Gulfstream GV Navigation Systems Guide

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OPERATING MANUAL
NAVIGATION
2A-34-10: General
The navigation system provides the flight crew with aircraft navigational control and
information, and aural and visual alerts to prevent Controlled Flight Into Terrain (CFIT).
The flight environment data system and attitude and direction systems are integrated
with the SPZ-8500 Digital Automatic Flight Control System (DAFCS) and the Radio
Frequency Management Unit (RFMU). The DAFCS is described in Chapter 2B: Digital
Automatic Flight Control System. The RFMU is described in Section 2A-23-00:
Communications. With respect to these two systems, only standby instrumentation is
covered in this section.
The Enhanced Ground Proximity Warning System (EGPWS) and Traffic / Aircraft Alert
and Collision Avoidance System (TCAS / ACAS) are also integrated with the SPZ-8500
DAFCS. Visual displays generated by the EGPWS and TCAS / ACAS systems are
shown in limited fashion in this section. For an in-depth description and color illustrations
of various displays, please see Section 2B-02-00: Electronic Display System.
The navigation system is divided into the following subsystems:
• 2A-34-20: Flight Environment Data System
• 2A-34-30: Attitude and Direction System
• 2A-34-40: Enhanced Ground Proximity Warning System (EGPWS)
• 2A-34-50: Traffic / Aircraft Alert and Collision Avoidance System (TCAS / ACAS)
2A-34-20: Flight Environment Data System

1. General Description:
The flight environment data system is a group of navigational subsystems that
senses environmental conditions to determine and display aircraft attitude and
direction.
The following subsystems, units, and components together compose this system:
• Digital Air Data Computing System
• Pitot-Static System
• Static Air Temperature / Total Air Temperature (SAT / TAT) Sensing System
2. Description of Subsystems, Units and Components:
A. Digital Air Data Computing System:
(See Figure 2.)
The Digital Air Data Computing system consists of three (3) Micro Air Data
Computers (MADCs). The MADC is a microprocessor unit that provides air
data information to the Central Display System (CDS), Flight Management
System (FMS), Autopilot, the Full Authority Digital Engine Control (FADEC)
system and other aircraft systems. Each MADC contains a sensing unit
and associated electronics. There are two pneumatic input ports on the
front of the MADC that are used to receive pitot and static pressures. An
electrical connector on the front of the MADC is used for electrical inputs
and outputs.
The MADC receives static and total pressure from the pitot-static probes. It
also receives electronic signals from the TAT probes and the Display
Controller (DC) BARO rotary switch.
PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

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The MADC uses the input data to transmit the following data via the ASCB
and the ARINC 429 digital databuses:
• Altitude
• Pressure
• Temperature
• Airspeed
• Mach Speed
• Vertical Speed
• Velocity Maximum Operating/Mach Maximum Operating (VMO/MMO)
Speed
• Barometric Correction
• Display Data
• Fault Data
• Overspeed Data
• Source/Destination Identifier (SDI) Data
• Programmable Switch Data
B. Pitot-Static System:
(See Figure 4.)
The Pitot-Static system is designed to supply impact (pitot) and
atmospheric (static) pressure to various aircraft instruments and electronic
units. These include the Standby Airspeed/Altitude Indicator (SAAI), the
MADCs #1, #2, and #3, and the Cabin Pressure Acquisition Module
(CPAM). The SAAI and the MADCs require both pitot and static pressure,
however the CPAM only requires static pressure.
(1) Standby Altimeter/Airspeed Indicator (SAAI):
The SAAI provides backup altitude and airspeed information to the
flight crew in the event of primary navigation systems and/or
navigation display failure. It is driven by the impact and atmospheric
pressure inputs via the aircraft pitot-static system. It is mounted
centrally in the cockpit instrument panel for easy viewing by both
pilot and copilot.
The SAAI is powered from the Essential Flight Instruments bus
which is powered by the Left and Right Essential DC buses. The
Left and Right Essential DC buses are backed up by the aircraft
main battery system. If the aircraft loses both the Left and Right
Essential DC buses and the main batteries, the Essential Flight
Instruments bus will be powered from Left and Right Emergency
Battery systems.
The altimeter portion of the SAAI provides a barometric setting
system controlled by a knob labeled BARO to permit altimeter to be
set to indicate field elevation at any existing ground level barometric
pressure. The barometric zero setting is designed to show
barometric pressure in 0.01 inches of mercury (IN HG) and 1
millibars (MB). The range of the SAAI is 22.00 to 30.99 IN HG (744
to 1049 MB).
(2) Pitot-Static Probe:
2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

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The Pitot-Static system receives air data from four aerodynamically
compensated pitot-static probes. They are located on the aircraft’s
exterior nose section. Each probe is equipped with an electrical
heating elements to prevent icing during cold weather operations.
C. Static Air Temperature / Total Air Temperature (SAT / TAT) Sensing
System:
The Total Air Temperature (TAT) sensing system consists of two identical
TAT probes. The TAT probes provide the MADCs with ambient temperature
data. The MADCs process this temperature data and disperses this
information to the various systems and instruments requiring this data.
When the aircraft is on the ground, the TAT probe aspirated system is used
to route bleed air manifold air pressure to the TAT probes.
The Static Air Temperature (SAT) is calculated by the MADCs utilizing the
input from the pitot-static probes.
3. Controls and Indications:
(See Figure 1.)
A. Circuit Breakers (CBs):
The flight environment data system is protected by the following CBs:
CB: CB Panel: Location: Power Source:

STBY ALT/AIRSPD POP D-9 ESS FLT INST Bus
L LWR PITOT HTR POP A-5 ESS AC
L UPR PITOT HTR POP A-6 L STBY AC
R LWR PITOT HTR CPOP A-5 R STBY AC
R UPR PITOT HTR CONT CPOP A-6 ESS AC
L LWR PITOT HTR CONT LEER D-5 L ESS DC Bus
L UPR PITOT HTR CONT LEER E-5 L MAIN DC Bus
R LWR PITOT HTR CONT REER D-12 R MAIN DC Bus
R UPR PITOT HTR CONT REER E-12 R ESS DC Bus
4. Limitations:
A. Flight Manual Limitations:
There are no limitations for the flight environment data system at the time
of this revision.
B. Other Limitations:
NOTE:
The basic indicator covers the following ranges:
• Airspeed: 60 to 450 knots
• Altitude: −1,000 to +55,000 feet. The +55,000 feet
altitude requirement is a minimum with no
degradation to +60,000 feet exposure. The unit is
not damaged if subjected to any range from −2,300
to +70,000 feet.
• Baroset Correction: 22.00 to 30.99 IN HG (744 to
1049 MB)

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Standby Altimeter/
Airspeed Indicator
Controls And Indications
Figure 1
2A-34-00
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Digital Air Data Computing

System Simplified Block
Diagram
Figure 2
2A-34-00
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Standby Altimeter/Airspeed Indicator / Standby Attitude System Simplified Block

Diagram
Figure 3

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Pitot-Static System Simplified Block Diagram

Figure 4
2A-34-30: Attitude and Direction System

The attitude and direction system is a group of navigation subsystems that
depend on magnetic forces or inertia to determine and display aircraft attitude and
direction.
The following subsystems, units, and components together compose this system:
• Standby Attitude System
• Standby Directional System

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2. Description of Subsystems, Units and Components:
A. Standby Attitude System:
(See Figure 8.)
In the event of loss of the primary navigation systems and their displays,
standby attitude and Instrument Landing System (ILS) information is
provided to the flight crew through use of a Standby Horizon/ILS Indicator
(SHII). The SHII is mounted centrally in cockpit instrument panel for easy
viewing by both pilot and copilot.
In addition to regular gyro-attitude functions, the SHII provides ILS glide
slope (G/S) and localizer (LOC) display from the VHF navigation receivers.
The SHII also contains an integral inclinometer which indicates slip and
skid.
The attitude presentation portion of the SHII consists of a +28V DC
electrically driven gyroscope. Gyroscopic vertical attitude is maintained by
a mechanical erection system. When the gyroscope is rotating at maximum
speed, it will provide up to nine minutes of useful operation after loss of
28V DC power.
The SHII is powered from the Essential Flight Instruments bus which is
powered by Left and Right Essential DC buses. The Left and Right
Essential DC buses are backed up by the aircraft main battery system. If
the aircraft loses Left and Right Essential DC buses and the main batteries,
the Essential Flight Instruments bus will be powered from Left and Right
Emergency Battery systems.
The Standby Attitude system interfaces with the following systems:
• Lighting System: Supplies lighting and provides dimming (0 to 5V
DC) capability.
• Navigation System: Supplies data over ARINC 429 bus from
Navigation Receiver No.1.
B. Standby Directional System:
(See Figure 5, Figure 6 and Figure 7.)
The Standby Directional system consists of the following components:
• Radio Magnetic Indicator (RMI)
• Flux Detector
• Magnetic Compensator
The RMI, in conjunction with the magnetic compensator and flux detector,
provides standby backup compass heading information to the flight crew in
the event of primary navigation systems and/or navigation display failure.
The system is also capable of providing backup Automatic Direction Finder
(ADF) and Very High Frequency, Omni-Range (VOR) information. The RMI
is mounted centrally in cockpit instrument panel for easy viewing by both
pilot and copilot. The magnetic compensator is located on the forward
bulkhead of the Left Electronic Equipment Rack (LEER). The flux detector
is located in the left wingtip.
The magnetic compensator provides power, magnetic interference
compensation, and signal processing for the flux detector. The
compensator drives the RMI flags and compass card based upon input
validity and BIT status. The compensator also removes small errors in flux

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OPERATING MANUAL
detectors output signals caused by induced magnetic fields in aircraft
structure. The compensated analog heading signals are then routed to RMI
where they are used as servo drive for the compass card.
The flux detector senses the horizontal component of the earth’s magnetic
field. The detector outputs analog heading signals that are routed to the
magnetic compensator and compass circuits. These heading signals
provide RMI magnetic heading display information when the standby mode
(STBY MODE) is selected.
The Standby Directional system interfaces with the following systems and
LRUs:
• Lighting System: Supplies lighting and provides dimming (0 to 5V
DC) capability.
• Inertial Reference System (IRS): Supplies heading data over the
ARINC 429 bus that is used for primary and alternate heading
modes.
• ADF System: Supplies data over the ARINC 429 bus that is used for
the #1 (ADF No. 1) and #2 (ADF No. 2) pointer in ADF position.
• Navigation System: Supplies data over the ARINC 429 bus that is
used for the #1 (Navigation Receiver No. 1) and #2 (Navigation
Receiver No. 2) pointer in VOR position.
• Fault Warning Computers (FWCs): Provides a discrete that will force
the RMI into standby mode when a miscompare between IRU No.1
and 2 is detected.
The attitude and direction system is protected by the following CBs:

STBY HORIZON CPOP D-9 ESS FLT INST Bus
STBY RMI POP E-9 ESS FLT INST Bus
4. Limitations:
A. Standby Flight Instruments:
When flight is predicated on the use of the Standby Flight Instruments, the
flight crew shall check the position error correction in GV Airplane Flight
Manual Section 5: Performance.

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Remote Magnetic
Indicator (RMI) Simplified
Block Diagram
Figure 5
2A-34-00
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Radio Magnetic Indicator

(RMI) Controls And
Indications
Figure 6
2A-34-00
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Radio Magnetic Indicator

(RMI) Controls And
Indications
Figure 7
2A-34-00
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Standby Horizon/ILS Indicator (SHII) Controls And Indications

Figure 8
2A-34-40: Enhanced Ground Proximity Warning System (EGPWS)

1. General:
A. Purpose:
The purpose of EGPWS is to provide the flight crew with advance aural
and visual alerts of potential terrain danger, severe windshear conditions
and excessive deviation below an Instrument Landing System (ILS) vertical
path glideslope. EGPWS also provides aural warnings for descent below
established minimums, excessive bank angle, and altitude callouts during
final approach. These aural and visual alerts are designed to prevent
Controlled Flight Into Terrain (CFIT).

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B. General Description:
The EGPWS is a terrain awareness and warning system incorporating
terrain alerting and display functions. These functions use aircraft
geographic position, aircraft altitude, and a terrain database to predict
potential conflicts between the aircraft flight path and terrain, and to provide
graphic displays of the conflicting terrain.
EGPWS improves basic GPWS through the following features:
• “Terrain Ahead” alerting based on FMS/GPS derived position data
and stored terrain data in the EGPWS computer.
• Terrain Awareness Display (TAD) presentation replacing the
weather radar display on the navigation display, using the
embedded terrain database.
• Unsafe terrain clearance alerting based upon aircraft position
relative to airport.
The EGPWS computer is the heart of the EGPWS system. It contains a
world-wide terrain database with varying degrees of resolution. It also
contains an airport database containing information on all hard-surface
runways 3500 feet and longer having a published Instrument Approach
Procedure. Higher resolution database grids are used in close proximity to
airports. Lower resolution database grids are used outside of airport areas.
The EGPWS computer automatically controls the normal operating modes
(Modes 1-7), and Built-In Test (BIT) and monitoring functions. Envelope
Modulation is also incorporated in the computer to automatically provide
alerts and warnings tailored to certain geographic locations to reduce
nuisance warnings and/or provide added protection. The EGPWS
computer is located in the right electronic equipment rack. It receives
power from Phase B of the Left Main AC bus.
If desired by the flight crew, all EGPWS alerts (except windshear) can be
inhibited through use of the GPWS ORIDE switch, located on either
glareshield MASTER WARN panel.
C. Prioritization of Displays:
Prioritization of “pop-up” displays where the Terrain Awareness Warning
System (TAWS) and the primary warning system share the same display is
as follows:
Priority Description
Highest 1 Terrain Awareness Warning
2 Predictive Windshear Warning
3 Terrain Awareness Caution
4 Predictive Windshear Caution
5 Standard Terrain Display
Lowest 6 Weather Radar
NOTE(S):
Recommended voice prioritization between the Class B TAWS and other
systems installed.

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Priority Description For Class B TAWS

Highest 1 Reactive Windshear System Warning
2 Sink Rate “Pull Up” Warning (Excessive Rates of Descent)
3 Terrain Awareness “Pull Up” Warning (FLTA)
4 Predictive Windshear System Warning
5 Minimums (Voice Callouts)
6 Terrain Awareness Caution (FLTA)
7 PDA (“Too Low Terrain”) Caution
8 Altitude Callouts (Voice Callouts)
9 Sink Rate (Excessive Rates of Descent)
10 Don’t Sink (Negative Climb Rate or Altitude Loss After Takeoff)
11 Predictive Windshear System Caution
12 Approaching Minimums (Voice Callouts)
13 Bank Angle (Voice Callouts)
14 Reactive Windshear System Caution
15 TCAS RA (“Climb”, “Descend”, etc.)
Lowest 16 TCAS TA (“Traffic, Traffic”)
NOTE(S):
Class B TAWS for operations under Part 91 of turbine-powered U.S.-
registered aircraft configured with 6 or more passenger seats.
2. System Functions:
A. Terrain Clearance Floor (TCF):
(See Figure 9.)
The TCF alert function adds an additional element of protection to the
standard GPWS by alerting the flight crew of possible premature descent
during non-precision approaches regardless of aircraft configuration. It
creates a terrain clearance envelope around the airport to provide
protection against CFIT situations beyond that of basic GPWS. TCF alerts
are based on current aircraft location, nearest runway center point position
and radio altitude. TCF is active during takeoff, cruise and final approach.
The TCF alert mode compliments existing Mode 4 (Unsafe Terrain
Clearance) protection by providing an alert based on insufficient terrain
clearance even when in the landing configuration. Alerts for TCF cause a
TERRAIN icon to be displayed on the Primary Flight Display (PFD) and will
annunciate an aural “TOO LOW, TERRAIN” callout. This aural callout will
occur two times when initial envelope penetration occurs and one time
thereafter for each 20% degradation in radio altitude. The TERRAIN icon
will remain displayed on the PFD until the alert envelope is exited.
When landing at an airport with no approved approach procedure, or where
the longest runway is less than 3500 ft in length, or the airport is not
included in the Jeppesen database, EGPWS may generate a Terrain Alert
and the Terrain Awareness Display (TAD). At these airports the TERRAIN
DISPLAY switch, located on the Standby Rudder/Yaw Damper panel, can

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be selected to OFF at the discretion of the flight crew to avoid nuisance
alerts.
NOTE:
Basic GPWS Modes (1-6) and Windshear Mode (7)

remain active when the TAD is inhibited.
B. Terrain Alerting:
(See Figure 10.)
Terrain Alerting predicts potential conflicts between the aircraft flight path
and the surrounding terrain and provides the flight crew with visual and
aural alerts. To compute terrain awareness, the EGPWS computer uses
aircraft geographic position, aircraft altitude, and a terrain database to
determine the relative position of the aircraft in relation to the surrounding
terrain, generating a clearance envelope as far as one minute ahead of the
aircraft. This envelope originates below the aircraft as an added margin of
safety, and uses the TCF altitude for database interrogation.
When conditions are such as to generate a terrain caution or terrain
warning, specific icons appear on the PFD accompanied by specific aural
callouts. At the onset of a terrain caution, (approximately 60 seconds prior
to potential terrain conflict), the Terrain Alerting function causes an amber
TERRAIN icon to be displayed on the PFD and annunciates an aural
“TERRAIN, TERRAIN” callout. This is repeated every seven seconds as
long as the aircraft is within the caution envelope. At the onset of a terrain
warning, (approximately 30 seconds prior to potential terrain conflict), the
terrain alerting function causes red TERRAIN and PULL UP icons to be
displayed on the PFD, and annunciates aural “TERRAIN, TERRAIN” and
“PULL UP, PULL UP” callouts. The aural callout is repeated continuously
while the aircraft is within the warning envelope.
NOTE:
When any EGPWS alerts are in progress, all TCAS
messages are inhibited.
C. Terrain Awareness Display (TAD):
(See Figure 11 and Section 2B-02-00: Electronic Display System.)
CAUTION
THE TERRAIN AWARENESS DISPLAY (TAD) IS

INTENDED FOR USE ONLY AS AN ADVISORY TO
THE FLIGHT CREW OF POTENTIALLY THREATEN-
ING TERRAIN AHEAD AND IN NO WAY SHOULD BE
USED FOR NAVIGATION OF THE AIRCRAFT, NOR
SHOULD IT BE USED FOR GUIDANCE IN STEERING
CLEAR OF TERRAIN.
In the event of a terrain alert, EGPWS will initiate TAD by forcing both the
pilot and copilot display controllers to the MAP menu and selecting (boxing)
GPWS. The TAD will then automatically appear (“pop up”) on the
navigation displays, defaulting to a 10 nautical mile scale. When the terrain

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alert has ceased, the flight crew may manually return the navigation
displays to their original display using the display controller.
The TAD displays an image of surrounding terrain in varying patterns of
green, yellow and red to provide timely alerting and situational awareness
to the flight crew. The display image is generated from aircraft altitude
compared with terrain data in the EGPWS computer and represents
specific terrain separation with respect to the aircraft. Areas with no terrain
data available are shown in low-density magenta. Terrain more than 2000
feet below the aircraft is not displayed.
At the onset of a terrain caution, (approximately 60 seconds prior to
potential terrain conflict), areas within ±90° of the aircraft track where
terrain penetrates the terrain caution envelope are shown in yellow. The
terrain alerting caution annunciations are also generated.
At the onset of a terrain warning, (approximately 30 seconds prior to
potential terrain conflict), areas within ±90° of the aircraft track where
terrain penetrates the terrain warning envelope are shown in red. The
terrain alerting warning annunciations are also generated.
In order to avoid unwanted alerts, the TAD must be manually inhibited by
selection of the TERRAIN DISPLAY switch to OFF when within 15 Nautical
Miles (NM) of takeoff, approach or landing at an airport for which any of the
following conditions apply:
• The airport has no published instrument approach procedure (-104
-104 software version only).
• The longest runway is less than 3500 ft in length.
• The airport is not in the Allied Signal database.
• QFE altimeter settings are used for approach and landing. With -208
-208 or -210 -210 (or later approved version) software version
installed, there is NO requirement to select Terrain Display OFF for
QFE approaches.
NOTE:
Basic GPWS Modes (1-6) and Windshear Mode (7)
remain active when the TAD is inhibited.
3. Description Of Operating Modes:
A. Mode 1 - Excessive Descent Rate:
(See Figure 12.)
Mode 1 provides alerts and warnings for excessive descent rates with
respect to altitude Above Ground Level (AGL) and is active for all phases of
flight. This mode has an inner and outer alert/warning boundary.
Penetration of the outer boundary causes an aural “SINK RATE” callout to
be annunciated. Additional “SINK RATE” callouts will occur if penetration
increases. Penetration of the inner boundary causes a red PULL UP icon to
be displayed on the PFD and annunciates an aural “PULL UP, PULL UP”
callout, repeated continuously until the inner boundary is exited.
If a valid ILS glideslope front course signal is received and the aircraft is
above the glideslope beam, the outer sink rate boundary is desensitized to
prevent unwanted alerts when the aircraft is safely capturing the glideslope

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(or repositioning to the glideslope beam) from above the beam.
B. Mode 2 - Excessive Closure To Terrain:
(See Figure 13 and Figure 14.)
Mode 2 provides alerts and warnings when rapidly rising terrain is
encountered. It is based on combining radio altitude and vertical speed to
derive a closure rate. Mode 2 alerts can occur during climb, cruise or
descent. It has two sub-modes; the active sub-mode being determined by
aircraft configuration:
(1) Mode 2A:
Mode 2A is active during climbout, cruise and initial approach (flaps
not in landing configuration and aircraft not on the glideslope beam).
The upper boundary of the envelope varies as a function of aircraft
speed, with increased alert times at higher speeds.
If the aircraft penetrates the Mode 2A alerting envelope, an amber
TERRAIN icon is displayed on the PFD and EGPWS annunciates
an aural “TERRAIN, TERRAIN” callout. If the aircraft penetrates the
warning envelope, EGPWS causes a red PULL UP icon to be
displayed on the PFD and annunciates an aural ″PULL UP, PULL
UP” callout, repeated continuously until the inner boundary is exited.
Upon exiting the warning envelope, if the terrain closure continues
to decrease, the aural “TERRAIN, TERRAIN” callout will be
annunciated until the terrain clearance stops decreasing. In addition,
the TERRAIN icon will be displayed on the PFD until the aircraft has
gained 300 feet of barometric altitude, 45 seconds has elapsed, or
the altimeter loses track.
(2) Mode 2B:
Mode 2B provides a desensitized alerting envelope to permit normal
landing approach maneuvers close to terrain without unwanted
alerts. It is automatically selected with flaps in the landing
configuration or when making an ILS approach with glideslope and
localizer deviation of less than 2 dots. It is also active during the first
sixty seconds after takeoff.
During an approach, if the aircraft penetrates the Mode 2B envelope
with either landing gear or flaps not in the landing configuration,
EGPWS causes an amber TERRAIN icon to be displayed on the
PFD and annunciates an aural “TERRAIN, TERRAIN” callout. If the
aircraft continues to penetrate the envelope, EGPWS causes a red
PULL UP icon to be displayed on the PFD and annunciates an aural
″PULL UP, PULL UP” callout, repeated continuously until the
envelope is exited.
If the aircraft penetrates the Mode 2B envelope with both landing
gear and flaps in the landing configuration, EGPWS causes an
amber TERRAIN icon to be displayed on the PFD and annunciates
an aural “TERRAIN, TERRAIN” callout, repeated until the envelope
is exited.
C. Mode 3 - Altitude Loss After Takeoff:
(See Figure 15.)
Mode 3 provides warnings for significant altitude loss after takeoff or low

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altitude go-around (less than 245 feet AGL), with landing gear or flaps not
in the landing configuration. The amount of altitude loss permitted before
an alert is given is a function of the height of the aircraft above the terrain.
Mode 3 is available until the EGPWS computer determines that the aircraft
has climbed past the takeoff phase of flight.
If there is a significant altitude loss after takeoff or during a low altitude
go-around, EGPWS annunciates an aural “DON’T SINK” callout. The
callout is only annunciated twice unless excessive altitude loss continues.
Upon reestablishing a positive rate of climb, the aural callout ceases.
D. Mode 4 - Unsafe Terrain Clearance:
Mode 4 provides alerts for insufficient terrain clearance with respect to
phase of flight and speed. Mode 4 exists in three sub-modes, 4A, 4B and
4C. A Mode 4 alert occurs when the envelope is first penetrated.
NOTE:
The Envelope Modulation feature is active during

Mode 4 operation to automatically provide alerts and
warnings tailored to certain geographic locations,
reducing nuisance warnings and/or providing added
protection.
(1) Mode 4A:
Mode 4A is active during cruise and approach with the landing gear
not in the landing configuration. This provides alerting in instances
where terrain is not rising significantly or the aircraft is not
descending excessively. During approach, alerting is provided to
prevent an unintentional gear-up landing.
A Mode 4A alert causes an amber TERRAIN icon to be displayed on
the PFD and annunciates an aural “TOO LOW, TERRAIN” callout.
This alert occurs at 1,000 feet AGL and lower, depending on aircraft
speed. Subsequent alert callouts occur only if penetration of the
envelope increases by 20%. Mode 4A alerts cease when the
envelope is exited.
Below 500 feet AGL and less than 190 Knots Calibrated Airspeed
(KCAS), a Mode 4A alert causes an amber TERRAIN icon to be
displayed on the PFD and annunciates an aural “TOO LOW, GEAR”
callout. Subsequent “TOO LOW, GEAR” callouts occur only if
penetration of the envelope increases by 20%.
(2) Mode 4B:
Mode 4B is also active during cruise and approach, but with the
landing gear down and the flaps not in the landing configuration.
A Mode 4B alert causes an amber TERRAIN icon to be displayed on
the PFD and annunciates an aural “TOO LOW, TERRAIN” callout.
This alert occurs at 1,000 feet AGL and lower, depending on aircraft
speed. Subsequent alert callouts occur only if penetration of the
envelope increases by 20%.
Below 245 feet AGL and less than 160 KCAS, a Mode 4B alert
causes amber TERRAIN icon to be displayed on the PFD and

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annunciates an aural “TOO LOW, FLAPS” callout. Mode 4B alerts
cease when the envelope is exited.
If desired, the flight crew may inhibit the “TOO LOW, FLAPS” callout
through selection of the GPWS / GND SPLR FLAP ORIDE switch,
located on the cockpit pedestal, to ON.
(3) Mode 4C:
Mode 4C is active during the takeoff or go-around (less than 245
feet AGL) phase of flight with either the landing gear or flaps not in
the landing configuration. It is based on a Minimum Terrain
Clearance (MTC), or floor, that increases with radio altitude during
takeoff. Mode 4C alerts the flight crew when the terrain is rising
more steeply than the aircraft is climbing.
At takeoff, the MTC is zero feet. As the aircraft climbs, the MTC is
increased to 75% of aircraft current radio altitude, computed by
averaging the previous 15 seconds radio altitude. This value is
limited to 500 feet AGL when airspeed is 190 KCAS or less.
If airspeed is greater than 190 KCAS, the MTC increases linearly
with increasing airspeed up to 250 KCAS. Above 250 KCAS the
MTC is limited to 1,000 feet AGL.
If radio altitude decreases to the value of the MTC, an amber
TERRAIN icon is displayed on the PFD and an aural “TOO LOW,
TERRAIN” callout is annunciated.
E. Mode 5 - Excessive Glideslope Deviation:
(See Figure 19.)
Mode 5 provides two levels of alerting if the aircraft flight path descends
below the glideslope. The first alert occurs whenever the aircraft is more
than 1.3 dots below the beam and is called a “soft” alert because the
volume level is reduced. A second alert occurs below 300 feet radio altitude
with greater than 2 dots deviation and is louder or “hard”. The glideslope
upper altitude limit is a function of descent rate and varies from 500 feet
AGL for level flight and climbs up to 1000 feet AGL for descent rates
greater than 500 Feet Per Minute (FPM). This allows glideslope capture
from below the beam, between 500 and 1,000 feet AGL, without unwanted
alerts.
Alerts for Mode 5 activate the ″BELOW G/S″ annunciator on both
glareshield MASTER WARN PANELS and annunciate an aural
″GLIDESLOPE″ callout. Only two “GLIDESLOPE” callouts are annunciated
while in the Mode 5 outer “soft” envelope. If the condition worsens, two
more “GLIDESLOPE” callouts annunciate at a faster rate. This pattern
continues until the inner “louder” area is penetrated (2 dots below or
greater deviation, below 300 feet AGL) at which time the “GLIDESLOPE”
callouts become louder and continuous.
Below 150 feet AGL, glideslope alerting is desensitized to reduce the
possibility of nuisance alerts.
To permit maneuvering on final approach with an unreliable glideslope,
Mode 5 alerts can be inhibited by depressing the Glideslope Inhibit switch,
labeled G/S INHIBIT, on either glareshield MASTER WARN panel.
Glideslope inhibiting can occur below 2,000 feet AGL and is automatically
reset before the next approach, provided the aircraft has descended below

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30 feet AGL, climbs above 2,000 feet AGL, or the ILS receiver is
momentarily detuned from the ILS frequency.
F. Mode 6 - Advisory Callouts:
The Mode 6 function provides altitude callouts as the aircraft descends
through pre-defined altitudes and through the manually-input descent
reference points of either Decision Height (DH) or Minimum Descent
Altitude (MDA). It also provides a bank angle callout during all phases of
flight.
Mode 6 provides aural callouts only. No visual alerts are given. Altitude
callouts are annunciated only once per approach.
NOTE:
See Section 2B-00-00: Digital Automatic Flight Control System, for visual
alerts generated for display by the radio altimeter system in conjunction
with advisory callouts.
NOTE:
Callouts described in (1) through (3) below are valid
unless the aircraft is placarded otherwise for different
callouts. The specific callouts can be verified by
initiating a long self-test. This is accomplished while on
the ground with electrical power applied. TEST is
selected on the display controller, followed by pressing
and holding the GPWS key for three (3) to four (4)
seconds.
(1) Altitude Callouts:
• ONE THOUSAND - Occurs At 1,000 Feet AGL
• FIVE HUNDRED- Occurs At 500 Feet AGL
• FOUR HUNDRED - Occurs At 400 Feet AGL
• THREE HUNDRED - Occurs At 300 Feet AGL
• TWO HUNDRED - Occurs At 200 Feet AGL
• ONE HUNDRED - Occurs At 100 Feet AGL
• FIFTY - Occurs At 50 Feet AGL
• FORTY - Occurs At 40 Feet AGL
• THIRTY - Occurs At 30 Feet AGL
• TWENTY - Occurs At 20 Feet AGL
• TEN - Occurs At 10 Feet AGL
If desired by the flight crew, altitude callouts can be inhibited through
the use of the RAD ALT VOICE ORIDE switch, located on either
glareshield MASTER WARN panel.
(2) Minimums Callouts:
At DH (or MDA) plus 100 feet, an aural ″APPROACHING
MINIMUMS″ callout will occur once. When reaching DH (or MDA),
an aural ″MINIMUMS″ callout will occur once.
(3) Bank Angle Callout:

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(See Figure 20.)
The aural ″BANK ANGLE, BANK ANGLE″ callout advises of a roll
attitude that is excessive for the flight conditions. The callout occurs
at 40 degrees above 150 feet AGL. Below 150 feet AGL the callout
threshold is reduced progressively with altitude. Below 30 feet AGL
the callout occurs at 10 degrees and is inhibited below 5 feet AGL.
G. Mode 7 - Detection Of Severe Windshear:
(See Figure 21.)
Mode 7 is designed to provide alerts and warnings if the aircraft encounters
severe windshear. It is active between 10 and 1,500 feet AGL and during
takeoff, final approach and go-around.
Windshear caution alerts are annunciated if the windshear consists of an
increasing headwind (or decreasing tailwind) and/or a severe updraft,
which may precede an encounter with a microburst. In the event of a
windshear caution, an amber WINDSHEAR icon is displayed on the PFD
and an aural “WINDSHEAR, WINDSHEAR, WINDSHEAR” callout is
annunciated. The alert remains active for as long as the aircraft remains
exposed to an increasing headwind and/or updraft condition in excess of
the alert threshold.
Windshear warnings are annunciated if the windshear consists of a
decreasing headwind (or increasing tailwind) and/or a severe downdraft. In
the event of a windshear warning, a red WINDSHEAR icon is displayed on
the PFD and an aural “WINDSHEAR, WINDSHEAR, WINDSHEAR” callout
is annunciated. The aural callout will not repeat unless another, separate,
severe windshear event is encountered. The WINDSHEAR icon remains
displayed for as long as the aircraft remains exposed to a decreasing
headwind and/or downdraft condition in excess of the alert threshold. The
alert threshold is adjusted as a function of available climb performance,
flight path angle, airspeeds significantly different from normal approach
speeds, and unusual fluctuations in static air temperature typically
associated with the leading edge of microbursts.
(See Figure 22, Figure 23 and Figure 24. and Section 2B-02-00: Electronic
Display System)
The EGPWS is protected by the following Circuit Breakers (CBs):

GPWS POP G-2 L MAIN AC Bus
A. Crew Alerting System (CAS) Messages:

CAS messages associated with EGPWS are:
Area Monitored: CAS Message: Message Color:

GPWS Computer GPWS FAIL Blue
GPWS Computer WINDSHEAR FAIL Blue
(See NOTE 1)

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NOTE(S):
(1) Normally displayed before engine start until AOA heat is selected ON.
5. Limitations:
(1) Pilot’s Manuals:
The Allied Signal Enhanced Ground Proximity Warning System
Pilot’s Guide, 060-4241-000, Revision D, dated March 2000 (or later
approved revision appropriate to the software version below) shall
be immediately available to the pilots for -208 -208 and -210 -210
software versions.
(2) Clearance:
Pilots are authorized to deviate from their current Air Traffic Control
(ATC) clearance to the extent necessary to comply with an EGPWS
warning.
(3) Navigation:
Navigation is not to be predicated upon the use of the Terrain
Display.
(4) Database:
The EGPWS database, displays and alerting algorithms currently
account for man-made obstructions.
(5) Terrain Display:
The Terrain Display is intended to serve as a situational awareness
tool only, and may not provide the accuracy and/or fidelity on which
to solely base terrain avoidance maneuvering.
Terrain Display shall be selected OFF when within 15 NM of landing
at an airport when:
• The airport has no published instrument approach procedure
(-104 -104 software version only).
• The longest runway is less than 3500 ft in length.
• The airport is not in the Allied Signal database.
• QFE altimeter settings are used for approach and landing.
With -208 -208 or -210 -210 (or later approved version)
software version installed, there is NO requirement to select
Terrain Display OFF for QFE approaches.
(6) TAWS:
The production EGPWS installation meets the requirements for
Class A TAWS as defined in Advisory Circular AC 25-23.

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Terrain Clearance Floor

Figure 9
Terrain Alerting Area

Figure 10

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Terrain Awareness Area

Figure 11
Excessive Descent Rate Envelope

Figure 12

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Excessive Closure To Terrain Envelope (Mode 2A)

Figure 13

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Excessive Closure To Terrain Envelope (Mode 2B)

Figure 14

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Altitude Loss After Takeoff Envelope

Figure 15

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Unsafe Terrain Clearance Envelope (Mode 4A)

Figure 16

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Unsafe Terrain Clearance Envelope (Mode 4B)

Figure 17

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Unsafe Terrain Clearance Envelope (Mode 4C)

Figure 18

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Excessive Glideslope Deviation Envelope

Figure 19

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Excessive Bank Angle Envelope

Figure 20

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Windshear Alerting Envelope

Figure 21

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TERRAIN DISPLAY Switch

Figure 22

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GPWS/GND SPLR FLAP ORIDE Switch

Figure 23

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Glareshield MASTER WARN Panel

Figure 24
2A-34-50: Traffic / Aircraft Alert and Collision Avoidance System (TCAS /

ACAS)
The Honeywell Traffic / Aircraft Alert and Collision Avoidance System (TCAS-2000
/ ACAS) is production installed on all GV airplanes. The system currently uses
ACAS software version 7.0. Software version 7.0 is required for operation within
European airspace. It is expected that all TCAS equipped airplanes will be
equipped with version 7.0. This system description presumes the installation of
software version 7.0.
TCAS/ACAS provides the flight crew with notifications of the presence of other
transponder equipped traffic in the vicinity that may present a collision hazard.

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TCAS/ACAS can track up to fifty (50) airplanes simultaneously. The system
provides aural alerts to the presence of traffic, visual plots on cockpit displays of
the relative location of other airplanes, and aural and visual cues for evasive
maneuvers if collision is imminent. If both converging airplanes are equipped with
TCAS/ACAS and Mode S transponders, the systems mutually coordinate evasive
maneuvers to ensure diverging flight paths.
The system functions as a low-powered airborne equivalent of the ground-based
ATC system, interrogating and receiving replies from the transponders of other
airplanes. Transponder replies are used to plot the position of traffic, and for traffic
with Mode C and Mode S transponders, the altitude of the target is also
determined.
TCAS / ACAS consists of the following subsystems / components as shown in the
simplified block diagram in Figure 25:
• Two antennas, one on the top and one on the bottom of the airplane, each
located on airplane centerline forward of the main cabin door.
• Dedicated system computer
• Cockpit displays
• Radio Frequency Management Unit (RFMU) with Mode S ATC
Transponder
The directional antennas interrogate and receive the transponder signals of other
airplanes and also continuously transmit a high speed data code (squitter) to
TCAS / ACAS equipped airplanes. Transponder responses from other airplanes
are processed in the TCAS / ACAS computer to determine relative closure vectors
for traffic within the defined alerting envelope. The alerting envelope has altitude
limit values that may be modified with selections made on the RFMU.
The TCAS / ACAS computer communicates traffic information to the Display
Controllers (DCs) and Symbol Generators (SGs) for subsequent display on the
cockpit EFIS units. The TCAS / ACAS display is automatically selected to the NAV
display on airplane power up. The flight crew may deselect the TCAS / ACAS
display by using the Line Select Keys (LSKs) on the MAP menu of the DCs. The
TCAS / ACAS traffic display may also be shown on the CAS screen (DU #4) by
selecting TCAS / ACAS on the SYSTEMS menu on either DC. The TCAS / ACAS
traffic display will automatically “pop up” on DU #4 whenever conflicting traffic
penetrates the TCAS / ACAS alert envelope. Although the system tracks up to fifty
(50) airplanes, only fifteen (15) airplane targets may be displayed at one time due
to the limitations of the SGs.
The TCAS / ACAS computer has an internal synthetic voice component that
annunciates the presence of traffic over cockpit speakers and interphone. If the
computer determines that an airplane presents an imminent collision hazard, the
synthetic voice directs the flight crew to make changes in the vertical speed of the
airplane to avoid the conflict. Any evasive maneuver directed by the TCAS / ACAS

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computer is shown on the Primary Flight Display (PFD) in a cue format that guides
the flight crew to a safe separation distance.
NOTE:
TCAS / ACAS displays and alert messages are tools

to increase flight crew situational awareness. Other
tools include windshear and other EGPWS alerts.
Displays and annunciations are prioritized so that any
windshear alert will override a EGPWS or TCAS /
ACAS alert, and any EGPWS alert will override a
TCAS / ACAS alert. In instances where TCAS / ACAS
alerts are overridden, only Traffic Advisories are
displayed and aural messages are temporarily
inhibited.
2. Subsystems, Units and Components:
A. TCAS / ACAS Antennas:
Two antennas (upper and lower) antennas are installed. The antennas
(shown in Figure 31) are directional receivers and omni-directional
transmitters operating in the L-Band of the radio spectrum. A signal
strength algorithm in the computer determines which antenna is used for
best system operation. Using the directional features of the antennas and
the elapsed time between interrogation and reply, the system computer
determines bearing and distance to the other airplane transponder. If the
received transponder signal is from an airplane with Mode C or Mode S,
the altitude encoded in the signal is used to locate the airplane in three
dimensions. Since TCAS / ACAS transmits and receives on the same
frequency as the ATC system, a pulse suppression circuit is incorporated to
prevent the TCAS / ACAS antennas from transmitting simultaneously with
the onboard transponder.
B. TCAS / ACAS Computer:
The TCAS / ACAS computer is installed in the right electronic equipment
rack, and is powered by the Left Main 28V DC bus. The computer uses
transponder replies received from other airplanes to monitor flight path
tracks and determine potential conflicts. Conflicts are detected by
comparing airplane range versus range closure rate and airplane altitude
versus altitude closure rate. TCAS / ACAS can exchange data with other
airplanes having Mode S transponders at a range of forty nautical miles (40
NM) and can detect (but not communicate with) Mode S airplane targets up
to one hundred twenty miles (120 NM). For airplane targets with Mode A or
Mode C transponders, the range is twenty nautical miles (20 NM).
A TCAS / ACAS alerting envelope is formulated based upon the amount of
time available to the flight crew for evasive maneuvers at computed closure
rates. The alerting envelope is a three-dimensional space surrounding the
airplane that varies in size and sensitivity with altitude. Sensitivity levels
determine the alarm time, size of the protected area and the vertical
threshold for alerts. At higher altitudes the sensitivity level is expanded to
provide a larger protected area since traffic density is lower (and travelling
at higher speeds). A protected area is defined by closure rate to a Closest
Point of Approach (CPA). The protected area is expanded at close range to

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compensate for low closure rates, for example when two airplanes are on
similar flight tracks at similar speeds, but the tracks differ sufficiently for the
airplane tracks to converge at some point at a low closure rate. The vertical
threshold of the protected area is expanded slightly at higher altitudes
corresponding with higher sensitivity levels. TCAS / ACAS software version
7.0 is compliant with RVSM (Reduced Vertical Separation Minimums),
therefore the envelope size is predicated on vertical separations of 1,000
feet below FL 420 and vertical separation of 2,000 feet above FL 420. For
more specific information, consult the Honeywell Traffic Alert and Collision
Avoidance System (TCAS) Pilot’s Guide, publication number C28-3841-
005-00, dated September 1999 (or later approved revision).
If TCAS / ACAS determines that another airplane’s track will close within
the defined caution envelope, a Traffic Advisory in the format of an aural
message of “TRAFFIC, TRAFFIC” is annunciated over cockpit speakers
and interphones. Concurrently with the aural alert, the TCAS / ACAS
display will automatically “pop up” on DU #4 (the systems CAS display)
with conflicting traffic represented as a solid amber circle on the TCAS /
ACAS display. If traffic continues to close to within the warning envelope,
the traffic is displayed as a solid red square on the TCAS / ACAS display
accompanied by an aural message instructing the flight crew to take
evasive action. Visual cues are presented on the Primary Flight Display
(PFD) directing a change or restriction in vertical speed to avoid collision.
The aural instructions and PFD cues are termed Resolution Advisories
(RAs). After completion of the avoidance maneuver and traffic separation
distances increase beyond the alerting envelope, an aural message
“CLEAR OF TRAFFIC” is sounded, signalling the flight crew that they may
return to the previously assigned flight parameters. Traffic Advisories and
Resolution Advisories with accompanying display characteristics are
discussed in the Cockpit Displays and Aural Messages section below.
WARNING
DO NOT RELY SOLELY ON TCAS / ACAS OR AIR

TRAFFIC CONTROL FOR COLLISION AVOIDANCE:
• TCAS / ACAS CANNOT DETECT AIRPLANES
WITH INOPERATIVE OR NON-ICAO
COMPLIANT TRANSPONDERS
• TCAS / ACAS REQUIRES A VALID ON-BOARD
MODE S TRANSPONDER, A VALID
BAROMETRIC ALTIMETER SOURCE AND A
VALID RADIO ALTIMETER SOURCE
• TCAS / ACAS CAN PROVIDE RESOLUTION
ADVISORIES ONLY FOR AIRPLANES WITH
OPERATING ICAO COMPLIANT
TRANSPONDERS WITH ALTITUDE REPORTING
FUNCTIONS
• FOR AIRPLANES WITH ICAO TRANSPONDERS
WITHOUT ALTITUDE REPORTING FUNCTIONS,

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TCAS / ACAS CAN ONLY PROVIDE TRAFFIC
ADVISORIES
WARNING
TCAS / ACAS MAY NOT ALWAYS INHIBIT

RESOLUTION ALERT MANEUVER COMMANDS IN
FLIGHT REGIMES THAT MAY SIGNIFICANTLY
REDUCE STALL MARGINS. EXAMPLES ARE:
• BANK ANGLES EXCEEDING 15°
• ENGINE OUT (CREW SHOULD SELECT
TRAFFIC ADVISORIES ONLY ON DISPLAYS)
• ABNORMAL CONFIGURATIONS - SUCH AS
GEAR UNRETRACTED WHICH WOULD LIMIT
AIRPLANE PERFORMANCE
• OPERATION AT TEMPERATURES BEYOND ISA
STANDARDS - ± 27.8°C (50°F)
• SPEEDS BELOW NORMAL OPERATING
SPEEDS
• AT BUFFET MARGINS LESS THAN 0.3 “G”
• DURING A TCAS / ACAS TO TCAS / ACAS
SENSE REVERSAL
C. Cockpit Displays and Aural Messages:
The TCAS / ACAS display on Display Unit (DU) #4 (CAS) is a map view
with a range of five (5) miles. At the center of the display is an airplane icon
surrounded by a ring of twelve (12) dots at a range of two (2) miles. The
dots represent clock positions and are shown as an aid in sighting detected
traffic. See the illustration in Figure 26.
When selected to the cockpit NAV displays, TCAS / ACAS is in MAP mode
and the range may by adjusted with the weather radar range controls on
the DCs. A typical display is shown in Figure 27. If TCAS / ACAS is tracking
a target that is outside of the selected display range, the target will be
shown at the perimeter of the display with only half (½) of the appropriate
symbol visible. Although the maximum traffic detection range for TCAS /
ACAS is 120 NM in front of the airplane and 15 NM behind the airplane, a
smaller range setting offers better traffic discrimination in high density
airspace.
TCAS / ACAS symbology is the same on both the DU #4 and NAV displays.
Traffic is represented in different icon shapes and colors corresponding to
the potential threat of collision:
• " - a red square represents a Resolution Alert (RA) for conflicting
traffic that poses a collision danger within 15 to 35 seconds
• * - an amber circle represents a Traffic Alert (TA) for conflicting
traffic that poses a collision danger within 20 to 48 seconds
• k - a cyan (blue) diamond represents proximate traffic that is within
± 1,200 feet of airplane altitude, but whose projected track does not
pose a collision danger

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• j - a hollow cyan diamond represents other traffic more than ±
1,200 feet from airplane altitude that does not hazard the airplane
When the detected traffic is equipped with a functioning Mode C or Mode S
transponder, a two digit display of the altitude of the traffic in hundreds
(100’s) of feet accompanies the symbol. If the traffic is above airplane
altitude, the two digits are shown above the symbol and preceded by a plus
(+) sign, and if the traffic is below the airplane the digits are placed below
the symbol and preceded by a minus (−) sign. For example, k+13
represents proximate traffic 1,300 feet above the airplane, while
k−08symbolizes proximate traffic 800 feet below the airplane. If the
detected traffic is climbing or descending more than 500 feet per minute
(FPM), an arrow is placed to the right of the symbol pointing in the direction
of altitude change. Examples are k↓+13 and k↑−08.
If TCAS / ACAS is unable to determine the bearing of a target, the
appropriate color coded symbol will be shown at the lower center of the
display with altitude information if available. Failure to determine target
bearing is most likely due to high bank angles masking antenna functions.
Bearing information is usually available as soon as bank angle is
moderated.
The flight crew may choose to have the traffic altitude displayed in absolute
altitude rather than as a relative altitude difference from the airplane. If
absolute altitude is selected, the traffic symbol is accompanied by the
altitude readout reported by the ATC transponder. Absolute altitude reverts
to relative altitude after 10 seconds.
The altitude range for TCAS / ACAS traffic surveillance is normally limited
to ±2700 feet of airplane altitude (NORM on the RFMU TCAS / ACAS
control page). The altitude envelope may be expanded above and below
the normal range with selections on the RFMU. If ABOVE is selected, the
envelope is set between −2,700 feet and +7,000 feet. If BELOW is
selected, the envelope is set between +2,700 feet and −7,000 feet.
If the closest point of approach of any traffic is near enough to generate a
RA, avoidance maneuver cues will automatically be displayed on both
PFDs accompanied by aural instructions. An RA as presented on the PFD
is shown in Figure 29. The Flight Director command bars are removed from
view and the PFD will display climb or descent rates to avoid in the format
of a red outlined trapezoid above, below or above and below the airplane
symbol on the PFDs. The trapezoid enclosed areas represent vertical
speeds that lead to a potential collision. A fly-to target in the form of a
rectangular box outlined in green is displayed representing the desired
airplane vertical speed for collision avoidance. The airplane should be
maneuvered so that the airplane symbol on the PFD is within the green
fly-to box. A RA that does not require modification of present vertical speed
is termed a “preventative” RA, and in this case a green fly-to box is not
shown, only the red vertical speed avoidance cues are presented.
The airplane symbol on the PFD is normally yellow, however during a RA
display, the airplane symbol will be red if the airplane is flown in the vertical
speed area(s) outlined in the red trapezoid(s), and colored green if the
airplane is flown within the vertical speeds defined by the green fly-to box.
The RA vertical speed commands are programmed to be within the
airplane performance capability and should usually only require altitude

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

“MONITOR VERTICAL SPEED - Keep vertical speed outside of the
MONITOR VERTICAL SPEED” ranges defined by the red trapezoid(s)
on the PFD.
“CLIMB - CLIMB” Promptly establish a rate of climb of
1,500 FPM or more.
“CLIMB, CROSSING CLIMB - CLIMB, Promptly establish a rate of climb of
CROSSING CLIMB” 1,500 FPM or more for a climb that will
cross the flight path of conflicting traffic.
“DESCEND - DESCEND” Promptly establish a rate of descent of
1,500 FPM or more.
“DESCEND, CROSSING DESCEND - Promptly establish a rate of descent of
DESCEND, CROSSING DESCEND” 1,500 FPM or more for a descent that
will cross the flight path of conflicting
traffic.
“REDUCE DESCENT - REDUCE Promptly reduce descent rate to match
DESCENT” the rate shown in the green outlined
rectangle on the PFD.
“REDUCE CLIMB - REDUCE CLIMB” Promptly reduce climb rate to match the
rate shown in the green outlined
rectangle on the PFD.
“CLIMB, CLIMB NOW - CLIMB, CLIMB (Following a DESCEND advisory when
NOW” circumstances require a reversal of
direction.) Promptly establish a rate of
climb of 1,500 FPM or more.
“DESCEND, DESCEND NOW - (Following a CLIMB advisory when
DESCEND, DESCEND NOW” circumstances require a reversal of
direction.) Promptly establish a rate of
descent of 1,500 FPM or more.
“INCREASE CLIMB - INCREASE Promptly increase rate of climb to 2,500
CLIMB” FPM or more.
“INCREASE DESCENT - INCREASE Promptly increase rate of descent to
DESCENT” 2,500 FPM or more.
“ADJUST VERTICAL SPEED, ADJUST” Adjust vertical speed to the range
displayed on the PFD.
“MAINTAIN VERTICAL SPEED, Maintain current climb or descent rate as
MAINTAIN” shown on PFD to ensure traffic
separation.
“MAINTAIN VERTICAL SPEED, Maintain current climb or descent rate as
CROSSING MAINTAIN” shown on PFD to ensure traffic
separation - maneuver requires crossing
flight path of conflicting traffic.
“CLEAR OF CONFLICT” Promptly return to and / or maintain last
assigned flight profile.
NOTE:
TCAS / ACAS visual and aural alerts are restricted in

certain areas of the airplane operating envelope:

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• No CLIMB commands are issued when the
airplane cannot maintain a climb rate of 1,500
FPM.
• No INCREASE CLIMB commands are issued
when the airplane cannot achieve a climb rate of
2,500 FPM.
• No INCREASE DESCENT commands are issued
at altitudes less than 1,450 feet AGL (radio
altitude).
• No DESCEND commands are issued when
climbing at altitudes less than 1,200 feet AGL or
descending at less than 1,000 feet AGL (radio
altitude).
• No Resolution Advisories are issued when climbing
at altitudes less than 1,100 feet AGL or descending
at less than 900 feet AGL (radio altitude).
• No Aural Traffic Advisories are issued at altitudes
less than 500 feet AGL (radio altitude).
• No Visual Traffic Advisories are issued for traffic
with a transponder altitude readout of less than 380
feet AGL.
• In high density traffic areas, TCAS / ACAS reduces
transponder interrogation power in order to limit
interference with the ATC system. As a result,
some targets at the outer perimeter of system
surveillance range will not be shown on cockpit
displays.
A. Radio Frequency Management Unit (RFMU) and Mode S ATC
Transponder:
Two Collins RTU-4280 Radio Frequency Management Units (RFMUs) are
installed in the cockpit center console, one for each crew position. TCAS /
ACAS selections are made by pressing the TCAS function key. Pressing
the function key will access the TCAS main display page. See Figure 30 for
an illustration of the TCAS main display page on the RFMU. From the main
display page, menu items may be selected with LSK entries. Available
options are:
• MODE selections for Traffic Advisories and Resolution Advisories
(TA / RA), Traffic Advisories only (TA ONLY) or Standby (STBY)
• ALT selections for display of absolute altitude (ABS) or relative
altitude (REL) for TCAS / ACAS targets with Mode C or Mode S
transponders (the ABS reverts to REL after 20 seconds)
• TRAFFIC selection to display other traffic that is determined not to
be a collision hazard (ON) or OFF (threat traffic only displayed)
• Selection of envelope altitude parameters for monitoring TCAS /
ACAS traffic. ABOVE sets the envelope from 2,700 feet below the
airplane to 7,000 feet above, BELOW sets monitoring between
2,700 feet above to 7,000 feet below the airplane, and AUTO sets
the envelope between 2,700 feet above and 2,700 feet below the

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airplane.
• RANGE window displays range values set by use of either tuning
knob. Depending on configuration, those ranges may be:
• 6 / 12 NM
• 6 / 12 / 20 / 40 NM
• 3 / 5 / 10 / 20 / 40 NM
• 5 / 10 / 20 / 40 NM
• TEST will initiate a system self-test that may be accomplished in the
air or on the ground. If the airplane is on the ground and the TEST
LSK is pushed and held in, a longer maintenance test will be
initiated. Either the short or long test will also check the ATC
transponder system.
Two Mode S transponders (#1 and #2) are installed in the airplane, #1 in
the left electronic equipment rack, #2 in the right electronic equipment rack.
Four transponder antennas are located on the top and bottom of the
fuselage as shown in Figure 31. The transponders are controlled with LSK
selections (on the ATC main display page) and the rotary knob on the
RFMU. Only one transponder is active at a time. LSK selections designate
the active transponder and assigned ATC codes are entered with the rotary
knob. An IDENT button on the upper right of the RFMU is used to respond
to identification requests from ATC. LSKs may also be used to turn off the
altitude reporting feature of the transponder, and initiate a system test for
both the transponders and TCAS / ACAS system from the RFMU ATC main
display page.
Annunciations presented on the ATC main display page include:
• RPLY is shown as a solid green square (reply light) to the right of
the ATC code when the transponder is replying to an interrogation
signal
• XPDR FAIL is shown in amber when the selected active
transponder has failed
• STBY is displayed in cyan to the right of the ATC code when the
transponder is in the standby mode
• ID is displayed in cyan when the IDENT feature is active
NOTE:
For additional information about the RFMU, consult
the Collins RTU-4280 Radio Tuning Unit Pilot’s Guide,
publication number 523-0778232-001117, dated July
1996 (or later approved revision).
Circuit Breaker Name CB Panel Location Power Source

TCAS POP F-2 L MAIN 28V DC
ATC #1 POP F-4 R EMER 28V DC
ATC #2 CPOP F-4 R MAIN 28V DC

Page 51
January 28/03
OPERATING MANUAL
A. Advisory (Blue) CAS Messages:
CAS Message Cause or Meaning

TCAS FAIL TCAS system has failed.
A. TCAS / ACAS Self-Test:

Prior to initiating the eight (8) second self-test, turn on all displays with the
NAV displays in MAP mode, select TA ONLY or TA / RA on the TCAS main
display page of the RFMU display, select TCAS on the systems display of
DU #4 (CAS) and select ATC transponder #1 altitude reporting ON with the
transponder in STBY.
Press the ATC 1 transponder TEST button until the aural annunciation
“TCAS TEST” is heard. The following indications are shown on the NAV
and / or CAS displays:
• A solid blue diamond k↓ (proximate traffic) positioned at one
o’clock with an arrow pointing down and a relative altitude below the
symbol of -10 (indicates 1,000 feet below TCAS / ACAS test
airplane)
• A hollow blue diamond j (other traffic) positioned at eleven o’clock
with no arrow and a relative altitude above the symbol of +10
(indicates 1,000 feet above TCAS / ACAS test airplane)
• A solid red square " (RA) at three o’clock with no arrow and a
relative altitude above the symbol of +02 (indicates 200 feet above
TCAS / ACAS test airplane)
• A solid amber circle * (TA) positioned at nine o’clock with an
upward pointing arrow and a relative altitude of - 02 (indicates 200
feet below TCAS / ACAS test airplane)
• TCAS FAIL message shown in blue on the CAS display for the
duration of the test
• After eight seconds, an aural annunciation of “TCAS TEST OK” or
“TCAS TEST FAIL”
NOTE:
ATC transponder #2 may be used for the self-test if
transponder #1 is turned OFF.
CAUTION
ACTIVATING THE SELF-TEST WHILE AIRBORNE

WILL BLOCK ALL TRAFFIC INFORMATION DISPLAY
AND ANNUNCIATIONS FOR THE EIGHT SECOND
DURATION OF THE TEST.
4. Limitations:
(1) TCAS Operating Constraints:
With 6.04A software installed, all Resolution Advisory (RA) and

Page 52
January 28/03
OPERATING MANUAL
Traffic Advisory (TA) aural messages are inhibited at a radio altitude
less than 1,100 ft climbing and 900 ft descending.
With 7.0 software installed (aircraft SN 628 and subsequent), all RA
and TA aural messages are inhibited at a radio altitude less than 500
ft ±100 ft climbing and descending.
(2) Clearance:
The pilot is authorized to deviate from ATC to the extent necessary
to comply with a Resolution Advisory (RA).
(3) Traffic Advisories:
The pilot must not initiate evasive maneuvers based solely on
information from a Traffic Advisory (TA). Traffic Advisory information
should be used only as an aid to visual acquisition of traffic.
(4) Resolution Advisories:
Compliance with TCAS Resolution Advisories (RA) is required
unless the pilot considers it unsafe to do so. Maneuvers which are in
the opposite direction of an RA are extremely hazardous and are
prohibited unless it is visually determined to be the only means to
assure safe separation.
(5) Clear Of Conflict:
Prompt return to the ATC cleared altitude must be accomplished
when “CLEAR OF CONFLICT” is announced.
(6) Single Engine Inoperative and TCAS:
With a single engine inoperative, select TA only as the TCAS
operating mode.

Page 53
January 28/03
OPERATING MANUAL
TCAS / ACAS System

Simplified Block Diagram
Figure 25
2A-34-00
Page 55 / 56
January 28/03
OPERATING MANUAL
TCAS / ACAS Display on DU #4

Figure 26

Page 57
January 28/03
OPERATING MANUAL
TCAS / ACAS Display in MAP Mode

Figure 27

Page 58
January 28/03
OPERATING MANUAL
TCAS / ACAS Display in VERT PROF Mode

Figure 28

Page 59
January 28/03
OPERATING MANUAL
TCAS / ACAS RA Display on the PFD

Figure 29

Page 60
January 28/03
OPERATING MANUAL
TCAS / ACAS Display on the Radio Frequency Management Unit (RFMU)

Figure 30

Page 61
January 28/03
OPERATING MANUAL
TCAS / ACAS
Transponder Antenna
Locations
Figure 31
2A-34-00
Page 63 / 64
January 28/03

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2A-34-20: Flight Environment Data System

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

CB: CB Panel: Location: Power Source:

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

Digital Air Data Computing

Standby Altimeter/Airspeed Indicator / Standby Attitude System Simplified Block

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

Pitot-Static System Simplified Block Diagram

2A-34-30: Attitude and Direction System

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

CB: CB Panel: Location: Power Source:

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

Radio Magnetic Indicator

Radio Magnetic Indicator

Standby Horizon/ILS Indicator (SHII) Controls And Indications

2A-34-40: Enhanced Ground Proximity Warning System (EGPWS)

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

Priority Description For Class B TAWS

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

Basic GPWS Modes (1-6) and Windshear Mode (7)

THE TERRAIN AWARENESS DISPLAY (TAD) IS

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

The Envelope Modulation feature is active during

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

CB: CB Panel: Location: Power Source:

A. Crew Alerting System (CAS) Messages:

Area Monitored: CAS Message: Message Color:

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

Terrain Clearance Floor

Terrain Alerting Area

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

Terrain Awareness Area

Excessive Descent Rate Envelope

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

Excessive Closure To Terrain Envelope (Mode 2A)

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

Excessive Closure To Terrain Envelope (Mode 2B)

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

Altitude Loss After Takeoff Envelope

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

Unsafe Terrain Clearance Envelope (Mode 4A)

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

Unsafe Terrain Clearance Envelope (Mode 4B)

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

Unsafe Terrain Clearance Envelope (Mode 4C)

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

Excessive Glideslope Deviation Envelope

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

Excessive Bank Angle Envelope

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00

Windshear Alerting Envelope

2A-34-00 PRODUCTION AIRCRAFT SYSTEMS

TERRAIN DISPLAY Switch

PRODUCTION AIRCRAFT SYSTEMS 2A-34-00