft is established on beam center and the following conditions are satisfied.
D D D
The VOR mode is captured or AOSS 2 occurs. Thirty seconds of time has elapsed since capture. Lateral deviation rate is less than 50 feet/second, roll rate is less than 0.5_/second, and the aircraft bank angle is less than 6_.
At this time, course error is eliminated from the command signal, leaving beam deviation and lateral acceleration from the APIRS/IRS to maintain the aircraft on beam center. There is no visual indication in the cockpit that the VOR track submode has occurred.
VOR Over Station Sensor (VOR OSS)

The over station sensor (OSS) is used to detect the erratic radio signals encountered in the area above the VOR transmitter. When these radio signals reach a certain level of deviation, they no longer are useful and the OSS eliminates them from the control signal.
A28- 1146- 041 Rev 4 System Limits 8-5
The VOR OSS trips when the following conditions are satisfied.
D D
VOR track or VOR arm has occurred plus 3 seconds elapsed time. Either of the following occurs. Distance to the station is less than 1/4 of the barometric altitude and distance measuring equipment (DME) is present. Lateral deviation is greater than 1 dot and the rate of deviation is greater than 1/9 dot per second and the DME is not present.
VOR After Over Station Sensor 1/2 (VOR AOSS 1/2)

When the aircraft is flying in the OSS state, beam deviation is monitored to determine when it is again useful to include in the command signal. The AOSS monitors beam deviation. When certain beam deviation conditions are satisfied, the AOSS trips. There are two stages to the AOSS. The first stage is AOSS 1, and AOSS 2 is the second stage. AOSS 2 does not trip until AOSS 1 has tripped. These sensors ensure that when beam deviation is included in the control signal, it is usable information.
D
VOR AOSS 1 occurs when the following conditions are satisfied. VOR OSS has occurred dependent on the active lateral mode. A calculated period of time has elapsed since the last TO/FROM transition on the horizontal situation indicator (HSI) in order for AOSS 1 to trip. The period of time elapsed is calculated using ground speed at altitude. The higher the altitude, the longer it takes to get through the cone of erratic radio information, and therefore, the longer the time period must be. Likewise, the lower the aircraft altitude, the smaller the cone of erratic radio information, and the shorter the time period must be to trip AOSS 1. The required elapsed time period is also affected by the aircrafts ground speed. The faster the ground speed, the quicker the aircraft travels through the cone. The slower the ground speed, the longer it takes to pass through the cone, and a longer time period is required to trip AOSS 1.
VOR AOSS 2 occurs when the following conditions are satisfied: VOR AOSS 1 has tripped plus 3 seconds. Beam deviation is less than 2 dots.
Once VOR AOSS 2 trips, beam deviation is again part of the control signal.
System Limits 8-6
A28- 1146- 041 Rev 4
SYSTEM OPERATING LIMITS

Control or Sensor Yaw Control (NOTE: Only yaw damper can be engaged on the ground.) Touch Control Steering (TCS) Pitch Wheel Heading Hold Heading Select Heading SEL Knob on HSI or Remote Slew Knob on Console
Mode Yaw Damper Autopilot Engage
Parameter Engage Limit Engage Limit
Value Up to 45_ left or right bank Roll up to 45_ Pitch up to 20_
Basic Autopilot
Roll Control Limit Pitch Control Limit Pitch Angle Limit Roll Angle Limit Roll Angle Limit Roll Rate Limit
Up to 45_ roll Up to 20_ pitch 20_ pitch Less than 6_ and no roll mode selected 24_ 4.0_/sec
VOR
CAPTURE: Beam Angle Course Knob NAV Receiver and Intercept (HDG SEL) DME Receiver Roll Angle Limit Roll Rate Limit Course Cut Limit at Capture Capture Point
Up to 90_
24_ 4.0_/sec 45_ course Function of beam, beam rate, course error, and DME distance MAX trip point is 180 mA MIN trip point is 20 mA
System Limits Table 8- (cont) -1
A28- 1146- 041 Rev 4
System Limits 8-7
Mode VOR (cont)
Control or Sensor
Parameter 24_ of roll 4.0_/sec
Value
TRACK: Roll Angle Limit Course Knob NAV Receiver and Roll Rate Limit DME Receiver (cont) Crosswind Correction OVER STATION: Course Change Roll Angle Limit
45_ course error
Up to 30_ 24_ Up to 90_ 30_ 7.0_/sec Function of beam, beam rate, and course error MAX trip point is 180 mA for LOC, and 230 mA for AZ MIN trip point is 35 mA 24_ of roll 5.5_/sec 45_ of course error Starts at 1500 ft radio altitude or 17 NM DME (MLS)
LOC or APR or BC or AZ
Course Knob and NAV Receiver
LOC CAPTURE: Beam Intercept Roll Angle Limit Roll Rate Limit Capture Point
LOC TRACK: Roll Angle Limit Roll Rate Limit Crosswind Correction Limit Gain Programming GS OR EL CAPTURE: Beam Capture Pitch Command Limit Pitch Rate Limit Gain Programming
GS or EL Receiver and Air Data Computer
Variable with intercept +10_/-15_ 0.2 g Starts at 1500 ft radio altitude or 6 NM DME (MLS)
System Limits Table 8- (cont) -1

Mode GA
Control or Sensor Control Switch on Throttles
Parameter Fixed Pitch-Up Command, Wings Level Series 100
Value
D 10_ pitch up - flaps >15_ D 12_ pitch up - flaps 15_ Series 300 D 9_ pitch up - regardless of flap position
Pitch Sync ALT Hold
TCS Switch on Wheel Air Data /FGC Computers
Pitch Altitude Command ALT Hold Engage Range Pitch Limit g Limit Pitch Rate Limit
20_ MAX 0 to 25,000 ft 20_ 0.1 g f(TAS)
VS Hold
Air Data /FGC Computers
VERT Speed Range 0 to +6,000 ft 0 to -8,000 ft Pitch Limit g Limit Pitch Rate Limit 20_ 0.1 g f(TAS) 80 to 300 kts 20_ 0.1 g f(TAS) 0 to 25,000 ft 20_ 0.1 g f(TAS)
IAS Hold
Air Data /FGC Computers
IAS Engage Range Pitch Limit g Limit Pitch Rate Limit
ALT Preselect
Air Data Computer, Altitude Preselect Controller
Preselect Capture Range Pitch Limit g Limit Pitch Rate Limit
System Limits Table 8-1
A28- 1146- 041 Rev 4
System Limits 8-9/(8-10 blank)
9.
Modes of Operation
This section contains a series of examples of typical system operation. The examples are illustrated using electromechanical displays. These examples also apply, if the optional EFIS is installed.
HEADING HOLD AND WINGS LEVEL

The basic lateral mode of the autopilot is HEADING HOLD. The HEADING HOLD mode is defined as:
D D D
Autopilot engaged No lateral flight director mode selected Bank angle less than 6_.
If the above conditions are satisfied, then the autopilot rolls the aircraft to a wings level attitude. When the aircrafts bank angle is less than 3_ plus 10 seconds, the HEADING HOLD mode is automatically engaged, as shown in Figure 9--1. There is no HEADING HOLD annunciator.
FAST
SLOW
L AFCS
R AFCS
AD--23339@
Heading Hold Cockpit Displays Figure 9-1

A28- 1146- 041 Rev 4 Modes of Operation 9-1
ROLL HOLD MODE

The autopilot recognizes that the ROLL HOLD mode is operational when the following occurs.
D D D
No lateral flight director mode is selected. The aircrafts bank angle is greater than 6_, but less than 45_. Touch control steering (TCS) was used to initiate the roll maneuver, with the autopilot engaged.
When the above conditions are satisfied, the autopilot maintains the desired bank angle. If TCS is released at bank angles greater than 45_, the autopilot rolls the aircraft to 45_ of bank angle and maintains. When the TCS button is used, the white TCS ENGAGED message is displayed on the advisory display unit, as shown in Figure 9--2, and the AP engage annunciator on the guidance panel extinguishes. There is no permanent ROLL HOLD mode annunciator.
FAST
SLOW
L AFCS
R AFCS
AD--23340@
Roll Hold Mode Displays Figure 9-2
Modes of Operation 9-2
A28- 1146- 041 Rev 4
HEADING SELECT MODE

The HEADING SELECT mode intercepts and maintains a magnetic heading. The mode is engaged by pushing the HDG button on the flight guidance controller. HDG is annunciated on the advisory display. Engaging the HEADING SELECT mode (annunciated as HDG SEL on the advisory display, as shown in Figure 9--3) resets all previously selected lateral modes. The heading bug on the HSI is positioned around the compass card to the heading the pilot has set to intercept, using the HDG knob on the instrument remote controller. The heading select error signal sent to the flight guidance computer is the difference between the actual aircraft heading and the selected aircraft heading. The flight guidance computer generates the proper roll command to intercept and maintain the pilot selected heading.
A28- 1146- 041 Rev 4
FAST
SLOW
L AFCS
R AFCS
AD--23341@
Heading Select Mode Displays Figure 9-3
A28- 1146- 041 Rev 4
Any one of the following cancels the HEADING SELECT mode :

D D D D D
Pushing the HDG button on the flight guidance controller Selecting go--around Automatic capture of any other lateral steering mode Coupling to the cross--side HSI Selecting standby on the flight guidance controller.
VOR (NAV) CAPTURE MODE

The VOR mode automatically intercepts, captures and tracks a selected VOR radial, using the V/L navigation source selected on the flight guidance controller. Before engaging the mode, the pilot follows the procedure in Table 9--1. Step 1 2 3 4 Procedure Tune the NAV receiver to the desired VOR frequency. Select V/L as the navigation source on the flight guidance controller. Set the course pointer on the HSI for the desired course to be flown toward or away from the station. Set the heading bug on the HSI for the desired intercept for the selected course. VOR Capture Setup Procedure Table 9-1
A28- 1146- 041 Rev 4
With the aircraft outside of the normal capture range of the VOR signal (typically the CDI on the HSI is greater than two dots, as shown in Figure 9--4), the pilot selects the NAV button on the flight guidance controller. At this time, the advisory display annunciates HDG SEL and VOR in white, as shown in Figure 9--5. The flight guidance computer is armed to capture the VOR signal and generates a roll command to fly the HEADING SELECT mode as previously discribed.
VOR Capture, Plan View Figure 9-4
A28- 1146- 041 Rev 4
FAST
SLOW
L AFCS
R AFCS
AD--23343@
VOR Capture Displays Figure 9-5
A28- 1146- 041 Rev 4
When the aircraft reaches the lateral beam sensor (LBS) trip point, the system automatically drops the HDG SEL mode and switches to the VOR capture phase. The following is displayed on the advisory display:
D D D
The white VOR message extinguishes. The HDG SEL message extinguishes. The VOR* message is annunciated, as shown in Figure 9--6.
L AFCS
R AFCS
AD--23344@
VOR Capture Displays Figure 9-6

Modes of Operation 9-8 A28- 1146- 041 Rev 4
The asterisk indicates that the system is in the capture phase of operation. The green capture message is momentarily displayed in reverse video to emphasize the transition from armed to capture. The flight guidance computer generates the proper roll command to bank the aircraft and track the selected VOR radial, as shown in Figure 9--7.
VOR Capture Phase, Plan View Figure 9-7 When the course select pointer was set on the HSI using the CRS knob on the instrument remote controller, the course select error signal was established. This signal represents the difference between the actual aircraft heading and the desired aircraft course. The course error signal is then sent from the HSI to the flight guidance computer. The radio deviation signal is routed from the navigation receiver to the flight guidance computer, where the signal is lateral gain programmed. The lateral gain programming is performed as a function of DME distance to the station and barometric altitude. This gain programming adjusts for the aircraft either coming toward or moving away from the VOR station. The DME compensation approximates ground range to the station for more accurate gain programming and to help calculate over station sensing (OSS).
A28- 1146- 041 Rev 4
VOR (NAV) TRACK MODE

When flying a VOR intercept, the optimum intercept angle should be less than 45_. If the intercept angle is greater than 45_, course cut limiting may occur. The course cut limiter functions primarily when approaching the desired VOR radial at an intercept angle greater than 45_ and at high speed. Its function is to limit steering commands to 45_, which forces a flightpath to get on the selected radial sooner to prevent overshooting beam center. Typically, the roll command makes an initial heading change, levels out and flies toward the beam, and then makes a second heading change to get lined up on the center of the selected radial, as shown in Figure 9--8.
Course Cut Limiting, Plan View Figure 9-8 When the aircraft satisfies VOR track conditions, the course error signal is removed from the lateral steering command. This leaves radio deviation, roll attitude, and lateral acceleration to track the VOR signal and to compensate for beam standoff in the presence of a crosswind. The system automatically compensates for a crosswind of up to 45_ course error.
A28- 1146- 041 Rev 4
When the aircraft meets VOR track criteria, the asterisk on the VOR message displayed on the advisory display is removed, as shown in Figure 9--9.
FAST
SLOW
L AFCS
R AFCS
AD--23347@
VOR Tracking Displays Figure 9-9
A28- 1146- 041 Rev 4
As the aircraft approaches the VOR station, it enters a zone of unstable radio signal. This zone of confusion radiates upward from the station in the shape of a truncated cone, as shown in Figure 9--10. In this area, the radio signal becomes highly erratic and it must be removed from the roll command. The over station sensor monitors for when the aircraft enters the zone of confusion and removes radio deviation from the roll command. When over the VOR station, the system accepts and follows a course change of up to 30_.
VOR Zone of Confusion Figure 9-10 The VOR mode is cancelled by any one of the following:
D D D D D D
Pushing the NAV button on the flight guidance controller Selecting the HEADING SELECT mode Changing NAV sources Selecting go--around Selecting standby on the flight guidance controller Coupling to the cross--side HSI.
A28- 1146- 041 Rev 4
VOR APPROACH (VOR APP) MODE

The VOR APPROACH mode automatically intercepts, captures, and tracks a selected VOR radial when using the VOR as an approach reference to land. The VOR APPROACH mode is set up and flown as described in Table 9--2 . Step 1 2 3 4 5 6 Procedure Tune the NAV receiver to the desired VOR frequency. Select V/L as the navigation source on the flight guidance controller. Set the course pointer on the HSI to the published approach course. Set the heading bug on the HSI for the desired intercept for the selected course. Select APP on the flight guidance controller. The capture and track messages on the advisory display identify VOR APP.
NOTE:
Selected gains in the flight guidance computer are changed to optimize system performance in the VOR APP mode. VOR Approach Setup Procedure Table 9-2
A28- 1146- 041 Rev 7
RNAV ENROUTE MODE

The RNAV mode automatically intercepts, captures, and tracks a selected ground track to or from the VORTAC station, or to an offset waypoint using the VORTAC station as the reference. To fly in the RNAV mode, follow the procedure in Table 9--3. Step 1 2 Procedure Tune the RNAV receiver to the frequency of the selected VORTAC station. Push the AUX button on the flight guidance controller, to select RNAV as the navigation source for the flight guidance computer. Establish the navigation problem in the RNAV in accordance with the operating procedures set by the manufacturer. Push the NAV button on the flight guidance controller to annunciate an LNAV message on the advisory display. With RNAV selected as the source, the flight director portion of the flight guidance computer goes immediately into the capture phase of operation. RNAV Setup Procedure Table 9-3 The RNAV steering command is routed to the flight guidance computer. Since lateral gain is programmed in the RNAV unit itself, it is not necessary to do it again in the flight guidance computer. The RNAV steering command is processed as a computed steering signal.
A28- 1146- 041 Rev 4
LOCALIZER (NAV) MODE

The localizer mode automatically intercepts, captures, and tracks the front course localizer beam, to line up on the centerline of the runway in use. Prior to mode engagement, the pilot follows the procedure in Table 9--4. Step 1 2 3 4 Procedure Tune the navigation receiver to the published front course localizer frequency for the runway in use. Set the course pointer on the HSI for the inbound runway course heading. Set the heading bug on the HSI for the desired heading to perform a course intercept. Select V/L as the NAV source on the flight guidance controller. Localizer Setup Procedure Table 9-4
A28- 1146- 041 Rev 4
The HSI displays the relative position of the aircraft to the center of the localizer beam and the desired inbound course. With the heading bug set for course intercept, the HEADING SELECT mode is used to perform the intercept. Outside the normal capture range of the localizer signal (between one and two dots on the HSI), pushing the NAV button on the flight guidance controller displays the following on the advisory display as shown in Figure 9--11:
D D
HDG SEL LOC in white. If the NAV button on the flight guidance controller is used for localizer approaches, the following occurs: The glideslope scale is not displayed and the GS annunciator is not armed as a vertical flight director mode. The advisory display message RAD ALT INVLD (Radio Altitude Invalid) is not displayed below 500 feet above ground level (AGL) unless the radio altitude is invalid.
NOTE:
A28- 1146- 041 Rev 4
FAST
SLOW
L AFCS
R AFCS
AD--23349@
Localizer Approach Displays Figure 9-11
A28- 1146- 041 Rev 4
The aircraft flies the desired heading intercept and the system is armed for automatic localizer beam capture, as shown in Figure 9--12.
Localizer Beam Intercept, Plan View Figure 9-12 With the aircraft approaching the selected course intercept, the lateral beam sensor (LBS) monitors localizer beam deviation, beam rate, and TAS. At the computed time, the LBS trips and captures the localizer signal. The flight guidance computer drops the HEADING SELECT mode and generates the proper roll command to bank the aircraft toward localizer beam center. When the LBS trips, the advisory display shows the following, as shown in Figure 9--13:
D D D
The HDG SEL message extinguishes. The white LOC message extinguishes. A LOC* message annunciates.
A28- 1146- 041 Rev 4
FAST
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L AFCS
R AFCS
AD--23351@
Localizer Capture Displays Figure 9-13
A28- 1146- 041 Rev 4
The asterisk indicates the system is in the capture phase of operation. The green capture message is momentarily displayed in reverse video to emphasize the transition from armed to capture. The flight guidance computer generates the proper roll command to bank the aircraft to capture and track the selected localizer signal, as shown in Figure 9--14.
Localizer Capture, Plan View Figure 9-14 As the aircraft continues toward the localizer beam center, the computer more precisely tracks beam center. With the aircraft almost lined up on localizer beam center, the computer automatically changes to the LOC TRACK mode. The LOC CAP and LOC TRACK modes maintain a truer flightpath along the localizer beam. This is annunciated on the advisory display by removing LOC asterisk, as shown in Figure 9--15. NOTE: When flying a localizer intercept, the optimum intercept angle is 45_. If the intercept angle is greater than 45_, course cut limiting may occur as described in the VOR mode of operation.
A28- 1146- 041 Rev 4
FAST
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L AFCS
R AFCS
AD--23353@
Localizer Tracking Displays Figure 9-15 When the course select pointer is set on the HSI using the CRS knob on the instrument remote controller, the course select error signal was established. This signal represents the difference between actual aircraft heading and desired aircraft course.
Lateral gain programming is required to adjust the gain applied to the localizer signal due to the aircraft approaching the localizer transmitter and beam convergence caused by the directional qualities of the localizer antenna. The lateral gain programmer is controlled by a distance from transmitter estimator, shown in Figure 9--16.
Localizer Tracking, Profile View Figure 9-16 If both radio altitude and glideslope deviation are valid, then distance is calculated using radio altitude and glideslope deviation data. If only radio altitude is valid, distance is first estimated for capture and then, when in the final track mode, it is assumed that an approach to the runway is being made without glideslope, and distance is calculated based on radio altitude only. If radio altitude information is not valid, then distance is estimated as a function of glideslope deviation and TAS. If neither radio altitude nor glideslope data is valid, then distance is estimated as a function of TAS and time. When the aircraft satisfies the localizer track conditions, the course error signal is removed from the lateral steering command. This leaves radio deviation, roll attitude, and lateral acceleration to track the localizer signal and compensate for localizer beam standoff in the presence of a crosswind. The system automatically compensates for a crosswind of up to 45_ course error. The localizer mode is cancelled by any one of the following: D Pushing the NAV button on the flight guidance controller
D D D D D D
Selecting go--around Selecting the HEADING SELECT mode Selecting the back course lateral steering mode Coupling the cross--side HSI Selecting standby on the flight guidance controller Changing NAV sources.
A28- 1146- 041 Rev 4
BACK COURSE (BC) MODE

The BC mode automatically intercepts, captures, and tracks the back course localizer signal, as shown in Figure 9--17.
Back Course, Plan View Figure 9-17 When flying a back course localizer approach, glideslope capture is automatically inhibited. The BC mode is set up and flown as described in Table 9--5. Step 1 2 3 4 Procedure Tune the navigation receiver to the published front course localizer frequency for the runway in use. Set the course pointer on the HSI for the published front course. Set the heading bug on the HSI for the desired heading to the back course intercept. Select BC as the NAV source on the flight guidance controller. Back Course Setup Procedure Table 9-5
A28- 1146- 041 Rev 7
With the aircraft outside the normal localizer capture limits, the advisory display annunciates, as shown in Figure 9--18.
D D
BC in white HDG SEL.
FAST
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L AFCS
R AFCS
AD--23356@
Back Course Armed Displays Figure 9-18

At back course capture, the advisory displays annunciate BC*, as shown in Figure 9--19.
FAST
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L AFCS
R AFCS
AD--23357@
Back Course Capture Displays Figure 9-19
A28- 1146- 041 Rev 4
When the BC mode was selected on the flight guidance panel, logic in the flight guidance computer reverses the polarity of the course error and localizer signals. A gain change takes place in the computer when BC is selected, since the aircraft will be closer to the localizer transmitter by the length of the runway plus 1000 ft as it approaches the runway. When the aircraft is tracking on back course, the asterisk on the BC annunciator is dropped, as shown in Figure 9--20.
FAST
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L AFCS
R AFCS
AD--23358@
Back Course Tracking Displays Figure 9-20

At back course capture, the flight guidance computer generates a roll command to smoothly capture and track the back course localizer signal. The BC mode is cancelled by any one of the following:
D D D D D D
Pushing the BC button on the flight guidance controller Selecting the heading or go--around modes Coupling to the cross--side HSI Selecting the APR mode Changing NAV sources Selecting standby on the flight guidance controller.
ILS APPROACH MODE

The APPROACH mode automatically intercepts, captures, and tracks the front course localizer and glideslope signals, as shown in Figure 9--21. This means the pilot can fly a fully coupled ILS approach. The mode is interlocked, so that glideslope capture is inhibited, until localizer capture has occurred.
ILS Approach Mode, Plan View Figure 9-21
A28- 1146- 041 Rev 4
The APPROACH mode is set up and flown as described in Table 9--6. Step 1 2 3 4 5 Procedure Tune the NAV receiver to the published ILS frequency for the runway in use. Select V/L as NAV source on the flight guidance controller. Set the course pointer on the HSI for the published inbound course. Set the heading bug on the HSI to intercept the localizer. Select the APP mode on the flight guidance controller. With the localizer armed, the cockpit annunciates, as shown in Figure 9--22. ILS Approach Mode Procedure Table 9-6
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FAST
SLOW
L AFCS
R AFCS
AD--23360@
ILS Armed Display Indications Figure 9-22
A28- 1146- 041 Rev 4
With the localizer captured, and outside the normal glideslope capture limits, the avisory display indicates the following messages, as shown in Figure 9--23.
D D
LOC* GS in white.
As with the localizer mode, heading select was used to initiate the localizer approach intercept.
A28- 1146- 041 Rev 4
FAST
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L AFCS
R AFCS
AD--23362@
Glideslope Capture Displays Figure 9-23
A28- 1146- 041 Rev 4
As the aircraft approaches the glideslope beam, as shown in Figure 9--24, the vertical beam sensor (VBS) monitors TAS, vertical speed, and glideslope deviation in determining the correct capture point. At glideslope capture, the computer drops any other vertical mode that was in use, and automatically generates a pitch command to smoothly track the glideslope beam.
Aircraft Approaching the Glideslope Beam, Profile View Figure 9-24 The advisory displays: LOC D GS* .
D
The asterisk denotes the capture phase of mode operation. The GS* is momentarily displayed in reverse video to highlight GS capture. After glideslope capture, with the aircraft following the beam, the advisory display displays GS, as shown in Figure 9--25.
A28- 1146- 041 Rev 4
FAST
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L AFCS
R AFCS
AD--23363@
Glideslope Tracking Displays Figure 9-25
A28- 1146- 041 Rev 4
Glideslope deviation is routed from the navigation receiver to the flight guidance computer. Gain programming is performed on the glideslope signal to compensate for the aircraft closing on the glideslope transmitter, shown in Figure 9--26, and beam convergence caused by the directional properties of the glideslope antenna. Glideslope programming is normally computed as a function of radio altitude and vertical speed. If the radio altimeter is not valid, then GS gain programming is accomplished as a function of preset height above runway estimates and run down as a function of true airspeed and time.
Glideslope Tracking, Profile View Figure 9-26 The APPROACH mode is cancelled by:
D D D D D
Pushing the NAV or APP buttons on the flight guidance controller. Selecting go--around or standby Selecting any other lateral or vertical mode on Changing NAV sources Coupling to the cross--side HSI.
A28- 1146- 041 Rev 4
AZIMUTH (MLS) MODE

The Azimuth mode automatically intercepts, captures, and tracks the azimuth (AZ) beam, to line up on the centerline of the runway in use. Before the mode is engaged, the pilot follows the procedure in Table 9--7. Step 1 2 3 Procedure Tune the MLS receiver to the published azimuth frequency for the runway in use. Select MLS as the navigation source on the flight guidance controller. Set the course pointer on the HSI for the inbound runway heading. Some MLS installations automatically slew the HSI course pointer. Set the heading bug on the HSI for the desired heading to perform a course intercept. MLS Setup Procedure Table 9-7
A28- 1146- 041 Rev 4
The HSI displays the relative position of the aircraft to the center of the azimuth beam and the desired inbound course. With the heading bug set for course intercept, the HEADING SELECT mode is used to perform the intercept, shown in Figure 9--27.
MLS Approach To Capture, Plan View Figure 9-27 When the aircraft is outside the normal capture range of the azimuth signal (between one and two dots on the HSI), and the NAV button on the flight guidance controller is pushed, the advisory display annunciates, as shown in Figure 9--28.
D D
HDG SEL AZ in white.
The aircraft is flying the desired heading intercept and the system is armed for automatic azimuth beam capture.
A28- 1146- 041 Rev 4
FAST
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L AFCS
AZ HDG SEL
ALT
R AFCS
AD--23366@
MLS Armed Displays Figure 9-28
A28- 1146- 041 Rev 4
With the aircraft approaching the selected course intercept, the lateral beam sensor (LBS) is monitoring azimuth beam deviation, beam rate, distance, and TAS. At the computed time, the LBS trips and captures the azimuth signal. The flight guidance computer drops the HEADING SELECT mode and generates the proper roll command to bank the aircraft toward azimuth beam center, as shown in Figure 9--29.
Aircrafts Turn to Capture, Plan View Figure 9-29
A28- 1146- 041 Rev 4
When the LBS trips, the following is shown on the advisory display, as shown in Figure 9--30.
D D D
The HDG SEL message extinguishes. The white AZ message extinguishes. An AZ* message is annunciated.
FAST
SLOW
L AFCS
R AFCS
AD--23368@
MLS Capture Displays Figure 9-30

The asterisk indicates the system is now in the capture phase of operation. The green capture message is momentarily displayed in reverse video to emphasize the transition from armed to capture. The flight guidance computer generates the proper roll command to bank the aircraft to capture and track the selected azimuth signal. With the aircraft almost lined up on azimuth beam center, the computer automatically changes to the AZ TRACK modes. The AZ TRACK modes apply tighter control law programming on the azimuth signal to better maintain a truer flightpath along the azimuth beam. This is annunciated on the advisory display by removing the AZ asterisk, as shown in Figure 9--31. NOTE: When flying azimuth intercept, the optimum intercept angle is 45_. If the intercept angle is greater than 45_, course cut limiting may occur as described in the VOR mode.
A28- 1146- 041 Rev 4
FAST
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L AFCS
R AFCS
AD--23369@
AZ Tracking Displays Figure 9-31 When the course select pointer is set on the HSI using the CRS knob on the instrument remote controller, the course select error signal is established. This signal represents the difference between actual aircraft heading and desired aircraft course.
Lateral gain programming is required to adjust the gain applied to the azimuth signal due to the aircraft approaching the azimuth transmitter and beam convergence caused by the directional qualities of the azimuth antenna. Lateral gain programming is controlled by a distance from transmitter estimator. If DME distance is available, it is used to calculate distance. If DME distance is not available, but both radio altitude and glideslope deviation are valid, the distance is calculated using radio altitude and glideslope deviation data, as shown in Figure 9--32. If only radio altitude is valid, distance is first estimated for capture. Then, in the final TRACK mode, it is assumed that an approach to the runway is being made without glideslope, and distance is calculated based on radio altitude only.
MLS Final Approach, Profile View Figure 9-32 If DME and radio altitude information is not valid, then distance is estimated as a function of glideslope deviation and TAS. If neither DME radio altitude, nor glideslope data is valid, then distance is estimated as a function of TAS and time. When the aircraft satisfies the azimuth track conditions, the course error signal is removed from the lateral steering command. This leaves radio deviation, roll attitude and lateral acceleration to track the azimuth signal and compensate for azimuth beam standoff in the presence of a crosswind. The system automatically compensates for a crosswind of up to 45_ course error. The azimuth mode is cancelled by any one of the following:
D D D D D D
Pushing the NAV button on the flight guidance controller Selecting go--around Selecting the HEADING SELECT mode Coupling the cross--side HSI Selecting standby on the flight guidance controller Changing NAV sources.
A28- 1146- 041 Rev 4
MLS APPROACH MODE

The MLS APPROACH mode automatically intercepts, captures, and tracks the azimuth and glidepath signals, as shown in Figure 9--33. This allows the pilot to fly a fully coupled MLS approach. For MLS, the pilot can capture the glidepath using the procedure in Table 9--8.
MLS Approach Mode, Plan View Figure 9-33 Step 1 2 3 Procedure Select MLS as the NAV source on the flight guidance controller. Tune the MLS receiver to the published MLS frequency for the runway in use. Set the course pointer to the published inbound course. Some MLS receivers automatically slew the course pointer to the correct course. Set the heading on the HSI to intercept the localizer. Select the APP mode on the flight guidance controller. When the AZ is armed, the cockpit displays, as shown in Figure 9--34. MLS Approach Mode Procedure Table 9-8
4 5
A28- 1146- 041 Rev 7
FAST
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L AFCS
R AFCS
AD--23372@
MLS Approach Armed Displays Figure 9-34
A28- 1146- 041 Rev 4
With the azimuth captured, and outside the normal glidepath capture limits, the advisory display indicates as shown in Figure 9--35.
D D
AZ* EL in white (EL if EL was previously captured).
FAST
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L AFCS
R AFCS
AD--23374@
MLS Approach Capture Displays Figure 9-35

As with the azimuth mode, heading select is used to initiate the azimuth approach intercept. As the aircraft approaches the glidepath beam, the vertical beam sensor (VBS) monitors TAS, vertical speed, and glidepath deviation in determining the correct capture point. At glidepath capture, shown in Figure 9--36, the computer drops any other vertical mode that was in use, and automatically generates a pitch command to smoothly track the glidepath beam.
MLS Approach, Profile View Figure 9-36 The advisory display annunciates:
D D
AZ (AZ in white if AZ was not previously captured). EL*.
The asterisk denotes the capture phase of mode operation. The EL* is momentarily displayed in reverse video to highlight EL capture. After glidepath capture, with the aircraft following the beam, the advisory display shows EL, as shown in Figure 9--37.
A28- 1146- 041 Rev 4
FAST
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L AFCS
R AFCS
AD--23376@
MLS Tracking Displays Figure 9-37
A28- 1146- 041 Rev 4
Glidepath deviation is routed from the navigation receiver to the flight guidance computer. Gain programming is performed on the glidepath signal to compensate for the aircraft closing on the glidepath transmitter, and beam convergence caused by the directional properties of the glidepath antenna. Glidepath programming is normally accomplished as a function of radio altitude and vertical speed. If the radio altimeter is not valid, then EL gain programming is done as a function of preset height above runway estimates and run down as a function of true airspeed and time. Figure 9--38 shows the aircraft tracking the glidepath.
MLS Approach Tracking, Profile View Figure 9-38 The APPROACH mode is cancelled by any one of the following:
D D D D D
Pushing the NAV or APP buttons on the flight guidance controller Selecting go--around or standby Selecting any other lateral or vertical mode on the flight guidance controller Changing NAV sources Coupling to the cross--side HSI.
A28- 1146- 041 Rev 4
DUAL COUPLE APPROACH MODE

During the tracking phase of an ILS approach, the system uses landing and flightpath information from both the pilots and copilots HSI. This dual phase has fail--operational performance through sensor redundancy management for the safety critical segment of the approach. The dual couple approach is engaged automatically. The DUAL COUPLE APPROACH mode is set up as described in Table 9--9. Step 1 2 3 Procedure Tune both NAV receivers to the ILS frequency for the approach runway. Set the selected course on both HSIs the same. When both the localizer and glideslope signals are on track, radio altitude is below 1200 feet and both NAV receivers are valid, the system transitions to the dual HSI mode of operation. Dual Couple Approach Setup Procedure Table 9-9 When this mode is active, both HSI SEL arrows on the flight guidance controller lights. In this mode, both flight guidance computers use information from both NAV receivers. This means the approach can continue if one of the NAV receivers fails. If one receiver fails, the flight guidance controller arrow that is associated with that receiver goes out and the approach mode remains active. In dual couple approach, both FGCs use averaged ILS data, perform the same computations, and therefore, send identical flight director commands to their respective ADI sides. Dual couple approach can be cancelled in two cases:
D
Automatic Cancellation Whenever invalid data from one ILS receiver is detected, the FGC selects the remaining side ILS data for guidance. When an unflagged ILS data mismatch occurs, the flight guidance computer performs an automatic sensor voting and selection. In both cases, the system automatically reverts to single HSI SEL on the side voted by the flight guidance computer. Manual Cancellation The flight director couples to the side it was coupled to before the dual couple approach was engaged.
A28- 1146- 041 Rev 4
PITCH ATTITUDE HOLD MODE

The PITCH ATTITUDE HOLD mode is the basic vertical flight director mode. It is activated when a flight director roll mode is selected without an accompanying PITCH mode. There is an annunciator for pitch hold on the advisory display, as shown in Figure 9--39. The pitch command on the ADI corresponds to the pitch attitude that existed when the ROLL mode was selected. This pitch reference can be changed, using the TCS button located on the pilots and copilots control wheel. The reference pitch attitude can also be changed using the PITCH wheel on the flight guidance controller, when the autopilot is engaged. Pitch attitude hold is cancelled by selecting any vertical mode or automatic capture of a vertical mode.
FAST
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L AFCS
R AFCS
AD--23377@
Pitch Attitude Hold Mode Displays Figure 9-39
A28- 1146- 041 Rev 4
VERTICAL SPEED (VS) HOLD MODE

The VS HOLD mode is used to automatically maintain the aircraft at a pilot selected vertical speed reference. To initiate the mode, the pilot maneuvers the aircraft to the desired climb or descent attitude, establishes the vertical speed reference, and engages the mode. The reference vertical speed can be changed by pushing the TCS button on the control wheel, maneuvering the aircraft to a new vertical speed and releasing the TCS button. The vertical speed reference can also be changed by the use of the PITCH wheel on the flight guidance controller. When the VS HOLD mode is engaged, the following occurs, as shown in Figure 9--40. VS is annunciated on the advisory display. D The advisory display shows FPM and the number of feet per minute.
D
FAST
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L AFCS
R AFCS
AD--23378@
Vertical Speed Hold Mode Displays Figure 9-40
A28- 1146- 041 Rev 4
When the VS reference is changed using the PITCH wheel on the flight guidance controller, the advisory display indicates the commanded VS reference. Actual aircraft vertical speed is displayed on the vertical speed indicator. When VS is selected, it resets all previously selected vertical modes. The VS HOLD mode may be cancelled by any one of the following:
D D D D
Pushing the VS button Selecting another vertical mode Selecting go--around or standby Coupling to the cross--side HSI.
INDICATED AIRSPEED (IAS) HOLD MODE

The IAS HOLD mode automatically maintains the aircraft at a pilot selected airspeed reference. To initiate the mode, the pilot maneuvers the aircraft to the airspeed reference, and engages the mode. The reference airspeed can be changed by pushing the TCS button on the control wheel, maneuvering the aircraft to a new airspeed, and releasing the TCS button. The airspeed reference can also be changed using the PITCH wheel on the flight guidance controller. When the IAS reference is changed using the PITCH wheel on the flight guidance controller, the advisory display indicates the commanded IAS reference. Actual aircraft airspeed is displayed on the IAS indicator. When IAS is selected, it resets all previously active vertical modes.
A28- 1146- 041 Rev 4
When the IAS mode is engaged,,as shown in Figure 9--41, the following occurs.
D D
IAS is annunciated on the advisory display. IAS in knots is also displayed.
FAST
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L AFCS
R AFCS
AD--23379@
IAS Hold Mode Displays Figure 9-41 The IAS mode is cancelled by any one of the following:
D D D D
Pushing the IAS button Selecting another vertical mode Selecting go--around or standby Coupling to the cross--side HSI.
A28- 1146- 041 Rev 4
ALTITUDE HOLD MODE

The ALTITUDE HOLD mode is a vertical axis flight director mode that is used to maintain a barometric altitude reference. To fly ALTITUDE HOLD, follow the procedure in Table 9--10. Step 1 2 Procedure Be in any lateral flight director mode. Push the ALT button on the flight guidance controller. Altitude Hold Mode Procedure Table 9-10 The ALT annunciator is displayed on the advisory display while altitude hold is active, as shown in Figure 9--42. The vertical axis of the flight director maintains the barometric altitude at the time of mode engagement. The reference altitude can be changed using TCS to maneuver to a new altitude and release the TCS button. Selecting the ALT mode cancels any other previously selected vertical mode.
FAST
SLOW
L AFCS
R AFCS
AD--23380@
Altitude Hold Mode Displays Figure 9-42

The ALT hold mode is cancelled by any one of the following:

D D D D
Moving the PITCH wheel on the flight guidance controller Pushing the ALT button on the flight guidance controller
Selecting any other vertical mode on, or captured D Selecting go--around or standby Coupling to the cross--side HSI.
ALTITUDE PRESELECT MODE

The ALTITUDE PRESELECT mode is used in conjunction with another vertical mode to automatically capture, level off, and hold the altitude that is set on the altitude preselect controller, as shown in Figure 9--43.
Altitude Preselect, Profile View Figure 9-43
A28- 1146- 041 Rev 4
The ALTITUDE PRESELECT mode captures and levels off on the desired altitude, while the other vertical mode is used to fly to the desired altitude. To fly the ALTITUDE PRESELECT mode, follow the procedure in Table 9--11. Step 1 2 3 4 Procedure Set the desired altitude on the controller. Push the ALT SEL button on the flight guidance controller. Initiate the required ascent or descent to the new altitude. Engage another vertical mode, such as VS or IAS on the flight guidance controller. Altitude Preselect Mode Procedure Table 9-11 The advisory display annunciates the following mode messages:
D D
ALT SEL in white The other vertical mode in green.
The aircraft flies toward the desired altitude using one vertical mode, while ALT SEL is armed to automatically capture the desired altitude. When the altitude select capture detector trips, the altitude select mode is captured and the other active vertical mode is dropped. The advisory display shows ALT*. The asterisk denotes that the aircraft is in the capture portion of mode operation. The ALT is momentarily displayed in reverse video to highlight mode capture. At ALT SEL capture, a command is generated to smoothly flare the aircraft onto the selected altitude.
A28- 1146- 041 Rev 4
If the altitude select mode is engaged late (i.e., the aircraft has already gone through the selected altitude but is still within 250 feet of it), the the capture detector trips immediately and initiates the flare maneuver to capture the selected altitude. The aircraft remains in the ALT SEL capture mode until the following conditions exist simultaneously:
D D D
ALT SEL CAP Altitude error less than 25 ft Altitude rate less than 5 ft/sec.
At this time, the ALT SEL mode is dropped and altitude hold comes on automatically. ALT SEL capture is cancelled by any one of the following:
D D D D D
Moving the pitch PITCH wheel on the flight guidance controller Setting a new altitude target on the altitude preselect controller Selecting another vertical mode on Selecting go--around or standby Coupling to the cross--side HSI.
A28- 1146- 041 Rev 4
GO- AROUND (WINGS LEVEL) MODE The GO--AROUND (GA) mode normally transitions from an ILS approach to a climbout condition when a missed approach has occurred. The pilot selects go--around by pushing the GA button located on either outboard throttle handle. With go--around selected, all flight director modes are cancelled, and the autopilot is disengaged. The advisory display indicates WINGS LEVEL and GA. The ADI shows a wings level command laterally and, for Series 100 aircraft, a 10_ or 12_ nose up (depending on selected flaps), or for Series 300 aircraft, a 9_ nose up command vertically.
L AFCS
R AFCS
AD--23382@
Go-Around Displays Figure 9-44
A28- 1146- 041 Rev 4
10. Troubleshooting
This section guides the flightcrew through basic troubleshooting concepts, access and retrieval of event codes, and writing squawk sheets. It does not describe troubleshooting down to the black box level.
TROUBLESHOOTING DIGITAL AVIONICS

Maintenance of digital flight control systems requires a different approach than for analog systems. Flightcrew and maintenance personnel can operate this system more effectively by understanding the differences between digital and analog systems. Table 10--1 explains some of the differences between digital and analog systems. Digital System
Digital flight control systems yield identical results from identical tasks. Digital system self--tests are straight forward program checks during power application or actual operations. Digital systems produce event codes to determine fault location. Digital systems are not affected by temperature.
Analog System
Over time, analog systems are subject to component degradation that can influence the outcome of the circuits function. Self--tests of analog systems are complicated, typically involving injecting signals and measurement to determine their effect. Therefore, most analog systems are not equipped with a self test. Analog systems rarely diagnose the cause of a fault or intermittent event. Analog systems are affected by temperature changes.
Digital and Analog System Differences Table 10-1
A28- 1146- 041 Rev 4
Troubleshooting 10-1
A digital system either works or it doesnt. There are no intermediate stages. An analog system can have many in--between stages, leading to confusion while troubleshooting. For example, a digital systems ALT SEL (altitude select) mode always operates the same if external sensor data is accurate. As time passes, an analog system introduces variations to mode performance even if its external sensors have not yet changed. A digital system is more likely to have an external sensor problem (i.e., micro air data computer (MADC), gyros, accelerometers, NAV/DME) than it is to have a problem with the Integrated Avionics Computer (IAC). The IAC does extensive self--testing and continuous monitoring that positively affects maintainability and reliability.
TYPICAL PROBLEMS
Problems typically associated with flight control systems are listed below. The list is divided into lateral mode problems, vertical mode problems, and problems common to both vertical and lateral modes. It assumes the autopilot is engaged. The lists of problems and the illustrations are not all inclusive, but are typical of the problems most often encountered.
Lateral Mode Problems

Lateral mode problems are listed in Table 10--2. Mode
HDG Mode
Problems -- Tails -- Oscillates -- Wont hold --------Undershoots capture Overshoots capture Missed capture Standoff Oscillates Captures early
NAV, BC, or VOR APR mode, and localizer portion of APR mode
Lateral Mode Problems Table 10-2

Troubleshooting 10-2 A28- 1146- 041 Rev 4
Figure 10--1 shows a graphic representation of in--flight lateral mode conditions and problems.
Lateral Mode Conditions and Problems Figure 10- (cont) -1

A28- 1146- 041 Rev 4 Troubleshooting 10-3
Lateral Mode Conditions and Problems Figure 10-1
Vertical Mode Problems

Vertical mode problems are listed in Table 10--3. Mode
Air data hold modes (ALT, VS, IAS, MACH)
Problem
-- Oscillates -- Porpoises -- Does not hold reference Altitude preselect (ASEL) -- Misses capture -- Undershoots capture -- Overshoots capture -- Standoff GS mode (vertical portion of APR -- Captures early mode) -- Standoff -- Oscillates Vertical Mode Problems Table 10-3
Troubleshooting 10-4 A28- 1146- 041 Rev 4
Figure 10--2 shows a graphic representation of in--flight vertical mode conditions and problems.
Vertical Mode Conditions and Problems Figure 10-2

A28- 1146- 041 Rev 4 Troubleshooting 10-5
Combined Vertical and Lateral Mode Problems

Table 10--4 lists combined vertical and lateral mode problems. Mode Mode Logic Problems Autopilot Problems
D D D D D D
Problems Modes do not engage Modes do not clear Autopilot does not engage Autopilot does not follow commands Stick bump Stick buzz
Problems Common to Both Vertical and Lateral Modes Table 10-4
PILOT WRITE-UP Report Forms

Honeywell provides squawk sheets on the back of flight plan forms, Honeywell Form number 20323--000, dated 1/99, to aid flight planning and troubleshooting. The form is shown in Figure 10--3. The sample form in Figure 10--3 can be copied and used to record event codes for reporting purposes if Tablets of the forms are not available. The following paragraphs present general guidelines for making pilot write--ups for maintenance technicians.
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Preliminary Considerations
Before making an entry, determine conditions under which the problem exists. Consider the following questions:
D D D
Are there any obvious problems (flags in view or fault annunciators lit)? Is the problem in pitch, roll, or yaw axis, or a combination of them? Is the problem present in all modes, or only under specific conditions such as: Flaps or gear up or down, or speed brakes in or out Certain aircraft power configuration Certain speed Certain altitude Two or more modes Certain sequence in mode selection Specific radio frequencies (NAV or COM) When keying a transmitter When weather radar is operating Certain electrical configurations (are all circuit breakers in)?
Does the autopilot follow the commands as shown by the flight director command cue and horizontal situation indicator lateral deviation bar? Can the flight director commands be flown manually with the autopilot disconnected? Does some problem exist with autopilot engaged in a HEADING HOLD or PITCH HOLD mode? In radio modes, are certain conditions such as another aircraft in front of LOC or GS transmitter (overflight disturbances), VOR beam scallops, etc., present?
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Writing the Report

Define the problem, including specific conditions under which the problem exists, such as:
D D D D D
Flags showing (which ones, if any) Mode or modes selected IAS when the problem occurs Period and magnitude of any oscillations Any inputs that fail to work (such as heading bug when in HDG mode).
Commonly Used Terms

Table 10--5 lists some of the most common terms and their definitions. Term
Autopilot Active Autopilot Loose Porpoising Pumping Stick Bump
Definition
Controls continually move in still air with small command errors. Autopilot does not null command bars satisfactorily in most modes. Low frequency oscillation in the pitch axis, typically 10--second period or longer. The control wheel moves back and forth, usually with a low frequency, and typically a 1-- to 10--second period. Controls give a quick moderate movement, usually with virtually no aircraft movement, and mostly associated with autopilot engagement or mode changes. With autopilot engaged, a high frequency, small movement of the control wheel can be felt without aircraft movement.
Stick Buzz
Definitions of Terms Table 10-5
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DEPT ARPT
FUEL LOAD
OUT
OFF
HOBBS OUT
Pilots Squawk Check Sheet

Description:
DEST ARPT
FUEL REMAINING IN
ON
HOBBS IN
ATIS (DEP)
WIND
WEATHER
TEMP
ALTIMETER
RUNWAY
NOTAMS
Ground
T/O CLEARANCE
Takeoff Approach Gear down
Climb Landing Flaps Altitude BRG Pointers
Cruise APU On Off
Descent Gear up Airspeed Reversion: Nav Source AP On AP Off
V1 VR V2 ALTIMETER WIND WEATHER TEMP
AP1 AP2
A/T On A/T Off
Lateral F/D mode Vertical F/D mode WX radar off WX radar on Fault annunciators/CAS messages: Remarks:
ATIS (LDG)
RUNWAY
NOTAMS
20323-000 (1/99)
(Squawk Sheet on Reverse Side)
(Return this with LRU to be repaired)
AD--62751--R1@
Pilot Check and Squawk Sheet Figure 10-3
A28-1146-041 Rev 4
Troubleshooting 10-9/(10-10 blank)
Flight Fault Summary

The dual flight guidance system has built--in diagnostics that are used to determine the cause of in--flight AFCS failures. The FLIGHT FAULT SUMMARY mode is entered using the ground maintenance switch located on the AFCS interface unit (located in avionics compartment at bottom left side of cockpit entryway). The ground maintenance test mode can only be entered with the aircraft on the ground. If an AFCS failure occurs in flight, the ground maintenance test mode should be entered after landing in order to retrieve the FLIGHT FAULT SUMMARY data. The advisory display reads as shown in Figure 10--4 after the ground maintenance test has been entered.
L AFCS
R AFCS
AD-23386@
Advisory Display After Flight Fault Initiation Figure 10-4 The pilot can step through the tests using the L AFCS button until test 98 FLIGHT FAULT SUMMARY appears as shown in Figure 10--5.
L AFCS
R AFCS
AD-23387@
Advisory Display With Flight Fault Summary Displayed Figure 10-5
A28- 1146- 041 Rev 4
To retrieve the fault data, push the RESET button and data for the first flight guidance computer is displayed as shown in Figure 10--6. The alphanumeric codes should be recorded on the pilots squawk sheet so it can be used by Honeywell personnel in troubleshooting the problems. A second push of the RESET button displays the fault data for the second flight guidance computer. NOTE: If power is shut down, flight fault summary data is lost.
L AFCS
R AFCS
AD-23388@
Advisory Display With Flight Fault Data Figure 10-6
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11. Honeywell Product Support

The Honeywell SPEXR program for corporate operators provides an extensive exchange and rental service that complements a worldwide network of support centers. An inventory of more than 9,000 spare components assures that your Honeywell equipped aircraft will be returned to service promptly and economically. This service is available both during and after warranty. The aircraft owner/operator is required to ensure that units provided through this program have been approved in accordance with their specific maintenance requirements. All articles are returned to Reconditioned Specifications limits when they are processed through a Honeywell repair facility. All articles are inspected by quality control personnel to verify proper workmanship and conformity to Type Design and to certify that the article meets all controlling documentation. Reconditioned Specification criteria are on file at Honeywell facilities and are available for review. All exchange units are updated with the latest performance reliability MODs on an attrition basis while in the repair cycle. When contacting a Honeywell Dealer or Customer Support Center for service under the SPEXR program, the following information regarding the unit and the aircraft are required:
D D D D D D D D D
Complete part number with dash number of faulty unit Complete serial number of faulty unit Aircraft type, serial number and registration number Aircraft Owner Reported complaint with faulty unit Service requested (Exchange or Rental) Ship to address Purchase order number. If faulty unit is IN WARRANTY:
Type of warranty (NEW PRODUCT or Exchange) Date warranty started D If faulty unit is covered under a Maintenance Contract: Type of contract Contract date Plan ID number D If faulty unit is NOT IN WARRANTY, provide billing address.
A28- 1146- 041 Rev 4 Honeywell Product Support 11-1
The Honeywell Support Centers listed below will assist with processing exchange/rental orders. 24-HOUR EXCHANGE/RENTAL SUPPORT CENTERS
U.S.A. - DALLAS 800-872-7739 972-402-4300 ENGLAND - BASINGSTOKE 44-1256- -2200 -72FRANCE - TOULOUSE 33- -6171-5-9662 AUSTRALIA - TULLAMARINE 61- -9330-3-1411 GERMANY - AOA GAUTING 0172-8207300 (in Germany) 49-172-8207300 (outside Germany) SINGAPORE 65-542-1313
CUSTOMER SUPPORT CENTERS - NORTH AMERICA Dallas Support Center Honeywell 7825 Ridgepoint Dr. IRVING, TX 75063 TEL: 972--402--4300 FAX: 972--402--4999 Minneapolis Support Center Honeywell 8840 Evergreen Boulevard MINNEAPOLIS, MN 55433--6040 TEL: 612--957--4051 FAX: 612--957--4698 Central Support Center Honeywell 1830 Industrial Avenue WICHITA, KS 67216 TEL: 316--522--8172 FAX: 316--522--2693 Miami Support Center Honeywell 7620 N.W. 25th Street Bldg. C Unit 6 MIAMI, FL 33122 TEL: 305--436--8722 FAX: 305--436--8532 Ohio Support Center Honeywell 8370 Dow Circle STRONGSVILLE, OH 44136 TEL: 440--243--8877 FAX: 440--243--1954 Northwest Support Center Honeywell 4150 Lind Avenue Southwest RENTON, WA 98055 TEL: 425--251--9511 TLX: 320033 FAX: 425--243--1954
Honeywell Product Support 11-2
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CUSTOMER SUPPORT CENTERS - REST OF THE WORLD United Kingdom Support Center Honeywell Avionics Systems Ltd Edison Road, Ringway North BASINGSTOKE, HANTS, RG21 6QD ENGLAND TEL:44--1256--72--2200 FAX:44--1256--72--2201 AOG: 44--1256--72--2200 TLX: 51--858067 Singapore Support Center Honeywell Aerospace Pte. Ltd. 2 Loyang Crescent SINGAPORE 1750 TEL: 65--542--1313 FAX: 65--542--1212 AOG: 65--542--1313 TLX: RS 56969 HWLSSC Germany Support Center AOA Apparatebau Gauting GmbH Ammerseestrasse 45--49 D82131 Gauting GERMANY TEL: 49--89--89317--0 FAX: 49--89--89317--183 After Hours AOG Service: 0172--8207300 (in Germany) 49--172--8207300 (outside Germany) TLX: 0521702 France Support Center Honeywell Aerospace 1 Rue Marcel--Doret, B.P.14 31701 BLAGNAC CEDEX, FRANCE (Toulouse) TEL:33--5--6212--1500 FAX: 33--5--6130--0258 AOG: 33--5--6171--9662 TLX: 521635F Australia Support Center Honeywell Ltd. Trade Park Drive TULLAMARINE, 3043, VICTORIA AUSTRALIA (Melbourne) TEL: 61--3--9330--1411 FAX: 61--3--9330--3042 AOG: 61--3--9330--1411 TLX: 37586 HWLTUL
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PUBLICATION ORDERING INFORMATION

Additional copies of this manual can be obtained by contacting: Honeywell Commercial Electronic Systems P.O. Box 21111 Phoenix, Arizona 85036-1111 Attention: Publication Distribution, Dept. M/S V19A1 Telephone No.: FAX: E-MAIL (602) 436-6900 (602) 436-1588 CAS-publications-distribution@ honeywell.com
A28- 1146- 041 Rev 4
12. Acronyms and Abbreviations

Acronyms and abbreviations used in this manual are defined as follows: TERMS ADC ADI ACFT AFCS AGL AHCP AHRS AHRU ALT ANSI AOSS AP APIRS APP ASCB ATT AUX AZ BC C CAP cm CPL CRS DADC dc DG DH DIFCS DISC DME DTRK
A28- 1146- 041 Rev 5
DEFINITION Air Data Computer Attitude Director Indicators Aircraft Automatic Flight Control System Above Ground Level Attitude and Heading Control Panel Attitude and Heading Reference System Attitude Heading Reference Unit Alert, Altitude American National Standards Institute After Over Station Sensor Autopilot Aircraft Piloting Inertial Reference Sensor Approach Avionics Standard Communications Bus Attitude Auxiliary Azimuth Back Course Cyclic Capture Centimeters Couple Course Course Select Digital Air Data Computer Direct Current Directional Gyro Decision Height Digital Integrated Flight Control System Disconnect Distance Measuring Equipment Desired Track
Acronyms and Abbreviations 12-1
TERMS EADI EFIS EGPWS EHSI FAA FD FGC FMS FP fpm FREQ GA GCR GMAP GS GSPD HDG HSI IAC IAS ILS INS INVLD IRS L LBS LDG LOC LRN MADC MAG MFD MK MLS MPEL
DEFINITION Electronic Attitude Director Indicator Electronic Flight Instrument System Enhanced Ground Proximity Warning System Electronic Horizontal Situation Indicator Federal Aviation Administration Flight Director Flight Guidance Computer Flight Management System Flight Plan Feet Per Minute Frequency Go--Around Ground Clutter Reduction Ground Mapping Glideslope, Groundspeed Groundspeed Heading Horizontal Situation Indicator Integrated Avionics Computer Indicated Airspeed Instrument Landing System Inertial Navigation System Invalid Inertial Reference System Left Lateral Beam Sensor Landing Localizer Long Range Navigation Micro Air Data Computer Magnetic Multifunction Display Marker Microwave Landing System Maximum Permissible Exposure Level
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TERMS MSG mW NAV NAVAID NM OSS PIT PWR R RA RAD RCT, REACT REV RMI RNAV ROL RTA SAT SB SECT SEL SG SPEX STAB STBY STC SYNC T TAS TCS TERR TGT TTG V/L
A28- 1146- 041 Rev 5
DEFINITION Message Milliwatts Navigation Navigational Aid Nautical Mile Over Station Sensing Pitch Power Right Radio Altitude Radio Rain Echo Attenuation Compensation Technique Reversion Radio Magnetic Indicator Area Navigation Roll Receiver Transmitter Antenna Static Air Temperature Standby Sector Select Symbol Generator Spares Exchange Stabilization Standby Sensitivity Time Control Synchronizer Test True Airspeed Touch Control Steering Terrain Target Time--to--Go VOR/Localizer
TERMS VBS VG VLF VNAV VS WPT WX YD
DEFINITION Vertical Beam Sensor Vertical Gyro Very Low Frequency Vertical Navigation Vertical Speed Waypoint Weather Yaw Damper
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PRIMUSr
800 Weather Radar System
Appendix A
INTRODUCTION
This brief description provides a summary of the operation of this radar system as installed in the deHavilland Dash 8 Series 100/300 aircraft. For a complete description, refer to Honeywell, Commercial Electronic Systems, Pub. No. IB8023135. The PRIMUSR 800 Weather Radar System is an X--Band radar designed for weather detection and analysis. Weather indications are displayed on the EHSI in the MAP mode. Storm intensity levels are displayed in bright colors contrasted against a deep black background. Areas of heaviest rainfall are displayed in red, rainfall of medium intensity is yellow, and areas of weakest rainfall are green. After proper evaluation, the pilot can chart a course around these storm areas. The radar can also be used for ground mapping.
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PRIMUS r 800 Weather Radar System A- 1 -
PRIMUSR 800 WEATHER RADAR OPERATION

The paragraphs below describe the functions of the controls on the weather radar indicator shown in Figure A--1.
GAIN
TILT
AD--23389@
Weather Radar Indicator Figure A-1 BRT (OFF/BRIGHT) KNOB The BRT knob turns the radar ON/OFF and adjusts the brightness on the indicator. GAIN KNOB The GAIN control knob adjusts receiver gain. When the two--position VAR switch is to the right, and as the GAIN control is rotated clockwise from the fully counterclockwise position, overall receiver gain transitions from minimum to maximum over approximately one--half of the mechanical travel of the control. During the final half of the mechanical travel, the shorter range receiver gain is increased. When the VAR switch is to the left, the gain is preset and calibrated. TILT KNOB The rotary TILT control knob selects tilt angle of antenna beam with relation to the horizon. Clockwise rotation tilts beam upward 0 to 15; counterclockwise rotation tilts beam downward 0 to 15. RANGE BUTTONS The range buttons are used to select any one of six ranges (10/25/50/100/200/300).
PRIMUS r 800 Weather Radar System A- 2 A28- 1146- 041 Rev 4
MODE BUTTONS The mode buttons are used to select the following modes:
D
SB/T (Standby/Test) Button -- The SB/T button selects either the STANDBY or TEST mode. STANDBY keeps the radar in ready state while taxiing, loading, etc. In standby, the antenna does not scan, the transmitter is disabled, display memory is erased, and tilt remains active. STBY is displayed in the weather radar mode annunciator field on the EHSI. TEST is used to display a test pattern that verifies system operation; 100--mile range is automatically selected; and TEST is annunciated in the weather radar mode annunciator field on the EHSI (the transmitter is transmitting during TEST).
WX/C (Weather/Cyclic) Button -- The WX/C button selects either weather detection or cyclic operation. If a mode is selected before the warm--up periods are over, WAIT is displayed until the R/T warms up (approximately 50 seconds). After the warm--up is over, the first push of the WX/C switch selects basic weather operation. WX is displayed in mode field. The second push selects cyclic weather display; CYC is displayed in mode field. In the cyclic mode, red targets flash on and off once per second and gain is automatically set to preset level. MAP Button -- The MAP button selects the ground mapping mode. MAP is displayed in the weather radar mode annunciator field on the EHSI. RCT (Rain Echo Attenuation Compensation Technique (REACT)) Button -- The RCT button is an alternate--action switch that enables the circuitry. The receiver gain is automatically adjusted according to received signal strength. When the receiver is in its calibrated range, the colors displayed are the same as in the weather mode. When the calibrated range is exceeded, the background is cyan. All signals occurring in the uncalibrated range are displayed in red. THE RCT mode is active in all ranges. System gain is automatically in preset. WAIT is displayed in the weather radar mode annunciator field on the EHSI if the R/T is in the warm--up period. After the warm--up period is over, RCT is displayed. RCT mode can be operated simultaneously with ground clutter reduction (GCR). When selected, CR/R is displayed. GCR Button -- The GCR button turns the ground clutter reduction function on and off. In the GCR mode, returns that have a high probability of originating from ground returns are automatically removed from the display. Some portions of weather targets may be removed as well. Intensity levels are the same as with the WX mode.
A28- 1146- 041 Rev 4
GCR can be used in all ranges except 200-- and 300--miles. The system is placed automatically in PRESET GAIN. WAIT is displayed in the weather radar mode annunciator field on the EHSI if the R/T is in the warm--up period or the indicator is in the process of synchronizing with the antenna. After the warm--up period, GCR is displayed in the weather radar mode annunciator field on the EHSI. GCR can be operated simultaneously with RCT mode.
WARNING
ALTHOUGH THE DISPLAY OF GROUND CLUTTER IS BEING REDUCED, THE GROUND IS STILL THERE. THIS MODE IS USED FOR ANALYSIS BY THE PILOT AND SHOULD NOT TO BE USED.
D
TGT ALT (Target Alert) Switch-- The TGT ALT slide switch is used to enable target alert. With the switch set to the right, target alert is enabled. When enabled, the symbol TGT is displayed in the target alert mode annunciator field on the EHSI to identify that target alert function is active. Target alert is active only when the radar gain is calibrated; (i.e., in WX with GAIN PRESET and in TEST). The TGT changes to TGT when a red--level target is detected within the target alert sector (range from 60 to 120 NM and within 7.5 of aircraft heading). Target alert is automatically deactivated if variable GAIN is used, but is automatically reactivated when operating controls are restored to valid alert settings. AZ MK (Azimuth Marker) Switch -- The AZ MK slide switch is used to display or not display azimuth markers at 30 intervals. When the switch is set to the right, the azimuth markers are displayed. SCAN Switch -- The SCAN slide switch control selects an antenna scan sector of either 60 or 120. Control slid to the left selects 120 scan.
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TYPICAL OPERATION Preflight

PRELIMINARY CONTROL SETTINGS Set the system controls as shown in Table A--1 before applying power from the aircraft electrical system: Control Range Mode Gain Tilt Setting 50 NM SB/T Preset Fully clockwise to +15 Initial Control Settings Table A-1 PRECAUTIONS If the radar is to be operated in any mode other than standby while the aircraft is on the ground:
D
Direct nose of aircraft so that antenna scan sector is free of large metallic objects such as hangars or other aircraft for a distance of 100 feet, and tilt antenna fully upwards. Do not operate the radar during aircraft refueling or other refueling operations within 100 feet. Do not operate if personnel are standing too close to the 270 forward sector of the aircraft.
D D
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SELF-TEST DISPLAY A distinctive test pattern is displayed when the TEST mode is selected. The procedure in Table A--2 should be performed to verify the operational status of the radar before each flight.
WARNING
TRANSMITTER OUTPUT POWER IS RADIATED THROUGHOUT THIS CHECKOUT PROCEDURE. Step 1 Procedure Verify that the preliminary control settings have been made. Turn the BRT control to ON. Push the SB/T button to begin operation. Verify that STBY is displayed in the weather radar mode annunciator field and that the 100 NM range is displayed as the selected range. Turn the MODE control to WX, and verify that WAIT is displayed on the EHSI.
NOTE: A time delay circuit prevents the transmitter from operating and maintains the data memory erased until the magnetron has warmed up. If a mode is selected just after initial turn-on, the radar displays WAIT. It is in standby for the 50-second warm-up period, then automatically becomes operational in the selected mode.
Push the SB/T button to cycle the radar into test. When the test pattern is displayed on the indicator or the EHSI, turn the WX DIM knob on the display controller to set desired brightness on the EHSI. Observe the display. Verify that TEST is displayed in the weather radar mode annunciator field on the EHSI and that test pattern exhibits the following characteristics on EHSI. D Range marks and alphanumerics are displayed in cyan. D Color bars are displayed. Preflight Test Procedure Table A-2
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PRIMUSR
660 Weather Radar System
Appendix B
INTRODUCTION
The PRIMUSR 660 Weather Radar System is a lightweight, X--band digital radar that is designed for weather detection and ground mapping. The purpose of the system is to detect storms along the flightpath and give the pilot a visual color indication of rainfall intensity and turbulence content. After proper evaluation, the pilot can chart a course to avoid storm areas. This appendix is an abbreviated operational description of the PRIMUSR 660 Weather Radar System. For complete operating instructions on the PRIMUSR 660 Weather Radar System, refer to Honeywell Pub. No. A28--1146--111.
WARNING
THE SYSTEM PERFORMS ONLY THE FUNCTIONS OF WEATHER DETECTION OR GROUND MAPPING. IT IS NOT INTENDED THAT THIS SYSTEM EITHER BE USED OR RELIED UPON FOR PROXIMITY WARNING OR ANTICOLLISION PROTECTION.
DESCRIPTION
The system consists of a receiver transmitter antenna (RTA) and a single controller. Radar information is normally displayed on the EHSI in the partial compass (arc) mode. In the weather detection mode, storm intensity levels are displayed in four colors on a deep black background. Areas of very heavy rainfall are displayed in magenta, heavy rainfall in red, less severe rainfall in yellow, moderate rainfall in green, and little or no rainfall in black (background). Range marks and numbers are displayed in contrasting colors to help evaluate storm cells.
A28- 1146- 041 Rev 4 PRIMUS R 660 Weather Radar System B- 1 -
The ground mapping mode is used to improve resolution and identification of small ground targets at short ranges. The reflected signals from ground surfaces are displayed as magenta, yellow, or cyan (most to least reflective).
WEATHER RADAR CONTROLLER Controls and Indicators

Controls and display features described below are numbered to match the numbered callouts in Figure B--1. Lighting for the weather radar controller is controlled by the dimming bus for the aircraft panel.
Weather Radar Controller Figure B-1
PRIMUS R 660 Weather Radar System B- 2 -
A28- 1146- 041 Rev 4
RANGE Buttons
The range buttons are used to set the operating radar range. Weather ranges can be set from 5 to 300 nm full scale. In the flight plan mode, ranges of 500 and 1000 miles can be set. The up arrow increases the range, and the down arrow decreases the range. Half the selected range is annunciated at the half--range mark on the EHSI. 2 RCT (Rain Echo Attenuation Compensation Technique) Button
The RCT button toggles the RCT mode on and off. When RCT is selected, RCT is displayed in the weather radar mode field. The RCT circuitry compensates for radar signal attenuation as it passes through rainfall. A cyan field indicates areas where further compensation is not possible. Any target detected within the cyan field cannot be calibrated and should be considered dangerous. All targets in the cyan field are displayed in magenta. Selecting RCT forces the system into preset gain. 3 STAB (Stabilization) Button
The weather radar antenna is normally attitude stabilized. Pushing the STAB button toggles the stabilization on and off. Attitude stabilization automatically compensates for aircraft roll and pitch. 4 TGT (Target) Button
The TGT button toggles the radar target alert feature on and off. Target alert can be selected in all but the 300 mile range. When target alert is selected, the system monitors beyond the selected range and 7.5_ on each side of the aircraft heading. If a return with certain characteristics is detected in the monitored area, the target alert annunciator changes from TGT to TGT, indicating a warning condition. The target alert advises the pilot of a potentially hazardous target directly in front of the aircraft but outside the selected range. When the warning is received, the pilot should select a longer range to view the target. Target alert is inactive within the selected range. Selecting target alert forces the system into preset gain. Target alert can be selected in the WX, RCT, and FP modes.
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Table B--1 describes target alert characteristics. Selected Range (NM) 5 10 25 50 100 200 300 FP (Flight Plan) Target Depth (NM)
5
Target Range (NM) 5--55 10--60 25--75 50--100 100--150 200--250 -----5--55
5 5 5 5 5 Inactive 5 Target Alert Characteristics Table B-1
SECT (Sector) Button
The SECT button toggles the antenna scan between 120 scan (normal) and 60 scan. In the 60 scan, the weather display updates more often since the antenna is sweeping a shorter arc. 6 TILT Knob
The TILT knob is used to set the tilt angle of the antenna relative to the horizon. Clockwise rotation tilts the beam upward to +15_, and counterclockwise rotation tilts the beam downward to --15_.
WARNING
TO AVOID FLYING UNDER OR OVER STORMS, FREQUENTLY SELECT MANUAL TILT TO SCAN BOTH ABOVE AND BELOW THE AIRCRAFTS FLIGHT LEVEL. ALWAYS USE MANUAL TILT FOR WEATHER ANALYSIS.
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MODE Switch
The MODE switch is a rotary switch that selects one of the following modes:
D
OFF -- This position turns the radar system off. WX is displayed in the weather radar mode field. STBY (Standby) -- In this position the radar system is in standby (a ready state) with the antenna scan stopped, the transmitter inhibited, and the display memory erased. STBY is displayed in the weather radar mode field. If standby is selected before the warm--up period is over (about 60 to 90 seconds), WAIT is displayed in the weather radar mode field. When the warm--up period is over, the system automatically switches to the standby mode.
WX (Weather) -- This position puts the radar system in the weather detection mode. The system is fully operational. If weather mode is selected before the initial RTA warm--up period is over (about 60 to 90 seconds), WAIT is displayed in the weather radar mode field. When the warm--up period is over, the system automatically switches to the weather mode (if airborne) or the forced standby mode (if on the ground, weight--on--wheels). The system then automatically switches to the weather mode when the aircraft becomes airborne. Forced standby mode can be manually overridden by pushing the STAB button four times within three seconds. In the weather mode, WX is displayed in the weather radar mode field. In preset gain, precipitation is displayed as described in Table B--2. Rainfall Rate (millimeters/hr) 1--4 4--12 12--50 Greater than 50 Rainfall Rate (inches/hr) 0.04--0.16 0.16--0.47 0.47--2 Greater than 2
Color Green Yellow Red Magenta
Rainfall Rate Color Reference Table B-2

A28- 1146- 041 Rev 4 PRIMUS R 660 Weather Radar System B- 5 -
GMAP -- This position puts the radar system in the ground mapping mode. The system is fully operational and all internal parameters are set to enhance returns from ground targets. RCT mode is inactive. CAUTION
WEATHER-TYPE TARGETS ARE NOT CALIBRATED WHEN THE RADAR IS IN THE GMAP MODE. BECAUSE OF THIS, THE PILOT SHOULD NOT USE THE GMAP MODE FOR WEATHER DETECTION. In the ground mapping mode, GMAP is displayed and the color scheme is changed to cyan, yellow, and magenta (least to most reflective). If the ground mapping is selected before the initial RTA warm--up period is over (about 60 to 90 seconds), WAIT is displayed in the weather radar mode field. When the warm--up period is over, the system automatically switches to the ground mapping mode (if airborne) or the forced standby mode (if on the ground, weight--on-wheels). The system then automatically switches to the ground mapping mode when the aircraft becomes airborne. Forced standby mode can be manually overridden by pushing the STAB button four times within three seconds. In the ground mapping mode, GMAP is displayed in the weather radar mode field.
WARNING
THE SYSTEM ONLY PERFORMS THE FUNCTIONS OF WEATHER DETECTION OR GROUND MAPPING. IT IS NOT INTENDED TO BE USED OR RELIED UPON FOR PROXIMITY WARNING OR ANTI-COLLISION PROTECTION.
D
FP (Flight Plan) -- In this position the weather radar transmitter is in standby, and the map range can be set up to 1000 nm. There is no radar data displayed in this mode. TEST -- The TEST position selects the radar test mode. A special test pattern is displayed to verify system operation. TEST is displayed in the weather radar mode field.
WARNING
IF THE AIRCRAFT IS ON THE GROUND AND FORCED STANDBY IS OVERRIDDEN, THE TRANSMITTER IS ON AND RADIATING X-BAND MICROWAVE ENERGY IN THE TEST MODE. REFER TO MAXIMUM PERMISSIBLE EXPOSURE LEVEL (MPEL) IN THIS APPENDIX.
PRIMUS R 660 Weather Radar System B- 6 A28- 1146- 041 Rev 4
GAIN Knob
The GAIN knob is a rotary control and a push/pull switch that controls the receiver gain. When the GAIN knob is pushed in, the system is in preset, calibrated gain mode. Calibrated gain is the normal mode used for weather avoidance. In calibrated gain, the rotary function of the GAIN knob is disabled. When the GAIN knob is pulled out, the system is in variable gain mode. Variable gain is used for additional weather analysis and for ground mapping. In the weather mode, variable gain can increase receiver sensitivity above the calibrated level to show very weak targets, or gain can be reduced below the calibrated level to eliminate weak returns.
WARNING
HAZARDOUS TARGETS ARE ELIMINATED FROM THE DISPLAY WITH LOW SETTINGS OF VARIABLE GAIN. In the ground mapping mode, variable gain is used to reduce the level of strong returns from ground targets. Minimum gain is set with the control at its full counterclockwise position. Gain increases as the control is rotated in a clockwise direction from full counterclockwise to the 12 oclock position. At the 12 oclock position, both the gain and the sensitivity time control (STC) are at their maximum values. Additional clockwise rotation removes STC. At the full clockwise position, the gain is at maximum and the STC is at minimum. NOTE: STC reduces the receiver gain at the start of the trace, and then increases it as the more distant returns are received. With STC, a uniform display of cell strength is displayed for both nearby and distant cells.
When the system is in variable gain, VAR is displayed on the EHSI. Selecting RCT or TGT forces the system into preset gain. Preset gain is not annunciated.
A28- 1146- 041 Rev 4
NORMAL OPERATION Preliminary Control Settings

Before applying power to the aircraft electrical system, place the RADAR mode control, GAIN control, and TILT control as shown below.
D D D
Mode Control: GAIN Control: TILT Control:
OFF Preset Position +15
Precautions
If the radar system is operated in any mode other than standby while the aircraft is on the ground, follow the precautions given in Table B--3. No. 1 Precautions Direct nose of aircraft so that antenna scan sector is free of large metallic objects (such as hangars or other aircraft) for a minimum distance of 100 feet, and tilt antenna fully upwards. Do not operate during aircraft refueling or during refueling operations within 100 feet. Do not operate if personnel are standing too close to the 270_ forward sector of aircraft. (Refer to Maximum Permissible Exposure Level (MPEL) in this appendix.) Operating personnel should be familiar with FAA AC 20--68B, that is referenced in Honeywell Pub. No. A28--1146--111. PRIMUSR 660 Weather Radar System Precautions Table B-3
2 3
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Power-Up
On power--up, select either the standby or test mode. When power is first applied, the radar is in WAIT mode for 60 to 90 seconds to let the magnetron warm up. Power sequences ON--OFF--ON lasting less than the initial warm--up period result in a 6--second wait period. After warm--up, select the TEST mode and verify that the weather radar test pattern is displayed. Check the function of the TGT control. Figure B--2 shows the radar test pattern for the EHSI.
EHSI With Weather Radar Test Pattern Figure B-2 NOTE: The color bands on the test pattern change with each sweep of the radar antenna. See Figure B--3 for an example of the test pattern.
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Figure B--3 shows a typical weather radar test pattern.
AD--67661@
EHSI With Weather Radar Test Pattern (Example) Figure B-3
Standby
When standby is selected, the antenna is stowed in a tilt--up position and is neither scanning nor transmitting. Standby should be selected any time the operator wants to keep system power on without transmitting. If the aircraft is on the ground and the weather mode or ground mapping mode is selected, the system enters forced standby. This standby mode can be overridden by pushing the STAB button four times within three seconds.
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Radar Mode - Weather For purposes of weather avoidance, pilots are urged to familiarize themselves with FAA Advisory Circular AC 00--24B (1--20--83), Subject: THUNDERSTORMS. To assist the pilot in categorizing storms as described in AC 00--24B, The radar receiver gain is calibrated in the WX mode with the gain control in the detent position. The radar is not calibrated when variable gain is being used, but calibration is restored if RCT or target alert is selected. To better interpret the display, targets are displayed in various colors. Each color represents a specific level of precipitation. In the WX mode, The PRIMUSR 660 Weather Radar System displays levels of precipitation as black, green, yellow, red, and magenta (in order of increasing intensity). REACT (RCT) is used in WX mode to compensate for attenuation of the radar signal as it passes through a storm. It does this by increasing the gain of the receiver as weather is detected. The RCT button selects and deselects the cyan field display that indicates the receiver is at maximum gain and the reference levels are at final values. Any returns detected beyond that point are displayed as magenta. (Selecting RCT prevents variable gain from operating.) Target alert can be selected in any range except 300 nm. The target alert circuit monitors for magenta level targets within 7.5_ of aircraft heading and beyond the selected range.
Radar Mode - Ground Mapping

When the ground mapping mode is selected, the tilt control is turned down until the proper amount of terrain is displayed. The degree of down--tilt depends upon the aircraft altitude and the selected range.
Fault Monitoring
Critical functions in the receiver transmitter and antenna are continuously monitored. Refer to the maintenance manual for further details.
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Tilt Management
The following figures show the relationship between tilt angle, flight altitude, and selected range. Figure B--4 shows the distance above and below aircraft altitude that is illuminated by the flat--plate radiator during level flight with 0_ tilt.
Radar Beam Illumination High Altitude 12-Inch Radiator Figure B-4 Figure B--5 shows a representative low altitude situation with antenna adjusted for 3.95_ tilt--up.
Radar Beam Illumination Low Altitude 12-Inch Radiator Figure B-5
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Maximum Permissible Exposure Level (MPEL)

Heating and radiation effects of weather radar can be hazardous to life. Personnel should remain at a distance greater than R (as shown in Figure B--6) from the radiating antenna in order to be outside the envelope where radiation exposure levels equal or exceed 10 mW/cm2, the limit recommended in FAA Advisory Circular AC No. 20--68B, August 8, 1980, Subject: Recommended Radiation Safety Precautions for Ground Operation of Airborne Weather Radar. The radius, R, distance to the maximum permissible exposure level boundary is calculated for the radar system on the basis of radiator diameter, rated peak--power output, and duty cycle. The greater of the distances calculated for either the far--field or near--field is based on the recommendations outlined in AC No. 20--68B. The American National Standards Institute, in their document ANSI C95.1--1982, recommends an exposure level of no more than 5 mW/cm2. Honeywell Inc. recommends that operators follow the 5 mW/cm2 standard. Figure B--6 shows the MPEL for the 12--inch antenna and PRIMUSR 660 Weather Radar power.
MPEL Boundary Figure B-6
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PRIMUS R 660 Weather Radar System B- 13/(B- 14 blank) -
Aircraft Piloting Inertial Reference Sensor (APIRS)

NOTE: This description of the APIRS shows how it operates with the Honeywell SPZ--8000 Integrated Flight Control System. The APIRS is manufactured by sfim Corporation, and the complete description and operation is given in the sfim Pilot Handbook and the Aircraft Flight Manual.
Appendix C
The dual APIRS installation is the primary attitude and heading reference source. Several operational modes maintain attitude and heading in the event of certain system failures. The standard system consists of the following: dual attitude and heading reference units (AHRU), and the dual flux valves.
D D D
Dual attitude and heading reference units (AHRU) Dual attitude and heading control panel (AHCP) Dual flux valves.
Pitch, roll, and heading are output to the standard electromechanical or optional EFIS, and the automatic flight control system (AFCS).Attitude and heading data is supplied to other aircraft systems such as weather radar antennas and radio magnetic indicators.
STANDARD MODES
The standard APIRS operating modes are the NORMAL mode for attitude and the SLAVED mode for heading. Following initialization, the APIRS enters these modes automatically, if all system components and signals are valid. In the NORMAL mode, true airspeed from the air data computer is used to compensate for acceleration--induced errors normally encountered in a vertical gyro system. In the SLAVED heading mode, the flux valve is used to establish the magnetic heading reference. System operation in this mode is similar to that of a conventional gyroscopically stabilized magnetic compass. In the SLAVED mode, a loss of valid flux valve data displays a heading (HDG) flag on the heading instruments and the SLAVE annunciator on the AHCP controller lights. The HDG flag clears when the directional gyro (DG) mode is subsequently entered, but the SLAVE annunciator remains lit.
A28- 1146- 041 Rev 5 Aircraft Piloting Inertial Reference Sensor (APIRS) C- 1 -
When the DG mode is exited, the APIRS performs an automatic synchronization of the heading outputs to the present flux valve magnetic heading. This feature can also be used if a heading error should develop, while in the SLAVED mode. The error can be removed by momentarily entering the DG mode and returning to the SLAVED mode. This is done by pushing the HDG/DG button on the APIRS controller twice. In the SLAVED mode, the difference between the indicated heading and the flux valve heading is displayed on the slave error indicator (heading sync indicator) located on the HSI. The card has two symbols: a cross (+) and a dot (D). During straight and level flight, the indicator D is generally centered with excursions toward the cross or dot occurring over a 20-- to 30--second time period. This activity is normal and indicates good magnetic heading data. In turns, the display may show a steady dot or cross. Following return to straight and level flight, the indicator returns to the centered condition within 2 minutes. The APIRS has two power source inputs. On the pilots side, the primary power input is from the left essential power bus, and the auxiliary power input is from the right essential power bus. On the copilots side, primary power comes from the right main bus, and the auxiliary power from the left essential bus. Separate circuit breakers control each of these power circuits APIRS shutdown in flight due to power load or bus switching transients is prevented by automatically transferring power within the APIRS to the auxiliary input. When primary power input is restored, the APIRS switches back to the primary power source.
Aircraft Piloting Inertial Reference Sensor (APIRS) C- 2 -
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REDUCED PERFORMANCE MODES

Two reduced performance modes are also available. The BASIC mode is used for attitude, and DG mode is used for heading. The BASIC mode is annunciated and is entered automatically when true airspeed from the ADC is invalid. The BASIC mode is annunciated and is entered automatically when the pilots side side TAS from the ADC is invalid, only when the aircraft is on the ground. In the air, if the pilots side ADC fails, the APIRS switches to the copilots side ADC and does not annunciate the basic mode. When a dual ADC failure occurs in the air, both AHCPs annunciate the basic mode. APIRS operation in the BASIC mode results in an attitude system that is similar in behavior to a conventional vertical gyro with pitch and roll erection cutoffs, and is subject to drift and acceleration errors. For this reason, APIRS operation in the BASIC mode, results in reduced accuracy in attitude. The DG mode disables the automatic slaving of the heading outputs. The DG mode can only be entered by momentarily pushing the DG button on the AHCP. When the DG button is released, the DG mode is confirmed by lighting the DG button on the AHCP. APIRS operation in the DG mode results in a heading system that is similar to a free directional gyro, and is subject to drift and turn error. For this reason, APIRS operation in the DG mode results in reduced heading accuracy. While in the DG mode, the heading card can be manually set to any heading using the DG SLEW buttons on the AHCP. The control is inactive in the SLAVED mode. Two slew speeds are used for each direction. The SLOW slew position operates by momentarily pushing the DG SLEW buttons, and is used for fine heading card adjustments. The FAST slew position operates by pushing the DG SLEW buttons for at least 5 seconds, and is used for large heading card adjustments.
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ATTITUDE AND HEADING CONTROL PANEL (AHCP)

The AHCP, shown in figure C--1, is used to control the APIRS system. The descriptions below identify the switches and knobs on the controller.
ATT/HDG
DG SLEW
DG
ALIGN
AD--69724@
Attitude and Heading Control Panel Figure C-1

D
DG Slew Buttons -- Push the right button (+) to increase the heading indicated on the heading card. Push the left button (D) to decrease the heading values. In the DG mode, without a SLAVE fail indication on the AHCP, the system can be manually slaved with the DG SLEW buttons, and the slave error indicator. This is done by pushing the DG SLEW buttons in the right direction to center the error indicator between the + and D. Two slew speeds are used for each direction. The SLOW slew speed is operated by pushing the left or right DG SLEW buttons and is used for fine heading card adjustments. The fast slew speed is operated by pushing and holding the DG SLEW buttons for 5 seconds, and is used to make large heading card corrections. When the button is released, the heading directional update stops.
DG Button -- The basic operation of the DG button is to toggle between the HDG and DG modes of operation. When the DG mode is exited, the APIRS performs an automatic synchronization of the heading outputs to the present flux valve magnetic heading. This feature can also be used if a heading error should develop, while in the SLAVED mode. The error can be removed by momentarily entering the DG mode and returning to the SLAVED mode. This is done by pushing the DG button on the APIRS controller twice. The DG mode disables the automatic slaving of the heading outputs. The DG mode can only be entered by momentarily pushing the DG button on the AHCP. When the DG button is released, the DG mode is confirmed by lighting the DG button AHCP. APIRS operation in the DG mode results in a heading system that is similar to a free directional gyro, and is subject to drift and turn error. For this reason, APIRS operation in the DG mode results in reduced heading accuracy.
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SLAVE Annunciator -- The SLAVE annunciator lights when the system is operating in the SLAVE mode described above. BASIC Annunciator -- The BASIC annunciator lights when the system is operating in the BASIC mode described above. ATT/HDG ALIGN Button -- The align sequence can be manually initiated anytime (including in flight or during initialization) by momentarily pushing the ATT/HDG ALIGN button on the AHCP.
PREFLIGHT TEST
The APIRS is equipped with automatic self--test, that is performed when power is first applied. The test lasts 5 seconds and it displays the following outputs on the ADI and HSI:
D D D D D D D D
10_ pitch up 20_ right wing down 060 heading, turning at 1/sec toward North North heading, turning at 3_/sec toward east All APIRS controller annunciators ON ATT flag valid for 2.5 seconds, then invalid HDG flag valid for 2.5 seconds, then invalid Rate--of--turn indicator standard rate (3_/sec) right turn (on optional EFIS EADI).
The flags remain invalid until initialization is complete.
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Ground Initialization
The APIRS system requires approximately 60 seconds to initialize following application of power. The initialization is complete when the ATT and HDG flags clear on the ADI and HSI. During the initialization, the aircraft must remain stationary. Wind gusts and aircraft buffeting are not limiting in this respect. All normal preflight operations, including engine starts and passenger loading, can be carried out while the APIRS is initializing. If the initialization requires more than 60 seconds, the APIRS may have detected excessive aircraft motion. If aircraft movement has occurred during initialization, the APIRS must be recycled and a new initialization started. The HSI heading card slews to approximately 60_. The heading decreases at the rate of 1_/sec until the heading card indicates north (000_). At this time, the 60 second initialization period is complete and all indications return to normal. If the heading card stops and does not step to an indication of 000_, the initialization of that APIRS has not been completed satisfactorily. The main and auxiliary DC power to that APIRS should be removed by opening the circuit breakers and then reapplying them to restart the initialization. NOTE: Both breakers (primary and auxiliary) must be pulled out. Resetting each breaker individually does not reset the APIRS.
In order to increase satisfactory ground initialization, the following must be considered:

D
The aircraft must remain stationary on the ground until the attitude and heading flags are pulled out of view. Normal passenger and cargo loading, engine start, and engine run--up procedures can be performed during the initialization. Wind buffeting is not limiting in this respect. Taxiing or towing the aircraft during APIRS initialization is prohibited. Verify that 60 seconds after power is connected to the dc buses, the attitude and heading flags are out of view. If the timer has stopped, the APIRS is not useable and it should be re--initialized. With the aircraft stationary, push the ATT/HDG ALIGN button on the AHCP and release it. If the flags do not pull in after 5 seconds, re--initialize the APIRS.
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Verify APIRS and display functions by watching the APIRS test sequence. Proper display movement, flag operation, and controller lamp operation must be verified. These tests are performed automatically when power is applied. The pilot can initiate the align sequence at any time including during APIRS initialization, by pushing the ATT/HDG ALIGN button on each AHCP. Normal preflight taxi checks of pitch, roll, heading, and rate--of--turn, must be made on each system. NOTE: As with any magnetic flux value based heading system, taxiing near areas of large magnetic disturbances can cause the APIRS heading display to show an incorrect heading. In such a case, the aircraft must be in the DG mode while taxiing. CAUTION
IF TAXIING IS DONE IN DG MODE, VERIFY THAT THE HEADING IS RETURNED TO MAG MODE, AND A HEADING CHECK IS MADE PRIOR TO TAKE-OFF.
D
If the aircraft is moved during APIRS initialization, both APIRS must be re--initialized. This is done by pulling all four APIRS circuit breakers and then resetting the four circuit breakers to their normal position.
ABNORMAL OPERATION Take- Off in BASIC Mode Take--off with one APIRS in BASIC mode is prohibited, per the Aircraft Flight Manual. Verify that both air data computers (ADC) are operating. NOTE: If a third attitude source is available, it can be used as the primary data in place of the APIRS in BASIC mode.
Take- Off in DG Mode Takeoff with one APIRS in the DG mode is prohibited, per the Aircraft Flight Manual. Return the system to the normal slaved mode by pushing the DG button. NOTE: If a third heading source is available, it can be used as the primary data in place of the APIRS if the APIRS cannot be operated in the slaved mode.
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Flight Operations in BASIC Mode

If a malfunction causes the APIRS to revert to the BASIC mode, it is annunciated on the APIRS controller as BASIC. Normal flight operations can be continued in the BASIC mode subject to the limitations of the Aircraft Flight Manual. After the BASIC mode has been entered, the pilot must avoid sustained, shallow banked turns of less than 6_ (e.g., a constant turn to hold DME arc). In addition, particular attention must be paid to ensure correct aircraft trim.
Flight Operations in DG Mode

If a heading flag is observed during a flight and the SLAVE annunciator on the AHCP is lit, the DG mode can be selected by momentarily pushing the DG button. The APIRS heading must be checked every 5 minutes with reference to a known accurate heading source. Errors can be removed by using the DG SLEW buttons on the AHCP to set the heading card to agree with the known reference.
Abnormal ADI or HSI Indication

If an abnormal indication appears on the ADI or HSI, correct operation of the APIRS can be confirmed by pushing the ATT/HDG ALIGN button on the AHCP. NOTE: The autopilot can disengage when the ATT/HDG ALIGN button is pushed.
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Heading Mismatch
During taxi, accelerated flight, or turning maneuvers, small, temporary heading differences can be induced in the compass system due to the pendulous nature of the flux valve. Depending on the magnitude of the heading error of a single APIRS, the HSI HDG MISMATCH message can be posted on the advisory display. The two methods used to correct a heading mismatch are:
D
Establish a steady--state, wings--level flight condition for 2 minutes to wash out the error. Establish a steady--state, wings level flight condition and push the AHCP DG button twice.
The most common practice is to push the DG button twice. This method instantaneously synchronizes the flux valve heading regardless of the aircrafts attitude. If the two--push method is used, the aircraft must be in wings level, unaccelerated flight to instantly correct the heading information. NOTES: 1. If the aircraft is not in level, unaccelerated flight, using the two push method can create a new and potentially larger incorrect heading reference error. 2. The compass systems should be synchronized with the two--push method only while on the ground. 3. A pegged compass synchronization annunciator (full D or + indication) on one of the HSI displays is a good indication of which compass system has an error.
In- Air Initialization In--air initialization is not recommended. If it becomes necessary to perform an in--air initialization, the APIRS requires approximately 90 seconds to initialize following application of power. The initialization is complete when the ATT and HDG flags clear on the ADI and HSI. During the initialization, the aircraft should be maintained in wings--level unaccelerated flight while the APIRS is initializing. If the initialization requires more than 90 seconds, the APIRS may have detected excessive aircraft motion. If aircraft movement has occurred during initialization, the APIRS must be recycled and a new initialization started. The HSI heading card slews to approximately 90 and the FAST annunciator lights. The heading decreases at the rate of 1/sec. until the heading card indicates north (000). At this time, the 90 second initialization period is complete and all indications return to normal.
A28- 1146- 041 Rev 5 Aircraft Piloting Inertial Reference Sensor (APIRS) C- 9 -
If the heading card stops, and does not step to an indication of 000, the initialization of that APIRS has not been completed satisfactorily. The main and auxiliary DC power to that APIRS should be removed by opening the circuit breakers and then reapplying them to restart initialization. NOTE: Both breakers (primary and auxiliary) must be pulled out. Resetting each breaker individually does not reset the APIRS.
To increase the possibility of a satisfactory initialization, the following must be considered:

D
Verify that 90 seconds after power is connected to the DC busses, the attitude and heading flags are out of view. If the timer has stopped, the APIRS is not useable and should be re--initialized. With the aircraft stationary, push the ATT/HDG ALIGN button on the AHCP and release it. If the flags do not pull after 5 seconds, re--initialize that APIRS.
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Index
A
Abbreviations, 12-1 Abnormal AHRS operation abnormal ADI or HSI indication, 3-8 flight operations in BASIC mode, 3-7 flight operations in DG mode, 3-7 heading mismatch, 3-8 take--off in BASIC mode, 3-7 take--off in DG mode, 3-7 Abnormal APIRS operation abnormal ADI or HSI indication, C--8 flight operations in BASIC mode, C--8 flight operations in DG mode, C--8 heading mismatch, C--9 in--air initialization, C--9 take--off in BASIC mode, C--7 take--off in DG mode, C--7 Acronyms, 12-1 Advisory display, 7-4 operational and warning/caution messages, 7-4 AFCS message data invalid, 7-5 AFCS operational messages, 7-6 amber disengage, caution and conditional status messages, 7-12 disengage/caution/conditional status messages, 7-5 flight director mode annunciator, 7-16 mode inhibit and error annunciator, 7-19 operational messages (two fields), 7-5 SAT/TAS display functions, 7-6 Air data displays, 4-1 altimeter, 4-1 altitude preselect controller, 4-2 altitude alert, 4-3 altitude preselect, 4-3 Air data system, 2-3 Aircraft piloting inertial reference sensor (APIRS), C--1 abnormal operation, C--7 abnormal ADI or HSI indication, C--8 flight operations in BASIC mode, C--8 flight operations in DG mode, C--8 heading mismatch, C--9 in--air initialization, C--9 take--off in basic mode, C--7 take--off in DG mode, C--7 control panel, C--4 ATT/HDG ALIGN button, C--5 BASIC annunciator, C--5 DG slew knob, C--4 HDG/DG button, C--4 SLAVE annunciator, C--5 preflight test, C--5 ground initialization, C--6 reduced performance modes, C--3 standard operating modes, C--1 system description, 2--4 Altimeter, 4-1 Altitude hold mode, 9-53 Altitude preselect controller, 4-2 Altitude preselect mode, 9-55 Attitude and heading reference system (AHRS), 3-1 abnormal operation, 3-7 abnormal ADI or HSI indication, 3-8 flight operations in BASIC mode, 3-7 flight operations in DG mode, 3-7 heading mismatch, 3-8 take--off in basic mode, 3-7 take--off in DG mode, 3-7
A28- 1146- 041 Rev 5
Index Index- 1 -
Index (cont)
Attitude and heading reference system (AHRS) (cont) general, 3-1 preflight test, 3-4 ground initialization, 3-5 reduced performance modes, 3-2 standard operating modes, 3-1 system description, 2--3 Attitude director indicator (ADI), 5-1 aircraft symbol, 5-3 attitude sphere, 5-2 attitude test switch, 5-3 attitude warning flag, 5-2 decision height display, 5-3 DH annunciator, 5-2 DH SET knob, 5-2 DIM control knob, 5-2 displays, 5-5 cruise mode, 5-5 instrument landing system (ILS) approach, 5-6 typical ILS approach mode, 5-5 expanded localizer pointer, 5-3 eyelid display, 5-4 flight director warning flag, 5-2 glideslope pointer, 5-2 glideslope scale, 5-2 inclinometer, 5-3 radio altitude display, 5-2 roll attitude pointer, 5-2 roll scale displays, 5-2 speed pointer, 5-3 Azimuth (MLS) mode, 9-34
C
Caution and failure annunciators, 6-16 EADI amber caution and failure annunciators, 6-16 common symbol generator, 6-19 comparator monitors, 6-18 decision height failure, 6-19 decision height warning, 6-19 excess deviation monitor, 6-19 external system warning, 6-19 flight director failure, 6-17 HSI couple symbol, 6-17 radio altitude failure, 6-19 same attitude source, 6-17 EADI red failure annunciators, 6-20 attitude failure (ATT FAIL), 6-21 expanded localizer or azimuth failure, 6-21 fast/slow command failure, 6-21 glideslope failure, 6-21 internal failure, 6-21 rate--of--turn failure, 6-21 VNAV or elevation failure, 6-21 EHSI amber caution and failure annunciators, 6-40 display failures, 6-41 DME hold annunciator, 6-40 same heading or navigation source, 6-40 waypoint alert annunciator, 6-41 weather radar target alerts, 6-40 WX failure, 6-41
B
Back course mode, 9-23
Index Index- 2 -
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Index (cont)
EHSI red failure annunciators, 6-41 azimuth deviation failure, 6-43 course deviation failure, 6-43 glidepath deviation failure, 6-43 heading failure, 6-42 vertical deviation failure, 6-43 Climb to initial altitude, 6-13 Combined vertical and lateral mode problems, 10-6 Composite display, 6-44 instrument remote controller, 6-46 reversionary mode, 6-45 Controllers: AHRS controller, 3-3 altitude preselect, 4-2 attitude and heading control panel (AHCP), C--4 ATT/HDG ALIGN button, C--5 BASIC annunciator, C--5 DG slew knob, C--4 HDG/DG button, C--4 SLAVE annunciator, C--5 EFIS display controller, 6-2 ATT REV button, 6-2 bearing source select knobs, 6-3 DH knob, 6-4 DIM controls, 6-3 FULL/ARC button, 6-2 GS/TTG button, 6-2 HDG REV button, 6-2 MAP button, 6-2 NAV REV button, 6-3 SG REV external switch, 6-4 TEST button, 6-4 WX button, 6-2 flight guidance controller, 7-1 ALT button, 7-2 ALT SEL button, 7-2 AP button, 7-2 APP button, 7-1 AUX button, 7-3 BC button, 7-2 HDG button, 7-1 HSI SEL button, 7-3
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IAS button, 7-1 MLS button, 7-3 NAV button, 7-1 NAV SEL button, 7-3 PITCH thumb--wheel, 7-3 STBY button, 7-2 V/L button, 7-3 VS button, 7-1 YD button, 7-2 instrument remote controller, 6-46 course knob, 6-46 heading knob, 6-46 PRIMUSR 880, A--1 BRT knob, A--2 GAIN knob, A--2 MODE buttons, A--3 PRIMUSR 660, B--1 GAIN knob, B--7 MODE switch, B--5 range buttons, B--3 RCT button, B--3 SECT button, B--4 STAB button, B--3 TGT button, B--3 TILT knob, B--4 Customer support centers, 11-2 North America, 11-2 Rest of the world, 11-3
D
Displays: attitude director indicator (ADI), 5-1, 5-5 aircraft symbol, 5-3 attitude sphere, 5-2 attitude test switch, 5-3 attitude warning flag, 5-2 decision height display, 5-3 DH annunciator, 5-2 DH SET knob, 5-2 DIM control knob, 5-2 expanded localizer pointer, 5-3
Index Index- 3 -
Index (cont)
attitude director indicator (cont) eyelid display, 5-4 flight director warning flag, 5-2 glideslope pointer, 5-2 glideslope scale, 5-2 inclinometer, 5-3 radio altitude display, 5-2 roll attitude pointer, 5-2 roll scale displays, 5-2 speed pointer, 5-3 electronic attitude director indicator (EADI) amber caution and failure annunciators, 6-16 climb to initial altitude, 6-13 composite display, 6-44 enroute cruise, 6-14 red failure annunciators, 6-20 setup for approach, 6-15 take--off using go--around mode, 6-12 electronic horizontal situation indicator (EHSI), 6-22 amber caution and failure annunciators, 6-40 electronic horizontal situation indicator (EHSI) (cont) composite display, 6-44 full compass displays, 6-22 partial compass displays only, 6-25 partial compass operation, 6-30 partial compass presentation, 6-32 red failure annunciators, 6-41 horizontal situation indicator (HSI), 5-7, 5-10 aircraft symbol, 5-8 bearing pointer, 5-8 compass synchronization annunciator, 5-9 course deviation pointer and dots, 5-9 course display, 5-8 course pointer, 5-9 approach configuration display, 5-10 distance display, 5-8 fore and aft lubber lines, 5-8 heading bug, 5-8 heading dial, 5-8 heading warning flag, 5-8 navigation warning flag, 5-9 reciprocal course pointer, 5-9 TO--FROM pointer, 5-9 vertical deviation pointer, 5-8 vertical warning flag, 5-8 Dual couple approach mode, 9-49
E
Electromechanical flight instrument system, 5-1 attitude director indicator (ADI), 5-1 aircraft symbol, 5-3 attitude sphere, 5-2 attitude test switch, 5-3 attitude warning flag, 5-2 decision height display, 5-3 DH annunciator, 5-2 DH SET knob, 5-2 DIM control knob, 5-2 displays, 5-5 expanded localizer pointer, 5-3 eyelid display, 5-4 flight director warning flag, 5-2 glideslope pointer, 5-2 glideslope scale, 5-2 inclinometer, 5-3 radio altitude display, 5-2 radio altitude test button, 5-4 roll attitude pointer, 5-2 roll scale displays, 5-2 speed pointer, 5-3
Index Index- 4 -
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Index (cont)
horizontal situation indicator (HSI), 5-7 aircraft symbol, 5-8 bearing pointer, 5-8 compass synchronization annunciator, 5-9 course deviation pointer and dots, 5-9 course display, 5-8 course pointer, 5-9 approach configuration display, 5-10 distance display, 5-8 fore and aft lubber lines, 5-8 heading bug, 5-8 heading dial, 5-8 heading warning flag, 5-8 navigation warning flag, 5-9 reciprocal course pointer, 5-9 TO--FROM pointer, 5-9 vertical deviation pointer, 5-8 vertical warning flag, 5-8 system description, 2--5 Electronic attitude director indicator (EADI), 6-5 amber caution and failure annunciators, 6-16 common symbol generator, 6-19 comparator monitors, 6-18 decision height failure, 6-19 decision height warning, 6-19 excess deviation monitor, 6-19 external system warning, 6-19 flight director failure, 6-17 HSI couple symbol, 6-17 radio altitude failure, 6-19 same attitude source, 6-17 composite display, 6-44 instrument remote controller, 6-46 reversionary mode, 6-45 displays and annunciators, 6-5 aircraft symbol, 6-10
A28- 1146- 041 Rev 5
attitude source annunciator, 6-5 attitude sphere, 6-5 autopilot engage annunciator, 6-10 azimuth pointer, 6-11 crosspointer command cue, 6-11 decision height display, 6-11 display, 6-7 fast/slow pointer, 6-11 flight director lateral modes, 6-9 flight director vertical modes, 6-9 glideslope pointer and scale, 6-9 inclinometer, 6-10 localizer pointer, 6-11 marker beacon, 6-10 radio altitude display, 6-10 rate--of--turn display, 6-11 rising runway display, 6-10 roll attitude pointer, 6-5 roll scale, 6-5 single command cue, 6-11 VNAV mode, 6-9 general, 6-5 red failure annunciators, 6-20 attitude failure (ATT FAIL), 6-21 expanded localizer or azimuth failure, 6-21 fast/slow command failure, 6-21 glideslope failure, 6-21 internal failure, 6-21 rate--of--turn failure, 6-21 VNAV or elevation failure, 6-21 typical display presentations, 6-12 climb to initial altitude, 6-13 enroute cruise, 6-14 setup for approach, 6-15
Index Index- 5 -
Index (cont)
EADI typical display presentations (cont) take--off using go--around mode, 6-12 Electronic flight instrument system (EFIS) (optional), 6-1 display controller, 6-2 ATT REV button, 6-2 EFIS display controller (cont) bearing source select knobs, 6-3 DH knob, 6-4 DIM controls, 6-3 FULL/ARC button, 6-2 GS/TTG button, 6-2 HDG REV button, 6-2 MAP button, 6-2 NAV REV button, 6-3 SG REV external switch, 6-4 TEST button, 6-4 WX button, 6-2 general, 6-1 system description, 2-5 Electronic horizontal situation indicator (EHSI), 6-22 amber caution and failure annunciators, 6-40 display failures, 6-41 DME hold annunciator, 6-40 same heading or navigation source, 6-40 waypoint alert annunciator, 6-41 weather radar target alerts, 6-40 WX failure, 6-41 composite display, 6-44 instrument remote controller, 6-46 reversionary mode, 6-45 enhanced ground proximity warning system (EGPWS), 6-37 auto--popup function, 6-38 partial compass display, 6-39
Index Index- 6 -
terrain annunciators, 6-38 terrain range control, 6-38 terrain select on the EHSI, 6-37 test display, 6-39 full compass displays, 6-22 multiple waypoint displays, 6-33, 6-35 partial compass displays only, 6-25 aircraft symbol, 6-28 bearing pointers and source annunciators, 6-26 compass sync annunciator, 6-25 course or azimuth deviation bar, 6-27 course pointer, 6-28 course/desired track display, 6-25 distance display, 6-26 DME hold, 6-26 drift angle bug (INS only), 6-25 fore and aft lubber line, 6-25 glidepath display and annunciator, 6-26 glideslope display and annunciator, 6-26 groundspeed or time--to--go display, 6-27 heading display and dial, 6-25 heading select bug, 6-25 heading select readout, 6-25 heading source annunciator, 6-25 NAV TO--FROM annunciator, 6-28 NAVAID position, 6-31 navigation source annunciator, 6-26 reciprocal course pointer, 6-28 VNAV display and annunciator, 6-26
A28- 1146- 041 Rev 5
Index (cont)
waypoint annunciator, 6-28 weather radar mode annunciator, 6-28 red failure annunciators, 6-41 azimuth deviation failure, 6-43 course deviation failure, 6-43 glidepath deviation failure, 6-43 glideslope deviation failure, 6-43 heading failure, 6-42 vertical deviation failure, 6-43 typical displays, 6-29 partial compass operation, 6-30 partial compass presentation, 6-32 weather radar displays, 6-33 annunciators, 6-33 Enhanced ground proximity warning system (EGPWS), 6-37 auto--popup function, 6-38 partial compass display, 6-39 terrain annunciators, 6-38 terrain range control, 6-38 terrain select on the EHSI, 6-37 test display, 6-39 Enroute cruise, 6-14 Equipment list, 1-1 Event codes, sample forms, 10-6 APP button, 7-1 AUX button, 7-3 BC button, 7-2 HDG button, 7-1 HSI SEL button, 7-3 IAS button, 7-1 MLS button, 7-3 NAV button, 7-1 NAV SEL button, 7-3 PITCH thumb--wheel, 7-3 STBY button, 7-2 V/L button, 7-3 VS button, 7-1 YD button, 7-2 system description, 2--6 Flight instrument displays, 5-1 electromechanical flight instrument system, 5-1 attitude director indicator (ADI), 5-1 horizontal situation indicator (HSI), 5-7 Full EHSI compass displays, 6-22
G
Glossary of terms , 8-1 Go--around mode, 9--58
F
Flight fault summary, 10-11 Flight guidance system (FGS), 7-1 advisory display, 7-4 operational and warning/caution messages, 7-4 controller, 7-1 ALT button, 7-2 ALT SEL button, 7-2 AP button, 7-2
H
Heading hold and wings level, 9-1 Heading select mode, 9-3 Honeywell product support, 11-1 24--hour exchange/rental support centers, 11-2 customer support centers, 11-2 North America, 11-2 Rest of the world, 11-3 publication ordering information, 11-4
A28- 1146- 041 Rev 5
Index Index- 7 -
Index (cont)
Horizontal situation indicator (HSI), 5-7 aircraft symbol, 5-8 approach configuration display, 5-10 bearing pointer, 5-8 compass synchronization annunciator, 5-9 course deviation pointer and dots, 5-9 course display, 5-8 course pointer, 5-9 distance display, 5-8 fore and aft lubber lines, 5-8 heading bug, 5-8 heading dial, 5-8 heading warning flag, 5-8 navigation warning flag, 5-9 reciprocal course pointer, 5-9 TO--FROM pointer, 5-9 vertical deviation pointer, 5-8 vertical warning flag, 5-8 Modes of operation, 9-1 altitude hold mode, 9-54 altitude preselect mode, 9-55 azimuth (MLS) mode, 9-35 back course mode, 9-23 dual couple approach mode, 9-49 go--around mode, 9-58 heading hold and wings level, 9-1 heading select mode, 9-3 ILS approach mode, 9-27 indicated airspeed hold mode, 9-52 localizer mode, 9-15 MLS approach mode, 9-43 pitch attitude hold mode, 9-50 RNAV enroute mode, 9-14 roll hold mode, 9-2 vertical speed hold mode, 9-51 VOR approach mode, 9-13 VOR capture mode, 9-5 VOR track mode, 9-10 Multiple waypoint displays, 6-33, 6-35
I
ILS approach mode, 9-27 Indicated airspeed hold mode, 9-52 Instrument remote controller, 6-46 Introduction, 1-1 equipment list, 1-1
P
Partial EHSI compass displays only, 6-25 aircraft symbol, 6-28 bearing pointers and source annunciators, 6-26 compass sync annunciator, 6-25 course or azimuth deviation bar, 6-27 course pointer, 6-28 course/desired track display, 6-25 distance display, 6-26 DME hold, 6-26 drift angle bug (INS only), 6-25 fore and aft lubber line, 6-25 glidepath display and annunciator, 6-26 glideslope display and annunciator, 6-26
A28- 1146- 041 Rev 5
L
Lateral mode problems, 10-2 Localizer mode, 9-15
M
Maintenance of digital flight control systems, 10-1 MLS approach mode, 9-43
Index Index- 8 -
Index (cont)
groundspeed or time--to--go display, 6-27 heading display and dial, 6-25 heading select bug, 6-25 heading select readout, 6-25 heading source annunciator, 6-25 NAV TO--FROM annunciator, 6-28 navigation source annunciator, 6-26 reciprocal course pointer, 6-28 VNAV display and annunciator, 6-26 waypoint annunciator, 6-28 weather radar mode annunciator, 6-28 Pilot write--up, 10-6 common terms, 10-8 flight fault summary, 10-11 pilot check sheet, 10-9 preliminary considerations, 10-7 squawk sheets, 10-6, 10-9 writing the report, 10-8 Pitch attitude hold mode, 9-50 PRIMUSR 800 Weather Radar System, A--1 indicator controls, A--2 AZ MK slide switch, A--4 BRT knob, A--2 GAIN control knob, A--2 GCR button, A--3 MAP button, A--3 range buttons, A--2 RCT button, A--3 SB/T button, A--3 SCAN slide switch, A--4 TGT ALT slide switch, A--4 TILT control knob, A--2 WX/C button, A--3 introduction, A--1 preflight, A--5 precautions, A--5 preliminary control settings, A--5 self--test display, A--6
A28- 1146- 041 Rev 5
PRIMUSR 660 Weather Radar System, B--1 description, B--1 normal operation, B--8 fault monitoring, B--11 maximum permissible expo-sure level (MPEL), B--13 power--up, B--9 preliminary settings, B--8 radar mode -- ground mapping, B--11 radar mode -- weather, B--11 standby, B--10 tilt management, B--12 weather radar controller, B--2 GAIN knob, B--7 MODE switch, B--5 precautions, B--8 range buttons, B--3 RCT button, B--3 SECT button, B--4 STAB button, B--3 test pattern, B--10 TGT button, B--3 TILT knob, B--4 Procedures: altitude hold mode, 9-54 altitude preselect mode, 9-56 back course setup, 9-23 dual couple approach setup, 9-49 ILS approach mode, 9-28 localizer setup, 9-15 MLS approach mode, 9-43 MLS setup, 9-35 preflight test, A--6 RNAV setup, 9-14 VOR approach setup, 9-13 VOR capture setup, 9-5 Publication ordering information, 11-4
R
Radio altimeter system, 2-4 Reduced AHRS performance modes, 3-3
Index Index- 9 -
Index (cont)
Reduced APIRS performance modes, C-3 Reversionary mode, 6-45 RNAV enroute mode, 9-14 Roll hold mode, 9-2 Troubleshooting, 10-1 combined vertical and lateral mode problems, 10-6 event codes, sample forms, 10-6 lateral mode problems, 10-2 maintenance of digital flight control systems, 10-1 pilot write--up, 10-6 common terms, 10-8 flight fault summary, 10-11 pilot check sheet, 10-9 preliminary considerations, 10-7 squawk sheets, 10-6, 10-9 writing the report, 10-8 vertical mode problems, 10-4 Typical EADI display presentations, 6-12 climb to initial altitude, 6-13 enroute cruise, 6-14 setup for approach, 6-15 take--off using go--around mode, 6-12 Typical EHSI displays, 6-29 partial compass operation, 6-30 partial compass presentation, 6-32
S
Setup for approach, 6-15 Squawk sheets, 10-6, 10-9 Standard AHRS operating modes, 3-1 Standard APIRS operating modes, C-1 System description, 2-1 air data system, 2-4 aircraft piloting inertial reference sensor (APIRS), 2-4 attitude and heading reference system (AHRS), 2-3 electromechanical flight instrument system (standard), 2-5 electronic flight instrument system (EFIS) (option), 2-5 flight guidance system (FGS), 2-6 other switches and controls, 2-6 PRIMUSR 800 Weather Radar System, 2-6 radio altimeter system, 2-5 System limits, 8-1 glossary of terms , 8-1 system operating limits, 8-7
V
Vertical mode problems, 10-4 Vertical speed hold mode, 9-51 VOR (NAV) modes, capture, 9-5 VOR approach mode, 9-13 VOR capture mode, 9-5 VOR track mode, 9-10
T
Take--off using go--around mode, 6-12 Terrain annunciators, 6-38 Terrain range control, 6-38 Terrain select on the EHSI, 6-37
Index Index- 10 -
W
Weather radar displays, 6-33 annunciators, 6-33 modes, 6-34
A28- 1146- 041 Rev 5
Index (cont)
range ring and annunciator, 6-33 return display, 6-34 target alert, 6-33 Weather radar systems, A--1 PRIMUSR 800, A--1 introduction, A--1 precautions, A--5 preliminary control settings, A--5 self--test display, A--6 weather radar indicator, A--2 PRIMUSR 660, B--1 description, B--1 fault monitoring, B--11 power--up, B--9 precautions, B--8 preliminary settings, B--8 radar mode -- ground mapping, B--11 radar mode -- weather, B--11 standby, B--10 target alert, B--3 tilt management, B--12 weather radar controller, B--2
A28- 1146- 041 Rev 5
Index Index- 11/(Index- 12 blank) -

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Honeywell Aerospace Electronic Systems CES- Phoenix P.O. Box 21111 Phoenix, Arizona 85036- 1111 U.S.A.

SPZ-8000 Integrated Flight Control System for the

Pub. No. A28--1146--041--07

Revised May 2001 April 1987

PRIMUS and SPEX are U.S. registered trademarks of Honeywell.

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Flight Guidance System (FGS)

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deHavilland Dash 8 Equipment List Table 1- (cont) -1

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deHavilland Dash 8 Equipment List Table 1- (cont) -1