111307149-Dash-8-PHB-a28-1146-041 2 PDF

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 PILOT’S 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. Description of Change

Title Pages Revised to reflect revision 7.
RR--1/RR--2 Revised to reflect revision 7.
LEP--1 thru Revised to reflect revision 7.
LEP--4
2--4 Period was added to the last sentence of Note.
Section NO TAG was revised to read Section 3.
9--13 Table 9--2 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
Pilot’s Manual
Revised May 2001

Printed in U.S.A. Pub. No. A28--1146--041--07 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 recipient’s equipment.
NOTICE -- FREEDOM OF INFORMATION ACT (5 USC 552) AND

DISCLOSURE OF CONFIDENTIAL INFORMATION GENERALLY
(18 USC 1905)
This document is being furnished in confidence by Honeywell. The

information disclosed herein falls within exemption (b) (4) of 5 USC 552
and the prohibitions of 18 USC 1905.
S2001
ASSOCIATE
MEMBER
Member of GAMA
General Aviation
Manufacturer’s 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of superseded pages.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 incorporator’s initials on this Record of Revisions. The typed
initial H is used when Honeywell is the incorporator of the revision.
Revision Revision Insertion

Number Date Date By
1 Feb 1989 Feb 1989 HI
2 Jun 1991 Jun 1991 HI
3 May 1995 May 1995 HI
4 Apr 2000 Apr 2000 H
5 Jul 2000 Jul 2000 H
6 Aug 2000 Aug 2000 H
7 May 2001 May 2001 H
A28-- 1146-- 041 Record of Revisions

Rev 7 RR-- 1/(RR-- 2 blank)
List of Effective Pages

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

2--6 5
Record of Revisions 2--7/2--8 5
RR--1/RR--2 H 7 F 2--9/2--10 5
F 2--11/2--12 5
List of Effective Pages
LEP--1 H 7 Attitude and Heading Reference
LEP--2 H 7 System (AHRS)
LEP--3 H 7 3--1 5
LEP--4 H 7 3--2 5
3--3 5
Table of Contents 3--4 5
TC--1 5 3--5 5
TC--2 4 3--6 5
TC--3 4 3--7 5
TC--4 4 3--8 5
TC--5 5
TC--6 5 Air Data Displays
TC--7 5 4--1 4
TC--8 5 4--2 4
TC--9/TC--10 6 4--3 4
4--4 4
Introduction
1--1 5 Flight Instrument Displays
1--2 5 5--1 4
1--3/1--4 5 5--2 4
F 1--5/1--6 4 5--3 4
5--4 4
System Description 5--5 4
2--1 5 5--6 4
2--2 4 5--7 4
2--3 5 5--8 4
2--4 H 7 5--9 4
5--10 4
H indicates changed, added or deleted pages.

F indicates right foldout page with a blank back.
A28-- 1146-- 041 List of Effective Pages

Rev 7 LEP-- 1

Electronic Flight Instrument System Flight Guidance System (FGS)
(EFIS) (Optional)
7--1 4
6--1 4 7--2 4
6--2 4 7--3 4
6--3 4 7--4 4
6--4 4 7--5 4
6--5/6--6 4 7--6 4
F 6--7/6--8 4 7--7 4
6--9 4 7--8 4
6--10 4 7--9 4
6--11 4 7--10 4
6--12 4 7--11 4
6--13 4 7--12 4
6--14 4 7--13 4
6--15 4 7--14 4
6--16 4 7--15 4
6--17 4 7--16 4
6--18 4 7--17 4
6--19 4 7--18 4
6--20 4 7--19/7--20 4
6--21 4
6--22 4 System Limits
F 6--23/6--24 4 8--1 4
6--25 4 8--2 4
6--26 4 8--3 4
6--27 4 8--4 4
6--28 4 8--5 4
6--29 4 8--6 4
6--30 4 8--7 4
6--31 4 8--8 4
6--32 4 8--9/8--10 4
6--33 4
6--34 4 Modes of Operation
6--35 4 9--1 4
6--36 4 9--2 4
6--37 4 9--3 4
6--38 4 9--4 4
6--39 4 9--5 4
6--40 4 9--6 4
6--41 4 9--7 4
6--42 4 9--8 4
6--43 4 9--9 4
6--44 4 9--10 4
6--45 4 9--11 4
6--46 4 9--12 4
List of Effective Pages A28-- 1146-- 041

LEP-- 2 Rev 6

Modes of Operation (cont) Troubleshooting
9--13 H 7 10--1 4
9--14 4 10--2 4
9--15 4 10--3 4
9--16 4 10--4 4
9--17 4 10--5 4
9--18 4 10--6 4
9--19 4 10--7 4
9--20 4 10--8 4
9--21 4 10--9 4
9--22 4 10--10 4
9--23 H 7 10--11 4
9--24 4 10--12 4
9--25 4
9--26 4 Honeywell Product Support
9--27 4 11--1 4
9--28 H 7 11--2 5
9--29 4 11--3 4
9--30 4 11--4 4
9--31 4
9--32 4 Acronyms and Abbreviations
9--33 4 12--1 5
9--34 4 12--2 5
9--35 4 12--3 5
9--36 4 12--4 5
9--37 4
9--38 4 Appendix A
9--39 4 A--1 4
9--40 4 A--2 4
9--41 4 A--3 4
9--42 4 A--4 4
9--43 H 7 A--5 4
9--44 4 A--6 4
9--45 4
9--46 4 Appendix B
9--47 4 B--1 4
9--48 4 B--2 4
9--49 4 B--3 4
9--50 4 B--4 4
9--51 4 B--5 4
9--52 4 B--6 4
9--53 4 B--7 4
9--54 4 B--8 4
9--55 4 B--9 4
9--56 4 B--10 4
9--57 4 B--11 4
9--58 4 B--12 4
B--13/B--14 4
A28-- 1146-- 041 List of Effective Pages

Rev 7 LEP-- 3

Appendix C
C--1 5
C--2 5
C--3 5
C--4 5
C--5 5
C--6 5
C--7 5
C--8 5
C--9 5
C--10 5
Index
Index--1 5
Index--2 5
Index--3 5
Index--4 5
Index--5 5
Index--6 5
Index--7 5
Index--8 5
Index--9 5
Index--10 5
Index--11/Index--12 5
List of Effective Pages A28-- 1146-- 041

LEP-- 4 Rev 6
Table of Contents
Section Page
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
2. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 2-1

Attitude and Heading Reference System (AHRS) . . . 2-3
Aircraft Piloting Inertial Reference Sensor
(APIRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Air Data System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Radio Altimeter System . . . . . . . . . . . . . . . . . . . . . . . 2-5
Standard Electromechanical Flight Instrument
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
EDZ--811 Electronic Flight Instrument System
(EFIS) (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Dual Flight Guidance System (FGS) . . . . . . . . . . . . 2-6
PRIMUSR 800 Weather Radar System . . . . . . . . . . 2-7
Other Switches and Controls . . . . . . . . . . . . . . . . . . . 2-7
3. ATTITUDE AND HEADING REFERENCE

SYSTEM (AHRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Standard Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Reduced Performance Modes . . . . . . . . . . . . . . . . . 3-2
Preflight Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Ground Initialization . . . . . . . . . . . . . . . . . . . . . . . 3-5
Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Take--Off in BASIC Mode . . . . . . . . . . . . . . . . . . . 3-7
Take--Off in DG Mode . . . . . . . . . . . . . . . . . . . . . . 3-7
Flight Operations in BASIC Mode . . . . . . . . . . . . 3-7
Flight Operations in DG Mode . . . . . . . . . . . . . . . 3-7
Abnormal ADI or HSI Indication . . . . . . . . . . . . . 3-8
Heading Mismatch . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
In--Air Initialization . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
4. AIR DATA DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . 4-1

Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Altitude Preselect Controller . . . . . . . . . . . . . . . . 4-2
A28-- 1146-- 041 Table of Contents

Rev 5 TC-- 1
Table of Contents (cont)

Section Page
5. FLIGHT INSTRUMENT DISPLAYS . . . . . . . . . . . . . 5-1

Electromechanical Flight Instrument System . . . . . 5-1
Attitude Director Indicator (ADI) . . . . . . . . . . . . . 5-1
ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Horizontal Situation Indicator (HSI) . . . . . . . . . . 5-7
HSI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
6. ELECTRONIC FLIGHT INSTRUMENT SYSTEM

(EFIS) (OPTIONAL) . . . . . . . . . . . . . . . . . . . . . . . . 6-1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Electronic Attitude Director Indicator (EADI) . . . . . . 6-5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
EADI Displays and Annunciators . . . . . . . . . . . . 6-5
Typical EADI Display Presentations . . . . . . . . . . 6-12
EADI Amber Caution and Failure
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
EADI Red Failure Annunciators . . . . . . . . . . . . . 6-20
Electronic Horizontal Situation Indicator (EHSI) . . . 6-22
Full Compass Displays . . . . . . . . . . . . . . . . . . . . . 6-22
Partial Compass Displays Only . . . . . . . . . . . . . . 6-25
Typical EHSI Displays . . . . . . . . . . . . . . . . . . . . . . 6-29
EHSI Weather Radar and Multiple Waypoint
Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33
Enhanced Ground Proximity Warning System
(EGPWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37
EHSI Amber Caution and Failure
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-40
EHSI Red Failure Annunciators . . . . . . . . . . . . . 6-41
Composite Display on EADI and EHSI . . . . . . . 6-44
7. FLIGHT GUIDANCE SYSTEM (FGS) . . . . . . . . . . . 7-1

Flight Guidance Controller . . . . . . . . . . . . . . . . . . . . . 7-1
Advisory Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
8. SYSTEM LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

Glossary of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Attitude Director Indicator (ADI) Command
Cue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Glideslope (GS) Gain Programming . . . . . . . . . . 8-2
Glideslope Capture (GS CAP) . . . . . . . . . . . . . . . 8-2
Table of Contents A28-- 1146-- 041

TC-- 2 Rev 4

Section Page
8. SYSTEM LIMITS (CONT)

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

Rev 4 TC-- 3

Section Page
10. TROUBLESHOOTING (CONT)

Combined Vertical and Lateral Mode
Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Pilot Write--Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Report Forms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Preliminary Considerations . . . . . . . . . . . . . . . . . 10-7
Writing the Report . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
Commonly Used Terms . . . . . . . . . . . . . . . . . . . . 10-8
Flight Fault Summary . . . . . . . . . . . . . . . . . . . . . . 10-11
11. HONEYWELL PRODUCT SUPPORT . . . . . . . . . . 11-1

Publication Ordering Information . . . . . . . . . . . . . . . 11-4
12. ACRONYMS AND ABBREVIATIONS . . . . . . . . . . 12-1
APPENDICES
A PRIMUSR 800 WEATHER RADAR SYSTEM . . . . A--1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--1
PRIMUSR 800 Weather Radar Operation . . . . . . . . A--2
Typical Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--5
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A--5
B PRIMUSR 660 WEATHER RADAR SYSTEM . . . . B--1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--1
Weather Radar Controller . . . . . . . . . . . . . . . . . . . . . B--2
Controls and Indicators . . . . . . . . . . . . . . . . . . . . . B--2
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--8
Preliminary Control Settings . . . . . . . . . . . . . . . . B--8
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--8
Power--Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--9
Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--10
Radar Mode -- Weather . . . . . . . . . . . . . . . . . . . . B--11
Radar Mode -- Ground Mapping . . . . . . . . . . . . . B--11
Fault Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . B--11
Tilt Management . . . . . . . . . . . . . . . . . . . . . . . . . . B--12
Maximum Permissible Exposure Level (MPEL) B--13
TC-- 4 Rev 4

C AIRCRAFT PILOTING INERTIAL REFERENCE
SENSOR (APIRS) . . . . . . . . . . . . . . . . . . . . . . . . . . C--1
Standard Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--1
Reduced Performance Modes . . . . . . . . . . . . . . . . . C--3
Attitude and Heading Control Panel (AHCP) . . . . . C--4
Preflight Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C--5
Ground Initialization . . . . . . . . . . . . . . . . . . . . . . . C--6
Abnormal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . C--7
Take--Off in BASIC Mode . . . . . . . . . . . . . . . . . . . C--7
Take--Off in DG Mode . . . . . . . . . . . . . . . . . . . . . . C--7
Flight Operations in BASIC Mode . . . . . . . . . . . . C--8
Flight Operations in DG Mode . . . . . . . . . . . . . . . C--8
Abnormal ADI or HSI Indication . . . . . . . . . . . . . C--8
Heading Mismatch . . . . . . . . . . . . . . . . . . . . . . . . . C--9
In--Air Initialization . . . . . . . . . . . . . . . . . . . . . . . . . C--9
INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Index--1
List of Illustrations
Figure Page
1--1 deHavilland Dash 8 Cockpit . . . . . . . . . . . . . . . . . . . . 1-5
2--1 System Block Diagram for Electromechanical

System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2--2 System Block Diagram for the EFIS System . . . . . 2-11
3--1 AHRS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
4--1 Barometric Electromechanical Altimeter . . . . . . . . . 4-1

4--2 Altitude Preselect Controller . . . . . . . . . . . . . . . . . . . 4-2
4--3 Altitude Alerting Profile . . . . . . . . . . . . . . . . . . . . . . . . 4-4
5--1 Attitude Director Indicator . . . . . . . . . . . . . . . . . . . . . 5-1

5--2 Typical ILS Approach on the ADI Display . . . . . . . . 5-5
5--3 ADI Showing Typical Cruise Presentation . . . . . . . . 5-5
5--4 Optional AD--550A Single Cue ADI Showing
Typical ILS Approach Presentation . . . . . . . . . . . . 5-6
5--5 Electromechanical Horizontal Situation Indicator . . . . 5-7
5--6 HSI Showing Typical Approach Configuration . . . . 5-10
5--7 HSI in a Typical Cruise Configuration . . . . . . . . . . . 5-10

Rev 5 TC-- 5

List of Illustrations (cont)
Figure Page
6--1 Display Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6--2 EADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6--3 Take--Off Using Go--Around Mode . . . . . . . . . . . . . . 6-12
6--4 Climb to Initial Altitude . . . . . . . . . . . . . . . . . . . . . . . . 6-13
6--5 Enroute Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
6--6 Setup for Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
6--7 EADI Caution and Failure Annunciators (Amber) . . . 6-16
6--8 EADI Failure Annunciators . . . . . . . . . . . . . . . . . . . . 6-17
6--9 EADI Display Failure Annunciators (Red) . . . . . . . . 6-20
6--10 Internal System Failure . . . . . . . . . . . . . . . . . . . . . . . 6-21
6--11 EHSI Displays and Annunciators . . . . . . . . . . . . . . . 6-23
6--12 Typical EHSI Approach Presentation . . . . . . . . . . . . 6-29
6--13 Typical EHSI Cruise Presentation . . . . . . . . . . . . . . 6-29
6--14 Partial Compass EHSI Format MAP Mode . . . . . . . 6-30
6--15 Compass Display in the APPROACH Mode . . . . . . 6-32
6--16 Compass Display in the CRUISE Mode . . . . . . . . . 6-32
6--17 Partial Compass EHSI Format Showing
Multiple Waypoints and Weather . . . . . . . . . . . . . 6-33
6--18 MAP Mode With Multiple Waypoints . . . . . . . . . . . . 6-35
6--19 HSI Display With Terrain Display . . . . . . . . . . . . . . . 6-39
6--20 EGPWS Test Display . . . . . . . . . . . . . . . . . . . . . . . . . 6-39
6--21 EHSI Caution and Failure Annunciators (Amber) . . . 6-40
6--22 EHSI Display Failure Annunciators (Red) . . . . . . . . 6-41
6--23 Heading Failure Annunciators . . . . . . . . . . . . . . . . . . 6-42
6--24 Deviation Failure Indicator . . . . . . . . . . . . . . . . . . . . . 6-43
6--25 Composite Displays With Callouts (Lower) . . . . . . . 6-44
6--26 Instrument Remote Controller . . . . . . . . . . . . . . . . . . 6-46
7--1 Flight Guidance Controller . . . . . . . . . . . . . . . . . . . . . 7-1

7--2 Advisory Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7--3 Message Field Locations . . . . . . . . . . . . . . . . . . . . . . 7-4
9--1 Heading Hold Cockpit Displays . . . . . . . . . . . . . . . . . 9-1

9--2 Roll Hold Mode Displays . . . . . . . . . . . . . . . . . . . . . . 9-2
9--3 Heading Select Mode Displays . . . . . . . . . . . . . . . . . 9-4
9--4 VOR Capture Plan View . . . . . . . . . . . . . . . . . . . . . . . 9-6
9--5 VOR Capture Displays . . . . . . . . . . . . . . . . . . . . . . . . 9-7
9--6 VOR Capture Displays . . . . . . . . . . . . . . . . . . . . . . . . 9-8
9--7 VOR Capture Phase, Plan View . . . . . . . . . . . . . . . . 9-9
9--8 Course Cut Limiting, Plan View . . . . . . . . . . . . . . . . . 9-10
9--9 VOR Tracking Displays . . . . . . . . . . . . . . . . . . . . . . . 9-11

TC-- 6 Rev 5

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

10--2 Vertical Mode Conditions and Problems . . . . . . . . . 10-5
10--3 Pilot Check and Squawk Sheet . . . . . . . . . . . . . . . . . 10-9
10--4 Advisory Display After Flight Fault Initiation . . . . . . 10-11

Rev 5 TC-- 7

Figure Page
10--5 Advisory Display With Flight Fault Summary
Displayed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
10--6 Advisory Display With Flight Fault Data . . . . . . . . . 10-12
A--1 Weather Radar Indicator . . . . . . . . . . . . . . . . . . . . . . A--2
B--1 Weather Radar Controller . . . . . . . . . . . . . . . . . . . . . B--2

B--2 EHSI With Weather Radar Test Pattern . . . . . . . . . B--9
B--3 EHSI With Weather Radar Test Pattern
Example) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--10
B--4 Radar Beam Illumination High Altitude
12--Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . B--12
B--5 Radar Beam Illumination Low Altitude
12--Inch Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . B--12
B--6 MPEL Boundary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--13
C--1 Attitude and Heading Control Panel . . . . . . . . . . . . . C--4
List of Tables
Table Page
1--1 deHavilland Dash 8 Equipment List . . . . . . . . . . . . . 1-1
6--1 Bearing Pointer Selection . . . . . . . . . . . . . . . . . . . . . 6-3

6--2 Lateral and Vertical Mode Transitions . . . . . . . . . . . 6-9
6--3 Comparison Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
6--4 HSI Weather Radar Mode and Target Alert
Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-34
6--5 Weather Radar Displays . . . . . . . . . . . . . . . . . . . . . . 6-34
6--6 EGPWS Terrain Display Color Definitions . . . . . . . . 6-38
7--1 SAT/TAS Display Functions . . . . . . . . . . . . . . . . . . . . 7-6

7--2 System Messages That Prohibit Engagement . . . 7-7
7--3 Initial Power--up Messages . . . . . . . . . . . . . . . . . . . . 7-8
7--4 Mode Inhibit Messages . . . . . . . . . . . . . . . . . . . . . . . 7-9
7--5 Messages That Can Be Removed With the
RESET Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
7--6 Messages That Cannot Be Removed
Using the RESET Button . . . . . . . . . . . . . . . . . . . . 7-11
7--7 Momentary Messages . . . . . . . . . . . . . . . . . . . . . . . . 7-11

TC-- 8 Rev 5

List of Tables (cont)
Table Page
7--8 System Fault Disengagement Messages . . . . . . . . 7-12
7--9 Crew--Activated Disengagement Messages . . . . . . 7-13
7--10 AFCS Computer--Caused Failure Messages . . . . . 7-13
7--11 System Monitor Disengagement Messages . . . . . . 7-14
7--12 AFCS Mistrim Messages . . . . . . . . . . . . . . . . . . . . . . 7-14
7--13 Flight Director Lateral and Vertical Arm Modes . . 7-16
7--14 Flight Director Lateral and Vertical Active Modes . . . 7-17
7--15 Non--Arm and Capture Annunciators . . . . . . . . . . . . 7-18
8--1 System Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
9--1 VOR Capture Setup Procedure . . . . . . . . . . . . . . . . 9-5

9--2 VOR Approach Setup Procedure . . . . . . . . . . . . . . . 9-13
9--3 RNAV Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . 9-14
9--4 Localizer Setup Procedure . . . . . . . . . . . . . . . . . . . . 9-15
9--5 Back Course Setup Procedure . . . . . . . . . . . . . . . . . 9-23
9--6 ILS Approach Mode Procedure . . . . . . . . . . . . . . . . . 9-28
9--7 MLS Setup Procedure . . . . . . . . . . . . . . . . . . . . . . . . 9-35
9--8 MLS Approach Mode Procedure . . . . . . . . . . . . . . . 9-43
9--9 Dual Couple Approach Setup Procedure . . . . . . . . 9-49
9--10 Altitude Hold Mode Procedure . . . . . . . . . . . . . . . . . 9-54
9--11 Altitude Preselect Mode Procedure . . . . . . . . . . . . . 9-56
10--1 Digital and Analog System Differences . . . . . . . . . . 10-1

10--2 Lateral Mode Problems . . . . . . . . . . . . . . . . . . . . . . . 10-2
10--3 Vertical Mode Problems . . . . . . . . . . . . . . . . . . . . . . . 10-4
10--4 Problems Common to Both Vertical and Lateral
Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
10--5 Definitions of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
A--1 Initial Control Settings . . . . . . . . . . . . . . . . . . . . . . . . . A--5

A--2 Preflight Test Procedure . . . . . . . . . . . . . . . . . . . . . . . A--6
B--1 Target Alert Characteristics . . . . . . . . . . . . . . . . . . . . B--4

B--2 Rainfall Rate Color Reference . . . . . . . . . . . . . . . . . . B--5
B--3 PRIMUSR 660 Weather Radar System
Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B--5

Rev 6 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 Unit Part Number

Cockpit Mounted (Standard)
AD--550C Attitude Director Indicator (ADI) 7001182--913
RD--550A Horizontal Situation Indicator (HSI) 7001179--951
RI--306 Instrument Remote Controller 4026206--915
GC--801 Flight Guidance Controller 7003975--901
ID--800/802 Advisory Display 7003652--901/611

AC--801 Attitude and Heading Reference 7004545--901
System (AHRS) Controller
or Non--Honeywell
Aircraft Piloting Inertial Reference
Sensor (APIRS) Controller
AL--801 Altitude Preselect Controller 7004577--903
BA--141 Altitude Indicator 4016341--905

AD--550A Attitude Director Indicator (ADI) 7001182--909
(Optional)
Cockpit Mounted (Optional EFIS)
ED--800 Electronic Display 7003110--901
DC--810 Display Controller 7005819--701
deHavilland Dash 8 Equipment List

Table 1--1 (cont)
A28-- 1146-- 041 Introduction

Rev 5 1-1
Remote Mounted Series 100 (Standard)

FZ--800 Flight Guidance Computer 7002260--VAR
SM--300 Servo Drive 7003974--VAR
SM--710 Rudder Actuator 4012373--917/817
TM--400 Trim Servo 7003032--612
FX--600 Flux Valve 7010133

AZ--810 Digital Air Data Computer (DADC) 7000700--VAR
RT--300 Radio Altimeter 7001840--912
Radio Altimeter Antenna Sensor Systems

AH--600 AHRS Computer 7003360--VAR
MT--600 AHRS Mounting Tray 7003333--902

SM--710 Rudder Actuator 4012373--917/817
TM--400 Trim Servo 7003032--612
AZ--800 Digital Air Data Computer (DADC) 7000700--976
RT--300 Radio Altimeter Receiver/ Transmitter 7001840--912


Table 1--1 (cont)
Introduction A28-- 1146-- 041

1-2 Rev 5

AH--600 AHRS Computer 7003360--VAR
AH--600 AHRS Mounting Tray 7003333--902
SM--710 Rudder Actuator 4012373--817

TM--400 Trim Servo 7003032--612
AZ--810 Digital Air Data Computer 7000700--VAR

RT--300 Radio Altimeter Receiver/ Transmitter 7001840--912
Remote Mounted (Optional EFIS)
SG--811 Symbol Generator 7004544--312

Table 1--1
A28-- 1146-- 041 Introduction

Rev 5 1-3/(1-4 blank)
SPZ--8000 Integrated Flight Control System
deHavilland Dash 8 Cockpit

Figure 1--1
A28--1146--041 System Description

Rev 4 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 Attitude and heading reference system (AHRS), or aircraft piloting
inertial reference sensor (APIRS).
D Air data system
D Radio altimeter system
D Standard electromechanical flight instrument system
D EDZ--811 Electronic Flight Instrument System (EFlS) (Optional)
D Dual flight guidance system
D 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 System Description

Rev 5 2-1
The specific private line paths include the following:

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

D AHRU attitude and heading to the EFlS
D EFlS controller to the EFlS symbol generator
D 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 A28-- 1146-- 041

2-2 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 Strapdown AHRU
D AHRS controller/remote compensator
D Thin flux valve
The AHRS is a strapdown system that differs from a platform system.

A typical platform system has the following characteristics:
D It uses gimballed gyros.
D It has a spinning mass that is isolated from the airframe by gimbals.
D The output signals are displacement sensitive.
Characteristics of a strapdown system are:

D It has no gimbals.
D The spinning mass follows the airframe.
D 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.

Rev 5 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 Dual AHRUs
D Dual AHCPs
D 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 Air data computer
D Barometric altitude indicator
D 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.

2-4 Rev 7
RADIO ALTIMETER SYSTEM

The radio altimeter system consists of the following components:
D Radio altimeter receiver/transmitter
D 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 HSI
D ADI
D 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 Electronic display (electronic attitude director indicator (EADI) and
electronic horizontal situation indicator (EHSI))
D Symbol generator
D Display 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 pilot’s 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.

Rev 5 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
pilot’s instruments.
DUAL FLIGHT GUIDANCE SYSTEM (FGS)

The dual FGS consists of the following components:
D Flight guidance computer
D Flight guidance controller
D Advisory display
D Servo drive and bracket (aileron and elevator)
D Linear actuator (rudder)
D 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.

2-6 Rev 5
PRIMUSR 800 WEATHER RADAR SYSTEM
The PRIMUSr 800 Weather Radar System consists of the following

components:
D Weather receiver/transmitter
D Digital indicator
D 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.
D 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.
D 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.
D 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.

Rev 5 2-7/(2-8 blank)
AD--550C ADI AD--550C ADI

BA--141 ALT IND BA--141 ALT IND
0 0
1 1
ST 20 ST 20
20 20
8 2 8 2
WR--800 WI--800
10 10 10 10
5 5 5 5
7 3 7 3
SLOW 20
10 10
20 6 4
5 RECEIVER/TRANSMITTER INDICATOR 6 4
5
SLOW 20
10 10
20
5 5
LOC LOC
ATT R/T ATT ATT R/T ATT
RANGE
TGT VRM
*CR MNU
TRB SCT
TST BRT
RI--306 IRC CR CRCR CR CR CR

RI--306 IRC
RD--550A HSI
OFF
RD--550A HSI
WA--800 ANTENNA
COURSE DIST COURSE DIST
33
N 3 33
N 3
AL--801 ALTITUDE
30
30
6
6
TO COPILOT’S TO PILOT’S
W
PRESELECT CONTROLLER
E
RMI RMI
12
12
24
24
15 15
S S
21 21
AHRS SERIAL DATA SERIAL DATA AHRS

OR OR
sfim sfim
APIRS APIRS APIRS APIRS
DUAL ASCB DATA BUSSES DME
DME
AZ--810
WHITE
AIR DATA
BRT BRT
WHITE
RESET AMBER RESET
AMBER
WHITE
L AFCS GREEN R AFCS L AFCS
WHITE
GREEN
R AFCS COMPUTER
AZ--810
AIR DATA ID--802 ID--802
COMPUTER ADVISORY DISPLAY ADVISORY DISPLAY
NAV
SWITCHING
NAV
SWITCHING SERIAL DATA SERIAL DATA FZ--800
GC--801 FLIGHT
GUIDANCE VOR/LOC, MLS
FZ--800 FLIGHT GUIDANCE RNAV, AUX NAV,
FLIGHT CONTROLLER COMPUTER
VOR/LOC, MLS RCVRS
GUIDANCE
RNAV, AUX NAV, COMPUTER
RCVRS
RT--300RADIO
ALTIMETER RT--300
RECEIVER/ RADIO ALTIMETER
TRANSMITTER RECEIVER/
TRANSMITTER
SM--710
ANTENNA ANTENNA LINEAR ACTUATOR TM--400 ANTENNA ANTENNA
SM--300 SM--300 ELEVATOR
ELEVATOR SERVO AILERON SERVO TRIM SERVO
AD--23307@
System Block Diagram

for Electromechanical System
Figure 2--1
Rev 5 2-9/(2-10 blank)
ED--800 EADI
ED--800 EADI
LOC GS
BA--141 ALT IND BA--141 ALT IND
ATT2
20 20
DC--810 DISPLAY
LOC GS
TO F
10 10
0
1
0
1 DC--810 DISPLAY ATT2
20 20
COPILOT’S G CONTROLLER 8 2
WR--800 WI--800
8 2
CONTROLLER
F
10 10 TO
EADI S
10 10
FU LL
MAP WX
GSPD
TTG AT T HDG V/L
I NS
TCN
7
5
3
RECEIVER/TRANSMITTER INDICATOR 7
5
3
FU LL
MAP WX
GSPD
TTG AT T HDG V/L
I NS
TCN 10 10
G
PILOT’S
20 20 I
200 DH
AP ENG
140 RA INS TCN
6
5
4 6
5
4 S
20 20 I EADI
DH TCN INS TCN INS INS TCN APENG
ADF ADF ADF ADF 200 D H
VOR1 TEST VOR2 RANGE TEST
VOR2 D H 140 R A
OFF OFF VOR1
O FF O FF
OFF ADI DH HIS WX
DIM OFF O FFADI DH HIS WX
BRG DIM TST DIM BRG DIM TST DIM DIM O FF
TGT VRM BRG BRG
MNU
SERIAL
*CR
SERIAL
TRB SCT
TST BRT
CR CR
CR CRCR CR
SG--311 OFF
SG--311
SYMBOL WA--800 ANTENNA SYMBOL
GENERATOR GENERATOR
TO
TO COPILOT’S TO PILOT’S TO
COPILOT’S
PILOT’S
WPT
EHSI RMI RMI WPT
EHSI
FEET
ALT SET
SERIAL
AL--801 ALTITUDE
SERIAL
ED--800 EHSI
PRESELECT CONTROLLER ED--800 EHSI
AHRS SERIAL DATA SERIAL DATA

OR AHRS
sfim OR
APIRS sfim
APIRS APIRS APIRS
RI--306 IRC RI--306 IRC

AH--600
STRAPDOWN
AHRU DUAL ASCB DATA BUSSES
RESET
WHITE
AMBER
BRT
RESET
WHITE
BRT
AZ--810
AMBER
L AFCS
WHITE
GREEN R AFCS L AFCS
WHITE R AFCS
AIR DATA
GREEN
COMPUTER
AZ--810
AIR DATA ID--802 ID--802
COMPUTER ADVISORY DISPLAY ADVISORY DISPLAY NAV
SWITCHING
NAV
SWITCHING FZ--800
SERIAL DATA SERIAL DATA
FLIGHT VOR/LOC, MLS
GC--801
FZ--800 GUIDANCE RNAV, AUX NAV,
FLIGHT GUIDANCE
FLIGHT COMPUTER RCVRS
CONTROLLER
VOR/LOC, MLS GUIDANCE
RNAV, AUX NAV, COMPUTER
RCVRS
RT--300 RADIO RT--300

ALTIMETER RADIO ALTIMETER
RECEIVER/ RECEIVER/
TRANSMITTER TRANSMITTER
SM--710
ANTENNA ANTENNA LINEAR ACTUATOR TM--400 ANTENNA ANTENNA
SM--300 SM--300 ELEVATOR
ELEVATOR SERVO AILERON SERVO TRIM SERVO
AD--23308@
System Block Diagram for

the EFIS System
Figure 2--2

Rev 5 2-11/(2-12 blank)
3. Attitude and Heading

Reference System (AHRS)
GENERAL
consists of the following: dual attitude and heading reference units
(AHRU), and the dual flux valves.
D Dual attitude and heading reference units (AHRU)
D Dual AHRS controllers
D Dual flux valves.
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 Attitude and Heading Reference System (AHRS)

Rev 5 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 pilot’s 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.
Attitude and Heading Reference System (AHRS) A28-- 1146-- 041

3-2 Rev 5
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.

Rev 5 3-3
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 10_ pitch up
D 20_ right wing down
D North heading, turning at 3_/sec toward East
D All AHRS controller annunciators ON
D ATT flag valid for 2.5 seconds, then invalid
D HDG flag valid for 2.5 seconds, then invalid
D 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 3_ nose up,
D 2_ left wing down,
D Heading 047_,
The test values are:

D 13_ nose up,
D 18_ right wing down,
D Heading 047_, turning at 3.0_/sec right turn (regardless of actual
turn rate),
D All AHRS controller annunciators ON,
D ATT flag valid for 2.5 seconds, then invalid,
D HDG flag valid for 2.5 seconds, then invalid.
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.

3-4 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.

Rev 5 3-5
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.
D 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.
D 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.
D 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.

3-6 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.

Rev 5 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
D 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.

3-8 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 The counter drum is the display of altitude. It is marked in 20--foot
increments.
D The pointer displays altitude between 1000--foot levels with 20--foot
graduations.
D Altitudes below 10,000 feet are annunciated with a black and white
crosshatch on the left--hand digit position of the counter display (not
shown).
A28-- 1146-- 041 Air Data Displays

Rev 4 4-1
D Barometric pressure counter is set using the BARO knob. The

displays show barometric pressure in inches of mercury and
millibars.
D 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.
D 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
Air Data Displays A28-- 1146-- 041

4-2 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 Pitch hold
D Airspeed hold
D 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 Air Data Displays

Rev 4 4-3
Altitude Alerting Profile

Figure 4--3
Air Data Displays A28-- 1146-- 041

4-4 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 ROLL ROLL ATTITUDE

WARNING FLAG SCALE POINTER
DECISION
HEIGHT
ANNUNCIATOR
GO--AROUND
ANNUNCIATOR
ATTITUDE
WARNING FLAG
PITCH AND ROLL
COMMAND BARS ATTITUDE
SPHERE
SPEED
COMMAND GLIDESLOPE
POINTER POINTER
AIRCRAFT RADIO ALTITUDE

SYMBOL DISPLAY
DECISION
HEIGHT
DISPLAY
ATTITUDE INCLINOMETER EXPANDED DECISION HEIGHT

TEST SWITCH LOCALIZER SET KNOB AND
POINTER DIM CONTROL AD23313@
Attitude Director Indicator

Figure 5--1
A28-- 1146-- 041 Flight Instrument Displays

Rev 4 5-1
D Flight Director (FD) Warning Flag -- The flight director warning

flag is in view when the flight director valid signal is lost.
D 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.
D Decision Height (DH) Annunciator --The DH annunciator lights

when the aircraft descends below the selected decision height.
D 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.
D 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.
D 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.
D Radio Altitude Display -- The 4--digit incandescent display

indicates the aircraft’s 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.
D 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.
Flight Instrument Displays A28-- 1146-- 041

5-2 Rev 4
D 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 aircraft’s 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.
D Inclinometer -- The inclinometer gives a conventional display of

aircraft slip or skid, and is used as an aid to coordinate maneuvers.
D 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.
D 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.
D 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.
D 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.

Rev 4 5-3
D 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.
D Go--Around Annunciator -- This annunciator lights when the

go--around mode has been selected.
D 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.
D 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).

5-4 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

Rev 4 5-5
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

5-6 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

Rev 4 5-7
D Course Display -- The course display is a digital readout of selected

course.
D 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.
D 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.
D 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.
D Distance Display -- The distance display is a digital display of DME

or RNAV distance. DME hold is selected with an external switch.
D 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.
D 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.
D 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.
D 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.
D Vertical (VERT) Warning Flag -- The VERT warning flag is in view

when the glideslope or glidepath valid signal is lost.

5-8 Rev 4
D 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.
D 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.
D Navigation (NAV) Warning Flag -- The NAV warning flag is in view

when the navigation valid signal is lost.
D 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.
D 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).

Rev 4 5-9
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

5-10 Rev 4
6. Electronic Flight Instrument

System (EFIS) (Optional)
GENERAL
The EFIS consists of the following components:
D Electronic displays (EADI and EHSI)
D Symbol generator
D Display 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 pilot’s 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
pilot’s 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.
A28-- 1146-- 041 Electronic Flight Instrument System (EFIS) (Optional)

Rev 4 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.
D 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.
D 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.
D GS/TTG (Groundspeed/Time--to--Go) Button -- Push the
GS/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.
D ATT REV Button -- Push the ATT REV button to display cross--side
attitude information on the EADI.
D HDG REV Button -- Push the HDG REV button to display
cross--side heading information on the EHSI.
Electronic Flight Instrument System (EFIS) (Optional) A28-- 1146-- 041

6-2 Rev 4
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.)
D 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 BRG Z
OFF OFF
VOR 1 VOR 2
ADF 1 ADF 2
RNV 1 RNV 2
AUX 1 AUX 2
Bearing Pointer Selections
Table 6--1
D 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.

Rev 4 6-3
D 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.
D 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.
D 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.

6-4 Rev 4
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 Glideslope or glidepath deviation
D Expanded localizer or azimuth deviation
D Radio altitude
— Rising runway
— Digital readout
D Decision height
D Marker beacon annunciation
D Rate--of--turn
D Speed command
D Attitude source
D HSI SEL (HSI select) status annunciator.
NOTE: When the EHSI has failed, combined or composite attitude

and heading information is displayed.
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.
D 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.
D 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.

Rev 4 6-5/(6-6 blank)
ATTITUDE SOURCE
ANNUNCIATOR
LATERAL CAPTURE (GREEN) VERTICAL ARM
BLANK FOR NORMAL SOURCE (NOTE 3) (WHITE)
AMBER FOR SAME SOURCE
ON BOTH SIDES HDG LNAV ALT
REVERSIONARY
ATTITUDE ROLL VOR* AZ* GS
ATT1 BC EL
ATTITUDE SOURCE ATTITUDE ROLL ATT2
SPHERE ANNUNCIATOR POINTER SCALE LOC VNAV
FLIGHT
DIRECTOR
MODE VERTICAL CAPTURE (GREEN)
ANNUNCIATORS (NOTE 3)
(NOTE 3)
LATERAL ARM GS* ALT*
PITCH (WHITE) IAS GA
GLIDESLOPE, VS EL*
AND ROLL F OR ELEVATION LNAV VOR VNAV
COMMAND
DEVIATION LOC AZ
POINTERS
POINTER BC
(NOTE 2) VERTICAL
SCALE SOURCE
AIRCRAFT
FAST/SLOW SYMBOL G
POINTER E
MARKER V
DECISION BEACON
HEIGHT MARKER BEACON
DISPLAY AUTOPILOT
O (BLUE)
ENGAGE
M (AMBER)
ANNUNCIATOR
I (WHITE)
EXPANDED LOCALIZER INCLINOMETER RISING RADIO DECISION

DECISION
OR AZIMUTH POINTER RUNWAY ALTITUDE HEIGHT HEIGHT RADIO ALTITUDE
(NOTE 1) DISPLAY (AMBER) DISPLAY
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
A28--1146--041 Electronic Flight Instrument System (EFIS) (Optional)

Rev 4 6-7/(6-8 blank)
D Flight Director Mode Annunciators -- Flight director vertical and

lateral modes are annunciated along the top of the EADI. Armed
vertical and lateral modes are annunciated in white 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 Vertical Transitions
VOR arm (white) to VOR VNAV arm (white) to VNAV

LOC arm (white) to LOC VNAV track (white)to ALT
VNAV track (white) to IAS
BC arm (white) to BC ASEL arm (white)to ALT
LNAV arm (white) to LNAV ALT (white) to ALT
AZ arm (white) to AZ 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.

Rev 4 6-9
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.
D 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.
D 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.
D Autopilot Engage Annunciator -- The AP ENG is annunciated in

the lower right corner of the EADI whenever the autopilot is
engaged.
D Radio Altitude Display -- The cyan four--digit display indicates the

aircraft’s 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.
D 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.
D Inclinometer -- The inclinometer gives the pilot a conventional

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

6-10 Rev 4
D 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 aircraft’s 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.
D 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.
D 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.
D 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.
D 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.

Rev 4 6-11
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

6-12 Rev 4
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

Rev 4 6-13
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

6-14 Rev 4
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

Rev 4 6-15
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

6-16 Rev 4
AD--43867@
EADI Failure Annunciators

Figure 6--8
D HSI Couple Symbol -- Normally both flight guidance computers are

coupled to the left EHSI. The copilot’s 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.
D 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.
D 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.

Rev 4 6-17
D 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 Symbol Monitor Threshold
Pitch Attitude PIT 6

Roll Attitude ROL 6
Heading (Note 1) HDG 6
Localizer (Note 2) LOC 40 mV
Glideslope (Note 2) GS 50 mV
Pitch and Roll Attitude ATT 6
Localizer and Glideslope ILS 40 mV (L0C)
(Note 2) 50 mV (GS)
Excessive Localizer or Flashing 120 mV from LOC beam
Glideslope Deviation amber center
(Note 3) scale 65 mV from GS beam
and center
pointer
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

6-18 Rev 4
D 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.
D Radio Altitude Failure -- If the radio altimeter fails, amber dashes
replace the numerical values; and if the rising runway is displayed,
it is removed.
D 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.
D 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.
D Decision Height Failure -- If the DH system fails, or during

self--test, amber dashes replace the numerical values of the
decision height display.
D 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 pilot’s or copilot’s symbol generator is the source.

Rev 4 6-19
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

6-20 Rev 4
D 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.
D 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.
D 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

Rev 4 6-21
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 Heading
D Course select
D Course or azimuth deviation
D Distance
D Ground speed
D TO/FROM
D Desired track
D Bearing 1 and 2
D Heading select
D Vertical, glideslope, or elevation deviation
D Time--to--go
D Weather mode annunciator
D Heading and navigation (NAV) source annunciators
D Heading sync.

6-22 Rev 4
NAV SOURCE
ANNUNCIATOR
NAV1 RNV1
NAV2 RNV2
MLS1 INS
HEADING SOURCE MLS2 INS1
ANNUNCIATOR TARGET VLF INS2
HDG1 DG1 ALERT VLF1 INS3
HEADING HEADING FORE HDG2 DG2 VAR (AMBER) VLF2 FMS1
SOURCE SELECT LUBBER COMPASS SYNC HEADING MAG1 TGT (AMBER) VLF3 FMS2
ANNUNCIATOR BUG LINE ANNUNCIATOR DIAL MAG2 TGT (GREEN) RNV
NAVIGATION
DRIFT CRS
SOURCE
ANGLE OR
ANNUNCIATOR
BUG DTRK
COURSE/DESIRED DME HOLD

TRACK DISPLAY WEATHER RADAR
MODE ANNUNCIATOR
DISTANCE WAIT (GREEN) VERTICAL
WEATHER RADAR DISPLAY STBY (GREEN) DEVIATION
MODE ANNUCIATOR
WX (GREEN OR AMBER) ANNUNCIATOR
BEARING GMAP (GREEN) V
COURSE
POINTERS TEST (GREEN) G
SELECT
FAIL (AMBER) E
POINTER
RCT (GREEN)
WPT VERTICAL GCR (AMBER)
TO--FROM NAVIGATION, CR/R (AMBER)
ANNUNCIATOR GLIDESLOPE, CYC (GREEN)
OR GLIDEPATH TIME--TO--GO,
WAYPOINT DEVIATION OR GROUND--
ANNUNCIATOR POINTER SPEED DISPLAY
BEARING
SOURCES TTG
BEARING V. G. OR E.
ADF1 INS 399 MIN
POINTER ANNUNCIATOR
ADF2 INS1
SOURCE GSPD
VOR1 INS2
ANNUNCIATOR VOR2 FMS1 999 KTS
GROUNDSPEED
DISPLAY (NOTE) RNV1 FMS2
RNV2
HEADING AIRCRAFT AFT RECIPROCAL COURSE OR

SELECT SYMBOL LUBBER COURSE AZIMUTH
DISPLAY LINE POINTER DEVIATION BAR
NOTE: TIME--TO--GO AND ELAPSED TIME ARE ALSO DISPLAYED AT THIS LOCATION. AD--23323@
EHSI Displays and Annunciators

Figure 6--11
A28--1146--041 Electronic Flight Instrument System (EFIS) (Optional)

Rev 4 6-23/(6-24 blank)
Partial Compass Displays Only

D Weather radar
D Wind vector
D Navigation map (range annunciator and waypoints)
D Multiple waypoints.
NOTE: When the EADI fails, combined or composite attitude and

heading information is displayed.
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.
D 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).
D 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.
D 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.
D 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.
D 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.

Rev 4 6-25
D 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.
D 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.
D 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.
D 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 VNAV’s 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.

6-26 Rev 4
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.
D Groundspeed or Time--to--Go (GS/TTG) Display -- Pushing the

GS/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.
D 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.

Rev 4 6-27
D Reciprocal Course Pointer -- The pointer indicates 180_ from the

course select pointer.
D 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.
D Waypoint Annunciator -- The waypoint annunciator is the station

identification of the next tuned waypoint.
D 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.
D 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.
D Weather Radar Mode Annunciator -- The weather radar mode

annunciator indicates the mode selected on the weather radar
system.

6-28 Rev 4
Typical EHSI Displays

Figure 6--12 shows the EHSI in an approach.
+o
S
AD--23324@
Typical EHSI Approach Presentation

Figure 6--12
Figure 6--13 shows the EHSI in cruise.
+o
S
AD--23325@
Typical EHSI Cruise Presentation

Figure 6--13

Rev 4 6-29
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

6-30 Rev 4
D 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.
D 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.
D 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).
D Weather -- Weather information from the radar can be displayed in
partial compass mode (not shown).

Rev 4 6-31
TYPICAL PARTIAL COMPASS EHSI PRESENTATION
Figure 6--15 shows a partial compass display on approach.
AD--23326@
Compass Display in the APPROACH Mode

Figure 6--15
Figure 6--16 shows a partial compass display in cruise.
AD--23327@
Compass Display in the CRUISE Mode

Figure 6--16

6-32 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.
D 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.

Rev 4 6-33
D Weather Radar Modes -- The weather radar modes are

annunciated as described in Table 6--4.
Display On EHSI
Operating Feature Mode Target Alert

Mode Selected annunciator annunciator
WAIT ANY SELECTION WAIT --
STANDBY -- STBY --
TEST -- TEST --
OR FAULT
ANNUNCIATOR
WX NONE WX VAR
VAR WX TGT
TGT WX TGT
RCT--TGT RCT TGT
GCR--TGT GCR TGT
RCT--GCR--TGT CR/R
CYC CYC
GMAP NONE GMAP VAR
VAR GMAP)
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 WX GMAP
Level 1 Green Cyan
Level 2 Yellow Yellow
Level 3 Red Magenta
RAC Blue N/A
Weather Radar Displays

Table 6--5

6-34 Rev 4
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:
D The course select pointer and HSI--type course deviation bar
displays are removed.
D Both bearing pointers are removed.
D 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.

Rev 4 6-35
D 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).
D For convenience, the actual heading indicated by the heading dial

is numerically displayed at the top of the EHSI.
D 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.
D 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.
D 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.

6-36 Rev 4
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 Pilot’s EHSI
D Copilot’s EHSI
TERRAIN SELECT ON THE EHSI DISPLAYS
Pushing the WX/TERR (terrain) button on the either the pilot’s or

copilot’s display controller displays the terrain data on that side’s EHSI
(i.e., using the copilot’s display controller displays EGPWS on the
copilot’s 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:
D 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.
D 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.
D 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.
D Once WX or TERR are selected, they can only be turned OFF when
the EHSI is in the ARC or MAP mode.

Rev 4 6-37
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 Color
2000 or more above the aircraft High Density Red dots

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

Table 6--6

6-38 Rev 4
Figure 6--19 shows the EGPWS on the EHSI partial compass display.
+o
AD--24107@
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

Rev 4 6-39
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
D 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 other’s source, the annunciator is amber
even though they are from different sources.
D 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.
D DME Hold Annunciator -- When DME is in the hold position, an H

is displayed to the left of the numerical DME readout.

6-40 Rev 4
D 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.
D 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).
D 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

Rev 4 6-41
D 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.
AD--23331@
Heading Failure Annunciators

Figure 6--23

6-42 Rev 4
D 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.
AD--23332@
Deviation Failure Indicator

Figure 6--24

Rev 4 6-43
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 NAVIGATION

TO--FROM SOURCE ATTITUDE ROLL SOURCE DISTANCE
ANNUNCIATOR ANNUNCIATOR POINTER SCALE ANNUNCIATOR DISPLAY
ATTITUDE
COURSE/ SPHERE
DESIRED
TRACK PITCH AND
DISPLAY ROLL
AIRCRAFT COMMAND
CRS FR NAV1 120 NM BARS
SYMBOL 022 ATT2
HEADING 20 20
VERTICAL
DISPLAY NAVIGATIONAL
10 10
GLIDESLOPE
HEADING OR ELEVATION
SELECT DEVIATION
DISPLAY POINTER
10 10
HEADING AND SCALE
010
SOURCE MAG 1 COURSE
33 00 03
ANNUNCIATOR SELECT
200 DH DH 140 RA
POINTER
DECISION MARKER
HEIGHT BEACON
DISPLAY
RADIO
ALTITUDE
DISPLAY
FORE COURSE OR COURSE OR DECISION HEADING
LUBBER AZIMUTH AZIMUTH HEIGHT‘ TAPE
LINE DEVIATION DEVIATION DISPLAY
DISPLAY BAR
MAGI
AD--23334@
Composite Displays With Callouts (Lower)

Figure 6--25

6-44 Rev 4
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.

Rev 4 6-45
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
pilot’s and copilot’s HSI. Most RNAV/FMS systems automatically move
the course pointer to the desired course.
CRS
HDG
AD--23335@
Instrument Remote Controller

Figure 6--26
D 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.
D 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.

6-46 Rev 4
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
AD--23336@
Flight Guidance Controller

Figure 7--1
D HDG Button -- The HDG button activates the lateral guidance to

compute steering commands based on the selected heading as
displayed on the active HSI.
D NAV Button -- The NAV button arms the lateral guidance for capture
of the selected navigation course that is displayed on the active HSI.
D 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.
D IAS Button -- The IAS button selects vertical guidance to hold

indicated airspeed.
D VS (Vertical Speed) Button -- The VS button selects vertical

guidance to hold vertical speed.
A28-- 1146-- 041 Flight Guidance System (FGS)

Rev 4 7-1
D BC Button -- The BC button selects approach mode guidance for

capture and tracking of back course localizer data.
D ALT Button -- The ALT button selects vertical guidance to hold

altitude.
D ALT SEL Button -- The ALT SEL button arms the vertical guidance
to capture the preselected altitude displayed on the altitude
preselect controller.
D STBY (Standby) Button -- The STBY button cancels all selected

flight director modes.
D 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) A28-- 1146-- 041

7-2 Rev 4
D HSI SEL Button -- The HSI SEL button alternately selects either the
pilot’s or copilot’s HSI and DADC data for lateral and vertical
guidance to both flight guidance computers. The DAFCS power--up
logic selects the data from the pilot’s 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.
D NAV SEL Button -- The NAV SEL button is an alternate action

button that enables either the pilot’s or copilot’s 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
copilot’s 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.
D 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.
D MLS (Microwave Landing System) Button -- Pushing the MLS

button selects the output of the microwave landing system.
D 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.
D 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.

Rev 4 7-3
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
AD--23337@
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

7-4 Rev 4
D 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.
D 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.

Rev 4 7-5
D 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/
Message Color Range Resolution Comments
dd _C 2/WHITE 99 _C 1 _C Continuously updated

SAT at 1 Hz rate
ddd 2/WHITE 0 to 1 Knot Data originated from
KTAS 999 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.

7-6 Rev 4
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 Comments
AP FAIL/YD AVAIL The failure is in either the pitch, roll, or pitch

trim servos, or a failure in servo drive
functions within computers before
engagement.
AHRS DATA INVLD Both APIRSs are invalid or data between

both APIRSs is in disagreement.
DADC DATA INVLD Both DADCs are invalid or data between

both DADCs is in disagreement.
L AP/YD FAIL Left AFCS invalid.
R AP/YD FAIL Right AFCS invalid.
ENGAGE INHIBIT 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.
ACFT ON GND AP engagement is inhibited on the ground.
System Messages That Prohibit Engagement

Table 7--2

Rev 4 7-7
The messages in Table 7--3, are displayed momentarily during initial

power--up of the system.
Message Comments
L AFCS MASTER 1. This is normal power--up state. The left, or

pilot’s 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

copilot’s 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

7-8 Rev 4
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 Comments
HDG DATA INVLD Loss of selected HSI HDG.
DADC DATA INVLD 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.
CHECK NAV FREQ The BC mode has been selected while a

VOR Frequency is tuned. (QC is not tuned.)
INVALID OP ALT SEL mode has been selected while

tracking in GS mode.
SELECT INHIBIT 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.
LDG ATT 6 DEG Landing attitude has reached certification

(Series 300 Only) limit.
TCS ENGAGE TCS button is selected.
Mode Inhibit Messages

Table 7--4

Rev 4 7-9
Messages that can be cleared by the RESET button are given in

Table 7--5.
Message Comments
FD NAV 1. This message is active in DUAL HSI LOC and GS

MISMATCH modes. When two NAV receivers do not agree,
[R VALID] 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 Same as the NAV MISMATCH [R VALID] message,

MISMATCH except that AFCS monitors have determined the left
[L VALID] side receiver to be correct.
FD NAV DATA This message is displayed for loss of valid NAV data
INVLD on selected side.
FD DADC This message is displayed for loss of valid air data on

DATA INVLD selected side.
RAD ALT Active only in APP modes. There is no valid RAD ALT
INVLD information
FD HDG DATA This message is displayed for loss of valid heading

INVLD data on the selected side.
Messages That Can Be Removed With The RESET Button

Table 7--5

7-10 Rev 4
Other messages that cannot be cleared by the RESET button are

shown in Table 7--6:
Message Comments
ADI ROLL MISMATCH Roll data displayed on the two ADIs does not
(Steady) agree. Miscompare threshold is 6.
ADI PITCH MISMATCH Pitch data displayed on the two ADIs does
(Steady) not agree. Miscompare threshold is 6.
ADI PITCH/ROLL This message is a combination of the two

MISMATCH previous messages.
(Steady)
HSI HDG MISMATCH Heading data displayed on two HSIs does

not agree. Miscompare threshold is 6 in
level flight, 12 during turning flight.
EXCESSIVE DEV Active only in DUAL HSI mode or with DUAL

MLS selected. LOC or GS (or AZ or EL)
deviation signals exceed CAT II window.
AFCS CONTROLLER This message is active whenever the AFCS

INOP detects a continuous button push on the
(Series 300 only) guidance controller or the advisory display.
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 Comments
ALT OFF Pitch wheel is used while in ALT Hold or

VNAV mode.
FD NAV DATA INVLD Selected NAV source has been changed by

use of V/L, MLS, or AUX buttons while
in a NAV mode.
CHECK NAV FREQ VOR frequency has been tuned while in

APP mode. LOC FREQUENCY has been
tuned while in a VOR mode.
Momentary Messages
Table 7--7

Rev 4 7-11
D 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 Autopilot and yaw damper have been
DISENGAGED disengaged by a monitor within the AFCS.
(Flashing) 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

7-12 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

(Steady) using the control wheel disconnect or GA
switches or AP pushbutton on the
guidance controller.
AP/YD The crew has selected autopilot and yaw
DISENGAGED damper off using the YD button on the
(Steady) 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 Comments
L AP/YD FAIL The system monitor has turned off the left
AFCS computer.
R AP/YD FAIL The system monitor has turned off the
right AFCS computer.
AFCS Computer--Caused Failure Messages

Table 7--10

Rev 4 7-13
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 Comments
APIRS DATA Both APIRSs are invalid or data disagrees

INVLD from both APIRSs.
DADC DATA Both DADCs are invalid or data disagrees
INVLD 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 Comments
MISTRIM AFCS senses a steady--state load on the roll

[TRIM L WING servo.
DN] ACTION: Trim ailerons in the direction
indicated.
MISTRIM AFCS senses a steady--state load on the roll
[TRIM R WING servo.
DN] ACTION: Trim ailerons in the direction
indicated.
AFCS Mistrim Messages

Table 7--12 (cont)

7-14 Rev 4
Message Comments
MISTRIM AFCS senses a steady--state load on

[TRIM NOSE UP] 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 Same as for nose up case.

[TRIM NOSE DN]
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

Rev 4 7-15
D 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
Message (5 SEC) Field/Color Comments
LOC NO 4/WHITE ----

AZ NO 4/WHITE ----
VOR NO 4/WHITE ----
VOR APP NO 4/WHITE ----
BC NO 4/WHITE ----
LNAV NO 4/WHITE ----
ALT SEL NO 5 OR 6/WHITE ----
GS NO 5 OR 6/WHITE ----
EL NO 5 OR 6/WHITE ----
VNAV NO 5 OR 6/WHITE 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

7-16 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.
Reverse
Message Video Field/Color Comments
HDG SEL No 7/GREEN Indicates HEADING SELECT
mode.
VOR* Yes 7/GREEN Indicates CAPTURE mode.
VOR OS Yes 7/GREEN Indicates OVER--STATION

mode.
VOR APP* Yes 7/GREEN Indicates VOR APPROACH
CAPTURE mode.
VOR APP Yes 7/GREEN Indicates OVER--STATION
OS mode.
AZ* Yes 7/GREEN Indicates CAPTURE mode
LOC* Yes 7/GREEN Indicates CAPTURE mode
BC* Yes 7/GREEN Indicates CAPTURE mode.
LNAV Yes 7/GREEN Indicates CAPTURE mode.
ALT* Yes 8/GREEN Indicates CAPTURE mode.
EL* Yes 8/GREEN NOTE
GS* Yes 8/GREEN ----
VNAV* Yes 8GREEN ----
ALT No 8/GREEN ----
VS + ddd No 8/GREEN ----
FPM
GA No 8/GREEN ----
PITCH No 8/GREEN ----
IAS***KTS No 8/GREEN ----
Flight Director Lateral and Vertical Active Modes

Table 7--14 (cont)

Rev 4 7-17
Reverse
Message Video Field/Color Comments
WINGS No 8/GREEN ----

LEVEL
VNAV No 8/GREEN NOTE
DUAL No 7 or Indicates dual APR mode.
8/GREEN
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 Comments
PITCH ----
HDG SEL ----
ALT ----
IAS xxxKTS Where xxx is airspeed at time
of selection.
VS xx00FPM 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

7-18 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.

Rev 4 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 Attitude director indicator (ADI) command cue
D Glideslope gain programming
D Glideslope capture (GS CAP)
D Glideslope track (GS TRACK)
D Lateral beam sensor (LBS)
D Localizer capture 1/2, back course capture 1/2
(LOC CAP 1/2, BC CAP 1/2)
D Localizer track 1/2, back course track 1/2
(LOC TRACK 1/2, BC TRACK 1/2)
D True airspeed (TAS) gain programmer
D Vertical beam sensor (VBS)
D VOR capture (VOR CAP)
D VOR track
D VOR over station sensor (VOR OSS)
D VOR after over station sensor 1/2 (VOR AOSS 1/2).
A28-- 1146-- 041 System Limits

Rev 4 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 Glideslope mode is armed plus 3 seconds
D The localizer mode is captured or in the track phase
D Glideslope deviation is less than 2 dots
D Either of the following conditions is satisfied:
— The 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:
D GS capture plus is 15 seconds

D Localizer has gone into track 1 or track 2
D GS deviation must be less than 1/2 dot
D The vertical deviation must be changing at a rate of less than
10 feet/second
D Radio altitude or height above the runway is less than 1550 feet.
System Limits A28-- 1146-- 041

8-2 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 LOC is armed plus 3 seconds
D 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:
D LOC CAP 1 has occurred plus 3 seconds

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

Rev 4 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 LOC CAP 2 is plus 30 seconds.
D Lateral beam rate is less than 30 feet/second.
D Localizer beam deviation is less than 1/4 dot.
D 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 LOC track 1 has been tripped.
D The aircraft is descending at a vertical speed that indicates a
runway approach.
D 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 aircraft’s airspeed and altitude. The TAS computation is derived
from airspeed, altitude, and outside air temperature.

8-4 Rev 4
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.
D The VOR mode has been armed plus 3 seconds of elapsed time.
D The LBS has tripped.
VOR Track
VOR track occurs as the aircraft is established on beam center and the
following conditions are satisfied.
D The VOR mode is captured or AOSS 2 occurs.

D Thirty seconds of time has elapsed since capture.
D 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.

Rev 4 8-5
The VOR OSS trips when the following conditions are satisfied.
D VOR track or VOR arm has occurred plus 3 seconds elapsed time.
D 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
aircraft’s ground speed. The faster the ground speed, the quicker
the aircraft travels through the cone. The slower the ground
speed, the longer it takes to pass through the cone, and a longer
time period is required to trip AOSS 1.
D VOR AOSS 2 occurs when the following conditions are 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.

8-6 Rev 4
SYSTEM OPERATING LIMITS
Control or
Mode Sensor Parameter Value
Yaw Yaw Control Engage Limit Up to 45_ left or right

Damper bank
Autopilot (NOTE: Only yaw Engage Limit Roll up to 45_

Engage damper can be Pitch up to 20_
engaged on the
ground.)
Basic Touch Control Roll Control Limit Up to 45_ roll

Autopilot Steering (TCS)
Pitch Control Limit Up to 20_ pitch
Pitch Wheel Pitch Angle Limit 20_ pitch
Heading Hold Roll Angle Limit Less than 6_ and no roll

mode selected
Heading Heading SEL Roll Angle Limit 24_

Select Knob on HSI or
Remote Slew Roll Rate Limit 4.0_/sec
Knob on Console
CAPTURE:
VOR Course Knob Beam Angle Up to 90_
NAV Receiver and Intercept
DME Receiver (HDG SEL)
Roll Angle Limit 24_
Roll Rate Limit 4.0_/sec
Course Cut Limit 45_ course

at Capture
Capture Point 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--1 (cont)

Rev 4 8-7
Control or
TRACK:
VOR Course Knob Roll Angle Limit 24_ of roll
(cont) NAV Receiver and
DME Receiver Roll Rate Limit 4.0_/sec
(cont)
Crosswind 45_ course error
Correction
OVER STATION:
Course Change Up to 30_
Roll Angle Limit 24_
LOC CAPTURE:
LOC or Course Knob and Beam Intercept Up to 90_
APR or NAV Receiver
BC or Roll Angle Limit 30_
AZ
Capture Point 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
LOC TRACK:
Roll Angle Limit 24_ of roll
Crosswind 45_ of course error

Correction
Limit
Starts at 1500 ft radio
Gain Programming altitude or 17 NM DME
(MLS)
GS OR EL
CAPTURE:
GS or EL Beam Capture Variable with intercept
Receiver and
Air Data Pitch Command +10_/--15_
Computer Limit
Pitch Rate Limit 0.2 g
Gain Programming Starts at 1500 ft radio

altitude or 6 NM DME
(MLS)
System Limits
Table 8--1 (cont)

8-8 Rev 4
Control or
GA Control Switch Fixed Pitch--Up Series 100

on Throttles Command, Wings D 10_ pitch up -- flaps >15_
Level
D 12_ pitch up -- flaps ≤15_
Series 300
D 9_ pitch up -- regardless of
flap position
Pitch TCS Switch on Pitch Altitude 20_ MAX

Sync Wheel Command
ALT Air Data /FGC ALT Hold Engage 0 to 25,000 ft

Hold Computers Range
Pitch Limit 20_
g Limit 0.1 g
Pitch Rate Limit f(TAS)
VS Hold Air Data /FGC VERT Speed Range 0 to +6,000 ft

Computers 0 to --8,000 ft
Pitch Limit 20_
g Limit 0.1 g
IAS Hold Air Data /FGC IAS Engage Range 80 to 300 kts
Computers
Pitch Limit 20_
g Limit 0.1 g
ALT Air Data Preselect Capture 0 to 25,000 ft

Preselect Computer, Range
Altitude Preselect
Controller Pitch Limit 20_
g Limit 0.1 g
System Limits
Table 8--1

Rev 4 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 Autopilot engaged
D No lateral flight director mode selected
D Bank angle less than 6_.
If the above conditions are satisfied, then the autopilot rolls the aircraft
to a wings level attitude. When the aircraft’s bank angle is less than 3_
plus 10 seconds, the HEADING HOLD mode is automatically engaged,
as shown in Figure 9--1. There is no HEADING HOLD annunciator.
FAST
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AD--23339@
Heading Hold Cockpit Displays

Figure 9--1
A28-- 1146-- 041 Modes of Operation

Rev 4 9-1
ROLL HOLD MODE

The autopilot recognizes that the ROLL HOLD mode is operational
when the following occurs.
D No lateral flight director mode is selected.
D The aircraft’s bank angle is greater than 6_, but less than 45_.
D 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
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AD--23340@
Roll Hold Mode Displays

Figure 9--2
Modes of Operation A28-- 1146-- 041

9-2 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.

Rev 4 9-3
FAST
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AD--23341@
Heading Select Mode Displays

Figure 9--3

9-4 Rev 4
Any one of the following cancels the HEADING SELECT mode :

D Pushing the HDG button on the flight guidance controller
D Selecting go--around
D Automatic capture of any other lateral steering mode
D Coupling to the cross--side HSI
D 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 Procedure
1 Tune the NAV receiver to the desired VOR frequency.

2 Select V/L as the navigation source on the flight guidance
controller.
3 Set the course pointer on the HSI for the desired course to
be flown toward or away from the station.
4 Set the heading bug on the HSI for the desired intercept
for the selected course.
VOR Capture Setup Procedure

Table 9--1

Rev 4 9-5
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

9-6 Rev 4
FAST
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AD--23343@
VOR Capture Displays

Figure 9--5

Rev 4 9-7
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 The white VOR message extinguishes.
D The HDG SEL message extinguishes.
D The VOR* message is annunciated, as shown in Figure 9--6.
L AFCS R AFCS
AD--23344@
VOR Capture Displays

Figure 9--6

9-8 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).

Rev 4 9-9
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.

9-10 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
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AD--23347@
VOR Tracking Displays

Figure 9--9

Rev 4 9-11
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 Pushing the NAV button on the flight guidance controller
D Selecting the HEADING SELECT mode
D Changing NAV sources
D Selecting standby on the flight guidance controller
D Coupling to the cross--side HSI.

9-12 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 Procedure
1 Tune the NAV receiver to the desired VOR frequency.

2 Select V/L as the navigation source on the flight guidance
controller.
3 Set the course pointer on the HSI to the published
approach course.
4 Set the heading bug on the HSI for the desired intercept
for the selected course.
5 Select APP on the flight guidance controller.
6 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

Rev 7 9-13
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 Procedure
1 Tune the RNAV receiver to the frequency of the selected

VORTAC station.
2 Push the AUX button on the flight guidance controller, to
select RNAV as the navigation source for the flight
guidance computer.
3 Establish the navigation problem in the RNAV in
accordance with the operating procedures set by the
manufacturer.
4 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.

9-14 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 Procedure
1 Tune the navigation receiver to the published front course

localizer frequency for the runway in use.
2 Set the course pointer on the HSI for the inbound runway
course heading.
3 Set the heading bug on the HSI for the desired heading to
perform a course intercept.
4 Select V/L as the NAV source on the flight guidance
controller.
Localizer Setup Procedure

Table 9--4

Rev 4 9-15
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 HDG SEL
D LOC in white.
NOTE: 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.

9-16 Rev 4
FAST
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AD--23349@
Localizer Approach Displays

Figure 9--11

Rev 4 9-17
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 The white LOC message extinguishes.
D A LOC* message annunciates.

9-18 Rev 4
FAST
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AD--23351@
Localizer Capture Displays

Figure 9--13

Rev 4 9-19
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.

9-20 Rev 4
FAST
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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.

Rev 4 9-21
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 Selecting the back course lateral steering mode
D Coupling the cross--side HSI
D Changing NAV sources.

9-22 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 Procedure
1 Tune the navigation receiver to the published front course

localizer frequency for the runway in use.
2 Set the course pointer on the HSI for the published front
course.
the back course intercept.
4 Select BC as the NAV source on the flight guidance
controller.
Back Course Setup Procedure

Table 9--5

Rev 7 9-23
With the aircraft outside the normal localizer capture limits, the advisory
display annunciates, as shown in Figure 9--18.
D BC in white
D HDG SEL.
FAST
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AD--23356@
Back Course Armed Displays

Figure 9--18

9-24 Rev 4
At back course capture, the advisory displays annunciate BC*, as

FAST
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AD--23357@
Back Course Capture Displays

Figure 9--19

Rev 4 9-25
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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AD--23358@
Back Course Tracking Displays

Figure 9--20

9-26 Rev 4
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 Pushing the BC button on the flight guidance controller
D Selecting the heading or go--around modes
D Coupling to the cross--side HSI
D Selecting the APR mode
D 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

Rev 4 9-27
The APPROACH mode is set up and flown as described in Table 9--6.
Step Procedure
1 Tune the NAV receiver to the published ILS frequency for

the runway in use.
2 Select V/L as NAV source on the flight guidance controller.
3 Set the course pointer on the HSI for the published
inbound course.
4 Set the heading bug on the HSI to intercept the localizer.
5 Select the APP mode on the flight guidance controller.
With the localizer armed, the cockpit annunciates, as
ILS Approach Mode Procedure

Table 9--6

9-28 Rev 7
FAST
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AD--23360@
ILS Armed Display Indications

Figure 9--22

Rev 4 9-29
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 LOC*
D GS in white.
As with the localizer mode, heading select was used to initiate the
localizer approach intercept.

9-30 Rev 4
FAST
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AD--23362@
Glideslope Capture Displays

Figure 9--23

Rev 4 9-31
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:

D LOC
D GS* .
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.

9-32 Rev 4
FAST
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AD--23363@
Glideslope Tracking Displays

Figure 9--25

Rev 4 9-33
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 Pushing the NAV or APP buttons on the flight guidance controller.
D Selecting go--around or standby
D Selecting any other lateral or vertical mode on

9-34 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 Procedure
1 Tune the MLS receiver to the published azimuth frequency

for the runway in use.
2 Select MLS as the navigation source on the flight guidance
controller.
3 Set the course pointer on the HSI for the inbound runway
heading. Some MLS installations automatically slew the
HSI course pointer.
perform a course intercept.
MLS Setup Procedure

Table 9--7

Rev 4 9-35
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 HDG SEL
D AZ in white.
The aircraft is flying the desired heading intercept and the system is
armed for automatic azimuth beam capture.

9-36 Rev 4
FAST
SLOW
L AFCS AZ R AFCS
HDG SEL ALT
AD--23366@
MLS Armed Displays

Figure 9--28

Rev 4 9-37
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.
Aircraft’s Turn to Capture, Plan View

Figure 9--29

9-38 Rev 4
When the LBS trips, the following is shown on the advisory display, as
D The white AZ message extinguishes.
D An AZ* message is annunciated.
FAST
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AD--23368@
MLS Capture Displays

Figure 9--30

Rev 4 9-39
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
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.

9-40 Rev 4
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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.

Rev 4 9-41
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 Coupling the cross--side HSI
D Changing NAV sources.

9-42 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 Procedure
1 Select MLS as the NAV source on the flight guidance
controller.
2 Tune the MLS receiver to the published MLS frequency for
the runway in use.
3 Set the course pointer to the published inbound course.
Some MLS receivers automatically slew the course pointer
to the correct course.
4 Set the heading on the HSI to intercept the localizer.
5 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

Rev 7 9-43
FAST
SLOW
L AFCS R AFCS
AD--23372@
MLS Approach Armed Displays

Figure 9--34

9-44 Rev 4
With the azimuth captured, and outside the normal glidepath capture
limits, the advisory display indicates as shown in Figure 9--35.
D AZ*
D EL in white (EL if EL was previously captured).
FAST
SLOW
L AFCS R AFCS
AD--23374@
MLS Approach Capture Displays

Figure 9--35

Rev 4 9-45
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 AZ (AZ in white if AZ was not previously captured).
D 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.

9-46 Rev 4
FAST
SLOW
L AFCS R AFCS
AD--23376@
MLS Tracking Displays

Figure 9--37

Rev 4 9-47
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 Pushing the NAV or APP buttons on the flight guidance controller
D Selecting any other lateral or vertical mode on the flight guidance
controller

9-48 Rev 4
DUAL COUPLE APPROACH MODE

During the tracking phase of an ILS approach, the system uses landing
and flightpath information from both the pilot’s and copilot’s 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 Procedure
1 Tune both NAV receivers to the ILS frequency for the

approach runway.
2 Set the selected course on both HSIs the same.
3 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.
D Manual Cancellation
The flight director couples to the side it was coupled to before the
dual couple approach was engaged.

Rev 4 9-49
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 pilot’s and copilot’s 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
SLOW
L AFCS R AFCS
AD--23377@
Pitch Attitude Hold Mode Displays

Figure 9--39

9-50 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.
D VS is annunciated on the advisory display.

D The advisory display shows FPM and the number of feet per minute.
FAST
SLOW
L AFCS R AFCS
AD--23378@
Vertical Speed Hold Mode Displays

Figure 9--40

Rev 4 9-51
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 Pushing the VS button
D Selecting another vertical mode
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.

9-52 Rev 4
When the IAS mode is engaged,,as shown in Figure 9--41, the following
occurs.
D IAS is annunciated on the advisory display.
D IAS in knots is also displayed.
FAST
SLOW
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 Pushing the IAS button
D Selecting another vertical mode

Rev 4 9-53
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 Procedure
1 Be in any lateral flight director mode.

2 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

9-54 Rev 4
The ALT hold mode is cancelled by any one of the following:

D Moving the PITCH wheel on the flight guidance controller
D Pushing the ALT button on the flight guidance controller
D Selecting any other vertical mode on, or captured
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

Rev 4 9-55
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 Procedure
1 Set the desired altitude on the controller.

2 Push the ALT SEL button on the flight guidance controller.
3 Initiate the required ascent or descent to the new altitude.
4 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 ALT SEL in white
D 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.

9-56 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 ALT SEL CAP
D Altitude error less than 25 ft
D 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 Moving the pitch PITCH wheel on the flight guidance controller
D Setting a new altitude target on the altitude preselect controller
D Selecting another vertical mode on

Rev 4 9-57
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

9-58 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 Analog System
Digital flight control systems Over time, analog systems are subject to
yield identical results from component degradation that can influence
identical tasks. the outcome of the circuit’s function.
Digital system self--tests are Self--tests of analog systems are

straight forward program complicated, typically involving injecting
checks during power signals and measurement to determine
application or actual their effect. Therefore, most analog
operations. systems are not equipped with a self test.
Digital systems produce event Analog systems rarely diagnose the

codes to determine fault cause of a fault or intermittent event.
location.
Digital systems are not Analog systems are affected by

affected by temperature. temperature changes.
Digital and Analog System Differences

Table 10--1
A28-- 1146-- 041 Troubleshooting

Rev 4 10-1
A digital system either works or it doesn’t. There are no intermediate

stages. An analog system can have many in--between stages, leading
to confusion while troubleshooting. For example, a digital system’s 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 Problems
HDG Mode -- Tails

-- Oscillates
-- Won’t hold
NAV, BC, or VOR APR mode, and -- --Undershoots capture
localizer portion of APR mode -- Overshoots capture
-- Missed capture
-- Standoff
-- Oscillates
-- Captures early
Lateral Mode Problems

Table 10--2
Troubleshooting A28-- 1146-- 041

10-2 Rev 4
Figure 10--1 shows a graphic representation of in--flight lateral mode

conditions and problems.
Lateral Mode Conditions and Problems

Figure 10--1 (cont)

Rev 4 10-3
Lateral Mode Conditions and Problems

Figure 10--1
Vertical Mode Problems
Vertical mode problems are listed in Table 10--3.
Mode Problem
Air data hold modes (ALT, VS, IAS, -- Oscillates
MACH) -- 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

10-4 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

Rev 4 10-5
Combined Vertical and Lateral Mode Problems

Table 10--4 lists combined vertical and lateral mode problems.
Mode Problems
Mode Logic Problems D Modes do not engage

D Modes do not clear
Autopilot Problems D Autopilot does not engage
D Autopilot does not follow commands
D Stick bump
D 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.

10-6 Rev 4
Preliminary Considerations
Before making an entry, determine conditions under which the problem
exists. Consider the following questions:
D Are there any obvious problems (flags in view or fault annunciators
lit)?
D Is the problem in pitch, roll, or yaw axis, or a combination of them?
D Is the problem present in all modes, or only under specific conditions

such as:
— Flaps or gear up or down, or speed brakes in or out
— Certain aircraft power configuration
— Certain speed
— Certain altitude
— Two or more modes
— Certain sequence in mode selection
— Specific radio frequencies (NAV or COM)
— When keying a transmitter
— When weather radar is operating
— Certain electrical configurations (are all circuit breakers in)?
D Does the autopilot follow the commands as shown by the flight

director command cue and horizontal situation indicator lateral
deviation bar?
D Can the flight director commands be flown manually with the

autopilot disconnected?
D Does some problem exist with autopilot engaged in a HEADING

HOLD or PITCH HOLD mode?
D In radio modes, are certain conditions such as another aircraft in

front of LOC or GS transmitter (overflight disturbances), VOR beam
scallops, etc., present?

Rev 4 10-7
Writing the Report

Define the problem, including specific conditions under which the
problem exists, such as:
D Flags showing (which ones, if any)
D Mode or modes selected
D IAS when the problem occurs
D Period and magnitude of any oscillations
D 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 Definition
Autopilot Active Controls continually move in still air with small

command errors.
Autopilot Loose Autopilot does not null command bars satisfactorily in

most modes.
Porpoising Low frequency oscillation in the pitch axis, typically

10--second period or longer.
Pumping The control wheel moves back and forth, usually with a
low frequency, and typically a 1-- to 10--second period.
Stick Bump Controls give a quick moderate movement, usually

with virtually no aircraft movement, and mostly
associated with autopilot engagement or mode
changes.
Stick Buzz With autopilot engaged, a high frequency, small

movement of the control wheel can be felt without
aircraft movement.
Definitions of Terms
Table 10--5

10-8 Rev 4
DEPT ARPT FUEL LOAD OUT OFF HOBBS OUT

Pilot’s Squawk Check Sheet
Description:
DEST ARPT FUEL REMAINING IN ON HOBBS IN
ATIS (DEP) WIND WEATHER TEMP
ALTIMETER RUNWAY NOTAMS

Ground Takeoff Climb Cruise
T/O CLEARANCE Descent Approach Landing APU On Off
Gear up Gear down Flaps
V1
Airspeed Altitude
VR Reversion: BRG Pointers
Nav Source
V2
AP On AP1 A/T On
AP Off AP2 A/T Off
ALTIMETER WIND WEATHER TEMP
Lateral F/D mode
ATIS (LDG) RUNWAY NOTAMS Vertical F/Dmode
WX radar off WX radar on
Fault annunciators/CAS messages:
Remarks:
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 Troubleshooting
Rev 4 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

Rev 4 10-11
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 pilot’s 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

10-12 Rev 4
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 Complete part number with dash number of faulty unit
D Complete serial number of faulty unit
D Aircraft type, serial number and registration number
D Aircraft Owner
D Reported complaint with faulty unit
D Service requested (Exchange or Rental)
D Ship to address
D Purchase order number.
D If faulty unit is IN WARRANTY:
— Type of warranty (NEW PRODUCT or Exchange)
— Date warranty started
D If faulty unit is covered under a Maintenance Contract:
— Type of contract
— Contract date
— Plan ID number
D If faulty unit is NOT IN WARRANTY, provide billing address.
A28-- 1146-- 041 Honeywell Product Support

Rev 4 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 AUSTRALIA -- TULLAMARINE

800--872--7739 61--3--9330--1411
972--402--4300
ENGLAND -- BASINGSTOKE GERMANY -- AOA GAUTING

44--1256--72--2200 0172--8207300 (in Germany)
49--172--8207300 (outside Germany)
FRANCE -- TOULOUSE SINGAPORE

33--5--6171--9662 65--542--1313
CUSTOMER SUPPORT CENTERS -- NORTH AMERICA
Dallas Support Center Miami Support Center

Honeywell Honeywell
7825 Ridgepoint Dr. 7620 N.W. 25th Street
IRVING, TX 75063 Bldg. C Unit 6
TEL: 972--402--4300 MIAMI, FL 33122
FAX: 972--402--4999
TEL: 305--436--8722
FAX: 305--436--8532
Minneapolis Support Center Ohio Support Center
Honeywell Honeywell
8840 Evergreen Boulevard 8370 Dow Circle
MINNEAPOLIS, MN 55433--6040 STRONGSVILLE, OH 44136
TEL: 612--957--4051 TEL: 440--243--8877
FAX: 612--957--4698 FAX: 440--243--1954
Central Support Center Northwest Support Center

Honeywell Honeywell
1830 Industrial Avenue 4150 Lind Avenue Southwest
WICHITA, KS 67216 RENTON, WA 98055
TEL: 316--522--8172 TEL: 425--251--9511
FAX: 316--522--2693 TLX: 320033
FAX: 425--243--1954
Honeywell Product Support A28-- 1146-- 041

11-2 Rev 5
CUSTOMER SUPPORT CENTERS -- REST OF THE WORLD
United Kingdom Support Center France Support Center

Honeywell Avionics Systems Ltd Honeywell Aerospace
Edison Road, Ringway North 1 Rue Marcel--Doret, B.P.14
BASINGSTOKE, HANTS, 31701 BLAGNAC CEDEX,
RG21 6QD FRANCE (Toulouse)
ENGLAND TEL:33--5--6212--1500
TEL:44--1256--72--2200 FAX: 33--5--6130--0258
FAX:44--1256--72--2201 AOG: 33--5--6171--9662
AOG: 44--1256--72--2200 TLX: 521635F
TLX: 51--858067
Singapore Support Center Australia Support Center
Honeywell Aerospace Pte. Ltd. Honeywell Ltd.
2 Loyang Crescent Trade Park Drive
SINGAPORE 1750 TULLAMARINE, 3043, VICTORIA
TEL: 65--542--1313 AUSTRALIA (Melbourne)
FAX: 65--542--1212 TEL: 61--3--9330--1411
AOG: 65--542--1313 FAX: 61--3--9330--3042
TLX: RS 56969 HWLSSC AOG: 61--3--9330--1411
TLX: 37586 HWLTUL
Germany Support Center

AOA Apparatebau Gauting GmbH
Ammerseestrasse 45--49
D82131 Gauting
GERMANY
TEL: 49--89--89317--0
FAX: 49--89--89317--183
After Hours AOG Service:
0172--8207300 (in Germany)
49--172--8207300 (outside Germany)
TLX: 0521702
A28-- 1146-- 041 Honeywell Product Support

Rev 4 11-3
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.: (602) 436--6900

FAX: (602) 436--1588
E--MAIL CAS--publications--distribution@
honeywell.com
Honeywell Product Support A28-- 1146-- 041

11-4 Rev 4
12. Acronyms and Abbreviations

Acronyms and abbreviations used in this manual are defined as follows:
TERMS DEFINITION
ADC Air Data Computer
ADI Attitude Director Indicators
ACFT Aircraft
AFCS Automatic Flight Control System
AGL Above Ground Level
AHCP Attitude and Heading Control Panel
AHRS Attitude and Heading Reference System
AHRU Attitude Heading Reference Unit
ALT Alert, Altitude
ANSI American National Standards Institute
AOSS After Over Station Sensor
AP Autopilot
APIRS Aircraft Piloting Inertial Reference Sensor
APP Approach
ASCB Avionics Standard Communications Bus
ATT Attitude
AUX Auxiliary
AZ Azimuth
BC Back Course
C Cyclic
CAP Capture
cm Centimeters
CPL Couple
CRS Course
Course Select
DADC Digital Air Data Computer

dc Direct Current
DG Directional Gyro
DH Decision Height
DIFCS Digital Integrated Flight Control System
DISC Disconnect
DME Distance Measuring Equipment
DTRK Desired Track
A28-- 1146-- 041 Acronyms and Abbreviations

Rev 5 12-1
TERMS DEFINITION
EADI Electronic Attitude Director Indicator
EFIS Electronic Flight Instrument System
EGPWS Enhanced Ground Proximity Warning System
EHSI Electronic Horizontal Situation Indicator
FAA Federal Aviation Administration

FD Flight Director
FGC Flight Guidance Computer
FMS Flight Management System
FP Flight Plan
fpm Feet Per Minute
FREQ Frequency
GA Go--Around
GCR Ground Clutter Reduction
GMAP Ground Mapping
GS Glideslope, Groundspeed
GSPD Groundspeed
HDG Heading
HSI Horizontal Situation Indicator
IAC Integrated Avionics Computer
IAS Indicated Airspeed
ILS Instrument Landing System
INS Inertial Navigation System
INVLD Invalid
IRS Inertial Reference System
L Left
LBS Lateral Beam Sensor
LDG Landing
LOC Localizer
LRN Long Range Navigation
MADC Micro Air Data Computer

MAG Magnetic
MFD Multifunction Display
MK Marker
MLS Microwave Landing System
MPEL Maximum Permissible Exposure Level
Acronyms and Abbreviations A28-- 1146-- 041

12-2 Rev 5
TERMS DEFINITION
MSG Message
mW Milliwatts
NAV Navigation
NAVAID Navigational Aid
NM Nautical Mile
OSS Over Station Sensing
PIT Pitch
PWR Power
R Right
RA Radio Altitude
RAD Radio
RCT, REACT Rain Echo Attenuation Compensation Technique
REV Reversion
RMI Radio Magnetic Indicator
RNAV Area Navigation
ROL Roll
RTA Receiver Transmitter Antenna
SAT Static Air Temperature

SB Standby
SECT Sector
SEL Select
SG Symbol Generator
SPEX Spares Exchange
STAB Stabilization
STBY Standby
STC Sensitivity Time Control
SYNC Synchronizer
T Test
TAS True Airspeed
TCS Touch Control Steering
TERR Terrain
TGT Target
TTG Time--to--Go
V/L VOR/Localizer
A28-- 1146-- 041 Acronyms and Abbreviations

Rev 5 12-3
TERMS DEFINITION
VBS Vertical Beam Sensor
VG Vertical Gyro
VLF Very Low Frequency
VNAV Vertical Navigation
VS Vertical Speed
WPT Waypoint
WX Weather
YD Yaw Damper
Acronyms and Abbreviations A28-- 1146-- 041

12-4 Rev 5
Appendix A
PRIMUSr 800 Weather Radar
System
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.
A28-- 1146-- 041 PRIMUS r 800 Weather Radar System

Rev 4 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 A28-- 1146-- 041

A-- 2 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).
D 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.
D MAP Button -- The MAP button selects the ground mapping mode.
MAP is displayed in the weather radar mode annunciator field on the
EHSI.
D 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.
D 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.

Rev 4 A-- 3
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.
D 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.
D 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.

A-- 4 Rev 4
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 Setting
Range 50 NM
Mode SB/T
Gain Preset
Tilt 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.
D Do not operate the radar during aircraft refueling or other refueling
operations within 100 feet.
D Do not operate if personnel are standing too close to the 270
forward sector of the aircraft.

Rev 4 A-- 5
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 Procedure
1 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.
2 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.
3 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

A-- 6 Rev 4
Appendix B
PRIMUSR 660 Weather Radar
System
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 PRIMUS R 660 Weather Radar System

Rev 4 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 A28-- 1146-- 041

B-- 2 Rev 4
1 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.

Rev 4 B-- 3
Table B--1 describes target alert characteristics.
Selected Range Target Depth Target Range

(NM) (NM) (NM)
5 5 5--55
10 5 10--60
25 5 25--75
50 5 50--100
100 5 100--150
200 5 200--250
300 Inactive ------
FP (Flight Plan) 5 5--55
Target Alert Characteristics

Table B--1
5 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
AIRCRAFT’S FLIGHT LEVEL. ALWAYS USE MANUAL TILT FOR
WEATHER ANALYSIS.

B-- 4 Rev 4
7 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.
D 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.
D 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 Rainfall Rate

(millimeters/hr) (inches/hr) Color
1--4 0.04--0.16 Green
4--12 0.16--0.47 Yellow
12--50 0.47--2 Red
Greater than 50 Greater than 2 Magenta
Rainfall Rate Color Reference

Table B--2

Rev 4 B-- 5
D 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.
D 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.

B-- 6 Rev 4
8 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 o’clock position. At the 12 o’clock 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.

Rev 4 B-- 7
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 Mode Control: OFF
D GAIN Control: Preset Position
D TILT Control: +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. Precautions
1 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.
2 Do not operate during aircraft refueling or during refueling
operations within 100 feet.
3 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.)
4 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

B-- 8 Rev 4
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.

Rev 4 B-- 9
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.

B-- 10 Rev 4
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.

Rev 4 B-- 11
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

B-- 12 Rev 4
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

Rev 4 B-- 13/(B-- 14 blank)
Appendix C
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.

consists of the following: dual attitude and heading reference units
(AHRU), and the dual flux valves.
D Dual attitude and heading reference units (AHRU)
D Dual attitude and heading control panel (AHCP)
D Dual flux valves.
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 Aircraft Piloting Inertial Reference Sensor (APIRS)

Rev 5 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 (DD). 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
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 pilot’s 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’s 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) A28-- 1146-- 041

C-- 2 Rev 5
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 pilot’s side side TAS from the ADC is invalid,
only when the aircraft is on the ground. In the air, if the pilot’s side ADC
fails, the APIRS switches to the copilot’s 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.

Rev 5 C-- 3
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
ALIGN
DG SLEW DG
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.
D 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.

C-- 4 Rev 5
D SLAVE Annunciator -- The SLAVE annunciator lights when the

system is operating in the SLAVE mode described above.
D BASIC Annunciator -- The BASIC annunciator lights when the

system is operating in the BASIC mode described above.
D 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 10_ pitch up
D 20_ right wing down
D 060° heading, turning at 1°/sec toward North
D North heading, turning at 3_/sec toward east
D All APIRS controller annunciators ON
D ATT flag valid for 2.5 seconds, then invalid
D HDG flag valid for 2.5 seconds, then invalid
D Rate--of--turn indicator standard rate (3_/sec) right turn (on optional
EFIS EADI).
The flags remain invalid until initialization is complete.

Rev 5 C-- 5
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
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.
D 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.

C-- 6 Rev 5
D 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.
D 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.

Rev 5 C-- 7
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.

C-- 8 Rev 5
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.
D 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
aircraft’s 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

Rev 5 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.

C-- 10 Rev 5
Index
A altitude preselect controller, 4-2
altitude alert, 4-3
Abbreviations, 12-1 altitude preselect, 4-3
Abnormal AHRS operation Air data system, 2-3
abnormal ADI or HSI indication, Aircraft piloting inertial reference
3-8 sensor (APIRS), C--1
flight operations in BASIC mode, abnormal operation, C--7
3-7 abnormal ADI or HSI
flight operations in DG mode, 3-7 indication, C--8
heading mismatch, 3-8 flight operations in BASIC
take--off in BASIC mode, 3-7 mode, C--8
take--off in DG mode, 3-7 flight operations in DG mode,
Abnormal APIRS operation C--8
abnormal ADI or HSI indication, heading mismatch, C--9
C--8 in--air initialization, C--9
flight operations in BASIC mode, take--off in basic mode, C--7
C--8 take--off in DG mode, C--7
flight operations in DG mode, C--8 control panel, C--4
heading mismatch, C--9 ATT/HDG ALIGN button, C--5
in--air initialization, C--9 BASIC annunciator, C--5
take--off in BASIC mode, C--7 DG slew knob, C--4
take--off in DG mode, C--7 HDG/DG button, C--4
Acronyms, 12-1 SLAVE annunciator, C--5
Advisory display, 7-4 preflight test, C--5
operational and warning/caution ground initialization, C--6
messages, 7-4 reduced performance modes, C--3
AFCS message data invalid, standard operating modes, C--1
7-5 system description, 2--4
AFCS operational messages, Altimeter, 4-1
7-6 Altitude hold mode, 9-53
amber disengage, caution Altitude preselect controller, 4-2
and conditional status Altitude preselect mode, 9-55
messages, 7-12 Attitude and heading reference
disengage/caution/conditional system (AHRS), 3-1
status messages, 7-5 abnormal operation, 3-7
flight director mode abnormal ADI or HSI
annunciator, 7-16 indication, 3-8
mode inhibit and error flight operations in BASIC
annunciator, 7-19 mode, 3-7
operational messages (two flight operations in DG mode,
fields), 7-5 3-7
SAT/TAS display functions, heading mismatch, 3-8
7-6 take--off in basic mode, 3-7
Air data displays, 4-1 take--off in DG mode, 3-7
altimeter, 4-1
A28-- 1146-- 041 Index

Rev 5 Index-- 1
Index (cont)
Attitude and heading reference C
system (AHRS) (cont)
general, 3-1 Caution and failure annunciators,
preflight test, 3-4 6-16
ground initialization, 3-5 EADI amber caution and failure
reduced performance modes, 3-2 annunciators, 6-16
standard operating modes, 3-1 common symbol generator,
system description, 2--3 6-19
Attitude director indicator (ADI), 5-1 comparator monitors, 6-18
aircraft symbol, 5-3 decision height failure, 6-19
attitude sphere, 5-2 decision height warning, 6-19
attitude test switch, 5-3 excess deviation monitor, 6-19
attitude warning flag, 5-2 external system warning, 6-19
decision height display, 5-3 flight director failure, 6-17
DH annunciator, 5-2 HSI couple symbol, 6-17
DH SET knob, 5-2 radio altitude failure, 6-19
DIM control knob, 5-2 same attitude source, 6-17
displays, 5-5 EADI red failure annunciators,
cruise mode, 5-5 6-20
instrument landing system attitude failure (ATT FAIL),
(ILS) approach, 5-6 6-21
typical ILS approach mode, expanded localizer or azimuth
5-5 failure, 6-21
expanded localizer pointer, 5-3 fast/slow command failure,
eyelid display, 5-4 6-21
flight director warning flag, 5-2 glideslope failure, 6-21
glideslope pointer, 5-2 internal failure, 6-21
glideslope scale, 5-2 rate--of--turn failure, 6-21
inclinometer, 5-3 VNAV or elevation failure, 6-21
radio altitude display, 5-2 EHSI amber caution and failure
roll attitude pointer, 5-2 annunciators, 6-40
roll scale displays, 5-2 display failures, 6-41
speed pointer, 5-3 DME hold annunciator, 6-40
Azimuth (MLS) mode, 9-34 same heading or navigation
source, 6-40
waypoint alert annunciator,
6-41
B weather radar target alerts,
6-40
Back course mode, 9-23 WX failure, 6-41
Index A28-- 1146-- 041

Index-- 2 Rev 5
Index (cont)
EHSI red failure annunciators, 6-41 IAS button, 7-1
azimuth deviation failure, 6-43 MLS button, 7-3
course deviation failure, 6-43 NAV button, 7-1
glidepath deviation failure, 6-43 NAV SEL button, 7-3
heading failure, 6-42 PITCH thumb--wheel, 7-3
vertical deviation failure, 6-43 STBY button, 7-2
Climb to initial altitude, 6-13 V/L button, 7-3
Combined vertical and lateral mode VS button, 7-1
problems, 10-6 YD button, 7-2
Composite display, 6-44 instrument remote controller, 6-46
instrument remote controller, 6-46 course knob, 6-46
reversionary mode, 6-45 heading knob, 6-46
Controllers: PRIMUSR 880, A--1
AHRS controller, 3-3 BRT knob, A--2
altitude preselect, 4-2 GAIN knob, A--2
attitude and heading control MODE buttons, A--3
panel (AHCP), C--4 PRIMUSR 660, B--1
ATT/HDG ALIGN button, C--5 GAIN knob, B--7
BASIC annunciator, C--5 MODE switch, B--5
DG slew knob, C--4 range buttons, B--3
HDG/DG button, C--4 RCT button, B--3
SLAVE annunciator, C--5 SECT button, B--4
EFIS display controller, 6-2 STAB button, B--3
ATT REV button, 6-2 TGT button, B--3
bearing source select knobs, TILT knob, B--4
6-3 Customer support centers, 11-2
DH knob, 6-4 North America, 11-2
DIM controls, 6-3 Rest of the world, 11-3
FULL/ARC button, 6-2
GS/TTG button, 6-2
HDG REV button, 6-2 D
MAP button, 6-2
NAV REV button, 6-3 Displays:
SG REV external switch, 6-4 attitude director indicator (ADI),
TEST button, 6-4 5-1, 5-5
WX button, 6-2 aircraft symbol, 5-3
flight guidance controller, 7-1 attitude sphere, 5-2
ALT button, 7-2 attitude test switch, 5-3
ALT SEL button, 7-2 attitude warning flag, 5-2
AP button, 7-2 decision height display, 5-3
APP button, 7-1 DH annunciator, 5-2
AUX button, 7-3 DH SET knob, 5-2
BC button, 7-2 DIM control knob, 5-2
HDG button, 7-1 expanded localizer pointer,
HSI SEL button, 7-3 5-3
A28-- 1146-- 041 Index

Rev 5 Index-- 3
Index (cont)
attitude director indicator (cont) course display, 5-8
eyelid display, 5-4 course pointer, 5-9
flight director warning flag, 5-2 approach configuration
glideslope pointer, 5-2 display, 5-10
glideslope scale, 5-2 distance display, 5-8
inclinometer, 5-3 fore and aft lubber lines, 5-8
radio altitude display, 5-2 heading bug, 5-8
roll attitude pointer, 5-2 heading dial, 5-8
roll scale displays, 5-2 heading warning flag, 5-8
speed pointer, 5-3 navigation warning flag, 5-9
electronic attitude director reciprocal course pointer, 5-9
indicator (EADI) TO--FROM pointer, 5-9
amber caution and failure vertical deviation pointer, 5-8
annunciators, 6-16 vertical warning flag, 5-8
climb to initial altitude, 6-13 Dual couple approach mode, 9-49
composite display, 6-44
enroute cruise, 6-14
red failure annunciators, 6-20 E
setup for approach, 6-15
take--off using go--around Electromechanical flight instrument
mode, 6-12 system, 5-1
electronic horizontal situation attitude director indicator (ADI),
indicator (EHSI), 6-22 5-1
amber caution and failure aircraft symbol, 5-3
annunciators, 6-40 attitude sphere, 5-2
electronic horizontal situation attitude test switch, 5-3
indicator (EHSI) (cont) attitude warning flag, 5-2
composite display, 6-44 decision height display, 5-3
full compass displays, 6-22 DH annunciator, 5-2
partial compass displays only, DH SET knob, 5-2
6-25 DIM control knob, 5-2
partial compass operation, displays, 5-5
6-30 expanded localizer pointer,
partial compass presentation, 5-3
6-32 eyelid display, 5-4
red failure annunciators, 6-41 flight director warning flag, 5-2
horizontal situation indicator glideslope pointer, 5-2
(HSI), 5-7, 5-10 glideslope scale, 5-2
aircraft symbol, 5-8 inclinometer, 5-3
bearing pointer, 5-8 radio altitude display, 5-2
compass synchronization radio altitude test button, 5-4
annunciator, 5-9 roll attitude pointer, 5-2
course deviation pointer and roll scale displays, 5-2
dots, 5-9 speed pointer, 5-3
Index A28-- 1146-- 041

Index-- 4 Rev 5
Index (cont)
horizontal situation indicator attitude source annunciator,
(HSI), 5-7 6-5
aircraft symbol, 5-8 attitude sphere, 6-5
bearing pointer, 5-8 autopilot engage annunciator,
compass synchronization 6-10
annunciator, 5-9 azimuth pointer, 6-11
course deviation pointer and crosspointer command cue,
dots, 5-9 6-11
course display, 5-8 decision height display, 6-11
course pointer, 5-9 display, 6-7
approach configuration fast/slow pointer, 6-11
display, 5-10 flight director lateral modes,
distance display, 5-8 6-9
fore and aft lubber lines, 5-8 flight director vertical modes,
heading bug, 5-8 6-9
heading dial, 5-8 glideslope pointer and scale,
heading warning flag, 5-8 6-9
navigation warning flag, 5-9 inclinometer, 6-10
reciprocal course pointer, 5-9 localizer pointer, 6-11
TO--FROM pointer, 5-9 marker beacon, 6-10
vertical deviation pointer, 5-8 radio altitude display, 6-10
vertical warning flag, 5-8 rate--of--turn display, 6-11
system description, 2--5 rising runway display, 6-10
Electronic attitude director indicator roll attitude pointer, 6-5
(EADI), 6-5 roll scale, 6-5
amber caution and failure single command cue, 6-11
annunciators, 6-16 VNAV mode, 6-9
common symbol generator, general, 6-5
6-19 red failure annunciators, 6-20
comparator monitors, 6-18 attitude failure (ATT FAIL),
decision height failure, 6-19 6-21
decision height warning, 6-19 expanded localizer or azimuth
excess deviation monitor, failure, 6-21
6-19 fast/slow command failure,
external system warning, 6-19 6-21
flight director failure, 6-17 glideslope failure, 6-21
HSI couple symbol, 6-17 internal failure, 6-21
radio altitude failure, 6-19 rate--of--turn failure, 6-21
same attitude source, 6-17 VNAV or elevation failure,
composite display, 6-44 6-21
instrument remote controller, typical display presentations,
6-46 6-12
reversionary mode, 6-45 climb to initial altitude, 6-13
displays and annunciators, 6-5 enroute cruise, 6-14
aircraft symbol, 6-10 setup for approach, 6-15
A28-- 1146-- 041 Index

Rev 5 Index-- 5
Index (cont)
EADI typical display presentations terrain annunciators, 6-38
(cont) terrain range control, 6-38
take--off using go--around terrain select on the EHSI,
mode, 6-12 6-37
Electronic flight instrument system test display, 6-39
(EFIS) (optional), 6-1 full compass displays, 6-22
display controller, 6-2 multiple waypoint displays, 6-33,
ATT REV button, 6-2 6-35
EFIS display controller (cont) partial compass displays only,
bearing source select knobs, 6-25
6-3 aircraft symbol, 6-28
DH knob, 6-4 bearing pointers and source
DIM controls, 6-3 annunciators, 6-26
FULL/ARC button, 6-2 compass sync annunciator,
GS/TTG button, 6-2 6-25
HDG REV button, 6-2 course or azimuth deviation
MAP button, 6-2 bar, 6-27
NAV REV button, 6-3 course pointer, 6-28
SG REV external switch, 6-4 course/desired track display,
TEST button, 6-4 6-25
WX button, 6-2 distance display, 6-26
general, 6-1 DME hold, 6-26
system description, 2-5 drift angle bug (INS only),
Electronic horizontal situation 6-25
indicator (EHSI), 6-22 fore and aft lubber line, 6-25
amber caution and failure glidepath display and
annunciators, 6-40 annunciator, 6-26
display failures, 6-41 glideslope display and
DME hold annunciator, 6-40 annunciator, 6-26
same heading or navigation groundspeed or time--to--go
source, 6-40 display, 6-27
waypoint alert annunciator, heading display and dial, 6-25
6-41 heading select bug, 6-25
weather radar target alerts, heading select readout, 6-25
6-40 heading source annunciator,
WX failure, 6-41 6-25
composite display, 6-44 NAV TO--FROM annunciator,
instrument remote controller, 6-28
6-46 NAVAID position, 6-31
reversionary mode, 6-45 navigation source
enhanced ground proximity annunciator, 6-26
warning system (EGPWS), reciprocal course pointer,
6-37 6-28
auto--popup function, 6-38 VNAV display and
partial compass display, 6-39 annunciator, 6-26
Index A28-- 1146-- 041

Index-- 6 Rev 5
Index (cont)
waypoint annunciator, 6-28 APP button, 7-1
weather radar mode AUX button, 7-3
annunciator, 6-28 BC button, 7-2
red failure annunciators, 6-41 HDG button, 7-1
azimuth deviation failure, 6-43 HSI SEL button, 7-3
course deviation failure, 6-43 IAS button, 7-1
glidepath deviation failure, MLS button, 7-3
6-43 NAV button, 7-1
glideslope deviation failure, NAV SEL button, 7-3
6-43 PITCH thumb--wheel, 7-3
heading failure, 6-42 STBY button, 7-2
vertical deviation failure, 6-43 V/L button, 7-3
typical displays, 6-29 VS button, 7-1
partial compass operation, YD button, 7-2
6-30 system description, 2--6
partial compass presentation, Flight instrument displays, 5-1
6-32 electromechanical flight
weather radar displays, 6-33 instrument system, 5-1
annunciators, 6-33 attitude director indicator
Enhanced ground proximity warning (ADI), 5-1
system (EGPWS), 6-37 horizontal situation indicator
auto--popup function, 6-38 (HSI), 5-7
partial compass display, 6-39 Full EHSI compass displays, 6-22
terrain annunciators, 6-38
terrain range control, 6-38
terrain select on the EHSI, 6-37
G
test display, 6-39
Enroute cruise, 6-14
Glossary of terms , 8-1
Equipment list, 1-1
Go--around mode, 9--58
Event codes, sample forms, 10-6
F H
Flight fault summary, 10-11 Heading hold and wings level, 9-1
Flight guidance system (FGS), 7-1 Heading select mode, 9-3
advisory display, 7-4 Honeywell product support, 11-1
operational and 24--hour exchange/rental support
warning/caution messages, centers, 11-2
7-4 customer support centers, 11-2
controller, 7-1 North America, 11-2
ALT button, 7-2 Rest of the world, 11-3
ALT SEL button, 7-2 publication ordering information,
AP button, 7-2 11-4
A28-- 1146-- 041 Index

Rev 5 Index-- 7
Index (cont)
Horizontal situation indicator (HSI), Modes of operation, 9-1
5-7 altitude hold mode, 9-54
aircraft symbol, 5-8 altitude preselect mode, 9-55
approach configuration display, azimuth (MLS) mode, 9-35
5-10 back course mode, 9-23
bearing pointer, 5-8 dual couple approach mode, 9-49
compass synchronization go--around mode, 9-58
annunciator, 5-9 heading hold and wings level, 9-1
course deviation pointer and heading select mode, 9-3
dots, 5-9 ILS approach mode, 9-27
course display, 5-8 indicated airspeed hold mode,
course pointer, 5-9 9-52
distance display, 5-8 localizer mode, 9-15
fore and aft lubber lines, 5-8 MLS approach mode, 9-43
heading bug, 5-8 pitch attitude hold mode, 9-50
heading dial, 5-8 RNAV enroute mode, 9-14
heading warning flag, 5-8 roll hold mode, 9-2
navigation warning flag, 5-9 vertical speed hold mode, 9-51
reciprocal course pointer, 5-9 VOR approach mode, 9-13
TO--FROM pointer, 5-9 VOR capture mode, 9-5
vertical deviation pointer, 5-8 VOR track mode, 9-10
vertical warning flag, 5-8 Multiple waypoint displays, 6-33,
6-35
I
P
ILS approach mode, 9-27
Indicated airspeed hold mode, 9-52 Partial EHSI compass displays only,
Instrument remote controller, 6-46 6-25
Introduction, 1-1 aircraft symbol, 6-28
equipment list, 1-1 bearing pointers and source
annunciators, 6-26
compass sync annunciator, 6-25
L course or azimuth deviation bar,
6-27
course pointer, 6-28
Lateral mode problems, 10-2
course/desired track display, 6-25
Localizer mode, 9-15
distance display, 6-26
DME hold, 6-26
drift angle bug (INS only), 6-25
M fore and aft lubber line, 6-25
glidepath display and
Maintenance of digital flight control annunciator, 6-26
systems, 10-1 glideslope display and
MLS approach mode, 9-43 annunciator, 6-26
Index A28-- 1146-- 041

Index-- 8 Rev 5
Index (cont)
groundspeed or time--to--go PRIMUSR 660 Weather Radar
display, 6-27 System, B--1
heading display and dial, 6-25 description, B--1
heading select bug, 6-25 normal operation, B--8
heading select readout, 6-25 fault monitoring, B--11
heading source annunciator, 6-25 maximum permissible expo--
NAV TO--FROM annunciator, sure level (MPEL), B--13
6-28 power--up, B--9
navigation source annunciator, preliminary settings, B--8
6-26 radar mode -- ground
reciprocal course pointer, 6-28 mapping, B--11
VNAV display and annunciator, radar mode -- weather, B--11
6-26 standby, B--10
waypoint annunciator, 6-28 tilt management, B--12
weather radar mode annunciator, weather radar controller, B--2
6-28 GAIN knob, B--7
Pilot write--up, 10-6 MODE switch, B--5
common terms, 10-8 precautions, B--8
flight fault summary, 10-11 range buttons, B--3
pilot check sheet, 10-9 RCT button, B--3
preliminary considerations, 10-7 SECT button, B--4
squawk sheets, 10-6, 10-9 STAB button, B--3
writing the report, 10-8 test pattern, B--10
Pitch attitude hold mode, 9-50 TGT button, B--3
PRIMUSR 800 Weather Radar TILT knob, B--4
System, A--1 Procedures:
indicator controls, A--2 altitude hold mode, 9-54
AZ MK slide switch, A--4 altitude preselect mode, 9-56
BRT knob, A--2 back course setup, 9-23
GAIN control knob, A--2 dual couple approach setup, 9-49
GCR button, A--3 ILS approach mode, 9-28
MAP button, A--3 localizer setup, 9-15
range buttons, A--2 MLS approach mode, 9-43
RCT button, A--3 MLS setup, 9-35
SB/T button, A--3 preflight test, A--6
SCAN slide switch, A--4 RNAV setup, 9-14
TGT ALT slide switch, A--4 VOR approach setup, 9-13
TILT control knob, A--2 VOR capture setup, 9-5
WX/C button, A--3 Publication ordering information, 11-4
introduction, A--1
preflight, A--5 R
precautions, A--5
preliminary control settings, Radio altimeter system, 2-4
A--5 Reduced AHRS performance
self--test display, A--6 modes, 3-3
A28-- 1146-- 041 Index

Rev 5 Index-- 9
Index (cont)
Reduced APIRS performance Troubleshooting, 10-1
modes, C-3 combined vertical and lateral
Reversionary mode, 6-45 mode problems, 10-6
RNAV enroute mode, 9-14 event codes, sample forms, 10-6
Roll hold mode, 9-2 lateral mode problems, 10-2
maintenance of digital flight
control systems, 10-1
pilot write--up, 10-6
S common terms, 10-8
flight fault summary, 10-11
Setup for approach, 6-15 pilot check sheet, 10-9
Squawk sheets, 10-6, 10-9 preliminary considerations,
Standard AHRS operating modes, 10-7
3-1 squawk sheets, 10-6, 10-9
Standard APIRS operating modes, writing the report, 10-8
C-1 vertical mode problems, 10-4
System description, 2-1 Typical EADI display presentations,
air data system, 2-4 6-12
aircraft piloting inertial reference climb to initial altitude, 6-13
sensor (APIRS), 2-4 enroute cruise, 6-14
attitude and heading reference setup for approach, 6-15
system (AHRS), 2-3 take--off using go--around mode,
electromechanical flight 6-12
instrument system (standard), Typical EHSI displays, 6-29
2-5 partial compass operation, 6-30
electronic flight instrument partial compass presentation,
system (EFIS) (option), 2-5 6-32
flight guidance system (FGS), 2-6
other switches and controls, 2-6
PRIMUSR 800 Weather Radar V
System, 2-6
radio altimeter system, 2-5
Vertical mode problems, 10-4
System limits, 8-1
Vertical speed hold mode, 9-51
glossary of terms , 8-1
VOR (NAV) modes, capture, 9-5
system operating limits, 8-7
VOR approach mode, 9-13
VOR capture mode, 9-5
VOR track mode, 9-10
T
Take--off using go--around mode, W

6-12
Terrain annunciators, 6-38 Weather radar displays, 6-33
Terrain range control, 6-38 annunciators, 6-33
Terrain select on the EHSI, 6-37 modes, 6-34
Index A28-- 1146-- 041

Index-- 10 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 Index

Rev 5 Index-- 11/(Index-- 12 blank)

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What are the main components of the SPZ-8000 flight control system?

What are the main components of the SPZ-8000 flight control system?

What are the two weather radar systems described in the document?

What are the two weather radar systems described in the document?

Honeywell

Aerospace Electronic Systems

TO: HOLDERS OF THE SPZ--8000 DIGITAL INTEGRATED

REVISION NO. 7 DATED MAY 2001

Page No. Description of Change

SPZ--8000 Integrated Flight

Revised May 2001

This document and the information disclosed herein are proprietary

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

This document is being furnished in confidence by Honeywell. The

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

Revision Revision Insertion

1 Feb 1989 Feb 1989 HI

2 Jun 1991 Jun 1991 HI

3 May 1995 May 1995 HI

4 Apr 2000 Apr 2000 H

5 Jul 2000 Jul 2000 H

6 Aug 2000 Aug 2000 H

7 May 2001 May 2001 H

A28-- 1146-- 041 Record of Revisions

List of Effective Pages

Subheading and Page Revision Subheading and Page Revision

Title Page H 7 2--5 5

H indicates changed, added or deleted pages.

A28-- 1146-- 041 List of Effective Pages

Subheading and Page Revision Subheading and Page Revision

List of Effective Pages A28-- 1146-- 041

Subheading and Page Revision Subheading and Page Revision

A28-- 1146-- 041 List of Effective Pages

Subheading and Page Revision Subheading and Page Revision

List of Effective Pages A28-- 1146-- 041

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

3. ATTITUDE AND HEADING REFERENCE

4. AIR DATA DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . 4-1

A28-- 1146-- 041 Table of Contents

Table of Contents (cont)

5. FLIGHT INSTRUMENT DISPLAYS . . . . . . . . . . . . . 5-1

6. ELECTRONIC FLIGHT INSTRUMENT SYSTEM

7. FLIGHT GUIDANCE SYSTEM (FGS) . . . . . . . . . . . 7-1

8. SYSTEM LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

Table of Contents A28-- 1146-- 041

Table of Contents (cont)

8. SYSTEM LIMITS (CONT)

A28-- 1146-- 041 Table of Contents

Table of Contents (cont)

10. TROUBLESHOOTING (CONT)

11. HONEYWELL PRODUCT SUPPORT . . . . . . . . . . 11-1

12. ACRONYMS AND ABBREVIATIONS . . . . . . . . . . 12-1

A PRIMUSR 800 WEATHER RADAR SYSTEM . . . . A--1

B PRIMUSR 660 WEATHER RADAR SYSTEM . . . . B--1

Table of Contents (cont)

2--1 System Block Diagram for Electromechanical

3--1 AHRS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

4--1 Barometric Electromechanical Altimeter . . . . . . . . . 4-1

5--1 Attitude Director Indicator . . . . . . . . . . . . . . . . . . . . . 5-1