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NAVIGATION

2A-34-10: General
The navigation system provides the flight crew with indications of position in three
dimensions and vector information for management of the flight environment,
supplemented with aural and visual alerts to prevent Controlled Flight into Terrain (CFIT)
and collision with other airborne traffic.
Flight environment data, aircraft attitude and direction are integrated with the SPZ-8000
(or SPZ-8400) Digital Automatic Flight Control System (DAFCS) and the Integrated
Automatic Tuning System (Collins RTU-4200 Series Radio Tuning Unit (RTU)). The
DAFCS is described in Honeywell’s SPZ-8000 (or SPZ-8400) Digital Automatic Flight
Control System Pilot’s Manual for the Gulfstream IV. The Integrated Automatic Tuning
System (Collins RTU-4200 Series Radio Tuning Unit (RTU)) is described in Section
2A-23-40, Integrated Automatic Tuning System and Collins’ RTU-4200 Series Pilot’s
Guide. This section details the sensor systems used to determine airspeed and altitude,
the integration functions of the Digital Air Data Computers that supply sensor data to the
DAFCS and the onboard systems that provide alerts and warnings to prevent hazardous
flight conditions.
The Enhanced Ground Proximity Warning System (EGPWS) is a terrain awareness and
warning system incorporating alerting and display functions. The system uses aircraft
geographic position, altitude, climb and descent rate, and a terrain database to
determine potential conflicts between the aircraft flight path and terrain, and provide
aural alerts and visual depictions (in conjunction with the DAFCS) of hazardous terrain
clearance. (Visual cues generated by the TERRAIN DISPLAY feature of the EGPWS are
shown and described in Honeywell’s SPZ-8000 (or SPZ-8400) Digital Automatic Flight
Control System Pilot’s Manual for the Gulfstream IV.
The Traffic Collision Avoidance System / Aircraft Collision Avoidance System (TCAS /
ACAS) uses transponder signal information to detect and plot the tracks of other airborne
traffic and formulate flight guidance for maneuvers to avoid potential collisions.
The navigation system is divided into the following subsystems:
• 2A-34-20: Flight Environment Data System
• 2A-34-30: Attitude and Direction System
• 2A-34-40: Radio Altimeter System
• 2A-34-50: Enhanced Ground Proximity Warning System (EGPWS)
• 2A-34-60: Traffic / Aircraft Alert and Collision Avoidance System (TCAS / ACAS)

2A-34-20: Flight Environment Data System

1. General Description:
The flight environment data systems incorporate navigational sensors that sample
environmental conditions to determine airplane attitude, speed and direction.
The systems include the following components:
• Pitot-Static System
• Standby Airspeed Indicator
• Standby Altimeter
• Static Air Temperature / Total Air Temperature (SAT / TAT) System
• Digital Air Data Computer System

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2. Description of Subsystems, Units and Components:
A. Pitot-Static System:
The pitot-static system samples the atmospheric environment to provide
indications of airplane airspeed and altitude. (See the illustration in Figure
3 for a depiction of the system.) Three pitot tubes are mounted on the
exterior of the airplane and aligned forward to sense dynamic air pressure
generated proportional to airplane velocity. As the airplane moves through
the atmosphere, more air molecules are encountered than if the airplane
were stationary. The increase is proportional to speed, and is sensed as
pressure. The hollow pitot tube heads, positioned into the airplane
slipstream, direct the increased pressure into the pitot system for
measurement by the airspeed indicators. The metal heads of the tubes are
heated electrically to prevent blockage by frozen precipitation. Internally,
the pitot tubes are plumbed with nylon tubing. The increased dynamic air
pressure in pitot tubes is compared with static air pressure sensed by other
tubes attached to static ports mounted flush on the airplane fuselage. (The
static ports are essentially vents, since they are not aligned into the
slipstream.) By measuring the difference between static air pressure and
the increased dynamic air pressure, an accurate determination of airspeed
can be made.
There are four static air pressure tubes and ports: three are paired with and
plumbed to the associated pitot tube (pilot to DADC #1, copilot to DADC
#2, and standby to the standby airspeed and altimeter). The fourth static
tube and port is connected to the cabin pressure indicator and controller.
Cabin pressure is measured and controlled within structural limits by
comparing the air pressure within the airplane to the atmospheric pressure
outside the cabin (for the cabin differential pressure). Unlike the pitot tubes,
the static tubes have dual connections, with each tube plumbed to a static
port on either side of the airplane. Dual ports are necessary in order to
obtain an accurate static pressure sampling. If a static tube were not
connected to a port on either side of the airplane, any untrimmed flight
condition around the vertical axis, such as a skid or slip, would induce an
increase in the sampled static pressure due to the port being slightly
aligned into the airplane slipstream.

NOTE:

On some airplanes the customer has chosen to install

an optional secondary cabin pressure indicator. For
those airplanes, a switch on the aft portion of the
copilot side console, labelled NON-ESSENTIAL
PITOT/STATIC CONTROL, is used to isolate the
secondary cabin pressure indicator from the primary
indicator. When the secondary indicator is isolated
with the switch, an independent verification of cabin
altitude is available.
B. Standby Airspeed Indicator:
The standby airspeed indicator provides an emergency source of airspeed
information in the event of failure or malfunction of the primary flight
displays. The standby indicator displays current airspeed, maximum
airspeed for altitude (VMO) and Mach number. On airplanes Serial Number

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(SN) 1000 to 1059 (except SN 1001 and 1034) not having Aircraft Service
Change (ASC) 66, airspeed is indicated with a white pointer that rotates
clockwise around the face of the instrument proportional to airplane speed
and VMO by a “barber pole” striped pointer. Pitot/static connections provide
the input for airspeed information. Although the indicator has a drum-type
readout of Mach number in the upper center of the instrument, the ARINC
429 connections necessary to derive Mach speed information from the
DADC are not installed. The OFF flag covering Mach readout will be
displayed at all times on the instrument, indicating that this feature is not
available.
On airplanes SN 1060 and subsequent, and prior airplanes having ASC 66,
the standby airspeed indicator is not powered (except for lighting circuits)
and obtains speed information directly from the pitot/static system. On
these airplanes, airspeed is indicated by a rotating white pointer, Mach
number is read on an additional scale positioned on the outside perimeter
of the airspeed scale and VMO / MMO is denoted with a red band on both
the airspeed and Mach number scales. A knob on the lower face of the
instrument is provided to set a movable airspeed reference bug (VREF).
See the illustration in Figure 1.
On all airplanes, the indicator is illuminated internally using 5V DC power
from normal cockpit lighting circuits.
C. Standby Altimeter:
The standby altimeter provides an indication of airplane pressure altitude in
event of primary flight display failure or malfunction. Altitude is indicated in
twenty (20) foot increments within a range of one thousand (1,000) feet by
a pointer that moves in front of the circular scale on the face of the
instrument, making one revolution for every 1,000 feet. A drum-type
counter in the center of the instrument provides graphic indications of
altitude in hundred (100) and 1,000 foot increments. The local barometric
pressure in inches of mercury (Hg) or millibars (Mb) is set with the knob on
the lower corner of the instrument and displayed in windows in the
instrument face. See the illustration in Figure 1.
Like the standby airspeed indicator, the ARINC 429 connections necessary
to derive altitude information from the DADCs are not installed. A yellow
flag, labeled PNUE, is displayed at all times on the instrument, indicating
that this feature is not available.
The standby altimeter is powered by 28V DC from the Essential DC bus,
and uses only pitot/static input for altitude determination. It is internally
illuminated and has an electrically driven vibrator to smooth pointer
movement. If electric power is lost, a VIB flag is displayed on the
instrument and while indications will be valid, pointer movement may be
intermittent, requiring occasional manual tapping on the face of the
instrument during climb and descent.
D. Static Air Temperature / Total Air Temperature (SAT / TAT) System:
A heated Total Air Temperature probe is installed on the lower right forward
fuselage to provide actual air temperature to the DADCs. See Figure 2 for
a depiction of the probe. On the ground with electrical power and bleed air
available, the probe is aspirated by bleed air through a dedicated line
controlled by a solenoid operated valve that routes air into the probe
housing, venting the air through holes in the probe to induce outside air

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flow over the temperature sensing element. Air flow through the probe
gives a more accurate reading of ambient conditions and avoids
temperature increases associated with the heating effects of sunlight.
Bleed air aspiration is controlled by the nutcracker (squat) switch system
and requires 28V DC from the Right Main DC bus. The TAT probe is
electrically heated when the airplane is airborne to prevent icing.
E. Digital Air Data Computer System (DADC):
Dual Honeywell AZ-810 Digital Air Data Computers (DADCs) are installed
in the forward avionics racks. The DADCs are connected to the pitot/static
system, with the pilot side pitot/static probe and ports connected to DADC
#1 and the copilot side pitot/static sensors connected to DADC #2. Both
DADCs are connected to the TAT probe for temperature data. The DADCs
use the pneumatic and temperature data to compute correct airspeed,
altitude, vertical speed, static source error correction (SSEC) and to send a
signal to the audible tone generator initiating the overspeed “cricket”
warning when airspeed reaches VMO/MMO. Other inputs used by the
DADCs are Angle of Attack (AOA), flap handle position, barometric setting
and pre-selected altitude. The DADCs formulate digital signals for
elements of the airplane avionics system. The DADCs communicate data
to the following:
• Electronic Display System
• Transponders
• Flight Recorder
• Flight Guidance Computer
• Fault Warning Computer
• Inertial Reference System
• Flight Management System
• Cabin Pressurization System
• Stall Barrier System
• Engine Pressure Ratio (EPR) Sensor
• Traffic / Aircraft Collision Avoidance System (TCAS / ACAS)
In order to maintain a continual crosscheck of system accuracy, it is
recommended that the pilot select DADC #1 as a data source, and the
copilot select DADC #2. Data source selection is made on the SENSOR
page of the Display Controller. In this configuration, each pilot has an
independent source for altitude, airspeed, AOA, vertical speed, SAT and
TAS on their respective PFDs and navigation displays. If both pilots select
the same DADC as data source, an amber annunciation is displayed on
both PFDs. (If the pilot PFD is selected to DADC 2, both PFDs would
display DADC 2 in amber in the upper right of the PFDs.)
Data source selection for the guidance panel altitude pre-select is a
function of the PFD command button (PFD-CMD). When the button
indicates L, the data source is DADC #1, when R is displayed, data comes
from DADC #2.
Most subsystems with dual installations normally source DADC data
according to a standard coupling arrangement: the left (L), #1 or pilot side
sourced to the #1 DADC, and the right (R), #2 or copilot side connected to

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the #2 DADC. For some, but not all installations, the data source is
selectable to provide redundancy in case of DADC failure. Transponders
(ATC) #1 and #2 are normally sourced to their respective DADC, but may
be selected to the alternate DADC. Angle of Attack (AOA) indicators are
referenced to the DADC selected to the respective PFD. EPR sensors are
normally paired with engine #1 to DADC #1, engine #2 to DADC #2, but
failure of a DADC will prompt an automatic switch to the remaining DADC
for EPR computation. The DADC source for cabin pressure control is
selectable on the cockpit overhead panel.
DADC Failure Modes (Flagged, Unflagged)
(1) A “flagged” DADC failure is one where the failure is readily apparent,
because of the blue DADC 1 (or 2) FAIL advisory CAS message,
and red “X’s” through all four air data scales (airspeed, altitude,
AOA, and vertical speed) of the PFD using the failed DADC as its air
data source, as selected on the display controllers. Other
confirmation of failure is as follows:
• Transponder indications
• AOA indexer failure
• Automatic cabin pressurization control problems and faulty
guidance panel indications (if operating on the failed DADC)
• EICAS message indicating that EPR is receiving pressure
information from the opposite DADC (EPR 1 - DADC 2, or
EPR 2 -DADC 1)
The solution is to select the opposite (good) DADC as the air data
source, on display controllers, guidance panel, cabin pressure
control panel, etc.

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(2) An “unflagged” DADC failure will produce a blue DADC
MISCOMPARE advisory CAS message, and the failure may not be
readily apparent. The autopilot and yaw damper will disconnect and
will not re-engage until the faulty DADC has been identified and
isolated by pulling its circuit breaker. Pitch trim will remain operative.
The flight crew may be able to identify the faulty DADC by looking
for an amber IAS and / or ALT comparator warning annunciation to
left of the horizon in each PFD. The IAS indication means a split of
20 or more knots exists between air data systems; the ALT
indication means a split of 200 feet or more exists between systems.
To determine which system is correct requires reference to an
independent data source, in this case standby flight instrumentation.
Since the standby flight instruments show large errors because they
are uncorrected for static source error, it is recommended that
standby altimeter be set so as to read the same as the cruising flight
level. Once stable cruise speed is attained, the settable airspeed
bug should be aligned with the standby airspeed pointer. Thus,
reference can be made to the standby altimeter and airspeed
indications, as “voters” in helping to determine which DADC outputs
are more nearly correct. Then, check the other DADC outputs, the
pressurization system, AOA indexers and transponders, for
indications of faulty operation. If observation leads to a
determination of which DADC is faulty, select the “good” DADC to
both PFDs, guidance panel, transponders, and the cabin
pressurization system. Then isolate the faulty DADC by pulling its
circuit breaker, and after at least a one minute wait, re-engage the
autopilot.
3. Controls and Indications:
(See Figure 1.)

NOTE:
A description of the SPZ-8000 (or SPZ-8400) Digital
Automatic Flight Control System (DAFCS) can be
found in Honeywell’s SPZ-8000 (or SPZ-8400) Digital
Automatic Flight Control System Pilot’s Manual for the
Gulfstream IV. A description of the Integrated
Automatic Tuning System (Collins RTU-4200 Series
Radio Tuning Unit (RTU)) can be found in Section
2A-23-40, Integrated Automatic Tuning System and
Collins’ RTU-4200 Series Pilot’s Guide.
A. Circuit Breakers (CBs):

Circuit Breaker Name CB Panel Location Power Source

TOTAL TEMP PROBE HTR CP L-10 MAIN 115V AC φB
TOTAL TEMP VALVE CP M-10 R MAIN 28V DC
L PITOT HT PWR CP L-11 ESS 115V AC φA
R PITOT HT PWR CP M-11 MAIN 115V AC φA
L PITOT HT CONT CP L-12 ESS 28V DC
R PITOT HT CONT CP M-12 MAIN 28V DC

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Circuit Breaker Name CB Panel Location Power Source

STBY PITOT HT CONT CP L-13 ESS 28V DC
STBY PITOT HT PWR CP M-13 ESS 115V AC φA
AOA PRB HTR #1 CP L-14 ESS 28V DC
AOA PRB HTR #2 CP M-14 MAIN 28V DC
DADC #1 CP F-3 ESS 28V DC
DADC #2 CP G-3 MAIN 28V DC
STBY AIR SPD IND CP H-4 (1) EMER 28V DC
DUAL MODE ALTM VIB CP H-3 (1) EMER 28V DC
STBY ALTM VIB CP H-3 (2) EMER 28V DC
DUAL MODE ALTM CP H-4 (3) ESS 28V DC
STBY ALTM VIB CP H-4 (4) EMER 28V DC

NOTE(S):
(1) SN 1000 -1059 (except 1001 and 1034) not having ASC 66
(2) SN 1000, 1002-1122 (except 1034) having ASC 66, SN 1001, and 1060
- 1167
(3) SN 1000, 1002 - 1059 (except 1034) not having ASC 66
(4) SN 1034, 1168 and subs
B. Caution (Amber) CAS Messages:

CAS Message Cause or Meaning

AOA HEAT 1-2 FAIL Angle of attack probe heater failed
L-R PITOT HT FAIL Indicated pitot tube heater elements not energized
SSEC DISABLED Static source error correction to DADC has been
disabled
STBY PITOT HT FAIL Standby pitot heater elements not energized
TAT PROBE HT FAIL TAT probe heater has failed

C. Advisory (Blue) CAS Messages:

CAS Message Cause or Meaning

DADC 1-2 FAIL A DADC has failed
DADC MISCOMPARE The priority FGC has detected an unflagged
miscompare between DADC 1 and DADC 2
EPR 1 - DADC 2 DADC malfunction has caused remaining DADC to
EPR 2 - DADC 1 supply information to both EPR systems

4. Limitations:
There are no limitations to this system at the time of this revision.

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Standby Flight Instruments

Figure 1

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SAT / TAT Probe

Figure 2

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THIS PAGE IS INTENTIONALLY LEFT BLANK.

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Pitot / Static System

Schematic
Figure 3

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2A-34-30: Attitude and Direction System
1. General Description
The standby attitude and direction systems provide references for steering the
airplane in the desired direction using basic instruments that remain powered
during instances of failure / malfunction of the Primary Flight Displays (PFDs) and
/ or the Flight Management System (FMS). The following subsystems, units and
components are included:
• Standby Attitude Indicator
• Standby Directional System
2. Description of Subsystems, Units and Components:
A. Standby Attitude Indicator:
The standby attitude indicator (shown in Figure 1) is a gyroscopically
driven artificial horizon that provides a backup indication of airplane pitch
and roll in the event of a failure or malfunction of PFDs, FMS or IRS
systems. The indicator contains a sphere divided into hemispheres painted
blue and brown (or black) representing sky and earth. Markings on the
hemispheres denote pitch attitude in five degree (5°) increments from level
up or down to eighty degrees (80°). When the airplane is initially powered,
the indicator will power-up and self-erect once the internal gyroscope
reaches operating speed. To immediately erect the indicator, use the cage
knob on the face of the instrument, orienting the sphere upright and
leveling the horizon (where the sky and earth representations meet). The
airplane symbol on the face of the instrument is adjusted to match the
airplane pitch attitude by rotating the cage knob.
At the top of the instrument is a triangular pointer that indicates airplane
bank angle against the semicircular scale surrounding the artificial horizon.
The scale is marked in ten degree (10°) increments up to thirty degrees
(30°) of bank, and additional marks at forty-five degrees (45°) (for Serial
Number (SN) 1330 and subsequent only), sixty degrees (60°) and ninety
degrees (90°).
The standby attitude indicator is powered by the Emergency DC bus. If
power to the instrument is interrupted, a red warning flag is displayed on
the face of the instrument (the flag is also displayed when the indicator is
caged). If Emergency DC bus power to the indicator is lost (battery
depleted - warning flag displayed) the rate of spin of the gyro may be
sufficient to supply attitude information for several minutes before
becoming unreliable.
On airplanes SN 1330 and subsequent, the standby attitude indicator has
pointers for glideslope and localizer signals, providing guidance for an ILS
approach. ILS information is supplied by VHF NAV #1 over an ARINC 429
data bus. A knob on the lower left corner of the attitude indicator is used to
select signal input to the glideslope and localizer pointers. The knob has
three (3) positions: OFF, ILS and B/C (for a back course approach). Both
the glideslope and localizer pointers have a warning flag to indicate power
off or lack of signal reception.
B. Digital Bearing and Distance Indicator (DBDI):
The dual DBDI (pilot and copilot) indicators provide a standby display of
heading, bearing, and distance to a selected navigation source

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independent of the Primary Flight Display (PFD). The indicators have dual
power supplies, each powered by the Essential or Emergency DC bus, with
only basic heading information available when operating on Emergency
DC bus power. The DBDI is illustrated in Figure 4.
During normal operation with all electrical sources available, the DBDIs are
powered through the Essential DC bus and display the following
information:
• Airplane heading beneath the lubber line at the top of the compass
card, sourced from the IRS system in use (pilot on #1, copilot on
#2).
• Pointer #1 (single shaft arrow) pointing to the currently tuned
navigational radio transmitter (VOR / VORTAC or ADF) selected
with the pointer switch on the lower left of the instrument. The
pointer will be positioned to the three o’clock position and a flag
displayed if no navigation radio is tuned or the signal is out of range
for the transmitter type selected.
• Pointer #2 (double shaft arrow) pointing to the currently tuned
navigational radio transmitter (VOR / VORTAC or ADF) selected
with the pointer switch on the lower right of the instrument. The
pointer will be positioned to the three o’clock and a flag displayed if
no nave radio is tuned or the signal is out of range for the transmitter
type selected.
• Digital DME distance readout is displayed in the window in the top of
the instrument for both (1 and 2) currently tuned VORTACs (only
dashes are displayed if no VORTAC is currently tuned). Distance is
indicated in one-tenth mile (0.1) increments up to 99.9 nautical miles
and one mile increments from 100 to 999 nautical miles.
• Digital display of the frequency of the currently tuned VORTAC if the
NAV selector is placed in HOLD mode, with the frequency preceded
by an H to indicate that HOLD has been selected. In normal NAV
mode, only dashes are displayed in the frequency space.
A failure of the heading information source (IRS #1 and IRS #2) prompts
the DBDI to automatically switch to an alternate heading source if one is
installed (typically AHRS or IRS #3). The use of an alternate heading
source is annunciated on the face of the instrument by the illumination of a
green AHDG light in the upper right corner of the instrument.
A more severe failure that involves the loss of primary and alternate
heading reference sources would automatically switch the DBDI to standby
mode, annunciated by the illumination of the amber STBY light in the upper
right of the indicator. In standby mode, the heading reference source is the
dual flux detector installation in the airplane wing tips. The flux detectors
act as magnetic compasses, sensing the horizontal component of the
magnetic field surrounding the earth. The magnetic direction sensed by the
flux detectors is corrected for errors (induced by the metallic structure of
the airplane) by a magnetic compensator before it is sourced to the DBDI
for use as the heading reference in standby mode.
Should there be a failure of the standby / flux detector system, a red STBY
light illuminates in the upper right corner of the instrument. The red STBY
will illuminate with a standby system failure even if the DBDI is operating in
the normal (IRS) mode.

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The DBDI indicators annunciate system degradation and/or subcomponent
failure with the following displays:
• OFF flag in the upper left of the instrument indicates loss of
instrument power
• HDG flag at the lubber line at the top of the instrument indicates an
invalid compass signal
• Single shaft arrow flag on the left of the instrument indicates invalid
signal to the #1 pointer
• Double shaft arrow flag on the right of the instrument indicates
invalid signal to the #2 pointer
All of the mode annunciations and system / subcomponent failure
annunciations may be tested on the ground during preflight with the ST/R
switch (momentary) on the upper right of the heading display. This test
feature is wired through the nutcracker (squat) switch system to operate in
the ST or self-test mode on the ground and the R or reset mode in the air.
Pressing the ST/R button in the air will reset the heading indicator,
recapturing a primary or alternate heading source if one is available.
Pressing the ST/R button during a ground preflight will illuminate the mode
annunciations, display warning flags and indicate a DBDI malfunction by a
five (5) second flashing red STBY light followed by continuous illumination
of the light.
On airplanes having Aircraft Service Change (ASC) 217, DBDI MANUAL
STBY switches are installed on the outboard side of the pilot and copilot
forward instrument panels, one for each DBDI. The installation is shown in
Figure 5. (A switch that enables manual selection of the standby mode is
located on the face of the DBDI electronic module in the radio rack on
airplanes not having ASC 217). This switch allows the crew to manually
select the standby (STBY) heading mode in flight to crosscheck inertial
(IRS) heading information, compensate for faulty IRS information, or to
select a heading source during realignment of the IRSs.
3. Controls and Indications:
(See Figure 4 and Figure 5.)
A. Circuit Breakers (CBs):

Circuit Breaker Name CB Panel Location Power Source

STBY HORZN CP E-4 EMER 28V DC
DBDI #1 (SN 1212 & subs) CP F-4 ESS 28V DC
(DDRMI #1 on SN 1000-
1211)
DBDI #2 (SN 1212 & subs) CP G-4 ESS 28V DC
(DDRMI #2 on SN 1000-
1211)
E DBDI #1 (SN 1212 & CP H-5 EMERG 28V DC 1C
subs)
(E DDRMI #1 on SN 1000-
1211)
E DBDI #2 (SN 1212 & CP I-5 EMERG 28V DC 2B
subs)
(E DDRMI #2 on SN 1000-
1211)

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4. Limitations:
There are no limitations for this system at the time of this revision.

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Digital Bearing and Distance Indicator

Figure 4

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DBDI MANUAL STBY Switch Installation

Figure 5

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2A-34-40: Radio Altimeter System
1. General Description:
The GIV is equipped with two independent AA-300 radio altimeters. Each has a
dedicated Receiver / Transmitter (R/T) unit, transmitting antenna and receiving
antenna. (Antenna location is shown in Figure 27.) There are no off / on controls
(switches) or separate displays for the radio altimeters. The radio altimeters
operate continuously when the airplane Main DC buses are powered, using high
resolution, short pulse radar signals that are accurate over wide variations of
terrain, target reflectivity, weather and airplane altitude.
The radio altimeters provide a continuous readout of airplane altitude above
ground level in the operating range of zero to twenty-five hundred (0-2,500) feet.
Accuracy of the altitude readout varies with height above ground, with readings
between zero and one hundred (0 and 100) feet accurate to within three (3) feet,
readings between one hundred and five hundred (100-500) feet have an accuracy
within three percent (3%), and readings between five hundred and twenty-five
hundred (500-2,500) feet accurate within four percent (4%). Above twenty-five
hundred (2,500) feet, the radio altimeters continue to operate, however the radio
altitude information is no longer displayed because of the increase in error margin
at higher altitudes.
2. System Operation:
Radio altimeter data is sent to the Data Acquisition Units (DAUs) to be digitized
and then forwarded over the Avionics Standard Communications Bus (ASCB) to
the symbol generators for display on the Primary Flight Display (PFD). A discrete
signal is also provided to the landing gear indication system to provide the altitude
warning at twelve hundred (1,200) feet if the landing gear is not down and locked
(see the discussion in Section 2A-32-30, Extension and Retraction System of this
manual).
The PFD displays of radio altitude differ slightly between airplanes with SPZ-8000
and SPZ-8400 Digital Automatic Flight Control Systems (DAFCS). See Figure 6
and Figure 7 for illustrations of the radio altitude display formats.
A. SPZ-8000 Radio Altimeter Display:
The display of radio altitude on the PFD is selected using the SENSOR
function on the Display Controller (DC). When SENSOR is selected, a
menu appears on the screen of the DC with the available data display
options. Pushing the appropriate Line Select Key (LSK) adjacent to the
menu item will select that sensor data for display on the PFD. When Radio
Altitude (RAD ALT) is displayed, it is shown in digital format just outside the
lower right corner of the attitude display. The white digital readout is in ten
(10) foot increments between twenty-five hundred (2,500) feet and two
hundred (200) feet, and five (5) foot increments below two hundred (200)
feet.
If the dual radio altimeters are paired on-side (pilot selected to radio
altimeter #1 and copilot selected to radio altimeter #2) the source of the
altimeter data is not shown. If the pilot and copilot have selected off-side
radio altimeters (pilot to #2 and copilot to #1) the letters RA, and the
numbers 1 or 2 as appropriate, are shown in white immediately to the right
of the digital readout. If both pilot and copilot are selected to the same radio
altimeter, the RA is shown in amber. (The pilot and copilot can select radio
altimeter data source with options on the DC.)

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A reference set option on the DC allows entering a radio altitude reference
for use as a visual indication of Decision Height (DH) during precision
approaches predicated on radio altitude data. Pushing the FLT REF button
on the DC displays the menu containing RAD ALT. A value for radio altitude
DH is entered with the rotary set knob and selected for display with the
LSK. The selected DH is displayed on the PFD just above the readout of
current radio altitude. As the airplane descends to the selected DH, a
flashing white box is displayed around the current radio altitude when it is
equal to the selected DH. The white box flashes for five (5) seconds after
reaching DH, and remains displayed as long as airplane radio altitude is
less than the DH.
When a valid ILS frequency is received for an approach and the airplane
descends below two hundred (200) feet radio altitude, a yellow runway
symbol is displayed on the PFD, rising from the bottom of the attitude
display up to meet the airplane symbol on runway contact at landing. The
symbol also moves laterally to indicate displacement from localizer
centerline.
An additional reminder of airplane altitude is shown on the altitude tape on
the right side of the PFD. As the airplane descends below six hundred
(600) feet radio altitude, the color of the altitude tape changes to brown,
indicating proximity the ground. The brown altitude tape extends from six
hundred (600) feet down to zero (0) feet radio altitude.

NOTE:
This altitude reminder should not be confused with the
radio altitude display. The brown portion of the altitude
tape corresponds to airplane terrain clearance at a
given height above mean sea level (with barometric
altimeter set to QNH). For instance, if the airplane is
landing on a runway with an elevation of one thousand
twenty (1,020) feet MSL, the altitude tape color will
change from blue to brown as the airplane descends
through one thousand six hundred twenty (1,620) feet
MSL.
If there is a system malfunction that causes a loss of valid radio altimeter
data, the white digital radio altitude readout is replaced by amber dashes
(“- - - - “). If the yellow runway symbol is displayed at the time of the failure,
the symbol is removed from the PFD.
B. SPZ-8400 Radio Altitude Display:
The display of radio altitude on the PFD is selected using the SENSOR
function on the Display Controller (DC). When the SENSOR button is
selected, a menu appears on the screen of the DC with the available data
display options. Pushing the appropriate Line Select Key (LSK) adjacent to
the menu item will select that sensor data for display on the PFD. When
radio altitude (RAD ALT) is displayed, it is shown in digital format at the
bottom of the attitude display. The digital readout is in green, indicated in
ten (10) foot increments between twenty-five hundred (2,500) feet and two
hundred (200) feet, and five (5) foot increments below two hundred (200)
feet.
If the dual radio altimeters are paired on-side (pilot selected to radio

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altimeter #1 and copilot selected to radio altimeter #2) the source of the
altimeter data is not shown. If the pilot and copilot have selected off-side
radio altimeters (pilot to #2 and copilot to #1) the letters RA, and the
numbers 1 or 2 as appropriate, are shown in white immediately to the right
of the digital readout. If both pilot and copilot are selected to the same radio
altimeter, the RA is shown in amber. (The pilot and copilot can select radio
altimeter data source with options on the DC.)
A reference set option on the DC allows entering a radio altitude reference
for use as a visual indication of Decision Height (DH) during precision
approaches predicated on radio altitude data. A DH must be entered when
the airplane is one hundred (100) feet or more above the desired DH.
Pushing the FLT REF button on the DC displays the menu containing RAD
ALT. A value for radio altitude DH is entered with the rotary set knob and
selected for display with the LSK. The selected DH is displayed on the PFD
outside the lower right corner of the attitude indicator. As the airplane
descends to the selected DH, an empty box symbol is displayed in the
upper right corner of the attitude display when the airplane is within one
hundred (100) feet of the selected DH. When the airplane descends to the
set DH, an amber DH annunciation is displayed in the box. The DH symbol
flashes for five (5) seconds, then remains displayed whenever the airplane
is below DH. The readout of actual radio altitude (displayed at the bottom
of the attitude indicator) changes color from green to amber when the
airplane is one hundred (100) feet or less above the selected DH.
When a valid ILS frequency is received for an approach and the airplane
descends below two hundred (200) feet radio altitude, a yellow runway
symbol is displayed on the PFD, rising from the bottom of the attitude
display up to meet the airplane symbol on runway contact at landing. The
symbol also moves laterally to indicate displacement from localizer
centerline.
An additional reminder of airplane altitude is shown on the altitude tape on
the right side of the PFD. As the airplane descends below six hundred
(600) feet radio altitude, the color of the altitude tape changes to brown,
indicating proximity the ground. The brown altitude tape extends from six
hundred (600) feet down to zero (0) feet radio altitude. A yellow line
appears at the top of the brown portion of the tape. The line flashes for the
first ten (10) seconds after the brown tape is displayed or until the airplane
descends to four hundred (400) feet radio altitude, whichever occurs first.
The yellow line rides in front of the brown altitude tape display, indicating
height above touchdown.

NOTE:

This altitude reminder should not be confused with the

radio altitude display. The brown portion of the altitude
tape corresponds to airplane terrain clearance at a
given height above mean sea level (with barometric
altimeter set to QNH). For instance, if the airplane is
landing on a runway with an elevation of one thousand
twenty (1,020) feet MSL, the altitude tape color will
change from gray to brown as the airplane descends
through one thousand six hundred twenty (1,620) feet
MSL.

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If there is a system malfunction that causes a loss of valid radio altimeter
data, the white digital radio altitude readout (and DH setting if selected) is
replaced by amber dashes (“- - - - “). If the yellow runway symbol is
displayed at the time of the failure, the symbol is removed from the PFD.
3. Controls and Indications:
There are no separate controls or indicators for the radio altimeter system. All
cockpit interface with the system is through the DCs and the EFIS (PFD) display
system. When the airplane is on the ground with full electrical power, the normal
radio altitude readout is -5 (minus five) feet ± 5 feet.
A radio altimeter self-test may be initiated (on-side test only: pilot tests RAD ALT
#1, copilot tests RAD ALT #2) using the LSK labeled RAD ALT on the TEST menu
of the DC. When the test is in progress, a radio altitude of one hundred (100) feet
should be displayed on the PFD:
• Preflight: Entering a DH of 50 feet prior to performing the radio altimeter
self-test will test the DH display on the PFD.
• In-Flight Test: Entering a DH of 200 feet prior to performing the radio
altimeter self-test will test the DH display on the PFD.

NOTE:
The radio altimeter self-test is inhibited with the AFCS
engaged. The self-test is also inhibited by the fault
warning computer during certain flight director modes.
A. Circuit Breakers (CBs):

Circuit Breaker Name CB Panel Location Power Source

RADIO ALT #1 CPO I-4 L MAIN 28V DC
RADIO ALT #2 CPO J-4 R MAIN 28V DC

B. Advisory (Blue) CAS Messages:

CAS Message Cause or Meaning

RAD ALT 1 - 2 FAIL Indicated radio altimeter(s) has failed

4. Limitations:
There are no limitations associated with this system at the time of this revision.

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SPZ-8000 Radar Altitude Display

Figure 6

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SPZ-8400 Radar Altitude Display

Figure 7

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2A-34-50: Enhanced Ground Proximity Warning System (EGPWS)
1. General Description:
The Enhanced Ground Proximity Warning System (EGPWS) is installed during
production beginning with airplanes Serial Number (SN) 1390 and subsequent.
(The following system description is applicable to the production installed system
only. Operators with systems installed by completion outfitters should consult the
documentation supplied by the outfitter.) EGPWS provides aural and visual alerts
to prevent Controlled Flight Into Terrain (CFIT). Alerts are generated in conditions
of terrain clearance danger, severe windshear and excessive deviation below an
Instrument Landing System (ILS) glideslope. EGPWS also provides aural
notification of excessive bank angles and provides height above runway callouts,
including approach minimums, during final approach.
2. Subsystems, Units and Components:
The EGPWS consists of a computer and geographical database interfaced with
the SPZ-8400 DAFCS and airplane subsystems over ARINC 429 busses and
discrete connections for data sensing and display presentation. See the system
diagram in Figure 8. The system uses inputs from the DADCs, radio altimeter,
FMS/GPS/IRS, angle of attack (AOA), landing gear and flap position, navigation
data and a manually entered approach decision height. This information is
integrated with the database in the computer to produce the aural and visual alert
messages and the Terrain Awareness Display (TAD) graphic on the cockpit EFIS
displays. (The TAD is usually selected to the NAV display, however, the Display
Controller has an EGPWS option that allows selection of the TAD to the PFD, with
the TAD shown on the HSI similar to the radar display.) Aural alerts and warnings
are transmitted over cockpit speakers and through the cockpit interphone system,
while alert and warning text messages are displayed on the Primary Flight Display
(PFD). EGPWS aural alerts and warnings, except the windshear alert / warning
can be inhibited with the GPWS VOICE O-RIDE switch on the O-RIDES panel on
the center pedestal, shown in Figure 9 (location may vary).
The computer is located in the right electronic equipment rack and is powered
from φC of the Left Main 115V AC bus and the Left Main 28V DC bus. The system
operates in seven (7) distinct modes:
• Mode 1 - Excessive descent rate.
• Mode 2 - Excessive terrain closure rate
• Mode 3 - Altitude loss after takeoff
• Mode 4 - Unsafe terrain clearance
• Mode 5 - Excessive deviation below glideslope
• Mode 6 - Advisory callouts
• Mode 7 - Windshear alerting
The basic seven modes of operation are available in earlier model GPWS
systems, with the alerts and warnings formulated using only airplane sensor data
(airspeed, radio altitude, etc.). With the EGPWS, the ability to compare present
airplane position, and predicted flight path vectors with data in the geographical
database provides expanded warning envelopes and display options that
increase situational awareness.
System enhancements improve the basic modes of operation and offer features
not previously available. A Terrain Awareness Display (TAD) feature provides a
graphic of terrain ahead of the airplane’s current flight path. The TAD graphic is in

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multicolor and can be selected for continuous view on the NAV display (or PFD in
the HSI position). If not selected for continuous view, the TAD will automatically
“pop up” on the NAV display when the EGPWS computer detects terrain conflicts.
Terrain displayed is within the range selected. The display range is adjusted with
the same control as the weather radar, however if the TAD is not selected for
continuous display and subsequently “pops up” the default range is ten (10)
nautical miles - the range may then be adjusted from the default value. On the
TAD, the color red is used to indicate the highest and most hazardous terrain
areas, yellow (in varied intensity) identifies less dangerous terrain at elevations
equal to or higher than airplane altitude, and green (in varied intensity) denotes
areas equal to or below airplane altitude.

NOTE:

The TERR INHIB switch on the O-RIDES panel on the

center pedestal, shown in Figure 9, will prevent the
“pop up” of the TAD. If TERR INHIB is selected, the
basic EGPWS modes 1 - 7 will continue to provide
terrain clearance / windshear alerts, but indications will
be limited to aural alerts over speakers and interphone
and visual text alerts on the PFD.
Features of the Terrain Awareness Display include the following:
• Obstacles are displayed on the TAD when the airplane’s flight path will
conflict with any of the known obstacles in the EGPWS database. (The
database does not include temporary man-made obstacles covered in
NOTAMS).
• A Terrain Peaks feature enhances situational awareness with a digital
readout of elevations of the highest and lowest terrain and additional color
gradations to further define terrain.
• A Terrain Clearance Floor (TCF) feature alerts the crew of a premature
descent based upon current airplane position relative to the nearest
runway. The TCF feature is useful in non-precision approaches and is
enabled with TAD.
• On airplanes with EGPWS software build -210 -210 (SN 1426 and
subsequent), a Runway Field Clearance Floor (RFCF) feature based on
airplane position and height above destination runway using a computed
Geometric Altitude (GA) provides improved safety margins at locations
where the runway is higher than surrounding terrain.
• Geometric Altitude is computed blend of altitude information including GPS
data, and at lower altitudes enhanced with Radio Altitude, to reduce or
eliminate altimeter errors induced by non standard atmospheric conditions
or reference setting errors.
• A EGPWS Envelope Modulation feature is incorporated that compensates
for terrain and obstacles at some airports that have historically generated
nuisance alerts, or that have environmental characteristics that inhibit
needed alerts.

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3. Basic Mode Functions:

NOTE:
Basic modes 1 - 6 require radio altimeter information
to function. If radio altimeter information is not
available, the TAD will continue to provide terrain
awareness using Geometric Altitude (GA) inputs (see
the discussion of GA in the following text).
A. Mode 1: Excessive Descent Rate:
Excessive descent rate alerts and warnings are generated when the
descent is too steep for the margin of altitude below the airplane. The alert
/ warning envelope upper boundary is approximately 2,500’ radio altitude,
and within the envelope, the alert / warning logic is biased for the amount of
recovery time for the hazardous condition. See Figure 10. At 2,500’ a
descent of approximately 4500 feet per minute (FPM) would initiate a
“SINK RATE, SINK RATE” aural alert annunciation, and a descent of
approximately 7000 FPM would prompt a “WHOOP, WHOOP, PULL UP”
aural warning and the text PULL UP in red is displayed on the PFD. At
lower radio altitudes, corresponding lower rates of descent will initiate
alerts and warnings, and the envelope margin between alerts and warnings
narrows.
If a valid Instrument Landing System (ILS) front course signal has been
tuned and received, and the airplane is descending to capture the
glideslope from above, the margin of the SINK RATE alert envelope is
desensitized to prevent unwanted alerts when the airplane is in a safe
position to capture (or recapture) the glideslope.
B. Mode 2: Excessive Terrain Closure Rate:
Mode 2 is the inverse of Mode 1 in that in this instance the airplane is in
level flight, but is in danger of impacting rapidly rising terrain. Mode 2 is
also based on radio altitude and the alert / warning envelope predicated
upon closure rates and time remaining for evasive maneuvers. Mode 2 is
split into two sub-modes with different parameters depending upon airplane
configuration.
Sub-mode 2A is operable during climbout, cruise and initial approach
(defined as flaps not in landing configuration and airplane not on ILS
centerline). See the envelope shown in Figure 11. In these circumstances,
if the airplane approaches rising terrain at a speed such that avoidance
time is limited, initially an aural “TERRAIN, TERRAIN” alert message is
prompted, and an amber TERRAIN text message is displayed on the PFD.
If conditions deteriorate such that ground contact is imminent, an aural
“WHOOP, WHOOP, PULL UP, PULL UP” warning is heard over cockpit
speakers and headsets, and a red PULL UP text message is displayed on
the PFD. The aural and text annunciations will continue until terrain
clearance is sufficient that the warning envelope is cleared. If terrain
clearance does not continue to increase, the TERRAIN aural and text
alerts will continue. In all instances, the visual text alert will continue to be
displayed on the PFD until the airplane has gained 300 feet of altitude,
forty-five (45) seconds have elapsed, landing flaps have been selected or
the flap override switch has been activated.

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Sub-mode 2B is a desensitized alert and warning envelope that is
automatically activated when landing flaps are selected (or flap override
activated), or when within two (2) dots of the centerline of glideslope and
localizer during an ILS approach. See Figure 12. This mode is also active
during the first sixty (60) seconds after takeoff. The alerts and warnings in
sub-mode 2B are the same as those in sub-mode 2A, with additional
provisions that if the airplane enters the boundaries of the warning
envelope without gear or flaps in the landing configuration, the aural
“TERRAIN, TERRAIN” alert will sound with the accompanying text
message on the PFD. Further penetration of the envelope will result in
“PULL UP” aural warnings and text message until the airplane exits the
envelope or the airplane configuration is corrected. If the airplane
configuration is correct for landing (gear and flaps down), and a hazardous
terrain closure rate exists, the “PULL UP” aural and text warnings are
suppressed, and the “TERRAIN” aural and text alerts are prompted until
the airplane exits the sub-mode 2B envelope.
C. Mode 3: Altitude Loss after Takeoff:
This mode provides an aural alert for any significant altitude loss after
takeoff or when performing a go-around at an altitude of less than two
hundred forty-five feet (245’) radio altitude with the gear and flaps not in the
landing configuration. The alert envelope, shown in Figure 13, is predicated
upon the amount of terrain clearance available below the airplane versus
sink rate. Any significant loss of altitude prompts an aural alert of “DON’T
SINK, DON’T SINK”. The aural alert is sounded twice only, unless there is
a continued loss of altitude clearance.
D. Mode 4: Unsafe Terrain Clearance:
Mode 4 is subdivided into three sub-modes to address specific phases of
flight, airplane configurations and airspeeds. The sub-modes 4A, 4B and
4C are active in circumstances similar to those that prompt alerts and
warnings under Mode 2 and Mode 3, but provide increased situational
awareness when hazardous conditions are not as immediate.
Sub-mode 4A is active during cruise and approach with gear and flaps up,
with the alerting envelope predicated on speed and altitude. See Figure 14.
(This envelope also provides additional protection against a gear-up
landing). Flying in altitude and airspeeds from 1000 feet radio altitude at a
speed of 250 knots down to an altitude of 500 feet and a speed of 190
knots prompts an aural “TOO LOW TERRAIN” alert over speakers and
headsets and an amber text message TERRAIN on the PFD. If the airplane
is still in the clean configuration below 500 feet and at less than 190 knots,
the aural alert changes to “TOO LOW GEAR”. Either of these aural alerts is
sounded only once, unless there is further decrease of altitude / airspeed of
twenty percent (20%) or more.
Sub-mode 4B operates during cruise and approach with the landing gear
down, but with the flaps not in landing configuration. See the envelope
depicted in Figure 14. Below 1000 feet at 250 knots down to 245 feet at
159 knots with the flaps not fully extended prompts a “TOO LOW
TERRAIN” aural alert and the display of an amber TERRAIN on the PFD.
Below 245 feet and less than 159 knots, the aural alert changes to “TOO
LOW FLAPS”. The aural alerts are sounded only once unless there is a
further twenty percent (20%) degradation of clearance.

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Sub-mode 4C operates during climbout toward rising terrain that produces
a decrease in vertical clearance, but is not severe enough to prompt
activation of mode 2. See the alert envelope shown in Figure 15. After
takeoff or a go-around below 245 feet, and the gear and flaps not in landing
configuration, the airplane must continue to gain terrain clearance at a rate
that is equal to or exceeds 75% of the radio altitude averaged over the
previous fifteen (15) seconds, with no decrease. This envelope is upwardly
limited at 500 feet radio altitude at airspeeds less than 190 knots, and
expands linearly to 1000 feet at 250 knots. If airplane climb does not meet
the envelope gradients, an aural alert “TOO LOW TERRAIN” is heard and
the TERRAIN text alert is displayed on the PFD.
E. Mode 5: Excessive Deviation Below Glideslope:
Mode 5 provides terrain clearance alerts during ILS approaches. The alerts
are triggered at two different levels, depending upon how closely the
airplane is aligned with the glideslope and the terrain clearance available
below the airplane. The alerting envelope is shown in Figure 15. For
glideslope alerts to be operative, the airplane must be within two (2) dots of
localizer centerline, gear and flaps in the landing configuration and a valid
front course ILS signal received. As the airplane descends below 1000 feet
radio altitude on the localizer, any deviation below glideslope center that
exceeds 1.3 dots prompts an aural “GLIDESLOPE” alert and illumination of
the BELOW G/S lights below the cockpit glareshield. This aural alert is
sounded at only half of the volume of normal aural alerts, and is called a
“soft” alert. If the airplane deviates twenty percent (20%) further from the
1.3 dot displacement, the “soft” alert is repeated at increasingly faster
rates.
The BELOW G/S light is a dual function switchlight installation. The top half
of the switchlight is labelled BELOW G/S and illuminates amber when the
airplane deviates outside of the glideslope alerting envelope. The bottom
half of the light is labelled G/S INHIBIT. Pushing the switchlight will inhibit
further glideslope alerts. When the inhibit function is selected by pushing
the switchlight, the legend G/S INHIBIT illuminates blue. The inhibit
switchlight may be used to cancel Mode 5 alerts at any time the airplane is
below 2000 feet radio altitude. Once cancelled, Mode 5 alerting is reset
when the airplane descends below 30 feet, climbs above 2000 feet or the
ILS frequency is deselected then retuned. Mode 5 would then be available
for a subsequent approach in the event of a go-around
As the airplane descends to 300 feet and lower during the ILS approach, a
deviation from glideslope center of two (2) dots or more prompts aural
alerts “GLIDESLOPE” at normal (louder) volume. The aural alert is
sounded every three (3) seconds until the airplane returns to within 1.3
dots of glideslope center.
Both the 1.3 dot “soft” alert and the 2 dot normal aural alerts are
desensitized below 150 feet radio altitude to allow for glideslope beam
variations and to reduce the possibility of nuisance (unwarranted) alerts.
If the airplane is maneuvering at low altitude to capture the localizer for an
ILS approach, the upper altitude limit of the glideslope deviation alert
envelope is reduced to 500 feet radio altitude if the airplane is descending
at less than 500 FPM.
.

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F. Mode 6: Advisory Callouts:
The mode 6 advisory callouts are aural notifications of specific altitudes
and excessive bank angle. There are no visual text messages or displays
associated with mode 6. The specific altitudes announced over the cockpit
speakers and interphone system are selected upon installation of the
EGPWS system, as are the optional instrument approach minimum altitude
and excessive bank angle callouts. The following altitude callouts are most
commonly selected, but others may be selected by individual operators.
Different selections should be noted by system placards in the cockpit (if
confirmation of selected altitudes is required, note the callouts during
EGPWS self-test):
• “ONE THOUSAND”
• “FIVE HUNDRED”
• “FOUR HUNDRED”
• “THREE HUNDRED”
• “TWO HUNDRED”
• “ONE HUNDRED”
• “FIFTY”
• “FORTY”
• “THIRTY”
• “TWENTY”
• “TEN”
The above listed aural callouts are sounded by the EGPWS when the radio
altitude associated with the callout is reached. In addition to these
standardized callouts, aural notification of descent within one hundred feet
(100’) of instrument approach minimum altitude and reaching approach
minimum altitude will take place if the crew has manually entered the
minimum altitude (MDA or DH). The callouts are “APPROACHING
MINIMUMS” and “MINIMUMS” and are sounded only once during the
approach. (Other aural notification options may be selected and
programmed during system installation - monitor the callouts during self-
test for verification). If altitude callouts are not desired, selecting the RAD
ALT VOICE O/R switch on the O-RIDES panel (shown in Figure 9) will
inhibit the annunciation of callouts.
An aural notification of excessive bank angle is a standard option (others
are available for operator customizing). The business airplane bank angle
limits are set at forty degrees (40°) above 150 feet radio altitude. See
Figure 16. Below 150 feet, the bank angle limit is proportionally decreased
with altitude, down to ten degrees (10°) at thirty (30) feet. The feature is
inhibited below five (5) feet of altitude. If the airplane exceeds the bank
angle limit for altitude, an aural notification of “BANK ANGLE, BANK
ANGLE” is heard. If the bank limit is exceeded, the airplane must return to
a bank angle of thirty degrees (30°) or less to reset the excessive bank
callout.
G. Mode 7: Windshear Alerting:
If the airplane encounters environmental conditions often associated with a
windshear at lower altitudes, aural and visual caution and warning alerts

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are provided to the crew by mode 7 of the EGPWS. The operating
envelope for the windshear alert is shown in Figure 17.
Windshear alerting is computed using inputs from air data sensors for pitot/
static information, and accelerometers for sensing forces on the airplane.
The computer interfaces with the IRSs and DADCs for attitude and TAT
information, and with discretes for flap position and nutcracker switch data.
The computer generates windshear cautions and warnings that are
communicated via ARINC 429 bus inputs to the Symbol Generators for
display on the PFDs.
Mode 7 is operable between ten (10) and fifteen hundred (1500) feet radio
altitude during takeoff, approach or go-around. The Windshear Computer
detects suddenly changing headwinds and tailwinds, excessive updrafts
and downdrafts, and other factors indicating an impending microburst.
Moderate conditions of increasing headwind and updraft that do not
immediately hazard the airplane result in the aural message “CAUTION,
WINDSHEAR” over cockpit speakers and interphone, and the amber text
message WINDSHEAR displayed on the PFD. More severe conditions
(decreasing headwinds and downdrafts) prompt windshear warnings. The
aural warning “WINDSHEAR, WINDSHEAR, WINDSHEAR” is sounded,
and the red text warning WINDSHEAR is displayed on the PFD.
For both cautions and warnings, the aural message is repeated only once,
but the text message on the PFD remains in view until the airplane exits the
windshear conditions. The parameters that prompt the windshear cautions
/ warnings are adjusted as a function of available climb performance, flight
path angle, airspeeds that significantly vary from normal takeoff / approach
/ go-around speeds, and unusual fluctuations in Static Air Temperature
(SAT) often associated with microbursts.
4. Enhanced Mode Functions:
With the ability to compare accurate airplane position from FMS / IRS / GPS
systems with the terrain database stored within the computer, EGPWS is able to
improve the function of the seven basic modes of operation and provide the flight
crew with additional features.
A. Envelope Modulation:
EGPWS modifies the alert envelopes of some basic modes at specific
geographical locations where there are terrain features that are known to
cause nuisance alerts or to inhibit needed alerts. The alert envelope for
basic modes 4 (unsafe terrain clearance), 5 (excessive glideslope
deviation) and 6 (advisory callouts) is expanded at some locations that are
known to require additional terrain clearance, while at other locations
modes 1 (excessive descent rate), 2 (excessive terrain closure rate) and 4
(unsafe terrain clearance) are desensitized to avoid nuisance alerts
generated by known non-hazardous terrain.
B. Terrain Clearance Floor:
In conjunction with the Terrain Awareness Display (TAD), the Terrain
Clearance Floor (TCF) function alerts the flight crew at any time the
airplane descends below the TCF defined altitude regardless of airplane
configuration. The alert envelope is depicted in Figure 18. A descent below
the TCF will trigger the aural alert “TOO LOW TERRAIN” and the amber
text message TERRAIN on the PFD. This feature is operational at all times

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unless the TAD is inhibited. The floor is defined as seven hundred feet
(700’) above terrain for all areas except within fifteen (15) miles of airport
with a runway of 3500 feet or longer that is in the EGPWS database. As the
airplane approaches a database airport, the floor drops to four hundred
feet (400’) between twelve (12) miles and four (4) miles of the center of the
runway. On airplanes with EGPWS software version -210 -210 and higher
(SN 1426 and subsequent), the inner alert floor is lowered to two hundred
forty-five feet (245’) and positioned closer to the center of the runway
(typically 1/3 NM to 1 NM) due to the higher resolution of airplane position
relative to the terrain database. For SN 1426 and subsequent, this software
version also provides an identification logic that determines the most likely
destination runway based on airplane position and navigation information.
C. Runway Clearance Floor:
The Runway Clearance Floor (RCF) is very similar to the TCF, and is
available on -210 -210 software (SN 1426 and subsequent) equipped
airplanes. The RCF uses a computed Geometric Altitude (see the
description of Geometric Altitude in the following sections) in lieu of radio
altitude. RCF provides improved terrain alerting in locations where the
runway is located at a much higher altitude than the surrounding terrain, or
where an approach to the runway transits a steep decrease in terrain
clearance. If the airplane enters the RCF alert envelope, an aural “TOO
LOW TERRAIN” alert is sounded and the amber TERRAIN text message is
displayed on the PFD. The aural alert is not repeated unless there is a
further twenty percent (20%) decrease in terrain clearance. The amber
TERRAIN text message remains displayed on the PFD until the RCF alert
envelope is exited.
D. Look Ahead Terrain Alerting:
The EGPWS is able to anticipate potential hazards to the airplane by using
the terrain database and algorithms based on airplane position, flight path
vertical component (climb or descent), and airplane track and speed
relative to the terrain database. See Figure 19. The EGPWS projects a
terrain alert envelope ahead of the airplane, above and below the projected
flight path and laterally within ¼ mile and out to within ± three degrees (3°)
of track (or more if the airplane is turning). If the system algorithms predict
that the airplane will encounter hazardous terrain within sixty (60) seconds,
an aural “TERRAIN, TERRAIN” caution is sounded and the amber
TERRAIN text message is displayed on the PFD. The aural caution is
repeated every seven (7) seconds while the airplane is in the caution alert
envelope, and the text TERRAIN remains displayed until the airplane
clears the terrain caution envelope. If the airplane is projected to encounter
a terrain hazard within thirty (30) seconds, an aural “TERRAIN, TERRAIN”
followed by a “PULL UP, PULL UP” warning is sounded, and a red text
message PULL UP is displayed on the PFD. The aural warnings are
repeated continuously and the red PULL UP is displayed until the airplane
exits the terrain warning alert envelope.
E. Terrain Awareness Display (TAD):
The Terrain Awareness Display (TAD) is graphic representation of the
terrain within two thousand feet (2000’) above or below the airplane,
usually selected to the NAV / RADAR cockpit EFIS display by the EGPWS
options on the Display Controller. (The TAD may be selected for view on

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the PFD, in which case the display is similar to the weather radar display
mode in HSI format.) The terrain display defined altitudes are shown in
Figure 20. The TAD as it appears on cockpit EFIS displays is seen in
Figure 21. This display will automatically appear on the NAV display if a
terrain conflict is detected. The automatic display function is initiated by the
EGPWS computer that switches the Display Controller to the TAD mode. If
desired by the crew, the automatic TAD function may be inhibited with the
TERR INHIB switch on the O-RIDES panel located on the center pedestal.

CAUTION

THE TERRAIN AWARENESS DISPLAY (TAD) IS

INTENDED FOR USE ONLY AS AN ADVISORY OF
POTENTIALLY THREATENING TERRAIN AHEAD. IN
NO WAY SHOULD THE FLIGHT CREW USE THE
DISPLAY FOR NAVIGATION OF THE AIRPLANE OR
FOR GUIDANCE IN STEERING THE AIRPLANE
CLEAR OF TERRAIN.
The TAD offers a plan view image of surrounding terrain in patterns of
green, yellow and red in varying densities. Each specific color and intensity
represents terrain and / or obstacles above, level with or below the
airplane’s altitude based upon airplane position relative to the geographic
database. If the airplane is in an area not covered by the database
(typically near the poles) the display is low density magenta. Terrain that is
more than two thousand feet (2000’) below the airplane is not displayed,
nor is terrain within four hundred vertical feet (400’) of the elevation of the
nearest airport runway. See the table at the end of this topic for a full
description of the significance of the colors and densities of the TAD
function.
With the incorporation of the Peaks function, the TAD presents a digital
readout of the elevations of the highest and lowest terrain and / or obstacle
currently displayed. The numerical values of the readout are in hundreds of
feet above mean sea level (MSL), thus a display of 125 equals (=) 12,500
feet MSL. The elevation values are displayed in the same color as the
terrain of that elevation. The elevation of the highest terrain indicated in
red, the lowest in green. If there is no significant variation in terrain
elevation, for instance over flat terrain, only the highest elevation is
indicated numerically. The numerical elevation values are no longer
displayed when the airplane is five hundred feet (500’) or less above the
terrain (250’ if the landing gear is extended).
When the image is initially presented, the ten (10) mile range is the default
value - other range values must be manually selected. When potential
terrain conflicts prompt caution or warning alerts, the terrain and / or
obstacle is depicted in solid yellow for cautions and solid red for warnings.
Additionally, during alerts the image scale of the area immediately
surrounding the hazard is enlarged to better identify a small obstacle or
terrain feature.

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Color Indication
Solid Red Terrain / Obstacle Threat Area - Warning
Solid Yellow Terrain / Obstacle Threat Area - Caution
50 % Red Fill Terrain / Obstacle that is more than 2000 feet
above airplane altitude
50 % Yellow Fill Terrain / Obstacle that is between 1000 feet
and 2000 feet above airplane altitude
25 % Yellow Fill Terrain / Obstacle that is 500 feet (250 feet with
landing gear extended) below to 1000 feet
above airplane altitude
Solid Green (Peaks display) Shown only when no Red or Yellow Terrain /
Obstacles are within range of the display. The
highest Terrain / Obstacle is not within 500 feet
(250 feet with landing gear extended) of
airplane altitude
50 % Green Fill Terrain / Obstacle that is between 500 feet (250
feet with landing gear extended) and 1000 feet
below airplane altitude
50 % Green Fill (Peaks display) Terrain / Obstacle that is in the middle elevation
band when there is no Red or Yellow Terrain /
Obstacle within range on the display
16 % Green Fill Terrain / Obstacle that is between 1000 feet an
2000 feet below airplane altitude
16 % Green Fill (Peaks display) Terrain / Obstacle that is in the lower elevation
band when there is no Red or Yellow Terrain /
Obstacle within range on the display
Black No significant Terrain / Obstacle
16 % Cyan Fill (Peaks display) Water at mean sea level elevation (0 feet MSL)
Magenta Fill Unknown terrain. No terrain data in the
database for the magenta area shown

F. Geographic Altitude:
The alerts and displays generated by the EGPWS are most accurate when
airplane altitude can be determined with a high degree of certainty. To
obtain the highest accuracy in measuring airplane altitude, the EGPWS
computes a Geographic Altitude (GA). GA is a blended altitude derived
from all altimeter data sources available, and includes:
• Non-corrected standard altitude
• Runway calibrated altitude computed during takeoff
• GPS calibrated altitude
• Radio altitude calibrated during approach
• Barometric altitude, corrected for local conditions if available
For each of these readings, a Vertical Figure of Merit (VFOM) is
determined in order to calculate the importance of the individual reading in
blending the final GA computation. The final computed GA value is more
accurate than the value of individual sensor readings and allows a more

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precise determination of separation between the airplane and the terrain in
the EGPWS database.

NOTE:
A terrain awareness display with degraded accuracy
remains available if radio altitude information is lost. A
GA is formulated from the available altitude data
sources for computing the terrain display. A display
generated without radio altitude should be used only
as a general cue for terrain awareness, and should not
be relied upon for navigational purposes.
5. Controls and Indications:
A. Circuit Breakers (CBs):

Circuit Breaker Name: CB Panel: Location: Power Source:

EGPWS AC CPO D-10 L MAIN 115V AV φC
EGPWS DC CPO E-10 L MAIN 28V DC

B. Advisory (Blue) CAS Messages:

CAS Message: Cause of Meaning:

GPWS FAIL Ground Proximity Warning System (GPWS) has
failed.
WINDSHEAR FAIL Failure of essential input data from one or more of
the following: AOA, Stall Warning System or IRS
accelerometers.
TERRAIN INHIBITED Terrain inhibit switch selected ON.
TERRAIN NOT AVAIL Airplane position cannot be determined due to
failure / malfunction in GPS and / or IRS systems.

C. System Test:
The GPWS switch on the TEST panel, located on the cockpit center
console (location varies) initiates an EGPWS system self-test. Prior to
initiating a self-test, determine that the following conditions are met:
• Normal airplane power is available and EGPWS is ON
• No O-RIDE switches are selected (TERR INHIB, RAD ALT VOICE
O/R or GPWS VOICE O/R)
• No GPWS inoperative annunciations are displayed on CAS
Pressing the GPWS TEST switch will result in the following indications if
the system is functioning normally:
• CAS messages GPWS FAIL, WINDSHEAR FAIL, TERRAIN
INHIBITED and TERRAIN NOT AVAIL displayed
• Amber caution light BELOW G/S on
• “GLIDESLOPE” annunciation over cockpit speakers and interphone
• Amber BELOW G/S light extinguishes
• Blue G/S INHIBIT light on
• Blue G/S INHIBIT light extinguishes

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• Red PULL UP text warning displayed on PFD
• “PULL UP” aural annunciation over cockpit speakers and interphone
• Red PULL UP text warning clears
• Red WINDSHEAR text warning displayed on PFD
• “WINDSHEAR, WINDSHEAR, WINDSHEAR” aural annunciation
over cockpit speakers and interphone
• Red WINDSHEAR text warning clears
• Amber WINDSHEAR text caution displayed on PFD
• Amber WINDSHEAR text caution clears
• Red PULL UP text warning displayed on PFD
• “TERRAIN, TERRAIN” aural warning followed by “PULL UP, PULL
UP” aural warning annunciated over cockpit speakers and
interphone
• Terrain test pattern shown on cockpit displays
• Red PULL UP text warning clears
• CAS messages GPWS FAIL, WINDSHEAR FAIL, TERRAIN
INHIBITED and TERRAIN NOT AVAIL clear
• Terrain test pattern clears on cockpit displays
6. Limitations:
A. Flight Manual Limitations:
(1) Pilot’s Manuals:
The Honeywell Enhanced Ground Proximity Warning System Pilot’s
Guide, Publication Number 060-4241-000, Revision D, dated March
2000 (or later approved revision appropriate to the software version
below) shall be immediately available to the pilots for -208 -208 (SN
1390 through 1425) or -210 -210 (SN 1426 and subsequent).
(2) Clearance:
Pilots are authorized to deviate from their current Air Traffic Control
(ATC) clearance to the extent necessary to comply with an EGPWS
warning.
(3) Navigation:
Navigation is not to be predicated upon the use of the Terrain
Display.
(4) Database:
The EGPWS database, displays and alerting algorithms currently
account for man-made obstructions.
(5) Terrain Display:
The Terrain Display is intended to serve as a situational awareness
tool only, and may not provide the accuracy and / or fidelity on which
to solely base terrain avoidance maneuvering.
Terrain Display shall be selected OFF when within 15 NM of landing
at an airport when:
• The airport has no published instrument approach procedure
(-104 -104 software version only).

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• The longest runway is less than 3500 ft in length.
• The airport is not in the EGPWS database.
(6) TAWS:
The production EGPWS installation meets the requirements for
Class A TAWS as defined in Advisory Circular AC 25-23.
7. System Notes:
The EGPWS database consists of three (3) smaller databases:
• Terrain database that covers most of the earth
• Obstacles database that covers all charted obstacles in North America and
slightly beyond
• Runway database that covers all runways at least 3,500 feet in length
The database is updated when significant changes occur. The database updates
are on a PCMCIA card available from Honeywell. The number of the latest
database version is listed on the Honeywell website http://www.egpws.com/ or by
calling the EGPWS hotline at (800) 813-2099.

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EGPWS System Diagram

Figure 8

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O-RIDES / TEST Panels

on Center Pedestal
Figure 9

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Excessive Descent Rate Envelope - Mode 1

Figure 10

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Excessive Terrain Closure Envelope - Mode 2A

Figure 11

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Excessive Terrain Closure Envelope - Mode 2B

Figure 12

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Altitude Loss After Takeoff Envelope - Mode 3

Figure 13

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Unsafe Terrain Clearance

Envelope - Mode 4A and
Mode 4B
Figure 14

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Unsafe Terrain Clearance

Envelope - Mode 4C and
Excessive Glide Slope
Deviation - Mode 5
Figure 15

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Excessive Bank Angle Envelope - Mode 6

Figure 16

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Windshear Alerting
Envelope - Mode 7
Figure 17

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Terrain Clearance Floor Envelope

Figure 18

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Forward Looking Terrain Alerting Areas

Figure 19

Terrain Awareness Display Altitudes

Figure 20

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Terrain Awareness Display

Figure 21

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2A-34-60: Traffic / Aircraft Alert and Collision Avoidance System (TCAS /
ACAS)
1. General Description:
The Honeywell Traffic / Aircraft Alert and Collision Avoidance System (TCAS-2000
/ ACAS) is production installed on GIV Serial Number (SN) 1390 and subsequent.
Airplanes SN 1390 to 1433 were originally programmed with TCAS software
version 6.04 and SN 1434 and subsequent with ACAS software version 7.0.
Software version 7.0 is required for operation within European airspace. It is
expected that all TCAS equipped airplanes will be equipped with version 7.0. This
system description presumes the installation of software version 7.0.
TCAS/ACAS provides the flight crew with notifications of the presence of other
transponder equipped traffic in the vicinity that may present a collision hazard.
TCAS/ACAS can track up to fifty (50) airplanes simultaneously. The system
provides aural alerts to the presence of traffic, visual plots on cockpit displays of
the relative location of other airplanes, and aural and visual cues for evasive
maneuvers if collision is imminent. If both converging airplanes are equipped with
TCAS/ACAS and Mode S transponders, the systems mutually coordinate evasive
maneuvers to ensure diverging flight paths.
The system functions as a low-powered airborne equivalent of the ground-based
ATC system, interrogating and receiving replies from the transponders of other
airplanes. Transponder replies are used to plot the position of traffic, and for traffic
with Mode C and Mode S transponders, the altitude of the target is also
determined.
TCAS / ACAS consists of the following subsystems / components as shown in the
simplified block diagram in Figure 22:
• Two antennas, one on the top and one on the bottom of the airplane, each
located on airplane centerline forward of the main cabin door.
• System computer
• Cockpit displays
• Radio Tuning Unit (RTU) and Mode S ATC Transponder
The directional antennas interrogate and receive the transponder signals of other
airplanes and also continuously transmit a high speed data code (squitter) to
TCAS / ACAS equipped airplanes. Transponder responses from other airplanes
are processed in the TCAS / ACAS computer to determine relative closure vectors
for traffic within the defined alerting envelope. The alerting envelope has altitude
limit values that may be modified with selections made on the RTU.
The TCAS / ACAS computer communicates traffic information to the Display
Controllers (DCs) and Symbol Generators (SGs) for subsequent display on the
cockpit EFIS units. The TCAS / ACAS display is automatically selected to the NAV
display on airplane power up. The flight crew may deselect the TCAS / ACAS
display by using the Line Select Keys (LSKs) on the MAP menu of the DCs. The
TCAS / ACAS traffic display may also be shown on the CAS screen (DU #4) by
selecting TCAS / ACAS on the SYSTEMS menu on either DC. The TCAS / ACAS
traffic display will automatically “pop up” on DU #4 whenever conflicting traffic
penetrates the TCAS / ACAS alert envelope. Although the system tracks up to fifty
(50) airplanes, only fifteen (15) airplane targets may be displayed at one time due
to the limitations of the SGs.
The TCAS / ACAS computer has an internal synthetic voice component that
annunciates the presence of traffic over cockpit speakers and interphone. If the

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computer determines that an airplane presents an imminent collision hazard, the
synthetic voice directs the flight crew to make changes in the vertical speed of the
airplane to avoid the conflict. Any evasive maneuver directed by the TCAS / ACAS
computer is shown on the Primary Flight Display (PFD) in a cue format that guides
the flight crew to a safe separation distance.

NOTE:
TCAS / ACAS displays and alert messages are tools
to increase flight crew situational awareness. Other
tools include windshear and other EGPWS alerts.
Displays and annunciations are prioritized so that any
Windshear alert will override a EGPWS or TCAS /
ACAS alert, and any EGPWS alert will override a
TCAS / ACAS alert. In instances where TCAS / ACAS
alerts are overridden, only Traffic Advisories are
displayed and aural messages are temporarily
inhibited.
2. Subsystems, Units and Components:
A. TCAS / ACAS Antennas:
Two antennas (upper and lower) antennas are installed. The antennas
(shown in Figure 27) are directional receivers and omni-directional
transmitters operating in the L-Band of the radio spectrum. A signal
strength algorithm in the computer determines which antenna is used for
best system operation. Using the directional features of the antennas and
the elapsed time between interrogation and reply, the system computer
determines bearing and distance to the other airplane transponder. If the
received transponder signal is from an airplane with Mode C or Mode S,
the altitude encoded in the signal is used to locate the airplane in three
dimensions. Since TCAS / ACAS transmits and receives on the same
frequency as the ATC system, a pulse suppression circuit is incorporated to
prevent the TCAS / ACAS antennas from transmitting simultaneously with
the onboard transponder.
B. TCAS / ACAS Computer:
The TCAS / ACAS computer is installed in the right radio rack, and is
powered by φC of the Left Main 115V AC bus. The computer uses
transponder replies received from other airplanes to monitor flight path
tracks and determine potential conflicts. Conflicts are detected by
comparing airplane range versus range closure rate and airplane altitude
versus altitude closure rate. TCAS / ACAS can exchange data with other
airplanes having Mode S transponders at a range of forty nautical miles (40
NM) and can detect (but not communicate with) Mode S airplane targets up
to one hundred twenty miles (120 NM). For airplane targets with Mode A or
Mode C transponders, the range is twenty nautical miles (20 NM).
A TCAS / ACAS alerting envelope is formulated based upon the amount of
time available to the flight crew for evasive maneuvers at computed closure
rates. The alerting envelope is a three-dimensional space surrounding the
airplane that varies in size and sensitivity with altitude. Sensitivity levels
determine the alarm time, size of the protected area and the vertical
threshold for alerts. At higher altitudes the sensitivity level is expanded to

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provide a larger protected area since traffic density is lower (and travelling
at higher speeds). A protected area is defined by closure rate to a Closest
Point of Approach (CPA). The protected area is expanded at close range to
compensate for low closure rates, for example when two airplanes are on
similar flight tracks at similar speeds, but the tracks differ sufficiently for the
airplane tracks to converge at some point at a low closure rate. The vertical
threshold of the protected area is expanded slightly at higher altitudes
corresponding with higher sensitivity levels. TCAS / ACAS software version
7.0 is compliant with RVSM (Reduced Vertical Separation Minimums),
therefore the envelope size is predicated on vertical separations of 1,000
feet below FL 420 and vertical separation of 2,000 feet above FL 420. For
more specific information, consult the Honeywell Traffic Alert and Collision
Avoidance System (TCAS) Pilot’s Guide, publication number C28-3841-
005-00, dated September 1999 (or later approved revision).
If TCAS / ACAS determines that another airplane’s track will close within
the defined caution envelope, a Traffic Advisory in the format of an aural
message of “TRAFFIC, TRAFFIC” is annunciated over cockpit speakers
and interphones. Concurrently with the aural alert, the TCAS / ACAS
display will automatically “pop up” on DU #4 (the systems CAS display)
with conflicting traffic represented as a solid amber circle on the TCAS /
ACAS display. If traffic continues to close to within the warning envelope,
the traffic is displayed as a solid red square on the TCAS / ACAS display
accompanied by an aural message instructing the flight crew to take
evasive action. Visual cues are presented on the Primary Flight Display
(PFD) directing a change or restriction in vertical speed to avoid collision.
The aural instructions and PFD cues are termed Resolution Alerts (RAs).
After completion of the avoidance maneuver and traffic separation
distances increase beyond the alerting envelope, an aural message
“CLEAR OF TRAFFIC” is sounded, signalling the flight crew that they may
return to the previously assigned flight parameters. Traffic Advisories and
Resolution Alerts with accompanying display characteristics are discussed
in the Cockpit Displays and Aural Messages section below.

WARNING

DO NOT RELY SOLELY ON TCAS / ACAS OR AIR

TRAFFIC CONTROL FOR COLLISION AVOIDANCE:
• TCAS / ACAS CANNOT DETECT AIRPLANES
WITH INOPERATIVE OR NON-ICAO
COMPLIANT TRANSPONDERS
• TCAS / ACAS REQUIRES A VALID ON-BOARD
MODE S TRANSPONDER, A VALID
BAROMETRIC ALTIMETER SOURCE AND A
VALID RADIO ALTIMETER SOURCE
• TCAS / ACAS CAN PROVIDE RESOLUTION
ALERTS ONLY FOR AIRPLANES WITH
OPERATING ICAO COMPLIANT
TRANSPONDERS WITH ALTITUDE REPORTING
FUNCTIONS
• FOR AIRPLANES WITH ICAO TRANSPONDERS

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WITHOUT ALTITUDE REPORTING FUNCTIONS,
TCAS / ACAS CAN ONLY PROVIDE TRAFFIC
ADVISORIES

WARNING

TCAS / ACAS MAY NOT ALWAYS INHIBIT

RESOLUTION ALERT MANEUVER COMMANDS IN
FLIGHT REGIMES THAT MAY SIGNIFICANTLY
REDUCE STALL MARGINS. EXAMPLES ARE:
• BANK ANGLES EXCEEDING 15°
• ENGINE OUT (CREW SHOULD SELECT
TRAFFIC ADVISORIES ONLY ON DISPLAYS)
• ABNORMAL CONFIGURATIONS - SUCH AS
GEAR UN-RETRACTED WHICH WOULD LIMIT
AIRPLANE PERFORMANCE
• OPERATION AT TEMPERATURES BEYOND ISA
STANDARDS - ± 27.8°C (50°F)
• SPEEDS BELOW NORMAL OPERATING
SPEEDS
• AT BUFFET MARGINS LESS THAN 0.3 “G”
• DURING A TCAS / ACAS TO TCAS / ACAS
SENSE REVERSAL
C. Cockpit Displays and Aural Messages:
The TCAS / ACAS display on Display Unit (DU) #4 (CAS) is a map view
with a range of five (5) miles. At the center of the display is an airplane icon
surrounded by a ring of twelve (12) dots at a range of two (2) miles. The
dots represent clock positions and are shown as an aid in sighting detected
traffic. See the illustration in Figure 23.
When selected to the cockpit NAV displays, TCAS / ACAS is in MAP mode
and the range may by adjusted with the weather radar range controls (on
the DCs). A typical display is shown in Figure 24. If TCAS / ACAS is
tracking a target that is outside of the selected display range, the target will
be shown at the perimeter of the display with only half (½) of the
appropriate symbol visible. Although the maximum traffic detection range
for TCAS / ACAS is 120 NM in front of the airplane and 15 NM behind the
airplane, a smaller range setting offers better traffic discrimination in high
density airspace.
TCAS / ACAS symbology is the same on both the DU #4 and NAV displays.
Traffic is represented in different icon shapes and colors corresponding to
the potential threat of collision:
• - a red square represents a Resolution Alert (RA) for conflicting
traffic that poses a collision danger within 15 to 35 seconds
• - an amber circle represents a Traffic Alert (TA) for conflicting
traffic that poses a collision danger within 20 to 48 seconds
• - a cyan (blue) diamond represents proximate traffic that is within
± 1200 feet of airplane altitude, but whose projected track does not
pose a collision danger

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• - a hollow cyan diamond represents other traffic more than ±
1200 feet from airplane altitude that does not hazard the airplane
When the detected traffic is equipped with a functioning Mode C or Mode S
transponder, a two digit display of the altitude of the traffic in hundreds
(100’s) of feet accompanies the symbol. If the traffic is above airplane
altitude, the two digits are shown above the symbol and preceded by a plus
(+) sign, and if the traffic is below the airplane the digits are placed below
the symbol and preceded by a minus (−) sign. For example, +13
represents proximate traffic 1300 feet above the airplane, while
−08symbolizes proximate traffic 800 feet below the airplane. If the
detected traffic is climbing or descending more than 500 feet per minute
(FPM), an arrow is placed to the right of the symbol pointing in the direction
of altitude change. Examples are ↓+13 and ↑−08.
If TCAS / ACAS is unable to determine the bearing of a target, the
appropriate color coded symbol will be shown at the lower center of the
display with altitude information if available. Failure to determine target
bearing is most likely due to high bank angles masking antenna functions.
Bearing information is usually available as soon as bank angle is
moderated.
The flight crew may choose to have the traffic altitude displayed in absolute
altitude rather than as a relative altitude difference from the airplane. If
absolute altitude is selected, the traffic symbol is accompanied by the
altitude readout reported by the ATC transponder. Absolute altitude reverts
to relative altitude after 10 seconds.
The altitude range for TCAS / ACAS traffic surveillance is normally limited
to ±2700 feet of airplane altitude (NORM on the RTU TCAS / ACAS control
page). The altitude envelope may be expanded above and below the
normal range with selections on the RTU. If ABOVE is selected, the
envelope is set between −2700 feet and +7000 feet. If BELOW is selected,
the envelope is set between +2700 feet and −7000 feet.
If the closest point of approach of any traffic is near enough to generate a
RA, avoidance maneuver cues will automatically be displayed on both
PFDs accompanied by aural instructions. An RA as presented on the PFD
is shown in Figure 25. The Flight Director command bars are removed from
view and the PFD will display climb or descent rates to avoid in the format
of a red outlined trapezoid above, below or above and below the airplane
symbol on the PFDs. The trapezoid enclosed areas represent vertical
speeds that lead to a potential collision. A fly-to target in the form of a
rectangular box outlined in green is displayed representing the desired
airplane vertical speed for collision avoidance. The airplane should be
maneuvered so that the airplane symbol on the PFD is within the green
fly-to box. A RA that does not require modification of present vertical speed
is termed a “preventative” RA, and in this case a green fly-to box is not
shown, only the red vertical speed avoidance cues are presented.
The airplane symbol on the PFD is normally yellow, however during a RA
display, the airplane symbol will be red if the airplane is flown in the vertical
speed area(s) outlined in the red trapezoid(s), and colored green if the
airplane is flown within the vertical speeds defined by the green fly-to box.
The RA vertical speed commands are programmed to be within the
airplane performance capability and should usually only require altitude

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changes of 300 to 500 feet and loads of ¼ ″G″ or less.
The display of RA guidance on the PFD and the MAP mode depiction of RA
traffic on the NAV / CAS displays are accompanied with aural commands to
emphasize the evasive maneuver. The TCAS / ACAS aural commands are
tabulated below:

Aural Command Meaning

“MONITOR VERTICAL SPEED - Keep vertical speed outside of the
MONITOR VERTICAL SPEED” ranges defined by the red trapezoid(s)
on the PFD.
“CLIMB - CLIMB” Promptly establish a rate of climb of
1500 FPM or more.
“CLIMB, CROSSING CLIMB - CLIMB, Promptly establish a rate of climb of
CROSSING CLIMB” 1500 FPM or more for a climb that will
cross the flight path of conflicting traffic.
“DESCEND - DESCEND” Promptly establish a rate of descent of
1500 FPM or more.
“DESCEND, CROSSING DESCEND - Promptly establish a rate of descent of
DESCEND, CROSSING DESCEND” 1500 FPM or more for a descent that
will cross the flight path of conflicting
traffic.
“REDUCE DESCENT - REDUCE Promptly reduce descent rate to match
DESCENT” the rate shown in the green outlined
rectangle on the PFD.
“REDUCE CLIMB - REDUCE CLIMB” Promptly reduce climb rate to match the
rate shown in the green outlined
rectangle on the PFD.
“CLIMB, CLIMB NOW - CLIMB, CLIMB (Following a DESCEND advisory when
NOW” circumstances require a reversal of
direction.) Promptly establish a rate of
climb of 1500 FPM or more.
“DESCEND, DESCEND NOW - (Following a CLIMB advisory when
DESCEND, DESCEND NOW” circumstances require a reversal of
direction.) Promptly establish a rate of
descent of 1500 FPM or more.
“INCREASE CLIMB - INCREASE Promptly increase rate of climb to 2500
CLIMB” FPM or more.
“INCREASE DESCENT - INCREASE Promptly increase rate of descent to
DESCENT” 2500 FPM or more.
“ADJUST VERTICAL SPEED, ADJUST” Adjust vertical speed to the range
displayed on the PFD.
“MAINTAIN VERTICAL SPEED, Maintain current climb or descent rate
MAINTAIN” as shown on PFD to ensure traffic
separation.
“MAINTAIN VERTICAL SPEED, Maintain current climb or descent rate
CROSSING MAINTAIN” as shown on PFD to ensure traffic
separation - maneuver requires
crossing flight path of conflicting traffic.
“CLEAR OF CONFLICT” Promptly return to and / or maintain last
assigned flight profile.

NOTE:

TCAS / ACAS visual and aural alerts are restricted in

certain areas of the airplane operating envelope:

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• No CLIMB commands are issued when the
airplane cannot maintain a climb rate of 1,500
FPM.
• No INCREASE CLIMB commands are issued
when the airplane cannot achieve a climb rate of
2,500 FPM.
• No INCREASE DESCENT commands are issued
at altitudes less than 1,450 feet AGL (radio
altitude).
• No DESCEND commands are issued when
climbing at altitudes less than 1,200 feet AGL or
descending at less than 1,000 feet AGL (radio
altitude).
• No Resolution Advisories are issued when climbing
at altitudes less than 1,100 feet AGL or descending
at less than 900 feet AGL (radio altitude).
• No Aural Traffic Advisories are issued at altitudes
less than 500 feet AGL (radio altitude).
• No Visual Traffic Advisories are issued for traffic
with a transponder altitude readout of less than 380
feet AGL.
• In high density traffic areas, TCAS / ACAS reduces
transponder interrogation power in order to limit
interference with the ATC system. As a result,
some targets at the outer perimeter of system
surveillance range will not be shown on cockpit
displays.
D. Radio Tuning Unit (RTU) and Mode S ATC Transponder:
Two Collins RTU-4220 Radio Tuning Units (RTUs) are installed in the
cockpit center console, one for each crew position. TCAS / ACAS
selections are made by pressing the Line Select Key (LSK) adjacent to the
TCAS / ACAS section of the main display page. Pressing the LSK twice will
access the TCAS / ACAS sub-display. See Figure 26 for an illustration of
the TCAS / ACAS sub-display on the RTU. On the sub-display page, menu
items may be selected with LSK entries. Available options are:
• Mode selections for Traffic Advisories and Resolution Alerts (TA /
RA), Traffic Advisories only (T / A) or Standby (STBY)
• Display of absolute altitude (ABS) or relative altitude (REL) for
TCAS / ACAS targets with Mode C or Mode S transponders (the
ABS reverts to REL after 10 seconds)
• TRAFFIC selection to display other traffic that is determined not to
be a collision hazard
• Selection of envelope altitude parameters for monitoring TCAS /
ACAS traffic. ABOVE sets the envelope from 2,700 feet below the
airplane to 7,000 feet above, BELOW sets monitoring between
2,700 feet above to 7,000 feet below the airplane, and NORMAL
sets the envelope between 2,700 feet above and 2,700 feet below
the airplane.

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• TEST will initiate an eight (8) second system self-test that may be
accomplished in the air or on the ground. If the airplane is on the
ground and the TEST LSK is pushed and held in, a longer
maintenance test will be initiated. Either the short or long test will
also check the ATC transponder system.
Dual Collins TDR-94D Mode S transponders are installed in the nose of the
airplane within the radome. Two transponder antennas are located on the
bottom of the fuselage as shown in Figure 27. The transponders are
controlled with LSK selections (on the ATC main display page) and the
rotary knob on the RTU. Only one transponder is active at a time. LSK
selections designate the active transponder and assigned ATC codes are
entered with the rotary knob. An IDENT button on the upper right of the
RTU is used to respond to identification requests from ATC. LSKs may also
be used to turn off the altitude reporting feature of the transponder, and
initiate a system test for both the transponders and TCAS / ACAS system
from the RTU ATC main display page.
Annunciations presented on the ATC main display page include:
• RPLY shown in cyan (blue) when the transponder is replying to an
interrogation signal
• XPDR FAIL shown in amber (yellow) when the selected active
transponder has failed
• TYPE S is shown identifying that the transponder is compatible for
TCAS / ACAS operation
• ID is displayed when the IDENT button has been pushed
3. Controls and Indications:
A. Circuit Breakers (CBs):

Circuit Breaker Name CB Panel Location Power Source

TCAS CP D - 11 L MAIN 115V AC φC
XPNDR #1 CP H - 11 EMER 28V DC 1A
XPNDR #2 CP I - 11 R MAIN 28V DC

B. Advisory (Blue) CAS Messages:

CAS Message Cause or Meaning

TCAS FAIL TCAS / ACAS system has failed

C. TCAS / ACAS Self-Test:

Prior to initiating the eight (8) second self-test, turn on all displays with the
NAV displays in MAP mode, select TA ONLY or TA / RA on the TCAS main
page of the RTU display, select TCAS on the systems display of DU #4
(CAS) and select ATC transponder #1 altitude reporting ON with the
transponder in standby.
Press the ATC 1 transponder TEST button until the aural annunciation
“TCAS TEST” is heard. The following indications are shown on the NAV
and / or CAS displays:
• A solid blue diamond ↓ (proximate traffic) positioned at one
o’clock with an arrow pointing down and a relative altitude below the

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symbol of -10 (indicates 1,000 feet below TCAS / ACAS test
airplane)
• A hollow blue diamond (other traffic) positioned at eleven o’clock
with no arrow and a relative altitude above the symbol of +10
(indicates 1,000 feet above TCAS / ACAS test airplane)
• A solid red square (RA) at three o’clock with no arrow and a
relative altitude above the symbol of +02 (indicates 200 feet above
TCAS / ACAS test airplane)
• A solid amber circle (TA) positioned at nine o’clock with an
upward pointing arrow and a relative altitude of - 02 (indicates 200
feet below TCAS / ACAS test airplane)
• TCAS FAIL message shown in blue on the CAS display for the
duration of the test
• After eight seconds, an aural annunciation of “TCAS TEST PASS” or
“TCAS TEST FAIL”

NOTE:

ATC transponder #2 may be used for the self-test if

transponder #1 is turned OFF.

CAUTION

ACTIVATING THE SELF-TEST WHILE AIRBORNE

WILL BLOCK ALL TRAFFIC INFORMATION DISPLAY
AND ANNUNCIATIONS FOR THE EIGHT SECOND
DURATION OF THE TEST.
4. Limitations:
A. Flight Manual Limitations:
(1) Pilot’s Manuals:
The Honeywell Traffic Alert and Collision Avoidance System (TCAS)
Pilot’s Guide, publication number C28-3841-005-00, dated
September 1999 (or later approved revision) shall be immediately
available to the pilots. The Honeywell SPZ-8400 Digital Automatic
Flight Control System Pilot’s Manual for the Gulfstream IV,
publication number A28-1146-097-02, Revision 2, dated October
1999 (or later approved revision) shall be immediately available to
the pilots. This applies to airplanes SN 1390 and subsequent.
(2) TCAS Operating Constraints:
With 6.04A software installed, all Resolution Advisory (RA) and
Traffic Advisory (TA) aural messages are inhibited at a radio altitude
less than 1,100 feet climbing and 900 feet descending.
With 7.0 software installed (SN 1434 and subsequent), all RA and
TA aural messages are inhibited at a radio altitude less than 500 feet
±100 feet.
(3) Clearance:
The pilot is authorized to deviate from ATC to the extent necessary
to comply with a Resolution Advisory (RA).

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(4) Traffic Advisories:
The pilot must not initiate evasive maneuvers based solely on
information from a Traffic Advisory (TA). Traffic Advisory information
should be used only as an aid to visual acquisition of traffic.
(5) Resolution Advisories:
Compliance with TCAS Resolution Advisories (RA) is required
unless the pilot considers it unsafe to do so. Maneuvers which are in
the opposite direction of an RA are extremely hazardous and are
prohibited unless it is visually determined to be the only means to
assure safe separation.
(6) Clear Of Conflict:
Prompt return to the ATC cleared altitude must be accomplished
when “CLEAR OF CONFLICT” is announced.

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TCAS / ACAS System Simplified Block Diagram

Figure 22

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TCAS / ACAS Display on DU #4

Figure 23

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TCAS / ACAS Display in MAP Mode

Figure 24

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TCAS / ACAS RA Display on the PFD

Figure 25

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Radio Tuning Unit (RTU)

Figure 26

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TCAS / ACAS
Transponder Antenna
Locations
Figure 27

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