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Honeywell

MK Vand MK VII
Enhanced Ground Proximity Warning System (EGPWS)
andRunway Awareness Advisory System (RAAS) Pilot Guide
060-4241-000 Rev. E- December 2003
MKV& MKVII EGPWS PilotGuide
This document is an unpublished work
Copyright 2003
Honeywell International Inc .
All rights reserved
This document and all information and expression
contained herein are the property of Honeywell
International Inc ., and is provided to the recipient in
confidence on a "need to know" basis. Your use of this
document i. stric tly limit ed [ 0 a legit imat e husin ess
purpose r equ ir ing t he inf ormat ion contai ned ther ein .
Your use of this document constitutes acce ptance of these
terms .
060-4241-000 Rev. E- December 2003
MJ( v & MJ( VU EGPWS PilotGuide
TABLE OF CONTENTS
SECTIO 1 Introducti on 2
SEGfiO 2 System Descripti on 5
SECTION 3 Operati onal Procedures 44
SECTION 4 Definiti ons 55
Runway Awareness And Advisory System - 7
Request for Informati on 92
060-4241-000 Rev. E December 2003
MKv& MK VIIEGPVIS PIlotGul de
SECTION 1 This Pilot Guide describes thefunctions andoperation ofthe
MKV andMKVII Enhanced Ground ProximityWarning System
INTRODUCTION (EGPWS) .
Thedocument is divided intofour sections: Section I is this
introduction andthefollowing briefdescription ofthe EGPWS
anditsfeatures; Section 2 provides a functional description of
theEGPWS. This includes descriptions of thevarious system
modes, Built-In Test (BIT) and monitoring functions, and
system features; Section 3 provides general operating
procedures tofollowwhenthesystem gives a caution or
warning alert; Section 4provides definitions oftermsusedin
this manual.
This guide does not supercede FAA approved data,
Flight Manuals, individual Operations Manuals,
requirements, or procedures. Pilots should be
thoroughly familiar with their own company policies,
system configuration, requirements, and procedures
with respect to the operation of aircraft with the
EGPWS.
WHAT IS THE
EGPWS?
Theinformation in thisdocument is intended as a general
explanation ofthe Honeywell EGPWS. It contains a general
description ofsystem performance assuming identified options
are active, and highlights deviations insystem performance
resulting whena feature isdisabled.
TheEGPWS is a Terrain Awareness andAlerting system
providing terrainalerting anddisplay functions with additional
features.
TheEGPWS usesaircraft inputs including geographic position,
attitude, altitude, airspeed, andglideslope deviation. These are
usedwith internal terrain, obstacles, andairportdatabases to
predicta potential conflict between theaircraft flight pathand
terrainor an obstacle. Aterrainor obstacle conflict results in
theEGPWS providing a visual andaudio caution or warning alert.
Additionally, theEGPWS provides alertsforexcessive glideslope
deviation, toolowwith flaps or gearnot inlanding
configuration, andoptionally provides bankangle andaltitude
callouts basedonsystem programpinselection. Detection of
severe windshear conditions isalsoprovided forselected
aircraft types whenenabled.
0604241000 Rcv. E December 2003
MKV& MKVlI EGPWSPilot Guide
WHAT IS THE
EGPW5?
CO N TI N U ED
TheEGPWS incorporates several "enhanced" features:
Terrain Alerting and Display (TAD) provides a graphic
display ofthesurroundingterrain ontheWeather Radar
Indicator, EFIS, or a dedicated display. Based onthe
alrcralt's position and Ole internal database, Ole terrain
topography (within thedisplay rangeselected) thatis above
or within 2000feet belowtheaircraft altitude ispresented on
thesystem display. This feature is anoption, enabled by
program pinsduring installation.
"Peaks" isa TADsupplemental feature providing additlonal
terrain display featuresforenhanced . ituational awareness,
independent oftheaircraft'saltitude. This includes digital
elevations for thehighest andlowest displayed terrain,
additional elevation (color) bands, anda unique representa-
tionof0 MSL elevation (sealevel anditscorresponding
shoreline) . This feature isanoption, enabled byprogram
pinsduring installation.
"Obstacles" is a featureutilizing anobstacle database for
obstacle conflict alerting anddisplay EGPWS caution and
warningvisual andaudioalerts areprovided whena conflict
is detected. Additionally, when TAD isenabled, Obstacles are
graphically displayed similar toterrain. This feature isan
option, enabled byprogrampinsduring installation.
AprocessfeaturecalledEnvelope Modulation utilizes the
internal databa;e to tailor EGPWS alertsat certain geographic
locations toreducenuisance alerts andprovide added
protection.
ATerrain Clearance Floor feature addsanadditional
clement ofprotection byalerting thepilotofpossible
premature descent. This isintended for non-precision
approaches andis based onthecurrentaircraft position
relative to thenearest runway Thi feature is enabled with
the TAD feature,
In -210-210 andlaterversions, a RunwayField Clearance
Floor ( RFCF) feature isincluded. This is simllar to thereF
feature except that RFCF is basedon thecurrentaircraft
position andheight above thedestination runwaybased on
Geometric Altitude (seenext page). This provides im-
proved protection at locations wherethedestination runway
is Significantly higher thanthesurrounding terrain.
060-4241-000 Rev. E- December 2003
MKV& MKVII EGPWS Pilot Guide
WHAT IS THE
EGPWS?
CONTINUED
PHYSICAL
DESCRIPTION
AnAural Declutter feature reducesthe repetition ofwarn-
ingmessages. This feature isoptional, and may be disabled
bysystem programpinsduringinstallation.
Geometric Altitude, basedon GPS altitude, is a computed
pseudo-barometric altitude designed to reduceor eliminate
altitude errors resulting from temperature extremes, non-
standardpressurealtitude conditions, andaltimeter
miss-sets. This ensuresan optimal EGPWS alerting and dis-
play capability.
Runway Alerting & Advisory System (RAAS)
The EGPWS also providespositionawareness advisories
relative to runways during ground operations and
approach to land. This newfeature is knownas
"Runway Awareness and Advisory System" - RAAS (only
available in -218-218 or later versions).
Some of thesefeatures have beenaddedto theEGPWS as the
system evolved andare not presentin all Enhanced Ground
ProximityWarning Computer (EGPWC) part numbers. Forspe-
cific effeCtivity, refertoanapplicable Airplane Flight Manual
(AFM) or EGPWS Airplane Flight Manual Supplement (AFMS) or
contact Honeywell forassistance.
TIle EGPWC is packaged in a 2 MCV ARINC 600-6rackmounted
enclosure weighing lessthan8lbs. No special vibration isolation
mounting or forced air-cooling isrequired.
115VAC (400HZ.) or 28VDe versions oftheEGPWe are avail-
able. Units are alsoavailable with aninternal GPS receiver for
requiredGPS datawhenanotherGPS sourceis not available.
Formoredetailed descriptions andinformation , contact
Honeywell.
0604 24 1000 Rev. E December 200.\
MKVa MK \11 EGPWSPilol Guide
SECTION 2
SYSTEM DESCRIPTION
Enhanced Ground Proximity Warning System 6
EGPWS Database 6
Basic Functions:
Mode 1 - Excessive Descent Rate 8
Mode 2 - Excessive Closure to Terrain ........ ................... ..................... 9
Mode 3 - Altitude Loss After Takeoff 12
Mode 4 - Unsafe Terrain Clearance 13
Mode 5 - Excessive Deviation Below Glideslope 17
Mode 6 - Advisory Callouts 19
Mode 7 - Windshear Alerting 23
Enhanced Functions:
Envelope Modulation 25
Terrain Clearance Floor 25
Runway Field Clearance Floor 27
Terrain Look Ahead Alerting 27
Terrain Alerting and Display 29
Non-Peaks Display 30
Pop-Up and Auto-Range 32
Peaks Display 32
Geometric Altitude 36
Weather Radar Auto-Tilt 37
Aural Message Priority...... .... ... .... ......... ........ ....... ........... ........ ... ...... 37
System Inputs 39
System Outputs 41
Options 41
060-4241-000 . Rev. E- December 2003
MKV& MK VIIEGPWSPilot Guide 5
ENHANCED
GROUND
PROXIMITY
WARNING
SYSTEM
EGPWS
DATABASE
6
TheEGPWS incorporates the functions ofthebasicGround
ProximityWarningSystem (GPWS) . This includes the following
alerting modes:
Mode 2
Mode 1 Eat...I". T. " , ln
EAtu , I.." Dn ce "t Rat.

Sinkriil e
"T' (l aJn.. Terr. ..n"
'PIJII up

Mode 3
Mode 6
Atti1udl Lon AtI.f Tlkeoff
Advl !lory Callout a
"DonI Sin".
"a.". AngJp*
DontSm.
...,lltlmUl7ts
SefKt Hl AJtdlldes
Mode 4
Mode 5
u".. ,. Tllrraln ( Il u anel
Eltcenlve D''t l. tlon S,low
'Tootew-
Glldulop.o
TooLtl w. GtI. '
"Gllde.lop. "
"TooLow..Flaps'
Additionally, Windshear alerting (Mode 7) is provided for spe-
cific aircrafttypes. Mode 7 provides windshear caution and/or
warningalertswhen an EGPWS windshear threshold isex-
ceeded.
TheEGPWS adds tothese7 basicfunctions theability to com-
pare the aircraft position toaninternal database andprovide
additional alertinganddisplaycapabilities for enhancedsitu-
ational awareness andsafety (hence the term"Enhanced"
GPWS).
TheEGPWS internal databaseconsists offoursub-sets:
1. Aworldwide terraindatabase ofvarying degrees ofresolu-
tion.
2. Anobstacles database containing catalogedobstacles 100
feet or greaterinheight located within NorthAmerica, por-
tions of Europeand portions oftheCaribbean (expanding
as datais obtained).
3. Aworldwide airportdatabase containing information on
runways 3500feet or longerin length. Fora specific listof
theairportsincluded, referto Honeywell document 060-
4267-000 or access on theInternet at website
www.egpws.com.
4. AnEnvelope Modulation database tosupport the Envelope
Modulation feature discussedlater.
060- 424 1-000 Rev. E - December 2003
MKV& MKVIIEGPWSPilot Guide
EGPWS
DATABASE
CONTINUED
Honeywell is constantlystriving toimprove theEGPWSdata-
base incontent, resolution, andaccuracy. Notification ofa
Database update is accomplished byService Bulletin. Data-
baseupdates are distributed on PCMCIA data cardsand
downloadedvia a cardslotinthe front panelofeachEGPWC.
Contact Honeywell foradditional information.
Because theoverwhelming majority of "Controlled Flight Into
Terrain" (CFIT) accidents occurnearanairport, andthefact
thataircraft operate inclose proximity toterrain near an air-
port, and to address prevention of airport runway/taxiway
incursions, theterrain database contains higher resolution
gridsforairportareas. Lower resolution grids are usedout-
sideairportareaswhere aircraft enroute altitude makecm
accidents lesslikely andterrain feature detail is lessimportant
totheflight crew.
With theuse ofaccurate GPS or FMS information, theEGPWS
isprovided present position, track, andgroundspeed. With
this information theEGPWSisabletopresenta graphical plan
view oftheaircraft relative totheterrain andadvise theflight
crewofa potential conflict with the terrain or obstacle. Con-
flicts arerecognized andalertsprovided when terrainviolates
specific computed envelope boundaries onthe projectedflight
pathoftheaircraft. Alerts are provided intheform ofvisual
light annunciation ofa caution or warning, audioenunciation
basedonthe type ofconflict, andcolorenhanced visual display
ofthe terrain or obstacle relative totheforward lookoftheair-
craft. The terrain display is provided ontheWeather Radar
Indicator, EFIS display, or a dedicated EGPWSdisplay andmay
or may not be displayed automatically.
Also available withhighintegrity GPS data is alertingadvi-
soryinformation to help preventrunway/taxiway incursions
in the formof audio advisory alerts.
The following sections provide functional descriptions ofthe
EGPWSbasic andenhanced functions andfeatures, and system
inputandoutput requirements.
o6lH24 1-000. Rev. E- December 2003
MKV& MKVIIEGPWS Pilot Guide 7
Mode 1provides alertsfor excessive descent rateswith respect
toaltitude AGLandis active for all phases offlight. This mode
has inner and outer alert boundaries as illustratedin the
diagramandgraphbelow.
Penetration of the outer boundary activates theEGPWScaution
EXCESSIVE
DESCENT
RATE
BASIC FUNCTIONS:
MODE 1
o 2000 4UOO 6l:O:) 8000
Oe s c",, ' ' h I e l ' EE T/ MI NUT[)
GLIDESLOPE
DEVIATION
BIAS
lights and "SINKRATE, SINKRATE" alert enunciation.
Additional"SINKRATE, SINKRATE" messages will occur for
each20%degradation in altitude.
Penetration ofthe inner boundary activates theEGPWS
warning lights and changes theaudiomessageto "PUll UP"
which repeats continuouslyuntil theinner warning boundary
is exited.
Note: "Pull Up" maybeprecededby"Whoop, Whoop" ill
some configurations basedon theaudiomenuoption selected.
If avalid 11$ Glideslopefrontcourseis received andtheaircraft
isabove theglideslope centerline, theouter (sinkrate)
boundary is adjusted todesensitize thesinkrate alerting. This
is to prevent unwanted alertswhentheaircraft is safely
capturingtheglideslope(or repositioningtothecenterline)
fromabovethe beam.
060-424 J 000 Rev. E - December 200.)
MK V& MK vnEGPWSIJi!ol Guide
MODE 1
CONTINUED
S T EEP
ApPROACH
BIAS
MODE 2
EXCESSIVE
CLOSURE T O
TERRAIN
MODE2A
If the Aural Declutter feature is disabled, the sinkrate alert
boundary remains fixed andtheauralmessage "SINKRATE"
repeats continuously until theouterboundary is exited.
TheEGPWS offers a Steep Approach option forgiven aircraft
types (typicallybizjets) thatdesensitizes thealert boundaries
topermitsteeper thannormal approaches without unwanted
alerts.
Mode 2 provides alerts tohelpprotect theaircraft from
impacting thegroundwhen rapidly rising terrain with respect
tothe aircraft isdetected. Mode 2 is basedonRadio Altitude
andonhowrapidly Radio Altitudeisdecreasing (closure rate).
Mode 2 exists intwo forms, 2A and2B.
Mode 2A isactive during climbout, cruise, andinitial approach
(flaps not inthelanding configuration andtheaircraft not on
glideslope centerline). If theaircraft penetrates theMode 2A
caution envelope, theauralmessage ''TERRAIN, TERRAIN" is
generated andcockpit EGPWScaution lights will illuminate. If
theaircraft continues topenetrate theenvelope, theEGPWS
warning lights will illuminate andtheauralwarning message
"PUll. UP"is repeated continuously until thewarning
envelope isexited.
Note: "Pull Up" may be precededby"Whoop, Whoop" in some
configurations basedontheaudiomenuoption selected.
Upon exiting thewarning envelope, if terrain clearance
continues todecrease, theauralmessage "TERRAIN" will be
given until theterrain clearance stops decreasing. In addition,
thevisual alertwill remain onuntil theaircraft hasgained 300
feet ofbarometric altitude, 45seconds haselapsed, or landing
flaps or theflap override switch isactivated.
060-4241-000 Re\' . E- December 2003
MKV& MKVIIEGPWS Pilol Guide
9
MODE 2A
CONTINUED
Thegraph belowshows howthe upper boundary of the Mode
2 alert envelope varies as a function ofthe aircraft speed. As
airspeedincreases from220 knotsto 310knots, theboundary
expandsto provide increasedalerttimesat higher airspeeds.
........
3000
2500
"TERRAIN TERRAIN"
2000
" Speed Expiln s ion
1500
1000
500
J()
2000 4000 60 00 8000 10 00
Terr a in Cl o s u r e Rat e ( FEETI MI N)
With version -210-210and later models, the Mode2A upper
limit is reduced to 1250 feet (950 feet withversion -218-
218 and later) for all airspeedswhentheTerrainAlerting
and Display (TAD) function is enabledand available. Thisis
due to the enhancedalerting capability provided with TAD,
resulting fromhighintegrity GPS Altitude and Geometric
Altitude data. TheMode2A envelope is loweredin order to
reduce the potential for nuisancealerts duringan approach.
060U41-000 Rev. E- December ZOCH
MKV& MK VI I EGPWS Pilot Guide
MODE 28 Mode 2Bprovides a desensitized alerting envelope to permit
nonnallandingapproachmaneuvers close toterrainwithout
unwantedalerts. Mode 2Bisautomaticallyselected withflaps
in the landingconfigumtion (landingflaps or flap over-ride
selected) or when makingan IL'i approachwith G1ideslopc
and Localizer deviatiouIcss than2 dots, It is also active during
the fi rst60 seconds after takeoff
With version -210-210 andlater models, Mode 2Bis selected
whentheaircraft iswithin 5nm (1Onm withversion -218-
218 and later) and 3500feet ofthe destination airport
(independent of configuration) andtheTerrain Alerting and
Display (TAD) function is enabledand available. Thisis due
to theenhancedalerting capability provided with TAD,
resulting fromhighintegrity GPS Altitude and Geometric
Altitude data. TheMode 2Benvelope is selectedin order to
reducethepotential for nuisance alertsduringan approach.
"TERRAIN TERRAIN"
..'
........
PULLup .
.............................!. .
2000 4000 60Xl 8000 10000
Terr ai n Clo s ure Rail! [ FEET / MI NI
The graphaboveshows the Mode 2Benvelope.
060424 1000 . Rev. E December lOOS
MKV& MK\ 11EGPWS Pilot Guide
............
II
MODE 28
CONTINUED
MODE 3
ALTITUDE
Loss AFTER
TAKEOFF
12
Duringan approach, if theaircraft penetrates theMode 2B
envelopewith either the gear or flaps not inthe landing
configuration, the aural message "TERRAIN, TERRAIN" is
generated and the EGPWS caution light " illuminate. Ifthe
aircraft continues topenetrate the envelope, theEGPWS
warning light" illuminate and the aural rn " PULL UP" is
repeated continuouslyuntil the wanting envelopeis exited. If
the aircraft penetrates the Mode 2Benvelope with bothgear
and fl aps in thelanding configuration, the aural " PUll UP"
messages are suppressed and theaural message "TERRAI N"
is repeateduntil theenvelope isexited.
Mode 3 provides alertsfor significant altitude loss after takeoff
or lowaltitude go-around (less than245 feet AGLor 150 feet,
depending on aircraft type) withgear or flaps not inthe land-
ingconfiguration. The amountofaltitude lossthatis permitted
before an alert is given is a function of the height of theaircraft
above theterrainas shown below. This protection is available
until theEGPWS determinesthatthe
aircraft hasgained sufficient altitude that it is no longer in the
takeoff phase offlight. Significant altitude loss aftertakeoff or
duringa lowaltitude go-aroundactivates the EGPWScaution
....
" DON'T SINK" .............
........................ ""', / ..'
----0-._
)UO
50 t OO 150 200 250 aoo
de t e 5 s i FTi
060-424 1-000 Rev. E December
MK V & MI\ VI I Pi lot Guide
MODE 3
CONTINUED
MODE 4
UNSAFE
TERRAIN
CLEARANCE
MODE4A
lights andtheaural message "DON'T SINK, DON'T SINK" .
Theauralmessage is enunciated twice for each 20%degra-
dationin altitude. Upon establishinga positive rateofclimb,
the EGPWScaution lights extinguish andtheaural alertwill
cease.
If theAUr'M Declutter feature is disabled, the warning is
enunciated continuously until positive climb is established.
Mode 4 providesalertsforinsufficient terrain clearance with
respect tophaseofflight, configuration, andspeed. Mode 4
exists inthreeforms, 4A, 4B, and4c.
Mode 4Aisactive during cruiseandapproach with the gear
andflaps not inthelanding configuration.
Mode 48 isactive during cruise andapproach with the gear
inthelanding configuration andflaps not inthe landing
configuration.
Mode 4Cis active during thetakeoff phaseofflight with
eitherthegearor flaps not inthelanding configuration.
Mode 4 alerts activate the EGPWScaution lights andaural
messages.
Toreducenuisance alerts causedbyover-flying another
aircraft, theupperlimit oftheMode WE alerting curve canbe
reduced (from 1000)to800feet. This occursif theairplane is
above 250knotswith gearandflaps notinlanding
configuration anda sudden change in Radio Altitude is
detected. This is intended toeliminate nuisance alerts while
flying a holding pattern andanaircraft over-flight occurs (with
1000foot separation) .
With version-210-210andlatermodels, Mode4airspeed
expansion isdisabled (upperlimit heldatlowest airspeed
limit)when theTerrain Alerting andDisplay (TAD) function is
enabled andavailable. This isduetotheenhanced alerting
capability provided with TAD, resulting from high integrity GPS
Altitude andGeometric Altitude data. This change totheMode
4 envelopes reduces thepotential for nuisance alertswhen the
aircraft isnotinthelanding configuration.
Mode 4Aisactive duringcruise andapproach with gearand
flaps up. This providesalerting during cruiseforinadvertent
flight intoterrain whereterrain isnot rising significantly, or the
060-4241-000 Rev. E- December 2003
MKV& MKvuEGPWSPiJo. Guide 13
MODE 4A
CONTINUED
aircraftis not descending excessively. It alsoprovides alerting
forprotection against an unintentional gear-up landing.
Below 1000feet AGL andabove 190knots airspeed, the Mode
4A auralalertis"TOOLOWTERRAIN". This alertis
dependent onaircraft speed suchthatthe alertthreshold is
rampedbetween 500feet at 190knots to I000feet at 250
knots.
Below 500feet AGL and lessthan 190knots airspeed, the
Mode 4Aauralalertis"TOOLOWGEAR".
Foreither Mode 4A alert, subsequentalert messages occur for
each 20%degradation in altitude. EGPWS caution light'!ex-
tinguish andaural messagesceasewhentheMode 4A alert
envelope isexited.
If the Aural Declutter feature is disabled, mode4A alert
messages are repeated continuouslyuntil theMode 4A
envelopeis exited.
; 1500
.
e
: 1 000
<;
~
~ soc
E
g
c
i
o

UNSAFETERRAIN CLEARANCE
GEARUP, FLAPS UP
'"1'00LOW-QEAR'"
WARNING AREA
100 190 300
Computed Ai r speed (KTS)
MODE 48
14
~ I R R F T SI.OWm TO
L SS THAN 190 IITS
Mode 4Bis active duringcruiseandapproach, with geardown
andflaps not inthelanding configuration.
Below 1000feet AGL andabove 159knots airspeed, theMode
4Bauralalertis''TOOLOWTERRAIN". This alertisdepen-
dent on aircraft speedsuchthatthealert threshold is ramped
06<J 4241-000 Rev. E- December 2003
MK V& MKVII EGPWS Pilot Guide
MODE 4B
CONTINUED
between 245feet at 159knots to 1000feet at 250 knots.
Below 245 feet AGL and lessthan 159knotsairspeed, theMode
4Bauralalertis"TOOLOW FLAPS". Forturbopropandselect
turbofan aircraft, the"TOOLOW FLAPS" warning curve is
lowered to 150feet AGL andlessthan148knots.
If desired, thepilotmay disable the "TOOLOW FLAPS" alert
byengaging theFlap Override switch (if installed) . This pre-
cludes or silences theMode 4Bflap alertuntil resetbythepilot.
If theaircraft's Radio Altitude decreases to thevalue oftheMTC,
theEGPWS caution illuminates and theaural message "TOO
LOWTERRAIN" is enunciated.
ForeitherMode 4Balert, subsequent alert messages occur for
each 20%degradationin altitude. EGPWS caution lights ex-
tinguish andaural messages ceasewhen theMode 4Balert
envelope is exited.
1500
UNSAfETERRAIN ClEARANCE
GEAR ON. ftAPS UP
1000
""TOOLOW
24S FUPS -
WARNING
....
MODE 4C
100 200 )00
Co mput ed A.lrs peed (K TS)
If theAural Declutter feature is disabled, mode4Balert
messages are repeated continuously until theMode 4B
envelope isexited.
TheMode 4C alertis intended toprevent inadvertent controlled
flight intothegroundduringtakeoff climb intoterrainthat
producesinsufficient closureratefora Mode 2 alert. After
takeoff, Mode 4Aand4Bprovide thisprotection.
060-4241000 Rev. E- December 2003
MKV& MK\11EGI'Il'SPHo' Guide is
MODE4C
CONTINUED
Mode 4Cis basedon an EGPWS computed Minimum Terrain
Clearance(MTC) floor, thatincreases with Radio Altitude. It is
active aftertakeoff whenthe gearor flaps are not inthelanding
configuration. It is alsoactive duringa lowaliitude go-around
if theaircraft has descended below245 feet AGL(or 150feet
dependingon aircraft type).
At takeoffthe MinimumTerrainClearance ( rrC) is zero feel.
Astheaircraft ascends theMTC is increased to75%ofthe
aircraft's Radio Altitude (averaged overthe previous 15
seconds). This value is not allowed todecreaseandis limited
to500feet AGL for airspeed lessthan190knots. Beginning at
190knots, the MTC increases linearlytothelimit of 1000feet
at 250knots.
Iftheaircraft's Radio Altitude deere.. eases to thevalue ofthe
MTC, theEGPWS caution illuminates and theaural message
''TOOLOWTERRAIN" is enunciated.
EGPWS caution lights extinguish andaural messages cease
when theMode 4C alertenvelope is exited.
If theAural Declutter feature is disabled, mode4Calert
messages are repeated continuouslyuntil theMode 4C
envelope is exited.
1000
16
.
.
U 2000

e 1000
E
..
i
UNSAFETERRAI NCLEARANCE
GEARUP. RAPS UP
1500 FPMCLIMB RATE
TAKE-oFFOVER FLAT TERRAIN
ORWATER
Speed ExpanSk>!l
(>250 KTS)
o .4(l() lIXI 1200 1600 2000 :1400 '400
R_Ol e A11I1114& j fll
060424J.()00 Rev. E December 2003
MK V& MKVIIEGPWS Pilot Guide
MODES
EXCESSIVE
DEVIATION
BELOW
GLIDESLOPE
Mode 5 provides two levels of alerting for when the
aircraft descends belowglideslope, resultin g in
activation of EGPWS caution lights and aural messages.
The first level alert occurs when below 1000 feet Radio
Altitude and the aircraft is 1.3 dots or greater below the
beam. This turn s on the caution lights and is called a
"soft" alert becau se the audio message "GLI DESLOPE"
is enunciated at half volume. 20% increases in the
belowglideslope deviation cause additional
"GLI DESLOPE" messages enunciated at a progressively
faster rat e.
The second level alert occurs when below 300 feet Ra-
dio Altitude with 2 dot s or greater glideslope deviation .
This is called a "hard" alert because a louder
"GLIDESLOPE, GLI DESLOPE" message is enun ciated
every 3 seconds continuing until the "hard" envelope is
exited. The caution lights remain on until a glideslope
deviation less than 1.3 dot s is achi eved.
OlIl E!iLOPEflf.I\U
I mm.
1000
MOOEI . now 8UOUlOf'r AlUT
80.. DOWIf
~
~ 500
e
~ 300
100
Gll des ' op e Dev a t l ~ I ,DOlS FLV UP)
To avoid unwanted Below Glideslope alerts when
capturing the localizer between 00 and lOOO fect AGL,
alerting is varied in the following ways:
BelowGlidcslope alerts are enabled only if the localizer
is within 2 dots, landing gear and flaps are selected,
Glideslope Cancel is not active, and a front cour se ap-
proach is determined.
060-4241.()()() Rev. E December 2003
MKV& MKHI EGI'WS I'ilot Guide 17
MODES
CONTINUED
IX
Theupper altitude limit for thealert is modulated with
vertical speed. Fordescent ratesabove 500FPM, theupper
limit is set to thenormal 1000feet AGL. Fordescent rates
lowerthan500FPM, theupper limit is desensitized
(reduced) toa minimum of 500feet AGL.
Additionally, bothalert levels are desensitized below 150feet
AGL, toallowfor normalbeamvariations nearertheground,
and reducethepossibility of nuisance alerts.
If theAural Declutter feature isdisabled, messages are repeated
continuously until theMode 5 envelope is exited.
Mode 5alertscanbecanceled bypressing theGlideslope
Cancel switch (ifinstalled). TheEGPWS will interpret this
switch one oftwo ways depending on theinstallation
configuration.
Astandardglideslope cancelswitch allows for manually
canceling Mode 5alerting anytime below 2000feet AGL.
This isautomatically resetwhentheaircraft descends below
30 feet or climbs above 2000feet AGL (1000 feet AGL for
current Boeing production aircraft).
Analternate glideslope cancelswitch allows for manually
canceling Mode 5 alerting at anytime andanyaltitude. The
cancelis resetbyagain pressing thecancelswitch, or
automaticallyif gearor napsare raised, or theaircraft ison
theground. Dueto thenatureof thealternate cancel
switch, thismethod requires thattherebea cockpit
annunciation thatglideslope cancelis in effect (this con-
figuration is currentlynot allowed on aircraft operating
under FAA part 121 rules).
EGPWS Mode 5 alertsare inhibited duringbackcourse
approaches toprevent nuisance alertsdue tofalse fly uplobes
from theGlideslope. TheEGPWC determines a backcourse
approach if either: 1) theaircraft's magnetic trackis greater
than90 degrees from therunways approachcourse, or 2) a
glideslope inhibit discreteis set.
O('()4Z41-000 Rev. E- December 2003
MK V& MK VII EGPWS Pilot Guide
MODE 6
ADVISORY
C A L L OUTS
ALTITUDE
CALLOUTS
Mode 6 provides EGPWS advisorycallouts basedon the
menu-selected option established at installation (set by
programpinconfiguration) . These calloutsconsist of
predefined Radio Altitude basedvoice calloutsor tones and an
excessivebankangle warning, There is no visual alerting
providedwith these callouts.
The following is a list of each of the possible altitudecallouts
or tones:
CAllOUT Occurs at (feetAGL)
"RADIOAITIMl1ER" 2500
"IWEi.\1YFIVE HUNDRED" 2500
"ONE THOUSAND" 1000a
"FIVE HUNDRED" 500a
Five Hundred Tone (2 second%0 Hz) 500
"FOUR HUNDRED" 400
"THREE HUNDRED" 300
"TWOHUNDRED" 200
"APPROACHI 'GMh"IM MS" DH+80 b
"APPROACHINGDECISION HEIGIIT" 011+100 b
"PLUSHUNDRfill" DH+I00 b
"FlYIT ABOVE" DH+50 b
"MINIMUMS" DH b
"MINIMUMS- ML'IIMlJMS" DHb
"DECISION HEIGHT" DHb
"DECIDE" DH b
"ONE HUNDRED" 100
One Hundred Tone (2 second700 Hz) 100
"EIGH1Y' 80
" SlX1Y" 60
"FlYIT' 50
"FOR1Y 40
"THIR1Y FIVE" 35
ThirtyFive Tone (l second1400 Hz) 35
"THIR1Y' 30
"TWEN1Y' 20
1\venty Tone (112second2800Hz) 20
"TEN" 10
"FIVE" 5
a. MaybeBarometricAltitude abovethefield elevationforsome aircraft types.
b. May beMDA or DH forsome aircrafttypes.
060-4241000 Rev. E- December2003
MK V&.MK VIIEGPWS Pilot Guide 19
MODE 6
CONTINUED
SMART
500 FOOT
CALLOUT
20
In somecasesa callout is stated twice (e.g. , "ML\TMUMS,
MINIMUMS") but in allcasesa given callout is only enunciated
once per approach.
Decision Height (DH) basedcallouts (Approaching Mini-
mums, Mininmms, etc.) requirethelanding gear to be down
andoccur when descending through the Radio Altitude
corresponding to theselected DB. These alsohave priority
overotheraltitude callouts whenoverlapping. Forexample, if
DH is set to 200and both"1WO BUNDRED" and "MIM-
MUMS" are valid callouts, thenonly "MINIMUMS" will be
called out at 200feet AGL.
DBplusbasedcallouts (e.g., Approaching Minimums) are
only applicable for aircraft providing a Decision Height altitude
to theEGPWS. Consequently, not all EGPWS installations can
utilize thesecallout options.
Dueto thevariety ofaltitude callout choices available, it is not
possible toidentify every combination in thisguide. Refer toan
appropriate Airplane Flight Manual or EGPWS Airplane Flight
Manual Supplement for callout identification in a specific
application or contact Honeywell.
Another feature available intheAltitude Callouts (options) isa
"Smart 500" foot callout. When selected, this callout assists
pilots duringa non-precision approachbyenunciating "FIVE
HUNDRED" feet in addition toanyother altitude callout
discussed above. TheEGPWS determines a non-precision
approach whenGlideslope is greater than 2 dots deviation
(valid or not) or a back-courseapproach is detected.
This feature hasthedistinction ofadding the 500-foot callout
duringnon-precision approaches and removing the 500-foot
callout on precision approaches when part ofthe callout
option.
060-4241-000 Rev. E- December 2003
MKV& MKVIIEGP\\'S Pilo' Guide
MODE 6
CONTINUED
BANK ANGLE
CALLOUT
BUSINESS
BANK ANGLE
TIlc callout "8A K ' Gt E, BANK 'GLE" advises ofan
excessive roll angle. TheEGI'WS provides: everul excessive
IXU1k angle envelopes supporting Air Business, or
lilitaryalrcrali types (onlyAir Transport and Busin ess arc
addressed below) .
One envelope is defined for turbo-propandjetbusinessair-
craft(see graphbelow). Bankangles in excessof:
10 between 5 and 30 feet,
10 to 40 between 30and 150feet,
4O to 55 between 150:md2450 feet,
2450'
w
Cl
:;)
I-

o
Cl

tt:
150'
30
5
55 40 10
BANK ANGLE-DEGREES
Business Airc raft Bank Angles
produce the bankangle advisory (shaded area). Bank angle
advisories are inhibited below5 feet,
060-4241-000 . Rev. E December 2003
MKv& MKVIIEGPWS Pilot Guide
I I
MODE 6
AIR TRANS-
PORT BANK
ANGLE
Three envelopesare defined forAir Transport aircraft. These
are identified as Basic Bank Angle, BankAngle Option I, and
Bank Angle Option 2 advisories.
The Air Transport BasicBankAngle limits are similar tothe
Business Aircraft BankAngle limits except above 150feet the
banklimit remains at 40 as shownbelow.
I-
W
W
LL
,
W
o
=>
I-

""
o
o
""
c::
40
1 50
3 0
.-.
10 10
BAN K AN GLE
DEGREES
40
22
BankAngle Option I provides bankangle advisorythresholds at
35, 40, and45 independent ofaltitude. Inthiscase, an advi-
soryat 35 is provided andanotherisnot given unless 40 is
exceededandthenagainonlyif 45 is exceeded. If the roll rate
exceedstheaudio callout time, then the bypassed limit is not in-
dicated. Also, when anyone ofthe thresholds is exceeded, the
bankangle mustreducebelow 30 for theprocess to reset be-
foreadditional BankAngle Advisoriescan be provided.
Forexample, if greater than 40 is obtained before the35callout
is complete, anothercallout is provided onlyif 45is obtained or
the bankangle is reduced tolessthan30andthenagain
increasesto35.
Bank Angle Option 2 provides a combination oftheBasic Bank
Angle andBank angle Option 1. TheBasic Bank Angle limits
are provided below 130feet, andBankAngle Option 1is
provided above 130feet.
Anyone ofthese threeBankAngle limits can be selected by
program piniftheaircraft type is defined as anAirTransport
aircraft.
060-4241-000 Rev E- December 2005
MK V& MKVII EGP\l 'S Pilot Guide
MODE 7
WINDSHEAR
ALERTING
WINDSHEAR
CAUTION
Mode 7 isdesigned toprovide alerts if theaircralt encounters
windshear. 1\\10 alerting envelopes provide eithera Windshear
Caution alertor a Wmdshear Warning alerteachwithdistinctive
aural andvisual indications totheflight crew.
EGPWS windshear is provided for certain (not all) aircraft types
andis a function ofcertain additionally required inputsignals
andenabled internal detection algorithms. These are
established during theinitial installation andaddressed inthe
appropriate Airplane Flight Manual (AFM) or EGPWS Airplane
Flight Manual Supplement (AFMS).
Windshear Caution alerts are given if anincreasing headwind
(or decreasingtailwind) and/orasevere updraft exceeda
defined threshold. These arecharacteristic ofconditions
precedinganencounter with a microburst.
AWindshear Caution (if enabled) results inillumination of
amberWindshear Caution lights andmay (if separately en-
abled) also be accompaniedbytheaural message
"CAUI10N, WINDSHEAR". Thelights remain on foras long
as theaircraft is exposed to conditions inexcess ofthecaution
alertthreshold. The Windshear Caution envelope is illustrated
inthefigure below.
DECREASING
HEADWIND ""II(
(KNOT/SEC)
6
The Windshear Caution alerting canbe disabled byEGPWS
program pinselection sothatonlyWindshear '\ amingalerts
are provided.
060-4241-000. Rev. E- December 2003
MK V& MK VII EGPWS Pilot Guide 23
MODE 7
CONTINUED
WINDSHEAR
WARNING
WINDSHEAR
CAUTION
24
Windshear Warning alerts are given if a decreasing headwind
(or increasing tailwind) and/or a severe downdraft exceed a
defined threshold. These are characteristic ofconditions
within or exiting an encounter with a microburst.
Windshear Warning results inillumination of redWindshear
Warning lights andanauralsirenfollowed bythemessage
"WINDSHEAR, WINDSHEAR, WINDSHEAR". The lights
remain onforaslongas theaircraft isexposed toconditions in
excess ofthewarning alertthreshold. Theaural message will
not repeatunless anotherseparate windshear event is
encountered. Thethreshold isadjusted as a function of
available climb performance, flight pathangle, airspeeds
significantlydifferent from normal approach speeds, and
unusual fluctuations in Static Air Temperature (typically
associated with theleading edgeofa microburst) . The
Windshear Warning envelope is illustrated inthefigure shown
on page23.
v
Mode 7 Windshear alerting is active under thefollowing
conditions:
During takeoff; from rotation until analtitude of 1500feet
AGL is reached,
During approach; From analtitude of 1500feet down to
10feetAGL,
During a missed approach; until an altitude of 1500 feet
AGL is reached.
060-424HJOO Rev. E- December 2003
MKV& MKvuEGPWSPilot Guide
ENHANCED FUNCTIONS:
ENVELOPE
MODULATION
TERRAIN
CLEARANCE
FLOOR
Duetoterrainfeaturesat or nearcertainspecific airports
around the world, normaloperations have resulted in nuisance
or missed alertsat theselocations inthepast. With the
introduction ofaccurateposition infonnation anda terrain:U1d
airportdatabase, it is possibletoidentify theseareasandadjust
thenormal alerting process tocompensateforthecondition.
TheEGPWS Envelope Modulation featureprovides improved
alertprotection andexpanded alerting margins at identified key
locations throughout theworld. This feature is automatic and
requires noflight crewaction.
Modes 4, 5, and6 areexpandedat certain locations toprovide
alerting protection consistentwith normal approaches. Modes
1, 2, and4 are desensitized at otherlocations toprevent
nuisance alerts thatresult from unusual terrainor approach
procedures. Inall cases, veryspecific infonnation is usedto
correlatethe alrcralt positionandphaseofflight prior to
modulating the envelopes.
TheTerrain Clearance Floor (TCF) function (enabled with
TAD) enhances the basicGPWS Modes byalertingthe pilot
ofdescentbelowa defined "IerrainClearance Floor"
regardless oftheaircraft configuration. The TCF alertisa
function ofthe aircraft's Radio Altitude anddistance
(calculatedfrom latitude/longitude position) relative tothe
center of the near st runwayin the database (all runways
greater thanr oofect in length). ' OICTCF envelopeisdefined
for all runways as illustrated below:U1d extends to
infinity, or until it meets the envelope ofanotherrunway. The
envelope biasfactor is typically 1/2 to 2 omand varies as a
function ofposition accuracy.
1/2 Runway l ength
100'
30 '
reFAle" Envelope
060-424 1-000 Rev. E- December 2003
MKV& MKVIIEGPWS Pilot Guide 25
TERRAIN
CLEARANCE
FLOOR
CONTINUED
In -210-210 and later versions, the TeF alert envelope
and Envelope Bias Factor are improved. The alert
envelope is limited to a minimum of 245 feet AGL
adjacent to the runway as illustrated in the following
diagrams. The Envelope Bias Factor is reduced (moved
closer to the runway) when higher accuracy aircraft
position and runway position information is available .
This is typically 1/3 to 1 nm providing greater protection
against landing short events. Withversion -218-218 and
later models, the envelope bias factor is reduced to 1/4 nm
if runwayand position data is of high integrity.
ImprovedrCFEnvelope
I ... " r", ,., ."1'N1 n ' ,n 'oft rw",".:-"
lul"s t,na)"apl'hr.lll" 1', '.n
245 FT


q
245 FT
ImprovedrCFEnvelope Plan View
Also in -210-210 and later versions, runway selection
logic is improved to better identify the destination
runway. Comprehensive aircraft position and navigation
information is used to evaluate proximity runways and
determine the most likely destination runway for all
alerting purposes.
26
060-4241-000 Rev. E. December 2005
MK I' & MK III EGPWS Pilot Guide
RUNWAY
FIELD
CLEARANCE
FLOOR
In-210-210 and later versions, a Runway Field
Clearance Floor feature is included. This is similar to
the TCF feature except that RFCF is based on the current
aircraft position and height above the destination
runway, using Geometric Altitude (in lieu of Radio
Altitude). This provides improved protection at
locations where the runway is significantly higher than
the surrounding terrain as illustrated below.
With version -218-218 and later models, the RFCF envelope
is moved from lnm to 112nm if runwayand positiondata is
of high integrity.
j
-
(NOLower LlftIll)
RFCFAlert Envelope
, , 1
Doaanee lo centM of Runway(rwn)
5.0nm
1000erjUmll J
TERRAIN
LOOK AHEAD
ALERTING
TCF and RFCF alertsresult in illumination oftheEGPWS
caution lights andtheaural message "TOO LOW TERRAIN".
Theaudiomessage isprovided oncewheninitial envelope
penetration occursandagain onlyforadditional 20%
decreases in Radio Altitude. TheEGPWS caution lights will
remainon until theTCF envelope is exited.
Another enhancement provided bytheinternal terrain
database, is theability to lookaheadof theaircraft and detect
terrainor obstacle conflicts with greateralerting time.
060-424 1-000 ' Rev. E- December 200.\
~ V& MK\11 EGPWSPilot Guide
27
TERRAIN
LOOK
AHEAD
ALERTING
CONTINUED
28
This is accomplished (when enabled) based on aircraft posi-
tion, flight pathangle, track, andspeedrelative totheterrain
database imageforward theaircraft.
Through sophisticated lookaheadalgorithms, bothcaution and
warningalerts aregenerated ifterrain or anobstacle conflict
with "ribbons" projectedforward oftheaircraft (seefollowing
illustration). These ribbons project down, forward, then up
from theaircraft with a width starting at 1/4 nmandextending
out at 3 laterally, moreiftuming. Thelook-down and up
angles area function oftheaircraft flight pathangle, andthe
look-down distance a function oftheaircraft's altitude with re-
spect tothenearest or destinationrunway. This
relationshipprevents undesired alerts when takingoffor
landing. Thelook-ahead distance is a function oftheaircraft's
speed, anddistance tothenearest runway.
Aterrain conflict intruding intothecaution ribbon activates
EGPWS caution lights andtheauralmessage "CAunON
TERRAIN, CAunON TERRAIN" or"TERRAINAHEAD,
TERRAINAHEAD". Anobstacle conflict provides a"CAunON
OBSTACLE, CAUfIONOBSTACLE" or "OBSTACLEAHEAD,
OBSTACLE AHEAD" message. Thecaution alertisgiven
typically60seconds aheadoftheterrain/obstacle conflict andis
repeated every seven seconds as long astheconflict remains
within thecaution area.
When thewarning ribbon is intruded (typically30seconds
priortotheterrain/obstacle conflict), EGPWS warninglights ac-
tivate andtheauralmessage
"TERRAIN, TERRAIN, PUll UP" or "OBSTACLE,
OBSTACLE, PUll UP" is enunciated with "PUll UP"
repeating continuouslywhile theconflict iswithin the
warning area.
060-4241-000 Rev. E- December 2003
MK V& MK VII EGPWSPilotGuide
TERRAIN
LOOK
AHEAD
ALERTING
CONTINUED
TERRAIN
ALERTING
AND DISPLAY
In -210-210 andlaterversions, thelook-ahead alerting
algorithms are improved at higherairspeeds (about 300 knots
or greater). Thelook-ahead distance is designed toprovide a
60-second warning alertfor up to8 runlook-ahead (as
opposedto 3D-secondsor up to 4 run). With version -218-
218 and later, the look-ahead distance is increased by
12.5%, and the allowedterrain clearance height is
increased for descents at high speeds to improvealerting
times.
Thespecific aural message provided is established duringthe
initial installation of theEGPWS as a function ofwhetheror not
theterrainand obstacles features are enabledand theselected
audiomenu(viaprogrampinselection) .
Refer toanapplicableAFMor EGPWSAFMS forspecific
application information or contact Honeywell foradditional
information.
When a compatible Weather Radar, EFIS, or other displayis
available andenabled, theEGPWS Terrain Alerting andDisplay
(11\1)) feature provides animage ofthesurrounding terrain
represented invarious colorsandintensities.
There arc two types ofTAD displays dependingon the options
selected. TIle original type provides a terrainimageonlywhen
the aircraftis 2000 feetor lessabove the terrain. Asecond type
called "Peaks" enhancesthe displaycharacteristicsto provide a
higher degree ofterrainawarenessindependent ofthe
aircraft's altitude (available for selecteddisplay types in
version -206-206 withadditional displays added in later
versions). In eithercase,terrainandobstacles (if enabled)
forward oftheaircraft are displayed. Obstacles are presented
on the cockpitdisplayas terrain,employing the same
display-coloring scheme. TAD, peaksandObstaclefunctions
are enabledbyEGPWSprogrampinselection.
NOTE: With respecttoNon-Peaks or Peaksdisplay, terrain
and or obstacle presentation is always basedon (and scaled
for) the geographic area available for display. Consequently,
terrainand/or obstacles outside ofthe selected display range
and defined display sweep do not have anyeffect on the
displayed image.
060-4241000 Rev. E- December 2003
MKV& MKVII EGPWS Pilot Guide 29
NON-PEAKS
DISPLAY
The Non-Peaks displayprovides a graphical plan-view image
ofthesurroundingterrainas varyingdensity patterns ofgreen,
yellow, and redas illustratedin thefollowing graphics, The
selected display range isalsoindicated on the display, andan
indication thatThD is active is either indicated on thedisplay
(i.e., "TERR") or byan adjacent indicator.
TER RAIN I S SHOW N
I N SH AD ES OF G RE EN .
YEL LOW AND RED
Each specific color and intensity represents terrain(and
obstacles) below, at, or above theaircraft's altitude basedon the
aircraft's position wiih respect to theterrainin thedatabase. If
no terraindatais available in theterraindatabase, thenthisarea
is displayed in a low-density magenta color. Terrainmore than
2000 feet below theaircraft, or within 400 (vertical) feet ofthe
nearest runwayelevation, is not displayed(black). With version
-218-218 or later, the transitionto black may occur below
400 feet based on runway and terrain database integrity for a
given area.
- - - - -2000'
- - - - - - - - - - - - +2000'
- - - - - - - - -500' 0
(Variable)
- - - - - - -1000'
High Densi ty Yellow
~ ~ s ~ ~ ~ I I - -,e-- - - - --\- - - - - - - - - - +1000'
High Density Green
30
060-4241-000 Rev. E- December ZOO3
\IKV& MK H I EGPWSPilol Guide
NON-PEAKS
DISPLAY
CON T I N U E D
When a caution alertis triggered, theterrain(or obstacle) that
created thealertischanged tosolidyellow (100%density) as
illustrated below
31
60 SECONDS FR OM
PR OJECTED I MPACT
" C A U T I O N TERRAIN' "
CAUTION TERRAIN IS
SOLI D YELLOW
ll one ytrei! ;l[FRDsboum
\'\11en a warning alert is triggered, the terrain (or obstacle)
thatcreatedthealertis changed to solidred 000%density) as
illustrated below
30 SECONDS FR OM
PR OJECTED IMPACT
"TERR AIN, TERR AIN,
-PULL U p ! "
WARN ING TERRAIN
[S SOLID RED
Honeyll'ell ,l fFRD sbotou
NOTE: When a TAD caution or warningalert is active, the
display image (cells) surrounding thetarget are enlarged
(surrounding cellsare illunlinated) . This allows a smaller
terrainor obstacle (e.g., a single tower) to be betterseenon
the display.
Thetransition between greenandyellow is below theaircraft in
order toaccountforaltimetryand/or terrain/obstacle height
errors. Also, thetransition altitudes between colorsare biased
upwardproportional to thedescent ratewhengreaterthan
1000 feet per minute. This provides approximatelya 30
secondadvance displayofterrain.
060-4241-000 Rev. E- December2003
MKV& MKVIIEGPWS PilotGuide
NON-PEAKS
DISPLAY
CONTINUED
" P OP - U P" AND
"AUTO-
RANGE"
PEAKS
DISPLAY
32
Essentially, pilotsshouldnote that anyyellow or red painted
terrainis at, or abovethe aircraft's altitude and appropriate
terrainclearanceneeds to be provided.
Basedon the display system used, there maybe additional
terrain display features. Theseare definedas installation
optionsandallowfor:
Automatic display of terrain on the cockpit display ("TAD
pop-up") in the event that a cautionor warningalert is
triggered as describedinTerrain LookAhead Alerting. In
some cases, an active display modemust be selectedfirst.
"Auto-range" whenPop-upoccurs. Thisprovides for theau-
tomatic rangepresentation for terrain as definedfor the
display system configuration (typically 10urn). In thiscase,
if the terrain auto-rangeis different than the display system
selectedrange, the displayed rangevalueon the cockpitdis-
playis flashed or changescolor untilthe rangeis manually
reselectedor terraindisplayisdeselected.
PeaksDisplayhas all the characteristics of theNon-Peaks
Displaybut withadditional terraindisplay features for
enhancedsituational awarenessindependentof the aircraft's
altitude. Theprincipleadditions are:
Thedigital display of the highest and lowest terrain/obstacle
elevations currentlydisplayed,
Thedisplay ofadditional solidor lowerdensity color bands,
including theadditionof the graphicrepresentation ofsea
level (0 feetMSL) .
With Terrain Display selectedon, digital values representing the
highest terrain/obstacle elevation and the elevation for the
bottomof thelowest color bandare displayed. Theseare based
on the rangeselected(terrain inview) .
Thelocation of the digital values can vary somewhat for the
display used, but for thisguidewillbe shownin the lower right
comer of the display. Theseelevations are expressedin
hundreds of feet above sea level (e.g., 125is 12,500feetMSL)
withthe highest elevation on top and the lowest on the bottom.
However, in the event that there is no appreciabledifference in
the terrain/obstacle elevations (flatterrain), onlythe highest
value is displayed. Additionally, the color ofthe elevation value
060-4241-000' Rev. E - December 2003
MK V& MKVII EGPWS Pilot Guide
PEAKS
DISPLAY
CONTINUED
is presentedthesameas thecolor ofthe terraindisplay
containing thatelevation (i.e., redif theterrain/obstacle with
thatelevation is depicted as redin theterrain planview, yellow
if yellow, etc.).
When theaircraft is 500feet (250with geardown) or less
above theterrainin view (yellowor redisdisplayed), thePeaks
colorscheme is identical tothestandarddisplay, with theex-
ccption of theaddition ofsealevel whensupported bythe
display.
Note: somedisplays do not supportcyan (blue) andwill not
displaysea level in thiscase.
Note: Differences mayexist between the highest terrain/
obstacle beingdisplayed and the digital elevation value!
color of the "Peaks" numbers at or near the top and sides
of the display.
Thefollowing illustrate the Peaks display at a lowrelative
altitude.
lIo1/eYlI"ell MFNI) sboum



218-2 16 IS ",$le lled) 01tMe runway e _ll(ln nM' e. tth 'r<;rall.
...-1" ". "
06ll-42411100 Rev. E. December 2003
MK V& MK VllEGPWSPilot Guide 33
PEAKS
DISPLAY
CONTINUED
Thefollowing illustrate thePeaks display at a high relative
altitude.
Houeyu -ell MFNIJ SbOIl '1I
0-'"
i
Reference
Altitude
I
060-424J-000 Rev. E- Dec ember 2003
MKV& MKVII EGP\\'SPilot Guide
PEAKS
DISPLAY
CONTINUED
Whenthe aircraft is greater than 500 feet (250 withgear
down) above the terrain in view(no yellowor red displayed),
additional (green) color bands are presented. These added
bands are computed and displayedas a function of the highest
and lowestelevations in view.
The following table indicates the TAD colors and elevations
(Non-Peaks and Peaks) .
Color Indication
Solid Red Terrain/Obstacle Threat Area - WarninR.
Solid Yellow Terrain/Obstacle Thr eat Area - Caution.
High Density Terrain/Obstacle that is more than 2000 feet
Red Fill above aircraft altitude.
High Density Terrain/Obstacle that is between 1000 and 2000
Yellow Fill feet above aircraft altitude.
LowDensity Terrain/Obstacle that is 500 (250 with gear
Yellow Fill down) feet below to 1000 feet above aircraft altitude.
Solid Green Shown only when no Red or Yellowterrain
(Peaks only) /Obstacle areas are within range on the display.
Highest terrain/Obstacle not within 500 (250
with gear down) feet of aircraft altitude.
High Density Terrain/Obstacle that is 500 (250 with gear
Green Fill down) feet below to 1000 below aircraft altitude.
-----
(Peaks only) Terrain/Obstacle that is the middle elevation
band when there is no Red or Yellowterrain areas
within range on the display.
LowDensity Terrain/Obstacle that is 1000 to 2000 feet below
Green Fill aircraft altitude.
-----
(Peaks only) Terrain/Obstacle that is the lower elevation band
when there is no Red or Yellowterrain areas
within range on the display.
Black No significant terrain/Obstacle.
LowDensity Cyan Water at sea level elevation (0 feet MSL).
Fill (Peaks only)
Magenta Fill Unknown terrain. No terrain data in the data-
base for the magenta area shown .
Note: magenta may be displayed at or near the South and North Poles
dependent upon the airplane flight path and location .
060-4241-000 . Rev. E- December 2003
MKV& MKVII EGI'WS1'il0l Guide .:15
TCF/TAD
(NOP AND
INHIBIT
GEOMETRIC
ALTITUDE
36
TheEGPWS TCF andTAD functions are available whenall
requireddatais presentandacceptable. Aircraft positionand
numerous otherparameters are monitored andverified for
adequacyinorder to perform thesefunctions. If determined
invalid or unavailable, thesystemwill displayTerrain
inoperative or unavailable annunciations and discontinue the
terraindisplay if active.
TADlfCFfunctions maybeinhibited bymanual selection ofa
cockpit TerrainInhibit switch. Neither lossnor inhibitingTAD/
TCF effects thebasic GPWS functions (modes 1-7).
If Peaks display mode is not activeandTAD becomes un-
available due toposition error, terraininoperativeor
unavailable is not indicated if theaircraft is greaterthan8000
feet above thehighest terrainor obstacle within a 320nmra-
dius. If indicated belowthe 8000foot threshold, it is
extinguished when theaircraft climbs above, andis again dis-
playedoncetheaircraft descends below the 8000foot
threshold. This eliminates potentiallylongtenn illuminationof
thecondition during thehigh enroutephaseofflight.
Based on GPS altitude, geometric altitude is a computed
pseudo-barometric altitude (Above SeaLevel- ASL) designed
toreduce or eliminate errors potentiallyinducedinCorrected
Barometric Altitude bytemperature extremes, non-standard
pressure altitude conditions, andaltimeter miss-sets. This
ensures an optimal EGPWS Terrain Alertingand Display
capability. Geometric Altitude alsoallows EGPWS operations in
QFE environments without custom inputsor special
operational proceedures.
Geometric Altitude requiresGPS Altitude inputwith itsassoci-
ated Vertical Figure OfMerit (VFOM) and
Receiver Autonomous IntegrityMonitoring (RAIM) failure
indication, standard (uncorrected) altitude, Radio Altitude,
Ground Speed, Roll Angle, andaircraft position (Latitude and
Longitude). Additionally, correctedBarometric Altitude, Static
Air Temperature (SAT), GPS mode, and the numberof
satellites tracked are usedif available.
TIle Geometric Altitude iscomputed byblending a calculated
Non-Standard Altitude, RunwayCalibrated Altitude
(determined duringtakeoff), GPS CalibratedAltitude, Radio
060- 4241-000 Rev. E - December 2003
MKV& MK\11EGPWSPilot Guide
GEOMETRIC
ALTITUDE
CONTINUED
WEATHER
RADAR
AUTO-TILT
AURAL
MESSAGE
PRIORITY
Altitude Calibrated Altitude (determined during approach), and
Barometric Altitude (if available) . Estimates oftheVFOM for
eachofthese are determined andapplied inorder todetermine
itsweight inthefinal altitude. Theblending algorithm gives the
most weight to altitudeswith a higher estimated accuracy,
reducing theeffect oflessaccurate altitudes. Each component
altitude is alsochecked forreasonableness using a window
monitor computed fromGPS Altitude anditsVFOM. Altitudes
thatare invalid, notavailable, or fall outside thereasonableness
windoware not included inthefinal Geometric Altitude value.
TheGeometric Altitude algorithm is designed to allowcontin-
uedoperation when oneor moreofthealtitude components
are not available. Hallcomponent altitudes are invalid or un-
reasonable, theGPS Altitude is useddirectly. HGPS Altitude
fails or is notpresent, thentheEGPWS reverts tousing Cor-
rected Barometric Altitude alone.
The Geometric Altitude function is fully automatic and requires
nopilotaction.
In -210-210 andlaterversions, theEGPWC computes a
optimum Weather Radar tilt angle basedon theaircraft altitude
(ASL) andtheterrain elevation aheadoftheaircraft. This is
output andavailable toa compatible Weather Radar system so
thatthetilt angle maybe automaticallysetfor optimum
operation.
1\vo or moremessages maybe activated simultaneously, so a
message priority hasbeenestablished.Thefollowing table
reflects thepriority for these message callouts. Messages at the
topofthelist will startbefore or immediately override a lower
priority message even if it is alreadyin progress.
060 4241-000 . Rev. E- December 2003
MKV& MKVII EGPWSPilot Guide 37
MESSAGE
' 'Willlh he rr, Wil1ll'hl'ar. Wind, hl'ar" d,1_ ....._
MODE
... _ 7
"I'ull Up" k 1,2
"Terrain, Terrain" l
"Terrain, Terrain PullUp" h, k
"Obstacle, Obstacle Pull Up" r, ,. k 'Ii \
"Terrain" 2
" Minimums' _ 6
' 'Caution Terrain, Caution Terrain" e.r ...
"Caution Obstacle,
TA
TA
'1'00LowTerrain" 4, TCF
Altitude Callouts c __ _ 6
"Speed Brake, Speed Brake.. c (,
"TooLowGear" 4A
'1'00 LowFlaps" 4B
"Sink Rare, Sink Rate" I
"Don't Sink. Don't Sink" 3
"Glldeslope"
",\pproaching MinimulIls" b, c '_" ,,_ 6
"Bank Angle, II:Ul k Angle" c __ (,
" Caution Windshear' 7
"Autopilot" c 6
"Haps. Flaps" (,
"RAAS Adviso ries" RAAS
Notes:
a) .\laya1so lx' "Mmlnum", "Minimums, Minimullls". ' Decision Ileigh!" or "Deride".
h) ,\t ryabo be "ApproachingDec isinn Height", " FiftyAbove", "Plus Hundred ".
c) Ml'::>. ":lge Isdependent on aircraft typeor option selected,
d) \\ l lldshl".tr detection alertsprovidedfor someaircrafttypes.
e) Audioalert mayor maynot be enabled.
oMay alsobe"Ierrain Ahead, Terrain Ahead".
g) May:uso be "Obstacle Ahead, ObstacleAhead"
h) May alsobe "Ierrain Ahead PullUp"
I) May alsobe"Obstacle Ahead PullUp"
j) Maybepreceded bysiren.
k) "Pull Up" voice mayhe proceded hy"" 11f10p. \\11IKIP"
TA=TerrainLook-Ahead Alert
TCF=Terrain Clearance Floor
RAAS=Runway Awareness Advisory System
060-4241-000 Rev. E December 2003
MKVIt MKVII EGPWS PIIol Guide
SYSTEM
INPUTS
AIR DATA
RADIO
ALTITUDE
The EGPWSusesvarious input signals from otheron-board
systems. Thefull compliment ofthese othersystems is
dependent on theEGPWSconfiguration andoptions selected.
Systems providing Altitude, Airspeed, Attitude, Glideslope, and
position are required for basic and enhanced functions.
Accelerations, Angle-of-Attack (AOA) , andFlap position is
required forWindshear. Inputs are alsorequiredfordiscrete
signal andcontrol input.
TheEGPWS utilizes signalsfrom thefollowing systems:
Uncorrected andcorrected Barometric Altitude, Altitude rate,
Computed Airspeed, True Airspeed, andStatic Air Temperature
are provided byAir Data system.
Radio Altitude is provided bya Radio Altimeter system.
Decision Height or Decision Height Altitude isprovided bya
Radio Altimeter systemor ancillary system.
In-210-210 andlaterversions, theEGPWC performs Radio
Altitude reasonableness checks basedon theComputed
Terrain Clearance (pseudo-radio altitude) . Computed Terrain
Clearanceis computed bysubtracting theelevation ofthe
(database) terrain below theaircraft from Geometric Altitude
(ASL). Radio Altitude is consideredunreasonable when it
indicates a terrainclearance thatis lessthantheComputed
Terrain Clearance bymorethan2000feet (1500 feet with
version -218-218 or later). Forexample, if theComputed
TerrainClearance is 10,000 feet andtheRadio Altitude is any
value (0-2500) thentheRadio Altitude is considered unrea-
sonable. This is onlyperformed if TAD is enabled, high
integrity terrain andposition datais available (basedon GPSI
Geometric Altitude) , andtheComputed Terrain Clearance is
greater than4000feet (2500 feetwithversion-218-218
or later) .
060-4241-000 Rev. E- December 2003
MKV& MK vuEGPWSPilot Guide 39
RADIO
ALTITUDE
CONTINUED
This feature reducesthepotential for nuisance alertscausedby
false tracking ofthe Radio Altimeter.
FMS, I RS, Pitch and Roll Attitude, Latitude and Longitude Position, Body
AHRS, ACCEL- Normal and Longitudinal Accelerations, Magnetic andTrue
EROMETER TrackAngles, Magnetic andTrue Heading, Inertial Altitude,
Groundspeed, andmode.
GLOBAL Latitude and Longitude Position, True Track Angle, GPS
POSI T IONI NG Altitude, Groundspeed, Horizontal andVertical Figure ofMerit
SYSTEM (GPS) (VFOMIHFOM), Horizontal andVertical Dilution ofPrecision
(HDOPNDOP), Horizontal Integrity Limit (I ilL), andsensor
status. Note: Runway Awareness and Alerting System (RAAS)
function requires a GPS source capable of providing lati-
tude (fine) and Longitude (fine) data.
VHF NAV Glideslope, Localizer, ILSTuned, Selected Runway
RECIEVER Heading.
TERRAIN tns- Display range, andif available theHazard Bus from a Predictive
PLAY SYSTEM Windshear System (PWS). IfEFIS, theEFIS display modeis
usedinsomeconfigurations.
AOA VANE OR AOA,StickShakerMargin.
STALL WARNING
DISCRETES
40
Discrete inputs are usedfor system configuration, signal/status
input, andcontrolinputfunctions.
EGPWS programpinsare utilized to tell thesystem thetype of
aircraft andinterface thatit is in. These are defined and
established duringtheEGPWS installation. EGPWS output
functions are consequently the resultof theprogram pinstate
readeachtime theEGPWS is powered on.
Signal/status discretes include signals suchas Decision Height,
Landing Flaps selected or Flap Position discretes, Landing Gear
selected, Terrain Display Range, andstatus discretessuchas
Glideslope Valid, Localizer Valid, Radio Altitude Valid
associated with analog signal inputs.
Control discretes control EGPWS functions. These include
EGPWS Test, Glideslope Cancel, Glideslope Inhibit or
Glideslope Backcourse, Terrain (display) select, Terrain
Inhibit, Flap Override, Audio Inhibit, Altitude Callout Enable,
Steep Approach Enable, andILSlimed discretes.
060-424J-000 Rev. E- December 2003
MKV& MKVII EGP\\/SrHOl Guide
SYSTEM
OUTPUTS
OPTIONS
TheEGPWS provides bothaudioandvisual outputs.
Audio outputs are provided as specific alertphrases, and
altitude callouts or tonesprovided byan EGPWS speakerand
viathecockpit Interphone system for headset usage. Several
audiooutput levels are available. They are established during
theinstallation of theEGPWS. These EGPWS audiooutputs can
beinhibited byothersystems having higherpriority (i.e.,
windshear) or cockpit switches insomecases. TheEGPWS
alsohas theability to inhibit other system audiooutputs such
as TC'AS.
Visual outputs provide discrete alertandstatus annunciations,
anddisplay terrainvideo when a compatible display system is
available andenabled. Thediscrete visual alertscoincide with
audiocaution andwarning alertstoachieve an optimum
terrainalerting capability. Status annunciations provide
information to theflight crewaboutthestatus of theEGPWS
(e.g. , GPWS It<\OP) or activation ofselectedfunctions. Terrain
video isgenerated bytheEGPWC basedon theaircraft's current
position relative tothesurrounding terrain. This video is
presented toa Weather Radar indicator, EFIS display, or a
dedicated display unit.
TheEGPWC usesprogrampindiscrete inputs (or software
upgrade - RAAS only) to define theinstallation configuration
andoption selection. TheEGPWS has beendesigned for maxi-
mumflexibility while being tailored to specific aircraft
equipment, sensors, anddisplays. Thefollowing listsumma-
rizes available Operator options (excluding sensorand
equipment configuration options):
HAAS - Provides audio-only advisories of positiondur-
ingground operations and approach to landing.
FlashingLamps - When selected causesalertannuncia-
tors toflash whenactive.
TAD andTCF Disable- Suppresses allTAD and TCF
alerting anddisplay functions.
Altitude Callouts- Selects desiredaltitude callouts from
a menuof options.
AudioOutput Level- Selects desiredaudiooutputlevel
High, Medium, or Low.
Alternate Mode 6 Volume - Selects reducedMode 6
volume (-3 dB).
060-4241-000 Rev. E- De<:ember2003
MKV& MKVIIEGPWS Pilot Guide 41
OPTIONS
CONTINUED
Obstacle Awareness Enabled - Enablesobstacle alerting
anddisplay.
TAD Alternate Pop Up- If TRUE, disables (or enables)
automaticterraindisplaywhen TAD or Obstacle alert is ac-
tive, dependent on aircraft/displaytype.
Mode 6 Volume Reduction - Selects reducedMode 6
volume (-6 dB).
Smart Callout Enable - Enables the SOD-foot smart
callout. "Five Hundred" is called outat 500feet Radio Alti-
tude duringnon-precisionapproaches. If SOD' is part of the
altitude callout option selected, this callout is not given on
precisionapproaches.
Bank AngleEnable - Enables BankAngle alerts,
Windshear Caution VoiceDisable - Disables Windshear
Caution voice alertsprovidingvisual alertsonly.
AudioDeclutter Disable - Disables theAudio Declutter
function so that audioalertsare constant.
AudioAlertingVoiceSelect-Selectsthetype(s) ofvoice
thatare usedfor audioalerts.
Lamp Format - Oneof two lampformats are available.
Lamp Format 1provides onlyMode 5 "Glideslope" alerts
to the caution (amber) lampoutputand all other alerts
(except Windshear and Mode 6 callouts) tothewarning
(red) lampoutput.
Lamp Format 2 provides all "Pull Up" warning alertsto
thewanting (red) lampoutputandall caution alertsto
thecaution (amber) lampoutput (FAA requirement for
newinstallations).
NOTE: Windshear annunciations are providedbyseparate out-
putsand indications andare not affected bylampformat, Mode
6 advisories do not effect anyannunciationand are not affected
bylampformat.
Peaks Enable - Adds additional densitypatterns and
level thresholds to the StandardDisplayMode, allowing
display of highest and lowest terrain/obstacle to increase
situational awarness.
060-4241-000' Rev E December 200;
MK V& MKVII EGPWS Pilot Guide
OPTIONS
CONTINUED
Additional inputdiscretes are usedto control or define EGPWS
operations:
EGPWS Self-Test - Cockpit switch initiates EGPWS Self-
Test on theground. Typically part ofEGPWS warning (red)
lamp.
Glideslope Cancel- Cockpit switch cancels Mode 5
Glideslope alerting. Typically part ofEGPWS caution (am-
ber) lamp.
Glideslope Inhibit - Inhibits Mode 5Glideslope alerting.
Nonnallyusedforbackcourse approaches.
Altitude Callout Enable - Enables Mode 6Callouts.
Mode6 LowVolwne - Reduces Mode 6volume (anaddi-
tional) 6 dB. This is typically hardwired or connected toan
external switch.
TAD andTCF Inhibit - Cockpit switch todisable allTAD
andTCF functions. (FAA requirement)
AudioInhibit - disables all EGPWS audiooutputs.
SteepApproach Enable - Enables Steep Approach
(Mode I Excessive Descent Rate) alertsbiasing.
SteepApproach Select - Selects (activates) Steep Ap-
proach (Mode I Excessive Descent Rate) alertsbiasing to
reducenuisance alerts.
FlapOver-Ride- Cockpit switch toselect landing flaps
whennot in thelanding llapconfiguration.
Gear Over-Ride- Cockpit switch to select gear down
when not in the gear downconfiguration.
PU SelectlDeselect- Used for displaying or deselecting
thedisplay ofEGPWS derived Pitch Limit Indicator (PU)
signals when a Windshear warning occurs.
Foradditional options infonnation contact Honeywell.
060-4241-000 Rev. E- December 2003
MKV& MKVII EGPWSPilot Gui de 43
SECTION 3
OPERATIONAL PROCEDURES
System Constraints 45
System Activation 46
EGP\VS Sell Test .................................... 7
Normal Procedures 50
Caution Alcrts. , 5 1
Warning Alerts 51
Glideslope Alerts ......... ............. ......... ............. ........ ... ...... ...... ....... 51
Advisory Callouts 52
Windshear Caution 52
Windshear \Varning 52
Abnormal Procedures 53
Emergency Procedures 54
0611-4241-000 Rev. E- December 2003
MKV& MKVII EGPWSPilot Guide
SYSTEM System constraints for the EGPWSare:
CONSTRAINTS If terraindatais unavailable for a particular area, then
TerrainandObstacle alerting and displayis not available for
thatareaand theaffected display areais coloredMAGENTA.
(normally onlydisplayed at or near North and South
Polesdependent upon airplane flight path and location) .
Thedisplayof terrainandobstacle information is intended
toserve as a situational awareness tool. It does not provide
theaccuracy and/or fidelity to be thesolesourcefor
deciding terrainor obstacle avoidance. Navigation mustnot
be predicated upontheuseoftheEGPWS terrain/Obstacle
display.
If thereis no sourceofaircraft position datameeting the
accuracy requirements for theTAD andTCF functions, then
these enhanced functions are automatically inhibited with a
resultant Terrain inoperative or unavailable indication.
TAD/fCF functions should be manuallyinhibited within 15
nmon approach to an airport or runwaythat is not in
the airport/runwaydatabase to avoidunwanted alerts.
TAD/fCF functions shouldbe manually inhibited during
QFE operations if GPS datais unavailable or inoperative.
TAD/fCF functions should bemanually inhibited for
ditching or other olI-airport landings.
When theTADlfCt' functions are inhibited andtheEGPWS is
otherwise functional, theEGPWS reverts to providing
basic GPWS functions (Modes 1 to6andWindshear) . In
thisstate, theEGPWS maygivelittle or no advance warning
time forflight intoprecipitous terrain where thereare few
or no preceding obstructions. This particularly applies if:
Theaircraft is inthelanding configuration.
Theaircraft is ina stabilized descent at a
normal approachdescent rate.
There is noII.5 GUdeslope signal being recievcd bythe
EGPWS (not tuned, not available, or inoperative) .
Terrain clearance or descent ratesthatare not compatible
with requiredminimum regulatory standards for Ground
Proximity Warning equipment maycauseunwanted alerts.
Ifenabled, theEGPWS usesonboardmeasurement ofair
massparameters andaircraft acceleration for detection of
windshear. This is a reactive system andcannotpredict
windshear, which may be aheadof theaircraft.
060-4241-000 Rev. E. December 2003
MK V& MKVII EGPWS Pilot Guide 45
SYSTEM
ACTIVATION
SYSTEM TheEGPWS terrain/obstacle database includes
CONSTRAINTS cataloged human-made obstructions 100feet high or
CONTI NUED greaterwithin North America and portions of Europe and
theCaribbean (expanding) . Thedatabase is not all-inclu-
sive and newer, smaller, or unknown obstructions couldbe
encountered.
Refer toan appropriate AFM or EGPWS AFMS for specific
system limitations andprocedures.
TheEGPWS is fullyactive whenthefollowing systems are
powered andfunctioning normally:
EGPWS
Radio Altimeter
AirData
lIS or Glideslope Receiver
IRS, AHRS, VG (attitude)
GPS, FMS, or IRS (position)
Landing gear
Landing flaps
Stall warning or AOA (windshear only)
Weather Radar, EFIS, or a dedicated terraindisplay
(if terrain/obstacle display enabled)
In theevent that requireddatafor a particular function is not
available, thenthatfunction is automaticallyinhibited and
annunciated (e.g. ifposition datais not available or deter-
minedunacceptable, TAD andTCF is inhibited, anyactive
terrain
displayis removed, and "TERR INOP", "TERR UNAVAIL" (or
equivalent) is indicated) .
Some installations utilize redundant systems so thatif the
primary sourceofdatafails, theEGPWS continues on the
secondary source.
46
060-4241-000 Rev. E December 2003
MK V& MKVIIEGPWS Pilot Guide
SYSTEM
ACTIVATION
CONTINUED
EGPWS
SELF-TEST
EGPWS status annunciations are provided for GPWS
inoperative (mode 1-6functions), Terrain inoperative (TADI
TCF functions) , andwindshear inoperative.
Refer toan appropriate AFM or EGPWS AFMS for specific sys-
temandstatus requirements.
TheEGPWS provides a Self-Test capability forverifyingand
indicating intended functions. This Self-Test capability consists
ofsixlevels toaidintesting andtroubleshooting theEGPWS.
These sixlevels are:
Levell - GoI No Go Test provides anoverviewofthecurrent
operational functions andan indication oftheir
status.
Level 2 - CurrentFaultsprovides a listoftheinternal and
external faults currently detected bytheEGPWC.
Level 3- EGPWS Configuration indicates thecurrent
configuration bylisting theEGPWS hardware,
software, databases, and program pin inputs
detected bytheEGPWC.
Level 4 - Fault History provides an historical recordof the
internal andexternal faults detected bytheEGPWC.
Level 5 - Warning History provides an historical record of
thealertsgiven bythe EGPWS.
Level 6 - Discrete Test provides audible indication ofany
change toa discrete inputstate.
Alevel 1Go/No Go Test is normally performed byflight crewsas
part ofpreflight checks. All other levels are typically usedfor
insta11ation checkout and maintenance operations.
060-4Z41000 Rev. E. December ZOO3
MKV& MK\11 EGPWSN ot Guide
4;
EGPWS
SELF-TEST
CONTINUED
Level 1SelfTest is usedtoverify proper operation of the
EGPWS on thegroundas follows:
1. Ensurethat adequate aircraft poweris available and the
EGPWSandassociated systems are powered.
2. Ensure thatanyEGPWS inhibiting switches are in the
normal(non-inhibiting) position.
3. Verify thatEGPWS inoperative annunciations are
extinguished. lf aninoperative annunciation is indicated,
perform theEGPWS Self-Test (below) andthenseek
corrective action iftheinoperative condition persists.
4. If a terraindisplayisenabled, select terrainto be displayed.
5. MomentarilydepresstheEGPWS Self-lest switch.
When a Self-Test is initiated, theEGPWC first checksfor any
configuration (installation or database) errors. If anyare
detected it isaudiblyenunciated and the testis terminated. If
none detected, thetest continues through a sequence resulting
in turning on andoff allsystemannunciators, enunciating
specific audiomessages, andifenabled, displaying a video test
pattern on theterraindisplay (see illustration below) . Any
functions determined inoperative are alsoenunciated (e.g.,
"GLIDESLOPE INOP"). TheSelf-Test terminates automatically
at itsconclusion.
Thefollowing is a description of theexpected results ofa typi-
callevel 1 Self-Test. Actual annunciation nomenclature and
sequencemaydiffer depending on theinstallation.
GPWS INOp, W/S INOp, and TERR INOP annunciators tum
on.
Amber caution ("BELOWGIS" or "GPWS") annunciators
tum on.
"GIJDESLOPE"is announced overspeaker.
Amber annunciators tum off
GIS CANCEL annunciators tum on (if installed).
060-4241-000 Rev. E- December 2003
MKV&.MK VII EGPWSPHo' Guide
EGPWS
SELF-TEST
CONTINUED
GIS CANCEL annunciatorstum off.
Redwarning ("PULL UP" or "GPWS") annunciatorstum on.
"PULL UP" is announcedover speaker.
Redwarningannunciatorstum off.
RedWindshear warningannunciators tum on.
(Siren) "WINDSlIEAR, '\ lNDSlm\R, WIl'.USllEAR" is
announced overspeaker.
RedWindshear warningannunciatorstum off.
Amber Windshe-Jr caution annunciators tum on (if
installed andenabled ).
Amber Windshear cautionannunciatorstum off.
Redwarning ("PULL UP" or "GPWS") annunciatorstum on.
"TERRAIN, TERRAIN, PULL UP" is announcedover speaker.
Terrain test pattern is displayed (RCDXX"XXX indicates
loaded HAASConfiguration Database (RCD) and i . shown
only in RAASenabled installations, TIJB XXX indicates
loaded Terrai n Database (TDB) :U1d is . hown only in
-2 18-2 I8 or later versions) .
Redwarningannunciators tum off.
GPWS WIS INOp,and TERR INOP annunciatorstum
off.
Terrain test patternis turned off.
6. expected indications and enunciations duringtest, re-
peating as necessarynotinganyerroneous conditions.
Asuccessful lest is accomplishedif all xpectedindications arc
observed and no inopenuiv functions or displayanomalies arc in-
dicatedor observed.
For morespecific information, refertoan applicable AFM or
EGPWSAFMS, or contact Honeywell.
060424 1000 Rev. E December 2003
MK V& MKVII EGPWS Pilot Guide 49
NORMAL
PROCEDURES
50
TheEGPWS providesvisualand/or audio alerts for detected:
potentially dangerous terrainconditions (modes I - 4, TCF,
TAD) ,
belowglideslope conditions (mode 5),
descent belowpredefinedaltitudesor excessive bank angle
(mode 6) ,
severewindshear conditions (mode 7)
RunwayAwareness Advisories (RAAS)
Theseconsistof warning, caution, and advisory alerts based on
the detectionalert thresholdpenetration. Thefollowing listidenti-
fiesthe variousalerts bytypeand mode:
ALERT WARN CAUf. ADV.
(SIREN) "WlNDSIiEAR (3x)" 7
Any"PUll UP" 1,2,TA
"CAlITIONWINDSHEAR"
7
"TERIWN, TERRAIN" 2,TA
"OBSTACLE, OBSTACLE" TA
"TERRAIN" 2
"APPROACHINGMINIMUMS" 6
"MINIMUMS" 6
"CAlITIONTERIWN" TA
"CAlITIONOBSTACLE" TA
"TOO LOWTERRAL'I" 4, TCF
"TOO LOW GEAR or FlAPS" 4
Altitude callouts 6
"SL\'KRATE" I
"DON'TSINK"
3
"GilDESLOPE"
5
"BANKANGLE" 6
Any RAAS Advisories RAAS
NOTE: VISUal and audio tndicatlons mayvaryand procedures provided are
representative. Refer toan applicable AFM or EGPWS AFMS for specific
implementation.
060- 4241-0 00 Rev. E - December 2003
MKV & MK\' 11 EGPU'SPHol Guide
CAUTION
ALERTS
WARNING
ALERTS
GLiDESLOPE
ALERTS
Recommended responseto EGPWS alertsare as follows:
1. Stop anydescent and climbas necessary to
eliminate thealert. Analyze all available instruments and
information to determine best course of action.
2. Advise ATC ofsituation as necessary.
1. Aggressively position throttles for maximum ratedthrust.
Apply maximum available poweras determinedby
emergencyneed. Thepilotnot flying (ifapplicable) should
set powerandensurethatTO/GA powerand modesare set.
2. If engaged, disengage theautopilot and smoothly but
aggressively increasepitchtoward"stickshaker" or Pitch
Limit Indicators (PLI) to obtainmaximum climb
performance.
3. Continue climbing untilthewarning is eliminated and safe
flight is assured.
4. Advise ATC ofsituation.
NOTE: Climbing is the onlyrecommended response unless
operating in visual conditions and/or pilotdetermines, based
on all available information, thatturninginaddition tothe
climbing is the safest course ofaction. Follow established
operating procedures.
NOTE: Navigation must not be basedon theuse of theTer-
rainAwareness and Alerting Display (TAD) .
Below Glideslope alertsconsistof "soft" and "hard" alerts
basedon the degreeofg1ideslope deviation and altitude.
Respond to thesealertsas necessary to correct theaircraft's
flightpath backto theGlideslope centerline or performa
missedapproach.
060-4241-000 Rev. E- December 2003
MK V& MK VII EGPWS Pilot Guide 51
ADVISORY
CALLOUTS
WINDSHEAR
CAUTION
WINDSHEAR
WARNING
52
Advisorycallouts being advisory in natureare usedto
announce an event or condition (e.g., "Minimums",
"RunwayXX" - if RAAS enabled).
Response to thesecallouts shouldbe in accordance with
standardoperating procedures.
This alert generally occursdue toincreasing performance
windshear conditions (i.e., increasing headwind, decreasing
tailwind, and/or updraft). This alert is generally considered
advisoryin thatthecrewresponse is to be alert to the
possibility ofsubsequent significant airspeedlossanddown
draft conditions. Coupled with otherweather factors, the
Windshear Caution shouldbeconsidered in determining the
advisabilityofperforming a go-around.
Wind andgustallowances shouldbeaddedtotheapproach
speed, increasing thrustifnecessary. It may be necessary to
disengage autopilot or auto-throttle. Avoid getting lowon the
approachg1idepath or reducing thethrottles toidle.
When a Windshear warning occurs, thefollowing procedures
shouldbe followed:
1. Immediately initiate theWindshear escapemaneuver in
accordance with established Windshear procedures.
2. Aggressively apply maximum ratedthrust, disengage
autopilot and/or auto-throttle if necessary.
3. Rotate smoothlytothego-around/take-off pitchattitude,
allowing airspeed todecrease if necessary Maintain wings
level. Donot retractflaps or landing gear.
4. Iftheaircraft continues todescend, increase pitch attitude
smoothly and insmallincrements, bleeding air speed as
necessary tostopdescent. Use Stall Warning onset (stick
shaker) as theupper limit ofpitchattitude.
5. Maintain escapeattitude and thrust anddelayretracting
flaps or landing gear until safeclimb-out is assured.
NOTE: Engine overboost shouldbe avoided unless the
airplane continues todescend andairplane safety is in doubt.
Rev. E December 2003
MKV& MKVII Pilot Guide
WINDSHEAR
WARNING
CONTINUED
ABNORMAL
PROCEDURES
MODE 1
EXCESSIVE
DESCENT
RATES
MODE 2
EXCESSIVE
CLOSURE TO
TERRAIN
MODE 4
UNSAFE
TERRAIN
CLEARANCE
MODE 5
DESCENT
BELOW
GLIDESLOPE
If overboost is required, adjustthrottles backto maximum
ratedthrustas soonas safetyhas beenassured.
Overboosting engines while at highangle of attacknC'M
airplane stall maycauseengine stall, surge, or flameout.
Maintain escapeattitude andthrust and delay retracting flaps
or landing gear until safeclimb-out is assured.
Partial systemdeactivation or compensation can be
accomplished forabnormal proceduresasfollows:
If steep approaches aretobeperformed (4
0
or greater) EGPWS
STEEP APPROACH shouldbeenabledandselectedfor these
operations. This may beaccomplished automatically by
on-hoardsystemsor manuallyselected bya cockpit switch,
When active, Mode I alertsare d . -nsitized tocompensate for
normally higherdescent ratesfor thesetypes ofoperation,
eliminating related unwanted alerts. If implemented with a
cockpitswitch, thisrequiresmanual deactivation.
When requiredto operatein closeproximity to terrain (less
than2500' above) , Mode 2 alertscan be desensitize or
overridden byactivating theHAP OVER-RIDE switch to
eliminate relatedunwanted alerts. This requiresmanual
deactivation.
Mode 4 alertscanbe reducedbyactivation oftheJo1AP
OVER-RIDE switch, or GEAR OVER-RIDE. This is generally
recommended whenperforming approaches with less than
landing flaps selected, or landing gear not down. This re-
quiresmanual deactivation.
Mode 5 Glideslope alertscan be manuallycanceledwhen
below2000feetRadio Altitude (or 1000 feet dependant on
aircraft type) bypressing theGIS Cancel switch (commonly
part oftheamber caution annunciators "BELOWGIS" or
"GPWS''). This is typically selected whenan unreliable
Glideslope is expected or whenmaneuvering is requireddur-
ingHSfinal approach. TheGIS Cancel is automaticallyreset
following landing or if theaircraft climbs above the 2000or
1000 feet dependant on aircraft type.
060-4241-000 Rev. E- December 2003
MK V& MK vu EGPWS 1'il0! Guide 53
MODE 5
DESCENT
BELOW
GLIDESLOPE
CONTINUED
TERRAIN
ALERTING AND
CLEARANCE
FLOOR
EMERGENCY
PROCEDURES
54
In somecases, anAlternate GIS Cancel is available. This al-
lows theMode 5 alerting to be canceled at anytime andany
altitude. In thisconfiguration, which is defined only for certain
aircraft types or byprogrampin, pressing theGIS Cancel
switch in thecockpit hasthe effect ofinhibiting Mode 5 alert-
ing. It can be manually reset byagain pressingtheGIS Cancel
switch, or it is automatically resetfollowing landing, if flap or
gear state changes (i.e., down to up), or whenthe aircraft
climbs above a predetermined altitude (defined for theaircraft
type). Because ofthenatureof thistype ofGIS Cancel, a cock-
pit indication ofitsactivation is required.
Some aircraft maybe configured with a GIS inhibit switch.
This switch isseparatefrom theone discussedabove butalso
results ininhibiting Mode 5 alerting. This switch is intended
forselection duringbackcourseapproaches toeliminate
unwanted alertsthatmayresult. If a discrete backcourse
signal is available from anothersystem, this inputto the
EGPWC may be connected to that system for automatic
Mode 5inhibiting.
NOTE: Implementation oftheGlideslope Cancel and/or
Inhibit inputs tothe EGPWS varies. Verify a particular
application to determine theimplementation used.
Pressing theTerrain Inhibit switch inhibits TAD andTCF
alerting anddisplay, including Obstacles and Peaks when
enabled. This is usedwhenposition accuracy is inadequateor
when operating at airportsor runways not in theterrain
database. Selection ofTerrain Inhibit does not causetheTer-
rainInoperative annunciation unless theaircraft iswiredfor
thisto occur. Terrain Inhibit requiresmanual deactivation.
TIle EGPWS Flap or Gear Over-ride, TADIfCF Inhibit, or other
switches (as installed) maybeusedas requiredforan
emergencysituation (e.g., landing gearup).
Foradditional information refertoanapplicable AFM or
EGPWS AFMS or contact Honeywell.
060-4241-000 Rev. E- December 200"
MK V& MK VIIEGPWS Pilot Gutde
SECTION 4
DEFINITIONS Acronyms shall be interpreted as shown:
AFM
AFMS
AGL
AHRS
AOA
ASL
iITC
BIT
CFIT
CTC
dB
DH
EFIS
EGPWClS
FAA
FMS
FPM
FIW
GPS
GPWS
G/S
HDOP
HFOM
HIt
Hz
ICD
ILS
INOP
IRS
IVS
MCP
MCV
MfD
MtS
MSL
MTC
060-4241-000 Rev. E- December 2003
MKV& MKVIIEGPWS Pilo' Guide
Airplane Flight Manual
Airplane Flight Manual Supplement
Above Ground Level
AttitudelHeading Reference System
Angle of Attack
Above Sea Level
Air Traffic Control
Built In Test
Controlled Flight into Terrain
Computed Terrain Clearance
Decibels
Decision Height
Electronic Flight Instrument System
Enhanced Ground Proximity
Warning Computer/Systems
Federal Aviation Administration
Flight Management System
Feet Per Minute
Fail Warning
Global Positioning System
Ground Proximity Warning System
Glideslope
Horizontal Dilution of Precision
Horizontal Figure of Merit
Horizontal Integrity Limit
Hertz (cps)
Interface Control Document
Instrument Landing System
Inoperative
Inertial Reference System
Inertial Vertical Speed
Mode Control Panel
Modular Concept Unit
Multi Function Display
Microwave Landing System
Mean Sea Level
Minimum Terrain Clearance
55
56
PCMCIA
P1I
PPI
PWS
QFE
QNE
QNH
RMS
RAlM
RFCF
SAT
TA
TAD
TCAS
TCF
TERR
TO/GA
VDOP
VFOM
VFR
VG
VHF
WS
Personal Computer Memory Card
Industry Association
Pitch Limit Indicator
Plan Position Indicator
Predictive Windshear System
Amethod of setting the altimeter to
compensate for changes in baro-
metric pressure and runway
elevation. Pilot receives information
from airfield and adjusts his altimeter
accordingly and it will read zero alti-
tude at touchdown on the runway.
The method of setting the altimeter
to the standard atmosphere datum
-29.92 inches of mercury (1,013.25
mb) . This setting is used in the
United States airspace by all aircraft
above FLl80.
The more common method of setting
the altimeter to compensate for
changes in barometric pressure. Pilot
receives information from airfield,
adjusts his altimeter accordingly and
the altimeter will read airfield eleva-
tion at touchdown.
Runway Awareness Advisory System
Receiver Autonomous Integrity
Monitoring
Runway Field Clearance Floor
Static Air Temperature
Terrain Awareness
Terrain Alerting and Display
Traffic Collision Avoidance System
Terrain Clearance Floor
Terrain
TakeofVGo-Around
Vertical Dilution of Precision
Vertical Figure of Merit
Visual Flight Rules
Vertical Gyro
Very High Frequency
Windshear
O6OA241000 R('\' . E- December 20tH
MKV& MK\11EGPWSPil ot Guide
RUNWAY AWARENESS AND ADVISORY
SYSTEM (RAAS) PILOT GUIDE
TABLE OF CONTENTS
SECTION 1 Introduction 58
SECTION 2 Quick Reference 63
SECTION 3 System Operation Description 69
SECTION 4 RAAS Options 86
SECTION 5 Audio Levels 87
SECTION 6 Operational Availability 87
SECTION 7 Frequently Asked Questions 89
060-4241-000 Rev. E- December2003
MKV&MK VII EGPWSPilot Guide 57
SECTION 1
INTRODUCTION
WHY RAAS?
58
This Pilot Guide describes thefunctions andoperation ofthe
MKV andMIMI EGPWS Runway Awareness andAdvisory System
(RAAS).
The document is divided into thefollowing sections:
Section 1 - An introduction totheRAAS;
Section 2 - AQuick Reference guide totheoperation ofthe
RAAS;
Section 3- Adetailed description oftheoperation of RAAS;
Section 4 - Asummary oftheoptions available tooperators
toconfigure RAAS;
Section 5- Overview ofthethree audio levels employed for
RAAS;
Section 6- Means fortheflight crew tocheck theoperational
availability ofRAAS.
Section 7 - Frequently Asked Questions
This guide does not supercede FAA approved data, Flight
Manuals, individual Operations Manuals, requirements,
or procedures. Pilots should be thoroughly familiar with
their own company policies, system configuration,
requirements, and procedures with respect to the
operation of aircraft with the EGPWS and RAAS.
The information inthis document is intended as a general expla-
nation oftheHoneywell RAAS. It contains a description ofsystem
performance assuming theidentified options are active.
It iswell recognized that runway incursions andoverruns are a
high-profile operational safety issue worldwide. Forexample, the
USA iscurrently experiencing at least onerunway incursion per
day at towered airports alone. Safety data indicate that lackof
flight crew position awareness during ground operations andon
approach have contributed tosuch occurrences worldwide. Re-
cent industry safety recommendations advocate theneed fornew
flight deck runway incursion prevention systems. Honeywell has
developed theRAAS as a practical andlow-cost system with sig-
nificant input from hundreds ofpilots. Extensive human factors
evaluations confirm thepositive operational safety benefits of
RAAS: increased position awareness; enhanced crew decision-
making; reduced crewworkload; andsuperior detection of
position errorsleading torunway incursions.
060-4241-000 Rev. E - December 2003
MK V& MKVII EGPWS Pilot Guide
WHAT IS THE
RAAS?
The purposeoftheHoneywell RAAS istoprovide theflight crew
with supplemental information ofaircraft position relative torun-
ways during surfaceoperations andonfinal approach. RAAS is
anaural-only advisory function, andtherefore, a visual display of
theinformation isnotprovided. RAAS provides timely aural advi-
sory messages totheflight crew ina significant number of
scenarios that have led to runway incursions. It should be
noted that RAAS isnot intended fornavigation purposes, e.g., to
guide anaircraft inor around theterminal area.
RAAS isintegrated with theEGPWS. EGPWSprotection andopera-
tion is unaltered bythe addition ofRAAS. Note that RAAS
advisories have a lower priority than any EGPWSterrain-related
alerts, including radio altitude call-outs.
How DOES The RAAS uses aircraft inputs within theEGPWSsuch as GPS po-
RAAS WORK? sition, heading, groundspeed anda runwaydatabase togenerate
thetenaural advisories shown in thetables below. Note that GPS
availability is a requirement for theoperation ofRAAS. Aircraft
position isreferenced totheGPS antenna position. RAAS does not
have knowledge oftaxiways, Automatic Terminal Information Ser-
vice (AIlS) & Notice toAirmen (NOTAM) information, other
traffic, pilot intent, ATCclearance, ground markings andsignage.
Crews should becognizant oftheprevailing AIlSandany
NOTAMs. RAAS operates automatically, without anyaction re-
quired from theflight crew.
Summary ofRoutine Advisories
Routine Advisory Purpose
Approacl1lng Runway On Ground Awareness of a runway bei ng approached by the aircraft during ground operations
(e,o" "Approacl1inQone-one; .
On Runway Aware ness of which runway the aircraft is lined-up wit h during gr ound operat ions
(e.g" "On runway three-faur lett").
Approach ing Runway In Air Awareness of which runway the aircraft is tracki ng on tinal approach (e g..
"App roacl1ing one-six flOht") .
Landing Distance Remaining Awar eness of aircraft position relative to the runway end (e.g., "One-thousand
remai nina"l.
Runway End Aware ness 01the positio n of the aircraft rel ative to the runway end (e g., "One-
hundred remaini ng") .
060-4241(J()() . Rev. E- December2003
MKV& MK VII EGPWS Pilat Gui de 59
How DOES
RAAS WORK?
CONTINUED
Summary ofNon-Routi ne Advisories
Non-Roullne Advisory Purpose
Taxiway Take-oil
Awareness of excessive taxi speeds or a take-off on a taxiway ("On taxiwayl On
taxiway!") .
Insurtlc ent Runway Length - On-
Awareness 01which runway the aircraft is lined-up with, and that the runway
Ground
length available for takeoff is less than a defined nominal take -off runway length
(e.g., "On runway three-four left , six-hundred remaining")
E,tended Holding on Runway
Awareness of an extended holding period on the runway (e g.. "On runwa y
three-four left . on runway three-four left ").
Distance Rema ini ng - Rejected Awareness of aircraft position during a RTO (e g. "two-thousand remaining")
Take-off
Approecning Short Runway - In-Air
Awareness of which runway the aircraft is tracking , and that the runway lengt h
available for landing is less than a defin ed nominal landing runway length (e g .
"Approaching three-four right. three- thousand remai ning").
Note thatduringnormal operations, thecrew would only beex-
posed tothe five routine advi sories fortheentire period between
push-back at the departure airport andtaxi-in at the destination
airport. The fiveadvisories alonehavethepotential toaddress
manyclassic runwayincursion scenarios.
RAAS advisories are heard over the same aircraft audio systems
that presentlyprovide EGPWS audio caution and warning alerts in
theflight deck. The volume of RAAS messages is controlled bythe
EGPWS andtheRAAS message volume level is basedontheex-
pected flight operation for each advisory.
As mentionedabove, RAAS operates automatically, without any
action requiredfrom theflight crew. The EGPWS circuit-breaker
disables allEGPWS functionalityincluding RAAS. The EGPWS SeIf-
Test push-button (ifavailable) allows thecrew toverify the
operational availability ofallEGPWSfunctions, includingthe
RAAS. An optional RAAS Audio Inhibit Switch maybeinstalled. A
single pushoftheAudio Inhibit Switch inhibits all RAAS adviso-
ries. De-pressing theswitch reactivates all RAAS advisories.
It is important tonote thatsomeRAAS features are optional and
maynot be active ina given installation. Therefore you will need
tocheck the options selected byyour company. Refer toanappli-
cable Airplane Flight Manual (AFM) or EGPWSAi rplane Flight
Manual Supplement (AFMS) for details. Alternativelycontact
Honeywellforassistance.
60
060-4241-000 Rev. E- December l ~
MKV& MK\11EGPWSPilot Guide
On-Ground:
How DOES
RAAS WORK?
CONTINUED
The default setting for the advisories is a femalevoice. Advisories
that include runway lengthinthe annunciation may be annunci-
atedinfeet or metres. Thedefault settingforthese advisories is
feet. These options are discussedin detail inthe "RAAS Options"
sectionofthis pilot Guide.
Appropriate flightcrewactions toRAAS advisories are:
If indoubt, stop, VERIFY POSITION, and
contact ATC for assistance ifnecessary.
Do nothesitate torequestprogressive
taxiinstructions.
In-Air:
Ifthe advisory is inconflict with expecta-
tions, VERIFY POSITION, contact ATC for
assistance if necessary. Consideration
should begiven toa go-around inaccor-
dance with company SOPs.
WHERE AND
WHEN DOES
RAAS WORK?
Information contained herein or provided by a RAAS
advisory does not supercede any operator Standard
Operating Procedure (SOP). Pilots should be thoroughly
familiar with regulatory, company, and other approved
operational procedures as required bytheir aircraft and
type of operation. Operators should also include RAAS
in their training curriculum.
RAAS provides advisories duringsurface operations and
on final approach. RAAS is operationally available anytime
the EGPWSis poweredand the following conditions are
met:
The software for the RAAS functionshave been loaded
and enabled intoan EGPWS byyour company;
The aircraft is on or approaching an airport in the RAAS
runway database; and
RAAS is functional (e.g. all external signals are available
and not faulted, GPS position accuracy meetsminimum
RAAS requirements and there are no internal EGPWS
faults) .
060-4241-000 Rev. E- December 2003
MK V& MKVIIEGPWS PilotGuide 61
WHERE AND
WHEN DOES
RAAS WORK?
CONTINUED
62
The RAAS runwaydatabase is included as part oftheinstalled ter-
rain/obstacle/runway database, andis updated periodically.
Operators should ensurethat theyare using themost recent
RAAS runway database. Further details ofthespecific airports in-
cluded intheRAAS database andprocedures for operators to
acquire thelatest RAAS database are provided ontheInternet at
www.egpws.com. Alternativelycontact Honeywell forfurther as-
sistance. The crew canverify theRAAS runway database inusefor
their installation by viewing theterrain display test pattern during
a GolNo Go selftest.
RAAS operational availability is integrated into theexisting EGPWS
fault monitoring andself-test functions. Consistent with approved
EGPWS self-test design, theloss ofRAAS functions is indicated
on-ground only during a self-test. There is noautomatic annun-
ciation oftheloss of RAAS functionality. RAAS status canalso be
displayed ontheterrain display. This is active only when theair-
craft is ontheground. The procedure requires theflight crew to
select theterrain display followed bya change inthedisplayed
range (toa higher or lower range) . RAAS status isannunciated
fortwo sweeps oftheterrain display. This feature isavailable on
allaircraft, butis primarily intended for those aircraft where the
flight crew does notperform a self-test. The various self-test mes-
sages are presented later inthe"Operational Availability" section.
()6().4241-000 Rev. E- December 2003
MK V& MK \11EGPWSPilot Guide
SECTION 2
Q UICK
REFERENCE
RAAS QUICK REFERENCE
060-4241-000 Rev. E- December2003
MKV& MKVII EGPWS PilotGuide 63
RAAS QUICK
REFERENCE
Taxiway Take-off
.' ,' : .
cPG5 G
34R
G2 Gl
16L
16R
Al
"On Taxiway!
On Taxiway!"
Conditions lor advisory:
Aircraft om on runway
Groundspeed exceeds 40 kts
Approaching Runway - On Ground
-
"Approaching One-One"
Conditions lor advisory:
- Advisory depends on aircraft
groundspeed, heading and
nearest runway end
- Earlier celt-out et higher
speeds
Inhibited above 40 knots
- No distraction during take-
off/landing ground roll
34R
G3 G2Gl
16L
11
B
A2
16R
Al
(,.j
060-424 1-000 Rev E - December l005
MK v &.MK VII E ~ P \ \ S Pil ot Guide
RAAS QUICK
REFERENCE
CONTINUED
On Runway
Al
16R
A2
Conditions for advisory:
Aircraft on runway
Within 20 deg. of runway heading
16L
cJ>G5
34R
: "On Runway Three-Four Left"
3 L
Intersection Departure I Insufficient Rwy
[ Example In metres I
34R
16L
"On Runway Three-Four Left,
Six-Hundred Remaining"
11
Conditions for advisory:
Aircraft on runway
Within 20 deg. of runway heading
Runway length available is less
than nominal take-off runway
length
- Operator defined nominal
runway length In metres or
feer'
Confirmunits usingEGPWSself-test
060--424 1-000 Rev. E- Ilecember2003
MKV8< MKVII EGI'\l'SPilotGuide
RAAS QUICK
R EFERENCE
CONTINUED
Extended Holding On Runway
~ "On Runway Three-Four Left ,
. On Runway Three-Four Left"
Condi tions for advisory:
Aircraft on runway
Within 20 degrees of runway heading
Wai ti ng in position for extended
peri od thaI Is operalor defined
- e.g., 90s
34R
16L
A2
16R
Al
Rejected Take-off
. .
CI 05
34R
16L
A2
Conditions for adv isory:
Aircraft on lasl half of runway
Groundspeed exceeds 40 kls
RTO is initiated (7 knolloss of
groundspeed from maximum
val ue ach ieved)
A1
66
Operafor defined unifs in metres
or feef'
.. Confir m units using EGPWS self-t est
060- 424 1-000 Kt.'\: E- December l O O ~
MKV& MKVII E(:PWS Pilot Guide
RAAS QUICK
REFERENCE
CONTINUED
Approaching Runway - In Air
" Approaching Three-Four Left "
Conditionsfor Advisory:
Between750 and 300 feet AboveReid Elevation
IAFE) ;
Within3 nautical milesof runway;
Treck alignedwithin20 deg. of "tnWaYi and
Within 200 feet, plus runwaywidth, 01runway
ce ntertlne.
Advisory suppnls_ be_550 - 450 roel AFE
to allowcrew(and/or radio) altitudecall-outs".
Messilgeannunciatedwhenaircraft descends
below 450 It.
Advisorynot availablebelow300 feet AFE
All EGPWSaurals havepriorityover this advisory
Suppressionzone.. 450 350 teet for Alrbut . lrcraft
34R
16L
11
8
A2
16R
Al
Approaching Short Runway - In Air
Conditions for advisory:
All approaching runway In-air
criteria
Runway length Is less than
nominal landing runway length
Opera/or deffned nom/nal
runway leng/h in metres or
fear
....Conti"" units us ing EGPWS 5. te8'
..
34R 16L
"Approaching Three-Four Right,
Three-Thousand Available"
0604241-000 Rev. E December 2003
MKV& MKVII EGPWS Pilot Guide
A2
16R
Al
67
RAAS QUICK
REFERENCE
CONTINUED
Distance Remaining - Landing and Roll-out
34R 16L
A2
Conditions for advisory:
Aircraft on/above last half of
runway
Groundspeed exceeds 40 kts
Calls suppressed during go-
around
- Above 100 ft radio altitude, or
- Climb rate greater than 450 fpm
Al
Operator defined units In metres
orfeer'
,"'t ConfirmunitsusingEGPWSself-test
Runway End Advisory Call-out
IExamplo in loet I
34R
11
A2
Conditions for advisory:
100feet (or 30 m) runway
remaining
Groundspeed below 40 Ids
16R
At
68
Operator defined units In metres
orfeef'
.It ConfirmunitsusingEGPWSsslMest
060-4241-000. Rev. E- December 2003
MK V& MK VIIEGPWS Pilot Guide
SECTION 3
S YSTEM
OPERATI ON
DESCRIPT I ON
TAXI
O PERATIONS
The RAAS uses aircraft inputs from the EGPWSsuch asGPS posi-
tion, heading, groundspeedanda runway database togenerate
therunway awareness aural advisories. Note that GPS availability
isa requirement for the operation ofRAAS. Aircraft position is
referenced totheGPS antenna position. RAAS does nothave
knowledge ofl:lxiwa} ,ATIS & NOTAM information, other traffic,
pilot intent, ATC clearance, ground markings andsignage. Crews
should be cognizant oftheprevailing ATIS andany NOTAMs.
(Similarly, data onnewlyconstructed runways or changesto
length ofexisting runway maynot necessarilyhe includedinthe
RAAS runway database). RAAS operates automatically, without any
action required from the flight crew.
The RAAS advisories arepresentedbelowforthe relevant flight
phases. Notethat allRAAS advisories have a lower priority than
any existing EGPWSalert, including radio altitude call-outs.
Taxiway Take-Off Advisory
AHoneywell runway incursion study indicates that 7%oftake-
offs andlandings were from/onto a t:lxiway. The purpose ofthe
Taxiway Take-Off Advisory istoenhance crew awareness ofex-
cessive taxi speeds or a take-off ona taxiway.
This advisory isprovided foreach ofthe following conditions:
inadvertent taxiwaytake-off or excessive taxi speeds; and
approved take-off operations ona taxiway (e.g., at airports
with a single runway that is closed for surface repairs).
060-4241-000 Rev. E December2003
MK V& MKVII EGPWS PilotGuide 69
TAXI
OPERATIONS
CONTINUED
o
The advisory "On Taxiway! On Taxiway!" is provided onceif:
groundspeed oftheaircraft exceeds 40Kt; and
aircraft is ona surface otherthan a runway.
NOTE: RAAS functions are based ona database ofrunway lo-
cations. The system does not have knowledge ofthelocation of
taxiways, ramp areas, grass surfaces, etc.
If groundspeed reduces below 40knots after anadvisory is pro-
vided (i.e., corrective pilot action taken), thesystem will
generate a single advisory again iftheconditions above are met.
Note thatthere are situations where a runway may beclosed (e.g.
for construction) andtake-off andlanding operations authorized
ona taxiway. Inthat case, this advisory serves toconfirm a non-
normal operation.
The advisory would also beactivated at RAAS-enabled airports for
take-offs on runways thatare notyet included in theRAAS data-
base, for example inthecase ofnewly constructed runways. It is
recommended that thetake-off briefing include reference tothis
advisory.
The aural message "On Taxiway! On Taxiuayt" is annunciated
once each time theadvisory is generated. For example, theadvi-
sory would not beheard continuously during anauthorized
take-off ona taxiway.
16R
,. "On Taxiway J
. On Taxiway '"
16L
Taxiway Take-OffAdvisory
060-4241-000 Rev. E - December 2003
MKV& MKVII EGPWS PilotGuide
TAXI
OPERATIONS
CONTINUED
Approaching Runway On-Ground Advisory
Safety data show that lack ofposition awareness hasresulted in
flight crews lining-up with both thewrong runway anda taxiway
for take-off. Inaddition, insome casescrews failedtohold-short
(58%ofground operations occurrences) and/or inadverternf
entered anactive runway. In many oftheselatter cases crews
were unaware oftheirposition relative toa proximate runway
edge.
The purpose oftheApproachingRunway On-Ground Advisory is
toprovide thecrew with awareness ofa proximate runway edge
being approachedby theaircraft during taxi operations.
This advisory depends upon aircraft groundspeed, current head-
ing andclosestrunway endandis providedif:
aircraft groundspeedis less than 40 knots; and
aircraft iswithin a specified distance from therunway edge.
This distance depends onaircraft groundspeed andclosure
angle with the runway. Approaching the runwayat relatively
higher groundspeeds results inanearlier advisory. Theadvi-
sory isnot intended toguarantee stopping theaircraft short of
the runwayedge.
The annunciation isinhibitedabove groundspeeds inexcess of
40knots. For example, theadvisory would not beheard during
the high-speed regi me ontake-off or landing - this reduces po-
tential distraction intheflight deck. Arunway crossing canbe
encountered below 40 knots, for example during anintersection
departure. Therefore it is recommended that crews reference an
anticipated low speed (below 40knots) Approaching Runway
Advisory inthe take-off briefing.
060-4241-000 Rev. E- December2003
MKV& MKVIIEGPWS Pilot Guide 71
TAXI
OPERATIONS
CONTINUED
2
The aural message consists oftheword "Approaching" followed
by therunway identifier ofthenearest runway end. Forexample,
"Approaching one-one". This advisory isissued once each time
theaircraft approaches a runway. For example, foranaircraft ap-
proaching a 9000-foot runway (34L / 16R) at a distance of5000
feet from the34L endoftherunway, theadvisory is "Approach-
ingone-six-right".
Example ofApproachingRunway On-GroundAdvisory
If more than onerunway meets thequalifying conditions above
(e.g. two runways with headings within 20degrees ofeach
other), then themessage "Approaching runways" is provided.
Note after landing ona parallel runway, ATC may clear theaircraft
tocross theparallel runway at thefar endofthelanding runway.
Inthis case theATC clearance tocross theparallel runway would
refer tothesame landing direction butotherrunway, andthe
RAAS Approaching Runway Advisory would refer totheclosest
runway threshold. For example, consider anaircraft that has
landed onrunway 08right, andthen cleared tocross runway 08
left after roll-out. The RAAS advisory generated as theaircraft ap-
proaches runway 08Left is "Approaching two-six-right." This is
normal andconsistent with therunway markings at thethreshold
ofrunway 26R.
ATe:
... vacate at runway
end and cleared to
__________08 R
RAAS:
"Approaching two- _
six-right" 26 R
L
08 L
Example ofCrossing Parallel RunwayAfter Landing
060-4241-000 Rev. E- December 2003
MK V& MK VII EGPWS Pilot Guide
RUNWAY ENTRY On Runway Advisory
AND OCCUPANCY Runway incursion data indicate that
44%ofincursions involved poorcrew position awareness;
12%ofalltake-offs werefrom theincorrect runway; and
7% oftake-offs andlandings were from/onto a taxiway
The purpose oftheOn Runway Advisory istoprovide thecrew
with awareness ofwhich runway theaircraft islined-up with dur-
ing ground operations.
The On Runway Advisory isgenerated when thefollowing condi-
tions aremet:
aircraft enters a runway; and
aircraft heading iswithin 20degrees oftherunwayheading.
This advisory is inhibited above a 40-knot groundspeed.
The annunciation "On runuay" followed bytherunwayidentifier
isprovided as theaircraft lines-up ontherunway. For example,
"011 rumoay three-four-left: Note that for additional emphasis,
the useofthe word "runuiay" is strictlyreserved forthis case
where theaircraft isonthe runway. The advisory ispresented
once each time theaircraft enters a runway.
16L
34R
- "On Runway Three-Four La"
L
Bxample ofOn RunwayAdvisory
060-4Z41-000 RI:'_E- December z003
MK V& MK VII EGPWS Pilot Guide 73
RUNWAY ENTRY Insufficient Runway Length - On-Ground Advisory
AND OCCUPANCY Safety data indicate thatloss ofsituational awareness ontheair-
CONTINUED port surface resulted in 12% ofall take-offs being conducted
from theincorrect runway. Insome ofthose cases thetake-off
distance available was less than thatrequired. Data also indicates
that 24% ofrunway incursion take-offs involved anintersection
departure. While not as common, there have been instances
where crews have turned thewrong direction while lining-up on
a runway for anintersection departure (i.e, heading error of
180). This situation not only creates a conflict with any aircraft
onshort-final, buttherunway distance available may beinsuffi-
cient fora safe take-off.
The purpose oftheInsufficient Runway Length - On-Ground Advi-
sory is toprovide thecrewwith awareness ofwhich runway the
aircraft is lined-up with, andthattherunway length available for
takeoff is less than a defined nominal take-offrunway length. The
"nominal" runway distance fortake-off is aircraft type specific
andis setbyanoperator. Note: it cannot bechanged by theflight
crew.
This advisory is provided when thefollowing conditions are met:
all conditions for a routine On-Runway Advisory are satisfied;
and
available distance fortakeoff is less than thedefined nominal
runway length.
This advisory does nottake into account prevailing conditions
such as aircraft weight, wind, runway condition & slope, air tem-
perature andaltitude ofairport. If theoperator does notspecify
thenominal runway length, theadvisory is defaulted tooff, unless
theoperator haschosen toalways advise therunway length avail-
able fortakeoff.
RAAS does notaccount for operational data such as NOTAMs that
refer toareasofrunway that are not available (e.g. dueconstruc-
tion, snow removal, etc). Crews should becognizant ofany
NOTAMs andotherpublished restrictions in effect.
74
060-4241-000 Rev. E - December 2003
MKV& MKVIIEGPWS Pilot Guide
RUNWAY ENTRY The routine "On runway" message advisory is appended by run-
AND OCCUPANCY way length remaining ineither feet or metres, e.g., "On runway
CONTINUED three-four-left, tuo-tbousand remaining". The "remaining" cl-
ement ofthemessage refers totherunway distance remaining in
theEGPWS database tothe nearest 100 feet (or 100 metres for a
metric option). Note that the unit (feet or metres) is notannunci-
ated. The unit oflength used by RAAS canbeconfirmed by
performing anEGPWS self-test (See "OperationalAvailability"
section) .
Dissimilar references totherunway heading during theAp-
proaching Runway andtheOn Runway advisories area cuetoa
potentially unusual situation. Inthis example assume that theair-
craft is cleared for anintersection departure atAlpha 2for
runway16R. The"Approacbi llg-one-six rigbt"advisory ispro-
vided astheaircraft approaches the runway at Alpha 2. However,
aninadvertent turn ontorunway 34L (asopposed to 16R) im-
plies that runway identifier fortheInsufficient Runway Length
Advisory isrunway "34L". If thecrew correctly turns onto runway
16R, the runway identifier for theroutine On Runway Advisory is
"16R". Note that a third reference tothe "intended" runway for
departure, inthis example, isa clearance for take-off from run-
way "16R" from ATC. During a back-taxi scenario, theInsufficient
Runway Length Advisory would aidasa confirmation ofpilot in-
tent toback-taxi.
34R
I Example In metr 1 . ,' "On Runway Three-Four Left,
o Si x.Hundred RemaIning"
11
16L
Example ofI II sufficient Runway Length - On-Ground
Advisory in Units ofMetres
060-4241-000 Rev. E- December2003
MK V& MK VIIEGPWS PilotGuide 75
RUNWAY ENTRY Extended Holding On Runway
AND OCCUPANCY Safety data show that 17% ofrunway incursions involved thepoor
CONTINUED
76
useofa line-up-and-wait clearance (or a taxi-into-position-and-
hold clearance [TIPH]). The typical scenario involved Tower ATe
clearing anaircraft into position-and-hold ontothedeparture
runway. Factors such as distractions in theTower, handling mul-
tiple frequencies, high workload andmemory lapses have
resulted inthetower controller simultaneously clearing other
traffic tolandontheoccupied runway. Insome cases crews is-
suedwith theTIPH clearance were holding-in-position for an
unusually extended period. Industry safety recommendations
suggest that flight crews holding-in-position onanactive runway
for anunexpected extended period should contact tower tocon-
firm theextended holding clearance. Timely crew intervention
could potentially reduce theriskofa runway incursion.
The purpose oftheExtended Holding On Runway Advisory is to
provide crew awareness ofanextended holding period onthe
runway.
The aural advisory is given ifthefollowing criteria are met:
aircraft enters a runway; and
aircraft remains inposition for a time period considered to be
anextended holding period.
Your company will select theextended holding period andit can-
not bechanged by theflight crew. The time period canbe
configured for60,90, 120, 180,240, or 300seconds.
The aircraft heading must bewithin 20degrees of runway head-
ing andtheaircraft must not move more than 100ft along the
runway forthis advisory tobeactivated.
060-4241-000 Rev. E - December 2003
MKV& MKVII EGPWSPilo' Guide
RUNWAY ENTRY Note that if the aircraft continues tohold fora period inexcess of
AND OCCUPANCY the(initial) extended holding period, theadvisory may besetto
CONTINUED repeat forthesame (or different) holding interval. The repeat
advisory time may also beconfi gured tobeoff. These options are
'elected byyour company andcannot bechanged by thefl ight
crew.
The Extended Holding On Runway Advisory issuppressed after a
Rejected Take-Off (RTO). The advisory isreset andavailable
again once the aircraft exits the current runway.
After thespecified extended holding period haselapsed, HAAS
provides anaural message that isa double repetition oftheOn
Runway Advisory. For example, if anaircraft has been holding-in-
position onrunway34left for anextended period (e.g.,
90seconds) , thesystem will annunciate "Onrunway three-four
left, 011 runtcay three-four left."
. "On Runway Three-Four Lelt ,
On Runway Three-Four lett"
l 16R
34R
16l
A2 A
Example ofExtended Holding On Runtoay Aduisory
060-424J.( )00. Rev.E- December 2003
MKv8< MKVIIEGPWS PilotGuide 77
REJECTED
TAKE-OFF
s
Distance Remaining - Rejected Take -Off Advisory
The purpose oftheRejected Take-Off Distance RemainingAdvi-
sory is toprovide the/light crewwith position awareness
infonnation during a RTO.
The advisory isgenerated ifthe following conditionsaresatisfi ed:
aircraft is onthelast half oftherunway;
groundspeed is greater than 40knots; and
anIna i initiated (RTO status isassumed ifground peed
during the lake-off roll decreases by knots from the maximum
value achieved).
The advisory termi natesonce thegroundspeed decreases below
40 knots during the RTO. The Extended HoldingOn RunwayAd-
visory is not provided during theperiod following theRTO.
The advisories aregenerated atwhole thousand-foot intervals if
RAAS is configured in "feet", except that thelast possible advisory
occurs at ;00 feel. For example, thefollowing ad\isories would
begenerated during a RTO ona 9000-foot runway:
"Four-thousand remaining" ;
"Three-thousand remaining';
"Ttco-tbousaud remaining";
"One-thousand remaining";and
"Pite-bundred remaining".
060-4241-000 Rev. E- December 2003
MKVII; MKVBEGPWS PIlot Gulde
REJECTED
TAKE-OFF
CONTINUED
The metric distance advisories aregenerated at 300-metre inter-
vals, except that the last possible advisory occurs at 100 metres.
For example, thefollowing advisories would beprovided during
a RTO ona 3000-metre runway:
"One-thousand-two-hundred remaining";
"Nine-hundred remaining";
"Six-hundred remaining" ;
"Three-hundred remaining";and
"One-bttndred remaining".
Al
A2
_
IEnmple In melre" I
49 .o?' 4' . ,<1'
16R
34R
16L
Distance Remaining - Rejected Take-offAdvisory in Metres
Note that message content is identical tothat for theLanding
Roll-Out Distance Remaining Advisory.
060-4241000 Rev.E December 2003
MKvaMKVII EGPWS Pilot Guide 79
ApPROACH TO Appr oachi ng Runway - In-Air Advisory
RUNWAY Safety data indicatethat poor 'patial awareness onapproach (lin-
ing-up and/or landingon the incorrect runway) isa significant
factor in runwayincursions. The purpose oftheApproaching
RunwayIn-Air Advisoryisto provide the crew with awareness of
which runwaythe aircraft is trackingonfi nal approach.
This advisory is provided when:
aircraft is between 750 feet and300feet Above Field Elevation
(AFE) ;
aircraft is withinapproximately:1nautical miles of the runway;
aircraft lateral position iswithin approximately200feet, plus
runwaywidth, from the runwaycenterline; and
aircraft track isalignedwithin 20degrees ofrunwayheading.
All currentEGPWS alerts have a higher priority than this RAAS ad-
visory. The Approaching RunwayIn-Air Advisory issuppressed
between 550 feet and450feet above runwayelevation toallow
thenormal 500-foot radio altitude call-out and/or crew proce-
dures without conflict. There is anoption toselect analternative
suppressionzone of450- 350feet AFE toallowthe400-foot al-
titude call-out inAirbus aircraft.
The advisory isnotprovided below300feet AFE. This reduces
potential distraction during high workloadconditions.
80
060-4241-000 Rev. E - December 2003
MKV80 MK vnEGPWS PlIolGuide
ApPROACH TO This advisory is annunciated once for each runwayalignment
RUNWAY whenthe conditions noted above aresatisfied. The advisory mes-
CONTINUED sage consists ofthe word "approaching"followed bytherunway
identifier, for example, "Approachingthree-four-left." An aircraft
that is required toside-step toanalternative runway while on
short-final could potentially beprovided with two Approaching
RunwayAdvisory messages; onecall-out fortheoriginal runway
andanother astheaircraft aligns with thesecond runway. The
advisory conditions above would have tobesatisfied foreach
runway call-out.
- "Approaching Three-Four LaI1"
Example ofApproaching Rumoay In-AirAdvisory
For some approaches more than one runwaycould meet the
qualifying condition above, e.g. two closelyspaced runways with
headings that arewithin 20degrees ofeach other. The message
"ApproachingRunways" isprovided insuch cases.
"Approaching
+",nways" 26 L _ _ 08 R
26R 08 l
Example of "Approaching Runways" Advisory
ApproachingShort Runway - In-AirAdvisory
Safety data indicate that loss ofposition awareness onapproach
isa factor inrunway incursions -lining upand/or landing onthe
wrong runway. Insome cases thelanding distance available (on
theincorrect runway)was less than that required.
060-4241000 Rev. E December2003
MKV& MKVIIEGPWS Pilot Guide
81
ApPROACH TO
RUNWAY
CONTINUED
The purpose oftheApproachingShort Runway - In-Air Advisory
istoprovide thecrew with awareness ofwhich runway theair-
craft istracking, andthat therunway length available forlanding
isless than a defined nominal landing runway length. The "nomi-
nal" runway distance forlanding is aircraft type specific andis
set by anoperator. Note that it cannot bechanged bytheflight
crew.
This advisory is provided when thefollowing conditions aremet:
all conditions fora routine Approaching In-Air Advisory are
satisfied (seeprevious section fordetails) ; and
thealigned runway is shorter than a nominal landing runway
length.
The system uses thesame altitude zones tosuppress this advisory
that are used for theroutine Approaching Runway In-Air Advi-
sory.
Note that this advisory does nottake intoaccount prevailing con-
ditions such asaircraft weight, wind, runway condition & slope,
air temperature andaltitude ofairport. Iftheoperator does not
specify thenominal runway length, theadvisory is defaulted to
off, unless theoperator haschosen toalways advise therunway
length available forlanding.
RAAS does not account foroperational datasuch as NOTAMs that
refer toareas ofrunway that are notavailable (e.g. dueconstruc-
tion, snow removal, etc). Crews should becognizant ofany
NOTAMs andother published restrictions ineffect.
060-4 241-000 Rev. E - December 2003
MKV& MK VIIEGPWS Pilal Guide
ApPROACH TO
RUNWAY
CONTINUED
The Routine ApproachingRunway In-Air Advisory message isap-
pended with available runwaylengthinformation, for example
"Approachingthree-four-right, three-thousand-available". The
"available" element ofthemessage refers tothe runway distance
in theEGPWSdatabase tothe nearest 100-ft (or 100 mfor the
metric option). Note that the unit (feet or metres) is not annunci-
ated. The unit oflength usedby RAAS can be confirmedby
performing anEGPWSself-test (See "Operational Availability"
section). This advisory occurs once for each runway alignment
based ontheconditions specifiedabove.
A1
16R
A2
34R 16L
,- Approaching Three-Four Right, I Eumple '0,... 1
-
LANDING
ROLL-OUT
Example ofll/Jproac!Jillg Short HIllIU'({ I' - In-Air Adoisory
(in Peet)
Distance Remaining - Landing and Roll-Out Advisory
Thepurpose oftheDistance Remaining Advisoryistoenhance
crewawareness ofaircraft position relative totherunway end,
TheDistance Remaining Advisoryis provided when the following
conditionsaremet:
aircraft ison, or over, the last-halfoftherunway; and
aircraft groundspeed isabove 40 knots.
060-4241-000 Rev. E- December 2003
MKV& MKVII EGPWS PilotGuide 83
LANDING
ROLL-OUT
CONTINUED
IH
If thecrew decides togo-around after theDistance Remaining
Advisory istriggered, thecall-outs continue tobeannunciated at
theappropriate distances along therunway. The advisories are
inhibited once theaircraft attains a Radio Altitude of 100 feet or a
climb rateof450 feet-per-minute.
The advisories are generated at whole thousand-foot intervals if
RAAS isconfigured in"feet", except that thelast possible advisory
occurs at 500 feet. For example, thefollowing advisories would
begenerated during a landing ona 9000-foot runway:
"Four-thousand remaining";
"Three-thousand remaining';
"Two-thousand remaining";
"One-thousand remaining"; and
"Five-hundred remaining".
Example ofLanding andRoll-Out Aduisory in Feet
060-424H)OO Rev. F.- December 2003
MKV& MK\11 EGPWSPilot Guide
LANDING
ROLL-OUT
CONTINUED
Themetric distance advisories aregeneratedat 300-metre inter-
vals, except that thelast possible advisory occurs at 100 metres.
For example, the following advisorieswould be generatedduring
a landing ona 3000-metre runway:
"One-thousand-two-hundred remaining";
"Nine-hundred remaining";
"Six-hundred remaining";
"Three-hundred remaining";and
"One-hundred remaining".
Note that message content isidentical tothat for theRejected
Take-Off Distance Remaining Advisory.
Runway End Advisory
The purpose oftheRunway EndAdvisory is toimprove flight
crewawareness oftheposition ofthe aircraft relative totherun-
way endduring low visibility conditions. Note that theadvisory is
notintendedtoprevent a landing overrun.
The Runway EndAdvisory isprovided tothe flight crewwhen:
aircraft isona runway andalignedwithin 20degrees of
runway heading;
aircraft approaches within 100 feet (or 30 metres for the
metric option) ofthe runway end;and
aircraft groundspeedis below 40knots.
060-4241-000. Rev. E- December 2003
MK V& MKV11 EGPWS Pilot Guide 85
LANDING
ROLL-OUT
CONTINUED
The aural message is "One-hundred remaining" for systems con-
figured infeet and"Thirty remaining" fora metric configuration.
Example ofRunway EndAdvisory in feet
SECTION 4
RAAS
OPTIONS
The options listed below areselected by your company andset-
upduring the installation ofRAAS. The flight crew cannot
configure them.
RAASOptions
86
Con figurabl e Feature Opllon
Distance Unit 01Measurement Feel or Metres
Voice Gonder Female or Male
GPS Ant enna LocatIon
Customer-selecled location based on
aircraftinstallation
Taxiway Takeoff Off or On
Insufficient Runway Length - On Ground
Off
or on usingcustomer selectednominal
(Takeoff)
runway length based ona ircrall type,
or always on
Extended Holding - On Runway INITIAL: 60,90,120,180,240,300, Off
REPEAT: 30, 60, 90, 120, 180,240, 300, Off
Dl st . nce Remaining Rejected Takeoff Off or On
Approaching Runway. In Air OflorOn
Advisory suppression zone 550 - 450 leet AFE or 450 - 350 leet AFE
Approaching Short Runway In Air (Landing)
Off
or on using customer selected nominal
runway length based on aircraft type,
or always on
Distance RemainI ng .. Landing Off or On
Runway End C.Uout Olfor On
060-B41-000 Rev. E- Decernber ZOOj
MKV& MK\ll EGP\\S Pilot Guide
SECTION 5
AUDIO
LEVELS
RAAS advisoriesareheard over thesame aircraft audio systems
that presentlyprovide EGPWSaudio caution andwarning alertsin
the flight deck. Thevolume ofRAAS advisories is controlled by
the EGPWS- the RAAS message volume level is basedontheex-
pected flight operation foreachadvisory. RAAS employs three
relative audio volume levels:
Audio Levels
Audio Level Advisory
High The Taxiway Take-Off Advisory Is Issued at the EGPWS caution and
waminq alert volume level plus 3 dB.
Medium Distance Remaining Advisories are issued at the same volume level as
EGPWS cautions and waminos.
Low All other in-air and on-ground advisories (excludes Distance Remaining
and Taxiway Takeoff Advisories) are issued at the same volume level as
Ihe EGPWS cautions and wamin os volume level minus 6 dB.
SECTION 6
OPERAT IONAL
AVAILABILI TY
RAAS isoperationallyavailable anytime the EGPWSis powered
andthe following conditions aremet:
The software for theRAAS functions have been loadedand
enabled into anEGPWSby your company (with software
version -218-218(or later) anda minimum ofTerrain Data
base 435);
The aircraft is onor approaching anairport intheRAAS
runwaydatabase; and
RAAS is functional (e.g. allexternal signals areavailable and
notfaulted, GPS position accuracy meets minimum RAAS
requirements, there arenointernal EGPWSfaults).
060-4241-000 Rev. E- December 2003
MK V& MKVIIEGPWSPilot Guide 87
OPERATIONAL
AVAILABILITY
CONTINUED
RAAS operational availability is integrated into theexistingEGPWS
fault monitoringandself-test functions. Consistent wi th approved
EGPWS self-test design, theloss ofRAAS functions is indicated
on-ground onlyduringanEGPWSself-test. There is noautomatic
annunciation ofthe loss of RAAS functionality. The audio self-test
messages areas follows.
RAAS Self- Test Audio Messages
Audio Message Condillons
AwarenessOKFeel"
RAASsoftware enabled, functioning. hasgood positioninformation,
andis at a validated airport. Feet will be annunciatedinthegender
voiceoption (male orfemale) selectedfor RAAS,
"RunwayAwareness OKMetres"
RAAS softwareenabled, functioning, hasgood positioninformation,
and isat a validatedairport . Metres will beannunciatedinthe
gender voiceoption (maleor female) seiected for RAAS,
"RunwayAwareness NotAvailable"
RAASsoftwareenabled, but the system eitherhas no position
information, the accuracy oftheposition information is insuffi cient
to allowRAASto function, or theaircraftis at an airport that has not
beenvalidated for RAASin theEGPWS Terrain Database
"RunwayAwareness RAASsoftware enabled, butthe advisorieshavebeenmhibited
withthe activation of anexternal discrete
"Runway Awareness R-T-O"
RAASsoftware enabledand functioning, but RAAShas detected
a Rejecled Take-Off condrti on. To dear Ihis message, the aecrart
must be taxied0"the runwayarea
"Runway Awareness INOp RAASsoftware enabledbut functionisinoperative
88
060-4241-000 ' RC\'. December 200.\
MKV& MK\11EGPWSPilot Guide
OPERATIONAL RAAS status can also bedisplayed ontheTerrain Display. This is
AVAILABILITY active onlywhen the aircraft isonthe ground. The procedure re-
CONTINUED quires the flight crew toselect the terrain display followed bya
change inthe displayed range (toa higher or lower range). RAAS
status is annunciated for two sweeps ofthe Terrain Display. This
feature isavailable onallaircraft, but is primarilyintendedfor
those aircraft where the flight crew does notperform anEGPWS
self-test. The displayed status messages areasfollows.
RAAS Self- Test Display Messages
Audio Message Conditions
RAAS-OKFT (green)
RAAS software enabled. functioning, has good position information,
and is at a validated airport Distances annunciated in teet.
RAAS-OKm (green)
RAAS software enabled, functioning, has good position information,
and is at a validated airport Distances annunciated in metres
RAAS-K'AVSl (amber)
RAASsoftware enabled, but the system either has no position
information, the accuracy of the positi on information is insufficient
to allow RAASto function, or the aircraft is at an airport thai has not
been validated for RAAS in the EGPWS Terrain Database.
RAAS-INH lam""',
RAAS software enabled, but the advisories have been inhibited
with lhe activation of an external discrete
RAA5-RTO (green)
RAAS software enabled and functioning, but RAAS has detected
a Rejected Take-Off condition To clear this message, the aircraft
must be taxied off the runway area
RAAS-INOP ("",be<) RMS software enabled but function is inoperative.
SECTION 7
FREQUENTLY
ASKED
QUESTIONS
Q. How doI know that theRAAS is enabled?
A. Perform anEGPWS self-test or select theTerrain Display fol-
lowed by a change inthedisplayed range(toa higher or lower
range) . RAAS status isannunciated for two sweeps ofthe Terrain
Display. These functions available onlywhen aircraft is onthe
ground.
Q. How can theflight crew determine which RAAS database is
currentlyloaded intheEGPWS computer ?
A. The RAAS status message ontheTerrain Display during the
EGPWS self-test (see last question) also displays theversion of
the currently installed database.
060-4241-000 Rev.E- December 2003
V& MKVIIEGPWSPilot Guide 89
FREQUENTLY
ASKED
QUESTIONS
CONTINUED
90
Q. How cantheIlight crewdetermine if RAAS will work at the
destination airportupon arrival?
A. RAAS status canbe displayed on theTerrain Display only when
theaircraft is on theground. The crewshould checkin advance
ifthedestination airportis included in theRAAS database - see
answer tothenext question. Once on theground at thedestina-
tion airport, RAAS status canbedisplayed on theTerrain Display.
Q. How canthe Ilight crewdetermine what airports are enabled
for RAAS?
A. Details ofthespecific airports included in theRAAS database
andprocedures for operators toacquire thelatest RAAS database
are provided on theInternet at www.egpws.com. Atelephone
number forvoice contact is included as well.
Q.Who do I contact for help with a RAAS database issue (suchas
adding an airporttothe RAAS database) , or a problem encoun-
teredin theoperation of RAAS at a particular airport?
A. An online form for RAAS discrepancies is provided on the
Internet at www.egpws.com. Atelephone number forvoice con-
tact is included as well.
877-436-2005 (In U.S.)
602-436-2005 (Outside U.S.)
Q. How doI know what units are being usedfor theRAAS dis-
tance related advisories?
A. This information is provided during theEGPWS self-test audio
message or on theRAAS status message on theterrain display.
Q. How does RAAS account for temporary runway closures?
A. RAAS doesnotinclude knowledge ofprevailing Notice toAir-
men (NOTAM) andtherefore factors suchas closure of runways
is not reflected byadvisories. Crews are assumed to be cognizant
ofprevailing NOTAM andAutomatic Terminal Information Service
(ATIS) data. Similarly, dataon newlyconstructed runways or
changes to length ofexisting runways maynot necessarily be in-
cluded inthe RAAS runwaydatabase.
060-4241-000 ' Rev. E- December 200,\
MKV & MK VII EGPWSPilot Guide
FREQUENTLY
ASKED
QUESTIONS
CONTINUED
Q.Whydoes RAAS provide anOn Taxiwayadvisoryonsome run-
ways?
A. The runway isnotyet inthe RAAS database, Crews arealways
required touse conventional means toascertain andconfirm po-
sition ofrunways.
Q. Whydoesn't RAAS always provide anapproaching runwayad-
visory when I am at the hold-short line?
A. The Advisory isalways provided at a fixed distance from the
runwayedge at groundspeeds below 10knots, andinsome cases
thehold-short lines arenotpainted at positions that correspond
tolCAO standards. RAAS does nothave knowledge ofground
markings.
ABBREVIATIONS AFE
ATC
EGPWS
GPWS
NOTAM
RAAS
RTO
TIPH
060-4241-000 Rev. E- December 2003
MKV& MKVIIEGPWS Pilot Guide
Above Field Elevation [ftl
Air Traffic Control
Enhanced Ground Proximity Warning System
Ground Proximity Warning System
Notice toAirmen
RunwayAwareness andAdvisory System
Rejected Take-Off
Taxi-Into-Position-and-Hold
l)\
..J
..J
III

III
Z
o
:I

ll:

ID
C
Z
III
III
C
Z
0(
x

III
C
III
III
0(
III
..J
D.
Dear Hon eywell EGPWS Customer:
This form is a request for information that will allow Honeywell to notify you
of future updates to your Enhanced Ground Proximity Warning System. Please
complete the information below and fax the information sheet to Honeywell
at 425-885-8722 or return via U.S. mail to:
Honeywell International, Inc.
Attn: Sandra Slick
Technical Publications
p.o. Box 97001
Redmond, WA 98073-9701
CUSTOMER INFORMATION:
Customer Contact: _
Company Name:
Shipping Address: _
Phone Number: _
FaxNumber: _
E-mail Address: _
AIRCRAFT INFORMATION:
Aircraft Model
EGPWSPart Number EGPWS Serial # _
Aircraft Model
EGPWSPart Number EGPWS serial # _
Aircraft Model
EGPWS Part Number EGPWS serial # _
92
060-4241-000 Rev. E- December2003
MKv& MKVII EGPWS Pllot Guide
Honeywell International Inc.
Airlines andAvionics Products (A&AP)
1500I N.E. 36thStreet
Redmond, Washington USA98052
or:
P.O. BOll; 97001
Redmond, WA 98073-9701
EGPWS Hotline: 1800-813-2099
Telephone: (425) 885-3711
FAX: (425) 885-2061
www.egpws.com
060-4241-000 Rev. - E- December 2003
Honeywell International Inc.
General Aviation Avionics
OneTechnology Center
23500 West 105th Street
Olathe, KS USA66061
Telephone: (913) 7820400
FAX: (913) 712-1302
006-08896-0003
@ Honey well , Inter national Inc. Pr i nt ad i n USA 3471396 2k
ti Pri nt ed on rocycled pap e r
Honeywell

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