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Honeywell MK VI Pilot'S Manual Download Page 33

060-4314-000 • Rev. C - May 2004
MK VI & MK VIII EGPWS Pilot Guide

33

Pop-Up and 
Auto-Range

Peaks  
Display

Non-Peaks 
display

continued

NOTE:

 When a TAD caution or warning alert is active, the 

display image (cells) surrounding the target are enlarged 
(surrounding cells are illuminated).  This allows a smaller 
terrain or obstacle (e.g., a single tower) to be better seen on 
the display.

The transition between green and yellow is below the aircraft in 
order to account for altimetry and/or terrain/obstacle height er-
rors.  
In addition, the transition altitudes between colors are biased up-
ward proportional to the descent rate when greater than 1000 feet 
per minute.  This provides approximately a 30-second advance 
display of terrain. 
Essentially, pilots should note that any yellow or red painted ter-
rain is at or above the aircraft’s altitude and appropriate terrain 
clearance needs to be provided.
Based on the display system used, there may be additional terrain 
display features.  These are defined as installation options and 
allow for: 
Automatic display of terrain on the cockpit display (TAD “Pop-
Up”).  This feature occurs when a caution or warning alert is 
triggered as described in Terrain Alerting and Display.  In some 
cases, an active display mode must be selected first.
“Auto-range” when Pop-up occurs.  This provides for the auto-
matic range presentation for terrain as defined for the display 
system configuration (typically 10 nm).  In this case, if the terrain 
auto-range is different than the display system selected range, the 
displayed range value on the cockpit display is flashed or changed 
color until the range is manually re-selected or terrain display is 
deselected.
Peaks Display has all the characteristics of the Non-Peaks Dis-
play but with additional terrain display features for enhanced 
situational awareness independent of the aircraft altitude.  The 
principle additions are:
The digital display of the highest and lowest terrain/obstacle el-
evations currently displayed,
The display of additional solid or lower density color bands, in-
cluding the addition of the graphic representation of sea level (0 
feet MSL) for compatible displays.

Summary of Contents for MK VI

Page 1: ...060 4314 000 Rev C May 2004 MK VI MK VIII EGPWS Pilot Guide MK VI and MK VIII Enhanced Ground Proximity Warning System EGPWS Pilot s Guide ...

Page 2: ...ved Thisdocumentandallinformationandexpressioncontainedherein are the property of Honeywell International Inc Your use of this document is strictly limited to a legitimate business purpose requir ing the information contained therein Your use of this document constitutes acceptance of these terms ...

Page 3: ...00 Rev C May 2004 MK VI MK VIII EGPWS Pilot Guide 3 TABLE OF CONTENTS SECTION 1 Introduction 4 SECTION 2 System Description 7 SECTION 3 Operational Procedures 46 SECTION 4 Definitions 56 Request for Information 58 ...

Page 4: ... to the op eration of aircraft with the EGPWS The information in this document is intended as a general expla nation of the Honeywell MK VI MK VIII EGPWS It contains a general description of system performance assuming identified options are active and highlights deviations in system perfor mance resulting when a feature is disabled The EGPWS is a Terrain Awareness and Warning System TAWS providing...

Page 5: ...MSL This feature is an option enabled by system configuration selection dur ing installation for compatible display systems Obstacles alerting function is a feature utilizing an obstacle database for obstacle conflict alerting and display EGPWS visual and audio alerts are provided when a conflict is detected Additionally when TAD is enabled Obstacles are graphically displayed similar to terrain This ...

Page 6: ...de errors resulting from temperature extremes non standard pressure altitude conditions flight in QFE en vironment and altimeter miss sets This ensures an optimal EGPWS alerting and display capability Some features are optional and may not be active in a given in stallation For specific effectivity refer to an applicable Airplane Flight Manual AFM or EGPWS Airplane Flight Manual Supple ment AFMS The...

Page 7: ...fter Takeoff 15 Mode 4 Unsafe Terrain Clearance 16 Mode 5 Excessive Deviation Below Glideslope 21 Mode 6 Advisory Callouts 22 Enhanced Functions Envelope Modulation 26 Terrain Clearance Floor 26 Runway Field Clearance Floor 28 Terrain Alerting and Display 29 Non Peaks Display 31 Pop Up and Auto Range 33 Peaks Display 33 TCF TAD Inop and Inhibit 38 Geometric Altitude 38 Aural Message Priority 40 Sy...

Page 8: ...way data containing information on all runways 2000 feet or longer in length This value is configurable as 3500 feet in the MK VIII in software load 008 or later For a specific list of the airports included refer to Honeywell docu ment 060 4326 000 or 060 4267 000 This can also be accessed on the Internet at www egpws com An Envelope Modulation database to support the Envelope Modulation feature des...

Page 9: ...9 060 4314 000 Rev C May 2004 MK VI MK VIII EGPWS Pilot Guide EGPWS Database continued Americas Region 4XXN Atlantic Region 4XXA Pacific Region 4XXP These regions are illustrated below ...

Page 10: ... of accurate GPS information the EGPWS is provided present position altitude track and ground speed With this information the EGPWS is able to present a graphical plan view of the aircraft relative to the terrain and advise the flight crew of a potential conflict with the terrain or obstacle Conflicts are rec ognized and alerts provided when terrain or an obstacle violates specific computed envelope b...

Page 11: ... Additional SINKRATE SINKRATE messages will occur for each 20 additional penetration of the outer boundary Penetration of the inner boundary activates the EGPWS warning lights and changes the audio message to PULL UP which re peats continuously until the inner warning boundary is exited R a d i o A l t i t u d e F E E T D e s c e n t R a t e F E E T M I N U T E 3000 2500 2000 1500 1000 500 0 2000 ...

Page 12: ...tude is decreasing closure rate Mode 2 exists in two forms 2A and 2B Mode 2A is active during climbout cruise and initial approach flaps not in the landing configuration and the aircraft not on glideslope centerline If the aircraft penetrates the Mode 2A caution envelope the aural message TERRAIN TERRAIN is generated and cockpit EGPWS caution lights will illuminate If the aircraft continues to penet...

Page 13: ...Mode 2B provides a desensitized alerting envelope to permit normal landing approach maneuvers close to terrain without unwanted alerts Mode 2B is automatically selected with flaps in the landing configuration landing flaps or flap Override selected or when making an ILS approach with Glideslope and Localizer deviation less than 2 dots It is also active during the first 60 sec onds after takeoff Mode 2B...

Page 14: ...e landing configuration the aural message TERRAIN TERRAIN is generated and the EGPWS caution lights illuminate If the aircraft continues to penetrate the envelope the EGPWS warning lights illuminate and the aural message PULL UP is repeated continuously until the warning envelope is exited If the aircraft penetrates the Mode 2B envelope with both gear and flaps in the landing configuration the aural ...

Page 15: ...e amount of altitude loss that is permitted before an alert is given is a function of the height of the aircraft above the terrain as shown below This pro tection is available until the EGPWS determines that the aircraft has gained sufficient altitude that it is no longer in the takeoff phase of flight Significant altitude loss after takeoff or during a low altitude go around activates the EGPWS caut...

Page 16: ... overflying another aircraft the upper limit of the airspeed ex pansion portion of the Mode 4A B alerting curve can be reduced from 1000 to 800 feet This occurs if the installation identifies an airplane type providing the 1000 foot upper limit and the airplane is above 250 knots with gear and flaps not in landing configuration and a sudden change in Radio Altitude is detected This is intended to elim...

Page 17: ...ert of TOO LOW GEAR The airspeed limit is 148 knots if the alternate airspeed configuration has been selected and it is 190 knots for turbofan bizjet aircraft Above 178 knots the boundary increases linearly with airspeed to a maximum of 750 feet AGL at 200 knots to produce a TOO LOW TERRAIN aural alert If the alternate airspeed configura tion has been selected the slope begins at 148 knots and ends ...

Page 18: ... 4B is at 170 feet AGL Penetra tion of this altitude below an airspeed of 150 knots will produce an aural alert of TOO LOW FLAPS If the alternate airspeed configuration has been selected the boundary is 200 feet AGL and the airspeed limit is 148 knots For turbofan bizjet aircraft the boundary is 245 feet AGL and its airspeed limit is 159 knots Above 150 knots the boundary increases linearly with ai...

Page 19: ...FLAPS alert by engaging the Flap Override switch if installed This precludes or silences the Mode 4B flap alert until reset by the pilot For any Mode 4B alert subsequent aural messages occur only if penetration of the envelope increases by 20 EGPWS alert lights extinguish and aural messages cease when the Mode 4B alert envelope is exited The Mode 4C alert is intended to prevent inadvertent controll...

Page 20: ...ed be low 245 feet AGL 245 feet if bizjet 170 feet if 170 Mode 4B is selected 150 feet if 150 Mode 4B is selected At takeoff the MTC is zero feet As the aircraft ascends the MTC is increased to 75 of the aircraft s Radio Altitude averaged over the previous 15 seconds This value is not allowed to decrease and is limited to the same values as the Mode 4A curve If the aircraft radio altitude decrease...

Page 21: ...with 2 dots or greater glideslope deviation This is called a hard alert because a louder GLIDESLOPE GLIDESLOPE message is enunciated every 4 seconds continuing until the hard envelope is exited The alert lights remain on until a glideslope deviation less than 1 3 dots is achieved To avoid unwanted Below Glideslope alerts when capturing the localizer between 500 and 1000 feet AGL alerting is varied...

Page 22: ... the Glideslope Cancel switch EGPWS Mode 5 alerts may be inhibited during backcourse ap proaches to prevent nuisance alerts due to false fly up lobes from the Glideslope The EGPWS determines a backcourse approach if a glideslope inhibit discrete is set Mode 6 provides EGPWS advisory callouts based on the menu selected option established at installation These callouts consist of predefined Radio Alti...

Page 23: ...ee options in the EGPWS as a Hard 500 Smart 500 or 500 Above Field callout These are included as options in the Callout Menu items There are also menus without 500 foot call outs these are included for aircraft that already have the means to announce 500 ft The Hard 500 foot callout will annunciate FIVE HUNDRED once during each approach The Smart 500 foot callout when selected will assist pilots d...

Page 24: ...engaged Below are the bank angle advisories for turboprop airplanes Without the AutoPilot engaged roll angles exceeding shaded 15 to 50 degrees between 10 and 210 feet AGL 50 degrees above 210 feet AGL With the AutoPilot engaged bank angles exceeding 15 to 33 degrees between 10 and 156 feet AGL 33 degrees above 156 feet AGL Bank angle advisories are inhibited below 10 feet Located on the following...

Page 25: ... cess and initial roll limit is exceeded again If the 20 increase in roll is exceeded causing the second bank angle alert another callout is not given until either 1 another 20 increase in roll is detected or 2 the aircraft rolls below the initial roll limit and another re setting the process and the initial roll is exceeded again Above the second 20 increase in roll the callout is continuous unti...

Page 26: ...e normal alerting process to compensate for the condition The EGPWS Envelope Modulation feature provides improved alert protection and expanded alerting margins at identified locations throughout the world This feature is automatic and requires no flight crew action Modes 4 5 and 6 are expanded at certain locations to provide alerting protection consistent with normal approaches Modes 1 2 and 4 are ...

Page 27: ...as Factor is reduced moved closer to the runway when higher accuracy aircraft position and runway position in formation is available This is typically 1 3 to 1 nm varying as a function of position accuracy providing protection against landing short events With version 022 and later models the envelope bias factor is reduced to 1 4 nm if runway and position data is of high integrity 1 2 Runway Leng...

Page 28: ... Altitude in lieu of Radio Altitude This provides improved pro tection at locations where the runway is significantly higher than the surrounding terrain as illustrated below With version 022 and later models the inner limit of the RFCF envelope is moved from 1 nm to 1 2 nm of runway end if runway and position data is of high integrity Terrain Clearance Floor Continued TCF and RFCF alerts result in...

Page 29: ...ting at 1 4 nm and extending out at 3 degrees laterally more if turning The lookdown and up angles are a function of the aircraft flight path angle and the lookdown distance a function of the aircraft s altitude with respect to the nearest or destination runway This relationship prevents unde sired alerts when taking off or landing The look ahead distance is a function of the aircraft s speed and d...

Page 30: ...le Weather Radar EFIS or other display is available the EGPWS Terrain Alerting and Display TAD feature can provide an image of the surrounding terrain represented in various colors and intensities TAD Peaks and Obstacle func tions are enabled by EGPWS options defined in the installation configuration Two types of TAD displays are available depending on the display system and options selected Non pea...

Page 31: ...aks display terrain and or obstacle presentation is always based on and scaled for the geographic area display range available for display Consequently terrain and or obstacles outside of the selected display range and defined display sweep are not included on the displayed image The Non Peaks display provides a graphical plan view image of the surrounding terrain as varying density patterns of gre...

Page 32: ...hin 400 vertical feet of the nearest runway elevation is not displayed black With version 022 or later the transition to black may occur below 400 feet based on runway and terrain database integrity for a given area NOTE All terrain databases after 419 contain 100 of earth s terrain data hence no magenta will be displayed ex cept in Self Test or on the edge of the regional database When a caution ...

Page 33: ...es These are defined as installation options and allow for Automatic display of terrain on the cockpit display TAD Pop Up This feature occurs when a caution or warning alert is triggered as described in Terrain Alerting and Display In some cases an active display mode must be selected first Auto range when Pop up occurs This provides for the auto matic range presentation for terrain as defined for th...

Page 34: ...hundreds of feet above sea level e g 125 is 12 500 feet MSL with the highest elevation on top and the lowest on the bottom However in the event that there is no appreciable difference in the terrain obstacle elevations flat terrain only the highest value is displayed Additionally the color of the elevation value is presented the same as the color of the terrain display containing that elevation In ...

Page 35: ...titude 2000 Minimum Elevation Number Reference Altitude is projected down from actual aircraft altitude to provide a 30 second advance display of terrain when descending more than 1000 FPM Terrain is not shown if it is below the lowest band and or is within 400 feet or lower if version 022 or later is installed of the runway elevation nearest the aircraft Sea level water is displayed if supported ...

Page 36: ...MK VI MK VIII EGPWS Pilot Guide PEAKS Display continued High Density Red High Density Yellow Solid Green Low Density Yellow High Density Green Low Density Green The following illustrates the Peaks display at a high relative altitude ...

Page 37: ...r Yellow terrain areas within range on the display Low Density Green Fill Terrain Obstacle that is 1000 to 2000 feet below aircraft altitude Peaks only Terrain Obstacle that is the lower elevation band when there is no Red or Yellow terrain areas within range on the display Black No significant Terrain Obstacle Low Density Cyan Fill Water at sea level elevation 0 feet MSL Peaks only Magenta Fill Un...

Page 38: ...inguished when the aircraft climbs above and is again displayed once the aircraft descends below the 8000 foot threshold This eliminates potentially long term illumination of terrain inoperative or not available during the high enroute phase of flight Based on GPS Altitude Geometric Altitude is a computed pseudo barometric altitude Above Sea Level ASL designed to reduce or eliminate errors potentia...

Page 39: ...gorithm gives the most weight to alti tudes with a higher estimated accuracy reducing the effect of less accurate altitudes Each component altitude is also checked for reasonableness using a window monitor computed from GPS Alti tude and its VFOM Altitudes that are invalid not available or fall outside the reasonableness window are not included in the final Geometric Altitude value The Geometric Al...

Page 40: ...a d TA Obstacle Obstacle Pull Up a e TA Terrain 2 Minimums Minimums a f 6 Caution Terrain Caution Terrain a b TA Caution Obstacle Caution Obstacle a c TA Too Low Terrain 4 TCF Altitude Callouts a 6 Too Low Gear 4A Too Low Flaps 4B Sink rate Sink rate 1 Don t Sink Don t Sink 3 Glideslope 5 Bank Angle Bank Angle a 6 Notes a Message is dependent on aircraft type or option selected b May also be Terra...

Page 41: ...e terrain below the aircraft from Geometric Altitude ASL Radio Altitude is considered unreasonable when it indicates a terrain clearance that is less than the Computed Terrain Clearance by more than 2000 feet For example if the Computed Terrain Clearance is 10 000 feet and the Radio Alti tude is any value 0 2500 then the Radio Altitude is considered unreasonable This is only performed if TAD is en...

Page 42: ...iscretes include signals such as Decision Height Landing Flap Position Landing Gear selected and status discretes such as Glideslope Valid Magnetic Heading valid and Radio Alti tude Valid associated with analog signal inputs Control discretes control EGPWS functions These include EG PWS Test Glideslope Cancel Glideslope Inhibit or Glideslope Backcourse Terrain display select Terrain Inhibit Flap O...

Page 43: ...information to the flight crew about the status of the EGPWS e g GPWS INOP or activation of selected functions Terrain video is generated by the EGPWS based on the aircraft current position relative to the surrounding terrain This video is presented to a Weather Radar indicator EFIS display or a dedicated Terrain Display Unit TDU The EGPWS uses the data stored in the Configuration Module to define th...

Page 44: ...mp Format One of two lamp formats are available Lamp Format 1 specifies only Mode 5 glideslope alerts activate the caution amber lamp output All other alerts activate the warning red lamp output Lamp Format 2 specifies all Pull Up warning alerts ac tivate the warning red lamp output All caution alerts activate the caution amber lamp output FAA requirement for new installations NOTE Mode 6 advisories...

Page 45: ...h to select landing flaps when not in the landing flap configuration Flap Override Discrete For installations that include a momentary flap overide input discrete an associated flap overide activated lamp output is turned on whenever flap override is activated AutoPilot Engaged When connected to an AutoPilot engaged signal selects reduced EGPWS Bank Angle alert threshold For additional options informati...

Page 46: ...Pilot Guide SECTION 3 Operational Procedures System Constraints 47 System Activation 48 EGPWS Self Test 49 Normal Procedures 51 Caution Alerts 53 Warning Alerts 53 Glideslope Alerts 53 Advisory Callouts 53 Abnormal Procedures 54 Emergency Procedures 55 ...

Page 47: ...these enhanced functions are automatically inhibited with a resultant Terrain inoperative or unavailable indication TAD TCF functions should be manually inhibited when within 15 NM and on approach to an airport or runway that is not in the airport database to avoid unwanted alerts TAD TCF functions should be manually inhibited for ditching or other off airport landings When the TAD TCF functions a...

Page 48: ...n the following systems are powered and functioning normally EGPWS Radio Altimeter Air Data ILS or Glideslope Receiver AHRS IRS VG DG Attitude Heading GPS position Landing gear Landing flaps Weather Radar Indicator EFIS or a dedicated terrain display if terrain obstacle display enabled In the event that required data for a particular function is not available then that function is automatically inh...

Page 49: ... History provides an historical record of the alerts given by the EGPWS Level 6 Discrete Test provides audible indication of any change to a discrete input state A Level 1 Self Test Go No Go is normally performed by flight crews as part of preflight checks All levels are typically used for installation checkout and maintenance operations A Level 1 Test is used to verify proper operation of the EGPWS...

Page 50: ...LIDESLOPE INOP The Self Test terminates automatically at its conclusion The following is a description of the expected results of a typical Level 1 Self Test Actual annunciation nomenclature and se quence may differ depending on the installation GPWS INOP and TERR INOP annunciators turn on Flap OVRD annunciator turns on momentarily Amber caution BELOW G S or GPWS annunciators turn on GLIDESLOPE is...

Page 51: ... AFMS or contact Honeywell The EGPWS provides visual and or audio alerts for detected potentially dangerous terrain conditions modes 1 4 TCF TAD below glideslope conditions mode 5 descent below predefined altitudes or excessive bank angle mode 6 These consist of warning caution and advisory alerts based on the detection alert threshold penetration Example of a test pattern shown below Note that if ...

Page 52: ... 1 2 TA TERRAIN TERRAIN 2 TA OBSTACLE OBSTACLE TA TERRAIN 2 MINIMUMS MINIMUMS 6 CAUTION TERRAIN TA CAUTION OBSTACLE TA TOO LOW TERRAIN 4 TCF TOO LOW GEAR or FLAPS 4 Altitude callouts 6 SINK RATE 1 DON T SINK 3 GLIDESLOPE 5 BANK ANGLE 6 NOTE Visual and audio indications may vary and procedures provided are representative Refer to an applicable AFM or EGPWS AFMS for specific implementation ...

Page 53: ...I to obtain maximum climb performance 3 Continue climbing until the warning is eliminated and safe flight is assured 4 Advise ATC of situation NOTE Climbing is the only recommended response unless operating in visual conditions and or pilot determines based on all available information that turning in addition to the climbing is the safest course of action Follow established operating procedures NO...

Page 54: ... from flaps not being set to the landing position during approaches A 300 FPM bias is applied to both the caution and warning thresholds This bias is automati cally deselected below 50 feet AGL Steep Approach has priority over Flap Override if selected simultaneously Selecting Flap Override GA only not Turbofan increases the al lowable altitude loss after takeoff Mode 3 alerts are desensitized as a...

Page 55: ...d Pressing the TERRAIN INHIBIT switch inhibits TAD and TCF alert ing and display including Obstacles and Peaks when enabled This is typically used when operating at an airport not in the terrain database Selection of Terrain Inhibit does not cause the Terrain Inoperative or unavailable annunciation unless the air craft is wired for this to occur Terrain Inhibit requires manual deactivation The EGP...

Page 56: ...tronic Flight Instrument System EGPWS Enhanced Ground Proximity Warning System FAA Federal Aviation Administration FPM Feet Per Minute F W Fail Warning GPS Global Positioning System GPWS Ground Proximity Warning System G S Glideslope HFOM Horizontal Figure of Merit HIL Horizontal Integrity Limit Hz Hertz cycles per second ICD Interface Control Document ILS Instrument Landing System INOP Inoperativ...

Page 57: ...ng is used in the United States airspace by all aircraft above FL180 QNH The more common method of setting the altimeter to compensate for changes in barometric pressure Pilot receives information from airfield adjusts his altimeter accordingly and the altimeter will read airfield elevation at touchdown RAIM Receiver Autonomous Integrity Monitoring RFCF Runway Field Clearance Floor SAT Static Air Te...

Page 58: ...______________ Shipping Address _____________________________________________________ __________________________________________________________________ Phone Number ______________________________________________________ Fax Number ________________________________________________________ E mail Address ______________________________________________________ Aircraft Information Aircraft Model _____...

Page 59: ......

Page 60: ...A 98073 9701 EGPWS Hotline 1 800 813 2099 Telephone 425 885 3711 FAX 425 885 2061 www egpws com 060 4314 000 Rev C Honeywell International Inc Printed in USA Printed on recycled paper Honeywell International Inc General Aviation Avionics One Technology Center 23500 West 105th Street Olathe KS USA 66061 Telephone 913 782 0400 FAX 913 712 1302 ...

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