MK_VI_VIII_EGPWS_PilotGuide_060-4314-000

Enhanced Ground Proximity Warning System Pilot Guide

060-4314-000 • Rev. New - April 2000MK VI & MK VIII EGPWS Pilot Guide

MK VI and MK VIII

T h i s d o c u m e n t i s a n u n p u b l i s h e d w o r kC o p y r i g h t 2 0 0 0

H o n e y w e l l I n t e r n a t i o n a l I n c .A l l r i g h t s r e s e r v e d

T h i s d o c u m e n t a n d a l l i n f o r m a t i o n a n d e x p r e s s i o nc o n t a i n e d h e r e i n a r e t h e p r o p e r t y o f H o n e y w e l lI n t e r n a t i o n a l I n c . , a n d i s p r o v i d e d t o t h e r e c i p i e n t i nc o n f i d e n c e o n a “ n e e d t o k n o w ” b a s i s . Yo u r u s e o f t h i sd o c u m e n t i s s t r i c t l y l i m i t e d t o a l e g i t i m a t e b u s i n e s sp u r p o s e r e q u i r i n g t h e i n f o r m a t i o n c o n t a i n e d t h e r e i n .Your use o f th i s document cons t i tu tes accep tance o f theset e r m s .

060-4314-000 • Rev. New - April 2000MK VI & MK VIII EGPWS Pilot Guide

060-4314-000 • Rev. New - April 2000MK VI & MK VIII EGPWS Pilot Guide 1

TABLE OF CONTENTS

SECTION 1 Introduction ...................................................................... 2

SECTION 2 System Description ............................................................ 5

SECTION 3 Operational Procedures .............................................. 43

SECTION 4 Definitions .................................................................. 53

Request for Information ...................................................................... 57

060-4314-000 • Rev. New - April 20002 MK VI & MK VIII EGPWS Pilot Guide

This Pilot Guide describes the functions and operation ofthe MKVI and MKVIII Enhanced Ground Proximity WarningSystem (EGPWS).

This document is divided into four sections. Section 1 isthis introduction and the following brief description of theEGPWS and its features. Section 2 provides a functionaldescription of the EGPWS. This includes descriptions of thevarious system modes, Built In Test (BIT) and monitoringfunctions, and system features. Section 3 provides generaloperating procedures to follow when the system gives acaution or warning alert. Section 4 provides definitions ofterms used in this manual.

This guide does not supercede FAA approved data, FlightManuals, individual Operations Manuals, requirements, orprocedures. Pilots should be thoroughly familiar with theirown company policies, system configuration, requirements,and procedures with respect to the operation of aircraftwith the EGPWS.

The information in this document is intended as a generalexplanation of the Honeywell Mk VI & Mk VIII EGPWS. Itcontains a general description of system performanceassuming identified options are active, and highlightsdeviations in system performance resulting when a featureis disabled.

The EGPWS is a Terrain Awareness and Alerting System(TAWS) providing basic GPWS functions plus additionalenhanced terrain alerting and display features.

The EGPWS uses aircraft inputs including geographicposition, attitude, altitude, airspeed, and glideslopedeviation. These are used with respect to internal terrain,obstacles, and airport databases to predict a potentialconflict between the aircraft flight path and terrain or anobstacle. A conflict will result in the EGPWS providing avisual and audio caution or warning alert.

Additionally, the EGPWS provides alerts for excessiveglideslope deviation, too low with flaps or gear not in land-ing configuration, and optionally provides bank angle andaltitude callouts based on system configuration selection.

What is theEGPWS?

SECTION 1

Introduction


The EGPWS incorporates several “enhanced” features:

• Terrain Alerting and Display (TAD) function providesa graphic display of the surrounding terrain on theWeather Radar Indicator, EFIS, or a dedicated display.Based on the aircraft’s GPS position and the internaldatabase, the terrain topography (within the displayrange selected) that is above or within 2000 feet belowthe aircraft altitude is presented on the system display.This feature is an option, enabled by systemconfiguration selection during installation.

• “Peaks” function is a TAD supplemental featureproviding additional terrain display features for enhancedsituational awareness, independent of the altitude of theaircraft. This includes digital elevations for the highestand lowest displayed terrain, additional elevation (color)bands, and a unique representation of sea level (0 feetMSL). This feature is an option, enabled by systemconfiguration selection during installation for compatibledisplay systems.

• “Obstacles” alerting function is a feature utilizing anobstacle database for obstacle conflict alerting anddisplay. EGPWS visual and audio alerts are providedwhen a conflict is detected. Additionally, when TAD isenabled, Obstacles are graphically displayed similar toterrain. This feature is an option, enabled by systemconfiguration selection during installation.

• A process feature called Envelope Modulation utilizesthe internal database to tailor EGPWS alerts at certaingeographic locations to reduce nuisance alerts andprovide added protection.Note: This feature is not available in the initial release(-001) for the MKVI and MKVIII.

• A Terrain Clearance Floor function adds an additionalelement of protection by alerting the pilot of possiblepremature descent. This is intended for non-precisionapproach and is based on the current aircraft positionrelative to the nearest runway. This feature is enabledwith the TAD function.

What is theEGPWS?continued


PhysicalDescription

• Similar to the TCF feature, a Runway Field ClearanceFloor (RFCF) feature provides alerting to the pilot ofpossible premature descent based on the aircraft’s GPSposition and height above the destination runway usingGeometric Altitude. This provides improved protectionat locations where the destination runway is significantlyhigher than the surrounding terrain.

• Geometric Altitude, based on GPS altitude, is acomputed pseudo-barometric altitude designed toreduce or eliminate altitude errors resulting fromtemperature extremes, non-standard pressure altitudeconditions, and altimeter miss-sets. This ensures anoptimal EGPWS alerting and display capability.

Some features are optional and may or may not be active ina given installation. For specific effectivity, refer to anapplicable Airplane Flight Manual (AFM) or EGPWS AirplaneFlight Manual Supplement (AFMS).

The Mk VI/Mk VIII EGPWC is packaged in a non-ARINC rackmounted enclosure weighing less than 4 lbs. No specialvibration isolation or forced air-cooling is required.

Only 28 VDC versions of the EGPWC are available. Units areavailable with an internal GPS receiver for required GPSdata when another GPS source is not available.

For more detailed information, contact Honeywell.


SECTION 2

System Description

Enhanced Ground Proximity Warning System .............................. 6

EGPWS Database ................................................................................... 6

Basic Functions:

Mode 1 - Excessive Descent Rate .......................................................... 9

Mode 2 - Excessive Closure to Terrain ................................................ 10

Mode 3 - Altitude Loss After Takeoff ..................................................... 13

Mode 4 - Unsafe Terrain Clearance .................................................... 14

Mode 5 - Excessive Deviation Below Glideslope ................................. 18

Mode 6 - Advisory Callouts ................................................................. 20

Enhanced Functions:

Envelope Modulation .......................................................................... 23

Terrain Clearance Floor ...................................................................... 23

Runway Field Clearance Floor ............................................................. 25

Terrain Alerting and Display ................................................................ 26

Non-Peaks Display ............................................................................... 28

Pop-Up and Auto-Range ...................................................................... 30

Peaks Display ...................................................................................... 30

TCF/TAD Inop and Inhibit .................................................................... 35

Geometric Altitude ............................................................................... 35

Aural Message Priority ........................................................................ 37

System Inputs ...................................................................................... 38

System Outputs ................................................................................... 40

Options ................................................................................................ 40


EnhancedGroundProximityWarningSystem

The EGPWS incorporates the functions of the basic GroundProximity Warning System (GPWS). This includes thefollowing alerting modes:

The EGPWS adds to these 6 basic functions the ability tocompare the aircraft position to an internal database andprovide additional alerting and display capabilities forenhanced situational awareness and safety (hence the term“Enhanced” GPWS).

The EGPWS internal database consists of three sub-sets:

• Terrain data of varying degrees of resolution.

• Cataloged obstacles 100 feet or greater in height locatedwithin North America and portions of the Caribbean(expanding as data is obtained).

• Airport runway data containing information on allrunways 2000 feet or longer in length. For a specific listof the airports included, refer to Honeywell document060-4326-000, MKVI/VIII EGPWS Terrain DatabaseAirport Coverage List. This can also be accessed on theInternet at website www.egpws.com.

The MKVI EGPWS provides regional database coveragewhereas the MKVIII EGPWS provides a worldwide database .For the MKVI, the worldwide database is divided into threeregions referred to as the Americas Region, Atlantic Region,and the Pacific Region.

EGPWSDatabase


These regions are illustrated below.EGPWSDatabasecontinued

Americas Region (419N)

Atlantic Region (419A)

Pacific Region (419P)


There is considerable overlap between the regions,particularly Atlantic to Pacific, but once outside theinstalled database coverage area all enhanced func-tions dependent on the database are inoperative.

Honeywell is constantly striving to improve theEGPWS database in content, resolution, and accuracy.Notification of a Database update is accomplished byService Bulletin. Database updates are distributed onPCMCIA data cards and downloaded via an externalPCMCIA interface unit called a SmartCable thatconnects to a test connector on the front panel ofeach EGPWS. Contact Honeywell for additionalinformation.

Because the overwhelming majority of “ControlledFlight Into Terrain” (CFIT) accidents occur near anairport, and the fact that aircraft operate in closeproximity to terrain near an airport, the terraindatabase contains higher resolution grids for airportareas.

With the use of accurate GPS information, the EGPWSis provided present position, altitude, and groundspeed. With this information, the EGPWS is able topresent a graphical plan view of the aircraft relative tothe terrain and advise the flight crew of a potentialconflict with the terrain or obstacle. Conflicts arerecognized and alerts provided when terrain or anobstacle violates specific computed envelopeboundaries in the projected flight path of the aircraft.Caution or warning alerts are provided in the form ofvisual light annunciation, audio enunciation basedon the type of conflict, and color enhanced visualdisplay of the terrain or obstacle relative to theforward look of the aircraft. The terrain display isprovided on a Weather Radar Indicator, EFIS display,or a dedicated EGPWS display and may or may not bedisplayed automatically.

The following sections provide functional descriptionsof the EGPWS basic and enhanced functions andfeatures, and system input and output requirements.

EGPWSDatabasecontinued


BASIC FUNCTIONS:

ExcessiveDescentRate

Mode 1 provides alerts for excessive descent rates withrespect to altitude AGL and is active for all phases of flight.This mode has inner and outer alert boundaries asillustrated in the diagram and graph below.

Penetration of the outer boundary activates the EGPWScaution lights and “SINKRATE, SINKRATE” alertenunciation. Additional “SINKRATE, SINKRATE ”messages will occur for each 20% reduction in time toimpact.

Penetration of the inner boundary activates the EGPWSwarning lights and changes the audio message to “PULLUP” which repeats continuously until the inner warningboundary is exited.

If a valid ILS Glideslope front course is received and theaircraft is above the glideslope centerline, the outer(sinkrate) boundary is adjusted to desensitize the sinkratealerting. This is to prevent unwanted alerts when theaircraft is safely capturing the glideslope (or repositioningto the centerline) from above the beam.

"SINKRATE"

"PULLUP"

"SINKRATE SINKRATE"

"PULL UP"

GlideslopeDeviationBias

MODE 1


The EGPWS offers a Steep Approach option that desensitizesthe alert boundaries to permit steeper than normalapproaches (e.g., MLS or GPS) without unwanted alerts.Additionally, if a Flap Override input is selected the alertboundaries are adjusted to desensitize alerting. This is topermit potentially higher descent rates resulting from flapsnot being set to the landing position during approaches.

Mode 2 provides alerts to help protect the aircraft fromimpacting the ground when rapidly rising terrain withrespect to the aircraft is detected. Mode 2 is based onRadio Altitude and on how rapidly Radio Altitude isdecreasing (closure rate). Mode 2 exists in two forms, 2Aand 2B.

Mode 2A is active during climbout, cruise, and initialapproach (flaps not in the landing configuration and theaircraft not on glideslope centerline). If the aircraftpenetrates the Mode 2A caution envelope, the auralmessage “TERRAIN, TERRAIN” is generated and cockpitEGPWS caution lights will illuminate. If the aircraftcontinues to penetrate the envelope, the EGPWS warninglights will illuminate and the aural warning message “PULLUP” is repeated continuously until the warning envelope isexited.

Upon exiting the warning envelope, if terrain clearancecontinues to decrease, the aural message “TERRAIN” willbe given until the terrain clearance stops decreasing. Inaddition, the visual alert will remain on until the aircrafthas gained 300 feet of altitude, 45 seconds has elapsed, orlanding flaps or the flap override switch is activated.

MODE 2

ExcessiveClosure toTerrain

MODE 2A

SteepApproachBias


The graph below shows how the upper boundary of theMode 2 alert envelope varies as a function of the aircraftspeed. Two aircraft speed ranges are defined; 220 knots to310 knots for faster aircraft, and 190 to 280 knots forslower aircraft (selected for the aircraft configuration atinstallation). The boundary expansion provides increasedalert times at the higher airspeeds.

MODE 2A

Continued

The Mode 2A upper limit is reduced to 1250 feet for allairspeeds when the Terrain Alerting and Display (TAD)function is enabled and available. This is due to theenhanced alerting capability provided with TAD, resultingfrom high integrity GPS Altitude and Geometric Altitudedata. The Mode 2A envelope is lowered in order to reducethe potential for nuisance alerts during an approach.


Mode 2B provides a desensitized alerting envelope topermit normal landing approach maneuvers close toterrain without unwanted alerts. Mode 2B is automaticallyselected with flaps in the landing configuration (landingflaps or flap Override selected) or when making an ILSapproach with Glideslope and Localizer deviation less than2 dots. It is also active during the first 60 seconds aftertakeoff.

Mode 2B is selected when the aircraft is within 5nm and3500 feet of the destination airport (independent ofconfiguration) and the Terrain Alerting and Display (TAD)function is enabled and available. This is due to theenhanced alerting capability provided with TAD, resultingfrom high integrity GPS Altitude and Geometric Altitudedata. The Mode 2B envelope is selected in order to reducethe potential for nuisance alerts during an approach.

The graph below shows the Mode 2B envelope.

MODE 2B


MODE 3

AltitudeLoss AfterTakeOff

During an approach, if the aircraft penetrates the Mode 2Benvelope with either the gear or flaps not in the landingconfiguration, the aural message “TERRAIN, TERRAIN” isgenerated and the EGPWS caution lights illuminate. If theaircraft continues to penetrate the envelope, the EGPWSwarning lights illuminate and the aural message “PULLUP” is repeated continuously until the warning envelope isexited. If the aircraft penetrates the Mode 2B envelope withboth gear and flaps in the landing configuration, the aural“PULL UP” messages are suppressed and the aural mes-sage “TERRAIN” is repeated until the envelope is exited.

Mode 3 provides alerts for significant altitude loss aftertakeoff or low altitude go-around (less than 245 feet AGL)with gear or flaps not in the landing configuration. Theamount of altitude loss that is permitted before an alert isgiven is a function of the height of the aircraft above theterrain as shown below. This protection is available untilthe EGPWS determines that the aircraft has gainedsufficient altitude that it is no longer in the takeoff phase offlight. Significant altitude loss after takeoff or during a lowaltitude go-around activates the EGPWS caution lights andthe aural message “DON’T SINK, DON’T SINK”.

MODE 2B

Continued


MODE 4

UnsafeTerrainClearance

The aural message is only enunciated twice unless altitudeloss continues. Upon establishing a positive rate of climb,the EGPWS caution lights extinguish and the aural alert willcease.

Mode 4 provides alerts for insufficient terrain clearancewith respect to phase of flight, configuration, and speed.Mode 4 exists in three forms, 4A, 4B, and 4C.

• Mode 4A is active during cruise and approach with thegear not in the landing configuration.

• Mode 4B is active during cruise and approach with thegear in the landing configuration and flaps not in thelanding configuration.

• Mode 4C is active during the takeoff phase of flight witheither the gear or flaps not in the landing configuration.

An airspeed expansion function provides alerts at higherairspeeds for advanced indication of proximity to terrain.Mode 4 alerts activate EGPWS alert lights and auralmessages.

To reduce nuisance alerts caused by over-flying anotheraircraft, the upper limit of the airspeed expansion portionof the Mode 4A/B alerting curve can be reduced (from1000) to 800 feet. This occurs if the installation identifiesan airplane type providing the 1000 foot upper limit andthe airplane is above 250 knots with gear and flaps not inlanding configuration and a sudden change in RadioAltitude is detected. This is intended to eliminate nuisancealerts while flying a holding pattern and an aircraftover-flight occurs (with 1000 foot separation).

Mode 4 airspeed expansion is disabled (upper limit held atlowest airspeed limit) when the Terrain Alerting andDisplay (TAD) function is enabled and available. This isdue to the enhanced alerting capability provided with TAD,resulting from high integrity GPS and Geometric Altitudedata. This change to the Mode 4 envelopes further reducesthe potential for nuisance alerts when the aircraft is not inthe landing configuration.

MODE 3

Continued


Several Mode 4 alert envelope variations are defined as anoption in the installation configuration. In the followingMode 4 discussions, the most common limits are providedwith the alternates identified in parenthesis. For a specificapplication, refer to the installation documentation toobtain the defined configuration.

Mode 4A is active during cruise and approach with gear up.This provides alerting during cruise for inadvertent flightinto terrain where terrain is not rising significantly,or the aircraft is not descending excessively. It alsoprovides alerting for protection against an unintentionalgear-up landing.

Below 750 (or 1000) feet AGL and above 178 (or 148)knots airspeed, the Mode 4A aural alert is “TOO LOWTERRAIN”. Below 500 feet AGL and less than 178 (or 148)knots airspeed, the Mode 4A aural alert is “TOO LOWGEAR” (see graph below).

MODE 4A

"TOO LOWTERRAIN"

"TOO LOW TERRAIN" "TOO LOW GEAR"

AIRCRAFT SLOWED TOLESS THAN

MODE 4A UNSAFE TERRAINCLEARANCE

RUNWAY

KTS178 (148)


For either Mode 4A alert, subsequent aural messages occuronly if penetration of the envelope increases by 20%.EGPWS alert lights extinguish and aural messages ceasewhen the Mode 4A alert envelope is exited.

Mode 4B is active during cruise and approach with geardown and flaps not in the landing configuration.

Below 750 (or 1000) feet AGL and above approximately 150(or 120) knots airspeed, the Mode 4B aural alert is “TOOLOW TERRAIN”. Below 170, (or 150 or 200) feet AGL andless than approximately 150 (or 120) knots airspeed, theMode 4B aural alert is “TOO LOW FLAPS”.

If the aircraft radio altitude decreases to the value of theMTC, the EGPWS caution light illuminates and the auralmessage "TOO LOW TERRAIN" is enunciated.

If desired, the pilot may disable the “TOO LOW FLAPS”alert by engaging the Flap Override switch (if installed).This precludes or silences the Mode 4B flap alert until resetby the pilot.

For either Mode 4B alert, subsequent aural messages occuronly if penetration of the envelope increases by 20%.EGPWS alert lights extinguish and aural messages ceasewhen the Mode 4B alert envelope is exited.

MODE 4B

MODE 4A

Continued


The Mode 4C alert is intended to prevent inadvertentcontrolled flight into the ground during takeoff climb intoterrain that produces insufficient closure rate for a Mode 2alert. After takeoff, Mode 4A and 4B provide this protection.

Mode 4C is based on an EGPWS computed MinimumTerrain Clearance (MTC) floor, that increases with RadioAltitude. It is active after takeoff when the gear or flaps arenot in the landing configuration. It is also active during alow altitude go-around if the aircraft has descended below245 feet AGL.

At takeoff, the Minimum Terrain Clearance (MTC) is zerofeet. As the aircraft ascends, the MTC is increased to 75%of the aircraft’s Radio Altitude (averaged over the previous15 seconds). This value is not allowed to decrease and islimited to 500 feet AGL for airspeed less than 178 (or 148)knots. Above this airspeed, the MTC increases linearly tothe limit of 750 feet at 200 (or 170) knots.

If the aircraft’s Radio Altitude decreases to the value of theMTC, the EGPWS alert lights illuminate and the auralmessage “TOO LOW TERRAIN” is enunciated.

MODE 4C

"TOO LOWTERRAIN"

"TOO LOW TERRAIN"

MODE 4C UNSAFE TERRAINCLEARANCE


MODE 5

EGPWS caution lights extinguish and aural messages ceasewhen the Mode 4C alert envelope is exited.

Mode 5 provides two levels of alerting for when the aircraftdescends below glideslope, resulting in activation of EGPWSalert lights and aural messages.

The first level alert occurs when below 1000 feet RadioAltitude and the aircraft is 1.3 dots or greater below thebeam. This turns on alert lights and is called a “soft” alertbecause the audio message “GLIDESLOPE” is enunciatedat half volume. Twenty percent increases in the glideslopedeviation cause additional “GLIDESLOPE” messagesenunciated at a progressively faster rate.

The second level alert occurs when below 300 feet RadioAltitude with 2 dots or greater glideslope deviation. This iscalled a “hard” alert because a louder “GLIDESLOPE,GLIDESLOPE” message is enunciated every 3 secondscontinuing until the “hard” envelope is exited. The alertlights remain on until a glideslope deviation less than 1.3dots is achieved.

ExcessiveDeviationBelowGlideslope

MODE 4CContinued


To avoid unwanted Below Glideslope alerts when capturingthe localizer between 500 and 1000 feet AGL, alerting isvaried in the following ways:

• Below Glideslope alerts are enabled only if;

• Localizer is within ± 2 dots,

• Landing gear and flaps are selected,

• Glideslope Cancel is not active,

• A front course approach is determined.• The upper altitude limit for the alert is also modulated

with vertical speed. For descent rates above 500 FPM,the upper limit is set to the normal 1000 feet AGL. Fordescent rates lower than 500 FPM, the upper limit isdesensitized (reduced) to a minimum of 500 feet AGL.

Additionally, both alert levels are desensitized below 150 feetAGL, to allow for normal beam variations nearer theground, and reduce the possibility of nuisance alerts.

Mode 5 alerts can be canceled by pressing the GlideslopeCancel switch (if installed, usually part of the “BelowGlideslope” annunciator) any time below 2000 feet AGL.This is automatically reset when the aircraft descends below30 feet or climbs above 2000 feet AGL. The Mk VI (only) cando this, by changing the ILS frequency. Note: GlideslopeCancel can not be deselected (reset) by again pressing theGlideslope Cancel switch.

EGPWS Mode 5 alerts are inhibited during backcourseapproaches to prevent nuisance alerts due to false fly uplobes from the Glideslope. The EGPWC determines abackcourse approach if either: 1) the aircraft’s magnetictrack is greater than 90 degrees from the runways approachcourse, or 2) a glideslope inhibit discrete is set.

MODE 5

Continued


Smart500 FootCallout

Mode 6 provides EGPWS advisory callouts based on themenu-selected option established at installation. Thesecallouts consist of predefined Radio Altitude based altitudeand excessive bank angle voice callouts. There is no visualalerting provided with these callouts.

The following is a list of each of the possible altitudecallouts:

CALLOUT Occurs at (feet AGL)

“MINIMUMS - MINIMUMS” .................................................. DH

“TWO HUNDRED” ............................................................... 200

“ONE HUNDRED” ................................................................ 100

“FIFTY” ................................................................................. 50

“FORTY” ............................................................................... 40

“THIRTY” .............................................................................. 30

“TWENTY” ............................................................................ 20

“TEN” ................................................................................... 10

Each selected callout is only enunciated once per approach.

Decision Height (DH) based callout (“Minimums -Minimums”) require the landing gear to be down, andoccur when descending through the altitude correspondingto the selected DH. These also have priority over otheraltitude callouts when overlapping. For example, if DH isset to 200 and both “TWO HUNDRED” and “MINIMUMS -MINIMUMS” are valid callouts, then only the “MINIMUMS -MINIMUMS” will be issued at 200 feet AGL.

Refer to an appropriate Airplane Flight Manual or EGPWSAirplane Flight Manual Supplement for callout identifica-tion in a specific application or contact Honeywell foradditional information.

Another feature available in the Altitude Callouts (options)is a “Smart 500” foot callout. When selected, this calloutassists pilots during a non-precision approach byenunciating “FIVE HUNDRED” feet in addition to anyother altitude callout discussed above. The EGPWSdetermines a non-precision approach when Glideslope isgreater than 2 dots deviation (valid or not) or a back-courseapproach is detected.

MODE 6

AdvisoryCallouts

AltitudeCallouts


MODE 6

Continued

When enabled by the installation configuration, the callout“BANK ANGLE, BANK ANGLE” advises of an excessive rollangle. The EGPWS provides excessive bank angle limitsbased on the aircraft altitude above the ground (RadioAltitude) and if the AutoPilot is engaged.

Without the AutoPilot engaged, roll angles exceeding:

• ±15˚ to ±50˚ between 10 and 210 feet AGL,

• ±50˚ above 210 feet AGL,

produce the bank angle advisory (shaded area).

With the AutoPilot engaged, bank angles exceeding:

• ±15˚ to ±33˚ between 10 and 156 feet AGL,

• ±33˚ above 156 feet AGL,

produce the bank angle advisory.

Bank angle advisories are inhibited below 10 feet.

Bank AngleCallout


MODE 6

Continued

Once the initial roll limit (50˚) is exceeded, the “BankAngle, Bank Angle” callout is given once. Another callout isnot given until either:

1) a 20% increase in roll (60˚) is detected, or

2) less than 50˚ roll is achieved (resetting the process) andanother 50˚ roll is detected.

If the 60˚ limit is exceeded, another callout is not givenuntil either:

1) a 20% increase in roll (72˚) is detected, or

2) less than 50˚ roll is achieved and another 50˚roll isdetected starting the process over again.

Above 72˚ roll, the callout is continuous until roll isreduced below 72˚ again.

If roll rate exceeds the audio callout time, then thebypassed limit is not indicated (e.g., if 60˚ is exceededbefore the 50˚ callout can be completed). Anotherconsideration is the banking affect on Radio Altitude dataduring lower altitude turning operations. Higher bank angleswill increase the effective Radio Altitude height (and rate ofchange) resulting in some biasing of the actual calloutaltitude and bank angle limit.

When the AutoPilot is engaged, the 20% increases andprocess reset principles are applied to the reduced limit inthe same manner (33˚ then 39.6˚, then 47.5˚ respectively).


NOTE: Envelope Modulation is not available and active inthe initial version of the MKVI and MKVIII EGPWC (-001 partnumbered units). This feature is incorporated in laterversions (-003 and later part numbered units) and isprovided in this guide for informational purposes only forinitial version applicability.

Due to terrain features at or near certain specific airportsaround the world, normal operations have resulted innuisance or missed alerts at these locations in the past.With the introduction of accurate position information and aterrain and airport database, it is possible to identify theseareas and adjust the normal alerting process to compensatefor the condition.

The EGPWS Envelope Modulation feature provides improvedalert protection and expanded alerting margins at identifiedlocations throughout the world. This feature is automaticand requires no flight crew action.

Modes 4, 5, and 6 are expanded at certain locations toprovide alerting protection consistent with normalapproaches. Modes 1, 2, and 4 are desensitized at otherlocations to prevent nuisance alerts that result from unusualterrain or approach procedures. In all cases, very specificinformation is used to correlate the aircraft position andphase of flight prior to modulating the envelopes.

The Terrain Clearance Floor (TCF) function (enabled withTAD) enhances the basic GPWS Modes by alerting the pilot ofdescent below a defined “Terrain Clearance Floor”regardless of the aircraft configuration. The TCF alert is afunction of the aircraft’s Radio Altitude and distance(calculated from latitude/longitude position) relative to thecenter of the nearest or destination runway included in thedatabase (all runways greater than 2000 feet in length). TheTCF envelope is defined for all runways as illustrated belowand extends to infinity, or until it meets the envelope ofanother runway.

ENHANCED FUNCTIONS:EnvelopeModulation

TerrainClearanceFloor


The alert envelope is limited to a minimum of 245 feetAGL adjacent to the runway as illustrated in the followingdiagrams. The Envelope Bias Factor is reduced (movedcloser to the runway) when higher accuracy aircraftposition and runway position information is available.This is typically 1/3 to 1 nm, varying as a function ofposition accuracy, providing protection against landingshort events.

TerrinClearanceFloorContinued

1/2 Runway Length

(Minimum Elevation Number)

Envelope Bias Factor

TCF Alert Envelope

12NM4NM

15NM

700'

30'

400'

Improved TCF Envelope

Improved TCF Envelope Plan View


Runway selection logic incorporates comprehensive aircraftposition and navigation information to evaluate proximityrunways and determine the most likely destination runwayfor all alerting purposes.

A Runway Field Clearance Floor feature is similar to theTCF feature except that RFCF is based on the currentaircraft position and height above the destination runway,using Geometric Altitude (in lieu of Radio Altitude). Thisprovides improved protection at locations where therunway is significantly higher than the surrounding terrainas illustrated below.

TCF and RFCF alerts result in illumination of the EGPWSalert lights and the aural message “TOO LOW TERRAIN”.The audio message is provided once when initial envelopepenetration occurs and again only for additional 20%decreases in Radio or Geometric Altitude. The EGPWS alertlights remain on until the TCF/RFCF envelope is exited.

RunwayFieldClearanceFloor

RFCF Alert Envelope


Another enhancement provided by the internal terraindatabase, is the ability to look ahead of the aircraft anddetect terrain or obstacle conflicts with greater alertingtime. This is accomplished (when enabled) based onaircraft position, flight path angle, track, and speed relativeto the terrain database image forward the aircraft.

Through sophisticated look ahead algorithms, both cautionand warning alerts are generated if terrain or an obstacleconflict with “ribbons” projected forward of the aircraft(see following illustration). These ribbons project down,forward, then up from the aircraft with a width starting at1/4 nm and extending out at 3˚ laterally, more if turning.The look-down and up angles are a function of the aircraftflight path angle, and the look-down distance a function ofthe aircraft’s altitude with respect to the nearest ordestination runway. This relationship prevents undesiredalerts when taking off or landing. The look-ahead distanceis a function of the aircraft’s speed, and distance to thenearest runway.

A terrain conflict intruding into the caution ribbon activatesEGPWS caution lights and the aural message “CAUTIONTERRAIN, CAUTION TERRAIN” or “TERRAIN AHEAD,TERRAIN AHEAD”. An obstacle conflict provides a“CAUTION OBSTACLE, CAUTION OBSTACLE” or“OBSTACLE AHEAD, OBSTACLE AHEAD” message. Thecaution alert is given typically 40-60 seconds ahead of theterrain/obstacle conflict and is repeated every sevenseconds as long as the conflict remains within thecaution area.

CAUTION

WARN

TerrainAlertingand Display


The specific voice message provided is determined duringthe initial installation of the EGPWS as a function ofenabling the terrain and obstacles features and the selectedaudio menu.

Refer to an applicable AFM or EGPWS AFMS for specificapplication information or contact Honeywell for additionalinformation.

When a compatible Weather Radar, EFIS, or other display isavailable, the EGPWS Terrain Alerting and Display (TAD)feature can provide an image of the surrounding terrainrepresented in various colors and intensities. TAD, Peaks,and Obstacle functions are enabled by EGPWS optionsdefined in the installation configuration.

Two types of TAD displays are available depending on thedisplay system and options selected. One type provides aterrain image only when the aircraft is 2000 feet or lessabove the terrain. The second type called “Peaks”enhances the display characteristics to provide a higherdegree of terrain awareness independent of the aircraftaltitude (not available for all display systems). In eithercase, terrain and obstacles (if enabled) forward of theaircraft and within the range selected are displayed.Obstacles are presented on the cockpit display as terrain,employing the same display-coloring scheme.

NOTE: With respect to Non-Peaks or Peaks display, terrainand or obstacle presentation is always based on (and scaledfor) the geographic area (display range) available fordisplay. Consequently, terrain and/or obstacles outside ofthe selected display range and defined display sweep arenot included on the displayed image.

TerrainAlertingand Displaycontinued

When the warning ribbon is intruded (typically 30 secondsprior to the terrain/obstacle conflict), EGPWS warning lightsactivate and the aural message “TERRAIN, TERRAIN,PULL UP” or “OBSTACLE, OBSTACLE, PULL UP” isenunciated with “PULL UP” repeating continuously whilethe conflict is within the warning area.

The look-ahead alerting algorithms are enhanced at higherairspeeds (about 300 knots or greater). In this case, thelook-ahead distance is designed to provide a 60-secondwarning alert for up to 8 nm look-ahead (as opposed to30-seconds or up to 4 nm).


Each specific color and intensity represents terrain (andobstacles) below, at, or above the aircraft’s altitude basedon the aircraft’s position with respect to the terrain in thedatabase. If no terrain data is available in the terraindatabase, then this area is displayed in a low-densitymagenta color. Terrain more than 2000 feet below theaircraft, or within 400 (vertical) feet of the nearest runwayelevation, is not displayed (black).

Non-Peaksdisplay

The Non-Peaks display provides a graphical plan-viewimage of the surrounding terrain as varying densitypatterns of green, yellow, and red as illustrated in thefollowing graphics. The selected display range is alsoindicated on the display, and an indication that TAD isactive is either indicated on the display (i.e., “TERR”)or by an adjacent indicator.

+2000'

+1000'

-1000'

-2000'

0

(Variable)

Aircraft Elevation

-500’

50% Red

50% Yellow

25% Yellow

50% Green

16% Green

Black

TERRAIN IS SHOWNIN SHADES OF GREEN,YELLOW AND RED

Avidyne FlightMax 850 shown


When a caution alert is triggered, the terrain (or obstacle)that created the alert is changed to solid yellow (100%density) as illustrated below.

NOTE: When a TAD caution or warning alert is active, thedisplay image (cells) surrounding the target are enlarged(surrounding cells are illuminated). This allows a smallerterrain or obstacle (e.g., a single tower) to be better seen onthe display.

The transition between green and yellow is below theaircraft in order to account for altimetry and/orterrain/obstacle height errors.

When a warning alert is triggered, the terrain (or obstacle)that created the alert is changed to solid red (100% density)as illustrated below.

Non-Peaksdisplaycontinued

Caution Terrain issolid Yellow

60 Seconds fromprojected impact

“Caution Terrain!”

Warning Terrainis Solid Red

30 Seconds fromprojected impact

“Terrain, Terrain,–Pull Up!”




In addition, the transition altitudes between colors arebiased upward proportional to the descent rate whengreater than 1000 feet per minute. This providesapproximately a 30-second advance display of terrain.

Essentially, pilots should note that any yellow or red paintedterrain is at or above the aircraft’s altitude and appropriateterrain clearance needs to be provided.

Based on the display system used, there may be additionalterrain display features. These are defined as installationoptions and allow for:

Automatic display of terrain on the cockpit display (TAD“Pop-Up”). This feature occurs when a caution or warningalert is triggered as described in Terrain Look AheadAlerting. In some cases, an active display mode must beselected first.

“Auto-range” when Pop-up occurs. This provides for theautomatic range presentation for terrain as defined for thedisplay system configuration (typically 10 nm). In thiscase, if the terrain auto-range is different than the displaysystem selected range, the displayed range value on thecockpit display is flashed or changed color until the range ismanually reselected or terrain display is deselected.

Peaks Display has all the characteristics of the Non-PeaksDisplay but with additional terrain display features forenhanced situational awareness independent of the aircraftaltitude. The principle additions are:

The digital display of the highest and lowest terrain/obstacleelevations currently displayed,

The display of additional solid or lower density color bands,including the addition of the graphic representation of sealevel (0 feet MSL) for compatible displays.

With Terrain Display selected on, digital values representingthe highest terrain/obstacle elevation and the elevation forthe bottom of the lowest color band are displayed, based onthe range selected (terrain in view).

Note: Differences may exist between the highestterrain/obstacle being displayed and the digital elevationvalue/color of the "Peaks" number at or near the top andsides of the display.

Pop-Up andAuto-Range

PeaksDisplay


The location of the digital values can vary somewhat, as

defined for the display used, but for this guide these will beshown in the lower right corner of the display. Theseelevations are expressed in hundreds of feet above sea level(e.g., 125 is 12,500 feet MSL) with the highest elevation ontop and the lowest on the bottom. However, in the event thatthere is no appreciable difference in the terrain/obstacleelevations (flat terrain), only the highest value is displayed.Additionally, the color of the elevation value is presented thesame as the color of the terrain display containing thatelevation. In other words, if the highest displayedterrain/obstacle is red and the lowest is green, then the topnumeric is red and the bottom numeric is green.

When the aircraft is 500 feet (250 with gear down) or lessabove the terrain in view (yellow and/or red is displayed), thePeaks color scheme is identical to the Non-Peaks display, withthe exception of the addition of sea level when supported bythe display.

Note: some displays do not support cyan (blue) and will notdisplay sea level in this case.

PEAKSDisplaycontinued



The following illustrate the Peaks display at a lowrelative altitude.

50% Red

50% Yellow

25% Yellow

16% Green

Ref Altitude + 2000

Ref Altitude + 1000

Ref Altitude -250/-500

(Maximum Elevation Number)

ReferenceAltitude

Black

CyanSea Level

50% GreenRef Altitude -1000

Ref Altitude -2000(Minimum Elevation Number)

Reference Altitude is projected down from actual aircraft altitude to provide a 30 second advancedisplay of terrain when descending more than 1000 FPM.

Terrain is not shown if it is below the lowest band and/or is within 400 feet of the runwayelevation nearest the aircraft. Sea level water is displayed if supported by the display.



The following illustrate the Peaks display at a high relativealtitude.




When the aircraft is greater than 500 feet (250 with geardown) above the terrain in view (no yellow or reddisplayed), additional (green) color bands are presented.These added bands are computed and displayed as afunction of the highest and lowest elevations in view.

The following table indicates the TAD colors and elevations(non-Peaks and Peaks).

C o l o r Indicat ion

Solid Red Terrain/Obstacle Threat Area – Warning.

Solid Yellow Terrain/Obstacle Threat Area – Caution.

50% Red Fill Terrain/Obstacle that is more than 2000 feetabove aircraft altitude.

50% Yellow Fill Terrain/Obstacle that is between 1000 and 2000feet above aircraft altitude.

25% Yellow Fill Terrain/Obstacle that is 500 (250 with geardown) feet below to 1000 feet above aircraft altitude.

Solid Green Shown only when no Red or Yellow terrain(Peaks only) /Obstacle areas are within range on the display.

Highest terrain/Obstacle not within 500 (250with gear down) feet of aircraft altitude.

50% Green Fill Terrain/Obstacle that is 500 (250 with geardown) feet below to 1000 below aircraft altitude.

(Peaks only) Terrain/Obstacle that is the middle elevationband when there is no Red or Yellow terrain areaswithin range on the display.

16% Green Fill Terrain/Obstacle that is 1000 to 2000 feet belowaircraft altitude.

(Peaks only) Terrain/Obstacle that is the lower elevation bandwhen there is no Red or Yellow terrain areaswithin range on the display.

Black No significant Terrain/Obstacle.

16% Cyan Fill Water at sea level elevation (0 feet MSL).(Peaks only)

Magenta Fill* Unknown terrain. No terrain data in the data-base for the magenta area shown.

“PEAKS”continued

Note: Magenta may be displayed at or near the south and North poles depen-dent upon the airplane's flight path and location.


TCF/TADINOP andINHIBIT

GeometricAltitude

The EGPWS TCF and TAD functions are available when allrequired data is present and acceptable. Aircraft positionand numerous other parameters are monitored andverified for adequacy in order to perform these functions.If determined invalid or unavailable, the system willdisplay Terrain inoperative or unavailable annunciationsand discontinue the terrain display if active.

TAD/TCF functions may be inhibited by manual selectionof a cockpit Terrain Inhibit switch. Neither loss norinhibiting TAD/TCF affects the basic GPWS functions(modes 1–6).

If Peaks Display is not enabled and TAD becomesunavailable due to position error, terrain inoperative orunavailable is not indicated when the aircraft is greaterthan 8000 feet above the highest terrain or obstacle withinthe loaded terrain database (area in use). If indicatedbelow the 8000 foot threshold, it is extinguished when theaircraft climbs above, and is again displayed once theaircraft descends below the 8000-foot threshold. Thiseliminates potentially long-term illumination of terraininoperative or not available during the high enroute phaseof flight.

Based on GPS Altitude, Geometric Altitude is a computedpseudo-barometric altitude (Above Sea Level - ASL)designed to reduce or eliminate errors potentially inducedin Corrected Barometric Altitude by temperature extremes,non-standard pressure altitude conditions, and altimetermiss-sets. This ensures an optimal EGPWS Terrain displayand alerting capability. Geometric Altitude also allowscontinuous EGPWS operations in QFE environmentswithout custom inputs or special operational procedures.

Geometric Altitude requires a MSL based GPS Altitudeinput with its associated Vertical Figure Of Merit (VFOM)and Receiver Autonomous Integrity Monitoring (RAIM)failure indication, standard (uncorrected) altitude,Radio Altitude, Ground Speed, Roll Angle, and aircraftposition (Latitude and Longitude). Additionally, correctedBarometric Altitude, Static Air Temperature (SAT), GPSmode, and the number of satellites tracked areused if available.


The Geometric Altitude is computed by blending a calculatedNon-Standard Altitude, Runway Calibrated Altitude(determined during takeoff), GPS Calibrated Altitude, RadioAltitude Calibrated Altitude (determined during approach),and Barometric Altitude (if available). Estimates of theVFOM for each of these are determined and applied in orderto determine its weight in the final altitude. The blendingalgorithm gives the most weight to altitudes with a higherestimated accuracy, reducing the effect of less accuratealtitudes. Each component altitude is also checked forreasonableness using a window monitor computed fromGPS Altitude and its VFOM. Altitudes that are invalid, notavailable, or fall outside the reasonableness window are notincluded in the final Geometric Altitude value.

The Geometric Altitude algorithm is designed to allowcontinued operation when one or more of the altitudecomponents are not available. If all component altitudesare invalid or unreasonable, the GPS Altitude is used directly.

The Geometric Altitude function is fully automatic andrequires no pilot action.

GeometricAltitudecontinued


Two or more messages may be activated simultaneously, soa message priority is established. The following tablereflects the priority for these message callouts. Messages atthe top of the list will start before or immediately override alower priority message even if it is already in progress.

MESSAGE MODE

“Pull Up” ............................................................... 1, 2, TA

“Terrain, Terrain” a, d ................................................. 2, TA

“Obstacle, Obstacle” a, e ................................................. TA

“Terrain” ......................................................................... 2

“Minimums, Minimums” a ............................................. 6

“Caution Terrain, Caution Terrain” a, b ........................... TA

“Caution Obstacle, Caution Obstacle” a, c ....................... TA

“Too Low Terrain” ................................................... 4, TCF

Altitude Callouts a ............................................................ 6

“Too Low Gear” ............................................................. 4A

“Too Low Flaps” ........................................................... 4B

“Sink rate, Sink rate” ...................................................... 1

“Don’t Sink, Don’t Sink” ................................................. 3

“Glideslope” .................................................................... 5

“Bank Angle, Bank Angle” a ............................................. 6

Notes:a) Message is dependent on aircraft type or option se-

lected.b) May also be “Terrain Ahead, Terrain Ahead”.c) May also be “Obstacle Ahead, Obstacle Ahead”.d) May also be “Terrain Ahead” preface to Pull Up.e) May also be “Obstacle Ahead” preface to Pull Up.

TA = Terrain Look-Ahead Alerting

TCF = Terrain Clearance Floor

AuralMessagePriority


Air Data

The EGPWS uses various input signals from other on-boardsystems. The full complement of these other systems isdependent on the EGPWS configuration and optionsselected. Systems providing Altitude, Airspeed, Attitude,Glideslope, and position are required for basic andenhanced functions. Inputs are also required for discretesignal and control input.

The EGPWS utilizes signals from the following systems:

Uncorrected and corrected Barometric Altitude, Altituderate, Computed Airspeed, and Static Air Temperature areprovided by an Air Data system.

Radio Altitude is provided by a Radio Altimeter system.Decision Height is provided by a Radio Altimeter system orancillary system.

The EGPWC performs Radio Altitude reasonableness checksbased on the Computed Terrain Clearance (pseudo-radioaltitude). Computed Terrain Clearance is computed bysubtracting the elevation of the (database) terrain belowthe aircraft from Geometric Altitude (ASL). Radio Altitudeis considered unreasonable when it indicates a terrainclearance that is less than the Computed Terrain Clearanceby more than 2000 feet. For example, if the ComputedTerrain Clearance is 10,000 feet and the Radio Altitude isany value (0-2500) then the Radio Altitude is consideredunreasonable. This is only performed if TAD is enabled,high integrity terrain and position data is available (basedon GPS/Geometric Altitude), and the Computed TerrainClearance is greater than 4000 feet.

RadioAltitude

FLIGHT DECKSPEAKERS AND

INTERPHONE

ALERT LAMPSOR EFISDISPLAY

EFIS NAV.DISPLAY OR Wx

RADARINDICATOR

AUDIO ALERTMESSAGES

VISUAL ALERTMESSAGES

TERRAIN DISPLAYDATA

AIRCRAFTPARAMETERSAIRCRAFT

SENSORSAND

SYSTEMS

EGPWC

GPWSALGORITHMS

AURALCALLOUTS

TERRAINAWARENESS &

OBSTACLEALERTING AND

DISPLAYALGORITHMS

TERRAINCLEARANCE

FLOORALGORITHMS

INPUT

PROCESSING

OUTPUT

PROCESSING

CONTROL/DISCRETS

INPUTS

SystemInputs


GlobalPositioningSystem (GPS)

This feature reduces the potential for nuisance alertscaused by false tracking of the Radio Altimeter.

Roll Attitude, Magnetic Heading.

Latitude and Longitude Position, True Track Angle, GPSAltitude, Groundspeed, Horizontal and Vertical Figure ofMerit (VFOM/HFOM), Horizontal Integrity Limit (HIL), andsensor status.

Glideslope, Localizer, and ILS Tuned.

Display range. If EFIS, the EFIS display mode is used insome configurations.

Discrete inputs are used for system configuration,signal/status input, and control input functions.

An EGPWS Configuration Module is utilized to tell thesystem the type of aircraft and interface that it is in. This isdefined and established during the EGPWS installation.EGPWS output functions are consequently the result of theconfiguration state read each time the EGPWS is poweredon.

Signal/status discretes include signals such as DecisionHeight, Landing Flap Position, Landing Gear selected, andstatus discretes such as Glideslope Valid, Magnetic Headingvalid, and Radio Altitude Valid associated with analog signalinputs.

Control discretes control EGPWS functions. These includeEGPWS Test, Glideslope Cancel, Glideslope Inhibit orGlideslope Backcourse, Terrain (display) select, TerrainInhibit, Flap Override, Audio Inhibit, Steep Approach select,Autopilot Engaged, Mode 6 Low Volume Select, and ILSTuned discretes.

VHF NavReciever

Terrain Dis-play System

Discretes

AHRS, VG,DG


The EGPWS provides both audio and visual outputs.

Audio outputs are provided as specific alert phrases andaltitude callouts or tones provided by an EGPWS speakerand via the cockpit Interphone system for headset usage.Several audio output levels are available, they areestablished during the installation of the EGPWS. TheseEGPWS audio outputs can be inhibited by other systemshaving higher priority (i.e., windshear) or cockpit switchesin some cases. The EGPWS also has the ability to inhibitother system audio outputs such as TCAS.

Visual outputs provide discrete caution and warning alertand status annunciations. Terrain Display video is outputto a compatible display system when available and enabled.

The discrete visual alerts coincide with audio caution andwarning alerts to achieve an optimum terrain alertingcapability. Status annunciations provide information to theflight crew about the status of the EGPWS (e.g., GPWS INOP)or activation of selected functions. Terrain video isgenerated by the EGPWC based on the aircraft currentposition relative to the surrounding terrain. This video ispresented to a Weather Radar indicator, EFIS display, or adedicated Terrain Display Unit (TDU).

The EGPWC uses the data stored in the ConfigurationModule to define the installation configuration and optionselection. The EGPWS has been designed for maximumflexibility while being tailored to specific aircraft equipment,sensors, and displays. The following list summarizesavailable Operator options (excluding sensor andequipment configuration options):

• TAD and TCF Disable – Suppresses all TAD and TCFalerting and display functions.

• Altitude Callouts – Selects desired altitude calloutsfrom a menu of options.

• Audio Output Level – Selects desired audiooutput level from a menu of options.

Options

SystemOutputs


• TAD Alternate Pop Up – If TRUE, disables automaticterrain display when TAD or Obstacle alert is active.

• Smart “500” Callout – Available in certain AltitudeCallout options for “Five Hundred” called out at 500 feetRadio Altitude during non-precision approaches.

• Bank Angle Enable – Enables Bank Angle alerts.

• Audio Voice Menu – Selects the voice (phrase) that isused for audio alerts.

• Peaks Enable – Enables the display of Peaks when aPeaks capable display system is configured.

• Steep Approach Enable – Enables Steep Approach(Mode 1 Excessive Descent Rate) alert biasing.

• Flap Reversal - Reverses landing flap input discretelogic.

• GPS Altitude Reference - Defines the GPS Altitudeinput as referenced to WGS-84 or MSL.

Additional input discretes are used to control or defineEGPWS operations:

• EGPWS Self-Test – Cockpit switch initiates EGPWSSelf-Test on the ground. Typically part of EGPWS“GPWS” warning (red) lamp.

• Glideslope Cancel – Cockpit switch cancels Mode 5Glideslope alerting. Typically part of EGPWS “Below GS”caution (amber) lamp.

• Glideslope Inhibit – Inhibits Mode 5 Glideslopealerting. Normally used for backcourse approaches.

• Mode 6 Low Volume – Selects reduced Mode 6volume (-6db). This is sometimes connected to aWindshield Wiper system to increase EGPWS audio whilewipers are operating

Optionscontinued


• TAD and TCF Inhibit – Cockpit switch to disable allTAD and TCF functions.

• Audio Inhibit – disables all EGPWS audio outputs.

• Steep Approach Select – Selects (activates) Steep Ap-proach (Mode 1 Excessive Descent Rate) alert biasing toreduce nuisance alerts when Steep Approach Enable istrue.

• Flap Override – Cockpit switch to select landing flapswhen not in the landing flap configuration.

• AutoPilot Engaged - When connected to an AutoPilotengaged signal, selects reduced EGPWS Bank Angle alertthreshold.

For additional options information, refer to an appropriateInterface Control Document (ICD) or contact Honeywell.


SECTION 3

Operational Procedures

System Constraints ............................................................................. 44System Activation ................................................................................ 45EGPWS Self Test ................................................................................... 46Normal Procedures ............................................................................. 48

Caution Alerts ................................................................................ 50Warning Alerts ............................................................................... 50Glideslope Alerts ............................................................................ 50Advisory Callouts ............................................................................ 50

Abnormal Procedures .......................................................................... 51Emergency Procedures ........................................................................ 52


SystemConstraints

System constraints for the EGPWS are:

• If terrain data is unavailable for a particular area (withinthe region for a regional database), then Terrain andObstacle alerting is not available for that area and theaffected display area is colored MAGENTA. If outside theregional database, the display is blank or turned off witha corresponding Terrain inoperative or unavailableindication.

• The display of terrain and obstacle information isintended to serve as a situational awareness tool. It doesnot provide the accuracy and/or fidelity to be the solesource for deciding terrain or obstacle avoidance.Navigation must not be predicated upon the use of theEGPWS terrain/obstacle display.

• If there is no source of aircraft position data meeting theaccuracy requirements for the TAD and TCF functions,then these enhanced functions are automaticallyinhibited with a resultant Terrain inoperative orunavailable indication.

• TAD/TCF functions should be manually inhibited whenwithin 15 NM and on approach to an airport that is notin the airport database to avoid unwanted alerts.

• TAD/TCF functions should be manually inhibited forditching or other off-airport landings.

• When the TAD/TCF functions are inhibited and theEGPWS is otherwise functional, the EGPWS reverts toproviding basic GPWS functions (Modes 1 to 6). In thisstate, the EGPWS may give little or no advance warningtime for flight into precipitous terrain where there arefew or no preceding obstructions. This particularlyapplies if:

• The aircraft is in the landing configuration,

• The aircraft is in a stabilized descent at anormal approach descent rate,

• There is no ILS Glideslope signal beingreceived by the EGPWS (not tuned, notavailable, or inoperative)


SystemActivation

• Terrain clearance or descent rates that are notcompatible with required minimum regulatorystandards for Ground Proximity Warning equipmentmay cause unwanted alerts.

• The EGPWS terrain/obstacle database includescataloged human-made obstructions greater than 100feet high within North America and portions of theCaribbean (expanding). The database is notall-inclusive and newer, smaller, or unknownobstructions could be encountered.

Refer to an appropriate AFM or EGPWS AFMS for specificsystem limitations and procedures.

The EGPWS is fully active when the following systems arepowered and functioning normally:

• EGPWS

• Radio Altimeter

• Air Data

• ILS or Glideslope Receiver

• AHRS, VG, DG (Attitude & Heading)

• GPS (position)

• Landing gear

• Landing flaps

• Weather Radar Indicator, EFIS, or a dedicated terraindisplay (if terrain/obstacle display enabled)

In the event that required data for a particular function isnot available, then that function is automatically inhibitedand annunciated (e.g. if position data is not available ordetermined unacceptable, TAD and TCF is inhibited, anyactive terrain display is removed, and “TERR INOP”,“TERR UNAVAIL” (or equivalent) is indicated).

SystemConstraintscontinued


EGPWS status annunciations are provided for GPWSinoperative (mode 1-6 functions), and Terrain inoperative(TAD/TCF functions).

Refer to an appropriate AFM or EGPWS AFMS for specificsystem and status requirements.

The EGPWS provides a Self-Test capability for verifying andindicating intended functions. This Self-Test capabilityconsists of six levels to aid in testing and troubleshooting theEGPWS. These six levels are:

Level 1 - Go / No Go Test provides an overview of thecurrent operational functions and an indicationof their status.

Level 2 - Current Faults provides a list of the internal andexternal faults currently detected by the EGPWC.

Level 3 - EGPWS Configuration indicates the currentconfiguration by listing the EGPWS hardware,software, databases, and installation configurationdetected by the EGPWC.

Level 4 - Fault History provides an historical record of theinternal and external faults detected by the EGPWC.

Level 5 - Warning History provides an historical record ofthe alerts given by the EGPWS.

Level 6 - Discrete Test provides audible indication of anychange to a discrete input state.

A level 1 Self Test (Go/No Go) is normally performed by flightcrews as part of preflight checks. All levels are typically usedfor installation checkout and maintenance operations.

A level 1 Test is used to verify proper operation of the EGPWSon the ground as follows:

1. Ensure that adequate aircraft power is available and theEGPWS and associated systems are powered.

2. Ensure that any EGPWS inhibiting switches are in thenormal (non-inhibiting) position.

EGPWSSelf-Test


3. Verify that EGPWS inoperative annunciations are extin-guished. If an inoperative annunciation is indicated,perform the EGPWS Self-Test (below) and then seekcorrective action if the inoperative condition persists.

4. If a terrain display is enabled, select terrain to bedisplayed.

5. Momentarily depress the EGPWS Self-Test switch.

When a Self-Test is initiated, the EGPWC first checks for anyconfiguration (installation or database) errors. If any aredetected it is audibly enunciated and the test is terminated.If none detected, the test continues through a sequenceresulting in turning on and off all system annunciators,enunciating specific audio messages, and if enabled,displaying a video test pattern on the terrain display (seeillustration on pg. 48). Any functions determinedinoperative are also enunciated (e.g., “GLIDESLOPE INOP”).The Self-Test terminates automatically at its conclusion.

The following is a description of the expected results of atypical level 1 Self-Test. Actual annunciation nomenclatureand sequence may differ depending on the installation.

• GPWS INOP and TERR INOP annunciators turn on.

• Flap OVRD annunciator turns on momentarily.

• Amber caution (“BELOW G/S”) annunciators turn on.

• “GLIDESLOPE” is announced over speaker.

• Amber caution annunciators turn off.

• G/S CANCEL annunciators turn on (if installed).

• G/S CANCEL annunciators turn off.

• Red warning (GPWS) annunciators turn on.

• “PULL UP” is announced over speaker.


NormalProcedures

• “TERRAIN, TERRAIN, PULL UP” is announced overspeaker.

• Terrain test pattern is displayed (example of Non-Peakstest pattern shown below).

• Red warning annunciators turn off.

• Terrain test pattern is turned off.

• GPWS INOP and TERR INOP annunciators turn off.

6. Verify expected indications and enunciation’s duringtest, repeating as necessary noting any erroneousconditions.

A successful test is accomplished if all expected indicationsare observed and no inoperative functions or displayanomalies are indicated or observed.

For more specific information, refer to an applicable AFMor EGPWS AFMS, or contact Honeywell.

The EGPWS provides visual and/or audio alerts for detected:

• potentially dangerous terrain conditions (modes 1 – 4,TCF, TAD),

• below glideslope conditions (mode 5),

• descent below predefined altitudes or excessive bankangle (mode 6),

These consist of warning, caution, and advisory alerts basedon the detection alert threshold penetration.


The following list identifies the various alerts by type andmode:

ALERT WARN CAUT. ADV.

Any “PULL UP” 1,2,TA

“TERRAIN, TERRAIN” 2, TA

“OBSTACLE, OBSTACLE” TA

“TERRAIN” 2

“MINIMUMS, MINIMUMS” 6

“CAUTION TERRAIN” TA

“CAUTION OBSTACLE” TA

“TOO LOW TERRAIN” 4, TCF

“TOO LOW GEAR or FLAPS” 4

Altitude callouts 6

“SINK RATE” 1

“DON’T SINK” 3

“GLIDESLOPE” 5

“BANK ANGLE” 6

NOTE: Visual and audio indications may vary and procedures pro-vided are representative. Refer to an applicable AFM or EGPWS AFMSfor specific implementation.


AdvisoryCallouts

CautionAlerts

WarningAlerts

GlideslopeAlerts

Recommended response to EGPWS alerts are as follows:

1. Stop any descent and climb as necessary to eliminatethe alert. Analyze all available instruments andinformation to determine best course of action.

2. Advise ATC of situation as necessary.

1. Aggressively position throttles for maximum ratedthrust. Apply maximum available power as determinedby emergency need. The pilot not flying (if applicable)should set power and ensure that TO/GA power andmodes are set.

2. If engaged, disengage the autopilot and smoothly butaggressively increase pitch toward “stick shaker” orPitch Limit Indicators (PLI) to obtain maximum climbperformance.

3. Continue climbing until the warning is eliminated andsafe flight is assured.

4. Advise ATC of situation.

NOTE: Climbing is the only recommended responseunless operating in visual conditions and/or pilotdetermines, based on all available information, thatturning in addition to the climbing is the safest course ofaction. Follow established operating procedures.

NOTE: Navigation must not be based on the use of theTerrain Awareness and Alerting Display (TAD).

Below Glideslope alerts consist of “soft” and “hard” alertsbased on the degree of glideslope deviation and altitude.Respond to these alerts as necessary to correct the aircraftflightpath back to the Glideslope centerline or perform amissed approach.

Advisory callouts being advisory in nature are used toannounce an event or condition (e.g., “Minimums,Minimums”). Response to these callouts should be inaccordance with standard operating procedures.


Partial system deactivation or compensation can beaccomplished for abnormal procedures as follows:

If steep approaches are to be performed (4º or greater)EGPWS STEEP APPROACH should be enabled and selectedfor these operations (typically selected by a cockpit switch).When active, Mode 1 alerts are desensitized (biased-200 FPM for the caution and -500 FPM for the warningthreshold) to compensate for normally higher descent ratesfor these types of operation, eliminating related unwantedalerts. If implemented with a cockpit switch, this requiresmanual deactivation.

Additionally, Mode 1 can be desensitized by selecting theFLAP OVERRIDE switch (if installed). This permitspotentially higher descent rates resulting from flaps notbeing set to the landing position during approaches. Thisbias is (-300 FPM) smaller than the Steep Approachwarning bias and is automatically deselected below 50 feetAGL. Steep Approach has priority over Flap Override ifselected simultaneously.

Selecting Flap Override increases the allowable altitude lossafter takeoff. Mode 3 alerts are desensitized (as a functionof altitude) when the FLAP OVERRIDE switch is activated.This is used to eliminate unwanted Mode 3 alerts ifoperating at low altitude after takeoff. Flap Override isautomatically deselected below 50 feet AGL.

Mode 5 Glideslope alerts can be manually canceled whenbelow 2000 feet Radio Altitude by pressing the G/S CANCELswitch (commonly part of the amber caution annunciators“BELOW G/S”). This is typically selected when anunreliable Glideslope is expected or when maneuvering isrequired during ILS final approach. The G/S Cancel isautomatically reset following landing or if the aircraftclimbs above the 2000 feet.

Some aircraft may be configured with a G/S INHIBIT switch.This switch is separate from the one discussed above butalso results in inhibiting Mode 5 alerting. This switch isintended for selection during back course approaches toeliminate unwanted alerts that may result.

AbnormalProcedures

Mode 1ExcessiveDescentRates

Mode 3AltitudeLoss Aftertakeoff

Mode 5DescentBelowGlideslope


If a discrete back course signal is available from anothersystem, the EGPWC may be connected to that system usingthe G/S Inhibit input for automatic Mode 5 inhibiting.

NOTE: Implementation of the Glideslope Cancel and/orInhibit inputs to the EGPWS varies. Verify a particularapplication to determine the implementation used.

Pressing the TERRAIN INHIBIT switch inhibits TAD and TCFalerting and display, including Obstacles and Peaks whenenabled. This is typically used when operating at an airportnot in the terrain database. Selection of Terrain Inhibitdoes not cause the Terrain Inoperative or unavailable an-nunciation unless the aircraft is wired for this to occur.Terrain Inhibit requires manual deactivation.

The EGPWS Flap Override, TAD/TCF Inhibit, or otherswitches (as installed) may be used as required for anemergency (e.g., landing with less than landing flaps,ditching, etc.).

For additional information refer to an applicable AFM orEGPWS AFMS or contact Honeywell.

TerrainAlerting andClearanceFloor

EmergencyProcedures


Acronyms and abbreviations shall be interpreted as shownbelow:AFM Airplane Flight ManualAFMS Airplane Flight Manual SupplementAGL Above Ground LevelAHRS Attitude/Heading Reference SystemASL Above Sea LevelATC Air Traffic ControlBIT Built In TestCFIT Controlled Flight Into TerrainCTC Computed Terrain ClearancedB DecibelsDH Decision HeightEFIS Electronic Flight Instrument SystemEGPWC/SEnhanced Ground Proximity Warning Computer/

SystemFAA Federal Aviation AdministrationFPM Feet Per MinuteF/W Fail WarningGPS Global Positioning SystemGPWS Ground Proximity Warning SystemG/S GlideslopeHFOM Horizontal Figure of MeritHIL Horizontal Integrity LimitHz Hertz (cycles per second)ICD Interface Control DocumentILS Instrument Landing SystemINOP InoperativeIVS Inertial Vertical SpeedKRF Position Error + Runway Data quality +

Geometric AltitudeMCP Mode Control PanelMCU Modular Concept UnitMFD Multi-Function DisplayMLS Microwave Landing SystemMSL Mean Sea LevelMTC Minimum Terrain Clearance

SECTION 4

Definitions


PCMCIA Personal Computer Memory Card IndustryAssociation

PPI Plan Position Indicator

PWS Predictive Windshear System

QFE Queens Field Elevation - Corrected Baro. Altituderelative to field elevation.

QNE Queens Natural Elevation

QNH Queens Natural Height

RAIM Receiver Autonomous Integrity Monitoring

RFCF Runway Field Clearance Floor

SAT Static Air Temperature

TA Terrain Awareness

TAD Terrain Alerting and Display

TCAS Traffic Collision Avoidance System

TCF Terrain Clearance Floor

TDU Terrain Display Unit

TERR Terrain

TO/GA Takeoff/Go-Around

VDOP Vertical Dilution of Precision

VFOM Vertical Figure of Merit

VFR Visual Flight Rules

VG Vertical Gyro

VHF Very High Frequency


Dear Honeywell EGPWS Customer:

This form is a request for information that will allow Honeywell to notify youof future updates to your Enhanced Ground Proximity Warning System.Please complete the information below and fax the information sheet toHoneywell at 425-885-8722 or return via U.S. mail to:

Honeywell International, Inc.Attn: Sandra SlickMail Stop 40, Dept. 134P.O. Box 97001Redmond, WA 98073-9701

Customer Information:Customer Contact: ______________________________________________

Company Name: _______________________________________________

Shipping Address: ______________________________________________

__________________________________________________________

Phone Number: _______________________________________________

Fax Number: _________________________________________________

E-mail Address:________________________________________________

Aircraft Information:

Aircraft Model _________________________________________________

EGPWS Part Number _______________ EGPWS Serial # _________________

Aircraft Model _________________________________________________

EGPWS Part Number________________ EGPWS Serial # _________________

Aircraft Model _________________________________________________

EGPWS Part Number________________ EGPWS Serial # _________________

© H o n e y w e l l , I n t e r n a t i o n a l I n c . P r i n t e d i n U S A 3 4 7 / 3 9 6 2 k

P r i n t e d o n r e c y c l e d p a p e r

Honeywell International Inc.Airlines and Avionics Products (A&AP)15001 N.E. 36th StreetRedmond, Washington USA 98052or:P.O. Box 97001Redmond, WA 98073-9701

EGPWS Hotline: 1-800-813-2099Telephone: (425) 885-3711FAX: (425) 885-2061www.egpws.com

060-4314-000 Rev. - New - 4/2000

MK_VI_VIII_EGPWS_PilotGuide_060-4314-000

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